SEARCH · Engineering Papers
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Development of 8 cm ion thruster technology which was conducted in support of the Ion Auxiliary Propulsion System (IAPS) flight contract (Contract NAS3-21055) is discussed. The work included characterization of thruster performance, stability, and control; a study of the effects of cathode aging; environmental qualification testing; and cyclic lifetesting of especially critical thruster components.
The mercury bombardment electrostatic ion thruster is the most successful electric thruster available today. A 5 cm diameter ion thruster with 3,000 specific impulse and 5mN thrust is described. The advantages of electric propulsion and the tests that will be performed are also presented.
The short pulse width testing completed on the Voyager 0.2-lbf thruster value assemblies (T/VA's) and the disassembly and inspection of T/VA S/N 020 is reported. The purpose for performing the short pulse width testing on Voyager 0.2-lbf thruster valve assemblies (T/VA's) was to determine: (1) impulse bit versus electrical pulse width; (2) impulse bit variations versus electrical pulse width; and (3) whether the short pulses decrease thruster life.
Heaterless inert gas ion thruster hollow cathodes were investigated with the aim of reducing ion thruster complexity and increasing ion thruster reliability. Cathodes heated by glow discharges are evaluated for power requirements, flowrate requirements, and life limiting mechanisms. An accelerated cyclic life test is presented.
Attention is given to the cyclic endurance qualification test, performed in a vacuum facility with a liquid nitrogen-cooled cryosurface and a frozen mercury target, to which a mercury-ion thruster representative of Ion Auxiliary Propulsion System (IAPS) thrusters was subjected. At the time that the endurance test was successfully concluded, upon consumption of the IAPS propellant tank's mercury, 8,471 hours of 'beam-on time' and 599 cycles had been accumulated. The system's Power Electronics Unit accumulated 10,268 hours of test time with high voltage applied to the operating thruster or dummy load.
A model is developed for high magnetic field strength cusped thrusters which results in a single equation describing the thruster performance. Such a simple result is made possible by formulating the model in terms of the average energy expended in producing ions in the discharge plasma and the fraction of these ions that are extracted into the beam. A key feature of the model is that it allows one to calculate the average plasma ion energy cost as a function of the propellant utilization knowing only thruster geometric design parameters and the propellant gas. The model is exercised to indicate the effects on performance resulting from changes in the extracted ion fraction, the quality of the containment of primary electrons, the propellant mass flow rate, the propellant gas and the transparency of the accelerator system to neutral atoms.
The high performance ion thruster technology presented is suitable for either geostationary satellite north-south stationkeeping or interplanetary spacecraft primary propulsion. The thruster employs a ring-cusp magnetic field arrangement for plasma confinement, incurring an ion production cost which at about 100 eV/ion, is approximately half the value for the state-of-the-art J-series mercury ion thruster. A comparison of the average plasma properties existing within the ion-production volumes indicates that the improved performance of the ring-cusp configuration is due to higher electron temperature, confirming the superiority of this design in confining the energetic electrons emitted by the cathode.
Projected requirements for efficient, economical, orbit-raising propulsion systems have generated investigations into several potentially high specific impulse, moderate thrust, advanced systems. One of these systems, laser thermal propulsion, utilizes a high temperature plasma as the enthalpy source. The plasma is sustained by a focused laser beam which maintains the plasma temperature at levels near 20,000 K. Since such temperature levels lead to total dissociation and high ionization, the plasma thruster system potentially has a high specific impulse decrement due to recombination losses. The nozzle flow is expected to be sufficiently nonequilibrium to warrant concern over the achievable specific impluse. This investigation was an attempt at evaluation of those losses. The One-Dimensional Kinetics (ODK) option of the Two-Dimensional Kinetics (TDK) Computer Program was used with a chemical kinetics rate set obtained from available literature to determine the chemical kinetic energy losses for typical plasma thruster conditions. The rates were varied about the nominal accepted values to band the possible losses. Kinetic losses were shown to be highly significant for a laser thermal thruster using hydrogen. A 30 percent reduction in specific impulse is possible simply due to the inability to completely extract the molecular recombination energy.
Magnetoplasmadynamic thruster (MPdT) lifetime at sustained multimagawatt power levels is unknown but will be governed by plasma erosion of thruster surfaces. Before the thruster can be developed for an orbital propulsion application the physics of the erosion mechanisms must be studied. The following key questions that must be resolved to understand erosion are addressed: (1) what are the erosion mechanisms on the anode, cathode, and insulator and what are the quantitative rates for each; (2) what governs the cathode heat balance at high current density and magawatt power levels; (3) what governs the anode heat balance; and (4) how does the cathode work function change with time, and what effect does this have on erosion. The approach aims at developing an understanding of the erosion of the electrode and insulator surfaces by conducting experiments on a steady-state, scaled-down MPD device, and by analysis of key processes.
Electrothermal propulsion concepts are briefly discussed as an introduction to a bibliography and author index. Nearly 700 citations are given for resistojets, thermal arcjets, pulsed electrothermal thrusters, microwave heated devices, solar thermal thrusters, and laser thermal thrusters.
The role of Alfven's critical ionization velocity in the performance of the self-field MPD thruster has been investigated. The existence of a well defined characteristic velocity can be attributed to an ionization process involving the production of a population of suprathermal electrons by an electrostatic instability. It is shown that for the MPD thruster plasma, suprathermalization of electrons via this electrostatic instability can only happen if ions are initially accelerated to velocities larger than the Alfven critical ionization velocity. When this occurs the mechanism will be initiated and the ions decelerated to velocities near the critical velocity. This mechanism ceases to be limiting when all neutrals are ionized. A model of MPD thruster terminal behavior, incorporating Alfven's hypothesis, is presented. Experiments with three different propellants reveal that operation at values of the current squared to total mass flow ratio corresponding to the Alfven critical velocity is marked by a transition wherein low frequency voltage oscillations and a notable change in the voltage-current dependence occurs. One major result of this study is the demonstration that the Alfven critical velocity is not a fundamental limitation on MPD exhaust velocity.
The feasibility of operating the MPD thruster at sustained, multi-megawatt power levels for application to nuclear powered earth orbital maneuvering and outer planet orbiters is addressed by examining cathode erosion processes. The cathode is studied first since it operates in the most severe environment. Due to current, power, and geometrical constraints imposed by the need for high thruster efficiency the cathode must provide 200-400 A/sq cm at incandescent temperatures. This level must be sustained for hundreds of hours to propel a 13,000 kg payload, 5 MW vehicle from low earth orbit to say geosynchronous orbit in 7 days. The physics of thermionic emission are shown by experiment and theory to dominate the thermal balance and cathode sheath such that electron cooling keeps the cathode cool enough to avoid rapid evaporation. Experiments using a subscale MPD test device operating at continuous power levels of 10-30 kW show that cathode temperature can be kept to 2100-2200 K at the high current densities required for a full-sized, multi-megawatt thruster.
Heaterless inert gas ion thruster hollow cathodes were investigated with the aim of reducing ion thruster complexity and increasing ion thruster reliability. Cathodes heated by glow discharges are evaluated for power requirements, flowrate requirements, and life limiting mechanisms. An accelerated cyclic life test is presented.
A prototype 25 lb sub f gaseous oxygen/gaseous hydrogen thruster for Space Station propulsion application was designed and fabricated by Rocketdyne and endurance tested at the NASA/Marshall space Flight Center. The thruster incorporates a regeneratively cooled thrust chamber with a nozzle exit area ratio of 30, a 12-element coaxial injector, a spark igniter, and close-coupled propellant valves. Test results indicate that all major technology issues for long-life gaseous oxygen/gaseous hydrogen thrusters for Space Station application have been resolved.
The performance of the Ion Auxiliary Propulsion System (IAPS) thruster was increased to thrust T = 32 mN, specific impulse I sub sp = 4062 s, and thrust-to-power ratio T/P = 33 mN/kW. This performance was obtained by increasing the discharge power, accelerating voltage, propellant flow rate, and chamber magnetic field. Adding a plenum and main vaporizer for propellant distribution was the only major change required in the thruster. The modified thruster characterization is presented. A cathode magnet assembly did not improve performance. A simplified power processing unit was designed and evaluated. This unit decreased the parts count of the IAPS power processing unit by a factor of ten.
Presented are performance data for laboratory and engineering model 30 cm-diameter ion thrusters operated with xenon propellant over a range of input power levels from approximately 2 to 20 kW. Also presented are preliminary performance results obtained from laboratory model 50 cm-diameter cusp- and divergent-field ion thrusters operating with both 30 cm- amd 50 cm-diameter ion optics up to a 20 kW input power. These data include values of discharge chamber propellant and power efficiencies, as well as values of specific impulse, thruster efficiency, thrust and power. The operation of the 30 cm- and 50 cm-diameter ion optics are also discussed.
Operation of spacecraft thrusters at increased temperature reduces propellant requirements. Inasmuch as propellant comprises the bulk of a satellite's mass, even a small percentage reduction makes possible a significant enhancement of the mission in terms of increased payload. Because of its excellent high temperature strength, rhenium is often the structural material of choice. It can be fabricated into free-standing shapes by chemical vapor deposition (CVD) onto an expendable mandrel. What rhenium lacks is oxidation resistance, but this can be provided by a coating of iridium, also by CVD. This paper describes the process used by Ultramet to fabricate 22-N (5-lbf) and, more recently, 445-N (100-lbf) Ir/Re thrusters; characterizes the CVD-deposited materials; and summarizes the materials effects of firing these thrusters. Optimal propellant mixture ratios can be employed because the materials withstand an oxidizing environment up to the meltimg temperature of iridium, 2400 C (4350 F).
Recent data obtained from a second generation closed-drift thruster design, employing Hall current acceleration is outlined. This type device is emphasized for electric propulsion for geocentric mission applications. Because geocentric mission profiles are best achieved with a specific impulse range of 1000 to 2000 s, closed-drift thrusters are well suited for this application, permitting time payload compromises intermediate of those possible with either electrothermal or electrostatic devices. A discussion is presented of the potential advantages of using a 1000 to 2000 s device for one way orbit raising of nonpower payloads. Because closed-drift thruster operation is not space charge limited, and requires only one power circuit for steady state operation, their application is technically advantageous. Beam, plasma and thrust characteristics are detailed for a range of operating conditions.