Space Propulsion Technology for Small Spacecraft
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Electric Propulsion for Station Keeping and Electric Orbit Raising on Eutelsat Platforms
Electric Propulsion for Station Keeping and Electric Orbit Raising on Eutelsat Platforms 2015-b/IEPC-97 Presented at Joint Conference of 30th International Symposium on Space Technology and Science 34th International Electric Propulsion Conference and 6th Nano-satellite Symposium, Hyogo-Kobe, Japan July 4 – 10, 2015 C. Casaregola1 Eutelsat, Paris, 75015, France Abstract: With a fleet of 34 geostationary satellites and more than 30 years of service from space, Eutelsat is today Europe’s most long-standing satellite operator and one of the world’s leading satellite operators. The first two platforms using Electric Propulsion procured are SESAT-1 (EUTELSAT 16C) and KA-SAT, for which Electric Propulsion is limited to on-station operations. The successful demonstration of sustained capability of Electric Propulsion for these two platforms in addition to the extensive flight heritage with no significant anomalies demonstrated in the last decades on both commercial and scientific platforms, prove the high level of maturity reached by Electric Propulsion systems. Based on that and due to new attractive launch options, one full-electric platform - EUTELSAT 115 West B – has been procured and launched in March 2015. The launch of EUTELSAT 115 West B is a key milestone for telecom platforms as it makes Eutelsat the first Operator to use Electric Propulsion for a complete electric orbit raising. Two additional platforms – EUTELSAT 117 West B and EUTELSAT 172 B - are under procurement and will perform complete electric orbit raising as well. An overview of Eutelsat platforms using Electric Propulsion for station keeping and electric orbit raising is given in the paper. -
The Solar Cruiser Mission: Demonstrating Large Solar Sails for Deep Space Missions
The Solar Cruiser Mission: Demonstrating Large Solar Sails for Deep Space Missions Les Johnson*, Frank M. Curran**, Richard W. Dissly***, and Andrew F. Heaton* * NASA Marshall Space Flight Center ** MZBlue Aerospace NASA Image *** Ball Aerospace Solar Sails Derive Propulsion By Reflecting Photons Solar sails use photon “pressure” or force on thin, lightweight, reflective sheets to produce thrust. NASA Image 2 Solar Sail Missions Flown (as of October 2019) NanoSail-D (2010) IKAROS (2010) LightSail-1 (2015) CanX-7 (2016) InflateSail (2017) NASA JAXA The Planetary Society Canada EU/Univ. of Surrey Earth Orbit Interplanetary Earth Orbit Earth Orbit Earth Orbit Deployment Only Full Flight Deployment Only Deployment Only Deployment Only 3U CubeSat 315 kg Smallsat 3U CubeSat 3U CubeSat 3U CubeSat 10 m2 196 m2 32 m2 <10 m2 10 m2 3 Current and Planned Solar Sail Missions CU Aerospace (2018) LightSail-2 (2019) Near Earth Asteroid Solar Cruiser (2024) Univ. Illinois / NASA The Planetary Society Scout (2020) NASA NASA Earth Orbit Earth Orbit Interplanetary L-1 Full Flight Full Flight Full Flight Full Flight In Orbit; Not yet In Orbit; Successful deployed 6U CubeSat 90 Kg Spacecraft 3U CubeSat 86 m2 >1200 m2 3U CubeSat 32 m2 20 m2 4 Near Earth Asteroid Scout The Near Earth Asteroid Scout Will • Image/characterize a NEA during a slow flyby • Demonstrate a low cost asteroid reconnaissance capability Key Spacecraft & Mission Parameters • 6U cubesat (20cm X 10cm X 30 cm) • ~86 m2 solar sail propulsion system • Manifested for launch on the Space Launch System (Artemis 1 / 2020) • 1 AU maximum distance from Earth Leverages: combined experiences of MSFC and JPL Close Proximity Imaging Local scale morphology, with support from GSFC, JSC, & LaRC terrain properties, landing site survey Target Reconnaissance with medium field imaging Shape, spin, and local environment NEA Scout Full Scale EDU Sail Deployment 6 Solar Cruiser Mission Concept Mission Profile Solar Cruiser may launch as a secondary payload on the NASA IMAP mission in October, 2024. -
Materials Challenges for the Starshot Lightsail
PERSPECTIVE https://doi.org/10.1038/s41563-018-0075-8 Materials challenges for the Starshot lightsail Harry A. Atwater 1*, Artur R. Davoyan1, Ognjen Ilic1, Deep Jariwala1, Michelle C. Sherrott 1, Cora M. Went2, William S. Whitney2 and Joeson Wong 1 The Starshot Breakthrough Initiative established in 2016 sets an audacious goal of sending a spacecraft beyond our Solar System to a neighbouring star within the next half-century. Its vision for an ultralight spacecraft that can be accelerated by laser radiation pressure from an Earth-based source to ~20% of the speed of light demands the use of materials with extreme properties. Here we examine stringent criteria for the lightsail design and discuss fundamental materials challenges. We pre- dict that major research advances in photonic design and materials science will enable us to define the pathways needed to realize laser-driven lightsails. he Starshot Breakthrough Initiative has challenged a broad nanocraft, we reveal a balance between the high reflectivity of the and interdisciplinary community of scientists and engineers sail, required for efficient photon momentum transfer; large band- Tto design an ultralight spacecraft or ‘nanocraft’ that can reach width, accounting for the Doppler shift; and the low mass necessary Proxima Centauri b — an exoplanet within the habitable zone of for the spacecraft to accelerate to near-relativistic speeds. We show Proxima Centauri and 4.2 light years away from Earth — in approxi- that nanophotonic structures may be well-suited to meeting such mately -
Propulsion Options for the Global Precipitation Measurement Core Satellite
PROPULSION OPTIONS FOR THE GLOBAL PRECIPITATION MEASUREMENT CORE SATELLITE Eric H. Cardiff*, Gary T. Davist, and David C. FoltaS NASA Goddard Space Flight Center Greenbelt, MD 2077 1 Abstract This study was conducted to evaluate several propulsion system options for the Global Precipitation Measurement (GPM) core satellite. Orbital simulations showed clear benefits for the scientific data to be obtained at a constant orbital altitude rather than with a decayheboost approach. An orbital analysis estimated the drag force on the satellite will be 1 to 12 mN during the five-year mission. Four electric propulsion systems were identified that are able to compensate for these drag forces and maintain a circular orbit. The four systems were the UK-lO/TS and the NASA 8 cm ion engines, and the ESA RMT and RITlO EVO radio-frequency ion engines. The mass, cost, and power requirements were examined for these four systems. The systems were also evaluated for the transfer time from the initial orbit of 400 x 650 km altitude orbit to a circular 400 km orbit. The transfer times were excessive, and as a consequence a “dual” system concept (with a hydrazine monopropellant system for the orbit transfer and electric propulsion for drag compensation) was examined. Clear mass benefits were obtained with the “dual” system, but cost remains an issue because of the larger power system required for the electric propulsion system. An electrodynamic tether was also evaluated in this trade study. Introduction The propulsion system is required to perform two The Global Precipitation Measurement (GPM) primary functions. The first is to transfer the mission will be launched in late 2008 to measure satellite from the launch insertion orbit to the final the amount and type of precipitation around the circular orbit. -
The Propulsion of Sea Ships – in the Past, Present and Future –
The Propulsion of Sea Ships – in the Past, Present and Future – (Speech by Bernd Röder on the occasion of the VHT General Meeting on 11.12.2008) To prepare for today’s topic, more specifically for the topic: ship propulsion of the future, I did what every reasonable person would have done in my situation if he should have a look into the future – I dug out our VHT crystal ball. As you know, our crystal ball is a reliable and cost-efficient resource which we have been using for a long time with great suc- cess. Among other things, we’ve been using it to provide you with the repair costs or their duration or the probable claims experience of a policy, etc. or to create short-term damage statistics, as well. So, I asked the crystal ball: What does ship propulsion of the future look like? Every future and all statistics lie in the crystal ball I must, however, admit that what I saw there was somewhat irritating, and it led me to only the one conclusion – namely, that we’re taking a look into the very distant future at a time in which humanity has not only used up all of the oil reserves but also the entire wind. This time, we’re not really going to get any further with the crystal ball. Ship propulsion of the future or 'back to the roots'? But, sometimes it helps to have a look into the past to be able to say something about the fu- ture. According to the principle, draw a line connecting the distant past to today and simply extend it into the future. -
Rocket Nozzles: 75 Years of Research and Development
Sådhanå Ó (2021) 46:76 Indian Academy of Sciences https://doi.org/10.1007/s12046-021-01584-6Sadhana(0123456789().,-volV)FT3](0123456789().,-volV) Rocket nozzles: 75 years of research and development SHIVANG KHARE1 and UJJWAL K SAHA2,* 1 Department of Energy and Process Engineering, Norwegian University of Science and Technology, 7491 Trondheim, Norway 2 Department of Mechanical Engineering, Indian Institute of Technology Guwahati, Guwahati 781039, India e-mail: [email protected]; [email protected] MS received 28 August 2020; revised 20 December 2020; accepted 28 January 2021 Abstract. The nozzle forms a large segment of the rocket engine structure, and as a whole, the performance of a rocket largely depends upon its aerodynamic design. The principal parameters in this context are the shape of the nozzle contour and the nozzle area expansion ratio. A careful shaping of the nozzle contour can lead to a high gain in its performance. As a consequence of intensive research, the design and the shape of rocket nozzles have undergone a series of development over the last several decades. The notable among them are conical, bell, plug, expansion-deflection and dual bell nozzles, besides the recently developed multi nozzle grid. However, to the best of authors’ knowledge, no article has reviewed the entire group of nozzles in a systematic and comprehensive manner. This paper aims to review and bring all such development in one single frame. The article mainly focuses on the aerodynamic aspects of all the rocket nozzles developed till date and summarizes the major findings covering their design, development, utilization, benefits and limitations. -
Propulsion Systems for Aircraft. Aerospace Education II
. DOCUMENT RESUME ED 111 621 SE 017 458 AUTHOR Mackin, T. E. TITLE Propulsion Systems for Aircraft. Aerospace Education II. INSTITUTION 'Air Univ., Maxwell AFB, Ala. Junior Reserve Office Training Corps.- PUB.DATE 73 NOTE 136p.; Colored drawings may not reproduce clearly. For the accompanying Instructor Handbook, see SE 017 459. This is a revised text for ED 068 292 EDRS PRICE, -MF-$0.76 HC.I$6.97 Plus' Postage DESCRIPTORS *Aerospace 'Education; *Aerospace Technology;'Aviation technology; Energy; *Engines; *Instructional-. Materials; *Physical. Sciences; Science Education: Secondary Education; Textbooks IDENTIFIERS *Air Force Junior ROTC ABSTRACT This is a revised text used for the Air Force ROTC _:_progralit._The main part of the book centers on the discussion -of the . engines in an airplane. After describing the terms and concepts of power, jets, and4rockets, the author describes reciprocating engines. The description of diesel engines helps to explain why theseare not used in airplanes. The discussion of the carburetor is followed byan explanation of the lubrication system. The chapter on reaction engines describes the operation of,jets, with examples of different types of jet engines.(PS) . 4,,!It********************************************************************* * Documents acquired by, ERIC include many informal unpublished * materials not available from other souxces. ERIC makes every effort * * to obtain the best copravailable. nevertheless, items of marginal * * reproducibility are often encountered and this affects the quality * * of the microfiche and hardcopy reproductions ERIC makes available * * via the ERIC Document" Reproduction Service (EDRS). EDRS is not * responsible for the quality of the original document. Reproductions * * supplied by EDRS are the best that can be made from the original. -
Theory of Space Magnetic Sail Some Common Mistakes and Electrostatic Magsail
1 Article MagSail after Cath for J 10 1 6 06 AIAA -2006 -8148 Theory of Space Magnetic Sail Some Common Mistakes and Electrostatic MagSail * Alexander Bolonkin C&R, 1310 Avenue R, #F -6, Brooklyn, NY 11229, USA T/F 718 -339 -4563, [email protected], http://Bolonki n.narod.ru Abstract The first reports on the “Space Magnetic Sail” concept appeared more 30 years ago. During the period since some hundreds of research and scientific works have been published, including hundreds of research report by professors at major famous universities. The author herein shows that all these works related to Space Magnetic Sail concept are technically incorrect because their authors did not take into consideration that solar wind impinging a MagSail magnetic field creates a particle m agnetic field opposed to the MagSail field. In the incorrect works, the particle magnetic field is hundreds times stronger than a MagSail magnetic field. That means all the laborious and costly computations in revealed in such technology discussions are us eless: the impractical findings on sail thrust (drag), time of flight within the Solar System and speed of interstellar trips are essentially worthless working data! The author reveals the correct equations for any estimated performance of a Magnetic Sail as well as a new type of Magnetic Sail (without a matter ring). Key words: magnetic sail, theory of MagSail, space magnetic sail, Electrostatic MagSail *Presented to 14th AIAA/AHI Space Planes and Hypersonic Systems and Technologies Conference , 6 - 9 Nov 2006 National Convention Centre, Canberra, Australia. Introduction The idea of utilizing the magnetic field to aggregate matter in space, harnessing a drag from solar wind or receiving a thrust from an Earth - charged particle beam is old. -
Analysis of Atmosphere-Breathing Electric Propulsion
Analysis of Atmosphere-Breathing Electric Propulsion IEPC-2013-421 Presented at the 33rd International Electric Propulsion Conference, The George Washington University, Washington, D.C., USA October 6{10, 2013 Tony Sch¨onherr,∗ and Kimiya Komurasakiy The University of Tokyo, Bunkyo, Tokyo, 113-8656, Japan and Georg Herdrichz University of Stuttgart, Stuttgart, Baden-W¨urttemberg, 70569, Germany To extend lifetime of commercial and scientific satellites in LEO and below (100-250 km of altitude) the recent years showed an increased activity in the field of air-breathing electric propulsion as well as beamed-energy propulsion systems. However, preliminary studies showed that the propellant flow necessary for electrostatic propulsion exceeds the mass intake possible within reasonable limits, and that electrode erosion due to oxygen flow might limit the lifetime of eventual thruster systems. Pulsed plasma thruster can be successfully operated with smaller mass intake, and operate at relatively small power demands which makes them an interesting candidate for air-breathing application in LEO, and their feasibility is investigated within this study. Further, to avoid electrode erosion, inductive plasma generator technology is discussed to derive a possible propulsion system that can handle gaseous propellant with no harmful effects. Nomenclature E = discharge energy per pulse FD = drag force imposed on satellite f = discharge frequency h = orbital altitude mbit = mass shot per pulse n = number density t = orbital lifetime I. Introduction Carrying propellant for attitude and orbit control on satellites in an Earth orbit results in an increased satellite mass, and, therefore, yields higher costs for manufacturing and launch of the spacecraft. Electric space propulsion helped in the past to reduce the mass requirements compared to standard chemical propul- sion as a result of the superior specific impulse, but limitations remain with regards to lifetime and lower ∗Assistant Professor, Department of Aeronautics and Astronautics, [email protected]. -
October 2020 Worldwide Satellite Magazine
Worldwide Satellite Magazine SatMagazineSatMagazine October 2020 SATELLITE ELEVATE YOUR VIRTUAL EXPECTATIONS! INNOVATION A Full Agenda, Providing Deep Insights into the Satellite Business Domain One-on-One Video Chat with Conference Attendees, Exhibitors, Sponsors and Speakers Connect With Experts Through Mutual Common Interests Meetings Find Industry Experts in Sessions, Exhibitions And Through Interest Group Search Build Your Event Calendar With Integrated Scheduling & Meeting Invitation Functions SATINNOVATION.COM October 6th-8th 2020 Experience Matters Ask us about Q- and V-band! Catch the Ka-band wave with CPI WATTS BANDWIDTH TECHNOLOGY 80-160 Ka Up to 2 GHz* GaN BUC or n More than 5,000 Ka-band HPAs and Solid State BUCs fielded SSPA n Largest selection of Ka-band amplifiers available 50-650 Ka Up to 4 GHz TWTA 800 Ka Up to 300 MHz Klystron PA n Field proven, outstanding reliability 180 Q Up to 2 GHz TWTA n Worldwide Ka-ready regional service centers 250 Pk V Up to 4.2 GHz TWTA *Two 1 GHz selectable bands Download our app! Search: CPI Satcom CPI SMP Satcom Products | www.cpii.com | [email protected] | +1 (669) 275-2744 Publishing Operations Senior Columnists This Issue’s Authors Silvano Payne, Publisher + Executive Writer Chris Forrester, Broadgate Publications Martyn Acreman HU Hai Simon Payne, Chief Technical Officer Karl Fuchs, iDirect Government Services Brad Bode Mike McNally Hartley G. Lesser, Editorial Director Bob Gough, Goonhilly Earth Station Rob Coleman Alex Miller Pattie Lesser, Executive Editor Rebecca M. Cowen-Hirsch, Inmarsat Kevin Corbley Tore Morten Olsen Donald McGee, Production Manager Ken Peterman, Viasat Chris Forrester Brian Rider Andy Bernard, Sales Director Giles Peeters, Track24 Defence Chris Formeller Bob Stanton Teresa Sanderson, Operations Director Koen Willems, ST Engineering Newtec Simon Gwozdz Dana Turse Sean Payne, Business Development Director Dan Makinster, Technical Advisor Features Advertiser Index The Forrester Report: OneWeb—One Step Forward… But… . -
Comparison of Helicopter Turboshaft Engines
Comparison of Helicopter Turboshaft Engines John Schenderlein1, and Tyler Clayton2 University of Colorado, Boulder, CO, 80304 Although they garnish less attention than their flashy jet cousins, turboshaft engines hold a specialized niche in the aviation industry. Built to be compact, efficient, and powerful, turboshafts have made modern helicopters and the feats they accomplish possible. First implemented in the 1950s, turboshaft geometry has gone largely unchanged, but advances in materials and axial flow technology have continued to drive higher power and efficiency from today's turboshafts. Similarly to the turbojet and fan industry, there are only a handful of big players in the market. The usual suspects - Pratt & Whitney, General Electric, and Rolls-Royce - have taken over most of the industry, but lesser known companies like Lycoming and Turbomeca still hold a footing in the Turboshaft world. Nomenclature shp = Shaft Horsepower SFC = Specific Fuel Consumption FPT = Free Power Turbine HPT = High Power Turbine Introduction & Background Turboshaft engines are very similar to a turboprop engine; in fact many turboshaft engines were created by modifying existing turboprop engines to fit the needs of the rotorcraft they propel. The most common use of turboshaft engines is in scenarios where high power and reliability are required within a small envelope of requirements for size and weight. Most helicopter, marine, and auxiliary power units applications take advantage of turboshaft configurations. In fact, the turboshaft plays a workhorse role in the aviation industry as much as it is does for industrial power generation. While conventional turbine jet propulsion is achieved through thrust generated by a hot and fast exhaust stream, turboshaft engines creates shaft power that drives one or more rotors on the vehicle. -
9.0 BACKGROUND “What Do I Do First?” You Need to Research a Card (Thruster Or 9.1 DESIGNER’S NOTES Robonaut) with a Low Fuel Consumption
9.2 TIPS FOR INEXPERIENCED ROCKET CADETS 9.0 BACKGROUND “What do I do first?” You need to research a card (thruster or 9.1 DESIGNER’S NOTES robonaut) with a low fuel consumption. A “1” is great, a “4” The original concept for this game was a “Lords of the Sierra Madre” in is marginal. The PRC player*** can consider an dash to space. With mines, ranches, smelters, and rail lines all purchased and claim Hellas Basin on Mars, using just his crew card. He controlled by different players, who have to negotiate between them- needs 19 fuel steps (6 WT) along the red route to do this. selves to expand. But space does not work this way. “What does my rocket need?” Your rocket needs 4 things: Suppose you have a smelter on one main-belt asteroid, powered by a • A card with a thruster triangle (2.4D) to act as a thruster. • A card with an ISRU rating, if its mission is to prospect. beam-station on another asteroid, and you discover platinum on a third • A refinery, if its mission is to build a factory. nearby asteroid. Unfortunately for long-term operations, next year these • Enough fuel to get to the destination. asteroids will be separated by 2 to 6 AUs.* Furthermore, main belt Decide between a small rocket able to make multiple claims, Hohmann transfers are about 2 years long, with optimal transfer opportu- or a big rocket including a refinery and robonaut able to nities about 7 years apart. Jerry Pournelle in his book “A Step Farther industrialize the first successful claim.