Plasma, Ion-Thrusters, and VASIMR
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Magnetic Nozzle Plasma Plume: Review of Crucial Physical Phenomena
48th AIAA/ASME/SAE/ASEE Joint Propulsion Conference & Exhibit AIAA 2012-4274 30 July - 01 August 2012, Atlanta, Georgia Magnetic Nozzle Plasma Plume: Review of Crucial Physical Phenomena Frans H. Ebersohn∗, Sharath S. Girimaji y, and David Staack z Texas A & M University, College Station, Texas 77843, USA John V. Shebalinx Astromaterials Research & Exploration Science Office, NASA Johnson Space Center, Houston, Texas 77058 Benjamin Longmier{ University of Michigan, Ann Arbor, Michigan, 48109, USA Chris Olsenk Ad Astra Rocket Company, Webster, Texas 77598 This paper presents a review of the current understanding of magnetic nozzle physics. The crucial steps necessary for thrust generation in magnetic nozzles are energy conver- sion, plasma detachment, and momentum transfer. The currently considered mechanisms by which to extract kinetic energy from the plasma include the conservation of the mag- netic moment adiabatic invariant, electric field forces, thermal energy directionalization, and Joule heating. Plasma detachment mechanisms discussed include resistive diffusion, recombination, magnetic reconnection, loss of adiabaticity, inertial forces, and self-field detachment. Momentum transfer from the plasma to the spacecraft occurs due to the interaction between the applied field currents and induced currents which are formed due to the magnetic pressure. These three physical phenomena are crucial to thrust generation and must be understood to optimize magnetic nozzle design. The operating dimension- less parameter ranges of six prominent experiments -
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. -
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. -
An Assessment of Aerocapture and Applications to Future Missions
Post-Exit Atmospheric Flight Cruise Approach An Assessment of Aerocapture and Applications to Future Missions February 13, 2016 National Aeronautics and Space Administration An Assessment of Aerocapture Jet Propulsion Laboratory California Institute of Technology Pasadena, California and Applications to Future Missions Jet Propulsion Laboratory, California Institute of Technology for Planetary Science Division Science Mission Directorate NASA Work Performed under the Planetary Science Program Support Task ©2016. All rights reserved. D-97058 February 13, 2016 Authors Thomas R. Spilker, Independent Consultant Mark Hofstadter Chester S. Borden, JPL/Caltech Jessie M. Kawata Mark Adler, JPL/Caltech Damon Landau Michelle M. Munk, LaRC Daniel T. Lyons Richard W. Powell, LaRC Kim R. Reh Robert D. Braun, GIT Randii R. Wessen Patricia M. Beauchamp, JPL/Caltech NASA Ames Research Center James A. Cutts, JPL/Caltech Parul Agrawal Paul F. Wercinski, ARC Helen H. Hwang and the A-Team Paul F. Wercinski NASA Langley Research Center F. McNeil Cheatwood A-Team Study Participants Jeffrey A. Herath Jet Propulsion Laboratory, Caltech Michelle M. Munk Mark Adler Richard W. Powell Nitin Arora Johnson Space Center Patricia M. Beauchamp Ronald R. Sostaric Chester S. Borden Independent Consultant James A. Cutts Thomas R. Spilker Gregory L. Davis Georgia Institute of Technology John O. Elliott Prof. Robert D. Braun – External Reviewer Jefferey L. Hall Engineering and Science Directorate JPL D-97058 Foreword Aerocapture has been proposed for several missions over the last couple of decades, and the technologies have matured over time. This study was initiated because the NASA Planetary Science Division (PSD) had not revisited Aerocapture technologies for about a decade and with the upcoming study to send a mission to Uranus/Neptune initiated by the PSD we needed to determine the status of the technologies and assess their readiness for such a mission. -
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. -
DESIGN and DEVELOPMENT of a 30-Ghz MICROWAVE ELECTROTHERMAL THRUSTER
The Pennsylvania State University The Graduate School College of Engineering DESIGN AND DEVELOPMENT OF A 30-GHz MICROWAVE ELECTROTHERMAL THRUSTER A Thesis in Aerospace Engineering by Erica E. Capalungan ©2011 Erica E. Capalungan Submitted in Partial Fulfillment of the Requirements for the Degree of Master of Science August 2011 The thesis of Erica E. Capalungan was reviewed and approved* by the following: Michael M. Micci Professor of Aerospace Engineering Director of Graduate Studies Thesis Advisor Sven G. Bilén Associate Professor of Engineering Design, Electrical Engineering, and Aerospace Engineering George A. Lesieutre Professor of Aerospace Engineering Head of the Department of Aerospace Engineering *Signatures are on file in the Graduate School. ii ABSTRACT Research has been conducted on the microwave electrothermal thruster at The Pennsylvania State University since the 1980’s. Each subsequent thruster incorporated modifications that resulted in improvements in thruster performance compared to previous generations. Operational frequencies evaluated thus far include 2.45 GHz, 7.5 GHz, 8 GHz, and 14.5 GHz. As each thruster increased in operational frequency, plasmas have been ignited with successively lower amounts of input power. With higher frequency and lower power requirements, the physical sizes of the thruster and the power supply have been reduced. Decreased size results in a lighter propulsion system, which is ideal for space missions. This thesis concerns the design and development of a thruster operating at 30 GHz. Electromagnetic modeling was used in the design of the thruster to determine the optimal input antenna size and length. A 2.4-mm antenna size was chosen with a length that is flush with the bottom of the cavity. -
Gravity-Assist Trajectories to Jupiter Using Nuclear Electric Propulsion
AAS 05-398 Gravity-Assist Trajectories to Jupiter Using Nuclear Electric Propulsion ∗ ϒ Daniel W. Parcher ∗∗ and Jon A. Sims ϒϒ This paper examines optimal low-thrust gravity-assist trajectories to Jupiter using nuclear electric propulsion. Three different Venus-Earth Gravity Assist (VEGA) types are presented and compared to other gravity-assist trajectories using combinations of Earth, Venus, and Mars. Families of solutions for a given gravity-assist combination are differentiated by the approximate transfer resonance or number of heliocentric revolutions between flybys and by the flyby types. Trajectories that minimize initial injection energy by using low resonance transfers or additional heliocentric revolutions on the first leg of the trajectory offer the most delivered mass given sufficient flight time. Trajectory families that use only Earth gravity assists offer the most delivered mass at most flight times examined, and are available frequently with little variation in performance. However, at least one of the VEGA trajectory types is among the top performers at all of the flight times considered. INTRODUCTION The use of planetary gravity assists is a proven technique to improve the performance of interplanetary trajectories as exemplified by the Voyager, Galileo, and Cassini missions. Another proven technique for enhancing the performance of space missions is the use of highly efficient electric propulsion systems. Electric propulsion can be used to increase the mass delivered to the destination and/or reduce the trip time over typical chemical propulsion systems.1,2 This technology has been demonstrated on the Deep Space 1 mission 3 − part of NASA’s New Millennium Program to validate technologies which can lower the cost and risk and enhance the performance of future missions. -
Magnetic Nozzle Simulation Studies for Electric Propulsion
Aneutronic Fusion Spacecraft Architecture 1 2 3 A. G. Tarditi , G. H. Miley and J. H. Scott 1University of Houston – Clear Lake, Houston, TX 2University of Illinois-Urbana-Champaign, Urbana, IL 3NASA Johnson Space Center, Houston, TX NIAC 2012 – Spring Meeting, Pasadena, CA Aneutronic Fusion Spacecraft Architecture 1 2 3 A. G. Tarditi , G. H. Miley and J. H. Scott 1University of Houston – Clear Lake, Houston, TX 2University of Illinois-Urbana-Champaign, Urbana, IL 3NASA Johnson Space Center, Houston, TX NIAC 2012 – Spring Meeting, Pasadena, CA Summary • Exploration of a new concept for space propulsion suitable for aneutronic fusion • Fusion energy-to-thrust direct conversion: turn fusion products kinetic energy into thrust • Fusion products beam conditioning: specific impulse and thrust compatible with needs practical mission Where all this fits: the Big Picture • “Big time” space travel needs advanced propulsion at the 100-MW level • This really means electric propulsion • Electric propulsion needs fusion Electric Space Propulsion Plasma Advanced Electric Fusion Research Propulsion Utility Technology Fusion Propulsion Introduction - Space Exploration Needs ? ? “Game changers” in the evolution of human transportation Introduction - Space Exploration Needs • Incremental modifications of existing space transportation ? designs can only go so far… • Aerospace needs new propulsion technologies Introduction - Priorities • A new propulsion paradigm that enables faster and longer distance space travel is arguably the technology development that could have the largest impact on the overall scope of the NASA mission • In comparison, every other space technology development would probably look merely incremental • Investing in R&D on new, advanced space propulsion architectures could have the largest impact on the overall scope of the NASA mission. -
Magnetoshell Aerocapture: Advances Toward Concept Feasibility
Magnetoshell Aerocapture: Advances Toward Concept Feasibility Charles L. Kelly A thesis submitted in partial fulfillment of the requirements for the degree of Master of Science in Aeronautics & Astronautics University of Washington 2018 Committee: Uri Shumlak, Chair Justin Little Program Authorized to Offer Degree: Aeronautics & Astronautics c Copyright 2018 Charles L. Kelly University of Washington Abstract Magnetoshell Aerocapture: Advances Toward Concept Feasibility Charles L. Kelly Chair of the Supervisory Committee: Professor Uri Shumlak Aeronautics & Astronautics Magnetoshell Aerocapture (MAC) is a novel technology that proposes to use drag on a dipole plasma in planetary atmospheres as an orbit insertion technique. It aims to augment the benefits of traditional aerocapture by trapping particles over a much larger area than physical structures can reach. This enables aerocapture at higher altitudes, greatly reducing the heat load and dynamic pressure on spacecraft surfaces. The technology is in its early stages of development, and has yet to demonstrate feasibility in an orbit-representative envi- ronment. The lack of a proof-of-concept stems mainly from the unavailability of large-scale, high-velocity test facilities that can accurately simulate the aerocapture environment. In this thesis, several avenues are identified that can bring MAC closer to a successful demonstration of concept feasibility. A custom orbit code that dynamically couples magnetoshell physics with trajectory prop- agation is developed and benchmarked. The code is used to simulate MAC maneuvers for a 60 ton payload at Mars and a 1 ton payload at Neptune, both proposed NASA mis- sions that are not possible with modern flight-ready technology. In both simulations, MAC successfully completes the maneuver and is shown to produce low dynamic pressures and continuously-variable drag characteristics. -
Hall2de Simulations of a Magnetic Nozzle
AIAA Propulsion and Energy Forum 10.2514/6.2020-3642 August 24-28, 2020, VIRTUAL EVENT AIAA Propulsion and Energy 2020 Forum Hall2De Simulations of a Magnetic Nozzle Thomas A. Marks∗ University of Michigan, Ann Arbor, MI, 48109 Alejandro Lopez-Ortega † and Ioannis G. Mikellides ‡ Jet Propulsion Laboratory, California Institute of Technology, Pasadena, CA 91109 Benjamin A. Jorns§ University of Michigan, Ann Arbor, MI, 48109 The two-dimensional, fluid-based Hall thruster code Hall2De is adapted to simulate a low temperature propulsive magnetic nozzle. Electron cyclotron resonance (ECR) thrusters developed at the Office National d’Etudes et de Recherches Aérospatiales (ONERA) in France and the University of Michigan are investigated. For each device, the simulated domain is defined from the nozzle throat to a location 10 thruster radii downstream. A numerical mesh is defined based on the measured magnetic field, and the governing fluid equations for singly- charge ions, electrons, and neutrals are solved. The boundary conditions for the throat of the magnetic nozzle are based on measured values of electron temperature and ion velocity. Multiple boundary conditions for the electron temperature in the downstream regions of the domain are considered. The simulated ion velocity and potential agrees well with experiment, while the simulated current densities and therefore thrusts are 50-75% higher than experiment. When a Neumann boundary condition for electron temperature is applied to the far-plume boundaries, the nozzle was seen to be purely isothermal. This suggests that the thermal conductivity along field lines in real devices is much lower than classical simulations predict, and anomalous resistivity may be needed to reproduce the temperature distribution observed in experiment. -
The Development of a Pulsed Plasma Thruster As a Solid Fuel Plasma Source for a High Power Helicon
The Development of a Pulsed Plasma Thruster as a Solid Fuel Plasma Source for a High Power Helicon Ian Kronheim Johnson A thesis submitted in partial fulfillment of the requirements for the degree of Master of Science The University of Washington 2011 Program authorized to offer degree: Aeronautics and Astronautics University of Washington Graduate School This is to certify that I have examined this copy of a master’s thesis by Ian Kronheim Johnson and have found that is it complete and satisfactory in all respects, and that any and all revisions required by the final examining committee have been made. Committee Members: Professor Robert Winglee, Department of Earth and Space Sciences, Chair Professor Tom Jarboe, Department of Aeronautics and Astronautics Date: The University of Washington ii In presenting this thesis in partial fulfillment of the requirements for a master’s degree at the University of Washington, I agree that the Library shall make its copies freely available for inspection. I further agree that extensive copying of this thesis is allowable only for scholarly purposes, consistent with “fair use” as prescribed in the U.S. Copyright Law. Any other reproduction for any purposes or by any means shall not be allowed without my written permission. Signature: Date: The University of Washington iii University of Washington Abstract The Development of a Pulsed Plasma Thruster as a Solid Fuel Plasma Source for a High Power Helicon Ian Kronheim Johnson Chair of the Supervisory Committee: Professor Robert Winglee Earth and Space Sciences As space exploration shifts to lower mass and lower cost missions, the need for improved on-board propulsion systems is growing. -
Cave-73-02-Fullr.Pdf
EDITORIAL Production Changes for Future Publication of the Journal of Cave and Karst Studies SCOTT ENGEL Production Editor The Journal of Cave and Karst Studies has experienced December 2011 issue, printed copies of the Journal will be budget shortfalls for the last several years for a multitude automatically distributed to paid subscribers, institutions, of reasons that include, but are not limited to, increased and only those NSS members with active Life and cost of paper, increased costs of shipping through the Sustaining level memberships. The remainder of the NSS United State Postal Service, increased submissions, and membership will be able to view the Journal electronically stagnant funding from the National Speleological Society online but will not automatically receive a printed copy. Full (NSS). The cost to produce the Journal has increased 5 to content of each issue of the Journal will be available for 20 percent per year for the last five years, yet the budget for viewing and downloading in PDF format at no cost from the the Journal has remained unchanged. To offset rising costs, Journal website www.caves.org/pub/journal. the Journal has implemented numerous changes over recent Anyone wishing to receive a printed copy of the Journal years to streamline the production and printing process. will be able to subscribe for an additional cost separate However, the increasing production costs, combined with from normal NSS dues. The cost and subscription process the increasing rate of good-quality submissions, has were still being determined at the time of this printing. resulted in the number of accepted manuscripts by the Once determined, the subscription information will be Journal growing faster than the acquisition of funding to posted on the Journal website.