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At least 253 records · Page 14

Development of a Space-Flight ADR Providing Continuous Cooling at 50 Mk with Heat Rejection at 10 K

Future astronomical instruments will require sub-Kelvin detector temperatures to obtain high sensitivity. In many cases large arrays of detectors will be used, and the associated cooling systems will need performance surpassing the limits of present technologies. NASA is developing a compact cooling system that will lift heat continuously at temperatures below 50 mK and reject it at over 10 K. Based on Adiabatic Demagnetization Refrigerators (ADRs), it will have high thermodynamic efficiency and vibration-free operation with no moving parts. It will provide more than 10 times the current flight ADR cooling power at 50 mK and will also continuously cool a 4 K stage for instruments and optics. In addition, it will include an advanced magnetic shield resulting in external field variations below 5 T. We describe the cooling system here and report on the progress in its development.

sub-Kelvin ADR↗

13kW Advanced Electric Propulsion Flight System Development and Qualification

The next phase of robotic and human deep space exploration missions is enhanced by high performance, high power solar electric propulsion systems for large-scale science missions and cargo transportation. Aerojet Rocketdynes Advanced Electric Propulsion System (AEPS) program is completing development, qualification and delivery of five flight 13.3kW EP systems to NASA. The flight AEPS includes a magnetically-shielded, long-life Hall thruster, power processing unit (PPU), xenon flow controller (XFC), and intrasystem harnesses. The Hall thruster, originally developed and demonstrated by NASAs Glenn Research Center and the Jet Propulsion Laboratory, operates at input powers up to 12.5kW while providing a specific impulse over 2600s at an input voltage of 600V. The power processor is designed to accommodate an input voltage range of 95 to 140V, consistent with operation beyond the orbit of Mars. The integrated system is continuously throttleable between 3 and 13.3kW. The program has completed the system requirement review; the system, thruster, PPU and XFC preliminary design reviews; development of engineering models, and initial system integration testing. This paper will present the high power AEPS capabilities, overall program and design status and the latest test results for the 13.3kW flight system development and qualification program.

Jackson, Jerry↗

Reconfiguration of NASA GRC's Vacuum Facility 6 for Testing of Advanced Electric Propulsion System (AEPS) Hardware

The NASA Hall Effect Rocket with Magnetic Shielding (HERMeS) 12.5 kilowatt Hall thruster has been the subject of extensive technology maturation in preparation for development into a flight propulsion system. The HERMeS thruster is being developed and tested at NASA GRC and NASA JPL through support of the Space Technology Mission Directorate and is intended to be used as the electric propulsion system on the Power and Propulsion Element of the recently announced Deep Space Gateway. The Advanced Electric Propulsion System (AEPS) contract was awarded to Aerojet Rocketdyne to develop the HERMeS system into a flight system for use by NASA. To address the hardware test needs of the AEPS project, NASA GRC launched an effort to reconfigure Vacuum Facility 6 for high-power electric propulsion testing including upgrades and reconfigurations necessary to conduct performance, plasma plume, and system level integration testing. Results of the verification and validation testing with HERMeS Technology Demonstration Unit (TDU) 1 and TDU-3 Hall thrusters are also included.

life (durability)↗

The Impact of Harness Impedance on Hall Thruster Discharge Oscillations

Hall thrusters exhibit characteristic discharge voltage and current oscillations during steady-state operation. The lower frequency breathing-mode current oscillations are inherent to each thruster and could impact thruster operation and power processing unit (PPU) design. The design of the discharge output filter, in particular, the output capacitor is important because it supplies the high peak current oscillations that the thruster demands. However, space-rated, high-voltage capacitors are not readily available and can have significant mass and volume. So, it is important for a PPU designer to know what is the minimum amount of capacitance required to operate a thruster. Through Simulation Program with Integrated Circuit Emphasis modeling and electrical measurements on the Hall Effect Rocket with Magnetic Shielding thruster, it was shown that the harness impedance between the power supply and the thruster is the main contributor towards generating voltage ripple at the thruster. Also, increasing the size of the discharge filter capacitor, as previously implemented during thruster tests, does not reduce the voltage oscillations. The electrical characteristics of the electrical harness between the discharge supply and the thruster is crucial to system performance and could have a negative impact on performance, life and operation.

ion engines↗

The Impact of Harness Impedance on Hall Thruster Discharge Oscillations

Hall thrusters exhibit characteristic discharge voltage and current oscillations during steady-state operation. The lower frequency breathing-mode current oscillations are inherent to each thruster and could impact thruster operation and PPU design. The design of the discharge output filter, in particular, the output capacitor is important because it supplies the high peak current oscillations that the thruster demands. However, space-rated, high-voltage capacitors are not readily available and can have significant mass and volume. So, it is important for a PPU designer to know what is the minimum amount of capacitance required to operate a thruster. Through SPICE modeling and electrical measurements on the Hall Effect Rocket with Magnetic Shielding (HERMeS) thruster, it was shown that the harness impedance between the power supply and the thruster is the main contributor towards generating voltage ripple at the thruster. Also, increasing the size of the discharge filter capacitor, as previously implemented during thruster tests, does not reduce the voltage oscillations. The electrical characteristics of the electrical harness between the discharge supply and the thruster is crucial to system performance and could have a negative impact on performance, life and operation.

Pinero, Luis R.↗

Plasma Plume Characterization of the HERMeS During a 1722-hr Wear Test Campaign

A 1722-hr wear test campaign of NASA's 12.5-kW Hall Effect Rocket with Magnetic Shielding was completed. This wear test campaign, completed in 2016, was divided into four segments including an electrical configuration characterization test, two short duration tests, and one long wear test. During the electrical configuration characterization test, the plasma plume was examined to provide data to support the down select of the electrical configuration for further testing. During the long wear tests, the plasma plume was periodically examined for indications of changes in thruster behavior. Examination of the plasma plume data from the electrical configuration characterization test revealed a correlation between the plume properties and the presence of a conduction path through the front poles. Examination of the long wear test plasma plume data revealed that the plume characteristics remained unchanged during testing to within the measurement uncertainty.

Huang, Wensheng↗

Reconfiguration of NASA GRC's Vacuum Facility 6 for Testing of Advanced Electric Propulsion System (AEPS) Hardware

The NASA Hall Effect Rocket with Magnetic Shielding (HERMeS) 12.5 kW Hall thruster has been the subject of extensive technology maturation in preparation for development into a flight propulsion system. The HERMeS thruster is being developed and tested at NASA GRC and NASA JPL through support of the Space Technology Mission Directorate (STMD) and is intended to be used as the electric propulsion system on the Power and Propulsion Element (PPE) of the recently announced Deep Space Gateway (DSG). The Advanced Electric Propulsion System (AEPS) contract was awarded to Aerojet-Rocketdyne to develop the HERMeS system into a flight system for use by NASA. To address the hardware test needs of the AEPS project, NASA GRC launched an effort to reconfigure Vacuum Facility 6 (VF-6) for high-power electric propulsion testing including upgrades and reconfigurations necessary to conduct performance, plasma plume, and system level integration testing. Results of the verification and validation testing with HERMeS Technology Demonstration Unit (TDU)-1 and TDU-3 Hall thrusters are also included.

Peterson, Peter Y.↗

Metallic Wall Hall Thrusters

A Hall thruster apparatus having walls constructed from a conductive material, such as graphite, and having magnetic shielding of the walls from the ionized plasma has been demonstrated to operate with nearly the same efficiency as a conventional nonmagnetically shielded design using insulators as wall components. The new design is believed to provide the potential of higher power and uniform operation over the operating life of a thruster device.

Goebel, Dan Michael↗

Hall Current Plasma Source Having a Center-Mounted or a Surface-Mounted Cathode

A miniature Hall current plasma source apparatus having magnetic shielding of the walls from ionized plasma, an integrated discharge channel and gas distributor, an instant-start hollow cathode mounted to the plasma source, and an externally mounted keeper, is described. The apparatus offers advantages over other Hall current plasma sources having similar power levels, including: lower mass, longer lifetime, lower part count including fewer power supplies, and the ability to be continuously adjustable to lower average power levels using pulsed operation and adjustment of the pulse duty cycle. The Hall current plasma source can provide propulsion for small spacecraft that either do not have sufficient power to accommodate a propulsion system or do not have available volume to incorporate the larger propulsion systems currently available. The present low-power Hall current plasma source can be used to provide energetic ions to assist the deposition of thin films in plasma processing applications.

Martinez, Rafael A.↗

Development of High Power Hall Thruster Systems to Enable the NASA Exploration Vision

The next phase of space exploration missions requires high power Solar Electric Propulsion (SEP) systems for large-scale science missions and cargo transportation. Development is underway at Aerojet Rocketdyne on Hall thruster systems that are intended to bracket the needs of future NASA SEP missions in support of space exploration. The Advanced Electric Propulsion System (AEPS) program is developing and qualifying a 13.3kW Hall thruster system to be demonstrated on the Power and Propulsion Element (PPE), which is intended to be the first element of a Lunar Outpost Platform - Gateway (LOP-G). The NextSTEP program is integrating a nested Hall thruster into a 100kW system and testing it for 100 hours. These two programs will provide a path to efficient in-space propulsion that will allow NASA to transfer the large amounts of cargo that is needed to support human missions - first to the moon and then on to Mars. The Advanced Electric Propulsion System (AEPS) program is completing development, qualification and delivery of five flight 13.3kW EP systems to NASA. The flight AEPS system includes a magnetically shielded long-life Hall thruster, Power Processing Unit (PPU) and a Xenon Flow Controller (XFC). The Hall thruster, developed and demonstrated by NASA, operates at input powers up to 12.5kW while providing a specific impulse over an estimated 2800s at an input voltage of 600V. The power processor is designed to accommodate an input voltage range of 95-140V, consistent with operation beyond the orbit of Mars. The integrated system input power is continuously throttleable between 3 and 13.3kW. Component level testing of the EP String has begun with prototype hardware. The NextSTEP program is developing a 100kW Electric Propulsion (EP) system using a nested Hall thruster designed for powers up to 250kW, a modular power processor and a modular mass flow controller. While the program objective is to operate the integrated EP system continuously at 100kW for 100hrs to demonstrate thermal stability and support the development of system life time models, it builds on decades of experience with long-life Hall thrusters and the design is evolvable to a capability of 250kW. Design upgrades that demonstrate the 100kW EP system have been completed and tested. Aerojet Rocketdyne (AR) is excited to support NASA as it extends human reach into deep space and believes that these programs will provide the propulsion to make such missions affordable and sustainable. These systems provide NASA with a range of options to power its deep space transport vehicles. This paper presents the mission requirements for supporting the NASA exploration vision, as well as the status for the high power Hall thruster systems in development.

Jackson, Jerry↗

Development of High Power Hall Thruster Systems to Enable the NASA Exploration Vision

The next phase of space exploration missions requires high power Solar Electric Propulsion (SEP) systems for large-scale science missions and cargo transportation. Development is underway at Aerojet Rocketdyne on Hall thruster systems that are intended to bracket the needs of future NASA SEP missions in support of space exploration. The Advanced Electric Propulsion System (AEPS) program is developing and qualifying a 13.3kW Hall thruster system to be demonstrated on the Power and Propulsion Element (PPE), which is intended to be the first element of a Lunar Outpost Platform - Gateway (LOP-G). The NextSTEP program is integrating a nested Hall thruster into a 100 kW system and testing it for 100 hours. These two programs will provide a path to efficient in-space propulsion that will allow NASA to transfer the large amounts of cargo that is needed to support human missions - first to the moon and then on to Mars. The Advanced Electric Propulsion System (AEPS) program is completing development, qualification and delivery of five flight 13.3kW EP systems to NASA. The flight AEPS system includes a magnetically shielded long-life Hall thruster, Power Processing Unit (PPU) and a Xenon Flow Controller (XFC). The Hall thruster, developed and demonstrated by NASA, operates at input powers up to 12.5 kW while providing a specific impulse over an estimated 2800s at an input voltage of 600V. The power processor is designed to accommodate an input voltage range of 95-140V, consistent with operation beyond the orbit of Mars. The integrated system input power is continuously throttleable between 3 and 13.3kW. Component level testing of the EP String has begun with prototype hardware. The NextSTEP program is developing a 100kW Electric Propulsion (EP) system using a nested Hall thruster designed for powers up to 250kW, a modular power processor and a modular mass flow controller. While the program objective is to operate the integrated EP system continuously at 100kW for 100 hours to demonstrate thermal stability and support the development of system life time models, it builds on decades of experience with long-life Hall thrusters and the design is evolvable to a capability of 250kW. Design upgrades that demonstrate the 100kW EP system have been completed and tested. Aerojet Rocketdyne is excited to support NASA as it extends human reach into deep space and believes that these programs will provide the propulsion to make such missions affordable and sustainable. These systems provide NASA with a range of options to power its deep space transport vehicles. This paper presents the mission requirements for supporting the NASA exploration vision, as well as the status for the high power Hall thruster systems in development.

Jackson, Jerry↗

In-Situ Diagnostic for Assessing Hall Thruster Wear

The design of a new diagnostic to measure the net erosion of Hall thruster surfaces is presented. This diagnostic consists of a pair of optical non-contact profilometer pens mounted to a set of motion stages, which can interrogate the surface features of multiple components of interest including the hollow cathode assembly, magnet front pole covers, and discharge channel. By comparing scans of these surfaces to reference features, estimates of the component erosion rates can be acquired throughout long-duration lifetime tests without venting and removing the thruster from the vacuum facility for external profilometry. This work presents a detailed overview of the diagnostic design including the precision positioning system. In addition, preliminary data are shown which verify diagnostic operation and establish a baseline that will be used to track the erosion of the Hall Effect Rocket with Magnetic Shielding (HERMeS) Technology Demonstration Unit 3 (TDU-3) during an ongoing long-duration wear test.

Ahern, Drew M.↗

Diagnostic for Verifying the Thrust Vector Requirement of the AEPS Hall-Effect Thruster and Comparison to the NEXT-C Thrust Vector Diagnostic

A diagnostic has been designed and fabricated to verify the thrust vector requirement for the Advanced Electric Propulsion System (AEPS) Hall Effect Rocket with Magnetic Shielding (HERMeS) thruster. This diagnostic will be used to verify that the propulsion system thrust vector offset from the mounting surface normal vector does not exceed 1.5 degrees over the entire throttling range and over the course of 23,000 hours of thruster testing. The diagnostic will also not violate the thruster's required voltage standoff capability in the presence of carbon backsputter by being minimally intrusive and not significantly adding to the facility backsputtered rate. Based on these requirements, an appropriate diagnostic design was determined to comprise of an array of 23 Faraday probes swept through the plume in an arc 1m from the thruster to map the beam current density. The beam current density centroid of the plume is assumed to track the thrust vector within an acceptable level of uncertainty. Additionally, a reference system, including optical alignment to the mounting surface normal vector and tilt sensors, was devised to periodically calibrate the probe position and motion throughout the long duration wear test campaign. Initial measurements of the thruster plume have been acquired to demonstrate the diagnostics functionality, verify procedures, and assess any necessary improvements prior to implementation of the diagnostic during the AEPS Engineering Development Unit (EDU) long duration wear test. To illustrate the merits of differing approaches to thrust vector determination for different classes of electric propulsion thrusters, NASA's Evolutionary Xenon Thruster-Commercial (NEXT-C) thrust vector diagnostic design details and recent data are also discussed (Appendix A).

Benavides, Gabriel F.↗

Diagnostic for Verifying the Thrust Vector Requirement of the AEPS Hall-Effect Thruster and Comparison to the NEXT-C Thrust Vector Diagnostic

A diagnostic has been designed and fabricated to verify the thrust vector requirement for the Advanced Electric Propulsion System (AEPS) Hall Effect Rocket with Magnetic Shielding (HERMeS) thruster. This diagnostic will be used to verify that the propulsion system thrust vector offset from the mounting surface normal vector does not exceed 1.5 degrees over the entire throttling range and over the course of 23,000 hours of thruster testing. The diagnostic will also not violate the thruster's required voltage standoff capability in the presence of carbon backsputter by being minimally intrusive and not significantly adding to the facility backsputtered rate. Based on these requirements, an appropriate diagnostic design was determined to comprise of an array of 23 Faraday probes swept through the plume in an arc 1m from the thruster to map the beam current density. The beam current density centroid of the plume is assumed to track the thrust vector within an acceptable level of uncertainty. Additionally, a reference system, including optical alignment to the mounting surface normal vector and tilt sensors, was devised to periodically calibrate the probe position and motion throughout the long duration wear test campaign. Initial measurements of the thruster plume have been acquired to demonstrate the diagnostics functionality, verify procedures, and assess any necessary improvements prior to implementation of the diagnostic during the AEPS Engineering Development Unit (EDU) long duration wear test. To illustrate the merits of differing approaches to thrust vector determination for different classes of electric propulsion thrusters, NASA's Evolutionary Xenon Thruster-Commercial (NEXT-C) thrust vector diagnostic design details and recent data are also discussed (Appendix A).

Benavides, Gabriel F.↗

Diagnostic for Verifying the Thrust Vector Requirement of the AEPS Hall-Effect Thruster and Comparison to the NEXT-C Thrust Vector Diagnostic

A diagnostic has been designed and fabricated to verify the thrust vector requirement for the Advanced Electric Propulsion System (AEPS) Hall Effect Rocket with Magnetic Shielding (HERMeS) thruster. This diagnostic will be used to verify that the propulsion system thrust vector offset from the mounting surface normal vector does not exceed 1.5 degrees over the entire throttling range and over the course of 23,000 hours of thruster testing. The diagnostic will also not violate the thruster's required voltage standoff capability in the presence of carbon backsputter by being minimally intrusive and not significantly adding to the facility backsputtered rate. Based on these requirements, an appropriate diagnostic design was determined to comprise of an array of 23 Faraday probes swept through the plume in an arc 1m from the thruster to map the beam current density. The beam current density centroid of the plume is assumed to track the thrust vector within an acceptable level of uncertainty. Additionally, a reference system, including optical alignment to the mounting surface normal vector and tilt sensors, was devised to periodically calibrate the probe position and motion throughout the long duration wear test campaign. Initial measurements of the thruster plume have been acquired to demonstrate the diagnostics functionality, verify procedures, and assess any necessary improvements prior to implementation of the diagnostic during the AEPS Engineering Development Unit (EDU) long duration wear test. To illustrate the merits of differing approaches to thrust vector determination for different classes of electric propulsion thrusters, NASA's Evolutionary Xenon Thruster-Commercial (NEXT-C) thrust vector diagnostic design details and recent data are also discussed (Appendix A).

Advanced Electric Propulsion System (AEPS)↗

In-situ Diagnostic for Assessing Hall Thruster Wear

The design of a new diagnostic to measure the net erosion of Hall thruster surfaces is presented. This diagnostic consists of a pair of optical noncontact profilometer pens mounted to a set of motion stages, which can interrogate the surface features of multiple components of interest including the hollow cathode assembly, magnet front pole covers, and discharge channel. By comparing scans of these surfaces to reference features, estimates of the component erosion rates can be acquired throughout long-duration lifetime tests without venting and removing the thruster from the vacuum facility for external profilometry. This work presents a detailed overview of the diagnostic design including the precision positioning system. In addition, preliminary data are shown which verify diagnostic operation and establish a baseline that will be used to track the erosion of the Hall Effect Rocket with Magnetic Shielding (HERMeS) Technology Demonstration Unit 3 (TDU-3) during an ongoing long-duration wear test.

Ahern, Drew M.↗

In-Situ Diagnostic for Assessing Hall Thruster Wear

The design of a new diagnostic to measure the net erosion of Hall thruster surfaces is presented. This diagnostic consists of a pair of optical non-contact profilometer pens mounted to a set of motion stages, which can interrogate the surface features of multiple components of interest including the hollow cathode assembly, magnet front pole covers, and discharge channel. By comparing scans of these surfaces to reference features, estimates of the component erosion rates can be acquired throughout long-duration lifetime tests without venting and removing the thruster from the vacuum facility for external profilometry. This work presents a detailed overview of the diagnostic design including the precision positioning system. In addition, preliminary data are shown which verify diagnostic operation and establish a baseline that will be used to track the erosion of the Hall Effect Rocket with Magnetic Shielding (HERMeS) Technology Demonstration Unit 3 (TDU-3) during an ongoing long-duration wear test.

Ahern, Drew M.↗

Cryogenic Selective Surfaces

There are many challenges involved in deep-space exploration, but several of these can be mitigated, or even solved, by the development of a coating that reflects most of the Sun’s energy, yet still provides far-infrared heat emission. Such a coating would allow non-heat-generating objects in space to reach cryogenic temperatures without using an active cooling system. This would benefit deep-space sensors that require low temperatures, such as the James Webb Telescope focal plane array. It would also allow the use of superconductors in deep space, which could lead to magnetic energy storage rings, lossless power delivery, or perhaps a large-volume magnetic shield against galactic cosmic radiation. However, perhaps the most significant enablement achieved from such a coating would be the long-term, deep space storage of cryogenic liquids, such as liquid oxygen (LOX). In our Phase I NIAC study, we realized that a combination of scattering particles and a silver backing could yield a highly effective, very broadband, reflector that could potentially reflect more than 99.9% of the Sun’s irradiant power. We developed a sophisticated model of this reflector and theoretically showed that cryogenic temperatures could be achieved in deep space at one astronomical unit (1 AU) from the Sun. We showed how this new reflector could minimize heat conduction into the cryogenic tanks by coating the tank support struts. We then modelled a strawman architecture for a mission to Mars, using a coated LOX tank, coated struts, and infrared shields, to show that with our new coating it would be possible to maintain liquid oxygen passively. As a result of this work a patent application was generated and a paper published in Optics Letters. Our Phase II NIAC study had two primary goals, to develop a rigid version of the cryogenic selective surface proposed in Phase I and to test its performance in a simulated deep space environment. During the first year of the project the work concentrated on developing rigid tiles of BaF2, leading to tiles as large as 4 inches in diameter that transmitted very little visible light. In addition, during the first year a simulated deep space environment was created using a vacuum chamber and cryocooler. Using this facility, we showed that our BaF2 tiles absorbed less than ¼% of 375 nm radiation, a significant milestone for the work. During the second year of the project, we continued to develop the BaF2 tiles and we put significant effort into the construction of a deep space environment where we could project simulated solar radiation onto a sample. In the spring of 2018, we conducted our first solar simulator test with BaF2 and saw about 3.6% absorption. This is better than the state-of-the-art, but disappointing since predictions were for much lower absorption. We, erroneously, attributed this absorption to water retention by the BaF2, and decided to change materials. We considered several oxides and settled on yttrium oxide (Y2O3) for further development, because it is broadband, lightweight, has high index, and is hydrophobic. In July 2018 we conducted our first test of a rigid tile of Y2O3 in the simulated deep space environment and saw significant absorption again. We then realized that the issue was not water, but mid-wave radiation passing through the tile and being absorbed by the temperature sensor and the varnish used to hold it in place. We wrapped the sensor in silver foil, re-ran the test, and saw much lower absorption; only 1.1%. We then re-ran the BaF2 tile and saw 1.4% absorption. These values are almost adequate to maintain LOX in deep space, but we suspect that there are still issues in our test apparatus; we suspect thermocouple wires may be absorbing radiation. Further, post-NIAC, testing will better determine the performance of our new solar reflector. In order to restrict the size of this report, we will only briefly describe topics that we have previously published, allowing us to devote more time to new material. So minimal material will be devoted to modeling the material and deep space cryogenic storage, while longer sections will cover our material development, simulated deep space testing, and new applications. The Launch Service Program (LSP) requested that we explore ways to use this new coating to maintain LOX in low Earth Orbit and that work is described. In addition, the Nuclear Thermal Propulsion (NTP) Program asked us to explore ways to reduce the heat load for liquid hydrogen, resulting in the development of a spray-on version of the coating that should significantly improve in-space multi-layer insulation performance.

Robert C. Youngquist,↗