Testing of a Thrust Steering Device on the PPS®1350 Hall Thruster

Duchemin, Olivier; Illand, H.; Saverdi, M.; Cesari, U.; Signori, M.; Pagnon, Daniel; Estublier, Denis

doi:10.2514/6.2006-4478

Cited by 2 publications

(8 citation statements)

References 4 publications

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“…Experimental results give a steering angle of 4 and 8 deg for L2, and 8 and 12.5 deg for L1, when the external coil currents in the external structure increase from 0.6 to 1.1 times the current of the outer coil. Calculated steering angles for the same conditions result in 3.5 and 7.5 deg for L2, and 5 and 11 deg for L1 [7], in agreement with the measured values. The thrust steering angle is lower in the L2 configuration because only two steering coils are powered.…”

Section: Comparisons Between Experiments and Calculationssupporting

confidence: 89%

“…Fig. 1 PPS®1350-TSD a) scheme used for thrust steering, where L is the channel length, P is the fraction of xenon propellant injected through the local nozzles (1-P will be the anode mass flow injected), and D is the axial position where the xenon is injected through the ceramic walls, and b) photo [7].…”

Section: A Pps®1350-tsd Geometrymentioning

confidence: 99%

“…The force steps are controlled by moving the load cell with a precision micrometer. More details on the experimental apparatus can be found in [7,8]. the three-dimensional problem has been approached by the following method.…”

Section: A Description Of the Configurations Tested To Steer The Thrmentioning

confidence: 99%

“…A second approach to modify the thrust vector direction is to locally inject neutrals in the discharge channel between the external pole pieces, which disturbs the azimuthal symmetry of the propellant ionization. A PPS®1350 prototype (called PPS®1350-TSD) with a modified external magnetic circuit and local propellant injection capability was assembled and tested in the Alta facility in Pisa, Italy in 2005 [7]. The investigation demonstrated a thrust vector steering angle between 8 and 12 deg for several combinations of the four external coil currents.…”

Section: Introductionmentioning

confidence: 99%

“…V, experimental results are compared with the model results and limitations of the approach are discussed. The two-dimensional solutions have been used as starting conditions in a three-dimensional plume model to characterize the thrust vector that can be compared with previous experimental test campaigns [7,8]. The main conclusions are summarized in Sec.…”

Section: Introductionmentioning

confidence: 99%

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Performance Modeling of a Thrust Vectoring Device for Hall Effect Thrusters

Garrigues

Boniface

Hagelaar

et al. 2009

Journal of Propulsion and Power

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The ability to control the thrust vector direction on electric propulsion devices opens new possibilities for mission optimization. The addition of an external magnetic steering system and the nonsymmetric localized injection of propellant have been proposed to deviate the ion beam of a PPS®1350 Hall effect thruster. A two-dimensional hybrid model has been used to evaluate the preliminary design. Simulated results suggest the ion beam angular distributions may be varied in the range of 10 deg by changing the current in the external steering coils. However, a magnetic topography with field lines directly connected from the outer steering pole to the anode leads to a reduction of the Hall effect thruster performance. The erosion of the walls increases drastically as a function of the magnetic lens orientation (6 mm for 1000 h of thruster operation for high coil currents in the external coils). A localized axial injection of atoms has a positive effect on the steering angle of the ion beam (a few degrees), but exhibits additional erosion of approximately 10-15%. Qualitative comparisons with experimental results confirm the simulated trends. Nomenclature B o;x , B o;r = axial, radial components of the magnetic field in the centerline in the exhaust plane D = position of the injector E = ion energy E ?= electric field component perpendicular to the magnetic field E th = sputtering energy threshold e = electron charge constant g = constant gravity on Earth I d , I i = discharge, ion current I ion = ion beam divergence I sp = specific impulse J in , J out , J back = internal, external, back coil current density L = channel length _ m = xenon anode mass flow m i = ion mass m w = mean mass of the wall material n = plasma density P = fraction of neutrals released into the channel through the ceramic wallmean velocity Y = sputtering yield = angle between the axial axis and the ion velocity _ m = mean angle of the ion beam divergence = magnetic field line orientation i , i;? , e;? = ion flux, ion, electron cross-magnetic field flux "= electron mean energy , u , c , E = thruster anode, propellant, current, beam energy efficiency ?= cross-magnetic field electron mobility w = mass density of the wall material = azimuthal direction = number of times the current crosses the magnetic field lines r ?= cross-magnetic field gradient

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Section: Comparisons Between Experiments and Calculationssupporting

confidence: 89%

Section: A Pps®1350-tsd Geometrymentioning

confidence: 99%

Section: A Description Of the Configurations Tested To Steer The Thrmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 3 more Smart Citations

Performance Modeling of a Thrust Vectoring Device for Hall Effect Thrusters

Garrigues

Boniface

Hagelaar

et al. 2009

Journal of Propulsion and Power

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Influence of Azimuthally Nonuniform Propellant Flow Rate on Thrust Vector and Discharge Current Oscillation in a Hall Thruster

Fukushima

Yokota

Komurasaki

et al. 2009

Trans. JSASS Space Tech. Japan

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Discharge current oscillation at the frequency range of 10-100 kHz causes serious problems in using an anode layer type Hall thruster in space. As a new approach to the discharge stabilization, azimuthally nonuniform propellant flows were created in an acceleration channel. A plenum chamber was divided into two rooms to which xenon gas was supplied at different flow rates. As a result, stable discharge was achieved in wider operation conditions with the larger mass flow differential. The oscillation amplitude at the maximum thrust efficiency was decreased by up to 94%. In addition, thrust vector was measured and the deviation angle was found to vary with the differential flow rate and magnetic flux density.

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Testing of a Thrust Steering Device on the PPS®1350 Hall Thruster

Cited by 2 publications

References 4 publications

Performance Modeling of a Thrust Vectoring Device for Hall Effect Thrusters

Performance Modeling of a Thrust Vectoring Device for Hall Effect Thrusters

Influence of Azimuthally Nonuniform Propellant Flow Rate on Thrust Vector and Discharge Current Oscillation in a Hall Thruster

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