Ion thruster

An ion thruster, ion drive, or ion engine is a form of electric propulsion used for spacecraft propulsion. It creates thrust by accelerating ions using electricity.

An ion thruster ionizes a neutral gas by extracting some electrons out of atoms, creating a cloud of positive ions.

Ion thrusters are categorized as either electrostatic or electromagnetic.

Electrostatic thruster ions are accelerated by the Coulomb force along the electric field direction. Temporarily stored electrons are reinjected by a ''neutralizer'' in the cloud of ions after it has passed through the electrostatic grid, so the gas becomes neutral again and can freely disperse in space without any further electrical interaction with the thruster.

By contrast, electromagnetic thruster ions are accelerated by the Lorentz force to accelerate all species (free electrons as well as positive and negative ions) in the same direction whatever their electric charge, and are specifically referred to as plasma propulsion engines, where the electric field is not in the direction of the acceleration. Reprint:

Ion thrusters in operation typically consume 1–7 kW of power, have exhaust velocities around 20–50 km/s ( ''I''_sp 2000–5000s), and possess thrusts of 25–250 mN and a propulsive efficiency 65–80% though experimental versions have achieved , .

The Deep Space 1 spacecraft, powered by an ion thruster, changed velocity by while consuming less than of xenon. The ''Dawn'' spacecraft broke the record, with a velocity change of , though it was only half as efficient, requiring of xenon.

Applications include control of the orientation and position of orbiting satellites (some satellites have dozens of low-power ion thrusters) and use as a main propulsion engine for low-mass robotic space vehicles (such as ''Deep Space 1'' and ''Dawn'').

Ion thrust engines are practical only in the vacuum of space and cannot take vehicles through the atmosphere because ion engines do not work in the presence of ions outside the engine; additionally, the engine's minuscule thrust cannot overcome any significant air resistance. An ion engine cannot generate sufficient thrust to achieve initial liftoff from any celestial body with significant surface gravity. For these reasons, spacecraft must rely on other methods such as conventional chemical rockets or non-rocket launch technologies to reach their initial orbit.

Origins

The first person who wrote a paper introducing the idea publicly was Konstantin Tsiolkovsky in 1911. The technique was recommended for near-vacuum conditions at high altitude, but thrust was demonstrated with ionized air streams at atmospheric pressure. The idea appeared again in Hermann Oberth's "''Wege zur Raumschiffahrt''" (Ways to Spaceflight), published in 1929, where he explained his thoughts on the mass savings of electric propulsion, predicted its use in spacecraft propulsion and attitude control, and advocated electrostatic acceleration of charged gasses.

A working ion thruster was built by Harold R. Kaufman in 1959 at the NASA Glenn Research Center facilities. It was similar to a gridded electrostatic ion thruster and used mercury for propellant. Suborbital tests were conducted during the 1960s and in 1964, the engine was sent into a suborbital flight aboard the Space Electric Rocket Test-1 (SERT-1). It successfully operated for the planned 31 minutes before falling to Earth. This test was followed by an orbital test, SERT-2, in 1970.

An alternate form of electric propulsion, the Hall-effect thruster, was studied independently in the United States and the Soviet Union in the 1950s and 1960s. Hall-effect thrusters operated on Soviet satellites from 1972 until the late 1990s, mainly used for satellite stabilization in north–south and in east–west directions. Some 100–200 engines completed missions on Soviet and Russian satellites. Soviet thruster design was introduced to the West in 1992 after a team of electric propulsion specialists, under the support of the Ballistic Missile Defense Organization, visited Soviet laboratories.

General working principle

Ion thrusters use beams of ions (electrically charged atoms or molecules) to create thrust in accordance with momentum conservation. The method of accelerating the ions varies, but all designs take advantage of the charge/mass ratio of the ions. This ratio means that relatively small potential differences can create high exhaust velocities. This reduces the amount of reaction mass or propellant required, but increases the amount of specific power required compared to chemical rockets. Ion thrusters are therefore able to achieve high specific impulses. The drawback of the low thrust is low acceleration because the mass of the electric power unit directly correlates with the amount of power. This low thrust makes ion thrusters unsuited for launching spacecraft into orbit, but effective for in-space propulsion over longer periods of time.

Ion thrusters are categorized as either electrostatic or electromagnetic. The main difference is the method for accelerating the ions.
* Electrostatic ion thrusters use the Coulomb force and accelerate the ions in the direction of the electric field.
* Electromagnetic ion thrusters use the Lorentz force to accelerate the ions in the direction perpendicular to the electric field.

Electric power for ion thrusters is usually provided by solar panels. However, for sufficiently large distances from the sun, nuclear power may be used. In each case, the power supply mass is proportional to the peak power that can be supplied, and both provide, for this application, almost no limit to the energy.

Electric thrusters tend to produce low thrust, which results in low acceleration. Defining $1g = 9.81\; \mathrm$, the standard gravitational acceleration of Earth, and noting that $F = ma \implies a = F/m$, this can be analyzed. An NSTAR thruster producing a thrust force of 92 mN will accelerate a satellite with a mass of 1 ton by 0.092N / 1000 kg = 9.2m/s (or 9.38''g''). However, this acceleration can be sustained for months or years at a time, in contrast to the very short burns of chemical rockets.

$F = 2 \frac$
Where:
* ''F'' is the thrust force in N,
* ''η'' is the efficiency
* ''P'' is the electrical power used by the thruster in W, and
* ''I''_sp is the specific impulse in seconds.

The ion thruster is not the most promising type of electrically powered spacecraft propulsion, but it is the most successful in practice to date. An ion drive would require two days to accelerate a car to highway speed in vacuum. The technical characteristics, especially thrust, are considerably inferior to the prototypes described in literature, technical capabilities are limited by the space charge created by ions. This limits the thrust density (force per cross-sectional area of the engine). Ion thrusters create small thrust levels (the thrust of Deep Space 1 is approximately equal to the weight of one sheet of paper) compared to conventional chemical rockets, but achieve high specific impulse, or propellant mass efficiency, by accelerating the exhaust to high speed. The power imparted to the exhaust increases with the square of exhaust velocity while thrust increase is linear. Conversely, chemical rockets provide high thrust, but are limited in total impulse by the small amount of energy that can be stored chemically in the propellants. Given the practical weight of suitable power sources, the acceleration from an ion thruster is frequently less than one-thousandth of standard gravity. However, since they operate as electric (or electrostatic) motors, they convert a greater fraction of input power into kinetic exhaust power. Chemical rockets operate as heat engines, and Carnot's theorem limits the exhaust velocity.

Electrostatic thrusters

Gridded electrostatic ion thrusters

Gridded electrostatic ion thrusters development started in the 1960s and, since then, it has been used for commercial satellite propulsion and scientific missions.J. S. Sovey, V. K. Rawlin, and M. J. Patterson, "Ion Propulsion Development Projects in U. S.: Space Electric Rocket Test 1 to Deep Space 1", ''Journal of Propulsion and Power, Vol. 17'', No. 3, May–June 2001, pp. 517-526. Their main feature is that the propellant ionization process is physically separated from the ion acceleration process.

The ionization process takes place in the discharge chamber, where by bombarding the propellant with energetic electrons, as the energy transferred ejects valence electrons from the propellant gas's atoms. These electrons can be provided by a hot cathode filament and accelerated through the potential difference towards an anode. Alternatively, the electrons can be accelerated by an oscillating induced electric field created by an alternating electromagnet, which results in a self-sustaining discharge without a cathode (radio frequency ion thruster).

The positively charged ions are extracted by a system consisting of 2 or 3 multi-aperture grids. After entering the grid system near the plasma sheath, the ions are accelerated by the potential difference between the first grid and second grid (called the screen grid and the accelerator grid, respectively) to the final ion energy of (typically) 1–2 keV, which generates thrust.

Ion thrusters emit a beam of positively charged ions. To keep the spacecraft from accumulating a charge, another cathode is placed near the engine to emit electrons into the ion beam, leaving the propellant electrically neutral. This prevents the beam of ions from being attracted (and returning) to the spacecraft, which would cancel the thrust.

Gridded electrostatic ion thruster research (past/present):
* NASA Solar Technology Application Readiness (NSTAR), 2.3 kW, used on two successful missions
* NASA's Evolutionary Xenon Thruster ( NEXT), 6.9 kW, flight qualification hardware built
* Nuclear Electric Xenon Ion System (NEXIS)
* High Power Electric Propulsion ( HiPEP), 25 kW, test example built and run briefly on the ground
* EADS Radio-frequency Ion Thruster (RIT)
* Dual-Stage 4-Grid (DS4G)

Hall-effect thrusters

Hall-effect thrusters accelerate ions by means of an electric potential between a cylindrical anode and a negatively charged plasma that forms the cathode. The bulk of the propellant (typically xenon) is introduced near the anode, where it ionizes and flows toward the cathode; ions accelerate towards and through it, picking up electrons as they leave to neutralize the beam and leave the thruster at high velocity.

The anode is at one end of a cylindrical tube. In the center is a spike that is wound to produce a radial magnetic field between it and the surrounding tube. The ions are largely unaffected by the magnetic field, since they are too massive. However, the electrons produced near the end of the spike to create the cathode are trapped by the magnetic field and held in place by their attraction to the anode. Some of the electrons spiral down towards the anode, circulating around the spike in a Hall current. When they reach the anode they impact the uncharged propellant and cause it to be ionized, before finally reaching the anode and completing the circuit.

Field-emission electric propulsion

Field-emission electric propulsion (FEEP) thrusters may use caesium or indium propellants. The design comprises a small propellant reservoir that stores the liquid metal, a narrow tube or a system of parallel plates that the liquid flows through and an accelerator (a ring or an elongated aperture in a metallic plate) about a millimeter past the tube end. Caesium and indium are used due to their high atomic weights, low ionization potentials and low melting points. Once the liquid metal reaches the end of the tube, an electric field applied between the emitter and the accelerator causes the liquid surface to deform into a series of protruding cusps, or '' Taylor cones''. At a sufficiently high applied voltage, positive ions are extracted from the tips of the cones. The electric field created by the emitter and the accelerator then accelerates the ions. An external source of electrons neutralizes the positively charged ion stream to prevent charging of the spacecraft.

Electromagnetic thrusters

Pulsed inductive thrusters

Pulsed inductive thrusters (PIT) use pulses instead of continuous thrust and have the ability to run on power levels on the order of megawatts (MW). PITs consist of a large coil encircling a cone shaped tube that emits the propellant gas. Ammonia is the gas most commonly used. For each pulse, a large charge builds up in a group of capacitors behind the coil and is then released. This creates a current that moves circularly in the direction of jθ. The current then creates a magnetic field in the outward radial direction (Br), which then creates a current in the gas that has just been released in the opposite direction of the original current. This opposite current ionizes the ammonia. The positively charged ions are accelerated away from the engine due to the electric field jθ crossing the magnetic field Br, due to the Lorentz Force.

Magnetoplasmadynamic thruster

Magnetoplasmadynamic (MPD) thrusters and lithium Lorentz force accelerator (LiLFA) thrusters use roughly the same idea. The LiLFA thruster builds on the MPD thruster. Hydrogen, argon, ammonia and nitrogen can be used as propellant. In a certain configuration, the ambient gas in low Earth orbit (LEO) can be used as a propellant. The gas enters the main chamber where it is ionized into plasma by the electric field between the anode and the cathode. This plasma then conducts electricity between the anode and the cathode, closing the circuit. This new current creates a magnetic field around the cathode, which crosses with the electric field, thereby accelerating the plasma due to the Lorentz force.

The LiLFA thruster uses the same general idea as the MPD thruster, with two main differences. First, the LiLFA uses lithium vapor, which can be stored as a solid. The other difference is that the single cathode is replaced by multiple, smaller cathode rods packed into a hollow cathode tube. MPD cathodes are easily corroded due to constant contact with the plasma. In the LiLFA thruster, the lithium vapor is injected into the hollow cathode and is not ionized to its plasma form/corrode the cathode rods until it exits the tube. The plasma is then accelerated using the same Lorentz force.

In 2013, Russian company the Chemical Automatics Design Bureau successfully conducted a bench test of their MPD engine for long-distance space travel.

Electrodeless plasma thrusters

Electrodeless plasma thrusters have two unique features: the removal of the anode and cathode electrodes and the ability to throttle the engine. The removal of the electrodes eliminates erosion, which limits lifetime on other ion engines. Neutral gas is first ionized by electromagnetic waves and then transferred to another chamber where it is accelerated by an oscillating electric and magnetic field, also known as the ponderomotive force. This separation of the ionization and acceleration stages allows throttling of propellant flow, which then changes the thrust magnitude and specific impulse values.

Helicon double layer thrusters

A helicon double layer thruster is a type of plasma thruster that ejects high velocity ionized gas to provide thrust. In this design, gas is injected into a tubular chamber (the ''source tube'') with one open end. Radio frequency AC power (at 13.56 MHz in the prototype design) is coupled into a specially shaped antenna wrapped around the chamber. The electromagnetic wave emitted by the antenna causes the gas to break down and form a plasma. The antenna then excites a helicon wave in the plasma, which further heats it. The device has a roughly constant magnetic field in the source tube (supplied by solenoids in the prototype), but the magnetic field diverges and rapidly decreases in magnitude away from the source region and might be thought of as a kind of magnetic nozzle. In operation, a sharp boundary separates the high density plasma inside the source region and the low density plasma in the exhaust, which is associated with a sharp change in electrical potential. Plasma properties change rapidly across this boundary, which is known as a ''current-free electric double layer''. The electrical potential is much higher inside the source region than in the exhaust and this serves both to confine most of the electrons and to accelerate the ions away from the source region. Enough electrons escape the source region to ensure that the plasma in the exhaust is neutral overall.

Variable Specific Impulse Magnetoplasma Rocket (VASIMR)

The proposed Variable Specific Impulse Magnetoplasma Rocket (VASIMR) functions by using radio waves to ionize a propellant into a plasma, and then using a magnetic field to accelerate the plasma out of the back of the rocket engine to generate thrust. The VASIMR is currently being developed by Ad Astra Rocket Company, headquartered in Houston, Texas, with help from Canada-based Nautel, producing the 200 kW RF generators for ionizing propellant. Some of the components and "plasma shoots" experiments are tested in a laboratory settled in Liberia, Costa Rica. This project is led by former NASA astronaut Dr. Franklin Chang-Díaz (CRC-USA). A 200 kW VASIMR test engine was in discussion to be fitted in the exterior of the International Space Station, as part of the plan to test the VASIMR in space – however plans for this test onboard ISS were canceled in 2015 by NASA, with a free flying VASIMR test being discussed by Ad Astra instead. An envisioned 200 megawatt engine could reduce the duration of flight from Earth to Jupiter or Saturn from six years to fourteen months, and Mars from 7 months to 39 days.

Microwave electrothermal thrusters

Under a research grant from the NASA Lewis Research Center during the 1980s and 1990s, Martin C. Hawley and Jes Asmussen led a team of engineers in developing a Microwave Electrothermal Thruster (MET).

In the discharge chamber, microwave (MW) energy flows into the center containing a high level of ions (I), causing neutral species in the gaseous propellant to ionize. Excited species flow out (FES) through the low ion region (II) to a neutral region (III) where the ions complete their recombination, replaced with the flow of neutral species (FNS) towards the center. Meanwhile, energy is lost to the chamber walls through heat conduction and convection (HCC), along with radiation (Rad). The remaining energy absorbed into the gaseous propellant is converted into thrust.

Radioisotope thruster

A theoretical propulsion system has been proposed, based on alpha particles ( or indicating a helium ion with a +2 charge) emitted from a radioisotope uni-directionally through a hole in its chamber. A neutralising electron gun would produce a tiny amount of thrust with high specific impulse in the order of millions of seconds due to the high relativistic speed of alpha particles.

A variant of this uses a graphite-based grid with a static DC high voltage to increase thrust as graphite has high transparency to alpha particles if it is also irradiated with short wave UV light at the correct wavelength from a solid state emitter. It also permits lower energy and longer half life sources which would be advantageous for a space application. Helium backfill has also been suggested as a way to increase electron mean free path.

Comparisons

Lifetime

Ion thrusters' low thrust requires continuous operation for a long time to achieve the necessary change in velocity ( delta-v) for a particular mission. Ion thrusters are designed to provide continuous operation for intervals of weeks to years.

The lifetime of electrostatic ion thrusters is limited by several processes.

Gridded thruster life

In electrostatic gridded designs, charge-exchange ions produced by the beam ions with the neutral gas flow can be accelerated towards the negatively biased accelerator grid and cause grid erosion. End-of-life is reached when either the grid structure fails or the holes in the grid become large enough that ion extraction is substantially affected; e.g., by the occurrence of electron backstreaming. Grid erosion cannot be avoided and is the major lifetime-limiting factor. Thorough grid design and material selection enable lifetimes of 20,000 hours or more.

A test of the NASA Solar Technology Application Readiness (NSTAR) electrostatic ion thruster resulted in 30,472 hours (roughly 3.5 years) of continuous thrust at maximum power. Post-test examination indicated the engine was not approaching failure. NSTAR operated for years on Dawn.

The NASA Evolutionary Xenon Thruster (NEXT) project operated continuously for more than 48,000 hours. The test was conducted in a high vacuum test chamber. Over the course of the 5.5+ year test, the engine consumed approximately 870 kilograms of xenon propellant. The total impulse generated would require over 10,000 kilograms of conventional rocket propellant for a similar application.

Hall-effect thruster life

Hall-effect thrusters suffer from strong erosion of the ceramic discharge chamber by impact of energetic ions: a test reported in 2010 showed erosion of around 1 mm per hundred hours of operation, though this is inconsistent with observed on-orbit lifetimes of a few thousand hours.

The Advanced Electric Propulsion System (AEPS) is expected to accumulate about 5,000 hours and the design aims to achieve a flight model that offers a half-life of at least 23,000 hours and a full life of about 50,000 hours.