In order to achieve a better understanding of plume characteristics of LIPS-300 ion thruster, the beam current density, ion energy and electron number density of LIPS-300 ion thruster plume are studied with an Advanced Plasma Diagnostics System (APDS) which allows for simultaneous in situ measurements of various properties characterizing ion thruster, such as plasma density, plasma potential, plasma temperature and ion beam current densities, ion energy distribution and so on. The results show that the beam current density distribution has a double 'wing' shape. The high energy ions were found in small scan angle, while low energy ions were found in greater scan angle. Electron number density has a similar shape with the beam current density distribution.
In order to ascertain the key factors affecting the lifetime of the triple grids in the LIPS-300 ion thruster, the thermal deformation, upstream ion density and component lifetime of the grids are simulated with finite element analysis, fluid simulation and charged-particle tracing simulation methods on the basis of a 1500 h short lifetime test. The key factor affecting the lifetime of the triple grids in the LIPS-300 ion thruster is obtained and analyzed through the test results. The results show that ion sputtering erosion of the grids in 5 kW operation mode is greater than in the case of 3 kW. In 5 kW mode, the decelerator grid shows the most serious corrosion, the accelerator grid shows moderate corrosion, and the screen grid shows the least amount of corrosion. With the serious corrosion of the grids in 5 kW operation mode, the intercept current of the acceleration and deceleration grids increases substantially. Meanwhile, the cold gap between the accelerator grid and the screen grid decreases from 1 mm to 0.7 mm, while the cold gap between the accelerator grid and the decelerator grid increases from 1 mm to 1.25 mm after 1500 h of thruster operation. At equilibrium temperature with 5 kW power, the finite element method (FEM) simulation results show that the hot gap between the screen grid and the accelerator grid reduces to 0.2 mm. Accordingly, the hot gap between the accelerator grid and the decelerator grid increases to 1.5 mm. According to the fluid method, the plasma density simulated in most regions of the discharge chamber is 1×10 18 −8×10 18 m −3. The upstream plasma density of the screen grid is in the range 6×10 17 −6×10 18 m −3 and displays a parabolic characteristic. The charged particle tracing simulation method results show that the ion beam current without the thermal deformation of triple grids has optimal perveance status. The ion sputtering rates of the accelerator grid hole and the decelerator hole are 5.5×10 −14 kg s −1 and 4.28×10 −14 kg s −1 , respectively, while after the thermal deformation of the triple grids, the ion beam current has over-perveance status. The ion sputtering rates of the accelerator grid hole and the decelerator hole are 1.41×10 −13 kg s −1 and 4.1×10 −13 kg s −1 , respectively. The anode current is a key factor for the triple grid lifetime in situations where the structural strength of the grids does not change with temperature variation. The average sputtering rates of the accelerator grid and the decelerator grid, which were measured during the 1500 h lifetime test in 5 kW operating conditions, are 2.2×10 −13 kg s −1 and 7.3×10 −13 kg s −1 , respectively. These results are in accordance with the simulation, and the error comes mainly from the calculation distribution of the upstream plasma density of the grids.
In order to study the influence of three-grid assembly thermal deformation caused by heat accumulation on breakdown times and an ion extraction process, a hot gap test and a breakdown time test are carried out to obtain thermal deformation of the grids when the thruster is in 5 kW operation mode. Meanwhile, the fluid simulation method and particle-in-cell-Monte Carlo collision (PIC-MCC) method are adopted to simulate the ion extraction process according to the previous test results. The numerical calculation results are verified by the ion thruster performance test. The results show that after about 1.2 h operation, the hot gap between the screen grid and the accelerator grid reduce to 0.25-0.3 mm, while the hot gap between the accelerator grid and the decelerator grid increase from 1 mm to about 1.4 mm when the grids reach thermal equilibrium, and the hot gap is almost unchanged. In addition, the breakdown times experiment shows that 0.26 mm is the minimal safe hot gap for the grid assembly as the breakdown times improves significantly when the gap is smaller than this value. Fluid simulation results show that the plasma density of the screen grid is in the range 6×10 17-6×10 18 m 13 and displays a parabolic characteristic, while the electron temperature gradually increases along the axial direction. The PIC-MCC results show that the current falling of an ion beam through a single aperture is significant. Meanwhile, the intercepted current of the accelerator grid and the decelerator grid both increase with the change in the hot gap. The ion beam current has optimal perveance status without thermal deformation, and the intercepted current of the accelerator grid and the decelerator grid are 3.65 mA and 6.26 mA, respectively. Furthermore, under the effect of thermal deformation, the ion beam current has over-perveance status, and the intercepted current of the accelerator grid and the decelerator grid are 10.46 mA and 18.24 mA, respectively. Performance test results indicate that the breakdown times increase obviously. The intercepted current of the accelerator grid and the decelerator grid increases to 13 mA and 16.5 mA, respectively, due to the change in the hot gap after 1.5 h operation. The numerical calculation results are well consistent with performance test results, and the error comes mainly from the test uncertainty of the hot gap.
Low-power Hall thruster (LHT) generally has poor discharge efficiency characteristics due to the large surface-to-volume ratio. Aiming to further refine and improve the performance of 300 W class LHT in terms of thrust and efficiency, and to obtain the most optimal operating point, the experimental study of the discharge characteristics for three different anode positions was conducted under the operation of various discharge voltages (100–400 V) and anode mass flow rates (0.65 mg s−1 and 0.95 mg s−1). The experimental results indicated that the thruster has the most excellent performance in terms of thrust and efficiency etc. at a channel length of 27 mm for identical operating conditions. In addition, Particle in Cell (PIC) simulations, employed to reveal the underlying physical mechanisms, show that the ionization and acceleration zone is pushed downwards towards the channel exit as the anode moves towards the exit. At the identical operating point, when the channel length is reduced from 32 to 27 mm, the ionization and acceleration zone moves towards the exit, and the parameters such as thrust and efficiency increase due to the high ionization rate (IR), ion number density, and axial electric field. When the channel length is further moved to 24 mm, the parameters in terms of thrust (F) and efficiency ( ) are reduced as a result of the decreasing ionization efficiency ( ) and the larger plume divergence angle ( ). In this paper, the results indicated that an optimum anode position ( mm) exists for the optimum performance.
The accurate knowledge of the thrust vector eccentricity and beam divergence characteristics of Hall thrusters are of significant engineering value for the beneficial integration and successful application of Hall thrusters on spacecraft. For the characteristics of the plume bipolar diffusion owing to the annular discharge channel of the Hall thruster, a Gaussian fitted method for thrust vector deviation angle and beam divergence of Hall thrusters based on dual Faraday probe array planes was proposed in respect of the Hall thruster beam characteristics. The results show that the ratios of the deviation between the maximum and minimum values of the beam divergence angle and the thrust vector eccentricity angle using a Gaussian fit to the optimized Faraday probe dual plane to the mean value are 1.4% and 11.5%, respectively. The optimized thrust vector eccentricity angle obtained has been substantially improved, by approximately 20%. The beam divergence angle calculated using a Gaussian fitting to the optimized Faraday probe dual plane is approximately identical to the non-optimized one. The beam divergence and thrust vector eccentricity angles for different anode mass flow rates were obtained by averaging the beam divergence and thrust vector eccentricity angles calculated by the two-plane, Gaussian-fitted ion current density method for different cross-sections. The study not only allows for an immediate and effective tool for determining the design of thrust vector adjustment mechanisms of spacecraft with different power Hall thrusters but also for characterizing the three-dimensional spatial distribution of the Hall thruster plume.
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