Performance
The ion optics are constantly bombarded by a small amount of secondary ions and erode or wear away, thus reducing engine efficiency and life. Ion engines need to be able to run efficiently and continuously for years. Several techniques were used to reduce erosion; most notable was switching to a different propellant. Mercury or caesium atoms were used as propellants during tests in the 1960s and 1970s, but these propellants adhered to, and eroded the grids. Xenon atoms, on the other hand, are far less corrosive, and became the propellant of choice for virtually all ion thruster types. NASA has demonstrated continuous operation of NSTAR engines for over 16,000 hours (1.8 years), and tests are still ongoing for double this lifetime. Electrostatic ion thrusters have also achieved a specific impulse of 30-100 kN·s/kg, better than most other ion thruster types. Electrostatic ion thrusters have accelerated ions to speeds reaching 100 km/s.
In January 2006, the European Space Agency, together with the Australian National University, have announced successful testing of an improved electrostatic ion engine, the Dual-Stage 4-Grid (DS4G), that showed exhaust speeds of 210 km/s, reportedly four times higher than previously achieved, allowing for a specific impulse which is four times higher. Conventional electrostatic ion thrusters possess only two grids, one high voltage and one low voltage, which perform both the ion extraction and acceleration functions. However, when the charge differential between these grids reaches around 5 kV, some of the particles extracted from the chamber collide with the low voltage grid, eroding it and compromising the engine's longevity. This limitation is successfully bypassed when two pairs of grids are used. The first pair operates at high voltage, possessing a voltage differential of around 3 kV between them; this grid pair is responsible for extracting the charged propellant particles from the gas chamber. The second pair, operating at low voltage, provides the electrical field that accelerates the particles outwards, creating thrust. Other advantages to the new engine include a more compact design, allowing it to be scaled up to higher thrusts, and a narrower, less divergent exhaust plume of 3 degrees, which is reportedly five times narrower than previously achieved. This reduces the propellant needed to correct the orientation of the spacecraft due to small uncertainties in the thrust vector direction.
Read more about this topic: Electrostatic Ion Thruster
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