Fig 1
NASA's 2.3 kW NSTAR ion thruster during a hot fire test at the Jet Propulsion Laboratory on the Deep Space 1 spacecraft
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Abstract
A spacecraft propulsion is any method used to accelerate spacecraft and artificial satellites. There are several different methods, each with advantages and disadvantages, spacecraft propulsion being an active area of research. However, most current spacecraft are propelled by forcing a gas exits through the rear of the vehicle at high sp...
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... ion propellant ( Fig. 1) is an electrical propulsion form used to propel the spacecraft that creates force by accelerating the ions. Ion extinguishers are classified as they accelerate ions using electrostatic or electromagnetic force. Electrostatic ion propulsion engines use the Coulomb force and accelerate the ions in the direction of the electric field. ...
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... future (ionic) motor will necessarily have a circular particle accelerator (high or very high energy, Fig. 11). Of course, the difficulties will come from the project, but they need to be solved step by ...
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... is proposed to use a strong LINAC at the output of synchrotron (especially when electrons accelerate) to avoid energy loss by premature emission of photons ( Fig. ...
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... LINAC can be used in the Synchrotron input and one at the output (Fig. 10). To use a slight LINAC entry, between it and the synchrotron, take an extra step in a stadium shape (Fig. ...
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... LINAC can be used in the Synchrotron input and one at the output (Fig. 10). To use a slight LINAC entry, between it and the synchrotron, take an extra step in a stadium shape (Fig. ...
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... last LINAC can be reduced if multiple LINACs are placed. See the diagram below (Fig. ...
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... is proposed to use a strong LINAC at the output of synchrotron (especially when electrons accelerate) to avoid energy loss by premature emission of photons (Fig. ...
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... LINAC can be used in the Synchrotron input and one at the output (Fig. 10). To use a slight LINAC entry, between it and the synchrotron, take an extra step in a stadium shape (Fig. ...
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... LINAC can be used in the Synchrotron input and one at the output (Fig. 10). To use a slight LINAC entry, between it and the synchrotron, take an extra step in a stadium shape (Fig. ...
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... particle accelerator is a device that uses electromagnetic fields to propel charged particles at high speeds and to contain them in well-defined beams (Fig. ...
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... particle beams are useful for both fundamental and applied research in science (Fig. 13), as well as in many technical and industrial fields that are not related to fundamental research. It is estimated that there are about 26 000 global accelerators. Of these, only about 1% are research cars with energies greater than 1 GeV of the kind covered by this article. Otherwise, about 44% are for radiotherapy, 41% for ion ...
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... of DC accelerators capable of accelerating particles at speeds sufficient to cause nuclear reactions are Cockcroft-Walton generators or voltage multipliers ( Fig. 14) which convert static wear belts from DC or DC DC ...
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... largest and most powerful particle accelerator at present is CERN, RHIC, Large Hadron Collider (LHC) (Fig. 15) and Tevatron (Fig. 16) used for experimental particle ...
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... largest and most powerful particle accelerator at present is CERN, RHIC, Large Hadron Collider (LHC) (Fig. 15) and Tevatron (Fig. 16) used for experimental particle ...
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... is a circular particle accelerator in the United States at the Accelerator Fermi National Laboratory, east of Batavia, Illinois and is the second particle shaker after LHC, Fig. ...
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... proton-rich medical isotopes or research, as opposed to those rich in neutrons, manufactured in fission reactors; however, recent works have shown how to make 99Mo, usually made in reactors, by accelerating hydrogen isotopes, although this method still requires a reactor to produce tritium. An example of this type of car is LANSCE at Los Alamos (Fig. ...
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... basic LANSCE facility (Fig. 17) is one of the nation's most prominent linear proton accelerators or LINAC. The 800 mega-electron line (800 MeV) offers the simultaneous power of five major facilities with unique capabilities: Proton Radiology Facility (pRad) that supports NNSA Defense (DP) missions; The Neutron Research Center for Weapons (WNR), which supports DP ...
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... earliest circular accelerators were cyclotrons, invented in 1929 by Ernest O. Lawrence (Fig. 18) at the University of California, ...
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... have a single pair of D-shaped plates to accelerate particles and a unique maritime dipole to bend their path into an orbital circle (Fig. ...
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... particles are injected into the center of the magnet and pulled to the outer edge at the maximum energy (Fig. ...
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... main drawbacks are the size and cost of the large magnet and the difficulty of obtaining the larger field required at the outer edge. Another possibility, the synchrocyclotron (Fig. 21), accelerates the particles into beams in a constant B field, but reduces the frequency of the RF acceleration field so as to keep the particles in step as they spiral ...
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... protons and antiprotons to less than 1 TeV of kinetic energy and collates them together (Fig. ...
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... ink (LHC, Fig. 15), built at the European High Energy Physics Laboratory (CERN), has about seven times this energy (so proton-proton collision takes place at about 14 ...
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... Swiss light source is a synchrotron at the Paul Scherrer Institute in Switzerland and is intended for the production of high-luminous electromagnetic radiation (Fig. 31). Its planning began in 1991, the project was approved in 1997 and its first operation took place on December 15, 2000. The experiments started in June 2001, being used especially for research in materials science, biology and ...
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Citations
... Modern propulsion usually involves the use of accelerated positive ions using a circular particle accelerator [25]. The authors of this study consider that particle accelerators (especially circular ones) are the future of advanced technologies on the planet, being the only modern way to obtain large amounts of concentrated energy that can be used for different purposes including for the propulsion of space aircraft [14,25]. In all these cases, the perfect fuel of the future is hydrogen, because it burns without pollution, it is obtained quite easily and economically, and the product of its combustion is the very water that in this way will restore the water circuit in nature and will eliminate in this way and all the negative effects that appear when burning the classics hydrocarbon fuels. ...
... Electromagnetic ion thrusters use Lorentz force to accelerate ions. The term "propellant ionizer" usually refers to electrostatic fields or networks [14]. ...
... But the first specification of an electric propulsion system appeared in Robert H Goddard's book, September 1906. Ion Driving Experiments were practically developed by Goddard at Clark University from 1916 to 1917 [14]. ...
Due to the fact that any type of aerospace vessel needs energy, and in the future, this energy must be nuclear and obtained by fusion, not by fission, this paper presents shortly a method by which nuclear fusion can be more easily achieved on an industrial scale. On the other hand, normal aircraft will have to be electrically operated with modern electric motors in the future, which will be able to be energized from modern accumulators which in turn will be charged with energy obtained by burning hydrogen. Hydrogen has the advantage of being obtainable by various methods on an industrial scale, sustainable, and of ensuring economic combustion and without pollution. The paper presents ways to extract hydrogen directly from water, including ones made by the authors of the paper over time, but also the possibility of using nuclear energy extracted by fusion also from hydrogen (its ionic isotopes, deuteron or Triton).
This paper aims to examine the effect on performance and environmental-economic indicators of euro diesel-hydrogen dual-fuel combustion in a small turbojet engine suitable for the propulsion system of unmanned air vehicles (UAVs). For this purpose, experimental studies were conducted at seven different engine speeds, in the range of 40,000–100,000 rpm, of a JetCat P80-SE type small turbojet engine with a single-stage radial compressor and an axial turbine on the same shaft. The hydrogen flow rate for each engine speed is changed in 10 l.min⁻¹ increments up to 120 l.min⁻¹, and the euro diesel fuel energy is substituted with hydrogen, resulting in different hydrogen energy fractions (HEFs). The results of the paper show that the maximum reduction in SEC is 9.6% with 40% HEF at 40,000 rpm. In addition, with 15% HEF provided for each engine speed: while the reduction in specific energy consumption (SEC) at 40,000 rpm is 6.5%, at 100,000 rpm the reduction in SEC is 1.2%; the decrease in CO emissions at 40,000 rpm is 33%, while at 100,000 rpm the decrease in CO is 54%; in the range of 40,000–100,000 rpm, the decrease in CO2 emissions changes the range of 16–18%; while the increase in HC emission is 10% at 70,000 rpm, it increases up to 50% at 100,000 rpm; the increase in NOx emissions appearing after 80,000 rpm, is only around 1 ppm; and despite the increase in HC and NOx emissions by the increase of HEFs, the decrease in CO2 and CO emissions leds to a remarkable improvement in environmental-economic indicators.
