Dual-Mode Chemical-Electric Propulsion for CubeSat Thrust and Isp
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Solution Overview
Problem
Current satellite propulsion systems face a technology gap with low specific impulse (Isp) and limited ΔV (change in velocity) due to the limitations of chemical propulsion (CP) and low thrust level of electric propulsion (EP), which restricts mission capabilities and operational time of small spacecraft.
Innovation Solution
A dual-mode CP and EP system utilizing a common set of hardware and propellant, enabling operation in high-thrust CP mode for quick maneuvers and high-Isp EP mode for long-duration station-keeping, with a combined system size and mass less than individual CP and EP engines.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If chemical propulsion (CP) systems are used, then high thrust is achieved, but specific impulse (Isp) is low and ΔV is limited
Solution Approach 1:
The propulsion system dynamically switches between chemical propulsion mode for high thrust requirements and electric propulsion mode for high specific impulse requirements. The system adapts its operational mode based on mission needs, allowing optimization of both thrust and Isp throughout the mission lifecycle.
Solution Approach 2:
The system changes the operational parameters by switching between two distinct propulsion modes: CP mode with high thrust but low Isp, and EP mode with low thrust but high Isp. This parameter switching allows the system to optimize performance for different mission phases.
2Use of energy by moving object
If electric propulsion (EP) systems are used, then high specific impulse (Isp) is achieved, but thrust level is low
Solution Approach 1:
The propulsion system dynamically switches between chemical propulsion mode for high thrust requirements and electric propulsion mode for high specific impulse requirements. The system adapts its operational mode based on mission needs, allowing optimization of both thrust and Isp throughout the mission lifecycle.
Solution Approach 2:
The system changes the operational parameters by switching between two distinct propulsion modes: CP mode with high thrust but low Isp, and EP mode with low thrust but high Isp. This parameter switching allows the system to optimize performance for different mission phases.
3Use of energy by moving object
If separate CP and EP engines are used, then both high thrust and high Isp capabilities are achieved, but system size and mass increase
Solution Approach 1:
A single propulsion device is designed to perform both chemical propulsion and electric propulsion functions. The device includes a combustion chamber for CP mode and electromagnetic coils for EP mode, allowing one component to fulfill multiple propulsion roles, thereby reducing overall system mass and size.
Solution Approach 2:
The patent merges chemical propulsion and electric propulsion systems into a single integrated device. The combustion chamber and electromagnetic coils are combined in one structure, sharing common components and reducing the total system mass compared to separate CP and EP engines.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The dual-mode system achieves high thrust when needed and high Isp and ΔV when required, reducing system size and mass, and optimizing mission performance for CubeSats.
Implementation Method 1
a pulsed plasma accelerator (PPA) portion having a plasma channel defined therein and configured to generate a plasma jet
Implementation Method 2
Liquid-Fed Pulsed Plasma Thruster (LF-PPT)
Implementation Method 3
a low-energy surface flashover (LESF) igniter positioned within the engine and configured to ionize the propellant
Data Source
AI summary
Dual mode engine for propelling spacecraft, including combustion chamber having flange end, open nozzle end, and enclosed chamber portion extending therebetween, propellant tank in fluidic communication with combustion chamber, electronic controller, power source operationally connected to electronic controller, and fluid flow motivator operationally connected to electronic controller and connected in fluidic communication with propellant tank. Engine has chemical propulsion portion with propellant inlet port operationally connected to combustion chamber and disposed adjacent flange end, ignition trigger electrode positioned in combustion chamber adjacent propellant inlet port and operationally connected to electronic controller and operationally connected to power source propellant inlet port fluidically connected to tank electric propulsion portion with two electrodes ionizing propellant positioned in combustion chamber adjacent nozzle end, plurality of attitude control thrusters operationally connected to electronic controller and in fluidic communication with propellant tank, and plurality of valves, each fluidically connected between attitude control thruster and propellant tank.