Chemical thrusters convert chemical energy predominantly into thermal energy and further into kinetic energy. These conversions are lossy and typically limit the usable thrust to 40-70% of the chemical energy (rockets). The exit velocity is maximized by increasing the temperature. However, temperature cannot be increased at will and can increase losses. Thrusters also have limited controllability under changing external conditions. The options for isochoric or detonative combustion are limited. This concept is intended to increase efficiency and controllability.

Through changes in catalytic loads and electromagnetic dose, combustion is increased and can be selectively regulated. Pressure/temperature are influenced and can be adapted e.g. to the changing external pressure. The achievable thrust increases due to the higher exit velocity. Further advantages exist. The geometry of combustion chambers can be optimized (e.g. smaller, more efficient). The concept is particularly promising for detonation engines or novel supersonic combustors.

Chemical thrusters convert chemical energy predominantly into thermal energy and further into kinetic energy. These conversions are lossy and typically limit the usable thrust to 40-70% of the chemical energy (rockets). The exit velocity is maximized by increasing the temperature. However, temperature cannot be increased at will and can increase losses. Thrusters also have limited controllability under changing external conditions. The options for isochoric or detonative combustion are limited. This concept is intended to increase efficiency and controllability.

Through changes in catalytic loads and electromagnetic dose, combustion is increased and can be selectively regulated. Pressure/temperature are influenced and can be adapted e.g. to the changing external pressure. The achievable thrust increases due to the higher exit velocity. Further advantages exist. The geometry of combustion chambers can be optimized (e.g. smaller, more efficient). The concept is particularly promising for detonation engines or novel supersonic combustors.

An engine assembly includes a combustor, a fuel cell stack integrated with the combustor, the fuel cell stack configured (i) to direct fuel and air exhaust from the fuel cell stack into the combustor and (ii) to generate electrical energy, a catalytic partial oxidation convertor that is fluidly connected to the fuel cell stack, the catalytic partial oxidation convertor being configured to optimize a hydrogen content of a fuel stream to be directed into the fuel cell stack, and one or more subsystems electrically connected with the fuel cell stack, the one or more subsystems being configured to receive the electrical energy generated by the fuel cell stack. The combustor is configured to combust the fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a downstream turbine.

An engine assembly includes a combustor, a fuel cell stack integrated with the combustor, the fuel cell stack configured (i) to direct fuel and air exhaust from the fuel cell stack into the combustor and (ii) to generate electrical energy, a catalytic partial oxidation convertor that is fluidly connected to the fuel cell stack, the catalytic partial oxidation convertor being configured to optimize a hydrogen content of a fuel stream to be directed into the fuel cell stack, and one or more subsystems electrically connected with the fuel cell stack, the one or more subsystems being configured to receive the electrical energy generated by the fuel cell stack. The combustor is configured to combust the fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a downstream turbine.

An engine assembly includes a combustor, a fuel cell stack integrated with the combustor, and a pre-burner system fluidly connected to the fuel cell stack. The fuel cell stack is configured to direct fuel and air exhaust from the fuel cell stack into the combustor. The pre-burner system is configured to control a temperature of an air flow directed into the fuel cell stack. The combustor is configured to combust the fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a downstream turbine. The engine assembly can further include a catalytic partial oxidation convertor that is fluidly connected to the fuel cell stack. The catalytic partial oxidation convertor is configured to develop a hydrogen rich fuel stream to be directed into the fuel cell stack.

An engine assembly includes a combustor, a fuel cell stack integrated with the combustor, and a pre-burner system fluidly connected to the fuel cell stack. The fuel cell stack is configured to direct fuel and air exhaust from the fuel cell stack into the combustor. The pre-burner system is configured to control a temperature of an air flow directed into the fuel cell stack. The combustor is configured to combust the fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a downstream turbine. The engine assembly can further include a catalytic partial oxidation convertor that is fluidly connected to the fuel cell stack. The catalytic partial oxidation convertor is configured to develop a hydrogen rich fuel stream to be directed into the fuel cell stack.

A chemical looping combustion (CLC) based power generation, particularly using liquid fuel, ensures substantially complete fuel combustion and provides electrical efficiency without exposing metal oxide based oxygen carrier to high temperature redox process. An integrated fuel gasification (reforming)-CLC-followed by power generation model is provided involving (i) a gasification island, (ii) CLC island, (iii) heat recovery unit, and (iv) power generation system. To improve electrical efficiency, a fraction of the gasified fuel may be directly fed, or bypass the CLC, to a combustor upstream of one or more gas turbines. This splitting approach ensures higher temperature (efficiency) in the gas turbine inlet. The inert mass ratio, air flow rate to the oxidation reactor, and pressure of the system may be tailored to affect the performance of the integrated CLC system and process.

A chemical looping combustion (CLC) based power generation, particularly using liquid fuel, ensures substantially complete fuel combustion and provides electrical efficiency without exposing metal oxide based oxygen carrier to high temperature redox process. An integrated fuel gasification (reforming)-CLC-followed by power generation model is provided involving (i) a gasification island, (ii) CLC island, (iii) heat recovery unit, and (iv) power generation system. To improve electrical efficiency, a fraction of the gasified fuel may be directly fed, or bypass the CLC, to a combustor upstream of one or more gas turbines. This splitting approach ensures higher temperature (efficiency) in the gas turbine inlet. The inert mass ratio, air flow rate to the oxidation reactor, and pressure of the system may be tailored to affect the performance of the integrated CLC system and process.

Embodiments are directed toward a monopropellant continuous detonation engine. In some embodiments, the continuous detonation engine includes an engine body, a monopropellant feed assembly, and a detonation initiator. The engine body defines a detonation wave channel. The monopropellant feed assembly delivers monopropellant from a monopropellant storage tank into the detonation wave channel. The detonation initiator initiates continuous detonation of the monopropellant in the detonation wave channel, preferably without a catalyst to promote decomposition of the monopropellant. Accordingly, specific impulse is increased compared to constant-pressure reaction thrusters that catalytically decompose the monopropellant with deflagration combustion.

Embodiments are directed toward a monopropellant continuous detonation engine. In some embodiments, the continuous detonation engine includes an engine body, a monopropellant feed assembly, and a detonation initiator. The engine body defines a detonation wave channel. The monopropellant feed assembly delivers monopropellant from a monopropellant storage tank into the detonation wave channel. The detonation initiator initiates continuous detonation of the monopropellant in the detonation wave channel, preferably without a catalyst to promote decomposition of the monopropellant. Accordingly, specific impulse is increased compared to constant-pressure reaction thrusters that catalytically decompose the monopropellant with deflagration combustion.