REACTION AND DESIGN CONCEPT FOR ENGINES FOR CATALYTIC CONTROL / ERGETIC TRIGGERING (E.G. WITH METAL ADDITIVES) OF THE INTERNAL VELOCITY (ACCELERATION) AND EXIT VELOCITY WITH INFLUENCING OF TEMPERATURE AS WELL AS PRESSURE FOR IMPROVED 5 EFFICIENCY AND COMBUSTION CHAMBER ADAPTATION (TREIBER-CONCEPT)

Abstract

System for chemical engine systems or air-breathing engine systems comprising: a catalytic combustion and/or addition of metallic additives, which can additionally adapt the combustion by homogeneous, respectively heterogeneous catalysts. The adaptation of combustion rate, combustion pressure, combustion temperature, latent heat and other conditions (e.g. heat reflections) can be used in a variety of technological ways. This enables optimization of combustion chamber geometry and, for example, reduction of profile losses. Lossy energy conversions are to be minimized, or specifically adapted (e.g. to a variable ambient pressure during vertical starts). To protect the adapted combustion, methods are named to avoid e.g. fouling, aging of the reactive surface, destructive pressure shocks and especially thermal damage. The potential through further technological additions, e.g. by means of contactless ignition or superordinate process concept is pointed out.

Claims

1. A method of catalytic or ternary reaction in liquid chemical engine systems involving combustion of at least one separate oxidizer of oxygen or atmospheric oxygen (e.g., rocket engine systems, supersonic rocket combustors, detonation engines, gas turbines, resp. gas turbines for turbopumps), air-breathing engine systems (e.g., pulse jet engines, subsonic ramjets, ramjets, dualmode ramjets, scramjets, detonation engines, combination engines) comprising: addition of at least one of the following two additives homogeneous catalysts (2) or metallic additives versus combustion without at least one of said additives in said engine systems to influence at least one of the following process parameters: Combustion chamber temperature, combustion chamber pressure, maximum possible mass flow with sufficient combustion, pressure levels in the direction of flow, pressure levels perpendicular to the direction of flow, temperature levels in the direction of flow, temperature levels perpendicular to the direction of flow, minimum required mass flow, maximum possible spatial velocity of the mass flow at the beginning of the combustion chamber, transport of latent heat, superadiabatic combustion chamber conditions, and in addition to the previously named process parameters and notwithstanding a changed combustion chamber length in connection with the design of at least one of the following system parameters: Combustion chamber width, combustion chamber cross-section, inclinations of combustion chamber boundaries such as constrictions/expansions at nozzles, nozzle lengths, nozzle inclination.

2. A method according to claim 1 comprising: in that the homogeneous catalysts (2) or metallic additives are introduced into the combustion chamber in at least one of the forms mentioned: comprising more than twice the length to the diameter, fibrous, in fiber structure, in fiber composite.

3. A system according to claim 1 comprising: characterized in that the homogeneous catalysts consist of at least one of the following elements or at least one alloy of any of the following elements: Iron, nickel, cerium, copper, vanadium, molybdenum, platinum group metals, elements of the IV, V, VI, VII, VIII, I and II subgroups.

4. A method according to claim 1 comprising: characterized in that the input of the homogeneous catalysts (2), or metal particles, is changed during the reaction in at least one of the following properties: in material concentration or location of the input in order to adjust process parameters of the combustion, such as adjusting the pressure at the nozzle outlet to the ambient pressure (e.g. for vertical starts), or, for example, to support the combustion outside the control operation of the engine system (e.g. in start-up phase, combustion completion phase).

5. A method according to claim 1 comprising: in that the homogeneous catalysts (2) are introduced into the combustion chamber with at least one of the following properties relative to at least one of the other fuel components: increased injection speed, changed injection temperature, changed concentration along the combustion chamber cross-section, or changed injection location along the combustion chamber axis.

6. A method according to claim 1 comprising: characterized in that the homogeneous catalysts (2) are introduced into the combustion chamber with at least one of the following properties: in a liquid solution, in a solution of alcohol, with substances which are used as anti-knocking agents in combustion engines, with substances which reduce pressure fluctuations during combustion, substances which cause an ignition delay, in a solution together with anti-icing agents, in a solution together with anti-flocculating agents, in a solution together with dispersing agents, dispersed in a solution with an ignition delay, dispersed in a wax, dispersed in paraffin.

7. A method according to claim 1 comprising: characterized in that homogeneous catalysts (2) having at least one of the following parameters are introduced with respect to each other: Different photo-catalytic properties, Different paramagnetic properties, Different ferromagnetic properties, Composite of homogeneous catalysts (2) of different photo-catalytic effects, Composite of homogeneous catalysts (2) of different paramagnetic properties, Composite of homogeneous catalysts (2) of different ferromagnetic properties, Alloy of homogeneous catalysts (2) of different photo-catalytic effects, Alloy of homogeneous catalysts (2) of different paramagnetic properties, Alloy of homogeneous catalysts (2) of different ferromagnetic properties.

8. A method according to claim 1 comprising: in that heterogeneous catalysts (1) are used in the combustion chamber.

9. A system according to claim 1 comprising: characterized in that the surface of the base for coating with heterogeneous catalysts (1) is structured by at least one of the following methods: mechanical methods, multiple mechanical methods, electromagnetic methods, multiple electromagnetic methods.

10. A system according to claim 1 comprising: characterized in that, the surface of the heterogeneous catalysts (1) is structured by at least one of the following methods: mechanical methods, multiple mechanical methods, electromagnetic methods, multiple electromagnetic methods.

11. A system according to claim 1 comprising: characterized in that the catalytic coating of at least a part of the combustion chamber is designed with at least one of the following geometrical characteristics: projecting notches of inclined partial surfaces to the cross-section of the combustion chamber, curves, of inclined partial surfaces to the cross-section of the combustion chamber, projecting surfaces of uniform inclination to the cross-section of the combustion chamber, variable size of the notches in, the flow direction of the combustion chamber, variable size of the curves in the flow direction of the combustion chamber, variable size of the surface in the flow direction of the combustion chamber.

12. A system according to claim 1 comprising: characterized in that at least one heterogeneous catalyst (1) consists of at least one element having the following properties: element of the platinum group metals, elements of IV, V, VI, VII, VIII, I and II or subgroup.

13. A method according to claim 1 comprising: in that the homogeneous catalysts (2) modify reaction residues or deposits on the heterogeneous catalysts (1) in at least one of the following ways: Avoidance, reduction, dissolution, conversion.

14. A method according to claim 1 comprising: characterized in that a predominantly supersonic combustion in terms of energy is brought about in a targeted manner by multistage combustion in the combustion chamber or the nozzle.

15. An apparatus system according to claim 1 comprising: characterized in that dimples with a catalytic coating are present in the combustion chamber.

16. An apparatus according to claim 1 comprising: in that riblets with a catalytic coating are present in the combustion chamber.

17. An apparatus according to claim 1 comprising: characterized in that the heterogeneous catalysts (1) are reactively cooled by at least one of the following: contained cooling loops, contained injection nozzles for common combustion, contained injection nozzles for downstream combustion.

Description

BRIEF DESCRIPTION OF THE DRAWING FIG.S

[0181] FIG. 1a: Process diagram: combined combustion

[0182] FIG. 1b: Process diagram: staged combustion

[0183] FIG. 1c: Process scheme: mass flow enhanced combustion

[0184] FIG. 1d: Process scheme: superadiabatic combustion

[0185] FIG. 1e: Process scheme: single-stage catalytic flooding

[0186] FIG. 1f: Process scheme: multistage catalytic flooding

[0187] FIG. 2a: Homogeneous catalysts: suspension

[0188] FIG. 2b: Homogeneous catalysts: Fibers

[0189] FIG. 3a: Homogeneous catalysts: injection, side stream

[0190] FIG. 3b: Homogeneous catalysts: injection, main stream

[0191] FIG. 3c: Homogeneous catalysts: injection, multi-way injection

[0192] FIG. 3d: Homogeneous catalysts: variable injection with metal particles

[0193] FIG. 4a: Heterogeneous catalysts: profiled combustion chamber walls

[0194] FIG. 4b: Heterogeneous catalysts: Axial plates

[0195] FIG. 4c: Heterogeneous catalysts: Honeycomb structure

[0196] FIG. 4d: Heterogeneous catalysts: elongated structure

[0197] FIG. 4e: Heterogeneous catalysts: concentric

[0198] FIG. 5: Heterogeneous catalysts: Structure/surface

[0199] FIG. 6: Turbopump

[0200] FIG. 7a: Engine system (rocket): stretched arrangement, oxidizer

[0201] FIG. 7b: Engine system (rocket): stretched arrangement, splash plate

[0202] FIG. 7c: Engine system (rocket): stretched arrangement

[0203] FIG. 7d: Engine system (rocket): stretched arrangement, mixing plate

[0204] FIG. 8a: Engine system (rocket): honeycomb structure, multistage

[0205] FIG. 8b: Thruster system (rocket): concentric arrangement, multistage

[0206] FIG. 9a: Engine system (rocket): honeycomb structure, single stage

[0207] FIG. 9b: Engine system (rocket): concentric arrangement, single stage

[0208] FIG. 10: Engine system (aerospike): reduced constriction

[0209] FIG. 11: Engine system (scramjet): partial coating

[0210] FIG. 12: Engine system (scramjet): complete coating

[0211] FIG. 13: Engine system (Ramjet): partial coating

[0212] FIG. 14: Engine system (ramjet): full coating

[0213] FIG. 15: Engine system (pulse jet engine)

[0214] The above designs are examples. Further variants are described in the patent specification and in the claims.

[0215] In general, the Treiber concept includes heterogeneous catalysts (1) placed as close as possible to the reaction zone of the combustion chamber (3). In rocket engine systems, or turbopumps, additions are made by means of homogeneous catalysts (2). In the following, the propellant (4) consists in simplified form of a reducing agent (5) which is reacted with an oxidizer (6). In addition, single-substance/multi-substance systems can also be used as a substitute, which are also included and described here as a substitute.

[0216] The embodiments of FIGS. 1-4 describe the basic structure of the insert in the combustion chamber of a rocket engine system, or alternatively in air-breathing engine systems (e.g., ramjets, scramjets, pulse jet engines).

[0217] FIG. 1a: Process Diagram: Combined Combustion

[0218] This FIG. shows a possible process scheme for a possible variant of the Treiber concept.

[0219] Single-stage injection (11) introduces the reactants into the combustion (101). The single-stage injection (11) supplies chemical energy for the combustion process (101) The reducing agent/fuel (5) consists of e.g. H.sub.2, RP1 or CH.sub.4. As oxidizer (6) e.g. O.sub.2 or also air/air oxygen is supplied. Essential in the Treiber concept is the introduction of catalysts such as fine platinum particles as homogeneous catalysts (2) dissolved in liquid solvent (300) such as alcohol. The resulting suspension (305) can be injected separately. Alternatively, earlier mixing into the fuel mass flow, e.g. the fuel (5) before injection, is also possible (e.g. FIGS. 3a to 3c).

[0220] After injection in the combustion chamber, combustion (101) takes place with the assistance of heterogeneous catalysts (1) such as combustion chamber walls coated with an alloy of platinum and rhenium. These coatings interact with the reactants and combustion chamber conditions. For example, platinum or alternatively gold has a high capacity for heat reflection. Also, the heterogeneous catalysts (1) can be refreshed by the homogeneous catalysts (2).

[0221] After combustion (101), only the heterogeneous catalysts (1) remain. The remaining reactants are consumed in the combustion process (101). The reaction products escape via the mass flow (191) formed. The mass flow (191) formed is used to partially convert energy into usable form, such as thrust. Further energy can be converted, for example, upstream or in parallel in the generator of a fuel pump/turbopump in an analogous manner.

[0222] The suspension (305) changes the reaction conditions of the combustion (101), such as the combustion pressure, the combustion temperature or the reaction time of the combustion (101). This can, for example, reduce energetic losses and increase the payload fraction for launches into low Earth orbit. This is possible, for example, by increasing the mass flow rate (191), changing the geometries at constrictions (Laval nozzle), or increasing burnout of reactants in air-breathing thrusters. Alternatively, further accelerated reactions under supersonic conditions are also possible.

[0223] As an alternative to homogeneous catalysts (2), metallic additives such as iron compounds with their own calorific value can also be added to the process in order to adjust or trigger the process conditions.

[0224] FIG. 1b: Process Scheme with Staged Combustion

[0225] Compared with FIG. 1a, a process scheme with multi-stage combustion (101+102) is shown.

[0226] Multi-stage combustion (101+102) can be used, for example, for air-breathing propulsion systems to increase burnout, or in rocket engine systems to further modify the process conditions, or to reduce the consumption of homogeneous catalysts (2). Further modified process conditions are also advantageous, for example, for subsequent energetically optimized supersonic combustion with short reaction times.

[0227] For the first injection (110), atmospheric oxygen or oxidizer (6) and lean fuel (5) are introduced into the combustion chamber. Alternatively, fuel (5) can also be introduced completely and ignited only partially. The combustion (101) of the first stage takes place at a heterogeneous catalyst (1). Thus, the combustion (101) of the first stage is lean, i.e. fuel-poor or oxygen-rich. Alternatively, fuel-rich combustion could also take place under oxygen deficiency.

[0228] A second combustion (102) takes place by downstream injection (12) of the second stage. For this purpose, further reactants are introduced, for example, at projecting nozzles, spray plates or mix plates (5+305). Alternatively, nozzles can also be installed and used on the geometries of heterogeneous catalysts (1). In this embodiment, these additional reaction partners are further fuel (5) and the suspension (305). The suspension (305) comprises homogeneous catalysts (2) in a solution (300). The solution (300) may consist of alcohol, for example.

[0229] The result is a mass flow (192) with changed pressure and temperature, or velocity.

[0230] FIG. 1c: Process Diagram: Mass Flow-Enhanced Combustion

[0231] In this FIG., the injected mass flows (13) are increased compared with FIG. 1a. To accelerate combustion (1010), higher mass flows of homogeneous catalysts (2) or homogeneous catalysts (2) with higher activity can be injected.

[0232] The increased injection (13) can be achieved, for example, via additional or more powerful turbopumps. In compensation, engines or other combustion systems (1010) can be dispensed with if necessary. This results in a more extensive mass flow (193).

[0233] FIG. 1d: Process Diagram: Superadiabatic Combustion

[0234] In this FIG., compared to FIG. 1a, the heterogeneous catalysts (1) have a strong thermal effect on the injection (14) of suspension (305), fuel (5) and oxygen (6).

[0235] In this FIG., combustion occurs at temperatures above those of stoichiometric conditions. These conditions exceed adiabatic conditions and are referred to as “superadiabatic”. This is made possible, for example, by appropriate heat conduction (1111) from the heterogeneous catalysts (1). It is assumed that the heterogeneous catalysts (1) have a correspondingly high melting point in combination with high thermal conductivity.

[0236] During combustion (101), heat energy is transferred, e.g. radiated, from the gas phase to the solid phase of the heterogeneous catalysts (1). Due to heat conduction in the heterogeneous catalysts (1), the fresh mass flow of the injection (14) is sufficiently heated/preheated accordingly. In addition, heating takes place in the combustion chamber itself. The heated injection (14) reacts in the combustion chamber and on the heterogeneous catalysts (1). As a result of the reaction enthalpy released, further heating takes place above the otherwise normal adiabatic combustion temperature. If the temperature of the gas phase finally exceeds the temperature of the solid body or the heterogeneous catalysts (1), the resulting heat flow is reversed in the direction of the heterogeneous catalysts (1).

[0237] A mass flow (194) from superadiabatic combustion is produced. The target can be e.g. the reduction of homogeneous catalysts (2).

[0238] FIG. 1e: Process Scheme: Single-Stage Catalytic Flooding

[0239] In this embodiment, compared to FIG. 1a, a process scheme is shown which is designed for high concentrations of homogeneous catalysts (2) during injection (15).

[0240] Low-cost iron-containing compounds such as hematite (Fe2O3), ferrihydrite, or other compounds such as TiO2 can be considered as possible homogeneous catalysts (2). For example, concentrations of about 1/20,000 up to about 2% or more can be economically introduced in the injected fuel mass flow (15). The arrow width of the homogeneous catalysts (2) is increased and the arrow length of the suspension (305) is increased.

[0241] Due to the relatively low melting temperatures of these compounds, e.g. at Fe.sub.2O.sub.3 approx. 1,539° C. or approx. 1,800 K, additional technological measures are advantageous for use in the Treiber concept. This delays premature melting of the homogeneous catalysts (2) in the combustion chamber.

[0242] For example, the injection speed of the homogeneous catalysts (2) can be increased. Additional distribution can be achieved by friction at different injection speeds and conditions of fluids. Also, the temperature of the solution (300) during injection (15) can be kept low to thermally dampen. Thus, the aim is to widen the catalytic reaction range. This is advantageous for high reaction rates.

[0243] To dampen pressure fluctuations during combustion (1012), measures of [Variant 2] can be used if necessary, such as: [0244] Addition of “anti-knock agents” e.g. alcohol (as solution (300) for homogeneous catalysts (2)), or water; [0245] Division of the combustion chamber into smaller sections/sections e.g. with intermediate areas or slightly diverging flow directions; [0246] Combustion (1012) reduced near the wall (e.g. fuel-rich); [0247] reduction of the respective ignition volume e.g. by larger number of nozzles; [0248] maximum uniformity of the mixture in the combustion chamber;

[0249] use of different homogeneous catalysts (2).

[0250] The aim is to achieve the greatest possible regulation of combustion rate, combustion temperature and combustion pressure in the combustion chamber. The resulting mass flow (195) is adjusted.

[0251] In this FIG. the process scheme is characterized by multi-stage combustion (101+102) compared to embodiment FIG. 1e. This embodiment variant has a second injection (17) and a second combustion (1020). Compared to the embodiment variant FIG. 1e, the homogeneous catalysts (2) are introduced via downstream injection nozzles. The homogeneous catalysts (2) are analogously contained in a solution (300) to form a suspension (305). This enables additional penetration depth of the homogeneous catalysts (2) by design or geometry.

[0252] FIG. 1f: Process Scheme: Multistage Catalytic Flooding

[0253] In this FIG., the process scheme is characterized by multistage combustion (101+102) compared with the embodiment in FIG. 1e. This has a second injection (17) and second combustion (1020). In contrast to the embodiment variant FIG. 1e, the homogeneous catalysts (2) are introduced via downstream injection nozzles. The homogeneous catalysts (2) are contained analogously in a solution (300) to a suspension (305). This enables additional penetration depth of the homogeneous catalysts (2) by design or geometry.

[0254] Compared to embodiment 1 b, the homogeneous catalysts (2) in this FIG. if are injected at higher injection rates and concentrations. This is illustrated with a larger arrow width of the homogeneous catalysts (2) and a larger arrow length of the suspension (305) in the process schematic.

[0255] The mass flow (196) results from strongly adjusted conditions in the combustion chamber, such as pressure, temperature and velocity.

[0256] FIG. 2a: Homogeneous Catalysts: Suspension

[0257] In this embodiment, a suspension (305) of solvent (300) and homogeneous catalysts (2) is shown. The suspension (305) is located in a tank or reservoir (31).

[0258] The homogeneous catalysts (2) can consist of one metal (e.g. platinum); alloy or composite of several different metals (e.g. rhenium, gold, molybdenum). For the largest possible surface area, the particles of the homogeneous catalysts (2) have a diameter of only a few micrometers.

[0259] Alcohol has positive properties for combustion. Alcohol (ethanol) has a low melting point, keeps flow paths free of ice, is easily soluble and has its own calorific value. Alcohol can be mixed very well with water to further adjust the properties. Alcohol (ethanol) is also a good medium for metals. Last but not least, alcohol can be used in an environmentally friendly way. Also, with alcohol, the possibility of liquid storage at ambient temperature facilitates the use of pumps, mixers, pipes and the like. Alcohol is proven as an anti-knock agent in combustion engines. Alcohol (ethanol) is used selectively in numerous combustion processes, e.g. in highly concentrated form in methylated spirits or as a fuel additive. Depending on how it is injected into the mass flow, alcohol can also provide an additional period of time until ignition due to the ignition delay. When injected into the combustion chamber, this period can improve the uniformity of the components, including the homogeneous catalysts (2), and protect the engine system.

[0260] Alternatively, the homogeneous catalysts (2) can also be introduced via other matrix systems such as waxes, gels or thick materials. Although waxes or thick matter can fix homogeneous catalysts (2) better, they are more challenging in terms of uniform incorporation into the mass flow and pumpability. Surface films in the combustion chamber may be suitable for this purpose. One possible wax is kerosene wax, for example, which can be liquefied by heating near the combustion chamber. The particles of homogeneous catalysts (2) contained can be introduced in a uniform manner.

[0261] In contrast, the uniform introduction of the wax, or the suspension formed, is more complex.

[0262] In this embodiment, the homogeneous catalysts (2) are shown in a particulate fibrous structure (20). Fibers of different catalysts (21) are to be thermally bonded or sintered. Metal fibers approx. 0.5-1 μm thick, e.g. of platinum, aluminum, rhenium, molybdenum, are joined to a maximum length of approx. 100 μm. Alternatively, palladium and vanadium, for example, can also be used. The fibers (21) can partially melt or react in a candle-like manner and ensure simultaneous entry of the homogeneous catalysts (2) into the firing process and thus sustained activity. The fiber-like structure creates additional turbulence and thus the fibers (21) are distributed as far as possible into the combustion chamber. This is a particularly effective way of counteracting fouling on possible heterogeneous catalysts (1).

[0263] FIG. 2b: Homogeneous Catalysts: Fibers

[0264] In this embodiment, the homogeneous catalysts (2) are shown in a particulate fibrous structure (20). Fibers of different catalysts (21) are to be thermally bonded or sintered. Metal fibers approx. 0.5-1 μm thick, e.g. of platinum, aluminum, rhenium, molybdenum, are joined to a maximum length of approx. 100 μm. Alternatively, palladium and vanadium, for example, can also be used. The fibers (21) can partially melt or react in a candle-like manner and ensure simultaneous entry of the homogeneous catalysts (2) into the firing process and thus sustained activity. The fiber-like structure creates additional turbulence and thus the fibers (21) are distributed as far as possible into the combustion chamber. This is a particularly effective way of counteracting fouling on possible heterogeneous catalysts (1).

[0265] To further increase the catalytic activity, fibers (21) with different properties (22) are connected to each other. Based on different paramagnetic properties, different partial charges or voltages are targeted during electromagnetic excitation or activity. Thus, according to radical theory, the activity should be increased. Alternatively, these fibers (21) with different properties (22) can also be optimized with regard to their photo-catalytic properties.

[0266] Alternatively, simple fibers (21) coated or sintered with particles of other homogeneous catalysts are also possible.

[0267] FIG. 3a: Homogeneous Catalysts: Injection, Side Stream

[0268] In this embodiment, a scheme with homogeneous catalysts (2) is shown.

[0269] The average grain size of the homogeneous catalysts (2) is a maximum of 10 μm and the largest grain a maximum of 20 μm. For hydrocarbons (e.g. CH.sub.4), on the other hand, approx. 20 μg platinum, approx. 20 μg rhenium, approx. 20 μg molybdenum and approx. 20 μg vanadium, as well as approx. 20 μg palladium are used per kg of fuel. In total, this results in approx. 100 μg catalyst/kg fuel.

[0270] Storage tanks (31) are arranged upstream of the generators (30) of the turbopumps (35), each with dissolved homogeneous catalysts (2) in reducing agent (5) or oxidizer (6). Valves (37) and lines (38) are also arranged. In the bypass principle, fuel is sucked in/pressurized from the reservoirs (31) both for the generators (30) of the turbopumps (35) and for the combustion chambers (3) of the engine systems. In the bypass principle, a mixer or mixing chamber (36) is also arranged upstream of the generators (30). For equalization, the solutions of homogeneous catalysts (2) and in each case a reducing agent (5) or oxidizing agent (6) are pumped in a circuit (32) and regularly equalized, e.g. supplemented by means of a mixer/agitator (39). In the storage tanks (31), the intake (33) is located at the bottom and the inlet at the top (34). The early feeding of the homogeneous catalysts (2) generally allows additional dissociation of the reducing agent (5) and oxidizing agent (6). In addition to the action of the homogeneous catalysts (2) in the combustion chamber (3), they also act in advance in the reducing (5) and oxidizing (6) agents supplied.

[0271] Heterogeneous catalysts (1) are installed in the combustion chamber (3). The injected homogeneous catalysts (2) counteract the coking or fouling on the heterogeneous catalysts (1) and flush them free again.

[0272] FIG. 3b: Homogeneous Catalysts: Injection, Main Stream

[0273] Compared to FIG. 3a, the mixing chamber is omitted.

[0274] In the main flow principle, the homogeneous catalysts (2) are drawn in analogously from the storage tanks (31) for supplying the generators (30) of the turbopumps (35).

[0275] FIG. 3c: Homogeneous catalysts: injection, multi-way injection In contrast to FIG. 3b, in this embodiment mixing into the mass flow takes place outside the turbopumps (30), or generators (35). Valves (37) are used to regulate the mass flow of fuel (5) and oxidizer (6) independently of the dissolved homogeneous catalysts (2). The homogeneous catalysts (2) are suspended in separate storage tanks in a solution (300), e.g. alcohol.

[0276] Metering takes place via valves (311) upstream of the multi-way nozzles (310). The multi-way nozzles (310) are used for injection in the combustion chamber (3). The homogeneous catalysts (2) and reducing agent (5) or oxidizer (6) are fed via a multiport configuration of the multiport nozzles (310). This reduces the additional work in the piping system (38) and fluidic losses. In addition, segregation, or enrichment in the line system (38) is avoided. The homogeneous catalyst (2) is admitted to one channel at each of the multi-way nozzles (310). For this purpose, storage tanks (31) of the homogeneous catalysts (2) are dissolved in reducing agent (5) and oxidizing agent (6). As a result of overpressure in the storage tanks (31), liquefaction of the solutions may take place. This facilitates the operation of the mixers (39) and pumps (32). Through respective inlets (34) and outlets (33) in the tanks, the suspensions can be pumped (32) and equalized in the circuit.

[0277] The additional homogeneous catalysts (2) to be injected counteract coking or fouling on the heterogeneous catalysts (1). Fouling is removed again by the homogeneous catalysts (2). In addition, oxidation of the surface of the combustion chamber (3) and thermal stress are reduced. In addition, uneven ignition delay in the combustion chamber (3) is reduced and pressure fluctuations are reduced in favor of more uniform combustion. The service life of the combustion chamber (3) and operational reliability are increased.

[0278] An advantage of this design variant is improved uniformity and protection against disturbances in one tank (31). The reason is the double and independent feeding by means of homogeneous catalysts (2).

[0279] FIG. 3d: Homogeneous Catalysts: Variable Injection with Metal Particles.

[0280] This embodiment represents another engine system with variable injection.

[0281] In the start-up phase, maximum loads of homogeneous catalysts (2) or metallic particles in a solution (300) are injected together with the reducing agent (5) or the oxidizer (6) at high external pressure. Homogeneous catalysts (2) and solution (300) form a suspension. The engine system (301) receives a variable injection of loads of homogeneous catalysts (2) with solution (300) or suspension (305). The suspension (305) of solution (300) and homogeneous catalysts (2) changes reaction rate, temperature and pressure in the combustion chamber (303). The temperature can be lowered and the pressure increased, if necessary. Both the pressure in the engine (301) and at the nozzle outlet (304) can be increased, if necessary, without raising the temperature of the combustion chamber (303) too much. At the same time, thrust is maximized by the ternary system during the startup phase. The expansion of the mass flow (390) at the nozzle outlet (304) is thus specifically changed.

[0282] With increasing altitude and thus decreasing external pressure, the loads of homogeneous catalysts (2) or metallic particles with the solution (300) must be reduced or continuously adjusted. Depending on the load, this can be done continuously until the end of the engine system (301). The aim is to equalize the pressure at the nozzle outlet to the ambient pressure in order to reduce or avoid kinematic jet losses as far as possible. This is relevant, for example, during a vertical launch into low earth orbit.

[0283] FIG. 4a: Heterogeneous Catalysts: Profiled Combustion Chamber Walls

[0284] In this embodiment, a basic shape of heterogeneous catalysts (1) is shown as profiled combustion chamber walls. In addition to the cross-section, a spatial projection is provided. As an alternative to the concentric cross-section, planar cross-sections with this profile shape are also possible.

[0285] These cross sections have pointed notches (41). The pointed notches (41) reduce the cross section through which the flow can pass near the wall. Edge flows can be specifically adapted. Heat reflection is also altered by inclined multi-surfaces. Gold and platinum have very good heat reflection properties above a certain layer thickness.

[0286] Another advantage of this basic shape is that the possible area for coating with heterogeneous catalysts (1) is increased. In addition, the profile can be adapted along the longitudinal axis, e.g. the notches downstream can be reduced.

[0287] FIG. 4b: Heterogeneous Catalysts: Axial Plates

[0288] Compared with FIG. 4a, this embodiment shows separate plates (42) with enlarged side surfaces. This further basic form of heterogeneous catalysts offers additional advantages.

[0289] The separate plates (42) embed themselves in holders (43) and can therefore be manufactured separately in a simplified manner. This opens up additional possibilities for production and combination.

[0290] Alternatively, the separate plates (42) can also be used for sectioning in the combustion chamber. In this way, spatial separation of the respective injection or combustion can be implemented, e.g. to avoid or reduce pressure peaks. In the engine systems of the Saturn V rocket, for example, separator plates were installed on the head plates/injector plates.

[0291] Alternatively, they can be redesigned or supplemented as splash plates. For this purpose, the ends of the separate plates (42) must be supplemented, e.g. with a round shape.

[0292] FIG. 4c: Heterogeneous Catalysts: Honeycomb Structure

[0293] In this embodiment of heterogeneous catalysts (1), honeycomb structures (44) are shown assembled to further increase the specific surface area. The honeycomb structures (44) consist of corrugated sheets (45) and separating ring sheets (46). This basic form is technologically known.

[0294] Alternatively, other divisions including a closed center are possible. In addition, the design as splash plates is possible. The splash plates can be used, for example, on the round ring plates (46).

[0295] FIG. 4d: Heterogeneous Catalysts: Elongated Stretched

[0296] In this embodiment, another possible basic shape of heterogeneous catalysts (1) is captured. With a round cross-section, elongated catalysts (47) are formed. The free cross-section is thus traversed as little as possible and as uniformly as possible.

[0297] The elongated catalytic converters (47) can also be used, for example, to arrange igniters or injectors. Another technological possibility is the installation of rod antennas for electromagnetic transmitters (e.g. microwaves).

[0298] Alternatively, the stretched catalytic converters (47) can also be tapered or curved at the end face.

[0299] FIG. 4e: Heterogeneous Catalysts: Concentric

[0300] In this variant, the familiar shape of heterogeneous catalysts (1) is made from concentric ring plates (48). Alternatively, these can also be formed into splash plates. A free core can be flowed through in the center.

[0301] Concentric ring plates (48) are particularly advantageous from a fluidic point of view for round cross sections. There are also similarities to the geometries of annular combustion chambers. Annular combustion chambers are generally considered to provide good combustion chamber conditions, especially for subsonic combustion.

[0302] Alternatively, other subdivisions or combinations of the design variants FIG. 4a to FIG. 4e are possible. Other variants are also possible in the longitudinal axis with a smooth end, round shape/circular shape (splash plate), or uniform variation of the individual profiles. In this way, an increasing free cross-section can be formed.

[0303] FIG. 5: Heterogeneous Catalysts: Structure/Surface

[0304] This design variant represents a further engine system.

[0305] Heterogeneous catalysts (1) are arranged in the combustion chamber (3). The heterogeneous catalysts (1) consist of a base body or core (51) made of a temperature-resistant alloy or material, preferably molybdenum. In this embodiment, a base body (51) made of molybdenum is shown. Alternatively, the base body (51) can be formed from tungsten or, for example, vanadium. In this base body (51), lines (52) are recessed or drilled in for reactive cooling, e.g. by means of reducing agents (5). Alternatively, cooling can also be achieved by means of the oxidizer (6). The reducing agent (5) can be injected into the combustion chamber (3) from these lines (52) via connected openings/nozzles (53).

[0306] The core (51) is roughened mechanically on the outside for further structuring and bonding. This can be done, for example, by precision grinding using diamond abrasives. A relief is applied starting with medium grinding (54) (e.g. 180 grit/mesh) followed by rough grinding (55) (e.g. 80 grit/mesh). Grinding residues on the surface must be removed (e.g. by oil-free blowing, tapping). For greater effectiveness of the grinding pattern, the medium grind (54) is imprinted perpendicular to the coarse grind (55). In addition, structuring can also be carried out by other mechanical methods (e.g. brushing or sandblasting) or further refined structuring can be carried out by electromagnetic methods (e.g. pulsed laser (56)).

[0307] The structuring increases the basic catalytic efficiency of the heterogeneous catalyst (1). It is also intended to increase the bond to the base body and the service life. This is also intended to constructively counteract a possible temperature gradient due to improved heat conduction and harmful relative deformations. In addition, the thermal conductivity in the connection can be adapted by increasing the contact area. Thermal destruction or sintering of the catalytic coating is thus counteracted. In principle, an intermediate layer/intermediate solder can also be added for this purpose, which has good thermal conductivity and is mechanically flexible (e.g. gold alloys, rhenium).

[0308] A layer (57) is applied to the base body (51). The layer (57) consists of a platinum-rhenium alloy (55% platinum and 45% rhenium), which is additionally doped with further platinum group metals, or with metals. For example, rhodium, ruthenium, palladium, silver, copper and molybdenum can be added in traces. The layer (57) can be applied, for example, by sintering on fine particles or melting on liquid phase. In the following, the term coating (57) is used for simplification purposes. The thickness of the applied coating (57) is preferably only about 100 μm in the submillimeter range. Depending on the further surface treatment selected, the thickness can also vary. A structure of craters (58) and grooves (59) is imprinted on the highly catalytic coating (57) by a pulsable laser (56). These craters (58) can comprise a length of about 1-10 μm and the grooves (59) a length of about 100 μm. The grooves (59) are imprinted in rows with a width of about 10 μm and spacing of about 10 μm from each other. The result is a structure which has a high specific surface area. The surface is thus additionally catalytically activated.

[0309] Alternatively, further layers can be applied, e.g. as sacrificial/wear layers, to create additional structures and increase the operating time. Thus, a further deepening of the structures is possible.

[0310] It should be noted that deposits of unburned components, residues, impurities and oxidic layers (fouling) inevitably form in the combustion chamber (3). This is counteracted not only by the alloying of the catalytic layer (57) with the high rhenium content of approx. 45% but also by the additional injection of homogeneous catalysts (2). Coking or fouling on the heterogeneous catalysts (1) is reduced/stopped.

[0311] FIG. 6: Turbopump

[0312] This embodiment shows a turbopump (65) including a catalytically assisted generator (60) in schematic form.

[0313] In the generator (60) of the turbopump (65), heterogeneous catalysts (1) are applied to possible burners (61) or in the combustion chamber (63). The use of catalytic internals is also possible (basic shapes FIGS. 4a to 4e).

[0314] The reducing agent (5) and the oxidizer (6) are introduced via the injection (61). The output of the turbopump (60) is increased by converting chemical energy into kinetic energy more directly or with lower losses, and the heat generation is adjusted. Reduced temperature lowers the cooling effort and maximizes the strength of the materials. This allows a higher mechanical load, thus possible higher performance and service life of the turbopump (65), or generator (60).

[0315] At the burner (61) and the combustion chamber (63), the base bodies (64) of the heterogeneous catalysts (1) are mechanically roughened, e.g. medium (54) and coarse (55). For this purpose, abrasive paper starting with 180 grit/mesh is used in the transverse direction of the subsequent main flow and then 80 grit/mesh in the longitudinal direction. Alternatively, coarser grits can be used. This depends in particular on the layer thickness of the catalytic coating (57) to be applied.

[0316] A catalytic noble coating (57) is to be melted (55% platinum and 45% rhenium) with a layer thickness of approx. 10 μm in this embodiment. The catalytic noble coating (57) is to be chemically activated by surface treatment with a pulsed laser (56). Craters (58) (1-10 μm long) and grooves (59) (approx. 100 μm long) are to be melted to a depth of 1 μm. The width of the craters (58) and the grooves (59) is 1 μm and the spacing is a few micrometers (1-5 μm).

[0317] Coking or fouling on the heterogeneous catalysts (1) is counteracted by the additional homogeneous catalysts (2) to be injected.

[0318] FIG. 7a: Engine System (Rocket): Elongated Arrangement, Oxidizer

[0319] In this embodiment, an engine system with elongated catalysts (70) is shown.

[0320] Due to reactive cooling, injection occurs at elevated temperature and in the heated combustion chamber (73). Nevertheless, to initiate the reaction and increase the reaction rate in the startup phase, additional igniters (71) are arranged between the stretched catalysts (70). The stretched catalysts (70) are distributed over the cross section of the combustion chamber (73). Together with the heterogeneous catalysts (1) of the wall coating, these form the heterogeneous catalysts.

[0321] To achieve the greatest possible catalytic activity by contact with fresh mass flow, the heterogeneous catalysts (1+70) are placed in the initial region of the combustion chamber (73) of a conventional rocket engine system. This region has the greatest reaction potential and closest proximity to the conversion. In addition, dissociation downstream of the combustion chamber (73) can be detrimental to the energy balance (additional endothermic decomposition). Free binding partners can thus enter into reaction immediately in the initial region and the reaction temperature can be lowered.

[0322] The earliest possible contact and effectiveness are made possible directly in the region of the combustion reaction. This area is located at the injection point of the oxidizer (6) or reducing agent (5). Alternatively, the entire area of the combustion chamber (73) and nozzle can be catalytically coated (e.g. with gold, or chemically more resistant platinum alloys) for improved heat reflection.

[0323] The additional heterogeneous catalysts (70) are arranged in an elongated-stretched form in order to achieve the largest possible contact area with minimum possible flow resistance. Alternatively, a line for separate injection (74) of fuel components (5) can be operated via the elongated-stretched shape. Fuel components are e.g. H.sub.2 or CH.sub.4 or mixed-in homogeneous catalysts (2). In this case, the catalyst material can at the same time be cooled in a controlled manner via reactive cooling.

[0324] The base body of the heterogeneous catalysts (70) is roughened mechanically (medium and coarse grinding). For this purpose, diamond abrasive paper is used starting with 180 grit/mesh in the transverse direction of the subsequent main flow and then 80 grit/mesh in the longitudinal direction. Alternatively, coarser grits can be used. This depends in particular on the layer thickness of the catalytic coating to be applied. A catalytic noble coating is to be applied (55% platinum and 45% rhenium) with a layer thickness of approx. 100 μm.

[0325] The additional homogeneous catalysts (2) to be injected counteract coking or fouling on the heterogeneous catalysts (1+70).

[0326] FIG. 7b: Engine System (Rocket): Stretched Arrangement, Spray Plate

[0327] In contrast to FIG. 7a, in this embodiment the heterogeneous catalysts (72) are flowed against laterally by the reducing agent (5) and oxidizer (6). Compared with FIG. 7a, the heterogeneous catalysts (72) are formed with injection plates (79). The additional injection of FIG. 7a is missing. The heterogeneous catalysts (72) are provided with a cooling loop for reactive cooling.

[0328] Pipes (740) are drilled into the base bodies of the heterogeneous catalysts (72) as cooling loops.

[0329] FIG. 7c: Engine System (Rocket): Stretched Arrangement

[0330] In contrast to FIG. 7a, in this embodiment the heterogeneous catalysts (70) are flowed against laterally by the reducing agent (5) and oxidizer (6). Pipes (740) are drilled into the base bodies of the heterogeneous catalysts (70) as cooling loops. A transverse line (78) is milled into the front end (74). The upper (76) and lower halves (77) of the heterogeneous catalysts (70) are joined, e.g. by welding.

[0331] The additional injection (74) takes place laterally to achieve a better uniformity of injection.

[0332] FIG. 7d: Thruster system (rocket): stretched arrangement, mix plate Like FIG. 7c. However, additional mixplates (720) are arranged between the stretched heterogeneous catalysts (72). Reducing agent (5) and oxidizer (6) flow onto the 1465 mixplates (720). The mixplates (720) in the core of molybdenum are catalytically coated with a platinum-rhenium alloy (55% platinum and 45% rhenium). The core of the mixplates and the catalytic coating are constructed as described in FIG. 7a (approx. 100 μm layer thickness, vertical sections).

[0333] FIG. 8a: Engine System (Rocket): Honeycomb Structure, Multi-Stage

[0334] In this embodiment, a heterogeneous catalyst is formed from catalytic wall coating (1) on part of the combustion chamber (3) and from a honeycomb base structure (83) in the initial region of the combustion chamber (3).

[0335] In order to produce a mechanically suitable, sufficiently chemically resistant and catalytically effective honeycomb base structure (83), ring plates (80) and corrugated plates (81) must be joined together. The corrugated sheets (81) have a round shape to provide a larger contact area when flow passes through them. The sheets (80+81) are aligned perpendicular to the direction of flow in the combustion chamber (3). The honeycomb structure is formed by concentric arrangement and bonding (83).

[0336] The core (89) of these sheets (80+81) is made of molybdenum. The ring plates (80) and corrugated plates (81) are catalytically coated on both sides (87).

[0337] The honeycomb structure (83) can be connected to the head plate (90) of the combustion chamber (3) at the outer injection nozzles (85). This provides an opportunity for reactive cooling. The sheets (80+81) are thermally welded or brazed at the contact points. The sheets (80 and 81) are made in a thickness which withstands the accelerated reaction of the reducing agent (5) and oxidizer (6).

[0338] The head plate (90) also has internal injection nozzles for oxidizer (6) and homogeneous catalysts (2). Reducing agent is injected in lean proportion at the inner injection nozzles of the head plate (90). At the honeycomb structure (83), lean is burned in the combustion chamber (3) in a first stage. Downstream, the fuel is further burned by further injection from the outer injection nozzles (85). This staged combustion allows combustion pressure, temperature and speed to be strongly regulated.

[0339] The sheets (80+81) and the outer injectors (85) consist of a core (89) and a catalytic coating (87) with an applied thickness of approx. 10 μm of platinum-rhenium (approx. 55% platinum and 45% rhenium). Alternatively, an alloy with other proportions of platinum and rhenium is possible.

[0340] Igniters (71) are regularly arranged in the free spaces to start the reaction or to accelerate the reaction in the start phase. The activity of the heterogeneous catalysts (1+83) increases with rising temperature. The igniters (71) can be partially, or if necessary completely, deactivated during operation. The outer injectors (85) can alternatively be additionally wrapped with catalytic fabric. However, this has been dispensed with in this embodiment.

[0341] The additional homogeneous catalysts (2) to be injected counteract coking or possible fouling on the honeycomb structure (83)−formed by sheets (80+81) and heterogeneous catalyst (1).

[0342] FIG. 8b: Engine System (Rocket): Concentric Arrangement, Multistage

[0343] Compared to FIG. 8a, the corrugated sheets (81) are omitted in this embodiment. This embodiment thus shows another possible basic structure (84) of heterogeneous catalysts with wall coating (1) and circular sheets (80).

[0344] Separate injection nozzles (85) for reactive cooling of the catalytic structure (84) are arranged analogously in the free spaces.

[0345] This arrangement, analogous to FIG. 8a, enables staged combustion.

[0346] FIG. 9a: Engine System (Rocket): Honeycomb Structure, Single-Stage

[0347] Compared to the design variant in FIG. 8a, the separate nozzles are omitted in this FIG. The nozzles (95) are installed exclusively at the head flap (90). The honeycomb structure (93) is attached to the walls of the combustion chamber (3). Reactive cooling can optionally be supplemented via the walls of the combustion chamber (3) by means of appropriate connections.

[0348] FIG. 9b: Engine system (rocket): concentric arrangement, single-stage Compared with the embodiment in FIG. 8b, the separate nozzles downstream of the heterogeneous catalysts are omitted in this FIG.. Injection takes place exclusively at the injector plate (90) via internal injection nozzles (95). Compared with FIG. 9a, the corrugated plates are missing and the concentric ring plates (80) are extended and connected to the head plate (90) to allow reactive cooling.

[0349] A heterogeneous catalyst with a concentric shape is formed (94)

[0350] FIG. 10: Engine System (Aerospike): Reduced Constriction

[0351] In this embodiment, a scheme for use with aerospikes (106) is shown.

[0352] The combustion chamber (103) is designed with a reduced necking (1030), compared with similar aerospikes (104). This can be achieved, for example, by increased speed of injection due to higher reaction speed during combustion. The necking of the combustion chamber of comparable aerospikes (104) is indicated. Reducing agent (5) and oxidizer (6) are injected into the combustion chamber (103).

[0353] The heterogeneous (1) and homogeneous catalysts (2) influence the temperature and pressure of the reaction and allow a higher reaction rate in the combustion chamber (103). This has further advantages for cooling. The heat dissipation, or cooling, can be distributed over a larger cross-sectional area compared to other aerospikes. In addition, friction is reduced, which means further positive secondary effects for the heat balance of the combustion chamber (103).

[0354] The additional homogeneous catalysts (2) to be injected counteract coking or fouling on the heterogeneous catalysts (1) of the combustion chamber (103).

[0355] At higher injection speeds, supplied mass flows, a tubular or conical combustion chamber shape is also possible.

[0356] FIG. 11: Engine System (Scramjet): Partial Coating

[0357] In this embodiment, an air-breathing engine with supersonic combustion is shown (scramjet).

[0358] According to the state of the art, scramjets are designed to be as streamlined as possible in order to generate the greatest possible net thrust. Therefore, the installation of additional geometries for heterogeneous catalysts is energetically challenging. Therefore, only absolutely necessary geometries are provided with catalytic coating (118).

[0359] Catalytically coated (118) burners (111) and, if necessary, riblets (116) are provided in the combustion chamber (113), as well as in corner areas (120). To improve the flow properties, riblets (116) corresponding to a sharkskin are suitable at the boundaries of the flow channel to react catalytically with the air mass flow (7) and the reducing agent (5), or fuel. Alternatively, dimples are also possible (analogous to the surface of golf balls).

[0360] The base body (117) of the heterogeneous catalysts is made of molybdenum. In the area of the burners (111), the base body (117) is mechanically roughened (medium and coarse grinding) for the catalytic coating (118). For this purpose, abrasive paper starting with 180 grit/mesh is used in the transverse direction of the subsequent main flow and then 80 grit/mesh is used in the longitudinal direction. Alternatively, coarser grits can be used. This depends in particular on the layer thickness of the catalytic coating (118) to be applied. A catalytic noble coating (118) is to be applied (55% platinum and 45% rhenium) with a layer thickness of e.g. approx. 100 μm. The catalytic coating (118) is to be chemically activated by surface treatment using a pulsed laser. With a depth of 1-10 μm, grooves (approx. 100 μm) and craters (1-10) are to be melted.

[0361] The core of the riblets (116) in the combustion chamber (113) consists of molybdenum fibers (121) with a layer thickness of approx. 40 μm. A catalytic noble coating (118) of a platinum-rhenium alloy is applied to this (approx. 55% platinum and 45% rhenium). The layer thickness of the noble alloy is approx. 5 μm. The spacing of the riblets (116) is approx. 50 μm. The riblets (116) are attached to the outer walls (112) of the combustion chamber (113) on a support mat or support sheet (119). The material consists of molybdenum, for example.

[0362] Additional catalytic layers (118) are applied in the corners or gussets (120) of the combustion chamber (113). In these corners (120), turbulence is created by the transitions from insulator to combustion chamber (113), or by the capstan mass flow partially continuing from the inlet. Combustion of the air mass flow in this area is challenging. To increase the burnout of the air mass flow (7), or of the reducing agent (5), a catalytic coating (118) beyond the riblets in these corners (120) is advantageous. A catalytic noble alloy (118) is applied to the carrier mat/carrier sheet (119) made of molybdenum. This catalytic platinum-rhenium alloy (platinum 55%, rhenium 45%) has a layer thickness of approx. 100 μm. In the embodiment, one tenth of the side length of each combustion chamber (113) must be additionally coated. The riblets (116) are attached to the backing sheet (119) by laser or other thermal processes.

[0363] The additional homogeneous catalysts (2) to be injected counteract coking or fouling on the catalytic coating (118).

[0364] FIG. 12: Engine System (Scramjet): Complete Coating

[0365] In contrast to the designs in FIG. 11, the entire combustion chamber (113), i.e. the entire outer walls (112) from the combustion chamber (113) onward, is catalytically coated. This is intended to increase the burnout of the air mass flow (7), or of the reducing agent (5). Since a noble coating (118) is also applied under the riblets (116), the coating is highly durable. When riblets (116) detach, the additional catalytic coating (118) of the combustion chamber (113) is exposed.

[0366] FIG. 13: Engine System (Ramjet): Partial Coating

[0367] This variant shows an air-breathing engine with subsonic combustion (Ramjet). A concentric engine geometry with annular combustion chamber is shown.

[0368] In principle, Ramjets are also designed to be as streamlined as possible in order to generate the greatest possible net thrust. Therefore, the installation of additional geometries for catalytic coatings (138) is energetically disadvantageous. Therefore, only necessary geometries are designed catalytically and, if necessary, extended.

[0369] The fuel (5) and the homogeneous catalysts (2) reach the incoming air mass flow (7) via the injection (131). In this embodiment of the Ramjet, a catalytic coating (138) is arranged on the burners (134) and in the region of the combustion chamber (133) on the riblets (136) and in edge regions (135).

[0370] The carrier layer or base body (137) is made of molybdenum or a molybdenum alloy. Alternatively, other metals and alloys are also possible (e.g. iron/nickel alloys, vanadium alloys, tungsten/tungsten alloys). In the area of the burners (134), the base bodies (137) of the catalytic coating (138) are roughened mechanically (medium and coarse grinding). For this purpose, diamond abrasive paper starting with 180 grit/mesh is used in the transverse direction of the subsequent main flow and then 80 grit/mesh is incorporated in the longitudinal direction. Alternatively, coarser grits can be used. This depends in particular on the layer thickness of the catalytic coating (138) to be applied subsequently.

[0371] A catalytic noble coating (138) (55% platinum and 45% rhenium) with a layer thickness of 100 μm is to be applied to it. The coating is to be chemically activated by surface treatment with a pulsed laser. With a depth of 1-10 μm, craters (142), ≤1 μm and grooves (143) approx. ≤100 μm in length shall be thermally incorporated.

[0372] Riblets (136) of molybdenum fibers with an inner layer thickness or core (141) of approx. 40 μm are used in the combustion chamber (133). A catalytic noble coating (138) of a platinum-rhenium alloy is fused onto the molybdenum fibers (approx. 55% platinum and 45% rhenium). The layer thickness of the noble alloy (138) is approx. 5 μm in this area. The total diameter of the riblets (136) is thus approx. 50 μm each. The riblets (136) are arranged in a grid of approx. 100 μnm, or approx. 50 μm apart in each case. The riblets (136) are attached to the outer walls (132) of the combustion chamber (133) on a support mat or support plate (139). The material is molybdenum.

[0373] A catalytic noble alloy (138) is applied to the carrier mat/carrier sheet (139) made of molybdenum. A catalytic platinum-rhenium alloy (platinum 55%, rhenium 45%) with a layer thickness of approx. 100 μm is used for this purpose.

[0374] The additional homogeneous catalysts (2) to be injected counteract coking or fouling on the catalytic coating (138).

[0375] FIG. 14: Engine System (Ramjet): Complete Coating

[0376] In contrast to the designs in FIG. 13, in this embodiment the support mat (139) in the combustion chamber (133) is catalytically coated (138). This is intended to increase the burnout of the air mass flow (7) and the reducing agent (5) to the maximum. A catalytic noble coating (138) of a platinum-rhenium alloy (platinum 55%, rhenium 45%) with a layer thickness of approx. 100 μm is used. The noble coating (138) is applied to a carrier mat/carrier sheet (139) made of molybdenum.

[0377] Since a noble coating (138) is also applied under the riblets (136), there is a high degree of durability because further catalytic layers are exposed when the riblets (136) are detached.

[0378] The additional homogeneous catalysts (2) to be injected counteract coking or fouling on the catalytic coating (138).

[0379] FIG. 15: Engine System (Pulse Jet Engine)

[0380] In this embodiment, an air-breathing engine with pulsating combustion is shown (pulsejet engine).

[0381] In the pulsejet engine, a catalytic coating (158) is applied to the burners (151) and in the combustion chamber (153), or riblets (156). The burnout of the air mass flow (7) and the utilization of the reducing agent (5) are thus to be increased. Residues from incomplete combustion and unburned components, in particular due to the short combustion times, are to be minimized.

[0382] In the area of the igniter (151) and the combustion chamber (153), the base body (157) of the catalytic coating (158) is roughened mechanically (medium and coarse grinding). For this purpose, abrasive paper starting with 180 grit/mesh is used in the transverse direction of the subsequent main flow and then 80 grit/mesh in the longitudinal direction. Alternatively, coarser grits can be used. This depends in particular on the layer thickness of the catalytic coating (158) to be applied.

[0383] In the area of the igniter (151) and the combustion chamber (153), the base body (157) of the catalytic coating (158) is roughened mechanically (medium and coarse grinding). For this purpose, abrasive paper starting with 180 grit/mesh is used in the transverse direction of the subsequent main flow and then 80 grit/mesh in the longitudinal direction. Alternatively, coarser grits can be used. This depends in particular on the layer thickness of the catalytic coating (158) to be applied.

[0384] The additional homogeneous catalysts (2) to be injected counteract coking or fouling on the catalytic noble coating (158).