Patent Application
20220341594
The present application claims priority to provisional patent application number DE 10 2021 001 272.0 filed on Mar. 10, 2021 in Germany, disclosure of which are intercorporate herein at least by reference.
no patent literature:
The present invention relates to the field of aerospace, including the optimization of ignition and combustion and relates more particularly to methods and devices for optimizing chemical combustion.
In chemical jet engines and engine systems, ignition is one of the most important technical parameters. This is expressed, for example, in the combustion triangle. For chemical jet engines and engine systems, a fundamental distinction must be made between self-ignition and spark ignition. In the field of air-breathing engine systems, continuous spark ignition is of greater importance. In the case of rocket engines, self-ignition with a change of state that is as isobaric as possible has become established. For initial and re-ignition, one-time ignitions can support e.g. electrical or chemical. Furthermore, in the field of cyclic combustion engines, there have been repeated attempts to combine the advantages of spark and self-ignition (e.g. Skyactiv-X [8] or Diesotto [9]). In cyclic internal combustion engines, self-ignitions (compression ignitions) are more controllable. Thus, diesel engines have a higher effective efficiency than gasoline engines. Although gasoline engines have a higher theoretical efficiency than diesel engines at the same compression ratios due to theoretical equal-space combustion [12].
Fuels (e.g. in the automotive sector) or aerospace propellants often have to be spark ignited in the combustion chamber. Different types of ignition are used. A common type of ignition is by means of electric spark plugs. Here, under suitable conditions, an ignition nucleus is formed (e.g., if there is an ignitable mixture at the electrode). The ignition nucleus grows in laminar phase in the combustion chamber. The pressure wave often travels ahead of the flame front and is reflected at the combustion chamber wall. The pressure and flame fronts can meet again and interfere with the reaction, often resulting in efficiency losses and pollutants [e.g. EP 3 064 767 A1]. Only with subsequent turbulent combustion is the chemical energy more effectively converted into kinetic energy. In the automotive sector, research and work is being carried out for improved ignition using microwaves. Ideally, early space ignition should be achieved to enable a higher proportion of turbulent combustion (e.g. patent specification EP 3 064 767 A1 of Micro Wave Ignition AG). For combustion engines, patent specification DE 198 02 745 C2 claims ignition by microwaves by means of excitation of several modes (or local field strength increases) with partly higher and lower order (e.g. whispering gallery modes). The patent specification refers to microwaves doubling the flame speed near the lean limit in fuel mixtures. This is attributed to microwave heating causing a higher flame temperature. From this, the patent specification concludes that with lower combustion temperature under microwave influence, the flame speed and thus effectiveness can be increased. A higher flame speed means a higher proportion of turbulent combustion. According to [13], the combustion temperatures that can already be achieved in internal combustion engines with microwaves are already 60-120 K below those of conventional spark ignition. According to patent specification EP 3 064 767 A1, a “colder” combustion with increasing combustion efficiency takes place with faster combustion due to improved ignition.
In electric engine systems, a magnetic field is often directed at the fuel or gas to accelerate it in a specific direction in the engine (especially in magnetoplasmadynamic engines). For this purpose, ohmic heating is used in the subsonic range. Ohmic heating, or any type of heating, has a tendency to accelerate, but is non-directional. In addition, engines with an external magnetic field (Hallion accelerators) have already been flight-tested in Russia. These use gases and metals as propellants for acceleration. However, the gases (e.g. xenon) and metals are not ignited.
With permanent magnets made of aluminum-nickel-cobalt, or e.g. Sm2Co17 (rare earth metals) made of samarium and cobalt, operating temperatures of the magnetic materials of about 500° C., or 773 K, are possible [3].
In the aerospace sector, there are approaches to ignite once by means of microwaves (patent specification AU 2016 259 366 A1, patent specification CA 000 00 26 25 789 C2). Materials such as ceramics can be used to shield the combustion chamber from the antenna or waveguide. These materials are predominantly transparent to microwaves and can be used for higher temperatures at the same time. In contrast, metals shield or reflect microwaves above a certain layer thickness.
According to [5], special absorber materials with modifiable electromagnetic properties are of interest (e.g. hexagonal ferrites). These materials have a high absorption capacity of microwaves.
In patent specification WO 2007/101646 a coated paper for material testing and processing by microwaves is named. This paper is coated with ferrite powder.
For the use of metal parts in the combustion chamber, ternary systems/Triergol systems are known for liquid rocket engines (oxidizer, reducing agent and metallic component/s). These ternary systems/triergol systems use metal parts to increase thrust. In vehicles, metals are also used in fuels as homogeneous catalysts, or additives. Patent specification WO001995004119A1—FUEL ADDITIVES points out that iron and manganese, or copper, can cause damage to the automotive engine. Therefore, the patent specification prefers alkali/alkaline earth and rare earth metals. These are introduced in dissolved form (Lewis bases).
In aerospace, safe ignition even at higher altitudes or in thinner air is also a special challenge. The patent specification GB 000000805400A refers to the fact that the flame front has to be stabilized. In some cases, heterogeneous catalysts are used in electrical ignition systems to reduce the required ignition energy (e.g. patent specification U.S. Ser. No. 02/008,0264372 A1).
In the patent specification DE 39 03 602 A1, reference is made to the fact that combustion processes can be favorably influenced by registered electromagnetic waves and that turbulence can be reduced. Electromagnetic coils at the nozzle throat or outlet area are intended to protect the engine against excessive temperatures. The combustion plasma is partially ionized and therefore conductive or suitable for this purpose. However, this does not affect the ignition process.
In [7] it is stated that absorbers for microwaves can be used as support or carrier for catalysts or catalytic microwave reactions in general. For example, carbon materials that can be loaded with metallic components are cited for this purpose. Environmental remediation, reforming, pyrolysis, and biosynthesis are specifically mentioned as potential applications. Other parts of the source also elaborate on materials processing. However, it is not stated that the absorbers themselves can be catalysts. Or that these combinations are used in oxidic combustion reactions. In particular, the combination of carbon and catalysts mentioned in [7] can, in the worst case, lead to premature coking/fouling of the catalysts.
According to [11], the ignitability by microwave radiation of nanoparticles made of aluminum is relatively poor, but the burning rate is relatively high. Conversely, the ignitability of nanoparticles made of titanium is good in comparison, especially in an oxygen environment. However, the burning rate of titanium particles is not considered to be as high. In contrast, the burning rate is reported to be high for aluminum, but ignitability could not be demonstrated with the paramaters used.
In commercial aviation, the ignition processes are crucial for economical and environmentally friendly operation, especially in turbofan engines. Ignition requires additional internals in the combustion chamber (e.g. flame holders, igniters or flame tubes). These internals cause additional resistances and worsen the thermodynamic conditions (e.g. pressure losses).
In aerospace applications (e.g., rockets), the overall system for vertical launches is designed for a few minutes of burn time. Currently, only a few percent payload share of the total launch mass can be spent in low Earth orbit. Therefore, even small increases in effectiveness can have promising effects on the potential payload fraction.
Essential for a high-performance engine according to the current state of the art is the highest possible combustion chamber temperature and the highest possible combustion chamber pressures.
For aerospace applications, high activation energy is required for the most complete space ignition. For microwaves, this can lead to high electrical powers that are difficult to realize practically. Continuous combustion processes in large geometries, such as jet/rocket engines, convert significantly larger mass flows compared to discontinuous reciprocating engines. These mass flows can be several orders of magnitude higher. A reduction in the necessary activation energy by homogeneous catalysts remains unused for this purpose. In particular, the short residence times of the air mass flow and the fuel in combustion chambers of air-breathing engine systems make further measures necessary. These measures are necessary for successful ignition and also effective excitation by electromagnetic waves (e.g. by microwaves). In jet engines, for example, the usable dwell times for ignition and subsequent combustion are only a few milliseconds and greater spatial dispersion. At the same time, the required power of the electromagnetic waves (e.g. microwaves) must be limited, e.g. to minimize the energy supply to be provided. Maximizing the ignition and combustion time leads to an enlargement or an extension of the combustion chamber. This results in efficiency losses. Energetic losses could result, for example, from increasing friction/heat losses, losses due to expansion and combustion at reduced pressure in the combustion chamber. The weight would also increase adversely.
In addition, combustion according to the state of the art acts on all sides, i.e. pressure is built up on all sides in the combustion chamber. Ultimately, only the proportional flow pressure in the thrust direction of the engine is directly converted into usable thrust. The remaining reaction energy released (e.g. temperature, pressure on all sides) is converted as far as possible into usable thrust by lossy energy conversion. This reduces the amount of energy in the direction of thrust.
Since catalysts are important for ignition (reduction of activation energy), the state of the art of catalysts with regard to ignition must also be taken into account. The combustion rate of ongoing reactions can also be influenced in this respect. In general, however, ignition systems and catalysts are considered separate parts of the combustion process. In jet engines, however, high ignition energies are required continuously, depending on the engine concept. High electrical powers are required to provide these ignition energies, in particular due to only partial absorption of the microwave power by the propellant (e.g. RP1/kerosene) and, in some cases, low residence times of the propellants in the combustion chamber. However, low residence times of the propellants in the combustion chamber are again required for high engine performance. Therefore, chemical systems or flame holders are often used for high-performance and ongoing ignition. In addition to self-consumption, this can also result in energetic flow losses due to internals. In addition, not every ignition location can be reached with contact ignition. However, in air-breathing engines, for example, midstream ignition can be more advantageous in terms of energy.
In the aerospace sector, electromagnetic absorber materials have so far only been researched and tested as energetic materials (metals) directly with electromagnetic waves. However, these energetic metals with their own calorific value predominantly require relatively high electrical ignition powers and effective times. In addition, the valuable catalytic surfaces are damaged and destroyed by preliminary melting/sintering and burning.
The task of the invention is to contribute to improved combustion kinetics with maximum:
0. ignition preparation
1. space ignition
2. flame velocity
3. energy fraction in the direction of thrust
It is also intended to influence the effective combustion temperature.
The task is thus to be solved by the greatest possible interaction of the electromagnetic waves, taking into account reduced activation energy. For this purpose, further possibilities of electromagnetic waves (e.g. microwaves, radio waves), or magnetic fields in direct combination with catalysts are used. Further addition of other catalysts, e.g., in a combined composite fiber may be promising (
To 0. Preparation of ignition:
A prerequisite for fast and uniform ignition is the mixing of the fuel components (oxidizing agents, reducing agents and, if necessary, catalysts). Ejectors, multi-way nozzles or mixing chambers, or mixing areas, can be used for mixing. In these areas, entropy, i.e. disorder, increases. The mixture of substances can also be excited for the first time before entry (e.g. microwaves, magnetic waves). The mixing can be done in pre-mixers whose geometry is adapted to the wavelength of the microwaves.
To 1. space ignition:
Microwaves can lower the combustion temperature and increase the flame speed (e.g. according to patent specification DE 198 02 745 C2).
Space ignition is achieved by the above-mentioned combination and optimized as far as possible. Named are electromagnetic waves and the lowering of the activation energy via catalysts. Preheating of the catalytic absorbers, possibly preheating of used solutions, pyrotechnical ignition aids, antifreeze, wetting agents, etc. can also be advantageous.
To 2. flame velocity:
The use of catalytic components (e.g. particles or catalytic solutions) can lower the required power of the microwaves and, if catalytic components are used, lower the activation energy or further increase the following reaction rate.
Metals (e.g. catalysts) generally reflect microwaves and heat up only superficially. However, in particular, the following mechanisms of action, among others, can be used to absorb microwaves within the framework of this ignition concept:
I. According to [1] on microwaves, there is a large number of free-moving charges in metals, but microwaves can generally penetrate only a few micrometers at most [7] and the absorbed energy portion (heat) is distributed by the good thermal conductivity of the metal→i.e., however, in thin metal foils, for example, this heat input is relevant
II. reflections from metal parts and oscillations of the moving charge carriers (electrons) can lead to resonances and field peaks with high energy density and ultimately heat inputs, or sparkovers can be formed
III. heated metal parts are ionized/polarized, this can lead to plasma formation (can have a detrimental effect, e.g. on combustion chamber walls)
IV. Metal parts which are present in polarized compounds, e.g. dissolved/ionized in liquids are also heated up
V. homogeneous catalysts which
a. interact with fuel components, e.g. polar bonds are heated
b. are composed of multiple catalysts (polycatalytic), e.g., fibers with polarized contact sites due to different electrochemical, thermal, electrical, or magnetic properties
c. Alloys/dopants/surfaces where there are irregularities in the electron distribution and where the mobility of atoms is present
VI. combination with other electromagnetic waves for ionization/stepped heating (e.g. magnetic waves, X-ray waves). Microwaves heat in a specifically concentrated and punctual manner, i.e. with a higher degree of efficiency.
Subordinately, the fuel components must also be taken into account with regard to their absorption capacity for electromagnetic waves (e.g. hydrogen, oxygen, methane, RP1/kerosene). In the combustion chamber, the fuel components are additionally ionized due to pressure/temperature and intermediate combustion steps. In addition, fuel components are reactivated and ionized by the addition of catalysts. The absorption capacity of fuel components is also increased by this.
To 3: Energy share in thrust direction:
After deduction of losses, typically 40-70% of the power expended (chemical energy supplied) is available for the actual thrust of chemical engines [2].
For maximum energy in the direction of thrust, combustion that is as directional as possible is advantageous. Transverse reactions generate additional friction, or ineffective pressure on the combustion chamber walls and ultimately the dissipation of energy into heat, or detrimental efficiency losses.
Charge distributions are crucial for effective coupling and ignition by means of electromagnetic waves (e.g. microwaves). Charge distributions in the propellant can result from:
According to patent specification EP 3 064 767 A1, if the absorption of the microwaves is poor, “a considerable part of the power can be coupled back into the feed waveguide and is reflected to the microwave source”.
In order to produce the most effective, or directed, combustion possible, the following tools in particular can be used according to this patent specification:
a) change of the wavelength
b) magnets for ionization/polarization of the compounds
c) Ionization/radiation (e.g. advancing microwaves, or X-rays)
d) In addition to catalysts, additional metallic particles (e.g. if the melting points of the catalysts are exceeded prematurely)—if necessary in a compound (
To 3. a) Energy fraction in thrust direction, auxiliary wavelength:
Electromagnetic waves (e.g. radio waves, microwaves, X-ray waves) are transverse waves. The oscillation directions are perpendicular to the propagation direction of the electromagnetic waves. This means that electromagnetic waves can cause interference. Waves with opposite oscillations can cancel each other out. Waves with the same vibration directions can add up (up to resonance).
In principle, coupling is possible radially or axially to the flow direction of the engine. Axial means from the direction of injection or the nozzle. Excitation should thus be possible in the direction of flow or in the direction of the nozzle. Complete oscillations can be used here. Radial means from the side of the combustion chamber wall.
In general, for example, an all-sided or multi-sided electromagnetic excitation can lead to a higher temperature and reactivity in the area of ignition, or combustion, due to the increase in movements of the particles. This form of ignition should allow a faster reaction. The electromagnetic energy is concentrated in relation to the flow direction of the engine system. With cooperating catalysts (see 3. d)), the required activation energy can be lowered and the reaction rate further increased. It is also possible to initiate a starting temperature for the following combustion in the combustion chamber with conventional initial ignition. For conventional ignition, electrical or chemical ignition systems can be used, for example. The aim is to achieve as continuous a reaction as possible. Due to the flame front that builds up, the remaining reaction partners are captured with as high and directed a speed/excitation as possible.
To achieve excitation, a wavelength corresponding to the combustion chamber is advantageous (e.g. low-frequency microwave). The reaction partners or particles are rhythmically excited, or preferentially forced in certain directions, or also compressed. The penetration depth or amplitude can be controlled by the frequency of the electromagnetic waves. In this way, the reaction partners can be excited over their entire length, if necessary. The aim is to produce matter waves that are as rectified as possible in the direction of thrust with a reduced reaction component perpendicular to it on the combustion chamber wall, or against the flow of matter. This would reduce the combustion chamber temperature and increase the speed of the flame front.
Also, if necessary, the entire cross-section can be excited uniformly via phase shifts (in the case of radial excitation). Electronic filters can be used (e.g. YIG filter, Gaussian filter, Bessel filter).
In order to achieve a particularly defined coupling of electromagnetic ignition power, the use of a maser is also theoretically possible. “Masers” are “Microwave Amplification by Stimulated Emission of Radiation”, or special lasers for the microwave range. These can also be thermally shielded from the combustion chamber by appropriate ceramics.
To 3. b) Energy component in thrust direction, auxiliary means magnets: Ionization occurs in the propellant at high pressure and temperature conditions.
The following effects are aimed at (due to the induction/increased ionization, or charge distribution):
Due to the ionization of catalytic components and subordinate other of the fuel triggered by pressure and temperature and the Lorentz force can be used. The propellant is additionally accelerated in one direction to align the combustion. Ionization reaches its maximum in the engine. If the magnetization is appropriate, a voltage can be induced by the law of induction in conjunction with magnets on the engine (e.g. permanent magnets) and the movement of the catalysts in them. The voltage can be used for better coupling of the other electromagnetic waves or for further ionization in other fuel components. Due to the combustion chamber temperature and pressures and the increasing loss of the white areas, a loss of this effect can be assumed with increasing combustion of the components in the engine.
Due to the ionization of catalytic components and, subordinately, of the remaining propellant triggered by pressure and temperature, the Lorentz force can be used. The propellant is additionally accelerated in one direction to align the combustion. Ionization reaches its maximum in the engine. With appropriate magnetization, a voltage can be induced by the law of induction in conjunction with magnets on the engine (e.g. permanent magnets) and the movement of the catalysts in them. The voltage can be used for better coupling of the other electromagnetic waves or for further ionization in other propellant components. Due to the combustion chamber temperature and pressures and the increasing loss of the white areas, a loss of this effect can be assumed with increasing combustion of the components in the engine.
When using permanent magnets e.g. made of aluminum-nickel-cobalt, or e.g. Sm2Co17 (rare earth metals) made of samarium and cobalt, operating temperatures of the solid magnet materials of approx. 500° C. or 773 K are possible [3]. These magnets can be used, for example, upstream on the lines or, if necessary, cooled downstream on nozzles, or outside on the combustion chamber on electromagnetically permeable materials (e.g. on ceramics). A circulating magnet can also be used on the outside of the engine or nozzle (e.g. thermally shielded by means of ceramics). The homogeneous catalysts can be used as absorbers in the engine in such a way that, after initial magnetic reaction or heating in the engine, the ferromagnetic properties are thermally lost. This means that the order of the Weiss domains is dissolved in the engine. The thruster current can therefore continue unaffected downstream at the nozzle. With appropriate cooling, it can also be used on spray/mix plates or premixers in the combustion chamber. Paramagnetic materials with high catalytic activity can be used (e.g. palladium, rhenium, platinum, vanadium, rhodium, etc.). Ferromagnetic substances in the fuel can also be used, such as compounds of iron, nickel or cobalt, or combinations of these.
To 3. c) Energy portion in thrust direction, auxiliary further electromagnetic radiation:
Advancing, or accompanying electromagnetic radiation (multistage microwave, radio waves, or X-rays) can increase the interaction with microwaves in the ignition phase.
Also, radio waves are energetically particularly efficient in heating [4]. The prerequisite is the possibility of absorption in a fuel component.
To 3. d) Energy share in thrust direction, auxiliary/metallic particles: Metallic particles can be used additionally to support the combustion. The metallic particles do not serve to couple/absorb electromagnetic radiation (e.g. microwaves). However, they can be used energetically. This can be achieved, for example, by appropriate size of the metallic particles (≥several micrometers in diameter). This is because, as explained, electromagnetic radiation (microwaves) is shielded from a certain layer thickness in metals.
For example, a large magnetic fiber structure of magnetic fiber (e.g., iron, nickel, cobalt) can be sintered, fused with highly active catalytic fiber (
In this way, the combustion process can also be supported downstream. Combustion conditions can be adjusted or burnout increased (e.g., in air-breathing engine systems).
Patent specification U.S. Pat. No. 7,635,461 B2 already proposes a homogeneous catalyst with a multilayer structure, or particles of metals. This has a core of a combustible metal.
In the special field of gas generators for turbopumps, or for turbines, the combustion concept included in the ignition concept can also be advantageous. In this way, the combustion temperature can be lowered, combustion can be made more uniform, e.g. in order to conserve materials. This should increase the performance and service life of combustion chambers and systems.
Essential to effective utilization of chemical energy in an engine is combustion kinetics. Due to the energy conversion from chemical to predominantly thermal energy, the oscillations of the reaction products lead to an increase in pressure and volume. Engine and nozzle geometry further convert as much of the thermal energy as possible into kinetic energy and usable thrust.
According to [2], losses during these energy conversions result from:
1. radial velocity component at the nozzle outlet, or divergence losses
2. spatial and temporal non-uniform velocity, so-called profile losses
3. friction losses
4. heat losses to the outside and fuel leakage losses
5. incomplete expansion pe>0
6. incomplete combustion and reactions (i.e. non-equilibrium) in the expansion flow
Essential to an efficient engine in the current state of the art is the greatest possible combustion chamber temperature and greatest possible combustion chamber pressures.
This ignition concept is aimed at achieving the following effects:
The above designs are examples. Further variants are covered in the patent specification or claims (e.g. for generators for turbopumps/turbopumps).
In general, the following applies to chemical engines: The conversion of the chemically bound energy from the reducing agent (4) and oxidizer (5) supplies thermal energy. Furthermore, kinetic energy is obtained by lossy conversion. This is because it is only through the lossy thermodynamic change of state at the nozzle throat and the nozzle that a further part of this thermal energy is converted into kinetic energy in the direction of thrust (7). As a general rule, the reaction is accelerated at a high combustion temperature. The combustion temperature cannot be increased at will (e.g. due to the limited heat resistance of materials on the engine and the increasing cooling requirements).
In the reaction, reducing agent (4) and oxidizing agent (5) react in the following reactant (11) by approach/contact. Energy is released by the chemical reaction. The thermal energy is to be understood as the movement of the particles, or the reaction products (6). Reactions take place in different directions (12), since the reaction partners (11) react freely in the combustion chamber.
In this FIG. the basic concept is schematized together with an engine.
Electromagnetic waves (10) (e.g., microwaves, radio waves) can be used to selectively excite, or accelerate, the advancing motions of the catalytic absorbers (8). The catalytic absorbers (8) and the electromagnetic excitation (10) increase the reaction in the thruster system. The reaction directions (12) in the thrust direction (7) are made effective, or increased, by this excitation. Catalytic absorbers (8) are used for improved coupling. At the same time, the required activation energy of the reactants (11) decreases. Reducing agents (4) and oxidizing agents (5) react at increased reaction rates. Reaction products (6) are formed at a higher rate.
The aim is to achieve an overridingly uniform or as uniformly as possible accelerated ignition (13) in the direction of thrust (7). The combustion rate is increased. The average temperature in the combustion chamber (3) can be reduced.
With multistage electromagnetic excitation and ignition (13, 16), the mixture of reducing agent (4), oxidizing agent (5) and catalysts (8) in the combustion chamber (3) can be heated more uniformly.
In front of the actual combustion chamber (3), a mixing area (2) can be placed. In the embodiment, mixing areas (2) are arranged to form resonator chambers (15). These are designed to match the wavelengths of the electromagnetic pre-excitation (16).
Reducing agents (4), oxidizing agents (5) and catalysts (8) are introduced into the mixing region (2) via a line system (1). The catalysts (8) may comprise fibers or particles, or a combination thereof. In the embodiment, fine holes are used to introduce the homogeneous catalysts (8). Alternatively, multi-channel nozzles, ejectors, hollow cone nozzles or other nozzles/bores can be used for mixing.
During mixing, the entropy increases and increasing movements are carried out. Electromagnetic excitation by means of microwaves (16) with respect to the direction of thrust causes the components at the end of the mixing zone (2) to be excited again in alignment with the direction of thrust (7) and heated proportionally.
In the combustion chamber (3), the components are ignited by a further electromagnetic excitation (13).
Compared to the embodiment
Coupling takes place predominantly through the catalytic absorbers (8).
In this embodiment, homogeneous catalysts are shown as absorbers in a fiber-like structure (20).
Individual fibers are bundled together to form a fiber-like structure (20). In order to specifically incorporate ferromagnetic properties, a ferromagnetic fiber (21) e.g. made of compounds of iron, nickel, cobalt is combined with a catalytic fiber (22) as absorber. The catalytic fiber (22) can be constructed of gold or an alloy containing gold (e.g. with silver or platinum). Due to the relatively high cost and maximum permissible penetration depth of the catalytic waves (microwaves), the catalytic fiber (22) has a thickness of only about 1 μm at most. The ferromagnetic fiber (21) is not designed to couple electromagnetic power due to its larger size. Other catalytic fibers (23) with different electrochemical, thermal or e.g. electrical properties can also be used specifically to supplement the catalytic absorber (22).
Advantages result from this structure. In conjunction with external electric generators, the magnetic and catalytic structures can induce a voltage at the combustion chamber for supply by means of electrical energy. The voltage is induced by movement of the magnetic structures in the combustion chamber (law of induction). Or, conversely, the magnetic and catalytic structures can be selectively accelerated, or ionized, to accelerate the reaction in the combustion chamber. In addition to the catalytic effect, or increased catalytic effect.
Particle Structure with Ferromagnetic Properties
In this embodiment, a homogeneous catalyst with a non-energetic but ferromagnetic core (31) is shown.
The particle (30) is formed in the core (31) from a ferromagnetic body
(e.g. compounds of iron, nickel, cobalt). A catalytically active material (32) is applied in a layer around the core (31) (e.g. platinum, rhenium, palladium, gold, rhodium). Additional layers of alternative catalytic material (33) may also be added. The larger core (31) does not serve as an absorber for microwaves because it is shielded by the catalytic layer (32). This also results in thermal inertia, which temporarily protects the magnetic properties.
Advantages result from this structure. In conjunction with external electric generators, the magnetic and catalytic structures can induce a voltage at the combustion chamber for supply by means of electrical energy. The voltage is induced by movement of the magnetic structures in the combustion chamber (law of induction). Or, conversely, the magnetic and catalytic structures can be accelerated or ionized in a targeted manner. In this way, the reactions in the combustion chamber can be accelerated or aligned and the thrust of the engine increased.
In this embodiment, a rocket engine system is shown.
In principle, excitation by electromagnetic radiation (e.g. microwaves, radio waves) occurs over the entire oscillation (40), since this is perceived as electromagnetic waves. I.e. there is a deflection in both vibration directions. The magnetic oscillation is not decisive in this embodiment.
In the direction of thrust is excited by electromagnetic oscillation (41). The countermovement (42) is used for contact/compression with reaction partners to reduce the escape of the released chemical energy via the walls of the combustion chamber (3). The width of the combustion chamber (3) is selected to create a wavelength. A larger cross-section can also be selected by opposite coupling. Also, any multiple of the wavelength can be used.
Alternatively, for smaller engines, a combustion chamber cross section with half a wavelength can be used for excitation. To prevent feedback into the feeder/waveguide (43), the feed can be rotated by a few degrees so that the electromagnetic waves propagate in the combustion chamber.
Theoretically, radio waves with a longer wavelength and more efficient heat transfer can also be used.
An electric igniter (46) can be placed in the combustion chamber (supporting redundant system) to start combustion and additionally control the combustion chamber temperature in the start phase.
A feeder, transmitter, or waveguide (43) for coupling the electromagnetic oscillations (41 and 42) is arranged around the combustion chamber (3) near the head plate (47). The electromagnetic oscillations (41 and 42) are fed into the combustion chamber (3) via a ceramic coupler (44). The ceramic coupler (44) is electromagnetically permeable. The electromagnetic oscillations (41) are fed in the circumferential direction, i.e. rotationally symmetrically.
The catalyst (8) in particular, but also to a lesser extent the reducing agent (4) and the oxidizer (5), are energetically excited (thermally) in the desired direction by excitation. Alternatively, the combustion chamber (3) can also be excited with an adapted wavelength. If necessary, radio waves with a higher frequency can be used.
Compared with
The metallic catalysts (8) are additionally thermochemically activated by the excitation (57) and thermal heating. This means that the catalytic activity increases.
Compared to
The radiation source (60) is arranged above the head plate (67) of the combustion chamber (3). The electromagnetic waves (61) are guided in a waveguide (63), or in front of an electromagnetically permeable layer (64). Electromagnetic waves (61) are coupled into the combustion chamber (3) through the electromagnetically permeable layer (64), e.g. made of a ceramic.
The direction of oscillation is perpendicular to the direction of thrust (7). The oscillation is carried out completely. This causes the particles to be excited alternately transversely in the direction of motion.
By selecting an appropriate frequency with reduced penetration depth, or larger absorbers (8), the particles are detected on one side towards the radiation source, i.e. excited on one side (65). Since the oscillations are carried out transversely to the direction of thrust (7), the effects predominantly cancel each other out, and heating occurs. The heating is toward the radiation source. A pressure gradient is created in the direction of thrust (7).
An electric or chemical igniter (46) can be placed in the combustion chamber (3) to start combustion or to additionally control the combustion chamber temperature in the start phase (supporting redundant system).
Compared to
Alternatively, attraction by means of electromagnets is possible. For this purpose, the energy from external coils on the combustion chamber or the turbopump can be used. The magnets can also be arranged in the area, e.g., on upstream ejectors, mixing chambers, combustion chamber head, etc.
To start the combustion, or to control the combustion chamber temperature additionally in the start phase, an electric or chemical igniter (46) can be placed in the combustion chamber (supporting redundant system).
Aerospikes are shown in this embodiment variant.
The embodiment is designed according to
The combustion chambers (83) are located opposite the nozzle neck (84) of the aerospikes. The electromagnetic excitation takes place in the direction of thrust (7).
The electromagnetically excited reaction of reducing agent (4), oxidizer (5) and catalysts (8) aims at a low combustion temperature at high exit velocity. The aim is to improve cooling of the aerospikes, in particular of the respective nozzle throat (84). The aim is to achieve a nozzle throat (84) with reduced necking. This can be achieved, for example, by greater reaction speed with higher mass flow. The necking of a conventional design (85) is indicated for comparison.
An electric or chemical igniter can be placed in the combustion chamber (redundant system) to start the combustion or to additionally control the combustion chamber temperature in the start phase. This is not shown in this design variant.
In this embodiment, an air-breathing engine with subsonic combustion is shown (ramjet).
The incoming air mass flow (95) serves as an oxidizer. Reducing agents (4) and catalytic absorbers (8) are injected into the air mass flow (95) through injectors or nozzles (104). In the ramjet engine (100), only a short time can be used for ignition (105) and combustion in the combustion chamber (103). Therefore, the combination of electromagnetic waves (40) such as microwaves with catalytic absorbers (8) is provided to inject highly active ignition nuclei into the combustion chamber (103). The combustion chamber length is to be limited to minimize friction losses.
Appropriately directed electromagnetic waves (40) (e.g. microwaves) make it possible to ignite from the outside without internals in the combustion chamber and eliminate aerodynamic resistance (e.g. from plasma flames). Electromagnetic waves (40) also offer the possibility of covering further ignition ranges (105) with more uniform combustion. Ignition areas (105) are created at maximum compression, which cannot be reached with internals, or only with difficulty (e.g. in the center of the combustion chamber).
The electromagnetic waves (40) are coupled into the combustion chamber (103) via a transmitter, e.g. a rod antenna or waveguide (101), and an electromagnetically permeable layer (102), such as a ceramic. The remaining area of the combustion chamber (103) is electromagnetically reflective to form a resonator cavity for the electromagnetic waves (40).
For the electrotechnical supply of the electromagnetic waves (40), thermocouples on the combustion chamber or outer skin, electric generators on the turbopump of the fuel supply, or electric generators on the engine duct are possible. The electric generators on the engine can be fed by induction during the movement of the catalytic absorbers (8) in the engine duct. Any additionally added metal parts or ionized combustion gases are also relevant.
To start the combustion, or to additionally control the combustion chamber temperature in the start phase, an electrical or chemical igniter can be placed in the combustion chamber as an alternative or supplement (supporting redundant system). This is not shown in this embodiment.
Compared to the embodiment of
For this purpose, corresponding devices are arranged on the downstream side of the intermediate body (111). The intermediate body (111) contains a transmitter, e.g. a rod antenna or waveguide (101), and an electromagnetically permeable layer (102), such as a ceramic, for coupling into the combustion chamber (103).
What is described herein are specific examples of possible variations on the same invention and are not intended in a limiting way. The invention can be practiced using other variations not specifically described above.
| Number | Date | Country | Kind |
|---|---|---|---|
| DE 102021001272.0 | Mar 2021 | DE | national |
