Patent Publication Number: US-2016238280-A1

Title: Catalytic Heating System and Method for Heating a Beverage or Food

Description:
PRIORITY 
     This application is a continuation-in-part of U.S, application Ser. No. 14/988,526, filed on Dec. 31, 2015, which h a continuation of International Application No. PCT/US2015/38456. filed on Jun. 30, 2015. which claims the benefit of U.S. Provisional Application No. 60/059,510, filed on Oct. 3, 2014. 
     TECHNICAL FIELD 
     This application relates to the use of systems and methods for the generation of heat for use in heating portable containers containing beverages or food, and more specifically to systems and methods for the generation of catalytically produced heat within an enclosed catalytic combustion chamber for heating a container containing a beverage or food. Background Art 
     Portable heating systems, such as camping stoves and lanterns, are well known in the art of designing and manufacturing such systems. Camping stoves generally utilize an open or partially open flame to heat the stove&#39;s contents, with an aerosol canister containing a pressured fuel, typically butane or propane or a combination of those fuels, to supply the fuel needed to maintain the flame. Lanterns, on the other hand, operate similarly to produce light. These devices have several well-known limitations, with the most obvious being the use of an open flame and the fire danger it possess. Other less obvious limitations are related to the chemical characteristics of butane and propane. 
     The working pressure available from fuel canisters containing butane (either iso- butane or n-butane) or propane or a mixture of such gases is effected by variations in temperature that create conditions that are not ideal for operating heating or lighting systems over a wide range of ambient temperatures and altitudes Specifically, the useful working pressure for butane at lower ambient temperatures drops off significantly such that the proper operation of a heating or lighting device is impaired. Propane allows for operation at low ambient temperatures but requires a heavier and more expensive fuel canister to safely handle pressures that are normally encountered at higher ambient temperatures. Mixed fuel combinations of butane and propane have been developed to minimize the impact of pressure and temperature variation. But these combinations still suffer from a tendency of the more volatile components of the combined fuels, which have lower boiling points, to be used up sooner than the less volatile fuel components, resulting in unsatisfactory pressure remaining in the fuel canister as it is depleted, especially under cold conditions. 
     In addition to the limitations in using butane and propane to fuel an open flame device, butane and propane also have other significant limitations related to their potential use as a fuel source for a catalytic combustion process. An important characteristic for any fuel used in catalytic combustion is the light-off temperature, which is a rough indicator of the propensity for the fuel oxidation reaction to proceed. Light-off temperature is often defined as the temperature at which the conversion rate for the reactants reaches 50%, abbreviated as T 50 . A low T 50  assists in the complete conversion of the fuel to heat without producing intermediate reaction products and pollutants, which may occur when trying to operate the catalytic combustion process at relatively low temperatures. A sufficiently low T 50  value will also allow for catalytic reactor designs that can use light weight metals such as aluminum without concern for exceeding material temperature limits or causing catalyst deterioration. The fuel gasses commonly, used such as butane and propane, all have relatively high T 50  values, limiting the possible material design choices and catalytic reactor operating parameters for the heating catalytic combustion chamber. The higher operating temperatures may also introduce unwanted design choices necessary to insure safe operating conditions for the user. Prior art is deficient in describing means for insuring fail-safe operation of catalytic heating in a wide variety of circumstances. Irrespective of fuel type, the prior art does not show how to adapt catalytic heating, to applications, such as, self-heated: temperature regulated portable beverage heating or cooking applications in a manner that assures a high degree of operational safety using techniques that are cost effective. Prior art also does not show how compressed gas fuel used in catalytic heat generation can be safely applied to an indoor application or while inside a transport vehicle, or any small enclosure such as a tent. All of these shortcomings, as well as, others associated with prior art catalytic, heat generating devices, limit their applications or area of use. 
     In view of these and other problems in the prior art, it is a general object of the present invention to provide an improved apparatus and method utilizing a catalytic heat generating device that overcomes the drawbacks relating to the compromise designs of prior art devices as discussed above. Another object of the present invention is to provide a passive technique, which requires no externally provided power, for pre-mixing air and fuel which will provide air to fuel equivalence ratios of one or more when coupled to reactors that have relatively high back pressures. 
     SUMMARY DISCLOSURE OF THE INVENTION 
     A catalytic heating system for heating a beverage or food is presented that comprises: a container for containing the beverage or food, and a catalytic combustion assembly for heating the container that comprises: a chamber plate integral with the bottom of the container; an elongate sidewall enclosure integral with the chamber plate, with the elongate sidewall enclosure having a fuel gas inlet and an exhaust outlet within corresponding ends of the elongate sidewall enclosure, and with the elongate sidewall enclosure defining an enclosed catalytic combustion chamber; a catalytic reaction media disposed within the enclosed catalytic combustion chamber, a combustion starting element disposed within the enclosed catalytic combustion chamber; a fuel supply assembly mounted on a fuel supply platform, with the fuel supply assembly having a fuel and air mixing injector fluidly connected to the fuel gas inlet a fuel canister sealably connected to the fuel supply platform and fluidly connected to the fuel supply assembly; and a fuel gas contained within the fuel canister. And, a shell containing the container and catalytic combustion assembly forms the catalytic heating system for heating the beverage or food. In operation the fuel and air mixing injector within the catalytic heating system can entrain the fuel gas with air and inject a fuel gas and entrained air mixture into the enclosed catalytic combustion chamber where the combustion starting element can ignite the fuel gas and entrained air mixture, and the catalytic reaction media can maintain a catalytic combustion process within the enclosed catalytic combustion chamber, and the catalytic combustion process can combust all of the fuel gas and heat the container containing the beverage or food. 
     A method of heating a container is also presented that comprises: providing for a flow of a fuel gas, with the fuel gas having a stoichiometric ratio of about 15, increasing the velocity of the flow of the fuel gas; entraining the flow of the fuel gas with air, thereby creating a flow of fuel gas and entrained air mixture; maintaining an entrapment ratio of about 15 or above for the flow of fuel gas and entrained air mixture; constraining the flow of fuel gas and entrained air mixture to an enclosed curved path; contacting the flow of fuel gas and entrained air mixture with a catalytic reaction media; igniting the flow of fuel gas and entrained air mixture, thereby generating the catalytic combustion process; combusting all of the fuel gas during the catalytic combustion process; and conducting heat from the catalytic combustion process to the container. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1A  is a top front perspective illustration of a catalytic heating system for heating a beverage or food. 
         FIG. 1B  is a top back perspective view of the catalytic heating system. 
         FIG. 2  is the same perspective illustration as in  FIG. 1A , with portions of an outer shell and a container removed, showing the bottom of the container for containing a beverage or food and a catalytic combustion assembly. 
         FIG. 3  is an exploded side view of the catalytic heating system, showing the outer shell, the container for containing the beverage or food, and the catalytic combustion assembly comprising a top chamber plate integral with the bottom of the container, a bottom chamber plate, a fuel supply assembly, a fuel supply platform and a fuel canister. 
         FIG. 4  is a bottom perspective view of the container for containing a beverage or food that more specifically illustrates the top chamber plate integral with the bottom of the container. 
         FIG. 5A  is an exploded top perspective view of the top chamber plate and the bottom chamber plate, illustrating that a catalytic combustion chamber can be formed when the top and bottom chamber plates are coupled together. 
         FIG. 5B  is an exploded bottom perspective view of the top chamber plate and the bottom chamber plate, also illustrating that the catalytic combustion chamber can be formed when the top and bottom chamber plates are coupled together. 
         FIG. 5C  is a partial side view of the top and bottom chamber plates that have been coupled together, forming the catalytic combustion chamber. 
         FIG. 5D  is a cross-sectional view of  FIG. 5C , providing a view in the direction indicated by the arrows  5 D- 5 D in  FIG. 5C . 
         FIG. 5E  is a top plan view of  FIG. 5C  with the top chamber plate removed, providing a view in the direction indicated by the arrows  5 E- 5 E in  FIG. 5C . 
         FIG. 6A  and  FIG. 6B  illustrate a catalytic combustion chamber having a serpentine shape and having a coiled shape, respectively. 
         FIG. 7A  and  FIG. 7B  are top perspective and top plan views, respectively, of the fuel supply assembly mounted on the fuel supply platform. 
         FIG. 8  is a cross-sectional side view of the fuel supply platform and the fuel canister releasably attached to the fuel supply platform. 
         FIG. 9A and 9B  are top and bottom perspective views, respectively, of a shell lid. 
         FIG. 10A  is a top front perspective illustration of another embodiment of the catalytic heating system for heating a beverage or food, 
         FIG. 108  is a top back perspective view of the other embodiment of the catalytic heating system. 
         FIG. 10C  is a top front perspective view of the other embodiment of the catalytic heating system, illustrating that the system can be separated into an upper shell module and a bottom shell module. 
         FIG. 11  is the same perspective illustration as in  FIG. 10A , with portions of the upper shell module and lower shell module removed, illustrating a container and a catalytic combustion assembly. 
         FIG. 12  is an exploded side view of the other embodiment of the catalytic heating system, showing the upper and lower shell modules, the container for containing the beverage or food, and the catalytic combustion assembly comprising a top chamber plate coupled to a bottom chamber plate, a fuel supply assembly, a fuel supply platform and a fuel canister. 
         FIG. 13  is a bottom perspective view of the container for containing a beverage or food that more specifically illustrates that the bottom of the container is a fiat surface, with the top chamber plate not being an integral part of the container. 
         FIG. 14A  is an exploded top perspective view of a top chamber plate and a bottom chamber plate, illustrating that a catalytic combustion chamber can be formed when the top and bottom chamber plates are coupled together. 
         FIG. 14B  is an exploded bottom perspective view of the top chamber plate and bottom chamber plate, also Illustrating that the catalytic combustion chamber can be formed when the top and bottom chamber plates are coupled together. 
         FIG. 14C  is a partial side view of the top and bottom chamber plates that have been coupled together, forming the catalytic combustion chamber, 
         FIG. 14D  is a cross-sectional view of  FIG. 14C , providing a view in the direction indicated by the arrows  14 D- 14 D in  FIG. 14C . 
         FIG. 14E  is a top plan view of  FIG. 14C  with the top chamber plate removed, providing a view in the direction indicated by the arrows  14 E- 14 E in  FIG. 14C . 
         FIG. 15A  and  FIG. 15B  are top perspective and top plan views, respectively, of the fuel supply assembly mounted on live fuel supply platform. 
         FIG. 16  is a cross-sectional side view of the fuel supply platform and the fuel canister releasably attached to the fuel supply platform 
         FIG. 17A and 17B  are top and bottom perspective views, respectively, of a shell lid. 
         FIG. 18  is a graphical representation of minimum useful ambient operating temperature as a function of percentage of fuel remaining in a fuel canister at sea level. 
         FIG. 19A and 19B  are top front and top back perspective illustrations of another embodiment of the catalytic heating system for heating a beverage or food, with the heating provided by a stovetop surface. 
         FIG. 20  is a partial cutaway top front perspective view of the embodiment of the catalytic heating system generally illustrated in  FIG. 19A  and  FIG. 19B . 
         FIG. 21  is an exploded side view of the embodiment of the catalytic heating system generally illustrated in  FIG. 19A  and  FIG. 19B . 
         FIG. 22A  is an exploded top perspective view of a portion of the catalytic heating system generally illustrated in  FIG. 19A and 19B , and further illustrating that a catalytic combustion chamber can be formed when top and bottom chamber plates are coupled together. 
         FIG. 22B  is an exploded bottom perspective view of a portion of the catalytic heating system generally illustrated in  FIG. 19A and 19B , and further illustrating that the catalytic combustion chamber can be formed when the top and bottom chamber plates are coupled together. 
         FIG. 22C  is a partial side view of a portion of the catalytic heating system generally illustrated in  FIG. 19A  and  FIG. 19B , and further illustrating the top and bottom chamber plates coupled together to form the catalytic combustion chamber. 
         FIG. 22D  is a cross-sectional view of  FIG. 22C , providing a view in the direction indicated by the arrows  22 D- 22 D in  FIG. 22C , 
         FIG. 22E  is a top plan view of  FIG. 22C  with the top chamber plate removed, providing a view in the direction indicated by the arrows  22 E- 22 E in  FIG. 22C . 
         FIG. 23A  and  FIG. 23B  are top perspective and top plan views, respectively, of a portion of the catalytic heating system generally illustrated in  FIG. 19A and 19B , and further illustrating a fuel supply assembly mounted on a fuel supply platform. 
         FIG. 24  is a cross-sectional side view of a portion of the catalytic heating system generally illustrated in  FIG. 19A and 19B , and further illustrating a fuel canister releasably attached to the fuel supply platform. 
         FIG. 25  is a top front perspective view of the catalytic heating system generally illustrated in  FIG. 19A and 19B , and further illustrating a pot placed on a stovetop surface integral with the top chamber plate. 
         FIG. 26  is a top front perspective illustration of another embodiment of the catalytic heating system for heating a beverage or food, with the heating provided by a stovetop surface. 
         FIG. 27  is a partial cutaway top front perspective view of the embodiment of the catalytic heating system generally illustrated in  FIG. 26 . 
         FIG. 28  is an exploded side view of the embodiment of the catalytic heating system generally illustrated In  FIG. 26 . 
         FIG. 29A  is an exploded top perspective view of a portion of the catalytic heating system generally illustrated in  FIG. 26 , and further illustrating that a catalytic combustion chamber can be formed when top and bottom chamber plates are coupled together. 
         FIG. 29B  is a top view of a portion of the catalytic heating system generally illustrated in  FIG. 26 , and further illustrating a top view of the bottom chamber plate. 
         FIG. 29C  is a bottom perspective view of the catalytic heating system generally illustrated in  FIG. 26 , and further illustrating the bottom side of the bottom chamber plate. 
         FIG. 29D  is an alternative embodiment to the top and bottom chamber plates illustrated in  FIG. 29A through 29C . 
         FIG. 30A  and  FIG. 30B  are top perspective and top plan views, respectively, of a portion of the catalytic heating system generally illustrated in  FIG. 26 , and further illustrating a fuel supply assembly mounted on a fuel supply platform. 
         FIG. 31  is a cross-sectional side view of a portion of the catalytic heating system, generally illustrated in  FIG. 26 , and further illustrating a fuel canister releasably attached to the fuel supply platform. 
         FIG. 32  is a top front perspective view of the catalytic heating system generally illustrated in  FIG. 26 , and further illustrating a pot placed on the stovetop surface integral with the top chamber plate. 
         FIG. 33  is a top front perspective illustration of another embodiment of the catalytic heating system for heating a beverage or food, with the heating provided by a stovetop surface. 
         FIG. 34  is a partial cutaway top front perspective view of the embodiment of the catalytic heating system generally illustrated in  FIG. 33 . 
         FIG. 35  is an exploded side view of the embodiment of the catalytic heating system generally illustrated in  FIG. 33   
         FIG. 38A  is an exploded top perspective view of a portion of the catalytic heating system generally illustrated in  FIG. 33 , and further illustrating that a catalytic combustion chamber can be formed when the top and bottom chamber plates are coupled together. 
         FIG. 36B  is a top view of a portion the catalytic heating system generally illustrated in  FIG. 33 , and further illustrating a top view of the bottom chamber plate. 
         FIG. 36C  is a bottom perspective view of a portion of the catalytic heating system generally illustrated in  FIG. 33 , and further illustrating the bottom side of the bottom chamber plate. 
         FIG. 37A  and  FIG. 37B  are top perspective and top plan views, respectively, of a portion of the catalytic heating system generally illustrated in  FIG. 33 , and further illustrating a fuel supply assembly mounted on a fuel supply platform. 
         FIG. 38  is a cross-sectional side view of a portion of the catalytic heating system generally illustrated in  FIG. 33 , and further illustrating a fuel canister releasably attached to the fuel supply platform. 
     
    
    
     BEST MODE OF CARRYING OUT THE INVENTION 
       FIG. 1A  and  FIG. 18  illustrate a top front perspective view and a top back perspective view,, respectively, of a catalytic heating system  1  for heating a beverage or food, with the catalytic heating system  1  preferably being portable. More specifically.  FIG. 1A  illustrates that the catalytic heating system  1  comprises an outer shell  2  having a cylindrically shape, a shell lid  4  removably attached to the outer shell  2 , a canister base  6  adjacent to the outer shell  2 , an on/off button  8  on an outside surface of the outer shell  2 , a pan of air vents  10  for providing air passages into the inside of the outer shell  2 , and a plurality of screws  12  for attaching the outer shell  2  to a catalytic combustion assembly  18  disposed within the outer shell  2  The catalytic combustion assembly is described in detail below. And,  FIG. 1B  shows that the outer shell  2  also contains an exhaust outlet duct  14  for providing an exhaust passage from the inside of the outer shell  2  to atmosphere. 
       FIG. 2  and  FIG. 3  illustrate that the outer shell  2  houses a container  16  for containing a beverage or food and the catalytic combustion assembly  18  for heating the container  16  and its contents. The figures also show that the catalytic combustion assembly  18  comprises, a top chamber plate  20  that can be integral with the bottom of the container  16 ; a bottom chamber plate  22  coupled to the top chamber plate  20 , thereby forming an integrated chamber plate  25 ; a fuel supply platform  24 ; a fuel supply assembly  26  having tubular connections to the fuel supply platform  24  and to the bottom chamber plate  22 ; a fuel canister  28  having the canister base  8  attached to a bottom of the fuel canister  28 , with the fuel canister  28  removably attached to the fuel supply platform  24 ; and dimethyl ether fuel gas  29  as the preferred fuel gas, contained in a state of compression within the fuel canister  28 . For present purposes, a reference to a “fuel” or a “fuel gas” means fuel in a gaseous phase, unless indicated otherwise. 
     The container  16  and catalytic combustion assembly  18  can be secured to the outer shell  2  by bonding an outside top perimeter of the container  16  to an inside top perimeter of the outer shell  2 . And, the fuel supply platform  24  can be secured to the outer shell  2  by using the plurality of screws  12  to attach an inside perimeter of the outer shell  2  to an outside perimeter of the fuel supply platform  24 . The shell lid  4  can be removably attached to a top end of the outer shell  2  by screwing the shell lid  4 , having female threads around its inside perimeter, to the outer shell  2 , having male threads around its top outside perimeter. The container  16  can be any container that can conduct heat, such as a cup, mug or sauce pan; preferably the container will have a metallic composition. And, the outer shell  2  can be made of a thermally non-conductive material, preferably a polymeric material; alternatively, the container  18  can have a thermally insulating layer disposed between a sidewall  17  of the container  16  and the outer shell  2 . 
     The components of the catalytic combustion assembly  18  are illustrated in more detail in  FIG. 4  through  FIG. 8 . The container  16  can be sized such that the top chamber plate  20  can be attached to the bottom of the container  16 , and in a preferred embodiment, as best shown in  FIG. 4 , the top chamber plate  20  is integral with the bottom perimeter of the container , thereby eliminating a seam that would be formed, if the top chamber plate  20  were not integral with the bottom of the container  16 , but instead was attached in some manner to the bottom perimeter of the container  16 .  FIG. 4  and  FIG. 5A  through  FIG. 5E  further illustrate that a bottom surface of the top chamber plate  20  contains an top channel  20 A, also shown in  FIG. 2 . that is integral with the top chamber plate  20  and preferably has a concave half-cylindrically shape that extends partially above the top surface of top chamber plate  20 , with the top channel  20 A also having a curved center section  20 B and a pair of linear sections  20 C integral with corresponding ends of the curved center section  208  A top surface of the bottom chamber plate  22  similarly contains a bottom channel  22 A that is integral with the bottom chamber plate  22  and preferably has a concave half-cylindrically shape that extends partially below the bottom surface of bottom chamber plate  22 , with the bottom channel  22 A having a curved center section  22 B and a pair of linear sections  22 C integral with corresponding ends of the curved center section  22 B. When top and bottom chamber plates,  20  and  22 , are aligned in a predetermined manner and coupled together to form the integrated chamber plate  25 , top channel and bottom channel,  20 A and  22 A, form an elongate sidewall enclosure  32 , having a preferred cylindrically shape, a curved sidewall center section  32 A and a pair of linear sidewall end sections  32 B integral with corresponding ends of the curved sidewall center section  32 A. The elongate sidewall enclosure  32  encloses and defines an enclosed catalytic combustion chamber  30  that extends through the elongate sidewall enclosure  32 , with the chamber  30  having the same curved and linear shape as the elongate sidewall enclosure  32 . The elongate sidewall enclosure  32  and the enclosed catalytic combustion chamber  30  are best illustrated in  FIG. 5C  through  FIG. 5E . The side view of  FIG. 5C  illustrates the top and bottom chamber plates,  20  and  22 , after they have been coupled together forming the integrated chamber plate  25 ; the cross-sectional view of  FIG. 5D  shows the enclosed catalytic combustion chamber  30  enclosed within the elongate sidewall enclosure  32 , with a catalytic reaction media  40  and a combustion starting element  50  (described below) removed; and the top plan view of  FIG. 5E , with the top chamber plate  20  removed, further illustrates the enclosed catalytic combustion chamber  30 , elongate sidewall enclosure  32  and the curved sidewall section  32 A and pair of linear sidewall sections  32 B, also with the catalytic reaction media  40  and combustion starting element  50  removed. 
     The elongate sidewall enclosure  32  preferably should have a diameter that is relatively small in order to ensure that the curved portion of the sidewall enclosure  32  can bend in a smooth and continuous fashion within the coupled chamber plates  20  and  22 ; and in order to more evenly distribute the heat generated from the enclosed catalytic combustion chamber  30  to the top chamber plate  20  that forms the bottom of the container  16  which, in turn, provides for a more even distribution of heat to the beverage or food. At the same time, however, the elongate sidewall enclosure  32  should have a diameter and total length that are large enough to contain a sufficient quantity of catalytic reaction media  40  over the length of the elongate sidewall enclosure  32  to produce a sufficient amount of heat to effectively heat the top chamber plate and the beverage or food within container  16 . Given these considerations, the inventors have determined that the elongate sidewall enclosure  32  preferably should have a diameter of about 10 millimeters or less, and more preferably between about 5 and 10 millimeters. The elongate sidewall enclosure  32  also has a flow-through fuel gas inlet  32 C within one end of the sidewall enclosure  32  and a flow-through exhaust outlet  32 D within the other end of the sidewall enclosure  32 , with the sidewall enclosure  32  having no other flow-through openings within the sidewall enclosure  32 . And, as shown in  FIG. 5A  and  FIG. 5B  a flow-through fuel gas inlet elbow  34  and a flow-through exhaust outlet elbow  36  are sealably disposed within the flow-through fuel gas inlet  32 C and the flow-through exhaust outlet  320 . respectively. The flow-through exhaust outlet elbow  36  also has a tubular connection  37  with the exhaust outlet duct  14  within the outer shell  2 . The tubular connection  37  effectively extends the enclosed length of the elongate sidewall enclosure  32  from the flow-through exhaust outlet  320  of sidewall enclosure  32  to the exhaust outlet duct  14 . 
     It is preferred that the top and bottom chamber plates,  20  and  22 , can be coupled together by utilizing a plurality of binder posts  3 B, with top portions of the binder posts  38  disposed within corresponding openings the top chamber plate  20 , with bottom portions of the binder posts  38  disposed within corresponding openings through the bottom chamber plate  22 , and with bottom ends of the binder posts  38 , which extend away from the bottom surface of the bottom chamber plate  22 , used to couple the top chamber plate  20  to the bottom chamber plate  22  by flattening the ends of the binder posts  38  against the bottom surface of the chamber plate  22 . Preferably, the top and bottom chamber plates.  20  and  22 , have a metallic composition. 
     Before the enclosed catalytic combustion chamber  30  is formed by coupling the top and bottom chamber plates,  20  and  22 , the catalytic reaction media  40  preferably can be positioned in a curved orientation, as shown in  FIG. 5A , within the curved section  22 B of bottom channel  22 A. Alternatively, the catalytic reaction media  40  can be positioned in a curved and linear orientation within the curved section  22 B of bottom channel  22 A and within the pair of linear sections  22 C of bottom channel  22 A. Although the figure shows that a center top half of the catalytic reaction media  40  has been removed, this is only for the purpose of revealing a curved passage  42  that extends lengthwise through the interior of the catalytic reaction media  40 . As also shown in  FIG. 5A  and  FIG. 5B , a combustion starting element  50 , preferably made from a narrow gage resistance wire alloy, such as Nichrome  60 . Nichrome  80  or Kanthal, can be disposed lengthwise through a center portion of the catalytic reaction media  40 , with one end  50 A of the combustion starting element  50  disposed through an opening within the curved bottom channel  22 A and another end SOB of the starting element  50  disposed through another opening through the curved bottom channel  22 A, and with a center portion  50 C of the combustion starting element  50  disposed through the curved passage  42  within the catalytic reaction media  40 . Preferably, as illustrated in  FIG. 5A . the center portion  50 C of the combustion starting element  50  is coiled, which causes the combustion starting element  50  to attain a higher ignition temperature for a given amount of electrical power than would otherwise exist if the combustion starting element  50  were not coiled. The ends,  50 A and  50 B, of the combustion starting element  50  are in electronic connection with a programmed microprocessor  60  which, when activated, supplies electrical current from a battery  76 , such as a lithium polymer type battery, to the combustion starting element  50 . Alternatively, the combustion starting element  50  can be a spark ignition system comprising a pair of wires disposed within a lengthwise opening within the catalytic reaction media  40 , with the pair of wires separated by a predetermined distance within the opening. A large transient electric voltage is formed between the wires using techniques well known to those skilled in the art such as utilizing a piezoelectric crystal that can produce a substantial voltage when squeezed by mechanical means. The resulting large voltage causes the discharge of a spark between the pair of wires that ignites the catalytic reaction media  40 . And, as shown in  FIG. 5A  through  FIG. 5E , in order to ensure that the catalytic combustion process is confined to the enclosed catalytic combustion chamber  30 , sealing members  52  and  54  can be disposed within corresponding seating channels  52 A and  54 A within the top surface of the bottom chamber plate  22 , with the sealing channel  52 A concentrically positioned outside of bottom channel  22 A and sealing channel  54 A concentrically positioned Inside of bottom channel  22 A. In addition, a pair of O-rings  56  can be utilized to further ensure that the catalytic combustion process is confined to the enclosed catalytic combustion chamber  30 , with one of the pair O-rings  58  disposed around a portion of flow-through fuel gas Inlet elbow  34  and the other O-ring disposed around a portion of the flow-through exhaust outlet elbow  36 . 
     Once the catalytic reaction media  40  and combustion element  50  are positioned within the curved bottom channel  22  A and the top chamber plate  20  is coupled to the bottom chamber plate  22 , the catalytic reaction media  40  and the combustion element  50  are captured in a curved orientation within the curved sidewall section  32 A of the elongate sidewall enclosure  32 , thereby defining the enclosed catalytic combustion chamber  30  as having the same shape as the elongate sidewall enclosure  32  In this regard, a curved elongate shape for the enclosed catalytic combustion chamber  30  is preferred in order to more evenly distribute the heat from the combustion chamber  30  to the top chamber plate  20  and, thereby, provide for a more even distribution of heat to the beverage or food within container  16 . And, the most preferred curved elongate shape for the enclosed catalytic combustion chamber  30  is a curvature having a constant radius of curvature (hereinafter referred to as a “circular curvature”), providing a smooth and continuous surface within the combustion chamber  30 . Although the enclosed catalytic combustion chamber  30  having a circular curvature is preferred, other curved catalytic combustion chamber shapes could be utilized. For example, a serpentine shape within a chamber plate  25 ′, as illustrated in  FIG. 6A , or a coiled shape within a chamber plate  25 ″, as shown in  FIG. 6B , have shapes that are similarly smooth and continuous. 
     While there are several types of catalytic reaction media known in the art, the catalytic reaction media  40  preferably is an open cell metal foam substrate, combined with a wash coat and an active catalyst. It has been discovered that the use of an open cell metal foam substrate constructed from an iron, chromium, aluminum and yttrium alloy, under the trade name Fecralloy® or Kanthal® and manufactured by Porvair, Inc., provides an ideal substrate material for the catalytic reaction media  40 . Metal foam substrates tend to have very high surface area to volume ratios and very high porosities. The first property is important to enhance the number of catalyst sites per unit volume, which affects the catalytic space velocity (i.e. quotient of the entering volumetric flow rate of the reactants divided by the reactor volume) in the enclosed catalytic combustion chamber  30  and the second property helps to minimize the pressure drop within the enclosed catalytic combustion chamber  30 . The particular type of metal foam fabrication technique is important in determining the properties that make for an optimum catalyst media. Metal foams can be constructed by several techniques such as sintering or investment casting. The heat transport properties of metal foams made by sintering are very different than those made by investment casting and are far less costly. Sintered metal foams, such as the ones manufactured by Porvair Inc., have a unique micro-structure that resembles interconnected open cells in the shape of dodecahedrons. The cells are constructed of a series of interconnected metal struts. A cross-section of each strut would show it to be a hollow shell. The resulting light mass allows the material to reach high temperatures with very little energy input. This in turn helps to minimize the energy required by the starter filament to start the reaction. The metal substrate is traditionally given a wash-coat of some very high surface area material (e.g. gamma alumina) upon which a catalyst is deposited (e.g. Platinum). The Fecralloy® alloy contains aluminum, which under a suitable heat treatment will be driven to the surface where it is converted to alumina when exposed to a high temperature oxidizing atmosphere. The conversion to alumina provides a bonding interface if an alumina wash coat is utilized. However, it has been discovered that two additional properties exist that can be used advantageously when the Fecralloy® alloy is used as the catalytic reaction media  40 . The first property is that the self-generating aluminum oxide film can act as its own wash coat, albeit of less surface area than a traditional gamma alumina wash coat. In some catalytic reactor designs this may provide an adequate catalyst site attachment points and consequently sufficient catalyst activity levels. By eliminating the traditional wash-coat step, costs are reduced. The second surprising additional property is that the Fecralloy material, after heat treating to induce a native film of aluminum oxide, appears to have a certain amount of inherent catalytic activity on its own, without adding additional catalysts. This further reduces costs by reducing the amount of additional catalyst required to attain a specific space velocity. Although alumina coated cell foam substrates coaled with an active catalyst are preferred, other catalytic reaction can also be used. For instance, free standing porous alumina substrates coated with an active combustion catalysts or flow-through monoliths such as wash coated cordierite with and active catalyst coating could be used as well. 
       FIG. 7A  and  FIG. 7B  more specifically illustrate the fuel supply assembly  26  that is mounted on a topside of the fuel supply platform  24 . The fuel supply assembly  26  comprises the following fuel supply components: a fuel gas compression fitting  62  having a compression fitting and tap for use in fluidly connecting the fuel supply assembly  26  to the fuel canister  28 , containing the dimethyl ether fuel gas  29 ; a liquid/gas separator  64 , which could be, but not limited to, a porous oleophobic membrane such as “Supor R” made by Pall Corporation, having a tubular connection through tube  28 A with the fuel gas compression fitting  62 , with the liquid/gas separator  64  for removing any dimethyl ether fuel gas  29  that is in liquid form; a pressure regulator  66 , such as an ultra-miniature regulator from the “PR-MIS” model series by Beswick Engineering, having a tubular connection through tube  26 B with the liquid/gas separator  64 , with the pressure regulator  66  for maintaining the pressure of the dimethyl ether fuel gas  29  at a predetermined level; a solenoid valve  68 , such as the “LHL” series from the Lee Company, having a tubular connection through tube  26 C with the pressure regulator  66 , with the solenoid valve  68  for opening and dosing the flow of dimethyl ether fuel gas  29  through the fuel supply assembly  26 ; a fuel and air mixing injector  70 , such as a venturi injector, having a tubular connection through tube  260  with the solenoid valve  88 , with the fuel and air injector  70  for injecting the dimethyl ether fuel gas  29  and entrained air mixture into the enclosed catalytic combustion chamber  30 ; a temperature sensor  72 A attached to the bottom surface of the bottom chamber plate  22  for sensing the temperature within the enclosed catalytic combustion chamber  30 ; and a temperature sensor  72 B attached to the outside surface of the sidewall  17  of container  16  for sensing the temperature of the container  16 . And, the fuel supply assembly  26  is connected to the enclosed catalytic combustion chamber  30  by inserting a top end of the fuel and air mixing injector  70  into the flow-through fuel gas inlet elbow  34  in tubular connection with the enclosed catalytic combustion chamber  30 . 
     The fuel supply assembly  26  further comprises the programmed microprocessor  60  that is attached to and in electrical connection to a circuit board  74  that is mounted on the top side of the fuel supply platform  24 . A battery  76 , such as a lithium polymer type GM502030 from PowerStream Technology, Inc., can also be attached to and in electrical connection to the circuit board  74 ; or the battery  76  can be attached to any other appropriate location within the catalytic combustion assembly  18  or within the outer shell  2  surrounding the catalytic combustion chamber  18 . The battery  76  supplies electrical power to the programmed microprocessor  60  when the on/off button  8  is in the “on” position and disconnects electrical power when the on/off button  8  is in the off position. When activated, the programmed microprocessor  60 , with inputs from the temperature sensors  72 A and  72 B, controls the functionality of the solenoid valve  68  in order to control the fuel gas flow rate and temperature within the enclosed catalytic combustion chamber  30 . The activated programmed microprocessor  60  also supplies electrical power to the combustion starting element  50 , which the microprocessor  60  coordinates with the supply of fuel gas to the enclosed catalytic combustion chamber  30  by opening and closing the solenoid valve  68 . 
     The cross-sectional side view presented in  FIG. 8  illustrates that fuel canister  28  can contain the dimethyl ether fuel gas  29  and that the fuel canister  28  can be releasably connected to the fuel supply platform  24 . In order to facilitate the connection, the fuel supply platform  24  comprises a platform receptacle  78 , integral with an underside of the fuel supply platform  24 , that contains a platform receptacle opening  80  leading to a cylindrically shaped cavity  82 , with the cavity  82  having: female threads extending distally from the opening  80 ; an inner O-ring  84  disposed within the cavity  82  and positioned distally from the female threads; and an outer O-ring  86  disposed a round an outside surface of the platform receptacle  78 . The fuel canister  28  contains a fuel flow valve  88 , integral with the top of the fuel canister  28 , and having male threads that can be used to connect the fuel canister  28  to the fuel supply platform  24  by screwing the fuel flow valve  88  into the platform receptacle  78 . This action causes; 1) the tap within the fuel gas compression fitting  62  to open the fuel flow valve  88 , thereby allowing the dimethyl ether fuel gas  29 , which has been compressed within the fuel canister  28 , to flow from the fuel canister  28  into the fuel supply assembly  26 ; and 2) an outside surface of the fuel canister  28  to engage the outer O-Ring  86  and the fuel flow valve  88  to engage the inner O-ring  84 , thereby preventing dimethyl ether fuel gas  29  within the fuel canister  28  from escaping to atmosphere. 
       FIG. 9A and 9B  illustrate in more detail that the top of the shell lid  4  contains a flow opening  4 A for allowing a beverage contained within the container  16  to flow out of the container  16  and into a flow guide  4 B for channeling the flow of a beverage from the container  16 . A shell slider valve  4 C can be operated within a shell slider valve retainer  4 D to open the shell slider valve  4 C in order to allow the beverage to flow out of the container  16  or to close the shell slider valve  4 C to prevent the beverage from flowing out of the container  16 . 
     Specifically, operation of the catalytic heating system  1  can proceed by providing a flow of the dimethyl ether fuel gas  29  by attaching the fuel canister  28 , containing the dimethyl ether fuel gas  29 , to the fuel supply platform  24 , by screwing the fuel flow valve  88  into the platform receptacle  78 , which causes the tap within the fuel gas compression fitting  62  to open the fuel flow valve  86  and causes the dimethyl ether fuel gas  29  within the fuel canister  28  to flow through compression fitting  62  and into the fuel supply assembly  26 . The dimethyl ether fuel gas  29  will initially flow through the liquid/gas separator  64 , where any fuel gas in liquid form will be removed, and then flow through the pressure regulator  66  that will maintain the fuel gas below a predetermined pressure, and continue flowing until it reaches the solenoid valve  68 . With the on/off button  8  in the “off” position, the solenoid valve  68  will be closed, which prevents the dimethyl ether fuel gas  29  from flowing into the fuel and air mixing injector  70 . Next the catalytic heating system  1  can be operated to heat a beverage or food by, if necessary, removing the shell lid  4  by unscrewing it from its engagement with the top of the outer shell  2 . A beverage or food can then be placed into the container  16  and the shell lid  4  reattached to the outer shell  2 . The catalytic combustion process that is utilized to heat the beverage or food is initiated by depressing the on/off button  8  to the “on” position, which activates the programmed microprocessor  80  by closing the circuit connection between the battery  78  and programmed microprocessor  60 . At a predetermined time after activation, the programmed microprocessor  60  causes the solenoid valve  68  to open, causing the dimethyl ether fuel gas  29  to flow into the fuel and air mixing injector  70 . As the dimethyl ether fuel gas  29  flows through the fuel and air mixing injector  70 , the velocity of the fuel gas flow  29  will increase due to the distal narrowing of the injector  70 . Increasing the velocity of the dimethyl ether fuel gas  29  causes the pressure in the fuel and air mixing injector  70  to decrease, thereby entraining the dimethyl ether fuel gas  29  with atmospheric air in order to produce a dimethyl ether fuel gas and entrained air mixture, while maintaining an entrapment ratio of about 15 or more parts air to about one part dimethyl ether fuel gas  29  for the mixture. The dimethyl ether fuel gas and the entrained air mixture is injected by the fuel and air mixing injector  70  into the flow-through fuel gas inlet elbow  34  and then into the elongate sidewall enclosure  32  defining the enclosed catalytic combustion chamber  30 , thereby constraining the flow of the mixture though the enclosed catalytic combustion chamber  30  to the curved and linear path best illustrated in  FIG. 5B . While the flow of the dimethyl ether fuel gas  29  and entrained air mixture is flowing through the enclosed catalytic combustion chamber  30 , additional actions that contribute to the generation of the catalytic combustion process are: contacting the dimethyl ether fuel gas  29  and entrained air mixture with the catalytic reaction media  40  and the combustion starting element  50 ; activating the programmed microprocessor  60  to cause an electrical current to be supplied to the combustion starting element  50 , which causes the combustion starting element  50  to heat up, thereby igniting the flow of dimethyl ether fuel and entrained air mixture and generating the catalytic combustion process within the catalytic reaction media  40  within enclosed catalytic combustion chamber  30 . Importantly, this catalytic combustion process within the enclosed catalytic combustion chamber  30  can completely combust all of the dimethyl ether fuel gas  29 . The heat generated by the catalytic combustion process causes the top channel  20 A and top chamber plate  20  to heat up by conducting heat away from the catalytic combustion chamber: which in turn heats the container  18  and the beverage or food within the container  16 . Exhaust generated from the catalytic combustion process passes through the flow-through exhaust outlet elbow  36 . through the tubular connection  37  between the outlet elbow  36  and the exhaust outlet duct  14  within the outer shell  2 , and out the exhaust outlet duct  14 . 
     In addition to the advantages relating to the size and shape of the elongate sidewall enclosure  32  described above, the catalytic heating system  1  provides another beneficial feature related the combustion of the dimethyl ether fuel gas  29  and entrained air mixture within the enclosed catalytic combustion chamber  30 . In particular, catalytic combustion process within the enclosed catalytic combustion chamber  30  is confined to the enclosed catalytic combustion chamber  30  defined by the elongate sidewall enclosure  32 , with the only openings within the sidewall enclosure  32  being the flow-through fuel gas inlet  32 C at one end of the sidewall enclosure  32  and the flow-through exhaust outlet  320  within the opposite end of the sidewall enclosure  32 . This feature provides for a controllable and safe combustion process, including the feature of being able to safely transport all of the exhaust from the catalytic combustion through a single flow-through outlet to the environment outside of the catalytic heating system  1 . 
     An inherent thermodynamically related limitation to the ability to achieve the complete combustion of all of the fuel gas in a catalytic combustion chamber is that the combustion process itself generates an amount of pressure in the chamber, generally referred to as “back pressure”, that can prevent complete combustion of the fuel gas. Other factors that can also contribute to an increase in back pressure are related to fluid mechanical limitations involving the geometry of the combustion chamber. In this regard, it is to be reasonably expected that a catalytic combustion process within the enclosed catalytic combustion chamber  30  within catalytic heating system  1  would produce more back pressure than would be expected from the catalytic process itself. This expected increase In back pressure is due to the unique geometry of the enclosed catalytic combustion chamber  30 . defined by the partially curved and cylindrical shaped elongate sidewall enclosure  32 , and due to the fact that the sidewall enclosure  32  has a single flow-through fuel gas inlet  32 C and single flow-through exhaust outlet  32 D, with no other flow-through openings within the sidewall enclosure  32 . And, in fact, as will be described in more detail below, during the development of me catalytic heating system  1 , the inventors determined that neither butane nor propane could be used to overcome the back pressure generated in the enclosed catalytic combustion chamber  30  and achieve the complete combustion of the fuel gas. Achieving complete combustion of the fuel gas in the enclosed catalytic combustion chamber  30  is important because incomplete combustion results in the inefficient utilization of the fuel gas and due to the fact that incomplete combustion can also release toxic substances into the environment and potentially inhaled by a user of the catalytic heating system  1 . 
     From a fluid mechanics standpoint, one way to overcome back pressure and obtain complete combustion of the fuel gas within the enclosed catalytic combustion chamber  30  within the catalytic heating system  1  is to reduce the total amount of work energy required to overcome both the back pressure and the energy needed to carry large quantities of entrained air through the combustion chamber  30  and out the exhaust. A fixed amount of kinetic and potential energy is imparted to the fuel gas stream as it first enters the fuel and air mixing injector  70 . The amount of energy the fuel gas stream obtains as it enters mixing injector  70  is dependent upon the fuel gas pressure, the density of the fuel gas, and the geometry (i.e. size and shape) of the mixing injector  70  orifice. With these principals in mind, the inventors of the catalytic heating system  1  carried out experiments to determine if complete combustion in the enclosed catalytic combustion chamber  30  could be attained using either butane or propane, which are the fuel gases used in other portable heating devices for heating beverages or food. In order to achieve a complete combustion of the butane fuel gas, the stoichiometric ratio of butane, about 32 parts of air to one part of fuel, requires the fuel and air mixing injector  70  to produce a butane fuel gas and entrained air mixture having an entrapment ratio also of about 32 or more parts of air to one part of fuel. Similarly, in order to achieve a complete combustion of the propane fuel gas, the stoichiometric ratio of propane, about 25 parts air to one part fuel, dictates that the fuel and air mixing injector  70  produce a propane fuel gas and entrained air mixture having an entrainment ratio also of about 25 parts or more of air to one part of fuel In their experiments, however, the inventors found that it was not possible to overcome back pressure and achieve complete combustion within the enclosed catalytic combustion chamber  30  using butane or propane as a fuel source. It was believed that this might have been due, at least in part, to the fact that attaining complete combustion using butane or propane as the fuel gas with the catalytic heating system  1  requires that air comprise a substantially greater percentage of the fuel gas and entrained air mixture due to the relatively high stoichiometric air to fuel ratios of these fuels. This in turn requires the fuel and air mixing injector  70  to provide relatively high entrainment ratios. The high entrainment ratios required by butane and propane contributes to a substantial increase in the work energy required to entrain air within the fuel and air mixing injector  70 , leaving less energy available to perform the work necessary to flow the fuel and entrained air mixture through the enclosed catalytic combustion chamber  30 . This explains, at least in part, the inability to overcome back pressures that can arise within the enclosed catalytic combustion chamber  30  when butane or propane is used as the fuel gas source. 
     A potential solution to this inability to overcome back pressure and achieve the complete combustion within the catalytic heating system  1  would be to use a different fuel having a lower stoichiometric ratio, allowing for a lower entrainment ratio required to achieve complete combustion in the enclosed catalytic combustion chamber  30 . The ideal fuel gas would be one with a stoichiometric air to fuel ratio lower than the stoichiometric air to fuel ratios of butane or propane that would, therefore, give rise to less kinetic energy required to entrain air injected by the fuel and air mixing injector  70  into the enclosed catalytic combustion chamber  30 , while still providing the same beneficial properties of butane and propane, such as being readily stored in a liquid state at pressures and temperatures compatible with portable consumer products. In fact the inventors experimentally determined that dimethyl ether fuel gas  29  unexpectedly produces sufficient kinetic energy of the fuel gas to entrain an adequate amount of air as it exits the fuel and air mixing injector  70  and still have sufficient amount of kinetic energy remaining to overcome back pressure and achieve complete combustion within the enclosed catalytic combustion chamber  30 . 
     In order to achieve a complete combustion of the dimethyl ether fuel gas  28  within the enclosed catalytic combustion chamber  30 , the stoichiometric ratio of the dimethyl ether, about 15 parts of air to one part of fuel, requires the fuel and air mixing injector  70  to produce a dimethyl ether fuel gas  29  and entrained air mixture that has an entrainment ratio of about 15 or more parts of air to one part of fuel. In this regard, given identical flow through conditions within the fuel and air mixing injector  70 , the inventors determined that, based upon fluid mechanical principles, the exit velocities from the mixing injector  70  for all three gasses should be within about 10% of each other. Thus, the kinetic energy available for driving the flow of fuel gas and entrained air mixture through the enclosed catalytic combustion chamber  30  should be roughly similar for each gas. As a result, the inventors hypothesized that dimethyl ether might have enough kinetic energy available to outperform butane and propane and possibly be able to overcome enough back pressure within enclosed catalytic combustion chamber  30  to achieve the complete combustion of the dimethyl ether. In fact, in experiments carried out by the inventors, they confirmed that their hypothesis was correct in that the experiments demonstrated not only was the utilization of dimethyl ether able to overcome more back pressure than butane and propane but that the complete combustion of the dimethyl ether was surprisingly achieved in the combustion chamber  30  within the catalytic heating system  1 . The specific results of the inventors&#39; experiments are summarized in the Table I below: 
     
       
         
           
               
             
               
                 TABLE I 
               
             
            
               
                   
               
               
                 COMPARISON OF EXCESS AIR WITH FIXED 
               
               
                 VENTURI INJECTOR DESIGN UNDER IDENTICAL 
               
               
                 REACTION CHAMBER CONDITIONS 
               
            
           
           
               
               
               
               
            
               
                   
                 STOICHIO- 
                   
                   
               
               
                   
                 METRIC 
                 FUEL GAS 
               
               
                   
                 AIR-FUEL 
                 DENSITY 
               
               
                 FUEL GAS 
                 RATIO 
                 (at STP) 
                 EXCESS AIR 
               
               
                   
               
               
                 Dimethyl Ether 
                 15 to 1 
                 2.055 [g/l] 
                 Positive 10% 
               
               
                 Butane 
                 32.5 to 1     
                 2.593 [g/l] 
                 Negative 30% 
               
               
                 Propane 
                 25 to 1 
                 1.967 [g/l] 
                 Negative 15% 
               
               
                   
               
            
           
         
       
     
     As shown in the table, the inventors measured the quantity of air that was contained in the exhaust from using dimethyl ether, butane, and propane as the fuel gases that were combusted within in the catalytic combustion process within the catalytic heating system  1  as described above. In this regard, the specific dimensions for the cylindrical shaped elongate sidewall enclosure  32 , enclosing and defining the enclosed catalytic combustion chamber  30 , utilized in the experiments were the following: diameter=6.3 mm; radius of circular curvature=16.5 mm; length of circular curvature=50 mm; length of each linear section=4 mm; and overall length of the elongate enclosure from the fuel gas inlet to the exhaust outlet duct=85 mm. The catalytic combustion process utilizing dimethyl ether generated an exhaust containing about 10% more air than required to maintain a complete combustion of the dimethyl ether in the enclosed catalytic combustion chamber  30 , establishing that all of tee dimethyl ether was combusted. The results for butane and propane, however, demonstrate that butane and propane generated 30% and 15% less air, respectively, than would have been required to completely combust those fuel gasses, meaning that not all of the butane or propane was completely combusted. 
     Another unexpected result of using dimethyl ether fuel gas  29  as the fuel source for the catalytic heating system  1  arises from thermodynamic considerations that pertain to light-off temperature, which is often defined as the temperature, often abbreviated as T 50  , at which 50% of the fuel gas has been combusted within the combustion chamber. Since the light-off temperature of dimethyl ether is significantly lower than the light-off temperature of butane and propane, complete combustion of dimethyl ether in a catalytic combustion process occurs at a significantly lower temperature than either butane or propane, which also indicates that the complete combustion of dimethyl ether generates less back pressure that butane or propane. As a result the combination of a low entrainment ratio and a low light-off temperature can be expected to work together to reduce back pressure within the enclosed catalytic combustion chamber  30 . 
     In addition, the ability to achieve complete combustion of the dimethyl ether fuel gas  29  in the enclosed catalytic combustion chamber  30  gives rise to another unexpected result related to potential flame propagation within the combustion chamber  30 . In any catalytic reaction process within a combustion chamber it is important to limit or prevent flame generation inside or outside of the chamber. For example, if a combustible mixture of fuel gas and air were to accumulate in a region outside of the reaction chamber it would be desirable to Insure that no flame could be generated as a result of the catalytic reaction occurring within the reaction chamber. Similarly, if the temperature within the reaction chamber were to reach levels at or above the lowest temperature at which the fuel gas will spontaneously ignite without an external source for ignition, generally referred to as the “auto-ignition temperature”, flame propagation events could become more likely and should be prevented. In this regard, it has been reported that in order to achieve this result the chamber geometry should have certain dimensional relationships. In particular, reaction chambers, like the enclosed catalytic combustion chamber  30  that are elongated and cylindrical shaped, surprisingly provide the foundation for limiting or preventing flame propagation events. In this regard, an important parameter related to the shape of the reaction chamber is the critical flame quenching diameter. Cylindrical chambers with diameters below this critical value will not allow flames to propagate, and it is generally known that quenching diameters for most hydrocarbon fuels, including dimethyl ether, are in the range of about 10 millimeters or less for mixtures that have an air to fuel equivalence ration of between about 0.6 and 1.0 (e.g.,  Proceedings of the International Conference on Heat Transfer and Fluid Flow , Prague, Czech Republic. Aug. 11-12, 2014, Paper No. 36:“Quenching Distance and Quenching Diameter Ratio for Flame Propagating in Propane/Air mixtures”, by Arthur N. Gutkowski and Teresa Parra Santos). This critical flame quenching diameter unexpectedly overlaps the preferred diameter of the elongate enclosure  32  enclosing the combustion chamber  30  of between 5 and 10 millimeters. More specifically, by simply specifying that the elongate enclosure  32  preferably has a diameter of about between 5 and 10 millimeters, the catalytic heating system  1  is able to surprisingly achieve the unrelated favorable effects of: 1) an evenly distributed heating pattern for heating the beverage or food and simultaneously fill the enclosed catalytic combustion chamber  30  with a sufficient amount of catalytic reaction media  40  to achieve an adequate heating power to heat the beverage or food; and 2) preventing or limiting flame propagation within the enclosed catalytic combustion chamber  30 . 
     Although dimethyl ether is known to be useful as a fuel source in some contexts, the fuel is not disclosed as a fuel source in a catalytic combustion application as disclosed by the catalytic heating system and  1 . And, there are reasons why persons skilled in the art of open flame devices have utilized fuels like butane and propane; rather than dimethyl ether as a potential fuel gas source. One such reason is that dimethyl ether has an energy density of about 68,930 BTU/cubic foot, which is notably less than the energy densities of butane and propane, with butane having an energy density of about 94,000 BTU/cubic foot and propane having an energy density of about 84,250 BTU/cubic foot. Since devices for heating beverages and food have limited amounts of stored fuel gas, it is desirable to use fuel gases like butane and propane with high energy densities so that sufficient heating can be produced with a minimum amount of fuel. Dimethyl ether, with its lower energy density, would most likely not be considered as a suitable alternative. The inventors have surprisingly discovered, however, that due to the combination of dimethyl ether&#39;s relatively low light-off temperature, low stoichiometric air to fuel ratio, and a more ideal vapor pressure characteristic, these advantages outweigh the potential disadvantage of the lower energy density of dimethyl ether as a fuel gas utilized in the catalytic heating system and  1 . 
     Another reason that dimethyl ether might not be considered as an acceptable fuel source is that ether compounds are generally known to have the characteristic of forming dangerous peroxide compounds when exposed to air. However, the inventors of the catalytic heating system  1  have determined that dimethyl ether does not exhibit that characteristic. 
     In addition to having a relatively low entrainment ratio and light-off temperature that combine to achieve complete combustion within the catalytic heating system  1 , the utilization of dimethyl ether fuel gas  29  as the fuel source for the catalytic heating system  1  has other unexpected advantages over other fuel gases like butane and propane. One such advantage is that the use of the dimethyl ether fuel gas  29 ; allows the catalytic heating system  1  to be operated at altitudes above sea level, while still achieving complete combustion. This advantage can be implemented by setting the fuel and air mixing injector  70  to inject less fuel gas into the enclosed catalytic combustion chamber  30 , causing the chamber  30  to receive a fuel gas and entrained air mixture having an entrainment ratio somewhat higher than the ratio needed for achieving complete combustion in the chamber  30  at sea level Although the “lean” fuel gas condition would prevent the consumption of all of the air injected into the chamber  30 , complete combustion of the fuel gas would still be achieved. Then, as the catalytic heating system  1  is operated at increasingly higher altitudes above sea level, the fuel and air mixing injector  70  will increasingly deliver a richer mixture of air and fuel gas, until reaching an altitude where the mixture will produce a stoichiometric condition, where all of the air and fuel gas are being utilized in a complete combustion process within the enclosed catalytic combustion chamber  30 . Fuel gases, such as butane and propane, that require a higher entrainment ratio at sea level than dimethyl ether will not be able to achieve a stoichiometric condition at an altitude as high as that achievable by dimethyl ether. Thus, the catalytic heating system  1  that utilizes the dimethyl ether fuel gas  29  as its fuel source is surprisingly more useful over a greater range of altitudes above sea level than other fuels having higher entrainment ratios. 
     The catalytic heating system  1  has still other surprising advantages over other devices that use butane or propane to heat beverages or food. Dimethyl ether has a useful working pressure at lower ambient temperatures than butane, thus, enhancing the usefulness of dimethyl ether in outdoor applications. And, although propane can be used at lower temperatures, it cannot be used in lighter weight and less expensive canisters mat comply with Department of Transportation regulation DOT 2Q but must be used in much heavier and more costly canisters. Dimethyl ether, on the other hand, can be used in canisters that comply with the regulation and at a lower cost. 
     In this regard, a common approach to improve the useful working pressure at lower ambient temperatures is to combine a mix of high and low boiling point liquefied gases. The graph depicted in  FIG. 18  plots minimum useful ambient temperature as a function of percentage of fuel remaining in the canister at sea level, with “minimum useful temperature” being defined as the temperature below which the canister pressure is no longer sufficient to deliver the fuel gas at a suitable rate to the reaction chamber to obtain a targeted amount of heat power. Specifically, the graph illustrates that although mixed fuel gas formulations will provide good low temperature performance when the canister is full, the higher boiling point gas (i.e. propane) will leave the canister at a faster rate, eventually leaving behind mostly low boiling point gases (i.e. butane), Using pure propone or other similar high boiling point liquefied fuel gas would require much heavier and more expensive canisters. Canisters currently used by the aerosol industry would not provide an acceptable solution because propane&#39;s equilibrium vapor pressure exceeds both DOT and European safety specifications. The graph also shows, however, that dimethyl ether not only meets these specifications but provides both good low temperature performance and a steady performance as the canisters fuel is depleted. 
     The catalytic heating system  1  for heating a beverage or food is also substantially safer than flame based systems used for the same purposes. Flame based systems obviously present a potential that the open flame could ignite flammable objects in the environment. For example, if a flame based device tips over inside a camping tent, it will almost certainly start a fire inside the tent if the flame contacts a sleeping bag or clothing. Since the catalytic combustion process that takes place in the catalytic heating system  1  does not generate a flame and burns a much lower temperature than a flame based system, it is much less likely to start a fire under the same conditions. 
     Another surprising advantage of the catalytic heating system  1  is that the fuel supply assembly  26  and electronic components, comprising the programmed microprocessor  60  and battery  76 , are all mounted on the fuel supply platform  24 . The advantage of this feature is that when the fuel canister  28  releases the dimethyl ether fuel gas  29  into fuel supply assembly  26 , the Joule-Thompson effect, which occurs during expansion of most gases, including dimethyl ether, cools the fuel supply assembly  28  and fuel supply platform  24 , which, in turn, cool down the circuit board  74  containing the microprocessor  60  and battery  76 . Consequentially, the distance between the fuel supply platform  24  and the bottom chamber plate  22  only needs to be sufficient to make room for the fuel supply assembly  26 , without concern that the convective and radiant heat from the bottom chamber plate  22  will cause an overheating of the circuit board  74  and its electronic components. This cooling effect unexpectedly allows for a more compact design for the catalytic heating system  1 . 
     In an another embodiment, a catalytic heating system  100  for heating a beverage or food as described is described in  FIG. 10A  through  FIG. 17B . The primary difference between the catalytic heating system  100  and the catalytic heating system  1  is that m the catalytic heating system  1  the container  16  for containing a beverage or food is integral with the top chamber plate  20  within the catalytic combustion assembly  18 , and the container is not intended to be used separately from the catalytic combustion assembly  18 . However, in the catalytic heating system  100 , a container  120  for containing a beverage or food is not integral with a catalytic combustion assembly  122  and is intended, if desired, to be used separately from the catalytic combustion assembly  122 . With respect to the similarities between the figures illustrating catalytic combustion assemblies,  18  and  122 , the only difference between the component parts illustrated in  FIG. 5A  through  FIG. 5E  and those illustrated in FIG.  14 A through  FIG. 14E  is that the top channel  124 A disclosed in  FIG. 14A  through  FIG. 14E  does not extend above the top surface of top chamber plate  124 , which as a result is slightly thicker than top chamber plate  20 A disclosed in  FIG. 5A through 5E . With respect to the component parts of  FIG. 15A  through  FIG. 17B , they are identical to  FIG. 7A through 9B . And, although the component identification numbers for the corresponding sets of figures are not the same, the corresponding components are identical. For example, a fuel supply assembly  130  illustrated in  FIG. 16A  and  FIG. 15B  pertaining to the catalytic heating system  100  is identical to fuel supply assembly  26  illustrated in  FIG. 7A  and  FIG. 7B  pertaining to catalytic heating system  1 . 
       FIG. 10A and 10B  illustrate a top front perspective view and a top back perspective view, respectively, of a catalytic heating system  100  for heating a beverage or food, with the catalytic heating system  100  preferably being portable. More specifically,  FIG. 10A  illustrates that the catalytic heating system  100  comprises an upper shell module  102  having cylindrically shape and a lower shell module  104  also having a cylindrically shape. The catalytic heating system  100  further comprises a shell lid  108  removably attached to the upper shell module  102 , a canister base  110  adjacent to the lower shell module  104 , an on/oft button  112  on an outside surface of the lower shell module  104 , a pair of air vents  114  providing air passages into the inside of the lower shell module  104 , a plurality of screws  118  for attaching the lower shell module  104  to the catalytic combustion assembly  122  disposed within the lower shell module  104  as described below, and a snap-fit system  106  for releasably attaching the upper shell module  102  to the lower shell module  104 .  FIG. 10B  illustrates that the lower shell module  104  contains an exhaust outlet duct  116  for providing an exhaust passage from inside of the lower shell module  104  to atmosphere. And,  FIG. 10C  shows more specifically that the snap-fit system  106  can be utilized to separate upper shell module  102  from the lower shell module  104 . Snap-fit system  106  comprises a female portion  106 A that is integral with a circumferential bottom portion  102 A of the upper shell module  102  and a male portion  1068  that is integral with a circumferential band  104 A integral with a top end of lower shell module  104 . The snap-fit system  106  can be operated to detach the upper shell module  102  from the lower shell module  104  by depressing the male portion  1068 , thereby releasing its engagement with the corresponding female portion  106 A, and allowing the upper and lower shell modules,  102  and  104 , to be separated. Then the separated modules can be reconnected by simply inserting circumferential band  104  of the lower shell module  104  into the circumferential bottom portion  102 A of the upper shell module  102  until the female and male portions,  106 A and  106 B, reengage. 
       FIG. 11  and  FIG. 12  illustrate that the upper shell module  102  houses a container  120  for containing a beverage or food and that the lower shell module  104  contains the catalytic combustion assembly  122  for heating the container  120  and its contents. The figures also show that the catalytic combustion assembly  122  comprises: a top chamber plate  124  that is not integral with the bottom of the container  120 ; a bottom chamber plate  128  coupled to the top chamber plate  124 , thereby forming an integrated chamber plate  125 ; a fuel supply platform  128 ; a fuel supply assembly  130  having tubular connections to the fuel supply platform  128  and to the bottom chamber plate  126 ; a fuel canister  132  having the canister base  110  attached to a bottom of the fuel canister  132 , with the fuel canister  132  removably attached to the fuel supply platform  128 ; and dimethyl ether fuel gas  127  as the preferred fuel gas contained in a state of compression within the fuel canister  132 . As mentioned above, a reference to a “fuel” or a “fuel gas” means fuel in a gaseous phase, unless indicated otherwise. 
     The container  120  can be secured to the upper shell module  102  by bonding an outside top perimeter of the container  120  to an inside top perimeter of the upper shell module  102  and by similarly bonding an outside bottom perimeter of the container  120  to an inside bottom perimeter of the upper shell module  102 . And, fuel supply platform  128  can be secured to the lower shell module  104  by using the plurality of screws  118  to attach an inside perimeter of the lower shell module  104  to an outside perimeter of the fuel supply platform  128 . The shell lid  108  can be removably attached to a top end of the upper shell module  102  by screwing the shell lid  108 , having female threads around its inside perimeter, to the upper shell module  102 , having male threads around its top outside perimeter. The container  120  can be any container that can conduct heat, such as a cup, mug or sauce pan; preferably the container  120  will have a metallic composition. And, the upper and lower shell modules  102  and  104  can be made of a thermally non-conductive material, preferably a polymeric material; alternatively, the container  120  can have a thermally insulating layer disposed between a sidewall  121  of the container  120  and the upper shell module  102 . 
     The components of the catalytic combustion assembly  122  are illustrated in more detail in  FIG. 13 through 15 .  FIG. 13  illustrates that in this embodiment the top chamber plate  124  is not integral with the bottom of the container  120 , with the container  120  having a flat container bottom  123  integral with the sidewall  121  of the container  120 .  FIG. 14A through 14E  further illustrate that a bottom surface of the top chamber plate  124  contains a top channel  124 A that is integral with the top chamber plate  124  and preferably has a concave half-cylindrically shape, with the top channel  124 A also having a curved center section  124 B and a pair of linear sections  124 C integral with corresponding ends of the curved center section  124 B. A top surface of the bottom chamber plate  126  similarly contains a bottom channel  120 A, that is integral with the bottom chamber plate  126  and preferably has a concave half-cylindrically shape that extends partially below the bottom surface of bottom chamber plate  22 , with the bottom channel  126 A having a curved center section  126 B and a pair of linear sections  126 C integral with corresponding ends of the curved center section  126 B. When top and bottom chamber plates,  124  and  126 , are aligned in a predetermined manner and coupled together to form the integrated chamber plate  125 , top channel and bottom channel,  124 A and  126 A, form an elongate sidewall enclosure  142 , having a preferred cylindrically shape, a curved sidewall center section  142 A and a pair of linear sidewall end sections  142 B integral with corresponding ends of the curved sidewall center section  142 A. The elongate sidewall enclosure  142  encloses and defines an enclosed catalytic combustion chamber  140  that extends through the elongate sidewall enclosure  142 , with me chamber  140  having the same curved and linear shape as the elongate sidewall enclosure  142 . The elongate sidewall enclosure  142  and the enclosed catalytic combustion chamber  140  are best illustrated in  FIG. 14C  through  FIG. 14E . The side view of  FIG. 14C  illustrates me top and bottom chamber plates,  124  and  126 , after they have been coupled together forming the integrated chamber plate  125 ; the cross-sectional view of  FIG. 14D  shows the catalytic combustion chamber  140  enclosed within the elongate sidewall enclosure  142 , with a catalytic reaction media  160  and a combustion starting element  164  (described below) removed; and the top plan view of  FIG. 14E , with the top chamber plate  124  removed, further illustrates the catalytic combustion chamber  140 , elongate sidewall enclosure  142  and the curved sidewall section  142 A and pair of linear sidewall sections  142 B, also with the catalytic reaction media  160  and combustion starting element  164  removed. 
     The elongate sidewall enclosure  142  preferably should have a diameter that is relatively small in order to ensure that the curved portion of the sidewall enclosure  142  can bend in a smooth and continuous fashion within the coupled chamber plates  124  and  126 ; and in order to more evenly distribute the heat generated from the catalytic combustion chamber  140  to the top chamber plate  124  and to the bottom of the container  120  that is adjacent to the top chamber plate  124 , which, in turn, provides for a more even distribution of heat to the beverage or food. At the same time, however, the elongate sidewall enclosure  142  should have a diameter and length that are large enough to contain a sufficient quantity of a catalytic reaction media  160  over the length of the sidewall enclosure  142  to produce a sufficient amount of heat to effectively the top chamber plate  124 , bottom of the container  120  and the beverage or food within container  120 . Given these considerations, the inventors have determined that the elongate sidewall enclosure  142  preferably should have a diameter of about 10 millimeters or less, and more preferably between about 5 and 10 millimeters. The elongate sidewall enclosure  142  also has a flow-through fuel gas inlet  142 C within one end of the sidewall enclosure  142  and a flow-through exhaust outlet  142 D within the other end of the sidewall enclosure  142 , with the sidewall enclosure  142  having no other flow-through openings within the sidewall enclosure  142 . And, a flow-through fuel gas inlet elbow  150  and a flow-through exhaust outlet elbow  152  are sealably disposed within the flow-through fuel gas inlet  142 C and the flow-through exhaust outlet  142 D, respectively. The flow-through exhaust outlet elbow  152  also has a tubular connection  153  with the exhaust outlet duct  116  within the lower shell module  104 . The tubular connection  153  effectively extends the enclosed length of the elongate sidewall enclosure  142  from the flow-through exhaust outlet  142 D of sidewall enclosure  142  to the exhaust outlet duct  116 . 
     It is preferred that the top and bottom chamber plates,  124  and  126 , are coupled together by utilizing a plurality of binder posts  154 , with top portions of the binder posts  154  disposed within corresponding openings through the top chamber plate  124 , with bottom portions of the binder posts  154  disposed within corresponding openings through the bottom chamber plate  126 , and with bottom ends of the binder posts  154 , which extend away from the bottom surface of the bottom chamber plate  126 , used to couple the top chamber plate  124  to the bottom chamber plate  126  by flattening the ends of the binder posts  154  against the bottom surface of the chamber plate  126 . Preferably, the top and bottom chamber plates,  124  and  126 , have a metallic composition. 
     Before the enclosed catalytic combustion chamber  140  is formed by coupling the top and bottom chamber plates,  124  and  126 , the catalytic reaction media  160  preferably can be positioned in a curved orientation, as shown in  FIG. 5A , within the curved section  126 B of bottom channel  126 A. Alternatively, the catalytic reaction media  160  can be positioned in a curved and linear orientation within the curved section  126 B of bottom channel  126 A and within the pair of linear sections  126 C of bottom channel  126 A. Although the figure shows that a center top half of the catalytic reaction media  160  has been removed, this is only for the purpose of revealing a curved passage  182  that extends lengthwise through the interior of the catalytic reaction media  160 . As also shown in  FIG. 14A and 14B , a combustion starting element  164 , preferably made from a narrow gage resistance wire alloy, such as Nichrome 60, Nichrome 80 or Kanthal, can be disposed lengthwise through a center portion of the catalytic reaction media  160 , with one end  164 A of the combustion starting element  164  disposed through an opening within the bottom channel  126 A and another end  164 B of the combustion starting element  164  disposed through another opening through the bottom channel  126 A, and with a center portion  164 C of the combustion starting element  164  disposed through the curved passage  162  within the catalytic reaction media  160 . Preferably, as illustrated in  FIG. 14A and 14B , the center portion  164 C of the combustion starting element  164  is coiled, which causes the combustion starting element  164  to attain a higher ignition temperature for a given amount of electrical power than would otherwise exist if the combustion starting element  164  were not coiled. The ends,  164 A and  164 B, of the combustion starting element  164  are in electronic connection with a programmed microprocessor  166  which, when activated, supplies electrical current a battery  138 , such as a lithium polymer type battery, to the combustion starting element  164 . Alternatively, the combustion starting element  164  can be a spark ignition system comprising a pair of wires disposed within a lengthwise opening within the catalytic reaction media  164 , with the pair of wires separated by a predetermined distance within the opening. A large transient electric voltage is formed between the wires using techniques well known to those skilled in the art, such as utilizing a piezoelectric crystal that can produce a substantial voltage when squeezed by mechanical means. The resulting large voltage causes the discharge of a spark between the pair of wires that Ignites the catalytic reaction media  164 . And, as best illustrated in  FIG. 14A  through  FIG. 14E , in order to ensure that the catalytic combustion process is confined to the catalytic combustion chamber  140 , sealing members  168  and  170  are disposed within corresponding sealing channels  168 A and  170 A within the bottom chamber plate  126 . with the sealing channel  168 A concentrically positioned outside of bottom channel  126 A and sealing channel  170 A concentrically positioned inside of bottom channel  126 A. In addition, a pair of O-rings  172  Is disposed around corresponding portions of flow-through fuel gas inlet elbow  150  and flow-through exhaust outlet elbow  152  in order to further seal the catalytic combustion chamber  140 . 
     Once the catalytic reaction media  180  and combustion element  164  are positioned within the curved bottom channel  126 A and the top chamber plate  124  is coupled to the bottom chamber plate  126 , the catalytic reaction media  160  and the combustion element  164  are captured in a curved orientation within the curved sidewall section  142 A of the elongate sidewall enclosure  142 , thereby defining catalytic combustion chamber  140  as having the same shape as the elongate sidewall enclosure  142 . In this regard, a curved elongate shape for the catalytic combustion chamber  140  is preferred in order to more evenly distribute the heat from the combustion chamber  140  to the top chamber plate  124  and, thereby, provide for a more even distribution of heat to the beverage or food within container  120 . And, the most preferred curved elongate shape for the catalytic combustion chamber  140  is a curvature having a constant radius of curvature (hereinafter referred to as a “circular curvature”) providing a smooth and continuous surface within the combustion chamber  140 . Although the catalytic combustion chamber  140  having a circular curvature is preferred, as described in connection with catalytic heating system  1 , other curved shapes, such as serpentine or coiled, can be used with catalytic heating system  100   
       FIG. 15A and 15B  more specifically illustrate the fuel supply assembly  130  mat is mounted on a topside of fuel supply platform  128 . The fuel supply assembly  130  comprises the following fuel supply components a fuel inlet valve  131  having a compression fitting and tap for use in fluidly connecting the fuel assembly  130  to the fuel canister  132 , containing dimethyl ether fuel gas  127 ; a liquid/gas separator  133 , which could be, but not limited to, a porous oleophobic membrane such as “Supor R” made by Pall Corporation, having a tubular connection through tube  130 A with the fuel inlet valve  131 , with the liquid/gas separator  133  for removing any dimethyl ether fuel gas  127  that is in liquid form; a pressure regulator  134 , such as an ultra-miniature regulator from the “PR-MLS” model series by Beswick Engineering, having a tubular connection through tube  130 B with the liquid/gas separator  133 , with the pressure regulator  134  for maintaining the pressure of the dimethyl ether fuel gas  127  at a predetermined level; a solenoid valve  135 , such as the “LHL” series from the Lee Company, having a tubular connection through tube  130 C with the pressure regulator  134 , with the solenoid valve  135  for opening and closing the flow of dimethyl ether fuel gas  127  through the fuel supply assembly  130 ; a fuel and air mixing injector  136 , such as a venturi injector, having a tubular connection through tube  130 D with the solenoid valve  135 , with the fuel and air mixing injector  136  for injecting the dimethyl ether fuel gas  127  and entrained air into the catalytic combustion chamber  140 ; and a temperature sensor  128 A attached to the bottom surface of the bottom chamber plate  126  for sensing the temperature within the catalytic combustion chamber  140 ; and a temperature sensor  129 B attached to the outside surface of the sidewall  121  of container  120  for sensing the temperature of the container  120 . And, the fuel supply assembly  130  has a tubular connection to the catalytic combustion chamber  140  by inserting a top end of the fuel and air mixing injector  136  into the flow-through fuel gas inlet elbow  150  of the chamber  140 . 
     The fuel supply assembly  130  further comprises the programmed microprocessor  166  that is attached to and in electrical connection to a circuit bord  137  that is mounted on the top side of the fuel supply platform  128 . A battery  138 , such as a lithium polymer type GM502030 from PowerStream Technology, Inc., can also be attached to and in electrical connection to the circuit board  137 , or the battery  138  can be attached to any other appropriate location within the catalytic combustion assembly  122  or within the lower shell module  104  surrounding the catalytic combustion chamber  140 . The battery  138  supplies electrical power to the programmed microprocessor  166  when the on/off button  112  is in the “on” position and disconnects electrical power when the on/off button  112  is in the off position. When activated, the programmed microprocessor  166 , with inputs from the temperature sensors  129 A and  129 B, controls the functionality of the solenoid valve  135  in order to control the fuel gas flow rate and temperature within the enclosed catalytic combustion chamber  140 . The activated programmed microprocessor  166  also supplies electrical power to the combustion starting element  164 , which the microprocessor  166  coordinates with the supply of fuel gas to the enclosed catalytic combustion chamber  140  by opening and dosing the solenoid valve  135 . 
     The cross-sectional side view presented in  FIG. 16  illustrates that fuel canister  132  can contain the dimethyl ether fuel gas  127  and that the fuel canister  132  can be releasably connected to the fuel supply platform  128 . In order to facilitate the connection, the fuel supply platform  128  also comprises a platform receptacle  178 , integral with an underside of the fuel supply platform  128 , that contains a platform receptacle opening  180  leading to a cylindrically shaped cavity  182 , with the cavity  182  having: female threads extending distally from the opening  180 ; an inner O-ring  184  disposed within the cavity  182  and positioned distally from the female threads; and an outer O-ring  186  disposed around an outside surface of the platform receptacle  178 . The fuel canister  132  contains a fuel flow valve  188 . integral with the top of the fuel canister  132 , and having male threads that can be used to connect the fuel canister  132  to the fuel supply platform  128  by screwing the fuel flow valve  188  into the platform receptacle  178 . This action causes: 1) the tap within fuel gas compression fitting  131  to open the fuel flow valve  188 , thereby allowing the dimethyl ether fuel gas  127 , which has been compressed within the fuel canister  132 , to flow from the canister  132  into the fuel supply assembly  130 ; and 2) an outside surface of the fuel canister  132  to engage the outer O-Ring  186  and the fuel flow valve  188  to engage the inner O-ring  184 . thereby preventing dimethyl ether fuel gas  127  within the fuel container  132  from escaping to atmosphere. 
       FIG. 17A and 17B  illustrate in more detail that the top of the shell lid  108  contains a flow opening  108 A for allowing a beverage contained within the container  120  to flow out of the container  120  and into a flow guide  108 B for channeling the flow of a beverage from the container  120 . A shell slider valve  108 C can be operated within a shell slider valve retainer  108 D to open the shell slider valve  108 C in order to allow the beverage to flow out of the container  120  or to close the shell slider valve  108 C to prevent the beverage from flowing out of the container  120 . 
     The catalytic heating system  100  has general industrial applicability in that it can be utilized to heat a container containing a beverage or food. Specifically, operation of the catalytic heating system  100  can proceed by providing a flow of the dimethyl ether fuel gas  127  by attaching the fuel canister  132 , containing the dimethyl ether fuel gas  127  to the fuel supply platform  128 , by screwing the fuel flow valve  188  into the platform receptacle  178 , which causes the tap within the fuel gas compression fitting  131  to open the fuel flow valve  188  and causes the dimethyl ether fuel gas  127  within the fuel canister  132  to flow through compression fitting  131  and into the fuel supply assembly  130 . The dimethyl ether fuel gas  127  will initially flow through the liquid/gas separator  133 , where any fuel gas in liquid form will be removed, and then flow through the pressure regulator  134  that will maintain the fuel gas below a predetermined pressure, and continue flowing until it reaches the solenoid valve  135 . With the on/off button  112  in the “off” position, the solenoid valve  135  will be closed, which prevents the dimethyl ether fuel gas  127  from flowing into the fuel and air mixing injector  136 . Next, the catalytic heating system  100  can be operated to heat a beverage or food by, if necessary, removing the shell lid  108  by unscrewing it from its engagement with the top of the upper shell module  102 . A beverage or food can then be placed into the container  120  and the shell lid  108  reattached to the upper shell module  102 . The catalytic combustion process that is utilized to heat the beverage or food is initiated by depressing the on/off button  112  to the “on” position, which activates the programmed microprocessor  166  by closing the circuit connection between the battery  138  and programmed microprocessor  166 . At a predetermined time after activation, the programmed microprocessor  166  causes the solenoid valve  135  to open, causing the dimethyl ether fuel gas  127  to flow into the fuel and air mixing injector  136 . As the dimethyl ether fuel gas  127  flows through the fuel and air mixing injector  136 , the velocity of the fuel gas flow  127  will increase due to the distal narrowing of the injector  136 . Increasing the velocity of the dimethyl ether fuel gas  127  causes the pressure in the fuel and air mixing injector  136  to decrease, thereby entraining the dimethyl ether fuel gas  127  with atmospheric air in order to produce a dimethyl ether fuel gas and entrained air mixture, while maintaining an entrainment ratio of about 15 or more parts air to about one part dimethyl ether fuel gas  127  for the mixture. The dimethyl ether fuel gas and the entrained air mixture is injected by the fuel and air mixing injector  136  into the flow-through fuel gas inlet elbow  150  and then into the elongate sidewall enclosure  142  defining the catalytic combustion chamber  140 , thereby constraining the flow of the mixture though the catalytic combustion chamber  140  to the curved and linear path best illustrated in  FIG. 14E . While the flow of the dimethyl ether fuel gas and entrained air mixture is flowing through the catalytic combustion chamber  140 , additional actions that contribute to the generation of the catalytic combustion process are: contacting the dimethyl ether fuel gas and entrained air mixture with the catalytic reaction media  160  and the combustion starting element  164 : activating the programmed microprocessor  166  to cause an electrical current to be supplied to the combustion starting element  164 , which causes the combustion starting element  164  to heat up, thereby igniting the flow of dimethyl ether fuel and entrained air mixture and generating the catalytic combustion process within the catalytic reaction media  160  within catalytic combustion chamber  140 . The heat generated by the catalytic combustion process causes the top channel  124 A and top chamber plate  124  to heat up by conducting heat away from the catalytic combustion chamber  140 , which in turn heats the container  120  and the beverage or food within the container  120 . Exhaust generated from the catalytic combustion process passes through the flow-through exhaust outlet elbow  152 , through the tubular connection  153  between the outlet elbow  152  and the exhaust outlet duct  116  within the lower shell module  104 , and out the exhaust outlet duct  116 . 
     The advantages and unexpected results provided by the catalytic heating system  100  are the same as the advantages, and unexpected results of the catalytic heating system  1  described above. However, the catalytic heating system  100  has the additional advantage of being able to remove the upper shell module  102  and its attached container  120  within the upper shell module  102  from the lower shell module  104 , providing the conveniences of using and washing the container  120  separate from the lower shell module  104 . 
     In an another embodiment, a catalytic heating system  200  for heating a beverage or food with a stovetop surface  201  is described in  FIG. 19A  through  FIG. 25 . More specifically,  FIG. 19A  and  FIG. 19B  illustrate that the catalytic heating system  200 , which is preferably portable, comprises: an outer shell  202  having a cylindrically shape; a canister base  210  adjacent to outer shell  202 ; an on/off button  204  on the outside surface of outer shell  202 ; a pair of air vents  206  for providing air passages to the inside of outer shell  202 ; a plurality of screws  208  for attaching the outer shell  202  to a catalytic combustion assembly  222  disposed within the outer shell  202 , and an integrated chamber plate  225  having a cylindrically shape and having a stovetop surface  201  integral with the integrated chamber plate  225 , with the integrated chamber plate  225  integral with the catalytic combustion assembly  222 , and with the integrated chamber plate  225  concentrically disposed within a top opening  212  of outer shell  202 . The components of catalytic combustion assembly  222  are described in detail below. And,  FIG. 19B  shows that the outer shell  202  contains an exhaust outlet duct  216  for providing an exhaust passage from the inside of the outer shell  202  to atmosphere. 
       FIG. 20  and  FIG. 21  further illustrate the catalytic combustion assembly  222  disposed within and attached to the outer shell  202 , with the catalytic combustion assembly  222  providing a catalytic heating source for the catalytic heating system  200 . In this regard, the catalytic combustion assembly  222 , as illustrated in more detail in  FIG. 22  through  FIG. 24 , is identical to the catalytic combustion assembly  122  illustrated in  FIG. 11  through  FIG. 16  and described in connection with the catalytic heating system  100 . And, although the identification numbers for the component parts of catalytic combustion assembly  222  as shown in the figures are different than the identification numbers for the component parts of catalytic combustion assembly  122 , the corresponding components are identical For example, the integrated chamber plate  225 , a fuel supply assembly  230 , a fuel supply platform  228  and a fuel canister  232  within catalytic combustion assembly  222  are identical to integrated chamber plate  125 , fuel supply assembly  130 , fuel supply platform  128  and fuel canister  132 , respectively, within catalytic combustion assembly  122 . 
     The catalytic combustion assembly  222  can be used in a manner, which is the same as the manner of utilizing the catalytic combustion, assembly  122 , to provide a catalytic heating process within the catalytic heating system  200 . Specifically, the fuel canister  232  within catalytic combustion assembly  222 , entrained air mixture within the enclosed catalytic combustion chamber  240  generates a catalytic combustion process within the catalytic reaction media  260  disposed within the catalytic combustion chamber  240 . The heat generated from the catalytic combustion process heats the top chamber plate  224  within the integrated chamber plate  225 , just like the catalytic heating system  100  uses the heat generated from the catalytic combustion chamber  140  to heat the top chamber plate  124  within the Integrated chamber plate  125 . In this regard, however, the manner in which the two systems are used to heat a container are different. In the catalytic heating system  100 , the heated top chamber plate  124  is brought into adjacent contact with the bottom of container  120  by attaching the top module  102  to the bottom module  104 , thereby providing for conduction of heat directly from the heated top chamber plate  124  to the container  120 . By contrast, in catalytic heating system  200 , the heated top chamber plate  224  within integrated chamber plate  225  is utilized as the stovetop surface  201  that can be used to heat a container, like a pot, pan or similar container that can be used to heat its contents by simply placing the container on the stovetop surface  201 .  FIG. 25  illustrates a pot (in dashed lines) that has been placed on the stovetop surface  201 . The container is heated by the conduction of heat directly from the stovetop surface  201  to the container. A more specific description of all of the component parts of the catalytic combustion assembly  222  and the manner in which those component parts operate to generate conductive heat is presented above in connection with the description of the component parts of catalytic combustion assembly  122 , which is equally applicable to catalytic combustion assembly  222 . Further, the advantages of the catalytic combustion assembly  122  are also equally applicable to the catalytic combustion assembly  222 . 
     in an another embodiment, a catalytic heating system  300  for heating a beverage or food, with a stovetop surface  301  is described in  FIG. 26  through  FIG. 32 . More specifically,  FIG. 26  illustrates that the catalytic heating system  300 , which is preferably portable, comprises: an outer shell  302  having a cylindrically shape; a canister base  310  adjacent to outer shell  302 ; an on/off button  304  on the outside surface of outer shell  302 , a pair of air vents  306  for providing air passages to the inside of outer shell  302 ; a plurality of screws  308  for attaching the outer shell  302  to a catalytic combustion assembly  322  disposed within the outer shell  302 ; and an integrated chamber plate  325  having a cylindrically shape and having the stovetop surface  301  integral with the integrated chamber plate  325 , and with the integrated chamber plate  325  integral with the catalytic combustion assembly  322 . The cylindrically shaped integrated chamber plate  325  is concentrically positioned above the cylindrically shaped outer shell  302  and adjacent to a top end of the outer shell  302 , as shown in  FIG. 27  and  FIG. 28 , with the cylindrically shaped integrated chamber plate  325  having a circumference that is greater than the circumference of the outer shell  302 , such that an integrated chamber plate perimeter wall  351  of the integrated chamber plate  325  extends away from the outside perimeter of the outer shell. The components of the catalytic combustion assembly  322  are described more specifically below, 
     The components of the catalytic combustion assembly  322  are illustrated in more detail in  FIG. 27  through  FIG. 31 . The figures illustrate that the catalytic combustion assembly  322  comprises: a top chamber plate  324 ; a bottom chamber plate  326  coupled to the top chamber plate  324 , thereby forming the cylindrically shaped integrated chamber plate  325 , with integrated chamber plate  325  having the stovetop surface  301  integral with top chamber plate  324 ; a fuel supply platform  328 ; a fuel supply assembly  330  having tubular connections to the fuel supply platform  328  and to the bottom chamber plate  326 ; a fuel canister  332 , with the canister base  310  attached to a bottom of the fuel canister  332 , and with the fuel canister  332  removably attached to the fuel supply platform  328 ; and a fuel gas  327 , preferably dimethyl ether, in a state of compression within the fuel canister  332 . Dimethyl ether is the preferred fuel gas due. in part, to having a stoichiometric air to fuel ratio mat is conducive to obtaining complete combustion of the fuel gas in a catalytic combustion process. Other fuel gasses, however, like butane, propane and mixtures of those fuel gasses, along with mixtures of dimethyl ether, butane and propane, can also be used as the fuel gas  327 . As mentioned above, a reference to a “fuel” or a “fuel gas” means fuel in a gaseous phase, unless indicated otherwise. 
     The perspective and exploded view of  FIG. 29A  and top plan view of  FIG. 29B  illustrate the integrated chamber plate  325  separated from the tubular connection of the bottom chamber plate  326  to the fuel supply assembly  330 , and shows that the integrated chamber plate  325  is formed by coupling the top chamber plated  324  to the bottom chamber plate  326 . The integrated chamber plate  325  has integrated chamber plate top and bottom sides  350  and  352 , with the integrated chamber plate top side  350  coextensive with the stovetop surface  301 , and with the integrated chamber plate perimeter wall  351  of Integrated chamber plate  325  disposed between and integral with the integrated chamber plate top and bottom sides  350  and  352 . The top chamber plate  324  of integrated chamber plate  325  has a cylindrically shape and top and bottom chamber plate sides  324 A and  324 B, respectively. The bottom chamber plate  326  of integrated chamber plate  326  also has a cylindrically shape, with the bottom chamber plate  326  having top and bottom sides  326 A and  326 B, respectively, and a perimeter wall  326 C disposed between and integral with the top and bottom sides  326 A and  326 B. A flow-through fuel gas inlet  356  is integral with the center of the bottom chamber plate  326 . When the top chamber plate and bottom chamber plates  324  and  326  are coupled together to form integrated chamber plate  325 , the top side  324 A of top chamber plate  324  is coextensive with the integrated chamber plate top side  350  and the stovetop surface  301 , the bottom side  326 B of bottom chamber plate  326  is coextensive with integrated chamber plate bottom side  352 , and the perimeter wall  326 C of bottom chamber plate  326  is coextensive with the integrated chamber plate perimeter wall  351 . A plurality of channels  362 , preferably six in number, are integral with the top side  326 A of bottom chamber plate  328 , with a proximal end each channel out of the plurality of channels  362  integral with and fluidly connected to the flow-through fuel gas inlet  356  and with an opposite distal end of each channel out of the plurality of channels  362  integral with a corresponding exhaust outlet out of a plurality of exhaust outlets  358  within the chamber plate perimeter wall  326 C of the bottom chamber plate  326 . Preferably, the inside surface of each of the channels out of the plurality of channels  362  has an elongate curved shape, with a bottom flat surface  363  of each channel being integral with and perpendicular to a pair of opposing sidewalk  365 . And, when the top chamber plate  324  is coupled to the bottom chamber plate  326 , the plurality of channels  382  and top chamber plate  324  form a corresponding plurality of enclosed catalytic combustion chambers  360 , with each enclosed catalytic combustion chamber out of the plurality of enclosed catalytic combustion chambers  360  preferably having a curved shape with four inside elongate sidewall surfaces, with each elongate sidewall surface perpendicular or normal to an adjacent sidewall surface and with each sidewall surface opposite from a sidewall surface. It is preferred that the distance between opposite sidewall surfaces be about 10 millimeters or less or more preferably between about 5 and 10 millimeters. These dimensions provide the advantage of limiting or preventing flame propagation in the catalytic combustion chamber. Each enclosed catalytic combustion chamber out of the plurality of catalytic combustion chambers  360  also has a single flow-through fuel gas inlet opening  356 A, having a flow-through connection with the flow through fuel gas inlet  356 , and a single flow-through exhaust outlet opening  358 A, having a flow-through connection with an exhaust outlet  358 , with each enclosed catalytic combustion chamber  360  not having any other flow-through openings accessing the enclosed catalytic combustion chamber  360 . A catalytic reaction media  364  is disposed within each enclosed catalytic combustion chamber out of the plurality of enclosed catalytic combustion chambers  360 , with the catalytic reaction media  364  conforming to the shape of the enclosed catalytic combustion chamber and extending a predetermined distance within the chamber. If the catalytic combustion chamber is curved as in  FIG. 29A  and  FIG. 29B , the catalytic reaction media  364  will conform to the same curved shape having an outside convex portion  364 A and an inside concave portion  364 B. 
     The bottom side  328 B of bottom chamber plate  326 , as show In  FIG. 29C , contains a plurality of cavities  368  that correspond in number to the plurality of enclosed catalytic combustion chambers  360  integral with the top side  326 A of bottom chamber plate  326 . Each of the cavities out of the plurality of cavities  368  is positioned such that the cavity does not extend into an adjacent enclosed catalytic combustion chamber out of the plurality of enclosed catalytic combustion chambers  360 . A fuel gas tubular connector  370  is coupled at one open end to the bottom side  326 B of the bottom chamber plate  326 , with said open end surrounding the flow-through fuel gas inlet  356 , and with an opposite open end of fuel gas tubular connector  370  that can be fluidly connected to a fuel and air mixing injector  336  within fuel supply assembly  330 . A combustion starting element  374 , preferably a pair of wires that are part of a spark ignition system, are passed through an opening in the side of fuel gas tubular connector  370  so that the combustion starting element  374  can be positioned inside the open space within the fuel gas tubular connector  370 . A microprocessor  366  within fuel supply assembly  330  is utilized to control the spark ignition system which generates an electrical spark between the pair of wires forming the combustion starting element  374 . And, a temperature sensor  376  can be integral with me bottom side  326 B of bottom chamber plate  326  for sensing the temperature of the catalytic combustion process. 
       FIG. 30A ,  FIG. 30B  and  FIG. 31  illustrate in more detail the fuel supply assembly  330 , fuel supply platform  328  and fuel canister  332  within catalytic combustion assembly  322 . With one exception, these components within catalytic combustion assembly  322  are identical to the fuel supply assemblies  130  and  230 , fuel supply platforms  128  and  228  and fuel canisters  132  and  232  illustrated and described in connection with the catalytic heating systems  100  and  200 . And, although the identification numbers for the component parts of fuel supply assembly  330 , fuel supply platform  328  and fuel canister  332  as shown in the figures are different than the identification numbers for the component parts of: fuel supply assembly  130 , fuel supply platform  128 , and fuel canister  132  shown in  FIG. 15A ,  FIG. 15B  and  FIG. 16 ; and fuel supply assembly  230 , fuel supply platform  228 , and fuel canister  232  shown in  FIG. 23A ,  FIG. 23B  and  FIG. 24 , the corresponding parts component parts are identical. The only component part of fuel supply assembly  330  that is not disclosed in fuel supply assembly  130  or  230  is a fuel gas inlet tubular extension  330 E fluidly connected at one end to the fuel and air mixing injector  336  and can be fluidly connected at the other end to fuel gas tubular connector  370  integral with the bottom chamber plate  326  integral with integrated chamber plate  325 . 
     The catalytic combustion assembly  322  within catalytic heating system  300  can be used in a manner, which is the same as the manner of utilizing the catalytic combustion assembly  222  within catalytic heating system  200 , in order to generate a fuel gas and entrained air mixture to be injected into a combustion chamber Specifically, the fuel canister  332  within catalytic combustion assembly  322 , which is releasably connected to the fuel supply assembly  330 , supplies fuel gas to the fuel supply assembly  330 , which in turn utilizes the fuel and air mixing injector  336  to generate the fuel gas and entrained air mixture There are differences, however, in the manner in which catalytic combustion assembly  322 , as compared to catalytic combustion assembly  222 , utilizes the fuel gas and entrained air mixture to generate conductive heat from a catalytic combustion process. The catalytic combustion assembly  322  within catalytic heating system  300  uses the fuel and air mixing injector  336  to inject the fuel gas and entrained air mixture through fuel gas tubular connector  370  into the plurality of enclosed catalytic combustion chambers  360 , where catalytic combustion processes heat the top chamber plate  324  and stovetop surface  301 . By comparison, catalytic combustion assembly  222  within heating system  200 , uses fuel and air mixing injector  236  to inject the fuel gas and entrained air mixture through flow-through fuel gas inlet  150  into a single enclosed catalytic combustion chamber  240 , where a catalytic combustion process heats the top chamber plate  224  and stovetop surface  201 . The plurality of enclosed catalytic combustion chambers  360  is provided, in part, due to the need to generate sufficient heat to heat the stovetop surface  301  which has a larger surface area as compared to the surface area of stovetop surface  201  within catalytic heating system  200 . And, the catalytic combustion assembly  322  uses the plurality of exhaust outlets  358  within the chamber plate perimeter wall  326 C of the bottom chamber plate  326  to direct exhaust from the plurality of enclosed catalytic combustion chambers  360  to atmosphere, while catalytic combustion assembly  222  within catalytic heating system  200  utilizes a single exhaust outlet  1420  integral with the bottom chamber plate  228  in order to direct exhaust to atmosphere through exhaust outlet duct  216  within outer shell  202 . Further, catalytic combustion assembly  322  preferably uses the combustion starting element  374  within the spark ignition system to ignite the fuel gas and entrained air mixture coming from the fuel supply assembly  330  before the mixture reaches the plurality of catalytic reaction media  364 , while the catalytic combustion assembly  222  preferably uses a coiled combustion starting element  264 C that is embedded in the catalytic reaction media  260  to ignite the fuel gas and entrained air mixture. With the exception of these differences, the description of the use of catalytic combustion assembly  222  within catalytic heating system  200  to generate a catalytic heating process to conductively heat a container, like a pot, pan or similar container by simply placing the container on the stovetop surface  201  as shown in  FIG. 32 , is equally applicable to the use of the catalytic combustion assembly  322  within catalytic heating system  300 . 
     Although each enclosed catalytic combustion chamber out of the plurality of enclosed catalytic combustion chambers  360  has a preferred elongate curved shape, other shapes can be utilized. For example, the catalytic combustion chamber can be linear or have a combination of linear and a curved sections. In this regard, however, the preferred elongate curved shape of each of the enclosed combustion chambers out of the plurality of enclosed combustion chambers  360  substantially increases the amount of heat energy that the catalytic combustion process within the enclosed catalytic combustion chamber can transfer to the top chamber plate  324  and its integral stovetop surface  301 . As the ignited fuel gas and entrained air mixture reacts with the catalytic reaction media  364  disposed with the catalytic combustion chamber and flows through the chamber, centrifugal force generates an asymmetric laminar flow velocity, causing higher temperatures, causing the majority of the heat energy generated from the catalytic combustion process to be produced in a zone much closer to the sidewall surface of the catalytic combustion chamber that is adjacent to the outside convex portion of the catalytic reaction media than would otherwise occur. This action, in turn, causes a more efferent transfer of heat energy to the integrated chamber plate and its integral stovetop surface. In addition, the heat transferred from the catalytic combustion chamber to the top chamber plate can be more uniformly distributed across the top chamber plate by utilizing a material, such as Annealed Pyrolytic Graphite, which has the characteristic of conducting heat preferentially in the plane of the top chamber plate, rather than equally well in all directions, as is more common. By comparison, a similar catalytic combustion process generated in an enclosed combustion chamber having an elongate linear shape would not accelerate the flow of fuel gas and entrained air mixture through the chamber and, as a result, additional heat energy would not be generated. 
     Another embodiment of the integrated chamber plate  325  within the catalytic combustion assembly  322  is illustrated in  FIG. 29D . In this embodiment each of the enclosed catalytic combustion chambers out of the plurality of enclosed catalytic combustion chambers  360 , which are formed by coupling the top chamber plate  324  to bottom chamber plate  326 , has an elongate linear shape, rather than an elongate curved shape. Otherwise, and with one additional feature, the component parts of the integrated chamber plate  325  are identical for both embodiments The additional feature, as illustrated in the figures, is a flow diverter  367  having a semispherically shape, with the flow diverter  367  integral with the bottom side  324 B of top chamber plate  324  and positioned at the center of the bottom side  324 B. The flow diverter  367  is provided in order to increase the amount of heat energy that can be transferred from the enclosed catalytic combustion chamber  360  to the stovetop surface  301 . After the fuel gas and entrained air mixture has been ignited by the combustion starting element  374  within the spark ignition system, the ignited flow contacts the flow diverter  367  causing the flow to separate into a planar flow adjacent to and in contact with the bottom side  324 B of top chamber plate  32 , with the planar flow forming a generally uniform radial pattern as it expands, remaining adjacent to and in contact with the bottom side  324 B of top chamber plate  324 . Ultimately, the planar flow separates into a corresponding plurality of separate planar flows that correspond to the plurality of the enclosed catalytic combustion chambers  360 . As each separate planar flow enters a corresponding catalytic combustion chamber, the flow remains adjacent to and contact with that portion of the bottom side plate  324 B of top chamber plate  324  that forms a top inside sidewall out of me four inside sidewall surfaces within the catalytic combustion chamber, and remains adjacent to and in contact with the top inside sidewall for a significant distance. As a result of this flow pattern inside the enclosed catalytic combustion chamber  360 , a substantial portion of the heat energy generated inside the catalytic combustion chamber is generated in a narrow zone within the catalytic reaction media  364  located near the top sidewall surface of the catalytic combustion chamber, which in turn transfers more heat energy to the stovetop surface  301 . Without the utilization of the flow diverter  367 , more of the heat generated in the enclosed catalytic combustion chamber  360  would exit the chamber as exhaust. 
     In an another embodiment, a catalytic heating system  400  for heating a beverage or food, with a stovetop surface  401  is described in  FIG. 33  through  FIG. 38 . More specifically.  FIG. 33  illustrates that the catalytic heating system  400 , which is preferably portable, comprises: an outer shell  402  having a cylindrically shape; a canister base  410  adjacent to outer shell  402 ; an on/off button  404  on the outside surface of outer shell  402 ; a pair of air vents  406  for providing air passages to the inside of outer shell  402 ; a plurality of screws  408  for attaching me outer shell  402  to a catalytic combustion assembly  422  disposed within the outer shell  402 ; and an integrated chamber plate enclosure having a cylindrically shape and having the stovetop surface  401  integral with the integrated chamber plater enclosure  425 , and with the integrated chamber plate enclosure  425  integral with the catalytic combustion assembly  422 . The cylindrically shaped Integrated chamber plate enclosure  425  is concentrically positioned above the cylindrically shaped outer shell  402  and adjacent to a top end of the outer shell  402 , as shown in  FIG. 34  and  FIG. 35 , and with the integrated chamber plate enclosure  425  having a circumference that is greater than the circumference of the outer shell  402 , such that an integrated chamber plate perimeter wall  451  of the integrated chamber plate enclosure  425  extends away from the outside perimeter of the outer shell. The components of the catalytic combustion assembly  422  are described more specifically below. 
     The components of the catalytic combustion assembly  422  are illustrated in more detail in  FIG. 34  through  FIG. 38 . The figures illustrate that the catalytic combustion assembly  422  comprises: a top chamber plate  424 : a bottom chamber plate  426  coupled to the top chamber plate  424 , thereby forming the integrated chamber plate enclosure  425 , a fuel supply platform  428 ; a fuel supply assembly  430  having tubular connections to the fuel supply platform  428  and to the bottom chamber plate  426 ; a fuel canister  432 , with the canister base  410  attached to a bottom of the fuel canister  432 , and with the fuel canister  432  removably attached to the fuel supply platform  428 ; and dimethyl ether fuel gas  427  as the preferred fuel gas contained in a state of compression within the fuel canister  432 . Dimethyl ether is the preferred fuel gas due, in part, to having a stoichiometric air to fuel ratio that is conducive to obtaining complete combustion of the fuel gas in a catalytic combustion process. Other fuel gasses, however, like butane, propane and mixtures of those fuel gasses along with mixtures of dimethyl ether, butane and propane, can also be used as the fuel gas  427 . As mentioned above, a reference to a “fuel” or a “fuel gas”means fuel in a gaseous phase, unless indicated otherwise. 
     The perspective and exploded view of  FIG. 36A  and top plan view of  FIG. 36B  illustrate integrated chamber plate enclosure  425  separated from the tubular connection of the bottom chamber plate  428  to the fuel supply assembly  430  and shows that the integrated chamber plate enclosure  425  is formed by coupling the top chamber plate  424  to the bottom chamber plate  326 . The integrated chamber plate enclosure  425  has an integrated chamber plate top and bottom sides  450  and  452 , with the integrated chamber plate top side coextensive with the stovetop surface  401 , and with the integrated chamber plate perimeter wall  451  disposed between and integral with the integrated chamber plate top and bottom sides  450  and  452 . The top chamber plate  424  has a flat cylindrically shape and top and bottom and the bottom chamber plate  426  has a cylindrically shape with a perimeter wall  442 , a closed bottom end  448  and open top end  449 , and with a flow-through fuel gas inlet  440  through the center of closed bottom end  448  of the bottom chamber plate  426  and a plurality of exhaust outlets  458  through perimeter wall  442 . The integrated chamber plate enclosure  425  is formed by coupling the top chamber plate  424  to the bottom chamber plate  426 , thereby creating an open space with the integrated chamber plate enclosure  426 . When the top chamber plate and bottom chamber plates  424  and  426  are coupled together to form integrated chamber plate enclosure  425 , the bottom end  448  of bottom chamber plate  426  is coextensive with integrated chamber plate bottom side  452 , and the perimeter wall  442  of bottom chamber plate  426  is coextensive with the integrated chamber plate perimeter wall  451 . A guide vane  454  ring, having a plurality of guide vane ring openings  454 A through the guide vane ring  454 , is disposed within the open space within integrated chamber plate enclosure  425  and is integral with the inside surface of the closed bottom end  448  of bottom chamber plate  426  and positioned inside of and concentric with the perimeter wall  442  of bottom chamber plate  426 . A plurality of guide vane ring flaps  456  are integral with the guide vane  454  ring, with each guide vane flap out of the plurality of guide vane ring flaps  456  integral at one end with an outside surface of the guide vane  454  ring, and with the opposite end of the guide vane flap extending away and at an angle from a corresponding ring opening out of the plurality of guide vane ring openings  454 A. A catalytic reaction media  462 , having a cylindrical ring shape with an inside concave surface  462 A, an outside convex surface  462 B, and a uniform radial dimension, is also disposed within the open space within integrated chamber plate enclosure  425  and is in contact with the inside surface of the closed bottom end  448  of bottom chamber plate  428  and further positioned between the perimeter wall  442  of the bottom chamber plate  426  and the guide vane  454  ring. The catalytic reaction media  462  has a height such that when the top and bottom chamber plates,  424  and  426 , are coupled together the catalytic reaction media  462  is also in contact with the top chamber plate  424 , thereby enclosing the catalytic reaction media  462  between and in contact with the top and bottom chamber plates  424  and  426 , and defining a catalytic combustion chamber  460  in the space between the top and bottom chamber plates  424  and  426  and between the perimeter wall  442  of the bottom chamber plate  426  and the guide vane ring  454 . The figure also shows the catalytic reaction media  462  with a segment of its cylindrical ring shape removed in order to illustrate a combustion starting element  464  that is disposed within the catalytic reaction media  462 , with the combustion starting element  464  having a coiled shape and connected to a pair of electrically conductive terminals  465 , as part of an ignition system, extending through the closed bottom end  448  of bottom chamber plate  426  as shown in  FIG. 36C  illustrating the bottom side of integrated chamber plate enclosure  425 . A plurality of curved guide vanes  470 , preferably six in number, are also integral with the inside surface of closed bottom end  448  of bottom chamber plate  426 , with the plurality of curved guide vanes  470  positioned so as to form a fan-like structure. And, a proximal end of each guide vane out of the plurality of curved guide vanes  470  is adjacent to the flow-through fuel gas inlet  440 , and a distal end of each guide vane is integral with an inside surface of guide vane  454  ring and positioned such that a ring opening out of the plurality of guide vane ring openings  454 A is between adjacent distal ends of a guide vane. 
     The bottom chamber plate  426 , as illustrated in  FIG. 36C , also contains a fuel gas tubular connector  472  coupled at one open end to the outside surface of closed bottom end  448  of the bottom chamber plate  426 , with said open end of fuel gas connector  472  surrounding the flow-through fuel gas inlet  440 , and with an opposite open end of fuel gas tubular connector  472  that can be fluidly connected to an fuel and air mixing injector  436  within fuel supply assembly  430 . 
       FIG. 37A ,  FIG. 37B  and  FIG. 38  illustrate in more detail the fuel supply assembly  430 , fuel supply platform  428  and fuel canister  432  within catalytic combustion assembly  422 . With one exception, these components within catalytic combustion assembly  422  are identical to the fuel supply assemblies  130  and  230 , fuel supply platforms  128  and  228  and fuel canisters  132  and  232  illustrated and described In connection with the catalytic heating systems  100  and  200 . And, although the Identification numbers for the component parts of fuel supply assembly  430 , fuel supply platform  428  and fuel canister  432  as shown in the figures are different than the identification numbers for the component parts of: fuel supply assembly  130 , fuel supply platform  128 , and fuel canister  132  shown in  FIG. 15A ,  FIG. 15B  and  FIG. 16 ; and fuel supply assembly  230 , fuel supply platform  228 : and fuel canister  232  shown in  FIG. 23A ,  FIG. 23B  and  FIG. 29 , the corresponding parts component parts are identical. The only component part of fuel supply assembly  430  that is not disclosed in fuel supply assembly  130  or  230  is a fuel gas inlet tubular extension  430 E fluidly connected at one end to the fuel and air mixing injector  436  and can be fluidly connected at the other end to fuel gas tubular connector  472  integral with the bottom chamber plate  426  integral with integrated chamber plate enclosure  425 . 
     The catalytic combustion assembly  422  within catalytic heating system  400  can be used in a manner, which is the same as the manner of utilizing the catalytic combustion assemblies  222  and  322  within catalytic heating systems  200  and  300 , respectively, to generate a fuel gas and entrained air mixture to be injected into a combustion chamber Specifically, the fuel canister  432  within catalytic combustion assembly  422 , which Is releasably connected to the fuel supply assembly  430 , supplies fuel gas to the fuel supply assembly  430 , which in turn utilizes the fuel and air mixing injector  436  to generate the fuel gas and entrained air mixture. However, the manner in which the catalytic heating system  400  utilizes the fuel gas and entrained air mixture to generate conductive heat from a catalytic combustion process has several significant differences from the other two systems. In the catalytic heating system  400 , the injected fuel gas and entrained air mixture is injected through the flow-through fuel gas inlet  440  within the center of bottom chamber plate  426 , just like in system  300  where the fuel and a if mixture is injected through flow-through fuel gas inlet  356  within the center of bottom chamber plate  326 , but before the fuel gas and entrained air mixture reaches the catalytic reaction media  462 , the mixture flows through the plurality of curved guide vanes  470 . This action causes the fuel gas and entrained air mixture to divide into a corresponding plurality of curved fluid flows and for the curved fluid flows to accelerate The plurality of curved fluid flows then pass through a corresponding plurality of guide vane ring openings  454 A through the guide vane  454  ring. And, as the plurality of curved fluid flows exit the corresponding plurality guide vane ring openings  454 A, a corresponding plurality of guide vane ring flaps  456  further accelerate the curved fluid flows, thereby creating a circulating flow field concentration fuel gas and entrained air mixture within the catalytic reaction media  462  and generally adjacent to inside concave surface  462 A of the catalytic reaction media  462 . More specifically, the circulating flow field has both a velocity distribution and a fuel gas and entrained air mixture concentration distribution that is more spatially uniform within in the catalytic reaction media  462  than would otherwise occur without the circulating flow field. At a predetermined time after the formation of the circulating concentration of the fuel gas and entrained air mixture, the microprocessor  466  activates the ignition system, causing combustion starting element  464  to generate heat and ultimately ignite the fuel gas and entrained air mixture that has started circulating inside the catalytic reaction media  462 . Because of the circular flow, the ignition process proceeds in a circular pattern around the catalytic reaction media until all of the reaction media is contributing to the catalytic heat production. The heat generated from the catalytic combustion process will be distributed over a greater reaction zone volume within the catalytic reaction media  462 , similarly contributing to a more uniform distribution of heat energy across the integrated chamber plate  425  and its integral stovetop surface  401 , as well as inhibiting the heat generation reaction zone in the catalytic reaction media  462  from collapsing toward the flow-through fuel gas inlet  440 . As the catalytic combustion process proceeds within catalytic combustion chamber  460 , heat is transferred to the top chamber plate  424  and to stovetop surface  401 , which can be used to heat a container, like a pot, pan or similar container that can be used to heat its contents by simply placing the container on the stovetop surface  401 . Exhaust passes through the outside convex surface  4628  of the catalytic reaction media  462  and ultimately passes through the plurality of exhaust outlets  458  through perimeter wall  442  of bottom chamber plate  426  and then to atmosphere. A microprocessor  366  within fuel supply assembly  330  is utilized to control the spark ignition system which generates an electrical spark between the pair of wires forming the combustion starting element  374 . And, a temperature sensor  476  can be integral with the bottom side  426 B of bottom chamber plate  426  for sensing the temperature of the catalytic combustion process. 
     The catalytic heating systems described herein embody novel and thermodynamically significant features that are not present in other portable catalytic heating systems. One such feature is that the stovetop heating surface is integral with the integrated chamber plate that contains the enclosed catalytic combustion chamber. As a result heat from the catalytic combustion process within the catalytic combustion chamber is transferred by thermal conduction through the integrated chamber plate to its integral stovetop surface. Similarly, when a container placed on the stovetop surface, heat is transferred from the stovetop surface by thermal conduction to the bottom of the container that is in contact with the stovetop surface Another feature that is provided for in catalytic heating systems  200  and  300  is that the elongate and enclosed catalytic combustion chamber has a single fuel gas opening and a single exhaust opening, with both openings fluidly connected to the catalytic combustion chamber. As a result, almost all of the heat from the catalytic combustion process within the catalytic combustion chamber is transferred to the integrated chamber plate, rather than having a substantial amount of the heat exit the chamber as exhaust. This feature significantly enhances the efficiency of the systems in heating the stovetop surface. Another feature that is characteristic of catalytic heating systems  200  and  300  is that when dimethyl ether is utilized as the preferred fuel gas, the efficiency of the system is further enhanced due to the fact that dimethyl ether, as compared to other fuel gases, has a relatively low stoichiometric air to fuel ratio which provides for the complete combustion of the fuel gas and entrained air mixture within the catalytic combustion chamber. This complete combustion also has an added safety feature in that no uncombusted fuel gas is discharged to atmosphere, where the fuel gas could contaminate the air, further, the preferred shape of the catalytic combustion chamber within in catalytic heating systems  200  and  300  is curved, which further enhances the heating efficiency of the system. As the ignited fuel gas and entrained air mixture reacts with the catalytic reaction media disposed with the catalytic combustion chamber and flows through the chamber, centrifugal force generates an asymmetric laminar flow velocity, causing higher temperatures to be generated from the catalytic combustion process at the outside convex portion of catalytic reaction media. These higher temperatures, in turn, cause a concentration of heat to be transferred to integrated chamber plate and its integral stovetop surface. 
     In alternate embodiment of the catalytic heating system  300 , each of the plurality of catalytic combustion chambers within the integrated chamber plate can have a linear shape, rather than a curved shape. In this embodiment, the flow of the ignited fuel gas and entrained air mixture through the catalytic combustion chambers would not accelerate causing an increase in the concentration of the ignited fuel gas and entrained air mixture in the chamber. However, a comparable effect can be implemented by using the flow diverter attached to the bottom surface of the top chamber plate. As describe in detail above the flow diverter causes the flow of ignited fuel gas and entrained air mixture to remain adjacent to and in contact with to the bottom surface of the top chamber plate, resulting in an increase in the concentration of the ignited fuel gas and entrained air mixture between the catalytic reaction media and the top chamber plate, which gives rise to a concentration of higher temperatures In the catalytic combustion chamber that conductively heats the top chamber plate and its integral stovetop surface. 
     The catalytic ideating systems described herein embody novel and thermodynamically significant features that are not present in other portable catalytic heating systems. One such feature is that the stovetop heating surface is integral with the integrated chamber plate that contains the enclosed catalytic combustion chamber. As a result heat from the catalytic combustion process within the catalytic combustion chamber is transferred primarily by thermal conduction through the integrated chamber plate to Its integral stovetop surface. Similarly, when a container placed on the stovetop surface, heat is transferred from the stovetop surface by thermal conduction to the bottom of the container that is in contact with the stovetop surface. Another feature that is provided for in catalytic heating systems  200  and  300  is that the elongate and enclosed catalytic combustion chamber has a single fuel gas opening and a single exhaust opening, with both openings fluidly connected to the catalytic combustion chamber. As a result, almost all of the heat from the catalytic combustion process within the catalytic combustion chamber is transferred to the integrated chamber plate, rather than having a substantial amount of the heat exit the chamber as exhaust. This feature significantly enhances the efficiency of the systems in heating the stovetop surface. 
     Another feature that is characteristic of catalytic heating systems  200  and  300  is that when dimethyl ether is utilized as the preferred fuel gas, the efficiency of the system is further enhanced due to the fact that dimethyl ether, as compared to other fuel gases, has a relatively low stoichiometric air to fuel ratio which provides for the complete combustion of the fuel gas and entrained air mixture within the catalytic combustion chamber. This complete combustion also has an added safety feature in that no uncombusted fuel gas is discharged to atmosphere, where the fuel gas could contaminate the air. Further, the preferred shape of the catalytic combustion chamber within in catalytic heating systems  200  and  300  is curved, which further enhances the heating efficiency of fee system. As the ignited fuel gas and entrained air mixture reacts with the catalytic reaction media disposed with the catalytic combustion chamber and flows through the chamber, centrifugal force generates an asymmetric laminar flow velocity, causing the majority of the heat energy generated from the catalytic combustion process, to be produced in a zone much closer to the sidewall surface of the catalytic combustion chamber that is adjacent to the outside convex portion of the catalytic reaction media than would otherwise occur. This action, in turn, causes a more efficient transfer of heat energy to the integrated chamber plate and its integral stovetop surface. 
     Although catalytic heating system  400  does not provide for an elongate and enclosed catalytic combustion chamber as in systems  200  and  300 , the catalytic heating system  400  does contain novel integrated chamber plate components that provide for enhanced efficiency in heating the stovetop surface. As discussed in more detail above, the fan-like structure and its related components creates a concentrated flow of circulating fuel gas and entrained air mixture as the flow enters the inside concave surface of the catalytic reaction media. This results in a circulating flow field with both a velocity distribution and a fuel gas and entrained air mixture concentration distribution that is more spatially uniform within the catalytic reaction media than would otherwise occur. In turn, the heat generated from the catalytic combustion process will be distributed over a greater reaction zone volume of the catalytic media, similarly contributing to a more uniform distribution of heat energy across the integrated chamber plate and its integral stove top, as well as, inhibiting the heat generating reaction zone in the catalytic media from collapsing toward the flow-through fuel gas inlet. 
     The catalytic heating systems described herein have general industrial applicability in that they can be utilized to heat a container containing a beverage or food using a stovetop surface. 
     Although a preferred embodiment and other embodiments have been described, It will be recognized by those skilled in the art that other embodiments and features can be provided without departing from the underlying principles of those embodiments. The scope of the invention is defined by the appended claims.