Patent Application
20060010866
The present invention relates to a hybrid system combining a gas turbine (GT) or a micro-turbine (MT) with a near-isothermal high-temperature fuel cell, for example a solid oxide fuel cell (SOFC), to produce electrical power.
Though very efficient power producers, fuel cells still generate much by-product heat that needs to be removed to avoid overheating the fuel cell. High-temperature fuel cells, such as the solid oxide fuel cell (SOFC), systems are normally designed so that the by-product heat is removed with airflow through the fuel cell. The air also serves as the reactant in the fuel cell cathode. Usually, the cooling requirement imposed on the airflow results in a much higher airflow rate than that required for the fuel cell reaction due to the poor heat transfer characteristics of air and, equally importantly, the inability of the SOFC stack to withstand a large thermal gradient or temperature rise from stack inlet to stack exhaust due to thermal stresses. The presence of large temperature gradients may be detrimental to both structural integrity and reliability of the stack. If the temperature rise is too large, differential thermal expansion of various stack components (cell, interconnect, seals, etc.) can lead to cell fracture, loss of sealing, or loss of contact between stack components, thereby leading to stack failure. In the absence of stack failure, stack service life is compromised due to the fact that cell component degradation is strongly temperature dependent. Cell degradation is much faster in the high temperature region (typically near the exhaust) than in the low temperature region (typically near the inlet), thereby over time leading to reduced stack power or system efficiency, or both. Thus, only part of the airflow through the fuel cell is used for reaction purposes with the rest of the airflow serving the stack cooling purpose. The power required for circulating this additional cooling airflow lowers the overall system efficiency.
Additionally, because the SOFC stack cannot withstand large temperature gradients, it is necessary to preheat the air to a temperature nearly equal to the stack temperature before it enters the stack. This heat transfer process is also inefficient, resulting in some loss of system efficiency, and is also complicated and expensive due to the need to employ high temperature materials consistent with the high operating temperatures of SOFC stacks. These problems can be solved if a more efficient fuel cell cooling method is devised.
In state-of-the-art systems, the task of preheating air to the fuel cell operating temperature is accomplished utilizing either the heat of compression in high-pressure systems (see, e.g., U.S. Pat. No. 5,482,791) or the gas turbine by-product heat transferred to the cathode air via a high-temperature heat exchanger (see, e.g., U.S. Pat. No. 5,413,879). The former method suffers from reduced system efficiency at low pressure, while the latter employs an unreliable component, the high-temperature heat exchanger, which is subject to high thermal stresses and high material oxidation rates due to its exposure to high temperature.
In an exemplary embodiment of the invention, a system for generating power includes a turbine system including an air compressor and a turbine having an inlet and an outlet; and a fuel cell including a plurality of power-producing electrode-electrolyte assemblies and heat-conducting elements. The air compressor supplies cathode air to the fuel cell, and the cathode air is predominately heated inside the fuel cell by fuel cell by-product heat via the heat-conducting elements.
In another exemplary embodiment of the invention, a method of generating power utilizing the system of the invention includes the steps of supplying cathode air to the fuel cell via the air compressor; and heating the cathode air inside the fuel cell by fuel cell by-product heat via the heat-conducting elements.
The system 10 will be described with reference to
The fuel cell 14 has fuel (anode) and air (cathode) chambers that provide the reactants required for the fuel cell reaction. While the fuel cell is nearly isothermal due to the heat conduction elements 18, the waste heat must still be removed from the stack to prevent the stack from overheating and attaining a temperature higher than desired. The byproduct heat of the fuel cell 14 necessitates the use of excess cathode air for temperature control and cooling purposes, but not for the purpose of minimizing temperature gradients, as the heat conducting elements accomplish this purpose. In order to maintain the fuel cell operating temperature, the air used in the fuel cell 14 cathode absorbs byproduct heat and is heated to a temperature just below the fuel cell operating temperature. Because the cathode air is used for reaction purpose and heat removal purpose, but not thermal gradient control purposes as in conventional systems, lower air flows and temperatures are possible, thereby increasing system efficiency, as shown in
In a preferred embodiment, a GT compressor 24 of the turbine component 12 supplies the fuel cell with air. An external fuel processor or reformer 26 partially or fully converts fuel to a hydrogen-containing gas (fuel conversion in the external fuel processor can range from 0% to 100%) before feeding it to the fuel cell 14. The preferred embodiment of the fuel processor 26 is a steam reformer. The remaining fuel may be processed in the fuel cell 14 to produce more hydrogen-containing gas. The fuel cell 14 produces electrical power from the GT air and the converted fuel. All or part of the fuel cell by-product heat is conducted to the inlet airflow thus heating it to nearly the fuel cell operating temperature and removing byproduct heat from the system.
A schematic of a fuel cell interconnects containing heat-conducting elements is shown in
Shown in
In the case where the heat conducting elements 18 are heat pipes, their condenser sections are located adjacent the air inlet manifold to enable heat transfer from the heat pipes to the relatively cold inlet air, while the evaporator sections absorb the fuel cell byproduct heat and conduct it to the condenser sections. While the condenser section is located in proximity to the air inlet manifold, it may or may not extend all the way into the manifold as shown in
As would be apparent to those of ordinary skill in the art, the heat conducting elements are not necessary in each interconnect. Rather, for example, the heat conducting elements may be placed in alternate ones of the interconnects (every 3rd or 5th), or another combination.
The turbine component 12 also includes a GT turbine 28 which together with the compressor 24 generates AC power via a known generator 25 and inverter 27. Any remaining waste fuel cell heat may be transported to other parts of the system to improve system efficiency.
The system supplies air and fuel to the fuel cell 14 at pre-determined flow rates and appropriate pressure and temperature. With continued reference to
The reformed fuel stream is supplied to the fuel cell 14, where it is electrochemically reacted with oxygen in the supplied air to produce electrical power (step S4) via an inverter 27′. Any unused fuel is oxidized in a tail gas combustor 32 downstream of the fuel cell 14, and the exhaust stream exchanges heat with the fuel processor 26 (step S5). The tail gas combustor 32 exhaust, after being directed to the fuel processor and exchanging heat with the fuel processor, is exhausted from the fuel processor 26 and expands in the GT turbine 28 to produce more power (step S6).
Any residual by-product heat produced during the fuel cell electrochemical reaction is transferred to the incoming reactants, such as air, inside a low temperature recuperator 38 or is used to produce steam in the steam generator 44 for the fuel processor 26 (step S7). Water is extracted in the condenser 48 and stored in a water tank 49 for the system exhaust and is delivered to the steam generator 44 via a water pump 51 (step S8).
An advantage of transferring the by-product heat directly to the incoming air within the stack is the elimination of the need to pre-heat the air with other means, such as high-temperature heat exchangers, that historically have been shown to be unreliable. Analyses have shown that the steady-state system efficiency of this concept may be between about 60 and 68%.
The system utilizes exhaust heat from separate power generating components, resulting in a high-temperature fuel cell-GT hybrid system design with a near-isothermal fuel cell design allowing increased overall system efficiency.
While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiments, it is to be understood that the invention is not to be limited to the disclosed embodiments, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.
Other such embodiments might include introducing fuel into the fuel cell that is colder than that introduced into conventional systems as an alternative to, or in combination with, the introduction of air colder than that allowed by conventional systems. The inventions described are applicable to SOFC, MCFC, and phosphoric acid fuel cells.
