CN1577934A - 混合式燃料电池-脉冲引爆动力装置 - Google Patents
混合式燃料电池-脉冲引爆动力装置 Download PDFInfo
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Abstract
一种动力装置,它具有一个可接收第一燃料的燃料电池组件(20)和一个可接收和爆燃第二燃料并排出许多爆燃产物以形成可产生向前驱动力、机械功或发出电力的推力的脉动式爆燃燃烧室(10)。
Description
技术领域
本发明总之涉及混合循环式发电装置,更具体地说,涉及一种混合式燃料电池/脉冲引爆发动机动力装置。
背景技术
燃料电池例如固态氧化物燃料电池(SOFCs)是通过使燃料与遍布离子传导层的氧化剂电化学结合而产生电力的能量转换装置。对于发电的用途而言,是采用大量的成组排列的燃料电池来发电。
燃料电池发电所面临的一个挑战是获得满负荷的长时间规模。虽然时间常数可通过燃料电池类型而改变,但是,要获得大约1兆瓦特或更多的功率,通常需要几小时至几天的时间。与此不同,普通的100MW的燃气涡轮从冷态起动至满负荷只需大约5分钟。因此,希望有一种可用于加入燃料电池的动力装置的快速起动的办法。
燃料电池发电所面临的另一个挑战是建造足够大到可利用供给燃料电池单元的燃料的大部分以便获得有竞争力的燃料效率的燃料电池。大的燃料电池是昂贵的,而且难以制造。因此,希望可使用较小的较便宜的燃料电池来获得有竞争力的燃料效率。
动力装置设计的另一目的是对于简单循环和综合循环都能提高效率。但是,要获得高的循环效率,无论压力比还是工作温度都要在材料和冷却技术的允许范围。目前,采用复杂的压气机和涡轮来达到高的压力比,这有助于补偿由于普通燃烧过程所造成的4-7%的压力损失。但是,这些装置包含许多复杂的转动机件。
目前,已开始致力于在航空发动机中开发应用脉冲式爆燃发动机。有利的是,脉冲式爆燃发动机通过一系列重复爆燃或超声燃烧过程而使压力升高。因此,希望发展一种应用脉冲式爆燃来提高循环效率的动力装置。还希望这种动力装置具有快速起动的性能。另外,也希望这种动力装置可使用较小的燃料电池而获得可竞争的燃料效率。
发明概述
简单地说,按照本发明的一个实施例的一种动力装置具有一个可接收第一燃料的燃料电池组件和一个可接收和爆燃第二燃料并排出许多爆燃产物而产生可发出向前驱动力、机械功或发出电力的推力的脉冲式爆燃燃烧室。
附图简述
如果参看附图阅读下面的详细说明将会更加明白本发明的上述的和其他的特征、方面和优点,所有的附图中,相同的零部件用相同标号表示,这些附图中:
图1示出一种装有一个燃料电池组件和一个可驱动涡轮/发电机的脉冲式爆燃燃烧室的混合式动力装置;
图2示出另一种装有一个燃料电池组件和一个可驱动涡轮/发电机的脉冲式爆燃燃烧室以及一个朗肯(Ranking)基本循环系统的动力装置的实施例;
图3示出图1和图2的燃料电池组件和脉冲爆燃燃烧室;和
图4示出沿一个燃料电池单元的典型燃料利用率分布。
发明详述
参看图1来说明动力装置100。如图所示,动力装置100具有一个可承接第一燃料的燃料电池组件20和一个可承接和爆燃第二燃料并排出大量爆燃产物而形成可产生驱动力、机械功或发电的推力的脉冲式爆燃燃烧室10。
典型的脉冲式爆燃燃烧室10具有多个脉冲爆燃室16,例如图3所示。
本文用的术语“脉冲式爆燃燃烧室”应理解为是指可从装置内的一系列重复爆燃或准爆燃而既提高压力又增大速度的任何装置或系统。“准爆燃”是一种超声紊流燃烧过程,其使压力升高和速度增大比由于突爆(或恒压燃烧)波产生的压力升高和速度增大更显著。脉冲式爆燃燃烧室的典型实施例具有一个使燃料/氧化剂混合物(例如燃料/空气混合物)着火的装置和一个爆燃室,在该爆燃室内,由于点火过程起始的压力波前沿相聚合而形成一种爆燃波。每次爆燃或准爆燃或者由于外部点火(例如火花放电或激光脉冲)引起,或者由于气体动力过程(例如冲击聚焦、自动点火)引起,或者由于其他的爆燃(交叉火焰)引起。上述爆燃燃烧室的几何形状和尺寸要能使爆燃波的压力升高可将燃烧产物排出到脉冲式爆燃燃烧室之外以产生推力。正如熟悉本技术的人们所知道的,脉冲爆燃可在各种各样的爆燃室内进行,包括爆燃管、冲击管、谐振爆燃腔室、和环形爆燃室。
动务装置设计的主要目的是提高效率。但是,高的循环效率要求有高压力比(这通常要采用复杂的高压压气机和涡轮才能达到),以补偿普通燃烧过程所造成的4-7%的压力损失。上面所述的动力装置100的基本循环与普通的恒压燃烧过程不同,它是通过反复的爆燃而达到压力升高的燃烧过程。因此,与具有普通的基本燃烧循环的混合式燃料电池动力装置(未示出)相比,上述的动力装置100通过压气机40达到预定的高压力所需的能量较少。
下面参看图3来说明典型的燃料电池组件20。如图所示,典型的燃料电池组件20具有至少一个燃料电池组22,该燃料电池22具有至少一个燃料电池单元24,典型燃料电池单元24包括一个阳极(未示出)、一个阴极(未示出)和一种置于阳极与阴极之间的电解质(未示出)。图3示出两组燃料电池组22的示例排列纯粹是说明性的,燃料电池组22的数目和排列以及每个电池组22内燃料电池单元的数目和排列根据具体用途的要求(例如所需输出功率和空间限制)而变化。图3所示的典型燃料电池组件20还具有一个可承接供给燃料电池组22的第一燃料的入口12和一个可排出来自各燃料电池组22的废燃料流的出口14。
如图3所示,例如,燃料电池组件20还可承接第一氧化剂,脉冲式爆燃燃烧室10还可承接第二氧化剂。这里用的术语“第一氧化剂”和“第二氧化剂”是为了表明燃料电池组件20和脉冲爆燃燃烧室10可以采用不同的氧化剂,例如,典型的燃料电池组件20和脉冲爆燃燃烧室10可分别接收压缩空气和氧化(O2)。但是,在通常情况下,第一和第二氧化剂都包括压缩空气。具体地说,图1所示的典型动力装置100包含一个可对燃料电池组件20和脉冲式爆燃燃烧室10中的至少一个供给压缩空气的压气机40。对于所示的具体实施例,压气机40对燃料电池组件20和脉冲式爆燃燃烧室10都供给压缩空气。另外,为了加强爆燃的起爆,脉冲爆燃燃烧室10还可接收辅助氧化剂例如O2。
如上所述,脉冲爆燃燃烧室10排出燃烧产物可产生推力。动力装置100还具有一个受上述推力驱动的涡轮30和一个可发出电力的发电机50。更具体地说,涡轮30设置在脉冲式爆燃燃烧室10的出口处,并与该脉冲式爆燃燃烧室10呈流动连通状态。发电机50与涡轮30相连接,将轴功率转换成电能。当然,上述轴功率有许多用途包括驱动泵、风扇、或推进器(用于向前驱动的)。所有这些用途都包含在本发明中。
图2示出综合循环的动力装置100的另一个实施例,如图2所示,动力装置100具有一个朗肯基本循环(或者说蒸汽涡轮基本循环)系统。如图所示,蒸汽涡轮组件200可承接来自涡轮30的废蒸汽,用该废蒸汽产生蒸汽,再用该蒸汽发电。有利的是,接入蒸汽涡轮组件200便可从混合式动力装置100的废热中吸取附加动力。对于图2所示的具体实施例,蒸汽涡轮组件200具有一个适合于用蒸汽发电的蒸汽涡轮210。蒸汽涡轮组件200还具有一个可接受和冷凝来自蒸汽涡轮210的废蒸汽而供给液流的冷凝器230和一个可接受和泵送上述液流的泵240。另外,典型的蒸汽涡轮组件还具有一个可接收来自涡轮30的废蒸汽并接收来自泵240的液流并用上述废蒸汽从上述液流产生蒸汽的热回收蒸汽发生器250。
燃料电池组件20和脉冲式爆燃燃烧室10可燃用相同的燃料(例如汽油重整产品或氢(H2))或燃用不同燃料(例如蒸馏燃油或天然汽),在图1所示的具体实施例中,动力装置100还具有一个可接收和重整燃油并产生重整物的重整器60。上述的重整物被供给到燃料电池组件20内。更具体地说,对于图1所示的实施例,上述重整物也供给到脉冲式爆燃燃烧室10内。另外,脉冲式爆燃燃烧室10还可接收来自燃料电池组件的尾气(如图1中虚线所示)。
燃料电池发电所面临的更重大的技术挑战之一是要建造足够大到可利用供给燃料电池单元的大部分燃料以便能达到可竞争的燃料效率的燃料电池单元24。粗略估计,要达到约65%的效率,必须利用供入燃料中的约80%的燃料。同理,要达到约70%的效率,便要求燃料利用率约为85%。但是,由于燃料电池单元内燃料利用的本质之故,要在燃料电池单元24内达到这么高的燃料利用率,其成本是极高的。如图4所示,在前半个燃料电池单元中达到了大约80%的燃料利用率(图4中以x表示)。因此,使脉冲式爆燃燃烧室10接收来自燃料电池组件20的尾气有利于减小燃料电池单元的尺寸(致使电池单元的燃料利用率“x”较低),仍然可达到所希望的燃料利用率(以及效率),例如,混合式燃料电池/PDE装置的总的燃料利用率超过99%。
本文用的术语“重整炉”指的是一种通过蒸汽与可重整燃料发生反应而产生氢的设备。典型的可重整燃料包括碳氢化合物例如天然气或液态蒸馏燃料。典型的重整炉包括催化重整炉60。这种重整炉在重整蒸汽与碳氢化合物燃料混合物时,根据燃料和催化剂的种类不同,其工作温度约为800-1400°F。重整炉使蒸汽与燃料混合物发生反应而产生夹杂有一定量的水、甲烷、二氧化碳、一氧化碳和各种微量物质的氢(总称为“重整物”)。虽然在图1中只示出一台重整炉60,但是,应当明白,为了更有效地产生氢气,可以应用两台或多台具有相同或不同催化剂的重整炉60。
对于动力装置100的具体实施例,脉冲式爆燃燃烧室10可按一种独立的模式而工作,上述重整炉60可对在独立的模式下工作的脉冲式爆燃燃气炉10供给重整物。上述的术语“独立”的意思是规定的组件(此处是脉冲式爆燃燃烧室10)在另一组件(此处是燃料电池组件20)不工作时工作。例如,在一个典型实施例中,脉冲式爆燃燃烧室10可按独立的模式工作,而燃料电池组件20则处在一种加热模式中。适用于发电的大型燃料电池单元24具有慢的时间常数,到达满负荷的过程较慢(根据燃料电池和负荷类型不同,需要几小时至几天时间)。对于发电的用途来说,这种延滞是不希望有的。因此,希望脉冲式爆燃燃烧室10最好独立地工作,以便在燃料电池组件加热或由于其他原因(例如维修)而脱离生产线时仍可发出电力。同理,也希望燃料电池组件20可按独立的模式工作,以便在脉冲式爆燃燃烧室10脱离生产线(例如维修)时可继续发电。
另外,最好使上述脉冲式爆燃燃烧室10和涡轮30的尺寸大于动力装置100通常稳定作业时所要求的尺寸,以便增大动力装置100的瞬变响应。这种超尺寸的实施例可补偿燃料电池的寿命减少,就是说,由于脉冲式爆燃燃烧室10和涡轮30的尺寸超过标准,故它们可在燃料电池单元24衰退时,以较高的输出功率运转。另外,对于峰值作业而言,可通过脉冲式爆燃燃烧室10和涡轮30在全额输出功率情况下的运行而以极少的总效率损失发出更多的电力。
虽然上面仅仅说明和示出了本发明的某些特征,但是,熟悉本技术的人们将会进行许多的改进和改变。因此,应当明白,所附的权利要求欲包括所有符合本发明实际精神的上述改进和改变。
零部件明细表
10脉冲式爆燃燃烧室
12入口
14出口
16爆燃室
20燃料电池组件
22燃料电池组
24燃料电池单元
30涡轮
40压气机
50发电机
60重整炉
100动力装置
200蒸汽涡轮组件
210蒸汽涡轮
220发电机
230冷凝器
240泵
250热回收蒸汽发电机
Claims (10)
1.一种动力装置(100),它具有:
一个适于接收第一燃料的燃料电池组件(20);和
一个适于接收和爆燃第二燃料并排出许多爆燃产物的脉动式爆燃燃烧室(10)。
2.根据权利要求1的动力装置(100),其特征在于,上述的燃料电池组件(20)还适于接收第一氧化剂,其中,上述的脉动式爆燃燃烧室(10)还适于接收第二氧化剂。
3.根据权利要求2的动力装置(100),其特征在于,上述的第二燃料包括第一燃料加上来自上述燃料电池组件(20)的尾气。
4.根据权利要求2的动力装置(100),其特征在于,还具有一个可对上述燃料电池组件(20)和上述脉动式爆燃燃烧室(10)中的至少一个供给压缩空气的压气机(40)。
5.根据权利要求2的动力装置(100),其特征在于,还具有一个设置在上述脉动式爆燃燃烧室(10)下游的涡轮(30),该涡轮(30)与上述脉动爆燃燃烧室(10)处于流动连通状态
6.根据权利要求5的动力装置(100),其特征在于,还具有一个与上述涡轮(30)相连接的发电机(50),该发动机(50)适于发电。
7.根据权利要求6的动力装置(100),其特征在于,还具有一个适于接收来自上述涡轮(30)的废气流以便用该废气流产生蒸汽并用该蒸汽发电的蒸汽涡轮组件(200)。
8.根据权利要求2的动力装置(100),其特征在于,还具有一个适于接收和重整一种燃料并适于产生重整物的重整炉,其中,上述的第一燃料是重整物。
9.根据权利要求1的动力装置(100),其特征在于,上述的脉动式爆燃燃烧室(10)适于以独特的模式工作。
10.根据权利要求9的动力装置(100),其特征在于,上述的燃料电池组件(20)适于以独特的模式工作。
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US10/624,114 US7150143B2 (en) | 2003-07-21 | 2003-07-21 | Hybrid fuel cell-pulse detonation power system |
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EP (1) | EP1501139B1 (zh) |
JP (1) | JP2005043046A (zh) |
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CN109357287A (zh) * | 2018-11-21 | 2019-02-19 | 贵州智慧能源科技有限公司 | 分段式火箭发动机燃烧室及动力驱动装置 |
CN115307176A (zh) * | 2021-05-04 | 2022-11-08 | 通用电气公司 | 集成燃料电池和发动机燃烧器组件 |
CN115172798A (zh) * | 2022-06-24 | 2022-10-11 | 天津大学 | 一种sofc-pdc联合循环系统及其控制方法 |
CN115172798B (zh) * | 2022-06-24 | 2024-07-09 | 天津大学 | 一种sofc-pdc联合循环系统及其控制方法 |
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CN100438162C (zh) | 2008-11-26 |
EP1501139B1 (en) | 2010-02-17 |
EP1501139A3 (en) | 2006-02-01 |
US7150143B2 (en) | 2006-12-19 |
CA2473279A1 (en) | 2005-01-21 |
JP2005043046A (ja) | 2005-02-17 |
EP1501139A2 (en) | 2005-01-26 |
DE602004025534D1 (de) | 2010-04-01 |
US20050019620A1 (en) | 2005-01-27 |
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