Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
  • F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN  A CARRIER GAS OR AIR 
  • F23C13/00—Apparatus in which combustion takes place in the presence of catalytic material
  • F23C13/06—Apparatus in which combustion takes place in the presence of catalytic material in which non-catalytic combustion takes place in addition to catalytic combustion, e.g. downstream of a catalytic element
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M8/00—Fuel cells; Manufacture thereof
  • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
  • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
  • H01M8/04014—Heat exchange using gaseous fluids; Heat exchange by combustion of reactants
  • H01M8/04022—Heating by combustion
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
  • F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN  A CARRIER GAS OR AIR 
  • F23C99/00—Subject-matter not provided for in other groups of this subclass
  • F23C99/006—Flameless combustion stabilised within a bed of porous heat-resistant material
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
  • F23D—BURNERS
  • F23D14/00—Burners for combustion of a gas, e.g. of a gas stored under pressure as a liquid
  • F23D14/02—Premix gas burners, i.e. in which gaseous fuel is mixed with combustion air upstream of the combustion zone
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
  • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
  • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
  • F23R3/40—Continuous combustion chambers using liquid or gaseous fuel characterised by the use of catalytic means
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M8/00—Fuel cells; Manufacture thereof
  • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
  • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
  • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
  • H01M8/04746—Pressure; Flow
  • H01M8/04776—Pressure; Flow at auxiliary devices, e.g. reformer, compressor, burner
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M8/00—Fuel cells; Manufacture thereof
  • H01M8/10—Fuel cells with solid electrolytes
  • H01M8/12—Fuel cells with solid electrolytes operating at high temperature, e.g. with stabilised ZrO2 electrolyte
  • H01M2008/1293—Fuel cells with solid oxide electrolytes
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M8/00—Fuel cells; Manufacture thereof
  • H01M8/06—Combination of fuel cells with means for production of reactants or for treatment of residues
  • H01M8/0662—Treatment of gaseous reactants or gaseous residues, e.g. cleaning
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/30—Hydrogen technology
  • Y02E60/50—Fuel cells

Definitions

• the present invention relates to a burner device for a fuel cell system and a fuel cell system with such a burner device.
• fuel cell systems have burner devices which provide energy in the form of heat, in particular when heating up the fuel cell system.
• Such burner devices can be used in normal operation of the fuel cell system for aftertreatment of the exhaust gas as an afterburner and/or as a preburner.
• two different burner concepts are used for heating up in a starting phase of the fuel cell system. On the one hand there are flame burners and on the other hand so-called catalytic burners.
• catalytic burners In catalytic burners, a fuel fluid flows through a catalyst body and catalytic combustion takes place. This catalytic combustion generates heat, which is then fed to the fuel cell system and there in particular to the fuel cell stack.
• a disadvantage of such purely ka talytisch active burners is their relatively low performance as well as their slow heating rate.
• burners with a flame are used, ie burners which burn a fuel-air mixture with a flame forming and in this way also generate heat which is introduced into the fuel cell stack of the fuel cell system.
• a disadvantage of the flame-prone burners is that they can only be operated stably with great effort, particularly in a heating-up operation.
• this is based on the fact that very high mass flows of the individual fluids are sometimes required when heating up a fuel cell system. This in turn leads to high flow velocities, particularly in a burner device, so that there is a risk of the flame blowing out again after it has been ignited and in this way stopping the heating process in an unwanted manner.
• a burner device for a fuel cell system has a burner housing with a burner inlet for an inlet of fuel-air mixture.
• the burner housing is equipped with a burner outlet for an outlet of burner exhaust gas-air mixture.
• the burner device has a catalyst body within the burner housing with a catalyst cavity into which the burner inlet opens.
• the catalyst body is gas-permeable and equipped with a catalyst surface which is at least partially provided with a catalytic coating.
• a bypass volume is formed between the catalyst surface and the burner housing, which flows into the burner outlet.
• the catalyst body has a longitudinal axis, with the catalyst surface having a cross-sectional contour that deviates from the circular shape at least in sections relative to this longitudinal axis.
• a burner device differs in particular from the known fuel cell systems in that it has a hybrid combustion functionality. So it serves as a hybrid burner device to provide both a flame-affected combustion of the fuel-air mixture and a catalytic implementation tables. In particular, this is based on different operating temperatures, so that at the beginning of the conversion the catalytic see reaction of the fuel-air mixture generates radicals, which in turn improve the ignitability in the area of the catalyst surface in high concentrations. This means that after the ignition, in particular both the catalytic combustion and the flame-prone combustion are operated in parallel and in this way the release of heat can be maximized.
• This combination of two separate firing functions alone can provide a significant increase in heat dissipation with the same or even reduced installation space conditions. The necessary costs and the associated weight can already be significantly reduced by this hybrid design of the burner device.
• the catalytic converter surface is inventively provided with a cross-sectional contour which deviates from the circular shape.
• a cross-sectional contour which deviates from the circular shape.
• the deviation of the cross-sectional contour from the circular shape results in an increase in the catalyst surface with the same or essentially the same volume in relation to a cylindrical catalyst body.
• the catalytic effect is also increased with the same or reduced installation space by enlarging the catalyst surface. In particular, this can be a significant enlargement by a factor of 2 or more. It remains to summarize that a hybrid combustion functionality is made available in the manner according to the invention, which is also based on an enlarged catalyst surface, so that as a result an increase in efficiency can be achieved with reduced installation space and maximized heat emission.
• a catalytic coating in the context of the present invention is understood to mean a catalytically active material.
• This catalytically active material is used in particular to generate radicals from the fuel, which support or enable flame formation.
• a high concentration of such radicals is generated by the catalytic conversion of this catalytic material in order to create an ignition situation in the area of the catalyst surface.
• a fuel within the meaning of the present invention is in particular a gaseous fuel, ie a fuel gas.
• the catalyst body is preferably formed with the longitudinal axis as the main extension direction.
• this catalyst body can assume a basic cylindrical shape, the specification of the cross-sectional contour being adhered to according to the invention.
• the respective cylinder ends of the catalyst body can be closed. These ends can also be designed to be both gas-tight and gas-permeable. It is preferred if the main passage direction for the fuel-air mixture is transverse to the longitudinal axis, ie in the radial direction.
• the catalyst body can advantageously be arranged centrally within the burner housing.
• the central arrangement of the catalyst body results in a bypass volume being formed between the catalyst body and the burner housing, which volume is arranged uniformly, in particular symmetrically, around the catalyst body. Because the bypass volume is now able to guide air past the catalytic converter body, a defined lambda value can be set, which provides the desired flame-prone combustion outside of the catalytic converter body and thus in the bypass volume.
• the defined configuration of the bypass volume described above makes it possible, on the one hand, to achieve a defined concentration situation between fuel and air for the catalytic combustion and, on the other hand, to achieve a defined air consumption. train ratio for the flame-afflicted combustion in the bypass volume. In particular, this is achieved by appropriate control valves, as will be explained in more detail later, for example.
• the burner housing has an air inlet, in particular separate from the burner inlet, for admitting air into the bypass volume.
• air can also be introduced into the bypass volume via other channels.
• the air inlet can be in fluid-communicating connection with an air source which, as a common air source, also supplies the burner inlet for generating the fuel-air mixture with appropriate air.
• a fuel cell system is an intake of ambient air as an air source.
• the air concentration in the bypass volume and thus the stoichiometric ratio to the fuel in the bypass volume can be adjusted by introducing air via the separate air inlet.
• the desired flame-prone combustion can be better controlled and, above all, controlled and/or regulated independently of the catalytic combustion.
• the air inlet according to the previous paragraph has a control valve for controlling the mass flow of air into the bypass volume.
• a control valve also allows a complete shut-off and/or a complete opening of the respective air inlet, so that the bypass volume can be completely closed off from the air supply in an extreme position.
• the intensity of the flame-prone combustion can be varied via the control valve by varying the stoichiometric ratios in the bypass volume via the control valve.
• a particularly simple and cost-effective control option is thus provided in order to control the flame-prone combustion separately from the catalytic combustion.
• an air supply for a controlled supply of air into the burner exhaust gas-air mixture is arranged in and/or after the burner outlet.
• this is combined with an air intake according to the previous paragraph.
• an external bypass capable of completely bypassing the burner device and both the catalytic and the flame combustion.
• a controllability for the individual gases used and the resulting gas compositions is further increased in this way.
• the burner inlet, a cavity inlet into the catalyst cavity and/or the catalyst cavity itself has a mixing section for mixing air and fuel. While it is fundamentally possible to feed the fuel-air mixture to the burner device premixed externally, such a mixing device can also be integrated into the burner device as a mixing section. Such an integration allows the mixing to be carried out at the burner inlet, at a cavity inlet and/or integrated into the catalyst cavity, so that the supply of pure or essentially pure fuel and air is possible as external connections on the burner device for this mixing section . This makes it possible to integrate the mixing section into the module of the burner device and to retrofit a burner device according to the invention even in existing fuel cell systems.
• the catalyst body is designed for a radial outlet of a fuel-air mixture, in particular exclusively for a radial outlet of a fuel-air mixture, based on the longitudinal axis.
• a radial outlet can be provided, for example, by the porous design of the catalyst body, which will be explained later.
• gas permeabilities such as lattice structures, sponge structures or network structures are also conceivable within the scope of the present invention.
• the ends of the catalytic converter body can preferably be sealed in a gas-tight manner.
• the cross-sectional contour extends between an inner radius and an outer radius, in particular in a uniform shape in the radial direction and/or in the circumferential direction.
• a cross-sectional contour can have a star-shaped configuration.
• the cross-sectional contour has a maximum radial extension, which does not exceed the common outer radius for all ra-media extensions.
• the minimum radial extent is defined by the common inner radius, so that the indentations that are formed in a star shape in this way all have the same or essentially the same depth.
• the corresponding increase in surface area resulting from the depressions and elevations, their flow-related effect and their catalytic intensification therefore have an identical or essentially identical effect for all individual star elements and indentations.
• a uniform combustion behavior for the hybrid combustion is thus made available both in the radial direction and in the circumferential direction.
• the cross-sectional contour is embodied symmetrically or essentially symmetrically with respect to the longitudinal axis.
• a symmetrical or essentially symmetrical design is to be understood in particular as a point-symmetrical design in the sectional plane transverse to the longitudinal axis and thus to the point of intersection of the longitudinal axis with this cross-sectional plane. It is thus possible to distinguish such point-symmetrical cross-sectional contours from rotationally symmetrical cross-sectional contours of cylindrical catalyst bodies. It should also be pointed out that the cross-sectional contour along the longitudinal axis can of course vary within the scope of the present invention.
• this cross-sectional contour can be varied along the longitudinal axis, so that the cross-sectional contour has an additional indentation and/or bulge over the course of the longitudinal axis.
• This can also be described as a double or additional bulge or curvature, which increases the catalytic effect according to the invention by increasing the geometric extent of the catalytic converter surface even further.
• the cross-sectional contour along the longitudinal axis is designed to be constant or essentially constant at least in sections. In contrast to the variation in thickness described above, this makes it possible for the catalytic converter body to be manufactured in a particularly simple and cost-effective manner.
• constant and/or even combustion conditions are also made available for the hybrid combustion functions over the course of the longitudinal axis.
• the cross-sectional contour is star-shaped at least in sections. This is in particular combined with the symmetrical configuration to the longitudinal axis, which has already been explained several times, so that a point-symmetrical star is provided as the cross-sectional contour.
• the star tips define the outer radius and the star valleys the corresponding inner radius.
• the associated and desired enlargement of the catalytic surface is provided here with a maximum reduction in installation space while at the same time increasing the efficiency of heat generation.
• the catalyst body is designed to be porous, at least in the area of the catalyst surface, in particular completely or essentially completely.
• a porous design is to be understood, in particular, as at least partially open-pored porosity.
• the open pore content of the porous material is in the range of 50 to 100 percent.
• a permeable pore structure provides the gas permeability according to the invention.
• ceramic materials and/or metal materials can be used.
• Manufacturing can be made available, for example, by additive manufacturing processes. Other manufacturing options are, for example, foaming or coating foams, such as polymer sponges. This results in a porous manner in a sponge-like structure, which is also equipped with a catalytically active coating in particular inside the pores.
• the catalyst body has a varying porosity along the longitudinal axis.
• a different different gas permeability provided by different porosities can be provided along the main flow direction within the catalyst cavity at the beginning and increasing permeability over the course along the longitudinal axis.
• This makes it possible to compensate for pressure differences within the catalyst cavity via a varying gas permeability, so that the passage of the fuel-air mixture through the catalyst body can preferably be evened out over the course of the longitudinal axis.
• This also makes it possible to provide a further leveling out of the hybrid burner functions on the catalyst surface.
• the catalyst body can also be composed of disk-like individual elements which have an identical or a different porosity for each disk.
• a combination of different manufacturing options is of course also conceivable within the scope of the present invention.
• the catalyst surface has, at least in sections, a surface normal which intersects an adjacent surface normal of the catalyst surface outside of the catalyst body.
• This allows the cross-sectional contour to be defined even more precisely.
• the cross-sectional contour deviates so far from the circular shape that two surface normals from different positions of the catalyst surface intersect inside the bypass volume and thus outside the catalyst body. This leads to these surface sections of the intersecting surface normals being aligned with one another.
• this radiation return of the heat can be intensified by aligning the individual surfaces with one another, as is the case in this embodiment.
• this heat supply ensures that the catalyst surface does not become undesired Way cools down, but continues to provide the radicals through the catalytic conversion for a stable flame-affected combustion.
• the catalyst surface has at least in sections a surface normal which intersects the catalyst surface in an adjacent section. This intensifies the indentation according to the previous paragraph even further, so that the surface normal not only intersects an adjacent surface normal, but directly an adjacent surface section of the catalyst surface, so that the reflection of heat and thus the return transmission from the flame zone is further increased.
• the catalyst surface has at least one guide section for guiding the air in the bypass volume, which extends in particular along or essentially along the longitudinal axis.
• a guide section can also be referred to as a guide fin and extends in particular along the flow direction of the air in the bypass volume.
• Air in the bypass is protected from turbulence by such a fin-like structure as a guide section guiding the air flow and preferably protecting it from turbulence in the region of a flame zone above the catalyst surface.
• the stability of the flame-affected combustion can be further improved in this way.
• this defined geometric control function for the air in the bypass volume allows improved mixing above the catalyst surface.
• Also subject matter of the present invention is a fuel cell system for generating electrical energy from a fuel and/or for generating fuel from electrical energy, having at least one burner device according to the invention.
• a fuel cell system according to the invention thus brings with it the same advantages as have been explained in detail with reference to a burner device according to the invention.
• Such a fuel cell system is used, for example as an SOFC fuel cell system, to generate electrical energy from a gaseous fuel.
• such a fuel cell system from electrical energy can also be used, for example as an SOEC Fuel cell system, produce a fuel. In both modes of operation, it is necessary to reach an operating temperature for starting the fuel cell system, so that a burner device according to the invention can bring with it the advantages explained in detail for such a fuel cell system.
• Fig. 1 shows an embodiment of a burner device according to the invention
• FIG. 3 shows a further embodiment of a burner device according to the invention
• FIG. 5 shows a further embodiment of a burner device according to the invention
• Fig. 7 is a possible partial cross section through another catalyst body
• Fig. 8a is a schematic representation of a fuel cell system according to the invention.
• FIG. 8b shows a further schematic representation of a fuel cell system according to the invention.
• FIG. 1 schematically shows a burner device 10 in lateral cross section along the longitudinal axis LA.
• This has two main elements. On the one hand, this is the burner housing 20, in which the second main component in the form of the cata- tor stresses 30 is arranged.
• the burner housing 20 in which the second main component in the form of the cata- tor stresses 30 is arranged.
• a fuel-air mixture BL can be introduced into the catalyst cavity 32 via the burner inlet 22 .
• a mixing section 50 is provided upstream of the burner inlet 22 and is supplied with fuel B and air L. The fuel-air mixture BL thus penetrates via the combustion inlet 22 into the burner housing 20 and in particular into the catalytic converter cavity 32 .
• air L is introduced into the bypass volume 40 via an air inlet 26 .
• a mixture of burner exhaust gas and air L forms as a burner exhaust gas-air mixture BAL, which lumen 40 leaves the bypass volume via the burner outlet 24 again.
• the burner device 10 can be referred to as a hybrid burner.
• the fuel-air mixture BL penetrates the porous gas-permeable catalyst body 30 and reaches the catalyst surface 34 , which has a catalytic coating 36 .
• the catalytic coating makes it possible for the fuel B to be converted so that radicals are formed, which in turn allow the remaining fuel B to be combusted with the air L in the bypass volume 40 with flames.
• the waste heat produced is discharged from the burner device 10 via the burner outlet 24 via the burner exhaust gas/air mixture BAL and is fed to the other components of the fuel cell system 100 .
• FIG. 2 now shows a cross-sectional contour QK of the catalyst body 30 according to the invention in a schematic cross section transverse to the longitudinal axis LA.
• Four indentations are shown here, which allow the cross-sectional contour QK to deviate from the circular shape.
• the catalyst cavity 32 is designed in a similar way so that the fuel-air mixture BL now flows radially through the porous catalyst body 30 to the corresponding indentations and bulges of the catalyst surface 34 and there to the catalytic coating 36 .
• FIG. 2 also shows that the four bulges as guide sections 35 guide the air L in the bypass volume 40 in a fin-like manner along the longitudinal axis LA.
• FIG. 3 shows the embodiment of FIG. 2, but in relation to an inner radius IR and an outer radius AR. While in principle any cross-sectional contour QK, including asymmetrical ones, is possible as long as it deviates from the circular differs, a regular design according to Figures 2 and 3 is advantageous. As can be seen here, the regular cross-sectional contour QK of this embodiment is based on a maximum outer radius AR and a minimum inner radius IR, so that the corresponding hybrid combustion functionalities are comparable in the circumferential direction and in the radial direction.
• FIG. 4 shows a further embodiment of such a burner device 10. It differs from the variant in FIG. This makes it possible to set the stoichiometric ratio in the bypass volume 40 precisely and thus to control the combustion functionalities of the flame-affected combustion even more precisely.
• the mixing section 50 is integrated into a cavity inlet 33 of the burner inlet 22 .
• the fuel-air mixture BL is thus formed directly at the inlet into the catalyst cavity 32, so that the overall system of the burner device 10 can be made even more compact.
• FIG. 4 by way of example how the right-hand end surface of the catalyst body 30 is designed to be gas-tight. This makes it possible to limit the catalytic effect on the peripheral surface of the catalyst body 30, which leads to an equalization of the burner functions.
• FIG. 10 A further embodiment of the burner device 10 is shown in FIG.
• a mixing section 50 is now integrated into the combustor inlet 22 and protrudes into the catalyst cavity 32 .
• Compactness for the burner assembly 10 is maximized in this manner.
• An additional air supply 29 into the burner outlet 24 can also be seen in this embodiment, which allows air L to be added to the burner exhaust gas/air mixture via a control valve. This makes it possible, on the one hand, to subsequently influence the outlet temperature of the burner waste gas/air mixture BAL, but also its stoichiometric ratio outside of the burner device 10 .
• FIG. 1 A further possibility for shaping the catalyst body 30 can be seen in FIG.
• the surface normal FN is shown here at two positions of the catalyst surface 34 in each case.
• the two surface normals FN shown intersect outside of the catalyst body 30, so that there is a flame zone between these two elevations in the indentation of the catalyst body 30 trains.
• Fuel burned with a flame in this flame zone now has the result that heat transmitted via radiation reaches a receiving surface of the catalyst body 30 that is larger than the circular shape. In this way, the corresponding amount of heat returned by thermal radiation is increased in comparison to a circular catalyst body 30 .
• FIG. 7 an even further intensification of the above effect can be seen by means of a further adapted cross-sectional contour QK.
• the plane normal FN through the severe indentation of the catalyst body 30 is oriented to directly intersect an adjacent portion of the catalyst body 30 .
• the thermal radiation back-reflection discussed in the previous paragraph with respect to Figure 6 is maximized in this way.
• FIGS. 8a and 8b schematically show a fuel cell system 100, the fuel cell stack having an anode section 110 and a cathode section 120 here schematically.
• the supply to the cathode section 120 is shown in FIG. 8b and the outlet from the cathode section 120 and from the anode section 110 is shown in FIG. 8a with a burner device 10, which brings with it the advantages according to the invention.
• a heat exchanger HEX is also arranged in the supply of the air L to the cathode section 120, which heat exchanger emits waste heat from the cathode exhaust gas to the supplied air L before the exhaust gas is released to the environment.

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• Combustion & Propulsion (AREA)
• Chemical Kinetics & Catalysis (AREA)
• General Engineering & Computer Science (AREA)
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• Sustainable Development (AREA)
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• General Chemical & Material Sciences (AREA)
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• Life Sciences & Earth Sciences (AREA)
• Gas Burners (AREA)

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• 2020
  • 2020-11-24 AT ATA51019/2020A patent/AT524310B1/de active
• 2021
  • 2021-11-23 EP EP21816307.9A patent/EP4251920A1/de active Pending
  • 2021-11-23 CN CN202180074567.1A patent/CN116491003A/zh active Pending
  • 2021-11-23 US US18/038,456 patent/US20240097155A1/en active Pending
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