US20040177607A1 - Internal combustion engine with a fuel cell in an exhaust system - Google Patents

Internal combustion engine with a fuel cell in an exhaust system Download PDF

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Publication number
US20040177607A1
US20040177607A1 US10/784,958 US78495804A US2004177607A1 US 20040177607 A1 US20040177607 A1 US 20040177607A1 US 78495804 A US78495804 A US 78495804A US 2004177607 A1 US2004177607 A1 US 2004177607A1
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Prior art keywords
fuel
fuel cell
power generation
internal combustion
combustion engine
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Abandoned
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US10/784,958
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English (en)
Inventor
Makoto Suzuki
Takahiro Oba
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
Priority claimed from JP2003065030A external-priority patent/JP2004273354A/ja
Priority claimed from JP2003142164A external-priority patent/JP2004349018A/ja
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: OBA, TAKAHIRO, SUZUKI, MAKOTO
Publication of US20040177607A1 publication Critical patent/US20040177607A1/en
Abandoned legal-status Critical Current

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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/32—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a fuel cell
    • 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
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • 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
    • H01M8/0606—Combination of fuel cells with means for production of reactants or for treatment of residues with means for production of gaseous reactants
    • H01M8/0612—Combination of fuel cells with means for production of reactants or for treatment of residues with means for production of gaseous reactants from carbon-containing material
    • 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
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to an internal combustion engine with a fuel cell in an exhaust system.
  • the present invention has been made in view of the problems as referred to above, and has for its object to provide a technology in which in an internal combustion engine with a fuel cell in an exhaust system, fuel for power generation is able to be supplied to the fuel cell without regard to the operating condition of the internal combustion engine.
  • an internal combustion engine with a fuel cell in an exhaust system comprising: a fuel cell having a fuel electrode side thereof connected with an exhaust passage of the internal combustion engine; a fuel supply system that supplies power generation fuel for the fuel cell to an exhaust passage at a location downstream of the internal combustion engine and upstream of the fuel cell; and a supply amount control part that controls an amount of power generation fuel supplied by the fuel supply system.
  • the major feature of the present invention is that by the provision of the fuel supply system that supplies the power generation fuel to an intermediate portion of the exhaust passage, the power generation fuel can be supplied to the fuel cell without regard to the operating condition of the internal combustion engine.
  • the power generation fuel can be supplied to a fuel electrode side of the fuel cell without regard to the operating condition of the internal combustion engine.
  • the amount of supply of the power generation fuel is controlled by the supply amount control part, an appropriate amount of power generation fuel can be supplied to the fuel cell without regard to the operating condition of the internal combustion engine.
  • the internal combustion engine can be caused to operate without regard to the state of power generation in the fuel cell, whereby torque fluctuation and the deterioration of emissions due to the deterioration of the operating state of the internal combustion engine can be suppressed.
  • the supply amount control part may control the amount of power generation fuel supplied by the fuel supply system in such a manner that an amount of electric power generation of the fuel cell becomes equal to a target amount of electric power generation.
  • the amount of supply of the power generation fuel can be controlled based on the target amount of electric power generation of the fuel cell.
  • an optimal amount of power generation fuel can be supplied to the fuel cell so as to achieve the target amount of electric power generation thereof.
  • the internal combustion engine may further comprise a fuel amount detection device that detects an amount of power generation fuel contributing to the power generation of the fuel cell, wherein the supply amount control part controls the amount of power generation fuel supplied by the fuel supply system based on the result of detection of the fuel amount detection device.
  • the amount of supply of the power generation fuel can be controlled in a feedback manner based on the amount of power generation fuel actually detected that contributes to the power generation of the fuel cell, as a consequence of which an optimal amount of power generation fuel can be supplied to the fuel cell so as to achieve the target amount of electric power generation thereof.
  • the supply amount control part increases the amount of power generation fuel supplied by the fuel supply system.
  • the supply amount control part may decrease the amount of power generation fuel supplied by said fuel supply system.
  • the internal combustion engine may further comprise a temperature detection device that detects a state of an element related to the temperature of the fuel cell, wherein the supply amount control part controls the amount of power generation fuel supplied by the fuel supply system based on the result of detection of the temperature detection device.
  • the fuel cell has a suitable temperature for power generation, so it is possible to perform efficient power generation by supplying the power generation fuel when the fuel cell is at such a suitable temperature.
  • the amount of supply of the power generation fuel may be decreased. That is, when the temperature of the fuel cell is lower than a prescribed temperature, the supply amount control part may decrease the amount of power generation fuel supplied by the fuel supply system.
  • the prescribed temperature may be a suitable temperature for power generation.
  • the internal combustion engine may further comprise a combustion device, wherein the fuel supply system supplies an exhaust gas discharged from the combustion device to the exhaust passage at a location downstream of the internal combustion engine and upstream of the fuel cell.
  • the burnt gas By supplying the exhaust gas (burnt gas) from the combustion device to an intermediate portion of the exhaust passage, the burnt gas can be supplied to the fuel cell.
  • the temperature of the fuel cell can be raised. Accordingly, even if the temperature of the exhaust gas discharged from the engine and the temperature of the fuel cell are low such as at the time of engine starting or the like, the fuel cell is able to start power generation at an earlier stage.
  • the exhaust gas (burnt gas) discharged from the combustion device may be supplied to the exhaust passage at a location downstream of the internal combustion engine and upstream of the fuel cell, while combustion in the combustion device is being performed in the state of an air fuel mixture containing excessive fuel (i.e., in a fuel rich state).
  • the unburnt fuel in the combustion device can be supplied as the power generation fuel for the fuel cell.
  • the fuel supply system may supply an unburnt gas discharged from the combustion device to the exhaust passage at a location downstream of the internal combustion engine and upstream of the fuel cell, without combusting fuel in the combustion device. With such a construction, the unburnt fuel in the combustion device can also be supplied as the power generation fuel for the fuel cell.
  • the supply amount control part may control the amount of power generation fuel supplied by the fuel supply system by changing an air fuel ratio of a gas combusted in the combustion device.
  • the amount of unburnt fuel contained in the burnt gas from the combustion device changes when the air fuel ratio of the gas combusted in the combustion device is changed.
  • the power generation fuel can be supplied in accordance with the target amount of electric power generation of the fuel cell.
  • the air fuel ratio of the gas combusted in the combustion device is a value in the vicinity of the stoichiometric air fuel ratio.
  • a gas of a relatively high temperature can be generated, so that the gas of such a high temperature (burnt gas) can be supplied to the fuel cell.
  • the internal combustion engine may further comprise a catalyst having oxidation capability that is installed on the exhaust passage at a location upstream of the fuel cell and downstream of the fuel supply system.
  • the unburnt fuel from the internal combustion engine and/or the power generation fuel from the fuel supply system can be oxidized, so that the temperature of the fuel cell at the downstream side of the engine and fuel supply system can be raised by the heat of reactions at that time. Accordingly, even if the temperature of the exhaust gas discharged from the engine and the temperature of the fuel cell are low at the time of engine starting or the like, the fuel cell is able to start power generation at an earlier stage. Moreover, the unburnt fuel from the internal combustion engine and the power generation fuel from the fuel supply system react with oxygen in the catalyst to decrease the oxygen concentration of the exhaust gas, so that the amount of electric power generation of the fuel cell can be increased. Further, since the power generation fuel is reformed, it is possible to make the power generation fuel react easily in the fuel cell, as a result of which the electrical efficiency of the fuel cell can be improved.
  • the amount of power generation fuel supplied by the fuel supply system may be adjusted by making the air fuel ratio of the gas combusted in the combustion device to be a lean air fuel ratio.
  • Oxygen is supplied to the catalyst having oxidation capability by combusting the mixture of a lean air fuel ratio in the combustion device. By supplying oxygen in this manner, the unburnt fuel from the internal combustion engine can be oxidized, thus making it possible to adjust the amount of power generation fuel supplied to the fuel cell.
  • the internal combustion engine may further comprise a catalyst having oxidation capability that is installed on the exhaust passage at a location downstream of the fuel cell.
  • the internal combustion engine may further comprise an oxygen supply device that supplies oxygen to the catalyst having oxidation capability.
  • the oxygen discharged from an air electrode side of the fuel cell may be supplied to the catalyst.
  • the internal combustion engine may further comprise a heat exchanger installed on the exhaust passage at a location downstream of the fuel cell.
  • the temperature of the gas exhausted from the fuel electrode side of the fuel cell operating at high temperature is high, so the heat of this gas can be collected by the heat exchanger.
  • the system efficiency of the entire internal combustion engine can be improved. For example, by raising the temperature of cooling water for the internal combustion engine by use of the heat collected by the heat exchanger, the warming up of the internal combustion engine can be facilitated.
  • the internal combustion engine may further comprise an air supply passage that has the heat exchanger installed thereon and is connected with an inlet side of an air electrode of the fuel cell, wherein air whose temperature is raised due to the heat of an exhaust gas in the heat exchanger is supplied into the air electrode of the fuel cell through the air supply passage.
  • an air supply passage with the heat exchanger installed thereon may be connected with the combustion device, so that air whose temperature is raised in the heat exchanger can be supplied into the combustion device through the air supply passage.
  • the evaporation of the fuel in the combustion device can be facilitated with the result that the combustion state of the mixture in the combustion device can be stabilized.
  • FIG. 1 is a view showing the schematic construction of an internal combustion engine with intake and exhaust systems according to a first embodiment of the present invention.
  • FIG. 2 is a view showing the schematic construction of an internal combustion engine with intake and exhaust systems according to a second embodiment of the present invention.
  • FIG. 3 is a view showing the schematic construction of an internal combustion engine with intake and exhaust systems according to a third embodiment of the present invention.
  • FIG. 4 is a view showing the schematic construction of an internal combustion engine with intake and exhaust systems according to a fourth embodiment of the present invention.
  • FIG. 5 is a view showing the schematic construction of an internal combustion engine with intake and exhaust systems according to a fifth embodiment of the present invention.
  • FIG. 6 is a view showing the schematic construction of an internal combustion engine with intake and exhaust systems according to a sixth embodiment of the present invention.
  • FIG. 7 is a view showing the flow of signals around an ECU according to the first embodiment of the present invention.
  • FIG. 8 is a view showing the schematic construction of an internal combustion engine with intake and exhaust systems according to a seventh embodiment of the present invention.
  • FIG. 1 is a view that shows the schematic construction of an internal combustion engine with intake and exhaust systems according to a first embodiment of the present invention.
  • the internal combustion engine (hereinafter also referred to simply as engine), generally designated at 1 in FIG. 1, is a water-cooled four-cycle diesel engine.
  • an exhaust passage 2 Connected with the engine 1 is an exhaust passage 2 for discharging an exhaust gas exhausted from the engine 1 into the ambient atmosphere.
  • a fuel cell 3 is installed on a intermediate portion of the exhaust passage 2 . This fuel cell 3 is electrically connected to accessories 4 through a battery 5 for supplying electric power to the accessories 4 .
  • a solid oxide fuel cell which is simple in structure and control and does require no catalyst for the fuel cell, and in which fuel can be reformed inside the fuel cell, is adopted as the fuel cell (hereinafter referred to as SOFC) 3 .
  • the SOFC 3 is constructed such that it includes three kinds of oxide electrolytes, i.e., a fuel electrode 3 a , an electrolyte 3 b , and an air electrode 3 c.
  • an air pump 6 for sending air to the air electrode 3 c of the SOFC 3 is connected with the SOFC 3 through an air supply passage 7 .
  • the air pump 6 receives electric power from the battery 5 , and is thereby operated to discharge air to the air supply passage 7 .
  • a combustion device 9 is connected at its exhaust side with the exhaust passage 2 at a location between the SOFC 3 and the engine 1 through an introduction passage 8 .
  • the air pump 6 is connected with an intake side of the combustion device 9 through the air supply passage 7 .
  • the combustion device 9 is provided with a fuel injection valve 10 for injecting fuel into the combustion device 9 .
  • the fuel injection valve 10 is connected to a fuel pump 11 which serves to feed fuel under pressure to the fuel injection valve 10 .
  • the combustion device 9 is also provided with a spark plug 12 for generating an electric spark based on a signal from an electronic control unit (ECU) 13 to be described later.
  • ECU electronice control unit
  • fuel is pressure fed from the fuel pump 11 to the fuel injection valve 10 , so that it is injected from the fuel injection valve 10 into the combustion device 9 .
  • the fuel thus injected mixes with air supplied from the air pump 6 to the combustion device 9 to form an air fuel mixture therein.
  • the air fuel mixture is thereby ignited or fired to burn or combust in the combustion device 9 .
  • the combustion can be made continuously with the gas under combustion acting as an ignition source.
  • the burnt gas thus produced by combustion is introduced into the exhaust passage 2 through the introduction passage 8 .
  • an electric spark may not be generated by the spark plug 12 , so that the air fuel mixture being unburnt can be discharged to the introduction passage 8 as it is.
  • the gas introduced into the exhaust passage 2 while being burnt or unburnt can be used as power generation fuel of the SOFC 3 .
  • the power generation fuel thus introduced into the SOFC 3 reacts with steam or water vapor on the fuel electrode 3 a , so that it is reformed into hydrogen (H 2 ) and carbon monoxide (CO).
  • H 2 hydrogen
  • CO carbon monoxide
  • air is supplied from the air pump 6 to the air electrode 3 c .
  • the atmospheric oxygen dissociates into oxygen ions (O 2 ⁇ ) on an interface with the electrolyte 3 b , and the oxygen ions (O 2 ⁇ ) thus generated move toward the fuel electrode 3 a side in the electrolyte 3 b .
  • the power generation of the SOFC 3 is performed by taking out electrons discharged at this time.
  • the chemical energy of the power generation fuel is converted directly into electrical energy, so a loss due to the energy conversion is small, making it possible to generate electric power at high efficiency.
  • Such power generation in the SOFC 3 is performed at temperatures from 700 to 1,000° C., for example.
  • an air fuel ratio sensor 15 that outputs a signal corresponding to the air fuel ratio of the exhaust gas
  • an exhaust gas temperature sensor 16 that outputs a signal corresponding to the temperature of the exhaust gas.
  • the ECU 13 for controlling the engine 1 is provided in conjunction with the engine 1 as constructed above.
  • the ECU 13 controls the operating state of the engine 1 according to the operating condition of the engine 1 and the driver's request.
  • a variety of kinds of sensors such as ones mentioned above are connected to the ECU 13 through electric wiring, so that the output signals of the various sensors are input to the ECU 13 .
  • the fuel injection valve 10 , the spark plug 12 and the fuel pump 11 are connected to the ECU 13 through electric wiring, so that the operations of these members are controlled by the ECU 13 .
  • the fuel injection valve 10 is driven to open, as a result of which fuel is injected from the fuel injection valve 10 into the combustion device 9 .
  • an fuel cell ECU (hereinafter referred to as FC ECU) 14 for controlling the SOFC 3 is connected to the ECU 13 , so that the SOFC 3 is driven to operate under the control of a signal from the FC ECU 14 .
  • a part of electric power provided by the power generation of the SOFC 3 is once accumulated in the battery 5 .
  • the accessories 4 such as an electric water pump, an electric compressor for use with an air conditioner, an electric oil pump, an electric pump for power steering and the like are electrically connected to the battery 5 , so that electric power is supplied from the battery 5 to these accessories.
  • a conventional diesel engine is ordinarily operated with a mixture of a lean air fuel ratio, so the oxygen concentration of the exhaust gas is high and the amount of unburnt fuel is limited, thus making it difficult to obtain a necessary amount of electric power.
  • the main purpose was to use an internal combustion engine as a reformer for power generation fuel to obtain an output from a fuel cell in preference to obtaining an output from the internal combustion engine. Accordingly, the operating condition of the internal combustion engine had been changed so as to generate electricity with the fuel cell, and hence it was difficult to obtain enough power from the internal combustion engine.
  • the output obtained from the internal combustion engine is greater than that obtained from the fuel cell. Therefore, considering the installation of the fuel cell on a vehicle, it is advantageous to mainly use the output from the internal combustion engine for the driving power of the vehicle from the point of view of the mass, size, etc.
  • the exhaust gas (i.e., burnt gas) discharged from the combustion device 9 can be supplied to the SOFC 3 as power generation fuel without changing the operating condition of the engine 1 .
  • the fuel injection valve 10 is driven to open intermittently under the control of the ECU 13 , so that the amount of fuel supplied to the combustion device 9 is controlled by adjusting the valve open time and the valve closure time of the fuel injection valve 10 at this time.
  • the amount of air supplied per unit time from the air pump 6 to the combustion device 9 can be obtained beforehand by experiments or the like. Accordingly, the air fuel ratio of the mixture in the combustion device 9 can be controlled by adjusting the valve open time of the fuel injection valve 10 .
  • the relation between the target air fuel ratio that is an air fuel ratio to be targeted or attained in the air fuel mixture in the combustion device 9 and the valve open time and the valve closure time of the fuel injection valve 10 is mapped beforehand, and the valve open time and the valve closure time of the fuel injection valve 10 may be determined by substituting a desired target value for the target air fuel ratio in the map.
  • the relation between the target amount of electric power generation that is an amount of electric power generation to be targeted or obtained in the SOFC 3 and the valve open time and the valve closure time of the fuel injection valve 10 is mapped beforehand.
  • the valve open time and the valve closure time of the fuel injection valve 10 may be determined by substituting a desired target value for the target amount of electric power generation in the map.
  • combustion may be carried out with the air fuel ratio of the mixture in the combustion device 9 being set to a fuel-excess air fuel ratio (rich air fuel ratio).
  • the unburnt fuel at this time i.e., hydrocarbon (HC) remaining unburnt, is supplied to the SOFC 3 through the introduction passage 8 and the exhaust passage 2 .
  • the hydrocarbon supplied at this time is reformed due to the high temperature in the combustion device 9 , so it becomes easy to react in the SOFC 3 .
  • carbon monoxide (CO) generated during the combustion of the mixture of a rich air fuel ratio in the combustion device 9 also serves as power generation fuel for the SOFC 3 .
  • hydrogen (H 2 ) is generated upon combustion of the mixture therein. The hydrogen thus generated also serves as power generation fuel for the SOFC 3 .
  • the mixture when power generation fuel is supplied to the SOFC 3 , the mixture may be discharged from the combustion device 9 without being combusted or burnt therein.
  • the amount of fuel injected from the fuel injection valve 10 becomes equal to the amount of power generation fuel supplied to the SOFC 3 .
  • the power generation fuel can be supplied to the SOFC 3 by the fuel injection from the fuel injection valve 10 .
  • the relation between the target amount of electric power generation and the valve open time and the valve closure time of the fuel injection valve 10 is obtained and mapped beforehand, it is possible to generate a sufficient amount of electric power to meet a target power generation amount by adjusting the valve open time and the valve closure time of the fuel injection valve 10 in an appropriate manner.
  • the power generation in the SOFC 3 is performed at temperatures from 700 to 1,000° C. for example, as stated above. Accordingly, when the temperature of the SOFC 3 is low, it is necessary to raise the temperature of the SOFC 3 to an appropriate temperature.
  • the temperature of the SOFC 3 is caused to rise due solely to the exhaust gas from the engine 1 , it takes time until the SOFC 3 reaches a prescribed temperature at which the SOFC 3 is able to carry out power generation since in the diesel engine, the combustion temperature is low and hence the temperature of the exhaust gas is low.
  • a high temperature gas discharged as a result of the mixture in the combustion device 9 being combusted can be supplied to the SOFC 3 , so the temperature of the SOFC 3 can be raised more quickly than in the above case.
  • power generation can be started at an earlier stage even when the temperature of the SOFC 3 is low.
  • the exhaust gas from the engine 1 is also supplied to the fuel electrode 3 a , so that the temperature of the SOFC 3 can be raised due to the heat of the exhaust gas, and a part of the exhaust gas from the engine 1 can be used as power generation fuel.
  • the amount of power generation fuel supplied to the SOFC 3 i.e., the valve open time and the valve closure time of the fuel injection valve 10 , may be controlled in a feedback manner based on the output signal of the air fuel ratio sensor 15 installed on the exhaust passage 2 at a location downstream of the SOFC 3 .
  • the amount of supply of the power generation fuel can be controlled based on the amount of power generation fuel that contributes to the power generation by the SOFC 3 .
  • an optimal amount of power generation fuel can be supplied to the SOFC 3 so as to achieve a target amount of electric power generation of the SOFC 3 .
  • valve open time and the valve closure time of the fuel injection valve 10 may be controlled in a feedback manner based on the output signal of the exhaust gas temperature sensor 16 installed on the exhaust passage 2 at a location downstream of the SOFC 3 .
  • the temperature of the SOFC 3 is raised by combusting the mixture of the stoichiometric air fuel ratio in the combustion device 9 until the SOFC 3 rises to a temperature at which it is able to perform power generation. After the temperature of the SOFC 3 has risen up to the temperature at which the SOFC 3 is able to carry out power generation, a mixture of a rich air fuel ratio is combusted in the combustion device 9 , so that electricity is generated by the SOFC 3 .
  • the temperature of the SOFC 3 can be raised further rapidly up to the temperature at which electricity can be generated by the SOFC 3 . Further, the temperature of the SOFC 3 can be controlled to be suitable for power generation, that is, a temperature at which the SOFC 3 has high electrical efficiency. As a result, reduction in the electrical efficiency can be suppressed.
  • the amount of supply of the power generation fuel may be decreased by reducing the amount of fuel to be injected from the fuel injection valve 10 . By doing so, it is possible to suppress the unburnt fuel exhausted from the SOFC 3 without contributing to power generation.
  • the power generation fuel can be supplied to the SOFC 3 without regard to the operating condition of the engine 1 .
  • an optimal amount of power generation fuel can be supplied to the SOFC 3 so as to achieve a target amount of electric power generation thereof.
  • the temperature of the SOFC 3 can be raised more quickly, whereby the power generation of the SOFC 3 can be started at an earlier stage.
  • the amount of supply of the power generation fuel can be controlled in a feedback manner by the air fuel ratio sensor 15 and/or the exhaust gas temperature sensor 16 .
  • the air fuel ratio sensor 15 and/or the exhaust gas temperature sensor 16 can be controlled in a feedback manner by the air fuel ratio sensor 15 and/or the exhaust gas temperature sensor 16 .
  • a dotted line arrow ( 1 ) represents the flow of a signal from the ECU 13 to the fuel injection valve 10 .
  • a dotted line arrow ( 2 ) represents the flow of a signal from the air fuel ratio sensor 15 to the ECU 13 .
  • a dotted line arrow ( 3 ) represents the flow of a signal from the exhaust gas temperature sensor 16 to the ECU 13 .
  • a solid line arrow in FIG. 7 represents the supply of fuel from the fuel injection valve 10 to the combustion device 9 .
  • fuel is injected from the fuel injection valve 10 into the combustion device 9 , and the unburnt fuel contained in the gas exhausted from the combustion device 9 is supplied as power generation fuel to the SOFC 3 .
  • the fuel injection valve 10 and the combustion device 9 together constitute a fuel supply system 101 according to the present invention.
  • the valve open time and the valve closure time of the fuel injection valve 10 are controlled in the above-mentioned manner by running a control program stored in the ECU 13 , so that the amount of fuel to be injected from the fuel injection valve 10 can be controlled in an appropriate manner.
  • the control program constitutes a supply amount control part 201 according to the present invention.
  • the supply amount control part 201 may control the amount of fuel to be injected from the fuel injection valve 10 based on the output signal of the air fuel ratio sensor 15 and/or the output signal of the exhaust gas temperature sensor 16 , as mentioned above. That is, the air fuel ratio sensor 15 constitutes a fuel amount detection device according to the present invention, and the exhaust gas temperature sensor 16 constitutes a temperature detection device according to the present invention.
  • a second embodiment of the present invention is different from the first embodiment in that it is provided with an oxidation catalyst 17 installed on the exhaust passage 2 at a location between the introduction passage 8 and the SOFC 3 , as shown in FIG. 2.
  • the basic structure of the internal combustion engine, to which the present invention is applied, and the rest of hardware are common with those of the above-mentioned first embodiment, and hence an explanation thereof is omitted.
  • FIG. 2 is a view that illustrates the schematic construction of the engine 1 and its intake and exhaust systems according to this second embodiment.
  • Unburnt fuel which serves as power generation fuel for the SOFC 3 , is supplied from the engine 1 and/or the combustion device 9 to the oxidation catalyst 17 , whereby the unburnt fuel is oxidized by the oxidation catalyst 17 .
  • the temperature of the exhaust gas discharged from the engine 1 is raised by the heat of reactions generated at this time, so that the temperature of the SOFC 3 rises due to the exhaust gas flowing therein.
  • the temperature of the SOFC 3 can be raised more quickly, so the power generation of the SOFC 3 is able to be started at an earlier stage.
  • the unburnt fuel is reformed by the oxidation catalyst 17 , so that the unburnt fuel thus reformed can be supplied to the SOFC 3 .
  • the reformed unburnt fuel is easy to react at the fuel electrode 3 a , so the electrical efficiency of the SOFC 3 can be improved.
  • the unburnt fuel from the engine 1 and/or the combustion device 9 reacts with oxygen in the oxidation catalyst 17 , so the oxygen concentration of the exhaust gas is thereby decreased, thus making it possible to increase the amount of electric power generation of the SOFC 3 .
  • the unburnt fuel discharged from the combustion device 9 may be obtained by the combustion of a mixture containing therein an excessive amount of fuel, or it may also be obtained by discharging the fuel injected by the fuel injection valve 10 from the combustion device 9 in its unburnt state.
  • a mixture of a lean air fuel ratio may be combusted in the combustion device 9 , so that the oxidation catalyst 17 can be supplied with oxygen to oxidize the unburnt fuel from the engine 1 , thus making it possible to adjust the amount of unburnt fuel supplied to the SOFC 3 .
  • a third embodiment of the present invention is different from the second embodiment in that it is provided with an oxidation catalyst 18 installed on the exhaust passage 2 at a location downstream of the SOFC 3 , as shown in FIG. 3.
  • the basic structure of the internal combustion engine, to which the present invention is applied, and the rest of hardware are common with those of the above-mentioned first embodiment, and hence an explanation thereof is omitted.
  • FIG. 3 is a view that illustrates the schematic construction of the engine 1 and its intake and exhaust systems according to this third embodiment.
  • the air fuel ratio sensor 15 or the exhaust gas temperature sensor 16 is installed on the exhaust passage 2 , the components of the exhaust gas are changed in the oxidation catalyst 18 thereby to influence the output of the sensor 15 or 16 .
  • the oxidation catalyst 18 is arranged at the downstream side of the sensor 15 or 16 .
  • the whole of the power generation fuel (unburnt fuel from engine 1 and/or the combustion device 9 ) supplied to the SOFC 3 does not react, and some of the power generation fuel may pass through the SOFC 3 without undergoing reactions. If a part of the power generation fuel is discharged into the atmosphere, the emissions discharged from the engine 1 into the atmosphere are deteriorated.
  • the oxidation catalyst 18 arranged at the downstream side of the SOFC 3 the power generation fuel discharged from the SOFC 3 without undergoing reactions therein can be oxidized by the oxidation catalyst 18 , whereby the exhaust gas to be discharged into the atmosphere can be purified.
  • the oxidation catalyst 18 being arranged at the downstream side of the SOFC 3 , is maintained at a high temperature by the heat from the SOFC 3 , so it is possible to carry out stable purification of the exhaust gas.
  • a fourth embodiment of the present invention is different from the third embodiment in that the gas (cathode off-gas) exhausted from the air electrode 3 c side of the SOFC 3 is introduced into the oxidation catalyst 18 .
  • the basic structure of the internal combustion engine, to which the present invention is applied, and the rest of hardware are common with those of the above-mentioned first embodiment, and hence an explanation thereof is omitted.
  • FIG. 4 is a view that illustrates the schematic construction of the engine 1 and its intake and exhaust systems according to this fourth embodiment.
  • a portion of the exhaust passage 2 between the SOFC 3 and the oxidation catalyst 18 is connected with an outlet side of the air electrode 3 c through an air introduction passage 19 , so that the oxygen discharged from the air electrode 3 c side is introduced into the oxidation catalyst 18 .
  • the air introduction passage 19 is arranged at the downstream side of the sensor 15 or 16 .
  • the exhaust gas from the fuel electrode 3 a side may have a low oxygen concentration depending upon the operating state of the engine 1 or the power generation state of the SOFC 3 .
  • the oxygen concentration of the exhaust gas from the fuel electrode 3 a side is low, the oxidation ability of the oxidation catalyst 18 might be reduced, making it difficult to oxidize the unburnt fuel.
  • the oxygen contained in the air from the air electrode 3 c side can be introduced into the oxidation catalyst 18 , so it is possible to suppress the deterioration of emissions, which would otherwise be caused due to a lack of oxygen in the oxidation catalyst 18 .
  • air supplied by the air pump 6 may be introduced into the oxidation catalyst 18 .
  • the air introduction passage 19 or the air pump 6 constitutes an air supply system according to the present invention.
  • a fifth embodiment of the present invention is different from the fourth embodiment in that it is provided with a heat exchanger 20 installed on the exhaust passage 2 at a location downstream of the oxidation catalyst 18 , as shown in FIG. 5.
  • the basic structure of the internal combustion engine, to which the present invention is applied, and the rest of hardware are common with those of the above-mentioned first embodiment, and hence an explanation thereof is omitted.
  • FIG. 5 is a view that illustrates the schematic construction of the engine 1 and its intake and exhaust systems according to this fifth embodiment.
  • the heat exchanger 20 is arranged on the exhaust passage 2 at a location downstream of the oxidation catalyst 18 , and a bypass passage 21 for bypassing the exhaust gas around the heat exchanger 20 has one end and the other end thereof connected with the exhaust passage 2 at locations on the upstream side and the downstream side of the heat exchanger 20 , respectively.
  • a three-way valve 22 for selectively passing the exhaust gas through either one of the bypass passage 21 and the heat exchanger 20 is installed on the exhaust passage 2 at a location thereof at which the bypass passage 21 is connected at the other end thereof with the exhaust passage 2 on the downstream side of the heat exchanger 20 .
  • a cooling water passage 23 in which coolant or water for cooling the engine 1 circulates is connected with the heat exchanger 20 .
  • the cooling water passage 23 is connected with the engine 1 and a heater core 24 .
  • the operating temperature of the SOFC 3 is high, and hence a gas of high temperature is exhausted from the fuel electrode 3 a side of the SOFC 3 . Accordingly, during the time when the SOFC 3 performs power generation, the temperature of the exhaust gas exhausted from the engine 1 , even if low, is raised in the SOFC 3 , and hence the temperature of the exhaust gas at the downstream side of the SOFC 3 becomes high.
  • the heat from the engine 1 can be collected by the heat exchanger 20 arranged on the exhaust passage 2 .
  • the heat of the exhaust gas from the engine 1 and the SOFC 3 can be collected by the single heat exchanger 20 . As a result, installability of the heat exchanger on the vehicle can be improved.
  • the cooling water of the engine 1 is caused to circulate through the heat exchanger 20 , so that heat exchange is performed between the exhaust gas of high temperature and the cooling water thereby to raise the temperature of the cooling water. That is, as the exhaust gas of high temperature is introduced into the heat exchanger 20 , the temperature of the cooling water is raised by the heat exchanger 20 .
  • the temperature of the cooling water is raised by the heat exchanger 20 .
  • the temperature of the engine 1 is low at the time of engine starting or the like, it is possible to heat the engine 1 quickly by making the cooling water of high temperature circulate through the engine 1 . Further, even if the heat exchanger 20 is reduced in size, such an advantageous effect can be achieved to a satisfactory extent since the exhaust gas of high temperature is circulated through the heat exchanger 20 .
  • the three-way valve 22 is driven to operate before the cooling water temperature becomes too high, so that the exhaust gas is passed to the bypass passage 21 .
  • the exhaust gas may be passed through the bypass passage 21 by means of the three-way valve 22 when the temperature of the exhaust gas detected by the exhaust gas temperature sensor 16 is higher than a prescribed temperature.
  • a sixth embodiment of the present invention is different from the fifth embodiment in that heat exchange between the exhaust gas and air is performed in the heat exchanger 20 .
  • the basic structure of the internal combustion engine, to which the present invention is applied, and the rest of hardware are common with those of the above-mentioned first embodiment, and hence an explanation thereof is omitted.
  • FIG. 6 is a view that illustrates the schematic construction of the engine 1 and its intake and exhaust systems according to this sixth embodiment.
  • the heat exchanger 20 is arranged on the exhaust passage 2 at a location downstream of the oxidation catalyst 18 , and a bypass passage 21 for bypassing the exhaust gas around the heat exchanger 20 has one end and the other end thereof connected with the exhaust passage 2 at locations on the upstream side and the downstream side of the heat exchanger 20 , respectively.
  • a three-way valve 22 for selectively passing the exhaust gas through either one of the bypass passage 21 and the heat exchanger 20 is installed on the exhaust passage 2 at a location thereof at which the bypass passage 21 is connected at the other end thereof with the exhaust passage 2 on the downstream side of the heat exchanger 20 .
  • the heat exchanger 20 is connected at its inlet side with the air pump 6 through the air supply passage 7 , and at its outlet side with an inlet side of the air electrode 3 c of the SOFC 3 through the air supply passage 7 . Also, the air supply passage 7 connected with the outlet side of the heat exchanger 20 is branched on its way to the SOFC 3 to be connected with the combustion device 9 through a heat exchanger 25 .
  • a cooling water passage 23 in which coolant or water for cooling the engine 1 circulates is connected with the heat exchanger 25 .
  • the cling water passage 23 is connected with the engine 1 and the heater core 24 .
  • the operating temperature of the SOFC 3 is high, and hence a gas of high temperature is exhausted from the fuel electrode 3 a side of the SOFC 3 . Accordingly, during the time when the SOFC 3 performs power generation, the temperature of the exhaust gas exhausted from the engine 1 , even if low, is raised in the SOFC 3 , and hence the temperature of the exhaust gas at the downstream side of the SOFC 3 becomes high. In this embodiment, heat exchange is performed between the exhaust gas of high temperature and the air discharged from the air pump 6 , whereby the temperature of the air supplied to the SOFC 3 and the combustion device 9 can be raised.
  • the evaporation of fuel in the combustion device 9 is facilitated by supplying the air of high temperature to the combustion device 9 , so that combustion in the combustion device 9 can be further stabilized.
  • the temperature of the air supplied to the combustion device 9 becomes too high, the oxygen concentration of the air is reduced.
  • the air thus lowered in temperature is supplied to the combustion device 9 .
  • combustion in the combustion device 9 can be further stabilized.
  • the evaporation of the fuel in the mixture can be facilitated, so that the fuel can be made easy to react in the SOFC 3 .
  • a seventh embodiment of the present invention is different from the first embodiment in that, in place of the combustion device 9 in the first embodiment, this embodiment includes a fuel adding injector 26 disposed between the engine 1 and the SOFC 3 in the exhaust passage 2 for adding the fuel thereto. Further, the heat exchanger 20 is disposed at the downstream side of the SOFC 3 in the exhaust passage 2 .
  • the basic structure of the internal combustion engine, to which the invention is applied and rest hardware are common with those of the above-mentioned first embodiment, and hence an explanation thereof is omitted.
  • FIG. 8 is a view that illustrates the schematic construction of the engine 1 and its intake and exhaust systems according to this seventh embodiment.
  • This embodiment includes the fuel adding injector 26 between the engine 1 and the SOFC 3 in the exhaust passage 2 .
  • the fuel is supplied from the fuel pump 11 to this fuel adding injector 26 .
  • this fuel adding injector 26 is electrically connected with the ECU 13 and operated by the signals from the ECU 13 , thereby the fuel adding is controlled.
  • the fuel added to the exhaust passage 2 can be used as power generation fuel for the SOFC 3 .
  • the fuel added by the fuel adding injector 26 can be supplied to the SOFC 3 as power generation fuel without changing the operation condition of the engine 1 . Further, the exhaust gas from the engine 1 can be introduced into the SOFC 3 , thereby the temperature of the SOFC 3 can be raised by a high temperature of the exhaust gas, and, still further, portion of the exhaust gas from the engine 1 can be used as the power generation fuel.
  • a quantity of power generation fuel supplied to the SOFC 3 can be adjusted by a quantity of the fuel injected from the fuel adding injector 26 .
  • a valve of the fuel adding injector 26 is opened intermittently, and the fuel quantity to be added to the exhaust passage 2 is adjusted by adjusting the valve open time and the valve closure time he valve of the fuel adding injector 26 .
  • the longer the valve open time and the shorter the valve closure time the greater does the amount of fuel quantity to be supplied to the SOFC 3 become.
  • the shorter the valve open time and the longer the valve closure time the smaller does the amount fuel quantity to be supplied to the SOFC 3 become.
  • a relationship between the target amount of electric power generation of the SOFC 3 and the valve open and closure times of the fuel adding injector 26 may be prepared in a map form in advance, and the valve open time and the valve closure time of the fuel adding injector 26 may be determined by substitution of the target amount of electric power generation. In this manner, it becomes possible to perform power generation to meet the target amount of electric power generation.
  • this embodiment includes the heat exchanger 20 at the downstream side of the SOFC 3 in the exhaust passage 2 .
  • a bypass passage 21 for bypassing the exhaust gas around the heat exchanger 20 has one end and the other end thereof connected with the exhaust passage 2 at locations on the upstream side and the downstream side of the heat exchanger 20 , respectively.
  • a three-way valve 22 for selectively passing the exhaust gas through either one of the bypass passage 21 and the heat exchanger 20 is installed on the exhaust passage 2 at a location thereof at which the bypass passage 21 is connected at the other end thereof with the exhaust passage 2 on the downstream side of the heat exchanger 20 .
  • the heat exchanger 20 is provided with an unillustrated air intake port, and heat exchange is performed in the heat exchanger 20 between the air taken through the air intake port and the exhaust gas.
  • one end of the air supply passage 7 is connected to the heat exchanger 20 .
  • the other end of the air supply passage 7 is connected to the exhaust passage 2 between the engine 1 and the fuel adding injector 26 .
  • the air supply passage 7 includes at its midway an air pump 27 for discharging the air under a predetermined pressure from the side of the heat exchanger 20 towards the exhaust passage 2 at the upstream of the SOFC 3 .
  • the air with its temperature raised in the heat exchanger 20 is introduced into the exhaust passage 2 at the upstream side of the SOFC 3 through the air supply passage 7 . Consequently, the wall surface temperature of the exhaust passage 2 and the temperature of the exhaust gas can be raised. Thus, evaporation of the fuel added from the fuel adding injector 26 can be advanced.
  • the other end of the air supply passage 7 may be connected to the exhaust passage 2 at more downstream from the fuel adding injector 26 . Specifically, it is sufficient to raise the temperature of a location in the exhaust passage 2 where the fuel is adhered, by supplying the air from the air supply passage 7 .
  • the fuel adding injector 26 constitutes the fuel supply system of the present invention.

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  • General Engineering & Computer Science (AREA)
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  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Fuel Cell (AREA)
US10/784,958 2003-03-11 2004-02-25 Internal combustion engine with a fuel cell in an exhaust system Abandoned US20040177607A1 (en)

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JP2003-065030 2003-03-11
JP2003065030A JP2004273354A (ja) 2003-03-11 2003-03-11 排気系に燃料電池を有する内燃機関
JP2003-142164 2003-05-20
JP2003142164A JP2004349018A (ja) 2003-05-20 2003-05-20 排気系に燃料電池を有する内燃機関

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US20060059892A1 (en) * 2004-09-17 2006-03-23 Eaton Corporation Clean power system
WO2006069670A1 (fr) * 2004-12-23 2006-07-06 Bayerische Motoren Werke Aktiengesellschaft Systeme forme d'une pile a combustible et d'un moteur a combustion interne
US20070190377A1 (en) * 2006-02-14 2007-08-16 Shane Elwart System and method to operate a fuel cell in the exhaust of an internal combustion engine
US20070186545A1 (en) * 2006-02-14 2007-08-16 Shane Elwart Catalytic device with fuel cell portion and catalytic conversion portion
US20070186544A1 (en) * 2006-02-14 2007-08-16 Shane Elwart Catalytic device with fuel cell portion and catalytic conversion portion
US20070186537A1 (en) * 2006-02-14 2007-08-16 Shane Elwart System and method to operate fuel cell in the exhaust of an internal combustion engine
US20070186876A1 (en) * 2006-02-14 2007-08-16 Shane Elwart System and method to operate fuel cell in the exhaust of an internal combustion engine
US20070254196A1 (en) * 2006-04-28 2007-11-01 Richards Randall R Modular electric power generation system and method of use
US20080118795A1 (en) * 2004-11-09 2008-05-22 Dai Nippon Printing Co., Ltd. Cogeneration System Using Fuel Cell
US20090202881A1 (en) * 2006-02-17 2009-08-13 Naoki Uchiyama Single-chamber-type solid oxide fuel cell device
US8463529B2 (en) 2004-09-17 2013-06-11 Eaton Corporation System and method of operating internal combustion engines at fuel rich low-temperature- combustion mode as an on-board reformer for solid oxide fuel cell-powered vehicles
US11101482B2 (en) * 2018-01-31 2021-08-24 Syracuse University Solid oxide fuel cell catalytic converter
US20220127994A1 (en) * 2020-10-26 2022-04-28 Southwest Research Institute Exhaust gas electrochemical energy recovery system
US20230030363A1 (en) * 2019-12-31 2023-02-02 Ceres Intellectual Property Company Limited Hybrid power system

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US20060059892A1 (en) * 2004-09-17 2006-03-23 Eaton Corporation Clean power system
US20060063046A1 (en) * 2004-09-17 2006-03-23 Eaton Corporation Clean power system
US8463529B2 (en) 2004-09-17 2013-06-11 Eaton Corporation System and method of operating internal combustion engines at fuel rich low-temperature- combustion mode as an on-board reformer for solid oxide fuel cell-powered vehicles
US7818959B2 (en) 2004-09-17 2010-10-26 Eaton Corporation Clean power system
WO2006030273A1 (fr) * 2004-09-17 2006-03-23 Eaton Corporation Systeme de production d'energie peu polluant
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WO2006069670A1 (fr) * 2004-12-23 2006-07-06 Bayerische Motoren Werke Aktiengesellschaft Systeme forme d'une pile a combustible et d'un moteur a combustion interne
US8096109B2 (en) * 2004-12-23 2012-01-17 Bayerische Motoren Werke Aktiengesellschaft System of a fuel cell and an internal-combustion engine
US20070243440A1 (en) * 2004-12-23 2007-10-18 Bayerische Motoren Werke Aktiengesellschaft System of a fuel cell and an internal combustion engine
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CN101020422B (zh) * 2006-02-14 2011-09-28 福特环球技术公司 运行内燃机排气系统中的燃料电池的系统和方法
US7600375B2 (en) * 2006-02-14 2009-10-13 Ford Global Technologies, Llc Catalytic device with fuel cell portion and catalytic conversion portion
US8733082B2 (en) 2006-02-14 2014-05-27 Ford Global Technologies, Llc System and method to operate fuel cell in the exhaust of an internal combustion engine
US20070190377A1 (en) * 2006-02-14 2007-08-16 Shane Elwart System and method to operate a fuel cell in the exhaust of an internal combustion engine
US20070186876A1 (en) * 2006-02-14 2007-08-16 Shane Elwart System and method to operate fuel cell in the exhaust of an internal combustion engine
US20070186537A1 (en) * 2006-02-14 2007-08-16 Shane Elwart System and method to operate fuel cell in the exhaust of an internal combustion engine
US7846595B2 (en) * 2006-02-14 2010-12-07 Ford Global Technologies, Llc System and method to operate a fuel cell in the exhaust of an internal combustion engine
US7870723B2 (en) 2006-02-14 2011-01-18 Ford Global Technologies, Llc System and method to operate fuel cell in the exhaust of an internal combustion engine
US20110077839A1 (en) * 2006-02-14 2011-03-31 Ford Global Technologies, Llc System and method to operate a fuel cell in the exhaust of an internal combustion engine
US20110107740A1 (en) * 2006-02-14 2011-05-12 Ford Global Technologies, Llc System and method to operate fuel cell in the exhaust of an internal combustion engine
US8394542B2 (en) * 2006-02-14 2013-03-12 Ford Global Technologies, Llc System and method to operate a fuel cell in the exhaust of an internal combustion engine
US20070186544A1 (en) * 2006-02-14 2007-08-16 Shane Elwart Catalytic device with fuel cell portion and catalytic conversion portion
US8192877B2 (en) * 2006-02-14 2012-06-05 Ford Global Technologies, Llc System and method to operate fuel cell in the exhaust of an internal combustion engine
US20070186545A1 (en) * 2006-02-14 2007-08-16 Shane Elwart Catalytic device with fuel cell portion and catalytic conversion portion
US20090202881A1 (en) * 2006-02-17 2009-08-13 Naoki Uchiyama Single-chamber-type solid oxide fuel cell device
US7787997B2 (en) * 2006-04-28 2010-08-31 Caterpillar Modular electric power generation system and method of use
US20070254196A1 (en) * 2006-04-28 2007-11-01 Richards Randall R Modular electric power generation system and method of use
US11101482B2 (en) * 2018-01-31 2021-08-24 Syracuse University Solid oxide fuel cell catalytic converter
US20230030363A1 (en) * 2019-12-31 2023-02-02 Ceres Intellectual Property Company Limited Hybrid power system
US11757109B2 (en) * 2019-12-31 2023-09-12 Ceres Intellectual Property Company Limited Hybrid power system
US20220127994A1 (en) * 2020-10-26 2022-04-28 Southwest Research Institute Exhaust gas electrochemical energy recovery system
US11506102B2 (en) * 2020-10-26 2022-11-22 Southwest Research Institute Exhaust gas electrochemical energy recovery system

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FR2852446A1 (fr) 2004-09-17

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