WO2013008446A1 - Système de production d'énergie combiné - Google Patents

Système de production d'énergie combiné Download PDF

Info

Publication number
WO2013008446A1
WO2013008446A1 PCT/JP2012/004425 JP2012004425W WO2013008446A1 WO 2013008446 A1 WO2013008446 A1 WO 2013008446A1 JP 2012004425 W JP2012004425 W JP 2012004425W WO 2013008446 A1 WO2013008446 A1 WO 2013008446A1
Authority
WO
WIPO (PCT)
Prior art keywords
gas
fuel
power generation
temperature side
liquefied
Prior art date
Application number
PCT/JP2012/004425
Other languages
English (en)
Japanese (ja)
Inventor
亮 宮前
大野　達也
Original Assignee
川崎重工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 川崎重工業株式会社 filed Critical 川崎重工業株式会社
Publication of WO2013008446A1 publication Critical patent/WO2013008446A1/fr

Links

Images

Classifications

    • 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
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04201—Reactant storage and supply, e.g. means for feeding, pipes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G1/00—Hot gas positive-displacement engine plants
    • F02G1/04—Hot gas positive-displacement engine plants of closed-cycle type
    • F02G1/043—Hot gas positive-displacement engine plants of closed-cycle type the engine being operated by expansion and contraction of a mass of working gas which is heated and cooled in one of a plurality of constantly communicating expansible chambers, e.g. Stirling cycle type engines
    • F02G1/053—Component parts or details
    • F02G1/055—Heaters or coolers
    • 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
    • H01M8/04067—Heat exchange or temperature measuring elements, thermal insulation, e.g. heat pipes, heat pumps, fins
    • 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
    • H01M2250/40—Combination of fuel cells with other energy production systems
    • H01M2250/407—Combination of fuel cells with mechanical energy generators
    • 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
    • Y02E20/00—Combustion technologies with mitigation potential
    • Y02E20/14—Combined heat and power generation [CHP]
    • 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
    • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
    • Y02P90/40—Fuel cell technologies in production processes

Definitions

  • the present invention relates to a combined power generation system including a gas fuel device that uses fuel gas as fuel and a Stirling engine.
  • a fuel cell generally includes a cathode (air electrode), an anode (fuel electrode), and an electrolyte, and is a device that produces electricity by using a reaction between a fuel such as hydrogen and oxygen.
  • a fuel cell oxygen atoms that have received electrons at the cathode become conductive ions and are transported to the electrolyte to reach the anode while undergoing exchange reaction with the electrolyte material, where they are combined with hydrogen and emitted.
  • Fuel cell devices are classified into several types according to the type of electrolyte used.
  • high-temperature fuel cells such as SOFC (solid oxide fuel cell) and MCFC (molten carbonate fuel cell) operate at high temperatures.
  • SOFC solid oxide fuel cell
  • MCFC molten carbonate fuel cell
  • the SOFC is a high-temperature fuel cell that operates at an operating temperature of 750 to 1000 ° C. using a solid oxide as an electrolyte and hydrogen or natural gas as a fuel.
  • a catalyst electrode using a noble metal becomes unnecessary and internal reforming is possible.
  • hydrogen, natural gas, coal gas, etc. Can also be used as fuel.
  • liquefied natural gas LNG
  • liquefied natural gas stored at a low temperature of ⁇ 160 ° C. or lower is vaporized by a vaporizer, and hydrogen and carbon monoxide are produced from the natural gas by a reformer. Is supplied to the fuel cell body.
  • the vaporizer is usually an air-heated evaporator, and vaporizes using low-temperature liquefied natural gas as an air heat source.
  • a combined power generation system in which the fuel cell is combined with another power generation device is known.
  • a combined cycle power generation system (refer to Patent Document 1) that combines an SOFC and a gas turbine engine, a combined power generation system that combines an SOFC and a Stirling engine (refer to Patent Document 2), and the like are known.
  • a Stirling engine is generally an external combustion engine that includes a cylinder and a piston, and operates to drive power by changing the pressure of gas in the cylinder by external heating and cooling to obtain power.
  • the Stirling engine has a simple structure and can be downsized. It does not have a high-speed rotating body and does not involve combustion, so it has high safety. It is excellent in terms of points, and research is being conducted as an auxiliary power source mounted on aircraft, ships, and the like.
  • Patent Document 2 discloses that in a combined power generation system in which an SOFC and a Stirling engine are combined, the high temperature side (expansion space side) of the cylinder of the Stirling engine is disposed in the power generation chamber of the fuel cell module. According to this configuration, the high temperature side of the cylinder of the Stirling engine is arranged in the power generation chamber together with the solid oxide fuel cell that generates power at an operating temperature of 600 to 1000 ° C., so that the working gas in the cylinder of the Stirling engine is The temperature rises with the battery cell.
  • heating means such as a heater in order to heat the working gas of the Stirling engine
  • the arrangement on the high temperature side of the cylinder of the Stirling engine is limited as described above. May become inconvenient, and there may be inconveniences such as restrictions on the arrangement and shape of fuel cells and Stirling engines.
  • the low temperature side (compression space side) of the cylinder of the Stirling engine is disposed outside the container of the fuel cell module, or water is supplied to the vaporizer of the reformer around the low temperature side of the cylinder. It is disclosed to arrange piping for supply.
  • the Stirling engine has room for improvement because the thermodynamic cycle efficiency increases as the temperature difference between the high temperature side and the low temperature side increases.
  • the gas fuel device using the fuel gas as a fuel is not limited to the fuel cell.
  • internal combustion engines such as gas turbine engines and piston engines (gas engines) also use fuel gas as fuel.
  • gas engines also use fuel gas as fuel.
  • the present invention has been made to solve the above-described problems, and in a combined power generation system in which a gas fuel device using a fuel gas such as liquefied natural gas as a fuel and a Stirling engine is combined, the gas fuel device is
  • An object of the present invention is to provide a system that further enhances the efficiency of the system by further improving the overall thermal efficiency without affecting the components and the performance of the system.
  • a combined power generation system connects a gas fuel device that uses fuel gas as a fuel, a storage tank that stores liquefied fuel gas, the storage tank and the gas fuel device, and the liquefied fuel gas is vaporized.
  • a low-temperature side heat exchanger that exchanges heat between the liquefied fuel gas and the working gas on the low-temperature side of the cylinder is provided.
  • the above-mentioned “gas fuel device” includes not only a fuel cell but also an internal combustion engine such as a gas turbine engine and a gas engine using fuel gas as fuel.
  • released outside can be collect
  • the total thermal efficiency of the system can be further improved by combining the Stirling engine without affecting the components of the gas fuel device and its performance. By realizing high efficiency of the system in this way, it is possible to reduce the fuel required to obtain a predetermined amount of electricity, and to reduce the fuel cost and carbon dioxide emission.
  • the thermodynamics increases as the temperature difference between the working gas on the high temperature side and the working gas on the low temperature side increases.
  • the efficiency of the Stirling engine can be improved by making the best use of the merits of the Stirling engine that increases the cycle efficiency.
  • the low temperature side exchanger may be configured to vaporize the liquefied fuel gas by exchanging heat between the liquefied fuel gas and the working gas on the low temperature side of the cylinder. .
  • the low temperature side heat exchanger includes a shell having a lower inlet through which the liquefied fuel gas flows and an upper outlet through which the fuel gas vaporized from the liquefied fuel gas flows, and the liquefied fuel in the shell
  • a liquid level gauge for detecting a gas level and a monitoring device connected to the liquid level gauge, wherein the monitoring device has a liquid level of the liquefied fuel gas in the shell that is higher than that of the upper outlet. It is preferable that the liquid level of the liquefied fuel gas is monitored so as to be lower than a predetermined low upper limit level.
  • the liquefied fuel gas that has flowed into the shell of the low-temperature side heat exchanger is surely vaporized and flows out. Therefore, it is not necessary to provide a vaporizer conventionally used for vaporizing the liquefied fuel gas, and the configuration of the power generation system can be simplified.
  • the combined power generation system includes a first high temperature side heat exchanger that is provided in the exhaust pipe and exchanges heat between the exhaust gas from the gas fuel device that is a high heat source and the working gas on the high temperature side of the cylinder. It is good.
  • the efficiency of the Stirling engine can be increased by making the most of the merit of the Stirling engine where the thermodynamic cycle efficiency increases as the temperature difference between the working gas and the working gas on the low temperature side increases.
  • the gas fuel device is a high-temperature fuel cell, and further includes a gas turbine engine provided separately from the gas fuel device, and an air supply pipe for supplying air to the gas fuel device.
  • the gas turbine engine may include a compressor that supplies compressed air to the air supply pipe, and the turbine that is rotated by exhaust gas sent from the exhaust pipe.
  • a turbine exhaust pipe that discharges exhaust gas from the turbine, and a second high temperature that is provided in the turbine exhaust pipe and exchanges heat between the exhaust gas from the turbine that is a high heat source and the working gas on the high temperature side of the cylinder. It is desirable to provide a side heat exchanger.
  • the Stirling engine is an engine that does not need to use a combustible gas as a working gas and does not accompany combustion.
  • the Stirling engine uses cold and hot heat that have been conventionally released, The overall thermal efficiency of the system can be further improved without affecting the performance of the fuel cell and gas turbine.
  • the cold heat of liquefied natural gas that has been conventionally released can be recovered as energy such as electric power and power by a Stirling engine.
  • a Stirling engine By combining the gas fuel device and the Stirling engine in this way, it is possible to further improve the overall thermal efficiency without affecting the components of the gas fuel device and its performance.
  • the working gas on the low temperature side of the Stirling engine has a lower temperature than air cooling, the Stirling engine can be highly efficient.
  • FIG. 1 is a system diagram of a combined power generation system in which a high-temperature fuel cell and a Stirling engine according to Embodiment 1 of the present invention are combined.
  • FIG. 2 is a schematic perspective view of the low temperature side heat exchanger.
  • FIG. 3 is a schematic cross-sectional view of a low temperature side heat exchanger.
  • FIG. 4 is a system diagram of a combined power generation system that combines a high-temperature fuel cell, a Stirling engine, and a gas turbine engine according to Embodiment 2 of the present invention.
  • FIG. 5 is a system diagram of a combined power generation system in which an internal combustion engine and a Stirling engine according to Embodiment 3 of the present invention are combined.
  • FIG. 1 is a system diagram of a combined power generation system that combines a high temperature fuel cell and a Stirling engine according to a preferred embodiment 1 of the present invention.
  • a combined power generation system 1 according to Embodiment 1 shown in FIG. 1 is a system that generates power by combining a fuel cell device 2 and a Stirling engine 8.
  • the fuel cell device 2 mainly includes a fuel cell 20 (cell stack), a fuel supply system 19 that supplies fuel to the fuel cell 20, an air supply system 18 that supplies air to the fuel cell 20, and the fuel cell 20. And an inverter 28 for converting the extracted direct current into an alternating current.
  • the fuel cell device 2 includes a high-temperature fuel cell 20 that uses fuel gas stored in a liquefied state at a low temperature as a fuel.
  • an SOFC solid oxide fuel
  • the fuel cell 20 is not limited to the SOFC, and may be a high-temperature fuel cell and an MCFC (molten carbonate fuel cell) that uses fuel gas stored in a liquefied state as a fuel at a low temperature.
  • the “low temperature” in the “liquefied state at a low temperature” means a temperature at least lower than room temperature.
  • Examples of the fuel gas stored in a liquefied state at a low temperature include liquefied natural gas (LNG) and liquefied methane gas.
  • the fuel supply system 19 of the fuel cell device 2 includes a storage tank 22 that stores fuel, a reformer 21, a raw fuel supply pipe 23 that connects the storage tank 22 and the reformer 21, and a reformer 21 and a fuel cell. 20 is connected to the fuel supply pipe 24 and the like.
  • the raw fuel supply pipe 23 is provided with a low temperature side heat exchanger 11 of the Stirling engine 8 described later.
  • the storage tank 22 stores the fuel gas of the fuel cell 20 in a liquefied state.
  • the liquefied fuel gas is referred to as “liquefied fuel gas”.
  • the fuel gas when the fuel gas is natural gas, it is stored as liquefied natural gas at a low temperature of ⁇ 160 ° C. or lower.
  • the liquefied fuel gas in the storage tank 22 is vaporized by the low temperature side heat exchanger 11 while passing through the raw fuel supply pipe 23 and supplied to the reformer 21 as fuel gas.
  • the reformer 21 reacts the fuel gas with water vapor on the catalyst to convert it into hydrogen (H 2 ) and carbon dioxide CO 2 (partially carbon monoxide (CO)), so that the fuel of the fuel cell 20 is converted. It is what you make.
  • the reformed gas generated by the reformer 21 is sent to the fuel cell 20 through the fuel supply pipe 24.
  • the sulfur component is contained in fuel gas, before reforming with the reformer 21, the sulfur component of fuel gas is previously removed by the desulfurizer.
  • SOFC also uses carbon monoxide as fuel
  • the fuel cell device 2 according to the present embodiment does not include a CO converter.
  • the reformer 21 A CO converter that reduces the concentration of the generated carbon monoxide may be provided on the downstream side of the reformer 21.
  • the SOFC can cause a steam reforming reaction in the fuel cell 20, the reformer 21 can be omitted from the combined power generation system 1.
  • the air supply system 18 of the fuel cell device 2 includes a blower 26, an air supply pipe 27 that connects the blower 26 and the fuel cell 20, and a heat recovery device 25 provided in the air supply pipe 27.
  • External air is supplied to the air supply pipe 27 by the blower 26 according to the amount of power generated by the fuel cell 20.
  • the heat recovery unit 25 heats the air sent to the fuel cell 20 through the air supply pipe 27 by recovering waste heat from the fuel cell 20.
  • the air sent to the air supply pipe 27 by the blower 26 is heated by the heat recovery unit 25 while passing through the air supply pipe 27, and is sent to the fuel cell 20 as high-temperature air.
  • the fuel cell 20 is a cell stack composed of a plurality of single cells, and each single cell includes an air electrode (cathode), a solid oxide serving as an electrolyte, and a fuel electrode (anode).
  • the reformed gas is sent from the reformer 21 through the fuel supply pipe 24 to the fuel electrode.
  • air is sent to the air electrode through the air supply pipe 27.
  • the fuel cell 20 generates power using hydrogen or hydrogen and carbon monoxide contained in the reformed gas and oxygen (O 2 ) contained in the air. Specifically, oxygen becomes oxygen ions (O 2 ⁇ ) at the air electrode, and the oxygen ions pass through the solid oxide electrolyte and react with hydrogen at the fuel electrode to generate water.
  • High-temperature (about 700 to 1000 ° C.) exhaust gas generated in the fuel cell 20 is discharged through an exhaust pipe 29 connected to the fuel cell 20.
  • the exhaust pipe 29 is provided with the high temperature side heat exchanger 7 of the Stirling engine 8, and the heat of the exhaust gas is used by the high temperature side heat exchanger 7 to heat the high temperature side working gas.
  • the high-temperature exhaust gas generated in the fuel cell 20 is sent to the heat recovery unit 25 to be used as a heat source for heating the air, and is also sent to the reformer 21 to generate hydrogen from the fuel gas. It is used as a heat source for heat required when fuel such as carbon monoxide is taken out.
  • Stirling engine 8 The Stirling engine 8 illustrated in FIG.
  • 1 is of a double action type (double acting type) having a plurality of sets of pistons 10 and cylinders 9. 1, two cylinders 9 connected to each other are shown as a basic configuration of the Stirling engine 8, and the other pistons 10 and cylinders 9 are not shown.
  • each cylinder 9 of the Stirling engine 8 is divided in the longitudinal direction by a piston 10 (displacer piston).
  • One of the divided internal spaces of each cylinder 9 is called a high temperature space 9a or an expansion space, and the other space is called a low temperature space 9b or a compression space.
  • the high temperature space 9a of each cylinder 9 is connected to the high temperature side heat exchanger 7 that uses high temperature exhaust gas sent from the fuel cell 20 through the exhaust pipe 29 as a high heat source. In the high temperature side heat exchanger 7, the working gas in the high temperature space 9a is heated.
  • the low temperature space 9b of each cylinder 9 is connected to a low temperature side heat exchanger 11 that uses low temperature liquefied fuel gas sent through the raw fuel supply pipe 23 as a cold heat source.
  • the working gas in the low temperature space 9b is cooled.
  • the high temperature space 9a of one cylinder 9 and the low temperature space 9b of the other cylinder 9 of two adjacent cylinders 9 and 9 are communicated with each other via a communication pipe 9e.
  • Each communication pipe 9e is provided with a regenerator 13 for storing the heat of the working gas moving through the communication pipe 9e.
  • each cylinder 9 is connected to the crankshaft 12 by a connecting rod 10a, and can reciprocate with a phase shift.
  • the working gas in one cylinder 9 flows into the high temperature space 9 a of the other cylinder 9.
  • the other piston 10 moves to the low temperature space 9b side and is connected to this by the crankshaft 12.
  • One piston 10 is moved to the high temperature space 9a side.
  • the working gas moves through the regenerator 13 between the high temperature space 9 a and the low temperature space 9 b that are in communication with each other, and a rotational force is output from the crankshaft 12.
  • the output from the crankshaft 12 is used, for example, for driving a generator connected to the crankshaft 12 (not shown) or an auxiliary machine of the combined power generation system 1.
  • FIG. 2 is a schematic perspective view of the low temperature side heat exchanger 11
  • FIG. 3 is a schematic cross-sectional view of the low temperature side heat exchanger 11.
  • the low temperature side heat exchanger 11 is a multi-tube heat exchanger, and includes a shell 35 and a tube bundle 36 inserted into the shell 35.
  • the shell 35 has a cylindrical shape, and a liquefied fuel gas inlet 35a (lower inlet) is provided at a lower portion thereof.
  • the inlet 35a is connected to the storage tank 22 via an upstream pipe 23a of the raw fuel supply pipe 23. It is connected.
  • a fuel gas (gas) outlet 35 b (upper outlet) is provided at the top of the shell 35, and this outlet 35 b is connected to the reformer 21 via a downstream pipe 23 b of the raw fuel supply pipe 23. ing.
  • the shell 35 is provided with a liquid level gauge 37 for detecting the liquid level of the liquefied fuel gas.
  • the liquid level gauge 37 is a known liquid level gauge for measuring the liquid level of the liquefied fuel gas in a low temperature environment (for example, a contact type sensor such as a capacitance type or a magnetic detection type, a non-contact type such as an optical type). Type sensors).
  • the level gauge 37 is connected to a monitoring device 38, and the monitoring device 38 constantly monitors the liquid level of the liquefied fuel gas detected by the level gauge 37.
  • the monitoring device 38 always measures the liquid level of the liquefied fuel gas in the shell 35 so that only the gas flows out to the downstream pipe 23b of the raw fuel supply pipe 23, and the liquid level is set in advance. A warning is issued when the upper limit level is reached.
  • This “upper limit level” is a level lower than the outlet 35 b provided at the upper part of the shell 35, so that only the fuel gas (gas) flows out from the shell 35 and the liquefied fuel gas (liquid) does not flow out. In this case, the liquid level is monitored.
  • the tube bundle 36 includes a plurality of tubes 41 that are heat transfer tubes, an inlet-side head 42 connected to the inlet side of each tube 41, and an outlet-side head 43 that communicates with the outlet side of each tube 41. .
  • a fin (not shown) is provided around each tube 41 to increase heat exchange efficiency.
  • the inlet side head 42 and the outlet side head 43 are connected to the low temperature space 9b of the cylinder 9 of the Stirling engine 8 via a connecting pipe 9d (see FIG. 1).
  • the working gas flowing into the inlet-side head 42 of the tube bundle 36 from the low-temperature space 9b of the cylinder 9 through the connecting pipe 9d as the piston 10 of the Stirling engine 8 moves is It flows into the low temperature space 9 b of the cylinder 9 through the tube 41 and the outlet side head 43.
  • the liquefied fuel gas existing around the tube 41 and the working gas flowing in the tube 41 exchange heat, whereby the working gas is cooled and the liquefied fuel gas is vaporized.
  • the working gas is cooled by the latent heat of vaporization of the liquefied fuel gas.
  • the vaporized fuel gas is sent to the reformer 21 through the pipe 23a.
  • both the heat (high heat) and cold energy discharged from the fuel cell device 2 are collected and used for heating and cooling the working gas of the Stirling engine 8.
  • both the hot and cold heat that has been released to the outside in the past is recovered as energy such as electric power and power by the Stirling engine 8
  • the overall thermal efficiency of the system can be improved.
  • the Stirling engine 8 uses the cold and warm heat that has been released in the past, the combination of the Stirling engine 8 with the fuel cell device 2 has no effect on the performance of the components of the fuel cell device 2. Therefore, no special adjustment is required between the fuel cell device 2 and the Stirling engine 8, and the combined power generation system 1 can be easily constructed.
  • the liquefied fuel gas is completely vaporized by the low temperature side heat exchanger 11, and the fuel gas flows into the pipe 23 b on the downstream side of the raw fuel supply pipe 23.
  • the carburetor provided in the fuel supply system 19 of the conventional fuel cell device can be omitted.
  • the low temperature side heat exchanger 11 may be capable of cooling the working gas in the low temperature space 9b of the cylinder 9 using the cold heat of the liquefied fuel gas, and does not stick to vaporization of the liquefied fuel gas.
  • a vaporizer may be provided on the downstream side of the low temperature side heat exchanger 11 in the raw fuel supply pipe 23.
  • the working gas in the low temperature space 9 b of the cylinder 9 of the Stirling engine 8 has a lower temperature than when it is air-cooled.
  • the temperature difference between the working gas in the high temperature space 9a and the working gas in the low temperature space 9b of the cylinder 9 can be further expanded, and the thermodynamic cycle efficiency increases as the temperature difference between the high temperature side and the low temperature side increases. It is possible to increase the efficiency of the Stirling engine.
  • the Stirling engine 8 can be reduced in size and weight with a simple structure, is excellent in quietness and reliability, and does not need to use a combustible gas as a working gas and is accompanied by combustion. Since it is not an engine, it can be safely used even in combination with other devices such as the fuel cell device 2.
  • FIG. 4 is a system diagram of a combined power generation system that combines a high-temperature fuel cell, a Stirling engine, and a gas turbine engine according to a preferred embodiment 2 of the present invention.
  • a combined power generation system 1 according to Embodiment 2 shown in FIG. 1 is a system that generates power by combining a fuel cell device 2, a Stirling engine 8, and a gas turbine engine 3. That is, the combined power generation system 1 is a combination cycle power generation system in which the fuel cell device 2 and the gas turbine engine 3 are combined with the Stirling engine 8.
  • the configurations of the fuel cell device 2 and the Stirling engine 8 of the combined power generation system 1 according to the second embodiment are substantially the same as those provided in the combined power generation system 1 according to the first embodiment. Therefore, in the following description, elements that are the same as or equivalent to those included in the combined power generation system 1 according to Embodiment 1 are denoted by the same reference numerals, and redundant description thereof is omitted.
  • the fuel cell device 2 mainly includes a fuel cell 20 (cell stack) that is a high-temperature fuel cell, a fuel supply system 19 that supplies fuel to the fuel cell 20, and an air supply system 18 that supplies air to the fuel cell 20. And an inverter 28 for converting a direct current taken from the fuel cell 20 into an alternating current.
  • the fuel supply system 19 of the fuel cell device 2 includes a storage tank 22 that stores fuel, a reformer 21, a raw fuel supply pipe 23 that connects the storage tank 22 and the reformer 21, and a reformer 21 and a fuel cell. 20 is connected to the fuel supply pipe 24 and the like.
  • the raw fuel supply pipe 23 is provided with a low temperature side heat exchanger 11 of the Stirling engine 8 described later.
  • the liquefied fuel gas in the storage tank 22 is vaporized by the low temperature side heat exchanger 11 while passing through the raw fuel supply pipe 23 and supplied to the reformer 21 as fuel gas.
  • a reformed gas containing hydrogen and carbon monoxide is generated from the fuel gas, and the generated reformed gas is sent to the fuel cell 20 through the fuel supply pipe 24.
  • the air supply system 18 of the fuel cell device 2 includes an air supply pipe 57 that connects a fuel cell 20 and a compressor (high-pressure compressor 53) of the gas turbine engine 3 described later.
  • the high-temperature and high-pressure air sent from the high-pressure compressor 53 of the gas turbine engine 3 to the air supply pipe 57 is supplied to the fuel cell 20 through the air supply pipe 57.
  • the air supply pipe 57 may be provided with a heat recovery unit 25 that heats the air in the air supply pipe 27 using the waste heat of the fuel cell 20. In this case, the high-temperature and high-pressure air sent from the high-pressure compressor 53 of the gas turbine engine 3 to the air supply pipe 57 is further heated by the heat recovery unit 25 and sent to the fuel cell 20.
  • the fuel cell 20 generates power using hydrogen or hydrogen and carbon monoxide contained in the reformed gas and oxygen contained in the air.
  • the generated electricity is converted from direct current to alternating current by an inverter 28 connected to the fuel cell 20.
  • the high-temperature exhaust gas generated in the fuel cell 20 is discharged through an exhaust pipe 58 connected to the fuel cell 20.
  • the gas turbine engine 3 is a multi-stage gas turbine engine, and includes a front-stage intermediate-pressure compressor 52 and a rear-stage high-pressure compressor 53 that respectively suck in air (intake) and compress it.
  • the high-temperature and high-pressure air compressed by the intermediate-pressure compressor 52 and the high-pressure compressor 53 is supplied to the fuel cell 20 through the air supply pipe 57.
  • a two-stage compressor including an intermediate pressure compressor 52 and a high pressure compressor 53 is provided, but these may be integrated into one compressor.
  • Exhaust gas from the fuel cell 20 is supplied to the combustor 54 through the exhaust pipe 58.
  • fuel is injected into the supplied exhaust gas to burn the exhaust gas.
  • the high-temperature (about 1200 ° C.) combustion gas from the combustor 54 is sent to the turbine 55 (high-pressure turbine 55 a) through the combustion gas supply pipe 59 to drive the turbine 55.
  • the turbine 55 includes a front-stage high-pressure turbine 55a and a rear-stage intermediate-pressure turbine 55b, and each drives the high-pressure compressor 53 and the intermediate-pressure compressor 52 via shafts 56a and 56b.
  • the rotational kinetic energy of the turbine 55 is used for power generation, thrust, and driving force.
  • the Stirling engine 8 is a double-acting type (double acting type) having a plurality of sets of pistons 10 and cylinders 9. The internal space of each cylinder 9 is divided into a high-temperature space 9 a and a low-temperature space 9 b in the longitudinal direction by the piston 10.
  • the high temperature space 9a of each cylinder 9 is connected to a high temperature side heat exchanger 7A that uses high temperature exhaust gas sent from the gas turbine engine 3 through the turbine exhaust pipe 60 as a high heat source.
  • the high temperature side heat exchanger 7A the working gas in the high temperature space 9a is heated.
  • the low temperature space 9b of each cylinder 9 is connected to a low temperature side heat exchanger 11 that uses low temperature liquefied fuel gas sent through the raw fuel supply pipe 23 as a cold heat source. In the low temperature side heat exchanger 11, the working gas in the low temperature space 9b is cooled.
  • each communication pipe 9e is provided with a regenerator 13 for storing the heat of the working gas moving through the communication pipe 9e.
  • each cylinder 9 is connected to the crankshaft 12 by a connecting rod 10a, and can reciprocate with a phase shift.
  • the working gas moves through the regenerator 13 between the high temperature space 9 a and the low temperature space 9 b that are in communication with each other, and a rotational force is output from the crankshaft 12.
  • the output from the crankshaft 12 is used, for example, to drive a generator (not shown) or an auxiliary machine of the combined power generation system 1.
  • the hot heat discharged from the gas turbine engine 3 and the cold heat discharged from the fuel cell device 2 are recovered, and the working gas of the Stirling engine 8 is heated and cooled. Are using for.
  • the overall thermal efficiency of the system can be improved.
  • the Stirling engine 8 with the combined cycle power generation system in which the fuel cell device 2 and the gas turbine engine 3 are combined, the performance of the components of the fuel cell device 2 and the gas turbine engine 3 is not affected at all. Therefore, no special adjustment or the like is required between the fuel cell device 2 and the gas turbine engine 3 and the Stirling engine 8, and the combined power generation system 1 can be easily constructed.
  • the working gas in the low temperature space 9 b of the cylinder 9 of the Stirling engine 8 has a lower temperature than that in the case of air cooling.
  • the temperature difference between the working gas in the high temperature space 9a and the working gas in the low temperature space 9b of the cylinder 9 can be further expanded, and the thermodynamic cycle efficiency increases as the temperature difference between the high temperature side and the low temperature side increases. It is possible to increase the efficiency of the Stirling engine.
  • the Stirling engine 8 can be reduced in size and weight with a simple structure, is excellent in quietness and reliability, and does not need to use a combustible gas as a working gas and is accompanied by combustion. Therefore, even if combined with the fuel cell device 2 and the gas turbine engine 3, the engine can be used safely.
  • FIG. 5 is a system diagram of a combined power generation system that combines an internal combustion engine and a Stirling engine according to a preferred third embodiment of the present invention.
  • a combined power generation system 1 according to Embodiment 3 shown in the figure is a system that generates power by combining an internal combustion engine device 4 and a Stirling engine 8. That is, the combined power generation system 1 according to Embodiment 3 is obtained by replacing the fuel cell device 2 of the combined power generation system 1 according to Embodiment 1 with an internal combustion engine device 4.
  • the configuration of the Stirling engine 8 of the combined power generation system 1 according to Embodiment 3 is substantially the same as that of the combined power generation system 1 according to Embodiment 1 described above. Therefore, in the following description, elements that are the same as or equivalent to those included in the combined power generation system 1 according to Embodiment 1 are denoted by the same reference numerals, and redundant description thereof is omitted.
  • the internal combustion engine device 4 mainly includes an internal combustion engine 71 and a fuel supply system 19 that supplies fuel to the internal combustion engine 71.
  • the fuel supply system 19 of the internal combustion engine device 4 includes a storage tank 22 that stores fuel, a raw fuel supply pipe 23 that connects the storage tank 22 and the internal combustion engine 71, and the like.
  • the raw fuel supply pipe 23 is provided with the low temperature side heat exchanger 11 of the Stirling engine 8.
  • the liquefied fuel gas in the storage tank 22 is vaporized by the low temperature side heat exchanger 11 while passing through the raw fuel supply pipe 23, and sent to the internal combustion engine 71.
  • the internal combustion engine 71 is an internal combustion engine that uses fuel gas as fuel.
  • a gas turbine engine using fuel gas stored in a liquefied state at a low temperature as a fuel is employed as an example of the internal combustion engine 71.
  • the internal combustion engine 71 is not limited to a gas turbine engine, and may be a piston engine (so-called “gas engine”) that uses fuel gas stored in a liquefied state at a low temperature as fuel.
  • Fuel gas is sent from the fuel supply system 19 to the internal combustion engine 71.
  • the internal combustion engine 71 fuel gas and air are mixed and combusted, and energy generated by the combustion is converted into rotational kinetic energy and then output to the outside.
  • This rotational kinetic energy is used for power generation.
  • this rotational kinetic energy may be used for thrust or driving force.
  • the combined power generation system 1 since the internal combustion engine 71 and the Stirling engine 8 cooperate to generate energy such as thrust and driving force, the combined power generation system 1 according to the present embodiment is a combined energy generation system.
  • the high-temperature exhaust gas generated in the internal combustion engine 71 is discharged through the exhaust pipe 29 connected to the internal combustion engine 71.
  • the exhaust pipe 29 is provided with the high temperature side heat exchanger 7 of the Stirling engine 8, and the heat of the exhaust gas is used by the high temperature side heat exchanger 7 to heat the high temperature side working gas.
  • both hot (high heat) and cold discharged from the internal combustion engine device 4 are recovered and used for heating and cooling the working gas of the Stirling engine 8.
  • both the warm heat and the cold heat that are originally released to the outside are recovered as energy such as electric power and power by the Stirling engine 8
  • the overall thermal efficiency of the system can be improved.
  • the effect of the combined power generation system 1 according to the third embodiment is the same as that described in the first embodiment.
  • the present invention is useful for improving the overall thermal efficiency in a combined power generation system in which a gas fuel device and a Stirling engine are combined.
  • the present invention can be applied to a combined power generation system in which other engines are combined in addition to a gas fuel device and a Stirling engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Manufacturing & Machinery (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Fuel Cell (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supply And Distribution Of Alternating Current (AREA)

Abstract

La présente invention a trait à un système de production d'énergie combiné (1) qui est équipé : d'un dispositif de combustible gazeux (20, 71) ; d'un réservoir (22) permettant de stocker un gaz combustible liquéfié ; d'un tuyau d'alimentation en combustible (24) qui relie le réservoir (22) et le dispositif de combustible gazeux (20, 71) l'un à l'autre et qui fournit un gaz combustible, qui est obtenu en vaporisant le gaz combustible liquéfié, au dispositif de combustible gazeux (20, 71) ; d'un tuyau d'échappement (29) permettant d'évacuer un gaz d'échappement à partir du dispositif de combustible gazeux (20, 71) ; d'un moteur Stirling (8) qui est constitué d'un cylindre (9) et d'un piston (10) ; et d'un échangeur de chaleur côté basse température (11) qui est prévu sur le tuyau d'alimentation en combustible (24) et qui effectue un échange de chaleur entre le gaz combustible liquéfié, qui tient lieu de source de chaleur froide, et un gaz de travail côté basse température du cylindre (9).
PCT/JP2012/004425 2011-07-08 2012-07-09 Système de production d'énergie combiné WO2013008446A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011-152152 2011-07-08
JP2011152152A JP2014207719A (ja) 2011-07-08 2011-07-08 複合発電システム

Publications (1)

Publication Number Publication Date
WO2013008446A1 true WO2013008446A1 (fr) 2013-01-17

Family

ID=47505750

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2012/004425 WO2013008446A1 (fr) 2011-07-08 2012-07-09 Système de production d'énergie combiné

Country Status (2)

Country Link
JP (1) JP2014207719A (fr)
WO (1) WO2013008446A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150198286A1 (en) * 2014-01-10 2015-07-16 Electro-Motive Diesel, Inc. Gas production system for producing high pressure gas
CN106523157A (zh) * 2016-11-11 2017-03-22 丁元章 一种车用燃料电池复合动力发电系统
CN112339964A (zh) * 2020-11-04 2021-02-09 哈尔滨工程大学 基于燃料电池的并联式气电混合动力系统

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10577983B2 (en) * 2015-09-15 2020-03-03 Nanyang Technological University Power generation system and method

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004214193A (ja) * 2002-12-27 2004-07-29 General Electric Co <Ge> 燃料電池モジュール、コンバインドサイクル発電システム及び発電方法
JP2006200431A (ja) * 2005-01-20 2006-08-03 Nissan Diesel Motor Co Ltd エンジンシステム
JP2006329059A (ja) * 2005-05-26 2006-12-07 Jfe Engineering Kk 複合冷熱発電装置
JP2008157144A (ja) * 2006-12-25 2008-07-10 Kobe Steel Ltd 液化ガス気化システムおよびその制御方法
JP2009144598A (ja) * 2007-12-13 2009-07-02 Sanden Corp 外燃機関
JP2009144538A (ja) * 2007-12-12 2009-07-02 Kobe Steel Ltd 液化ガス気化システム
JP2009205932A (ja) * 2008-02-27 2009-09-10 Mitsubishi Heavy Ind Ltd コンバインドシステム

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004214193A (ja) * 2002-12-27 2004-07-29 General Electric Co <Ge> 燃料電池モジュール、コンバインドサイクル発電システム及び発電方法
JP2006200431A (ja) * 2005-01-20 2006-08-03 Nissan Diesel Motor Co Ltd エンジンシステム
JP2006329059A (ja) * 2005-05-26 2006-12-07 Jfe Engineering Kk 複合冷熱発電装置
JP2008157144A (ja) * 2006-12-25 2008-07-10 Kobe Steel Ltd 液化ガス気化システムおよびその制御方法
JP2009144538A (ja) * 2007-12-12 2009-07-02 Kobe Steel Ltd 液化ガス気化システム
JP2009144598A (ja) * 2007-12-13 2009-07-02 Sanden Corp 外燃機関
JP2009205932A (ja) * 2008-02-27 2009-09-10 Mitsubishi Heavy Ind Ltd コンバインドシステム

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150198286A1 (en) * 2014-01-10 2015-07-16 Electro-Motive Diesel, Inc. Gas production system for producing high pressure gas
US9841146B2 (en) * 2014-01-10 2017-12-12 Electro-Motive Diesel, Inc. Gas production system for producing high pressure gas
CN106523157A (zh) * 2016-11-11 2017-03-22 丁元章 一种车用燃料电池复合动力发电系统
CN112339964A (zh) * 2020-11-04 2021-02-09 哈尔滨工程大学 基于燃料电池的并联式气电混合动力系统
CN112339964B (zh) * 2020-11-04 2022-03-18 哈尔滨工程大学 基于燃料电池的并联式气电混合动力系统

Also Published As

Publication number Publication date
JP2014207719A (ja) 2014-10-30

Similar Documents

Publication Publication Date Title
Nguyen et al. Proton exchange membrane fuel cells heat recovery opportunities for combined heating/cooling and power applications
Yan et al. Thermodynamic analysis of an SOFC–GT–ORC integrated power system with liquefied natural gas as heat sink
Al Moussawi et al. Selection based on differences between cogeneration and trigeneration in various prime mover technologies
Wu et al. Performance assessment of a hybrid system integrating a molten carbonate fuel cell and a thermoelectric generator
Akkaya et al. A study on performance of solid oxide fuel cell‐organic Rankine cycle combined system
EP3973161A1 (fr) Appareil et système de conversion d&#39;énergie
JP5085847B2 (ja) 出力発生用の膨張機を備える高効率燃料電池発電システム
CN104170139A (zh) 燃料电池混合动力系统
NO20120029A1 (no) System og fremgangsmate for termisk stryring i en eller flere insdustriprosesser
Zhang et al. Thermodynamic assessment of an integrated molten carbonate fuel cell and absorption refrigerator hybrid system for combined power and cooling applications
JP2008287940A (ja) 発電設備
Singh et al. A novel renewable energy storage system based on reversible SOFC, hydrogen storage, Rankine cycle and absorption refrigeration system
WO2013008446A1 (fr) Système de production d&#39;énergie combiné
Alsarraf et al. Thermodynamic modeling and exergy investigation of a hydrogen-based integrated system consisting of SOFC and CO2 capture option
JP2013196890A (ja) Ｃｏ２回収型発電システム
Ni et al. Thermodynamic and economic analysis of a novel cascade waste heat recovery system for solid oxide fuel cell
JP2008175151A (ja) 液化ガスの冷熱を利用したコージェネレーションシステム及びその運転方法
Yadav et al. Comprehensive review on performance assessment of solid oxide fuel cell-based hybrid power generation system
Han et al. Potentiality of elastocaloric cooling system for high-temperature proton exchange membrane fuel cell waste heat harvesting
Guo et al. Evaluation on the waste heat recovery potential of thermoacoustically-driven cryocoolers for solid oxide fuel cells
Sinha et al. Integrated fuel cell hybrid technology
Pirkandi et al. Parametric study and thermodynamic performance analysis of a hybrid solid oxide fuel cell-Stirling engine system for cogeneration applications
WO2021129429A1 (fr) Système de circulation combiné 3-en-1, véhicule de transport et système de charge
Gharamaleki et al. A novel sustainable biomass-fueled cogeneration cycle integrated with carbon dioxide capture utilizing LNG regasification and green hydrogen production via PEM electrolysis: thermodynamic assessment
Zhang et al. Integration of molten carbonate fuel cell and looped multi-stage thermoacoustically-driven cryocooler for electricity and cooling cogeneration

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12811696

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 12811696

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP