Integrated fuel cell and engine combustor assembly

Abstract

An engine assembly includes: a combustor; a fuel cell stack integrated with the combustor, the fuel cell stack configured to (i) direct fuel and air exhaust from the fuel cell stack into the combustor and (ii) generate electrical energy; a catalytic partial oxidation converter fluidly connected to the fuel cell stack, the catalytic partial oxidation converter being configured to optimize the hydrogen content of the fuel stream directed into the fuel cell stack; and one or more subsystems electrically connected to the fuel cell stack, the one or more subsystems being configured to receive the electrical energy generated by the fuel cell stack. The combustor is configured to burn fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a downstream turbine.

Description

Technical Field

[0001] This subject matter generally relates to power generation systems such as fuel cells and gas turbine engines. In particular, this disclosure relates to a combination of a combustion system for a gas turbine engine and an integrated fuel cell. This disclosure further relates to one or more subsystems including (i) a catalytic partial oxidation (C-POX) converter for producing a hydrogen-rich fuel stream and (ii) one or more subsystems powered by energy generated by the fuel cell and / or the catalytic partial oxidation (C-POX) converter. Background Technology

[0002] In engine selection and operation, fuel efficiency is often a crucial consideration. For example, the fuel efficiency of a gas turbine engine in an aircraft can be a significant (and limiting) factor affecting the aircraft's flight range. Current aircraft jet engines typically provide primarily shaft (e.g., mechanical) power, which is converted into thrust and a small amount of electricity using a shaft mounted on a fan. However, in addition to gas turbine engines, some aircraft propulsion systems may also include fuel cells. These fuel cells can be located upstream of or around the combustor and downstream of the gas turbine engine's compressor. Compressed air output from the compressor flows along the length of the engine and into the fuel cell. A portion of this air is consumed by the fuel cell in the process of generating electricity. The remaining air can flow through or around the fuel cell and into the combustor. This air is then mixed with fuel and burned in the engine's combustor. Summary of the Invention

[0003] An engine assembly includes: (a) a combustor; (b) a fuel cell stack integrated with the combustor, the fuel cell stack being configured to (i) direct fuel and air exhaust from the fuel cell stack into the combustor and (ii) generate electrical energy; (c) a catalytic partial oxidation converter fluidly connected to the fuel cell stack, the catalytic partial oxidation converter being configured to optimize the hydrogen content of the fuel stream directed into the fuel cell stack; and (d) one or more subsystems electrically connected to the fuel cell stack, the one or more subsystems being configured to receive electrical energy generated by the fuel cell stack, wherein the combustor is configured to burn fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a turbine.

[0004] An engine assembly includes: (a) a combustor; (b) a fuel cell stack integrated with the combustor, the fuel cell stack being configured to (i) direct fuel and air exhaust from the fuel cell stack into the combustor and (ii) generate electrical energy; (c) a catalytic partial oxidation converter fluidly connected to the fuel cell stack, the catalytic partial oxidation converter being configured to optimize the hydrogen content of the fuel stream directed into the fuel cell stack; (d) an AC / DC converter being configured to convert DC current of electrical energy generated by the fuel cell stack into AC current; and (e) one or more subsystems electrically connected to the fuel cell stack, the one or more subsystems being configured to receive AC current, wherein the combustor is configured to burn fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a downstream turbine.

[0005] A method includes: (a) directing air from a compressor into a fuel cell of a fuel cell stack integrated with a combustor of a turbine engine; (b) directing fuel into the fuel cell of the fuel cell stack; (c) converting at least some of the air and fuel entering the fuel cell stack into electrical energy; (d) converting the electrical energy into AC current for use by one or more engine systems; (e) radially directing fuel and air exhaust from the fuel cell stack into the combustor; (f) burning the fuel and exhaust in the combustor into gaseous combustion products; and (g) using the gaseous combustion products to drive a turbine of a turbine engine.

[0006] Additional features, advantages, and embodiments of this disclosure will be set forth or apparent from consideration of the following detailed description, drawings, and claims. Furthermore, it should be understood that the foregoing overview and the following detailed description of this disclosure are exemplary and intended to provide further explanation without limiting the scope of the claimed disclosure. Attached Figure Description

[0007] As shown in the accompanying drawings, the foregoing and other features and advantages will become apparent from the following more specific description of various exemplary embodiments, in which similar reference numerals generally denote the same, functionally similar and / or structurally similar elements.

[0008] Figure 1 The present disclosure illustrates a combination of a combustion system and an integrated fuel cell used in a gas turbine engine system according to an embodiment of the present disclosure.

[0009] Figure 2 An embodiment according to this disclosure is shown. Figure 1 The combustion system and integrated fuel cell are shown.

[0010] Figure 3 The following is illustrated according to an embodiment of the present disclosure. Figure 2 The line 3-3 in the middle is cut off Figure 1 The diagram shows a cross-sectional view of the combustion system and the integrated fuel cell.

[0011] Figure 4 A combination of a combustion system and an integrated fuel cell according to an embodiment of the present disclosure is shown.

[0012] Figure 5 A gas turbine engine having a combination of a combustion system and an integrated fuel cell is shown according to one embodiment of the present disclosure.

[0013] Figure 6 A gas turbine engine having a combination of a combustion system and an integrated fuel cell is shown according to another embodiment of the present disclosure.

[0014] Figure 7 A gas turbine engine having a combination of a combustion system and an integrated fuel cell is shown according to another embodiment of the present disclosure.

[0015] Figure 8 A flowchart illustrating one embodiment of a method for operating an integrated fuel cell and burner assembly is shown. Detailed Implementation

[0016] Various embodiments are discussed in detail below. Although specific embodiments are discussed, this is for illustrative purposes only. Those skilled in the art will recognize that other components and configurations can be used without departing from the spirit and scope of this disclosure.

[0017] This disclosure relates to a fuel cell and combustor combination system. One problem with known fuel cell and combustor combinations is the need for ducts to guide airflow into and out of the fuel cell and into the combustor. These ducts can increase the size of the fuel cell and combustor combination in an engine. Furthermore, current aircraft jet engines typically provide primarily shaft (e.g., mechanical) power, which is converted into propulsion and a small amount of electricity using a shaft mounted on a fan. Therefore, for greater efficiency and reduced engine and / or flight emissions, there is a need for onboard architectures and systems for direct current (DC) power generation, such as fuel cells, to enable more extensive electrical architectures, such as a series of electric motors driving fans, boundary layer intake, etc. Therefore, this disclosure relates to a combination of a combustion system for a gas turbine engine and an integrated fuel cell. This disclosure further relates to (i) a catalytic partial oxidation (C-POX) converter for generating a hydrogen-rich fuel stream (and / or optimizing the hydrogen content of the fuel stream to be directed to the fuel cell and / or fuel cell stack) and (ii) one or more subsystems powered by the energy generated by the fuel cell and / or the catalytic partial oxidation (C-POX) converter. For example, gas turbine engines, such as those used in aircraft, typically provide primarily shaft (e.g., mechanical) power, which is converted into propulsion and a small amount of electricity using a shaft mounted on a fan. In contrast, fuel cells typically provide electrical energy in the form of direct current (DC), which can be converted into alternating current (AC) via, for example, an inverter. DC or AC voltages can be used to power electric motors, lights, communication equipment, and any number of electrical devices and systems. Therefore, by combining fuel cell technology (e.g., solid oxide fuel cells (SOFCs)) with a gas turbine engine, for example, by integrating such fuel cell technology within the combustor of the gas turbine, electrical energy can be generated to drive various subsystems, including, for example, fans for propulsion, generators, etc. However, such fuel cell technology (e.g., SOFCs) typically requires the battery to operate effectively at a specific temperature, for example, 600 to 800°C, and the fuel stream is rich in hydrogen and carbon monoxide. Therefore, embodiments of this disclosure include a catalytic partial oxidation (C-POX) converter for generating a hydrogen-rich fuel stream for solid oxide fuel cells (e.g., optimizing the hydrogen content of the fuel stream to be directed into the fuel cell and / or fuel cell stack).

[0018] Typically, solid oxide fuel cells consume between 1% and 50% of their fuel energy during power generation. Conventional fuel cells separate the air and fuel sides and recycle the fuel to maximize fuel conversion efficiency in the fuel cycle. This requires a basic balance of heat exchangers, pumps, and plumbing systems, all of which can be eliminated by the integrated burner and fuel cell of this disclosure. For example, according to embodiments of this disclosure, unburned fuel and air from the solid oxide fuel cell are directly fed into a gas turbine burner and consumed.

[0019] According to one embodiment of this disclosure, a combustion system for a gas turbine engine is combined with an integrated fuel cell and a catalytic partial oxidation (C-POX) converter for generating a hydrogen-rich fuel stream for a solid oxide fuel cell designed within the outer and / or inner lining of the gas turbine combustor. Furthermore, one or more subsystems powered by the energy generated by the fuel cell and / or the catalytic partial oxidation (C-POX) converter are included in the combined combustion system having the integrated fuel cell. In operation, a main combustor / igniter, typically present in conventional gas turbine combustors, is used to start the gas turbine engine and increase the operating temperature, pressure, and mass air flow rate. Once the temperature, pressure, and mass air flow rate are sufficiently high, fuel is transferred to the catalytic partial oxidation converter to facilitate the function of the solid oxide fuel cell located within the combustor lining area. The hydrogen and carbon monoxide streams generated in the catalytic partial oxidation converter are used to generate electricity in the solid oxide fuel cell. Unburned fuel and air from the solid oxide fuel cell are directed to a combustor containing the main / ignition flame and ignited to consume any unburned hydrogen and carbon monoxide effluent from the solid oxide fuel cell. The heated air is then directed into the gas turbine nozzles for work extraction by the turbine.

[0020] According to one embodiment, hydrogen (H2) fuel can be used as one of the fuel sources for a combustion system with an integrated fuel cell, as opposed to (or other than) a hydrocarbon fuel source. According to this embodiment, the hydrogen (H2) fuel source may not require a catalytic partial oxidation (C-POX) converter; therefore, the hydrogen (H2) fuel stream can be directed into a fuel cell (e.g., an SOFC) integrated into the outer and / or inner lining of a gas turbine combustor.

[0021] According to one embodiment, various fuel sources can be used with the proposed engine system, including a combustion system with an integrated fuel cell. Non-limiting examples of fuel sources for the engine system include, for example, kerosene fuels such as JetA, JP-8, and JP-5, as well as synthetic analogs, biojet fuels, synthetic gasoline, biodiesel, methanol, dimethyl ether (DME), ethanol, glycerol, formic acid, ammonia, hydrazine hydrate, liquid hydrogen, compressed hydrogen, and combinations thereof.

[0022] According to one embodiment, a pre-burner system and / or heat exchanger may also be included to raise the temperature of a portion of the air from the compressor to a specific temperature (e.g., 600°C to 800°C) to further enhance the function of the solid oxide fuel cell located within the burner liner region. For example, once the temperature, pressure, and air mass flow rate are sufficiently high, a portion of the fuel can be diverted to the pre-burner system to increase the temperature of that portion of the air from the compressor. The air heated by the pre-burner system, together with the aforementioned hydrogen and carbon monoxide streams produced in the catalytic partial oxidation converter, and / or the hydrogen (H2) fuel stream, is used in the solid oxide fuel cell to generate electricity, for example, in the form of direct current (DC).

[0023] One or more embodiments described herein provide a fuel cell and combustor assembly for an engine system, such as a gas turbine engine for an aircraft (or other vehicle or stationary power generation system). The assembly (and the accompanying methods described herein) integrates a fuel cell (e.g., a solid oxide fuel cell) and the engine's combustor to provide electricity and propulsion in a thermally efficient manner. The fuel cell stack is arranged around the exterior of the engine's combustor such that air flows radially inward through the fuel cells in the fuel cell stack and enters the combustor toward its center or annular axis. The fuel cell stack can be integrated into the combustor's outer shell and / or inner shell (i.e., liner), eliminating the need for additional conduits or pipes for fluid coupling between the fuel cell stack and the combustor.

[0024] The fuel cell and combustor assemblies described herein can be used to generate electricity to produce thrust in addition to that provided by engine exhaust. For example, drawing current from the fuel cell stack in a gas turbine engine can power one or more electric motors that add torque to the gas turbine engine's fans. This improves the overall fuel efficiency of a propulsion system that includes both fuel cells and combustors. For instance, in completing flight via an aircraft engine, such as one equipped with the fuel cell and combustor assemblies described herein, fuel combustion could potentially be reduced by at least 10% or more.

[0025] Figure 1An embodiment of a combustion system used in a gas turbine engine 102 combined with an integrated fuel cell (i.e., fuel cell and burner assembly 100) is shown. The gas turbine engine 102 includes a shaft 115 that mechanically connects at least one compressor 104 to a turbine 112. The at least one compressor 104 receives inlet air and compresses it via one or more stages of rotating blades. The compressed air is directed into the fuel cell and burner assembly 100.

[0026] Component 100 includes an annular combustor 106, and a fuel cell stack 108 circumferentially surrounds the combustor 106 along some or all of its length. The fuel cell stack 108 includes a plurality of fuel cells arranged to convert fuel and compressed air from the compressor 104 into electrical energy. The fuel cell stack 108 may be integrated into an external portion of the combustor 106 such that the fuel cell stack 108 is part of the combustor 106 and located radially outward of the combustor 106 (e.g., relative to the annular axis 110 of the combustor 106). The gas turbine engine 102 includes a central axis 116 within a shaft 115, which may or may not coincide with the annular axis 110.

[0027] Some of the compressed air leaving compressor 104 is guided radially inward toward the annular axis 110 of burner 106 through the fuel cell in fuel cell stack 108. Some or all of the remaining compressed air from compressor is guided into burner 106 in one or more directions along or parallel to the annular axis 110 of burner 106.

[0028] The fuel cells in fuel cell stack 108 receive fuel from a fuel manifold and air from compressor 104, converting the fuel and air into electrical energy. Partially oxidized fuel and air exhaust from the fuel cells in fuel cell stack 108 flows radially inward toward an annular axis 110 into combustor 106. Partially consumed fuel and air exhaust from the fuel cells, additional air from compressor 104, and / or additional fuel from one or more fuel injectors (e.g., ignition and / or main injectors) are burned within combustor 106. The exhaust from the burned fuel and air mixture is then directed to turbine 112, which converts the exhaust into rotational energy via shaft 115, which can be used to drive one or more loads 114, such as fans, generators, etc., for driving vehicles (e.g., aircraft). According to one embodiment, shaft 115 is a single shaft connecting the load or fan 114 to compressor 104 and turbine 112. According to another embodiment, shaft 115 includes (i) an outer shaft connecting compressor 104 to turbine 112, and (ii) an inner shaft connecting load or fan 114 to turbine 112.

[0029] Figure 2 The combination of a combustion system and an integrated fuel cell is schematically illustrated (i.e., Figure 1 An embodiment of the fuel cell and burner assembly 100 shown is described above. The assembly 100 includes a fuel cell stack 108 located radially outside the burner 106 relative to its annular axis 110. The fuel cell stack 108 includes a plurality of fuel manifolds 200 located at different portions along the periphery of the fuel cell 106. Figure 2 The number and / or arrangement of fuel manifolds 200 shown is one embodiment and does not limit all embodiments described herein.

[0030] Fuel manifold 200 is a conduit that receives fuel for the fuel cells in stack 108 and distributes the fuel to the cells. Fuel manifold 200 may be fluidly connected to a fuel source, such as one or more fuel canisters or other fuel containers. Fuel manifold 200 may include locations where fuel is delivered to orifices in the fuel cell flow path. In one embodiment, fuel is not simply injected from fuel manifold 200 through orifices into the airflow through burner 106. Instead, fuel may be directed into flow paths as described, for example, in US2019 / 0136761A1, which is incorporated herein by reference in its entirety. Figure 2 As further shown, the fuel manifold 200 may be an elongated conduit that extends along or otherwise along the annular axis 110 of the burner 106. Alternatively, the fuel manifold 200 may have another shape, such as a ring surrounding the burner 106.

[0031] In one embodiment, fuel manifold 200 can be individually controlled. For example, a controller (e.g., including and / or one or more processors (e.g., microprocessors) and / or hardware circuitry coupled to one or more processors (e.g., microprocessors) can control valves that, in turn, control fuel flow to different fuel manifolds 200. The amount of current drawn from fuel cell stack 108 can be controlled (e.g., via the controller) during operation of the engine including component 100. The controller can close or open valves to reduce or increase (respectively) the amount of fuel flowing into fuel cell stack 108. The amount of fuel flowing into fuel cell stack 108 can be reduced to reduce the current generated by fuel cell stack 108, or the amount of fuel flowing into fuel cell stack 108 can be increased to increase the current generated by fuel cell. Optionally, fuel cannot be delivered to fuel cell stack 108 through fuel manifold 200 to prevent fuel cell stack 108 from generating any current.

[0032] The fuel cell stack 108 is directly adjacent to the burner 106 along the length of the burner 106. The fuel cell stack 108 may form the outer surface or boundary of the burner 106. This may include the fuel cell stack 108 integrally formed with the burner 106. This arrangement reduces or eliminates the need for additional conduits to fluidly connect the fuel cell stack 108 to the burner 106. The burner 106 receives unused fuel and air from the fuel cell stack 108 in a radially inward direction oriented toward an annular axis 110 of the burner 106. The burner 106 may also receive supplemental fuel and air from the compressor 104. This supplemental fuel and air does not pass through or flow through any of the fuel cells in the fuel cell stack 108 and may flow into the burner 106 in a direction along or parallel to the annular axis 110. The burner 106 further includes an internal portion 202 which, through, for example, a shaft (see, e.g., Figure 1 The shaft 115 is connected to the compressor 104 and / or the turbine 112.

[0033] Figure 3 It shows along Figure 2 The combustion system shown in line 3-3 is combined with the integrated fuel cell (i.e. Figure 1 The figure shows a cross-sectional view of one embodiment of the fuel cell and burner assembly 100. As shown, the fuel cell stack 108 extends circumferentially around the burner 106 by completely surrounding the burner 106 about an annular axis 110. The fuel cell stack 108 includes a plurality of fuel cells 300 that generate current. In one embodiment, these fuel cells 300 are solid oxide fuel cells. Alternatively, the fuel cells 300 may be another type of fuel cell. The fuel cells 300 are formed as portions or segments of an annulus surrounding the burner 106.

[0034] exist Figure 3 The visible fuel cell 300 can be a single ring or band surrounding the burner 106, with more fuel cells 300 stacked axially to form a fuel cell stack 108. For example, multiple additional rings of fuel cells 300 can be placed on top of each other to form a fuel cell stack 108 extending along an annular axis 110. Although in Figure 3 The ring shows eight fuel cells 300, but more or fewer fuel cells 300 can form a ring around the burner 106.

[0035] The fuel cell 300 in stack 108 is positioned to receive exhaust air 302 from compressor 104 (and / or a pre-combustion system further described below) and fuel 304 from fuel manifold 200 (and / or a catalyst further described below). The fuel cell 300 uses at least some of the air 302 and fuel 304 to generate an electric current and radially directs partially oxidized fuel 306 and unused air 308 toward an annular axis 110 into combustor 106. Combustor 106 burns the partially oxidized fuel 306 and air 308 into one or more gaseous combustion products (e.g., exhaust gas), which are directed to and drive downstream turbine 112.

[0036] Figure 4 It shows applications that can be used in gas turbine engine systems (e.g., Figure 1 A perspective view of another embodiment of the combination of the combustion system of a gas turbine engine 102 and an integrated fuel cell (i.e., fuel cell and combustor system 400), further described in, for example, US2020 / 0194799A1, which is incorporated herein by reference in its entirety. System 400 includes a housing 410 having a combustion outlet side 412 and a side 416 opposite to the combustion outlet side 412, a fuel and air inlet side 422 and a side 424 opposite to the fuel and air inlet side 422, and sides 414, 415. Sides 414 and 416 are in… Figure 4 It is not visible in the 3D view. The shape of the outer casing 410 can be related to... Figure 4 The differences are shown. For example, in another embodiment, the housing 410 does not need to have a rectangular or cubic shape.

[0037] The combustion outlet side 412 includes a plurality of combustion outlets 480 from which combustion gases 488 are led out of the housing 410. As described herein, combustion gases 488 can be generated in a fuel cell stack within the housing 410 using fuel and air that are not consumed by the fuel cell. These combustion gases 488 can be used to generate propulsion or thrust for a vehicle such as a manned or unmanned aircraft.

[0038] The fuel and air inlet side 422 includes one or more fuel inlets 450 and one or more air inlets 460. Optionally, one or more of the inlets 450, 460 may be located on the other side of the housing 410. The fuel inlet 450 is fluidly connected to the fuel source of the fuel cell (e.g., one or more pressurized containers containing hydrogen gas) and / or the catalytic partial oxidation converter described further below. Alternatively, a fuel of another type or source may be used. The air inlet 460 is connected to the air of the fuel cell (e.g., air discharged from a compressor equipped with a gas turbine engine (see, for example, air from...)). Figures 1 to 3The compressor 104 in the gas turbine engine 102 of the embodiment is fluidly connected to the air source 302) and / or the pre-combustion system further described below. Alternatively, another air source may be provided, such as one or more pressurized oxygen containers. Inlets 450 and 460 receive fuel and air from external sources of fuel and air, respectively, and direct the fuel and air into the fuel cell, respectively.

[0039] In one embodiment, the fuel and air inlet side 422 and the combustion outlet side 412 may be the only unsealed sides of the housing 410. For example, the housing 410 may be sealed to prevent fluids (gases and / or liquids) from entering or leaving the housing 410, except for the inlets 450, 460 and the combustion outlet 480. Air and fuel introduced into the housing 410 via the inlets 450, 460 may be completely or substantially consumed by the generation of fuel cell and / or combustion gas 488 within the housing 410 (e.g., at least 98% by volume or mass). This may allow the housing 410 to have no other outlet through which fuel or air passes, except for the combustion gas 488 exiting the housing 410 through the combustion outlet 480. According to one embodiment, partially oxidized fuel and unused air from the fuel cell within the housing 410 may be directed to a combustor, such that the combustor burns the partially oxidized fuel and air into one or more gaseous combustion products (e.g., exhaust gas), which are directed to a downstream turbine and drive the downstream turbine (see, for example...). Figures 1 to 3 (The combustor 106 and turbine 112 of the gas turbine engine 102 in the embodiment).

[0040] In one embodiment, system 400 may be formed by one hundred fuel cells stacked side-by-side from one end or fuel and air inlet side 422 to the opposite side 424. Alternatively, system 400 may include fewer or more fuel cells stacked side-by-side. According to one embodiment, system 400 may be 8 cm high, 2.5 cm wide, and 24 cm long. Alternatively, system 400 may be taller or shorter, wider or narrower, and / or longer or shorter than these example dimensions.

[0041] According to one embodiment, the combination of the combustion system and the integrated fuel cell (i.e., fuel cell and burner system 400) can be integrated into the burner liner, thereby surrounding the burner circumferentially along some or all of the burner's length by a housing 410 having a fuel cell stack or multiple fuel cells. Thus, according to this embodiment, system 400 or housing 410 circumferentially surrounds the burner (see example...) Figure 1In one embodiment, the combustor 106 of the gas turbine engine 102 is directly adjacent to the combustor of, for example, a gas turbine engine. The housing 410 may form the outer surface or boundary of the combustor. This may include a housing 410 integrally formed with the combustor. This arrangement reduces or eliminates the need for additional piping to fluidly connect the housing 410 to the combustor. According to another embodiment, the fuel cell stack may be axially coupled to the combustor, meaning the fuel cell stack is located upstream of the combustor, but not necessarily circumferentially surrounding it.

[0042] According to one embodiment, the burner is fluidly connected to the housing 410 (see example...). Figures 1 to 3 The combustor 106 of the gas turbine engine 102 of the embodiment). The combustor is along an annular axis toward the combustor (see, for example...) Figures 1 to 3 The burner 106 of the embodiment receives unused fuel and air (e.g., combustion gas 488) from the housing 410 in a radially inward direction oriented annular axis 110.

[0043] According to one embodiment, the fuel cell (e.g., SOFC) within housing 410 is positioned to receive (i) exhaust air from a compressor and / or pre-combustion system further described below, and (ii) fuel from a source, such as a catalytic partial oxidation converter further described below. The fuel cell within housing 410 uses this air and at least some of this fuel to generate an electric current and radially directs the partially oxidized fuel and unused air into a combustor. The combustor burns the partially oxidized fuel and air into one or more gaseous combustion products (e.g., exhaust gas), which can be directed to a downstream turbine and drive the downstream turbine (e.g., see [link to relevant documentation]). Figures 1 to 3 (The combustor 106 and turbine 112 of the gas turbine engine 102 in the embodiment).

[0044] Figure 5 An engine assembly according to one embodiment of the present disclosure is shown, more specifically, a gas turbine engine 500 having a combination of a combustion system and an integrated fuel cell. Figure 5 As shown, the gas turbine engine 500 includes a shaft 515 mechanically connecting at least one compressor 504 to a turbine 512. The gas turbine engine 500 further includes a combustor 506 (e.g., a gas turbine combustor) and a fuel cell 508 (or fuel cell stack), the fuel cell 508 having multiple fuel cells (e.g., SOFC) integrated with the combustor 506. According to one embodiment, the fuel cell 508 (e.g., a solid oxide fuel cell) is integrated into the outer liner and / or inner liner of the combustor 506. For example, according to one embodiment, the fuel cell 508 may be integrated into... Figures 1 to 3In the burner 506 of the illustrated embodiment. Alternatively, according to another embodiment, the fuel cell 508 may include a burner with Figure 4 The system 400 with housing 410 shown is then integrated into the outer and / or inner lining of burner 506. Fuel cell 508 can also be integrated into the outer and / or inner lining of burner 506 in another manner. For example, exhaust flow from the fuel cell stack can be directly directed to the outer and / or inner lining of burner 506 via a manifold. Alternatively, a portion of the fuel cell stack and burner lining can be integrated via additive manufacturing methods (e.g., 3D printing).

[0045] like Figure 5 As further shown, the gas turbine engine 500 also includes a catalytic partial oxidation (C-POX) converter 510 for generating a hydrogen-rich fuel stream (e.g., optimizing the hydrogen content of the fuel stream) for a fuel cell 508 (e.g., a solid oxide fuel cell) (see, for example, fuel stream 511), which is integrated into the outer and / or inner lining of the combustor 506. The gas turbine engine 500 further includes a fuel source 520 (e.g., a hydrocarbon fuel source, including, for example, carbon-neutral fuels or synthetic hydrocarbons) for directing the fuel stream 525 into the catalytic partial oxidation (C-POX) converter 510 to generate the hydrogen-rich fuel stream 511. The hydrogen-rich fuel stream 511 is then directed to the fuel cell 508 located in the lining region of the combustor 506. According to another embodiment, the fuel source 520 may be a hydrogen (H2) fuel source instead of a hydrocarbon fuel source. According to this embodiment, the catalytic partial oxidation (C-POX) converter 510 may not be necessary for this hydrogen (H2) fuel source. Therefore, the hydrogen (H2) fuel stream (e.g., fuel stream 525) can be directly sent to the fuel cell 508 (e.g., SOFC), which is integrated into the outer and / or inner lining of the burner 506.

[0046] Figure 5The gas turbine engine 500 further includes an auxiliary fuel source 522 (e.g., a hydrocarbon fuel source, including, for example, carbon-neutral fuels or synthetic hydrocarbons, such as synthetic fuels (i.e., synthetic fuels) made from coal, corn, etc., as alternatives to petroleum products). A fuel flow 526 from this auxiliary fuel source 522 can be directed into the combustor 506 via a main / ignition fuel nozzle (not shown) and / or assist in the generation of combustion products within the combustor 506. According to one embodiment, the combustor 506 includes one or more main / ignition fuel nozzles and / or injectors (not shown) having mixers and / or swirlers that help at least partially mix air and fuel to promote fuel and air combustion, the main / ignition flame being configured to burn fuel directed from the fuel cell stack into the combustor into one or more gaseous combustion products.

[0047] like Figure 5 As further shown, the compressor 504 of the gas turbine engine 500 receives inlet air (not shown) and compresses it through one or more stages of rotating blades. The compressed air 528 is then directed to a catalytic partial oxidation (C-POX) converter 510 to generate a hydrogen-rich fuel stream (e.g., optimizing the hydrogen content of the fuel stream) for a fuel cell 508 (e.g., a solid oxide fuel cell) integrated into the outer and / or inner lining of a combustor 506. Portions of the compressed air 528, namely portions 528A and 528B, are also directed to the fuel cell 508 and combustor 506, respectively, to facilitate the function of the fuel cell 508 and combustor 506.

[0048] exist Figure 5In this embodiment, the fuel cell 508, integrated into the outer and / or inner lining of the burner 506, converts the fuel stream 511 and compressed air 528A sent to the fuel cell 508 into electrical energy 518 (e.g., DC current). This electrical energy or DC current 518 is directed to an AC / DC converter 530 to convert the DC current 518 into AC current 535, which can be efficiently utilized by one or more subsystems 550 (e.g., generators, fans, or other motors). Furthermore, partially oxidized fuel and air emissions from the fuel cell 508 flow radially inward into the burner 506. Partially consumed fuel and air emissions from the fuel cell 508, additional air from the compressor 504 (e.g., compressed air 528B), and / or additional fuel from one or more fuel injectors (e.g., fuel stream 526 from auxiliary fuel source 522) are combusted within the burner 506. Exhaust gas from the combustion of the fuel and air mixture is then directed into turbine 512, which converts the exhaust gas into energy capable of driving one or more loads 514 (e.g., fans, generators, etc. for powering a vehicle, such as an aircraft) via rotating shaft 515. According to one embodiment, shaft 515 is a single shaft connecting fan 514 to compressor 504 and turbine 512. According to another embodiment, shaft 515 includes (i) an outer shaft connecting compressor 504 to turbine 512 and (ii) an inner shaft connecting fan 514 to turbine 512. Although... Figure 5 The embodiment shows a fan 514 mechanically connected to the turbine 512 via a shaft 515, but this fan 514 can alternatively be omitted from the gas turbine engine 500 (see, for example, see...). Figure 6 and 7 (Gas turbine engine 600 / 700).

[0049] Figure 6 An engine assembly according to another embodiment of the present disclosure is shown, more specifically, a gas turbine engine 600 having a combination of a combustion system and an integrated fuel cell. As... Figure 6 As shown, the gas turbine engine 600 includes a shaft 615 mechanically connecting at least one compressor 604 to a turbine 612. The gas turbine engine 600 further includes a combustor 606 (e.g., a gas turbine combustor) and a fuel cell 608 (or fuel cell stack), the fuel cell 608 having multiple fuel cells (e.g., SOFC) integrated with the combustor 606. According to one embodiment, the fuel cell 608 (e.g., a solid oxide fuel cell) is integrated into the outer liner and / or inner liner of the combustor 606. For example, according to one embodiment, the fuel cell 608 may be integrated into... Figures 1 to 3 In the burner 606 of the illustrated embodiment. Alternatively, according to another embodiment, the fuel cell 608 may include having Figure 4 The system 400 with housing 410 shown is then integrated into the outer and / or inner lining of burner 606. Fuel cell 608 can also be integrated into the outer and / or inner lining of burner 606 in another manner.

[0050] like Figure 6 As further shown, the gas turbine engine 600 further includes a catalytic partial oxidation (C-POX) converter 610 for generating a hydrogen-rich fuel stream (e.g., optimizing the hydrogen content of the fuel stream) for a fuel cell 608 (e.g., a solid oxide fuel cell) (see, for example, fuel stream 611), which is integrated into the outer and / or inner lining of the combustor 606. The gas turbine engine 600 further includes a fuel source 620 (e.g., a hydrocarbon fuel source, including, for example, carbon-neutral fuels or synthetic hydrocarbons) for directing the fuel stream 625A into the catalytic partial oxidation (C-POX) converter 610 to generate the hydrogen-rich fuel stream 611. The hydrogen-rich fuel stream 611 is then directed into the fuel cell 608 located in the lining region of the combustor 606. According to another embodiment, the fuel source 620 may be a hydrogen (H2) fuel source instead of a hydrocarbon fuel source. According to this embodiment, the catalytic partial oxidation (C-POX) converter 610 may not be necessary for the hydrogen (H2) fuel source. Therefore, the hydrogen (H2) fuel stream (e.g., fuel stream 625A) can be directly sent to the fuel cell 608 (e.g., SOFC), which is designed / integrated into the outer and / or inner lining of the burner 606.

[0051] and Figure 5 Compared to the gas turbine engine 500 in the embodiment, Figure 6 The fuel turbine engine 600 of this embodiment does not include an auxiliary fuel source (e.g., Figure 5 (Auxiliary fuel source 522 in the embodiment). Therefore, the auxiliary fuel stream 625B is directed from the fuel source 620 into the burner 606 to operate the main / ignition flame (not shown) within the burner 606 and / or to help generate combustion products within the burner 606.

[0052] like Figure 6As further shown, the compressor 604 of the gas turbine engine 600 receives inlet air (not shown) and compresses it through one or more stages of rotating blades. The compressed air 628 is then directed to a catalytic partial oxidation (C-POX) converter 610 to produce a hydrogen-rich fuel stream (e.g., optimizing the hydrogen content of the fuel stream) for a fuel cell 608 (e.g., a solid oxide fuel cell) (see, for example, fuel stream 611), which is integrated into the outer and / or inner lining of a combustor 606. Portions of the compressed air 628, namely portions 628A and 628B, are also directed to the fuel cell 608 and combustor 606, respectively, to facilitate the function of the fuel cell 608 and combustor 606.

[0053] Similar to Figure 5 In the embodiments, Figure 6 In this embodiment, the fuel cell 608, integrated into the outer and / or inner lining of the burner 606, converts fuel 611 and compressed air 628A sent to the fuel cell 608 into electrical energy 618 (e.g., DC current). This electrical energy or DC current 618 is directed to an AC / DC converter 630 to convert the DC current 618 into AC current 635, which can be efficiently utilized by one or more subsystems 650 (e.g., generators, fans, or other motors). Furthermore, partially oxidized fuel and air emissions from the fuel cell 608 flow radially inward into the burner 606. Partially consumed fuel and air emissions from the fuel cell 608, additional air from the compressor 604 (e.g., compressed air 628B), and / or additional fuel from one or more fuel injectors (e.g., fuel stream 625B from fuel source 620) are combusted within the burner 606. Exhaust from the combustion of the fuel and air mixture is then directed to a turbine 612, which converts the exhaust into energy that can be used to drive one or more loads (not shown) via a rotating shaft 615.

[0054] like Figure 6As further shown, according to one embodiment, heat exchanger 680 may optionally be included between catalytic partial oxidation (C-POX) converter 610 and fuel cell 608 located in the liner region of burner 606. According to this embodiment, when the heat exchanger 680 is included, it is configured to regulate air and / or fuel (i.e., fuel flow 611) entering fuel cell 608 from catalytic partial oxidation (C-POX) converter 610. Furthermore, according to this embodiment, when the heat exchanger 680 is included, another portion of compressed air 628, i.e., portion 628C, from compressor 604 is directed into heat exchanger 680 to control air temperature. A portion of this heated air 628C may be directed to (not shown) fuel cell 608 and used within fuel cell 608, or directed to (not shown) burner 606 and burned within burner 606 together with fuel 625B directed to burner 606. Depending on the available heat generated from the catalytic partial oxidation (C-POX) converter 610, the flow rates of portions of the exhaust air 628A, 628B, and 628C from the compressor 604 can be controlled to control the temperature of the fuel stream 611 leaving the compressor 680 and entering the fuel cell 608. For example, if there is excess heat available at the heat exchanger 680, the air stream 628C can be increased to absorb more heat and then directed to the fuel cell 608 and / or the burner 606, in which case the air stream 628A directed to the fuel cell 608 and / or the air stream 628B directed to the burner can be reduced accordingly.

[0055] Figure 7 An engine assembly according to another embodiment of the present disclosure is shown, more specifically, a gas turbine engine 700 having a combination of a combustion system and an integrated fuel cell. As... Figure 7 As shown, the gas turbine engine 700 includes a shaft 715 mechanically connecting at least one compressor 704 to a turbine 712. The gas turbine engine 700 further includes a combustor 706 (e.g., a gas turbine combustor) and a fuel cell 708 (or fuel cell stack), the fuel cell 708 having multiple fuel cells (e.g., SOFC) integrated with the combustor 706. According to one embodiment, the fuel cell 708 (e.g., a solid oxide fuel cell) is designed into the outer liner and / or inner liner of the fuel cell 706. For example, according to one embodiment, the fuel cell 708 may be integrated into... Figures 1 to 3 In the burner 706 of the illustrated embodiment. Alternatively, according to another embodiment, the fuel cell 708 may include having Figure 4 The system 400 with housing 410 shown is then integrated into the outer and / or inner lining of burner 706. Fuel cell 708 can also be integrated into the outer and / or inner lining of burner 706 in another manner.

[0056] like Figure 7 As further shown, the gas turbine engine 700 also includes a catalytic partial oxidation (C-POX) converter 710 for generating a hydrogen-rich fuel stream (e.g., optimizing the hydrogen content of the fuel stream) for a fuel cell 708 (e.g., a solid oxide fuel cell) (see, for example, fuel stream 711), which is integrated into the outer and / or inner lining of the combustor 706. The gas turbine engine 700 further includes a pre-combustion system 760 for raising the temperature of the air 728 discharged from the compressor 704 to a temperature sufficiently high to achieve fuel cell temperature control (e.g., ~600°C to 800°C). According to one embodiment, the pre-combustion system 760 and the catalytic partial oxidation (C-POX) converter 710 are connected together via a manifold to supply conditioned air and fuel to the fuel cell 708. According to one embodiment, a catalytic partial oxidation (C-POX) converter 710, a pre-combustion system 760, and a fuel cell 708 and / or a fuel cell stack having multiple fuel cells (e.g., SOFC) are closely coupled within a gas turbine engine 700 (or engine assembly), such that the C-POX converter 710, the pre-combustion system 760, and the fuel cell 708 and / or the fuel cell stack are positioned as close to each other as possible within the gas turbine engine 700 (or engine assembly). The gas turbine engine 700 further includes a fuel source 720 (e.g., a hydrocarbon fuel source, including, for example, carbon-neutral fuels or synthetic hydrocarbons) for directing a fuel flow 725A to the C-POX converter 710 and the pre-combustion system 760. Specifically, as Figure 7 As shown in the embodiment, a first portion of fuel 725C from fuel stream 725A from fuel source 720 is directed to pre-combustion system 760, while a second portion of fuel 725D from fuel stream 725A from fuel source 720 is directed to catalytic partial oxidation (C-POX) converter 710 to produce a hydrogen-rich fuel stream (e.g., optimizing the hydrogen content of the fuel stream) (e.g., fuel stream 711). As the temperature of air 728 discharged from compressor 704 rises to a desired temperature within pre-combustion system 760 (e.g., 600°C to 800°C), this heated air 765 is then directed to fuel cell 708 to facilitate the function of fuel cell 708 (e.g., SOFC) located in the liner region of combustor 706. In parallel, the portion of fuel 725D directed from fuel stream 725A from fuel source 720 to catalytic partial oxidation (C-POX) converter 710 is developed into hydrogen-rich fuel stream 711, which is also supplied to fuel cell 708.

[0057] According to another embodiment, the fuel source 720 may be a hydrogen (H2) fuel source, rather than a hydrocarbon fuel source. According to this embodiment, a catalytic partial oxidation (C-POX) converter 710 may not be necessary for this hydrogen (H2) fuel source; therefore, a hydrogen (H2) fuel stream (e.g., fuel stream 725D) may be directly fed into a fuel cell 708 (e.g., an SOFC), which is integrated into the outer and / or inner lining of a burner 706.

[0058] According to yet another embodiment, alternatively, Figure 7 The pre-burner system 760 is a heat exchanger or another device used to raise the temperature of the air 728 discharged from the compressor 704 to a temperature high enough to achieve fuel cell temperature control (e.g., ~600°C to 800°C).

[0059] Similar to Figure 6 The gas turbine engine 600 of the embodiment, Figure 7 The engine 700 of this embodiment does not include an auxiliary fuel source (e.g., Figure 5 (Auxiliary fuel source 522 in the embodiment). Therefore, the auxiliary fuel stream 725B is directed from the fuel source 720 into the burner 706 to operate the main / ignition flame (not shown) within the burner 706 and / or to help form combustion products within the burner 706.

[0060] like Figure 7 As further shown, the compressor 704 of the gas turbine engine 700 receives inlet air (not shown) and compresses it through one or more stages of rotating blades. The compressed air 728 is then directed to (i) a pre-combustion system 760, as described above, to raise the temperature of the air 765 directed to the fuel cell 708, and (ii) a catalytic partial oxidation (C-POX) converter 710 to generate a hydrogen-rich fuel stream for the fuel cell 708 (e.g., a solid oxide fuel cell) (see, for example, fuel stream 711), which is designed into the outer and / or inner lining of the combustor 706. A portion of the compressed air 728, namely portion 728A, is also directed to the combustor 706 to facilitate its function.

[0061] Similar to Figure 5 and 6In one embodiment, a fuel cell 708 integrated into the outer and / or inner lining of a burner 706 converts fuel 711 and air 765 sent to the fuel cell 708 into electrical energy 718 (e.g., DC current). This electrical energy or DC current 718 is directed to an AC / DC converter 730 to convert the DC current 718 into AC current 735, which can be efficiently utilized by one or more subsystems 750 (e.g., generators, fans, or other motors). Furthermore, partially oxidized fuel and air emissions from the fuel cell 708 flow radially inward into the burner 706. Partially consumed fuel and air emissions from the fuel cell 708, additional air from the compressor 704 (e.g., compressed air 728A), and / or additional fuel from one or more fuel injectors (e.g., fuel stream 725B from fuel source 720) are combusted within the burner 706. Exhaust from the combustion of the fuel and air mixture is then directed to turbine 712, which converts the exhaust into energy that can be used to drive one or more loads (not shown) via rotating shaft 715.

[0062] According to one embodiment of this disclosure, a fuel cell (508, 608, 708) (e.g., SOFC) is incorporated or integrated into the burner liner of a burner (506, 606, 706) for a gas turbine engine (500, 600, 700) (e.g., an aircraft engine), wherein a compressor (504, 604, 704) is connected upstream of the burner (506, 606, 706) and a turbine (512, 612, 712) is connected downstream of the burner (506, 606, 706), and both air and fuel can be directed to the fuel cell (508, 608, 708) (SOFC) in a single pass. This means that unburned fuel or air from fuel cell exhaust is not recycled to the inlet of the fuel cell (508, 608, 708). Therefore, this configuration does not require a separate air supply or any associated control devices. However, since the inlet air for the fuel cells (508, 608, 708) (e.g., SOFC) comes solely from the upstream engine compressor (504, 604, 704) without any other separately controlled air source, the inlet air discharged from the compressor (504, 604, 704) for the fuel cells (508, 608, 708) is subjected to air temperature variations that occur at different stages of flight. For example, the air in the aircraft engine compressor may operate at 200°C during idling, 600°C during takeoff, 450°C during cruise, and so on. This type of temperature variation in the inlet air directed to the fuel cells can cause severe thermal transient problems (even thermal shock) in the ceramic materials of the fuel cells (e.g., SOFC), ranging from cracking to failure. Therefore, according to embodiments of this disclosure, by fluidly connecting the pre-burner system 760 to (i) the engine compressor 704 (upstream of the pre-burner system 760) and (ii) the fuel cell 708 (e.g., SOFC) (downstream of the pre-burner system 760), the pre-burner system 760 serves as a control device or system to maintain the air 765 directed to the fuel cell 708 within a desired temperature range (e.g., 700°C ± 200°C). Furthermore, by integrating the pre-burner system 760 with the catalytic partial oxidation (C-POX) converter 710, better thermal management and faster start-up are achieved. This further improves the operability of the system.

[0063] In one embodiment, the transfer of fuel (e.g., fuel portions 725A, 725B, 725C, and / or 725D) from fuel source 550 can be individually controlled to better manage the temperature of air 765 directed into fuel cell 708. For example, a controller (e.g., including one or more processors (e.g., microprocessors) and / or hardware circuitry coupled to one or more processors (e.g., microprocessors) can control valves that in turn control the fuel flow to pre-burner system 760 and / or catalytic partial oxidation converter 710. The temperature of air 728 discharged from compressor 704 can be controlled by controlling the fuel flow to pre-burner system 760 via the controller. For example, the controller can close or open valves to reduce or increase (respectively) the amount of fuel flowing into pre-burner system 760. The amount of fuel flowing into the pre-burner system 760 can be reduced, thereby lowering the temperature of the air 728 discharged from the compressor 704 and directed into the pre-burner system 760; or the amount of fuel flowing into the pre-burner system 760 can be increased, thereby increasing the temperature of the air 728 discharged from the compressor 704 and directed into the pre-burner system 760. Optionally, no fuel can be supplied to the pre-burner system 760 via the fuel source 720 to prevent the pre-burner system 760 from increasing and / or decreasing the temperature of the air 728 discharged from the compressor 704 and directed into the pre-burner system 760.

[0064] Figure 8 A flowchart illustrating one embodiment of a method 800 for operating an integrated fuel cell and burner assembly is shown. Method 800 can describe the generation of thrust and current using the integrated fuel cell and burner assembly described herein (see, for example...). Figure 1 and 4 The operation performed up to step 7). In step 802, air discharged from the engine's compressor is directed into the fuel cell of the fuel cell stack, which integrates the fuel cell and burner assembly. According to one embodiment, this air may be pre-combusted by a pre-burner system (see, for example) before being directed into the fuel cell. Figure 7 The air is preheated by a pre-combustion system 760. According to another embodiment, the air can be preheated via a heat exchanger (see, for example...). Figure 6 The heat exchanger 680 uses a converter from a catalytic partial oxidation (C-POX) converter (see example...). Figure 6 The fuel is preheated by the heat generated by the catalytic partial oxidation (C-POX) converter 610. In step 804, the fuel is directed via the fuel source and / or the catalytic partial oxidation converter into the fuel cell, which integrates the fuel cell and burner assembly. The direction of fuel entry into the fuel cell (in step 804) and the direction of air flow into the fuel cell (in step 802) can be simultaneous, synchronous, sequential, or in conjunction with... Figure 8 The reverse order is shown.

[0065] In step 806, the air and fuel in the fuel cell are at least partially converted into electrical energy. For example, the fuel cells may be connected in series to establish direct current (DC) generated in the fuel cell. For example, in step 808A, this electrical energy or DC current is converted into AC current to power one or more engine subsystems (e.g., the engine's fan, generator, another load) or to charge the battery. In step 808B, the fuel cell effluent is directed radially inward to the combustor. The effluent may include unused air, unburned fuel, and / or other gaseous components of the fuel cell. In step 810, the effluent is (at least partially) combusted in the combustor. Additional air from the compressor and / or fuel from the fuel injector may be directed into the combustor to aid combustion. Combustion in the combustor produces gaseous combustion products. In step 812, the engine's turbine is driven by the gaseous combustion products in the combustor. For example, exhaust gas from the combustor may be directed into the turbine to rotate it via, for example, a shaft.

[0066] Therefore, based on the principles of this disclosure, an engine system is provided that combines a fuel cell (e.g., SOFC) and a catalytic partial oxidation (C-POX) converter / reformer as a pre-combustion unit on an engine system (e.g., a jet engine system) for power generation and propulsion of an aviation platform.

[0067] According to one embodiment of this disclosure, an engine system is provided that can operate using carbon-neutral fuels (e.g., CNLF ethanol and / or CNLF synthetic fuels) and can achieve high cruise efficiency while reducing emissions.

[0068] Based on the principles of this disclosure, integrating a fuel cell and a catalytic partial oxidation (C-POX) converter / reformer as a pre-combustion unit into a gas turbine generator set (i.e., a generator set) can generate electricity. For example, shaft (or mechanical) power can be converted into AC power and then into DC power. Furthermore, some shaft (or mechanical) power can be used for propulsion, for example, if a fan is connected to the shaft.

[0069] According to one embodiment of this disclosure, AC power can be provided instead of DC power.

[0070] According to one embodiment of this disclosure, a combined system on an engine system having a fuel cell and a catalytic partial oxidation (C-POX) converter / reformer as a pre-combustion unit is expected to have very high cruise efficiency and fuel flexibility for a variety of fuels, including carbon-neutral liquid fuels (CNLF).

[0071] Based on the principles of this disclosure, a combined system on an engine system having a fuel cell and a catalytic partial oxidation (C-POX) converter / reformer as a pre-combustion unit is expected to deliver DC power with a cruise efficiency of over 60%, while being able to operate using carbon-neutral liquid fuels (CNLF) (e.g., ethanol, synthetic fuels, etc.).

[0072] According to one embodiment of this disclosure, a combined system has been developed that minimizes the total number of components while remaining compact and still having high power density.

[0073] According to one embodiment of this disclosure, the integration of the fuel cell (e.g., SOFC) around a toroidal and / or canister burner allows for high power density operation, while fuel heat release can be balanced between the fuel cell and the burner. Additionally, according to embodiments of this disclosure, unburned products from the fuel cell (e.g., approximately 50% to 85%) can still be burned in the burner.

[0074] According to one embodiment of this disclosure, a catalytic partial oxidation (C-POX) converter provides preheating of air and fuel and can be combined with a heat exchanger. According to another embodiment of this disclosure, a catalytic partial oxidation (C-POX) converter can send heat to a turbine.

[0075] According to one embodiment of this disclosure, a compressor (e.g., a generator compressor) can utilize all the synergies provided by the system to supply high-pressure air.

[0076] According to one embodiment of this disclosure, a heat exchanger is provided that regulates air and fuel entering a combustor having an integrated fuel cell (SOFC), the heat exchanger using waste heat from a catalytic partial oxidation (C-POX) converter included in an engine system.

[0077] Based on the principles of this disclosure, a highly efficient propulsion system is provided that offers fuel savings.

[0078] Based on the principles of this disclosure, an engine system is provided that is capable of operating using carbon-neutral liquid fuel (CNLF), which effectively has zero or low greenhouse gas emissions.

[0079] Based on the principles of this disclosure, fuel cells (e.g., SOFCs) are incorporated into burner and engine systems to produce low NOx emissions.

[0080] According to the principles of this disclosure, a combined system on an engine system having a fuel cell and a catalytic partial oxidation (C-POX) converter / reformer as a pre-combustion unit provides a specific power density of more than 10 to 20 kW / kg, compared to a metal-supported fuel cell (MS-SOFC).

[0081] According to the principles of this disclosure, a combined system on an engine system having a fuel cell and a catalytic partial oxidation (C-POX) converter / reformer as a pre-combustion unit provides an electrochemical voltage efficiency of up to 75% (e.g., about 60% to 75%).

[0082] Based on the principles of this disclosure, compared to conventional SOFC-GT hybrid systems, the combined system of a fuel cell and a catalytic partial oxidation (C-POX) converter / reformer on the engine system provides a significant balance with plant savings, where otherwise unused fuel cell products and heat would go directly into the combustor.

[0083] Based on the principles of this disclosure, a combined system of a fuel cell and a catalytic partial oxidation (C-POX) converter / reformer as a pre-combustion unit on an engine system provides a fast response (e.g., SOFC) for the fuel cell to deliver electrochemical output.

[0084] According to one embodiment of this disclosure, the embedding or integration of a fuel cell (e.g., SOFC) with a burner eliminates the need for a separate pressure vessel and / or piping for the fuel cell.

[0085] Based on the principles of this disclosure, a combined system for an engine system, comprising a fuel cell and a catalytic partial oxidation (C-POX) converter / reformer as a pre-combustion unit, is provided, which can achieve high efficiency (e.g., at least 60%) with minimal modifications to existing propulsion systems, while also possessing the ability to operate using a variety of liquefied jet fuels. Furthermore, although the fuel cell (e.g., SOFC) can operate using hydrogen (H2) fuel, no hydrogen fuel infrastructure is required.

[0086] Based on the principles of this disclosure, a combined system is provided that integrates a fuel cell (SOFC), a catalytic partial oxidation (C-POX) converter, and a gas turbine engine into a single arrangement with a compact design.

[0087] According to the principles of this disclosure, a combined system on an engine system having a fuel cell and a catalytic partial oxidation (C-POX) converter / reformer as a pre-combustion unit thermodynamically recovers waste heat from the catalytic partial oxidation (C-POX) converter / reformer and the fuel cell, thereby generating nearly 100% efficient thermoelectric conversion.

[0088] Based on the principles of this disclosure, a combined system of a fuel cell and a catalytic partial oxidation (C-POX) converter / reformer as a pre-combustion unit is provided for an engine system, which can operate on synthetic fuels, allowing (i) at least 58% cruise power productivity and / or (ii) a reduction of at least 70% in carbon dioxide (CO2) emissions.

[0089] Other aspects of this disclosure are provided for in the subject matter of the following provisions.

[0090] An engine assembly includes: (a) a combustor; (b) a fuel cell stack integrated with the combustor, the fuel cell stack being configured to (i) direct fuel and air exhaust from the fuel cell stack into the combustor and (ii) generate electrical energy; (c) a catalytic partial oxidation converter fluidly connected to the fuel cell stack, the catalytic partial oxidation converter being configured to optimize the hydrogen content of the fuel stream directed into the fuel cell stack; and (d) one or more subsystems electrically connected to the fuel cell stack, the one or more subsystems being configured to receive electrical energy generated by the fuel cell stack, wherein the combustor is configured to burn fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a downstream turbine.

[0091] The engine assembly according to any one of the foregoing clauses further includes a compressor fluidly connected upstream of (i) the combustor and (ii) the catalytic partial oxidation converter, the compressor being configured to direct a portion of air into the catalytic partial oxidation converter.

[0092] The engine assembly according to any one of the foregoing clauses further includes a fuel source that provides fuel and is fluidly connected to a catalytic partial oxidation converter, wherein a portion of the fuel is directed from the fuel source to the catalytic partial oxidation converter to optimize the hydrogen content of the fuel stream directed to the fuel cell stack.

[0093] The engine assembly according to any one of the foregoing clauses, wherein the fuel source includes at least one of kerosene fuel and synthetic analogues, biojet fuel, synthetic gasoline, biodiesel, methanol, dimethyl ether (DME), ethanol, glycerol, formic acid, ammonia, hydrazine hydrate, liquid hydrogen, compressed hydrogen, and combinations thereof.

[0094] The engine assembly according to any one of the foregoing clauses further includes an auxiliary fuel source that provides fuel and is fluidly connected to the burner.

[0095] The engine assembly according to any one of the foregoing clauses further includes an AC / DC converter configured to convert DC current generated by the fuel cell stack into AC current to power one or more subsystems.

[0096] The engine assembly according to any one of the foregoing clauses further includes a pre-burner system fluidly connected to the fuel cell stack, the pre-burner system being configured to control the temperature of the airflow directed into the fuel cell stack to 700°C ± 200°C.

[0097] The engine assembly according to any one of the foregoing clauses, wherein the catalytic partial oxidation converter, the pre-combustion system and the fuel cell stack are closely coupled within the engine assembly.

[0098] The engine assembly according to any one of the foregoing clauses further includes a fuel source that provides fuel and is fluidly connected to a pre-combustion system and a catalytic partial oxidation converter, wherein (i) a first portion of the fuel is directed from the fuel source to the pre-combustion system to raise the temperature of a portion of the air directed from the compressor to the pre-combustion system, and (ii) a second portion of the fuel is directed from the fuel source to the catalytic partial oxidation converter, the catalytic partial oxidation converter being configured to optimize the hydrogen content of the fuel stream directed to the fuel cell stack.

[0099] The engine assembly according to any one of the foregoing clauses, wherein the combustor includes one or more main / ignition fuel nozzles configured to combust fuel and air exhaust directed from the fuel cell stack into the combustor into one or more gaseous combustion products.

[0100] The engine assembly according to any one of the foregoing clauses further includes a downstream turbine connected to the combustor downstream of the combustor.

[0101] The engine assembly according to any one of the foregoing clauses further includes a heat exchanger fluidly connected to the catalytic partial oxidation converter and the fuel cell stack, the heat exchanger being configured to regulate inlet air and / or fuel entering the fuel cell stack or combustor.

[0102] The engine assembly according to any one of the foregoing clauses, wherein the fuel cell stack is (i) circumferentially connected to the burner and (ii) axially connected to the burner.

[0103] The engine assembly according to any one of the foregoing clauses, wherein the fuel cell stack is integrated within at least one of the inner and outer linings of the burner.

[0104] The engine assembly according to any one of the foregoing clauses, wherein the fuel cell stack is a solid oxide fuel cell stack.

[0105] An engine assembly includes: (a) a combustor; (b) a fuel cell stack integrated with the combustor, the fuel cell stack being configured to (i) direct fuel and air exhaust from the fuel cell stack into the combustor and (ii) generate electrical energy; (c) a catalytic partial oxidation converter fluidly connected to the fuel cell stack, the catalytic partial oxidation converter being configured to optimize the hydrogen content of the fuel stream directed into the fuel cell stack; (d) an AC / DC converter configured to convert DC current of the electrical energy generated by the fuel cell stack into AC current; and (e) one or more subsystems electrically connected to the fuel cell stack, the one or more subsystems being configured to receive the AC current, the combustor being configured to burn fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a downstream turbine.

[0106] The engine assembly according to any one of the foregoing clauses further includes a compressor fluidly connected upstream of (i) the combustor and (ii) the catalytic partial oxidation converter, the compressor being configured to direct a portion of air into the catalytic partial oxidation converter.

[0107] The engine assembly according to any one of the foregoing clauses further includes a fuel source that provides fuel and is fluidly connected to a catalytic partial oxidation converter, wherein a portion of the fuel is directed from the fuel source to the catalytic partial oxidation converter to optimize the hydrogen content of the fuel stream directed to the fuel cell stack.

[0108] The engine assembly according to any one of the foregoing clauses, wherein the fuel source includes at least one of kerosene fuel and synthetic analogues, biojet fuel, synthetic gasoline, biodiesel, methanol, dimethyl ether (DME), ethanol, glycerol, formic acid, ammonia, hydrazine hydrate, liquid hydrogen, compressed hydrogen, and combinations thereof.

[0109] The engine assembly according to any one of the foregoing clauses further includes an auxiliary fuel source that provides fuel and is fluidly connected to the burner.

[0110] The engine assembly according to any one of the foregoing clauses further includes a pre-burner system fluidly connected to the fuel cell stack, the pre-burner system being configured to control the temperature of the airflow directed into the fuel cell stack to 700°C ± 200°C.

[0111] The engine assembly according to any one of the foregoing clauses, wherein the catalytic partial oxidation converter, the pre-combustion system and the fuel cell stack are closely coupled within the engine assembly.

[0112] The engine assembly according to any one of the foregoing clauses further includes a fuel source that provides fuel and is fluidly connected to a pre-combustion system and a catalytic partial oxidation converter, wherein (i) a first portion of the fuel flows from the fuel source to the pre-combustion system to raise the temperature of a portion of the air directed from the compressor to the pre-combustion system, and (ii) a second portion of the fuel flows from the fuel source to the catalytic partial oxidation converter, which is configured to optimize the hydrogen content of the fuel stream directed to the fuel cell stack.

[0113] The engine assembly according to any one of the foregoing clauses, wherein the combustor includes one or more main / ignition fuel nozzles configured to combust fuel and air exhaust directed from the fuel cell stack into the combustor into one or more gaseous combustion products.

[0114] The engine assembly according to any one of the foregoing clauses further includes a downstream turbine connected to the combustor downstream of the combustor.

[0115] The engine assembly according to any one of the foregoing clauses further includes a heat exchanger fluidly connected to the catalytic partial oxidation converter and the fuel cell stack, the heat exchanger being configured to regulate inlet air and / or fuel entering the fuel cell stack or combustor.

[0116] A method includes: (a) directing air from a compressor into a fuel cell of a fuel cell stack integrated with a combustor of a turbine engine; (b) directing fuel into the fuel cell of the fuel cell stack; (c) converting at least some of the air and fuel entering the fuel cell stack into electrical energy; (d) converting the electrical energy into AC current for use by one or more engine systems; (e) radially directing fuel and air exhaust from the fuel cell stack into the combustor; (f) combusting the fuel and air exhaust into gaseous combustion products in the combustor; and (g) using the gaseous combustion products to drive a turbine of a turbine engine.

[0117] While the foregoing description is directed to preferred embodiments, it should be noted that other variations and modifications will be apparent to those skilled in the art and can be made without departing from the spirit or scope of this disclosure. Furthermore, features described in connection with one embodiment may be used in conjunction with other embodiments, even if not explicitly stated above.

Claims

1. An engine assembly, characterized in that, include: Burner; A fuel cell stack integrated with the burner, the fuel cell stack being configured to (i) guide fuel and air exhaust from the fuel cell stack into the burner in the radial direction and (ii) generate electrical energy; A catalytic partial oxidation converter is fluidly connected to the fuel cell stack, the catalytic partial oxidation converter being configured to optimize the hydrogen content of the fuel flow directed into the fuel cell stack in the radial direction; and A fuel source that provides fuel and is fluidly connected to the catalytic partial oxidation converter and the burner, wherein a first fuel stream flows from the fuel source to the catalytic partial oxidation converter to optimize the hydrogen content of the first fuel stream directed to the fuel cell stack, and a second fuel stream flows from the fuel source to the burner to cause the burner to produce one or more gaseous combustion products within the burner; A compressor, fluidly connected upstream of the burner and the catalytic partial oxidation converter, is configured to direct a first portion of air in a first flow path from the compressor and around the burner to the catalytic partial oxidation converter to optimize the hydrogen content of the first fuel stream, direct a second portion of air in a second flow path from the compressor to the burner to mix and combust with the second fuel stream to generate the one or more gaseous combustion products, and direct a third portion of air in a third flow path from the compressor and around the burner to the fuel cell stack, such that the fuel cell stack generates the fuel and air exhaust, wherein the first flow path and the third flow path are radially spaced apart; One or more subsystems are electrically connected to the fuel cell stack, the one or more subsystems being configured to receive the electrical energy generated by the fuel cell stack. The burner is configured to burn the fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a downstream turbine.

2. The engine assembly according to claim 1, characterized in that, in, The fuel source includes at least one of kerosene fuel and synthetic analogues, biojet fuel, synthetic gasoline, biodiesel, methanol, dimethyl ether (DME), ethanol, glycerol, formic acid, ammonia, hydrazine hydrate, liquid hydrogen, compressed hydrogen, and combinations thereof.

3. The engine assembly according to claim 1, characterized in that, It further includes an auxiliary fuel source that provides fuel and is fluidly connected to the burner.

4. The engine assembly according to claim 1, characterized in that, It further includes an AC / DC converter configured to convert the DC current of the electrical energy generated by the fuel cell stack into AC current to power the one or more subsystems.

5. The engine assembly according to claim 1, characterized in that, The fuel cell stack is further included with a pre-burner system fluidly connected to the fuel cell stack, the pre-burner system being configured to control the temperature of the airflow directed into the fuel cell stack to 700°C ± 200°C.

6. The engine assembly according to claim 5, characterized in that, in, The catalytic partial oxidation converter, the pre-combustion system, and the fuel cell stack are closely connected within the engine assembly.

7. The engine assembly according to claim 5, characterized in that, The fuel source further includes a fuel source that provides fuel and is fluidly connected to the pre-combustion system and the catalytic partial oxidation converter, wherein (i) a first portion of the fuel is directed from the fuel source to the pre-combustion system to raise the temperature of a portion of the air directed from the compressor to the pre-combustion system, and (ii) a second portion of the fuel is directed from the fuel source to the catalytic partial oxidation converter to optimize the hydrogen content of the fuel stream directed into the fuel cell stack.

8. The engine assembly according to claim 1, characterized in that, in, The burner includes one or more main / ignition fuel nozzles configured to combust the fuel and air exhaust that are directed from the fuel cell stack into the burner into the one or more gaseous combustion products.

9. The engine assembly according to claim 1, characterized in that, It further includes the downstream turbine, which is connected to the burner downstream of the burner.

10. The engine assembly according to claim 1, characterized in that, The device further includes a heat exchanger fluidly connected to the catalytic partial oxidation converter and the fuel cell stack, the heat exchanger being configured to regulate inlet air and / or fuel entering the fuel cell stack or the burner.

11. The engine assembly according to claim 1, characterized in that, in, The fuel cell stack is (i) circumferentially connected to at least one of the burners and (ii) axially connected to the burner.

12. The engine assembly according to claim 1, characterized in that, in, The fuel cell stack is integrated within at least one of the inner and outer linings of the burner.

13. The engine assembly according to claim 1, characterized in that, in, The fuel cell stack is a solid oxide fuel cell stack.

14. An engine assembly, characterized in that, include: Burner; A fuel cell stack integrated with the burner, the fuel cell stack being configured to (i) guide fuel and air exhaust from the fuel cell stack into the burner in the radial direction and (ii) generate electrical energy; A catalytic partial oxidation converter is fluidly connected to the fuel cell stack, the catalytic partial oxidation converter being configured to optimize the hydrogen content of the fuel flow directed into the fuel cell stack in the radial direction; A fuel source that provides fuel and is fluidly connected to the catalytic partial oxidation converter and the burner, wherein a first fuel stream flows from the fuel source to the catalytic partial oxidation converter to optimize the hydrogen content of the first fuel stream directed to the fuel cell stack, and a second fuel stream flows from the fuel source to the burner to cause the burner to produce one or more gaseous combustion products within the burner; A compressor, fluidly connected upstream of the burner and the catalytic partial oxidation converter, the compressor being configured to direct a first portion of air in a first flow path from the compressor and around the burner to the catalytic partial oxidation converter to optimize the hydrogen content of the first fuel stream, direct a second portion of air in a second flow path from the compressor to the burner to mix and combust with the second fuel stream to generate the one or more gaseous combustion products, and direct a third portion of air in a third flow path from the compressor and around the burner to the fuel cell stack, such that the fuel cell stack generates the fuel and air exhaust, wherein the first flow path and the third flow path are radially spaced apart; an AC / DC converter, the AC / DC converter being configured to convert the DC current of the electrical energy generated by the fuel cell stack into AC current; and (e) One or more subsystems electrically connected to the fuel cell stack, the one or more subsystems being configured to receive the AC current. The burner is configured to burn the fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that drive a downstream turbine.

15. The engine assembly according to claim 14, characterized in that, in, The fuel source includes at least one of kerosene fuel and synthetic analogues, biojet fuel, synthetic gasoline, biodiesel, methanol, dimethyl ether (DME), ethanol, glycerol, formic acid, ammonia, hydrazine hydrate, liquid hydrogen, compressed hydrogen, and combinations thereof.

16. The engine assembly according to claim 14, characterized in that, The fuel cell stack is further included with a pre-burner system fluidly connected to the fuel cell stack, the pre-burner system being configured to control the temperature of the airflow directed into the fuel cell stack at 700°C ± 200°C.

Images