Integrated fuel cell and combustor assembly

Abstract

An integrated fuel cell and combustor assembly includes a combustor fluidly coupled with at least one upstream compressor that generates compressed air. A fuel cell stack having a cathode and an anode is fluidly coupled to the combustor. The fuel cell stack is configured to receive intake fuel and compressed air as part of intake air, generate a fuel cell power output using the intake fuel and the intake air, and direct fuel and air exhaust from the fuel cell stack into the combustor. A self-contained air supply system is fluidly coupled with the at least one upstream compressor and the fuel cell stack and is configured to supply intake air to the fuel cell stack. A fault-tolerant controller is configured to detect a transient event within the combustor and control the self-contained air supply system during the transient event.

Description

Technical Field

[0001] This disclosure generally relates to power generation systems, such as fuel cells and gas turbine engines. In particular, this disclosure relates to gas turbine engines having a combustion system and a fuel cell. Background Technology

[0002] Engine fuel efficiency can be a critical consideration in engine selection and operation. For example, the fuel efficiency of a gas turbine engine in an aircraft can be a significant (and limiting) factor affecting the aircraft's range. Current aircraft jet engines typically provide primarily mechanical power and a small amount of electricity, which is converted into thrust using a shaft mounted on a fan. However, in addition to gas turbine engines, some aircraft propulsion systems may include fuel cells. These fuel cells can be located upstream of the gas turbine engine's combustor and downstream of its compressor. Compressed air output from the compressor flows along the length of the engine and enters the fuel cell. A portion of this air is consumed by the fuel cell to generate electricity, which can be used to operate electrical devices associated with the operation of the gas turbine engine. The remaining air may flow through or around the fuel cell and enter the combustor. This air is then mixed with fuel and burned in the engine's combustor, generating combustion products that exit the engine at high speed and produce thrust. Attached Figure Description

[0003] The foregoing and other features and advantages will become apparent from the following more specific description of various embodiments, as shown in the accompanying drawings, wherein similar reference numerals generally indicate the same, functionally similar and / or structurally similar elements.

[0004] Figure 1 A schematic diagram of an embodiment of an integrated fuel cell and combustor assembly used in a gas turbine engine system according to an embodiment of the present disclosure is shown.

[0005] Figure 2 A schematic diagram of an integrated fuel cell and combustor assembly used in a gas turbine engine system according to an embodiment of the present disclosure is shown.

[0006] Figure 3 The following is illustrated according to an embodiment of the present disclosure. Figure 2 A schematic cross-sectional view of a fuel cell with an integrated fuel cell and burner assembly, taken from line 3-3.

[0007] Figure 4 A schematic diagram of a fuel cell with an integrated fuel cell and combustor assembly used in a gas turbine engine system according to an embodiment of the present disclosure is shown.

[0008] Figure 5A schematic diagram of an integrated fuel cell and combustor assembly used in a gas turbine engine system according to an embodiment of the present disclosure is shown under steady-state conditions.

[0009] Figure 6 A schematic diagram of an integrated fuel cell and combustor assembly used in a gas turbine engine system according to an embodiment of the present disclosure is shown under transient conditions.

[0010] Figure 7 A schematic diagram of an integrated fuel cell and combustor assembly used in a gas turbine engine system according to another embodiment of the present disclosure is shown under transient conditions.

[0011] Figure 8 A schematic diagram of an integrated fuel cell and combustor assembly used in a gas turbine engine system according to yet another embodiment of the present disclosure is shown under transient conditions.

[0012] Figure 9 A schematic flowchart illustrating a method for operating an integrated fuel cell and burner assembly according to embodiments of the present disclosure is shown. Detailed Implementation

[0013] The 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 following detailed description is exemplary and intended to provide further explanation, and does not limit the scope of the claimed disclosure.

[0014] 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 constructions can be used without departing from the spirit and scope of this disclosure.

[0015] Reference will now be made in detail to current embodiments of the disclosed subject matter, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerals and letter reference numerals to refer to features in the drawings. Similar or analogous reference numerals in the drawings and description have been used to refer to similar or analogous portions of the disclosed subject matter. As used herein, the terms “first,” “second,” “third,” “fourth,” and “exemplary” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the various components.

[0016] Furthermore, as used herein, the terms “fuel cell stack” and “multiple fuel cells” as well as “multiple cells” and “multiple fuel cells” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components.

[0017] Furthermore, as used herein, the terms “fuel reformer” and “catalytic partial oxidation converter” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components.

[0018] Furthermore, as used herein, the terms “LP compressor” and “LPC” and “low-pressure compressor” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of individual components.

[0019] Furthermore, as used herein, the terms “HP compressor” and “HPC” and “high-pressure compressor” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of individual components.

[0020] Furthermore, as used herein, the terms “LP turbine” and “LPT” and “low-pressure turbine” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of individual components.

[0021] Furthermore, as used herein, the terms “HP turbine” and “HPT” and “high pressure turbine” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of individual components.

[0022] Furthermore, as used herein, the terms “SOFC” and “solid oxide fuel cell” and “fuel cell” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components.

[0023] Furthermore, as used herein, the term "check valve" or "one-way check valve" is a valve that typically allows fluid (liquid or gas) to flow through it in only one direction. Check valves operate automatically and do not require any controller. The terms "control valve" or "valve" are used interchangeably and are valves used to control the flow of fluid by changing the size of a flow passage according to an indication from a controller. Control valves may include throttle valves in which the valve position can be from "fully closed" to "fully open," or solenoid valves that are "fully open" or "fully closed."

[0024] Gas turbine engines (such as those used to power aircraft or for industrial applications) typically consist of a compressor, a combustor, and a turbine arranged around a central engine axis, with the compressor axially positioned upstream of the combustor and the turbine axially positioned downstream of the combustor. Under steady-state operating conditions, the compressor pressurizes the air supply, the combustor burns hydrocarbon fuels in the presence of pressurized air, and the turbine extracts energy from the resulting combustion gases. This cycle continues until it is intentionally stopped.

[0025] In the event of a transient event, such as a flameout in a gas turbine engine, the combustion reaction within the combustor is unintentionally or accidentally extinguished, causing the gas turbine engine to stop operating momentarily. Flameouts in gas turbine engines can be caused by a variety of factors, including pressure changes, compressor stall, insufficient oxygen in the ambient air (e.g., at high altitudes), severe weather conditions, foreign object damage (FOD), and other events similar to these. Combustor transient events are critical and require immediate attention so that the combustor can be reignited and the combustion reaction can be restored, thereby restoring gas turbine engine operation.

[0026] In the context of hybrid aircraft systems, fuel cells are integrated with gas turbine engines to improve system efficiency and reduce emissions. Fuel cells generate electricity by electrochemically combining fuel and oxidant across an ion-conducting layer. This ion-conducting layer (also known as the electrolyte of the fuel cell) can be liquid or solid. In practice, fuel cells are grouped in electrical series within a fuel cell assembly to generate power at a usable voltage or current.

[0027] A fuel cell consists of an electrolyte and two electrodes. The reaction that generates electricity typically occurs at the electrodes, where a catalyst is placed to accelerate the reaction. Electrodes can be constructed as channels, porous layers, etc., to increase the surface area where the chemical reaction takes place. The electrolyte carries charged particles from one electrode to the other and is otherwise largely impermeable to both fuel and oxidant. Common types of fuel cells include solid oxide fuel cells (SOFCs), molten carbonate fuel cells (MCFCs), phosphoric acid fuel cells (PAFCs), and proton exchange membrane fuel cells (PEMFCs), which are typically named after their respective electrolytes.

[0028] An integrated fuel cell and burner system architecture can be provided to maintain continuous operation of the SOFC subsystem during transient events and protect the SOFC materials from damage (so that the fuel cell remains in a healthy envelope for chemical and mechanical integrity). SOFC operation requires controlled intake and fuel intake flows, and engine system architectures typically rely on outlet air from a high-pressure compressor (HPC) for intake. However, flameout or similar transient events can cause a sudden loss of intake air, leading to SOFC subsystem failure. During these transient events, a robust and reliable system architecture is needed to protect the SOFC subsystem.

[0029] As part of the integrated fuel cell and combustor system architecture, the fault-tolerant controller can monitor and control a self-contained air supply system that provides one of the air supplies still available during transient times and utilizes the available air supply to maintain the SOFC subsystem during transient events. Furthermore, the redundant power available from the continuous fuel cell can be used to power the combustor's restart and the gas turbine engine's recovery and transition after a transient event.

[0030] Figure 1 A schematic diagram of an embodiment of an integrated fuel cell and combustor assembly 100 used in a gas turbine engine 102 according to an embodiment of the present disclosure is shown. The gas turbine engine 102 includes one or more compressors 104 that receive inlet air and compress the air via one or more stages of rotating blades. The compressed air is directed into the fuel cell and combustor assembly 100.

[0031] Combustor assembly 100 includes a combustor 106, which is circumferentially surrounded by a fuel cell stack 108 along some length or the entire length of the combustor 106. The fuel cell stack 108 includes a plurality of fuel cells arranged to convert fuel and compressed air from compressor 104 into electrical energy. The fuel cell stack 108 may be integrated into an outer portion of the combustor 106 such that the fuel cell stack 108 is part of the combustor 106 and is located radially outward of the combustor 106 (e.g., relative to axis 110 of the combustor 106). Gas turbine engine 102 includes a central axis 116 that may or may not coincide with axis 110.

[0032] Some of the compressed air leaving compressor 104 is guided in a radially inward direction toward axis 110 of burner 106 through the fuel cell in fuel cell stack 108. Some or all of the remaining compressed air from compressor 104 is guided into burner 106 in a direction along or parallel to axis 110 of burner 106.

[0033] The fuel cells in fuel cell stack 108 receive fuel from a designated fuel manifold (e.g., Figure 2 The combustor 106 is configured to burn partially oxidized fuel and exhaust gas from fuel-air mixture, supplemental air from compressor 104, and / or supplemental fuel from one or more fuel injectors. The exhaust gas from the combusted fuel-air mixture is then directed to turbine 112, which converts the exhaust gas into rotational energy that can be used to power one or more loads 114 (e.g., fans, generators, etc. for propelling vehicles such as aircraft) via shaft 115.

[0034] Figure 2 A schematic diagram of an integrated fuel cell and combustor assembly used in a gas turbine engine system according to an embodiment of the present disclosure is shown. The fuel cell stack 108 includes a plurality of fuel manifolds 200 located at different positions along the periphery of the combustor 106. The fuel cell stack 108 is directly adjacent to the combustor 106 along its length. The fuel cell stack 108 may form a liner of the combustor 106 or a boundary of the combustor 106. Furthermore, the fuel cell stack 108 may be integrally formed with the combustor 106. This integral arrangement reduces or eliminates the need for additional piping to fluidly connect the fuel cell stack 108 to the combustor 106.

[0035] Combustor 106 includes a combustion chamber 202 fluidly connected to compressor 104, turbine 112, and fuel cell stack 108. Combustion chamber 202 receives unused fuel and air from fuel cell stack 108, as well as supplemental fuel and air from compressor 104. This supplemental fuel and air does not pass through or flow through any fuel cell in fuel cell stack 108, and can flow into combustion chamber 202 in a direction along or parallel to axis 110.

[0036] Figure 3 The following is illustrated according to an embodiment of the present disclosure. Figure 2 The figure shows a cross-sectional view of multiple fuel cells 300 of the integrated fuel cell and burner assembly 100, taken by line 3-3. As shown, the fuel cell stack 108 extends circumferentially around the combustion chamber 202 of the burner 106 by completely surrounding the combustion chamber 202 about axis 110. The fuel cells 300 are formed as part of the fuel cell stack 108. Figure 3 The visible fuel cell 300 can be a single-ring fuel cell 300, wherein the fuel cells 300 are stacked together axially to form a fuel cell stack 108. In another example, multiple additional ring fuel cells 300 can be placed on top of each other to form a fuel cell stack 108 extending along axis 110.

[0037] Fuel cell 300 in fuel cell stack 108 is positioned to receive exhaust air 302 from compressor 104 and fuel 304 from fuel manifold 200. Fuel cell 300 uses the air 302 and at least some of the fuel 304 to generate an electric current and guides partially oxidized fuel 306 and unused portions of air 308 radially toward axis 110 into combustion chamber 202 of combustor 106. Combustor 106 burns the partially oxidized fuel 306 and air 308 in combustion chamber 202 into one or more gaseous combustion products (e.g., exhaust gas), which are directed to and drive downstream turbine 112.

[0038] Figure 4 This illustrates the use of gas turbine engine systems (e.g., Figure 1 A schematic diagram of the integrated fuel cell and combustor system 400 used in the gas turbine engine 102 is shown, as further described in, for example, US 2020 / 0194799 A1, which is incorporated herein by reference in its entirety. The combustor 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 and 415. Sides 414 and 416 are... Figure 4 It is not visible in the stereoscopic view.

[0039] The combustion outlet side 412 includes a plurality of combustion outlets 480 from which combustion gases 488 are guided out of the housing 410. As described herein, the combustion gases 488 can be generated using fuel and air not consumed by the fuel cells in the fuel cell stack within the housing 410. The combustion gases 488 can be used to generate propulsion or thrust for a vehicle (e.g., a manned or unmanned aircraft).

[0040] The fuel and air inlet side 422 includes one or more inlets 450 and one or more inlets 460. Optionally, one or more of inlets 450 and 460 may be located on the other side of the housing 410. Inlet 450 is fluidly connected to a fuel source for the fuel cell (e.g., one or more pressurized containers containing hydrogen gas and / or a catalytic partial oxidation converter described further below). Inlet 460 is fluidly connected to an air source for the fuel cell (e.g., air discharged from a compressor equipped with a gas turbine engine and / or a pre-combustion system described further below). Inlets 450 and 460 receive fuel and air from the external fuel source and air source, respectively, and direct the fuel and air into the fuel cell, respectively.

[0041] In one embodiment, system 400 may be formed by one hundred fuel cells stacked side-by-side from end 422 to end 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.

[0042] Figure 5 A schematic diagram of an integrated fuel cell and combustor assembly 500 used in a gas turbine engine system according to an embodiment of the present disclosure is shown under steady-state conditions. Figure 5As shown, the gas turbine engine assembly 500 includes a gas turbine engine 510. The gas turbine engine 510 includes a fan 512, a compressor 514 (low-pressure compressor or LPC) and / or 516 (high-pressure compressor or HPC), a fuel cell stack 550 disposed downstream of the compressor 514 and / or 516 and upstream of the combustor 522 and / or integrated in the bushing region of the combustor 522, and a turbine 524 (low-pressure turbine or LPT) and / or 526 (high-pressure turbine or HPT) disposed downstream of the combustor 522.

[0043] Ambient air 508 is blown in by fan 512, pressurized by compressor 514 (low-pressure compressor or LPC) and compressor 516 (high-pressure compressor or HPC), and mixed with fuel before entering combustor 522. Gas turbine engine assembly 500 further includes an LP bleed airflow 513 and associated LP bleed air check valve 511, an HP bleed airflow 515 and associated HP bleed air check valve 518, an HP outlet airflow 517 and associated HP outlet air control valve 519, and an airflow 523 and associated ambient air control valve 521. An LP bleed air control valve (not shown) may be associated with LP bleed airflow 513, and an HP bleed air control valve (not shown) may be associated with HP bleed airflow 515. Airflow 523 may originate from: cross-bleed air from the second gas turbine engine, bleed air from the auxiliary power unit (APU), air from the ram air turbine (RAT), and cabin air. If the compressor air source (airflows 513, 515 and 517) is insufficient or unavailable, airflow 523 can be complementary.

[0044] like Figure 5 As shown, the gas turbine engine assembly 500 further includes a fuel cell stack 550 having multiple fuel cells integrated with a combustor 522. The fuel cell stack 550 is integrated into the outer and / or inner liner of the combustor 522. The fuel cell stack 550 includes a cathode 552, an anode 554, a cathode temperature sensor 553, a cathode pressure sensor 555, an anode pressure sensor 557, and an anode temperature sensor 559. The gas turbine engine assembly 500 further includes a cathode bypass airflow 527, an associated cathode bypass air valve 525, and a cathode air control valve 529. The power generated by the fuel cell stack 550 is output as a fuel cell power output 561. Furthermore, the fuel cell stack 550 radially directs a cathode air discharge 565 and an anode fuel discharge 567 into the combustor 522.

[0045] The gas turbine engine assembly 500 includes an engine operating condition monitoring element 528 connected to a combustor 522. The engine operating condition monitoring element 528 senses and / or detects transient events and several combustion-related events and parameters via engine operating condition sensor lines 563, such as the presence (or absence) of a flame in the combustor 522, combustion exhaust temperature, engine shaft speed, cathode temperature sensed by cathode temperature sensor 553, cathode pressure sensed by cathode pressure sensor 555, anode pressure sensed by anode pressure sensor 557, and anode temperature sensed by anode temperature sensor 559. Based on the transient events and several combustion-related events, and the sensing and / or detection of the aforementioned parameters, the engine operating condition monitoring element 528 sends an engine operating parameter detection signal 591 to a controller 580.

[0046] like Figure 5 As shown, the gas turbine engine assembly 500 also includes a fuel processing unit 560, which includes a fuel reformer or catalytic partial oxidation converter (CPOx) 564 for generating a hydrogen-rich fuel stream for the fuel cell stack 550. The fuel processing unit 560 further includes an anode fuel control valve 538 associated with the CPOx fuel stream 543, a CPOx air stream 535, and a CPOx air control valve 533 associated with the CPOx air stream 535. It should be noted that the fuel reformer 564 can be any other type of fuel reformer, including autothermal reformers and steam reformers, which may require an additional steam inlet stream with a higher hydrogen composition at the reformer outlet stream.

[0047] The gas turbine engine assembly 500 further includes an air handling unit 558, which includes a pre-combustion system 562 for raising the temperature of air discharged from the compressor 514 and / or 516 to a temperature sufficient to achieve fuel cell temperature control (e.g., ~600°C to 800°C). The air handling unit 558 processes (or regulates) the pre-combustion airflow 531 passing through the cathode air control valve 529.

[0048] According to an embodiment, the preburner system 562 and CPOx 564 can be combined to provide regulated air and fuel to the fuel cell stack 550. The CPOx 564, the preburner system 562, and the fuel cell stack 550 having multiple fuel cells are closely coupled within the gas turbine engine assembly 500, such that the CPOx 564, the preburner system 562, and the fuel cell stack 550 are positioned as close as possible to each other within the gas turbine engine assembly 500. Figure 5The pre-combustion system 562 may alternatively be a heat exchanger or another device for raising the temperature of the air discharged from the compressor 514 and / or 516 to a temperature sufficient to achieve fuel cell temperature control (e.g., ~600°C to 800°C).

[0049] In operation, the air handling unit 558 is configured to heat / cool compressed air 509 as part of the pre-combustion airflow 531, generating treated air 532 which is directed to the fuel cell stack 550 to facilitate its function. The treated air 532 and the pre-combustion fuel flow 539 are directed to the fuel cell stack 550 and at least partially converted into electrical energy. In an embodiment of this disclosure, the cathode bypass airflow 527 and the treated air 532 can be combined into a combined airflow 534 to be supplied to the cathode 552 of the fuel cell stack 550. Further, cathode air exhaust 565, anode fuel exhaust 567, unused air, unburned fuel, and / or other gaseous components of the fuel cell stack 550 are (at least partially) combusted in the combustor 522. Combustion in the combustor 522 generates gaseous combustion products that can be directed to turbines 524 and / or 526, thereby driving turbines 524 and / or 526.

[0050] The gas turbine engine assembly 500 further includes a fuel supply 540 (e.g., hydrocarbon fuel, including, for example, carbon-neutral fuel or synthetic hydrocarbons), which is stored in a fuel tank 542 and delivered in stages via a line 530, a fuel pump 546, and pumped as a fuel stream 544 to a distributor 548. The distributor 548, connected to a flow separator 536, splits the fuel stream 544 into a pre-combustion fuel stream 539 flowing through an initiation fuel control valve 537 and a combustor fuel stream 547 flowing through an engine fuel control valve 545 to a combustor 522.

[0051] Furthermore, such as Figure 5As shown in the embodiment, a first portion of fuel 540, serving as pre-combustion fuel stream 539, is directed to pre-combustion system 562, while a second portion of fuel 540 (i.e., CPOx fuel stream 543) is directed to CPOx 564 to generate a hydrogen-rich fuel stream (e.g., to optimize the hydrogen content of the fuel stream). As the temperature of the air discharged from compressors 514 and / or 516 rises to a desired temperature (e.g., 600°C to 800°C) within pre-combustion system 562, the heated air is then directed to fuel cell stack 550 to facilitate the function of fuel cell stack 550. In parallel, CPOx fuel stream 543, directed from fuel tank 542 to CPOx 564, evolves into hydrogen-rich anode fuel stream 541 to be supplied to fuel cell stack 550. Combustion fuel stream 547 is delivered from fuel tank 542 to combustor 522 for the operation of the igniter / main combustor (not shown) of combustor 522.

[0052] The compressors 514 and / or 516 of the gas turbine engine assembly 500 receive ambient air 508 and compress it via, for example, one or more stages of rotating blades (not shown). A portion of the compressed air 509 and the CPOx airflow 535 is then directed to a fuel treatment unit 560 to generate a hydrogen-rich anode fuel flow 541 for a fuel cell stack 550 located upstream of and / or integrated with the combustor 522. Another portion of the compressed air 509 (i.e., the pre-combustioner airflow 531) is directed to an air treatment unit 558.

[0053] According to embodiments of this disclosure, by combining or integrating the fuel cell stack 550 with the burner bushing along the burner (522), both air and fuel can be directed to the fuel cell stack 550 in a single pass, meaning there is no inlet for recirculating unburned fuel or air from the fuel cell exhaust to the fuel cell stack 550. Therefore, no separate recirculation blower or any associated control device is required in this configuration.

[0054] However, since the inlet air of the fuel cell stack 550 comes solely from the upstream compressors (514 and / or 516), without any other separately controlled air source, the inlet air of the fuel cell stack 550 discharged from the compressors (514 and / or 516) is affected by air temperature variations occurring during different phases of flight. For example, the air within the aircraft engine compressor can operate at 200°C during idling, 600°C during takeoff, and 450°C during cruise. This type of temperature variation in the inlet air directed to the fuel cell can cause significant thermal transient problems (or even thermal shock) to the ceramic materials of the fuel cell, potentially ranging from cracking to failure.

[0055] Therefore, by fluidly connecting the preburner system 562 to (i) compressors 514 and / or 516 (upstream of the preburner system 562) and (ii) fuel cell stack 550 (downstream of the preburner system 562), the preburner system 562 serves as a control device or system to maintain the temperature of the treated air 532 directed into the fuel cell stack 550 within a desired range (e.g., 700°C ± 100°C, or preferably 750°C ± 50°C, or preferably 750°C ± 20°C).

[0056] The pre-burner system 562 is used to control the temperature of the fuel cell stack 550 at the expected operating temperature. For fuel cell stacks using yttrium-stabilized zirconia (YSZ) or scandium-stabilized zirconia (ScZ) electrolytes, the expected operating temperature is typically 700°C to 800°C. For fuel cell stacks using cryogenic electrolytes (e.g., cerium dioxide-based systems), the expected operating temperature is 550°C to 650°C. In either case, the pre-burner system 562 supplies gas to the fuel cell stack 550 at an existing temperature up to ~200°C lower than the expected temperature during operation. During startup, the pre-burner system 562 supplies gas to the fuel cell stack 550 at a temperature possibly higher than the outlet temperature of the fuel cell stack 550. The expected operating temperature during startup is approximately higher than the outlet temperature (+0°C to 400°C), and the gas from the pre-burner system 562 gently raises the temperature of the fuel cell stack 550 to the expected operating temperature.

[0057] Furthermore, by integrating the preburner system 562 with the CPOx 564 and the cathode bypass airflow 527, better thermal management with enhanced operability and faster start-up can be achieved. In embodiments, individual components (such as the air handling unit 558, the fuel handling unit 560, or the fuel pressure controller 572) and their operation can be controlled independently to better manage the temperature of the treated air 532 directed into the fuel cell stack 550. For example, the controller 580 can control valves that in turn control the fuel flow to the preburner system 562 and / or the CPOx 564. The controller 580 also monitors and controls other parts of the system, such as the fuel pressure controller 572, the cathode fuel flow controller 574, the anode fuel flow controller 576, the HPC outlet pressure sensor 549, and the HPC outlet temperature sensor 551.

[0058] In operation, the temperature of the air discharged from compressors 514 and / or 516 can be controlled by regulating the fuel flow to the pre-combustion system 562 via controller 580. For example, controller 580 can close a corresponding valve to reduce the amount of fuel flowing into the pre-combustion system 562, thereby lowering the temperature of the air discharged from compressors 514 and / or 516 and directed into the pre-combustion system 562. Further, controller 580 can open a corresponding valve to increase the amount of fuel flowing into the pre-combustion system 562, thereby raising the temperature of the air discharged from compressors 514 and / or 516 and directed into the pre-combustion system 562. Optionally, no fuel can be supplied from fuel tank 542 to the pre-combustion system 562 to prevent the pre-combustion system 562 from raising and / or lowering the temperature of the air discharged from compressors 514 and / or 516 and directed into the pre-combustion system 562.

[0059] The fuel cell stack 550, integrated into the outer and / or inner liner of the burner 522, converts the anode fuel stream 541 and treated air 532 fed into the fuel cell stack 550 to generate power in the form of DC current. This electrical energy or fuel cell power output 561 is directed to a power converter 582 to convert the DC current into DC or AC current that can be efficiently utilized by one or more subsystems (e.g., electric motors / generators, fans, or other electrical devices). (Continue to reference) Figure 5 The gas turbine engine assembly 500 further includes a starter 584 connected to the power converter 582 via a connector 583, and an alternative pre-existing power source 586 connected to the starter 584 via a connector 585.

[0060] like Figure 5 As further shown, the controller 580 is configured to sense and / or detect and / or control and / or optimize the functions of various components of the gas turbine engine assembly 500. Sensing or control signals associated with the controller 580 include engine operating parameter signals 591 from the engine operating condition monitoring element 528, control signals 592 controlling the cathode fuel flow controller 574, control signals 593 controlling the air preparation unit 558, control signals 594 controlling the fuel pressure controller 572, control signals 595 controlling the fuel preparation unit 560, and control signals 596 controlling the anode fuel flow controller 576.

[0061] In operation, if the engine operating parameter signal 591 indicates that the cathode air temperature sensed by the cathode air temperature sensor 553 is too high for the fuel cell stack 550, the controller 580 sends a control signal 593 to the air handling unit 558 to remove more heat from the processed air 532 at the compressor outlet before directing the processed air 532 into the fuel cell stack 550. Conversely, if the engine operating parameter signal 591 indicates that the cathode air temperature sensed by the cathode air temperature sensor 553 is too low for the fuel cell stack 550, the controller 580 sends a control signal 593 to the air handling unit 558 to add more heat to the compressor outlet air before directing the processed airflow into the fuel cell stack 550. Similarly, depending on the engine operating parameter signal 591, the controller 580 controls the function of the fuel handling unit 560 via a control signal 595 to regulate, for example, the flow rate of fuel directed from the fuel handling unit 560 into the fuel cell stack 550.

[0062] Figure 6 , 7 Figures 600 and 800 respectively illustrate integrated fuel cell and burner assemblies 600, 700, and 800 during transient conditions, where similar numbers indicate similar parts performing similar functions. (Reference) Figure 6 , 7 8. The integrated fuel cell and burner assemblies 600, 700, and 800 are supplied with air via self-contained air supply systems 602, 702, and 802, respectively. Self-contained air supply systems 602, 702, and 802 supply intake air 632, 732, and 832 to the fuel cell stacks 650, 750, and 850 without relying on any external source. On the other hand, self-contained air supply systems 602, 702, and 802 are configured to obtain intake air 632, 732, and 832 entirely from a transient air supply source within the integrated fuel cell and burner assemblies 600, 700, and 800 during transient events. The transient air supply source may be bleed air 609 from a low-pressure compressor 614 (e.g., ...). Figure 6 ), or fourth-stage bleed air 709 from high-pressure compressor 716 (e.g., Figure 7 ), or internal air supply 809 (which includes ambient air or cabin air or cross-blow air or auxiliary power unit air (APU air) or RAM air (an airflow generated by a moving object to increase ambient pressure)) (e.g., Figure 8 ( ), or any combination of these conditions. Fault-tolerant controllers 680, 780 and 880 are configured to control self-contained air supply systems 602, 702 and 802 and continue the operation of fuel cell stacks 650, 750 and 850 using the corresponding instantaneous air supply.

[0063] For details, please refer to the following: Figure 6 The integrated fuel cell and burner assembly 600 includes a gas turbine engine 610, which has a burner 622 fluidly connected to an upstream fan 612, a low-pressure compressor 614, and a high-pressure compressor 616. The burner 622 is fluidly connected to a fuel cell stack 650 including a cathode 652 and an anode 654. The fuel cell stack 650 uses a hydrogen-rich fuel stream 641 and an intake air stream 632, and generates a fuel cell power output 661. Furthermore, fuel exhaust 667 and air exhaust 665 from the fuel cell stack 650 are directly discharged into the burner 622.

[0064] The integrated fuel cell and burner assembly 600 further includes a low-pressure turbine 624 and a high-pressure turbine 626 disposed downstream of and in fluid communication with the burner 622, such that the burner 622 burns fuel exhaust 667 and air exhaust 665 from the fuel cell stack 650 into one or more gaseous combustion products powered by the low-pressure turbine 624 and the high-pressure turbine 626.

[0065] The integrated fuel cell and burner assembly 600 further includes a fault-tolerant controller 680 that detects transient events within the burner 622 and controls the self-contained air supply system 602 during the transient events. As is known in the art, a typical fault-tolerant controller (FTC) is a controller that can tolerate faults and maintain the control performance of the system within the ideal operating range even in the presence of faults.

[0066] Return to reference Figure 6 The integrated fuel cell and combustor assembly 600 includes a self-contained air supply system 602 that utilizes bleed air 609 from a low-pressure compressor 614 as an instantaneous air supply. Further, a fault-tolerant controller 680 operates the self-contained air supply system 602 to maintain the fuel cell stack 650 during transient events. Further, the fault-tolerant controller 680 is configured to use a portion of the fuel cell power output 661 from the continuous fuel cell stack 650 and to power the combustor 622 during transitional events after the transient event. Transitional events typically include restarting or ignition, or starting or restarting the combustor 622. The integrated fuel cell and combustor assembly 600 includes an engine operating condition monitoring element 628 to sense and / or detect several transient events, combustion-related events, parameters, and restart components, such as a starter 684. The combustor assembly 600 further includes a power converter 682 connected to the starter 684 via a connector 683 and an alternative pre-existing power source 686 connected to the starter 684 via a connector 685. The fault-tolerant controller 680 further controls the fuel and air flow associated with the restart components (e.g., the starter 684 for restarting the burner 622).

[0067] refer to Figure 6 The integrated fuel cell and combustor assembly 600 is supplied with LPC bleed air 609 as an air supply source. The integrated fuel cell and combustor assembly 600 further includes a CPOx 664, an LPC bleed air flow 627 to the CPOx 664, a CPOx air control valve 615 on the LPC bleed air flow 627, an air pre-combustion system 662, an air pre-combustion LPC bleed air flow 629, an air pre-combustion air control valve 618 positioned on the air pre-combustion LPC bleed air flow 629, and an engine operating condition sensor line 663 from the combustor 622 to the engine operating condition monitoring element 628.

[0068] In one embodiment of this disclosure, an igniter (not shown) may be located at the SOFC burner bushing for redundant lighting during flameout. By utilizing the SOFC as a fuel injector to control fuel / air flow and igniter operation, faster re-ignition is achieved, and desired SOFC effluent (e.g., high H2%) is discharged into the burner.

[0069] The integrated fuel cell and combustor assembly 600 further includes an integrated fuel reformer of a fuel processing unit 660, which is fluidly connected to and supplied by a fuel tank 642, such that a portion of the fuel is directed from the fuel tank 642 to the fuel processing unit 660 to generate a hydrogen-rich fuel stream 641. The fuel processing unit 660 includes a CPOx 664, a heat exchanger 666, a heat exchanger air inlet pressure sensor 619, a heat exchanger air inlet pressure sensor line 637, a CPOx air inlet pressure sensor 621, a CPOx fuel inlet pressure sensor 625, a heat exchanger HPC main air stream 633, a heat exchanger HPC main air valve 639, a heat exchanger CPOx air stream 634, and a hydrogen-rich fuel stream 638 flowing from the CPOx 664 to the heat exchanger 666. The CPOx, with its supplied air, maintains the anode inlet gas in a desired temperature and reducing atmosphere within the range of 600°C to 800°C.

[0070] The integrated fuel cell and burner assembly 600 further includes an air handling unit 659 fluidly connected to the fuel cell stack 650. The air handling unit 659 includes an air pre-burner system 662, an air pre-burner fuel inlet pressure sensor 617, an air pre-burner fuel inlet pressure sensor 623, and an air pre-burner HPC main air flow 631 passing through an air pre-burner HPC main air valve 620. The pre-burner, with its supplied air supply, maintains the cathode inlet gas within a desired temperature range (600°C to 800°C) and an oxidizing atmosphere. The air handling unit generally controls the temperature of the intake air 632 supplied to the fuel cell stack 650 and fluidly connected to the fuel tank 642 of the air handling unit 659. A portion of the fuel 640 from the fuel tank 642 (i.e., the pre-burner fuel flow 636) is directed to the air handling unit 659 to regulate the temperature of the intake air 632 entering the fuel cell stack 650.

[0071] The integrated fuel cell and burner assembly 600 further includes a fuel supply 640 stored in a fuel tank 642 and delivered in stages via a line 630, a fuel pump 646, and pumped as a fuel stream 644 to a splitter 648. The splitter 648, connected to a cathode fuel control valve 645, divides the fuel stream 644 into a pre-combustion fuel stream 636 flowing through a cathode fuel stream controller 674 and a burner fuel stream 647 flowing to the burner 622. The integrated fuel cell and burner assembly 600 further includes an anode fuel stream 643 flowing through a fuel evaporator 635 and an anode fuel stream controller 676 arranged in series with a fuel processing unit 660, as described in more detail below.

[0072] The integrated fuel cell and burner assembly 600 further includes a fuel pressure controller 672, an HPC outlet pressure sensor 649, and an HPC outlet temperature sensor 651.

[0073] The fault-tolerant controller 680 controls multiple components in the integrated fuel cell and combustor assembly 600 by receiving sensor inputs from corresponding sensor units and fault-tolerantly controlling all subsystems of the integrated fuel cell and combustor assembly 600, and controls associated valves and regulators via corresponding control signals. Sensing or control signals associated with the fault-tolerant controller 680 include engine operating parameter signals 691 from the engine operating condition monitoring element 628, control signals 692 controlling the cathode fuel flow controller 674, control signals 693 controlling the air preparation unit 659, control signals 694 controlling the fuel pressure controller 672, control signals 695 controlling the fuel preparation unit 660, and control signals 696 controlling the anode fuel flow controller 676.

[0074] Furthermore, the fuel processing unit 660, or more specifically, the CPOx 664, is controlled by a control signal 695 from the fault-tolerant controller 680 based on the fuel processing unit's outlet temperature, the fuel processing unit's outlet pressure, or any combination thereof. Specifically, the fault-tolerant controller 680 controls the fuel processing unit 660, or more specifically, controls the CPOx 664, to maintain a reducing atmosphere for the fuel cell anode inlet gas, and the reducing atmosphere typically includes a temperature within a predetermined range.

[0075] In one example, the fuel processing unit 660, or more specifically, the CPOx 664, is controlled by a control signal 695 from the fault-tolerant controller 680 to maintain the oxygen-to-carbon ratio within a predetermined range. Further, the fuel processing unit 660, or more specifically, the CPOx 664, may be controlled by the control signal 695 from the fault-tolerant controller 680 to maintain the fuel cell cathode inlet temperature within a predetermined range. The fuel processing unit 660, or more specifically, the CPOx 664, may be controlled by the control signal 695 from the fault-tolerant controller 680 to maintain the fuel cell anode inlet temperature within a predetermined range. Further, the fuel processing unit 660, or more specifically, the CPOx 664, may be controlled by the control signal 695 from the fault-tolerant controller 680 to control the operating conditions of the fuel cell to generate exhaust fuel of a predetermined composition.

[0076] refer to Figure 6 The fuel pressure controller 672 is controlled by a control signal 694 from the fault-tolerant controller 680 to maintain the pressure difference between the anode 654 and the cathode 652 within a predetermined range. Furthermore, the anode bypass valve 669 may optionally be controlled by the fault-tolerant controller 680 to bypass the fuel cell stack 650 and directly guide the anode inlet gas 668 into the burner 622.

[0077] Furthermore, the control signal 693 from the fault-tolerant controller 680 controls the air handling unit 659 based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof. Specifically, the fault-tolerant controller 680 controls the air handling unit 659 by adjusting the flow rate of the portion of fuel directed from the fuel source to the air handling unit 659.

[0078] In one example, the air handling unit 659 includes an air pre-combustion system 662. The air pre-combustion system 662, along with CPOx 664 and cathode bypass airflow 527, is integrated into the integrated fuel reformer or integrated fuel handling unit 660 to achieve better thermal management with enhanced operability and faster start-up. During the start-up phase of the fuel reformer 664, or when the fuel reformer 664 cannot be thermally self-sustaining, the air pre-combustion system 662 provides heat to the fuel reformer 664. Specifically, the pre-combustion fuel flow 636 (also referred to as cathode fuel) and cathode air 631 are combusted in the air pre-combustion system 662 to heat the anode fuel / air supply until they reach conditions for a stable reaction.

[0079] During other times, the pre-combustion unit is shut down by keeping the cathode fuel control valve 645 fully closed. This means there is no combustion reaction or heat release inside the air pre-combustion unit 662. Cathode air 631 then passes through the air pre-combustion unit system 662, where it is heated by the CPOx reformer 664 (the CPOx reaction releases a significant amount of heat while the fuel is reformed into an H2-rich gas). Furthermore, cathode air 631 helps regulate the temperature of the CPOx 664 to prevent thermal runaway. As the cathode air outlet temperature rises and reaches a value equal to or higher than a predetermined expected temperature, the cathode air bypass valve (e.g., ...) is opened. Figure 5 The 525 shown is used to adjust the cathode inlet gas temperature within a specified range.

[0080] The anode fuel / air supply is maintained rich in fuel. During an abnormal event that causes an oxidizing atmosphere in anode 654, anode bypass valve 669 directs anode inlet gas 668 directly to burner 622 without passing through SOFC.

[0081] The air pre-combustion system 662 is controlled by a fault-tolerant controller 680 to maintain an oxidizing atmosphere for the fuel cell cathode inlet gas, wherein the oxidizing atmosphere includes a temperature within a predetermined range.

[0082] During operation, when the anode fuel flow rate is sensed to be less than a predetermined threshold, or the burner outlet temperature (T4) is sensed to be less than a predetermined threshold, or both, the intake of the hydrogen-rich fuel flow 641 into the fuel cell stack 650 is increased. In one such example, the fuel cell power output 661 is increased or decreased by adjusting the fuel utilization rate or oxygen-fuel ratio of the fuel processing unit 660, or the total fuel flow rate or temperature of the fuel cell stack, or both.

[0083] Figure 7 A schematic diagram of an integrated fuel cell and combustor assembly 700 used in a gas turbine engine system under transient conditions is shown. (Reference) Figure 7During a burner transient event, the integrated fuel cell and burner assembly 700 is supplied with air by a self-contained air supply system 702. The self-contained air supply system 702 utilizes fourth-stage bleed air 709 from the high-pressure compressor 716 as a transient air supply to maintain the operation of the fuel cell stack 750 and to allow the burner 722 to transition out of the transient event, as described above. Figure 6 The description is more detailed.

[0084] The integrated fuel cell and burner assembly 700 includes a gas turbine engine 710 with a burner 722, which is fluidly connected to an upstream fan 712, a low-pressure compressor 714, and a high-pressure compressor 716. The burner 722 is fluidly connected to a fuel cell stack 750. The fuel cell stack 750 includes multiple fuel cells and is schematically shown as a combined unit including a cathode 752 and an anode 754. The fuel cell stack 750 uses a hydrogen-rich fuel stream 741 and an intake air stream 732 to generate a fuel cell power output 761. Further, fuel exhaust 767 and air exhaust 765 from the fuel cell stack 750 are discharged into the burner 722. The integrated fuel cell and burner assembly 700 further includes a low-pressure turbine 724, a high-pressure turbine 726, and a fault-tolerant controller 780 that detects transient events within the burner 722 and controls a self-contained air supply system 702 during transient events.

[0085] Return to reference Figure 7 The integrated fuel cell and burner assembly 700 includes an engine operating condition monitoring element 728, a starter 784 connected to a power converter 782 via a connector 783, and an alternative pre-existing power source 786 connected to the starter 784 via a connector 785.

[0086] Air with HPC bleed air 709 is supplied to the integrated fuel cell and combustor assembly 700. The integrated fuel cell and combustor assembly 700 further includes a CPOx 764, an HPC bleed air flow 727 to the CPOx 764, a CPOx air control valve 715 on the HPC bleed air flow 727, an air pre-combustion unit 762, an air pre-combustion unit HPC bleed air flow 729 to the air pre-combustion unit, an air pre-combustion unit air control valve 718 on the air pre-combustion unit HPC bleed air flow 729, an engine operating condition monitoring element 728, and an engine operating condition sensor line 763 from the combustor 722 to the engine operating condition monitoring element 728.

[0087] The integrated fuel cell and burner assembly 700 further includes a fuel cell stack 750, a fuel cell power output 761 from the fuel cell stack 750, an air exhaust 765 from the fuel cell stack 750, a heat exchanger 766, a fuel exhaust 767 from the fuel cell stack 750, and an air intake 732 input to the fuel cell stack 750.

[0088] The integrated fuel cell and burner assembly 700 further includes an integrated fuel reformer or fuel processing unit 760, which includes a CPOx 764, an air inlet pressure sensor 719, a heat exchanger air inlet pressure sensor line 737, a CPOx air inlet pressure sensor 721, a CPOx fuel inlet pressure sensor 725, a heat exchanger HPC main air flow 733, a heat exchanger HPC main air valve 739, a heat exchanger CPOx air flow 734, a hydrogen-rich fuel flow 738 from the CPOx 764 to the heat exchanger 766, and an anode bypass valve 769 that guides the anode inlet gas 768.

[0089] The integrated fuel cell and burner assembly 700 further includes an air handling unit 759, which includes an air pre-burner 762, an air pre-burner fuel inlet pressure sensor 717, an air pre-burner fuel inlet pressure sensor 723, and an air pre-burner HPC main airflow 731 passing through an air pre-burner HPC main air valve 720.

[0090] The integrated fuel cell and burner assembly 700 further includes a fuel supply 740, which is stored in a fuel tank 742 and delivered in stages via a pipeline 730, a fuel pump 746, and pumped as a fuel stream 744 to a splitter 748. The splitter 748, connected to a cathode fuel control valve 745, divides the fuel stream 744 into a pre-combustion fuel stream 736 flowing through a cathode fuel stream controller 774 and a burner fuel stream 747 flowing to the burner 722. The integrated fuel cell and burner assembly 700 further includes an anode fuel stream 743 flowing through a fuel evaporator 735 and an anode fuel stream controller 776 arranged in series with a fuel processing unit 760.

[0091] The integrated fuel cell and burner assembly 700 further includes a fuel pressure controller 772, a cathode fuel flow controller 774, an anode fuel flow controller 776, a fault-tolerant controller 780, a power converter 782, a starter 784, a pre-existing power supply 786, an HPC outlet pressure sensor 749, and an HPC outlet temperature sensor 751.

[0092] The sensing and / or control signals from / to the fault-tolerant controller 780 include engine operating parameter signals 791 from the engine operating condition monitoring element 728, control signals 792 controlling the cathode fuel flow controller 774, control signals 793 controlling the air preparation unit 759, control signals 794 controlling the fuel pressure controller 772, control signals 795 controlling the fuel preparation unit 760, and control signals 796 controlling the anode fuel flow controller 776.

[0093] Further reference Figure 7 Fuel processing unit 760 is fluidly connected to fuel cell stack 750, and fuel processing unit 760 generates a hydrogen-rich fuel stream 741 that is directed into the anode 754 of fuel cell stack 750. Fuel cell stack 750 is fluidly connected to and supplied by fuel tank 742, such that a portion of fuel is directed from fuel tank 742 to fuel cell stack 750 to generate hydrogen-rich fuel stream 741.

[0094] Figure 8 A schematic diagram of an integrated fuel cell and combustor assembly 800 used in a gas turbine engine system according to an embodiment of the present disclosure under transient conditions is shown. Reference Figure 8 During a burner transient event, the integrated fuel cell and burner assembly 800 is supplied with air by a self-contained air supply system 802. The self-contained air supply system 802 utilizes an internal air supply 809, which includes ambient air, nacelle air, cross-bleed air, auxiliary power unit air (APU air), or RAM air as a transient air supply to maintain the operation of the fuel cell stack 850 and allow the burner 822 to transition out of the transient event, as described above. Figure 6 The description is more detailed.

[0095] The integrated fuel cell and combustor assembly 800 includes a gas turbine engine 810 with a combustor 822, which is fluidly connected to an upstream fan 812, a low-pressure compressor 814, and a high-pressure compressor 816. The combustor 822 is fluidly connected to a fuel cell stack 850. The fuel cell stack 850 includes multiple fuel cells and is schematically shown as a combined unit including a cathode 852 and an anode 854. The fuel cell stack 850 uses a hydrogen-rich anode fuel stream 841 and an intake air stream 832 to generate a fuel cell power output 861. Further, fuel exhaust 867 and air exhaust 865 from the fuel cell stack 850 are directed into the combustor 822.

[0096] The integrated fuel cell and burner assembly 800 also includes a low-pressure turbine 824, a high-pressure turbine 826, and a fault-tolerant controller 880, which detects transient events within the burner 822 and controls the self-contained air supply system 802 during transient events.

[0097] Return to reference Figure 8 The integrated fuel cell and burner assembly 800 includes an engine operating condition monitoring element 828, a starter 884 connected to a power converter 882 via a connector 883, an alternative pre-existing power source 886 connected to the starter 884 via a connector 885, and an air blower 888 connected to the power converter 882 via a connector 887.

[0098] refer to Figure 8 The integrated fuel cell and combustor assembly 800 is supplied with air, wherein the internal air supply 809 is pressurized using mechanical components (e.g., an air pump or air blower 827), which are powered by the fuel cell stack 850 maintained during transient events. The integrated fuel cell and combustor assembly 800 further includes a CPOx 864, a CPOx air control valve 815 on the internal air supply 809, an internal air supply airflow 829 for the air pre-combustion unit, an air pre-combustion unit air control valve 818 on the internal air supply airflow 829 for the air pre-combustion unit, an engine operating condition monitoring element 828, and an engine operating condition sensor line 863 from the combustor 822 to the engine operating condition monitoring element 828.

[0099] The integrated fuel cell and burner assembly 800 includes a fuel cell stack 850, a cathode 852 of the fuel cell stack 850, an anode 854 of the fuel cell stack 850, a fuel cell power output 861 from the fuel cell stack 850, an air exhaust 865 from the fuel cell stack 850, a heat exchanger 866, a fuel exhaust 867 from the fuel cell stack 850, and an intake air 832 input into the fuel cell stack 850.

[0100] The integrated fuel cell and combustor assembly 800 further includes an integrated fuel reformer of a fuel processing unit 860, which includes a CPOx 864, a heat exchanger 866, an air inlet pressure sensor 819, a heat exchanger air inlet pressure sensor line 837, a CPOx air inlet pressure sensor 821, a CPOx fuel inlet pressure sensor 825, a heat exchanger HPC main air flow 833, a heat exchanger HPC main air valve 839, a heat exchanger CPOx air flow 834, a hydrogen-rich fuel flow 838 from the CPOx 864 to the heat exchanger 866, and an anode bypass valve 869 that directs the anode inlet gas 868 directly to the combustor 822 without passing through the SOFC.

[0101] The integrated fuel cell and burner assembly 800 further includes an air handling unit 859, an air pre-burner 862, an air pre-burner fuel inlet pressure sensor 817, an air pre-burner fuel inlet pressure sensor 823, and an air pre-burner HPC main airflow 831.

[0102] The integrated fuel cell and burner assembly 800 further includes a fuel supply 840 stored in a fuel tank 842 and delivered in stages via a line 830, a fuel pump 846, and pumped as a fuel stream 844 to a splitter 848. The splitter 848, connected to a cathode fuel control valve 845, divides the fuel stream 844 into a pre-combustion fuel stream 836 flowing through a cathode fuel stream controller 874 and a burner fuel stream 847 flowing to the burner 822. The integrated fuel cell and burner assembly 800 further includes an anode fuel stream 843 flowing through a fuel evaporator 835 and an anode fuel stream controller 876.

[0103] The integrated fuel cell and burner assembly 800 includes a fuel pressure controller 872, a cathode fuel flow controller 874, an anode fuel flow controller 876, a fault-tolerant controller 880, a power converter 882, a starter 884, a pre-existing power supply 886, an HPC outlet pressure sensor 849, and an HPC outlet temperature sensor 851.

[0104] The sensing and / or control signals from / to the fault-tolerant controller 880 include engine operating parameter signals 891 from the engine operating condition monitoring element 828, control signals 892 controlling the cathode fuel flow controller 874, control signals 893 controlling the air preparation unit 859, control signals 894 controlling the fuel pressure controller 872, control signals 895 controlling the fuel preparation unit 860, and control signals 896 controlling the anode fuel flow controller 876.

[0105] Further reference Figure 8 Fuel processing unit 860 is fluidly connected to fuel cell stack 850, and fuel processing unit 860 generates a hydrogen-rich anode fuel stream 841 that is directed into the anode 854 of fuel cell stack 850. Fuel cell stack 850 is fluidly connected to and supplied by fuel tank 842, such that a portion of fuel is directed from fuel tank 842 to fuel cell stack 850 to generate hydrogen-rich anode fuel stream 841.

[0106] Figure 9 A schematic flowchart illustrating a method for operating an integrated fuel cell and burner assembly according to embodiments of the present disclosure is shown. (See also:) Figure 9Method 900 includes detecting severe transient conditions (flameout, compressor stoppage, pressure drop), as shown in step 910. Further, the anode fuel flow is configured to maintain the oxygen-to-carbon ratio within a predetermined range, as shown in step 920. Further, as shown in step 930, it is determined whether the anode fuel (F32) is below a fuel threshold or whether the anode temperature is below a threshold temperature (T32). Further, it is determined whether the second or auxiliary engine is operational and available, as shown in step 940. If available, the air source is switched to cross-bleed air from the second or auxiliary engine, as shown in step 950. If the second or auxiliary engine is unavailable, the air source is switched to APU bleed air, as shown in step 960. Further, the anode fuel pressure is set to track the cathode pressure within eight kPa, as shown in step 970. The cathode inlet temperature and anode inlet temperature are maintained within predetermined ranges, as shown in step 980. The SOFC operating conditions are adjusted to generate H2% for re-ignition enhancement, as shown in step 990.

[0107] The integrated fuel cell and combustor assembly disclosed herein can provide systems and related methods for improving the system efficiency of gas turbine engines and reducing emissions from the engine. A reliable system architecture is required to protect the SOFC subsystem during combustion transient events, such as flameout. Typical engine configurations rely on HPC outlet air for SOFC operation, and flameout or any other type of sudden loss of high-pressure air typically leads to SOFC subsystem failure. The integrated fuel cell and combustor assembly disclosed herein can provide a system and method that independently supplies bleed air (at the LPC outlet or HPC stage 4) to the SOFC air pre-combustor and fuel reformer to maintain continuous SOFC operation during transient events, particularly flameout events.

[0108] The integrated fuel cell and combustor assembly disclosed herein can provide a fuel pressure controller and a method to maintain the anode / cathode pressure differential within 8 kPa, thereby preventing seal leakage during transient events, particularly shutdown events. SOFC electrodes are typically connected to the engine starter and other auxiliary loads to enhance the restart process during shutdown. Therefore, uninterrupted operation of the SOFC electrodes improves the efficiency and effectiveness of the engine restart process in shutdown conditions.

[0109] The integrated fuel cell and combustor assembly disclosed herein can provide power to the SOFC during shutdown, provide redundant power, and provide a method for transitioning the combustor to recovery from transient events and restarting or restarting the engine. The H2-rich exhaust fuel of the SOFC further enhances the engine restart process.

[0110] The integrated fuel cell and burner assembly disclosed herein can provide a self-standing air supply system fluidly connected to one of a compressor and an SOFC fuel cell stack, and a method for supplying intake air to the fuel cell stack to sustain the fuel cell stack during shutdown. Furthermore, the self-standing air supply system obtains intake air from at least a portion of the assembly.

[0111] The integrated fuel cell and burner assembly disclosed herein can provide a fault-tolerant controller configured to detect transient events within the burner, and a method for controlling a self-contained air supply system during transient events. The fault-tolerant controller is configured to selectively draw intake air from a transient air supply source during transient events.

[0112] Further aspects of this disclosure are provided by the subject matter of the following clauses.

[0113] An integrated fuel cell and burner assembly includes a burner fluidly coupled to at least one upstream compressor, a fuel cell stack having a cathode and an anode, a self-contained air supply system fluidly coupled to the at least one upstream compressor and the fuel cell stack, and a fault-tolerant controller. The at least one upstream compressor generates compressed air. The fuel cell stack is fluidly coupled to the burner and configured to receive intake fuel and the compressed air as part of the intake air, use the intake fuel and the intake air to generate fuel cell power output, and direct fuel and air exhaust from the fuel cell stack into the burner. The self-contained air supply system is configured to supply the intake air to the fuel cell stack. The fault-tolerant controller is configured to detect transient events within the burner and control the self-contained air supply system during the transient events.

[0114] According to any of the preceding clauses, the burner is fluidly connected to at least one turbine disposed downstream of the burner, the burner being configured to burn the fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that power the turbine.

[0115] According to any of the preceding clauses, the fuel cell stack is disposed upstream of the burner, or integrated within the inner liner of the burner, or integrated within the outer liner of the burner, or any combination thereof.

[0116] The component according to any of the foregoing clauses further includes at least one engine operating condition monitoring element configured to detect the transient event and send a detection signal to the fault-tolerant controller.

[0117] The component according to any of the foregoing clauses further includes a re-ignition component, and the fault-tolerant controller is configured to control the fuel flow and air flow associated with the re-ignition component, and to control the re-ignition component to re-ignite the burner.

[0118] According to any of the foregoing clauses, the fault-tolerant controller is further configured to maintain the fuel cell stack during the transient event.

[0119] According to any of the foregoing clauses, wherein the fault-tolerant controller is further configured to power the burner during a transitional event after the transient event by using at least a portion of the fuel cell power output from the fuel cell stack maintained during the transient event.

[0120] According to any of the preceding clauses, the transient event includes flameout, compressor stoppage, gas pressure drop, or any combination thereof, and the transitional event includes re-ignition, start-up, restart, or any combination thereof of the burner.

[0121] According to any of the foregoing clauses, the self-supporting air supply system is configured to obtain the intake air from at least a portion of the component.

[0122] According to any of the foregoing clauses, wherein the fault-tolerant controller is further configured to selectively obtain the intake air from a transient air supply source during the transient event.

[0123] According to any of the preceding clauses, the instantaneous air supply source includes bleed air from the at least one upstream compressor, or ambient air, or cabin air, or cross-bleed air, or auxiliary power unit (APU) air, or RAM air, or any combination thereof.

[0124] The component according to any of the foregoing clauses further includes a fuel processing unit having an outlet temperature and an outlet pressure, and a fuel source fluidly connected to the fuel processing unit. The fuel processing unit is fluidly connected to the fuel cell stack and is configured to generate a hydrogen-rich fuel stream to be directed into the fuel cell stack. A portion of the fuel is directed from the fuel source to the fuel processing unit for generating the hydrogen-rich fuel stream.

[0125] According to any of the preceding clauses, wherein the fault-tolerant controller is configured to control the fuel cell stack to adjust the fuel cell power output based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, by adjusting the fuel utilization rate in the fuel processing unit, or by adjusting the oxygen-fuel ratio in the fuel processing unit, or by adjusting the total fuel flow rate in the component, or by adjusting the temperature of the fuel cell stack, or any combination thereof.

[0126] According to any of the foregoing clauses, the fuel processing unit includes a catalytic partial oxidation converter (CPOx), or a heat exchanger, or any combination thereof.

[0127] According to any of the foregoing clauses, the fault-tolerant controller is configured to control the fuel processing unit based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, to maintain a reducing atmosphere for the fuel cell anode inlet gas. The reducing atmosphere includes temperatures within a predetermined range.

[0128] According to any of the foregoing clauses, wherein the fault-tolerant controller is configured to control the fuel processing unit based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, to maintain the oxygen-to-carbon ratio within a predetermined range, or maintain the fuel cell cathode inlet temperature within a predetermined range, or maintain the fuel cell anode inlet temperature within a predetermined range, or control the operating conditions of the fuel cell stack to generate exhaust fuel of a predetermined composition, or any combination thereof.

[0129] The component according to any of the foregoing clauses further includes a fuel pressure controller, the fault-tolerant controller being configured to control the fuel pressure controller based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, to maintain the pressure difference between the anode and the cathode within a predetermined range.

[0130] The component according to any of the foregoing clauses further includes an anode bypass valve, wherein the fault-tolerant controller is configured to control the anode bypass valve based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, to bypass the fuel cell stack and direct fuel cell anode inlet gas into the burner.

[0131] The component according to any of the foregoing clauses further includes an air handling unit having an outlet temperature and an outlet pressure, and a fuel source fluidly connected to the air handling unit. The air handling unit is fluidly connected to the fuel cell stack and is configured to control the temperature of that portion of the intake air to the fuel cell stack. A portion of the fuel is directed from the fuel source to the air handling unit to regulate the temperature of that portion of the intake air to the fuel cell stack.

[0132] According to any of the preceding clauses, wherein the fault-tolerant controller is configured to control the air handling unit based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, to guide a cathode bypass airflow to the burner, bypassing the fuel cell cathode of the fuel cell stack.

[0133] The component according to any of the foregoing clauses further includes a fuel flow controller, wherein the fault-tolerant controller is configured to control the fuel flow controller based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, to adjust the anode fuel flow to the fuel cell stack when the anode fuel flow rate is less than a predetermined threshold, or the burner outlet temperature is less than a predetermined threshold, or both.

[0134] According to any of the preceding clauses, the air handling unit includes an air pre-combustion unit configured to heat the portion of the intake air to the fuel cell stack.

[0135] According to any of the foregoing clauses, wherein the fault-tolerant controller is configured to control the air handling unit based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, and to adjust the flow rate of the portion of the fuel directed from the fuel source to the air handling unit.

[0136] According to any of the foregoing clauses, the fault-tolerant controller is configured to control the air handling unit based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, and to maintain an oxidizing atmosphere for the fuel cell cathode inlet gas. The oxidizing atmosphere includes temperatures within a predetermined range.

[0137] According to any of the foregoing clauses, wherein the fault-tolerant controller is configured to control the air handling unit based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, and to maintain the catalytic partial oxidation converter (CPOx) outlet temperature within a predetermined range.

[0138] A method of operating an integrated fuel cell and burner assembly includes: providing a burner; fluidly connecting the burner to at least one upstream compressor that generates compressed air; fluidly connecting a fuel cell stack to the burner; generating a fuel cell power output using intake fuel and the compressed air as part of intake air directed into the fuel cell stack; directing fuel and air exhaust from the fuel cell stack into the burner; detecting a transient event within the burner; autonomously supplying the intake air to the fuel cell stack during the transient event; and fault-tolerantly controlling the intake air to the fuel cell stack during the transient event. The fuel cell stack has a cathode and an anode.

[0139] The method according to any of the foregoing clauses further includes fluidly connecting at least one turbine disposed downstream of the burner, and burning the fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that power the turbine.

[0140] According to any of the foregoing clauses, fluidly connecting the fuel cell stack to the burner includes placing the fuel cell stack upstream of the burner, or integrating it into the inner lining of the burner, or integrating it into the outer lining of the burner, or any combination thereof.

[0141] According to any of the foregoing clauses, the method of detecting transient events within the combustor includes providing at least one engine operating condition monitoring element to detect the transient events and receive detection signals from the at least one engine operating condition monitoring element.

[0142] The method according to any of the foregoing clauses further includes providing a re-ignition component within the burner, fault-tolerantly controlling the fuel flow and air flow associated with the re-ignition component, and fault-tolerantly controlling the re-ignition component to re-ignite the burner.

[0143] The method according to any of the foregoing clauses, wherein the fault-tolerant control includes maintaining the fuel cell stack during the transient event.

[0144] According to any of the foregoing clauses, the fault-tolerant control includes using at least a portion of the fuel cell power output from the fuel cell stack maintained during the transient event to power the burner during a transitional event after the transient event.

[0145] According to any of the foregoing provisions of the method, the transient event includes flameout, compressor stoppage, gas pressure drop, or any combination thereof, and the transitional event includes re-ignition, start-up, restart, or any combination thereof of the burner.

[0146] According to any of the foregoing provisions, the self-sustaining supply includes obtaining the intake air from at least a portion of the component.

[0147] According to any of the foregoing provisions, the fault-tolerant control includes selectively obtaining the intake air from a transient air supply source during the transient event.

[0148] According to any of the foregoing clauses, the instantaneous air supply source includes bleed air from the at least one upstream compressor, or ambient air, or cabin air, or cross-bleed air, or auxiliary power unit (APU) air, or RAM air, or any combination thereof.

[0149] The method according to any of the foregoing clauses further includes providing a fuel processing unit having an outlet temperature and an outlet pressure, fluidly connecting the fuel processing unit to the fuel cell stack, configuring the fuel processing unit to generate a hydrogen-rich fuel stream, and directing the hydrogen-rich fuel stream into the fuel cell stack, fluidly connecting a fuel source to the fuel processing unit, and directing a portion of the fuel from the fuel source to the fuel processing unit for generating the hydrogen-rich fuel stream.

[0150] According to any of the foregoing clauses, the fault-tolerant control includes controlling the fuel cell stack and adjusting the fuel cell power output based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, by adjusting the fuel utilization rate in the fuel processing unit, or by adjusting the oxygen-fuel ratio in the fuel processing unit, or by adjusting the total fuel flow rate in the assembly, or by adjusting the temperature of the fuel cell stack, or any combination thereof.

[0151] According to any of the foregoing provisions, fluidly connecting the fuel processing unit to the fuel cell stack includes fluidly connecting a catalytic partial oxidation converter (CPOx), or a heat exchanger, or any combination thereof.

[0152] According to any of the foregoing provisions, the fault-tolerant control includes controlling the fuel processing unit based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, maintaining the reducing atmosphere of the fuel cell anode inlet gas, and maintaining the temperature of the fuel cell anode inlet gas within a predetermined range.

[0153] According to any of the foregoing provisions, the fault-tolerant control includes controlling the fuel processing unit based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, to maintain the oxygen-to-carbon ratio within a predetermined range, or to maintain the fuel cell cathode inlet temperature within a predetermined range, or to maintain the fuel cell anode inlet temperature within a predetermined range, or to control the operating conditions of the fuel cell stack and generate exhaust fuel of a predetermined composition, or any combination thereof.

[0154] According to any of the foregoing provisions, the fault-tolerant control includes controlling a fuel pressure controller based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, and maintaining the pressure difference between the anode and the cathode within a predetermined range.

[0155] According to any of the foregoing provisions, the fault-tolerant control includes controlling the anode bypass valve based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, and directing the fuel cell anode inlet gas to the burner bypassing the fuel cell stack.

[0156] The method according to any of the foregoing clauses further includes providing an air handling unit having an outlet temperature and an outlet pressure, fluidly connecting the air handling unit to the fuel cell stack, configuring the air handling unit to control the temperature of a portion of compressed air directed from the upstream compressor into the fuel cell stack, fluidly connecting a fuel source to the air handling unit, directing a portion of fuel from the fuel source to the air handling unit, and adjusting the temperature of the portion of compressed air directed from the compressor into the fuel cell stack.

[0157] According to any of the foregoing clauses, the fault-tolerant control includes controlling the air handling unit based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, and directing a cathode bypass airflow to the burner, bypassing the fuel cell cathode of the fuel cell stack.

[0158] According to any of the foregoing clauses, the fault-tolerant control includes controlling the fuel flow controller based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, and adjusting the anode fuel flow to the fuel cell stack when the anode fuel flow rate is less than a predetermined threshold, or the burner outlet temperature is less than a predetermined threshold, or both.

[0159] According to any of the foregoing clauses, fluidly connecting the air handling unit to the fuel cell stack includes fluidly connecting an air pre-combustion unit to the fuel cell stack to heat the portion of the intake air to the fuel cell stack.

[0160] According to any of the foregoing provisions, the fault-tolerant control includes controlling the air handling unit based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, and adjusting the flow rate of the portion of the fuel directed from the fuel source to the air handling unit.

[0161] According to any of the foregoing provisions, the fault-tolerant control includes controlling the air handling unit based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, and maintaining an oxidizing atmosphere for the fuel cell cathode inlet gas, wherein the oxidizing atmosphere includes a temperature within a predetermined range.

[0162] According to any of the foregoing provisions, the fault-tolerant control includes controlling the air handling unit based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, and maintaining the catalytic partial oxidation converter (CPOx) outlet temperature within a predetermined range.

[0163] 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, the features described in connection with the embodiments can be used in conjunction with other embodiments, even if not explicitly stated above.

Claims

1. An integrated fuel cell and burner assembly, characterized in that, The components include: A burner, the burner being fluidly connected to at least one upstream compressor, the at least one upstream compressor generating compressed air; A fuel cell stack having a cathode and an anode, the fuel cell stack being fluidly connected to the burner and configured to (i) receive intake fuel and compressed air as part of the intake air, (ii) generate fuel cell power output using the intake fuel and the intake air, and (iii) exhaust fuel and air from the fuel cell stack into the burner; A self-contained air supply system, fluidly connected to the at least one upstream compressor and the fuel cell stack, and configured to supply the intake air to the fuel cell stack; and A fault-tolerant controller configured to (i) detect transient events within the burner and (ii) control the self-standing air supply system during the transient events.

2. The component according to claim 1, characterized in that, in, The burner is fluidly connected to at least one turbine located downstream of the burner, and the burner is configured to burn the fuel and air exhaust from the fuel cell stack into one or more gaseous combustion products that power the turbine.

3. The component according to claim 1, characterized in that, in, The fuel cell stack is located upstream of the burner, or integrated within the inner lining of the burner, or integrated within the outer lining of the burner, or any combination thereof.

4. The component according to claim 1, characterized in that, It further includes at least one engine operating condition monitoring element, the at least one engine operating condition monitoring element being configured to detect the transient event and send a detection signal to the fault-tolerant controller.

5. The component according to claim 1, characterized in that, The device further includes a re-ignition component, wherein the fault-tolerant controller is configured to (i) control the fuel flow and air flow associated with the re-ignition component, and (ii) control the re-ignition component to re-ignite the burner.

6. The component according to claim 1, characterized in that, in, The fault-tolerant controller is further configured to (i) maintain the fuel cell stack during the transient event, and (ii) use at least a portion of the fuel cell power output from the fuel cell stack maintained during the transient event to power the burner during a transitional event after the transient event.

7. The component according to claim 6, characterized in that, in, The transient events include flameout, compressor stoppage, pressure drop, or any combination thereof, and wherein the transitional events include re-ignition, start-up, restart, or any combination thereof of the burner.

8. The component according to claim 1, characterized in that, in, The self-supporting air supply system is configured to draw air from at least a portion of the components.

9. The component according to claim 8, characterized in that, in, The fault-tolerant controller is further configured to selectively obtain the intake air from a transient air supply source during the transient event, wherein the transient air supply source includes bleed air from at least one upstream compressor, or ambient air, or any combination thereof.

10. The component according to claim 9, characterized in that, Further includes: A fuel processing unit having an outlet temperature and an outlet pressure, the fuel processing unit (i) being fluidly connected to the fuel cell stack, and (ii) being configured to generate a hydrogen-rich fuel stream to be directed into the fuel cell stack; as well as A fuel source is fluidly connected to the fuel processing unit, wherein a portion of the fuel is directed from the fuel source to the fuel processing unit to generate the hydrogen-rich fuel stream.

11. The component according to claim 10, characterized in that, in, The fault-tolerant controller is configured to control the fuel cell stack to adjust the fuel cell power output based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, by adjusting the fuel utilization rate in the fuel processing unit, or by adjusting the oxygen-fuel ratio in the fuel processing unit, or by adjusting the total fuel flow rate in the assembly, or by adjusting the temperature of the fuel cell stack, or any combination thereof.

12. The component according to claim 10, characterized in that, in, The fuel processing unit includes a catalytic partial oxidation converter (CPOx), or a heat exchanger, or any combination thereof.

13. The component according to claim 12, characterized in that, in, The fault-tolerant controller is configured to control the fuel processing unit based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, to (i) maintain a reducing atmosphere for the fuel cell anode inlet gas, wherein the reducing atmosphere includes a temperature within a predetermined range, or (ii) maintain the oxygen-to-carbon ratio within a predetermined range, or (iii) maintain the fuel cell cathode inlet temperature within a predetermined range, or (iv) maintain the fuel cell anode inlet temperature within a predetermined range, or (v) control the operating conditions of the fuel cell stack to generate exhaust fuel of a predetermined composition, or any combination thereof.

14. The component according to claim 12, characterized in that, The system further includes a fuel pressure controller, the fault-tolerant controller being configured to control the fuel pressure controller based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, to maintain the pressure difference between the anode and the cathode within a predetermined range.

15. The component according to claim 12, characterized in that, The system further includes an anode bypass valve, wherein the fault-tolerant controller is configured to control the anode bypass valve based on the outlet temperature of the fuel processing unit, the outlet pressure of the fuel processing unit, or any combination thereof, to bypass the fuel cell stack and direct fuel cell anode inlet gas into the burner.

16. The component according to claim 10, characterized in that, Further includes: An air handling unit having an outlet temperature and an outlet pressure, the air handling unit being fluidly connected to the fuel cell stack and configured to control the temperature of the portion of the intake air to the fuel cell stack; as well as A fuel source, which is fluidly connected to the air handling unit, wherein a portion of the fuel is directed from the fuel source to the air handling unit to regulate the temperature of the portion of the intake air to the fuel cell stack.

17. The component according to claim 16, characterized in that, in, The fault-tolerant controller is configured to control the air handling unit based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, to guide a cathode bypass airflow into the burner, bypassing the fuel cell cathode of the fuel cell stack.

18. The component according to claim 16, characterized in that, The system further includes a fuel flow controller, wherein the fault-tolerant controller is configured to control the fuel flow controller based on the outlet temperature of the air handling unit, or the outlet pressure of the air handling unit, or any combination thereof, to adjust the anode fuel flow to the fuel cell stack when the anode fuel flow rate is less than a predetermined threshold, or the burner outlet temperature is less than a predetermined threshold, or both.

19. The component according to claim 16, characterized in that, in, The air treatment unit includes an air pre-combustion unit configured to heat a portion of the intake air to the fuel cell stack, and further wherein the fault-tolerant controller is configured to (i) control the air treatment unit based on the outlet temperature of the air treatment unit, or the outlet pressure of the air treatment unit, or any combination thereof, (ii) adjust the flow rate of the portion of the fuel directed from the fuel source to the air treatment unit, (iii) maintain an oxidizing atmosphere for the fuel cell cathode inlet gas, wherein the oxidizing atmosphere includes a temperature within a predetermined range, and (iv) maintain the catalytic partial oxidation converter (CPOx) outlet temperature within a predetermined range.

20. A method for operating an integrated fuel cell and burner assembly, characterized in that, The method includes: Provide burners; The burner is fluidly connected to at least one upstream compressor, which generates compressed air; The fuel cell stack is fluidly connected to the burner, the fuel cell stack having a cathode and an anode; The fuel cell power output is generated by using inhaled fuel and compressed air as part of the intake air directed into the fuel cell stack. Fuel and air exhaust from the fuel cell stack are directed into the burner; Detecting transient events within the burner; During the transient event, the intake air is autonomously supplied to the fuel cell stack; and The intake air to the fuel cell stack is controlled in a fault-tolerant manner during the transient event.

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