Integrated fuel cell and combustor assembly

Abstract

An integrated fuel cell and combustor assembly and related methods. The assembly includes a combustor having a combustor geometry and a combustor outlet temperature. The assembly further includes a plurality of fuel cells fluidly coupled to the combustor, the plurality of fuel cells configured to generate a fuel cell power output using fuel and air directed into the plurality of fuel cells and to direct fuel and air exhaust from the plurality of fuel cells into the combustor. The plurality of fuel cells includes a plurality of fuel cell control groups arranged in a predetermined electrical configuration around the combustor geometry. Each of the plurality of fuel cell control groups has an adjustable current bias.

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 integrated fuel cell and combustor assemblies. Background Technology

[0002] Fuel efficiency is a crucial consideration in engine selection and operation. For example, the fuel efficiency of gas turbine engines used in aircraft is a significant (and limiting) factor affecting the aircraft's range. Current aircraft jet engines typically provide primarily shaft (e.g., mechanical) power and a small amount of electricity, which is converted into propulsion using a shaft mounted on a fan. In addition to gas turbine engines, some aircraft propulsion systems include fuel cells. These fuel cells are 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. The remaining air flows through or around the fuel cell and enters the combustor. This air is then mixed with fuel and burned in the engine's combustor.

[0003] The burner outlet temperature (T4) profile is critical for turbine and nozzle life, and burner cooling is designed to achieve a desired reference temperature profile at the burner outlet. Any deviation from the T4 design profile can lead to high thermal stress, thereby shortening blade (and nozzle) life. Attaching a solid oxide fuel cell (SOFC) around the burner bushing can improve efficiency and emissions associated with combustion in the burner. Due to the lower control flexibility of the fuel and air manifolds for SOFCs at the burner bushing, using SOFCs to increase T4 profile requires a robust system architecture to integrate the SOFC and burner components. Attached Figure Description

[0004] The features, advantages, and embodiments of this disclosure will become apparent from the following more specific description of various exemplary embodiments, as illustrated in the accompanying drawings, wherein similar reference numerals generally indicate the same, functionally similar, and / or structurally similar elements.

[0005] Figure 1 A schematic diagram of an embodiment of an integrated fuel cell and combustor assembly used in a gas turbine engine according to an embodiment of the present disclosure is shown.

[0006] Figure 2 A schematic diagram of an integrated fuel cell and combustor assembly used in a gas turbine engine according to an embodiment of the present disclosure is shown.

[0007] Figure 3The 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.

[0008] Figure 4 A schematic perspective view of a fuel cell as an integrated fuel cell and combustor assembly used in a gas turbine engine, according to an embodiment of the present disclosure, is shown.

[0009] Figure 5A A schematic diagram of the temperature distribution across a cross section of a combustor in an integrated fuel cell and combustor assembly used in a gas turbine engine, according to an embodiment of the present disclosure, is shown.

[0010] Figure 5B The illustration shows an embodiment of the present disclosure, such as its use in an integrated fuel cell and combustor assembly of a gas turbine engine. Figure 5A A schematic diagram of an exemplary fuel cell control stack.

[0011] Figure 5C The illustration shows an example of the use of an integrated fuel cell and combustor assembly in a gas turbine engine, according to embodiments of the present disclosure. Figure 5A A schematic diagram of the spatial balance of mass and energy in the region of interest within the cross-section of a burner.

[0012] Figure 6A A schematic cross-sectional view of the outer peripheral region of interest in the combustor cross section of an integrated fuel cell and combustor assembly of a gas turbine engine according to an embodiment of the present disclosure is shown.

[0013] Figure 6B The embodiments of the present disclosure are illustrated for use in, for example, an integrated fuel cell and combustor assembly in a gas turbine engine. Figure 6A A schematic diagram of the temperature distribution in the outer periphery of the region of interest in the cross-section of a burner.

[0014] Figure 7A A schematic diagram of the temperature distribution across a cross section of a combustor with an integrated fuel cell and combustor assembly having an asymmetrical layout, such as in an exemplary fuel cell control group used in a gas turbine engine, is shown according to an embodiment of the present disclosure.

[0015] Figure 7B The illustration shows an example of the use of an integrated fuel cell and combustor assembly in a gas turbine engine, according to embodiments of the present disclosure. Figure 7A A schematic diagram of an exemplary asymmetric layout of an exemplary fuel cell control stack.

[0016] Figure 7C An embodiment according to this disclosure is shown in Figure 7AThe temperature at the burner outlet at a predetermined spatial location in the cross-section of the burner is used to represent the effect of the blade span.

[0017] Figure 8 This is a schematic diagram of a portion of the combustor of an integrated fuel cell and combustor assembly used in a gas turbine engine according to an embodiment of the present disclosure.

[0018] Figure 9 A schematic diagram illustrating the operation of an integrated fuel cell and combustor assembly used in a gas turbine engine according to an embodiment of the present disclosure is shown.

[0019] Figure 10 A schematic flowchart illustrating a method for operating an integrated fuel cell and combustor assembly used in a gas turbine engine according to embodiments of the present disclosure is shown. Detailed Implementation

[0020] 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.

[0021] 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 individual components. 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 individual components.

[0022] A gas turbine engine (such as those used to power aircraft or for industrial applications) comprises 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. The compressor pressurizes a supply of air, the combustor burns hydrocarbon fuels in the presence of pressurized air, and the turbine extracts energy from the resulting combustion gases. The air pressure ratio and / or combustor temperature can be varied to improve the gas turbine engine cycle efficiency. Furthermore, any variation in the air pressure ratio and / or combustor temperature will affect the turbine's operability and lifespan.

[0023] Combustion outlet temperatures exceeding 1100°C (commonly referred to in the art as T4) are common in gas turbine engines, while acceptable metal temperatures for the turbine's stationary nozzles and rotating blades are limited to 900°C or 1000°C. Turbine blade temperature affects the blade's mechanical strength (e.g., creep and fatigue) as well as its oxidation and corrosion resistance. Therefore, maintaining the combustor outlet temperature (T4) within acceptable limits can significantly improve the lifespan of turbine blades and nozzles. Combustion cooling solutions are designed for specific reference combustor outlet temperature profiles, and any deviation from these profiles can lead to thermal stress in the turbine and shorten the lifespan of turbine blades and nozzles.

[0024] In the integrated design of solid oxide fuel cells (SOFCs) and gas turbine engines, the SOFCs are mechanically coupled to the SOFC exhaust gas (800°C, H2 / CO / H2O / CO2) injected into the burner at the outer liner surface of the burner. SOFCs (tangentially, radially, axially, and circumferentially) located in different regions within the region of interest of the burner liner are electrically grouped into several fuel cell control groups to adjust the current bias from SOFCs corresponding to regions with peak and low T4 distributions. Specifically, the current bias of each SOFC group is adjusted to achieve a desired T4 distribution along the tangential, radial, axial, and circumferential directions, thereby achieving desired mitigation of T4 hotspots and a more uniform average T4 distribution.

[0025] "Current bias" is a common technique in power control. In this field, "current bias" refers to controller bias applied to the nominal value of the current. The electrical power output from the fuel cell stack is equal to the total current output from the fuel cell stack multiplied by the voltage applied to the fuel cell stack. Assuming three exemplary fuel cell control groups are connected in parallel and each fuel cell control group is electrically controlled by a corresponding power converter (DC / DC converter or DC / AC inverter) connected to the fuel cell control group, the current from each fuel cell control group can be adjusted by controlling the corresponding power converter.

[0026] In the illustrative example above, if the voltage of each fuel cell control unit is fixed at 100V and the nominal current of each fuel cell control unit is 100A, then the power output from each fuel cell control unit is 10kW, and the total power output from the three fuel cell control units connected in series is 30kW. There are various combinations of methods to adjust or bias the current of each fuel cell control unit while still maintaining a constant total power (30kW). An example of such current bias is shown below.

[0027] Normal current (amperes) Bias current (amperes) Biased current (amperes) Group A 100 0 100 Group B 100 5 105 Group C 100 -5 95 total 300 0 300

[0028] Given a total current requirement of 300A, the normal operating current for each fuel cell control group is 100A initially. Using an exemplary current biasing scheme, if the current from fuel cell control group A remains constant, the current from fuel cell control group B needs to increase, and the current from fuel cell control group C needs to decrease, then the current bias for fuel cell control group B can be set to (+5A) and the current bias for fuel cell control group C to (-5A) via the corresponding power converter controller. With this current biasing scheme, the total current remains the same (300A), but more current is drawn from fuel cell control group B and less from fuel cell control group C. This non-uniform current biasing of the fuel cell control groups is used for thermal balance in the burner bushing, as will be described in more detail below.

[0029] The "current bias" scheme described above, used to adjust or spatially balance the T4 temperature profile, can be implemented in both open-loop and closed-loop control methods. As is known in the art, in open-loop control methods, the current bias of the fuel cell control stack can be adjusted without any feedback from the burner outlet temperature. For example, the current of the fuel cell control stack can be adjusted using a predefined lookup table based on several flight parameters, such as flight phase (takeoff, cruise, descent), Mach number, and altitude. The lookup table can be obtained via offline testing or by using a simulation model.

[0030] On the other hand, in closed-loop control methods, real-time feedback of the burner outlet temperature or equivalent is used to adjust the current bias of the fuel cell control stack. Compared to open-loop control methods, closed-loop control can achieve better control performance, for example, the actual T4 curve is closer to the reference T4 curve.

[0031] Both open-loop and closed-loop control methods require pre-defined or pre-configured fuel cell electrical connections or layouts (parallel or series connections along the tangential and / or axial directions of the burner bushing). The electrical layout is a facilitating factor for any open-loop or closed-loop control method. Once the electrical layout is configured, the connections are typically not changed immediately. Instead, the electrical parameters of the fuel cell are altered to achieve a desired spatial equilibrium of the T4 temperature profile.

[0032] Figure 1 A schematic diagram 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.

[0033] The fuel cell and burner assembly 100 includes a burner 106, which is circumferentially surrounded by a fuel cell stack 108 along some or all of its length. The fuel cell stack 108 includes a plurality of fuel cells arranged to convert fuel and compressed air from one or more compressors 104 into electrical energy. The fuel cell stack 108 is integrated into the outer portion of the burner 106 such that the fuel cell stack 108 is part of the burner 106 and is located radially outward of the burner 106 (e.g., relative to the axis 110 of the burner 106). The gas turbine engine 102 includes a central axis 116 that coincides with, or does not necessarily coincide with, the axis 110.

[0034] Some of the compressed air leaving one or more compressors 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 one or more compressors 104 is guided into burner 106 in a direction along or parallel to axis 110 of burner 106.

[0035] The fuel cells in fuel cell stack 108 receive fuel from a designated fuel manifold (e.g., Figure 2 The burner 106 (shown as 200) combines fuel and air from one or more compressors 104, converting the fuel and air into electrical energy. The burner 106 is configured to burn partially oxidized fuel and exhaust air from the fuel, supplemental air from one or more compressors 104, and / or supplemental fuel from one or more fuel injectors. The exhaust from the burning fuel and air mixture is then directed to a turbine 112, which converts the exhaust into rotational energy to power one or more loads 114 (e.g., fans, generators, etc., for propelling a vehicle, such as an aircraft).

[0036] Figure 2 An embodiment according to this disclosure is shown in Figure 1 A schematic diagram of the integrated fuel cell and burner assembly 100 used in the gas turbine engine 102. The fuel cell stack 108 includes multiple fuel manifolds 200 located at different positions around the periphery of the burner 106. The fuel cell stack 108 is directly adjacent to the burner 106 along its length. The fuel cell stack 108 may form a liner of the burner 106 or a boundary of the burner 106. Furthermore, the fuel cell stack 108 is integrally formed with the burner 106. This integrated arrangement reduces or eliminates the need for additional piping to fluidly connect the fuel cell stack 108 to the burner 106.

[0037] Burner 106 includes one or more compressors 104 ( Figure 1 Turbo 112 Figure 1 Combustion chamber 202 is fluidly connected to 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 one or more compressors 104. This supplemental fuel and air does not pass through or flow through any fuel cell in fuel cell stack 108, and flows into combustion chamber 202 in a direction along or parallel to axis 110.

[0038] Figure 3 The following is illustrated according to an embodiment of the present disclosure. Figure 2 The figure shows a cross-sectional view of the fuel cell 300 of the integrated fuel cell and burner assembly 100, taken by line 3-3. As shown, the fuel cell stack 108 surrounds the burner 106 by completely encircling the combustion chamber 202 around axis 110. Figure 1 The combustion chamber 202 extends circumferentially. The fuel cell 300 is 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.

[0039] Fuel cell 300 in fuel cell stack 108 is positioned to receive exhaust air 302 from one or more compressors 104 and fuel 304 from multiple fuel manifolds 200. Fuel cell 300 uses the air 302 and at least some of the fuel 304 to generate an electrical bias 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 combusts 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 guided downstream to turbine 112. Figure 1 ) and drive turbine 112.

[0040] Figure 4 It was shown as in Figure 1 The integrated fuel cell and combustor system 400 used in the gas turbine engine 102 (e.g., fuel cell) Figure 3A schematic perspective view of the fuel cell and combustor system 400 shown is illustrated in, for example, US2020 / 0194799A1, which is incorporated herein by reference in its entirety. The fuel cell and 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.

[0041] The combustion outlet side 412 includes a plurality of combustion outlets 480, and combustion gas 488 is guided out of the housing 410 from the combustion outlets 480. As described herein, the combustion gas 488 utilizes fuel cell stacks not within the housing 410 (e.g., Figure 3 The fuel cell in 108 shown (e.g., Figure 3 The combustion gas 488 is generated by consuming fuel and air (as shown in 300). It is used to generate propulsion or thrust for the vehicle (e.g., a manned or unmanned aircraft).

[0042] The fuel and air inlet side 422 includes one or more fuel inlets 450 and one or more air inlets 460. Optionally, one or more of the inlets 450, 460 may be located on the other side of the housing 410. Each of the one or more fuel inlets 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 (CPOx) as further described below). Each of the one or more air inlets 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 as further described below). The inlets 450, 460 receive fuel and air from the external fuel source and air source, respectively, and respectively direct the fuel and air into the fuel cell.

[0043] Figure 5A An embodiment of the present disclosure is shown spanning... Figure 1 A schematic diagram of the temperature distribution across the cross-section of the combustor in the integrated fuel cell and combustor assembly 100 used in the gas turbine engine 102. (Reference) Figure 5A An enlarged view of the burner cross-section 500 includes an exemplary segment or region of interest 502. Region of interest 502 is fluidly connected to and cooperates with an exemplary fuel cell control assembly 504.

[0044] A heatmap scale 592, characterized by grayscale, represents the temperature distribution across a burner cross-section 500. The grayscale has a bright band 591 at one end and a dark band 593 at the other. Between the bright band 591 and the dark band 593 are several intermediate transitional gray shades. The darkness of the grayscale is proportional to the intensity of the variable represented by the grayscale (in this case, temperature). Reference Figure 5A At heatmap scale 592, the brighter a region (e.g., 591) is, the lower its associated temperature and the colder the region. Conversely, the darker a region (e.g., 593) is, the higher its associated temperature and the hotter the region.

[0045] Figure 5B Examples of embodiments according to this disclosure are shown in use for Figure 1 The gas turbine engine 102 uses an integrated fuel cell and combustor assembly 100 Figure 5A A schematic diagram of an exemplary fuel cell control assembly 504. (Refer to...) Figure 5B The exemplary fuel cell control group 512 receives fuel 507 and air 508 to continue operation, while other fuel cell control groups (522, 532, 542, 552, 562) and (514, 514, 524, 534, 544, 554, 564) are supplied with fuel and air in a similar manner and are not... Figure 5A As shown in the figure. Current curve 509 schematically represents the current distribution drawn from fuel cell control groups 512, 522, 532, 542, 552, 562 at any given time, and optionally from fuel cell control groups 514, 524, 534, 544, 554, 564. Compared with reference current scale 594, current curve 509 corresponds to exemplary region of interest 502 (…). Figure 5A ).

[0046] In this example, each fuel cell control group (512, 522, 532, 542, 552, 562) includes multiple fuel cells stacked along the axial direction of the burner. For example, an exemplary fuel cell control group 512 may include one hundred (100) fuel cells electrically connected in series and stacked along the axial direction of the burner. In this case, the current drawn from each fuel cell control group (512, 522, 532, 542, 552, 562) is the same. Furthermore, the current drawn from any fuel cell control group (512, 522, 532, 542, 552, 562) can be adjusted independently of the current drawn from any other fuel cell control group (512, 522, 532, 542, 552, 562).

[0047] A reference current scale 594, characterized by grayscale, represents the current distribution associated with the exemplary fuel cell control stack 504. The grayscale has a bright band 595 at one end and a dark band 597 at the other. Several intermediate transitional gray shades exist between the bright band 595 and the dark band 597. The darkness of the grayscale is proportional to the current drawn from the corresponding fuel cell control stack (e.g., 504). Reference Figure 5B The reference current scale 594 shows that the brighter a region (e.g., 595) is, the lower the current drawn from the corresponding fuel cell control stack. Conversely, the darker a region (e.g., 597) is, the higher the current drawn from the corresponding fuel cell control stack.

[0048] In addition, exemplary region of interest 502 ( Figure 5A The area is divided into several regions of interest, such as the first control region 510, the second control region 520, the third control region 530, the fourth control region 540, the fifth control region 550, and the sixth control region 560. Figure 5B In the non-limiting examples, there are six exemplary control regions (represented as 510, 520, 530, 540, 550, and 560), however, there may be fewer or more than six control regions. The number of exemplary control regions can be selected based on the number of regions of interest 502 and the spatial extent of the regions of interest 502.

[0049] Fuel cell control groups 512, 522, 532, 542, 552, and 562 (part of the entire fuel cell stack) are attached to the outside of the burner liner, wherein the current bias of the fuel cell in each control group (or row) can be independently adjusted within a certain range. Optionally, fuel cell control groups 514, 524, 534, 544, 554, and 564 are mechanically attached to the inner liner of the burner, near the central axis. The electrical connections of fuel cell control groups 514, 524, 534, 544, 554, and 564 can be the same as those of fuel cell control groups 512, 522, 532, 542, 552, and 562 to provide thermal adjustability in the respective regions of interest or control areas (represented as 510, 520, 530, 540, 550, and 560).

[0050] Continue to refer to Figure 5BA first control region 510 is fluidly connected to and cooperates with a first external fuel cell control group 512 and optionally with a first internal fuel cell control group 514. Similarly, a second control region 520 is fluidly connected to and cooperates with a second external fuel cell control group 522 and optionally with a second internal fuel cell control group 524. A third control region 530 is fluidly connected to and cooperates with a third external fuel cell control group 532 and optionally with a third internal fuel cell control group 534. A fourth control region 540 is fluidly connected to and cooperates with a fourth external fuel cell control group 542 and optionally with a fourth internal fuel cell control group 544. A fifth control region 550 is fluidly connected to a fifth external fuel cell control group 552 and cooperates with a fifth internal fuel cell control group 554. The sixth control region 560 is fluidly connected to the sixth external fuel cell control group 562 and, optionally, collaborates with the sixth internal fuel cell control group 564.

[0051] Figure 5C Examples of embodiments according to this disclosure are shown in use for Figure 1 The gas turbine engine 102 uses an integrated fuel cell and combustor assembly 100 Figure 5A A schematic diagram of the spatial balance of mass and energy in the region of interest within a 500 mm cross-section of the burner. (Reference) Figure 5C Exemplary fuel cell control group 504 ( Figure 5B The functional representation of the quantity energy balance at the predetermined spatial location 580 includes the amount of air and fuel entering the combustion chamber 588 (Q_to_chamber), the amount of fuel entering the fuel cell control unit 582 (Q_fuel_in), the amount of air entering the fuel cell control unit 584 (Q_air_in), and the amount of power extracted from the fuel cell control unit 586 (Power=U*I).

[0052]

[0053] Furthermore, at any operating point, according to the spatial equilibrium equations at any particular region of interest, as described above, the net heat release equals the enthalpy brought in by the fuel and air entering the fuel cell minus the electrical power output extracted from the fuel cell. Mathematically, the power output is the product of the voltage across the fuel cell and the current drawn from the fuel cell. In other words, by controlling the power output, or components thereof, the current drawn from the fuel cell is biased, and thus the enthalpy supply from the fuel cell to the burner is controlled, thereby controlling the thermal balance and the generated heat output at a particular region of interest in the burner.

[0054] In operation, when, for example, in the second control zone 520 in the burner outlet plane ( Figure 5B ) and the third control area 530 ( Figure 5B There are hotspots (such as through) in ) Figure 5A As shown in the heatmap scale 592 visualization, the current drawn from the corresponding fuel cell control stacks (522 / 524 and 532 / 534, respectively) (as visualized via reference current scale 594) is adjusted to convert more internal energy into electrical power in the second control region 520 and the third control region 530, leaving less combustion enthalpy for injection into these regions. Hot spots in the second control region 520 and the third control region 530 are thus reduced or even eliminated. A similar spatial balancing is applied in the axial direction to balance the axial temperature profile at the combustion outlet.

[0055] refer to Figure 5A , 5B In the 5C configuration, multiple fuel cells are grouped into sets of fuel cell control groups (512, 522, 532, 542, 552, 562, and optionally 514, 524, 534, 544, 554, 564). These sets of fuel cell control groups are unified by a common spatial relationship regarding the combustion geometry and arranged around the burner geometry in a predetermined configuration. Each fuel cell, as part of a fuel cell control group, is individually controllable, and the controller (e.g., ...) Figure 9 The controller 970 shown is configured to selectively control the current bias of each fuel cell control group (512, 522, 532, 542, 552, 562, and optionally 514, 524, 534, 544, 554, 564). A common spatial relationship can be the proximity of the cells in the tangential direction of the burner. A common spatial relationship can be the proximity of the cells in the radial direction of the burner. A common spatial relationship can be the proximity of the cells in the axial direction of the burner. A common spatial relationship can be the proximity of the cells as part of a common circumferential cross section of the burner.

[0056] Specifically, when the burner outlet temperature T4 of a specific zone or area equals or exceeds a predetermined threshold, the current bias of the corresponding fuel cell control stack increases. Conversely, when the burner outlet temperature or the specific zone or area is below the predetermined threshold, the current bias of the corresponding fuel cell control stack decreases. Operationally, the current bias of the fuel cell control stack can be increased or decreased by adjusting power converter parameters, fuel utilization rate, or the oxygen-fuel ratio of the fuel processing unit, or the total fuel flow rate, or the temperatures of multiple fuel cells, or any combination thereof.

[0057] Figure 6A An embodiment according to this disclosure is shown in Figure 1 A schematic cross-sectional view of the outer peripheral region of interest in the combustor cross-section 600 of the integrated fuel cell and combustor assembly 100 used in the gas turbine engine 102. (Reference) Figure 6A This example illustrates an electrically controlled distributed SOFC assembly positioned along a peripheral zone extending along the outer periphery of the burner bushing to adjust the temperature distribution along the outer periphery of the burner outlet.

[0058] refer to Figure 6A The schematic functional representation of the balanced burner outlet temperature at the outer periphery of the burner cross-section 600 includes an exemplary region of interest 670 (i.e., the peripheral ring) on ​​the burner cross-section 600, an inner cross-section 602, a fuel supply ring 604 for supplying fuel to the combustion chamber, a plurality of fuel supply manifolds 606 for supplying fuel to the combustion chamber, a plurality of cables 608 for outputting power from the fuel cell, and exemplary fuel cell control groups 610, 620, 630, 640, 650 and 660 extending along the peripheral ring 670 of the burner.

[0059] refer to Figure 6A Each fuel cell control group (e.g., first fuel cell control group 610, second fuel cell control group 620, third fuel cell control group 630, fourth fuel cell control group 640, fifth fuel cell control group 650, sixth fuel cell control group 660, etc.) is associated with a corresponding circumferentially positioned control area of ​​the exemplary region of interest 670 (i.e., the peripheral ring). Figure 6A In the non-limiting examples, there are six exemplary fuel cell control groups (represented as 610, 620, 630, 640, 650, and 660), however, there may be fewer or more than six fuel cell control groups. The number of exemplary fuel cell control groups can be selected based on the spatial extent of the region of interest 670 and the number of control regions associated with the region of interest 670.

[0060] Figure 6B The embodiments of the present disclosure are shown as spanning in use Figure 1The gas turbine engine 102 uses an integrated fuel cell and combustor assembly 100 Figure 6A A schematic diagram of the temperature distribution in the peripheral ring 670 of the burner cross-section. In operation, for example, when hot spots exist in the control regions corresponding to the second fuel cell control group 620 and the third fuel cell control group 630 in the peripheral ring 670, the current drawn from the corresponding fuel cell control groups 620 and 630 is adjusted to convert more internal energy into electrical power in the control regions corresponding to the fuel cell control groups 620 and 630, leaving less combustion enthalpy to be injected into the hot spot control regions. Hot spots in the control regions corresponding to the second fuel cell control group 620 and the third fuel cell control group 630 are thus reduced or even eliminated. A similar spatial balancing is applied in the axial direction to balance the axial temperature profile at the combustion outlet.

[0061] refer to Figure 6B Function representation 680 shows the reference circular grid scale reference 682 balance peripheral ring 670 ( Figure 6A The burner outlet temperature (T4) at point 670. For any peripheral location of a point on the peripheral ring 670, the corresponding radial distance on the circular grid scale reference 682 is proportional to the burner outlet temperature (T4) at that peripheral location. In other words, the farther the point is radially outward on the circular grid scale reference 682, the higher the corresponding T4 at that point.

[0062] The actual temperature distribution 684 shows the radial distances of several peripheral points plotted across the circular grid scale reference 682, and indicates the temperature distribution at exemplary instantaneous points of imbalance. The spatial balancing method described above is then applied to achieve balancing, resulting in temperature distribution 686. Specifically, the points on temperature distribution 686 are at more uniform radial distances across the circular grid scale reference 682, and indicate the temperature distribution across the region of interest (e.g., the peripheral ring 670). Figure 6A The equilibrium spatial distribution of T4.

[0063] Figure 7A The cross-sections shown in the present disclosure are as follows. Figure 1 A schematic diagram of the temperature distribution across the cross-section of the combustor in the integrated fuel cell and combustor assembly 100 with an asymmetric SOFC layout used in the gas turbine engine 102. (Reference) Figure 7A An enlarged view of the burner cross-section 700 includes an exemplary segment or region of interest 702 that is part of the burner cross-section 700. The region of interest 702 is fluidly connected to and cooperates with the exemplary fuel cell control assembly 704.

[0064] A heatmap scale of 792, characterized by grayscale, represents the temperature distribution across the burner cross-section 700. The grayscale has a bright band 791 at one end and a dark band 793 at the other. Several intermediate transitional gray shades exist between the bright band 791 and the dark band 793. (Reference) Figure 7A At heatmap scale 792, the brighter a region (e.g., 791) is on heatmap scale 792, the lower its associated temperature and the colder the region. Conversely, the darker a region (e.g., 793) is, the higher its associated temperature and the hotter the region.

[0065] Figure 7B Examples of embodiments according to this disclosure are shown in use for Figure 1 The gas turbine engine 102 uses an integrated fuel cell and combustor assembly 100 Figure 7A A schematic diagram of an exemplary asymmetric layout of an exemplary fuel cell control stack 704. (See reference...) Figure 7B The fuel cell control stack 704 receives fuel 707 and air 708 to continue operation. Current curve 709 schematically represents the current distribution drawn from control fuel stacks 712, 722, 732, 742, 752, 762 and optionally from 714, 724, 734, 744, 754, 764 at any given time. Compared to a reference current scale 794, current curve 709 corresponds to the exemplary region of interest 702. Figure 7A ).

[0066] A reference current scale 794, characterized by grayscale, represents the current distribution associated with the exemplary fuel cell control stack 704. The grayscale has a bright band 795 at one end and a dark band 797 at the other. Several intermediate transitional gray shades exist between the bright band 795 and the dark band 797. The darkness of the grayscale is proportional to the current drawn from the corresponding fuel cell control stack (e.g., 704). Reference Figure 7B The reference current scale 794 shows that the brighter a region (e.g., 795) is, the lower the current drawn from the corresponding fuel cell control stack. Conversely, the darker a region (e.g., 797) is, the higher the current drawn from the corresponding fuel cell control stack.

[0067] Example region of interest 702 ( Figure 7A The area is divided into several regions of interest, such as the first control region 710, the second control region 720, the third control region 730, the fourth control region 740, the fifth control region 750, and the sixth control region 760. Figure 7B In the non-limiting example, there are six control regions 710, 720, 730, 740, 750, and 760; however, there may be fewer than six or more control regions. The number of exemplary control regions can be selected based on the number of regions of interest in the fuel cell control group 704 or the spatial extension of the regions of interest in the fuel cell control group 704.

[0068] Continue to refer to Figure 7B A first control region 710 is fluidly connected to and cooperates with a first external fuel cell control group 712 and optionally with a first internal fuel cell control group 714. Similarly, a second control region 720 is fluidly connected to and cooperates with a second external fuel cell control group 722 and optionally with a second internal fuel cell control group 724. A third control region 730 is fluidly connected to and cooperates with a third external fuel cell control group 732 and optionally with a third internal fuel cell control group 734. A fourth control region 740 is fluidly connected to and cooperates with a fourth external fuel cell control group 742 and optionally with a fourth internal fuel cell control group 744. A fifth control region 750 is fluidly connected to a fifth external fuel cell control group 752 and cooperates with a fifth external fuel cell control group 752 and optionally with a fifth internal fuel cell control group 754. The sixth control region 760 is fluidly connected to the sixth external fuel cell control group 762 and cooperates with the sixth external fuel cell control group 762 and optionally with the sixth internal fuel cell control group 764.

[0069] Figure 7C As shown in the example used for Figure 1 The gas turbine engine 102 uses an integrated fuel cell and combustor assembly 100 Figure 7A A schematic representation of the temperature at the burner outlet at a predetermined spatial location within the burner cross-section 700 relative to the blade span. (Reference) Figure 7C The schematic representation of the temperature at the burner outlet relative to the blade span 780 includes a horizontal axis representing temperature 782, an average gas temperature (T4) 783 at the burner outlet plane, a vertical axis representing the blade span 784, and the maximum gas temperature (T4) in the radial and circumferential directions at the burner outlet. max 785, First reference temperature 787, Second reference temperature 789, Reference design curve showing the reference distribution of temperature on blade span 786, and Actual design curve showing the actual distribution of temperature on blade span 788.

[0070] The distribution of burner outlet temperature (T4) is quantified in this field using the “curve factor” (PrF) and the “mode factor” (PtF). Figure 7C The "curve factor" (PrF), or radial mode factor, characterized by a first reference temperature of 787, is defined as the average temperature across the span, dimensionlessly converted to a temperature rise from the combustor inlet temperature T3 to the combustor outlet temperature T4. The radial mode factor contributes to turbine blade damage. Figure 7C The "mode factor" (PtF), characterized as the second reference temperature of 789, is defined as the peak temperature across the blade span, dimensionlessly converted to the temperature rise from the burner inlet temperature T3 to the burner outlet temperature T4. The mode factor causes nozzle damage.

[0071] The goal of optimal burner-turbine design is to provide lower temperatures at the root of the turbine blades, where mechanical stress is highest, and peaks above the middle height of the blades.

[0072]

[0073]

[0074] PtF is the pattern factor.

[0075] PrF is the curve factor.

[0076] R is a given radius at the burner outlet.

[0077] T3 is the average gas temperature at the burner inlet plane.

[0078] T4 is the average gas temperature at the burner outlet plane.

[0079] T4 avg It is the average gas temperature at a given radius R at the burner outlet.

[0080] T4 max It is the highest gas temperature in both the radial and circumferential directions at the burner outlet.

[0081] refer to Figure 7CThe SOFC layout is designed to conform to the desired radial T4 distribution, i.e., the desired average radial distribution of the temperature profile peaks above the mid-height of the blades. Therefore, an asymmetric SOFC layout is placed around the burner bushing, positioning more SOFCs or longer cells connected in series on the outer bushing and fewer SOFCs or shorter cells connected in series on the inner bushing surface. Exemplary fuel cell control groups (712, 722, 732, 742, 752, 762) and (714, 724, 734, 744, 754, 764) are arranged around the burner geometry with a predetermined electrical configuration, and each of the fuel cell control groups (712, 722, 732, 742, 752, 762) and (714, 724, 734, 744, 754, 764) has an adjustable current bias. The fuel cells are connected in series along the axial direction of the burner, or along the circumferential section of the burner, or a combination of both. Furthermore, the distribution of burner outlet temperature around the burner geometry is controlled by adjusting the current bias of at least one of the fuel cell control groups (712, 722, 732, 742, 752, 762) and (714, 724, 734, 744, 754, 764).

[0082] Furthermore, compared to fuel cell control groups integrated within the burner liner (714, 722, 732, 742, 752, 762), the fuel cell control groups integrated within the burner liner include a greater number of fuel cells. Additionally, compared to any fuel cell within the fuel cell control group (714, 724, 734, 744, 754, 764), any fuel cell within the fuel cell control group (712, 722, 732, 742, 752, 762) has a higher electrical capacity, or a higher thermal capacity, or a larger cell area, or a lower fuel cell life, or any combination of these, compared to any fuel cell within the fuel cell control group (714, 724, 734, 744, 754, 764).

[0083] The aforementioned SOFC layout architecture enables real-time and dynamic control, overcoming the drawbacks of current adjustment methods associated with more complex operational control arrangements for burner outlet temperature balancing. Even though the SOFC exhaust gas (800°C) serves as the burner coolant, its thermal mass still acts as a heat source due to the combustion of unused fuel in the combustion chamber. Positioning a smaller number of series-connected fuel cells or smaller fuel cells on the outer bushing surface allows the blade roots to be cooler than the blade tips.

[0084] During operation, when hot spots exist, for example, in the second control zone 720 and the third control zone 730 in the burner outlet plane (e.g., via... Figure 7AAs shown in the thermal map scale 792 (visualized), the current drawn from the corresponding fuel cell control stacks (722 / 724 and 732 / 734, respectively) is adjusted (as visualized via reference current scale 794) so ​​that more internal energy is converted into electrical power in the second control region 720 and the third control region 730, leaving less combustion enthalpy for injection into these regions. In this way, hot spots in the second control region 720 and the third control region 730 are reduced or even eliminated. A similar spatial balancing is applied in the axial direction to balance the axial temperature profile at the combustion outlet.

[0085] Figure 8 An embodiment according to this disclosure is shown in Figure 1 A schematic diagram of a portion of the combustor 816 of the integrated fuel cell and combustor assembly 100 used in a gas turbine engine 102. In the illustrated embodiment, the combustor 816 includes a housing 830, a combustor bushing 832, a dome assembly 834, a shroud assembly 836, a cyclone assembly 838, and a fuel flow path 840. The combustor 816 is operatively coupled to a compressor via a compressor diffuser nozzle 842 and to a turbine (…). Figure 8 (Not shown in the image). The upstream end 844 of the burner 816 is operatively coupled to a compressor, and the downstream end 846 of the burner 816 is operatively coupled to a turbine. A burner bushing 832 is disposed within a housing 830 to define a passage 848 between the housing 830 and the burner bushing 832. A dome assembly 834 is disposed at the upstream end 844 of the burner 816 and includes an opening (not labeled) for receiving and retaining the cyclone assembly 838.

[0086] The swirler assembly 838 also includes an opening for receiving and retaining the fuel flow path 840. The fuel flow path 840 is further coupled to a fuel source disposed outside the housing 830 and configured to receive fuel from the fuel source. The swirler assembly 838 may include a plurality of swirlers (not shown) configured to swirl compressed fluid before injecting it into the annular combustion zone 850. The fuel flow path 840 is configured to inject fuel into the annular combustion zone 850, where the compressed fluid mixes with the fuel and ignites to generate combustion gases. The shroud assembly 836 is configured to hold the burner bushing 832, the swirler assembly 838, and the dome assembly 834 together.

[0087] The burner bushing 832 includes a panel 852, which is an annular combustion chamber defining an annular combustion zone 850. The panel 852 extends along an axial direction 854 and a circumferential direction 856 to define the annular combustion zone 850 therebetween. The panel 852 extends axially from an upstream end 858 of the burner bushing 832 to a downstream end 860 of the burner bushing 832. The panel 852 is operatively coupled at the upstream end 858 to a dome assembly 834 and a shroud assembly 836. Furthermore, the panel 852 is operatively coupled at the downstream end 860 to a turbine.

[0088] Figure 8 Parts 853, 857, 864, 874, 874a, 874b, and 879 correspond to US 2021 / 0003281A1, which is incorporated herein by reference in its entirety. Figure 2 Similar portions 52a, 56a, 62, 72, 72a, 72b, and 78a. In one embodiment, the burner bushing 832 includes at least one first through-hole 864 disposed on a segment 853 of a panel 852 in a first row (unlabeled) extending in a circumferential direction 856. The burner bushing 832 also includes a plurality of second through-holes 874 disposed on the segment 853 of the panel 852. The plurality of second through-holes 874 are spaced apart from each other in the axial direction 854 and the circumferential direction 856. The plurality of second through-holes 874 are arranged adjacent to at least one first through-hole 864. Further, the plurality of second through-holes 874 includes a first set of through-holes 874a disposed in a second row (unlabeled), and a second set of through-holes 874b disposed in a third row (unlabeled), different from the second row. The second and third rows may extend in the circumferential direction 856. At least one first through hole 864 and a plurality of second through holes 874 together cover the circumferential plane 857 of the panel 852 along the first, second and third rows of segments 853. Each of the at least one first through hole 864 and the plurality of second through holes 874 extends perpendicular to the panel 852. Each of the at least one first through hole 864 and the plurality of second through holes 874 may be tilted relative to the panel 852.

[0089] During operation, the compressor diffuser nozzle 842 is configured to guide compressed fluid 866 from the compressor to the burner. A portion 870 of the compressed fluid 866 is directed to a passage 848 defined between the housing 830 and the burner bushing 832. Furthermore, another portion 868 of the compressed fluid 866 is directed to a swirler assembly 838. The swirler assembly 838 is configured to impart swirling motion to the other portion 868 of the compressed fluid 866 before directing it into the annular combustion zone 850 (or annular combustion chamber). Additionally, the fuel flow path 840 is configured to guide fuel 876 into the annular combustion zone 850, where the fuel 876 mixes with the other portion 868 before igniting the mixture in the annular combustion zone 850 to generate combustion gases 878.

[0090] The burner bushing 832 is configured to guide combustion gas 878 from an upstream end 858 to a downstream end 860. Combustion gas 878 may contain unburned portion 879 of fuel 876, and at least one first through-hole 864 is configured to guide a first sub-portion 870a of a portion 870 of compressed fluid 866 from passage 848 into an annular combustion zone 850 to aid in further combustion (oxidation) of the unburned portion 879 of fuel 876 in the combustion gas 878. A plurality of second through-holes 874 are configured to guide a second sub-portion 870b of a portion 870 of compressed fluid 866 from passage 848 into the annular combustion zone 850 to distribute the second sub-portion 870b of compressed fluid 866 around a circumferential plane 857 of a segment 853 of panel 852, which is covered by at least one first through-hole 864 and a plurality of second through-holes 872, and to purge the jet wake.

[0091] A portion of the second sub-section 870b further enters the annular combustion zone 850 from the circumferential plane 857 to aid in the combustion of the unburned portion 879 of the fuel 876 in the combustion gas 878. The burner bushing 832 is configured to guide the combustion gas 878 from the downstream end 860 to the turbine (not shown).

[0092] At least one first through-hole 864 is sized and designed such that a first sub-portion 870a of a portion 870 of compressed fluid 866 is directed into the annular combustion zone 850 to aid in the combustion (oxidation) of the unburned portion 879 of fuel 876 in the combustion gas 878. Similarly, a plurality of second through-holes 874 are sized and designed such that a second sub-portion 870b of a portion 870 of compressed fluid 866 is directed into the annular combustion zone 850 to diffuse around the inner surface of a segment 853 of panel 852, thereby purging jet wakes that may have formed around at least one first through-hole 864 (e.g., at the rear region of at least one first through-hole 864).

[0093] The purging of the jet wake results in (i) preventing the formation of hot spots on section 853 of the panel, and (ii) moving a portion (i.e., unburned portion 879) of the combustion gases 878 dispersed around at least one first through-hole 864 to the annular combustion zone 850. This results in the regulation of (i) the internal space temperature of section 853 of panel 852 along the circumferential plane 857, (ii) the emission from the combustion gases 878, and (iii) the formation of a NOx formation zone at the circumferential plane 857. The flow of a portion 870 of compressed fluid 866 along passage 848 can further result in cooling of the outer surface of burner bushing 832, and the flow of the first sub-portions 870a and the second sub-portions 870b of compressed fluid 866 into the annular combustion zone 850 results in further cooling of the inner surface of burner bushing 832, thereby regulating the temperature of the combustion chamber.

[0094] Further reference Figure 8 The first fuel cell control group 882 at the top and the second fuel cell control group 884 at the bottom are two exemplary fuel cell control groups constructed along the burner bushing 832. The first fuel cell control group 882 and the second fuel cell control group 884 can correspond to... Figure 5B Any two of the exemplary fuel cell control groups (512, 522, 532, 542, 552, 562) are used. The first fuel cell control group 882 is electrically connected to the first power converter 886 via multiple power supply cables 885 and 887. The second fuel cell control group 884 is electrically connected to the second power converter 888 via multiple power supply cables 893 and 895.

[0095] Power converters 886 and 888 control the current drawn from corresponding fuel cell control arrays 882 and 884, respectively, and convert electrical power from DC power to DC power or AC power at another voltage level. SOFC controller 880 communicates with both power converters 886 and 888, sending corresponding current or power setpoint signals. Specifically, power setpoint control signal 883 runs from SOFC controller 880 to power converter 886, and voltage-current feedback signal 881 runs from power converter 886 to SOFC controller 880. Similarly, power setpoint control signal 891 runs from SOFC controller 880 to second power converter 888, and voltage-current feedback signal 889 runs from second power converter 888 to SOFC controller 880.

[0096] In operation, the default nominal current setpoint of each of power converters 886 and 888 can be the same, for example, 100A. During burner outlet temperature profile regulation, SOFC controller 880 adjusts the current bias for each of power converters 886 and 888 (and therefore, for each of the corresponding fuel cell control groups 882 and 884) in response to the burner outlet temperature T4, the curve factor, and / or the mode factor. If the burner outlet temperature in the region corresponding to fuel cell control group 882 is higher than the burner outlet temperature in another region corresponding to fuel cell control group 884, the current setpoint of power converter 886 is set higher than the current setpoint of power converter 888. For example, the current bias is set to (+5A) for power converter 886 and (-5A) for power converter 888. In this case, the burner outlet temperature profile is controlled while the same total current or total power output of the fuel cell remains constant. Regarding aircraft applications, the total power may be limited by the aircraft's electrical load requirements and may not be allowed to change at a given time. Figure 8 The described system and control method are capable of adjusting the power or current distribution among fuel cell control units.

[0097] The SOFC controller 880 is specifically configured to dynamically control the fuel cell power output and maintain the real-time spatial distribution of the burner outlet temperature T4 consistent with a predetermined reference distribution of the burner outlet temperature across the geometry of the burner 816. The reference distribution of the burner outlet temperature conforms to a curve factor of the burner outlet temperature, or a mode factor of the burner outlet temperature, or any combination thereof. The reference distribution may be a derived lookup table. Figure 8 The gas turbine engine 800 includes a derived reference lookup table 890 connected to the SOFC controller 880 via a connection line 892. The reference lookup table 890 lists the combustor outlet temperature profile factor and mode factor. The reference distribution can be a reference asymmetric radial distribution corresponding to the reference blade profile of a reference turbine.

[0098] Physically controlling SOFC groups to enhance the burner outlet temperature (T4) distribution is challenging due to the limited control flexibility of connecting SOFC groups to the fuel and air manifolds of the burner bushing. Instead, it is advantageous to control the current profile of each SOFC control group according to an established reference distribution. In operation, increasing the current setpoint across the SOFC control group located in the corresponding hot-spot combustion zone electrochemically consumes more fuel and generates more electrical power or work, leaving less fuel in the burner for combustion. Reducing fuel emissions from the SOFC control group lowers the mode factor or hot spot in the corresponding region of the burner bushing.

[0099] Figure 9An embodiment according to this disclosure is shown in Figure 1 A schematic diagram illustrating the operation of the integrated fuel cell and combustor assembly 100 used in the gas turbine engine 102. (See diagram for reference.) Figure 9 As shown, the gas turbine engine 900 includes a compressor 920, a fuel cell 924 disposed downstream of the compressor 920 and upstream of the combustor 930 and / or integrated in the bushing region of the combustor 930, and a turbine 936 disposed downstream of the combustor 930.

[0100] A fuel source 940 is provided to direct a fuel stream 942 to a fuel processing unit 950 (e.g., a catalytic partial oxidation converter) to generate a hydrogen-rich fuel stream 944 supplied to a fuel cell 924. The fuel source 940 also directs another fuel stream 946 to a combustor 930 for the operation of the combustor 930's igniter / main combustor (not shown).

[0101] The compressor 920 of the gas turbine engine 900 receives inlet air 902 and compresses it into compressor outlet air 904. A portion 906 of the compressor outlet air 904 is directed to a fuel processing unit 950 to generate a hydrogen-rich fuel stream 944 for the fuel cell 924. Another portion 908 of the compressor outlet air 904 is directed to an air processing unit 960 (e.g., a heat exchanger and / or pre-combustion system).

[0102] An air handling unit 960 (e.g., a heat exchanger and / or pre-combustion system) is configured to process (i.e., heat or cool) airflow 908 and generate a treated airflow 910 to be directed into fuel cell 924, thereby facilitating the function of fuel cell 924. The treated airflow 910 and the hydrogen-rich fuel flow 944 directed into fuel cell 924 are at least partially converted into electrical energy. Outflow 926 from fuel cell 924 is directed into combustor 930. Outflow 926 includes unused air, unburned fuel, and / or other gaseous components from fuel cell 924. Outflow 926 is (at least partially) combusted in combustor 930. Combustion in combustor 930 generates combustor outlet air 932 directed into turbine 936, thereby driving turbine 936.

[0103] like Figure 9As further shown, the gas turbine engine 900 includes a controller 970. The controller 970 is configured to control the function of various components of the gas turbine engine 900 and / or optimize the function of various components of the gas turbine engine 900 (including, for example, the fuel processing unit 950, the air processing unit 960, the fuel cell 924, and / or the combustor 930). In particular, a detector element 972 (or another type of detection device, such as a virtual detector based on a model based on first-principles physics or a data-driven model) monitors the temperature T4 of the combustor outlet air 932 leaving the combustor 930.

[0104] An exemplary detection signal 974, generated by detector element 972 and representing a detected value of the temperature T4 of the combustor outlet air 932 leaving combustor 930, is sent to controller 970. Controller 970 senses detection signal 974 and controls the functions of various components of gas turbine engine 900 (including, for example, fuel processing unit 950 (via control signal 976), air processing unit 960 (via control signal 978), fuel cell 924, and / or combustor 930) based on the sensed detection signal 974.

[0105] The gas turbine engine 900 also includes a first power converter 980 connected to a fuel cell 924 via multiple power supply cables 982 and 984, and a second power converter 985 connected to the fuel cell 924 via multiple power supply cables 986 and 988. The gas turbine engine 900 also includes a derived reference lookup table 990 connected to a controller 970 via a connection line 991. A power setpoint control signal 992 runs from the controller 970 to the first power converter 980, and a voltage-current feedback signal 994 runs from the first power converter 980 to the controller 970. Similarly, a power setpoint control signal 996 runs from the controller 970 to the second power converter 985, and a voltage-current feedback signal 998 runs from the second power converter 985 to the controller 970.

[0106] The controller 970 is configured to spatially balance the real-time distribution of the burner outlet temperature (T4) around the burner geometry based on at least one of a plurality of predetermined fuel cell parameters (e.g., the current setpoint of the power converter connected to the fuel cell, the current bias of the fuel cell, the number of fuel cells, the size of the fuel cell, the electrical capacity of the fuel cell, the thermal capacity of the fuel cell, the cell area of ​​the fuel cell, and the lifetime of the fuel cell). Furthermore, the controller 970 is configured to control the function of the fuel cell 924, the fuel processing unit 950 (e.g., a catalytic partial oxidation converter), and / or the burner 930 based on a detection signal 974, and thus control the burner outlet temperature T4 of the turbine 936. The fuel cell temperature is maintained below the thermal shock range that allows for higher reliability and durability of the fuel cell. The controller 970 is configured to adjust the fuel utilization rate, the oxygen-fuel ratio, and / or the fuel flow rate to the fuel cell 924 and / or the burner 930. In response to the burner 930 outlet temperature T4, the controller 970 is configured to adjust the fuel flow rate of the air processing unit 960 (e.g., a preheater system). Fuel flow rate, air flow rate, and current in a fuel cell all affect the burner outlet temperature. Engine operating conditions (such as compressor exhaust valves and burner main fuel) further influence the burner outlet temperature.

[0107] Figure 10 Operation according to embodiments of the present disclosure is illustrated. Figure 1 A schematic flowchart of a method 1000 for using an integrated fuel cell and combustor assembly 100 in a gas turbine engine 102. Method 1000 includes using the fuel cell and combustor assembly 100 described herein. Figure 1 (As shown) the operations performed in generating thrust and current. At step 1012, a burner is provided, having a burner geometry and a burner outlet temperature. At step 1014, multiple fuel cells are fluidly coupled to the burner. For example, the fuel cells are connected in series to establish direct current generated in the fuel cells. At step 1016, power output is generated in the fuel cells using fuel and air directed to the multiple fuel cells, and fuel and air exhaust is directed from the fuel cells to the burner. At step 1018, the real-time distribution of the burner outlet temperature is spatially balanced around the burner geometry.

[0108] The integrated fuel cell and burner assembly disclosed herein provides a system for achieving a desired burner outlet temperature (T4) distribution that is important for turbine and nozzle life. SOFCs located at different regions within the region of interest of the burner bushing are electrically grouped into several fuel cell control groups. The current bias from the SOFCs corresponding to the region of interest with peak and low T4 distributions is dynamically adjusted in real time to achieve the desired T4 distribution across the combustion geometry in the tangential, radial, axial, and circumferential directions.

[0109] This disclosure of an integrated fuel cell and combustor assembly and related methods provides a system for dynamically achieving lower temperatures at the turbine blade root, where mechanical stress is highest, and at the blade tip, which is most difficult to cool, conforming to design recommendations regarding the T4 mode factor (hot spot) and curve factor (average). The desired average radial distribution of the temperature profile is a distribution that peaks above the mid-height of the blade. This disclosure of the current integrated fuel cell and combustor assembly provides systems and methods for achieving the desired average radial distribution of the temperature profile.

[0110] Further advantages of grouping fuel cell components into control groups include real-time adjustment of the T4 spatial distribution across different operating conditions, which reduces NOx emissions and total thermal stress on turbine blades and nozzles, and improves engine life.

[0111] Further aspects of this disclosure are provided by the subject matter of the following clauses.

[0112] An integrated fuel cell and burner assembly includes a burner having a burner geometry and a burner outlet temperature, and a plurality of fuel cells fluidly coupled to the burner. The plurality of fuel cells are configured to generate fuel cell power output using fuel and air directed into the plurality of fuel cells, and to exhaust fuel and air from the plurality of fuel cells into the burner. The plurality of fuel cells includes a plurality of fuel cell control groups arranged in a predetermined electrical configuration around the burner geometry, each of the plurality of fuel cell control groups having an adjustable current bias.

[0113] According to any of the preceding clauses, the plurality of fuel cells are connected in series along the axial direction of the burner, or along the circumferential cross section of the burner, or a combination of both.

[0114] According to any of the foregoing clauses, the distribution of the burner outlet temperature around the burner geometry is controlled by adjusting the current bias of at least one of the plurality of fuel cell control groups.

[0115] According to any of the foregoing clauses, the plurality of fuel cells includes a first plurality of fuel cells integrated within the outer liner of the burner, or a second plurality of fuel cells integrated within the inner liner of the burner, or any combination thereof. The first plurality of fuel cells includes a greater number of fuel cells than the second plurality of fuel cells.

[0116] According to any of the foregoing clauses, any fuel cell in the first plurality of fuel cells has a higher electrical capacity, or a higher thermal capacity, or a larger cell area, or a lower fuel cell life, or any combination thereof, compared to any fuel cell in the second plurality of fuel cells.

[0117] An integrated fuel cell and burner assembly includes: a burner having a burner geometry and a burner outlet temperature; a plurality of fuel cells fluidly coupled to the burner; and a controller configured to spatially balance a real-time distribution of the burner outlet temperature around the burner geometry based on at least one of a plurality of predetermined fuel cell parameters. The plurality of fuel cells are configured to generate fuel cell power output using fuel and air directed into the plurality of fuel cells and to exhaust fuel and air from the plurality of fuel cells into the burner.

[0118] The component according to any of the foregoing clauses further includes a turbine disposed downstream of the burner, wherein the burner is configured to burn the fuel and air exhaust from the plurality of fuel cells into one or more gaseous combustion products that power the turbine.

[0119] According to any of the preceding clauses, the plurality of fuel cells are 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.

[0120] The component according to any of the foregoing clauses further includes at least one detector element configured to detect the burner outlet temperature and send a detection signal to the controller.

[0121] The component according to any of the foregoing clauses further includes a compressor fluidly connected upstream of the burner and the plurality of fuel cells. The compressor is configured to generate compressed air and direct a portion of the compressed air into the plurality of fuel cells.

[0122] According to any of the foregoing clauses, the plurality of fuel cells include a plurality of fuel cell control groups arranged in a predetermined configuration around the burner geometry, each of the plurality of fuel cell control groups having an adjustable current bias.

[0123] According to any of the foregoing clauses, wherein the controller is configured to dynamically control the current of each of the plurality of fuel cell control groups and maintain the real-time distribution of the burner outlet temperature consistent with a predetermined reference distribution of the burner outlet temperature around the burner geometry.

[0124] According to any of the foregoing clauses, the total power output of the plurality of fuel cell control groups remains constant.

[0125] According to any of the preceding clauses, the predetermined reference distribution of the burner outlet temperature includes a curve factor of the burner outlet temperature, or a mode factor of the burner outlet temperature, or a reference distribution of any combination thereof.

[0126] According to any of the foregoing clauses, the predetermined reference distribution includes a reference asymmetric radial distribution corresponding to the reference blade profile of the reference turbine.

[0127] According to any of the foregoing clauses, each of the plurality of fuel cell control groups includes a fuel cell assembly unified by a common spatial relationship with respect to the geometry of the burner.

[0128] According to any of the foregoing clauses, wherein the controller is further configured to selectively control the current bias of each of the plurality of fuel cell control groups to generate the fuel cell power output.

[0129] According to any of the preceding clauses, the common spatial relationship includes proximity in the tangential direction of the burner, or the radial direction of the burner, or the axial direction of the burner, or the circumferential section of the burner, or any combination thereof.

[0130] The component according to any of the foregoing clauses further includes: a fuel processing unit fluidly connected to the plurality of fuel cells; and a fuel source fluidly connected to the fuel processing unit. The fuel processing unit is configured to generate a hydrogen-rich fuel stream to be directed into the plurality of fuel cells. A portion of the fuel is directed from the fuel source to the fuel processing unit for generating the hydrogen-rich fuel stream.

[0131] According to any of the foregoing clauses, the current bias of each of the plurality of fuel cell control groups increases when the burner outlet temperature is equal to or exceeds a predetermined threshold, or decreases when the burner outlet temperature is below a predetermined threshold.

[0132] The components according to any of the foregoing clauses further include a power converter electrically connected to the plurality of fuel cell control groups. The current bias of each of the plurality of fuel cell control groups is adjusted by adjusting the power output drawn by the power converter, or the fuel utilization rate of the fuel processing unit, or the oxygen-fuel ratio of the fuel processing unit, or the total fuel flow rate, or the temperature of the plurality of fuel cells, or any combination thereof.

[0133] A method of operating an integrated fuel cell and burner assembly includes: providing a burner having a burner geometry and a burner outlet temperature; fluidly coupling a plurality of fuel cells to the burner; using fuel and air directed to the plurality of fuel cells to generate a fuel cell power output, and directing fuel and air exhaust from the plurality of fuel cells to the burner; and spatially balancing a real-time distribution of the burner outlet temperature around the burner geometry based on at least one of a plurality of predetermined fuel cell parameters.

[0134] The method according to any of the foregoing clauses further includes fluidly connecting a compressor upstream of the burner and the plurality of fuel cells, the compressor generating compressed air and directing a portion of the compressed air into the plurality of fuel cells.

[0135] The method according to any of the foregoing clauses further includes positioning a turbine downstream of the burner and burning the fuel and air exhaust from the plurality of fuel cells in the burner to produce one or more gaseous combustion products that power the turbine.

[0136] According to any of the foregoing clauses, fluidly connecting a plurality of fuel cells to the burner includes arranging the plurality of fuel cells upstream of the burner, or integrating the plurality of fuel cells within the inner liner of the burner, or integrating the plurality of fuel cells within the outer liner of the burner, or any combination thereof.

[0137] The method according to any of the foregoing clauses further includes providing at least one detector element to detect the burner outlet temperature and generate a detection signal from the detector element. The detection signal represents the burner outlet temperature. Spatially balancing the real-time distribution of the burner outlet temperature includes sensing the detection signal and, based on the sensed detection signal, balancing the real-time distribution of the burner outlet temperature spatially.

[0138] According to the method described in any of the foregoing clauses, fluidly coupling a plurality of fuel cells to the burner includes fluidly coupling a plurality of fuel cell control groups arranged in a predetermined configuration around the burner geometry. Each of the plurality of fuel cell control groups has an adjustable current bias.

[0139] According to any of the foregoing clauses, the method wherein balancing the real-time distribution of the burner outlet temperature in space includes dynamically controlling the current of each of the plurality of fuel cell control groups and maintaining the real-time distribution of the burner outlet temperature consistent with a predetermined reference distribution of the burner outlet temperature around the burner geometry.

[0140] According to any of the foregoing provisions, the total power output of the plurality of fuel cell control groups is maintained constant.

[0141] According to any of the foregoing provisions of the method, wherein the predetermined reference distribution of the burner outlet temperature includes a curve factor of the burner outlet temperature, or a mode factor of the burner outlet temperature, or a reference distribution of any combination thereof.

[0142] According to any of the foregoing clauses, the predetermined reference distribution includes a reference asymmetric radial distribution corresponding to the reference blade profile of the reference turbine.

[0143] According to any of the foregoing clauses, the fluidly connected multiple fuel cell control groups comprise a collection of fuel cells fluidly connected through a common spatial relationship regarding the geometry of the burner.

[0144] According to any of the foregoing clauses, generating fuel cell power output includes selectively controlling the current bias of each of the plurality of fuel cell control groups to generate the fuel cell power output.

[0145] According to any of the foregoing provisions of the method, the common spatial relationship includes proximity in the tangential direction of the burner, or the radial direction of the burner, or the axial direction of the burner, or the circumferential section of the burner, or any combination thereof.

[0146] The method according to any of the foregoing clauses further includes fluidly connecting a fuel processing unit to the plurality of fuel cells, configuring the fuel processing unit to generate a hydrogen-rich fuel stream, directing the hydrogen-rich fuel stream into the plurality of fuel cells, and fluidly connecting a fuel source to the fuel processing unit and directing a portion of fuel from the fuel source to the fuel processing unit for generating the hydrogen-rich fuel stream.

[0147] According to any of the foregoing clauses, generating fuel cell power output includes increasing the current bias of each of the plurality of fuel cell control groups when the burner outlet temperature is equal to or exceeds a predetermined threshold, or decreasing the current bias of each of the plurality of fuel cell control groups when the burner outlet temperature is below a predetermined threshold.

[0148] The method according to any of the foregoing clauses further includes electrically connecting a power converter to the plurality of fuel cell control groups. Increasing or decreasing the current bias of each of the plurality of fuel cell control groups includes adjusting the power output drawn by the power converter, or the fuel utilization rate of the fuel processing unit, or the oxygen-fuel ratio of the fuel processing unit, or the total fuel flow rate, or the temperature of the plurality of fuel cells, or any combination thereof.

[0149] 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 having a burner geometry and a burner outlet temperature; and A plurality of fuel cells, fluidly coupled to the burner, are configured to generate fuel cell power output using fuel and air directed into the fuel cells, and to exhaust fuel and air from the fuel cells into the burner. The plurality of fuel cells include a plurality of fuel cell control groups arranged around the geometry of the burner with a predetermined electrical configuration, each of the plurality of fuel cell control groups having an adjustable current bias.

2. The component according to claim 1, characterized in that, in, The plurality of fuel cells are connected in series along the axial direction of the burner, or along the circumferential cross section of the burner, or a combination of both.

3. The component according to claim 1, characterized in that, in, The distribution of the burner outlet temperature around the burner geometry is controlled by adjusting the current bias of at least one of the plurality of fuel cell control groups.

4. The component according to claim 1, characterized in that, in, The plurality of fuel cells includes a first plurality of fuel cells integrated within the outer liner of the burner, or a second plurality of fuel cells integrated within the inner liner of the burner, or any combination thereof, wherein the first plurality of fuel cells includes a greater number of fuel cells than the second plurality of fuel cells, and Furthermore, compared to any fuel cell in the second plurality of fuel cells, any fuel cell in the first plurality of fuel cells includes higher electrical capacity, or higher thermal capacity, or larger cell area, or lower fuel cell life, or any combination thereof.

5. An integrated fuel cell and burner assembly, characterized in that, The components include: A burner having a burner geometry and a burner outlet temperature; A plurality of fuel cells, fluidly coupled to the burner, the plurality of fuel cells being configured to generate fuel cell power output using fuel and air directed into the plurality of fuel cells, and to exhaust fuel and air from the plurality of fuel cells into the burner; and A controller configured to spatially balance the real-time distribution of the burner outlet temperature around the burner geometry based on at least one of a plurality of predetermined fuel cell parameters.

6. The component according to claim 5, characterized in that, The device further includes a turbine disposed downstream of the burner, wherein the burner is configured to burn the fuel and air exhaust from the plurality of fuel cells into one or more gaseous combustion products that power the turbine.

7. The component according to claim 5, characterized in that, in, The plurality of fuel cells are disposed 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.

8. The component according to claim 5, characterized in that, It further includes at least one detector element configured to detect the burner outlet temperature and send a detection signal to the controller.

9. The component according to claim 5, characterized in that, The device further includes a compressor fluidly connected upstream of the burner and the plurality of fuel cells, the compressor being configured to generate compressed air and direct a portion of the compressed air into the plurality of fuel cells.

10. The component according to claim 5, characterized in that, in, The plurality of fuel cells include a plurality of fuel cell control groups arranged in a predetermined configuration around the geometry of the burner, each of the plurality of fuel cell control groups having an adjustable current bias.

11. The component according to claim 10, characterized in that, in, The controller is configured to dynamically control the current of each of the plurality of fuel cell control groups and maintain the real-time distribution of the burner outlet temperature consistent with a predetermined reference distribution of the burner outlet temperature around the burner geometry, and further wherein the total power output of the plurality of fuel cell control groups remains constant.

12. The component according to claim 11, characterized in that, in, The predetermined reference distribution of the burner outlet temperature includes a curve factor of the burner outlet temperature, or a mode factor of the burner outlet temperature, or a reference distribution of any combination thereof.

13. The component according to claim 11, characterized in that, in, The predetermined reference distribution includes a reference asymmetric radial distribution corresponding to the reference blade profile of the reference turbine.

14. The component according to claim 11, characterized in that, in, Each of the plurality of fuel cell control groups includes a fuel cell set, which is unified by a common spatial relationship with respect to the geometry of the burner.

15. The component according to claim 14, characterized in that, in, The controller is further configured to selectively control the current bias of each of the plurality of fuel cell control groups to generate the fuel cell power output.

16. The component according to claim 15, characterized in that, in, The common spatial relationship includes proximity in the tangential direction of the burner, or the radial direction of the burner, or the axial direction of the burner, or the circumferential section of the burner, or any combination thereof.

17. The component according to claim 15, characterized in that, Further includes: A fuel processing unit, fluidly connected to the plurality of fuel cells, the fuel processing unit being configured to generate a hydrogen-rich fuel stream to be directed into the plurality of fuel cells; 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.

18. The component according to claim 17, characterized in that, in, The current bias of each of the plurality of fuel cell control groups increases when the burner outlet temperature is equal to or exceeds a predetermined threshold, or decreases when the burner outlet temperature is below a predetermined threshold.

19. The component according to claim 18, characterized in that, The system further includes a power converter electrically connected to the plurality of fuel cell control groups, wherein the current bias of each of the plurality of fuel cell control groups is adjusted by adjusting the power output drawn by the power converter, or the fuel utilization rate of the fuel processing unit, or the oxygen-fuel ratio of the fuel processing unit, or the total fuel flow rate, or the temperature of the plurality of fuel cells, or any combination thereof.

20. A method for operating an integrated fuel cell and burner assembly, characterized in that, The method includes: Provide burners with burner geometry and burner outlet temperature; Multiple fuel cells are fluidly connected to the burner; The fuel and air directed into the plurality of fuel cells are used to generate fuel cell power output, and fuel and air exhaust from the plurality of fuel cells are directed into the burner; and Based on at least one of a plurality of predetermined fuel cell parameters, the real-time distribution of the burner outlet temperature around the burner geometry is balanced in space.

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