Hybrid hydrogen fuel cell combustor power system

Abstract

A fuel cell power generation system is described herein. The system uses a combustor (174) to raise the pressure and temperature of exhaust gases (164) from a fuel cell stack of the system. The combustor (174) uses hydrogen gas from a hydrogen supply source (140) to provide fuel to the combustor (174). The increased temperature / pressure after combustion of the exhaust gas (164) is used to rotate a turbine (168) which in turn rotates a compressor (156) of a turbocharger (154). The compressor (156) compresses incoming air to improve the power output and / or efficiency of the system. An electrical booster (172) may be used in low load conditions, such as during start-up or during times when the electrical load on the fuel cell is relatively low.

Description

Technical Field

[0001] The present disclosure relates to power generation systems. More specifically, the present disclosure relates to combining hydrogen fuel cells with hydrogen combustors to increase power capabilities and reduce the cost and heat dissipation profile of power systems. Background Art

[0002] As industry electrifies, i.e., uses more and more electrically powered equipment and machines, traditional power sources (such as mechanical internal combustion engines and turbines) are being replaced by alternative power generation systems. An example of an alternative power generation system is a hydrogen fuel cell. A fuel cell uses hydrogen and oxygen or other chemicals in combination to produce electricity via an electrochemical reaction. As a power source, fuel cells can provide significant advantages over traditional diesel or gas generator sets. For example, fuel cells provide a clean energy source with a smaller carbon footprint. As a backup energy source, fuel cells are also longer lasting, quieter, and more reliable than comparable generator sets.

[0003] A common hydrogen fuel cell technology is the proton exchange membrane (PEM) fuel cell. Typically, in a PEM fuel cell, hydrogen fuel is directed or introduced into a field flow plate on the anode side, while oxygen (from the air) is directed or introduced into the cathode side on the other side of the fuel cell. The catalyst on the anode side (usually platinum or platinum-based) splits the hydrogen into positive hydrogen ions (protons) and negatively charged electrons. The polymer membrane between the anode and cathode allows protons to pass through it while forcing electrons to travel through the circuit to the cathode. This generates an electric current. At the cathode, the electrons and protons combine with oxygen to form water, which flows out of the cell. Adding a PEM fuel cell (or battery pack) can increase the available voltage.

[0004] In order to increase the air flow into the PEM fuel cell, an electric turbocharger configuration can be used. The compressor of the turbocharger compresses the input air into the PEM fuel cell, increasing the amount of oxygen available for use in the PEM fuel cell, thereby increasing the potential power output of the PEM fuel cell. For example, German Publication DE102011120545 ("the '545 application") describes a method for this purpose. The '545 application describes a system using an electric turbocharger. According to the '545 application, the electric turbocharger is part of the air delivery system and is used to provide compressed air, or in some cases, the waste heat of the exhaust gas can be used to generate additional electricity. However, when used to compress air for the air delivery system, the electric turbocharger of the '545 application is a parasitic load on the fuel cell system, which means that some of the electricity generated by the fuel cell system is used to power the electric turbocharger, thereby reducing the total power output of the fuel cell system. In addition, turbocharger systems, including those using electric turbochargers like the '545 application, operate using high pressure / high temperature exhaust gas.

[0005] Examples of the present disclosure are directed to overcoming the deficiencies of such systems. Summary of the invention

[0006] In a first aspect of the disclosed subject matter, a fuel cell system is described. The fuel cell system includes: one or more hydrogen fuel cells, the one or more hydrogen fuel cells being electrically connected and configured to provide power to an electrical load; a turbocharger, the turbocharger including a compressor and a turbine, wherein the compressor is configured to compress air into compressed air, and the turbine is configured to rotate the compressor to compress the air; an intake manifold, the intake manifold being configured to receive the compressed air and introduce the compressed air into the cathode side of the one or more hydrogen fuel cells; a hydrogen intake manifold, the hydrogen intake manifold being configured to receive hydrogen from a hydrogen supply source and supply hydrogen to the anode side of the one or more hydrogen fuel cells; the hydrogen; an exhaust manifold for receiving exhaust gas from the cathode side of the one or more hydrogen fuel cells at a first temperature and a first pressure; and a burner configured to receive the exhaust gas from the exhaust manifold at the first temperature and the first pressure, and to combust the exhaust gas together with burner hydrogen from the hydrogen supply source or the anode exhaust manifold or both to increase the pressure and temperature of the exhaust gas from the first temperature and the first pressure to a second temperature and a second pressure, wherein the exhaust gas at the second temperature and the second pressure is fed to the turbine to rotate a shaft connecting the turbine to the compressor.

[0007] In another aspect of the disclosed subject matter, a method of operating a fuel cell system having one or more hydrogen fuel cells includes: detecting, by a controller, that a load condition is a startup load condition or a low load condition; initializing an electric supercharger; determining, by the controller, that the load condition has been raised from the startup load condition or the low load condition to an operating range of a combustor; and initializing the combustor to combust exhaust gas from the one or more hydrogen fuel cells, thereby raising the exhaust gas from a first temperature and a first pressure to a second temperature and a second pressure, wherein the exhaust gas at the second temperature and the second pressure is fed to a turbine, thereby rotating a shaft connecting the turbine to a compressor for compressing air.

[0008] In yet another aspect of the disclosed subject matter, a controller for controlling a burner in a fuel cell system comprises: a memory storing computer executable instructions; and a processor communicating with the memory, the computer executable instructions causing the processor to perform actions comprising: detecting, by the controller, a load condition of one or more hydrogen fuel cells, the load condition comprising a startup load condition or a low load condition; initializing an electric booster; determining, by the controller, that the load condition has been raised from the startup load condition or the low load condition to within an operating range of the burner; and initializing the burner to combust hydrogen from a hydrogen supply source, hydrogen from an anode exhaust manifold, or a mixture of hydrogen from the hydrogen supply source and hydrogen from the anode exhaust manifold with exhaust gas from one or more hydrogen fuel cells to raise the temperature and pressure of the exhaust gas from a first temperature and a first pressure to a second temperature and a second pressure, wherein the exhaust gas at the second temperature and the second pressure is fed to a turbine to rotate a shaft connecting the turbine to a compressor to compress air. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 A fuel cell system using a burner according to one or more examples of the present disclosure is illustrated.

[0010] Figure 2 An alternative fuel cell system using a burner according to one or more examples of the disclosed subject matter is illustrated.

[0011] Figure 3 A method for operating a fuel cell system having a burner according to one or more examples of the present disclosure is illustrated.

[0012] Figure 4 Depicted is a component level view of a controller for controlling a burner in a fuel cell system according to one or more examples of the present disclosure. DETAILED DESCRIPTION

[0013] Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. Figure 1 A fuel cell system 100 according to one or more examples of the present disclosure is illustrated. Figure 1The fuel cell system 100 includes fuel cells 102A to 102N (hereinafter specifically referred to as "fuel cell 102A" and "fuel cell 102B", etc., and collectively referred to as "fuel cell 102"). The fuel cell 102 is used to generate electricity for an electrical load 104. The electrical load 104 may be one or more components powered by electricity, such as, but not limited to, motors for moving vehicles, computers, air conditioners, and screens. The disclosed subject matter is not limited to any particular type of electrical load 104. The fuel cell 102A has an anode gas diffusion layer 106, an anode catalyst 108, a proton exchange membrane 110, a cathode catalyst 112, and a cathode gas diffusion layer 114. For simplicity, the internal construction of the fuel cells 102B and 102N is not illustrated, but they are functionally the same as the fuel cell 102A. The anode gas diffusion layer 106 and the cathode gas diffusion layer 114 are permeable materials typically made of carbon fibers. The anode gas diffusion layer 106 and the cathode gas diffusion layer 114 promote the diffusion of hydrogen on the anode side 116 and air (oxygen) on the cathode side 118 toward their respective catalysts. The anode catalyst 108 and the cathode catalyst 112 are typically composed of a noble metal such as platinum or a platinum alloy such as platinum ruthenium. The anode catalyst 108 and the cathode catalyst 112 accelerate the chemical reactions on both the anode side 116 and the cathode side 118, respectively.

[0014] The proton exchange membrane 110 allows hydrogen ions (protons) produced on the anode side 116 to permeate through the proton exchange membrane 110 while blocking electrons, forcing the electrons to flow out of the anode 120 and enter the electrical load 104 through the connector 122. The electrical connector 124 is connected to the electrical load 104. In order to provide an electrical circuit, the electrical connector 124 is electrically connected to the cathode 126 of the fuel cell 102N. The anode 128 of the fuel cell 102N is electrically connected to the cathode 130 of the fuel cell 102B through the electrical connector 132. The anode 134 of the fuel cell 102B is electrically connected to the cathode 136 of the fuel cell 102A through the electrical connector 138. In this way, the fuel cells 102 are connected in series. It should be noted that the fuel cells 102 can be connected in other electrical configurations or combinations, all of which are included in the subject matter of the present disclosure.

[0015] The hydrogen supply 140 provides hydrogen to the fuel cell 102. The hydrogen from the hydrogen supply 140 moves through the hydrogen shut-off valve 142, the hydrogen injector 144, the pressure regulating valve 146, and enters the hydrogen intake manifold 148. The hydrogen shut-off valve 142, when closed, typically shuts off the hydrogen supply 140 from the system 100 in a shutdown or emergency mode. The hydrogen injector 144 is a throttle valve that feeds the system 100 with a required amount of hydrogen based on the power demand of the electrical load 104. The pressure regulating valve 146 maintains the appropriate pressure in the hydrogen intake manifold 148 by increasing or decreasing the flow from the hydrogen injector 144. Unused hydrogen moves from the fuel cell 102 into the anode exhaust manifold 145, whereby excess hydrogen is fed back to the hydrogen supply 140.

[0016] The fuel cell obtains oxygen from air 150 in an intake manifold 152. The intake manifold 152 receives the air 150 using a turbocharger 154. The turbocharger 154 receives the air 150 through a filter 155, which filters out particulates before the air 150 enters a compressor 156 of the turbocharger 154. The compressor 156 compresses the air 150 and provides the compressed air 158 to an aftercooler 160. The aftercooler 160 cools the compressed air 158 (or reduces its temperature) to reduce the amount of heat added to the compressed air 158 after being compressed by the compressor 156. The compressed air 158 exits the aftercooler 160 and enters a humidifier 162. The humidifier 162 adds moisture to the cooled compressed air 158 to increase the efficiency of the fuel cell 102. In Figure 1 1, the humidifier 162 is designed to remove moisture from the exhaust gas 164 from the exhaust manifold 166 of the fuel cell 102. It should be noted that it can be used with Figure 1 The illustrated methods are different from the various ways of adding moisture. Figure 1 The cooled, humidified compressed air 158 exits the humidifier 162 and enters the intake manifold 152 for use by the fuel cell 102 .

[0017] Exhaust gas 164 from the fuel cell 102 exits into an exhaust manifold 166. During steady state or moderate loads of the electrical load 104, the pressure / temperature of the exhaust gas 164 may be high enough to move blades (not shown) of a turbine 168 of the turbocharger 154. The rotation of the blades of the turbine 168 rotates a shaft 170 that connects the blades of the turbine 168 to compressor blades (not shown) of the compressor 156, thereby providing a compression mechanism for the compressor 156 of the incoming air 150. However, in some configurations (such as a startup load condition or other low load condition of the electrical load 104), the pressure / temperature of the exhaust gas 164 may not be high enough to provide the power required to rotate the blades of the turbine 168 at a sufficient speed to achieve the desired or required compression of the air 150.

[0018] When the temperature / pressure of the exhaust gas 164 is insufficient to provide the required power at the turbine 168, the system 100 may use an electric supercharger 172. The electric supercharger 172 is an electric device with an internal rotating mechanism that can be used to cause components (such as by Figure 1 ) or rotates an internal turbine (such as Figure 2 ) rotates, thereby providing additional power to compress the air 150. Figure 1 In the illustrated example, the electric supercharger 172 rotates the shaft 170 of the turbocharger 154 to supplement or enhance the power provided by the exhaust gas 164. When powered, the electric supercharger 172 rotates the shaft 170, thereby rotating the blades of the compressor 156 to compress the air 150.

[0019] In some configurations, the burner 174 may be used to supplement or enhance the power provided by the exhaust gases 164. Because the electric booster 172 is powered by the system 100 (i.e., is a parasitic load), in some cases, the use of the electric booster 172 may be efficient during startup load conditions or low load conditions, resulting in lower efficiency during normal operation. In situations where the use of the electric booster 172 is not desired, the burner 174 is used. The burner 174 is a hydrogen internal combustion engine that combusts hydrogen with oxygen to form a high pressure / high temperature exhaust, typically in the form of high pressure steam, although other types of burners with varying exhaust gases may be used. Figure 1 In the embodiment of the present invention, the combustor 174 receives the exhaust gas 164 from the exhaust manifold 166 and combusts the exhaust gas 164 together with the combustor hydrogen 176 from the hydrogen supply 140. The combustor hydrogen 176 combusts with the exhaust gas 164 to produce a high temperature / high pressure turbine input gas 178. It should be noted that when the combustor 174 is not operating, the exhaust gas 164 travels through the combustor 174, resulting in the turbine input gas 178 being at the same pressure / temperature as the exhaust gas 164. In some examples, the turbocharger 154 can be bypassed using a bypass valve 180.

[0020] The controller 182 is used to control the operation of the burner 174. The controller 182 is a computer-based system that receives one or more inputs and, based on the inputs, outputs one or more control signals to start, control, or stop the operation of the burner 174. The controller 182 receives a load signal 184 from the electrical load 104. The load signal 184 is a signal that provides the controller 182 with an indication of the electrical load placed on the system 100. Thus, the load signal 184 may indicate not only the current being used, but also the type of load and the voltage drop when the load is online, among other things. Based on the load signal 184, the controller 182 determines whether the burner 174 is to be used. If the load is within a predetermined range, the controller 182 may determine that the burner 174 is to be used or started. Therefore, the controller 182 sends a control valve signal 186 to the burner valve 188 to open or close the burner valve 188. The controller 182 sends the control valve signal 186 to open the burner valve 188, thereby providing the burner hydrogen 176 to the burner 174. The controller 182 also sends a signal 190 to fire the combustor 174 to begin burning the combustor hydrogen 176 with air (oxygen) from the exhaust gas 164 to produce high temperature / high pressure turbine input gas 178 to rotate the blades of the turbine 168 .

[0021] In some examples, the controller 182 may utilize other hydrogen sources other than the hydrogen supply 140 as the burner hydrogen 176. For example, unused hydrogen in the anode exhaust manifold 145 may be used. As noted above, in some configurations, unused hydrogen is moved from the fuel cell 102 to the anode exhaust manifold 145, whereby excess hydrogen is fed back to the hydrogen supply 140. However, rather than feeding the excess hydrogen back to the hydrogen supply 140, the excess hydrogen may be used as the burner hydrogen 176. In this configuration, the controller 182 sends a hydrogen supply signal 185 to the hydrogen selector valve 187. The hydrogen selection valve 187 is a multi-input valve which, depending on the position of the valve, allows hydrogen from the hydrogen supply source 140 to be fed as burner hydrogen 176, excess hydrogen from the anode exhaust manifold 145 to be fed as burner hydrogen 176, no hydrogen to be fed as burner hydrogen 176, or a mixture of hydrogen from the hydrogen supply source 140 and excess hydrogen from the anode exhaust manifold 145 to be fed as burner hydrogen 176.

[0022] The controller 182 may also be used to control other aspects of the system 100. For example, the controller 182 receives the load signal 184 and determines the amount of hydrogen to be provided from the hydrogen supply 140 based on the load. The controller 182 sends an injector signal 194 to change the position of the hydrogen injector 144, thereby limiting the amount of hydrogen from the hydrogen supply 140 fed to the fuel cell 102. In some configurations, the controller 182 may also modify the operation of the electric booster 172. Since the primary purpose of the electric booster 172 is to provide some degree of power, the electric booster may be used in a variety of configurations, such as by Figure 2 Illustrated by the example in .

[0023] Figure 2 A fuel cell system 200 using an electric supercharger as a compressor according to one or more examples of the present disclosure is illustrated. Figure 2 The fuel cell system 200 includes fuel cells 202A to 202N (hereinafter specifically referred to as "fuel cell 202A" and "fuel cell 202B", etc., and collectively referred to as "fuel cell 202"). The fuel cell 202 is used to generate electricity for an electrical load 204. The electrical load 204 may be one or more components powered by electricity, such as, but not limited to, a motor for a mobile vehicle, a computer, an air conditioner, and a screen. The disclosed subject matter is not limited to any particular type of electrical load 204. For simplicity, the internal operation and components of the fuel cell 202 are essentially similar to Figure 1 The fuel cell 102, and therefore, is not included in the Figure 2 in the description.

[0024] The fuel cell 202 allows hydrogen ions (protons) produced on the anode side 216 and air (oxygen) on the cathode side 218 to flow toward their respective catalysts while blocking electrons, forcing the electrons to flow out of the anode 220 and into the electrical load 204 through the connector 222. The electrical connector 224 is connected to the electrical load 204. To provide an electrical circuit, the electrical connector 224 is electrically connected to the cathode 226 of the fuel cell 202N. The anode 228 of the fuel cell 102N is electrically connected to the cathode 230 of the fuel cell 202B through the electrical connector 232. The anode 234 of the fuel cell 202B is electrically connected to the cathode 236 of the fuel cell 202A through the electrical connector 238. In this way, the fuel cells 202 are connected in series. It should be noted that the fuel cells 202 can be connected in other electrical configurations or combinations, all of which are included in the disclosed subject matter.

[0025] The fuel cell 202 obtains hydrogen from a hydrogen supply 240. The hydrogen from the hydrogen supply 240 moves through a hydrogen shut-off valve 242, a hydrogen injector 244, a pressure regulating valve 246, and enters a hydrogen intake manifold 248. The hydrogen shut-off valve 242, when closed, typically shuts off the hydrogen supply 240 from the system 200 in a shutdown or emergency mode. The hydrogen injector 244 is a throttle valve that feeds the system 200 with a desired amount of hydrogen based on the power demand of the electrical load 204. The pressure regulating valve 246 maintains an appropriate pressure in the hydrogen intake manifold 248 by increasing or decreasing the flow from the hydrogen injector 244.

[0026] The fuel cell 202 obtains oxygen from air 250 in an intake manifold 252. The intake manifold 252 receives the air 250 by using a turbocharger 254. The turbocharger 254 receives the air 250 through a filter 255, which filters out particles before the air 250 enters a compressor 256 of the turbocharger 254. The compressor 256 compresses the air 250 and provides the compressed air 258 to an aftercooler 260. The aftercooler 260 cools the compressed air 258 to reduce the amount of heat added to the compressed air 258 after being compressed by the compressor 256. The compressed air 258 exits the aftercooler 260 and enters a humidifier 262. The humidifier 262 adds moisture to the cooled compressed air 258 to increase the efficiency of the fuel cell 202. In Figure 2 2, the humidifier 262 is designed to remove moisture from the exhaust gas 264 from the exhaust manifold 266 of the fuel cell 202. It should be noted that Figure 2 The illustrated methods are different from the various ways of adding moisture. Figure 2 The cooled, humidified compressed air 258 leaves the humidifier 262 and enters the intake manifold 252 for use by the fuel cell 202 .

[0027] Exhaust gas 264 from the fuel cell 202 exits into an exhaust manifold 266. During steady state or moderate loads of the electrical load 204, the pressure / temperature of the exhaust gas 264 may be high enough to move blades (not shown) of a turbine 268 of the turbocharger 254. The rotation of the blades of the turbine 268 rotates a shaft 270 that connects the blades of the turbine 268 to compressor blades (not shown) of the compressor 256, thereby providing a compression mechanism for the compressor 256 of the incoming air 250. However, in some configurations (such as a startup load condition or other low load condition of the electrical load 204), the pressure / temperature of the exhaust gas 264 may not be high enough to provide the power required to rotate the blades of the turbine 268 at a sufficient speed to achieve the desired or required compression of the air 250.

[0028] When the temperature / pressure of the exhaust gas 264 is not sufficient to provide the required power on the turbine 268, the system 200 can use an electric supercharger 272. The electric supercharger 272 is an electric device with an internal rotating mechanism that can be used to rotate components to rotate an internal turbine (not shown). When powered, the electric supercharger 272 compresses the air 250 before it enters the compressor 256 to provide additional power for compressing the air 250. The electric supercharger 272 bypass can be achieved using a bypass valve 273. When the bypass valve 273 is opened, the air moves into the compressor 256 without being compressed by the electric supercharger 272.

[0029] In some configurations, the burner 274 may be used to supplement or enhance the power provided by the exhaust gases 264. Because the electric booster 272 is powered by the system 200 (i.e., is a parasitic load), in some cases, the use of the electric booster 272 may be efficient under startup load conditions or low load conditions, resulting in lower efficiency during normal operation. In situations where the use of the electric booster 272 is not desired, the burner 274 is used. The burner 274 is a hydrogen internal combustion engine that combusts hydrogen with oxygen to form a high pressure / high temperature exhaust, typically in the form of high pressure steam, although other types of burners with varying exhaust gases may be used. Figure 2 2, the combustor 274 receives the exhaust gas 264 from the exhaust manifold 266 and combusts the exhaust gas 264 together with the combustor hydrogen 276 from the hydrogen supply 240. The combustor hydrogen 276 combusts with the exhaust gas 264 to produce a high temperature / high pressure turbine input gas 278. It should be noted that when the combustor 274 is not operating, the exhaust gas 264 travels through the combustor 274, resulting in the turbine input gas 278 being at the same pressure / temperature as the exhaust gas 264. In some examples, the turbocharger 254 can be bypassed using a bypass valve 280.

[0030] The controller 282 is used to control the operation of the burner 274. The controller 282 is a computer-based system that receives one or more inputs and, based on the inputs, outputs one or more control signals to start, control, or stop the operation of the burner 274. The controller 282 receives a load signal 284 from the electrical load 204. The load signal 284 is a signal that provides the controller 282 with an indication of the electrical load placed on the system 200. Thus, the load signal 284 may indicate not only the current being used, but also the type of load and the voltage drop when the load is online, among other things. Based on the load signal 284, the controller 282 determines whether the burner 274 is to be used. If the load is within a predetermined range, the controller 282 may determine that the burner 274 is to be used or started. Therefore, the controller 282 sends a control valve signal 286 to the burner valve 288 to open or close the burner valve 288. If the burner 274 is to be used, the controller 282 sends a control valve signal 286 to open the burner valve 288, thereby providing the burner hydrogen 276 to the burner 274. The controller 282 also sends a signal 290 to ignite the burner 274 to begin burning the burner hydrogen 276 with air (oxygen) from the exhaust gas 264 to produce high temperature / high pressure turbine input gas 278 to rotate the blades of the turbine 268.

[0031] The controller 282 may also be used to control other aspects of the system 200. For example, the controller 282 receives a load signal 284 and determines the amount of hydrogen to be provided from the hydrogen supply 240 based on the load. The controller 282 sends an injector signal 294 to change the position of the hydrogen injector 244, thereby limiting the amount of hydrogen from the hydrogen supply 240 fed to the fuel cell 202. In some configurations, the controller 282 may also modify the operation of the electric booster 272. When the system is powered on, shut down, or the electrical output is changed due to a changing load condition of the electrical load 204, it may be necessary to modify the electric booster (such as Figure 1 Electric booster 172 or Figure 2 The operation of the electric supercharger 272) is achieved by Figure 3 Examples in .

[0032] Figure 3 A method for operating a fuel cell system (such as a fuel cell) using a burner according to various examples described herein is illustrated. Figure 1 System 100 or Figure 2The method 300 and other processes described herein are illustrated as example flow charts, each operation of which may represent a sequence of operations that may be implemented in hardware, software, or a combination thereof. In the context of software, the operations represent computer-executable instructions stored on one or more computer-readable storage media that, when executed by one or more processors, perform the operations. Typically, computer-executable instructions include routines, programs, objects, components, data structures, etc. that perform specific functions or implement specific abstract data types. The order in which the operations are described is not intended to be construed as a limitation, and any number of the described operations may be combined in any order and / or in parallel to implement the process.

[0033] The method 300 begins at step 302, where the controller 182 begins generating electricity from the fuel cell 102. For example, in an automobile, this may occur when the system is powered by a battery (not shown) in preparation for beginning to generate electricity.

[0034] In step 304, the controller 182 detects a start-up / low load condition. The start-up / low load condition indicates that the exhaust gas 164 temperature / pressure may not be sufficient to rotate the turbine 168 of the turbocharger 154. As noted above, in various configurations, it may be desirable to compress the air 150 entering the intake manifold 152 to increase the efficiency of the system 100 or to increase the power output of the system, or both. Therefore, under start-up / low load conditions, the controller 182 is programmed to use other power sources to rotate the compressor 156 of the turbocharger 154.

[0035] At step 306, the controller 182 initializes the electric booster 172. Figure 1 In the illustrated example, the electric supercharger 172 rotates the shaft 170 of the turbocharger 154 to supplement or enhance the power provided by the exhaust gas 164. When powered, the electric supercharger 172 rotates the shaft 170, which in turn rotates the blades of the compressor 156 to compress the air 150. Figure 2 , the electric supercharger 272 compresses the air 250 before the air 250 enters the compressor 256 , essentially acting as the compressor 256 until the turbine 268 can provide power to turn the blades of the compressor 256 .

[0036] At step 308, the controller 182 determines whether the load condition of the electrical load 104 is within the operating range of the burner 174. As used herein, "operating range" means that the fuel cell 102 provides sufficient power to the electrical load 104 so that the pressure / temperature of the exhaust gas 164 facilitates the operation of the burner 174. Within this operating range, the burner 174 provides power at a more efficient level than the electric booster 172. If the controller 182 determines at step 308 that the load condition is not within the operating range of the burner 174, the method 300 continues to step 306, where the electric booster 172 is maintained in operation.

[0037] At step 310, if the controller 182 determines at step 308 that the load conditions are within the operating range of the combustor 174, the controller initializes the combustor 174 and shuts down the electric booster 172 (if operating). The controller 182 sends a control valve signal 186 to the burner valve 188 to open the burner valve 188. The controller 182 sends a control valve signal 186 to open the burner valve 188 to provide the combustor hydrogen 176 to the combustor 174. The controller 182 also sends a signal 190 to ignite the combustor 174 to begin combusting the combustor hydrogen 176 with air (oxygen) from the exhaust gas 164 to produce a high temperature / high pressure turbine input gas 178 to rotate the blades of the turbine 168.

[0038] At step 312, the controller 182 monitors the load condition of the electrical load 104. The controller 182 may use one or more indications to determine the load condition. For example, the controller 182 receives a load signal 184 as an indication of the electrical load 104. As another example, the controller 182 may monitor the pressure of the exhaust gas 164 (i.e., an indication of the operating level of the fuel cell 102).

[0039] At step 314, controller 182 determines whether load conditions have dropped below the operating level of burner 174. If controller 182 determines at step 314 that load levels have not dropped below the operating level of burner 174, controller 182 returns to step 312 and continues to monitor load conditions.

[0040] If the controller 182 determines at step 314 that the load conditions have decreased below the operating range, the controller 182 stops the burner 174 at step 316. The controller 182 sends a control valve signal 186 to the burner valve 188 to close the burner valve 188, thereby removing the burner hydrogen 176 from the burner 174. The controller 182 also sends a signal 190 to cause the burner 174 to extinguish any ignition source, stopping the combustion of the burner hydrogen 176 with the air (oxygen) from the exhaust gas 164.

[0041] At step 306, the controller 182 begins operating the electric supercharger 172. The method continues while the system 100 is operating.

[0042] Figure 4 1 is a component level view of a controller 182 for use with the systems and methods described herein. The controller 182 may be any device capable of providing the functionality associated with the systems and methods described herein. The controller 182 may include a number of components to perform the above-described functions. The controller 182 may include hardware, software, or various combinations thereof. As described below, the controller 182 may include a memory 402 that includes an operating system (OS) 404 and one or more standard applications 406. The standard applications 406 may include a processor that provides for receiving and determining load conditions of the electrical load 104 to implement Figure 3 Application of the method 300.

[0043] The controller 182 may also include one or more processors 410 and one or more of a removable storage device 412, a non-removable storage device 414, a transceiver 416, an output device 418, and an input device 420. In various implementations, the memory 402 may be volatile (such as random access memory (RAM)), non-volatile (such as read-only memory (ROM), flash memory, etc.), or some combination of the two. The memory 402 may include data related to the operating range of the combustor, hydrogen flow, and other information, and may be stored on a remote server or server cloud that the controller 182 can access.

[0044] The memory 402 may also include an OS 404. The OS 404 varies depending on the manufacturer of the controller 182. The OS 404 contains modules and software that support the basic functions of the controller 182, such as scheduling tasks, executing applications, and controlling peripherals. The OS 404 may also enable the controller 182 to send and retrieve other data and perform other functions, such as sending control signals using the transceiver 416 and / or the output device 418, and receiving load conditions using the input device 420.

[0045] The controller 182 may also include one or more processors 410. In some implementations, the processor 410 may be one or more central processing units (CPUs), graphics processing units (GPUs), both CPUs and GPUs, or any other combination and number of processing units. The controller 182 may also include additional data storage devices (removable and / or non-removable), such as, for example, magnetic disks, optical disks, or tapes. Such additional storage devices may be stored in a plurality of processors. Figure 4 exemplified by removable storage device 412 and non-removable storage device 414.

[0046] Non-transitory computer-readable media may include volatile and non-volatile, removable and non-removable tangible, physical media implemented with technology for storing information such as computer-readable instructions, data structures, program modules or other data. Memory 402, removable storage device 412, and non-removable storage device 414 are all examples of non-transitory computer-readable media. Non-transitory computer-readable media include (but are not limited to) RAM, ROM, electrically erasable programmable ROM (EEPROM), flash memory or other memory technology, compact disc ROM (CD-ROM), digital versatile disc (DVD) or other optical storage devices, magnetic cassettes, magnetic tape, magnetic disk storage devices or other magnetic storage devices, or any other tangible physical media that can be used to store the desired information that can be accessed by the controller 182. Any such non-transitory computer-readable media may be part of the controller 182, or may be a separate database, repository, remote server, or cloud-based server.

[0047] In some specific implementations, the transceiver 416 includes any transceiver known in the art. In some examples, the transceiver 416 may include a wireless modem to facilitate wireless connections with other components (e.g., between the controller 182 and a wireless modem as a gateway to the Internet), the Internet, and / or an intranet. Specifically, the transceiver 416 may include one or more transceivers that enable the controller 182 to send and receive data. Therefore, the transceiver 416 may include multiple single-channel transceivers or multi-frequency multi-channel transceivers to enable the controller 182 to send and receive video calls, audio calls, messaging, etc. The transceiver 416 may enable the controller 182 to connect to multiple networks, including but not limited to 2G, 3G, 4G, 5G, and Wi-Fi networks. The transceiver 416 may also include one or more transceivers to enable the controller 182 to connect to future (e.g., 6G) networks, the Internet of Things, machine-to-machine (M2M), and other current and future networks.

[0048] The transceiver 416 may also include one or more radio transceivers that perform communication via an antenna (e.g., Wi-Fi or Bluetooth ) functions of sending and receiving radio frequency communications. In other examples, the transceiver 416 may include wired communication components, such as a wired modem or Ethernet port, for communicating via one or more wired networks. The transceiver 416 may enable the controller 182 to facilitate audio and video calls, download files, access web applications, and provide other communications associated with the systems and methods described above.

[0049] In some implementations, the output device 418 includes any output device known in the art, such as a display (e.g., a liquid crystal or thin film transistor (TFT) display), a touch screen, a speaker, a vibration mechanism, or a tactile feedback mechanism. Thus, the output device may include a screen or a display. The output device 418 may also include a speaker or similar device to play a sound or ringtone when an audio call or a video call is received. The output device 418 may also include a port for one or more peripheral devices such as headphones, a peripheral speaker, or a peripheral display.

[0050] In various implementations, the input device 420 includes any input device known in the art. For example, the input device 420 may include a camera, a microphone, or a keyboard / keypad. The input device 420 may include a touch-sensitive display or keyboard to enable a user to enter data and make requests and receive responses via a web application (e.g., in a web browser), make audio calls and video calls, and use standard applications 406, etc. The touch-sensitive display or keyboard / keypad may be a standard button alphanumeric multi-key keyboard (such as a conventional QWERTY keyboard), a virtual control on a touch screen, or one or more other types of keys or buttons, and may also include a joystick, a scroll wheel, and / or designated navigation buttons, etc. The touch-sensitive display may serve as both the input device 420 and the output device 418.

[0051] Industrial Applicability

[0052] The present disclosure generally relates to hydrogen fuel cell systems that use a burner to increase the power of the exhaust gases of the fuel cell stack of the fuel cell system. Under certain conditions, the exhaust gases from the fuel cell stack are at or near ambient temperature and pressure. In systems that use a turbocharger to compress incoming air to increase the power or efficiency of the fuel cell system, the benefit of the exhaust gases at these temperatures and pressures is almost zero at best. To overcome this drawback, particularly under light load and start-up conditions, some systems use an electric supercharger (electrical supercharger). An electric supercharger is an electric motor that can rotate the shaft of a turbocharger or compress the incoming air, thereby at least partially compensating for the lack of available power when the exhaust gases are at or near ambient temperature and pressure.

[0053] However, in some examples, the use of these electric superchargers may be limited. For example, the ability of the electric supercharger to compensate for the low power of the exhaust gas must be relatively high. Since the electric supercharger is usually powered by the fuel cell system, the electric supercharger may quickly become a large parasitic load, so that when it is at certain power levels, the benefits of the electric supercharger may lead to diminishing returns. The example of the disclosed subject matter uses a burner without overwhelming the fuel cell system. The burner receives hydrogen from a hydrogen source and burns the hydrogen with oxygen in the exhaust gas. Combustion raises the pressure and temperature of the exhaust gas from ambient levels to a higher pressure and temperature that is more suitable for use by the turbine of the turbocharger. The burner is not a parasitic load on the hydrogen fuel cell system, and because the pressure / temperature mechanism is combustion, the burner can be used over a wider range of power levels, thereby reducing the demand (and required size) for the electric supercharger in the fuel cell system.

[0054] Unless expressly excluded, the use of the singular to describe a component, structure, or operation does not exclude the use of a plurality of such components, structures, operations, or their equivalents. As used herein, the word "or" refers to any possible permutation of a group of items. For example, the phrase "A, B, or C" refers to at least one of A, B, C, or any combination thereof, such as A; B; C; A and B; A and C; B and C; A, B, and C; or multiples of any item, such as A and A; B, B, and C; A, A, B, C, and C; etc.

[0055] Although various aspects of the present disclosure have been specifically shown and described with reference to the above embodiments, it will be understood by those skilled in the art that various additional embodiments may be conceived by modifying the disclosed machines, systems and methods without departing from the spirit and scope of the disclosure. These embodiments should be understood to fall within the scope of the present disclosure as determined based on the claims and any equivalents thereof.

Claims

1. A fuel cell system (100), the system include: one or more hydrogen fuel cells (102) electrically connected and configured to provide electrical power to an electrical load (104); a turbocharger (154), the turbocharger comprising a compressor (156) and a turbine (168), wherein the compressor (156) is configured to compress air into compressed air, and the turbine (168) is configured to rotate the compressor (156) to compress the air; an intake manifold (152) configured to receive the compressed air and introduce the compressed air into the cathode side (118) of the one or more hydrogen fuel cells (102); a hydrogen intake manifold (148) configured to receive hydrogen gas from a hydrogen supply source (140) and supply the hydrogen gas to an anode side of the one or more hydrogen fuel cells (102); an exhaust manifold (145) for receiving exhaust gas (164) from the cathode side (118) of the one or more hydrogen fuel cells (102) at a first temperature and a first pressure; and a combustor (174) configured to receive the exhaust gas (164) from the exhaust manifold (145) at the first temperature and the first pressure and to combust the exhaust gas (164) together with combustor hydrogen (176) from the hydrogen supply (140) or the anode exhaust manifold (145), or both, to increase the pressure and temperature of the exhaust gas (164) from the first temperature and the first pressure to a second temperature and a second pressure, wherein the exhaust gas (164) at the second temperature and the second pressure is fed to the turbine (168) to rotate a shaft (170) connecting the turbine (168) to the compressor (156).

2. The fuel cell system (100) of claim 1, wherein the burner (174) comprises a hydrogen internal combustion engine that combusts hydrogen with oxygen in the exhaust gas (164).

3. The fuel cell system (100) according to claim 1, further comprising a controller (182), wherein the controller is configured to: receiving a load signal (184) indicative of the electrical load (104); determining, based on the load signal (184), that the electrical load (104) is within a predetermined range; sending a control valve signal (186) to open a burner valve (188) to allow hydrogen to flow to the burner (174); and A signal (190) is sent to ignite the burner (174) to begin combusting the hydrogen with oxygen in the exhaust gas (164).

4. The fuel cell system (100) according to claim 3, wherein the controller (182) is further configured to: determining, based on the load signal (184), that the electrical load (104) is below the predetermined range; sending the control valve signal (186) to close the burner valve (188) to prevent hydrogen flow to the burner (174); and The signal (190) is sent to the burner (174) to extinguish combustion of the hydrogen gas with the oxygen in the exhaust gas (164).

5. The fuel cell system (100) according to claim 1, further comprising an electric booster (172) operably connected to the shaft (170), wherein when the electric booster (172) is energized, the electric booster (172) causes the shaft (170) to rotate.

6. The fuel cell system (100) according to claim 1, further comprising an electric booster (172), wherein the electric booster is configured to: receiving the air; compressing the air into compressed air; and The compressed air is provided to the compressor (156).

7. The fuel cell system (100) according to claim 1, further comprising an aftercooler (160) configured to reduce a temperature of the compressed air from the compressor (156).

8. A method of operating a fuel cell system (100) having one or more hydrogen fuel cells (102), the method include: The load condition is detected by the controller (182) as a starting load condition or a low load condition; Initializing the electric booster (172); determining, by the controller (182), that the load condition has increased from the startup load condition or the low load condition to within an operating range of the combustor (174); and The combustor (174) is initialized to combust exhaust gas (164) from one or more hydrogen fuel cells (102), thereby raising the exhaust gas (164) from a first temperature and a first pressure to a second temperature and a second pressure, wherein the exhaust gas (164) at the second temperature and the second pressure is fed to a turbine (168), thereby rotating a shaft (170) connecting the turbine (168) to a compressor (156) for compressing air.

9. The method of claim 8, wherein the burner (174) is initialized include: sending a control valve signal (186) by the controller (182) to open a burner valve (188) to allow hydrogen to flow to the burner (174); The controller (182) sends a hydrogen supply signal (185) to a hydrogen selector valve (187) to feed hydrogen from a hydrogen supply source (140), hydrogen from an anode exhaust manifold (145), or a mixture of hydrogen from the hydrogen supply source (140) and hydrogen from the anode exhaust manifold (145) as burner hydrogen to the burner (174); The controller (182) sends a signal to ignite the burner (174) to begin combusting the burner hydrogen with oxygen in the exhaust gas (164).

10. The method according to claim 8, further comprising: include: determining, by the controller (182), that the load condition has fallen below the operating range; stopping combustion of the burner (174); as well as The electric booster (172) is initialized.

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