JP2005276634A - Power generation, power arrangement, and its operating method - Google Patents

Power generation, power arrangement, and its operating method Download PDF

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JP2005276634A
JP2005276634A JP2004088560A JP2004088560A JP2005276634A JP 2005276634 A JP2005276634 A JP 2005276634A JP 2004088560 A JP2004088560 A JP 2004088560A JP 2004088560 A JP2004088560 A JP 2004088560A JP 2005276634 A JP2005276634 A JP 2005276634A
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fuel
internal combustion
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fuel cell
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JP4753407B2 (en
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Yasuharu Kawabata
端 康 晴 川
Teruhiro Sakurai
井 輝 浩 桜
Hisataka Yakabe
久 孝 矢加部
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Tokyo Gas Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E20/00—Combustion technologies with mitigation potential
    • Y02E20/16—Combined cycle power plant [CCPP], or combined cycle gas turbine [CCGT]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Control Of Eletrric Generators (AREA)
  • Supercharger (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To structure a power arrangement so that the best power generating efficiency is obtained as the entire arrangement by introducing the high temperature exhaust gas of a supercharged internal combustion engine into a solid oxide fuel cell, and to reduce fuel consumption and additional heating devices in number, required for preheating when a fuel cell is stopped or is operated at a low output. <P>SOLUTION: Fuel is mixed in the exhaust gas of the supercharged internal combustion engine 1 to bring it into more over-concentrated state than a theoretical mixture ratio, and it is sent to a fuel reformer 4. The reformed gas is thrown into the solid oxide fuel cell 5 to output electric power from both of the internal combustion engine 1 and the fuel cell 5. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、例えば過給機を備えた内燃機関の排気ガスと燃料電池（例えば、固体酸化物燃料電池）とを組み合わせて使用し、内燃機関と燃料電池の双方から（例えば機械的出力及び／又は発電出力）を得る様に構成された装置と、その運転方法に関する。   The present invention uses, for example, a combination of an exhaust gas of an internal combustion engine equipped with a supercharger and a fuel cell (for example, a solid oxide fuel cell), from both the internal combustion engine and the fuel cell (for example, mechanical output and / or Or an apparatus configured to obtain a power generation output) and an operation method thereof.

従来、動力源または発電装置として内燃機関（例えば、ガスエンジン）に過給機を取り付け、その排気タービンによって高温高圧の排気ガスが保有するエンタルピの一部を利用し、吸気の過給を行って出力の向上を図っている。
排気タービン通過後の排気ガスは、触媒などを用いて浄化後に、熱交換器などを用いて蒸気の発生、給湯、空調などに利用している。 Conventionally, a supercharger is attached to an internal combustion engine (for example, a gas engine) as a power source or a power generation device, and a portion of the enthalpy possessed by high-temperature and high-pressure exhaust gas is used by the exhaust turbine to supercharge intake air. The output is improved.
The exhaust gas after passing through the exhaust turbine is purified by using a catalyst or the like and then used for generating steam, hot water supply, air conditioning, or the like using a heat exchanger or the like.

図８にはその一例として希薄燃焼ガスガスエンジン１Ａを示している。過給機２のコンプレッサ２ｃで加圧された吸気はアフタクーラ１３で冷却され、燃料ガスが混合されてガスエンジン１Ａに供給されており、その排気ガスは、過給機２の排気タービン２ｔに導入され、そのエンタルピの一部がコンプレッサ２ｃの駆動に利用されている。なお、符号２ｗはウエイストゲート弁で後記にて説明する。   FIG. 8 shows a lean combustion gas gas engine 1A as an example. The intake air pressurized by the compressor 2c of the supercharger 2 is cooled by the aftercooler 13, and the fuel gas is mixed and supplied to the gas engine 1A. The exhaust gas is introduced into the exhaust turbine 2t of the supercharger 2. A part of the enthalpy is used for driving the compressor 2c. Reference numeral 2w is a waste gate valve, which will be described later.

また、固体酸化物燃料電池（以下、ＳＯＦＣと記す）を利用した動力源または発電装置では、炭化水素系燃料を水素リッチガスに改質して使用しており、５００℃以上の高温で動作させて電極での内部改質が一般的であるが、電極材料の制約などがある場合には改質器を電池の外部に備え、燃料改質後にＳＯＦＣの燃料極にその改質ガスを供給している。
そして、電池の温度勾配を緩和するため、投入する空気や燃料ガスを排気ガスとの熱交換などで予熱し、供給することが多い。さらに電池からの高温排気ガスが持つエンタルピを有効に利用するため、電池の排気流路にマイクロガスタービンを接続し、排気ガスのエンタルピを回収して装置全体としての効率を向上させる方法が提案されている。 Moreover, in a power source or power generation device using a solid oxide fuel cell (hereinafter referred to as SOFC), a hydrocarbon-based fuel is reformed into a hydrogen-rich gas and used at a high temperature of 500 ° C. or higher. Internal reforming at the electrode is common, but when there are restrictions on electrode materials, a reformer is provided outside the battery, and the reformed gas is supplied to the SOFC fuel electrode after fuel reforming. Yes.
In order to alleviate the temperature gradient of the battery, the input air and fuel gas are often preheated and supplied by heat exchange with exhaust gas. Furthermore, in order to effectively use the enthalpy of the high-temperature exhaust gas from the battery, a method has been proposed in which a micro gas turbine is connected to the exhaust flow path of the battery and the enthalpy of the exhaust gas is recovered to improve the overall efficiency of the device. ing.

図９に、そのＳＯＦＣ５の一例を示し、燃料は熱交換器６で排気ガスと熱交換を行って燃料改質器４に導入され、改質してＳＯＦＣの燃料極５ｍに投入されており、一方、空気はブロワ２２で加圧され、熱交換器６で予熱されてＳＯＦＣの空気極５ｐ側に供給されている。ＳＯＦＣ５の排気は、オフガス燃焼室７で燃料残部が燃焼され、前記熱交換器６を経て排出されている。   FIG. 9 shows an example of the SOFC 5. The fuel is heat exchanged with the exhaust gas in the heat exchanger 6 and introduced into the fuel reformer 4. The fuel is reformed and introduced into the fuel electrode 5 m of the SOFC. On the other hand, the air is pressurized by the blower 22, preheated by the heat exchanger 6, and supplied to the SOFC air electrode 5p side. The exhaust of the SOFC 5 is discharged through the heat exchanger 6 with the remaining fuel burned in the off-gas combustion chamber 7.

なお、過給エンジンでは、排気ガスの保有するエンタルピを利用し排気タービンを駆動して過給を行いエンジン出力の向上を図っているが、排気タービン通過後の排気ガスは依然として高温高圧でそのエンタルピを十分に利用してはいない。さらに熱交換によってエンタルピを回収する方法もあるが、発電装置として利用する場合には発電効率の向上にはつながらない。   In supercharged engines, the enthalpy of the exhaust gas is used to drive the exhaust turbine and boost the engine to improve engine output. However, the exhaust gas after passing through the exhaust turbine is still at high temperature and high pressure. Is not fully utilized. Furthermore, there is a method of recovering enthalpy by heat exchange, but when used as a power generation device, it does not lead to improvement of power generation efficiency.

また、エンジンの運転状況によっては過給機の圧縮仕事に対して排気ガスのエネルギに余剰が生じ、エンジンの要求以上の過給空気を作ってしまう。そのためにエンジンによっては、図８に示す例のように排気タービン２ｔにウエイストゲート弁２ｗを設けてその排気ガスをバイパスし、必要以上の過給を行わぬようにしている場合もあるが、高温の排気ガスのエネルギが無駄に流出してしまう。   Further, depending on the operating condition of the engine, there is a surplus in the energy of the exhaust gas with respect to the compression work of the supercharger, and supercharged air exceeding the demand of the engine is produced. Therefore, depending on the engine, as shown in the example shown in FIG. 8, a waste gate valve 2w is provided in the exhaust turbine 2t to bypass the exhaust gas so as not to perform supercharging more than necessary. Exhaust gas energy will flow unnecessarily.

ＳＯＦＣは、約５００゜Ｃ以上の高温で動作するため、固体酸化物が十分なイオン伝導度を有する温度域に達しないうちは満足に発電することはできない。そのため十分な出力が得られるまでＳＯＦＣを長時間昇温する必要があり、始動性を向上させるためにＳＯＦＣ自体及び改質器の暖機用に燃焼器や電気ヒータなどの外部熱源を付加させなければならないことが多く、そのための燃料や電力が必要という問題もある。   Since the SOFC operates at a high temperature of about 500 ° C. or higher, it cannot generate power satisfactorily until the temperature reaches a temperature range where the solid oxide has sufficient ionic conductivity. Therefore, it is necessary to raise the temperature of the SOFC for a long time until sufficient output is obtained, and an external heat source such as a combustor or an electric heater must be added to warm up the SOFC itself and the reformer in order to improve startability. In many cases, there is a problem that fuel and electric power are necessary.

また、ＳＯＦＣの燃料改質には水蒸気を供給する必要があり、ＳＯＦＣの装置単独では水蒸気供給が非常に困難である。
さらに、ＳＯＦＣの低出力運転では、電池の高温維持のために消費される燃料の割合が高くなり、効率や発電出力の低下の問題もある。 In addition, it is necessary to supply water vapor for SOFC fuel reforming, and it is very difficult to supply water vapor with an SOFC device alone.
Furthermore, in the low output operation of SOFC, the ratio of the fuel consumed for maintaining the high temperature of the battery becomes high, and there is a problem that efficiency and power generation output are reduced.

また、ＳＯＦＣでは、投入燃料の約１５％程度が反応せずに約６００゜Ｃ以上の高温排気ガス中に含まれる形で排出されており、その未燃焼ガスは触媒燃焼などを経て供給空気や燃料の予熱に利用されることが多いが、しかし直接的には発電に貢献していない。   In SOFC, about 15% of the input fuel does not react and is discharged in the form of high-temperature exhaust gas of about 600 ° C or higher, and the unburned gas passes through catalytic combustion or the like to supply air or It is often used for fuel preheating, but it does not contribute directly to power generation.

さらに、ＳＯＦＣの運転を停止する場合には、燃料極の酸化を防止するために酸素分圧の低いガスで燃料極をパージする必要がある。したがって、酸素分圧の低いガスを生成するために燃料を部分酸化させたガスを供給する手段や、窒素ガスを供給する手段を設けるなど省エネルギ性の乏しい手段が採用されている。
なお、供給する空気や燃料を加圧供給できれば、発電出力と効率を向上することができるが、このような昇圧手段はエネルギ消費やガスリークの問題があって一般化はしていない。 Furthermore, when stopping the operation of the SOFC, it is necessary to purge the fuel electrode with a gas having a low oxygen partial pressure in order to prevent oxidation of the fuel electrode. Accordingly, in order to generate a gas having a low oxygen partial pressure, means with poor energy savings such as means for supplying a gas obtained by partially oxidizing fuel and means for supplying nitrogen gas are employed.
If the supplied air and fuel can be supplied under pressure, the power generation output and efficiency can be improved. However, such boosting means have not been generalized due to problems of energy consumption and gas leakage.

その他の従来技術としては、炭化水素系燃料ガスを燃料ガスとして使用する固体酸化物形燃料電池システムが提供されている（例えば、特許文献１参照）。
しかし、係る固体酸化物形燃料電池システムは、上述した各種問題点を解決することを目的とするものではない。
特開２００３−２８２１１８号公報 As another conventional technique, a solid oxide fuel cell system using a hydrocarbon fuel gas as a fuel gas is provided (for example, see Patent Document 1).
However, the solid oxide fuel cell system is not intended to solve the various problems described above.
JP 2003-282118 A

本発明は、上記の問題点に対処するものであり、過給内燃機関の高温排気ガスを固体酸化物型燃料電池に導入し、装置全体として最高の発電効率が得られるような構成を提案することを目的とする。
また、燃料電池の停止時あるいは低出力運転時に予熱に要していた付加的加熱装置や燃料消費を減少させることを可能とする構成及びその運転方法の提案を目的とする。 The present invention addresses the above-described problems, and proposes a configuration in which high-temperature exhaust gas of a supercharged internal combustion engine is introduced into a solid oxide fuel cell so that the maximum power generation efficiency can be obtained as a whole device. For the purpose.
It is another object of the present invention to propose an additional heating device and a configuration that can reduce fuel consumption that are required for preheating when the fuel cell is stopped or during low-power operation, and an operation method thereof.

本発明によれば、過給機を具備した内燃機関（例えば、ガスエンジン１）の排気ガスを燃料電池（例えば、固体酸化物型燃料電池５）に供給する様に構成されており、前記内燃機関（１）は、理論空気比或いはそれよりも燃料リッチな状態（過濃な状態：例えば空気比≦１）で運転する様に構成されており、内燃機関（１）の排気ガスに気体燃料（燃料ガス）を混合する燃料混合手段（３）を備え、該燃料混合手段（３）で気体燃料が混合された水蒸気を含む高温燃料ガスを理論空気比或いはそれよりも燃料リッチな状態（過濃な状態：例えば、空気比≦１）で燃料電池の燃料極（５ｍ）側に投入する様に構成されている（請求項１：図１参照）。   According to the present invention, the exhaust gas of an internal combustion engine (for example, gas engine 1) provided with a supercharger is supplied to a fuel cell (for example, solid oxide fuel cell 5). The engine (1) is configured to operate at a stoichiometric air ratio or a fuel rich state (excessive state: for example, air ratio ≦ 1), and gaseous fuel is used as the exhaust gas of the internal combustion engine (1). A fuel mixing means (3) for mixing (fuel gas), and a high temperature fuel gas containing water vapor mixed with gaseous fuel in the fuel mixing means (3) In a rich state: for example, the air ratio is ≦ 1) so that the fuel cell is charged to the fuel electrode (5 m) side (Claim 1: see FIG. 1).

また、本発明は、過給機を具備した内燃機関（例えば、ガスエンジン１Ａ）の排気ガスを燃料電池（例えば、固体酸化物型燃料電池５）に供給する様に構成されており、前記内燃機関（１Ａ）は、理論空気比或いはそれよりも希薄な状態（燃料リーンな状態：例えば空気比≧１）で運転する様に構成されており、内燃機関（１）の排気ガスに気体燃料（燃料ガス）を混合する燃料混合手段（３）を備え、該燃料混合手段（３）で気体燃料が混合された水蒸気を含む高温燃料ガスを理論空気比或いはそれよりも燃料リッチな状態（過濃な状態：例えば、空気比≦１）で燃料電池の燃料極（５ｍ）側に投入する様に構成されている（請求項２：図２参照）。   Further, the present invention is configured to supply exhaust gas of an internal combustion engine (for example, gas engine 1A) equipped with a supercharger to a fuel cell (for example, solid oxide fuel cell 5). The engine (1A) is configured to operate at a stoichiometric air ratio or a leaner state (fuel lean state: for example, air ratio ≧ 1), and the exhaust gas of the internal combustion engine (1) is gas fuel ( A fuel mixing means (3) for mixing the fuel gas), and the high temperature fuel gas containing water vapor mixed with the gaseous fuel by the fuel mixing means (3) is in a stoichiometric ratio or a fuel rich state (excessive concentration). In such a state, for example, the air ratio is set to be input to the fuel electrode (5 m) side of the fuel cell at an air ratio ≦ 1 (see claim 2: FIG. 2).

そして本発明は、過給機を具備した内燃機関（例えば、ガスエンジン１、１Ａ）の排気ガスを燃料電池（例えば固体酸化物型燃料電池５）に供給する様に構成されており、前記内燃機関（１、１Ａ）は炭化水素系の燃料を使用する内燃機関であり、該内燃機関（１、１Ａ）の排気ガスに気体燃料（燃料ガス）を混合する燃料混合手段（３）を備え、（燃料混合手段３で排気ガスに混合されるべき）気体燃料及び／又は空気を予熱する熱交換器（６）を備えている（請求項３：図１参照）。   The present invention is configured to supply exhaust gas of an internal combustion engine (for example, gas engine 1, 1A) equipped with a supercharger to a fuel cell (for example, solid oxide fuel cell 5). The engine (1, 1A) is an internal combustion engine that uses a hydrocarbon-based fuel, and includes a fuel mixing means (3) that mixes gaseous fuel (fuel gas) with the exhaust gas of the internal combustion engine (1, 1A), A heat exchanger (6) for preheating gaseous fuel and / or air (to be mixed with the exhaust gas by the fuel mixing means 3) is provided (Claim 3: see FIG. 1).

本発明において、前記燃料電池（例えば、固体酸化物型燃料電池５）の燃料極（５ｍ）側に（改質器４を介して）供給される高温燃料ガスは、内燃機関の過給機（２）における排気タービン（２ｔ）よりも下流側（固体酸化物型燃料電池５側）を流れる燃焼生成ガス（内燃機関１、１Ａの排気ガス）に燃料混合手段（３）で気体燃料を混合されたガスであるのが好ましい（請求項４：図１参照）。   In the present invention, the high-temperature fuel gas supplied (via the reformer 4) to the fuel electrode (5m) side of the fuel cell (for example, the solid oxide fuel cell 5) is a supercharger ( 2) The gaseous fuel is mixed by the fuel mixing means (3) with the combustion product gas (exhaust gas of the internal combustion engine 1, 1A) flowing downstream (solid oxide fuel cell 5 side) from the exhaust turbine (2t) in 2). It is preferable that the gas be a gas (see claim 4: FIG. 1).

また、内燃機関（１、１Ａ）の排気マニホールド（１ｍ）集合管の出口が前記燃料電池（例えば、固体酸化物型燃料電池５）の燃料極（５ｍ）側に（改質器４を介して）接続されており、前記燃料電池（例えば、固体酸化物型燃料電池５）の排気流路（７Ｅ）が内燃機関の過給機（２）における排気タービン（２ｔ）の流入口に接続されているのが好ましい（請求項５：図３）。   Further, the outlet of the exhaust manifold (1 m) collecting pipe of the internal combustion engine (1, 1A) is on the fuel electrode (5m) side of the fuel cell (for example, the solid oxide fuel cell 5) (via the reformer 4). And an exhaust passage (7E) of the fuel cell (for example, the solid oxide fuel cell 5) is connected to an inlet of the exhaust turbine (2t) in the supercharger (2) of the internal combustion engine. (Claim 5: FIG. 3).

さらに、本発明において、前記内燃機関（１、１Ａ）の過給機（２）におけるコンプレッサ（２ｃ）から抽気された加圧空気が流れる空気ライン（ライン８Ａ２、合流点Ｂ、ライン８Ａ１）が、前記燃料電池（例えば、固体酸化物型燃料電池５）の空気極（５ｐ）側に連通しているのが好ましい（請求項６：図１参照）。   Furthermore, in the present invention, an air line (line 8A2, confluence B, line 8A1) through which pressurized air extracted from the compressor (2c) in the supercharger (2) of the internal combustion engine (1, 1A) flows, It is preferable that the fuel cell (for example, solid oxide fuel cell 5) communicates with the air electrode (5p) side (Claim 6: see FIG. 1).

ここで、前記内燃機関（１、１Ａ）の過給機（２）に（過給機２の回転軸を介して）発電機（１２）が接続されているのが好ましい（請求項７：図１、２、４参照）。   Here, it is preferable that a generator (12) is connected to the supercharger (2) of the internal combustion engine (1, 1A) (via the rotating shaft of the supercharger 2). 1, 2, 4).

本発明の実施に際して、前記内燃機関（１、１Ａ）の排気管路（１Ｅ：排気マニホールド１ｍを含む）に熱交換構造（熱交換器６）を設け、該熱交換構造（熱交換器６）は、内燃機関（１、１Ａ）の排気ガスが保有する熱量が前記燃料電池（例えば、固体酸化物型燃料電池５）の空気極（５ｐ）側に供給される空気へ投入されて、該空気を予熱する様に構成されているのが好ましい（請求項８：図１〜４参照）。   In carrying out the present invention, a heat exchange structure (heat exchanger 6) is provided in an exhaust pipe line (1E: including the exhaust manifold 1m) of the internal combustion engine (1, 1A), and the heat exchange structure (heat exchanger 6). The amount of heat held by the exhaust gas of the internal combustion engine (1, 1A) is introduced into the air supplied to the air electrode (5p) side of the fuel cell (for example, the solid oxide fuel cell 5). Is preferably preheated (see claim 8: FIGS. 1 to 4).

また、前記内燃機関（１、１Ａ）の過給機（２）における排気タービン（２ｔ）の（流入口の）上流側（内燃機関１、１Ａ側）から抽気された排気ガスが流れるバイパスラインを設け、該パイパスラインは（該パイパスライン流れる排気ガスの流量の調整を行う）ウエイストゲート弁（２ｗ）を介装しており、排気タービン（２ｔ）下流側（ＳＯＦＣ５側）に連通しているのが好ましい（請求項９：図１〜３参照）。   In addition, a bypass line through which exhaust gas extracted from the upstream side (internal combustion engine 1, 1A side) of the exhaust turbine (2t) in the supercharger (2) of the internal combustion engine (1, 1A) flows. The bypass line (which adjusts the flow rate of exhaust gas flowing through the bypass line) is provided with a waste gate valve (2w) and communicates with the exhaust turbine (2t) downstream side (SOFC5 side). (Claim 9: see FIGS. 1 to 3).

或いは、過給機（２）における排気タービン（２ｔ）上流側（内燃機関１、１Ａ側）で前記内燃機関（１、１Ａ）の排気系（１Ｅ）から分岐した分岐系統（排気バイパス系統１Ｅ２）を設け、該分岐系統（排気バイパス系統１Ｅ２）は（排気バイパス系統１Ｅ２を流れる排気ガス流量の調整を行う）ウエイストゲート弁（２ｗ）を介装しており、燃料電池（例えば、固体酸化物型燃料電池５）の燃料極側（２ｍ）に連通しているのが好ましい（請求項１０：図４参照）   Alternatively, a branch system (exhaust bypass system 1E2) branched from the exhaust system (1E) of the internal combustion engine (1, 1A) on the upstream side (internal combustion engine 1, 1A side) of the exhaust turbine (2t) in the supercharger (2). And the branch system (exhaust bypass system 1E2) is provided with a waste gate valve (2w) (which adjusts the flow rate of exhaust gas flowing through the exhaust bypass system 1E2), and a fuel cell (for example, a solid oxide type) The fuel cell 5) preferably communicates with the fuel electrode side (2m) (Claim 10: see FIG. 4).

さらに、燃料供給量制御手段（１０）を有し、該燃料供給量制御手段（１０）は、前記燃料混合手段（３）に供給する燃料流量を少なくとも理論混合比よりも燃料リッチ（濃厚）な状態とせしめ、且つ、燃料電池（例えば、固体酸化物型燃料電池５）の出力が所望の数値となる流量に調整制御する様に構成されているのが好ましい（請求項１１）。   Further, the fuel supply amount control means (10) has a fuel flow rate to be supplied to the fuel mixing means (3) so that the fuel flow is richer (richer) than at least the theoretical mixing ratio. It is preferable to adjust the flow rate so that the output of the fuel cell (for example, the solid oxide fuel cell 5) becomes a desired numerical value.

本発明による燃料電池（例えば、固体酸化物型燃料電池５）のホットスタンバイ方法は、請求項１〜９いずれかの発電及び動力装置において、燃料電池（５）の運転休止を検知し、内燃機関（１）へはその出力に必要な燃料量のみを供給し、燃料電池（５）へは過給機コンプレッサ（２ｃ）から抽気された空気を高温排気ガスと熱交換して投入することを特徴としている（請求項１２：図６参照）。   A hot standby method of a fuel cell (for example, a solid oxide fuel cell 5) according to the present invention is the power generation and power plant according to any one of claims 1 to 9, wherein the operation stop of the fuel cell (5) is detected, and the internal combustion engine Only the amount of fuel necessary for the output is supplied to (1), and the air extracted from the supercharger compressor (2c) is supplied to the fuel cell (5) by exchanging heat with the high-temperature exhaust gas. (Claim 12: see FIG. 6).

本発明による発電及び動力装置の運転方法は、請求項１〜９いずれかの発電及び動力装置において、過給機を備えた内燃機関（例えば、ガスエンジン１）の発電出力と燃料電池（例えば、固体酸化物型燃料電池５）の発電出力と過給機軸に接続された発電機（１２）の発電出力の各々を検知する工程と、その検知結果に応じて内燃機関（１）と固体酸化物型燃料電池（５）のそれぞれの供給燃料流量を調整制御する工程と、内燃機関（１）、固体酸化物型燃料電池（５）及び過給機軸に接続の発電機（１２）の合計出力とそれらへの燃料供給量の合計とから発電装置全体の発電効率を算出する工程と、その算出結果に基づいて装置全体の発電効率が最大となるように供給燃料流量を調整制御する工程、とを含むことを特徴としている（請求項１３：図７参照）。   The power generation and power plant operating method according to the present invention is the power generation and power plant according to any one of claims 1 to 9, wherein the power generation output of an internal combustion engine (for example, gas engine 1) provided with a supercharger and a fuel cell (for example, A step of detecting each of the power generation output of the solid oxide fuel cell 5) and the power generation output of the generator (12) connected to the turbocharger shaft, and the internal combustion engine (1) and the solid oxide according to the detection result A step of adjusting and controlling the flow rate of each supplied fuel of the fuel cell (5), and the total output of the internal combustion engine (1), the solid oxide fuel cell (5) and the generator (12) connected to the turbocharger shaft, A step of calculating the power generation efficiency of the entire power generation device from the total amount of fuel supply to them, and a step of adjusting and controlling the flow rate of the supplied fuel so that the power generation efficiency of the entire device is maximized based on the calculation result (Claims) 3: see Figure 7).

本発明によれば、以下に記載する様な優れた作用効果を奏する。
１． エンジンから排出される高温の排気ガスの有するエンタルピがＳＯＦＣで利用され、さらに、ＳＯＦＣからの高温排気ガスのエンタルピも過給機、あるいは過給機軸接続発電機で有効に利用されるので装置全体としての出力、効率が向上する。
２． ＳＯＦＣの低出力運転時や運転停止時において、エンジン排気ガスによってＳＯＦＣの高温維持が可能であり、従来、高温維持や予熱のために要した加熱装置の付加やその燃料消費を減少させることが可能。
３． ストイキエンジンの場合には、排気ガスが高温であり、かつ多量の水蒸気を含んでいるので通常困難な水蒸気の自前調達が可能であり、燃料改質手段を容易に構成できる。
４． 過給機コンプレッサ通過後の加圧空気、及びエンジン排気ガスに燃料を混合した高温ガスの双方を過給機での加圧によってＳＯＦＣに供給するので、従来技術のようにブロワによる空気加圧や、燃料ガス昇圧器を用いる必要がなく補機動力が削減できる。
５． エンジン、ＳＯＦＣ、及び過給機軸接続発電機それぞれの出力を検知し、それらを一元管理して制御する一方、それらの情報に基づいてエンジン及びＳＯＦＣそれぞれの燃料供給量や排気ガスの利用割合、抽気空気量を単独に制御可能にすることで、エンジン及びＳＯＦＣをそれぞれ最適の運転状態に制御し、装置全体として最高の発電効率に制御することができる。
６． エンジン出力を主、ＳＯＦＣを従とした構成での運用、あるいはその逆の位置付けとした運用のいずれで可能である。したがって、例えば、エンジンを常時運転して高温排気ガスでＳＯＦＣをホットスタンバイさせ、昼間のデマンドピーク時には必要出力に対応した燃料をＳＯＦＣに投入することで付加出力を得てピーク時にも効率の高い発電出力を得るような運用も可能である。 According to the present invention, there are excellent effects as described below.
1. The enthalpy of the high-temperature exhaust gas discharged from the engine is used in the SOFC, and the high-temperature exhaust gas enthalpy from the SOFC is also effectively used in the turbocharger or the turbocharger shaft-connected generator. Output and efficiency.
2. The SOFC can be maintained at a high temperature by the engine exhaust gas during low-power operation or shutdown of the SOFC, and it is possible to reduce the fuel consumption and the addition of a heating device that was required for maintaining the high temperature and preheating. .
3. In the case of a stoichiometric engine, the exhaust gas is high temperature and contains a large amount of water vapor, so that it is possible to procure water vapor which is usually difficult, and the fuel reforming means can be easily configured.
4). Since both the pressurized air after passing through the turbocharger compressor and the high-temperature gas mixed with fuel in the engine exhaust gas are supplied to the SOFC by pressurization with the turbocharger, In addition, it is not necessary to use a fuel gas booster, and auxiliary power can be reduced.
5). While detecting the output of each of the engine, SOFC, and turbocharger shaft-connected generator, and centrally managing them, the fuel supply amount of each engine and SOFC, the exhaust gas utilization ratio, and the extraction By making the air amount controllable independently, the engine and the SOFC can be controlled to the optimum operating state, respectively, and the maximum power generation efficiency can be controlled as the entire apparatus.
6). The engine output can be operated in the main and SOFC subordinate configurations, or vice versa. Therefore, for example, the engine is always operated and the SOFC is hot-standby with high-temperature exhaust gas, and fuel corresponding to the required output is supplied to the SOFC at daytime demand peak to obtain additional output and high efficiency power generation at peak time Operation that obtains output is also possible.

以下、添付図面を参照して本発明の実施形態を説明する。なお、前記図８及び図９に示した過給ガスエンジン１（１Ａ）及びＳＯＦＣ５による動力及び発電装置と同等の部品には同じ符号を付し、重複説明は省略する。   Embodiments of the present invention will be described below with reference to the accompanying drawings. In addition, the same code | symbol is attached | subjected to the components equivalent to the motive power and power generator by the supercharging gas engine 1 (1A) and SOFC5 which were shown to the said FIG.8 and FIG.9, and duplication description is abbreviate | omitted.

図１には、第１実施形態を構成する過給エンジン及びＳＯＦＣスタックとそれらの付属機器、及び燃料ガス、排気ガス等の流路が示されている。
図において、符号１は、炭化水素系（気体）燃料を使用する過給エンジンで、ストイキタイプのガスエンジンである。過給機２のコンプレッサ２ｃで過給された吸気はアフタクーラ１３で冷却され、第１の燃料流量調整弁１５からの燃料と空気とが空気比λが理論空気比となる様に混合され、ガスガスエンジン１に供給されている。 FIG. 1 shows a supercharged engine and a SOFC stack and their associated devices constituting the first embodiment, and flow paths for fuel gas, exhaust gas, and the like.
In the figure, reference numeral 1 denotes a supercharged engine using a hydrocarbon (gas) fuel, which is a stoichiometric gas engine. The intake air supercharged by the compressor 2c of the supercharger 2 is cooled by the aftercooler 13, and the fuel and air from the first fuel flow rate adjusting valve 15 are mixed so that the air ratio λ becomes the stoichiometric air ratio. It is supplied to the engine 1.

ガスエンジン１からの排気ガス（温度５００〜７００℃：水蒸気を包含）は排気系１Ｅを流れ、過給機２の排気タービン２ｔから熱交換器６を経て燃料混合手段３にて第２の燃料流量調整弁１６で調量された燃料が混合され、燃料改質器４に送られている。ここで、符号２ｗは、ウエイストゲート弁である。
熱交換器６では、混合手段３に送られる燃料及び後記の燃料電池空気極５ｐに供給される空気（後述するライン８Ａ１を流れる空気）とが、熱交換を行って、排気系１Ｅを流れる高温の排気ガスにより加熱される。
燃料改質器４で改質された燃料はＳＯＦＣスタックの燃料極５ｍ側に投入される。 Exhaust gas from the gas engine 1 (temperature 500 to 700 ° C .: including steam) flows through the exhaust system 1E, and the second fuel is mixed in the fuel mixing means 3 from the exhaust turbine 2t of the supercharger 2 through the heat exchanger 6. The fuel metered by the flow rate adjusting valve 16 is mixed and sent to the fuel reformer 4. Here, reference numeral 2w denotes a waste gate valve.
In the heat exchanger 6, the fuel sent to the mixing means 3 and the air supplied to the fuel cell air electrode 5p described later (air flowing through a line 8A1 described later) perform heat exchange and the high temperature flowing through the exhaust system 1E. The exhaust gas is heated.
The fuel reformed by the fuel reformer 4 is fed to the fuel electrode 5m side of the SOFC stack.

空気極５ｐ側には、ガスタービン８で圧縮された空気が供給される。より詳細には、ガスタービン８で圧縮された空気は空気ライン８Ａを流れ、該空気ライン８Ａは、合流点Ｇにて、過給機２のコンプレッサ２ｃからの空気ライン８Ａ２と合流して空気ライン８Ａ１となり、ＳＯＦＣスタックの空気極５ｐ側に連通する。
ここで空気ライン８Ａ２を流れる空気は、外部から供給された空気を圧縮する過給機コンプレッサ２ｃから抽気されて、空気ライン８Ａ２に介装された抽気弁１７で流量調整された後に、ライン８Ａを流れる空気と合流して、ＳＯＦＣ５の空気極５ｐに供給される。 Air compressed by the gas turbine 8 is supplied to the air electrode 5p side. More specifically, the air compressed by the gas turbine 8 flows through the air line 8A, and the air line 8A merges with the air line 8A2 from the compressor 2c of the supercharger 2 at the merge point G. 8A1 is communicated to the air electrode 5p side of the SOFC stack.
Here, the air flowing through the air line 8A2 is extracted from the supercharger compressor 2c that compresses the air supplied from the outside, and after the flow rate is adjusted by the extraction valve 17 interposed in the air line 8A2, the line 8A is It merges with the flowing air and is supplied to the air electrode 5p of the SOFC 5.

後述する様に、ガスタービン８はＳＯＦＣの排気で駆動されている。そして上述した様に、分岐した空気ライン８Ａ１を流れる空気は、熱交換器６で加熱されてＳＯＦＣスタック５へ供給される。
ＳＯＦＣスタック５からの排気はオフガス燃焼室７に導入されて未燃焼分は酸化燃焼され、さらにガスタービン８で膨張されてエンタルピが回収され排気される。このガスタービン８で回収されたエンタルピは、前記排気タービンの抽気に付加される空気の予圧に利用されている。 As will be described later, the gas turbine 8 is driven by SOFC exhaust. As described above, the air flowing through the branched air line 8A1 is heated by the heat exchanger 6 and supplied to the SOFC stack 5.
The exhaust from the SOFC stack 5 is introduced into the off-gas combustion chamber 7 and the unburned portion is oxidized and combusted, and further expanded by the gas turbine 8 to collect enthalpy and exhaust it. The enthalpy recovered by the gas turbine 8 is used for preloading air added to the bleed air of the exhaust turbine.

図１の装置におけるガスエンジン１の出力は、発電機（図１では図示せず）の発電に利用されている。そして、ＳＯＦＣ５の発電出力は、インバータ１１を介して出力される。また、過給機２の回転軸には発電機１２が接続されており、排気タービン２ｔの出力の一部が発電機１２を駆動する機械的出力として回収されており、当該発電機１２の発電出力が利用可能である   The output of the gas engine 1 in the apparatus of FIG. 1 is used for power generation by a generator (not shown in FIG. 1). The power generation output of the SOFC 5 is output via the inverter 11. Further, a generator 12 is connected to the rotating shaft of the supercharger 2, and a part of the output of the exhaust turbine 2 t is recovered as a mechanical output for driving the generator 12. Output is available

以上のガスエンジン１、ＳＯＦＣ５、及び発電機１２の各出力手段や、各流量調整弁１５、１６、１７は、制御装置１０と信号伝達ラインで接続されており、制御装置１０は、所定の空気比となるように第１、第２の燃料流量調整弁１５、１６を制御する。そして制御手段１０は、これらのガスエンジン１の出力、ＳＯＦＣ５の発電出力、発電機１２の発電出力を検知し、ＳＯＦＣ５が所望の出力となり、かつ装置全体として最高の効率が得られるようにそれぞれを制御している。   The above-described output means of the gas engine 1, SOFC 5, and generator 12, and the flow rate adjusting valves 15, 16, and 17 are connected to the control device 10 through signal transmission lines. The first and second fuel flow rate adjusting valves 15 and 16 are controlled so as to obtain a ratio. The control means 10 detects the output of the gas engine 1, the power generation output of the SOFC 5, and the power generation output of the generator 12 so that the SOFC 5 becomes a desired output and the maximum efficiency can be obtained as a whole device. I have control.

次に図２に示す第２実施形態は、過給機を有するガスエンジンを希薄燃焼エンジン（１Ａ）とした実施形態である。以下、図２を参照として、図１の実施形態と相違する構成を主に説明する。
ガスエンジン１Ａは希薄燃焼（リーンバーン）タイプなので、ガスエンジン１Ａの吸気系統では、空気比が大きくなる様に、第１の燃料流量調整弁１５で燃料制御が行われている。 Next, 2nd Embodiment shown in FIG. 2 is embodiment which made the gas engine which has a supercharger the lean combustion engine (1A). Hereinafter, with reference to FIG. 2, a configuration different from the embodiment of FIG. 1 will be mainly described.
Since the gas engine 1A is a lean burn type, in the intake system of the gas engine 1A, fuel control is performed by the first fuel flow rate adjustment valve 15 so that the air ratio becomes large.

エンジン排気系統１Ｅを流れる排気ガス温度は、図１のストイキエンジンの場合よりも低温（４００℃〜５００℃）であり、排気系１Ｅにおいて、燃料混合手段３の後流側（ＳＯＦＣ５側）に熱交換器６Ａが介装されている。熱交換器６Ａでは、空気ライン８Ａ１を流れてＳＯＦＣの空気極５ｐ側へ導入される空気が、排気系１Ｅを流れる排気ガス（４００℃〜５００℃）を保有する熱量により加熱され、燃料改質器４に導入される。
図２の実施形態におけるその他の構成は、図１で示す実施形態と同様である。 The exhaust gas temperature flowing through the engine exhaust system 1E is lower (400 ° C. to 500 ° C.) than that of the stoichiometric engine of FIG. 1, and heat is generated on the downstream side (SOFC 5 side) of the fuel mixing means 3 in the exhaust system 1E. An exchanger 6A is interposed. In the heat exchanger 6A, the air that flows through the air line 8A1 and is introduced to the SOFC air electrode 5p side is heated by the amount of heat that holds the exhaust gas (400 ° C. to 500 ° C.) that flows through the exhaust system 1E. Introduced into the vessel 4.
Other configurations in the embodiment of FIG. 2 are the same as those of the embodiment shown in FIG.

図３に示す第３実施形態は、過給機を備え且つ希薄燃焼タイプのガスエンジン１Ａの排気マニホールド１ｍと過給機の排気タービン２ｔとの間にＳＯＦＣ５を介装して構成されたものである。   The third embodiment shown in FIG. 3 includes a supercharger, and is configured with an SOFC 5 interposed between an exhaust manifold 1m of a lean combustion type gas engine 1A and an exhaust turbine 2t of the supercharger. is there.

希薄燃焼ガスエンジン１Ａの排気マニホールド１ｍを流下した排気ガスは、燃料混合手段３において（第２の燃料流量調整弁１６を介装した）燃料ラインＬｆを流れる燃料が混合され、燃料ガスが混合された後に、熱交換器６を介して燃料改質器４に送られる。
燃料ガスが混合された排気ガスは、燃料改質器４において水素リッチガスに改質されて、ＳＯＦＣの燃料極５ｍ側に供給される。
ＳＯＦＣ５の排気はオフガス燃焼室７を経由して、オフガス燃焼室７の排気流路７Ｅを流れて排気タービン２ｔに送られ、排気タービン２ｔを回転する。 The exhaust gas flowing down the exhaust manifold 1m of the lean combustion gas engine 1A is mixed with the fuel flowing through the fuel line Lf (with the second fuel flow rate adjustment valve 16) in the fuel mixing means 3, and the fuel gas is mixed. After that, it is sent to the fuel reformer 4 through the heat exchanger 6.
The exhaust gas mixed with the fuel gas is reformed into a hydrogen rich gas in the fuel reformer 4 and supplied to the fuel electrode 5m side of the SOFC.
Exhaust gas from the SOFC 5 passes through the off-gas combustion chamber 7 and flows through the exhaust flow path 7E of the off-gas combustion chamber 7 and is sent to the exhaust turbine 2t to rotate the exhaust turbine 2t.

図３の実施形態の場合は、ガスタービンのエンタルピ回収機能は、過給機の排気タービン２ｔで行われる。
図３の実施形態におけるその他の構成は、図１、図２の実施形態と同様である。 In the embodiment of FIG. 3, the enthalpy recovery function of the gas turbine is performed by the exhaust turbine 2t of the supercharger.
Other configurations in the embodiment of FIG. 3 are the same as those of the embodiment of FIGS.

図４に示す第４実施形態は、排気タービン２ｔをバイパスしてウエイストゲート弁２ｗを流過する排気ガスを、ＳＯＦＣ５に供給する構成を有している。   The fourth embodiment shown in FIG. 4 has a configuration in which exhaust gas that bypasses the exhaust turbine 2t and flows through the waste gate valve 2w is supplied to the SOFC 5.

図４において、ガスエンジン１Ａの排気系１Ｅから分岐して、過給機排気タービン２ｔをバイパスする排気バイパス系統１Ｅ２にはウエイストゲート弁２ｗが介装されている。該排気バイパス系統１Ｅを流れる排気ガスには、燃料混合手段３において、燃料ラインＬｆを流れる燃料ガスが混合される。
燃料ガスが混合された排気ガスは、熱交換器６を介して燃料改質器４に送られ、ＳＯＦＣの燃料極５ｍ側に投入される。 In FIG. 4, a wastegate valve 2w is interposed in an exhaust bypass system 1E2 that branches from the exhaust system 1E of the gas engine 1A and bypasses the supercharger exhaust turbine 2t. The fuel gas flowing through the fuel line Lf is mixed in the fuel mixing means 3 with the exhaust gas flowing through the exhaust bypass system 1E.
The exhaust gas mixed with the fuel gas is sent to the fuel reformer 4 through the heat exchanger 6 and is input to the fuel electrode 5m side of the SOFC.

ＳＯＦＣ５の排気は、オフガス燃焼室７を経てガスタービン８でエンタルピが回収されて排出されている。また、ガスタービン８で圧縮され且つタービン８に連通する空気ライン８Ａを流れる空気は、熱交換器６Ａで加熱されてＳＯＦＣの空気極５ｐ側に供給されている。
なお、図４の構成では、過給機コンプレッサ２ｃからＳＯＦＣ５への抽気は行われていない。したがって、既存のエンジンに後付けできるというメリットを有している。
図４の実施形態におけるその他の構成及び作用効果は、図１〜図３の実施形態と同様である。 Exhaust gas from the SOFC 5 passes through the off-gas combustion chamber 7 and is collected and discharged by the gas turbine 8. The air that is compressed by the gas turbine 8 and flows through the air line 8A that communicates with the turbine 8 is heated by the heat exchanger 6A and supplied to the SOFC air electrode 5p side.
In the configuration of FIG. 4, extraction from the supercharger compressor 2c to the SOFC 5 is not performed. Therefore, it has the merit that it can be retrofitted to an existing engine.
Other configurations and effects in the embodiment of FIG. 4 are the same as those of the embodiment of FIGS.

以下、制御装置１０による制御の態様について図５〜図７を参照して説明する。
制御装置１０には、前記のようにガスエンジン１、ＳＯＦＣ５、及び過給機接続発電機１２の各出力手段から出力の情報が入力され、各流量調整弁１５〜１７に制御信号が出力されている。その制御手段１０は、燃料供給量制御手段１０ａ、ホットスタンバイ制御手段１０ｂ、及び運転制御手段１０ｃを含んでいる。 Hereinafter, modes of control by the control device 10 will be described with reference to FIGS.
As described above, output information is input to the control device 10 from the output means of the gas engine 1, the SOFC 5, and the turbocharger-connected generator 12, and control signals are output to the flow rate adjusting valves 15-17. Yes. The control means 10 includes a fuel supply amount control means 10a, a hot standby control means 10b, and an operation control means 10c.

燃料供給量制御手段１０ａでは、第１の燃料流量調整弁１５からガスエンジン１（１Ａ）の出力に応じかつ所定の空気比（λ）となるように燃料流量を制御する。
また、燃料供給量制御手段１０ａは、ＳＯＦＣ５の燃料極に連通するライン（或いは当該ラインに介装された燃料改質器４）に供給される排気ガスの燃料濃度が理論空燃比よりも過濃となる様に、或いは、ＳＯＦＣ５が所定の発電出力となる様に、第２の燃料流量調整弁１６の開度を制御している。
さらに、燃料供給量制御手段１０ａは、抽気弁１７を制御して、ＳＯＦＣ５に所定の空気量が供給されるようにせしめている。 The fuel supply amount control means 10a controls the fuel flow rate according to the output of the gas engine 1 (1A) from the first fuel flow rate adjustment valve 15 and at a predetermined air ratio (λ).
Further, the fuel supply amount control means 10a is configured such that the fuel concentration of the exhaust gas supplied to the line communicating with the fuel electrode of the SOFC 5 (or the fuel reformer 4 interposed in the line) is higher than the stoichiometric air-fuel ratio. Or, the opening degree of the second fuel flow rate adjustment valve 16 is controlled so that the SOFC 5 has a predetermined power generation output.
Furthermore, the fuel supply amount control means 10a controls the extraction valve 17 so that a predetermined air amount is supplied to the SOFC 5.

次に、制御装置１０よるＳＯＦＣのホットスタンバイ方法の制御について図６のフローを参照して説明する。
先ずＳＯＦＣ５の運転休止状態を検知すると（ステップＳ１１：ＳＯＦＣ運転状態検知工程）、エンジン出力に応じた燃料量を供給するよう第１の燃料流量調整弁１５を制御し（ステップＳ１２：燃料流量調整弁制御工程）、ＳＯＦＣ５の温度維持に必要な空気量を供給するよう抽気弁１７を制御し、熱交換器６で加熱された抽出空気をＳＯＦＣ５に供給する（ステップＳ１３：抽気弁制御工程）。 Next, the control of the SOFC hot standby method by the control device 10 will be described with reference to the flow of FIG.
First, when the operation stop state of the SOFC 5 is detected (step S11: SOFC operation state detection step), the first fuel flow rate adjustment valve 15 is controlled so as to supply the fuel amount corresponding to the engine output (step S12: fuel flow rate adjustment valve). Control step), the extraction valve 17 is controlled so as to supply the amount of air necessary for maintaining the temperature of the SOFC 5, and the extraction air heated by the heat exchanger 6 is supplied to the SOFC 5 (step S13: extraction valve control step).

次に、制御装置１０による運転制御方法を図７のフローを参照して説明する。
まず、ガスエンジン１、ＳＯＦＣ５、及び過給機接続発電機１２の各出力手段の出力を検出し（ステップＳ２１：出力検出工程）、ガスエンジン１及びＳＯＦＣ５が所定出力となるよう燃料流量を第１、第２の燃料流量調整弁１５、１６で制御する（ステップＳ２２：燃料流量調整工程）。そして、各出力手段１、５、１２の合計出力とそれらへの燃料供給量とから全体の発電効率を算出し（ステップＳ２３：効率算定工程）、その算出結果に基づき装置全体の発電効率が最大となるように各流量調整弁１５〜１７、及び熱交換量を制御する（ステップＳ２４：効率最適化工程）。 Next, an operation control method by the control device 10 will be described with reference to the flow of FIG.
First, the outputs of the output means of the gas engine 1, the SOFC 5, and the supercharger-connected generator 12 are detected (step S21: output detection step), and the fuel flow rate is set to the first so that the gas engine 1 and the SOFC 5 have a predetermined output. The second fuel flow rate adjusting valves 15 and 16 are used for control (step S22: fuel flow rate adjusting step). Then, the overall power generation efficiency is calculated from the total output of each output means 1, 5, 12 and the amount of fuel supplied to them (step S23: efficiency calculation step), and the power generation efficiency of the entire apparatus is maximized based on the calculation result. The flow rate adjusting valves 15 to 17 and the heat exchange amount are controlled so as to become (step S24: efficiency optimization step).

図示の実施形態はあくまでも例示であり、本発明の技術的範囲を限定する趣旨の記述ではない。
例えば、図示の実施形態では、過給機を備えたガスエンジンと、固体酸化物型燃料電池との組み合わせに係る発電装置について記述したが、その他の内燃機関と、その他のタイプの燃料電池とを組み合わせても良い。
また、本発明は発電装置に限らず、各種動力源についても、同様に適用可能である。 The illustrated embodiment is merely an example, and is not intended to limit the technical scope of the present invention.
For example, in the illustrated embodiment, a power generation device according to a combination of a gas engine equipped with a supercharger and a solid oxide fuel cell has been described. However, other internal combustion engines and other types of fuel cells are used. You may combine.
Further, the present invention is not limited to the power generation device, and can be similarly applied to various power sources.

本発明による第１実施形態の構成を示すブロック図。The block diagram which shows the structure of 1st Embodiment by this invention. 本発明による第２実施形態の構成を示すブロック図。The block diagram which shows the structure of 2nd Embodiment by this invention. 本発明による第３実施形態の構成を示すブロック図。The block diagram which shows the structure of 3rd Embodiment by this invention. 本発明による第４実施形態の構成を示すブロック図。The block diagram which shows the structure of 4th Embodiment by this invention. 本発明の制御手段の構成を示すブロック図。The block diagram which shows the structure of the control means of this invention. 本発明の燃料電池のホットスタンバイ方法を示すフロー図。The flowchart which shows the hot standby method of the fuel cell of this invention. 本発明の運転制御方法を示すフロー図。The flowchart which shows the operation control method of this invention. 従来の過給内燃機関による発電（または動力源）装置の構成を示すブロック図。The block diagram which shows the structure of the electric power generation (or motive power source) apparatus by the conventional supercharged internal combustion engine. 従来の固体酸化物型燃料電池の構成を示すブロック図。The block diagram which shows the structure of the conventional solid oxide fuel cell.

符号の説明Explanation of symbols

１・・・ストイキエンジン
１Ａ・・・希薄燃焼エンジン
２・・・過給機
２ｃ・・・過給機コンプレッサ
２ｔ・・・排気タービン
２ｗ・・・ウエイストゲート弁
３・・・燃料混合手段
４・・・燃料改質器
５・・・ＳＯＦＣスタック
５ｐ・・・空気極
５ｍ・・・燃料極
６、６Ａ・・・熱交換器
７・・・オフガス燃焼室
８・・・ガスタービン
１０・・・制御装置
１１・・・インバータ
１２・・・発電機
１５・・・第１の燃料流量調整弁
１６・・・第２の燃料流量調整弁
１７・・・抽気弁 1 ... stoichiometric engine 1A ... lean combustion engine 2 ... supercharger 2c ... supercharger compressor 2t ... exhaust turbine 2w ... wastegate valve 3 ... fuel mixing means 4 .... Fuel reformer 5 ... SOFC stack 5p ... Air electrode 5m ... Fuel electrode 6, 6A ... Heat exchanger 7 ... Off-gas combustion chamber 8 ... Gas turbine 10 ... Control device 11 ... Inverter 12 ... Generator 15 ... First fuel flow rate adjustment valve 16 ... Second fuel flow rate adjustment valve 17 ... Extraction valve

Claims (13)

過給機を具備した内燃機関の排気ガスを燃料電池に供給する様に構成されており、前記内燃機関は、理論空気比或いはそれよりも燃料リッチな状態で運転する様に構成されており、内燃機関の排気ガスに気体燃料を混合する燃料混合手段を備え、該燃料混合手段で気体燃料が混合された水蒸気を含む高温燃料ガスを理論空気比或いはそれよりも燃料リッチな状態で燃料電池の燃料極側に投入する様に構成されていることを特徴とする発電及び動力装置。   The exhaust gas of the internal combustion engine equipped with a supercharger is configured to be supplied to the fuel cell, and the internal combustion engine is configured to operate at a stoichiometric air ratio or a fuel rich state than that, A fuel mixing means for mixing gaseous fuel with the exhaust gas of the internal combustion engine is provided, and the high-temperature fuel gas containing water vapor mixed with the gaseous fuel by the fuel mixing means is converted to a theoretical air ratio or a fuel rich state in a fuel rich state. A power generation and power unit configured to be charged to the fuel electrode side. 過給機を具備した内燃機関の排気ガスを燃料電池に供給する様に構成されており、前記内燃機関は、理論空気比或いはそれよりも希薄な状態で運転する様に構成されており、内燃機関の排気ガスに気体燃料を混合する燃料混合手段を備え、該燃料混合手段で気体燃料が混合された水蒸気を含む高温燃料ガスを理論空気比或いはそれよりも燃料リッチな状態で燃料電池の燃料極側に投入する様に構成されていることを特徴とする発電及び動力装置。   An exhaust gas of an internal combustion engine equipped with a supercharger is configured to be supplied to a fuel cell, and the internal combustion engine is configured to operate at a stoichiometric air ratio or a leaner state than the internal combustion engine. A fuel mixing means for mixing gaseous fuel with the exhaust gas of the engine, and a high-temperature fuel gas containing water vapor mixed with the gaseous fuel by the fuel mixing means in a fuel rich state with a stoichiometric ratio or a fuel rich state. A power generation and power unit characterized in that it is configured to be charged to the pole side. 過給機を具備した内燃機関の排気ガスを燃料電池に供給する様に構成されており、前記内燃機関は炭化水素系の燃料を使用する内燃機関であり、該内燃機関の排気ガスに気体燃料を混合する燃料混合手段を備え、気体燃料及び／又は空気を予熱する熱交換器を備えていることを特徴とする発電及び動力装置。   An exhaust gas of an internal combustion engine provided with a supercharger is supplied to a fuel cell, and the internal combustion engine is an internal combustion engine that uses a hydrocarbon-based fuel, and gaseous fuel is used as the exhaust gas of the internal combustion engine. A power generator and a power unit comprising a fuel mixing means for mixing the fuel and a heat exchanger for preheating gaseous fuel and / or air. 前記燃料電池の燃料極側に供給される高温燃料ガスは、内燃機関の過給機における排気タービンよりも下流側を流れる燃焼生成ガスに燃料混合手段で気体燃料を混合されたガスである請求項１〜３の何れか１項の発電及び動力装置。   The high-temperature fuel gas supplied to the fuel electrode side of the fuel cell is a gas in which gaseous fuel is mixed with a combustion product gas flowing downstream from an exhaust turbine in a supercharger of an internal combustion engine by a fuel mixing unit. The power generation and power device according to any one of 1 to 3. 前記内燃機関の排気マニホールド集合管の出口が前記燃料電池の燃料極側に接続されており、前記燃料電池の排気流路が内燃機関の過給機における排気タービンの流入口に接続されている請求項１〜３の何れか１項の発電及び動力装置。   An outlet of an exhaust manifold collecting pipe of the internal combustion engine is connected to a fuel electrode side of the fuel cell, and an exhaust passage of the fuel cell is connected to an inlet of an exhaust turbine in a supercharger of the internal combustion engine. The power generation and power device according to any one of Items 1 to 3. 前記内燃機関の過給機におけるコンプレッサから抽気された加圧空気が流れる空気ラインが、前記燃料電池の空気極側に連通している請求項１〜５の何れか１項の発電及び動力装置。   The power generation and power unit according to any one of claims 1 to 5, wherein an air line through which pressurized air extracted from a compressor in the supercharger of the internal combustion engine flows communicates with an air electrode side of the fuel cell. 前記内燃機関の過給機に発電機が接続されている請求項１〜６の何れか１項の発電及び動力装置。   The power generation and power unit according to any one of claims 1 to 6, wherein a generator is connected to the supercharger of the internal combustion engine. 前記内燃機関の排気管路に熱交換構造を設け、該熱交換構造は、内燃機関の排気ガスが保有する熱量が前記燃料電池の空気極側に供給される空気へ投入されて、該空気を予熱する様に構成されている請求項１〜７の何れか１項の発電及び動力装置。   A heat exchange structure is provided in the exhaust pipe of the internal combustion engine, and the heat exchange structure is configured such that the amount of heat held by the exhaust gas of the internal combustion engine is input to the air supplied to the air electrode side of the fuel cell, The power generation and power unit according to any one of claims 1 to 7, wherein the power generation and power unit is configured to be preheated. 前記内燃機関の過給機における排気タービンの上流側から抽気された排気ガスが流れるバイパスラインを設け、該パイパスラインはウエイストゲート弁を介装しており、排気タービン下流側に連通している請求項１〜８の何れか１項の発電及び動力装置。   A bypass line through which exhaust gas extracted from an upstream side of an exhaust turbine in the supercharger of the internal combustion engine flows is provided, the bypass line is provided with a waste gate valve, and communicates with the exhaust turbine downstream side. The power generation and power device according to any one of Items 1 to 8. 過給機における排気タービン上流側で前記内燃機関の排気系から分岐した分岐系統を設け、該分岐系統はウエイストゲート弁を介装しており、燃料電池の燃料極側に連通している請求項１〜８の何れか１項の発電及び動力装置。   A branch system branched from the exhaust system of the internal combustion engine is provided upstream of the exhaust turbine in the supercharger, the branch system is provided with a waste gate valve, and communicates with the fuel electrode side of the fuel cell. The power generation and power device according to any one of 1 to 8. 燃料供給量制御手段を有し、該燃料供給量制御手段は、前記燃料混合手段に供給する燃料流量を少なくとも理論混合比よりも燃料リッチな状態とせしめ、且つ、燃料電池の出力が所望の数値となる流量に調整制御する様に構成されている請求項１〜１０の何れか１項の発電及び動力装置。   A fuel supply amount control means for causing the fuel flow rate supplied to the fuel mixing means to be at least fuel richer than the theoretical mixing ratio, and for the output of the fuel cell to be a desired numerical value; The power generation and power device according to any one of claims 1 to 10, wherein the power generation and power device are configured to be adjusted and controlled to a flow rate of 請求項１〜９の何れか１項の燃料電池のホットスタンバイ方法において、燃料電池の運転休止を検知し、内燃機関へはその出力に必要な燃料量のみを供給し、燃料電池へは過給機コンプレッサから抽気された空気を高温排気ガスと熱交換して投入することを特徴としている燃料電池のホットスタンバイ方法。   10. The fuel cell hot standby method according to any one of claims 1 to 9, wherein the operation of the fuel cell is detected, only the amount of fuel necessary for the output is supplied to the internal combustion engine, and the fuel cell is supercharged. A hot standby method for a fuel cell, characterized in that the air extracted from the compressor is exchanged with the high-temperature exhaust gas for heat exchange. 過給機を備えた内燃機関の発電出力と燃料電池の発電出力と過給機軸に接続された発電機の発電出力の各々を検知する工程と、その検知結果に応じて内燃機関と固体酸化物型燃料電池のそれぞれの供給燃料流量を調整制御する工程と、内燃機関、固体酸化物型燃料電池及び過給機軸に接続の発電機の合計出力とそれらへの燃料供給量の合計とから発電装置全体の発電効率を算出する工程と、その算出結果に基づいて装置全体の発電効率が最大となるように供給燃料流量を調整制御する工程、とを含むことを特徴とする発電及び動力装置の運転制御方法。   A step of detecting each of a power generation output of an internal combustion engine equipped with a supercharger, a power generation output of a fuel cell, and a power generation output of a generator connected to a turbocharger shaft, and the internal combustion engine and the solid oxide according to the detection result Power generation apparatus from the step of adjusting and controlling the flow rate of each supplied fuel cell, and the total output of the internal combustion engine, the solid oxide fuel cell and the generator connected to the turbocharger shaft, and the total amount of fuel supplied to them A power generation and power plant operation comprising: a step of calculating overall power generation efficiency; and a step of adjusting and controlling the flow rate of supplied fuel so that the power generation efficiency of the entire device is maximized based on the calculation result. Control method.
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