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Sustainability 2021, 13, 1213 19 of 34 Fuel Fuel preheater Economizer Exhaust Fuel cell module Figure 6. Schematic diagram of an indirect SOFC-GT (solid oxide fuel cell gas turbine) module. 3.3.4. Direct Hybrid SOFC System 3.3.4. Direct Hybrid SOFC System A direct hybrid system uses the energy from the combustion of the exiting gases of A direct hybrid system uses the energy from the combustion of the exiting gases of the SOFC stack to drive a GT directly, as shown in Figure 7. Consequently, the exhaust the SOFC stack to drive a GT directly, as shown in Figure 7. Consequently, the exhaust gas exiting from the GT is used to preheat the air and the fuel, and then an economizer is gas exiting from the GT is used to preheat the air and the fuel, and then an economizer is used to recover the residual heat. The operating range of a GT, in terms of pressures and used to recover the residual heat. The operating range of a GT, in terms of pressures and mass flow rates, is very restricted due to the intrinsic characteristics of the turbomachinery. mass flow rates, is very restricted due to the intrinsic characteristics of the turbomachin- Thus, auxiliary fuel is supplied to the combustor to maintain the necessary turbine inlet ery. Thus, auxiliary fuel is supplied to the combustor to maintain the necessary turbine temperature. Meanwhile, the SOFC and GT work separately through the combustor. inlet temperature. Meanwhile, the SOFC and GT work separately through the combustor. A large number of distinct configurations have been investigated. Examples include using A large number of distinct configurations have been investigated. Examples include using the GT to drive both the air compressor and a generator, which means both mechanical the GT to drive both the air compressor and a generator, which means both mechanical and electrical energy are generated from the GT, and also using the GT to drive the air and electrical energy are generated from the GT, and also using the GT to drive the air compressor, which is followed by a power turbine driving a generator to output additional compressor, which is followed by a power turbine driving a generator to output addi- electrical energy [30,74,75,88,89]. tional electrical energy [30,74,75,88,89]. Anode SOFC stack Cathode Electricity Compressor Turbine G Main fuel Air preheater Fuel preheater Reforming Economizer Fuel cell module Air Fuel Exhaust Figure 7. Schematic diagram of a direct SOFC-GT module. 4. Marine Fuel Cell Power Systems The basic components of a marine fuel cell power system consist of fuel storage, a fuel cell module and control unit, DC-DC converter, battery banks and charger, DC-AC inverter and DC/AC loads, as shown in Figure 8. Depending upon the operating temperature of the fuel cells, varying grades of waste heat may be recovered for heating, cooling, co-generation or tri-generation application purposes. As discussed in Section 3, WHR systems could be incorporated into the fuel cell module, which can significantly impact the system efficiency, economics and environmental issues [74]. 4.1. Fuel Storage As discussed in Section 2.3, hydrogen, ammonia, NG and methanol are promising fuels for marine fuel cell power systems under the context of low/zero net carbon maritime transportation. Due to the low volumetric energy density of hydrogen and limited power range of PEMFCs, PEMFC power systems are only available for small-scale ships operating for domestic and short-sea shipping. Correspondingly, hydrogen storage is typically achieved in a compressed state at a pressure of 350 bar or 700 bar rather than in a liquefied state at a temperature of −253 ◦C. The storage tanks for compressed hydrogen usually comprise a thin aluminum liner and carbon fiber–plastic composite materials [90]. However, 10–15-times larger storage space is required for compressed hydrogen compared to that Auxiliary fuel CCBPDF Image | Fuel Cell Power Systems for Maritime Applications
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