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Sustainability 2021, 13, 1213 Figure 7. Schematic diagram of a direct SOFC-GT module. 4. Marine Fuel Cell Power Systems 20 of 34 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 temper- for conventional marine fuel oils; even for LH2, 4–5-times larger storage space is required. ature of the fuel cells, varying grades of waste heat may be recovered for heating, cooling, Ammonia as a hydrogen carrier has 3–5-times higher volumetric energy density than co-generation or tri-generation application purposes. As discussed in Section 3, WHR sys- compressed hydrogen, and may be stored in stainless steel spheres at ambient temperature tems could be incorporated into the fuel cell module, which can significantly impact the and 8 bar vapor pressure. system efficiency, economics and environmental issues [74]. Fuel DC storage load Fuel cell module DC-DC converter Turbine generator Diesel generator Shore power ~ ~ Battery banks ~ Inverter/ Converter AC load ~ Figure 8. Schematic diagram of a marine fuel cell power system. (BMS–battery management sys- Figure 8. Schematic diagram of a marine fuel cell power system. (BMS–battery management system). tem). MCFC and SOFC power systems are expected to use SNG and renewable methanol a4s.1fu. FeluselfoSrtofruatguere shipping, which will share similar fuel processing units for these two fuels. SNG is stored either in a compressed state at 200–250 bar or in a liquefied state As discussed in Section 2.3, hydrogen, ammonia, NG and methanol are promising at −163 ◦C. For ships trading on short routes, compressed NG may be employed and fuels for marine fuel cell power systems under the context of low/zero net carbon maritime stored in hard containers, which are usually cylindrical or spherical in shape; for long transportation. Due to the low volumetric energy density of hydrogen and limited power distance international shipping, LNG may be employed and stored in horizontal or vertical, range of PEMFCs, PEMFC power systems are only available for small-scale ships operat- vacuum-jacketed, pressure vessels. Despite efficient insulation, some heat leakage would ing for domestic and short-sea shipping. Correspondingly, hydrogen storage is typically result in the production of boil-off gas, which is exported to the fuel cell module or is achieved in a compressed state at a pressure of 350 bar or 700 bar rather than in a liquefied re-liquefied and returned to LNG storage tank. Methanol is a low flashpoint liquid alcohol state at a temperature of −253 °C. The storage tanks for compressed hydrogen usually fuel, and may be stored in the same way as conventional liquid marine fuels with minor comprise a thin aluminum liner and carbon fiber–plastic composite materials [90]. How- modifications to the storage systems. It is worth noting however that approximately double ever, 10–15-times larger storage space is required for compressed hydrogen compared to the storage space is required compared to that for conventional marine fuel oils. For the that for conventional marine fuel oils; even for LH2, 4–5-times larger storage space is re- storage of distinct marine fuels, the pressure and temperature of the fuel storage tank are quired. Ammonia as a hydrogen carrier has 3–5-times higher volumetric energy density monitored constantly to ensure safety. Emergency ventilation valves may be fitted to empty than compressed hydrogen, and may be stored in stainless steel spheres at ambient tem- the tanks when they are exposed to fire. The fuel exiting the storage tanks is regulated perature and 8 bar vapor pressure. by a pressure-reducing valve or pressurized by a fuel pump before entering the fuel cell MCFC and SOFC power systems are expected to use SNG and renewable methanol module. as fuels for future shipping, which will share similar fuel processing units for these two fuels. SNG is stored either in a compressed state at 200–250 bar or in a liquefied state at 4.2. Fuel Cell Module −163 °C. For ships trading on short routes, compressed NG may be employed and stored As discussed in Section 3, PEMFCs, direct hybrid MCFC-GT systems and direct in hard containers, which are usually cylindrical or spherical in shape; for long distance hybrid SOFC-GT systems are the promising options for power modules. Lower costs, international shipping, LNG may be employed and stored in horizontal or vertical, vac- longer lifetimes and higher power density and efficiency are the primary requirements for uum-jacketed, pressure vessels. Despite efficient insulation, some heat leakage would re- maritime applications. sult in the production of boil-off gas, which is exported to the fuel cell module or is re- liquefied and returned to LNG storage tank. Methanol is a low flashpoint liquid alcohol 4.3. Battery Banks fuel, and may be stored in the same way as conventional liquid marine fuels with minor Fuel cells are commonly combined with battery banks to take advantage of the superior modifications to the storage systems. It is worth noting however that approximately dou- energy density of fuel cell systems and the transient response capabilities of batteries [91]. ble the storage space is required compared to that for conventional marine fuel oils. For Especially for high temperature fuel cells, battery banks could balance the load change and allow for a more stable operation of the fuel cells, which may significantly reduce the strain due to thermal cycling. The capacities of the battery banks vary depending upon the distinct control strategies. During normal operation, when the external load increases, the battery banks are instantly connected to the power distribution network. Then the power output of the fuel cell module can be increased to the required power level slowly within a AC Bus DC Bus BMS Charger =PDF Image | Fuel Cell Power Systems for Maritime Applications
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