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Sustainability 2021, 13, 1213 25 of 34 Apart from the Viking Lady, a 28 MW MCFC-based propulsion system, which con- sumed both LNG and hydrogen boil-off gas as fuel, was developed for a 140,000 m3 LH2 tanker [24,29,102]. In addition, a 625 kW MCFC power system and a 500 kW (concept design)/150 kW (final design) MCFC power system were developed based on the US SSFC project and the MC-WAP project, respectively [11], both of which were fueled by diesel; no application demonstrations were carried out onboard ships. 5.4. Marine SOFC Power Systems Based on the METAPHU project, the conceptual study of a 250 kW SOFC APU using methanol was finished, and practical operation of a 20 kW SOFC unit onboard car carrier MV Undine has been carried out [103]. This 20 kW SOFC unit, which was independent of the ship’s propulsion source or main electric system, just aimed at testing the performance and emissions under real-life conditions onboard a ship and at assessing the maturity of methanol-based technology in the shipping sector. The SOFC system comprised a methanol tank, a reformer, the SOFC stack, a catalytic combustion afterburner and in-process heat exchangers [104,105]. The SOFC stack ran on hydrogen and the methanol (or NG in other SOFC applications) was reformed prior to entering the stack. Part of the anode gas was recirculated for methanol reforming and another part was burned with the cathode exit gas in a catalytic burner. The stack operated at the temperature of 600–900 ◦C. The air was preheated by the cathode exit gas through a heat exchanger. The heat of the exhaust gas from the catalytic burner was absorbed by the methanol prior to entering the reformer through a heat exchanger and was further absorbed by an economizer. Based on E4Ships SchIBZ project, a hybrid power system combining a 50 kW con- tainerized SOFC unit with lithium-ion battery packs was developed for the auxiliary power supply onboard the general cargo ship MS Forester [101]. The hybrid power system com- prised a diesel tank, a water tank, a reformer, the SOFC stack, a catalytic combustion afterburner operating at a temperature of 750 ◦C, a heat exchanger for WHR, lithium-ion battery packs to compensate the fluctuations of the electrical loads and power electronics. The SOFC module fueled by low-sulphur diesel (maximum 15 ppm sulphur) was expected to provide 25–50% of the onboard power demand. In addition, the power output of the SOFC stack could be scalable up to 500 kW. The module operated at a temperature of around 800 ◦C, and the heat recovery of exhaust gases and the integrated reforming process made it possible to achieve a higher overall efficiency [11]. 6. Challenges and Perspectives The future prospects of fuel cells can be assessed and analyzed based on a multidi- mensional framework considering technological indexes, economic costs, environmental performance and social effects. The excellent performance from climate change and local emissions perspectives are the most outstanding advantages of fuel cells, and there are no significant public concerns to speak of. Consequently, environmental and social factors are not the main considerations limiting the widespread uptake of fuel cell technology in the marine sector. As a marketable marine power system, power capacity, safety, reliability, durability, operability and costs are important factors that need more attention. 6.1. Power Capacity The power demands for marine power systems range from a few kW to tens of MW. Currently, the maximum power output of fuel cells is only several MW. The potential uses within merchant marine applications are therefore limited in terms of power output. As a result, the advantages of fuel cells are being realized through use in APUs, as well as propulsion power plants for inland and short-sea shipping. The maximum power capacity and total performances could be further improved by combining with batteries, according to the existing operational experience [11]. However, through creating hybrid systems by coupling with turbomachinery, high temperature fuel cells, such as MCFC and SOFC, also exhibit the potential to provide propulsive power for larger maritime vesselsPDF Image | Fuel Cell Power Systems for Maritime Applications
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