MARINE FUEL CELL TECHNOLOGY(APPLICATIONS)

PRESENTED BY: CHARU RATNA

OUTLINE

• Concept of Fuel Cell• Feasibility onboard - LMSR - MV GLUTRA• Technical innovations

CONCEPT OF FUEL CELL

TYPES OF FUEL CELLFUEL CELL TYPE OPERATING

TEMPERATUREELECTRICAL EFFICIENCY

SYSTEM OUTPUT

POLYMER ELECTROLYTE MEMBRANE (PEM)

50-100⁰C 53-58% <1KW-250KW

ALKALINE (AFC) 90-100⁰C 60% 10KW-100KW

PHOSPHORIC ACID (PAFC)

150-200⁰C >40% 50KW-150MW

MOLTEN CARBONATE (MCFC)

600-700⁰C

45-47%

<1KW-1MW

SOLID OXIDE (SOFC)

600-1000⁰C 34-43% <1KW-3MW

LOWTEMPERATURE

HIGHTEMPERATURE

ADVANTAGES• High efficiency• Reduction in emissions • Quiet operation• Fuel Flexibility

DISADVANTAGES• Power to weight ratio• Investment cost• Lifetime

FUEL CELL VS DIESEL

POSSIBLE FUELS

DIESEL• HFO• MDO

FUEL CELL• Natural Gas• Methane• Naptha• Hydrogen

COMPARATIVE FIGURES

OPTIONS FUEL CELL PLANT MARINE DIESEL GENERATOR

EFFICIENCY 45-55% >40%

POWER DENSITY (W/KG)

15

90

COST ANALYSIS ($/KW)

3000

1500

LMSR

MAJOR LOAD ON LMSR

PROPULSION 2X 24 MW UNDERWAY(AT ALL TIMES)

BOW THRUSTER 2X 1 MW UNDERWAY/ IN HARBOUR

CARGO HANDLING 5.2 MW AT PORT

AIR CONDITIONING 1.2 MW AT ALL TIMES

SOFC-GT HYBRID CYCLE

COMPARISON Hybrid SOFC-GT (proposed)

Diesel Mechanical (existing)

Power Level(MW) 4X5 + 4=24 12X2=24

Efficiency 60 45

Volumetric Power Density(W/L)

45 44

Gravimetric Power Density(W/KG)

79 59

Specific Air Flow(KG/MW) 6.9 7.1

COMBINED POWER AND STEAM GENERATION

SUMMER CONDITION WINTER CONDITION

UNDERWAY IN PORT ANCHOR UNDERWAY IN PORT ANCHOR

DIESEL(Kg/hr)

3355 2252 3877 5382 4776 5876

FUEL CELL(Kg/hr)

2946 1470 2946 4581 3073 4423

STEAM AND BOTTOMING PLANT

IPS POWER PLANT

• C-CompressorT-TurbineG-GeneratorM-Motor S-Steam PlantPC-Power ConvertorSB-Switch Board

FUEL CONSUMPTION(ORIGNAL V/S PROPOSED)

16 20 240

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

Fuel cell

diesel

SPEED(Knots)

FUEL

CO

NSU

MPT

ION

(Kg/

hr)

APPLICATION OF FUEL CELL ON MERCHANT VESSELS

“GLUTRA”

•DIESEL POWERED, NATURAL GAS FUELLED FERRY.•CAPACITY OF 100 CARS.•MAIN ENGINES ABOVE MAIN DECK.

SYSTEM INSTALLATIONFUEL CELL ADDITIONALFUEL STORAGE EXISTINGFUEL TRANSFER EXISTINGFUEL PROCESSING ADDITIONALREFUELING EXISTINGELECTRICAL STORAGE EXISTING

MAIN CONSIDERATIONS – FUEL CELL

CRITERIA FOR SELECTION

1.SAFETY2.EFFICIENCY3.COST4.IMPROVEMENT POTENTIAL5.STARTUP AND RESPONSE TIME6.POWER SUPPLY RELIABILITY7.POWER DENSITY8.TECHNOLOGICAL AVAILABILITY

TYPES SUITABLE FOR MARINE USE

1. POLYMER EXCHANGE MEMBRANE FC2. PHOSPHORIC ACID FUEL CELL3. SOLID OXIDE FUEL CELL

GENERAL REQUIREMENTS OF FC SYSTEM

•INDEPENDENT OF EXISTING SYSTEMS.• POWER OUTPUT TO MATCH NEEDS.• BACKUP.•WITHSTAND ALL WEATHERS.•NOT IN PARALLEL WITH GENERATOR.•SELF-SUFFICIENT.•LIFE OF FUEL CELL CONSIDERED.

SYSTEM REQUIREMENTS FOR “GLUTRA”

•SIZE: 20Ft CONTAINER.•INSTALLED ABOVE MAIN DECK.•FUEL: NATURAL GAS.•NOMINAL POWER: 50-100kW •NORMAL POWER RANGE: 25-70kW.•ELECTRICAL POWER: 230V AC, 50Hz.

INSTALLATION ON “GLUTRA”.

PEMFC INSTALLATION ON “GLUTRA”

CONCLUSION

• SOFC & MCFC MOST LIKELY OPTIONS.• PEMFC ALSO COMPETING.• MAJOR ADVANTAGE: REDUCTION IN EMISSION.• A HYBRID GAS TURBINE/FC CYCLE.• BOILERS TO HYBRID FC/STEAM BOTTOMING CYCLE.• IPS REDUCES TOTAL INSTALLED POWER USING FC. • FUTURE INNOVATIONS TO INCREASE η.

THANK YOU

QUESTIONS?