IEEE Electrification Magazine - June 2020 - 30
Installed Power
FCs in Marine Application (kW)
600,000
400,000
-
Vdc
+
Idc
500,000
200,000
dc
100,000
dc
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Grid Interface
30,0000
-
VFC
+
IFC
Year
Figure 3. The installed power FCs in marine applications between
Water
FC Stack
FC Stack
Water
Heat
2000 and 2018.
MFC
FO2
Expansion
Evaporation
Catalyst
Heat
Compressed
Hydrogen
Liquid Hydrogen
Liquid Organic
Hydrogen/Ammonia
Metal Hydrate
Air
H2 Recovery
H2 Storage
H2
IFC-ref
Air
Compressor
PO2
Air
PT
PT
PH2
FH2
MFC
Auxiliaries
Humidifier
I E E E E l e c t r i f i cati o n M agaz ine / J UN E 2020
Figure 2. A schematic of a typical FC and the auxiliaries for electric propulsion. PT: pressure transmitter.
Cooling Fans
30
alternative H 2- based energy carriers, such as nitrogenbased electrofuels, such as ammonia, which can be produced from H 2 . The advantage of fuels, which are liquid at
atmospheric temperature and pressure, is the easier integration of storage tanks on a vessel. Hence, this saves both
weight and space compared to fuels in gas form.
According to the Norwegian classification society (DNV
GL), in its 2019 Energy Transition Outlook (in the Maritime
Forecast to 2050), ammonia ( NH 3) is currently the most
promising candidate as a hydrogen carrier onboard.
Ammonia can be found in liquid form at a higher temperature than H 2; therefore, storage and distribution are easier for ammonia than for hydrogen in the long term. Since
ammonia can be produced from natural gas as a low-carbon fuel, and Norway has a large amount of natural gas,
ammonia can be the future fuel for passenger ferries
crossing the fiords to meet the demand for reduced emissions. The main shortcoming of ammonia is its very high
autoignition temperature and high heat of vaporization.
However, so far, there is no available engine for ammonia,
and none of the marine engines on the market currently
is able to burn ammonia. Hence, using ammonia as a fuel
requires some modifications to engines as well as to fuel
storage and supply systems.
FCs for Marine Applications
Several types of FCs with distinct characteristics exist that
are distinguished by the type of electrolyte and fuel used
and the operating temperature. Some types of FCs draw
the most attention for commercialization; these are presented in Table 1.
Several types of FCs can be used in maritime applications based on the specific operation and available infrastructure; PEMFCs is the most common, followed by molten
carbonate FCs (MCFCs) and direct methanol FCs (DMFCs).
Among those FCs using hydrogen, PEMFCs normally operate in the low-temperature range of 50-85 °C, which allows
for safer operation. On the other hand, high-temperature
FCs, mainly MCFCs and solid oxide FCs (SOFCs), normally
provide higher efficiency compared to the low-temperature
IEEE Electrification Magazine - June 2020
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IEEE Electrification Magazine - June 2020 - Contents
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