Project # 1-5

GCRC-SOP 2nd Year International Workshop

Project # 1-5

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Needs for Next Generation Marine Power Sources Environmental Issue

• Global warming and fossil fuel price increasing

• Harmful emission in harboring vessel (Diesel particulates, etc.)

Global Research Trends

• CO2 emissions by generation, transportation and combustion reach 60%

• 20% GDP reduction expectation with 2013 Protocol

• Developing of eco-friendly power system is urgent

1-5: Design and application technology of Hybrid power system for marine engine

32%

16%

24%10%

15%

3%

1840 1860 1880 1900 1920 1940 1960 1980 1998

Avg. Temp on Earth

CO2 concentration

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Research for Gas Turbine – Fuel Cell Hybrid Power System Gas Turbine – Fuel Cell Hybrid Power System

• To overcome the environmental problems (replacing diesel engine)

• To achieve high-efficiency by using high-temperature exhaust gas of fuel cell

High-temperature Heat-flow Control Technology

• To design heat exchange model suitable for vessels

Hybrid System Integrated Design

• To determine specifications of the system

• To analyze design point and off-design point performance

• To optimize startup and transient operation characteristics

BOP Interfacing Technology

• To match thermodynamic capacity of each system

• To test feasibility of BOP for marine applications


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Whole period Step 1 (‘11.09~’14.02) 200 kW class hybrid power system design and

performance prediction

• Design and analyze thermodynamic characteristics of FC alone system and pressurized FC/GT hybrid system

• Modeling dynamic simulation model for major components

• BOP design, system interfacing, system control algorithm

• Feasibility test for additional heat recovery system

Step 2 (’14.03~’17.02) 200kW class hybrid power system integrated design and application and evaluation technology development

• Integration major components and integrated simulation

• Off-design performance simulation and system robustness design


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Step 3 (‘18.03~’21.02) Design and integration 1MW class hybrid power system and develop life cycle assessment technology

• 1 MW class system design

• Life cycle assessment technology

• Optimal design and off-design performance analysis

2nd year (2012) Basic research and thermodynamic analysis

• Research trend analysis and performance study of hybrid marine power system

• Design and thermodynamic analysis of hybrid marine power system

• Feasibility test of marine waste heat recovery system

Developing model library

• Modeling of fuel cell and parametric analysis


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Basic research and thermodynamic analysis Research trend analysis and performance study of hybrid marine power

system• Diesel System Analysis and Fuel Cell System Feasibility Analysis

• International Commercialization Level Analysis

Design and thermodynamic analysis of hybrid marine power system• System Configuration Design and Major Consideration Analysis

• System Analysis and Base-model Programing

Feasibility test of marine waste heat recovery system• Decision Appropriate Exhaust Heat Recovery System

• ORC System Design and Feasibility Test

Developing model library Modeling of major component and parametric analysis

• Dynamic Simulation Method Development

• Dynamic Fuel Cell Model Development


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Results of Topic 1

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Current Marine Power System Diesel System Analysis and Fuel Cell System Feasibility Analysis

• The output of 2ST diesel engine is about 10,000~100,000HP (main for large vessels)

• The output of 4ST diesel engine is about 500~24,000HP (auxiliary for large vessels)

• The capacity of current fuel cell is hundreds of kW

• Continuous operation ability of MCFC is low.MCFC is only suitable for auxiliary use (full-time operation).

• SOFC is suitable for main power source (not yet fully developed).


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Research Trend Analysis International Commercialization Level Analysis

• Both MCFC and SOFC systems are developed for land application.

• A variety of system configurations are developed with 20MW class and 60~70% system efficiency.

• Fuel cell manufacturer has focused on the development of land-based fuel cells

• Special restrictions such as independent operation, ship grid-connection, maritime operation are not studied

Company FuelCellEnergySiemens

Westinghouse

Siemens

WestinghouseM-C Power McDermott

Cycle

configurationMCFC Indirect

SOFC Turbine

Bottoming

Staged

SOFC Turbine

Bottoming

MCFC Turbine

BottomingSOFC Indirect

Nominal Size 20MW 20MW 20MW 20MW 750kW

Nominal

Efficiency71% 60% 67-70% 66-70% 71%


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Research Trend Analysis Feasibility of various propulsion systems for marine applications

• Low speed diesel engines for large vessels

• High speed diesel engines for small vessels

• FC alone and FC/GT hybrid systems are suitable for most of marine system

Tourist

Crafts

Leisure

Crafts

Offshore

support

vessels

Research

survey

vessels

Fast

FerriesFerries

Passengers

cruise

vessels

Costal Cargo

vessels

International

Cargo vessels

Low speed diesel

Middle speed diesel

High speed diesel

Gas Turbine

Mech. propulsion

Electric propulsion

Fuel cells

FC/GT hybrid

Bensaid, S., et al., MCFC-based marine APU: Comparison between conventional ATR and cracking coupled with SR integrated inside the stack pressurized vessel. international journal of hydrogen energy, 2009. 34(4): p. 2026-2042.


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Results of Topic 2

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FC/GT Hybrid System Design Major Considerations

• Fuel cell types (SOFC, MCFC) and exhaust gas temperature and heat flow

• Fuel reforming method (external reformer, auto thermal reforming, internal reforming and etc.)

• Exhaust gas recovery method (regeneration, direct recirculation and etc.)

• Single operation (main engine) and grid-connection operation (auxiliary engine)


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FC/GT Hybrid System Design Major System Configuration Design

• MCFC design with three stages of reforming, direct anode gas recirculation, turbine gas recuperation model

• SOFC design with three stages of reforming, indirect anode gas recirculation model

Other Configurations• Number of reforming stages and reformer (ex. auto thermal reforming)

• Turbine and compressor type


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Thermodynamic Analysis System Analysis and Base-model Programing

• Calculate the thermodynamic characteristics of hybrid system through black box model for each system components

• Programming static model on Simulink/MATLAB package for later dynamic simulation


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Results of Topic 3

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Dynamic Simulation Modeling Methodology

• Fuel cells are major modeling targets.

• In house code development with MATLAB/Simulink package

• Simulink Modeling Step Modeling by step-by-step development


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Major Component Modeling Molten Carbonate Fuel Cell (MCFC) Modeling

• Modeling stack chemical dynamics and stack voltage output

• Stack dynamics derived from energy equation and mass balance equation Chemical Reaction in molten carbonate fuel cellCH4 + H2O → CO + 3H2 Reforming Reaction Rate : r3 [mol/s]CO + H2O → CO2 + H2 Water-gas shift Reaction Rate: r3‘ [mol/s]H2 + CO3

= → H2O + CO2 + 2e- Anode Chemical Reaction Rate: r1 [mol/s]0.5O2 + CO2 + 2e- → CO3

= Cathode Chemical Reaction Rate: r2 = r1 [mol/s]

Reaction Rate∙ (from Nernst eqn)

r kP (from chemical equilibrium)

Mass Balance:

VC꼻dxdt

N x x x 꼟 R R , i 1, … , ξ,

Energy Balance:

M CdTdt

N 꼟 x h깶 h깶 꼟 h깶 R 꼟 깶 깶 꼟깶

Stack Dynamics: C


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• MCFC modeling with chemical reaction model (Lukas et al.)

• In house code modeling (MATLAB/Simulink package)

• Comparison to SCDP 2MW MCFC demonstration model with accuracy up to 5%


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• MBOP modeling (Steam generator, fuel supplier, oxidizer, air blower)

PreconverterC2H6 + 2H2O 2CO + 5H2C3H8 + 3H2O 3CO + 14H2

OxidizerH2 + 0.5O2 H2OCO + 0.5O2 CO2CH4 + 2O2 CO2 + 2H2O


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Major Component Modeling Molten Carbonate Fuel Cell Model Feasibility Study

• On/off mode control study

• Chemical component reaction/Voltage and Power output expectation


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Major Component Modeling Molten Carbonate Fuel Cell Parametric Study

• Fuel cell Volume / Reforming rate control study

• Chemical component reaction


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Major Component Modeling Solid Oxide Fuel Cell

• Black-box modeling with simple fuel cell current-power output model

• Matching analysis of FC/GT hybrid system (FC:GT, 4:1)


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Results of Topic 4

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FC/GT System Exhaust Heat Analysis Decision Appropriate Exhaust Heat Recovery System

• FC/GT system exhaust 180~250 oC gas

• Diesel engine exhaust 200~380 oC gas

• Hundreds of kW heat recovery system is suitable for N MW system

• Organic Rankine Cycle (ORC) system is appropriate for temperature range, heat capacitor and heat source thermodynamic state

Category/ Characteristics

Organic RankineCycle (ORC)

Heat RecoverySteam Generator(HRSG)

ThermoelectricGenerator(TEG)

Alkali MetalThermal to ElectricConverter(AMTEC)

Operating Temperature

70 ~ 350°C Over 500 °C 100 ~ 400°C 600 ~ 900°C

Generation efficiency

8 ~ 22 % 30 ~ 40 % 4 ~ 8% 20 ~ 30%

Generating capacity

100KW ~ 5MW

100 MW ~ 100W ~ 10KW

20 W ~ ∞

installation space

Large Large Small Small


Feasibility Study of ORC System for FC/GT Hybrid System ORC system configuration

• FC/GT exhaust gas (180~250 oC) is suitable for direct heat exchanger

• Sea water is used as cooling water

• R-245fa and Novec649 are suitable for FC/GT hybrid system

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Cooling WaterHot Water

27°C(Sea Water)180~250°C



Feasibility Study of ORC System for FC/GT Hybrid System ORC system for land applications (Other Project)

• 200kW class organic Rankine cycle system for 120~130 oC exhaust gases

• System volume: 25m3, system weight: 10 ton

Feasibility Study of ORC System for FC/GT Hybrid System Thermodynamic Analysis of ORC System

• ORC system for FC/GT system is improving efficiency with 5~10% range

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ProcessTemperature

[°C]Pressure

[bar]Enthalpy[kJ/kg]

Entropy[kJ/kg·K]

1 33.35 2 243.59 1.15

2 34.27 20 245.29 1.15

3 121.85 20 375.83 1.52

4 121.85 20 485.12 1.80

5 56.30 2 451.37 1.83

6 33.35 2 428.88 1.75

System Constraints Results

Pressure Ratio

IsentropicEfficiency

[%]

Target Output[kW]

Mass Flow Rate[kg/s]

Q_in[kW]

W_pump[kW]

η[%]

10 80 220 6.52 1563.19 11.13 13.36


Feasibility Study of ORC System for FC/GT Hybrid System System Analysis according to the Inlet Temperature Change

• Heat exchanger area is increasing as air temperature is decreasing to specific output (220kW).

• System efficiency improvement is achievable with considering space and weight constraints in vessels.

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Air inletTemperature

[°C]

Air outletTemperature

[°C]

m [kg/s]

ρ[kg/m^3]

Volume flow rate

[m^3/min]

Required exchanger ar

ea[m^3]

190 139.56 31 0.78 2385 49.91

220 142.03 20 0.75 1600 36.98

250 146.35 15 0.71 1268 29

280 150.85 12 0.67 1075 23.87

310 155.55 10 0.63 952 20.27

340 147.39 8 0.6 800 19.86

370 150.64 7 0.6 700 17.58

400 144.77 6 0.6 600 17.23


GCRC Project Technology Roadmap

• Step 1 Install a waste heat recovery system in the diesel system and improve fuel flexibility (LNG, methane) for base technology of FC/GT hybrid system

• Step 2 Research main use of FC/GT hybrid system for small vessels

• Step 3 Research auxiliary use of FC/GT hybrid system with grid-connection to conventional diesel engine for large vessels

• Step 4 Research FC/GT hybrid system alone operation for large vessels


GCRC Project Industry Cooperated Research

• Government Project (RFP) (within 5 years) (1 billion won for each year)

• Development of Core Technology of Wind Auxiliary Propulsion Devices for General Merchant Ship

• Design Technology, Operation/System Control Technology, Performance Estimation/Evaluation Technology, Application Technology


http://www.youtube.com/watch?v=yj0xs-oyun8 Kazuyuki Ouchi, University of Tokyo

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Publications Monograph

• 2 Monographs

International Journal (SCI)• 3 SCI Papers

2 SCI-E Papers1 SCOPUS Indexed Paper

Domestic Journal (non-SCI)• 0

Conference Presentation• 44 Domestic Conference Presentations

16 International Conference Presentations

Education MS Graduate

• 2 MS Graduates

Ph. D. Graduate• 2 Ph. D. Graduates


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Industry-University Liaison Research Grant

• 2 External research grants

Technology Transfer• 0

Open Lecture• 0

Commercialization• 0

Intellectual Properties Pending

• 5 Patents

Registered• 0


Project # 1-5

Documents

Transcript of Project # 1-5