A STUDY CONCERNING THE POSSIBILITIES FOR USING FUEL CELLS

SYSTEMS FOR MARITIME PROPULSION1

CLAUDIU GEORGESCU, EDEN MAMUT

Department of Engineering, The Ovidius University of Constanţa, Constanţa, 900597, Romania
Received December 21, 2004

The reduction of emissions on modern vessels is an important design issue.

Using fuel cells as a power source solves this problem but raises other concerns.
These concerns are about designing the ship in order to accommodate the reforming
systems, hydrogen storage and distribution systems and the fuel cell stacks. In this
paper are discussed the influences that fuel cells systems would have on the ship’s
architecture. Letting these problems aside, using fuel cells for maritime propulsion has
the advantage of being cleaner and more efficient than other propulsion systems.

1. INTRODUCTION

Reduction of exhaust emissions, improvement of thermal efficiency,

lowering the noise and vibration levels are the main objectives of designing and
exploitation moderns naval systems.

2. THEORY

THE FUEL CELL STRUCTURE

Generally, a fuel cell is a floored structure and consists of a multi-cell stack

of individual fuel cells. Each cell have an anode and cathode, separated by a porous
ceramic layer filled where it is dispesed a specific electrolyte. The reforming
catalyst is placed both in the anode gas flow field and special individual reforming
units dispesed inside fuel cells. The direct current produced is proportional to the
extent of the electrochemical reaction in accordance with Faraday’s law.

1
Paper presented at the 5th International Balkan Workshop on Applied Physics, 5–7 July 2004,
Constanţa, Romania.

Rom. Journ. Phys., Vol. 51, Nos. 1–2, P. 49–56, Bucharest, 2006
50 Claudiu Georgescu, Eden Mamut 2

To apply these technologies in the maritime propulsion, 2 types of fuel cell

were tested:
• Molten Carbonate Fuel Cell (MCFC);
• Solid Oxide Fuel Cell (SOFC).
FuelCell Energy, Inc. (FCE) is developing a 625 kW fuel cell power plant for
marine applications based on its Direct Carbonate Fuel Cell (DFC) technology. The
power plant is designed for operation on Mil-F-16884J naval distillate fuel
designated as NATO F-76. This fuel is characterized as a 385° C max. end boiling
point diesel fuel with up to 1% sulfur by weight. Thanks to sulfur content, for the
fuel processing, in the marine power plant design, it is included a high pressure
hydrodesulfurizing, as a first stage producing desulfurized liquid fuel. The second
stage employs an adiabatic prereformer, which reacts the desulfurized distillate
with steam producing a methane rich fuel gas. The converted fuel is expanded
through a turbo generator, reheated and directed to the anodes in the DFC stacks.
The methane is then converted to hydrogen in the DFC stacks which in turn is
electrochemically converted to water, thereby producing DC power. The water for
the steam is recovered from fuel cell exhaust.

2.1. SULFUR REMOVAL

It is important to underline that the sulfur level in the fuel which supplies the
fuel cells must be below 0.1 ppm. Although worldwide standards are constant
lowering sulfur levels in transportation fuels, however it will be necessary to have
sulfur removal steps in fuel cell power plants. Deep desulfurization can be
achieved by hydrodesulfurization (HDS). Regenerable sulfur solution retrieved
downstream of the HDS is being tested to minimize maintenance, size and weight
of the equipment.

2.2. PREREFORMING

Adiabatic prereforming of desulfurized NATO F-76 is being used to convert

the naval distillate to a methane-rich gas useable at DFC. As shown by the
reactions below, the endothermic reforming reaction is driven by the exothermic
shift and methanation reactions, thereby eliminating the need to provide heat reactor.
1. Reforming (Endothermic): Cn H m + n H 2O → n CO + ( n + m2 ) H 2
2. Shift (Exothermic): CO + H 2O → CO2 + H 2
3. Methanation (Exothermic): CO + 3 H 2 → CH 4 + H 2O
3 Fuel cells systems for maritime propulsion 51

2.3. POWER PLANT PROCESS DESCRIPTION

The nominal power plant design rating is 625 kW. A simplified process flow
diagram is shown in Figure 1. Two stacks of direct carbonate fuel cells in series
provide 445–600 VDC to the power conditioning system which converts the DC to
60 Hz AC power at 450 volts. In the first stage of fuel processing, the NATO F-76
fuel is mixed with recycled hydrogen and small amount of make-up hydrogen. The
mix stream is hydrodesulfurized at elevated pressure. The stream then passes into a
bed with ZnO where the H2S reacts with ZnO forming ZnS. The high tide leaving
catalyser is cooled, condensed and the H2 is recirculated. The ZnS produced is
regenerated to ZnO in situ using depleted air from the fuel cells.
In the second stage of fuel processing, the desulfurized fuel is mixed with
steam, heated and then passes in an adiabatic prereformer which produces a
methane-rich fuel high tide. Fuel processing and fuel cell are thermally integrated
for high efficiency.
The processed fuel is eased in a turbo expender generator producing about 50
kW of a.c. power. The methane-rich fuel is reheated and pumped to the anodes in
the DFC cells producing DC power. Water produced in the cells is recovered by
condensation and vaporizated using waste heat from the fuel cells.

Fig. 1 – Ship service fuel cell power plant simplified process flow diagram.

3. EXPERIMENTAL

THE MODELING OF FUEL CELLS SYSTEM

A dynamic computer simulation model of the proposed U.S. Coast Guard

Molten Carbonate Fuel Cell (MCFC) power plant was developed by John J.
52 Claudiu Georgescu, Eden Mamut 4

McMullen Associates, Inc. (JJMA) in cooperation with FuelCell Energy, Inc., the
fuel cell developer. The model was designed to simulate fuel cell power plant
operation and electrical distribution system integration, and was developed using
a variety of software tools including: SIMSMARTTM dynamic simulation
software, MATLABTM analytical software and the Visual Basic programming
language.
In order to simplify modeling of the complex MCFC power plant, the system
was represented by a block diagram, shown in Figure 2. This diagram decomposes
the fuel cell system into the following major operational areas:
• Fuel Cell direct current (dc) Block
• Power Conditioning System (PCS)
• Control System (CS)
• Motor Control Center (MCC)
• Load Demand

1) The Fuel Cell dc Block is the key component responsible for generation of
power. It may further be broken down into two major subsystems: the fuel cell
itself and the “Balance-of-Plant” (BOP). The BOP is responsible for providing
suitable gases to the fuel cell’s anode and cathode, and for receiving and processing
anode/cathode output streams. Major components of the BOP include:
• a fuel processing system;
• a water recovery system;
• the heat recovery units.

2) The PCS is primarly responsible for the conversion of direct current

produced by the plant to alternating current (ac). The PCS mainly consists of
inverters, ac switch gear, dc no-load disconnect switches, isolation transformers
and an internal control system. The inverter is the key component of the PCS and is
responsible for producing 600 Vac, 3 phase 60 Hz ac power from the dc source
efficiently and with minimal harmonics.

3) The CS also performs automatic load control functions. The CS functions

as the master system controller and coordinates power plant subsystems and
decision tasks. All the dc block process control and data acquisition tasks are also
performed by the CS, as well as regulatory control and operational state
sequencing.

4) Auxiliary power is provided by the PCS through a Motor Control Center

(MCC), which controls component on-off switching, variable speed requirements
and transformer operation.
5 Fuel cells systems for maritime propulsion 53

Fig. 2 – MCFC Power Plant Power Control Diagram.

3.1. POWER / CONTROL STRATEGY

During all operating modes, the CS will provide the coordination and control
required for fuel feeding, high tide flow, process temperatures and pressures and
electric power load generation. The power which can be provided by the fuel cell is
directly proportional to the concentration and high tide of reactants (H2 ,CO, CO)
within the fuel cell stacks which are continuously monitored and controlled by CS.
On a vessel, the load according to various equipment will be applied at ship’s
main bus, being covered by the power provided by PCS. As the dc power demand
from the fuel cell increases, the dc current will increase while the voltage
decreases. The interdependency of voltage and current is governed by fuel cell type
and design. The direct current is a primary control variable in the power plant
operation.
The control system for the DFC is designed to provide two major process
system management functions:
• Adjusting the fuel feed at fuel cell.
• Control of oxidant gas (passing through the cathodes) in order to maintain
the fuel cell stacks within temperature regimes required by the functioning
conditions.
The BOP dynamic response to load change is very important in determining
power plant transient behavior. Therefore, as a first step, is necessary a response
analysis of BOP equipments.
54 Claudiu Georgescu, Eden Mamut 6

3.2. THE SYSTEM INFLUENCE CONCERNING SHIP’S ARCHITECTURE

The USCGC Vindicator, a TAGOS-1 Class ship, was selected as the test
platform for this study. The ship has an electric integrated propulsion power system
powered by four, 600 kW, Caterpillar diesel generators and two fixed pitch
propellers, each powered by an 800 hp Direct Current (DC) motor.

Fig. 3 – USCGC Vindicator.

A conceptual arrangement of the Vindicator’s machinery space and

associated auxiliary system interfaces was developed. A comparison of MC fuel
cell dimensions with those of the existing diesel generators needed modifications to
the current machinery room arrangement. In particular, removal of void bulkheads
on both sides of the space will be required in order to provide access to the four
fuel cell modules. The auxiliary service systems, such as seawater, lubrication oils,
fresh water, fuel and compressed air are also affected, although to a relatively
minor degree.
While the MC fuel cells had somewhat greater total system weight than the
diesel generator sets they replaced, the ship’s performance in terms of stability and
sea keeping were evaluated and are expected to remain acceptable. Limited
maneuvering simulations, including forward acceleration and reversing were
performed. These simulations indicated that the application of power produced by
fuel cells is expected to cause insignificant changes in the ship’s maneuvering
performance.
While some additional volume and footprint area is needed to accommodate
the current MC fuel cell design relative to equal power diesel generator sets that
they replace, there is sufficient room in the existing machinery spaces, with
minimal impact on interfacing auxiliary systems.

4. RESULTS

ADVANTAGES AND DISADVANTAGES

The advantages of fuel cell system consist of: increase thermal efficiency, the
reduction of exhaust emissions, the diminuation noise and vibration levels on ship
board. The equipment in the power plant is arranged as shown in Figure 3.
7 Fuel cells systems for maritime propulsion 55

Fig. 4 – 625 kW power plant equipment arrangement.

Fuel processing layers are located with maintenance access for periodic
catalyst replacement at 1-2 year intervals. The LHV efficiency of the ship service
fuel cell (SSFC) power plant is compared to a high-speed diesel generator set and a
gas turbine generator set in Figure 4.
The high efficiency of the SSFC over its entire power range has significant
advantages in marine applications where the ship service load varies widely during
anchoring in port and cruising at sea. The high efficiency achieved is due to the
high efficiency of the fuel processor in converting naval distillate to fuel gas and
the fuel cell’s high efficiency in converting fuel gas to power.
Fuel processing units are located with access for maintenance.
The disadvantages are: cost very raise, the work with high temperatures,
specific weight bigger, costs of exploitation and maintenance raises.

Fig. 5 – Efficiency of different power systems.

56 Claudiu Georgescu, Eden Mamut 8

5. CONCLUSION

Processing of naval distillate NATO F-76 can be achieved efficiently for the
internally reforming carbonate fuel cell, thereby making this fuel compatible with
the DFCTM for marine fuel cell power applications. A fuel cell power plant for
marine applications based on FuelCell Energy’s DFCTM technology promises
significant fuel saving advantages over power generation alternatives due to its
high efficiency.
Dynamic simulation modeling of the MCFC continues as the fuel cell module
evolves. Early simulation results have contributed to current fuel cell design
efforts, which will ultimately transform this developmental technology into a
viable power source for future marine applications.

REFERENCES

1. E. Mamut, E. Budevski, Hierarchical Processes in Fuel Cells, 1st Int. Seminar on Thermofluid
Design, Gabrovo, Bulgaria, (2004).
2. G. Steinfeld, R. Sanderson, H. Ghezel-Ayagh, S. Abens, Mark C. Cervi, Distillate Fuel Processing
for Marine Fuel Cell Applications, AICHE Spring 2000 Meeting in Atlanta, March 5–9, (2000).
3. Erkko Fontell, SOFC Development in Wärtsilä Corporation, WFCP, (2003).
4. S. Allen, E. Ashey, D. Gore, J. Woerner, M. Cervi, Marine Application of Fuel Cells, Naval
Engineers Journal, January, (1998).
5. http://www.fuelcells.ro