Optimized Configuration of Diesel Engine-Fuel Cell-Battery Hybrid Power Systems in a Platform Supply Vessel to Reduce CO2 Emissions

Giovani T.T. Vieira; Derick Furquim Pereira; Seyed Iman Taheri; Khalid S. Khan; Mauricio B.C. Salles; Josep M. Guerrero; Bruno S. Carmo

doi:10.3390/en15062184

Optimized Configuration of Diesel Engine-Fuel Cell-Battery Hybrid Power Systems in a Platform Supply Vessel to Reduce CO₂ Emissions

Giovani T.T. Vieira^*, Derick Furquim Pereira, Seyed Iman Taheri, Khalid S. Khan, Mauricio B.C. Salles, Josep M. Guerrero, Bruno S. Carmo

^*Corresponding author for this work

Research output: Contribution to journal › Journal article › Research › peer-review

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Abstract

The main objective of this paper is to select the optimal configuration of a ship’s power system, considering the use of fuel cells and batteries, that would achieve the lowest CO₂ emissions also taking into consideration the number of battery cycles. The ship analyzed in this work is a Platform Supply Vessel (PSV) used to support oil and gas offshore platforms transporting goods, equipment, and personnel. The proposed scheme considers the ship’s retrofitting. The ship’s original main generators are maintained, and the fuel cell and batteries are installed as complementary sources. Moreover, a sensitivity analysis is pursued on the ship’s demand curve. The simulations used to calculate the CO₂ emissions for each of the new hybrid configurations were developed using HOMER software. The proposed solutions are auxiliary generators, three types of batteries, and a proton-exchange membrane fuel cell (PEMFC) with different sizes of hydrogen tanks. The PEMFC and batteries were sized as containerized solutions, and the sizing of the auxiliary engines was based on previous works. Each configuration consists of a combination of these solutions. The selection of the best configuration is one contribution of this paper. The new configurations are classified according to the reduction of CO₂ emitted in comparison to the original system. For different demand levels, the results indicate that the configuration classification may vary. Another valuable contribution of this work is the sizing of the battery and hydrogen storage systems. They were installed in 20 ft containers, since the installation of batteries, fuel cells and hydrogen tanks in containers is widely used for ship retrofit. As a result, the most significant reduction of CO₂ emissions is 10.69%. This is achieved when the configuration includes main generators, auxiliary generators, a 3,119 kW lithium nickel manganese cobalt (LNMC) battery, a 250 kW PEMFC, and 581 kg of stored hydrogen.

Original language	English
Article number	2184
Journal	Energies
Volume	15
Issue number	6
ISSN	1996-1073
DOIs	https://doi.org/10.3390/en15062184
Publication status	Published - 1 Mar 2022

Bibliographical note

Funding Information:
Acknowledgments: The authors would like to gratefully acknowledge the support of the RCGI—the Research Centre for Greenhouse Gas Innovation, hosted by the University of São Paulo (USP) and sponsored by the FAPESP—the São Paulo Research Foundation (2014/50279-4 and 2020/15230-5) and Shell Brasil, and the strategic importance of the support given by ANP (Brazil’s National Oil, Natural Gas and Biofuels Agency) through the R&D levy regulation. G.T.T.V. acknowledges the financial support of Coordenação de Aperfeiçoamento de Pessoal de Nível Superior—Brazil (CAPES)—Finance Code 001 and Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq), process 201674/2020-3. M.B.C.S. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 309838/2020-7. B.S.C. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 314221/2021-2.

Funding Information:
The authors would like to gratefully acknowledge the support of the RCGI?the Research Centre for Greenhouse Gas Innovation, hosted by the University of S?o Paulo (USP) and sponsored by the FAPESP?the S?o Paulo Research Foundation (2014/50279-4 and 2020/15230-5) and Shell Brasil, and the strategic importance of the support given by ANP (Brazil?s National Oil, Natural Gas and Biofuels Agency) through the R&D levy regulation. G.T.T.V. acknowledges the financial support of Coordena??o de Aperfei?oamento de Pessoal de N?vel Superior?Brazil (CAPES)?Finance Code 001 and Conselho Nacional de Desenvolvimento Cient?fico e Tecnol?gico (CNPq), process 201674/2020-3. M.B.C.S. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 309838/2020-7. B.S.C. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 314221/2021-2.

Publisher Copyright:
© 2022 by the authors. Licensee MDPI, Basel, Switzerland.

Keywords

diesel engine
fuel cell
hybrid power systems
hydrogen storage
Li-ion battery
ship power systems

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Cite this

@article{e4bc651d3a374cf88fd0458fe1eba453,

title = "Optimized Configuration of Diesel Engine-Fuel Cell-Battery Hybrid Power Systems in a Platform Supply Vessel to Reduce CO2 Emissions",

abstract = "The main objective of this paper is to select the optimal configuration of a ship{\textquoteright}s power system, considering the use of fuel cells and batteries, that would achieve the lowest CO2 emissions also taking into consideration the number of battery cycles. The ship analyzed in this work is a Platform Supply Vessel (PSV) used to support oil and gas offshore platforms transporting goods, equipment, and personnel. The proposed scheme considers the ship{\textquoteright}s retrofitting. The ship{\textquoteright}s original main generators are maintained, and the fuel cell and batteries are installed as complementary sources. Moreover, a sensitivity analysis is pursued on the ship{\textquoteright}s demand curve. The simulations used to calculate the CO2 emissions for each of the new hybrid configurations were developed using HOMER software. The proposed solutions are auxiliary generators, three types of batteries, and a proton-exchange membrane fuel cell (PEMFC) with different sizes of hydrogen tanks. The PEMFC and batteries were sized as containerized solutions, and the sizing of the auxiliary engines was based on previous works. Each configuration consists of a combination of these solutions. The selection of the best configuration is one contribution of this paper. The new configurations are classified according to the reduction of CO2 emitted in comparison to the original system. For different demand levels, the results indicate that the configuration classification may vary. Another valuable contribution of this work is the sizing of the battery and hydrogen storage systems. They were installed in 20 ft containers, since the installation of batteries, fuel cells and hydrogen tanks in containers is widely used for ship retrofit. As a result, the most significant reduction of CO2 emissions is 10.69%. This is achieved when the configuration includes main generators, auxiliary generators, a 3,119 kW lithium nickel manganese cobalt (LNMC) battery, a 250 kW PEMFC, and 581 kg of stored hydrogen.",

keywords = "diesel engine, fuel cell, hybrid power systems, hydrogen storage, Li-ion battery, ship power systems",

author = "Vieira, {Giovani T.T.} and Pereira, {Derick Furquim} and Taheri, {Seyed Iman} and Khan, {Khalid S.} and Salles, {Mauricio B.C.} and Guerrero, {Josep M.} and Carmo, {Bruno S.}",

note = "Funding Information: Acknowledgments: The authors would like to gratefully acknowledge the support of the RCGI—the Research Centre for Greenhouse Gas Innovation, hosted by the University of S{\~a}o Paulo (USP) and sponsored by the FAPESP—the S{\~a}o Paulo Research Foundation (2014/50279-4 and 2020/15230-5) and Shell Brasil, and the strategic importance of the support given by ANP (Brazil{\textquoteright}s National Oil, Natural Gas and Biofuels Agency) through the R&D levy regulation. G.T.T.V. acknowledges the financial support of Coordena{\c c}{\~a}o de Aperfei{\c c}oamento de Pessoal de N{\'i}vel Superior—Brazil (CAPES)—Finance Code 001 and Conselho Nacional de Desenvolvimento Cient{\'i}fico e Tecnol{\'o}gico (CNPq), process 201674/2020-3. M.B.C.S. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 309838/2020-7. B.S.C. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 314221/2021-2. Funding Information: The authors would like to gratefully acknowledge the support of the RCGI?the Research Centre for Greenhouse Gas Innovation, hosted by the University of S?o Paulo (USP) and sponsored by the FAPESP?the S?o Paulo Research Foundation (2014/50279-4 and 2020/15230-5) and Shell Brasil, and the strategic importance of the support given by ANP (Brazil?s National Oil, Natural Gas and Biofuels Agency) through the R&D levy regulation. G.T.T.V. acknowledges the financial support of Coordena??o de Aperfei?oamento de Pessoal de N?vel Superior?Brazil (CAPES)?Finance Code 001 and Conselho Nacional de Desenvolvimento Cient?fico e Tecnol?gico (CNPq), process 201674/2020-3. M.B.C.S. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 309838/2020-7. B.S.C. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 314221/2021-2. Publisher Copyright: {\textcopyright} 2022 by the authors. Licensee MDPI, Basel, Switzerland.",

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doi = "10.3390/en15062184",

language = "English",

volume = "15",

journal = "Energies",

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T1 - Optimized Configuration of Diesel Engine-Fuel Cell-Battery Hybrid Power Systems in a Platform Supply Vessel to Reduce CO2 Emissions

AU - Vieira, Giovani T.T.

AU - Pereira, Derick Furquim

AU - Taheri, Seyed Iman

AU - Khan, Khalid S.

AU - Salles, Mauricio B.C.

AU - Guerrero, Josep M.

AU - Carmo, Bruno S.

N1 - Funding Information: Acknowledgments: The authors would like to gratefully acknowledge the support of the RCGI—the Research Centre for Greenhouse Gas Innovation, hosted by the University of São Paulo (USP) and sponsored by the FAPESP—the São Paulo Research Foundation (2014/50279-4 and 2020/15230-5) and Shell Brasil, and the strategic importance of the support given by ANP (Brazil’s National Oil, Natural Gas and Biofuels Agency) through the R&D levy regulation. G.T.T.V. acknowledges the financial support of Coordenação de Aperfeiçoamento de Pessoal de Nível Superior—Brazil (CAPES)—Finance Code 001 and Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq), process 201674/2020-3. M.B.C.S. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 309838/2020-7. B.S.C. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 314221/2021-2. Funding Information: The authors would like to gratefully acknowledge the support of the RCGI?the Research Centre for Greenhouse Gas Innovation, hosted by the University of S?o Paulo (USP) and sponsored by the FAPESP?the S?o Paulo Research Foundation (2014/50279-4 and 2020/15230-5) and Shell Brasil, and the strategic importance of the support given by ANP (Brazil?s National Oil, Natural Gas and Biofuels Agency) through the R&D levy regulation. G.T.T.V. acknowledges the financial support of Coordena??o de Aperfei?oamento de Pessoal de N?vel Superior?Brazil (CAPES)?Finance Code 001 and Conselho Nacional de Desenvolvimento Cient?fico e Tecnol?gico (CNPq), process 201674/2020-3. M.B.C.S. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 309838/2020-7. B.S.C. thanks the Brazilian National Council for Scientific and Technological Development (CNPq) for financial support in the form of a productivity grant, number 314221/2021-2. Publisher Copyright: © 2022 by the authors. Licensee MDPI, Basel, Switzerland.

PY - 2022/3/1

Y1 - 2022/3/1

N2 - The main objective of this paper is to select the optimal configuration of a ship’s power system, considering the use of fuel cells and batteries, that would achieve the lowest CO2 emissions also taking into consideration the number of battery cycles. The ship analyzed in this work is a Platform Supply Vessel (PSV) used to support oil and gas offshore platforms transporting goods, equipment, and personnel. The proposed scheme considers the ship’s retrofitting. The ship’s original main generators are maintained, and the fuel cell and batteries are installed as complementary sources. Moreover, a sensitivity analysis is pursued on the ship’s demand curve. The simulations used to calculate the CO2 emissions for each of the new hybrid configurations were developed using HOMER software. The proposed solutions are auxiliary generators, three types of batteries, and a proton-exchange membrane fuel cell (PEMFC) with different sizes of hydrogen tanks. The PEMFC and batteries were sized as containerized solutions, and the sizing of the auxiliary engines was based on previous works. Each configuration consists of a combination of these solutions. The selection of the best configuration is one contribution of this paper. The new configurations are classified according to the reduction of CO2 emitted in comparison to the original system. For different demand levels, the results indicate that the configuration classification may vary. Another valuable contribution of this work is the sizing of the battery and hydrogen storage systems. They were installed in 20 ft containers, since the installation of batteries, fuel cells and hydrogen tanks in containers is widely used for ship retrofit. As a result, the most significant reduction of CO2 emissions is 10.69%. This is achieved when the configuration includes main generators, auxiliary generators, a 3,119 kW lithium nickel manganese cobalt (LNMC) battery, a 250 kW PEMFC, and 581 kg of stored hydrogen.

AB - The main objective of this paper is to select the optimal configuration of a ship’s power system, considering the use of fuel cells and batteries, that would achieve the lowest CO2 emissions also taking into consideration the number of battery cycles. The ship analyzed in this work is a Platform Supply Vessel (PSV) used to support oil and gas offshore platforms transporting goods, equipment, and personnel. The proposed scheme considers the ship’s retrofitting. The ship’s original main generators are maintained, and the fuel cell and batteries are installed as complementary sources. Moreover, a sensitivity analysis is pursued on the ship’s demand curve. The simulations used to calculate the CO2 emissions for each of the new hybrid configurations were developed using HOMER software. The proposed solutions are auxiliary generators, three types of batteries, and a proton-exchange membrane fuel cell (PEMFC) with different sizes of hydrogen tanks. The PEMFC and batteries were sized as containerized solutions, and the sizing of the auxiliary engines was based on previous works. Each configuration consists of a combination of these solutions. The selection of the best configuration is one contribution of this paper. The new configurations are classified according to the reduction of CO2 emitted in comparison to the original system. For different demand levels, the results indicate that the configuration classification may vary. Another valuable contribution of this work is the sizing of the battery and hydrogen storage systems. They were installed in 20 ft containers, since the installation of batteries, fuel cells and hydrogen tanks in containers is widely used for ship retrofit. As a result, the most significant reduction of CO2 emissions is 10.69%. This is achieved when the configuration includes main generators, auxiliary generators, a 3,119 kW lithium nickel manganese cobalt (LNMC) battery, a 250 kW PEMFC, and 581 kg of stored hydrogen.

KW - diesel engine

KW - fuel cell

KW - hybrid power systems

KW - hydrogen storage

KW - Li-ion battery

KW - ship power systems

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DO - 10.3390/en15062184

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