KR20230150405A - Air supply apparatus for a ship, ship including the same, and method of supplying air to an air lubrication device - Google Patents

Abstract

An air supply device 100 for a ship is described. The air supply device 100 includes a fuel cell 110 and an air lubrication device 120 for reducing resistance of the ship. The exhaust gas outlet 111 of the fuel cell 110 is connected to the air lubrication device 120 through an exhaust gas line 112 to supply exhaust gas to the air lubrication device 120 . Additionally, a method of supplying air to a watercraft 200 comprising an air supply device 100 according to any of the embodiments described herein as well as to an air lubrication device 120 of the watercraft is described.

Description

Marine air supply device, ship including same, and method for supplying air to air lubrication device {AIR SUPPLY APPARATUS FOR A SHIP, SHIP INCLUDING THE SAME, AND METHOD OF SUPPLYING AIR TO AN AIR LUBRICATION DEVICE}

Embodiments of the present disclosure relate to air supply devices for air lubricated ships to reduce water friction resistance. Embodiments of the present disclosure also relate to a method of supplying air to an air lubrication device on a ship. Embodiments of the present disclosure also relate to methods of installing a fuel cell in an air supply device.

Generally, a ship experiences the frictional resistance of water on its submerged surface of the bottom of the ship during sea navigation. Particularly for large ships, for example cargo ships, a significant portion of the ship's hull resistance arises from frictional resistance generated by the relative flow of external water in the bottom of the ship.

Air lubrication can be used to reduce the frictional resistance of a ship's hull, particularly by venting air around the hull of the ship. Reduction of frictional resistance has a significant fuel efficiency improvement effect and thus represents an effective means for reducing CO ₂ emissions from ships.

In the state of the art, there are various systems and approaches for the creation of air bubbles for hull lubrication. For example, for generation of air bubbles for hull lubrication, the prior art teaches the use of separate or dedicated mechanical electric compressors or blowers.

However, there is a continuing need for methods and systems for improved hull lubrication, especially with regard to energy consumption and environmental friendliness.

In consideration of the above, an air supply device for a ship according to the independent claim, a ship including an air supply device, a method of supplying air to an air lubrication device of the ship, and a method of installing a fuel cell in the air supply device are provided. Additional aspects, advantages and features will become apparent from the dependent claims, detailed description and accompanying drawings.

According to aspects of the present disclosure, an air supply device for a marine vessel is provided. The air supply system includes fuel cells and an air lubrication device for reducing the vessel's drag. The exhaust gas outlet of the fuel cell is connected to the air lubrication device through an exhaust gas line to supply exhaust gas to the air lubrication device.

Accordingly, compared to devices used in conventional air-lubricated vessels, the air supply device of the present disclosure is improved with respect to energy consumption and environmental friendliness.

According to a further aspect of the disclosure, there is provided a watercraft comprising an air supply device according to any of the embodiments described herein.

According to another aspect of the disclosure, a method of supplying air to an air lubrication device on a ship is provided. The method includes supplying exhaust gas from the fuel cell to the air lubrication device.

According to aspects of the present disclosure, an air supply device for a marine vessel is provided. The air supply device includes a fuel cell, an air lubrication device for reducing the drag of the vessel, and a compressor connected to the pressurized line system to provide pressurized fluid to the pressurized line system. A pressurized line system is connected to the fuel cell to provide pressurized fluid from the compressor to the fuel cell. A pressurized line system is also connected to the air lubrication device to provide pressurized fluid to the air lubrication device.

Accordingly, compared to devices used in conventional air-lubricated vessels, the air supply device of the present disclosure is improved with respect to energy consumption and environmental friendliness.

According to a further aspect of the disclosure, there is provided a watercraft comprising an air supply device according to any of the embodiments described herein.

According to another aspect of the present disclosure, a method of installing a fuel cell in a marine air supply system is provided. The air supply device includes an air lubrication device for reducing resistance of the vessel, and a compressor for providing pressurized fluid to the air lubrication device. The method includes connecting the compressor outlet and the inlet of the fuel cell via an intake gas line or a branched intake gas line. The method further comprises connecting the inlet of the air lubrication device with the exhaust gas outlet of the fuel cell via an exhaust gas line, or connecting the inlet of the air lubrication device with the compressor outlet via a branched intake gas line.

Those skilled in the art will be able to recognize additional features and advantages upon reading the following detailed description and viewing the accompanying drawings.

In a manner that the above-described features of the disclosure may be understood in detail, a more specific description of the disclosure briefly summarized above may be made with reference to the embodiments. The accompanying drawings relate to embodiments of the present disclosure and are described below:
Figure 1 shows a schematic diagram of a vessel with an air supply device according to an embodiment described herein.
Figure 2 shows a schematic diagram of a vessel with an air supply device according to a further embodiment described herein.
3A and 3B show block diagrams illustrating an embodiment of a method of supplying air to an air lubrication device on a ship according to embodiments described herein.
Figure 4 shows a schematic diagram of a vessel with an air supply device according to an embodiment described herein.
Figure 5a shows a schematic diagram of a vessel with an air supply device according to a further embodiment described herein.
Figure 5b shows a schematic diagram of a vessel with an air supply device according to a further embodiment described herein.
Figure 6 shows a schematic diagram of a vessel with an air supply device according to a further embodiment described herein.
Figure 7 shows a schematic diagram of a vessel with an air supply device according to a further embodiment described herein.
Figure 8 shows a schematic diagram of a vessel with an air supply device according to a further embodiment described herein.
Figure 9 shows a schematic diagram of a vessel with an air supply device according to a further embodiment described herein.
Figure 10 shows a schematic diagram of a vessel with an air supply device according to a further embodiment described herein.

Reference will now be made in detail to various embodiments, one or more examples of which are illustrated in each figure. Each example is provided by way of illustration and is not intended to be limiting. For example, features illustrated or described as part of one embodiment may be used on or in conjunction with any other embodiment to produce another embodiment. This disclosure is intended to cover such modifications and variations.

Within the description of the drawings below, like reference numbers indicate identical or similar elements. In general, only differences for individual embodiments are described. Unless otherwise specified, descriptions of portions or aspects of one embodiment may also apply to corresponding portions or aspects of other embodiments.

With exemplary reference to FIG. 1 , an air supply device 100 for a ship 200 according to the present disclosure is described. According to an embodiment that can be combined with other embodiments described herein, the air supply device 100 includes a fuel cell 110 and an air lubrication device 120 for reducing the resistance of the vessel 200. In particular, the air lubrication device 120 is configured for generating air bubbles for hull lubrication. More specifically, air lubrication devices are typically configured to generate or form an air layer on the bottom surface of the hull by venting air to the outer surface below the waterline of the hull. In other words, air lubrication can be used to reduce the frictional resistance of the ship's hull, particularly by venting air around the hull of the ship, especially under the hull. Accordingly, the frictional resistance between the vessel and the water can be advantageously reduced. As exemplarily shown in FIG. 1 , the exhaust gas outlet 111 of the fuel cell 110 supplies exhaust gas to the air lubrication device 120 via the exhaust gas line 112 . is connected to

Accordingly, embodiments of air supply devices as described herein advantageously provide improved energy efficiency and environmental friendliness compared to conventional devices used for air lubricated vessels.

2 , according to an embodiment that may be combined with other embodiments described herein, the fuel cell 110 is equipped with a compressor 130 to provide pressurized air to the fuel cell 110. connected. In other words, fuel cell 110 may be a pressurized fuel cell, which may be advantageous for supplying pressurized flow to an air lubrication device. Accordingly, the energy efficiency of ships may be improved. Additionally, the ship's global carbon footprint can be reduced.

According to an embodiment that can be combined with other embodiments described herein, the fuel cell 110 is connected to a fuel supply 140, as exemplarily shown in FIG. 2 . The fuel supply unit 140 is configured to provide fuel to the fuel cell 110. In particular, the fuel may be at least one of hydrogen, methane, methanol, ammonia or any other suitable fuel. Accordingly, compared to conventional fuels used in marine transportation such as heavy oil, environmental friendliness can be improved.

2, according to an embodiment that may be combined with other embodiments described herein, the air supply device 100 may include an afterburner, an oxidizer, a turbine, an expander, a heat exchanger, a throttle, in particular It further comprises at least one component 150 selected from a flap, and a recycling device. As exemplarily shown in FIG. 2 , typically at least one component 150 is connected to an exhaust gas line 112 . Providing one or more of the additional components 150 as described herein may be advantageous to improve the performance of the air supply system, particularly the global system. It should be understood that each of the at least one component 150 may be arranged in series or parallel.

According to an embodiment that can be combined with other embodiments described herein, the air supply device 100 further includes a flow control device 160 connected to the exhaust gas line 112 . In particular, the flow control device may be a valve or flap. For example, flow control device 160 may be provided in series with at least one component 150 , especially downstream of at least one component 150 . Alternatively, flow control device 160 may be provided in parallel with at least one component 150 . Accordingly, the amount of air supply to the air lubrication device 120 can be advantageously adjusted.

According to embodiments that may be combined with other embodiments described herein, fuel cell 110 may be a proton exchange membrane fuel cell (PEMFC) or solid oxide fuel cell (SOFC) or any other fuel cell type, particularly for mobile applications. for any other fuel cell.

Accordingly, from Figures 1 and 2, it should be understood that, according to another aspect of the present disclosure, a vessel 200 is provided that includes an air supply device according to any of the embodiments described herein. Accordingly, a ship can be provided with a more efficient and more environmentally friendly system for reducing water-hull friction, which can reduce overall operating costs. In this disclosure, the term “vessel” may also include a boat, any other vessel.

With exemplary reference to the block diagram shown in FIGS. 3A and 3B, an embodiment of a method 300 for supplying air to an air lubrication device 120 of a vessel 200 according to the present disclosure is described. According to an embodiment, which may be combined with other embodiments described herein, the method includes supplying exhaust gas from the fuel cell 110 to the air lubrication device 120 (indicated by block 310 in FIG. 3A). do. Typically, the exhaust gases of the fuel cell are O ₂ -poor air and/or steam. In particular, the step of supplying exhaust gases from the fuel cell to the air lubrication device typically involves directing the exhaust gases directly to the air lubrication device, in particular without using the exhaust gas rest energy to drive the turbocharger. Includes.

3B, according to an embodiment that may be combined with other embodiments described herein, method 300 includes providing pressurized air to a fuel cell 110 (block 320 in FIG. 3B). (indicated by ).

According to an embodiment, which may be combined with other embodiments described herein, the method 300 includes an afterburner, an oxidizer, a turbine, an expander, a heat exchanger, It further comprises directing the exhaust gases through at least one component 150 selected from a throttle, in particular a flap and a recirculation device (indicated by block 330 in FIG. 3B ).

According to an embodiment, which may be combined with other embodiments described herein, method 300 includes controlling the exhaust gas flow provided to air lubrication device 120 using flow control device 160 (FIG. It further includes (indicated by block 340 in 3b). In particular, flow control device 160 is a valve or flap.

Typically, a method 300 of supplying air to an air lubrication device 120 of a vessel 200 comprises the steps of using an air supply device 100 according to any of the embodiments described herein (block 120 in Figure 3B). It should be understood that it includes (indicated by 350). In other words, the method 300 of supplying air to the air lubrication device 120 of the vessel 200 may be performed by employing the supply device 100 according to any of the embodiments described herein. Additionally, it should be understood that specific combinations of method blocks 310, 320, 330, 340, and 350 are examples only. In other words, method blocks 320, 330, 340 and 350 represent optional additional method features that can be arbitrarily combined with the main block 310 of method 300. More specifically, supplying exhaust gas from fuel cell 110 to air lubrication device 120 (indicated by block 310 in FIGS. 3A and 3B ) includes method block 320, as exemplarily described herein; It can be combined with one or more of 330, 340 and 350.

Therefore, in view of the above, it should be understood that compared to the state of the art, the embodiments described herein advantageously provide improved energy efficiency and environmental friendliness, allowing CO ₂ emissions and operating costs to be reduced. . It is also pointed out that, in contrast to the prior art, according to an embodiment that can be combined with other embodiments described herein, the air supply device is configured to direct energy and exhaust fluid from the fuel cell to the air lubrication device. In particular, embodiments of the present disclosure may be configured to provide exhaust gases (eg, O ₂ -poor air and vapor) directly to a hull lubrication input from a fuel cell. In other words, according to an embodiment that can be combined with other embodiments described herein, the exhaust gas outlet of the fuel cell is directly connected to the air lubrication device through an exhaust gas line, such that the exhaust gas from the fuel cell provides air lubrication. It is guided directly to the device.

With exemplary reference to FIG. 4 , an air supply device 400 for a ship 700 according to aspects of the present disclosure is described. According to an embodiment that can be combined with other embodiments described herein, the air supply device 400 includes a fuel cell 410 and an air lubrication device 420 for reducing the resistance of the vessel 700.

In particular, the air lubrication device 420 is configured for generating air bubbles for hull lubrication. Typically, air lubrication devices are configured to generate or form an air layer on the bottom surface of a hull by venting air to the outer surface below the waterline of the hull. In other words, lubrication can be used to reduce the hull friction resistance of a vessel, especially by venting air around the hull of the vessel, especially under the hull. Advantageously, the frictional resistance between the vessel and the water can be reduced. Hull drag typically represents a major portion of a ship's fuel consumption. By way of example, injecting air bubbles under the hull may improve a vessel's consumption by up to about 10%. Fuel consumption by air bubble injection can be improved for essentially all types of vessels, regardless of propulsion mode (diesel, gas, battery-electric, fuel cell, hybrid).

Although the term “air” lubrication device 420 is used throughout this application, “air” lubrication device 420 is not limited to pneumatic applications. For example, as described further below, exhaust gases originating from fuel cell 410 may be introduced (optionally in an additional pressurized manner) into air lubrication device 420. In this case, the exhaust gases may simply correspond to air, but may also correspond to (highly) humid air and may contain additional gases or particles (particles which in this case are usually not harmful to the environment). Accordingly, although air is preferably used, “air” lubrication device 420 may fully operate with any type of pressurized fluid and is not limited to operating with air.

To generate gas bubbles, the air supply device 400 includes a compressor 430. Compressor 430 is connected to the pressurized line system to provide pressurized fluid to the pressurized line system. The pressurized line system includes, but is not limited to, exhaust gas lines 412, 512, intake gas lines 414, branched intake gas lines 514, first branch intake line 515, and second branch intake gas lines. It may also correspond to a manifold of several individual gas lines or line sections, such as one or more of lines 516.

In the exemplary embodiment shown in FIG. 4 , the pressurized line system includes an exhaust gas line 412 and an intake gas line (not referenced) fluidly connecting the compressor and fuel cell 410.

Pressurization line systems 412, 414, 512, 514, 515, 516 are also connected to fuel cell 410 to provide pressurized fluid from compressor 430 to fuel cell 410. In other words, fuel cell 410 is a pressurized fuel cell that (in some embodiments) may be advantageous for supplying pressurized flow to an air lubrication device. Accordingly, the energy efficiency of ships may be improved. Additionally, the ship's global carbon footprint can be reduced. Pressurization of fuel cells is advantageous for improving fuel cell efficiency and power density.

The pressurized fluid provided to fuel cell 410 is typically compressed air. In an embodiment, the compressor outlet and the inlet of fuel cell 410 may be directly connected by an intake gas line, as shown in FIG. 4 . In other embodiments, additional components connecting the compressor and fuel cell 410 may be arranged within the gas line, as described further below.

Pressurized line systems 412, 414, 512, 514, 515, 516 are also connected to air lubrication device 420 to provide pressurized fluid to air lubrication device 420. The pressurized fluid delivered to the air lubrication device 420 may be, for example, exhaust gas, such as pressurized air or humid air from a fuel cell.

Embodiments of the present disclosure allow for providing both a fuel cell as well as an air lubrication device with pressurized fluid, while requiring only one compressor or compressor system for this purpose. The air supply device of the present disclosure is less complex and simpler to implement compared to prior art systems. Moreover, the air supply device of the present invention reduces the air compression work and thus the energy consumption required to pressurize both the fuel cell and the air lubrication device. If a compressor and air lubrication device already exist on board the vessel, the air supply can be retrofitted to the already existing system, as described further below. In this case, energetically speaking, the fuel cell is thus pressurized “for free”. Fuel cells may be provided on board a ship for a variety of purposes, for example a fuel cell may be used to propel the ship, but may also be used for other purposes such as powering other electrical devices on board the ship. The air supply device of the present disclosure may be implemented regardless of the purpose of installing the fuel cell on a ship. The air supply device of the present disclosure maintains the fuel cell(s) in operation with pressurized fluid and preferably recovers at least a portion of the energy of the pressurized fluid (as further described below) in certain situations (aboard a vessel). It may be acceptable to shut down the air lubrication system (such as when it is not moving).

According to an embodiment, the exhaust gas outlet 411 of the fuel cell 410 is connected to the air lubrication device 420 via the exhaust gas line 412 of the pressurized line system to supply exhaust gas to the air lubrication device 420. connected. Figures 4, 5a, 5b and 6 show examples of this embodiment. By supplying the exhaust gases of the fuel cell to the air lubrication device, the addition of an expander or turbine downstream of the fuel cell to recover part of the pressure enthalpy is not necessarily required, since the pressurized fluid is additionally used for the air lubrication device. No. The additional use of pressurized fluids for air lubrication devices results in lower efficiency losses because thermodynamic conversions (between different forms of energy) are reduced and the mechanical complexity of the air supply device is reduced.

According to another embodiment, the compressor outlet of the compressor 430 is connected to the air lubrication device 420 via a branched intake gas line 514 of the pressurized line system to supply pressurized fluid from the compressor outlet to the air lubrication device 420. is connected to In this embodiment, the pressurized fluid may typically be pressurized air. An exemplary embodiment is shown, for example, in Figure 7. According to a preferred embodiment, the branch corresponds to at least two branch lines which may or may not merge further downstream of the branch. In this embodiment, pressurized fluid or exhaust gases from fuel cell 410 may preferably not be conveyed to air lubrication device 420 . Instead, the pressurized fluid or exhaust gas generated from the fuel cell 410 may be used for other purposes, such as recovering a portion of the pressure enthalpy.

The branched intake gas line 514 may include a first branch intake line 515 connected to the fuel cell 410 and a second branch intake line 516 connected to the air lubrication device 420 . 8 to 10 show examples of first and second branch intake lines 515 and 516.

According to an embodiment that can be combined with other embodiments described herein, the air supply device 400 may be connected to a pressurized line system, in particular a branched intake gas line 514 or an intake gas line 414 or an exhaust gas line ( It further includes a fuel cell bypass 415 connected to 412). FIG. 5A shows an exemplary embodiment including a fuel cell bypass 415 connected to an intake gas line 414 . With further reference to FIGS. 5A and 6 , the air supply device may include a fuel cell bypass flow control device 416 configured to independently control the flow of pressurized fluid to the fuel cell 410 . Fuel cell bypass flow control device 416 may optionally also be configured to control the flow of pressurized fluid to air lubrication device 420. The fuel cell bypass flow control device 416 may preferably be a valve or flap. Fuel cell bypass flow control device 416 allows setting the pressure as desired for a particular operating mode.

In one embodiment, the air supply device may further include a blow-off valve 480 for releasing pressurized fluid. An example of a blow-off valve 480 is shown in FIGS. 5A and 5B. Blow-off valve 480 allows releasing a significant portion of the pressurized fluid, or even the entire overpressure, into the atmosphere when it is not desired to pressurize one or more of the components of the air supply. Illustratively, blow-off valve 480 may be connected to exhaust gas lines 412 and 512. For example, if pressurization of the fuel cell is desired for a particular application, but pressurization of the air lubrication device is not desired (e.g., if the vessel is not moving), pressurized fluid may be injected into the air lubrication device 420. It may have been released before. The blow-off valve 480 may be arranged downstream of the fuel cell 410 and/or upstream of the air lubrication device 420. The air supply device may further include a blow-off outlet line connected to the exhaust gas lines 412, 512. Blow-off valve 480 may be arranged in the blow-off outlet line.

In one exemplary embodiment, the blow-off valve 480 and/or blow-off outlet line is located upstream of the turbine 450 (described in further detail below) and/or in the turbine bypass 451 (described in further detail below). (described in more detail) may be arranged upstream. An example of a blow-off valve 480 arranged upstream of turbine 450 is shown in FIG. 5A.

In another example embodiment, the blow-off valve 480 and/or the blow-off outlet line is downstream of the turbine 450 (described in further detail below) and/or merges with the exhaust gas lines 412, 512. or may be arranged upstream of the incorporating turbine bypass 451 (described in further detail below). An example of a blow-off valve 480 arranged downstream of turbine 450 is shown in FIG. 5B. This means that when the fuel cell is pressurized and the air lubrication device is not in use (for example, when the vessel is not moving or when the vessel is in port or on the shallow seabed, to avoid any potential damage), the pressure energy/enthalpy is allowed to be retrieved again.

According to an embodiment that can be combined with other embodiments described herein, the air supply device 400 further includes flow control devices 460, 560, 561. Flow control devices 460, 560, 561 are preferably valves or flaps. For example, flow control devices 460, 560, 561 may be throttle valves. 6-10 each show examples of flow control devices 460, 560, and 561. The flow control devices 460 , 560 , 561 are preferably arranged downstream of the fuel cell 410 and/or upstream of the air lubrication device 120 . The flow control devices 460 , 560 , 561 are preferably arranged downstream of the fuel cell bypass 415 merging or integrating with the exhaust gas lines 412 , 512 . Preferably, the flow control devices 460 , 560 , 561 are connected to the exhaust gas lines 412 , 512 and/or the second branch intake line 516 . The flow control devices 460 , 560 , 561 control the flow of the first and second branch intake lines 515 , 516 and thus the flow of pressurized fluid injected into the fuel cell 410 and the air lubrication device 420 respectively. Adjustments may be permitted. Flow control devices 460, 560, 561 connected to exhaust gas lines 412, 512 (e.g., as shown in FIG. 6) control the charging of fuel cell 410 independently of the air lubrication device pressure. Allows the possibility of controlling the pressure. The pressure required for an air lubrication device is usually determined by the draft depth of the vessel.

In one embodiment, the air supply device 400 further includes turbines 450, 550 connected to exhaust gas lines 412, 512. The turbine is shown in Figure 5A and Figures 8-10. The turbine is arranged downstream of the fuel cell 410 and/or upstream of the air lubrication device 420. The turbine is preferably arranged upstream of the flow control devices 460, 560, 561 (if present). Turbines 450, 550 are preferably arranged downstream of fuel cell bypass 415 merging or integrating with exhaust gas lines 412, 512. The turbines 450 and 550 allow recovery of some of the energy of the exhaust gases generated from the fuel cell 410. For example, when exhaust gases are released into the atmosphere, turbines 450, 550 allow recovery of some of the energy. When exhaust gases are delivered to the air lubrication device 420 , the air supply device 400 may also include turbines 450 , 550 . Air lubrication devices typically have lower pressure requirements compared to fuel cells 410. Accordingly, some of the energy may be recovered by the turbines 450, 550 while still ensuring a sufficiently high pressure to operate the air lubrication device 420. Moreover, the turbine allows independently adjusting the charging pressure of the fuel cells and the air lubrication device, depending on demands due, for example, to the speed of the vessel, the fuel cell load or the conditions of navigation. The turbines 450, 550 are preferably provided in series with the flow control devices 460, 560, 561 and/or in parallel with the blow-off valve 480 and the blow-off outlet line.

When the air supply device 400 includes turbines 450 and 550, the air supply device 400 may further include a turbine bypass 451 and a turbine bypass valve 452. Turbine bypass 451 is shown in Figure 5A. The turbine bypass may be connected to the exhaust gas line 412. Turbine bypass 451 and/or turbine bypass valve 452 allow limiting pressure reduction resulting from energy recovery by the turbine.

Turbine 450 may be a turbine of fixed geometry and optionally may include a turbine bypass 451 and a turbine bypass valve 452. Alternatively, turbine 450 may be a variable geometry turbine 450 and optionally include a turbine bypass 451 and a turbine bypass valve 452.

According to an embodiment that can be combined with other embodiments described herein, the air supply device 400 is downstream of the compressor 430 and in the fuel cell 410 to provide pressurized fluid to the fuel cell 410. It further includes a high pressure compressor 530 arranged upstream. An example of a high pressure compressor is shown in Figure 10. Typically, the high pressure compressor 530 is arranged in the first branch intake line 515. In many applications, fuel cells require higher pressures compared to air lubrication systems, or even higher pressures than the maximum pressure provided by a single stage compression process. The compressor 430 connected to the high pressure compressor 530 may be considered a two-stage compressor. In this embodiment, compressor 430 may also be referred to as a low pressure compressor. The two-stage compressor ensures that the charging pressure for the fuel cell 410 is sufficiently high.

The air supply device 400 may further include an intercooler arranged between the (low pressure) compressor 430 and the high pressure compressor 530. In other words, the intercooler may be arranged in the first branch intake line 515 upstream of the high pressure compressor 530. Advantageously, the intercooler improves compression efficiency.

In one exemplary embodiment, the air supply device 400 includes a high pressure compressor 530 according to any of the embodiments described herein, and a turbine 450, 550 according to any of the embodiments described herein. It may also be included. 10 shows an exemplary embodiment including a high pressure compressor 530 and a turbine 550. For example, high pressure compressor 530 provides pressurized fluid to the fuel cell at a pressure of at least 4 bar, while exhaust gases from the fuel cell may be discharged into the atmosphere, or typically at a pressure of, for example, 1.5 or 2 bar. It may also be provided in an air lubrication device that may only require pressurized fluid with a pressure of Combining high pressure compressor 530 with turbines 450, 550 is particularly advantageous for recovering energy from the high pressure fluid generated by high pressure compressor 530.

In one embodiment, high pressure compressor 530 is configured to supply pressurized fluid to air lubrication device 420 via fuel cell 410. In one embodiment, the exhaust gas line 512 of the fuel cell 410 is connected to a branched intake gas line 514, particularly a second branch intake gas line 516. This connecting line 518 is drawn as a dotted line on the right side of Figure 10. The air supply device 400 may further comprise at least one of a valve, a flap and an additional turbine arranged in a connecting line 518 (not shown in FIG. 10 ). Additionally or alternatively, the second branch intake line 516 may further comprise a flow control device 460, 560, 561 and/or a turbine 450, 550 upstream of the air lubrication device 420. (not shown in Figure 10).

The air supply device 400 may include an intake control device 570 . For example, an inflow control device is shown in Figure 9. Inlet control device 570 may be arranged downstream of compressor 430 and upstream of fuel cell 410 . The inlet control device 570 is preferably arranged in series with the fuel cell 410 and/or in the first branch intake line 515 or the intake gas line 414 . The inflow control device 570 is preferably arranged upstream of the fuel cell bypass 415 . Inflow control device 570 may be configured to control the charging pressure of fuel cell 410 . In a preferred embodiment, inlet control device 570 is at least one of a valve, a flap, and a second turbine.

The air supply device 400 may include a second turbine bypass and/or a second turbine bypass valve in embodiments where the inlet control device 570 is a second turbine. The second turbine bypass is configured to bypass the second turbine. The air supply device 400 does not include a (first) turbine and/or a (first) turbine bypass and/or a (first) turbine bypass valve and does not include a second turbine and/or a second turbine bypass and/or. Alternatively, it may include a second turbine bypass valve. The turbines differ in that the (first) turbine is preferably connected to the exhaust gas lines 412 , 512 , while the second turbine 570 is preferably arranged upstream of the fuel cell 410 .

Below, some preferred embodiments of the invention will be summarized:

1) The air supply device 400 according to any embodiment disclosed herein includes a compressor 430, a fuel cell 410, an air lubrication device 420, a turbine 450, 550, and a flow control device 460. 560, 561). Turbines 450, 550, and flow control devices 460, 560, 561 are connected to exhaust gas lines 412, 512. Flow control devices 560, 560, 561 are preferably valves. Flow control devices 460, 560, 561 are arranged downstream of the turbines 450, 550. The exhaust gas lines 412, 512 may optionally be branched exhaust gas lines having a first branch exhaust gas line and a second branch exhaust gas line. Turbines 450, 550, flow control devices 460, 560, 561, and air lubrication device 420 may be arranged in series in the first branch exhaust gas line. The second branch exhaust gas line may comprise a third turbine and additional flow control devices. The second branch exhaust gas line, in particular the additional flow control device, may be configured to discharge the pressurized fluid directly into the atmosphere. A further flow control device is preferably arranged downstream of the third turbine.

2) The air supply device 400 according to any embodiment disclosed herein includes a compressor 430, a fuel cell 410, an air lubrication device 420, a turbine 450, 550, and a flow control device 460. 560, 561). Turbines 450, 550, and flow control devices 460, 560, 561 are connected to exhaust gas lines 412, 512. Flow control devices 460, 560, 561 are preferably valves. Flow control devices 460, 560, 561 are arranged downstream of the turbines 450, 550. The exhaust gas lines 412, 512 may optionally be branched exhaust gas lines having a first branch exhaust gas line and a second branch exhaust gas line. Turbines 450, 550 may be arranged upstream of the branch. Flow control devices 460, 560, 561 and air lubrication device 420 may be arranged in series in the first branch exhaust gas line. The second branch exhaust gas line may comprise an additional flow control device. The second branch exhaust gas line, in particular the additional flow control device, may be configured to discharge the pressurized fluid directly into the atmosphere.

3) The air supply device 400 according to any embodiment disclosed herein includes a compressor 430, a fuel cell 410, an air lubrication device 420, a turbine 450, 550, and a flow control device 460, 560, 561). Turbines 450, 550, and flow control devices 460, 560, 561 are connected to exhaust gas lines 412, 512. Flow control devices 460, 560, 561 are preferably valves. The exhaust gas lines 412, 512 may optionally be branched exhaust gas lines having a first branch exhaust gas line and a second branch exhaust gas line. Flow control devices 460, 560, 561 and air lubrication device 420 may be arranged in series in the first branch exhaust gas line. The second branch exhaust gas line may comprise turbines 450, 550 and additional flow control devices. Additional flow control devices 460, 560, 561 are arranged downstream of the turbines 450, 550. The second branch exhaust gas line, in particular the additional flow control device, may be configured to discharge the pressurized fluid directly into the atmosphere.

According to an embodiment that can be combined with other embodiments described herein, the fuel cell 410 is connected to a fuel supply. The fuel supply unit is configured to provide fuel to the fuel cell 410. In particular, the fuel may be at least one of hydrogen, methane, methanol, ammonia or any other suitable fuel. Accordingly, compared to conventional fuels used in marine transportation such as heavy oil, environmental friendliness can be improved.

The air supply device 400 may further include at least one component selected from an afterburner, an oxidizer, a heat exchanger, and a recirculation device. Typically, at least one component is connected to exhaust gas line 412. Providing one or more of the additional components as described herein may be advantageous to improve the performance of an air supply system, particularly a global system. It should be understood that each of the at least one component may be arranged in series or parallel. For example, flow control devices 460 , 560 , 561 may be provided in series with at least one component, especially downstream of at least one component 450 . Alternatively, flow control devices 460, 560, 561 may be provided in parallel with at least one component.

According to embodiments that may be combined with other embodiments described herein, fuel cell 410 may be a proton exchange membrane fuel cell (PEMFC) or solid oxide fuel cell (SOFC), or a fuel cell hybrid system, or any other fuel cell. Any other fuel cell type, especially for mobile applications.

According to an embodiment that can be combined with other embodiments described herein, the air supply device 400 may include a plurality of fuel cells and/or a plurality of air lubrication devices. Each of the plurality of fuel cells and/or the plurality of air lubrication devices may be connected to a pressurized line system and/or in fluid communication with a compressor. Compressor 430 may be configured to provide pressurized fluid to each of a plurality of fuel cells and/or a plurality of air lubrication devices.

According to another aspect of the disclosure, a watercraft (700) is provided that includes an air supply device (400) according to any of the embodiments described herein. Accordingly, a ship can be provided with a more efficient and more environmentally friendly system for reducing water-hull friction, which can reduce overall operating costs. In this disclosure, the term “vessel” may also include a boat, any other vessel.

In another aspect of the disclosure, a method of installing a fuel cell in a marine air supply system is provided. The air supply device includes an air lubrication device for reducing resistance of the vessel, and a compressor for providing pressurized fluid to the air lubrication device. The method may include providing a fuel cell and a pressurized line system having an intake gas line or a branched intake gas line and an exhaust gas line. The method further includes connecting the compressor outlet and the inlet of the fuel cell via an intake gas line or a branched intake gas line. The method includes connecting an inlet of the air lubrication device with an exhaust gas outlet of the fuel cell via an exhaust gas line, or connecting the inlet of the air lubrication device with a compressor outlet via a branched intake gas line.

The method may include an air supply device, fuel cell, and pressurized line system according to any embodiment described herein. Moreover, the method includes installing any component according to any embodiment described herein at any location described herein (i.e., a location within the pressurized line system and upstream/downstream of other components). It may also be included. For example, the method may further include installing a turbine and/or flow control device.

According to aspects of the present disclosure, an air supply device 100 for a ship 200 is provided.

Example 1: Fuel cell 110 and air lubrication device 120 for reducing resistance of ship 200, wherein exhaust gas outlet 111 of fuel cell 110 supplies exhaust gas to air lubrication device 120 An air supply device (100) comprising an air lubrication device (120), connected with the air lubrication device (120) via an exhaust gas line (112) for supplying .

Example 2: The air supply device 100 according to Example 1, wherein the fuel cell 110 is connected to a compressor 130 to provide pressurized air to the fuel cell 110.

Embodiment 3: According to Embodiment 1 or 2, the fuel cell 110 is connected to a fuel supply 140 to provide fuel to the fuel cell 110, in particular the fuel is hydrogen, methane, methanol, ammonia or any The air supply device 100 is at least one of other suitable fuels.

Embodiment 4: The method according to any one of embodiments 1 to 3, further comprising at least one component 150 selected from an afterburner, an oxidizer, a turbine, an expander, a heat exchanger, a throttle, especially a flap, and a recirculation device. and at least one component (150) is connected to the exhaust gas line (112).

Example 5: Air supply device according to any one of examples 1 to 4, further comprising a flow control device (160) connected to the exhaust gas line (112), in particular the flow control device (160) being a valve or flap. (100).

Embodiment 6: According to embodiments 4 and 5, the flow control device 160 is provided in series with the at least one component 150, in particular downstream of the at least one component 150, or (160) is provided in parallel with at least one component (150), the air supply device (100).

Example 7: The air supply of any of Examples 1-6, wherein fuel cell 110 is a proton exchange membrane fuel cell (PEMFC) or solid oxide fuel cell (SOFC) or any other fuel cell for mobile applications. Device (100).

Embodiment 8: According to any one of embodiments 1 to 7, the exhaust gas outlet 111 of the fuel cell 110 is directly connected to the air lubrication device 120 via the exhaust gas line 112, in particular the turbocharger. Air supply device 100, wherein the exhaust gas from the fuel cell is directed directly to the air lubrication device, without using the exhaust gas static energy to propel the air.

According to a further aspect of the present disclosure, a vessel 200 is provided, comprising an air supply device 100 according to any one of embodiments 1 to 8.

According to another aspect of the present disclosure, a method (300) of supplying air to an air lubrication device (120) of a watercraft (200) is provided.

Example 9: A method (300) comprising supplying (310) exhaust gas from a fuel cell (110) to an air lubrication device (120).

Example 10: The method (300) of Example 9, further comprising providing (320) pressurized air to the fuel cell (110).

Embodiment 11: According to embodiment 9 or 10, before exhaust gases from the air lubrication device 120, at least one selected from afterburners, oxidizers, turbines, expanders, heat exchangers, throttles, especially flaps and recirculation devices. Method (300) further comprising directing (330) exhaust gases through one component (150).

Embodiment 12: The method of any of embodiments 9 to 11, further comprising controlling (340) the exhaust gas flow provided to the air lubrication device (120) using a flow control device (160), particularly a valve or flap. Method 300, including:

Example 13: The method (300) of any of Examples 9-12, wherein the exhaust gas is O ₂ -poor air and/or steam.

Example 14: The method of any of Examples 9 to 13, wherein supplying 310 exhaust gases from fuel cell 110 to air lubrication device 120 comprises directing exhaust gases directly to the air lubrication device. Method 300, including:

Example 15: The method of any of Examples 9-14, wherein supplying 310 exhaust gas from fuel cell 110 to air lubrication device 120 uses the exhaust gas static energy to propel the turbocharger. Method 300, comprising directing exhaust gases to an air lubrication device without doing so.

Example 16. The method of any of Examples 9-15, further comprising using (350) an air supply device (100) according to any of Examples 1-8.

Therefore, in view of the above, it should be understood that compared to the state of the art, the embodiments described herein advantageously provide improved energy efficiency and environmental friendliness, allowing CO ₂ emissions and operating costs to be reduced. .

Although the foregoing relates to embodiments, other and additional embodiments may be devised without departing from the basic scope, which is determined by the following claims.

100: air supply device
110: fuel cell
111: exhaust gas outlet
112: exhaust gas line
120: air lubrication device
140: Fuel supply unit
150: component
160: Flow control device
200: vessel
300: Method for supplying air to an air lubrication device
310, 320, 330, 340, 350: Blocks representing method steps of how to supply air to an air lubrication device
400: air supply device
410: fuel cell
411, 511: exhaust gas outlet
412, 512: exhaust gas line
414: intake gas line
415: Fuel cell bypass
416: Fuel cell bypass flow control device
420: Air lubrication device
430: Compressor
450, 550: turbine
451: Turbine bypass
452: Turbine bypass valve
460, 560, 561: Flow control device
480: Blow-off valve
514: Branched intake gas line
515: first branch intake line
516: second branch intake line
530: High pressure compressor
570: Inflow control device
700: Ship

Claims (16)

It is an air supply device (400) for a ship (700),
- fuel cell 410; and
- Air lubrication device 420 for reducing the resistance of the vessel 700;
- a compressor (430) connected to the pressurized line system (412, 414, 512, 514, 515, 516) for providing pressurized fluid to the pressurized line system (412, 414, 512, 514, 515, 516),
A pressurized line system (412, 414, 512, 514, 515, 516) is connected to the fuel cell (410) to provide pressurized fluid from the compressor (430) to the fuel cell (410),
A pressurized line system (412, 414, 512, 514, 515, 516) is also connected to the air lubrication device (420) to provide pressurized fluid to the air lubrication device (420). 2. The method of claim 1, wherein the exhaust gas outlet (411) of the fuel cell (410) is connected to the exhaust gas of the pressurized line system (412, 414, 512, 514, 515, 516) to supply exhaust gas to the air lubrication device (420). An air supply device (400) connected to an air lubrication device (420) via a gas line (412). 2. The method of claim 1, wherein the compressor outlet of the compressor (430) is connected to a branched intake of a pressurized line system (412, 414, 512, 514, 515, 516) to supply pressurized fluid from the compressor outlet to the air lubrication device (420). An air supply device (400) connected to the air lubrication device (420) via a gas line (514). 4. Air supply device (400) according to any one of claims 1 to 3, further comprising a fuel cell bypass (415) connected to a pressurization line system (412, 414, 512, 514, 515, 516). . 4. The method according to any one of claims 1 to 3, wherein the branched intake gas line (514) has a first branch intake line (515) connected to the fuel cell (410) and a second branch connected to the air lubrication device (420). Air supply device 400, comprising an intake line 516. The method according to claim 1 , further comprising: a flow control device (460, 560, 561) connected to the exhaust gas line (412, 512) or the second branch intake line (516); and a blow-off valve (480) for releasing pressurized fluid, wherein the blow-off valve (480) is connected to the exhaust gas lines (412, 512). 4. The method according to any one of claims 1 to 3, further comprising a turbine (450, 550) connected to an exhaust gas line (412, 512), wherein the turbine (450, 550) is connected to a flow control device (460, 560). Provided in series with the air supply device 400. 8. The air supply device (400) according to claim 7, further comprising a turbine bypass (451) and a turbine bypass valve (452) connected to the exhaust gas line (412). 7. Air supply device (400) according to claim 6, wherein the blow-off valve (480) is arranged downstream of the turbine (450) or upstream of the turbine bypass (451) merging or integrating with the exhaust gas lines (412, 512). ). 4. The method according to any one of claims 1 to 3, comprising an inflow control device (570) arranged downstream of the compressor (430) and upstream of the fuel cell (410) to control the charging pressure of the fuel cell (410). Further comprising: air supply device 400. A high-pressure compressor (530) arranged downstream of the compressor (430) and upstream of the fuel cell (410) to provide pressurized fluid to the fuel cell (410); The air supply device 400 further includes at least one of an intercooler arranged between the compressor 430 and the high pressure compressor 530. 12. Air supply device (400) according to claim 11, wherein the high pressure compressor (530) is configured to supply pressurized fluid to the air lubrication device (420) via the fuel cell (410). 4. The method of any one of claims 1 to 3, wherein the fuel cell (410) is connected to a fuel supply to provide fuel to the fuel cell (410), the fuel being hydrogen, methane, methanol, ammonia or any other Air supply device 400, at least one of suitable fuels. 4. The method of any one of claims 1 to 3, wherein the fuel cell (410) is a proton exchange membrane fuel cell (PEMFC) or a solid oxide fuel cell (SOFC), a fuel cell hybrid system or any other fuel cell for mobile applications. Phosphorus, air supply device (400). A ship (400) comprising an air supply device (400) according to any one of claims 1 to 3. A method of installing a fuel cell 410 in an air supply device 400 for a ship 400, wherein the air supply device 400 includes an air lubrication device 420 for reducing resistance of the ship 400, and an air lubrication device. and a compressor (430) for providing pressurized fluid to (420), the method comprising:
- connecting the compressor outlet and the inlet of the fuel cell 410 via an intake gas line 414 or a branched intake gas line 514; and
- connecting the inlet 420 of the air lubrication device with the exhaust gas outlet 411 of the fuel cell 410 via exhaust gas lines 412, 512; or connecting the inlet of the air lubrication device (420) with the compressor outlet via a branched intake gas line (514).

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