Integrated system for charging electric and hydrogen vehicles

Abstract

A vehicle charging system comprising a gas turbine engine (10) mechanically coupled to a generator (11) for generating electric energy, the electric energy being split by a power splitter (11) into a first electric energy (12) and a second electric energy (14), the first electric energy (12) being used to charge an electric vehicle and the second electric energy (14) being used to charge a hydrogen vehicle, for example via an electrolyser (30).

Description

[Technical field]

[0001] The subject matter disclosed herein relates to vehicle charging systems for charging electric and hydrogen vehicles. [Background technology]

[0002] For a more sustainable future, the transition from internal combustion engines (ICE) to green mobility is crucial. Therefore, industry players are focusing on innovation in automotive technologies, mainly developing hydrogen-powered mobility and electric-powered mobility.

[0003] However, also to build more confidence in the energy transition, the availability of charging infrastructure and efficient charging stations plays a key role in the transformation of the mobility industry. Some of the biggest challenges are, for example, the provision of charging infrastructure in remote locations and the capacity of the electric grid infrastructure to support the different charging loads depending on the number of vehicles being charged.

[0004] From the patent document published under US20200156487A1, a system and method are known for charging an electric vehicle using a steam turbine to generate electric energy. The system is coupled to an electric grid. According to this document, the electric energy generated by the steam turbine can be stored in a storage unit and can be supplied to the electric grid to help meet peak energy demands (e.g., when the consumption rate exceeds the generation rate). Furthermore, the generated electric energy can be "stored" in the battery of the electric vehicle when the battery is charged, and then the vehicle battery can be utilized in a "vehicle-to-grid" system, in which the electric energy in the vehicle battery is supplied to the electric grid. Summary of the Invention [Problem to be solved by the invention]

[0005] However, it is desirable to have a charging system that flexibly charges either electric or hydrogen vehicles, even simultaneously, at any location, without requiring the infrastructure of an electric grid.

[0006] According to an aspect, the subject matter disclosed herein relates to a vehicle charging system that includes a gas turbine engine mechanically coupled to a generator to generate electrical energy. The electrical energy is split into a first electrical energy and a second electrical energy by a power splitter. The first electrical energy is used to charge an electric vehicle and the second electrical energy is used to charge a hydrogen vehicle, particularly via an electrolyzer.

[0007] In particular, the subject matter disclosed herein relates to vehicle charging systems that are "carbon neutral," i.e., that do not inject (substantial amounts of) carbon (e.g., in the form of carbon dioxide gas) into the atmosphere. This is accomplished by providing the system with a carbon capture unit configured to receive the exhaust gas emitted by the gas turbine engine and capture the carbon dioxide present therein in order to emit the carbon dioxide-free gas into the atmosphere. [Brief description of the drawings]

[0008] A complete understanding of the disclosed embodiments of the present invention and many of the attendant advantages thereof will be readily obtained as the same become better understood by reference to the following detailed description when considered in connection with the accompanying drawings, in which: [Figure 1] FIG. 1 shows a simplified diagram of an embodiment of an integrated system for charging electric and hydrogen vehicles. [Diagram 2] FIG. 2 shows a more detailed view of the embodiment of FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] According to an aspect, the subject matter disclosed herein relates to a vehicle charging system that can be installed in a vehicle charging station and can charge both electric vehicles and hydrogen vehicles with reduced environmental impact without the need for an external electric energy supply. The vehicle charging system has a gas turbine engine for generating electric energy, which is preferably constant in time and results from the operation of the turbine at a nominal power. The electric energy is then appropriately (typically variably) split between a first part of the system dedicated to electric vehicle charging and a second part of the system dedicated to hydrogen vehicle charging. The electric energy may be fed to an electric storage unit and then fed to an external electric vehicle connected to an outlet of the electric vehicle charging station, and / or fed to an electrolyzer to generate hydrogen that is fed to a hydrogen storage unit and then fed to an external hydrogen vehicle connected to a hydrogen dispenser of the hydrogen vehicle charging station. A small and constant (i.e., not particularly variable) amount of electric energy may be fed to auxiliary devices of the system, such as a compressor or a pump or a motor.

[0010] Advantageously, the vehicle charging system further comprises a carbon capture unit configured to receive the exhaust gas emitted by the gas turbine engine and capture carbon dioxide present therein. Advantageously, the vehicle charging system further comprises a waste heat recovery unit upstream of the carbon capture unit configured to transfer a portion of the heat of the exhaust gas from the gas turbine engine to the desalinated water stream fed to the electrolyzer in order to increase the efficiency of the electrolysis.

[0011] Next, the embodiments of the present disclosure will be described in detail, and examples thereof are illustrated in the drawings. Each embodiment is provided as an explanation of the present disclosure, not as a limitation of the present disclosure. In fact, it will be apparent to those skilled in the art that various modifications and variations can be made to the present disclosure without departing from the scope or spirit of the present disclosure. In the following description, similar reference numbers are used in the illustrations of the embodiment figures to indicate elements that perform the same or similar functions. Moreover, for clarity of illustration, some reference numbers may not be repeated in all figures.

[0012] Figures 1 and 2 show a schematic representation of an embodiment of an innovative integrated system for charging electric and hydrogen vehicles. The vehicle charging system is generally indicated with the reference number 100. As is evident, Figures 1 and 2 correspond to each other and show (partly) the same components as the vehicle charging system 100. Figure 1 shows a simplified view of the vehicle charging system 100, where only the main flows of electrical energy and fluids are highlighted, other flows are not shown (only for clarity), while Figure 2 shows a more detailed view of the vehicle charging system 100. Please note that in Figures 1 and 2, the flows of electrical energy are represented by dotted lines and the flows of fluids are represented by solid lines.

[0013] The vehicle charging system 100 typically comprises a gas turbine engine 10 comprising a compressor section 1, a combustor section 2, and an expander section 3. The compressor section 1 is configured to draw in intake air from the surrounding fresh air (see the small arrow going into the compressor section 1) and generate a compressed air flow at the outlet of the compressor section 1 (see the small arrow going out of the compressor section 1). The combustor section 2 is configured to receive the compressed air flow from the compressor section 1 and receive fuel from an external source and perform combustion. The expander section 3 is configured to receive combustion gas from the combustor section 2, expand the combustion gas to generate exhaust gas at the outlet of the expander section 3, and convert the thermal energy into mechanical energy (expander rotation), as shown by the thin arrow connecting the combustor section 2 and the expander section 3 in Figures 1 and 2.

[0014] The vehicle charging system 100 further comprises a generator 9 mechanically coupled to the gas turbine engine 10, in particular by a shaft coupled to the expander section 3, and configured to convert mechanical energy into electrical energy to generate an electrical energy output. In particular, the gas turbine engine 10 is configured to always operate at a nominal power (i.e., the electrical power generated by the gas turbine engine 10 is the same as that generated under normal operating conditions).

[0015] The vehicle charging system 100 further comprises a power splitter 11 electrically coupled to the generator 9 and configured to receive an electric energy output therefrom (and ultimately from other energy sources). The power splitter 11 is configured to split the electric energy generated only from the generator 9. The power splitter 11 is configured to split the electric energy into at least a first electric energy 12 and a second electric energy 14. Preferably, the power splitter 11 is also configured to split the electric energy into a third electric energy 13, which is smaller than the first electric energy 12 and the second electric energy 14. For example, the power splitter 11 is configured to primarily deliver the first electric energy 12, which is a portion of the electric energy generated from the generator 9, to the electric vehicle charging station 20 until a certain threshold energy level is reached in an electric vehicle storage unit 23 configured to store the electric energy, and then the power splitter 11 is configured to primarily deliver the second electric energy 14, which is a portion of the electric energy generated from the generator 9, to the hydrogen vehicle charging station 40. It should be noted that the remaining portion(s) of the electrical energy generated from the generator 9 (i.e., not the main portion as mentioned in the above example) is provided to balance the system and / or to provide electrical energy to one or more auxiliary devices. As will become clear from the following, the first electrical energy 12 and the second electrical energy 14 may vary over time (the total electrical energy generated by the generator 9, i.e., the sum of the first electrical energy 12, the second electrical energy 14, and possibly the third electrical energy 13, remains constant over time) and are used to charge (or more precisely "recharge") the electric vehicle and the hydrogen vehicle, respectively. In the following, they will be collectively referred to as "charging electrical energy", while the third electrical energy 13 remains substantially constant over time and is advantageously used to provide electrical energy to one or more auxiliary devices of the vehicle charging system electrically coupled to the power splitter 11. More advantageously, the third electrical energy 13 is also used to provide energy to the auxiliary devices of the gas turbine engine 10.For example, if the total power output of the gas turbine engine 10 is 5.4 MW, the third electrical energy may be 0.6 MW, and the first electrical energy and the second electrical energy may vary from 0 MW to 4.8 MW depending on the external loads currently coupled to the vehicle charging system 100 at a particular time, i.e., electric vehicle(s) and / or hydrogen vehicle(s), and / or according to a predetermined strategy, as better explained below.

[0016] The vehicle charging system 100 further comprises an electric vehicle charging station 20 electrically coupled to the power splitter 11 and configured to receive the first electric energy 12 therefrom. The electric vehicle charging station 20 is further coupled to at least one electric vehicle and configured to supply electric energy to the electric vehicle. Advantageously, the electric vehicle charging station 20 comprises a port, in particular a socket, into which an electric vehicle plug can be inserted for electric vehicle recharging.

[0017] Advantageously, the electric vehicle charging station 20 comprises an electric vehicle storage unit 23 configured to store electric energy. With non-limiting reference to Figs. 1 and 2, the electric vehicle storage unit 23 is electrically coupled to the power splitter 11 (see the dotted line connecting them) and configured to receive the first electric energy 12 therefrom. It is noted that the first electric energy 12 may be intermittent such that the electric vehicle storage unit 23 is not continuously supplied with electric energy. Preferably, the electric vehicle storage unit 23 may comprise a sensor for measuring the capacity level of the unit. Even more advantageously, the electric vehicle storage unit 23 may comprise a sensor capable of transmitting a signal (e.g. an alarm or warning) when the capacity level of the unit is, for example, equal to 90% of the maximum capacity of the electric vehicle storage unit 23 (for clarity, referred to as a "high capacity signal") and / or when the capacity level of the unit is, for example, equal to 10% of the maximum capacity of the electric vehicle storage unit 23 (for clarity, referred to as a "low capacity signal"). Advantageously, according to either signal or preferably both signals, the power splitter 11 is able to vary the amount of the first electrical energy 12 .

[0018] The vehicle charging system 100 further comprises a hydrogen generator electrically coupled to the power splitter 11 and configured to generate hydrogen from one or more chemicals and electricity. Advantageously, the hydrogen generator is an electrolyzer 30 configured to perform water electrolysis to generate hydrogen from water and electricity. With non-limiting reference to Figures 1 and 2, the electrolyzer 30 is electrically coupled to the power splitter 11 (see the dotted line connecting them) and configured to receive a second electric energy 14 therefrom. It is noted that the second electric energy 14 may be intermittent such that the electrolyzer 30 is not continuously supplied with electric energy. As already mentioned, the electrolyzer 30 is configured to perform electrolysis. The electrolyzer 30 receives electric energy in the form of the second electric energy 14, preferably a hot water or steam flow 51, as an input and performs a chemical reaction that produces hydrogen and oxygen 39 as an output. Oxygen 39 is typically released to the surrounding environment or sent to storage (see small arrow leaving electrolyzer 30) and hydrogen is provided to a hydrogen vehicle charging station 40 to which the electrolyzer 30 is fluidly coupled (see arrow leaving electrolyzer 30 entering dotted area 40). The hydrogen vehicle charging station 40 is coupled to at least one hydrogen vehicle and configured to supply hydrogen to the hydrogen vehicle. Advantageously, the hydrogen vehicle charging station 40 comprises a hydrogen dispenser that is used to fill the vehicle tank with hydrogen.

[0019] Advantageously, the hydrogen vehicle charging station 40 comprises a hydrogen vehicle storage unit 43 configured to store hydrogen. With non-limiting reference to Figs. 1 and 2, the hydrogen vehicle storage unit 43 is fluidly coupled to the electrolyzer and configured to receive hydrogen therefrom. Preferably, the hydrogen vehicle storage unit 43 can comprise a sensor for measuring the capacity level of the unit. Even more advantageously, the hydrogen vehicle storage unit 43 can comprise a sensor capable of transmitting a signal (e.g. an alarm or warning) when the capacity level of the unit is, for example, equal to 90% of the maximum capacity of the hydrogen vehicle storage unit 43 (for clarity, referred to as a "high capacity signal") and / or when the capacity level of the unit is, for example, equal to 10% of the maximum capacity of the hydrogen vehicle storage unit 43 (for clarity, referred to as a "low capacity signal"). Advantageously, according to either signal or preferably both signals, the power splitter 11 can vary the amount of the second electric energy 14.

[0020] Advantageously, the hydrogen vehicle charging station 40 further comprises at least one compressor 41 fluidly coupled to the electrolyzer 30. The compressor 41 is configured to receive hydrogen from the electrolyzer 30, compress the hydrogen and provide the compressed hydrogen to the hydrogen storage unit 43. It is noted that in order to increase the compression efficiency, the compression of the hydrogen may be split into multiple stages using a multiple stage compressor 41. For example, hydrogen may be produced by the electrolyzer 30 at atmospheric pressure (typically about 1 bar) and compressed by the compressor 41 up to 350 bar using six compression stages, each stage having a pressure ratio (i.e. the ratio between the inlet pressure and the outlet pressure) of about 2.66. Thanks to the compressor 41, it is possible to store the compressed hydrogen in the hydrogen storage unit 43, which essentially means that the density of the hydrogen in the hydrogen storage unit 43 is increased.

[0021] Advantageously, the compressor 41 is mechanically coupled to a first electric motor 42 configured to convert electrical energy into mechanical energy to drive the compressor 41. Preferably, the first electric motor 41 is electrically coupled to the power splitter 11 (see the dotted line connecting them) and configured to receive at least a portion of the third electrical energy 13 therefrom.

[0022] As already mentioned, the first electric energy 12 and the second electric energy 14 may vary over time in a range between 0% and 100% of the total power output of the gas turbine engine 10. Preferably, each of the first electric energy 12 and the second electric energy 14 may vary over time in a range between 0% and 100% of the total power output of the generator 9 minus the third electric energy 13 (which is substantially constant over time), i.e., between 0% and 100% of the "charging electric energy". In particular, the first electric energy 12 and the second electric energy 14 may vary depending on the vehicles currently connected to the system (i.e., depending on the electric energy and / or hydrogen required by the vehicles and thus "taken" from the electric vehicle charging station 20 and / or the hydrogen vehicle charging station 40) and / or may vary according to a predetermined strategy. It is noted that the predetermined strategy may further depend on one or more capacity signals of the electric vehicle storage unit 23 and / or the hydrogen vehicle storage unit 43.

[0023] According to a possibility, the power splitter 11 can vary the first electric energy 12 and the second electric energy 14 depending on one or more signals received from sensors of the electric vehicle charging station 20 and / or the hydrogen vehicle charging station 40. For example, the first electric energy 12 provided by the power splitter 11 to the electric vehicle storage unit 23 can be, for example, 95% or 100% of the "charging electric energy" when a sensor of the electric vehicle storage unit 23 sends a low capacity signal and the second electric energy 14 provided by the power splitter 11 to the electrolyzer 30 is, for example, 5% or 0% of the "charging electric energy". After a predefined time, for example 5 minutes, after receiving the signal, the power splitter 11 can vary the split of the electric energy from the generator 9 so that the first electric energy 12 is, for example, 70% or 80% of the "charging electric energy" and the second electric energy 14 is, for example, 30% or 20% of the "charging electric energy". After receiving the signal, another predetermined time, for example 10 minutes, the power splitter 11 can change the split of the electrical energy from the generator 9 so that both the first electrical energy 12 and the second electrical energy 14 are, for example, 50% of the “charging electrical energy”.

[0024] According to another possibility, the first electric energy 12 supplied by the power splitter 11 to the electric vehicle storage unit 23 may be, for example, 95% or 100% of the "charging electric energy" when the sensor of the electric vehicle storage unit 23 sends a low capacity signal (when the second electric energy 14 supplied by the power splitter 11 to the electrolyzer 30 is, for example, 5% or 0% of the "charging electric energy") and remains the same until the sensor of the electric vehicle storage unit 23 sends a high capacity signal. The power splitter 11 can then modify the splitting of the electric energy from the generator 9 so that the first electric energy 12 is, for example, 10% or 20% of the "charging electric energy" and the second electric energy 14 is, for example, 90% or 80% of the "charging electric energy" and remains the same until another signal from the sensor of the electric vehicle storage unit 23 or the hydrogen vehicle storage unit 43 is sent. Indeed, while the power splitter 11 is supplying electrical energy to the electric vehicle storage unit 23 and / or the electrolyser 30, the electric vehicle charging station 20 and / or the hydrogen vehicle charging station 40 may be coupled to one or more vehicles that need to be charged, thus consuming electrical energy from the electric vehicle storage unit 23 or hydrogen from the hydrogen vehicle storage unit 43, thus reducing the respective storage capacity.

[0025] According to another possibility, the first electric energy 12 and the second electric energy 14 may vary according to a predetermined schedule. In practice, there may be a predetermined electric energy schedule, for example, based on where the system is located (for example, in a shopping center parking lot, there may be a highway application or a remote application or an urban application). It should be noted that the schedule may be the result of a preliminary study carried out before the installation of the vehicle charging system 100. The predetermined electric energy schedule may, for example, set the amount of the first electric energy 12 and the second electric energy 14 based on the time of day. Typically, at night, the demand for electric energy or hydrogen is lower than the demand during the day. Thus, the schedule may set the first electric energy 12 and the second electric energy 14, taking into account the demand at different times of the day.

[0026] According to another possibility, the first electrical energy 12 and the second electrical energy 14 may vary according to a predefined schedule, for example based on the time of day and / or the day of the week and / or the month of the year. It is noted that other suitable predefined strategies may be considered by those skilled in the art.

[0027] Advantageously, the vehicle charging system 100 further comprises a carbon capture unit 70 fluidly coupled to the gas turbine engine 10, in particular to the outlet of the expander section 3, and configured to receive the exhaust gas 15 therefrom. Typically, the carbon capture unit 70 receives the exhaust gas 15 having a non-negligible amount of CO2 in its composition and which must be purified before being discharged to the surrounding environment, for example according to recent CO2 emission regulations. With non-limiting reference to Figures 1 and 2, the carbon capture unit 70 performs carbon capture on the exhaust gas 15 which enters the unit and is discharged in a CO2-free (or negligible amount of CO2) exhaust gas 79 to the surrounding environment. The CO2 78 captured by the carbon capture unit 70 may be used for other useful applications or sent to a CO2 storage for sale. Preferably, the carbon capture unit 70 is a Compact Carbon Capture (3C) by Baker Hughes.

[0028] Advantageously, the vehicle charging system 100 further comprises a waste heat recovery unit 50 fluidly coupled to the gas turbine engine 10, in particular to an outlet of the expander section 3, and configured to receive the exhaust gases 15 therefrom. Preferably, the waste heat recovery unit 50 is configured to transfer heat from the exhaust gases 15 to the electrolyzer 3 in the form of a hot water or steam stream 51.

[0029] Advantageously, the vehicle charging system 100 further comprises a heat exchanger 60 configured to transfer heat from at least a portion of the hot water or steam stream 51 from the waste heat recovery unit 50 to a desalinated water stream 61 which is then provided to the electrolyser 30. With non-limiting reference to Figure 2, the desalinated water stream 61 enters the heat exchanger 60 and is heated by the heat exchanger 60 which transfers heat from at least a portion of the hot water or steam stream 51 to the desalinated water stream 61.

[0030] Advantageously, if the carbon capture unit 70 is present, the carbon capture unit 70 is fluidly coupled to the waste heat recovery unit 50 and is configured to receive the steam flow 51. In other words, if the carbon capture unit 70 is present, the flow 51 is a steam flow 51, a portion of which (see reference 53 in FIG. 2 ) is sent to the carbon capture unit 70 to perform carbon capture. More advantageously, if the carbon capture unit 70 is present, at least a portion of the received steam flow 53 is recirculated in the waste heat recovery unit 50 by means of a pump 75 (see reference 77 in FIG. 2 ). Even more advantageously, the steam flow 51 at the outlet of the heat exchanger 60, after transferring heat to the desalinated water flow 61, is recirculated in the waste heat recovery unit 50 by means of a pump 75 (see reference 76 in FIG. 2 ).

[0031] Advantageously, the vehicle charging system further comprises a fan 71 configured to receive exhaust gases 15 from the gas turbine engine 10 and blow the exhaust gases 15 against the carbon capture unit 70. Preferably, when both the waste heat recovery unit 50 and the carbon capture unit 70 are present, the fan 71 is located downstream of the waste heat recovery unit 50 and configured to blow the exhaust gases 15 against the carbon capture unit 70 to overcome pressure losses across the waste heat recovery unit 50.

[0032] Advantageously, the fan 71 is mechanically coupled to a second electric motor 72 configured to convert electrical energy into mechanical energy to drive the fan 71. Preferably, the second electric motor 71 is electrically coupled to the power splitter 11 and configured to receive at least a portion of the third electrical energy 13 therefrom.

Claims

1. A vehicle charging system (100), comprising: a gas turbine engine (10), - a generator (9), the generator (9) is mechanically coupled to the gas turbine engine (10) and configured to generate electrical energy; a power splitter (11) electrically coupled to said generator (9), The power splitter (11) is configured to split the electric energy generated only by the generator (9) into at least a first electric energy (12) and a second electric energy (14), and the system is configured such that the first electric energy (12) is used to charge an electric vehicle and the second electric energy (14) is used to charge a hydrogen vehicle.

2. 2. The vehicle charging system (100) of claim 1, wherein the gas turbine engine (10) is configured to generate electrical energy that is constant over time, in particular configured to always operate at a nominal power.

3. 2. The vehicle charging system (100) of claim 1, wherein the power splitter (11) is configured to operate in response to electric vehicles and hydrogen vehicles connected to the system.

4. The vehicle charging system (100) of claim 1, wherein the power splitter (11) is configured to operate according to a predetermined strategy.

5. A vehicle charging system (100), the vehicle charging system further comprising: an electrolyser (30) configured to carry out the electrolysis of water to produce hydrogen; an electric vehicle charging station (20) configured to be coupled to at least one electric vehicle; a hydrogen vehicle charging station (40) configured to be coupled to at least one hydrogen vehicle, the electric vehicle charging station (20) is electrically coupled to the power splitter (11) and configured to receive the first electric energy (12); the electrolytic cell (30) is electrically coupled to the power splitter (11) and configured to receive the second electrical energy (14); 2. The vehicle charging system of claim 1, wherein the hydrogen vehicle charging station (40) is fluidly coupled to the electrolyzer (30) and configured to receive hydrogen.

6. A vehicle charging system (100) further comprising at least one auxiliary device (41, 71); the power splitter (11) is configured to split the electrical energy into a first electrical energy (12), a second electrical energy (14) and a third electrical energy (13), the third electrical energy (13) being smaller than the first electrical energy (12) and the second electrical energy (14); 2. The vehicle charging system of claim 1, wherein the at least one auxiliary device (41, 71) is electrically coupled to the power splitter (11) and configured to receive the third electrical energy (13).

7. A vehicle charging system (100), wherein the electric vehicle charging station (20) comprises an electric vehicle storage unit (23) configured to store electric energy; 6. The vehicle charging system of claim 5, wherein the electrical storage unit (23) is electrically coupled to the power splitter (11) and configured to receive the first electrical energy (12).

8. A vehicle charging system (100), the hydrogen vehicle charging station (40) comprising a hydrogen storage unit (43) configured to store hydrogen;

9. 6. The vehicle charging system of claim 5, wherein the hydrogen storage unit (43) is fluidly coupled to the electrolyzer (30) and configured to receive hydrogen.

10. A vehicle charging system (100), wherein the hydrogen vehicle charging station (40) further comprises at least a compressor (41); the compressor (41) is fluidly coupled to the electrolyzer (30) and configured to receive hydrogen; 8. The vehicle charging system of claim 7, wherein the compressor (41) is configured to compress hydrogen produced by the electrolyzer (30) and provide compressed hydrogen to the hydrogen storage unit (43).

11. The vehicle charging system (100) further comprises a first electric motor (42), the compressor (41) being mechanically coupled to the first electric motor (42); 9. The vehicle charging system of claim 8, wherein the first electric motor (42) is electrically coupled to the power splitter (11) and configured to receive at least a portion of the third electric energy (13).

12. A vehicle charging system (100), wherein the gas turbine engine (10) performs combustion and generates exhaust gases (15), the vehicle charging system (100) further comprising a carbon capture unit (70); The vehicle charging system of claim 1 , wherein the carbon capture unit (70) is fluidly coupled to the gas turbine engine (10) and configured to receive exhaust gases (15).

13. A vehicle charging system (100), wherein the gas turbine engine (10) performs combustion and generates exhaust gases (15), the vehicle charging system (100) further comprising a waste heat recovery unit (50); the waste heat recovery unit (50) is fluidly coupled to the gas turbine engine (10) and configured to receive exhaust gases (15); 2. The vehicle charging system of claim 1, wherein the waste heat recovery unit (50) is configured to transfer heat from the exhaust gas (15) to the electrolyzer (30), preferably in the form of a hot water or steam flow (51).

14. The vehicle charging system (100) further comprises a heat exchanger (60), the heat exchanger (60) is configured to transfer heat from at least a portion of the hot water or steam stream (51) to a desalinated water stream (61); 12. The vehicle charging system of claim 11, wherein the flow of desalinated water (61) is preferably supplied to the electrolyser (30).

15. 12. The vehicle charging system of claim 10 or 11, wherein the carbon capture unit is fluidly coupled to the waste heat recovery unit and configured to receive at least a portion of the steam flow from the waste heat recovery unit.

16. 2. The vehicle charging system of claim 1, further comprising a fan configured to receive exhaust gases from the gas turbine engine and to blow the exhaust gases at a carbon capture unit.

17. 14. The vehicle charging system of claim 13, further comprising a second electric motor, the second electric motor being electrically coupled to the power splitter and configured to receive at least a portion of the third electric energy from the power splitter.

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