Air supply device for a ship, a ship including this device, and a method for supplying air to an air lubrication device

Abstract

An air supply arrangement (100) for a marine vessel is described. The air supply arrangement (100) includes a fuel cell (110) and an air lubrication device (120) for drag reduction of the marine vessel. An exhaust gas outlet (111) of the fuel cell (110) is connected to the air lubrication device (120) via an exhaust gas line (112) that supplies exhaust gas to the air lubrication device (120). Additionally, a marine vessel (200) including the air supply arrangement (100) according to any embodiment described herein is described, as well as a method of supplying air to the air lubrication device (120) of the marine vessel.

Description

[Technical Field]

[0001] FIELD OF THE INVENTION

[0002] The present disclosure relates to an air supply system for an air-lubricated marine vessel that reduces water friction resistance. Further, the present disclosure relates to a method for supplying air to an air-lubricated marine vessel. Further, the present disclosure relates to a method for installing a fuel cell in the air supply system. [Background technology]

[0002] Generally, a ship experiences frictional resistance from the underwater surface of the ship's bottom during navigation. In particular, for large ships, such as cargo ships, most of the ship's hull resistance is caused by frictional resistance generated by the relative flow of external water at the ship's bottom.

[0003] Air lubrication, specifically the discharge of air around the hull, is used to reduce frictional resistance. Reducing frictional resistance has a significant effect on improving fuel efficiency and is therefore an effective means of reducing CO2 emissions from ships.

[0004] In the prior art, there are various systems and approaches for generating gas bubbles for ship hull lubrication. For example, with respect to generating gas bubbles for ship hull lubrication, the prior art teaches the use of separate or dedicated mechanical or electrical compressors or blowers. Summary of the Invention [Problem to be solved by the invention]

[0005] However, there is a continuing need for improved methods and systems for ship hull lubrication, particularly with regard to energy consumption and environmental friendliness. [Means for solving the problem]

[0006] In light of the above, there are provided an air supply arrangement for a ship, a ship including the air supply arrangement, a method for supplying air to an air lubrication device of a ship, and a method for installing a fuel cell in an air supply arrangement according to the independent claims. Further aspects, advantages, and features are apparent from the dependent claims, the description, and the accompanying drawings.

[0007] According to one aspect of the present disclosure, there is provided an air supply apparatus for a marine vessel, the air supply apparatus including a fuel cell and an air-lubrication device for reducing drag on the marine vessel, wherein an exhaust gas outlet of the fuel cell is connected to the air-lubrication device via an exhaust gas line that supplies exhaust gas to the air-lubrication device.

[0008] Thus, compared to conventional systems used in air-lubricated vessels, the air supply system of the present disclosure is improved in terms of energy consumption and environmental friendliness.

[0009] According to a further aspect of the present disclosure, there is provided a marine vessel including an air supply apparatus according to any embodiment described herein.

[0010] According to another aspect of the present disclosure, there is provided a method of supplying air to an air-lubrication device of a marine vessel, the method comprising supplying exhaust gas from a fuel cell to the air-lubrication device.

[0011] According to an aspect of the present disclosure, there is provided an air supply apparatus for a marine vessel. The air supply apparatus includes a fuel cell, an air lubrication device for drag reduction of the marine vessel, and a compressor connected to a pressurized line system for supplying pressurized fluid to the pressurized line system. The pressurized line system is connected to the fuel cell for supplying pressurized fluid from the compressor to the fuel cell. The pressurized line system is further connected to the air lubrication device for supplying pressurized fluid to the air lubrication device.

[0012] Thus, compared to conventional systems used in air-lubricated vessels, the air supply system of the present disclosure is improved in terms of energy consumption and environmental friendliness.

[0013] According to a further aspect of the present disclosure, there is provided a marine vessel including an air supply apparatus according to any embodiment described herein.

[0014] According to another aspect of the present disclosure, there is provided a method for installing a fuel cell in an air supply system for a marine vessel. The air supply system includes an air-lubricated device for reducing drag on the marine vessel and a compressor that supplies pressurized fluid to the air-lubricated device. The method includes connecting an outlet of the compressor to an inlet of the fuel cell via an intake gas line or a branched intake gas line. The method further includes connecting the inlet of the air-lubricated device to an exhaust gas outlet of the fuel cell via an exhaust gas line or connecting the inlet of the air-lubricated device to the compressor outlet via a branched intake gas line.

[0015] Those skilled in the art will recognize additional features and advantages upon reading the following detailed description, and upon viewing the accompanying drawings.

[0016] So that the foregoing features of the present disclosure can be understood in detail, a more particular description of the disclosure briefly summarized above can be had by reference to embodiments thereof. The accompanying drawings relate to embodiments of the present disclosure and are described below. [Brief explanation of the drawings]

[0017] [Figure 1] 1 shows a schematic diagram of a vessel having an air supply system according to embodiments described herein. [Figure 2] 1 shows a schematic diagram illustrating a vessel having an air supply device according to a further embodiment described herein; [Figure 3A] 1 shows a block diagram illustrating an embodiment of a method for supplying air to an air lubrication device on a marine vessel according to embodiments described herein. [Figure 3B] 1 shows a block diagram illustrating an embodiment of a method for supplying air to an air lubrication device on a marine vessel according to embodiments described herein. [Figure 4] 1 shows a schematic diagram of a vessel having an air supply system according to embodiments described herein. [Figure 5A] 1 shows a schematic diagram of a vessel having an air supply device according to a further embodiment described herein; [Figure 5B] 1 shows a schematic diagram of a vessel having an air supply device according to a further embodiment described herein; [Figure 6] 1 shows a schematic diagram of a vessel having an air supply device according to a further embodiment described herein; [Figure 7] 1 shows a schematic diagram of a vessel having an air supply device according to a further embodiment described herein; [Figure 8] 1 shows a schematic diagram of a vessel having an air supply device according to a further embodiment described herein; [Figure 9] 1 shows a schematic diagram of a vessel having an air supply device according to a further embodiment described herein; [Figure 10] 1 shows a schematic diagram of a vessel having an air supply device according to a further embodiment described herein; DETAILED DESCRIPTION OF THE INVENTION

[0018] Reference will now be made in detail to various embodiments, one or more examples of which are illustrated in the various figures. Each example is provided by way of illustration and not limitation. For example, features illustrated or described as part of one embodiment may be used on or in conjunction with any other embodiment to provide yet a further embodiment. The present disclosure is intended to include all such modifications and variations.

[0019] In the following description of the drawings, the same reference numbers refer to the same or similar components. Generally, only the differences with respect to individual embodiments are described. Unless otherwise specified, the description of parts or aspects of one embodiment may also apply to corresponding parts or aspects of another embodiment.

[0020] An air supply device 100 for a vessel 200 according to the present disclosure will be described with reference to FIG. 1 . 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. Specifically, 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 vessel hull by discharging air onto the outer surface of the vessel below the waterline. In other words, air lubrication can be used to reduce the frictional resistance of the vessel hull by discharging air around, and particularly below, the vessel hull. Therefore, the frictional resistance between the vessel hull and the water can be advantageously reduced. As exemplarily shown in FIG. 1 , an exhaust gas outlet 111 of the fuel cell 110 is connected to the air-lubrication device 120 via an exhaust gas line 112 that supplies exhaust gas to the air-lubrication device 120.

[0021] Thus, embodiments of the air supply system described herein beneficially provide improved energy efficiency and environmental friendliness compared to conventional systems used on air-lubricated vessels.

[0022] 2, according to an embodiment that can be combined with other embodiments described herein, the fuel cell 110 is connected to a compressor 130 that supplies compressed air to the fuel cell 110. In other words, the fuel cell 110 can be a pressurized fuel cell that is useful for supplying pressurized air to an air lubrication device. Thus, the energy efficiency of the ship can be improved. Furthermore, the overall carbon dioxide emissions of the ship can be reduced.

[0023] According to an embodiment, which may 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 140 is configured to supply 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. Therefore, environmental friendliness may be improved compared to conventional fuels used in maritime transportation, such as heavy oil.

[0024] 2, according to an embodiment that may be combined with other embodiments described herein, the air supply system 100 further includes at least one component 150 selected from an afterburner, an oxidizer, a turbine, an expander, a heat exchanger, a throttle, particularly a flap, and a recirculation device. As exemplarily shown in FIG. 2, the at least one component 150 is typically connected to the exhaust gas line 112. The provision of one or more of the additional components 150 described herein can be beneficial for improving the performance of the air supply system, particularly the overall system. It will be understood that each of the at least one component 150 can be arranged in series or in parallel.

[0025] According to an embodiment that can be combined with other embodiments described herein, the air supply apparatus 100 further includes a flow control device 160 connected to the exhaust gas line 112. In particular, the flow control device can be a valve or a flap. For example, the flow control device 160 can be provided in series with the at least one component 150, in particular downstream of the at least one component 150. Alternatively, the flow control device 160 can be provided in parallel with the at least one component 150. Thus, the amount of air supplied to the air lubrication device 120 can be advantageously adjusted.

[0026] According to embodiments that may be combined with other embodiments described herein, the fuel cell 110 is a proton exchange membrane fuel cell (PEMFC) or a solid oxide fuel cell (SOFC) or any other fuel cell type, particularly for mobile applications.

[0027] 1 and 2, it can be seen that, according to another aspect of the present disclosure, there is provided a marine vessel 200 including an air supply apparatus according to any embodiment described herein. Thus, a marine vessel can be provided with a more efficient and more environmentally friendly system for water-hull friction reduction, thereby reducing overall operating costs. In this disclosure, the term "marine" can also include a boat or any other watercraft.

[0028] An embodiment of a method 300 for supplying air to an air-lubrication device 120 of a marine vessel 200 according to the present disclosure will now be described, by way of example, with reference to the block diagrams shown in Figures 3a and 3b. According to an embodiment, which may be combined with other embodiments described herein, the method includes supplying exhaust gas from a fuel cell 110 to the air-lubrication device 120 (represented by block 310 in Figure 3a). Typically, the exhaust gas from the fuel cell is O2-poor air and / or steam. In particular, supplying exhaust gas from the fuel cell to the air-lubrication device typically includes sending the exhaust gas directly to the air-lubrication device, particularly without using residual energy from the exhaust gas to power a turbocharger.

[0029] Referring illustratively to FIG. 3b, according to an embodiment that may be combined with other embodiments described herein, the method 300 further includes a step of supplying pressurized air to the fuel cell 110 (represented by block 320 in FIG. 3b).

[0030] According to an embodiment that may be combined with other embodiments described herein, the method 300 further includes a step (represented by block 330 in FIG. 3 b) of directing the exhaust gases through at least one component 150 selected from an afterburner, an oxidizer, a turbine, an expander, a heat exchanger, a throttle, particularly a flap, and a recirculation device before the exhaust gases leave the air lubrication device 120.

[0031] According to an embodiment, which may be combined with other embodiments described herein, the method 300 further includes controlling the exhaust gas flow supplied to the air lubrication device 120 using a flow control device 160 (represented by block 340 in FIG. 3b). In particular, the flow control device 160 is a valve or a flap.

[0032] It will be appreciated that the method 300 for supplying air to the air lubrication device 120 of the marine vessel 200 typically includes the step of using the air supply apparatus 100 according to any embodiment described herein (represented by block 350 in FIG. 3b ). In other words, the method 300 for supplying air to the air lubrication device 120 of the marine vessel 200 can be implemented by using the supply apparatus 100 according to any embodiment described herein. Furthermore, it will be appreciated that the particular combination of method blocks 310, 320, 330, 340, and 350 is merely exemplary. In other words, method blocks 320, 330, 340, and 350 represent any additional method features that can be optionally combined with the main block 310 of the method 300. More specifically, the step of supplying exhaust gas from the fuel cell 110 to the air lubrication device 120 (represented by block 310 in Figures 3a and 3b) can be combined with one or more of method blocks 320, 330, 340 and 350, as illustratively described herein.

[0033] In light of the above, it will be appreciated that the embodiments described herein advantageously provide improved energy efficiency and environmental friendliness, such that CO2 emissions and operating costs can be reduced compared to the prior art. Furthermore, it is noted that, in contrast to the prior art, according to embodiments that may be combined with other embodiments described herein, the air supply apparatus is configured to deliver energy and exhaust fluid from the fuel cell to the air-lubrication device. In particular, embodiments of the present disclosure may be configured to directly deliver exhaust gas (e.g., O2-poor air and steam) from the fuel cell to the hull lubrication input. In other words, according to embodiments that may be combined with other embodiments described herein, the exhaust gas outlet of the fuel cell is directly connected to the air-lubrication device via an exhaust gas line, such that exhaust gas from the fuel cell is delivered directly to the air-lubrication device.

[0034] 4, an air supply system 400 for a marine vessel 700 according to one aspect of the present disclosure is described. According to an embodiment, which may be combined with other embodiments described herein, the air supply system 400 includes a fuel cell 410 and an air lubrication device 420 for drag reduction of the marine vessel 700.

[0035] Specifically, 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 discharging air onto the exterior surface of the hull below the waterline. In other words, lubrication can be used to reduce the hull's frictional resistance by discharging air, particularly around and below the hull. Beneficially, the frictional resistance between the hull and the water can be reduced. Hull drag generally represents a major fraction of a ship's fuel consumption. Illustratively, injecting air bubbles under the hull can improve the ship's fuel consumption by up to approximately 10%. Air bubble injection can improve fuel consumption for essentially all types of ships, regardless of propulsion type (diesel, gas, battery, fuel cell electric, hybrid).

[0036] Although the term "air" lubrication device 420 is used throughout this application, the "air" lubrication device 420 is not limited to applications using air. For example, as described further below, exhaust gas from the fuel cell 410 can be introduced into the air-lubrication device 420 (optionally further pressurized). In this case, the exhaust gas can simply correspond to air, but can also be humidified air (high humidity) or contain additional gases or particles (which in such cases are typically not environmentally harmful). Thus, while air is preferably used, the "air" lubrication device 420 can operate entirely with any type of pressurized fluid and is not limited to being operated with air.

[0037] To generate the gas bubbles, the air supply device 400 includes a compressor 430. The compressor 430 is connected to a pressurized line system to supply pressurized fluid to the pressurized line system, which may correspond to a manifold of multiple individual gas lines or line sections, such as, but not limited to, one or more of the exhaust gas lines 412, 512, the intake gas line 414, the branch intake gas line 514, the first branch intake line 515, and the second branch intake line 516.

[0038] In the exemplary embodiment shown in FIG. 4, the pressurized line system includes an exhaust gas line 412 and an intake gas line (not labeled) that fluidly connects the compressor and the fuel cell 410 .

[0039] The pressurized line system 412, 414, 512, 514, 515, 516 is further connected to the fuel cell 410 to supply the fuel cell 410 with pressurized fluid from the compressor 430. In other words, the fuel cell 410 is a pressurized fuel cell, which (in some embodiments) may be useful for supplying pressurized fluid to an air lubrication device. Thus, the energy efficiency of the vessel may be improved. Furthermore, the overall carbon dioxide footprint of the vessel may be reduced. Pressurizing the fuel cell is advantageous for improving the efficiency and power density of the fuel cell.

[0040] The pressurized fluid supplied to the fuel cell 410 is typically compressed air. In one embodiment, the outlet of the compressor and the inlet of the fuel cell 410 can be directly connected by an intake gas line, as shown in Figure 4. In other embodiments, additional components can be placed in the gas line connecting the compressor and the fuel cell 410, as described further below.

[0041] The pressurized line systems 412, 414, 512, 514, 515, 516 are further connected to the air lubrication device 420 to supply pressurized fluid to the air lubrication device 420. The pressurized fluid delivered to the air lubrication device 420 can be, for example, compressed air or exhaust gas of the fuel cell, such as humid air.

[0042] Embodiments of the present disclosure enable pressurized fluid to be supplied to both the fuel cell and the air-lubricated device, while requiring only one compressor or compressor system for this purpose. The air supply apparatus of the present disclosure is simpler and easier to implement than prior art systems. Furthermore, the air supply apparatus reduces the work of compressing the air and, therefore, the energy consumption required to pressurize both the fuel cell and the air-lubricated device. If a compressor and an air-lubricated device are already present on a vessel, as also described below, the air supply apparatus can be retrofitted to the existing system. In this case, energetically speaking, the fuel cell is pressurized “for free.” Fuel cells can be provided on vessels for a variety of purposes; for example, they can be used to propel the vessel, but they can also be used for other purposes, such as powering other electrical devices on the vessel. The air supply apparatus of the present disclosure can be put into practical use regardless of the purpose for which the fuel cell is installed on the vessel. The air supply apparatus of the present disclosure can continue to operate the fuel cell with pressurized fluid, preferably recovering at least a portion of the energy of the pressurized fluid (as further described below), while also allowing the air-lubricated system to be shut down in certain situations (such as when the vessel is not moving).

[0043] According to one embodiment, the exhaust gas outlet 411 of the fuel cell 410 is connected to the air-lubrication device 420 via an exhaust gas line 412 of the pressurized line system to supply the exhaust gas to the air-lubrication device 420. FIGS. 4, 5a, 5b, and 6 show examples of such an embodiment. By supplying the fuel cell exhaust gas to the air-lubrication device, it is not necessary to add an expander or turbine downstream of the fuel cell to recover some of the pressure enthalpy, because the pressurized fluid is further used for the air-lubrication device. The further use of the pressurized fluid for the air-lubrication device reduces thermodynamic conversion (between different forms of energy) and the mechanical complexity of the air supply system, resulting in reduced efficiency losses.

[0044] 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. In this embodiment, the pressurized fluid may typically be compressed air. An exemplary embodiment is shown, for example, in FIG. 7 . According to a preferred embodiment, the branch point corresponds to at least two branch lines that do not connect or merge further downstream of the branch point. In this embodiment, the pressurized fluid or exhaust gas from the fuel cell 410 is preferably not sent to the air lubrication device 420. Instead, the pressurized fluid or exhaust gas from the fuel cell 410 can be used for other purposes, such as recovering a portion of the pressure enthalpy.

[0045] The branch intake gas lines 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. Figures 8 to 10 show examples of the first and second branch intake lines 515, 516.

[0046] According to an embodiment that can be combined with other embodiments described herein, the air supply apparatus 400 further includes a pressurized line system, specifically a branched intake gas line 514 or the intake gas line 414, and a fuel cell bypass 415 connected to the exhaust gas line 412. FIG. 5 a illustrates an exemplary embodiment including a fuel cell bypass 415 connected to the intake gas line 414. With further reference to FIGS. 5 a and 6 , the air supply apparatus can include a fuel cell bypass flow control device 416 configured to independently control the flow of pressurized fluid to the fuel cell 410. Optionally, the fuel cell bypass flow control device 416 can be further configured to control the flow rate of pressurized fluid to the air lubrication device 420. The fuel cell bypass flow control device 416 can preferably be a valve or a flap. The fuel cell bypass flow control device 416 allows the pressure to be set as desired for a particular operating mode.

[0047] In one embodiment, the air supply system may further include a blow-off valve 480 that releases pressurized fluid. Examples of blow-off valves 480 are shown in FIGS. 5a and 5b. The blow-off valve 480 allows a substantial portion of the pressurized fluid, or even the entire overpressure, to be released to the atmosphere when it is undesirable to pressurize one or more components of the air supply system. Illustratively, the blow-off valve 480 may be connected to the exhaust gas line 412, 512. For example, if pressurization of the fuel cell is required for a particular application but pressurization of the air-lubricated device is undesirable (e.g., when the vessel is not moving), the pressurized fluid may be released before being injected into the air-lubricated device 420. The blow-off valve 480 may be located downstream of the fuel cell 410 and / or upstream of the air-lubricated device 420. The air supply system may further include a blow-off bleed line connected to the exhaust gas line 412, 512. The blow-off valve 480 may be located in the blow-off bleed line.

[0048] In one exemplary embodiment, the blowoff valve 480 and / or blowoff outlet line may be located upstream of the turbine 450 (described in more detail below) and / or upstream of the turbine bypass 451 (described in more detail below). Figure 5a shows an example where the blowoff valve 480 is located upstream of the turbine 450.

[0049] In another exemplary embodiment, the blowoff valve 480 and / or blowoff outlet line can be located downstream of the turbine 450 (described in more detail below) and / or upstream of a turbine bypass 451 (described in more detail below) that merges with or connects to the exhaust gas line 412, 512. Figure 5b shows an example where the blowoff valve 480 is located downstream of the turbine 450. This allows the fuel cell to be pressurized and backpressure energy / enthalpy to be recovered when the air lubrication device is not being used (e.g., to avoid potential damage when the vessel is not moving or when the vessel is in port or shallow seabed).

[0050] According to an embodiment that can be combined with other embodiments described herein, the air supply apparatus 400 further includes a flow control device 460, 560, 561. The flow control device 460, 560, 561 is preferably a valve or a flap. For example, the flow control device 460, 560, 561 may be a throttle valve. Each of FIGS. 6 to 10 shows an example of the flow control device 460, 560, 561. The flow control device 460, 560, 561 is preferably disposed downstream of the fuel cell 410 and / or upstream of the air lubrication device 120. Preferably, the flow control device 460, 560, 561 is disposed downstream of where the fuel cell bypass 415 merges or connects with the exhaust gas line 412, 512. Preferably, the flow control device 460, 560, 561 is connected to the exhaust gas line 412, 512 and / or the second branch intake line 516. The flow control devices 460, 560, 561 make it possible to adjust the flow rates of the first and second branch intake lines 515, 516 and thus the flow rates of the pressurized fluid injected into the fuel cell 410 and the air-lubricated device 420, respectively. For example, as shown in Figure 6, the flow control devices 460, 560, 561 connected to the exhaust gas lines 412, 512 provide the possibility to control the filling pressure of the fuel cell 410 independently from the pressure of the air-lubricated device. The pressure required for the air-lubricated device is usually determined by the draft depth of the vessel.

[0051] In one embodiment, the air supply system 400 further includes a turbine 450, 550 connected to the exhaust gas line 412, 512. The turbine is shown in FIGS. 5a and 8 to 10. The turbine is located downstream of the fuel cell 410 and / or upstream of the air lubrication device 420. The turbine is preferably located upstream of the flow control device 460, 560, 561 (if present). The turbine 450, 550 is preferably located downstream of the fuel cell bypass 415 that merges with or connects to the exhaust gas line 412, 512. The turbine 450, 550 allows for the recovery of a portion of the energy of the exhaust gas originating from the fuel cell 410. For example, if the exhaust gas is discharged to the atmosphere, the turbine 450, 550 allows for the recovery of a portion of the energy. If the exhaust gas is sent to the air lubrication device 420, the air supply system 400 can also include a turbine 450, 550. The air-lubricated device typically has a lower pressure requirement compared to the fuel cell 410. Thus, part of the energy can be recovered by the turbines 450, 550, while still ensuring a high enough pressure to operate the air-lubricated device 420. Furthermore, the turbines allow the charge pressures of the fuel cell and the air-lubricated device to be adjusted independently, depending on requirements due to, for example, the ship's speed, the fuel cell load, or the navigation conditions. 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 outflow line.

[0052] If the air supply device 400 includes a turbine 450, 550, the air supply device 400 may further comprise a turbine bypass 451 and a turbine bypass valve 452. Figure 5a shows the turbine bypass 451. The turbine bypass may be connected to the exhaust gas line 412. The turbine bypass 451 and / or the turbine bypass valve 452 make it possible to limit the pressure reduction that occurs as a result of the energy recovery by the turbine.

[0053] The turbine 450 may be a fixed geometry turbine and may optionally include a turbine bypass 451 and a turbine bypass valve 452. Alternatively, the turbine 450 may be a variable geometry turbine 450 and may optionally include a turbine bypass 451 and a turbine bypass valve 452.

[0054] According to an embodiment that can be combined with other embodiments described herein, the air supply device 400 further includes a high-pressure compressor 530 disposed downstream of the compressor 430 and upstream of the fuel cell 410 to supply pressurized fluid to the fuel cell 410. FIG. 10 shows an example of a high-pressure compressor. Typically, the high-pressure compressor 530 is disposed in the first branch intake line 515. In many applications, fuel cells require higher pressures compared to air-lubricated systems or higher than the maximum pressure provided by a single-stage compression process. The compressor 430 connected to the high-pressure compressor 530 can be considered a two-stage compressor. In this embodiment, the compressor 430 can also be referred to as a low-pressure compressor. The two-stage compressor ensures a sufficiently high charging pressure for the fuel cell 410.

[0055] The air supply system 400 may further include an intercooler disposed between the (low-pressure) compressor 430 and the high-pressure compressor 530. That is, the intercooler may be disposed in the first branch intake line 515 upstream of the high-pressure compressor 530. Beneficially, the intercooler improves compression efficiency.

[0056] In one exemplary embodiment, the air supply system 400 can include a high-pressure compressor 530 according to any embodiment described herein and a turbine 450, 550 according to any embodiment described herein. FIG. 10 illustrates an exemplary embodiment including a high-pressure compressor 530 and a turbine 550. For example, the high-pressure compressor 530 can supply pressurized fluid to a fuel cell at a pressure of 4 bar or greater, while exhaust gas from the fuel cell can be vented to the atmosphere or supplied to an air-lubricated device, which may typically only require pressurized fluid having a pressure of, for example, 1.5 bar or 2 bar. Combining the high-pressure compressor 530 with the turbine 450, 550 is particularly advantageous for recovering energy from the high-pressure fluid produced by the high-pressure compressor 530.

[0057] In one embodiment, the high-pressure compressor 530 is configured to supply pressurized fluid to the air lubrication device 420 via the fuel cell 410. In one embodiment, the exhaust gas line 512 of the fuel cell 410 is connected to a branch intake gas line 514, specifically a second branch intake line 516. This connecting line 518 is depicted by a dotted line on the right side of FIG. 10. The air supply apparatus 400 may further include at least one of a valve, a flap, and an additional turbine (not shown in FIG. 10) disposed in the connecting line 518. Additionally or alternatively, the second branch intake line 516 may further include a flow control device 460, 560, 561 and / or a turbine 450, 550 upstream of the air lubrication device 420 (not shown in FIG. 10).

[0058] The air supply apparatus 400 may include an admission control device 570. For example, FIG. 9 shows an admission control device. The admission control device 570 may be disposed downstream of the compressor 430 and upstream of the fuel cell 410. The admission control device 570 is preferably disposed in series with the fuel cell 410 and / or in the first branch intake line 515 or the intake gas line 414. The admission control device 570 is preferably disposed upstream of the fuel cell bypass 415. The admission control device 570 may be configured to control the fill pressure of the fuel cell 410. In a preferred embodiment, the admission control device 570 is at least one of a valve, a flap, and a second turbine.

[0059] In embodiments in which the inflow control device 570 is a second turbine, the air supply apparatus 400 may include a second turbine bypass and / or a second turbine bypass valve. The second turbine bypass is configured to bypass the second turbine. It should be noted that the air supply apparatus 400 may include a second turbine and / or a second turbine bypass and / or a second turbine bypass valve without including a (first) turbine and / or a (first) turbine bypass and / or a (first) turbine bypass valve. The turbines differ in that the (first) turbine is preferably connected to the exhaust gas line 412, 512, while the second turbine 570 is preferably located upstream of the fuel cell 410.

[0060] The following summarizes some preferred embodiments of the present invention. 1) The air supply apparatus 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 flow control devices 460, 560, 561. The turbine 450, 550 and the flow control devices 460, 560, 561 are connected to exhaust gas lines 412, 512. The flow control devices 560, 560, 561 are preferably valves. The flow control devices 460, 560, 561 are disposed downstream of the turbines 450, 550. The exhaust gas lines 412, 512 may optionally be branched exhaust gas lines having a first branched exhaust gas line and a second branched exhaust gas line. The turbine 450, 550, the flow control devices 460, 560, 561, and the air lubrication device 420 may be disposed in series in the first branched exhaust gas line. The second branch exhaust gas line may include a third turbine and an additional flow control device. The second branch exhaust gas line, and in particular the additional flow control device, may be configured to discharge the pressurized fluid directly to the atmosphere. The additional flow control device is preferably located downstream of the third turbine. 2) The air supply apparatus 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 flow control devices 460, 560, 561. The turbine 450, 550 and the flow control devices 460, 560, 561 are connected to the exhaust gas lines 412, 512. The flow control devices 460, 560, 561 are preferably valves. The flow control devices 460, 560, 561 are disposed downstream of the turbines 450, 550. The exhaust gas lines 412, 512 may optionally be branched exhaust gas lines having a first branched exhaust gas line and a second branched exhaust gas line. The turbines 450, 550 may be disposed upstream of the branch point. The flow control devices 460, 560, 561 and the air lubrication device 420 may be disposed in series in the first branched exhaust gas line. The second branch exhaust gas line may include an additional flow control device. The second branch exhaust gas line, and more particularly the additional flow control device, may be configured to discharge the pressurized fluid directly to the atmosphere. 3) The air supply apparatus 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 flow control devices 460, 560, 561. The turbine 450, 550 and the flow control devices 460, 560, 561 are connected to exhaust gas lines 412, 512. The 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 branched exhaust gas line and a second branched exhaust gas line. The flow control devices 460, 560, 561 and the air lubrication device 420 may be arranged in series with the first branched exhaust gas line. The second branched exhaust gas line may include the turbine 450, 550 and an additional flow control device. The additional flow control devices 460, 560, 561 are arranged downstream of the turbines 450, 550. The second branch exhaust gas line, and in particular the additional flow control devices, may be configured to discharge pressurized fluid directly to the atmosphere.

[0061] According to an embodiment, which may be combined with other embodiments described herein, the fuel cell 410 is connected to a fuel supply. The fuel supply is configured to supply 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. Therefore, environmental friendliness may be improved compared to conventional fuels used in maritime transportation, such as heavy fuel oil.

[0062] The air supply system 400 may further include at least one component selected from an afterburner, an oxidizer, a heat exchanger, and a recirculation device. Typically, the at least one component is connected to the exhaust gas line 412. The inclusion of one or more of the additional components described herein may be beneficial for improving the performance of the air supply system, particularly the overall system. It will be understood that each of the at least one component may be arranged in series or in parallel. For example, the flow control devices 460, 560, and 561 may be arranged in series downstream of the at least one component, particularly the at least one component 450. Alternatively, the flow control devices 460, 560, and 561 may be arranged in parallel with the at least one component.

[0063] According to embodiments that may be combined with other embodiments described herein, the fuel cell 410 is a proton exchange membrane fuel cell (PEMFC), a solid oxide fuel cell (SOFC), or a fuel cell hybrid system, or any other fuel cell type, particularly any other fuel cell for automotive applications.

[0064] According to an embodiment, which may be combined with other embodiments described herein, air supply apparatus 400 may include multiple fuel cells and / or multiple air-lubricated devices. Each of the multiple fuel cells and / or multiple air-lubricated devices may be connected to a pressurized line system and / or may be in fluid communication with a compressor. Compressor 430 may be configured to supply pressurized fluid to each of the multiple fuel cells and / or multiple air-lubricated devices.

[0065] According to another aspect of the present disclosure, there is provided a marine vessel 700 including an air supply apparatus 400 according to any embodiment described herein. Thus, a marine vessel can be provided with a more efficient and environmentally friendly system for reducing water-hull friction, thereby reducing overall operating costs. In this disclosure, the term "marine" can also include a boat or any other watercraft.

[0066] In another aspect of the present disclosure, a method for installing a fuel cell in an air supply system for a marine vessel is provided. The air supply system includes an air-lubricated device for reducing drag on the marine vessel and a compressor that supplies pressurized fluid to the air-lubricated device. The method includes 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 an outlet of the compressor and an inlet of the fuel cell via the intake gas line or the branched intake gas line. The method includes connecting the inlet of the air-lubricated device to an exhaust gas outlet of the fuel cell via the exhaust gas line or connecting the inlet of the air-lubricated device to the compressor outlet via the branched intake gas line.

[0067] The method can include an air supply, a fuel cell, and a pressurized line system according to any embodiment described herein. Additionally, the method can include installing any of the components according to any embodiment described herein at any location described herein (i.e., a position within the pressurized line system and a position upstream / downstream of other components). For example, the method can further include installing a turbine and / or a flow control device.

[0068] In light of the above, it will therefore be appreciated that the embodiments described herein beneficially provide improved energy efficiency and environmental friendliness such that CO2 emissions and operating costs may be reduced compared to the prior art.

[0069] While the forgoing is directed to various embodiments, other and further embodiments may be devised without departing from the basic scope, which is determined by the claims that follow. [Explanation of symbols]

[0070] 100 Air supply device 110 Fuel Cell 111 Exhaust gas outlet 112 Exhaust gas line 120 Air Lubrication Device 140 Fuel supply system 150 components 160 Flow Control Device 200 ships 300 Method for supplying air to an air lubrication device 310, 320, 330, 340, 350 Blocks illustrating method steps of a method for supplying 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 devices 480 Outlet valve 514 Branch intake gas line 515 First branch intake line 516 Second branch intake line 530 High-pressure compressor 570 Inflow Control Devices 700 ships

Claims

1. 1. An air supply system for a marine vessel, comprising: A fuel cell; an air lubrication device for reducing resistance of the ship, wherein an exhaust gas outlet of the fuel cell is connected to the air lubrication device via an exhaust gas line that supplies exhaust gas to the air lubrication device; a turbine connected to the exhaust gas line; wherein the turbine is located downstream of the fuel cell and upstream of the air lubrication device.

2. An air supply device as described in claim 1, wherein the turbine is a variable capacity turbine.

3. The air supply device of claim 1 or 2, further comprising at least one turbine bypass connected to the exhaust gas line to bypass the turbine, and an outlet valve provided downstream of the turbine.

4. An air supply device as described in claim 3, wherein the turbine bypass is provided with a turbine bypass valve.

5. the fuel cell is connected to a compressor that provides pressurized air to the fuel cell; 5. The air supply device of claim 1, wherein the fuel cell is connected to a fuel supply device that supplies fuel to the fuel cell, the fuel being at least one of hydrogen, methane, methanol, ammonia, or any other suitable fuel.

6. 6. The air supply device of claim 1, further comprising at least one component selected from an afterburner, an oxidizer, an expander, a heat exchanger, a throttle, a flap, and a recirculation device, the at least one component being connected to the exhaust gas line.

7. 7. The air supply apparatus of claim 1, further comprising a flow control device connected to the exhaust gas line.

8. 8. The air supply apparatus according to claim 7, wherein the flow control device is provided in series with the at least one component, or the flow control device is provided in parallel with the at least one component.

9. 9. The air supply device according to any one of claims 1 to 8, wherein the fuel cell is a proton exchange membrane fuel cell (PEMFC) or a solid oxide fuel cell (SOFC), or any other fuel cell for automotive applications.

10. A ship equipped with an air supply device described in any one of claims 1 to 9.

11. 1. A method of supplying air to an air lubrication device on a marine vessel, comprising: supplying exhaust gas from a fuel cell to the air lubrication device; directing the exhaust gases through a turbine before discharging the exhaust gases from the air lubrication device; wherein the turbine is located downstream of the fuel cell and upstream of the air lubrication device.

12. The method of claim 11 further comprising the step of supplying pressurized air to the fuel cell.

13. 13. The method of claim 11 or 12, further comprising directing the exhaust gases through at least one component selected from an afterburner, an oxidizer, an expander, a heat exchanger, a throttle, a flap, and a recirculation device prior to discharging the exhaust gases from the air lubrication device.

14. 14. The method of any one of claims 11 to 13, further comprising controlling the exhaust gas flow supplied to the air lubrication device by using a flow control device.

15. The exhaust gas is O 2 15. The method of any one of claims 11 to 14, wherein the air and / or steam is lean.

16. A method described in any one of claims 11 to 15, further comprising a step of using an air supply device described in any one of claims 1 to 9.

Images