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 in this specification relates to an automotive charging system for charging electric and hydrogen vehicles.

Background Art

[0002] For a more sustainable future, the shift from internal combustion engines (ICEs) to green mobility is important. Thus, industry players are focusing on innovations in automotive technologies, mainly developing hydrogen-powered mobility and electric-powered mobility.

[0003] However, the availability of charging infrastructure and efficient charging stations also plays a crucial role in the transformation of the mobility industry in order to build more trust in the energy transition. Some of the biggest challenges are, for example, the provision of charging infrastructure in remote locations and the capacity of the electrical grid infrastructure to support various charging loads that depend on the number of vehicles to be charged.

[0004] From the patent document published as US Patent Application Publication No. 20200156487 (A1), systems and methods for charging an electric vehicle using a steam turbine to generate electrical energy are known. The system is coupled to an electrical grid. According to this document, the electrical energy generated by the steam turbine can be stored in a storage unit and supplied to the electrical grid to help meet peak energy demands (e.g., when the consumption rate exceeds the generation rate). Further, the generated electrical energy may be "stored" in the battery of the electric vehicle when the battery is charged, and then the vehicle battery may be utilized in a "vehicle-to-grid" system where the electrical energy in the vehicle battery is supplied to the electrical grid.

Summary of the Invention

Problems to be Solved by the Invention

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

[0006] In some embodiments, the subject matter disclosed herein relates to an automobile charging system comprising a gas turbine engine mechanically coupled to a generator for generating electrical energy. The electrical energy is split into first electrical energy and 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, in particular, to charge a hydrogen vehicle via an electrolytic cell.

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

[0008] Many of the disclosed embodiments of the present invention and their associated advantages will be better understood by referring to the following embodiments for carrying out the invention, and a complete understanding will be easily obtained, when considered in relation to the accompanying drawings. [Figure 1] Figure 1 shows a simplified diagram of an embodiment of an integrated system for charging electric vehicles and hydrogen vehicles. [Figure 2] Figure 2 shows a more detailed view of the embodiment shown in Figure 1. [Modes for carrying out the invention]

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

[0010] Advantageously, the vehicle charging system further includes a carbon capture unit configured to receive exhaust gases emitted by a gas turbine engine and capture carbon dioxide present therein. Advantageously, the vehicle charging system further includes a waste heat recovery unit upstream of the carbon capture unit, configured to transfer some of the heat from the exhaust gases from the gas turbine engine to a stream of demineralized water sent to the electrolytic cell in order to increase the efficiency of electrolysis.

[0011] Next, embodiments of the present disclosure will be described in detail, examples of which are illustrated in the drawings. Each embodiment is provided for illustrative purposes only and is not limiting to the present disclosure. It will be apparent to those skilled in the art that various modifications and variations can be made to the present disclosure, as long as they do not deviate from the scope or spirit of the present disclosure. In the following description, similar reference numerals are used to illustrate the embodiments in the drawings to indicate elements that perform the same or similar functions. Furthermore, for clarity in the illustrations, some reference numerals may not be repeated in all drawings.

[0012] Figures 1 and 2 schematically illustrate embodiments of an innovative integrated system for charging electric and hydrogen vehicles. The vehicle charging system is generally referred to as reference number 100. As is clear, Figures 1 and 2 correspond to each other and show (partially) the same components as vehicle charging system 100. Figure 1 is a simplified diagram of vehicle charging system 100, with only the main flows of electrical energy and fluids highlighted, and other flows not shown (only for clarity), while Figure 2 is a more detailed diagram of vehicle charging system 100. Note that in Figures 1 and 2, the flow of electrical energy is represented by dotted lines and the flow of fluids is represented by solid lines.

[0013] The automotive charging system 100 typically comprises a gas turbine engine 10 having 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 ambient air (see small arrow entering the compressor section 1) and generate a compressed airflow at the outlet of the compressor section 1 (see small arrow exiting the compressor section 1). The combustor section 2 is configured to receive the compressed airflow from the compressor section 1, receive fuel from an external source, and perform combustion. The expander section 3 is configured to receive combustion gases from the combustor section 2, as shown by the thin arrows connecting the combustor section 2 and the expander section 3 in Figures 1 and 2, expand the combustion gases to generate exhaust gases at the outlet of the expander section 3, and convert the thermal energy into mechanical energy (expander rotation).

[0014] The vehicle charging system 100 further comprises a generator 9, which is mechanically coupled to the gas turbine engine 10 by a shaft particularly connected to the expander section 3, and configured to convert mechanical energy into electrical energy to produce an electrical energy output. In particular, the gas turbine engine 10 is configured to always operate at nominal power (i.e., the 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 that is electrically coupled to a generator 9 and configured to receive electrical energy output from there (and ultimately from other energy sources). The power splitter 11 is configured to split the electrical energy generated solely from the generator 9. The power splitter 11 is configured to split the electrical energy into at least a first electrical energy 12 and a second electrical energy 14. Preferably, the power splitter 11 is configured to also split the electrical energy into a third electrical energy 13 which is smaller than the first electrical energy 12 and the second electrical energy 14. For example, the power splitter 11 is configured to primarily deliver the first electrical energy 12, which is part of the electrical 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 electrical energy, and then the power splitter 11 is configured to primarily deliver the second electrical energy 14, which is part of the electrical 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 by the generator 9 (i.e., not the main portion mentioned in the example above) is supplied to balance the system and / or to supply electrical energy to one or more auxiliary devices. As will become apparent below, 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") electric and hydrogen vehicles, respectively. Hereinafter, these will be collectively referred to as "charging electrical energy," but the third electrical energy 13 is substantially constant over time and is advantageously used to supply 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 supply 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 and second electrical energies may vary from 0 MW to 4.8 MW depending on the external load currently coupled to the vehicle charging system 100 at a particular time, i.e., electric vehicles (or more) and / or hydrogen vehicles (or more), and / or according to a predetermined strategy, as will be better described below.

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

[0017] Advantageously, the electric vehicle charging station 20 includes an electric vehicle storage unit 23 configured to store electrical energy. Referring non-limitingly to Figures 1 and 2, the electric vehicle storage unit 23 is electrically coupled to a power splitter 11 (see the dotted line connecting them) and configured to receive first electrical energy 12 from it. It should be noted that the first electrical energy 12 may be intermittent so that the electric vehicle storage unit 23 is not continuously supplied with electrical energy. Preferably, the electric vehicle storage unit 23 may include a sensor for measuring the unit's capacity level. Even more advantageously, the electric vehicle storage unit 23 may include a sensor capable of transmitting a signal (e.g., an alarm or warning) when the unit's capacity level is equal to, for example, 90% of the electric vehicle storage unit 23's maximum capacity (referred to for clarity as a "high capacity signal") and / or when the unit's capacity level is equal to, for example, 10% of the electric vehicle storage unit 23's maximum capacity (referred to for clarity as a "low capacity signal"). Advantageously, the power splitter 11 can change the amount of the first electrical energy 12 according to either signal or preferably both signals.

[0018] The automotive charging system 100 further comprises a hydrogen generator electrically coupled to a power splitter 11 and configured to produce hydrogen from one or more chemicals and electricity. Advantageously, the hydrogen generator is an electrolytic cell 30 configured to produce hydrogen from water and electricity by electrolyzing water. Non-limitingly referring to Figures 1 and 2, the electrolytic cell 30 is electrically coupled to the power splitter 11 (see the dotted line connecting them) and configured to receive a second electrical energy 14 from it. Note that the second electrical energy 14 may be intermittent so as not to provide a continuous supply of electrical energy to the electrolytic cell 30. As already stated, the electrolytic cell 30 is configured to perform electrolysis. The electrolytic cell 30 receives electrical energy in the form of the second electrical energy 14, preferably hot water or a vapor flow 51, as input and performs a chemical reaction that produces hydrogen and oxygen 39 as output. Oxygen 39 is typically released into the surrounding environment or sent to a storage facility (see small arrow exiting the electrolytic cell 30), and hydrogen is supplied to a hydrogen vehicle charging station 40 to which the electrolytic cell 30 is fluid-coupled (see arrow exiting the electrolytic cell 30, entering the 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 includes a hydrogen dispenser 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. Non-limitingly referring to Figures 1 and 2, the hydrogen vehicle storage unit 43 is fluidly coupled to an electrolytic cell and configured to receive hydrogen from there. Preferably, the hydrogen vehicle storage unit 43 may be equipped with a sensor for measuring the capacity level of the unit. Even more advantageously, the hydrogen vehicle storage unit 43 may be equipped with a sensor that can transmit a signal (e.g., an alarm or warning) when the capacity level of the unit is equal to, for example, 90% of the maximum capacity of the hydrogen vehicle storage unit 43 (referred to for clarity as a “high capacity signal”) and / or when the capacity level of the unit is equal to, for example, 10% of the maximum capacity of the hydrogen vehicle storage unit 43 (referred to for clarity as a “low capacity signal”). Advantageously, in accordance with either signal or preferably both signals, the power splitter 11 can change the amount of second electrical energy 14.

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

[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 a power splitter 11 (see the dotted line connecting them) and configured to receive at least a portion of the third electrical energy 13 from there.

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

[0023] Possibly, the power splitter 11 can change the first electrical energy 12 and the second electrical energy 14 in response to 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 electrical energy 12 supplied to the electric vehicle storage unit 23 by the power splitter 11 may be, for example, 95% or 100% of the "charged electrical energy" when a sensor in the electric vehicle storage unit 23 transmits a low-capacity signal and the second electrical energy 14 supplied to the electrolytic cell 30 by the power splitter 11 is, for example, 5% or 0% of the "charged electrical energy". After receiving the signal, after a predetermined time, for example, 5 minutes, the power splitter 11 can change the division of electrical energy from the generator 9 such that the first electrical energy 12 is, for example, 70% or 80% of the "charged electrical energy" and the second electrical energy 14 is, for example, 30% or 20% of the "charged electrical energy". After receiving the signal, after another predetermined time, for example 10 minutes, the power splitter 11 can change the division of 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 "charged electrical energy".

[0024] According to another possibility, the first electrical 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 electrical energy" when the sensor of the electric vehicle storage unit 23 transmits a low-capacity signal (when the second electrical energy 14 supplied by the power splitter 11 to the electrolyzer 30 is, for example, 5% or 0% of the "charging electrical energy"), and remains in the same state until the sensor of the electric vehicle storage unit 23 transmits a high-capacity signal. At that time, the power splitter 11 can change the splitting of the electrical energy from the generator 9 so that the first electrical energy 12 is, for example, 10% or 20% of the "charging electrical energy" and the second electrical energy 14 is, for example, 90% or 80% of the "charging electrical energy", and remains in the same state until another signal from the sensor of the electric vehicle storage unit 23 or the hydrogen vehicle storage unit 43 is transmitted. In fact, while the power splitter 11 is supplying electrical energy to the electric vehicle storage unit 23 and / or the electrolyzer 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, and thus consume the electrical energy from the electric vehicle storage unit 23 or the hydrogen from the hydrogen vehicle storage unit 43, thus reducing the respective storage capacities.

[0025] According to another possibility, the first electrical energy 12 and the second electrical energy 14 may vary according to a predetermined schedule. In fact, for example, depending on where the system is located (e.g., in a parking lot of a shopping center, where highway applications or remote applications or urban applications may exist), a predetermined electrical energy schedule may exist. It should be noted that the schedule may be the result of a preliminary survey conducted before the installation of the vehicle charging system 100. The predetermined electrical energy schedule can, for example, set the amounts of the first electrical energy 12 and the second electrical energy 14 based on the time of day. Typically, at night, the demand for electrical energy or hydrogen is lower than during the day. Therefore, the schedule can set the first electrical energy 12 and the second electrical 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 predetermined schedule based on, for example, the time of day and / or day of the week and / or month of the year. It should be noted that other suitable predetermined strategies may be considered by those skilled in the art.

[0027] Advantageously, the automotive charging system 100 further comprises a carbon capture unit 70 configured to fluidly couple to the gas turbine engine 10, particularly to the outlet of the expander section 3, and to receive exhaust gas 15 from there. Typically, the carbon capture unit 70 receives exhaust gas 15 that has a non-negligible amount of CO2 in its composition and must be purified before being emitted into the ambient environment, for example, in accordance with recent CO2 emission regulations. Non-limitingly referring to Figures 1 and 2, the carbon capture unit 70 performs carbon capture on the exhaust gas 15 that enters the unit and is emitted into the ambient environment's CO2-free (or containing a negligible amount of CO2) exhaust gas 79. The CO2 78 captured by the carbon capture unit 70 may be used for other useful applications or sent to a CO2 storage facility 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 configured to be fluidly coupled to the gas turbine engine 10, particularly to the outlet of the expander section 3, and to receive exhaust gas 15 from there. Preferably, the waste heat recovery unit 50 is configured to transfer heat from the exhaust gas 15 to the electrolytic cell 3 in the form of hot water or a steam flow 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 flow 51 from the waste heat recovery unit 50 to a demineralized water flow 61 that is then supplied to the electrolytic cell 30. Non-limitingly referring to Figure 2, the demineralized water flow 61 enters the heat exchanger 60, is heated by the heat exchanger 60, and the heat exchanger 60 transfers heat from at least a portion of the hot water or steam flow 51 to the demineralized water flow 61.

[0030] Advantageously, if a carbon capture unit 70 is present, the carbon capture unit 70 is fluid-coupled to the waste heat recovery unit 50 and 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, and a portion of it (see reference 53 in Figure 2) is sent to the carbon capture unit 70 for carbon capture. More advantageously, if the carbon capture unit 70 is present, at least a portion of the received steam flow 53 is recirculated within the waste heat recovery unit 50 by the pump 75 (see reference 77 in Figure 2). Even more advantageously, the steam flow 51 at the outlet of the heat exchanger 60, after transferring heat to the demineralized water flow 61, is recirculated within the waste heat recovery unit 50 by the pump 75 (see reference 76 in Figure 2).

[0031] Advantageously, the vehicle charging system further comprises a fan 71 configured to receive exhaust gas 15 from the gas turbine engine 10 and blow the exhaust gas 15 into a carbon capture unit 70. Preferably, if both a heat recovery unit 50 and a carbon capture unit 70 are present, the fan 71 is located downstream of the heat recovery unit 50 and configured to blow the exhaust gas 15 into the carbon capture unit 70 in order to overcome pressure losses across the 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 a power splitter 11 and configured to receive at least a portion of the third electrical energy 13 from there.

Claims

1. An automobile charging system (100), - Gas turbine engine (10) and, - Generator (9), The generator (9) is mechanically coupled to the gas turbine engine (10) and configured to generate electrical energy. - The system comprises a power splitter (11) electrically coupled to the generator (9), The power splitter (11) is configured to split the electrical energy generated solely by the generator (9) into at least a first electrical energy (12) and a second electrical energy (14), and the system is configured such that the first electrical energy (12) is used to charge an electric vehicle and the second electrical energy (14) is used to charge a hydrogen vehicle. - An electrolytic cell (30) configured to produce hydrogen by electrolyzing water, - Further comprising a hydrogen vehicle charging station (40) configured to be coupled to at least one hydrogen vehicle, The electrolytic cell (30) is electrically coupled to the power splitter (11) and configured to receive the second electrical energy (14). The hydrogen vehicle charging station (40) is fluidly coupled to the electrolytic cell (30) and is configured to receive hydrogen. The gas turbine engine (10) performs combustion and generates exhaust gas (15), and the automobile charging system (100) further comprises 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 gas (15). The waste heat recovery unit (50) is configured to transfer heat from the exhaust gas (15) to the electrolytic cell (30) in the form of hot water or a steam flow (51). Automotive charging system.

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

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

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

5. An automobile charging system (100), wherein the automobile charging system further comprises - An electric vehicle charging station (20) configured to be coupled to at least one electric vehicle, Equipped with, The automobile charging system according to claim 1, wherein the electric vehicle charging station (20) is electrically coupled to the power splitter (11) and configured to receive the first electrical energy (12).

6. An automobile charging system (100), further comprising at least one auxiliary device (41, 71), The power splitter (11) is configured to divide the electrical energy into a first electrical energy (12), a second electrical energy (14), and a third electrical energy (13), wherein the third electrical energy (13) is smaller than the first electrical energy (12) and the second electrical energy (14). The automobile charging system according to 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. An automobile charging system (100), wherein the electric vehicle charging station (20) comprises an electrical storage unit (23) configured to store electrical energy, The automobile charging system according to 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. An automobile charging system (100), wherein the hydrogen automobile charging station (40) comprises a hydrogen storage unit (43) configured to store hydrogen, The automobile charging system according to claim 5, wherein the hydrogen storage unit (43) is fluidly coupled to the electrolytic cell (30) and configured to receive hydrogen.

9. An automobile charging system (100), wherein the hydrogen automobile charging station (40) further comprises at least a compressor (41), The compressor (41) is fluidly coupled to the electrolytic cell (30) and configured to receive hydrogen. The automobile charging system according to claim 8, wherein the compressor (41) is configured to compress the hydrogen produced by the electrolytic cell (30) and provide the compressed hydrogen to the hydrogen storage unit (43).

10. An automobile charging system (100), further comprising at least one auxiliary device (41, 71), The power splitter (11) is configured to divide the electrical energy into a first electrical energy (12), a second electrical energy (14), and a third electrical energy (13), wherein the third electrical energy (13) is smaller than the first electrical energy (12) and the second electrical energy (14). 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), The vehicle charging system (100) further comprises a first electric motor (42), and the compressor (41) is mechanically coupled to the first electric motor (42). The automobile charging system according to claim 9, 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 electrical energy (13).

11. An automobile charging system (100), wherein the gas turbine engine (10) performs combustion and generates exhaust gas (15), and the automobile charging system (100) further comprises a carbon capture unit (70), The automobile charging system according to claim 1, wherein the carbon capture unit (70) is fluidly coupled to the gas turbine engine (10) and configured to receive exhaust gas (15).

12. An automobile charging system (100), further comprising a heat exchanger (60), The heat exchanger (60) is configured to transfer heat from at least a portion of the hot water or steam flow (51) to the demineralized water flow (61), The automobile charging system according to claim 1, wherein the desalination water flow (61) is supplied to the electrolytic cell (30).

13. The automobile charging system (100) according to claim 11, wherein the carbon capture unit (70) is fluidly coupled to the waste heat recovery unit (50) and configured to receive at least a portion of the steam flow (53) from the waste heat recovery unit (50).

14. The automobile charging system (100) according to claim 1, further comprising a fan (71), wherein the fan (71) is configured to receive exhaust gas (15) from the gas turbine engine (10) and blow the exhaust gas (15) onto a carbon capture unit (70).

15. The vehicle charging system (100) further comprising a second electric motor (72), the second electric motor (72) being electrically coupled to the power splitter (11) and configured to receive at least a portion of a third electrical energy (13) from the power splitter (11), and the second electric motor (72) being mechanically coupled to the fan (71) and driving the fan (71), according to claim 14.

Images