NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. Analysis of SMR Thermal Augmentation with CHP Turbine Exhaust Michael Penev August 21, 2013 NREL/PR-5400-66836
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NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy, operated by the Alliance for Sustainable Energy, LLC.
Analysis of SMR Thermal Augmentation with CHP Turbine Exhaust
Michael Penev
August 21, 2013
NREL/PR-5400-66836
2
Relevant Characteristics of Typical CHP Turbine
Sources: • “Technology Characterization: Gas Turbines”, Energy and Environmental Analysis, Prepared for: Environmental Protection Agency, 2008 • Solar turbines performance specifications: Taurus 60, 5.74 MW turbine • R. Pravi, G. Moore, “Gas Turbine Emissions and Control”, GE Power Systems, March, 2001, GER-4211
Air intake Exhaust: • Temperature: 510°C (950°F) • Mass flow: 171,690 lb/h • Back-pressure allowance:
sufficient for steam generator heat exchanger (inches water column)
• Oxygen content: 15 vol%
Solar Turbines • Taurus 60 • 5.74 MW
3
Typical SMR System Configuration
Sources: • R. Elshout, “Hydrogen Production By Steam Reforming”, Chemical Engineering www.che.com, May 2010 issue, page 34
Process conditions source: Nexant Inc., “Equipment Design and Cost Estimation for Small Modular Biomass Systems, Synthesis Gas Cleanup, and Oxygen Separation Equipment”, May 2006
20
300
CH4-FEED
20
300
1
510
300
SMR-INTR
-480869.271
STM-HREQQ
510
0
CHP-HT01
38
1
AIR-2
38
1
OXIDANT
20
0
CH4-BURN
37
-0
RAFF-01
22
-0
BURN-IN
-503601.983SMR-HEAT
22
-0
BURN-IN2
560
-0
EXH2
815
300
REF-01
350
300
REF-02
215935.529STM-H02
412
300
REF-03
37
-0
REF-07
37
-0
REF-08
37
-0
COND-01
100
-0
REF-06
204
300
REF-04
92163.967
STM-H03
225
300
REF-05
37
-0H2
100
-0
EXHAUST
204459.200STM-H01
51185.530
STM-H04563744.225
STM-HTQ
20
15
H2O-FEED 0.304
PMP-AUXW
20
0
COMB-AIR5.648
AIR-AUXW
22
-0
3
1528
-0
4
STM-GEN
SELECTOR MANIFOLD
SMR-BRNR
SMR
SGEN02
HTSFLASH-01
CONDENSSGEN03 LTS
PSA
SGEN01
STM-HT
SGEN04
W-PUMP
AIR-BLWRF-TEMP
FLAMETST Temp eratu re (C)
Pressu re (psig)
Du ty (Watt)
Power(k W )
NREL replicated typical SMR model, using ASPEN Plus
Efficiency: 76.3% LHV (without utilities) Production scale: 1,000 kg/day Key observations: - high quality heat drives gas consumption for process heat - low quality heat exceeds steam generation demand - gas consumption reduction can be achieved by high quality heat > 880°C
6
Integration Concept
CHP Exhaust 15%O2 510°C
• SMR combustion air intake is manifolded to accept CHP exhaust • Fuel is combusted into CHP exhaust to increase heat quality
• adiabatic flame temperature ~1470°C • Hand-off pressure = ambient (consistent with SMR construction)
7 7
PraxAir Patent US 7043923 B2, May 16, 2006
8
20
300
CH4-FEED
20
300
1
510
300
SMR-INTR
-480869.271
STM-HREQQ
510
0
CHP-HT01
38
1
AIR-2
38
1
OXIDANT
20
0
CH4-BURN
37
-0
RAFF-01
22
-0
BURN-IN
-503601.983SMR-HEAT
22
-0
BURN-IN2
560
-0
EXH2
815
300
REF-01
350
300
REF-02
215935.529STM-H02
412
300
REF-03
37
-0
REF-07
37
-0
REF-08
37
-0
COND-01
100
-0
REF-06
204
300
REF-04
92163.967
STM-H03
225
300
REF-05
37
-0H2
100
-0
EXHAUST
204459.200STM-H01
51185.530
STM-H04563744.225
STM-HTQ
20
15
H2O-FEED 0.304
PMP-AUXW
20
0
COMB-AIR5.648
AIR-AUXW
22
-0
3
1528
-0
4
STM-GEN
SELECTOR MANIFOLD
SMR-BRNR
SMR
SGEN02
HTSFLASH-01
CONDENSSGEN03 LTS
PSA
SGEN01
STM-HT
SGEN04
W-PUMP
AIR-BLWRF-TEMP
FLAMETST Temp eratu re (C)
Pressu re (psig)
Du ty (Watt)
Power(k W )
Combustion oxidant can be either fresh air or CHP exhaust
H2A Analysis, Current Technology, Central SMR Basis
• H2A Production Model values are used for production and CSD costs (N’th plant assumption in effect) • ANL input was used for truck delivery costs • H2A Components Model values were used for pipeline costs (2 miles, 0.7 inch ID pipeline per station)
H2A Analysis, Current Technology, Central SMR Basis
$6.66 $6.56
$4.49 $4.40 $4.35 $4.26
$-
$1
$2
$3
$4
$5
$6
$7
$8
CentralSMR
CentralCHP+SMR
ForecourtSMR
ForecourtCHP+SMR
Semi-CentralSMR
Semi-CentralCHP+SMR
Cost of Hydrogen by ScenarioProduction Capital Costs
Production Fixed O&M
Production FeedstockCosts
Production Other RawMaterial Costs
Delivery Cost to Station
Compression Storage &Dispensing Cost
Cost
of d
ispe
nsed
hyd
roge
n $/
kg
• H2A Production Model values are used for production and CSD costs (N’th plant assumption in effect) • ANL input was used for truck delivery costs • H2A Components Model values were used for pipeline costs (2 miles, 0.7 inch ID pipeline per station)
13 13
H2A Analysis: Benefit of Semi-Central SMR Architecture (Preliminary Results without CHP augmentation)
• Economies of scale benefits to SMR > cost of pipeline • H2A Production Model values are used for production and CSD costs (N’th plant assumption in effect) • H2A Components Model values were used for pipeline costs (2 miles, 0.7 inch ID pipeline per station)
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Discussion 10¢/kg is not trivial – it is in the order of magnitude of investor rate of return 8% fuel reduction = 8% reduction in GHG emissions H2 can be distributed to nearby fueling stations (lowest cost delivery method) - Less delivery GHG emissions & trucks on the road - Semi-central SMR can get lower cost Natural Gas (industrial vs. commercial) Leverage of economies of scale - on-site technical support (no travel time and expense for service) - higher up-time due to on-site technician support - available infrastructure (natural gas, utilities, cooling) - industrial zoning may allow easier permitting Adiabatic flame temperature reduction = reduction in NOx emissions
- Power to Gas (P2G) can sell high-value H2 into network - MSW gasifiers can feed into network with lower distribution cost
15 15
Questions?
16 16
17 17
$-
$2.00
$4.00
$6.00
$8.00
$10.00
Leve
lized
H2
Deliv
ery
Cost
(200
7$/k
g)
Infrastructure StorageTube-TrailerLH2 TruckPipelineTerminalLiquefierRefueling Station
100,000 FCVS 600 kg/day Station 1,000,000 FCVS, 1000 kg/day Station
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Source: Parker, Nathan. "Using Natural Gas Transmission Pipeline Costs to Estimate Hydrogen Pipeline Costs," Technical Report No. UCD-ITS-RR-04-3, Institute of Transportation Studies, University of California, Davis, January 2005.