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12, DECEMBER 2010

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Energy Management System of Fuel-Cell-Battery Hybrid Tramway

Pablo Garcia, Luis M. Fernandez, Carlos Andres Garcia, and Francisco Jurado, Senior Member, IEEE
AbstractThis paper describes the conguration, modeling, and control of a fuel cell (FC)-battery-powered hybrid system for the Metro Centro tramway in Seville, Spain. The proposed hybrid system presents a polymer electrolyte membrane FC as the primary energy source and a nickel-metal hydride cell battery as the secondary energy source, which supplements the output of the FC during tramway acceleration or whenever else needed and cruise and for energy recovery during braking. The tramway presents a traction system which is composed of four traction induction motor drives. The hybrid system also supplies the power for the auxiliary services. The power conditioning system is composed of two converters: 1) a boost-type unidirectional dc/dc converter for the FC and 2) a boost-type bidirectional dc/dc converter for the battery. The energy management system (EMS) of the hybrid tramway determines the reference signals for the electric motor drives, FC, and power converters in order to regulate accurately the power from the two electrical sources. EMS also determines the reference signal for energy dissipation in braking chopper when required during regenerative braking. In this paper, the proposed hybrid system is evaluated for the real driving cycle of the tramway. The results demonstrate the hybrid system capability to meet appropriate driving cycle. Index TermsBatteries, energy management, energy storage, fuel cells (FCs), transportation.

I. I NTRODUCTION ROBLEMS relating to oil supply, pollution, and green house effects justify the need for developing of new technologies for transportation as a replacement for the actual technology based on internal combustion engines (ICE). Fuel cells (FCs) promise as the best future replacement for ICE in transportation applications because they operate more efciently and with lower emissions [1][5]. An FC hybrid propulsion system, which combines an FC as the primary energy source and a rechargeable battery as the
Manuscript received April 15, 2009; revised July 22, 2009; accepted September 26, 2009. Date of publication October 20, 2009; date of current version November 10, 2010. This work was supported in part by Hynergreen Technologies S.A. and in part by the Cenit Program from the Center for the Development of Industrial Technology, Spanish Ministry of Science and Technology, under the Ecotrans research project in which a national industry consortium, led by Construcciones y Auxiliar de Ferrocarriles and to which Hynergreen Technologies belongs, is working for the development of ecological technologies for urban transport. P. Garcia, L. M. Fernandez, and C. A. Garcia are with the Department of Electrical Engineering, Escuela Politecnica Superior de Algeciras, University of Cadiz, 11202 Cadiz, Spain (e-mail: pablo.garcia@uca.es; luis.fernandez@ uca.es; carlosandres.garcia@uca.es). F. Jurado is with the Department of Electrical Engineering, Escuela Politecnica Superior de Linares, University of Jan, 23700 Linares, Spain (e-mail: fjurado@ujaen.es). Color versions of one or more of the gures in this paper are available online at http://ieeexplore.ieee.org. Digital Object Identier 10.1109/TIE.2009.2034173

auxiliary power device, presents the following advantages [2], [6]: 1) to provide fast and additional power during peak demand periods such as acceleration, since the FC has a time-delayed response and is limited in power output; 2) to reduce the size of FC and, thus, the cost, since the batteries are generally cheaper than FC on a per-kilowatt basis; 3) to enable the recovery of regenerative braking energy and store in the battery, thus increasing the overall efciency of vehicle; and 4) to allow a control strategy to ensure that FC operates more often in the high-efciency region. A disadvantage is the increased capital cost associated with hybrid propulsion system. However, it is justied under some circumstances. Public urban transportation is a very interesting eld for the application of FC hybrid propulsion. In hybrid tramways, power is all electric. The cordless battery operation allows catenaries to be avoided in some parts of the lines, for example, historical centers of cities, and allows more exibility and simplication of infrastructure [7]. Many electric cars or transit buses powered by FC hybrid propulsion systems are now operating in the world [8]. However, there are few projects or references about the application to locomotives, railcar, or tramways, since until relatively recently, this technology has not been considered of interest for these applications and has not started up research works. A North American consortium is developing a 1.2-MW large FC hybrid locomotive for potential military and commercial applications [9], which is the worlds largest FC-powered vehicle. It presents a 250-kW polymer electrolyte membrane (PEM) FC as primer mover and batteries as auxiliary power/energy storage device, which allow a transient power of around 1100 kW to be achieved. Japans Railway Technical Research Institute is developing a 120-kW PEM FC-powered railcar [10]. East Japan Railway Company is developing an FC hybrid railcar by modifying a prototype railcar based on a hybrid dieselelectric system. It is tted with two 65-kW PEM FCs and a 19-kWh lithium ion battery to provide additional power on steep gradients or when accelerating [11]. This paper focuses on describing the conguration, modeling, and control of an FC-battery-powered hybrid system for a surface tramway. This tramway, called Metro Centro, serves as the center of Seville, a city in Spain. Currently, it operates as catenary-powered tramway, which requires overhead line and pantograph. One of the objectives of Ecotrans research project, led by a Spanish consortium and supported by the Spanish Ministry of Science and Technology, is to retrot it to FC-battery hybrid tramway. In this mode, the infrastructure associated to catenary is eliminated. This paper presents the rst advances made in this project. The hybrid

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Fig. 1. Driving cycle of the tramway.

system is assessed by simulations for the driving cycle of this tramway. II. D ESCRIPTION OF THE T RAMWAY Metro Centro is a surface tramway serving the center of the city Seville in Andalusia, Spain. At the present time, the service consists of just four stops, but it is expected to be extended to high speed train station and including ve new stops. The project works began in mid-2005, and its rst phase was completed by autumn 2007. It covers 1.4 km and is served by seven trains, all of them were manufactured by the Spanish rail equipment manufacturer Construcciones y Auxiliar de Ferrocarriles. The tramway is composed of bidirectional units made up of ve articulated bodies resting on three bogies; the end ones are motor bogies, and the intermediate one is a trailer bogie. It develops 70 km/h with a maximum capacity of 275 places. The tramway traction system supplies the two motor bogies via its inverter box. Each box consists of two independent inverters that supply the traction motors (one per wheel). Each bogie has four traction motors. Each traction converter box has a rated power of 300 kW with a supply voltage of 750 Vdc. It consists of two completely independent inverters, each one supplying two 60-kW squirrel-cage traction motors. The traction box includes two crowbar circuits, one per inverter. Each crowbar circuit consists of an insulated-gate bipolar transistor, a diode, and an external dissipation resistor. Each braking chopper branch connects to a braking resistor, where the kinetic power of the tramway and the overvoltages generated are absorbed. The route of Metro Centros rst phase takes 5 min approximately. This route presents four stops, two intermediate ones, with line tracing in surface crossing two typical urban zones. The rst zone starts from the old town of the city, and the latter reaches a more modern zone with avenues and wide streets. This level route has allowed adopting small slopes. The typical powerspeed curve, recorded from the bidirectional tramway route, is shown in Fig. 1. This curve can be considered as the starting point for the design of tramway hybrid system.

The driving cycle of the tramway is the function P (t), where P is the tramway traction power and t is the time. As shown, power requirements on acceleration are very different from the rest, with maximum power that reaches over 400 kW for durations less than a minute when the tramway starts or does an uphill movement. For the rest of the 660-s cycle, the power requirements are low or zero in stops or braking events. On the other hand, braking events shows the regeneration capability of the system. Aside from the traction power, it is important to consider electrical auxiliary services that include fans, steering air conditioning systems, etc. Although these loads will vary throughout the cycle, the net effect can be accounted as a constant average load [12] over 61 kW. III. FC-BATTERY H YBRID S YSTEM Fig. 2 shows the proposed conguration of FC-batterypowered hybrid system for the tramway. The hybrid system is composed of the following: 1) FC; 2) battery; 3) dcdc power converters; 4) auxiliary service module; 5) four traction motor drives; 6) braking chopper; and 7) energy management system (EMS). The FC is the primary energy source of tramway. It is connected to a boost-type unidirectional dc/dc converter which raises the low dc voltage delivered by the FC to the traction standard dc bus. A rechargeable battery is used as electrical energy storage unit to supplement the output of the FC during tramway acceleration and cruise and for energy recovery during braking. The battery is connected to the traction standard dc bus through a boost-type bidirectional dc/dc converter, which allows the charge and discharge of the battery. As explained next, it has been sized so that it stores sufcient energy and provides adequate peak power for the tramway to have a specied acceleration performance and the capability to meet appropriate driving cycle. The tramway loads supplied from the two energy sources are the auxiliary services and the traction system. The auxiliary service module represents the power consumption due to the

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Fig. 2.

Conguration of the FC-battery-powered hybrid system for the tramway. TABLE I S UMMARY OF T RAMWAY D RIVING C YCLE C HARACTERISTICS

tramway auxiliary equipment (lighting, fans, steering air conditioning systems, . . .). The tramway traction system is composed of four electric wheel motors, each one composed of an electric motor and a dc/ac inverter. Finally, the EMS determines the reference signals for the electric motor drives, the FC, and the dc/dc boost converter in order to distribute accurately the power from the two electrical sources. In addition, it determines the reference signal for energy dissipation in the braking chopper when required during regenerative braking. A. DOH of FC Battery For hybrid electric locomotives, the degree of hybridization (DOH) is the ratio of FC power to the total power requirements. The DOH can be determined depending on the role of the energy secondary storage (ESS), covering peak transient demands, gradeability or acceleration performance, power assist during the cycles, or regenerative braking energy recapture [12]. An easy way to obtain the minimum FC power requirements is to balance the energy consumed from the ESS during the driving cycle (including auxiliary services) to that returned to the battery by the FC [13]. Nevertheless, downsizing beyond the power level required for continuous gradeability should be avoided since it led to dramatically increased energy requirements for the ESS, without considering the fuel economy or efciency impacts of energy storage, as can be seen in [9]. Table I summarizes the tramway driving cycle characteristics that can be considered for FC and ESS requirements. Some of them are obvious, just like average power, auxiliary services, or peak power requirements. Others need some considerations, like start-up conditions that are necessary to compensate for the limited FCS performance. Acceleration response considers the maximum power demand during an acceleration of short

duration, where it is important to achieve a quick response while the demanded energy is low. On the other hand, power assist during the driving cycle is important for ESS capability in transient peak power events of major duration, in which ESS must provide high energy (high power during large time). Gradeability shows how the system can maintain the tramways performance in continuous speed requirements. In this case during 112 s, the system has to drive at 15 km/h with maximum requirements of 325 kW and a cumulative energy demand of 2.4 kWh. After each stop, a maximum power demand from the tramway is required to maintain acceleration performance that reaches a maximum of 528.5 kW during 8 s. Fig. 1 shows the regenerative energy capacity to choose the battery that would be able to collect over the cycle and how the FC system must avoid depth of discharge. Once the characteristics of the driving cycle have been considered, it is necessary to specify the DOH. In the case of steady-state analysis, the FC size must be between the average power requirements and the maximum power peak. An easy way to obtain the FC size would be to consider the average of both powers; nevertheless, due to power requirements that take place during a relatively short time of the driving cycle, this would cause an increased power rating for the FC. On the other

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hand, an increased power rating for the battery may take place if the FC size is near the average power requirements. For this reason, Table I provides some interesting information about the dynamic response of the driving cycle. To avoid start-up problems, which could reduce power output capability as large as 50% from the rated power [13], a nominally always on strategy was taken into account; thus, the interest center can be acceleration and grade performance requirements. The maximum power demands from the tramway are encountered during acceleration performance, particularly in start-up acceleration, with a transient response (slow output power ramping) since the FC is not able to provide it. For this reason, the ESS has to maintain performance requirements [14]. Meanwhile, the energy demands, encountered during grade performance, are small if we compare them with the whole cycle energy demands. In this way, the FC rated power has to be between the average power requirements (174.4 kW) and its average considering the peak power (532.1 kW), which results to be 353.2 kW. In order to avoid great requirements for ESS, the FC rated power has been selected near this value (353.2 kW), which, in this case, is 300 kW, which gives rise to a 240-kW peak power from ESS. The type of ESS will be a nickel-metal hydride cell (Ni-MH) battery, which is less heavy and bulky than lead acid batteries and, operating at normal ambient temperature, has higher energy and power density [7]. Moreover, it presents a powerto-energy ratio of 5 kW/kWh for hybrid traction applications, where power requirements are higher than the energy requirements. In conclusion, and regarding the requirements that would be expected to ll in the control system strategy (ESS is used for traction assist during peak power demand and acceleration, allows the FC to operate more often in the high-efciency region, enables recovery of regenerative braking energy, and reduces the size of the FC), it has been considered a 55.5% DOH with 300-kW PEM FC and a 48-kWh Ni-MH battery as ESS with a power-to-energy ratio of 5 kW/kWh. B. FC The PEM FC is the best option to be used in public transport due to their high power density, specic power, low operating temperature, longevity, efciency, good dynamic behavior, and the relativity ability to rapidly adjust to changes in power demand [1], [2]. Thus, a 300-kW 375-V PEM FC is considered in this paper, whose model is based on the detailed one in [15]. The voltage generated by an FC is obtained from the sum of the Nernsts voltage, activation overvoltage, concentration overvoltage, and ohmic overvoltage [1], [15]. The PEM FC output voltage can be expressed by the Nernsts instantaneous voltage Ecell and the irreversible voltage Virrev Vout = Ecell Virrev
0 Ecell = Ecell ke (T Tref )

0 where Ecell is the standard-state reversible voltage, ke is a function of the entropy change and the Faradays constant, T is the FC temperature, R is the ideal gas constant, F is the Faradays constant, pHO2 is the water partial pressure, pO2 is the oxygen partial pressure, pH2 is the hydrogen partial pressure, Vact and Vconc are the activation and concentration voltage drops, which are functions of the current density (relation between the actual current FC and the effective area of it), and Vohm is the ohmic voltage drop depending on the FC internal resistance. The hydrogen partial pressure can be calculated as

RH2 T dpH2 = (qH2_in qH2_reac qH2_out ) dt Van

(4)

where RH2 is the hydrogen gas constant, T is the temperature at the anode, Van is the volume of anode, qH2_in is the hydrogen input ow, and qH2_reac is the hydrogen reacted ow in the anode, which is obtained through Faradays law qH2_reac = N IFC 2F (5)

where N is the number of cells necessary to get the FC output voltage, and IFC is the actual current generated by the FC. The hydrogen output ow qH2_out can be calculated through the relation between the molar ow of hydrogen and its partial pressure inside the channel. This relation can be expressed as [1], [15] k Mmolar = qmolar Pmolar (6) (7)

qH2_out = kout_H2 pH2 . Similarly, the oxygen partial pressure can be obtained as RO2 T dpO2 = (qO2_in qO2_reac qO2_out ) dt Vcat qO2_reac = qO2_out N IFC 4F = kout_O2 pO2

(8) (9) (10)

(1) RT ln 2F pH2O p0.5 pH2 O2 (2) (3)

Virrev = Vact + Vconc + Vohm

where RO2 is the oxygen gas constant, Vcat is the volume of cathode, and qO2_in , qO2_out , and qO2_reac are the input, the output, and the reacted oxygen in the cathode, respectively. Other FC components to be modeled are the hydrogen and air supply, humidier, and air cooler. The hydrogen to be used by the FC is provided from a high pressure tank through a hydrogen valve. It is controlled by a proportional control based on the pressure difference [15]. The air supply is performed through a compressor. The purpose of the compressor is to provide the inlet air mass ow to the cathode in order to maintain an oxygen excess ratio O2 (ratio between the oxygen supplied and the oxygen used in the cathode) that is equal to two [15]. In this case, the compressor has been modeled by a rst-order system in order to approximate its dynamic response. Moreover, the humidier and air cooler are considered ideal so that the FC operates at optimum temperature (80 C) and with constant relative humidity.

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C. Boost-Type Unidirectional DC/DC Converter A classical boost-type unidirectional dc/dc converter [16] [18] is selected as an FC power converter, which adapts the dc voltage supplied by the FC, 375 V at its rated power, to the 750-V traction standard dc bus. The boost converter is composed of a high frequency inductor L1 , an output ltering capacitor C1 , a diode D1 , and a main switch S1 . Switch S2 is a shutdown device for test security to prevent the FC stack from short circuits in case of accidental destruction of S1 or faulty operation of the regulator. It was modeled by using the two-quadrant chopper model included in the SimPowerSystems toolbox of Simulink [19]. The boost converter is based on the current control loop. An appropriate control of the fraction of time that the converter is conducting (duty cycle) allows the FC current control. Acting on the switch S1 gate signal, it is therefore possible to determine the distribution of the power load between the two energy sources, namely, FC and battery. D. Battery Many battery systems have been experimented for hybrid vehicles (transit buses, light trucks, and tramways), using Pb acid, NiCd, or Ni-MH. Practical experience shows that Ni-MH, in spite of its higher cost, is the most suitable system in terms of endurance and reliability [3], [7]. As a result, the tramway hybrid system developed in this paper includes a Ni-MH battery. The battery specications are 240 kW, 48 kWh (68 Ah), and 450 V. It has been modeled by the Ni-MH battery model included in SimPowerSystems [19] Ubat = E Ri i E = Eo K Q + A exp B Q i dt i dt (11) (12)

and two switches S3 and S4 . Under the battery charging mode operation, S3 switch and S4 diode serve as a unidirectional buck converter that takes the traction dc bus energy to charge the battery. Under the battery discharging mode operation, S4 switch and S3 diode serve as a unidirectional boost converter that delivers the energy from the battery to the traction dc bus. It was modeled by using the two-quadrant chopper model included in SimPowerSystems [19]. This converter is controlled for traction dc bus voltage regulation. In fact, an appropriate control of the duty cycle of the bidirectional converter assures traction dc bus rated voltage and the charge and discharge of the battery.

F. Traction Motor Drives The tramway traction system has been represented by four electric motor drives. Each one is composed of a 120-kW 625-V 50-Hz squirrel-cage induction motor, a three-phase inverter, and an inverter controller. It has been modeled by using the space vector pulsewidth modulation (PWM) voltage source inverter (VSI) induction motor drive model included in SimPowerSystems [19]. The inverter controller presents a speed controller and a space vector modulator (SVM). The speed controller, which is based on a proportionalintegral (PI) regulator, controls the motor slip. In this controller, the slip value computed by the PI regulator is added to the motor speed in order to produce the demanded inverter frequency. The latter frequency is also used to generate the demanded inverter voltage in order to maintain the motor V /f ratio constant. From the inverter demanded frequency and voltage, the SVM determines the pulses which activate the inverter switches at the proper time, and thus, the motor speed can be adjusted to the desired speed.

where Ubat is the battery voltage, E is the no-load voltage, Ri is the internal resistance, i is the battery current, Eo is the constant voltage, K is the polarization voltage, Q is the battery capacity, A is the exponential voltage, and B is the exponential capacity. In the transportation application using Ni-MH batteries, the state of charge (SOC) is preferably kept as close to 50% as possible or within 30% to 70%. Since at these SOCs, the Coulombic charge efciency is very high [20]. Thus, the implemented model calculates the battery SOC as [19] SOC = 100 1 i dt Q . (13)

G. Braking Chopper In regenerative braking, some of the kinetic energy is converted into electrical energy and stored in the battery, in order to be used during the next acceleration or whenever else needed. However, part of the regenerative braking energy must be dissipated in braking resistance when it cannot be absorbed by the battery due to its limitations. The braking chopper absorbs the energy produced by motor deceleration when required. It has been modeled by a current source parallel with the dc bus. In this case, the control system determines the effective resistance to be required to dissipate the power, and thus, the current is calculated from the dc bus voltage and the effective resistance.

E. Boost-Type Bidirectional DC/DC Converter A boost-type bidirectional dc/dc converter [16][18] is used as power converter for battery energy management. This converter connects the battery to the traction standard dc bus, enabling the charge and discharge of the battery. It consists of a high frequency inductor L2 , an output ltering capacitor C2 ,

H. Auxiliary Services The tramway presents a power consumption of 61 kW due to the auxiliary services. In this paper, this load has been modeled by simplicity as a controlled dc current source connected to the dc bus, whose current is a function of the power consumption and the dc bus voltage.

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IV. EMS Note that FC has a slow dynamic response, so that the battery has to supply the transient energy demand and peak load. Furthermore, the braking chopper must operate to dissipate the regenerative braking energy when it cannot be absorbed by the battery due to its limitations. In fact, the aim of tramway EMS is to provide the demand power, optimizing the energy generated by the system and ordering the operation of braking resistor when regenerative braking is required. Following this objective, a new control strategy is presented. It combines an adaptive control based on eight states and the control systems of FC and battery. This section has been divided in two subsections. The rst subsection shows the adaptive control used to obtain the reference powers for FC and battery, and the power to be dissipated in braking resistance when required. The second subsection explains the controls for the appropriate operation of FC and battery in order to achieve the operating points determined by the adaptive control.

A. Adaptive Control Based on States Adaptive control is based on eight states in order to decide the operating point for each component of hybrid system. It generates the reference power for FC and battery and the power to be dissipated in the braking resistor. Furthermore, this control tries to avoid the continuous changes in the FC reference power, since the FC dynamic response is slow. Thus, the changes in the reference power will occur when the hybrid system components reach their limitation. In this case, the following limits have been considered: the maximum and minimum values for FC power (Pfc_ max and Pfc_ min ), battery power (Pbat_ max and Pbat_ min ), and battery SOC (SOCmax and SOCmin ). Therefore, sometimes, FC operates at constant power (load-leveling strategy), and other times, it adapts the power generated to the load demand (load-following strategy). The adaptive control determines the operational state according to the demanded load, the tramway speed, and the battery SOC. Three levels for the battery SOC have been considered: high SOC (60%65%), normal SOC (42%60%), and low SOC (< 42%). Next, the eight states are detailed. State 1High SOC and Pload Pfc_ max : In this state, the FC operates with load-following strategy between its minimum power and rated power. As the battery cannot be charged due to its high SOC, the braking resistance will operate if the demanded load is less than the FC minimum power. State 2High SOC and Pload Pfc_ max + Pbat_ max : This case would not occur because the hybrid system has been designed so that the FC and battery operating in a collaborative manner can supply the load power demand in all moment. State 3High SOC and Pload = [Pfc_ max , Pfc_ max + Pbat_ max ]: The FC operates at maximum power, and the power generated by the battery will be Pbat = Pload Pfc_ max , so that the battery SOC decreases.

State 4Normal SOC and Pload < Pfc_opt : In this case, as the battery can be charged and FC presents low efciency at low power, FC is demanded to generate its optimal power. Therefore, the battery will be charged, and the braking resistance will operate if the battery cannot consume all the regenerative power. If, during this state, the battery reaches a high SOC, the system would change to state 1), so that the FC would decrease the generated power and, thus, its efciency. State 5Normal SOC and Pload = (Pfc_ max , Pfc_opt ): In this state, the battery is charged, and thus, its SOC increases. On the other hand, the FC operates with loadleveling or load-following control strategy, depending on the demanded load. The FC operates to its maximum power (load-leveling control strategy) when the demanded load is higher than Pfc_ max Pbat_ max , and otherwise, it operates with load following. State 6Normal SOC and Pload Pfc_ max : This state is similar to state 3), where the FC operates at maximum power and the power generated by the battery will be Pbat = Pload Pfc_ max so that the battery SOC decreases. State 7Low SOC and Speed = 0: If the battery SOC reaches the low level and the tramway is stopped, the FC generates the minimum power demanded by the tramway plus an extra power that will charge the battery. State 8Low SOC and Speed > 0: In this case, the FC must generate the demanded load plus the maximum charge power of battery. The FC performance is limited between its optimum power and nominal power. Thus, the braking resistor will work if the battery reaches its maximum charge power. B. FC Control This control allows the FC to achieve the suitable operating point. Fig. 3(a) shows the FC control structure. The adaptive control determines the reference power for the FC. From this power and the FC voltage, the FC reference current is determined, which is limited according to the maximum and minimum currents that the FC can generate. Two parallel and independent control loops assure the suitable FC operation. Both of them use the error between the FC current reference and the actual current in PI controllers. One of them generates the hydrogen incoming at the FC, and another one determines the duty cycle of the FC converter. C. Battery Control The battery control, shown in Fig. 3(b), determines the suitable duty cycle of the battery converter in order to maintain the traction dc bus rated voltage, while the battery voltage varies, depending on the operating mode (charge or discharge) of the battery. As the system demands power from the battery while trying to maintain the traction dc bus rated voltage, the duty cycle of the battery converter increases so that the battery voltage decreases and the battery is discharged. On the contrary, when there is excess power in the system, the duty

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Fig. 3.

Control structure. (a) FC control. (b) Battery control.

Fig. 4.

(a) Tramway speed. (b) Mechanical power.

Fig. 5. Motor rotational speed. (a) Reference speed. (b) Motor speed.

cycle decreases, the battery voltage increases, and, thus, battery is charged. In conclusion, the battery converter is controlled for dc bus voltage regulation, enabling the charge and discharge of the battery. V. S IMULATION R ESULTS AND D ISCUSSION The proposed hybrid system and control strategy have been implemented in MATLABSimulink and tested for the real drive cycle of Metro Centro tramway. Only 330 s has been simulated, which corresponds to half of the drive cycle (outward route). Simulation results are shown next. First, the speed and mechanical power required by the tramway during this route are shown in Fig. 4. The cycle followed by the tramway is basically composed of four trips and four stops. The rst one lasts about 12 s. It consists of acceleration and deceleration, reaching the tramway a maximum speed of 20 km/h. The following two trips are very similar. Both of them last about 60 s and include accelerations and decelerations. However, these trips show little differences in the maximum speed and speed changes. The three rst stops endure the same time, which is about 15 s. The fourth trip is completely

different. It is the longest, which is about 120 s. In this case, the tramway maintains a constant speed of 15 km/h along the whole trip. Moreover, the fourth stop time is higher, which is about 60 s. As commented previously, each traction motor is controlled by using a space vector PWM VSI drive. Fig. 5 shows the response of a single traction motor, where the reference and motor speeds are depicted. As observed, the speed control is quite good, enabling the motor to follow the reference speed. To evaluate the EMS under different operating states, two simulations of the hybrid tramway following the real driving cycle were performed: 1) simulation with an initial battery SOC of 60% and 2) simulation with an initial battery SOC of 36%. A. Case 1: Simulation With an Initial Battery SOC of 60% In this case, it was considered an initial battery SOC of 60%, so that the battery starts to work with a normal SOC, in which both the charge and discharge of the battery are allowed. Fig. 6 shows the voltage at the dc bus, FC and battery, and the duty cycle of the converters along the half driving cycle of tramway. As can be observed, the dc bus voltage is kept at a

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Fig. 6. (a) Voltages at dc bus, FC, and battery and (b) duty cycle of the converters for case 1.

Fig. 8.

(a) FC power and (b) battery power for case 1.

Fig. 7. (a) Load power and (b) power dissipated by the braking chopper for case 1.

Fig. 9.

(a) Battery SOC and (b) operational states for case 1.

rated value due to the battery converter control. Moreover, the FC and battery suffer voltage changes at each acceleration and deceleration. Figs. 7 and 8 show the power for each one of the components of hybrid system: load, FC, battery, and braking chopper. For a better understanding of the hybrid system performance, the battery SOC and the operating states along the driving cycle have been represented, as shown in Fig. 9. As observed in Fig. 9(a), the SOC increases along the driving cycle. While the battery does not reach high SOC (65%), the hybrid system adopts the states 4), 5), and 6), as shown in Fig. 9(b). However, when the battery reaches a SOC of 65%, the system adopts the state 1), avoiding the SOC increase. The rst one trip (about the rst 15 s) presents acceleration and deceleration. During the trip, the hybrid system passes through the states 4), 5), and 6). The system starts in state 4).

When the tramway accelerates, it demands higher power, so that the system changes to state 5) and immediately to state 6) for higher power demand, where the FC tries to generate its maximum power and the battery supplements to FC, producing the rest of the power required by the tramway during the acceleration. In the case of deceleration, regenerative braking (negative load power) is produced, so that the system passes to state 4). In this state, part of the regenerative power is used to charge the battery (which is limited to its maximum value), and the rest one is dissipated in the braking resistor. Once the tramway stopped, only the auxiliary services are necessary to be fed. During the second and third trips, the hybrid system acts in similar way. With acceleration, the state changes to state 5) and immediately to state 6) if the demanded power is higher, and the system returns to state 4) with decelerations.

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Fig. 10. (a) Load power and (b) power dissipated by the braking chopper for case 2.

Fig. 11. (a) FC power and (b) battery power for case 2.

The fourth trip starts at 160 s and presents acceleration not as high as the previous ones. However, a level of demanded load higher than the FC maximum power is achieved, so that the system has to change to state 6), although just for a few seconds. The fast dynamic response of the battery makes this possible. After starting, the tramway maintains a constant speed for 110 s. During the constant speed operation, the traction system requires little gradeability performance. In this case, the hybrid system acts, changing the state from 4) to 5) or even to 6) if the demanded power is a little higher. The battery reaches a SOC of 65% at 275 s, and the system adopts the state 1), which is kept for the rest of the simulation. In this state, the FC operates with load-following strategy between its minimum power and rated power. The tramway brakes softly at 280 s. During the braking, the FC achieves the minimum power, and the braking resistor acts, avoiding the battery charge. Finally, the tramway stays stopped at the last station, from where it will start the return trip. During the stop, the FC generates the power of the auxiliary services.

Fig. 12. (a) Battery SOC and (b) operational states for case 2.

From the 118 s, the battery works with normal SOC, so that the system adopts the states 4), 5), and 6). C. Discussion Finally, the proposed conguration for the hybrid system and the results of this work are compared with those of other investigations in order to place this work in perspective with other works in the eld of hybrid system for high-power transport application. Caux et al. [21] describe a hybrid system based on a 440-kW PEM FC and ultracapacitor (UC) as ESS for transport application. It presents a similar conguration to the one used in this paper: a boost chopper for the FC system and another buck/boost chopper for the ESS, in this case, UC. However, unlike the one used in this paper, the FC chopper is controlled in voltage in order to keep the dc bus rated voltage, whereas the ESS chopper is controlled to manage the UC current. This work does not specify the EMS used to dene how the load

B. Case 2: Simulation With an Initial Battery SOC of 36% In this case, the battery starts to work with a low SOC of 36%, and therefore, its discharge must be minimum. The simulation results are shown in Figs. 1012. During the rst 118 s, the battery has low SOC, and therefore, the hybrid system adopts the state 7), while the tramway is stopped, and the state 8) with the running tramway. For the state 7), the FC generates 181 kW, 61 kW for the auxiliary services, and the rest, 120 kW, for the battery charge. During state 8), the FC generates the demanded load plus the maximum charge power of the battery. The FC performance is limited between its optimum power and nominal power. When the battery reaches its maximum charge power, the braking resistor consumes the power excess.

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power is distributed between the two energy sources. As can be observed in this work, the proposed hybrid system is capable of providing the power demanded by the load during the driving cycle, keeping the dc bus rated voltage. We have achieved similar results, applying a different control strategy and using a Ni-MH battery instead of UC. References [22][24] present control strategies for hybrid vehicles powered by FC and battery, in which the battery is directly connected to the dc bus. The hybrid system proposed in each case is the following one: a 40-kW PEM FC and a Ni-MH battery in [22], a 30-kW PEM FC and a lead acid battery in [23], and two PEM FC stacks with a rated power of 40 kW and a Ni-MH battery in [24]. References [22] and [23] use control strategies, based on fuzzy logic control, which determine the operating point of FC converter, according to the load power and the battery SOC. Xu et al. [24] propose an adaptive supervisory control strategy for a hybrid city bus, which takes into account the vehicle accessorial power, the battery charge-sustaining, and the FC durability. The results of these works demonstrate the capability of the proposed hybrid system to provide the power demanded by the load during the driving cycle. However, the use of a battery directly connected to the dc bus leads to that too many battery cells that must be connected in series to achieve the high voltage required by the high-power traction motors (for higher efciency), and then, the volumetric efciency of the battery comes down [25]. Furthermore, this conguration only allows the direct control of FC power ow via the FC converter, so that only the FC acts as an active-control power source. On the contrary, the battery acts as a passive-control power source, since its power ow is controlled indirectly. This problem can be solved by using a bidirectional converter for the battery, as the one used in this paper. Another possible conguration for a hybrid bus is presented in [26]. It is equipped with a 65-kW PEM FC, lead acid battery, and UC. In this case, the battery is directly connected to dc bus, whereas the UC is connected via a bidirectional dc/dc converter. An energy management strategy based on fuzzy logic denes the FC and UC power according to the power required by the bus, the battery SOC, and UC SOC, whereas the battery power is the remaining power. Therefore, the FC and UC act as the active-control power sources and the battery as the passivecontrol power source. Once again, the results demonstrate that the proposed hybrid system allows the bus to properly follow the driving cycle. In this paper, we have obtained good results for the tramway following its driving cycle, but only two power sources were used, namely, FC and battery, both of them coupled to a power converter and thus enabling an active control of the two power sources. VI. C ONCLUSION Until relatively recently, the hybrid systems powered by FC and batteries have not been considered of interest for applications to locomotives, railcar, or tramways. Currently, there are only a few projects in the world trying the development of this technology. This paper has presented the rst advances made in a Spanish research project, which pretends to retrot a catenary-

powered tramway and thus eliminates the infrastructure associated to the catenary. The tramway is serving as the center of Seville (Spain). The proposed hybrid system is based on a PEM FC as the primary energy source and a Ni-MH battery as the secondary energy source. The loads considered in the tramway were auxiliary services and a traction system, which is composed of four electric wheel motors (induction motor and dc/ac inverter). The power conditioning system was composed of two converters. A boost-type unidirectional dc/dc converter was used for the FC, which raised the low dc voltage delivered by the FC to the traction dc bus. A boost-type bidirectional dc/dc converter connected the battery to the traction dc bus. It was controlled to keep the dc bus rated voltage, enabling the charge and discharge of the battery. An EMS combining an adaptive control and the control systems of FC and battery was developed in order to provide the tramway load demand optimizing the system energy. The hybrid system was evaluated for the real driving cycle of tramway. The results have demonstrated the hybrid system capability to meet the appropriate driving cycle. R EFERENCES
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Luis M. Fernandez was born in Los Barrios, Spain, in 1972. He received the M.Sc. degree in electrical engineering from the University of Sevilla, Sevilla, Spain, in 1997 and the Ph.D. degree from the University of Cadiz, Cadiz, Spain, in 2004. From 1997 to 2000, he was with the Development and Research Department, Desarrollos Eolicos S.A. Since 2000, he has been a Professor with the Department of Electrical Engineering, University of Cadiz. His research activities have been devoted to several topics, e.g., renewable energy and fuel cell hybrid systems.

Carlos Andres Garcia was born in La Linea, Spain, in 1963. He received the M.Sc. degree in engineering and Ph.D. degree from the University of Cadiz, Cadiz, Spain, in 2004 and 2009, respectively. Since 1988, he has been a Professor with the Department of Electrical Engineering, University of Cadiz. His research interest focuses in electric machines and renewable energy.

Pablo Garcia was born in La Linea, Spain, in 1984. He received the M.Sc. degree in engineering from the University of Cadiz, Cadiz, Spain, in 2007, where he is currently working toward the Ph.D. degree. He is a Professor with the Department of Electrical Engineering, University of Cadiz. His research interest focuses on power systems and power management in hybrid systems.

Francisco Jurado (M00SM06) was born in Linares, Spain. He received the M.Sc. and Dr. Ing. degrees from the Universidad Nacional de Educacin a Distancia, Madrid, Spain, in 1995 and 1999, respectively. Since 1985, he has been a Professor with the Department of Electrical Engineering, University of Jan, Linares, Spain. His research activities have been devoted to several topics, e.g., power systems, modeling, and renewable energy.