Modeling and Control of Fuel Cell Systems for Automobile Applications

Giorgio Rizzoni, Yann Guezennec, Gabriel Choi Ohio State University Center for Automotive Research http://car.eng.ohio-state.edu

Fuel Cell Control Workshop Irvine, CA April 3 & 4, 2003

Fuel Cell System Research

Focus on Fuel Cell Systems for automotive applications, more particularly PEM Emphasis on complete systems rather than in-depth component analysis - Treat the electro-chemistry as a black box Phase 1 Focus on quasi-static modeling approach, i.e., steadystate characteristics + slow thermal dynamics (suitable for energy analysis at the system level and vehicle level, system optimization and supervisory control strategy Phase 2 Low-frequency dynamics modeling approach, i.e. , particularly the air supply dynamics under varying loads as seen in automotive powertrains Phase 3 Model-based control system development, fuel cell laboratory development for model validation and control development

Low-Frequency Dynamic System Modeling Approach

Analogous approach to mean-value models in IC engines Focuses namely on modeling of dynamic effects with a time scale commensurate with power demand changes in vehicles System is modeled as an interconnected set of sub-systems, and treated as unsteady control volumes (spatially lumped, as appropriate) Dynamic model is a superset of quasi-static model, where subsystems models are differential equations in time (mass, energy, inertial dynamics, ), instead of strictly algebraic relationships Emphasis is still on model simplicity for computational efficiency (low-order dynamic system), but capturing essential dynamics Stack black-box model is separated into anode and cathode Preliminary analysis shows that breathing (air/humidity), thermal and rotational dynamics are dominant

Fuel Cell System Model

Some Results of Air Delivery Dynamic Model

Rotational dynamics coupled to compressor characteristics

Some Dynamic Simulation Results

Manifold dynamics Evaporation and mixing dynamics

Some Dynamic Simulation Results

Net effect on FC stack output

Voltage

Power

Low-Frequency Dynamic System Control

Possible actuators: Compressor motor Back-pressure air valve Hydrogen flow control valve Humidification pump/injectors Hydrogen recirculation pump motor Coolant pump motor Air recirculation pump motor (?) Possible sensors: Air pressure(s), flow rate, temperature(s), humidity Hydrogen pressure(s), flow rate, temperature(s), humidity Coolant flow rate, temperature(s) Motor speed(s)

Control objectives and controller structure must be more precisely defined (possibly coupled with requirements from vehicle supervisory control level

Some Possible Fuel Cell System Control Objectives

Option 1 (simplest): Constant pressure operation, separate individual controllers
Air side:
Current/power demand compressor motor control with feedback from mass air flow meter Pressure control downstream back-pressure valve with pressure signal feedback Humidity control water pump/injector control with humidity signal feedback (problem with significant evaporation dynamics and humidity sensor dynamics)

Hydrogen side:
Pressure control hydrogen valve control with pressure difference signal between anode and cathode to track cathode pressure Recirculation of all excess hydrogen no control

Advantage: simple independent controllers (PI(D) controller) Disadvantage: pressure and flow rate are strongly coupled, and independent controllers may interfere with each other, poor dynamic response, overshoot/undershoot

Some Possible Fuel Cell System Control Objectives

Option n: Variable pressure operation to track best system efficiency, with single MIMO controller

Advantage: May provide best dynamic response for given system as well as best system efficiency operation across all possible operating conditions Disadvantage: Complex controller design and implementation

How much dynamic response is needed?

Hybridization with ECMS Supervisory Control Strategy can tolerate poor dynamic response of fuel cell system with no fuel economy degradation

Strong link to vehicle implementation and supervisory control strategy

OSU Fuel Cell Lab Plans

Fuel Cell Laboratory Design Characteristics

Focus on Complete Automotive PEM Fuel Cell Powertrains
Capable of supporting 80 kW fuel cell stack nominally Hydrogen supply from electrolyzer buffered to high pressure tank (300-350 bar nominal) Provision for evaluating fuel reformers Air delivery system capable of pressurized operation up to 3-3.5 bars Easily reconfigurable air delivery system to evaluate different compressor/expander technology, system topology, etc. Capable of operating as a stand-alone system or a hybrid powertrain with different energy storage (battery, supercapacitor) +/- 80 kW bi-directional load to simulate arbitrary driving cycles or other transient operation Extensively instrumented fuel cell stack, fuel cell system and complete traction chain Rapid prototyping dSpace system for low-level fuel cell system and supervisory energy management powertrain control

Fuel Cell Laboratory

Focus on System Efficiency, Dynamics, Control and Diagnostics of Complete Automotive Fuel Cell Systems
Support our efforts in (static and dynamic) modeling of fuel cell systems Develop a systematic, model-based methodology for developing automotive fuel cell control, both low-level control (ECU equiv.) and supervisory (vehicle energy management) controller Evaluate trade-off between system configuration, operating conditions, system efficiency, and dynamic response Evaluate sensor and actuator set required to achieve suitable automotive control Develop a model-based diagnostic methodology for automotive fuel cell systems Ability to prototype complete fuel cell systems and control for use in vehicle demonstration projects

Fuel Cell Laboratory

Phase I: Air-Side System (in progress)
Focus on air compressor/(expander), system efficiency, humidification aspects, dynamic control over large turn down ratio, dynamic response, heat/mass transfer aspects between intake and exhaust, different family of compressor/expanders HIL stack simulation, power demand simulation (vehicle road load and supervisory energy management) System designed and sized to be directly usable for Phase 2 (complete fuel cell system, including stack) Implementation target: early summer 03

Phase I Fuel Cell System Lab Controlled/Monitored Values

Physically implemented
AIR SIDE Compressor Drive Expander Drive Humidifier Air Speed Speed Pump, valves Valves
Controlled Monitored

Torque, Speed, Power in Torque, Speed, Power out Power in Mass flow, Temperatures at multiple points, Pressures at multiple points, humidity

HIL
SIMULATED STACK Heater Air used Power supply SIMULATED VEHICLE Road load, supervisory control Power in Diverter Valve Voltage
Controlled Controlled Monitored

Stack temperature Mass flow air diverted Voltage, Current, Power Out
Monitored

Power request to FC system

Power output of fuel cell system, system efficiency, vehicel speed, drivability metrics, fuel consumption, etc.