Beruflich Dokumente
Kultur Dokumente
hydrid tanks
Alexandre Ravey1,3 , Sebastien Faivre1,3 , Charles Higel1,2,3 , Fabien Harel2,3 , and Abdesslem Djerdir1,3
1
I.
I NTRODUCTION
II.
M OBYPOST P ROJECT
MES - Switzerland;
SteinBeis-Europa-Zentrum - Germany;
La Poste - France.
V EHICLE P OWERTRAIN
A. Powertrain architecture
The vehicle considered in this study is a series FCHEV
based on a Proton Exchange Membrane Fuel Cell (PEMFC)
and Li-iron-phosphate-Magnesium (LiFeMgPO4) batteries
pack with two in-wheels motor (Permanent Magnet Synchronous Machine) and their associated inverters as shown in
Fig. 2 [11], [12]. The PEMFC is connected to the DC bus via
a DC/DC converter whereas the batteries are directly linked
to the bus [13]. Consequently, only the fuel cell power can
be controlled, the batteries are used as a buffer absorbing the
peak power during acceleration phases.
speed (km/h)
40
30
20
10
0
0
2000
4000
6000 8000
Time (s)
10000 12000
B. Power prole
Simulations are run using a backward approach [14]: The
input of the model is the power prole derivated from the
driving cycle of the vehicle. In order to compute this prole,
a vehicle model is used coupled with a real driving cycle.
x 10
1
Power (W)
1.5
0.5
0.5
1
0
2000
4000
6000 8000
Time (s)
10000 12000
(5)
dT (t)2L
ln RR21
(8)
0.8
0.7
0.6
0.5
0.4
0.3
0.2
1
Vstack Ib
2
(6)
0.1
0.2
0.4
0.6
0.8
h2 flow (%)
E. Battery model
The batteries model is a simple current integration to
compute the batteries SoC, in this study Vb is considered as
constant.
SoC(t)
b
SoCinit
Cnom
0.95 if Ib < 0
=
1
if Ib 0
t
0
Ib (t)dt
(9)
(10)
Iin Uin
Uout
(11)
Notation
P h fuzzy value
P hlimit
0.9
0.8
0.7
0.6
0.3
0.1
0
Description
Pheater is considered to be
highly critical
Pheater is considered to be very
high
G. Load model
The power split between the fuel cell current IF C and the
batteries current Ib is given by (12).
(12)
Notation
SoC value
SoClimit
SoClow min
SoClow max
SoCgood min
SoCgood max
SoChigh min
SoChigh max
0.2
0.4
0.6
0.7
0.8
0.9
1
E NERGY MANAGEMENT
Description
Since the batteries are directly link to the DC-bus, only the
fuel cell can be controlled. Control strategy will aim to control
the fuel cell running at its best efciency point while keeping
the state of charge of the batteries in its optimal zone [19], [20].
Moreover, due to technology constraints of the metal hydrid
tank, their temperature need to be kept in a good zone in order
to be able to provide the necessary ow of hydrogen need by
the fuel cell. A fuzzy logic controller is used to determine the
fuel cell current regarding the listed inputs.
Notation
IF C value
IF C shutdown
IF C low min
IF C low max
IF C good min
IF C good min
IF C high min
0.1
0.3
0.4
0.5
0.6
0.7
IF C high min
IF C very high
0.8
1
Low
Opt
High
(13)
Degree of memebership
0.8
0.6
0.4
0.2
0
0
0.2
0.4
0.6
0.8
SoC
Good
High
Very high
cell current, the batteries current and the heater current. The
controller, taking into account the cost of the additional heater,
control the power of the fuel cell in order to keep the thermal
power needed by the tanks as low as possible.
Critical
0.8
0.6
0.4
Battery SoC
Degree of memebership
0.2
0.5
0
0.2
0.4
0.6
0.8
1000
2000
3000
4000
5000
6000
4000
5000
6000
4000
5000
6000
time (s)
Pheater
FC Power (W)
1000
500
1000
2000
3000
time (s)
Shutdown
Low
Opt
High
Driving cycle
Very high
speed (m.s1)
Degree of memebership
1
0.8
0.6
60
40
20
0
1000
2000
3000
time (s)
0.4
Fig. 10: Battery SoC and fuel cell current for the simulated
driving cycle
0.2
0
0.2
0.4
0.6
0.8
500
1000
2000
3000
4000
5000
6000
4000
5000
6000
4000
5000
6000
time (s)
Heat power needed by tank
600
400
200
0
1000
2000
3000
time (s)
R ESULTS
150
Pheater (W)
V.
100
50
0
1000
2000
3000
time (s)
VI.
C ONCLUSION
SoClow
SoCgood
SoChigh
P hlimit
IF C min
IF C shutdown
IF C shutdown
IF C shutdown
P hvery high
IF C high
IF C good
IF C min
IF C min
P hhigh
IF C high
IF C good
IF C good
IF C min
P hgood
IF C very high
IF C high
IF C good
IF C shutdown
FC current (A)
4500
5000
5500
6000
5500
6000
5500
6000
time (s)
Battery current
200
100
0
100
4000
4500
5000
time (s)
Additional Heat current
2
1.5
1
0.5
0
4000
4500
5000
time (s)
the control inside the electronic control unit of each of the ten
vehicles which will be build for the project.
ACKNOWLEDGMENT
This research work is carried out within the framework
of European project MobyPost which aims at developing the
concept of electric vehicles powered by fuel cells for delivery
application as well as local hydrogen production and associated
refueling station and hydrogen production apparatus from photovoltaic generators. MobyPost is a project funded under the
Grant Agreement no. 256834 by the European Unions seventh
Framework programme (FP7/2007-2013) for the Fuel Cell
and Hydrogen Joint Technology Initiative (http://mobypostproject.eu/).
R EFERENCES
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challenges, in Power Engineering Society General Meeting, 2004.
IEEE. IEEE, 2004, pp. 16401645.
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Systems for Automobiles. expert verlag, 2008, no. 2, ch. Fuel cells,
Energy Management using Fuel Cells and Supercapacitors, pp. 97116,
iSBN-13: 978-3-8169-2835-5.
[3] S. Barrett, Fcvs will be a key element in european vehicle powertrains
portfolio to achieve 2050 goals, Fuel Cells Bulletin, vol. 2011, no. 1,
pp. 1215, 2011.