battery storage system supplying electric vehicle

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PEM fuel cell/ battery storage system supplying electric vehicle N. Mebarki a,*, T. Rekioua a, Z. Mokrani a, D. Rekioua a, S. Bacha b a b

Laboratoire LTII, Departement de Genie Electrique, Universite de Bejaia, 06000, Bejaia, Algerie G2lab INPG Grenoble, France

article info

abstract

Article history:

In this paper, a study of Hybrid power system to supply energy to an electric vehicle is

Received 15 March 2016

presented. The hybrid system is used to produce energy without interruption and it con-

Received in revised form

sists of a proton exchange membrane fuel cell (PEMFC) and a battery bank. PEMFC systems

23 May 2016

work in parallel via DC/DC converter and the battery bank is used to store the excess of

Accepted 23 May 2016

energy. The mathematical model topology, the identification of each subsystem and the

Available online xxx

control supervision of the global system are the contribution of this paper. Obtained results under Matlab/Simulink and some experimental ones are presented and discussed.

Keywords:

© 2016 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.

Hybrid power system Fuel cells Battery bank Supervisor control Electric vehicle

Introduction In hybrid power systems, different sources can be used, conventional ones as coal, natural gazes, fossil fuels, or renewable ones as solar, wind, hydraulic,… [1e13]. However, due to the intermittent character of these sources, a storage system, in general a battery bank must be inserted. These past few years, manufacturers have taken an interest in hydrogen or fuel cell vehicles which can have autonomy of 400e800 km depending on car models, and which reject less carbon dioxide. The fuel cells were invented more than 165 years ago. It was discovered in 1839 that the electrolysis process could be reversed. In a fuel cell, hydrogen and oxygen react to form water and electricity

is produced. A fuel cell consists essentially of the electrodes separated by an electrolyte. There are different types of fuel cells depending on the type of electrolyte. In order to obtain appreciable output voltages, several fuel cells have to be combined to obtain a fuel cell stack. Most mobile applications and particularly automobiles are dominated by proton exchange membrane fuel cells (PEMFC). This is due to their low operating temperature, so PEMFCs can produce immediately power after start-up. The delivered power can be of a few kW to several hundred kW. The present work is dedicated to Supervisor and Control a Stand-Alone Hybrid Power System which supplies energy to an electric vehicle (EV). The advantages of each source used, allow us to obtain a cheaper and a less polluting electric

* Corresponding author. E-mail address: [email protected] (N. Mebarki). http://dx.doi.org/10.1016/j.ijhydene.2016.05.208 0360-3199/© 2016 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved. Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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Matlab/Simulink. Each subsystem is identified and then simulated separately, and hence the control supervision of the proposed system is given. Obtained simulation results and some experimental ones are presented and discussed.

Nomenclature Af Cd E ENernst Fr fro Ftire m nb r TPEMFC Uact Uconc Uohm V VPEMFC

frontal surface area of the vehicle, m2 aerodynamic drag coefficient voltage source, V voltage Nernst, V total force, N.m rolling resistance force constant rolling resistance force Z, N.m vehicle total mass, kg number of cells tire radius, m absolute operating temperature of the stack,
K activation overvoltage, V concentration or diffusion over-voltage, V resistive or ohmic over-voltage, V vehicle speed, m/s fuel cell voltage, V

Studied system The global system consists of a proton exchange membrane fuel cell (PEMFC), two DC converters, a battery bank and a inverter supplying an electric vehicle, The power management based on the opening and closing of the three switches K1, K2 and K3, according to deferent modes exist (Fig. 1).

Modelling of the studied system Fuel cell PEMFC model

Greek letters DT heating of the accumulator,
K air density, kg/m3 rair

A PEMFC is an electrochemical energy converter. The chemical energy is directly converted into electrical energy and heat. Hydrogen and oxygen react separately to form water. A cell system is composed of the heart cell associated with all necessary ancillaries to the operation of a fuel cell in an embedded application. There are different types of fuel cells

Abbreviations AC alternate current DC direct current DTC direct Torque Control EV electric vehicle FC fuel cell HPS hybrid power system IM induction motor PEMFC proton exchange membrane fuel cell PM power management RFOC rotor flux oriented control SFOC stator flux oriented control

IPEMFC Uohm

Uact

vehicle. We use in our case an induction motor (IM) of 3 kW for propulsion of the EV. To keep the DC bus voltage at a constant value when the speed of the rotor varies, different control techniques can be used as stator oriented control (SFOC), rotor flux oriented control (RFOC), Direct Torque Control (DTC) [14e17]. In our work, the IM is controlled using DTC Strategy, which is a powerful control method for motor drives. The global system is presented, modeled and simulated under

Load

Uconc ENerst

+ -

-

Fig. 2 e Electrical representation of a PEMFC.

K1

DC

+ VPEMFC

DC

DC

AC

K2

K3

DC DC

Fig. 1 e System description. Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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Fig. 3 e Bloc diagram of the PEMFC under Matlab/simuink

depending on the type of electrolyte. The electrical representation is as follows (Fig. 2). The cell voltage VPEMFC is given as the summation of Nernst voltage ENernst due to various irreversible loss mechanisms, activation overvoltage Uact, concentration or diffusion overvoltage Uconc and resistive or ohmic over-voltage Uohm [1,4,8].

VPEMFC ¼ ENernst  Uact  Uohm  Uconc

(1)

Where: ENernst ¼ 1:229 þ 0:85  103  ðTPEMFC  298:15Þ þ 4:3085  105
  TPEMFC  0:5  ln P*O2 þ ln P*H2 (2)

Fig. 4 e Fuel cell test bench. Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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0.04 0.035

C u rre n t (A )

0.03 0.025 0.02

T=36.9 °C T=29.9 °C T=22.8 °C

0.015 0.01 0.005 0

0

500

1000

1500

2000

2500

3000

3500

4000

Time (ms) Current(A) 0.7 0.6

T e n s io n (V )

0.5

T =36.9°C T=29.9°C T=22.8°C

0.4 0.3 0.2 0.1 0

0

500

1000

1500

2000

2500

3000

3500

4000

Time (ms) Voltage (V) Fig. 5 e Current and voltage characteristics (experimental).

Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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Rbatt

hydrogen pressures, the vapor from the oxygen and water are PH2 and PO2 respectively, B and C are constants to simulate activation losses in the system and the Rint the internal resistance of cells.

Ibatt

+

Vbatt E

-

Fig. 6 e Battery equivalent circuit. The FC should be able to provide the power demand of the vehicle by taking into account the FC efficiency. Uact


 ¼ b1 þ b2  TPEMFC þ b3  TPEMFC  ln j  5  103 þ b4  TPEMFC  ln C*O2

5

(3)

 d R  T
in PH2 ¼ qH2  KH2 PH2  2Kr Ifc dt Van

(7)

 d R  T
in PO2 ¼ qO2  KO2 PO2  Kr Ifc dt Vca

(8)

With Kr ¼

N0 4F

Supposing that the initial conditions of the pressures partial of hydrogen and oxygen are zero, Laplace transforms (7) and (8) are calculated:

Where:

  2  2:5    0 1 þ0:06 TPEMFC 181:6 1þ0:03 IPEMFC  IPEMFC S 303 S cell cell IPEMFC B C       Uohm ¼ @ IPEMFC þScell Rc A Scell IPEMFC TPEMFC 303 l0:6343 Scell exp 4:18 TPEMFC

(4)

1

C*O2

is the oxygen concentration in the cathode area Where (mol/cm3), bi are constants, Scell: Area active cell (m2), Rc : equivalent contact resistance of the electrodes conduction (U), TPEMFC : absolute operating temperature of the stack (K). Uconc

  j ¼ B  ln 1  jmax

(5)

The dynamic model of PEMFC which is built in MATLAB/ Simulink based on the following equations: The Nernst voltage can be expressed by E ¼ E0 þ

 RT
ln PH2 P0:5 O2 2F

PH2 ¼

 =KH2
in q  2Kr Ifc 1 þ tH2 s 2

PO2 ¼

 in  =KO2 qH2  Kr Ifc 1 þ tO2 s rHO

(9)

1

(10)

Where rHO is the report of flow of hydrogen-oxygen. Hydrogen and oxygen time constants (tO2 and tH2 ) are defined as: tH2 ¼

Van KH2 RT

(11)

tO2 ¼

Vca KO2 RT

(12)

(6)

where the technical order is the standard no charging voltage of the cell, R is the universal gas constant, T is the absolute temperature of the FC stack, F is the Faraday constant, partial

The dynamic model under Matlab/Simulink can be given as (Fig. 3):

Fig. 7 e Battery model under Matlab/Simulink. Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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Fig. 8 e IM model.

In our work, we have considered a test bench which is made of a solar module, a PEM electrolyser, a hydrogen tank, a PEM fuel cell and a fan used as a load (Fig. 4). The currentevoltage characteristic provides information on the performance of the fuel cell (Fig. 5). From the results obtained we conclude that the temperature has proportionally affects the power output of the fuel cell.

And during the charge (i* < 0): 
f2 it ; i* ; i ¼ E0  K:

Q Q :i*  K: :i:t  A:eðB:i:tÞ it þ 0:1 Q Q  it

The battery capacity at the instant t is as follows: Zt Cbatt ðtÞ ¼ Cbatt ð0Þ  sbatt $Ibatt dt

(17)

(18)

0

Battery bank

The battery model under Matlab/simulink is shown in Fig. 7.

The model used in this work is based on the electrical schema given in Fig. 6. We have:

Induction motor description

Vbatt ¼ E  Rbatt Ibatt

The behavior of induction motor can be described as space vectors by the following equations written in stator stationary reference frame [18]:

(13)

Where: E the voltage source, Rbatt, an internal resistance. The battery capacity Cbatt is given as: Zt Cbatt ðtÞ ¼ Cbatt ð0Þ 

sðSOCðtÞ; signðIbatt ðtÞÞÞ:Ibatt ðtÞ:dt

(14)

0

The state of charge is estimated as: SOCðtÞ ¼

Cbatt ðtÞ $100 Cbat tð0Þ

(15)

8 dFsa > > < Vsa ¼ Rsa isa þ dt > dF > : Vsb ¼ Rsb isb þ sb dt

(19)

8 dFra > > þ uFrb < 0 ¼ Rr ira þ dt > > : 0 ¼ Rr irb þ dFrb  uFra dt

(20)

The battery model during discharge is given as (i* > 0):




f1 it ; i* ; i ¼ E0  K:

Q Q :i*  K: :i:t  A:eðB:i:tÞ Q  it Q  it

Stator flux and electromagnetic torque are given by: (16)



Fsa ¼ Ls isa þ Mirb Fsb ¼ Misb þ Lr isb

(21)

Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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start Measure: PLoad

PLoad=PFC+PBatt No

PLoad>0 Yes Yes

∆PLoad≥0 No

Mode 3

Mode 2

Mode 1

Fig. 9 e Different modes of the electric vehicle.

start

Measured ;PLoad, PFC, SOC

No

Yes

PLoad> Yes

No

Yes

No

∆PLoad≥0

SOC>45%

No SOC>90%

SOC>90%

K1=0 K2=1 K3=0

K1=0 K2=0 K3=0

Yes

Yes

No

K1=0 K2=1 K3=1

K1=0 K2=0 K3=0

No

Yes PLoad>PFC

K1=1 K2=0 K3=1

K1=1 K2=1 K3=0

Mode 3

Mode 2

K1=0 K2=0 K3=1

Mode 1

Fig. 10 e Vehicle energy management. Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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Table 1 e Different mode of the electric vehicle. Mode

Power

Mode 1 traction

PIM > 0 PFC > 0 PBatt ¼ 0

The system FC supplies only the Induction Motor.

PIM > 0 PFC > 0 PBatt > 0

The system FC and Batteries supply the Induction Motor together.

PIM > 0 PFC ¼ 0 PBatt > 0

The batteries supplies only the Induction Motor

PIM > 0 PFC > 0 PBatt < 0

The system FC supplies the Induction Motor and reloads the Batteries.

PIM ¼ 0 PFC ¼ 0 PBatt ¼ 0

No energy flow

PIM < 0 PFC > 0 PBatt < 0

The batteries recovers energy braking kinetic and also receives power system Fuel cell.

PIM ¼ 0 PFC ¼ 0 PBatt ¼ 0

No energy flow

PIM ¼ 0 PFC > 0 PBatt < 0

The system FC reloads the Batteries.

Mode 2 Braking

Mode 3 Stop

Diagram of flux energies

Description

Electric vehicle model Ge ¼

3P M ðFrb isa  Fra isb Þ 2 Lr

The model under Matlab/Simulink is given in Fig. 8.

(22)

The vehicle is subjected to forces along the longitudinal axis. We have three forces:

Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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Table 2 e Induction machine parameters. Parameters

Symbols

Values

Pu P Rs Rr M Ls ¼ L r J f

3 2 1.76 1.95 0.183 0.194 0.02 0.001

Shaft power Number of pole pairs Stator resistance Rotor resistance Mutual inductance Stator (rotor) self-inductance Inertia moment Viscous friction

Units

With: rair is the air density, Af is the frontal surface area of the vehicle, Cd is the aerodynamic drag coefficient, V is the vehicle speed.

kW U U H H kg m2 N m s2

- Climbing force Fslope which depends on the road slope.

Fslope ¼ m  g  sinðbÞ

(25)

With: b is the road slope angle, The total resistive force Fr is given as: Fr ¼ Ftire þ Faero þ Fslope

(26)

The load torque can be written as: Table 3 e Electric vehicle parameters. Parametres Vehicle total mass Rolling resistance force constan Air density Frontal surface area of the vehicle Tire radius Aerodynamic drag coefficient

Symbols

Values

Units

m fro rair Af r Cd

150 0.015 1.2 1 0.23 0.25

kg kg/m3 m2 m

Tr ¼ Fr 

r G

(27)

With: r is the tire radius, Fr is the total force. By applying the fundamental principle of the vehicle dynamics, we can deduce the speed vehicle m

dVv ¼ Ft  Fr dt

(28)

As: Ft is Traction force.

- Rolling resistance force Ftire due to the friction of the vehicle tires on the road. It is given as:

Supervision of the system Ftire ¼ m  g  fro

(23)

With: m is the vehicle total mass, g is the gravity acceleration, fro is the rolling resistance force constant. - Aerodynamic drag force Faero caused by the friction on the body moving through the air. Its expression is:





12

=

Faero ¼

 rair  Af  Cd  V2

(24)

The power demand of the load (electric vehicle), supplied by two sources, the fuel cell and batteries, It is given as: Pload ¼ Pbatt þ PFC

(29)

DPLoad: is the variation of the power demand required by the electric vehicle. According to the way of our vehicle we notice three principal operating processes (Fig. 9). Traction mode: Mode 1. Braking mode: Mode 2. Stopping mode: Mode 3.

140

Vehicle Speed (Km/hour)

120

100

80

60

40

20

0

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

Time (s) Fig. 11 e Vehicle speed profile. Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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1800

1600

Power Load (W)

1400

1200

1000

800

600

400

200

0

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

Time (s) Fig. 12 e Power delivered by induction motor.

16

Tem Tr

Electromagnetic torque (N.m)

14

12

10

8

6

4

2

0

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

Time (s) Fig. 13 e -Electromagnetic torque waveform.

Mode 1

Mode 2

If the power of load is inferior to the power of the fuel cell, the latter ensures the power supply of the induction machine and charges the batteries, if it is higher than the fuel cell, the batteries ensure the power supply of the induction machine. The management used in our work is shown in Fig. 10 and takes account of:

The vehicle is in braking mode if the variation in the load power is negative. In this case, the power supplied by the fuel cell is used to charge the batteries in the case of discharge.

- Limiting the battery load to a threshold minemax according to the SOC; - Supply the electric motor with sufficient power for different modes; - Charging the batteries under braking mode and traction mode.

Mode 3 The stopping mode involves two cases: in the first one, the power required by the electric engine of traction and the total one provided by the fuel cell and the storage element are considered zero. The second case appears when there is available power in the fuel cell used to charge the batteries. We can summarize, in the following table (Table 1.), the different mode of the electric vehicle.

Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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1.5

ON OFF

1

0.5

0

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

4

4.5

5

Time (s) Fig. 14 e -Conduction time of the battery bank.

1.5

ON OFF

1

0.5

0

0

0.5

1

1.5

2

2.5

3

3.5

Time (s) Fig. 15 e -Conduction time of the fuel cell.

Application to electric vehicle Electric vehicle (EV) using batteries storage must be recharged regularly. Those using fuel cells for feeding electrical energy, a supply for hydrogen is necessary. And those equipped with PV panels, solar energy provides them energy only during sunshine period. Generally, EV uses batteries for storage, but due to the less autonomy, hydrogen or fuel cell vehicle, solar vehicle or a combination of solar, FC and battery bank can be a competitive solution. Power management control is necessary to make coordination between the different energy sources. In our work, we choose to use the battery bank system to starts producing energy then Hydrogen is used by the fuel cell to produce energy. An application is made under Matlab/Simulink. We use in our case an induction motor (IM) of 3 kW (Table

2) as propulsion of the EV (Table 3) [19]. We choose a profile speed of the vehicle (Fig. 11) and we present some simulation results in Figs. 12e19.

Conclusion In this paper, a study of hybrid Fuel cells/Battery bank system supplying an electric vehicle is presented. The different parts of the proposed system have been simulated separately and then the power management control has been used to coordinate between the two sources to supply the EV. The simulation model of the hybrid system has been developed using MATLAB/Simulink. The obtained results show the feasibility of the hybrid system production for an electric vehicle.

Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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1800

Mode 1

Mode 1

Mode 2

Mode 2

1600

1400

PExceed

Power (W)

1200

PFC

1000

PLoad

800

PBatt

600

400

200

0

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

4

4.5

5

Time (s) Fig. 16 e -Different powers of the system EV. 86

85

SOC (%)

84

83

82

81

80

0

0.5

1

1.5

2

2.5

3

3.5

Time (s) Fig. 17 e State of charge of battery bank.

30 I I

C u rren t (A )

20

I

10

0

-10

-20

-30

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

Time (s) Fig. 18 e Statorcurrent waveform. Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208

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F lu x a lp h a (W b )

[8]

[9]

[10]

[11]

[12]

Flux betta (Wb)

[13]

Fig. 19 e -Stator flux.

references

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Please cite this article in press as: Mebarki N, et al., PEM fuel cell/ battery storage system supplying electric vehicle, International Journal of Hydrogen Energy (2016), http://dx.doi.org/10.1016/j.ijhydene.2016.05.208