Energy Conversion and Management 80 (2014) 6370

Contents lists available at ScienceDirect

Energy Conversion and Management

journal homepage: www.elsevier.com/locate/enconman

A real time fuzzy logic power management strategy for a fuel cell vehicle
Hanane Hemi a,b,, Jamel Ghouili a, Ahmed Cheriti b
a
b

University of Moncton, Moncton, New Brunswick, Canada

University of Quebec in Trois-Rivieres, Quebec, Canada

a r t i c l e

i n f o

Article history:
Received 4 July 2013
Accepted 17 December 2013
Available online 5 February 2014
Keywords:
Fuel cell hybrid vehicle
Power management
Fuzzy logic
Battery
Supercapacitor
Fuel cell

a b s t r a c t
This paper presents real time fuzzy logic controller (FLC) approach used to design a power management
strategy for a hybrid electric vehicle and to protect the battery from overcharging during the repetitive
braking energy accumulation. The fuel cell (FC) and battery (B)/supercapacitor (SC) are the primary
and secondary power sources, respectively. This paper analyzes and evaluates the performance of the
three congurations, FC/B, FC/SC and FC/B/SC during real time driving conditions and unknown driving
cycle. The MATLAB/Simulink and SimPowerSystems software packages are used to model the electrical
and mechanical elements of hybrid vehicles and implement a fuzzy logic strategy.
2014 Elsevier Ltd. All rights reserved.

1. Introduction
The need to minimize noxious CO2 and greenhouse gas emissions has led to an increase in the use of hybrid vehicles in recent
years. These vehicles include thermal hybrid vehicles, electrical
vehicles equipped with a battery, and fuel cell hybrid vehicles.
Progress has been made in fuel cell modeling and characterization, and also in understanding the static converters that interface
with the fuel cell during charging. Nevertheless, studies of energy
management and optimization are still at an early stage. It is challenging to develop an energy management strategy for a hybrid
vehicle supported by a storage device such as a battery or a supercapacitor. Regardless of the route, the available power must be
distributed among the various components to minimize hydrogen
utilization and increase lifetime.
Several energy management strategies have been suggested to
control the distribution of power between the two sources and
the load. Ref. [1] presents the energy management system based
on an equivalent consumption minimization strategy (ECMS).
Ref. [2] develops a real time optimal energy management strategy
based on the determined dynamic programming (DDP) strategy.
Refs. [36] propose a fuzzy logic control system.
Some references have proposed using a fuzzy logic controller
energy management for fuel cell electrical vehicle. Ref. [3] lists
some advantages of this method.
Corresponding author at: Universit de Moncton, Campus de Moncton, Pavillon
Lopold-Taillon 18, avenue Antonine-Maillet, Moncton, NB, Canada E1A 3E9.
E-mail addresses: hanane.hemi@umoncton.ca (H. Hemi), jamel.ghouili@
umoncton.ca (J. Ghouili), ahmed.cheriti@uqtr.ca (A. Cheriti).
0196-8904/$ - see front matter 2014 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.enconman.2013.12.040

Ref. [3] proposes a fuzzy logic implemented in the ADVISOR

environment for FC/B and FC/B/SC vehicles to improve the fuel
economy and increase the distance traveled. This method results
in better fuel economy and driving cycle conditions but the battery
or supercapacitor SOC information are not presented in this paper.
The Ref. [4] proposes a fuzzy logic control system for power
management and uses a known city driving cycle (UDDS) to determine the optimal fuel cell and battery power on a hybrid bus. The
results of this proposed method show a good power distribution
between the mini-bus power sources and the required power. Also,
the battery SOC is maintained bounded. In this study, the battery
SOC results show that the SOC increases in repetitive braking
during the latest part of UDDS drive cycle.
Ref. [5] presents a fuzzy logic based control methodology. This
proposed strategy is based on a priori knowledge of driving cycle
to design the degree of hybridization and also membership functions of the fuzzy controller using optimization problem witch
maximize fuel cell hybrid vehicle efciency. The major inconvenient of this proposed strategy is that it needs a known driving cycle, so it is not applied for real time control. This proposed strategy
results is compared using fuzzy logic control with xed membership functions and optimized degree of hybridization. The simulation results shows that this proposed strategy improve the system
efciency, but the optimal degree of hybridization is not sensitive
of different driving cycles.
Ref. [6] introduces the wavelet fuzzy logic strategy to control
and distribute the required power from the power sources to the
load.
In this paper, the fuzzy logic power management strategy is
implemented in a hybrid vehicle with multiple power sources.

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H. Hemi et al. / Energy Conversion and Management 80 (2014) 6370

The fuel cell is the primary power source and the secondary power
sources are the battery and supercapacitor.
This paper is structured in next four sections. The Section 2 describe the proposed power management strategy. Section 3 presents dynamic models of different system component. Section 4
presents a simulation results and Section 5 presents the
conclusions.

2. Proposed power management strategy

Table 1
Rule base of fuzzy logic controller.
P dem =SOC
TooLow
Low
Medium
TooHigh

Low
TooHigh
TooHigh
TooHigh
TooHigh

Medium
TooLow
Low
Medium
TooHigh

High
TooLow
TooLow
TooLow
TooLow

Table 2
Vehicle parameters.

In standard power management based on fuzzy logic controller,

the load power required by the vehicle must be met during the
drive cycle. The power management strategy should compute the
fuel cell power and the secondary source power and respect the
dynamic power source restrictions. The load power required during a drive cycle and the states of charge of the secondary power
sources are used in the fuzzy logic controller. The results presented
in literatures show that the battery SOC increases during multiple
and consecutive braking, knowing that the standard UDDS driving
cycle takes 1400 s. The Fig. 1 shows the problem of increase the
battery SOC during multiple braking.
The proposed approach has to manage the power required and
sources, depending on the unknown driving cycle. As the battery
charged, it provides the power required and the fuel cell is at minimal power. This approach will protect the battery from overcharging during the repetitive braking energy accumulation. On the
other hand, the effects of repetitive braking are not adopted by
approaches in the literatures.
The power management strategy is implemented to compute
and provide power reference signals to fuel cells, motors, secondary power sources (battery, supercapacitor) and DC/DC converters.
A fuzzy logic controller map has two inputs P Dem ; SOC and one
output PFC (Fig. 2). The logic rules according to the controller inputs and output show that if the battery SOC is low, the fuel cell
has to charge the battery, and then the fuel cell power is high. In

Dimensions

Overall length (in.)

Overall width (in.)
Overall height (in.)
Tread (front/rear, in.)
Wheelbase (in.)

190.3
72.7
57.8
62.2/62.8
110.2

Weight

Vehicle weight (kg)

1625

Occupancy

Number of occupants
Maximum speed (mph)

4
100

Table 3
System constraints.
Fuel cell
Battery
SOC

kW
kW
%

0:4 6 P FC 6 100
25 6 P Batt 6 25
40 6 SOC 6 80

the other case, if the battery SOC is high, the fuel cell power is minimum regardless the required power. The case where battery SOC
is medium, the fuel cell power output has to be adapted according
to the power required input (Table 1). The membership functions is
presented in Fig. 3. The vehicle parameters and constrains are
shown in Table 2 and Table 3.
3. Component modeling

74

Hybrid vehicles use at least one secondary power source due to

its reversible contribution of additional power, thus reducing the
hydrogen consumption in the fuel cell. The secondary power
source recovers energy during vehicle braking. The most frequently used secondary power sources are batteries or
supercapacitors.

72
70

(%)

68
66
64

3.1. Fuel cell model

62
60
58
0

200

400

600

800

1000

1200

(s)
Fig. 1. Battery state of charge for standard controller.

1400

The fuel cell is an electrochemical device that obtains electrical

energy by a chemical reaction. The electrical energy is produced
without emitting any gas. Fuel cells have signicant advantages,
including no emissions, high efciency and high performance.
Fuel cells operate at high power, leading to their application to
automobiles and power distribution. The fuel cell is able to directly
convert hydrogen energy without using combustion and to operate
at low temperatures. The voltage of the fuel cell varies according to
the load [7].

V fc Ncell V cell
soc

Fuzzy Logic
Controller

PFC

PDem
Fig. 2. Fuzzy logic controller.

The SimPowerSystems library in Simulink contains a dynamic fuel

cell model [8]. The pressure, temperature, ow rates and compositions of fuel and air during the operation of the fuel cell stack can be
measured in real time using the fuel cell model. The output fuel cell
voltage V fc is calculated by multiplying the number of cells N cell and
the cell voltage output V cell (Eq. (1)). The air and hydrogen ow rates
are calculated by Eqs. (2) and (3) [8].

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H. Hemi et al. / Energy Conversion and Management 80 (2014) 6370

Too low

Medium

Too high

Too low

Medium

Too high

Low

0.5

0.5

0
0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

Too low

input variable "PDem"

input variable "soc"

Medium

10
x 10

Too high

Low

0.5

0
0

output variable "PFC"

10
x 10

Fig. 3. Membership functions of fuzzy logic controller.

60000RTNifc
zFP air V lpmair O2 %
60000RTNifc

zFP fuel V lpmfuel H2 %

U O2

U H2

where
R = 8.3145 j/(mol K),
F = 96,485 A s/mol,
O2 % = percentage of oxygen in the oxidant (%),
T = temperature,
Pair = absolute supply pressure of air (atm),
Vlpm(air) = air ow rate (l/min),
Vlpm(fuel) = fuel ow rate (l/min),
H2% = percentage of hydrogen in the fuel (%),
Pfuel = absolute supply pressure of fuel (atm),
z = number of moving electrons.
The fuel cell is a unidirectional voltage source, and it cannot invert the current. Therefore, the braking energy is wasted and cannot satisfy the peak power requirements of the load during a drive
cycle. Using a fuel cell alone increases hydrogen fuel consumption
and increases the cost of the fuel cell system. The secondary power
source is added to support the fuel cell, decreasing hydrogen fuel
consumption by responding to transient and peak current loads.

better responses than other battery types, and also because they
are widely used for transportation applications. The simulations
in this paper use the dynamic battery model from the SimPowerSystems library of Simulink.
The equivalent circuit of the battery is composed of an internal
resistance and the xed voltage V Batt . The parameter V Batt can be
calculated by two different equations [1,8,9]. If the current of the
low frequency dynamic is positive, then the battery is in discharge
mode, V Batt V discharge , as shown in Eq. (4). If the current of the low
frequency dynamic is negative, then the battery is in the charge
mode, V Batt V charge , as calculated in Eqs. (4) and (5).

K  Q max  K  Q max
i 
 q A  expB  q
Q max  q
Q max  q
K  Q max
K  Q max

V0 
i 
 i:t A:expB:q
0:1  Q max  q
Q max  q

V discharge V 0 

V charge

where Q max is the maximum capacity (Ah), V0 is the constant voltage (V), A is the exponential voltage (V) and B is the exponential
capacity (Ah)1, q = i.t is the available capacity (Ah), and K is the
polarization constant (Ah)1. The SOC is calculated as

R


itdt
SOC Batt 100 1 
Q

The state of charge of the battery is bound between 0% re-presenting an empty battery, and 100% re-presenting a fully charged
battery.

3.2. Battery model

3.3. Supercapacitor model
A battery is an electrochemical cell that transforms chemical
energy into electrical energy. The advantage of using batteries in
vehicles is that they have a high energy density compared with
the fuel cell stack. Different battery types are used in electrical
vehicles. This work considers lithium-ion batteries due to their

A supercapacitor is an electrochemical double layer capacitor.

Supercapacitors store energy electrostatically by polarizing an
electrolytic solution. As the energy storage process does not involve a chemical reaction, the charge/discharge behavior of capac-

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H. Hemi et al. / Energy Conversion and Management 80 (2014) 6370

Fig. 4. Supercapacitor model.

itors is efcient, making supercapacitors ideally suited for pulse

power applications, and also highly reversible, allowing supercapacitors to be charged and discharged an unlimited number of
times.
Supercapacitors are able to deliver high currents, and for some
applications are placed in parallel with batteries to assist the batteries and extend battery life.
Supercapacitors can be modeled by many equivalent circuits
such as the popular three slips and ladder circuit models [10].
However, it is difcult to construct supercapacitor equivalent circuit due to the complex experiments required to obtain the modeling parameters. The classic RC model is simple, and effective,
and its parameters can be obtained from datasheets. This article
uses the RC model shown in Fig. 4.
The parameters consist of a very small series resistance ESR
which is very small, and an ideal capacitor with a capacitance C.
This work considers a 16 V, 58 F Maxwell BMOD0058E016B02
module [11].
The supercapacitor state of charge (SOC) is dened by the
following equation



V sc
%
SOC sc 100
V max

where V sc is the supercapacitor voltage and V max is the maximum

supercapacitor voltage.
The required voltage and energy or the required capacitance of
the supercapacitor storage system can be obtained by connecting
multiple supercapacitors in series and parallel. The supercapacitor
bank value of the total internal resistance and the total capacitance
can be calculated as in reference [10].

ESRtotal Ns
C total Np

ESRsc
Np

C sc
Ns

3.4.1. FC/B conguration and FC/SC conguration

In this conguration, the system consists of a fuel cell and a secondary power source (battery or supercapacitor) to provide extra
power and to recover power during braking. The advantages of this
conguration include its adaptability for energy control and management and the ability to work at a higher voltage. The FC/B and
FC/SC congurations are shown in Fig. 5.
Fig. 5 shows the control loops and the signal generation for the
buck and buck/boost chopper. The power required during a drive is
calculated depending the pedal position. The fuel cell power is dened using a fuzzy logic controller. A lookup table is used to calculate the required fuel cell current. The battery (supercapacitor)
power reference is obtained by subtracting the fuel cell power
reference from the measured required power. The battery (supercapacitor) current reference is obtained by dividing the reference
battery (supercapacitor) power by the measured battery (supercapacitor) voltage.
A PI controller generates PWM signals from the differences between the reference battery (supercapacitor) current and the battery (supercapacitor) current measured to control the battery
(supercapacitor) bidirectional buck/boost converter. The reference
current is also used by the fuel cell system to feed the stack with
Hydrogen and Oxygen.

3.4.2. FC/B/SC conguration

The FC/B/SC conguration is shown in Fig. 6. In this conguration, the system consists of a fuel cell, a battery and a supercapacitor. This it is a hybrid conguration, with the battery connected
directly to the DC bus and the supercapacitor connected to the
DC bus via a boost/buck converter. The advantages of this conguration are that connecting the supercapacitor increase the battery
life and reduce the battery peak power, which can provide peak
power to the system.
The minimum fuel cell power is dened using two fuzzy logic
controllers according to the battery and supercapacitor states of
charge. The battery power is calculated by subtracting the fuel cell
power obtained from the rst blok of the fuzzy logic controller
from the measured required power. The supercapacitor power is
determined by subtracting the fuel cell power obtained from the
second block of the fuzzy logic controller from the measured required power.
The power required for a given supercapacitor state of charge is
calculated supercapacitor states of charge between 50% and 90%.
Adding the three calculated powers together yields, the reference
supercapacitor power, which is then divided by the measured
supercapacitor voltage to obtain the reference battery (supercapacitor) current.

9
4. Simulation results and discussion

3.4. Converter congurations

Three hybrid electric vehicle congurations are considered in
this study. The fuel cell is the primary source in all congurations.
The secondary source is the battery in the rst conguration, the
supercapacitor in the second conguration and the supercapacitor
and battery in the last conguration.
In these congurations, a DC/DC converter is connected to the
selected power sources. The fuel cell is connected to a unidirectional buck converter. The secondary power sources are connected
to a bidirectional buck/boost converter.
The converter congurations are based on a DC bus, which is often used in vehicle converter congurations because of its simplicity, low electromagnetic noise emission, and the simplicity of
implementing the energy and control management subsystem.

This paper simulates a hybrid system to analyze and evaluate

the performance of various system congurations proposed during
real time drive conditions. MATLAB/Simulink software and SimPowerSystems are used to model the electrical and mechanical elements of hybrid vehicles. The fuel cell model is from the
SimpowerSystem library, and the parameters are from fuel cells
used in Honda Clarity vehicles [12]. The fuel cell is a 400cell,
288V dc , 100 kW Proton Exchange Membrane Fuel Cell (PEMFC).
The fuel cell parameters are shown in Table 4. The battery model
is from the SimpowerSystem library. The battery is a 288 V,
13.9 Ah, 25 kW lithium-ion battery. The supercapacitor is a
288 V, 3.2 F, the supercapacitor, model is presented in Section 3.3.
The electric motor is a 288V dc , 100 kW permanent magnet synchronous machine (PMSM). The mechanical model of vehicle is

H. Hemi et al. / Energy Conversion and Management 80 (2014) 6370

67

Fig. 5. Fuel cell/battery or fuel cell/supercapacitor conguration.

Table 4
Fuel cell parameters [8].
Open circuit voltage
Nominal stack efciency
Operating temperature
Nominal Air ow rate
Nominal fuel supply pressure
Nominal air supply pressure
Nominal composition H2 =O2 =H2 Oair

V
%
C
lpm
bar
bar
%

400
57
95
1698
3
3
99.95/21/1

presented in the SimPowerSystems and SimDriveline demonstration (Fuel Cell Vehicle (FCV) power train) [8].
In this simulation, the UDDS drive cycle is selected to analyze
the performance of the proposed power management strategies.
As this cycle has more accelerations and decelerations than other
drive cycles, the hybrid vehicle loses more energy and the efciency of the system decreases. The measured car speed is presented in Fig. 7.
Fig. 8 illustrates the power obtained from the two sources in the
FC/B conguration. The required power is divided between fuel cell
power and battery power. The battery provides the power required
by the vehicle and the fuel cell provides minimal power when the
vehicle is in acceleration mode and the battery state of charge is
between SOC B:max < SOC B < 100. The battery recovers braking
power in the braking mode. The battery state of charge is shown
in Fig. 9.
The power provided by the two sources in the FC/SC conguration is presented in Fig. 10. The supercapacitor provides the power
required by the vehicle, and the fuel cell provides minimal power

when the vehicle is in the acceleration mode and the supercapacitor state of charge is between SOC SC:max < SOC SC < 100.
When the vehicle is in the acceleration mode and the supercapacitor state of charge is limited to SOC SC:min < SOC SC < SOC SC:max ,
the supercapacitor helps the fuel cell to supply the required power.
The fuel cell provides the required power and the power needed
to charge the supercapacitor during the acceleration mode and
when the supercapacitor state of charge is between
0 < SOC SC < SOC SC:min . The supercapacitor recovers its power in
the braking mode. The supercapacitor state of charge is shown in
Fig. 11.
The power provided by the three sources in the FC/B/SC conguration is presented in Fig. 12. The supercapacitor provides the
power required by the vehicle, while the fuel cell and battery provide minimal power when the vehicle is in the acceleration mode
and the supercapacitor state of charge is between SOC SC:max < SOC SC
< 100.
The supercapacitor and battery help the fuel cell to meet the
power demand when the vehicle is in acceleration mode, the supercapacitor state of charge is limited to SOC SC:min < SOC SC <
SOC SC:max , and the battery state of charge is between
SOC B:min < SOC B < SOC B:max .
The battery provides the power required by the vehicle, and the
fuel cell provides minimal power when the vehicle is in the acceleration mode, the battery state of charge is between
SOC B:max < SOC B < 100, and the supercapacitor state of charge is
between 0 < SOC SC < SOC SC:min .
The supercapacitor and battery recover power in the braking
mode. The supercapacitor and battery states of charge are shown
in Fig. 13.

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H. Hemi et al. / Energy Conversion and Management 80 (2014) 6370

Fig. 6. Fuel cell/battery/supercapacitor conguration.

61

Car speed
Required car speed

50

60

40

59

30

58

(%)

(km/h)

60

57

20

56
10
55
0
0

200

400

600

800

1000

1200

54

1400

200

400

600

(s)

800

1000

1200

1400

(s)

Fig. 7. Car speed.

Fig. 9. Battery state of charge for FC/B conguration.

1.5

x 10

Required power
Fuel cell power
Battery power

x 10

1.5

Required power
Fuel cell power
Supercapacitor power

1
1

0.5

(W)

(W)

0.5

-0.5

-1

-0.5

-1.5

200

400

600

800

1000

(s)
Fig. 8. Powers for FC/B conguration.

1200

1400

-1
0

200

400

600

800

1000

(s)
Fig. 10. Powers for FC/SC conguration.

1200

1400

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H. Hemi et al. / Energy Conversion and Management 80 (2014) 6370

450

100

400

90

350

80

250

60

(V)

(%)

70

50

200
150

40

100

30

50

20

0
-50

10
0

Supercapacitor voltage
Fuel cell voltage
Bus voltage

300

0
0

200

400

600

800

1000

1200

200

400

600

800

1000

1200

1400

(s)

1400

(s)

Fig. 15. Voltages for FC/SC conguration.

Fig. 11. Supercapacitor state of charge for FC/SC conguration.

450
x 10

1.5

400

Required power
Fuel cell power
Supercapacitor power
Battery power

(V)

Fuel cell voltage

Supercapacitor voltage
Battery voltage

350

0.5

300

(W)

250
200

150
-0.5
100
0

200

400

600

-1
0

200

400

600

800

1000

1200

800

1000

1200

1400

1200

1400

(s)

1400

(s)

Fig. 16. Voltages for FC/B/SC conguration.

Fig. 12. Powers for FC/B/SC conguration.

80

(%)

100

70

SOC SC

60

80

FC/B
FC/SC
FC/B/SC

50
(L)

60
40
0

200

400

600

800

1000

1200

1400

40
30
20

(s)

10
60

(%)

0
0

SOC B

59

200

58

400

600

800

1000

(s)

57
56

Fig. 17. Hydrogen consumption.

55
54
0

200

400

600

800

1000

1200

1400

(s)
Fig. 13. Supercapacitor and battery state of charge for FC/B/SC conguration.

450
400
350

(V)

300
Fuel cell voltage
Bus voltage
Battery voltage

250
200
150

The fuel cell, battery, supercapacitor, and bus voltages are

shown in Figs. 15, 14 and 16.
The gure Fig. 17 shows that the FC/B and FC/B/SC congurations consume nearly the same amount of hydrogen. It is explained
that during the drive cycle, the fuel cell power is in minimal value
for the two congurations, but the FC/SC conguration consumes
more hydrogen than the other congurations.
In the FC/B/SC conguration, the supercapacitor attenuates the
peak power of the fuel cell and battery during acceleration. The
supercapacitor and battery recover energy during braking. This
supercapacitor in this conguration improves battery lifetime by
enabling rapid charging and discharging.
5. Conclusion

100
50
0
0

200

400

600

800

1000

(s)
Fig. 14. Voltages for FC/B conguration.

1200

1400

This paper presents a fuzzy logic strategy method implemented

in a fuel cell/battery or supercapacitor vehicle in MATLAB/Simulink
software using the SimPowerSystems library. The performance results for the three congurations, FC/B, FC/SC and FC/B/FC, are presented and evaluated during real time drive conditions. The

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H. Hemi et al. / Energy Conversion and Management 80 (2014) 6370

simulations use the cycle UDDS to evaluate the performance of the

proposed strategies because the hybrid vehicle loses more energy
in this cycle and exhibits a low system efciency.
The proposed FLC strategy can satisfy the power requirement
for the unknown driving cycles and achieve the power distribution
among various power source. Also, the results presented show that
required power, in acceleration mode, supplied from the battery.
Therefore, the proposed FLC controller will offer a novel approach
for a real time power management system of hybrid vehicle. In
addition, the results indicate that the hydrogen consumption is
lower for the FC/B and FC/B/SC congurations than for the FC/SC
conguration. The FC/B/SC conguration improves the battery
lifetime by enabling rapid charging and discharging.

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