electronics

Article
Improved Voltage Drop Compensation Method for
Hybrid Fuel Cell Battery System
Tae-Ho Eom 1 , Jin-Wook Kang 1 , Jintae Kim 1 , Min-Ho Shin 1 , Jung-Hyo Lee 2 and
Chung-Yuen Won 1, *
1 Department of Electrical and Computer Engineering, Sungkyunkwan University, Suwon 16419, Korea;
[email protected] (T.-H.E.); [email protected] (J.-W.K.); [email protected] (J.-T.K.);
[email protected] (M.-H.S.)
2 Department of Electrical Engineering, Kunsan National University, Kunsan 54150, Korea;
[email protected]
* Correspondence: [email protected]; Tel.: +82-031-290-7164




Received: 22 October 2018; Accepted: 1 November 2018; Published: 17 November 2018


Abstract: In this paper, a voltage drop compensation method for hybrid hydrogen fuel cell battery
system, with a hydrogen recirculation powering a forklift, is studied. During recirculating hydrogen
fuel to recycle hydrogen that has not reacted enough at the system, impurities can be mixed with
the hydrogen fuel. This leads to low hydrogen concentration and a drop in the output voltage of
the fuel cell system. In excessive voltage drop, the fuel cell system can be shutdown. This paper
proposes a voltage drop compensation method using an electrical control algorithm to prevent system
shutdown by reducing voltage drop. Technically, voltage drop is typically caused by three kinds of
factors: (1) The amount of pure hydrogen supply; (2) the temperature of fuel cell stacks; and (3) the
current density to catalysts of the fuel cell. The proposed compensation method detects voltage drop
caused by those factors, and generates compensation signals for a controller of a DC–DC converter
connecting to the output of the fuel cell stack; thus, the voltage drop is reduced by decreasing output
current. At the time, insufficient output current to a load is supplied from the batteries. In this paper,
voltage drop caused by the abovementioned three factors is analyzed, and the operating principle
of the proposed compensation method is specified. To verify this operation and the feasibility of
the proposed method, experiments are conducted by applying it to a 10 kW hybrid fuel cell battery
system for a forklift.

Keywords: fuel cell; hydrogen recirculation; voltage drop; compensation method; fuel cell forklift

1. Introduction
Throughout recent decades, renewable energies and hydrogen energy for electric vehicles have
been studied as alternative power source for the conventional internal combustion engines, and to
improve environmental pollution by reducing carbon dioxide emitted to the air as environmental
regulation is gradually tightened [1–3].
To decrease the carbon dioxide emission, research on fuel cell, lithium battery, and super capacitor
have been actively progressing [4–7]. Among them, the hydrogen fuel cell has been a focus of many
studies, as it is considered one of the solutions. Basically, electrical energy can be generated in the
hydrogen fuel cell by the reaction of hydrogen and oxygen through the membrane, in which hydrogen
is supplied externally as compressed hydrogen and oxygen is utilized in the atmosphere after being
purified. Among the different types, the proton exchange membrane fuel cell (PEMFC) is widely
utilized in independent applications, such as a fuel cell vehicle, due to advantages of a low operating
temperature of less than 100 ◦ C, high power density, and fast start-up [8–13].

Electronics 2018, 7, 331; doi:10.3390/electronics7110331 www.mdpi.com/journal/electronics

Electronics 2018, 7, 331 2 of 17

Meanwhile, other battery technologies for electric vehicles have also been researched as
alternatives to the conventional internal combustion engine. However, these other batteries for
electric vehicles have the disadvantages of long battery charging time and short mileage, unlike
the hydrogen fuel cell system, which offers higher energy density, shorter charging time, and better
mileage [14–16].
In the past, research has been done to improve the performance of the fuel cell, including work
on the dead-end method and hydrogen oversupply method [17–20]. The dead-end method is when
the fuel cell outputs a large current, and fuel loss occurs due to flooding phenomenon, leading to the
deterioration of the fuel cell [21–23]. For this reason, various solutions using the water management of
fuel cell have been studied [24–34]. Results show that the addition of a recirculation line and solenoid
valve alone can increase fuel utilization rate, at low cost. Furthermore, the operation time increases
compared to the dead-end method. The other method is the hydrogen oversupply method, efficiency
of which is low due to high hydrogen fuel consumption. For this reason, hydrogen recirculation,
with high hydrogen utilization, has been widely used recently. Hydrogen recirculation is highly fuel
efficient, because it recycles discharged hydrogen that has not reacted during the reaction process of
oxygen and hydrogen [35].
However, the recycled hydrogen could contain impurities that are created during the recirculation
process, which results in unstable electrical output characteristics. In addition, the output side of the
fuel cell is typically connected to a DC–DC converter. Therefore, the operation of the DC–DC converter,
which works to supply constant output voltage could cause the fuel cell voltage to drop. In the worst
case scenario, the fuel cell may shut down due to severe voltage drop. For that reason, a voltage drop
compensation method is needed to prevent system shutdown.
In this paper, three factors that cause voltage drop during hydrogen recirculation are analyzed:
(1) The voltage drop varying depending on the amount of hydrogen supply; (2) the temperature of the
fuel cell stack; and (3) the current density of platinum catalyst.
When hydrogen recirculation occurs, the amount of pure hydrogen supplied to the fuel cell can
differ due to impurities. This results in fuel cell output voltage drop. This voltage drop during initial
operation can vary depending on the temperature of the fuel cell, and inherent resistance can vary
during steady state operation, depending on the current density of the platinum catalyst.
In this paper, an electrical compensation method is proposed, in order to overcome voltage
drop in hybrid fuel cell battery system, using a hydrogen recirculation system for a forklift. The
proposed compensation method has a function detects the three causations for the voltage drop, and
generates compensation signals to the DC–DC converter. As a command of the compensation signal,
the proposed method even decreases output current of the DC–DC converter, compulsively, to prevent
fuel cell voltage drop, and uses an additional battery supply in case of a lack of output current during
the operation of DC–DC converter [36–41]. Accordingly, the proposed compensation method can
result in fuel cell battery shutdown caused by low voltage during hydrogen recirculation [41].
To verify the feasibility and validity of the proposed voltage drop compensation method, it is
applied to the buck-boost converter for a fuel cell used by a forklift. The problem of fuel cell shutdown
due to voltage drop during hydrogen recirculation is solved by applying the proposed method.
This paper is organized as follows: In Section 2, the fuel cell system configuration for forklift,
and the advantages of the hydrogen recirculation system, are explained. The voltage characteristics
of the fuel cell for the three factors for the voltage drops are also analyzed. In Section 3, the reason
why the output voltage of the fuel cell stack drops during hydrogen recirculation is analyzed, and the
proposed voltage drop compensation method of the buck-boost converter is introduced. In Section 4,
the three factors that cause voltage drops in fuel cells is analyzed by experiment, and the feasibility
and validity of the proposed control method are confirmed through the fuel cell forklift experiment.
Finally, Section 5 provides the conclusion.
Electronics 2018, 7, x FOR PEER REVIEW 3 of 18
Electronics 2018, 7, 331 3 of 17
2. Analysis of Voltage Drop Characteristics of the Fuel Cell System during
Hydrogen Recirculation
2. Analysis of Voltage Drop Characteristics of the Fuel Cell System during Hydrogen
The fuel cell forklift system consists of a hybrid fuel cell battery system and a forklift, as shown
Recirculation
in Figure 1. The rated power of the fuel cell for the forklift used in this paper is 10 kW. Additionally,
The fuel cell forklift system consists of a hybrid fuel cell battery system and a forklift, as shown
the fuel cell system includes a recirculation function. The hybrid fuel cell battery system consists of a
in Figure 1. The rated power of the fuel cell for the forklift used in this paper is 10 kW. Additionally,
fuel stack of 50 cells, a 35 bar hydrogen tank that is able to supply 70 liter per minute (LPM) to the
the fuel cell system includes a recirculation function. The hybrid fuel cell battery system consists of a
fuel cell stack, a lithium polymer battery pack with 13 cells-200 Ah, the buck-boost converter, and the
fuel stack of 50 cells, a 35 bar hydrogen tank that is able to supply 70 liter per minute (LPM) to the
total control unit (TCU). Among secondary batteries, the lithium polymer battery using polymer
fuel cell stack, a lithium polymer battery pack with 13 cells-200 Ah, the buck-boost converter, and
electrolyte is widely used because of its high power density [42]. It also controls the input current of
the total control unit (TCU). Among secondary batteries, the lithium polymer battery using polymer
the buck-boost converter by means of the controller area network (CAN) communication.
electrolyte is widely used because of its high power density [42]. It also controls the input current of
The forklift consists of an inverter, drive motor, and hydraulic motor. The inverter is designed
the buck-boost converter by means of the controller area network (CAN) communication.
with a power of 50 kW, which is used to simultaneously perform a 5 ton lift and drive the forklift.

Hybrid Fuel Cell Battery System Forklift

Buck-Boost
Fuel Cell DC/DC Converter DC/AC Inverter
Hydrogen Drive System

Hydrogen
Recirculation DC DC
Tank Fuel cell
Pressure
DC AC
Vout
Hydraulic System
CAN 2.0B

Air TCU Battery

Valve Pump
Cooling
System

Figure
Figure1. 1.
Configuration diagram
Configuration of hybrid
diagram fuel cell fuel
of hybrid battery
cellforbattery
a forklift,
forincluding hydrogen
a forklift, recirculation.
including hydrogen
TCU, total control unit.
recirculation. TCU, total control unit.

InTheaddition, the fuelofcell

forklift consists used PEMFC,
an inverter, including
drive motor, hydrogen motor.
and hydraulic recirculation. In the
The inverter system,
is designed
compressed
with a power hydrogen
of 50 kW,from a hydrogen
which is used totank is supplied toperform
simultaneously the fuelacell stack.
5 ton The supplied
lift and drive the hydrogen
forklift.
reacts In
with oxygen the
addition, in the atmosphere
fuel cell used to generateincluding
PEMFC, electric energy.
hydrogenDuring the reactionsInbetween
recirculation. the
the system,
two gases, some
compressed conditions
hydrogen fromcan cause voltage
a hydrogen tank isdrop due to
supplied toseveral
the fuelreasons. In The
cell stack. a worst case scenario,
supplied hydrogen
the voltage
reacts withdrop
oxygen at the PEMFC
in the systemtocan
atmosphere cause electric
generate system energy.
shutdown. There
During theare three main
reactions causal
between the
factors for this
two gases, somelack of hydrogen
conditions supply,
can cause temperature
voltage drop due at to
theseveral
fuel cell stack, In
reasons. and the current
a worst density of
case scenario, the
the platinum
voltage dropcatalyst.
at the PEMFC system can cause system shutdown. There are three main causal factors
Figure
for this lack2 shows voltagesupply,
of hydrogen drop characteristics
temperature depending
at the fuel on cellcurrent
stack, density
and theloaded
currenton the fuelofcell
density the
system.
platinum In catalyst.
ideal state, an initial open circuit voltage (OCV) of a fuel cell unit is 1.2 V. The output
voltage gradually
Figure decreases
2 shows voltagefrom
drop thecharacteristics
OCV as the load current increases.
depending on currentHowever, voltageon
density loaded drop
thecanfuel
be drastically accelerated at area A because the electrochemical reaction is abruptly reduced
cell system. In ideal state, an initial open circuit voltage (OCV) of a fuel cell unit is 1.2 V. The output as the
hydrogen fuel is consumed.
voltage gradually decreasesIn addition,
from the OCVvoltage
as thedrop
loadof area Aincreases.
current can be increased
However, due to impurities
voltage drop can
during the hydrogen
be drastically recirculation.
accelerated at area A because the electrochemical reaction is abruptly reduced as the
Meanwhile,
hydrogen fuel isaconsumed.
detailed explanation of the
In addition, curvedrop
voltage is given in Reference
of area [35].
A can be increased due to impurities
during the hydrogen recirculation.
Meanwhile, a detailed explanation of the curve is given in Reference [35].
The output voltage of the fuel cell, vout , can be described by subtracting the voltage drop, ∆vdrop ,
from the OCV, VOCV , in Equation (1). In addition, the voltage drop is determined by the three factors
mentioned, above which can be expressed as Equation (2).

vout = VOCV − ∆vdrop , (1)

∆vdrop = ∆vhydro + ∆vtemp + ∆vden , (2)

 Electronics 2018, 7, 331 4 of 17

where, ∆vhydro is voltage drop depending on amount of hydrogen supply, ∆vtemp is voltage drop
depending on temperature of a fuel cell stack, and ∆vden is voltage drop depending on the current
density
Electronicsof2018,
platinum
7, x FORcatalyst.
PEER REVIEW 4 of 18

OCV
[V]
area A (Shutdown)
1
F.C. 1-Cell voltage

area B (Activation loss)

0.5
area C (Inherent resistance loss)

0
200 400 600 800 1,000
0
Current density [mA/cm2]
Figure2.2. Voltage
Figure Voltagecharacteristic
characteristiccurve
curveofoffuel
fuelcell.
cell.

2.1. Voltage Drop Characteristics Dependingvout on Hydrogen Supply Δ v dro p

The output voltage of the fuel cell, , can be described by subtracting the voltage drop, ,
When the VOCV , in Equation
hydrogen recirculation is applied to the stacks, hydrogen usage can be reduced
from the OCV, (1). In addition, the voltage drop is determined by the three factors
by
mentioned, above which can be expressed as The
recirculating the not-reacted hydrogen. hydrogen
Equation (2). recirculation is very easy to apply to
conventional hydrogen fuel cell system by simply installing a hydrogen recirculation line and
solenoid valve. v out = V O C V − Δ v drop , (1)
However, if the hydrogen containing impurities at the recirculation is supplied to the fuel cell
Δ v drop = Δ v hydro
stacks, their output voltage can be significantly + Δ v temp + as
decreased, Δ v den
can , be seen in Figure 3. The y-axis(2) of
Figure 3 is the fuel cell stack consisting of 50 cells voltage.
Electronics 2018, 7, xΔFOR
v h ydro PEER REVIEW Δ v te m p
where, is voltage drop depending on amount of hydrogen supply, is voltage drop5 of 18
depending on temperature of a fuel cell stack, and Δvden is voltage drop depending on the current
density of platinum
[V] catalyst. Hydrogen Recirculation [A]

Fuel Cell Shutdown

2.1. Voltage Drop Characteristics Depending on Hydrogen Supply
50 200
F.C. Stack Current
F.C. Stack Voltage

When the hydrogen recirculation is applied to the stacks, hydrogen usage can be reduced by
recirculating the not-reacted hydrogen. The hydrogen recirculation is very easy to apply to
conventional hydrogen fuel cell system by simply installing a hydrogen recirculation line and
solenoid valve.
25 if the hydrogen containing impurities at the recirculation is supplied
However, 100to the fuel cell
Shutdown Voltage Region
stacks, their output voltage can be significantly decreased, as can be seen in Figure 3. The y-axis of
Figure 3 is the fuel cell stack consisting of 50 cells voltage.
At the fuel cell unit,
F.C.ifVoltage
the cell voltage is reduced to 0.5 V or less, the fuel cell stacks can be broken
F.C. Current : 180 A → 0 A
because high pressureF.C. Current
applies to the separation membrane.
0 0
0 1 2 3 4 5
Time [sec]

Figure 3. Fuel cell stack waveforms for conventional control method during hydrogen recirculation.
Figure 3. Fuel cell stack waveforms for conventional control method during hydrogen recirculation.

In order to generate high quality electricity, hydrogen fuel and oxygen have to be continuously
supplied in the fuel cell. Equation (3) shows relationship between a voltage drop and hydrogen
supply.
RT  PH2  RT 1
Δvhydro = ln   + ln PO2
2
, (3) ( )
 0 1 2 3 4 5
Time [sec]

Figure 3. Fuel cell stack waveforms for conventional control method during hydrogen recirculation.

Electronics 2018, 7, 331 5 of 17

In order to generate high quality electricity, hydrogen fuel and oxygen have to be continuously
supplied in the fuel cell. Equation (3) shows relationship between a voltage drop and hydrogen
supply. At the fuel cell unit, if the cell voltage is reduced to 0.5 V or less, the fuel cell stacks can be broken
because high pressure applies to the separationmembrane.
RT PH2  RT 1
In order to generate high quality
2 F
ln  hydrogen
Δvhydro electricity,
=  + fuel
 PH O  2F
ln Pand
O2 , ( )
2oxygen have to be continuously
(3)
 2  between a voltage drop and hydrogen supply.
supplied in the fuel cell. Equation (3) shows relationship

where,
 
RT PH2 RT
1
∆vhydro = ln + ln PO2 2 , (3)
 R = universal
2F gas P constant
H2 O (8.314
2F J/mol ⋅ K)
 T = kelvin temperature (K)
where, 

= faradaygas
F universal ' s constant
constant (96, 485J/mol
C/mol)

R= (8.314 ·K)
 .

=

P Thydrogen
= kelvevin partial pressure
temperature ( K (LPM)
)
 F =

H2


0 s constant (96, 485 C/mol)

 PO = f arada
oxygen partial pressure (LPM) .
  PH2 = hydrugen partial pressure (LPM)
2

 PPOH 2 O== oxygen




 water partial pressure(LPM
partial pressure (LPM)
)

 2
PH2 O = water partial pressure (LPM)

Figure 4 shows a graph of voltage drop depending on hydrogen supply, plotted based on
Equation Figure 4 shows
(3). For a graphwhen
example, of voltage drop depending
hydrogen supply on hydrogen
is 60 supply, plotted based
LPM continuously, on Equation
then the fuel cell can
(3). For example, when hydrogen supply is 60 LPM continuously, then the fuel
support maximally a 200 A load condition. Meanwhile, if hydrogen supply is reduced to 40 LPM due cell can support
maximally a 200 A load condition. Meanwhile, if hydrogen supply is reduced to 40 LPM due to
to impurities in the hydrogen recirculation, it can be estimated that the fuel cell can be damaged at a
impurities in the hydrogen recirculation, it can be estimated that the fuel cell can be damaged at a
110 A load current. Namely, voltage drop can be easily anticipated by measuring hydrogen supply
110 A load current. Namely, voltage drop can be easily anticipated by measuring hydrogen supply
and Equation (3).
and Equation (3).

[V]

0.75
F.C. 1-Cell voltage

0.7

0.65

0.6 Hydrogen supply = 60 LPM

Hydrogen supply = 50 LPM
Hydrogen supply = 40 LPM
0.5
0 50 100 150 200 [A]
F.C. Stack output current
Figure
Figure 4. Voltagecharacteristic
4. Voltage characteristic curve
curve depending
dependingonon
thethe
amount of hydrogen
amount supply.
of hydrogen supply.

2.2. Voltage Drop Characteristics Depending on Temperature of the Fuel Cell Stack
Besides the hydrogen supply, a voltage drop depends on temperature of the fuel cell stack. The
area B of Figure 2 is the voltage drop caused by the activation polarization, and it varies depending on
temperature of the fuel cell stack.
Figure 5 shows the output voltage ∆vout of the fuel cell decrease as the temperature increases.
Since the fuel cell used in vehicle requires a fast starting time, the operating temperature is controlled
to 60 ◦ C–70 ◦ C.
The area B of Figure 2 is the voltage drop caused by the activation polarization, and it varies
depending on temperature of the fuel cell stack.
Figure 5 shows the output voltage Δ vout of the fuel cell decrease as the temperature increases.
Since the fuel cell used in vehicle requires a fast starting time, the operating temperature is controlled
to 60Electronics
°C–70 °C. 2018, 7, 331 6 of 17

[V]

0.75
F.C. 1-Cell voltage

0.7

0.65

Fuel cell stack temp. = 70 °C

0.6
Fuel cell stack temp. = 65 °C
Fuel cell stack temp. = 60 °C
0.5
0 50 100 150 200 [A]
F.C. Stack output current
Figure 5. Voltage
Figure characteristic
5. Voltage characteristiccurve dependingonon
curve depending the
the temperature
temperature of fuel
of fuel cell stack.
cell stack.

Δ ∆v
The voltage drop v temp is predicted, as shown in Equation (4) from the Butler Volmer equation.
te m p
The voltage
∆vtemp drop
appears is predicted,
to increase linearly as shown inincrease.
as the temperature Equation (4) fromwhen
However, the Butler Volmer equation.
the temperature is
Δ v te mincreased,
p
appears the
toexchange
increasecurrent as the itemperature
linearlydensity, o , is heavily decreased
increase.based on Equation
However, when (5).
the Therefore,
temperature is
∆vtemp is heavily reduced.
increased, the exchange current density, io , is heavily RT decreased based on Equation (5). Therefore,
Δ v te m p ∆vtemp = ln(i/io ), (4)
is heavily reduced. αF
where, RT
Δvtempf er=coe f fln(i/i ) , (4)

α = trans
α F icient o(0 ∼2
1)


i = current density A/cm ,
where,  i = exchange current density A/cm2


o

 α = transfer coefficient 
−α Rd(0
FE~r 1)

 io = nFKo, f COx exp RT 2 )
(5)
 i = current density (A/cm ,
i = exchange current density (A/cm2 )
where,  o 23



 n = number o f moles o f electrons 6.022 × 10
 −α FErate

 Ko, f = f orward reaction
io = nFk o , f COx exp  Rd r 

(5)

 oRT
α Rd = charge trans f er coe f f icient f reduction
 reaction ,
COx = sur f ace soncentraction o f oxidation reaction mol/cm2





where,

Er = standard reversible cell potential


 n = number of moles of electrons (6.022 × 10 23 )


2.3. Voltage Drop Characteristics Depending on Current Density of Platinum Catalyst
 ko , f = forward reaction rate

Platinum is mainly used as a catalyst for promoting the activation reaction of the fuel cell.
 α Rd = charge transfer coefficient of reduction reaction ,
Platinum catalyst is very efficient for the oxidation of hydrogen, but the oxygen 2reduction reaction
(ORR) is slow. Because = surface
COx of soncentration
this characteristic, of oxidation
the voltage drop isreaction
dependent(mol/cm )
on the current density of

platinum catalyst.  Er = standard
The current density of platinumreversible
catalystcell potential
represents the energy activity per unit area
of the catalyst layer [43–45]. Area C of Figure 2 is the voltage drop depending on the current density of
the platinum catalyst and the inherent resistance. Figure 6 shows the output voltage ∆vout of the fuel
cell decrease as the catalyst current density increases. At high current density, the voltage drop effect
large because the diffusion of reactants is slow.
 platinum catalyst. The current density of platinum catalyst represents the energy activity per unit
area of the catalyst layer [43–45]. Area C of Figure 2 is the voltage drop depending on the current
density of the platinum catalyst and the inherent resistance. Figure 6 shows the output voltage Δ vout
of the fuel cell decrease as the catalyst current density increases. At high current density, the voltage
Electronics 2018, 7, 331 7 of 17
drop effect large because the diffusion of reactants is slow.

[V]

0.75

F.C. 1-Cell voltage

0.7

0.65

0.6 P.T. Catalyst current density = 700mA/cm 2

P.T. Catalyst current density = 600mA/cm 2
P.T. Catalyst current density = 500mA/cm2
0.5
0 50 100 150 200 [A]
F.C. Stack output current
Figure6.6.Voltage
Figure Voltagecharacteristic
characteristiccurve
curvedepending
dependingon
onthe
thecurrent
currentdensity
densityofofplatinum
platinumcatalyst.
catalyst.

All
Allconductors
conductorshave
haveinherent resistance, RRirir, ,that
inherent resistance, thatcauses
causesthe thevoltage drop,∆vΔden
voltagedrop, vden, ,in
inthe
theflow
flowofof
charges. When RRir and cross section of the catalyst AA cell are constant, the voltage drop varies with
charges. When ir and cross section of the catalyst cell are constant, the voltage drop varies with
the current density of platinum catalyst, i pc . ∆vden is calculated, as shown in Equation (6) from the
i Δvden
Ohm’s law. density of platinum catalyst, p c .
the current is calculated, as shown in Equation (6) from the
Ohm’s law. ∆vden = Acell i pc Rir , (6)
Δ v den = Acell i pc R ir , (6)
where, 
where, 2


 Acell = active cell area cm


 A=cellcurrent
i pc = activedensity
cell areaA/cm (cm2 )2 ,
 R = inherent resistance (Ω2)

iri pc = current density (A/cm ) ,
 R = inherent resistance (Ω)
 irdrop can be predicted by calculating the above three factors.
As explained previously, a voltage
Thus, the proposed compensation method in Section 3 prevents shutdown of the fuel cell system due
As explained previously, a voltage drop can be predicted by calculating the above three factors.
to voltage drop.
Thus, the proposed compensation method in Section 3 prevents shutdown of the fuel cell system due
3.toThe
voltage drop. Voltage Drop Compensation Method of Buck-Boost Converter Considering
Proposed
Voltage Drop during Hydrogen Recirculation
3. The Proposed Voltage Drop Compensation Method of Buck-Boost Converter Considering
In Section 2, the three factors that cause voltage drop of the hydrogen fuel cell system were
Voltage Drop during Hydrogen Recirculation
analyzed. The first is the voltage drop depending on the amount of hydrogen supply. The voltage
In Section
drop varies as the2,amount
the three factors that
of hydrogen causedecreases
supply voltage in
drop
the of the hydrogen
operation fuelcell.
of the fuel cellThis
system were
situation
analyzed. The first is the voltage drop depending on the amount of hydrogen
usually happens due to influx of impurities during hydrogen recirculation. Even the impurities supply. The voltage
drop that
cause variestheasfuel
thecell
amount
systemofmay
hydrogen
shutdownsupply
due decreases
to excessivein voltage
the operation
drop, asofshown
the fuel cell. This
in Figure 3.
situation usually happens due to influx of impurities during hydrogen recirculation.
The amount of hydrogen supplied to the fuel cell stack is sensed through the sensing device as in Even the
impurities[33].
Reference causeIn that the fuel
addition, cellfactors
other systemaffecting
may shutdown due toare
voltage drops excessive voltage drop,
the temperature as cell
of fuel shown in
stack
Figure 3. The amount of hydrogen
and current density of the platinum catalyst. supplied to the fuel cell stack is sensed through the sensing device
Figure 7 shows the control block diagram of the buck-boost converter that compensates for voltage
drop due to these three factors. As shown in the control block diagram, the proposed control algorithm
includes three different compensation values, corresponding to each of the voltage drop factors.
Firstly, ∆vhydro represents the compensation value of the voltage drop depending on the amount of
hydrogen supply. The compensation value of the voltage drop depending on the measured hydrogen,
Hstack , supplied to the fuel cell, including recirculated hydrogen can be calculated using Equation (3).
In addition, the ∆vhydro value increases as more impurities. ∆vhydro is used to calculates the ∆vdrop as
Equation (2). The voltage compensation is performed by decreasing reference current Iin ∗ , which is the

reference current of the current controller according to the ratio of the calculated voltage drop.
 measured hydrogen, H stack , supplied to the fuel cell, including recirculated hydrogen can be
Δ v hyd ro Δ v hyd ro
calculated using Equation (3). In addition, the value increases as more impurities. is
Δ v dro p
used to calculates the as Equation (2). The voltage compensation is performed by decreasing
reference I in* , which is the reference current of the current controller according to the ratio
Electronics 2018,current
7, 331 8 of 17
of the calculated voltage drop.

Buck-Boost Converter
L D2

Iin S1 Iout
Fuel Cell DC/AC
Inverter Forklift

D1 S2 C
Vin Vout

Bi-directional
Li-po Battery DC/DC
Converter

Voltage Controller Current Controller

Ka(V)

V*in Ki(V) I*in Ki(I) S1

PWM
s s S2
Vin Limiter Limiter
Iin
Kp(V) Kp(I)

Δvdrop

Ki(V) Δvhydro Δvden Ki(V)

H*stack D*stack
s s
Limiter Δvtemp Limiter
Hstack Dstack
Kp(V) Kp(V)

T*stack Ki(V)
s
Limiter Voltage Drop
Tstack Kp(V) Compensation Controller

Figure Control
7. 7.
Figure Controlblock
blockdiagram
diagram of
of the proposedvoltage
the proposed voltagedrop
dropcompensation
compensation method.
method.

Secondly, ∆vtemp is the compensation value of the voltage drop depending on the temperature of
the fuel cell stack. ∆vtemp varies frequently as the fuel cell operates. Therefore, the temperature of the
fuel cell stack Tstack , is continuously sensed to estimate ∆vtemp using Equation (4).
Thirdly, ∆vden is the compensation value of the voltage drop depending on the current density
of platinum catalyst Dstack . The higher Dstack is, the faster the electrochemical reaction rate due to
the increased exchange current density. However, when Dstack is high, the voltage drop due to the
inherent resistance of the fuel cell increases, as shown in Equation (6). Therefore, in this paper, the
current density of platinum catalyst is set to 700 mA/cm2 , which is adequate considering the capacity
of the fuel cell, and the compensation value ∆vden is calculated through Equation (6).
Using those three calculated control values, ∆vhydro , ∆vtemp , ∆vden , voltage drop, ∆vout , is
estimated by Equation (2), and the voltage drop compensation is performed by feed-forwarding
the estimated voltage drop into the input of the current controller, as shown in Figure 7.
Figure 8a shows the simulation waveforms that prove the proposed voltage drop compensation
method prevents shutdown of the fuel cell during hydrogen recirculation by adjusting the output
current of the fuel cell from 180 A to 170 A. As the current supplied from the fuel cell decreases,
the output current from the lithium polymer battery parallel-connected to the fuel cell increases to
meet the load requirement.
current of the fuel cell from 180 A to 170 A. As the current supplied from the fuel cell decreases,
the output current from the lithium polymer battery parallel-connected to the fuel cell increases to
meet the load requirement.
Figure 8b shows the simulation waveforms when the output current of the battery increases after
compensating
Electronics 2018, 7,for
331 the voltage drop. The battery current supplied to the load has increased from 150
9 of A
17
to 160 A.

[V]
Hydrogen Recirculation [A] Hydrogen Recirculation
[V] [A]

50 F.C. Current : 180 A → 170 A 200 50 200

F.C. Stack Current

F.C. Stack Voltage

Battery Current
Battery Current : 150 A → 160 A

Battery Voltage
25 100 25 100
Shutdown Voltage Region

F.C. Voltage Voltage Drop Battery Voltage

Voltage Drop
F.C. Current Compensation Control Battery Current
Compensation Control
0 0 0 0
0 1 2 3 4 5 0 1 2 3 4 5
Time [sec] Time [sec]
(a) (b)

Figure 8.
Figure Voltage and
8. Voltage and current
current waveforms
waveforms withwith proposed
proposed voltage
voltage drop
drop compensation
compensation method
method during
during
hydrogen recirculation
hydrogen recirculation for
for (a)
(a) fuel
fuel cell
cell stack
stack and
and (b)
(b) lithium
lithium polymer
polymer battery.
battery.

Figure 8b shows the simulation waveforms when the output current of the battery increases after
Figure 9 shows the supplied power variation to the load when the proposed compensation
compensating for the voltage drop. The battery current supplied to the load has increased from 150 A
method is operating. As shown in Figure 9, the battery supplies as much extra power as the decreased
to 160 A.
fuel cell power during the voltage drop compensation due to hydrogen recirculation, maintaining
Figure 9 shows the supplied power variation to the load when the proposed compensation method
the power supplied to the load. Thus, using the proposed compensation control, constant power can
is operating. As shown in Figure 9, the battery supplies as much extra power as the decreased fuel cell
be supplied to the load.
power during the voltage drop compensation due to hydrogen recirculation, maintaining the power
supplied to the load. Thus, using the proposed compensation control, constant power can be supplied
to the load. 2018, 7, x FOR PEER REVIEW
Electronics 10 of 18

[kW]
Hydrogen Recirculation

10 PLoad

8
Power

PFuel Cell
6

4 PBattery
Load Power
2 Fuel Cell Power
Voltage Drop
Battery Power
Compensation Control
0
0 1 2 3 4 5
Time [sec]

Figure Output
9. 9.
Figure Outputpower
powerwaveforms of load,
waveforms of load,fuel
fuelcell
celland
and battery.
battery.

4. Experiment Results
4. Experiment Results

4.1. The Experiment

4.1. The Hardware
Experiment Configuration
Hardware Configuration
TheThehardware
hardwareconfiguration
configuration ofofthe
thebuck-boost
buck-boost converter
converter forforapplying
applying the
the proposed
proposed voltage
voltage dropdrop
compensation
compensation method
method is is
shown
shownininFigure
Figure10. 10. The size reduction
The size reductionofofthe thefuel
fuel cell
cell system
system is required
is required
because
becausea hybrid fuel
a hybrid fuelcell
cell battery systemis is
battery system placed
placed in limited
in limited area ofarea of electric
electric forklift. forklift.
In order toInreduce
order to
reduce the size, module type device is used that combined MOSFET and the diode. In addition, the
the size, module type device is used that combined MOSFET and the diode. In addition, the pin-type
heat sink
pin-type heat is used
sink to reduce
is used the size
to reduce the ofsizethe
of cooling system,
the cooling and TMS320F28335
system, and TMS320F28335 is used is as a as
used
microprocessorfor
a microprocessor for the
the TCU.
TCU.The Theelectrical
electricalspecification of theofbuck-boost
specification converter
the buck-boost is shownisinshown
converter Table in
Table1.1.The
Therated power
rated power is is
1010 kW,
kW, and
and it it
operates
operates at at
25 25
kHz
kHzof of
high switching
high switching frequency
frequency to minimize
to minimize
output ripple.
output ripple.

Gate Board Current Sensor Buck Module

because a hybrid fuel cell battery system is placed in limited area of electric forklift. In order to reduce
the size, module type device is used that combined MOSFET and the diode. In addition, the pin-type
heat sink is used to reduce the size of the cooling system, and TMS320F28335 is used as a
microprocessor for the TCU. The electrical specification of the buck-boost converter is shown in Table
1.Electronics
The rated 2018,power
7, 331 is 10 kW, and it operates at 25 kHz of high switching frequency to minimize 10 of 17
output ripple.

Gate Board Current Sensor Buck Module

DSP Controller Output Capacitor Boost Inductor Boost Module

Figure 10.10.
Figure Busk-boost converter
Busk-boost hardware
converter configuration.
hardware configuration.

Table 1. The electrical specification of the buck-boost converter.

Parameters Values Units

Rated power 10 [kW]
Input voltage 30~50 [VDC ]
Input current 200 [ADC ]
Output voltage 42~54 [VDC ]
Output current 200 [ADC ]
Output ripple ±2 [%]
Switching frequency 25 [kHz]
Boost inductor 200 [µH]
Output capacitor 50 [µF]

4.2. The Voltage Drop Characteristics of the Three Factors

The characteristics of an estimated voltage drop, that could take place in three circumstances
analyzed in Section 2, are verified through experiments. First, the voltage drop variation depending
on the amount of hydrogen supplied to the fuel cell stack is verified. Table 2 shows the experimental
conditions of the output characteristics depending on the amount of hydrogen supplied to the fuel
cell stack.

Table 2. Characteristics experimental conditions of fuel cell.

Parameters Values Units

Hydrogen supply 50–70 [LPM]
Stack temperature 60 [◦ C]
Current density 700 [mA/cm2 ]
 Table 2. Characteristics experimental conditions of fuel cell.

Parameters Values Units

Hydrogen supply 50–70 [LPM]
Electronics 2018, 7, 331 Stack temperature 60 [°C] 11 of 17
Current density 700 [mA/cm2]

As per
As per the
theexperiment
experimentresults
resultsshown
shownin in
Figure 11a–c,
Figure it can
11a–c, be confirmed
it can that the
be confirmed thatoperating range
the operating
of the fuel cell increases as the amount of hydrogen supplied increases. In addition, Figure
range of the fuel cell increases as the amount of hydrogen supplied increases. In addition, Figure 11d 11d shows
the voltage
shows drop graph
the voltage drop depending on the on
graph depending amount of hydrogen
the amount supplysupply
of hydrogen through the experiment
through result.
the experiment
If the amount of hydrogen supply is low, shutdown may occur. In this paper, when performing
result. If the amount of hydrogen supply is low, shutdown may occur. In this paper, when performing drive
experiment of forklift, the amount of hydrogen supply is 70
drive experiment of forklift, the amount of hydrogen supply is 70 LPM. LPM.

Fuel Cell Voltage [10V/div] Fuel Cell Voltage [10V/div]

50 110 50 110
Shutdown Shutdown

F.C. Stack Voltage [V]

F.C. Stack Current [A]

F.C. Stack Voltage [V]

F.C. Stack Current [A]

40 100 40 100

30 80 30 80

20 60 20 60

10 Fuel Cell Current [20A/div] 40 10 Fuel Cell Current [20A/div] 40

0 20 0 20

-10 0 -10 0

Operate 1[s/div] Operate 1[s/div]

0 1 2 3 4 5 6 7 8 9 10 0 1 2 3 4 5 6 7 8 9 10
Time [sec] Time [sec]
(a) (b)
50
Fuel Cell Voltage [10V/div]
50 110
45
F.C. Stack Voltage [V]
F.C. Stack Voltage [V]

F.C. Stack Current [A]

40 100 40

30 80 35

20 60 30

10 Fuel Cell Current [20A/div] 40 25

0 20 20
50 LPM
-10 0 15 60 LPM
Operate 1[s/div]
10
70 LPM

0 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10 11
Time [sec] Time [sec]
(c) (d)

Figure 11. Fuel cell waveforms for supplied hydrogen of (a) 50 LPM, (b) 60 LPM, (c) 70 LPM, and
(d) voltage drop curve depending on the amount of hydrogen supply.

Second, the voltage drop depending on the temperature variation of the fuel cell is verified, which
is related to the magnitude of the output voltage of the fuel cell. Table 3 shows the experimental
conditions of the output characteristics depending on the temperature of the fuel cell stack.

Table 3. Characteristic experimental conditions of fuel cell.

Parameters Values Units

Hydrogen supply 70 [LPM]
Stack temperature 40–90 [◦ C]
Current density 700 [mA/cm2 ]

As per the experiment results, shown in Figure 12a–c, it can be confirmed that the voltage drop
decrease as the temperature of fuel cell stack increases. In addition, Figure 12d shows the voltage drop
graph depending on the temperature of the fuel cell stack. In accordance with experiment results, it
is beneficial to operate the system at high temperature, but the temperature should be controlled to
70 ◦ C or less because of the forklift application requirement.
The last factor is the voltage drop depending on the current density of the platinum catalyst. It is
mostly caused by the IR drop due to the inherent resistance of the fuel cell. Table 4 shows experimental
conditions of the fuel cell stack with the current density of platinum catalyst variation.
As per the experiment results shown in Figure 13a–c, it can be confirmed that the voltage drop
increases as the current density of the platinum catalyst increases. In addition, Figure 13d shows
the voltage drop graph depending on the current density of the platinum catalyst. In this paper,
 Hydrogen supply 70 [LPM]
Stack temperature 40–90 [°C]
Current density 700 [mA/cm2]

As per
Electronics 2018,the experiment
7, 331 results, shown in Figure 12a–c, it can be confirmed that the voltage12drop
of 17
decrease as the temperature of fuel cell stack increases. In addition, Figure 12d shows the voltage
drop graph depending on the temperature of the fuel cell stack. In accordance with experiment results,
when performing the forklift drive and lift experiment, the current density of the platinum catalyst
it is beneficial to operate the system at high temperature, but the temperature should be controlled
is 700 mA/cm2 .
to 70 °C or less because of the forklift application requirement.

Activation Drop = -10.4V Activation Drop = -5.2V

50 110 50 110

F.C. Stack Voltage [V]

F.C. Stack Current [A]

F.C. Stack Voltage [V]

F.C. Stack Current [A]

40 100 40 100

30 80 30 80
Fuel Cell Voltage [10V/div]
20 Fuel Cell Voltage [10V/div] 60 20 60

10 Fuel Cell Current [20A/div] 40 10 Fuel Cell Current [20A/div] 40

0 20 0 20

-10 0 -10 0

Operate 1[s/div] Operate 1[s/div]

0 1 2 3 4 5 6 7 8 9 10 0 1 2 3 4 5 6 7 8 9 10
Time [sec] Time [sec]
(a) (b)
Activation Drop = -4.4V
50 110 50

F.C. Stack Voltage [V]

45
F.C. Stack Voltage [V]

F.C. Stack Current [A]

40 100
40
30 80
Fuel Cell Voltage [10V/div] 35
20 60
30
10 Fuel Cell Current [20A/div] 40
25

Electronics
0 2018, 7, x FOR PEER REVIEW 20 20 13 of 18
40 … 50 …
-10 0 15 60 … 70 …
80 … 90 …
Operate 1[s/div]
As per
1
the
2
experiment
3 4 5 0
results
6 7
shown
8 9
in10Figure 13a–c,
10
1 2it can
3 be4 confirmed
5 6 7that8 the 9voltage
10 11drop
Time [sec] Time [sec]
increases as the current (c) density of the platinum catalyst increases. In addition, (d)
Figure 13d shows the
voltage drop graph depending on the current density of the platinum catalyst. In this paper, when
Fuel
Figure 12.the
performing Fuel cell waveforms
cell
forklift drive and for stack temperature ofthe
lift experiment, (a) 40 ◦°C,
the current (b) 70 ◦°C,
C,density C,of 90 ◦°C,
(c)the C, and (d) voltage
platinum catalyst is
drop
700 mA/cm2.curve depending on the temperature of fuel cell
temperature of fuel cell stack. stack.

The last factor is the voltage drop depending on the current density of the platinum catalyst. It
50
IR Drop = -1.3V/s IR Drop = -1.9V/s
is mostly 50
caused by the IR drop due to the110inherent 110
resistance of the fuel cell. Table 4 shows
F.C. Stack Voltage [V]

F.C. Stack Voltage [V]

F.C. Stack Current [A]

F.C. Stack Current [A]

40 100 40 100
experimental conditions of the fuel cell stack with the current density of platinum catalyst variation.
30 80 30 80
Fuel Cell Voltage [10V/div] Fuel Cell Voltage [10V/div]
20 60 20 60
Table 4. Characteristic experimental conditions of fuel cell.
10 Fuel Cell Current [20A/div] 40 10
Fuel Cell Current [20A/div] 40

0 Parameters 20 Values
0 Units 20

-10 Hydrogen supply0 70

-10 [LPM] 0

600 1 Operate
Operate 1[s/div] 1[s/div]
0 1 2 3 4 5 6
Stack
7
temperature
8 9 10 2
[°C]3 4 5 6 7 8 9 10
Time [sec] Time [sec]
Current density 500–900 [mA/cm2]
(a) (b)
50

50
IR Drop = -2.4V/s 110 45
F.C. Stack Voltage [V]
F.C. Stack Voltage [V]

F.C. Stack Current [A]

40 100 40

30 80 35

20 Fuel Cell Voltage [10V/div] 60 30

10
Fuel Cell Current [20A/div] 40 25

0 20 20 500 mA/cm2 550 mA/cm2

600 mA/cm2 650 mA/cm2
15 700 mA/cm2 750 mA/cm2
-10 0 800 mA/cm2 850 mA/cm2
Operate 1[s/div]
10
900 mA/cm2
0 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10 11
Time [sec] Time [sec]
(c) (d)

Fuel 2 , (b)2 700 mA/cm22,

Figure 13.Fuel
Figure 13. cellcell waveforms
waveforms for current
for current densitydensity
of the (a)of500
themA/cm
(a) 500 mA/cm
2, (b) 700 mA/cm , (c) 900 mA/cm ,
(c) 2
and900
(d)mA/cm
voltage ,drop
and curve
(d) voltage drop curve
depending depending
on current density onofcurrent density
platinum of platinum catalyst.
catalyst.

4.3. The Experiment Results for Hybrid Fuel Cell Battery System and Forklift Drive
Based on the characteristics of each voltage drop, the experiment on the hydrogen recirculation
of hybrid fuel cell battery system is performed. Figure 14 shows the hardware configuration of the
hybrid fuel cell battery system for a forklift. It includes a battery management system (BMS) to
monitor the battery’s condition and the protection circuit module (PCM).
 Operate 1[s/div] Operate 1[s/div]

IR Drop = -2.4V/s 110

Electronics 2018, 7, 331 13 of 17

F.C. Stack Current [A]

100

80

Fuel Cell Voltage [10V/div] 60

Fuel Cell Table 4. Characteristic

Current [20A/div] experimental
40
conditions of fuel cell.
20
Parameters Values Units
0
Operate 1[s/div]
Hydrogen supply 70 [LPM]
0 1 2 3 4 5 6 7 8 9 10
Time Stack
[sec] temperature 60 [◦ C]
(c) (d)
Current density 500–900 [mA/cm2 ]
Figure 13. Fuel cell waveforms for current density of the (a) 500 mA/cm2, (b) 700 mA/cm2, (c) 900 mA/cm2,
and (d) voltage drop curve depending on current density of platinum catalyst.
4.3. The Experiment Results for Hybrid Fuel Cell Battery System and Forklift Drive
4.3. TheonExperiment
Based Results for Hybrid
the characteristics of eachFuel Cell Battery
voltage drop,System and Forklifton
the experiment Drive
the hydrogen recirculation of
hybrid fuelBased on the characteristics
cell battery of each voltage
system is performed. Figure drop, the experiment
14 shows on theconfiguration
the hardware hydrogen recirculation
of the hybrid
of hybrid
fuel cell batteryfuel cell battery
system system isItperformed.
for a forklift. includes aFigure 14 management
battery shows the hardwaresystemconfiguration of the the
(BMS) to monitor
hybrid fuel cell battery system for a forklift.
battery’s condition and the protection circuit module (PCM).It includes a battery management system (BMS) to
monitor the battery’s condition and the protection circuit module (PCM).

TCU&BMS, Li-po
PCM Battery

Buck-Boost
Converter

Electronics 2018, 7, x FOR PEER REVIEW PEMFC 14 of 18

Stack
Figure 15a shows fuel cell shutdown due to voltage drop when the voltage drop compensation
method is not applied during hydrogen recirculation. When the fuel cell performs hydrogen
recirculation, FigureFigure
a rapid 14. Experiment
14.voltage hardware
drophardware
Experiment to configuration
28 V configuration
occurs. Then,of
ofhybrid
hybridfuel
shutdown cellcell
fuel ofbattery
the system.
fuel
battery cell is occurred that
system.
stops all system operations.
Figure
Figure 15a
15b shows
shows fuel cell cell
the fuel shutdown
output due to voltage
waveform when drop
the when
proposedthe voltage
voltage drop
drop compensation
compensation
method is not applied during hydrogen recirculation. When the fuel cell
method is applied. When the voltage drop occurs, it can be confirmed that the voltage is restored performs hydrogenby
recirculation,
reducing the current reference from 180 A to 170 A, thereby preventing shutdown of theoccurred
a rapid voltage drop to 28 V occurs. Then, shutdown of the fuel cell is fuel cell
that stops
during all system
hydrogen operations.
recirculation.

70
180[A] 200 70 180[A] 170[A] 200

60 150 60 150
Fuel Cell Current [50A/div] Fuel Cell Current [50A/div]
F.C. Stack Voltage [V]

F.C. Stack Voltage [V]

F.C. Stack Current [A]

F.C. Stack Current [A]

50 48[V] 100 50 100

40 50 40 50
32[V] 28[V] 0[A] 32[V] 31[V] 32[V]
30 0 30 0

20 Fuel Cell Voltage [10V/div] -50 20 Fuel Cell Voltage [10V/div] -50

10 -100 10 Compensation Method -100

Shut down
0 -150 0 -150
Hydrogen Recirculation Hydrogen Recirculation
[1s/div] [1s/div]
0 1 2 3 4 5 6 7 8 9 10 0 1 2 3 4 5 6 7 8 9 10
Time [sec] Time [sec]
(a) (b)

Figure 15.
Figure 15. Output
Output waveforms
waveforms during
during hydrogen
hydrogen recirculation
recirculation (a)
(a) not
not applied
applied compensation
compensation method
method
and (b)
and (b) applied
applied proposed
proposed compensation
compensation method.
method.

Figure
Figure 15b showsthe
16 shows theoutput
fuel cell output waveform
waveform whenpolymer
of the lithium the proposed voltage
battery. As thedrop compensation
current of the fuel
method is applied.
cell decreases, When the
the lithium voltagebattery
polymer drop occurs, it can
supplies be confirmed
additional thatasthe
current, voltage
shown in isFigure
restored
16.
Therefore, constant power can be supplied to the load.

70 160[A] 200
150[A]
60 150
[V]

F.C.

50 100
Battery Current [50A/div]
 Current [A]

Current [A]
F.C. Stack

F.C. Stack
20 Fuel Cell Voltage [10V/div] -50 20 Fuel Cell Voltage [10V/div] -50

10 -100 10 Compensation Method -100

Shut down
0 -150 0 -150
Hydrogen Recirculation Hydrogen Recirculation
[1s/div] [1s/div]
0 1 2 3 4 5 6 7 8 9 10 0 1 2 3 4 5 6 7 8 9 10
Electronics 2018, 7, 331 Time [sec] Time [sec] 14 of 17
(a) (b)

Figure 15. Output waveforms during hydrogen recirculation (a) not applied compensation method
by reducing the current reference from 180 A to 170 A, thereby preventing shutdown of the fuel cell
and (b) applied proposed compensation method.
during hydrogen recirculation.
Figure 16
Figure 16 shows
showsthe
theoutput
outputwaveform
waveformofofthethe lithium
lithium polymer
polymer battery.
battery. As current
As the the current offuel
of the the
fuel cell decreases, the lithium polymer battery supplies additional current, as shown
cell decreases, the lithium polymer battery supplies additional current, as shown in Figure 16.in Figure 16.
Therefore, constant power can be supplied to the load.
Therefore, constant power can be supplied to the load.

70 160[A] 200
150[A]
60 150
F.C. Stack Voltage [V]

F.C. Stack Current [A]

50 100
Battery Current [50A/div]
40 50
32[V]
30 0

20 -50
Battery Voltage [10V/div]

10 Compensation Method -100

0 -150

[1s/div]
0 1 2 3 4 5 6 7 8 9 10
Time [sec]

Figure
Figure 16.
16. Output
Output waveforms
waveforms of
of lithium
lithium polymer
polymer battery
battery during
during hydrogen
hydrogen recirculation.

Figure 17a
Figure 17a shows
shows the
the forklift
forklift with
with hybrid
hybrid fuel
fuel cell
cell battery
battery system. The experimental
system. The experimental method
method is is
lifting a 5 ton weight and driving at 25 km/h. The drive experiment of forklift was repeated
lifting a 5 ton weight and driving at 25 km/h. The drive experiment of forklift was repeated six times. six times.
Electronics 2018, 7, x FOR PEER REVIEW 15 of 18
Figure 17b shows the total output current of the hybrid fuel cell battery system flowing through
the inverter, while the forklift operates; when lifting 5 tons and driving at 25 km/h, the forklift
requires a current of 300 A or more maximally. 600 However, itTotal
canOutput
be seen that
Current the hybrid fuel cell
[200A/div]
F.C. Stack Current [A]

battery system works normally without the shutdown 400 during hydrogen recirculation, thanks to the
proposed voltage drop compensation method. 200
0

-200

-400

-600

0 10 20 30 40 50 60 70 80 90 100
Time [sec]
(a) (b)

Figure
Figure 17.
17. (a)
(a) The
The forklift
forklift with
with hybrid
hybrid fuel
fuel cell
cell battery
battery system
system and
and (b)
(b) the
the total
total output
output current
current of
of the
the
hybrid fuel
hybrid fuel cell
cell battery
battery system
system during forklift operation.

Figure 17b shows the total output current of the hybrid fuel cell battery system flowing through
5. Conclusions
the inverter, while the forklift operates; when lifting 5 tons and driving at 25 km/h, the forklift requires
In this
a current paper,
of 300 A ora more
fuel cell voltageHowever,
maximally. drop compensation
it can be seenmethod is hybrid
that the proposed. During
fuel cell hydrogen
battery system
recirculation,
works normally voltage
withoutdrop
theoccurs
shutdowndue during
to various factorsrecirculation,
hydrogen and causes thanks
shutdown ofproposed
to the the fuel cell. To
voltage
solve these problems,
drop compensation method.three factors to inducing voltage drop of fuel cell (the amount of hydrogen
supply, the temperature of fuel cell stack, and the current density of platinum catalyst) were analyzed.
Using the analyzed three factors, the voltage drop was calculated and compensated by controlling
5. Conclusions
the output current of the buck-boost converter used in the fuel cell system. At this time, the current
In this paper, a fuel cell voltage drop compensation method is proposed. During hydrogen
of the lithium polymer battery increases as the current of the fuel cell decreases. Thereby, constant
recirculation, voltage drop occurs due to various factors and causes shutdown of the fuel cell. To solve
power is supplied to the load.
these problems, three factors to inducing voltage drop of fuel cell (the amount of hydrogen supply, the
To verify the feasibility and effectiveness of the proposed voltage drop compensation method,
temperature of fuel cell stack, and the current density of platinum catalyst) were analyzed. Using the
the simulation was performed depicting the hybrid fuel cell battery system. Stable operation during
analyzed three factors, the voltage drop was calculated and compensated by controlling the output
hydrogen recirculation was verified by the fuel cell system and the drive experiments of the forklift.
current of the buck-boost converter used in the fuel cell system. At this time, the current of the lithium
Conventional control method occurs voltage drop from 32 V to 28 V during hydrogen recirculation,
which can cause fuel cell system breakdown. However, the shutdown problem was solved by using
the proposed compensation method, and the operation stability of the fuel cell system depending on
the various conditions was improved. Through this, the consumption of hydrogen fuel can be
reduced by improving the stability of the fuel cell system, unlike in the past, when excessive
Electronics 2018, 7, 331 15 of 17

polymer battery increases as the current of the fuel cell decreases. Thereby, constant power is supplied
to the load.
To verify the feasibility and effectiveness of the proposed voltage drop compensation method,
the simulation was performed depicting the hybrid fuel cell battery system. Stable operation during
hydrogen recirculation was verified by the fuel cell system and the drive experiments of the forklift.
Conventional control method occurs voltage drop from 32 V to 28 V during hydrogen recirculation,
which can cause fuel cell system breakdown. However, the shutdown problem was solved by using
the proposed compensation method, and the operation stability of the fuel cell system depending on
the various conditions was improved. Through this, the consumption of hydrogen fuel can be reduced
by improving the stability of the fuel cell system, unlike in the past, when excessive hydrogen fuel was
used. Given the experimental results, the proposed voltage drop compensation method could be a
good candidate for commercial fuel cell systems.

Author Contributions: T.-H.E., M.-H.S. conceived and designed the experiment; T.-H.E., J.-W.K., J.-T.K. and J.-H.L.
analyzed the theory; T.-H.E. wrote the manuscript; J.-T.K., C.-Y.W. participated in the research plan development
and revised the manuscript. All authors have contributed to the manuscript.
Funding: This research received no external funding.
Acknowledgments: This work was supported by the Korea Institute of Energy Technology Evaluation
and Planning (KETEP) and the Ministry of Trade, Industry and Energy (MOTIE) of the Republic of Korea
(No. 20172410104900). This research was supported by Basic Science Research Program through the National
Research Foundation of Korea (NRF) funded by the Ministry of Education (NRF-2016R1A6A1A03013567).
Conflicts of Interest: The authors declare no conflict of interest.

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