1992 IEEE TRANSACTIONS ON INDUSTRIAL INFORMATICS, VOL. 10, NO.
4, NOVEMBER 2014
Energy Management of Fuel Cell/Battery/
Supercapacitor Hybrid Power Sources Using
Model Predictive Control
Amin, Riyanto Trilaksono Bambang, Member, IEEE, Arief Syaichu Rohman, Member, IEEE, Cees Jan Dronkers,
Romeo Ortega, Fellow Member, IEEE, and Arif Sasongko, Member, IEEE
Abstract—Well known as an efficient and eco-friendly power
source, fuel cell, unfortunately, offers slow dynamics. When
attached as primary energy source in a vehicle, fuel cell would
not be able to respond to abrupt load variations. Supplementing
battery and/or supercapacitor to the system will provide a
solution to this shortcoming. On the other hand, a current
regulation that is vital for lengthening time span of the energy
storage system is needed. This can be accomplished by keeping
fuel cell’s and batteries’ current slope in reference to certain
values, as well as attaining a stable dc output voltage. For that
purpose, a feedback control system for regulating the hybrid
of fuel cell, batteries, and supercapacitor was constructed for
this study. Output voltage of the studied hybrid power sources
(HPS) was administered by assembling three dc–dc converters
comprising two bidirectional converters and one boost converter.
Current/voltage output of fuel cell was regulated by boost
converter, whereas the bidirectional converters regulated battery
and supercapacitor. Reference current for each converter was
produced using Model Predictive Control (MPC) and subse-
quently tracked using hysteresis control. These functions were
done on a controller board of a dSPACE DS1104. Subsequently,
on a test bench made up from 6 V, 4.5 Ah battery and 7.5 V, 120 F
supercapacitor together with a fuel cell of 50 W, 10 A, experiment
was conducted. Results show that constructing a control system
to restrict fuel cell’s and batteries’ current slope and maintaining
dc bus voltage in accordance with the reference values using MPC
was feasible and effectively done.
Index Terms—Battery, dc–dc converter, fuel cell, hysteresis,
Model Predictive Control (MPC), supercapacitor.
I. I NTRODUCTION
B ESIDES GLOBAL warming, fossil fuels become issues
being discussed globally. The excessive use of fossil
Manuscript received September 16, 2013; revised February 28, 2014;
accepted June 05, 2014. Date of publication July 01, 2014; date of current
version November 04, 2014. Paper no. TII-13-0642.
Amin is with the Research Centre for Electrical Power and Mechatronics,
Indonesian Institute of Sciences (LIPI), Bandung 40135, Indonesia (e-mail:
amin@lipi.go.id).
R. T. Bambang, A. S. Rohman, and A. Sasongko are with the School
of Electrical Engineering and Informatics, Bandung Institute of Technol-
ogy (ITB), Bandung 40132, Indonesia (e-mail: briyanto@lskk.ee.itb.ac.id;
arief@lskk.ee.itb.ac.id; asasongko@stei.itb.ac.id).
C. J. Dronkers is with the Faculty of Electrical Engineering, Mathemat-
ics, and Computer Science, University of Twente, 1081 GG Amsterdam,
The Netherlands (e-mail: ceesjandronkers@gmail.com).
R. Ortega is with the Laboratoire de Signaux et Systemes (SUPELEC),
91192 Gif-sur-Yvette, France (e-mail: Romeo.Ortega@lss.supelec.fr).
Color versions of one or more of the figures in this paper are available
online at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TII.2014.2333873
1551-3203 c 2014 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
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fuels threatens the availability of its world reserve since most
vehicles are fueled with it. Other problems from fossil fuels
use are the soaring levels of air pollution all over the world.
To get out from oil supply anxiety, seeking new power source
becomes major concern for researchers in energy field. One of
the available ways out is by putting renewable and alternative
energy in front.
Estimated from historical data, 50 years from now on, vehi-
cle number will multiply nearly four times and petroleum re-
serve will deplete when used at present rate [1]. To tackle these
oil and emission problems, especially in this last 10 years, fuel
cell has been developed as alternative generation source [2].
Using hydrogen that comes from renewable energy source and
producing only water as its byproduct make fuel cell classified
as environmental friendly. Fuel cell is also a flexible energy
source due to its lightweight and thin design. Furthermore,
fuel cell possesses high energy efficiency, hence very efficient.
These properties make fuel cell ideal to be generally used as
new power source in the coming future.
One common type of fuel cell is polymer electrolyte mem-
brane fuel cell (PEMFC). Currently, it is the best option for
distributed source of energy and an advantageous provider of
stationary power. Nonetheless, PEMFC has some drawbacks
to deal with. PEMFC cannot provide quick response due to
sluggish electrodynamics and electrochemical reactions in it,
which in turn produces inability to respond to abrupt load
changes when applied as vehicle’s power source [2]. Another
weakness is fuel starvation phenomenon. Fuel or oxygen
starvation will cause a drop of voltage during a quick time that
could be triggered by an immediate energy demand [3]–[5].
This incident will inflict performance decline of the fuel cell.
The working circumstance yielded afterward will destruct the
electro-catalyst of the above-mentioned fuel cell permanently,
which is indeed dangerous to fuel cell’s performance. In
addition to these, when its current slope is uncontrolled,
PEMFC’s will offer only a brief economic life. That is why
optimizing its economic life is crucial. This can be achieved
by restricting PEMFC’s current when rapid changes to the load
take place.
PEMFC would not always be able to provide power to
vehicle when it is mounted to vehicle’s propulsion. Thus,
during transient stages, such as start-up and acceleration,
other energy storage systems (ESSs) should be applied to
guarantee that peak power can be achieved. Supercapacitor
AMIN et al.: ENERGY MANAGEMENT OF FUEL CELL/BATTERY/SUPERCAPACITOR HPSS
Fig. 1. Frequency classification of fuel cell, supercapacitor, and battery.
and batteries can come up as the solution. By attaching them,
fuel starvation can be prevented and regenerative braking can
be done. Similar to other energy sources, besides offering
benefits, both supercapacitor and batteries are problematic too.
Supercapacitor owns lower energy density; energy provided
by standard supercapacitor is 3–5 Wh/kg, whereas lead acid
reaches 30–40 Wh/kg. In contrast, charging and discharg-
ing rates of supercapacitor are way too high compared to
battery [5].
Nowadays, ESSs such as supercapacitor and batteries have
been rigorously implemented together with fuel cell in hy-
brid cars. An energy management strategy thus should be
designed to create a fast dynamic system. It is a system where
fuel cell performs with the lowest frequency power source,
whereas supercapacitor works with the highest frequency.
Battery frequency is maintained between those of fuel cell’s
and supercapacitor’s. This is portrayed in Fig. 1 [3].
An array of methods has been studied so far. To name a
few, they are Triple-Half-Bridge bidirectional converter [6] and
one new topology for optimal energy sources configuration
which took into account considerations of the efficiency, cost,
and mass of the ESS [7], [8]. In addition, for managing
energy produced by fuel cell, supercapacitor, and battery,
some control methods have been proposed. They are wavelet
transform [9], [10], fuzzy logic control [10], [16], load power
sharing [11], supervisory control [12], sliding mode control
[13], proportional integral control [4], [14], optimal control
[15], and flatness control [16]. However, those methods per-
form correction only after errors take place. Model Predictive
Control (MPC) is the recommended solution for this problem.
Derived from numerical optimization, MPC actually offers
an optimum control scheme. Future control inputs and future
plant responses are both predicted using a system model and
are optimized at regular intervals with respect to performance
index. MPC algorithms can control large scale systems with
many control variables. MPC method have been studied in
hybrid vehicle and validated with simulations [17], [18]. In
[17], MPC was applied to control fuel cell and ultracapacitor.
In [18], predictive control was used to generate reference
powers of battery and fuel cell. A predictive control-based
strategy has also been adapted to fuel cell, supercapacitor, and
battery in tramway system to generate fuel cell and battery
reference current [19]. Subsequently, proportional integral
(PI) controller was used to generate duty cycle for each
converter by comparing fuel cell and battery reference current
with fuel cell and battery measured current. This predictive
control-based strategy in tramway system was then verified
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1993
Fig. 2. Proposed HPS topology.
with MATLAB/Simulink simulation. In contrast with [19], in
this paper, MPC-based strategy is used to generate reference
current for fuel cell, supercapacitor, and battery and tracked
using hysteresis control. Moreover, the work of [19] only dis-
cusses simulation result; whereas in this paper, both simulation
and experimental studies are presented. Simulations of the pro-
posed MPC have been performed using MATLAB/Simulink
and validated with small-scale experiments. Preliminary sim-
ulation and experimental result of this study appears in [20]. A
more comprehensive simulation and experimental study were
presented in this paper. Various controller parameters and load
changes were elaborated to evaluate MPC system response.
This paper was written according to these sequencing
sections. After introduction in Section I, HPSs’ control and
topology are described in Section II. Discussion on their
modeling then follows in Section III. Sections IV and V
elaborate the proposed MPC and MATLAB/Simulink simula-
tions of the energy management control. Experimental results
are available in Section VI. Finally, Section VII provides
conclusion inferred from this work.
II. H YBRID P OWER S OURCES
HPS refer to combined applications of fuel cell, battery, and
supercapacitor. It is often implemented in vehicles to assure
energy sufficiency. Proposed topology for HPS and control
method are explained in this section.
A. HPS Topology
Fig. 2 illustrates suggested topology for HPS. Fuel cell is the
main energy source (primary). Additional energy is delivered
by supercapacitor and battery as the secondary ESS. All these
sources were linked using a dc–dc converter to a dc bus,
forming a parallel configuration. Furthermore, a bidirectional
converter was supplemented to the secondary ESS with the
purpose of performing energy charge and discharge. Finally,
a boost converter was also incorporated to this topology to
provide fuel cell’s voltage improvement.
This topology gives flexibility. When other sources are
needed, we can merely attach the added energy system to dc
bus using parallel connection; hence, reconfiguration of prior
arrangement is not necessary. Analysis regarding the use of
this topology in hybrid cars was presented in [3] and [5].
1994 IEEE TRANSACTIONS ON INDUSTRIAL INFORMATICS, VOL. 10, NO. 4, NOVEMBER 2014

Fig. 5. Current step and response time (Td ).

Fig. 3. Blok diagram of HPS with proposed MPC.

Fig. 6. Simulink model for 50 W Heliocentris fuel cell.

applying current step to the fuel cell, battery, and supercapac-

itor, respectively (Fig. 5) [22], [25]. The dynamic response
in this model was taken into account in the MPC design
by augmenting this model into discrete time space model,
and subsequently incorporated in the dynamic programming
described in Section IV.
Fig. 4. Detailed controller scheme of proposed HPS.

A. Fuel Cell
B. HPS Control
Fuel cell used in this work was a Hy-Expert Instructor Fuel
Due to its ability to provide a methodical strategy related Cell System from Heliocentris with 50 W maximum power
to input constraints and states in a feedback control system, output. Using i–V curve, model for fuel cell is formulated as
MPC, therefore, was chosen. This strategy is done by yielding follows [23]:
optimum estimated inputs through finding real time solution
to a constrained optimization problem. As well, no matter how 
load varies, MPC enables system to maintain dc output voltage V (I) = 1.2121 − 0.5457 + 0.04445. ln (I + 0.0047)
steady according to its reference values. Besides, for each  
0.2580
converter, MPC also plays great role in defining its reference − 0.2843.I − 0.03851. ln .
0.2580 − (I + 0.0047)
current.
In this work, the tracking of reference current generated by (1)
MPC was done using a hysteresis control. Fig. 3 exposes block The fuel cell contains 10 cells with active surface area
diagram of HPS with the proposed controller [20], whereas the (A) of 25 cm2 , arranged in stack, forming series connection.
detailed scheme is provided in Fig. 4 [21]. Using MATLAB/Simulink, a diagram was constructed based
on (1), as shown in Fig. 6. Fig. 7 shows that simulation and
III. M ODEL experimental response time of fuel cell is about 7 s.

For simulation purpose, models that represent the dynamic

B. Battery
characteristics of HPS were constructed. To validate this
model, response time of HPS was measured and compared Lead acid battery was deployed for this work. It is a
with the model response. The response time was observed by successful commercial product and has been widely used for

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AMIN et al.: ENERGY MANAGEMENT OF FUEL CELL/BATTERY/SUPERCAPACITOR HPSS
Fig. 7. Response time of fuel cell (simulation (left) and measurement (right)).
Fig. 8. Generic model for battery.
Fig. 9. Battery response time [simulation (left) and measurement (right)].
Fig. 10. Equivalent model of supercapacitor.
over a century as electrical energy storage for automobiles
and other applications. Its advantages are low cost, relatively
high-power capability, not to mention mature technology.
MATLAB/Simulink was also used to process the battery
model further. Constraints incorporated in the model can be
found in [24]. Fig. 8 [25] displays battery model for this work.
Simulation and experimental response time of battery is about
3 s as shown in Fig. 9.
C. Supercapacitor
Fig. 10 exhibits supercapacitor equivalent model. As known,
supercapacitor consists of two electrodes arranged in parallel
with a dielectric material between them. Principle used in
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1995
Fig. 11. Simulation (left) and measurement (right) response time of superca-
pacitor.
Fig. 12. HPS model for control design.
supercapacitor is that electric power is collected from those
two electrodes charge. Interrelations between accumulated
electric power and voltage between those electrodes could be
seen from capacitance C of the supercapacitor.
Loss produced from supercapacitor’s self-discharging is
measured in equivalent parallel resistance (EPR). EPR repre-
sents leakage effect. In long term, this leakage will reduce
the functioning of ESS. Equivalent series resistance (ESR)
is resistance related to charging and discharging processes.
Therefore, only ESR is taken into account in common usage.
Experimental and simulation response time of supercapacitor
is very fast as shown in Fig. 11.
IV. M ODEL P REDICTIVE C ONTROL
In a system, variables available in a process should achieve
some points that have been established earlier. Manipulated
variables can perform this act. The principle procedure used
is by utilizing model behavior of an object to estimate coming
change that might happen in the process. MPC functions as a
control method for this process.
A. Linear MPC
To apply MPC in power converter considered in this work,
it is assumed that the dynamics of converters is represented by
a dynamical system consisting of controlled current source and
a transformer (Fig. 12). This assumption simplifies the control
strategy developed in this work. Despite being hardly stated,
some hybrid systems’ control strategies apply this generaliza-
tion [13], [26]. As long as converter’s transformation ratio is
unchanged and current reference is adequately smooth, this
assumption can continuously work. Unless this condition is
fulfilled, the system will return to its nonlinear state. Controller
design will assure smoothness of the current reference. When
voltages of dc bus and each voltage of HPS are fairly steady,
fixed converters transformation ratio will be reasonable for this
system.
1996 IEEE TRANSACTIONS ON INDUSTRIAL INFORMATICS, VOL. 10, NO. 4, NOVEMBER 2014

TABLE I TABLE II
H YSTERESIS C ONTROL L AW L IST OF S YMBOLS

There are two levels of controller. MPC serves as the first

controller and hysteresis as the second controller. Using HPS-
simplified circuit model with load variation represented by
variable resistance (Fig. 12) [21], current references for hys-
teresis control are generated by MPC (Fig. 3). The hysteresis
controls which compare actual currents (Ifc , Ibat , and Isc ) and
reference currents (Ifcref , Ibatref , and Iscref ) of each energy
sources produce pulse-width modulation (PWM) signal to
each converter. The switching signals are based on switching
law in Table I and cause the current to go up and down
between an upper band (Iref + upper bound) and a lower
band (Iref − lower bound) around Iref .
In order to facilitate MPC implementation, control model
was to be discretized first. At the same time, to assure con-
verters’ smooth reference signal, monitoring reference signal is
obligatory, which was conducted by recording the last input.
Therefore, the last input was included in the state variable.
The following discrete-time state space model represents the ⎡ ⎤ ⎡ ⎤
controlled plant [21]: 1 0 00 0 0 0 0 0
⎢0 1 00 0 0 ⎥ ⎢0 0 0⎥
⎢ ⎥ ⎢ ⎥
x(k + 1) = Ax(k) + Bu(k) ⎢0 0 10 0 0 ⎥ ⎢0 0 0⎥
⎢ ⎥ ⎢ ⎥
⎢0 0 00 0 0 ⎥ ⎢1 1 1⎥
y(k) = Cx(k) + Du(k) (2) ⎢ ⎥ ⎢1 ⎥
C=⎢
⎢0 0 0 −
1
0 0 ⎥ ⎥ D=⎢
⎢ 0 0⎥ ⎥.
⎢ ts ⎥ ⎢ ts ⎥
where ⎢ 1 ⎥ ⎢ 1 ⎥
⎡ ⎤ ⎢0 0 0 0 − 0 ⎥ ⎢0 0⎥
⎢ ts ⎥ ⎢ ts ⎥
⎡ ⎤ Vfc ⎣ 1⎦ ⎣ 1⎦
Vfc ⎢ ⎥ 0 0 0 0 0 − 0 0
⎢ V ⎥ ⎢ Vbat ⎥
⎢ ⎥ ⎡ ⎤ ⎢ ⎥ ts ts
⎢
bat
⎥ Ifcref ⎢ Vsc ⎥
⎢ Vsc ⎥ ⎢ ⎥
⎢ ⎥ ⎢ ⎥ ⎢ ⎥ Battery reference voltage (Vbatref ) and supercapacitor refer-
x=⎢ ⎥ u = ⎣Ibatref ⎦ y = ⎢Idcbus ⎥
⎢ Ilastfcref ⎥ ⎢ ⎥ ence voltage (Vscref ) here are considered as a state-of-charge
⎢ ⎥ Iscref ⎢ dIfc ⎥
⎣Ilastbatref ⎦ ⎢ ⎥ (SOC) of battery and supercapacitor, respectively [5]. Detail
⎢ ⎥
⎣ dIbat ⎦ explanation of symbols in (2) is shown in Table II.
Ilastscref
dIsc
⎡ ⎤ B. Dynamic Programming
1 0 0 0 0 0
⎢0 1 0 0 0 0⎥
⎢ ⎥ Dynamic programming (DP) is powerful in finding solution
⎢0 0 1 0 0 0⎥
A=⎢
⎢0
⎥ for MPC’s problem. DP is known to be an efficient tool for
⎢ 0 0 0 0 0⎥
⎥ optimization involving dynamic system. It should be noted
⎣0 0 0 0 0 0⎦ that in case of unconstrained MPC considered in this paper,
0 0 0 0 0 0 no particular advantages are provided by DP approach in com-
parison with simpler MPC. However, the DP offers advantages
⎡ ⎤
Vdcbusref ts for general constrained MPC by providing ability to shift
⎢− Vfcref Cfc 0 0 ⎥ some of the online computational burden to offline [27]. Thus,
⎢ ⎥
⎢ V t
dcbusref s ⎥ DP method presented in this paper for unconstrained MPC
⎢ 0 − 0 ⎥
⎢ Vbatref Cbat ⎥ could be considered an intermediate step toward more general
⎢ Vdcbusref ts ⎥
B=⎢ − ⎥ constrained MPC. Deployed for main system’s control design,
⎢ 0 0
Vscref Csc ⎥
⎢ ⎥ MPC applies penalties on variables of input and output. DP
⎢ 1 0 0 ⎥
⎢ ⎥ aims for minimizing output’s quadratic cost. Besides, DP also
⎣ 0 1 0 ⎦
monitors penalty matrices operation for step n to step n + N ,
0 0 1 where n is time step and N is time horizon specified in MPC.

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AMIN et al.: ENERGY MANAGEMENT OF FUEL CELL/BATTERY/SUPERCAPACITOR HPSS 1997

Assuming unknown load and constant values for ỹ(k) obtained

for every k, DP solved cost function as follows [21]:

T T
J (k, x) = min u(k) Ru(k) + (y(k) − ỹ) Q(y(k) − ỹ)
u(k)

+J (k + 1, Ax + Bu) (3)
where Q and R are symmetric positive semidefinite and defi-
nite weighting matrices, respectively. By eliminating k for the
sake of simplification and suppose J(k + 1, x) take form of
xT Pk+1 x + ỹ T Vk+1 ỹ + xT Zk+1 ỹ, J(k, x) was defined using
Pk+1 , Vk+1 , and Zk+1 . Optimum control of the one-step
prediction control problem was done first [21]
T
J(k, x) = min(uT Ru + (Cx + Du − ỹ) Q(Cx + Du − ỹ)
u
T
+ (Ax + Bu) Pk+1 (Ax + Bu) + ỹ T Vk+1 ỹ
T
+ (Ax + Bu) Zk+1 ỹ). (4)
One-step optimum control uopt is represented as [21] Fig. 13. Diagram of HPS with proposed MPC using Simulink.

2Ruopt + 2DT Q(Cx + Duopt − ỹ)

+ 2B T Pk+1 (Ax + Buopt ) + B T Tk+1 + B T Zk+1 ỹ = 0

R + DT Qn D + B T Pk+1 B uopt
 1
= −DT Qn C − B T Pk+1 A x + DT Qỹ − B T Zk+1 ỹ.
2
(5)
Subsequently, result for uopt denoted as uopt = K (k) x + Fig. 14. Simulation results of proposed MPC with Npred = 5.
M (k) ỹ, with (k) omitted, was obtained through [21]
T
J(k, x) = (Kx + M ỹ) R(Kx + M ỹ)
T
+(Cx + DKx + DM ỹ − ỹ)
Q(Cx + DKx + DM ỹ − ỹ)
T
+(Ax + BKx + BM ỹ)
Pk+1 (Ax + BKx + BM ỹ)
T
+ ỹ T Vk+1 ỹ +(Ax + BKx + BM ỹ) Zk+1 ỹ
 Fig. 15. Simulation results of proposed MPC with Npred = 10.
T
= xT K T RK +(C + DK ) Q(C + DK )

T
+ (A + BK ) Pn+1 (A + BK ) x

T
+ ỹ T M T RM +(DM − I) Q(DM − I)

T T
+ (BM ) Pk+1 BM + Vk+1 + (BM ) Zk+1 ỹ

T
+ xT 2K T RM + 2(C + DK ) Qk (DM − I)
T
+ 2 (A + BK ) Pk+1 BM Fig. 16. Simulation results of proposed MPC with Npred = 50.

T
+ (A + BK ) Zk+1 ỹ. (6)
The simulation demonstrated the effect of changing the
It can be shown that the state-feedback control is defined
control parameters such as weight values, prediction horizon,
as [21]
and load changes to the MPC response, i.e., dc bus voltage and
usf = u(n) = K(n)x + M (n)ỹ. (7)
current of each energy source (fuel cell, battery, and superca-
pacitor). Results for some prediction horizons were exhibited
V. S IMULATION in Figs. 14–16. Figs. 17–20 illustrate the simulation results for
Prior to real implementation, a simulation was carried out some weight changes. Finally, Figs. 21–23 display the results
to evaluate the designed control system. Again Simulink was with load changes. The parameters used in simulating the
used to create diagram for the simulation. The overall diagram system and generating the controller are shown in Table III.
is given in Fig. 13, integrating an MPC system to regulate the From Figs. 14–16, it can be seen that, in general, by adding
investigated HPS [20]. the horizon prediction (Npred ), fuel cell and battery’s current

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1998
Fig. 17. Simulation results of proposed MPC with weight values =
[0 1e6 1e5 1e9 5e2 1e2 1e − 3 5e3 1e4 1e4].
Fig. 18. Simulation results of proposed MPC with weight values =
[0 1e6 1e5 1e9 5e2 1e2 1e − 3 5e4 1e6 1e6].
Fig. 19. Simulation results of proposed MPC with weight values =
[0 1e6 1e5 1e9 5e1 1e1 1e − 1 5e4 1e6 1e6].
Fig. 20. Simulation results of proposed MPC with weight values =
[0 1e4 1e3 1e5 5e2 1e2 1e − 3 5e4 1e6 1e6].
Fig. 21. Simulation results of proposed MPC with loads from 11 to 6 Ω.
Fig. 22. Simulation results of proposed MPC with loads from 22 to 11 Ω.
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IEEE TRANSACTIONS ON INDUSTRIAL INFORMATICS, VOL. 10, NO. 4, NOVEMBER 2014
Fig. 23. Simulation results of proposed MPC with loads from 22 to 7.5 Ω.
TABLE III
S IMULATION AND C ONTROLLER PARAMETERS
Fig. 24. Each current of HPS when increasing load power.
slope increases while the dc bus voltage is relatively stable
according to the reference voltage; Whereas, from Figs. 17–20,
it can be inferred that by changing the weight values, the
amount of current supplied by each energy source will be
affected; however, the dc bus voltage is relatively stable in
line with the reference voltage.
Load changes effects in the simulation are shown in
Figs. 21–23. The dc bus voltage is well regulated with over-
shoot up to 0.38%. As load increases, supercapacitor supplies
the current in the transient conditions. Furthermore, current
slopes of batteries and fuel cell become restricted when fuel
cell’s current slope happens more slowly than batteries’. This
phenomenon is displayed in Fig. 24. On the other hand, current
of the fuel cell drops gradually to perform supercapacitor and
batteries’ charging. This happens as load decreases, as shown
in Fig. 25. The reference power and generated power for load
AMIN et al.: ENERGY MANAGEMENT OF FUEL CELL/BATTERY/SUPERCAPACITOR HPSS 1999

Fig. 25. Each current of HPS when load power decreases.

Fig. 28. Block diagram of the implemented system.

Fig. 26. Reference power and generated power with loads from 22 to 7.5 Ω.

Fig. 27. Reference current and generated current of HPS with loads from 22
to 7.5 Ω.

changes from 22 Ω to 7.5 Ω is shown in Fig. 26. Moreover,

Fig. 29. Test bench configuration for the study.
Fig. 27 shows the reference current and generated current of
fuel cell, battery, and supercapacitor.

VI. I MPLEMENTATION
In the implementation stage, employing MATLAB/Simulink
software, the designed control method was embedded on a
dSPACE platform. To test the controller, a dSPACE DS1104
board was plugged in to a PC mainboard. On the controller
board, computation process of the proposed control algo-
rithms was executed as well. The parameters utilized for this
experiment were the same as those applied for simulation
(Table III). Diagram for this is illustrated in Fig. 28 [20]. The
Fig. 30. Experimental results with Npred = 5.
controller board’s analog-to-digital converters (ADC), using
a signal conditioning circuit, reads voltage and current of the
HPS. Computation process would produce switching signals to
MOSFET driver via signal conditioning circuit. The switching
signal used to regulate the dc–dc converter. ControlDesk
exhibited the whole system’s control and computation in real
time. Fig. 29 illustrates test bench for MPC [20] where small-
scale energy sources were utilized.
Unlike [20], these experiments validated the simulation
results to the effect of modifying the control parameters such
as prediction horizon, weight values, and load changes to the
MPC system response.
Figs. 30–32 exhibit the experimental results for some pre-
diction horizons. Results reveal that by changing the horizons, Fig. 31. Experimental results with Npred = 10.

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2000 IEEE TRANSACTIONS ON INDUSTRIAL INFORMATICS, VOL. 10, NO. 4, NOVEMBER 2014

Fig. 32. Experimental results with Npred = 50.

Fig. 36. Experimental results with weight values = [0 1e4 1e3 1e5 5e2 1e2
1e − 3 5e4 1e6 1e6].

Fig. 33. Experimental results with weight values = [0 1e6 1e5 1e9 5e2 1e2
1e − 3 5e3 1e4 1e4].
Fig. 37. Experimental results with loads changing from 22 to 7.5 Ω.

Fig. 34. Experimental results with weight values = [0 1e6 1e5 1e9 5e2 1e2
1e − 3 5e4 1e6 1e6]. Fig. 38. Experimental results with loads changing from 22 to 11 Ω.

Fig. 35. Experimental results with weight values = [0 1e6 1e5 1e9 5e1 1e1 Fig. 39. Experimental results with loads changing from 11 to 6 Ω.
1e − 1 5e4 1e6 1e6].

source (fuel cell, battery, and supercapacitor) will be affected

current slopes of battery and fuel cell are affected. It was also
observed that dc bus voltage is well regulated with 4.25%
overshoot.
Figs. 33–36 present the impact of weight values. The
experimental results show that the current value of each energy
simply by adjusting the weight values. For some weight
changes, the dc bus voltage remains stable despite the variation
of the battery and fuel cell current slopes.
Figs. 37–39 display the effect of different load varia-
tions. The results indicate that when load current increases,

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AMIN et al.: ENERGY MANAGEMENT OF FUEL CELL/BATTERY/SUPERCAPACITOR HPSS
supercapacitor generates the transient current. During that
time, current of the battery and fuel cell remain limited.
Conversely, current of the fuel cell declines slowly and charges
supercapacitor and battery when the load current decreases.
Moreover, with 6.23% overshoot, dc bus voltage is well
regulated.
VII. C ONCLUSION
Energy management of HPS comprising fuel cell/battery/
supercapacitor using MPC was successfully investigated. The
proposed MPC method can maintain the DC bus voltage
according to the reference value as well as limit the battery
and fuel cell currents slope. Experimental results for different
load changes demonstrate that dc bus voltage is well regulated
with overshoot of 6.23% and voltage ripple of 4.25%.
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Amin was born in Tegal, Central Java, Indonesia, in
1982. He received the Bachelor degree in electrical
engineering from the Jenderal Achmad Yani
University (UNJANI), Cimahi, Indonesia, in 2005,
and the Master degree in electrical engineering
from the School of Electrical Engineering and
Informatics, Institut Teknologi Bandung (ITB),
Bandung, Indonesia, in 2012.
Since 2008, he has been working with the
Research Centre for Electrical Power and
Mechatronics, Indonesian Institute of Sciences
(LIPI), Bandung. His research interests include electric vehicle and hybrid
electric vehicle, including dc–dc converter and electric motor control.
Riyanto Trilaksono Bambang (M’88) was born
in Banyuwangi, Indonesia, on November 15, 1962.
He received the Bachelor of Engineering degree in
electrical engineering from the Electrical Engineer-
ing Department, Institut Teknologi Bandung (ITB),
Bandung, Indonesia, in 1986, and the Master of Sci-
ence and Doctor of Engineering degrees in electrical
engineering both from the Electrical Engineering
Department, Waseda University, Tokyo, Japan, in
1991 and 1994, respectively.
He is a Lecturer with the School of Electrical
Engineering and Informatics, ITB. His research interests include robust and
intelligent control and signal processing, multiagent systems, and robotics.
2002 IEEE TRANSACTIONS ON INDUSTRIAL INFORMATICS, VOL. 10, NO. 4, NOVEMBER 2014
Arief Syaichu Rohman (M’11) was born in
Malang, East Java, Indonesia. He received the
Bachelor (Ir.) degree in electrical engineering from
the Institut Teknologi Bandung (ITB), Bandung,
Indonesia, in 1990, the Master of Engineering
Science (MEngSc) degree in systems and control
from the University of New South Wales, Sydney,
Australia, in 1998, and the Ph.D. degree in sys-
tems and control from the University of Newcastle,
Callaghan, NSW, Australia, in 2005.
He was working with the Research and Devel-
opment Division, PT IPTN, the Indonesian Aircraft Industry, from 1990 to
1992. Since 1992, he teaches undergraduate and graduate courses in electrical
engineering with the School of Electrical Engineering and Informatics, ITB.
His research interests include anti-windup systems, model predictive control,
and sliding mode control and their applications.
Cees Jan Dronkers received the Master degree in
mathematical systems and control theory from the
University of Twente, Enschede, The Netherlands,
in 2011.
Since January 2012, he has been working as
a Process Consultant with Dutch Grid Operator
Liander, Arnhem, The Netherlands.
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Romeo Ortega (M’70–SM’98–F’99) was born in
Mexico. He received the B.Sc. degree in electri-
cal and mechanical engineering from the National
University of Mexico, Mexico City, Mexico; the
Master degree in engineering from the Polytechnical
Institute of Leningrad, St. Petersburg, Russia; and
the Docteur D’Etat degree from the Politechnical
Institute of Grenoble, Grenoble, France, in 1974,
1978, and 1984, respectively.
He has been a Member of the French National Re-
searcher Council (CNRS), Paris, France since 1992.
Currently, he is with the Laboratoire de Signaux et Systemes (SUPELEC),
Paris, France. His research interests include nonlinear and adaptive control,
with special emphasis on applications.
Arif Sasongko (M’XX) was born in Yogyakarta,
Indonesia, on October 25, 1976. He received the
Bachelor and Master degrees from the electrical
engineering, Institut Teknologi Bandung (ITB), Ban-
dung, Indonesia, in 1998 and 2000, respectively,
and the Ph.D. degree in nano/microelectronics from
the Université Joseph Fourier, Grenoble, France, in
2004.
He is a Lecturer with the School of Electrical
Engineering and Informatics, ITB. From 2008 to
2012, he was involved in the development of Wimax
chipset and protocols for the Ministry of Communication and Informatics.
His research interests include embedded system, cryptography, and system
on chip.