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Abstract—This paper presents an innovative control law for dis- in helping to meet the demands of power quality and reliability
tributed dc generation supplied by a fuel cell (FC) (main source) of distributed power generation [1], [2].
and supercapacitor (auxiliary source). This kind of system is a It is believed that FC vehicles could revolutionize the auto-
multiconverter structure and exhibits nonlinear behavior. The op-
eration of a multiconverter structure can lead to interactions be- mobile industry by replacing internal combustion engine (ICE)
tween the controls of the converters if they are designed sepa- technology [3]. As reported in [4], for vehicle applications, the
rately. Typically, interactions between converters are studied using total efficiency of an ICE based on a propulsion system and
impedance criteria to investigate the stability of cascaded systems. FC vehicle comprises the well-to-tank efficiency and the tank-
In this paper, a nonlinear control algorithm based on the flatness to-wheel efficiency. Overall, the FC vehicle is more efficient
properties of the system is proposed. Flatness provides a convenient
framework for meeting a number of performance specifications for than the ICE vehicle. The well-to-wheel efficiencies are 21.7
the hybrid power source. Using the flatness property, we propose and 13.8% for FC and ICE vehicles, respectively. For hydro-
simple solutions to hybrid energy management and stabilization gen manufacture, there are many ways to produce hydrogen,
problems. The design controller parameters are autonomous of particular from wind turbines and photovoltaic cells [5].
the operating point; moreover, interactions between converters are According to recent works on FC characteristics [6]–[9],
taken into account by the controllers, and high dynamics in dis-
turbance rejection is achieved. To validate the proposed method, the specific properties of FCs that result in a delayed out-
a hardware system is realized with analog circuits, and digital es- put power response are related to processing time through
timation is accomplished with a dSPACE controller. Experimental subsidiary equipments, and slow internal electrochemical and
results with small-scale devices (a polymer electrolyte membrane thermodynamic characteristics. Therefore, in order to supply
FC of 1200 W, 46 A and a supercapacitor module of 100 F, 500 A, electric power to fluctuating loads via the hybrid system of the
and 32 V) in a laboratory corroborate the excellent control scheme
during a motor-drive cycle. FC, an electric energy storage system is needed to compensate
the gap between the output from the FC and the load, in addition
Index Terms—Converters, current control, electric vehicles, to collaborative load sharing. At the moment, based on present
energy management, flatness-based control, fuel cells (FCs),
supercapacitor. storage device technology, the supercapacitor (or “ultracapaci-
tor”) storage device has received wide attention [10], [11] as an
auxiliary power source.
The primary difference between batteries and supercapaci-
I. INTRODUCTION
tors is that the former store energy in the bulk of chemical
ENEWABLE energy sources [such as wind turbines, pho- reactants capable of generating charge, whereas the latter store
R tovoltaics, and fuel cells (FCs)] are expected to provide a
higher proportion of the world’s energy demand in the near fu-
energy directly as surface charge. Battery discharge rate and,
therefore, power performance is limited by reaction kinetics
ture. FCs, in particular, are anticipated to play a significant role as well as mass transport, while such limitations do not ap-
ply to supercapacitors constructed with two activated carbon
electrodes, thereby allowing exceptionally high power capa-
Manuscript received October 30, 2009; revised April 5, 2010 and May 16, bility during both charge and discharge [12]. In addition, the
2010; accepted June 6, 2010. Date of current version August 20, 2010. This highly reversible electrostatic charge storage mechanism in su-
work was supported in part by a Research Program in cooperation with the Thai–
French Innovation Institute, King Mongkut’s University of Technology North percapacitors does not lead to the volume changes observed in
Bangkok, and the Institut National Polytechnique de Lorraine, Nancy University batteries with electrochemical transformations of active masses.
under the Franco-Thai on Higher Education and Research Joint Project (2009– This volume change limits the lifetime cycle of batteries usu-
2010), in part by the French National Center for Scientific Research (CNRS)
and the Nancy Research Group in Electrical Engineering (GREEN UMR 7037), ally to several hundred cycles, whereas supercapacitors have
and in part by the Thailand Research Fund (TRF) under Grant MRG5180348. demonstrated from hundreds of thousands to many millions of
Paper no. TEC-00464-2009. full-charge/discharge cycles [10].
P. Thounthong is with the Department of Teacher Training in Electrical
Engineering and the Renewable Energy Research Centre, King Mongkut’s Previous research works have shown that hybridization of
University of Technology North Bangkok, Bangkok 10800, Thailand (e-mail: FC vehicles with batteries [13], [14], supercapacitors (ultra-
phtt@kmutnb.ac.th; phatiphat.thounthong@ensem.inpl-nancy.fr). capacitors) [15], [16], and battery/supercapacitors [17], [18],
S. Pierfederici and B. Davat are with the Groupe de Recherche
en Electrotechnique et Electronique de Nancy, Institut National Poly- provides cost, performance, and operational improvements, as
technique de Lorraine, Nancy University, 54510 Nancy, France (e-mail: well as fuel economy benefits that are attractive and should
serge.pierfederici@ensem.inpl-nancy.fr; bernard.davat@ensem.inpl-nancy.fr). be considered. As reported in [19], an FC/supercapacitor hy-
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org. brid source has better performance than an FC/battery source,
Digital Object Identifier 10.1109/TEC.2010.2053037 because the supercapacitor can more effectively assist the FC
to meet the transient power demand, and high-current charges In the interleaving method, the converter modules all operate
and discharges from batteries will also have a reduced lifetime. at the same switching frequency. Their switching waveforms are
Even better, hybrid source in a FC/battery/supercapacitor com- displaced in phase with respect to one another by 2π/N radians
bination has been presented in [18]. A main improvement of the over the switching period, with N being the number of converters
FC/battery/supercapacitor vehicle is the increase in the battery working in parallel. The interleaved converter can benefit both
lifetime due to reduction of high-current charges and discharges. high current and high power density designs. It is ideal for dc-
However, there are still some aspects of control methods bus converters and merchant power applications because the
to be studied, particularly in the area of dynamics, robust- reduced input ripple current and reduced output capacitor ripple
ness, stability, and efficiency. Recent work on controlling a current lessen the electrical stress on the dc capacitors [33].
FC/supercapacitor hybrid power plant is reported in [16], where Fig. 1 depicts the proposed hybrid source structure. The FC
a linear control using PI compensator was proposed for dc- converter combines four-phase parallel boost converters with
link stabilization. Design controller parameters based on linear interleaving, and the supercapacitor converter employs four-
methods require a linear approximation, where this is dependent phase parallel bidirectional converters with interleaving. These
on the operating point. Because the switching model of the hy- latter two converters are in the high-current and low-voltage
brid power plant is nonlinear, it is natural to apply model-based sections. In order to obtain a higher utility voltage level, a three-
nonlinear control strategies that directly compensate for system level boost converter can be used as a high-voltage section.
nonlinearity without requiring a linear approximation [20]. The use of a high-voltage section converter leads to better ef-
Differential flatness theory (nonlinear approach) was first in- ficiency of the global conversion structure due to the use of
troduced by Fliess et al. [21]. This allowed an alternate repre- MOSFET/Schottky diode technology rather than insulated gate
sentation of the system, where trajectory planning and nonlinear bipolar transistor (IGBT)/ultrafast diode technology [34].
controller design is clear-cut. These ideas have been used lately Constraints in operating the three-level boost converter are
in a variety of nonlinear systems across various engineering to regulate the input current iLoad , the dc-bus output vOut and
disciplines including: control of a high-speed linear axis driven to ensure the balance of voltages across capacitors C1 and C2 .
by pneumatic muscle actuators [22], control of cathode pressure It is beyond the scope of this paper to present the three-level
and oxygen excess ratio of a proton exchange membrane (PEM) boost converter. For more details may be found in [34]. Thus,
fuel cell system [23], steering control of a two-level quantum the following presentation will detail only with the low-voltage
system [24], reactive power and dc voltage tracking control of and high-current section.
a three-phase voltage source converter [25], control of open- For safety and high dynamics, the FC and supercapacitor
channel flow in an irrigation canal [26], current control for three converters are typically controlled primarily by inner current
phase three-wire boost converters [27], design of a guidance al- regulation loops. The current controls of these converters, as
gorithm for the hypersonic phase of a lifting-body vehicle [28], illustrated in Fig. 2, are similar to the basic current control
and control of a space robot with arbitrarily oriented joint axes of parallel converters. These controls can be easily realized
and two momentum wheels at the base [29]. with linear (PI) or nonlinear (sliding mode) current controllers
In this paper, we present an innovative control approach called [35]. The dynamics of the current regulation loops are also
differential flatness to manage energy in the proposed system. supposed to be much faster than those of the outer control loops
This paper is focused on a special control strategy and control [36]. These current control loops are supplied by two reference
law. This method enables the management of transient power signals: the supercapacitor current reference iSCREF and the FC
demand, power peaks, and regenerative braking, particularly in current reference iFCREF generated by the energy management
future FC vehicle applications, in light of FC and supercapacitor algorithm presented hereafter.
constraints. It will provide a new contribution to the field of the
multisource system. The general structure of the studied system,
the new control algorithm of the hybrid source, realization of the B. Reduced-Order Model of FC/Supercapacitor Converters
experimental bench, and experimental validation are presented We suppose that the FC and supercapacitor currents follow
in the following sections. their reference values completely. Thus,
Fig. 1. Proposed distributed generation system supplied by fuel cell and supercapacitor, where p L o a d (= v B u s · iL o a d ), v B u s , and iL o a d are the load power, the
dc-bus voltage, and the dc-bus load current, respectively. p F C (= v F C · iF C ), v F C , and iF C are the FC power, voltage, and current, respectively. p S C (= v S C · iS C ),
v S C , and iS C are the supercapacitor power, voltage, and current, respectively. p F C o and p S C o are the output powers to the dc link from the converters of FC and
supercapacitor, respectively.
The dc-bus capacitive energy yBus , and the supercapacitive 2ySC
energy ySC can be written as follows: pSC = vSC iSC = iSC . (10)
CSC
1 2
CBus vBus
yBus = (3)
2
III. CONTROL OF A HYBRID POWER SOURCE
1 2
ySC = CSC vSC . (4) A. Literature Review: Control of a Hybrid Power Source
2
The total electrostatic energy yT stored in the dc-bus capacitor The energy management of multipower sources has been
CBus and the supercapacitor CSC can also be written as follows: studied recently: for example, by Feroldi et al. [38], who studied
1 1 the control (based on the efficiency map) of a FC/supercapacitor
2 2
CBus vBus
yT = + CSC vSC . (5) hybrid power source for vehicle applications; by Jiang et al. [39],
2 2
who studied the control (based on adaptive control with state-
The dc-bus capacitive energy yBus is given versus pFCo , pSCo ,
machine estimation) of a FC/battery hybrid power source; by
and pLoad by the following differential equation:
Li and Liu [40], who studied the control (using a fuzzy power
ẏBus = pFCo + pSCo − pLoad (6) control algorithm) of a FC/battery hybrid power source; and
by Thounthong et al., whose work concerned a regulated dc-bus
where
2 voltage FC/supercapacitor hybrid source (based on a basic linear
pFC controller operated by setting controller parameters that depend
pFCo = pFC − rFC (7)
vFC on a defined operating point) [16], a regulated dc-bus voltage
FC/battery/supercapacitor hybrid source (based on a basic linear
2 controller operated by setting controller parameters that depend
pSC
pSCo = pSC − rSC (8) on a defined operating point) [18] and an unregulated dc-bus
vSC
voltage FC/battery hybrid source (based on the battery state-
2yBus of-charge) [14]. Nevertheless, in these structures, there are still
pLoad = vBus iLoad = iLoad (9) some aspects about the control laws that remain open to study,
CBus
912 IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 25, NO. 3, SEPTEMBER 2010
ẋ = f (x, u) (11)
x = [x1 , x2 , . . . xn ]T , x ∈ n (12)
T
u = [u1 , u2 , . . . um ] , u ∈ m (13)
y = [y1 , y2 , . . . , ym ]T ; y ∈ m (14)
with
Fig. 2. Current control loops of the proposed FC/supercapacitor converters.
y = φ(x, u, u̇, . . . , u(α ) ) (15)
such that the state variable and control variable can be written
as follows:
C. Proposed Differential Flatness-Based Control Hybrid tracking of the trajectory is given by the following expres-
Source sion [20], [27]:
In the proposed system depicted in Fig. 1, there are two
(ẏ1 − ẏ1REF )+K11 (y1 −y1REF )+K12 (y1 −y1REF )dτ = 0
voltage variables or two energy variables to be regulated.
1) The dc-bus energy yBus is the most important variable. (24)
2) The supercapacitor storage energy ySC is of secondary where the set of controller parameters (K11 , K12 ) is chosen, so
importance. that the roots of the closed-loop characteristic polynomial, in
Therefore, based on the previous literature referenced earlier, the complex variable s, is a Hurwitz polynomial
we propose to utilize the supercapacitors, the fastest energy
p (s) = s2 + λ1 s1 + λ0 . (25)
source of the proposed system, to supply the energy for the dc
bus [16], [18]. Hence, the FC (as the slowest dynamic device) Obviously, the tracking error e1 = y1 − y1REF satisfies
functions to supply the energy to both the dc-bus capacitor CBus
and the supercapacitors CSC to keep them charged. ë1 + K11 ė1 + K12 e1 = 0. (26)
The flat output y = [y1 , y2 ]T , control variable u = [u1 , u2 ]T , The optimum choice of the design controller parameters
and state variable x = [x1 , x2 ]T are defined as follows: is obtained by matching the characteristic polynomial p(s)
to a desired characteristic polynomial, with prespecified root
yBus pSCREF vBus
y= , u= , x= . locations.
yT pFCREF vSC We may set as the desired characteristic polynomial
(18)
From (3) and (5), the state variables x can be written as p (s) = s2 + 2ζωn s + ωn2 (27)
follows: K11 = 2ζωn (28)
2y1 K12 = ωn2 (29)
x1 = = ϕ1 (y1 ) (19)
CBus
where ζ and ωn are the desired dominant damping ratio and
2(y2 − y1 ) natural frequency.
x2 = = ϕ2 (y1 , y2 ) . (20) It is noticeable that the control system is stable for K11 ,
CSC
K12 > 0 (ζ, ωn > 0). However, based on the power electronic
From (6), the control variables u can be calculated from the constant switching frequency ωS and cascade control structure,
flat output y and its time derivatives (inverse dynamics, see the outer control loop (here, the dc-bus energy control) must
Fig. 4) operate at a cutoff frequency ωE ωC (the cutoff frequency
of the supercapacitor power loop) ωS [43]. Once the flat
ẏ1 + (2y1 /CBus )iLoad −pFCo
u1 = 2pSCM ax 1− 1−
outputs are stabilized, the whole system is stable because all the
pSCM ax variables of the system are expressed in terms of the flat outputs
via (19)–(23).
= ψ1 (y1 , ẏ1 ) = pSCREF (21) The control law of the dc-bus energy loop detailed earlier is
portrayed in Fig. 5. The dc-bus energy control law generates
ẏ2 + (2y1 /CBus )iLoad a supercapacitor power reference pSCREF . This signal is then
u2 = 2pFCM ax 1 − 1 −
pFCM ax divided by the measured supercapacitor voltage vSC and lim-
ited to maintain the supercapacitor voltage within the interval
= ψ2 (y1 , ẏ2 ) = pFCREF (22) [minimum VSCM in , maximum VSCM ax ] by limiting the superca-
pacitor charging current or discharging current, as presented in
where the block “superC current limitation function” [16]. This yields
2
vSC v2 supercapacitor current reference iSCREF .
pSCM ax = , pFCM ax = FC . (23) For total energy regulation (or supercapacitor energy regu-
4rSC 4rFC
lation), the desired reference trajectory for the total energy is
In this case, pSCM ax and pFCM ax are the limited maximum represented by y2REF . Because the supercapacitor has an enor-
power of the supercapacitor and FC sources, respectively. mous energy storage capacity, and because the supercapacitor
Thus, it is apparent that x1 = ϕ1 (y1 ), x2 = ϕ2 (y1 , y2 ), energy is defined as a slower dynamic variable than the dc-
u1 = ψ1 (y1 , ẏ1 ), and u2 = ψ2 (y1 , ẏ2 ) correspond with (16) bus energy variable, the total energy control law is defined as
and (17). Consequently, the proposed reduced-order system can follows:
be considered as a flat system.
(ẏ2 − ẏ2REF ) + K21 (y2 − y2REF ) = 0. (30)
D. Control Law and Stability Fig. 6 depicts the total energy control loop. The total energy
For dc-bus energy regulation, a desired reference trajectory control law generates the FC power reference pFCREF . It must be
for the dc-bus energy is represented by y1REF . A lineariz- restricted to an interval with maximum pFCM ax (corresponding
ing feedback control law that performs exponential asymptotic to a rated power of the FC) and minimum pFCM in (set to 0 W)
914 IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 25, NO. 3, SEPTEMBER 2010
Fig. 5. Control law of the dc-bus energy regulation for FC/supercapacitor hybrid source.
Fig. 6. Control law of the total energy regulation (charging supercapacitor) for FC/supercapacitor hybrid source.
TABLE II
DC-BUS ENERGY CONTROL LOOP PARAMETERS
TABLE III
TOTAL ENERGY CONTROL LOOP PARAMETERS
C. Experimental Results
D. Performance Comparison Between Nonlinear Control with the dc-link voltage regulation can be written as follows:
Based on Flatness and Classical Linear Control PI−Controller E B u s /p S C p S C /p S C R E F
To compare the performance of the flatness-based control, yBus (s) KI 1 1
a traditional linear control method presented in [16] was also = KP + · · (32)
yBusREF (s) s s TP s + 1
implemented on the hybrid test stand. A dc-bus energy reference
was represented by yBusREF (=y1REF ). A linear feedback PI where TP is the time constant of an equivalent first-order delay
control law is given by the following expression: of the supercapacitor power regulation loop (or the supercapaci-
tor current regulation loop). The linear control law of the dc-link
t
stabilization detailed earlier is portrayed in Fig. 14; it is similar
pSCREF = KP (yBusREF −yBus )+KI (yBusREF −yBus )dτ to the nonlinear control law (see Fig. 5), where the PI controller
0
(31) also generates a supercapacitor power reference pSCREF . The
where KP and KI are the set of controller parameters. main difference between nonlinear control based on the flatness
Because the supercapacitor current loop is much faster than property and classical linear control is that the inverse dynamic
the dc-link voltage loop [so that it can be considered as a pure equation, known as the flatness property (see (21) and Fig. 5),
unity gain, see (6)], the open-loop transfer function associated appears in the nonlinear control.
THOUNTHONG et al.: ANALYSIS OF DIFFERENTIAL FLATNESS-BASED CONTROL FOR A FUEL CELL HYBRID POWER SOURCE 919
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linear control for a voltage source converter,” IEEE Trans. Control Syst. Thailand. From 1998 to 2002, he was an Assistant
Technol., vol. 17, no. 5, pp. 1135–1144, Sep. 2009. Lecturer with KMITNB. Since 2008, he has been an Assistant Professor and the
[26] T. Rabbani, S. Munier, D. Dorchies, P. Malaterre, A. Bayen, and X. Litrico, Director of the Department of Teacher Training in Electrical Engineering, Fac-
“Flatness-based control of open-channel flow in an irrigation canal using ulty of Technical Education, King Mongkut’s University of Technology North
scada,” IEEE Control Syst. Mag., vol. 29, no. 5, pp. 22–30, Oct. 2009. Bangkok (KMUTNB), Bangkok, Thailand, where he is also the Head of the Re-
[27] A. Gensior, H. Sira-Ramı́rez, J. Rudolph, and H. Güldner, “On some newable Energy Research Laboratory (sponsored by KMUTNB and the French
nonlinear current controllers for three-phase boost rectifiers,” IEEE Trans. Embassy in Bangkok). He is also an Invited Assistant Professor at INPL. He is
Ind. Electron., vol. 56, no. 2, pp. 360–370, Feb. 2009. the author or coauthor of more than 50 journal and conference papers, as well
[28] V. Morio, F. Cazaurang, and Ph. Vernis, “Flatness-based hypersonic reen- as a book entitled Fuel Cell Energy Source for Electric Vehicle Applications
try guidance of a lifting-body vehicle,” Control Eng. Practice, vol. 17, (New York: Nova Science, 2008). He has also contributed for Recent Advances
no. 5, pp. 588–596, May 2009. in Supercapacitors (Kerala: Transworld Research Network, 2006), Progress in
[29] S. K. Agrawal, K. Pathak, J. Franch, R. Lampariello, and G. Hirzinger, Fuel Cell Research (New York: Nova Science, 2007), and Polymer Electrolyte
“A differentially flat open-chain space robot with arbitrarily oriented joint Membrane Fuel Cells and Electrocatalysts (New York: Nova Science, 2009).
axes and two momentum wheels at the base,” IEEE Trans. Automat. His current research interests include power electronics, electric drives, and
Contr., vol. 54, no. 9, pp. 2185–2191, Sep. 2009. electrical devices (fuel cells, batteries, and supercapacitors).
[30] K. Rajashekara, J. Grieve, and D. Daggett, “Hybrid fuel cell power in
aircraft,” IEEE Ind. Appl. Mag., vol. 14, no. 4, pp. 54–60, Jul./Aug.
2008.
[31] S. Y. Choe, J. W. Ahn, J. G. Lee, and S. H. Baek, “Dynamic simulator Serge Pierfederici received the Engineer degree
for a PEM fuel cell system with a PWM DC/DC converter,” IEEE Trans. in electrical engineering from École Nationale
Energy Convers., vol. 23, no. 2, pp. 669–680, Jun. 2008. Supérieure en Électricité et Mécanique, Nancy-
[32] S. M. Muyeen, R. Takahashi, T. Murata, and J. Tamura, “Integration of Lorraine, France, in 1994, and the Ph.D. degree
an energy capacitor system with a variable-speed wind generator,” IEEE in electrical engineering and the Habilitation à
Trans. Energy Convers., vol. 24, no. 3, pp. 740–749, Sep. 2009. Diriger des Recherches (HDR) degree from the In-
[33] P. Thounthong, B. Davat, S. Raël, and P. Sethakul, “Fuel cell high-power stitut National Polytechnique de Lorraine (INPL),
applications,” IEEE Ind. Electron. Mag., vol. 3, no. 1, pp. 32–46, Mar. Nancy Université, Nancy-Lorraine, in 1998 and 2007,
2009. respectively.
[34] M. H. Todorovic, L. Palma, and P. N. Enjeti, “Design of a wide input Since 1999, he has been an Associate Professor
range DC–DC converter with a robust power control scheme suitable for at INPL. His current research interests include power
fuel cell power conversion,” IEEE Trans. Ind. Electron., vol. 55, no. 3, electronics, stability study of distributed power system, and the control of mul-
pp. 1247–1255, Mar. 2008. tisources and multiload systems.
[35] M. Datta, T. Senjyu, A. Yona, T. Funabashi, and C. H. Kim, “A coordinated
control method for leveling PV output power fluctuations of PV–diesel
hybrid systems connected to isolated power utility,” IEEE Trans. Energy
Convers., vol. 24, no. 1, pp. 153–162, Mar. 2009. Bernard Davat (M’89) received the Engi-
[36] W. Hu, Z. Chen, Y. Wang, and Z. Wang, “Flicker mitigation by active neer degree in electrical engineering from
power control of variable-speed wind turbines with full-scale back-to- Ecole Nationale Supérieure d’Electrotechnique,
back power converters,” IEEE Trans. Energy Convers., vol. 24, no. 3, d’Electronique, d’Informatique, d’Hydraulique et des
pp. 640–649, Sep. 2009. Telecommunications, Toulouse, France, in 1975, and
[37] S. D. Sudhoff, K. A. Corzine, S. F. Glover, H. J. Hegner, and H. N. Robey, the Ph.D. and Docteur d’Etat degrees in electri-
Jr, “DC link stabilized field oriented control of electric propulsion sys- cal engineering from Institut National Polytechnique
tems,” IEEE Trans. Energy Convers., vol. 13, no. 1, pp. 27–33, Mar. de Toulouse (INPT), Toulouse, in 1978 and 1984,
1998. respectively.
[38] D. Feroldi, M. Serra, and J. Riera, “Energy management strategies based From 1980 to 1988, he was a Researcher at French
on efficiency map for fuel cell hybrid vehicles,” J. Power Sources, vol. 190, National Center for Scientific Research, Laboratoire
no. 2, pp. 387–401, May 2009. d’Electrotechnique et d’Electronique Industrielle. Since 1988, he has been a
[39] Z. Jiang, L. Gao, and R. A. Dougal, “Adaptive control strategy for active Professor at Institut National Polytechnique de Lorraine, Nancy Université,
power sharing in hybrid fuel cell/battery power sources,” IEEE Trans. Nancy-Lorraine, France. His current research interests include power electron-
Energy Convers., vol. 22, no. 2, pp. 507–515, Jun. 2007. ics, drives, and new electrical devices (fuel cell and supercapacitor).