U.S. patent application number 09/736098 was filed with the patent office on 2002-06-13 for predictive control arrangement for load-following fuel cell-powered applications.
Invention is credited to Kabir, Zakiul, Margiott, Paul R., Scheffler, Glenn W..
Application Number | 20020072834 09/736098 |
Document ID | / |
Family ID | 24958501 |
Filed Date | 2002-06-13 |
United States Patent
Application |
20020072834 |
Kind Code |
A1 |
Scheffler, Glenn W. ; et
al. |
June 13, 2002 |
PREDICTIVE CONTROL ARRANGEMENT FOR LOAD-FOLLOWING FUEL CELL-POWERED
APPLICATIONS
Abstract
A method and system are provided for controlling a fuel cell
power plant (10) in a predictive manner providing rapid response of
the fuel cell stack assembly (CSA)(12) without creating an
unacceptable condition of reactant/coolant starvation of the CSA
caused by instantaneous electrical load transients of the load(s)
(20) controllably connected to the CSA. A demand signal (M.sub.ld)
representing the anticipated current/power required by the
electrical load(s) is provided. A current signal (I.sub.ap)
representative of the actual current drawn by the load(s) (20) is
provided. The greater of the demand signal (M.sub.ld) and the
current signal (I.sub.ap) is selected (46) and utilized to provide
a control signal (M.sub.x, M.sub.x', M.sub.x'') for regulating one
or more of the reactants and coolant (24) to effect the operating
process of the CSA. One or more status signals (X.sub.p, X.sub.p',
X.sub.p'', V.sub.ap) indicative of the status of a regulated one or
more of the reactants/coolant and/or a respective operating process
effected, is provided. Each status signal is transformed to a
respective load capability signal (61, 61', 61'') which is used to
regulate load current based on fuel cell reactant status and/or CSA
predicted performance during transients. The lesser of the demand
signal (M.sub.ld) and each of the load capability signals (61, 61',
61'') is selected (62) to provide an output signal (M.sub.i) for
commensurately controlling a system load (20, 32).
Inventors: |
Scheffler, Glenn W.;
(Tolland, CT) ; Margiott, Paul R.; (South Windsor,
CT) ; Kabir, Zakiul; (Glastonbury, CT) |
Correspondence
Address: |
Stephen A. Schneeberger
49 Arlington Road
West Hartford
CT
06107
US
|
Family ID: |
24958501 |
Appl. No.: |
09/736098 |
Filed: |
December 13, 2000 |
Current U.S.
Class: |
701/22 ;
180/65.275; 180/65.31 |
Current CPC
Class: |
H01M 8/04753 20130101;
Y02E 60/50 20130101; H01M 8/04589 20130101; B60L 58/34 20190201;
B60L 58/30 20190201; H01M 8/04992 20130101; B60L 58/33 20190201;
H01M 8/04559 20130101; H01M 8/04768 20130101; H01M 16/003 20130101;
Y02T 90/40 20130101; H01M 8/043 20160201 |
Class at
Publication: |
701/22 ;
180/65.3 |
International
Class: |
B60L 011/00 |
Claims
What is claimed is:
1. For use in a fuel cell-powered system (10) having a fuel cell
stack assembly (CSA)(12) for providing electrical power to one or
more electrical loads (20) controllably connected thereto, and
having respective sources of fuel and oxidant reactants and coolant
(24) for effecting the operating process of the CSA, the method of
controlling the fuel cell-powered system in an anticipatory manner
to minimize or eliminate reactant starvation or insufficient
cooling during load transients, comprising the steps of: (a)
providing a demand signal (M.sub.ld) representative of the
anticipated current or power required by the one or more electrical
loads; (b) providing a load signal (I.sub.ap)representative of the
actual respective current or power drawn by the one or more loads
connected to the CSA; (c) selecting (46) the greater of the demand
signal (M.sub.ld) and the load signal (I.sub.ap) and providing
therefrom a control signal (M.sub.e) for regulating one or more of
the reactants and coolant to effect the operating process of the
CSA; (d) providing (24) one or more process status signals
(X.sub.p, X.sub.p', X.sub.p'', V.sub.ap, etc.) indicative of the
status of a respective regulated one or more of the reactants and
coolant or of a respective operating process effected; (e)
transforming (60, 60', 60'') each of the one or more process status
signals (X.sub.p, X.sub.p', X.sub.p'', V.sub.ap, etc.) to a
respective load capability signal (61, 61', 61'', etc.); and (f)
selecting (62) the lesser of the demand signal (M.sub.ld) and each
of the one or more respective load capability signals (61, 61',
61'', etc.) to provide an output signal (M.sub.i) for
commensurately controlling (32) a system load (20).
2. The method of claim 1 wherein, in step (c), the step of
providing a control signal (M.sub.x) comprises transforming (50)
the selected current or power-based signal to a nominal setpoint
signal (51) as a function (f.sub.R(X))of the correlation between
load current or power and the respective said one or more of the
reactants and coolant to be regulated.
3. The method of claim 2 wherein, in step (c), the step of
providing a control signal (M.sub.x) further comprises comparing
(52) the selected and transformed nominal setpoint signal (51) with
the one or more process status signals (X.sub.p, X.sub.p'',
X.sub.p'', etc.) which are feedbacks of the operating process
effected to provide an error signal (53), and summing (56) a
function of the error signal (53) with a function of the selected
and transformed nominal setpoint signal (51).
4. The method of claim 2 wherein the step of transforming (60) one
or more process status signals (X.sub.p, X.sub.p', X.sub.p'', etc.)
to a respective load capability signal (61) is substantially the
inverse of the step of transforming (50) the selected current or
power-based signal to a nominal setpoint signal (51).
5. A control system 924, 26, 28) for providing electrical power
from a fuel cell-powered (12) electrical supply system (10) to one
or more loads (20) in an anticipatory manner to minimize or
eliminate reactant starvation during load transients, comprising:
(a) a fuel cell stack assembly (CSA) (10); (b) one or more
electrical loads (20) controllably connected to the CSA; (c)
respective sources of fuel and oxidant reactants and coolant (24)
operatively connected to the CSA (10) for effecting the operating
process of the CSA (10) in response to one or more control signals;
and (d) a control system, comprising: (1) a device (28) for
providing a demand signal (M.sub.ld) representative of the
anticipated current or power required by the one or more electrical
loads; (2) a device (30) providing a current or power
signal(I.sub.ap) representative of the actual current or power
drawn by the one or more loads (24); (3) a controller (26) for
selecting the greater of the demand signal (M.sub.ld) and the
current signal (I.sub.ap) and providing therefrom a control signal
(M.sub.ld) for regulating one or more of the reactants and coolant
to effect the operating process of the CSA; (4) a device (57, 31)
providing one or more process status signals (X.sub.p, X.sub.p',
X.sub.p'', V.sub.ap, etc.) indicative of the status of a respective
regulated one or more of the reactants and coolant or of a
respective operating process effected; (5) the controller (26)
transforming (60, 60', 60'') the one or more process status signals
(X.sub.p, X.sub.p', X.sub.p'', V.sub.ap, etc.) to a respective load
capability signal (61); and (6) wherein the controller (26) further
selects the lesser of the demand signal (M.sub.ld) and each of the
respective load capability signals (61, 61', 61'') to provide an
output signal (M.sub.i) for commensurately controlling (32) a
system load (20).
Description
TECHNICAL FIELD
[0001] This invention relates to a system and method for
controlling a fuel cell-powered system. More particularly, the
invention relates to a predictive control arrangement for
load-following fuel cell-powered applications and systems, such as
vehicles and the like, which require rapid but not instantaneous
response to operator requests.
BACKGROUND ART
[0002] Fuel cell power systems typically include one or more cell
stack assemblies (CSA) supplied with a fuel reactant and an oxidant
reactant, typically air, to provide an electrochemical reaction
process to generate electricity. A coolant, such as water, may also
be present as part of the process in the CSA, and water/steam may
also be used the fuel supply process. Regulation of the reactant
supplies and the ancillary coolant and/or water/steam supplies is
typically used to control the process within the CSA and the
operation of the fuel cell power plant.
[0003] Fuel cell power plant controls for stationary applications
may be load-following or non-load following, usually depending upon
whether the system is grid-connected or grid-independent. In the
grid-independent mode, power plants must follow load changes
instantaneously to prevent unacceptable voltage excursions. On the
other hand, in other applications such as for powering the traction
motor of a vehicle, the controls are required to be load following
but need not be instantaneous to provide acceptable response from
an operator standpoint. Indeed, some degree of control resides in
the operator who chooses the broad operating parameters of the
system, such as changes in vehicle speed, temperature control, and
the like. To the extent very gradual changes in the load are to be
commanded, a relatively basic and simple control system may be
suitable. On the other hand, because fuel cell response is
instantaneous to increased demands in current output or load, the
fuel cell may encounter a condition of reactant starvation, and in
some instances even insufficient cooling, if the current or power
demand exceeds the rate at which changes are, or can be, made in
the supply of reactants or coolant to the CSA.
[0004] One such example of the challenge that may be encountered
during a condition of transient load increases is described in U.S.
Pat. No. 4,729,930 to Beal et al. There, a constant speed blower
normally provides an adequate reactant air supply via a single
modulated valve except during significant transient load increases.
Then, the control system of that patent provides for energizing one
or more quick opening auxiliary air valves in parallel with the
modulated valve to promptly deliver an increased supply of air from
the blower to the CSA during such transients. This provides an
adequate supply of reactant air during load transients, but at the
"cost" of a large fixed-speed blower and an array of controlled,
rapidly opening valves
[0005] Yet other patents, such as U.S. Pat. Nos. 5,771,476 and
5,991,670 to Mufford et al, describe systems for controlling the
electric power output and oxidant supply in a fuel cell system for
vehicles, particularly as a result of anticipated load demand.
Those patents concern a system in which a variable speed compressor
supplies the oxidant and comprises a very significant load in
addition to the vehicle's traction motor. The electric power output
of the CSA is dependent on the compressor's speed. To eliminate
compressor revving and instabilities common to prior systems, a
control system is provided which comprises a summing device for
determining the total instantaneous power demand of the electrical
loads based on a plurality of sensed power demand signals, and a
processor for generating a feed-forward output signal for adjusting
the compressor speed to a value predicted to give fuel cell power
output sufficient to satisfy the instantaneous power demand.
Although addressing the problem of compressor revving and
instability, this approach continues to run the risk of starving
the CSA of one or more of its process-controlling components, such
as oxidant reactant, if the load transient increases, or is allowed
to increase, at a rate that is too rapid relative to the
process-controlling variable(s) being controlled.
[0006] In view of the foregoing, it is an object of the invention
to provide a predictive control arrangement for following load
transients in a load-following fuel cell system which minimizes or
eliminates starvation of the CSA during load transients. Other
objects and advantages of this invention will become more readily
apparent when the following description is read in conjunction with
the accompanying drawings.
DISCLOSURE OF INVENTION
[0007] The present invention is an arrangement for controlling one
or more fuel cell stack assemblies (CSA) in a fuel cell power plant
in load-following applications, such as powering automotive
vehicles, in a manner which reduces, minimizes, or eliminates CSA
starvation during electrical load transients.
[0008] Accordingly, the present invention comprises a method and
system for controlling a fuel cell power plant in a predictive
manner providing rapid response of the CSA-powered system without
creating an unacceptable condition of CSA starvation which may be
caused by instantaneous electrical load transients. The control
system and method of the invention are for use in a fuel
cell-powered system having a CSA for providing electrical power to
one or more electrical loads controllably connected thereto and
having respective sources of fuel and oxidant reactants and coolant
for effecting the operation, or process, of the CSA. The method of
controlling the system in an anticipatory manner to minimize or
eliminate reactant starvation and/or insufficient cooling during
load transients comprises providing a demand signal representative
of the anticipated current or power required by the one or more
electrical loads; providing a load signal representative of the
actual current or power drawn by the one or more loads connected to
the CSA; selecting the greater of the demand signal and the load
signal and providing a control signal for regulating one or more of
the reactants and coolant to effect the process of the CSA;
providing one or more process status signals indicative of the
status of the process effected; converting each of the one or more
process status signals to a respective load capability signal; and
selecting the lesser of the demand signal and each of the
respective load capability signals to provide an output signal for
commensurately controlling a system load.
[0009] Further, the step of providing a control signal comprises
transforming the selected load signal to a nominal setpoint signal
as a function of the correlation between load current and the
respective one or more of the reactants and coolants to be
regulated. That step of providing the control signal may further
comprise comparing the selected and transformed nominal setpoint
signal with one or more process feedback signals, such as status
signals of the operating process effected, to thereby provide an
error signal, and summing a function of the error signal with a
function of the selected and transformed nominal setpoint
signal.
[0010] A corresponding control system, including a suitable
controller, is provided to effect the steps of the method of
controlling the CSA and associated loads as mentioned above.
[0011] The foregoing features and advantages of the present
invention will become more apparent in light of the following
detailed description of exemplary embodiments thereof as
illustrated in the accompanying drawings.
BRIEF DESCRIPTION OF DRAWINGS
[0012] FIG. 1 is a generalized functional flow diagram of a fuel
cell-powered load application and the associated control system of
the invention; and
[0013] FIG. 2 is a more detailed functional schematic and flow
diagram, illustrating the fuel cell and load control arrangement of
the invention.
BEST MODE FOR CARRYING OUT THE INVENTION
[0014] Referring to FIG. 1, there is depicted a generalized
functional flow diagram of a fuel cell-powered system 10, including
the load application and the associated control system in
accordance with the invention. A fuel cell stack assembly 12,
hereinafter CSA 12, represents the one or more electrical power
sources which provide electrical power as the result of the well
known electrochemical reaction of the fuel cells. The CSA 12 may be
any of several conventional types, but in the illustrated
embodiment is preferably of the polymer electrolyte membrane (PEM)
type. CSA 12 typically includes an anode portion, a cathode
portion, an intermediate electrolyte matrix or polymer film
portion, and appropriate coolant channels. The anode portion
receives the fuel reactant, a hydrogen-rich stream, via a path
designated 14. The hydrogen may be stored and supplied in the basic
elemental form, or may be the result of a reformation process. The
cathode portion receives an oxidant reactant, typically air, via a
path designated 16. Coolant to and from the CSA 12 is via a path
designated 18.
[0015] The CSA 12 provides electrical power for various types of
electrical loads. In the present instance, the primary load
applications are load-following, as for instance the powering of an
electrical traction motor to propel a vehicle. The CSA 12 is also
required to provide electrical power to other electrical loads
required to actually support and conduct the electrochemical
process of the CSA 12 and its ancillary systems. Accordingly, CSA
12 is depicted as providing electrical power to an "Electrical
Loads" function block, generally designated 20, via electrical
leads 22. The Electrical Loads block 20 is further depicted as
being divided into the primary load portion designated "PRIMARY,
e.g., TRACTION MOTOR", and the secondary load portion designated
"SECONDARY, e.g., FUEL CELL TARE and ANCILLARY VEHICLE LOADS". The
fuel cell tare loads include, or may include, one or more of the
following: coolant pump(s), air blower(s), compressor, reactant
valve controllers and actuators, coolant valve controllers and
actuators, fans, reformer steam valves and actuators.
[0016] The various supply/control devices for controlling the
electrochemical operation, or process, in the CSA 12 are
represented by the similarly identified block 24. Examples of those
devices include fuel reactant valves, oxidant reactant valves,
coolant pump and valves, air blower, reformer steam valve,
compressor, etc. The various supply/control devices of block 24
receive respective control signals M.sub.x, M.sub.x', M.sub.x'',
etc. provided by a controller 26. Similarly, feedback, or status,
signals X.sub.p, X.sub.p', X.sub.p'', etc. indicative of the
respective states or conditions of the respective supply/control
devices of block 24 are fed back to the controller 26. The
controller 26 is typically a microprocessor-based programmable
logic controller of conventional design and suitably programmed in
a known manner to perform the functions of the invention
hereinafter described in greater detail. The controller 26 may
receive analog, discrete and/or digital signals as inputs and
provides signals of similar form as outputs in accordance with the
overall control scheme.
[0017] One or more load demand devices, collectively represented by
block 28, provide input signals used to establish a Load Demand
signal which is designated M.sub.ld and represents the total
desired load. In an automotive application, the principal load
demand will be that of a traction motor for driving the vehicle
under different operating conditions and regimes. The load demand
device for generating a signal to control the traction motor is
typically an accelerator pedal. Secondary load demand devices may
similarly provide demand signals to control other loads, such as
for heating, ventilating and/or air conditioning a vehicle. The
Load Demand signal M.sub.ld may be expressed as current or power
and may be developed externally of controller 26, or as depicted
herein, may be developed in controller 26 as the result of inputs
provided by load demand block 28, for ultimately establishing the
required operating level of the CSA 12 for the anticipated total
load, as will be described in greater detail with reference to FIG.
2.
[0018] The control signals M.sub.x, M.sub.x', M.sub.x'', etc.,
provided as outputs by the controller 26, serve to appropriately
control the respective process supply/control devices of block 24
to effect the requisite response of the CSA 12 to support the
estimated load demand by the load(s) 20. The development of those
control signals M.sub.x, M.sub.x', M.sub.x'', etc., is based
principally upon a feed-forward signal value developed from the
Load Demand signal M.sub.ld. However, they also rely on the
corrective inclusion of an error signal component developed by
providing feedback indicative of the status of the respective
process supply/control devices of block 24 via the status signals
X.sub.p, X.sub.p', X.sub.p'', etc. and comparing with the load
demand signal(s) fed forward, as will be described in greater
detail with reference to FIG. 2.
[0019] The actual current or power being output by the CSA 12 is
measured, as for instance, by current output monitor 30, and is fed
to controller 26 as signal I.sub.ap, which may be expressed in
terms of current or power. The I.sub.ap signal is used as a control
parameter, as will be described hereinafter. The output voltage
across CSA 12 is measured by voltage output monitor 31 and
represented as signal V.sub.ap. The actual current or power signal
I.sub.ap and/or the output voltage value V.sub.ap may also be
viewed as signals indicative of the status of the process effected
in the CSA 12, and may be used for further control purposes.
Further, the controller 26 provides a control signal M.sub.i as an
output to a motor controller block 32. The motor controller block
32 is representative of the DC to DC converter and/or motor
controller associated with the traction motor, and translates the
control signal M.sub.i to the commensurate traction motor
output.
[0020] Referring additionally to FIG. 2, there is depicted a more
detailed functional schematic and flow diagram of the fuel cell and
load control arrangement of the invention, particularly with
respect to the development of the control signal(s) M.sub.x for
controlling the process supply/control device(s) which effect(s)
the operation, or process, of the CSA 12 and the development of the
load controlling signal(s) M.sub.i as for controlling the traction
motor. For the purpose of simplicity and specificity, the control
scheme of FIG. 2 is limited to the illustration and description of
an arrangement having a singular preferred demand device used to
develop a signal for controlling a singular preferred supply device
and a signal for controlling a singular preferred load device.
However, it should be understood that variations in both the number
and type of the illustrated demand devices, supply devices and load
devices is contemplated.
[0021] A load demand device 28, in this instance an accelerator
pedal, provides the primary input to the system for establishing
the load demand on the CSA 12 by the electrical loads 20, and
particularly the traction motor. The accelerator pedal is typically
under the operator's control and is used to command a change, or
maintain the status quo, with respect to the speed of the vehicle
being operated. A suitable transducer 40, as for instance a
potentiometer, converts the position of the accelerator pedal to a
commensurate electrical signal representative of that position.
That position signal may then be converted from an analog to
digital state by A-to-D converter (not shown), assuming such is
appropriate for the controller 26 being used. Similarly, other
signals discussed herein will be converted to the appropriate
analog or digital state as required, without further mention. The
resulting, partly-processed signal from the demand device 28 is
then fed to f.sub.t(x)function block 44 which provides a throttle
(accelerator) output signal M.sub.ld indicative of the desired
load. The f.sub.t(x) function, depicted graphically in block 44,
converts the accelerator (throttle) signal to an equivalent DC
current value representative of load current output of the CSA 12,
for use as a load command signal, but alternatively could be
expressed as power. Similarly, although the f.sub.t(x) function
block 44 is depicted in FIGS. 1 and 2 as being part of controller
26, that function may alternatively be provided externally of the
controller, and the signal M.sub.ld would then be an input to the
controller 26.
[0022] The throttle output signal M.sub.ld, representative of the
total desired load, is shown in FIGS. 1 and 2 as being an input to
the controller 26 (partly shown in broken lines in FIG. 2).
However, it should be understood that the conversion provided by
function block 44 might be included as part of controller 26. In
accordance with an aspect of the invention, the throttle signal
M.sub.ld is applied as one input of a "greater select" function
block 46, the other input being the I.sub.ap signal which indicates
the actual output load current/power from CSA 12. The greater
select function 46 operates to pass the greater of the two input
signals, and may be provided by a logic "if" function. As will be
seen, this ensures that the reactant and/or coolant flow(s) being
controlled by the ultimate signal do not inadvertently fall below
the actual process demand of the CSA 12 and loads 20. This is
particularly necessary for "down-transients" when the accelerator
positioning requests a decrease in load.
[0023] The output from the greater select 46 may be provided
dynamic compensation via the optional lead/lag function block 48,
following which it is applied as the input to f.sub.R(x) function
block 50.
[0024] The f.sub.R(x) function 50 represents the schedule, which
may be a look-up table or a function generator, for providing an
output to serve as the setpoint value for the process
supply/control device(s) being controlled. In the representative
example, the device is typically an oxidant or fuel reactant
control valve and/or an air blower motor. If diverse devices are
being controlled, then respective functions for each are required
and incorporated. The setpoint value represents the desired
operating level of the particular process-controlling device in
order to attain or maintain the demanded output of the CSA 12, as
established by the signal passed by the greater select 46.
[0025] The output of block 50 is extended, as a nominal setpoint
value 51, to a feed-forward function f.sub.f(x) block 54 where
block 54 converts the desired flow (or speed) value from block 50
to a nominal control output signal 55, and, as depicted here, to a
classical feedback controller which "tunes" or "adjusts" the
feed-forward output before sending its signal to the control.
[0026] It will be appreciated and understood that the "feedback"
and "feedforward" discussed here is depicted in form and
terminology familiar to classical control theory, but is applicable
in the generic sense, and that modern control theory that employs
the concept of predictors/correctors and/or other programmed
equations to obtain the corrective effect is similarly
embraced.
[0027] The feedback controller performs its function by first
comparing, at comparator 52, the setpoint value 51 to a status
signal X.sub.p, which is fed back and serves as an indicator or
measure of the response or status of the process supply device
status. An error signal 53 from comparator 52 is provided with
proportional and integral (PI) control in a known manner at block
58, and the resulting signal is extended to an input of summer 56.
At summer 56, the nominal feed-forward setpoint signal 55 fed
forward from block 50 via block 54 is "tuned" or "adjusted" by
summing with the feedback error signal, and this summing provides
the device control signal M.sub.x as the resulting output.
[0028] The device control signal M.sub.x is provided as an output
from the controller 26, and is connected to control the relevant
process supply/control device 24 via an associated actuator/control
24' for the device. For instance, if the device 24 is a reactant
flow control valve, the associated actuator 24' may be a valve
actuator or driver, or if device 24 is an air blower for the
oxidant reactant, the associated actuator 24' may be the blower
motor and/or its drive circuitry. The device control signal M.sub.x
thus is formulated to increase reactant or coolant flow during
up-transients prior to the application of load and delay the
reduction in reactant flows during down-transients until the actual
applied load decreases as measured by I.sub.ap depicted in FIG.
2.
[0029] In accordance with another aspect of the invention,
provision is made in controller 26 for controlling power to the
primary load, or loads, such as the traction motor of block 20.
Referring to the lower portion of FIG. 2, the device status signal
X.sub.p also provides an input to f.sub.R.sup.-1(x) function block
60 which is the inverse schedule or function of that presented in
the f.sub.R(x) function block 50. In other words, whereas function
block 50 converted an equivalent load current/power demand signal
to a control value for a particular process supply/control device,
the function block 60 converts the status value fed back from that
particular process supply/control device, e.g., mass flow of
oxidant or fuel, to an equivalent load current/power value
representative of the measured process capability, and is
designated load capability signal 61. Additional process parameters
may be monitored to signal the load capability of the system based
on their instantaneous status. For instance, the status of yet
another process/supply device, as represented by the signal X.sub.p
may be applied to yet another "Load Capability" function block 60'
to provide a further load capability signal 61'' based on the
status of that process/supply device. Still further, a signal
representative of the status of the CSA 12 itself, as for instance
the actual output voltage V.sub.ap, may be applied to a further
"Load Capability" function block 60'' to provide a further load
capability signal 61''.
[0030] The term "status signal" as used herein is intended in the
broadest sense as an indicator, whether actual or predicted as from
modeling, of the status of a device or parameter in the operating
process. The status signal X.sub.p, shown here for convenience as
eminating from a block 57 and serving to provide feedback to the
comparator 52 of the feedback controller, is typically an actual
measure of a/the device or parameter being controlled. However, the
status signal(s) from block 57 may alternatively, or additionally,
be a predicted or modeled value which is representative or
otherwise indicative of a particular parameter. This latter
condition is particularly applicable when the signal is used as an
input to the load capability functions 60, 60', and the status
signals may be used as feedback, for control or otherwise, or as a
modeled value. Similarly, the status signal V.sub.apapplied to load
capability function block 60'' might alternatively be modeled.
Further still, although the status signals X.sub.p, X.sub.p', etc.,
from block 57 are depicted as being developed substantially
external to controller 26, modeling or conditioning of some or all
of those signals may alternatively occur in, or by, controller 26.
A broken-line lead is shown in FIG. 2 as extending from Process
Supply/Control Device block 24 through a broken line
"Process/modeled" block 12' and to block 57 to indicate the sources
of the various status signals. The "Process" 12' is representative
of the process parameters associated with the operation of and
output by, the CSA 12. Although not depicted as an "X.sub.p" status
signal from block 57, the V.sub.ap signal applied to "Load
Capability" function block 60'' is nonetheless a status signal
indicative of the process effected.
[0031] The load capability output signal 61 from function block 60
is applied to an input of a "lesser select" circuit 62, load
capability signals 61' and 61'' are similarly extended to
respective other inputs of circuit 62, and the throttle signal Mld
described above is applied to yet another input of block 62. The
lesser select function 62 may be a logic "if" function, and
operates to pass to its output only the lesser, or least, of the
two or more input values, which output signal is the M.sub.i
control signal mentioned earlier. The Mi control signal is applied
to the motor controller block 32 for controlling the torque/speed
response of the traction motor. By selecting only the lessermost
(i.e., least) of the two or more input values, down-transient
capability is provided by commanding the traction motor to reduce
power if the operator relaxes the accelerator pedal. This
instantaneous response during down-transients provides essential
response to operator command during normal driving, and is an
important safety feature for emergency braking. Moreover, on
up-transients where the estimated demand has been increased, the
lesser select serves to prevent reactant starvation of the CSA 12
by ensuring that the power delivered to the loads, and particularly
the traction motor, is not increased too quickly. This occurs
because the lesser select 62 will not allow an "increased" throttle
demand signal M.sub.ld to become the motor drive control signal
M.sub.i until the one or more load capability signals 61, 61',
61'', etc. cumulatively indicate a sufficient supply state of the
relevant reactant by the relevant supply device and/or sufficient
output load capacity of the CSA 12 directly. Until then, the lesser
of the one or more status signals serves as the source of the motor
drive control signal M.sub.i.
[0032] Although the invention has been described and illustrated
with respect to the exemplary embodiments thereof, it should be
understood by those skilled in the art that the foregoing and
various other changes, omissions and additions may be made without
departing from the spirit and scope of the invention. For instance,
the demand signal may be provided by a manual input or an automatic
input for controlling power to not only a traction motor, but to
other types of loads such as heating, ventilating and/or air
conditioning loads. Also, the process supply device, or devices,
may be plural and diverse, with appropriate schedules or transfer
functions associated with each to translate the demand signals to
the appropriate context. Additionally, the control design can
adjust (or eliminate) the contributions of various feedback and
feed-forward control functions by adjusting control algorithms or
gains.
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