Intelligent Energy Management in Hybrid Electric Vehicles
Intelligent Energy Management in Hybrid Electric Vehicles
Intelligent Energy Management in Hybrid Electric Vehicles
8
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1. Introduction
Energy management in vehicles is an important issue because it can significantly influence the
performances of the vehicles. Improving energy management in vehicles can deliver
important benefits such as reducing fuel consumption, decreasing emission, lower running
cost, reducing noise pollution, and improving driving performance and ease of use. According
to Mainins (Manins, 2000), each year more then 50 million new cars are produced in the world.
However, usually only 30% to 40% of the energy produced by the engine is used to drive a car.
The large energy waste of around 60% is the result of having an engine powerful enough to
cope with the maximum power demand despite the fact that such power is required for only a
vary small percentage of vehicles’ operating time. In addition, vehicle emissions are a source of
greenhouse gas pollution emitting 70% to 90% of urban air pollution (SOE, 2006). Fuel
economy benchmarks and emission regulations have encouraged vehicle manufactures and
researchers to investigate new technologies to enhance fuel economy and minimise emissions.
The energy efficiency of vehicles can be improved by enhancing the efficiency of the vehicle.
Implementing energy management strategies in classical vehicles does not fully deliver the
expected benefits. Hybrid electric vehicles, on the other hand, offer a platform that can
accommodate advanced energy management strategies giving rise to full realization of the
stated benefits. Intelligent energy management methods can observe and learn driver
behavior, environmental and vehicle conditions, and intelligently control the operation of
the hybrid electric vehicle.
A Hybrid Electric Vehicle (HEV) takes advantage of an Internal Combustion Engine (ICE)
and an Electric Motor (EM) to deliver fuel consumption and exhaust emission reduction. An
EM is powered by on-board battery packs to drive the vehicle. From the consumers overall
perspective, the HEV is essentially the same as a Conventional Vehicle (CV). Moreover,
HEVs are refuelled in the same way as a CV. A HEV has the advantage over a pure Electric
Vehicle (EV) in both travelling range and convenience, as there is no need to recharge the
battery through a power point for long hours. Importantly, a HEV has the potential to
improve fuel economy by almost 50%, while also possessing all the advantages and
flexibility of a CV (Ehsani et al,. 2005). Hence, HEVs solve the problems of EVs whilst
minimising the shortcoming of CVs providing the benefits of both electric and conventional
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148 Energy Management
vehicles. HEVs are categorised into three groups: Series (S-HEV), Parallel (P-HEV), and
Series/Parallel (S/P-HEV) as shown in Fig. 1.
In an S-HEV, there is no mechanical link between the ICE and drive train. This means that
the ICE can run continuously in its preferred operating range, whereas the drivetrain is
driven by an electric machine. For the electric power request, it relies on the battery plus the
generator. The generator is driven by the ICE and maintains an appropriate energy level in
the battery. A disadvantage of this configuration is that energy is first converted from
mechanical power to electric power with the generator and then back to mechanical power
by the electric machine, both introducing losses.
The P-HEV establishes a parallel connection between the ICE and the electric machine that
both are allowed to give force to the drive the vehicle. The power through the EM can be
positive as well as negative. This allows the EM to operate in motor mode and generator
mode. At a top-level view, the P-HEV configuration looks similar to a conventional vehicle,
although the EM in a conventional vehicle operates only in generator mode.
Finally, the last vehicle configuration is an S/P-HEV. It merges the topology of a series and a
parallel HEV. S/P-HEVs have the highest complexity since power to the drivetrain can follow
various trajectories. Recently plug-in hybrid electric vehicle (PHEV) has come to market. A
PHEV is a hybrid electric vehicle that described above. The PHEV batteries can be recharged
by plugging into an electric power source. A PHEV combines type of conventional hybrid
electric vehicles and battery electric vehicles, possessing both an internal combustion engine
and batteries for power. The desire strategy using PHEV can be employed as follows: in short
distance travelling electric vehicle (EV) mode operation such as urban and for long distance
travelling hybrid electric vehicle (HEV) mode operation such as highways.
The most important challenge for the development of P-HEV is the synchronization of
multiple energy sources and conversion of power flow control for both the mechanical and
electrical paths in optimal fuel efficiency and battery areas.The difficulty in the development
of hybrid electric vehicles is the coordination of multiple sources such as mechanical and
electrical. The reason why a P-HEV is considered in this work is that it has fewer disadvantages
and less complexity (Kessels.J, 2007) (Ehsani et al.,2005).
Nevertheless, any vehicle needs to deal with uncertain factors such as environment
conditions and also driver behaviour. HEVs are a highly complex systems comprising a
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Intelligent Energy Management in Hybrid Electric Vehicles 149
ISs can be developed through modelling and simulation. The modelling and simulation
approach has become an essential tool for mechanical engineers and automotive researches in
improving efficiency and timing of vehicle design and development, resulting in the delivery of
significant cost saving as well as environmental benefits. The modelling and simulation is
generally defined as mathematical realisation and computerised analysis of abstract
representation of systems. The modelling and simulation helps achieve insight into the
functionality of the modelled systems, and investigate the systems' behaviours and
performances. The modelling and simulation is used in a variety of practical contexts relating to
the design, development, and use of conventional as well as advanced vehicles including: design
and evaluation of vehicle performance, fuel consumption, emission, energy storage devices,
internal combustion engine, hybrid engine, accessories, composite materials, determination of
drag using wind tunnel, training drivers trough virtual vehicle, collecting and analysing sensory
information, identifying critical test conditions, investigating crash factors, characterising road
topology, testing and analysing energy management strategies, and so on.
This work employs the modelling and simulation approach to develop an Intelligent Energy
Management System (IEMS) for a P-HEV.
The main objective is to optimize fuel consumption and reduce emissions. The work involves the
analysis of the role of drivetrain, energy management control strategy and the associated impacts
on the fuel consumption with combined wind/drag, slope, rolling, and accessories loads.
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150 Energy Management
ii. Engine start/stop: The engine often runs idle during the utilisation of vehicle
resulting in an unnecessary consumption of fuel.
iii. Uneconomic engine operating condition: An engine often demonstrates non- linear
fuel consumption behaviour in certain operating conditions that causes an
excessive use of fuel.
iv. Unscheduled load: Certain mechanical and electrical loads get activated outside the
economic operating point of engine increasing the fuel consumption.
P-HEVs provide a platform to reduce the wasted energy. The most important challenge for the
development of P-HEV is the synchronization of multiple energy sources and conversion of
power flow control for both the mechanical and electrical paths. Control in HEVs is recognized
as two levels of actions: supervisory control and component control. In this study supervisory
control is investigated as a suitable control strategy in energy management.
The control strategy is an algorithm that is used for issuing a sequence of instructions from
the vehicle central controller to operate the drivetrain of the vehicle. The control strategy
needs to monitor uncertain events. Moreover, in order to improve the system, the control
strategy can provide optimized energy management. The control strategies in a P-HEV can
be classified in two main groups as follows.
A. Rule-Based
This method is based on an examination of the power requirements, ICE efficiency, fuel or
emission maps. Human knowledge is used to design rules to split the requested power between
converters. The method can be categorized into three groups: on/off control (Ehsani et al.,2005),
base line control (Zhu et al.,2002) (Sciarretta et al., 2004) (Linl et al.,2004) (Lyshevski,1999)
(Barsali et al., 2004) (Khayyam et al., 2008), and discrete time events (Zhang & Chen, 2001)
approaches.
B. Fuzzy logic
Fuzzy logic control has a nonlinear structure that can deal with the nonlinear structure of
the power split problem. Fuzzy logic has a more robust structure and offers more design
flexibility. The problem with fuzzy logic is the optimization and mathematical manipulation
of defuzzification system. The defuzzification process consumes memory and time in
controller. Some fuzzy logic controller have been developed for HEVs including (Baumann
et al., 2000) (Farrokhi & Mohebbi, 2005) (Langari &won, 2005) (Mohebbi et al.,2005) ( Salman
et al., 2000) (Schouten et al.,2002) (Hajimiri at al., 2008).
C. Neuro-Fuzzy
There are also combinations of fuzzy logic and artificial neural called neuro-fuzzy control
(Mohebbi et al.,2005) and fuzzy discrete event control (Bathaee et al., 2005).
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Intelligent Energy Management in Hybrid Electric Vehicles 151
There are several reported solutions to achieve performance targets by optimization of a cost
function representing efficiency over a drive cycle, yielding global optimal operating points.
The global optimization techniques are not directly applicable for real-time problems,
considering the fact that they are casual solutions. This is due to their computational
complexity. Some of the global optimization methods are given below:
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152 Energy Management
Boyd,1998). The approximations used for transformations and the fact that LP may not be
applicable to a more sophisticated drivetrain degrade the proposed approach.
B.3 Genetic-Fuzzy
The genetic-fuzzy control strategy is a fuzzy logic controller that is tuned by a genetic
algorithm. Poursamad et al. (Poursamad et al.,2008) and Montazeri et al. (Montazeri et al.,
2008) applied these control strategy model to minimize fuel consumption and emission.
2.3 Discussions
The presented work is focused on a control strategy to reduce fuel consumption though
considering performance and driveability. Our optimal control strategy is found in two
steps, first finding the control which results in the reduction of fuel consumption together
and offering the best performance, and second taking vehicle driveability into consideration.
Among the control strategies for the best fuel economy, dynamic programming is the only
one that assures global optimality if the driving cycle is known in advance.
However, it does not apply to real-time problems. On the other hand, fuzzy logic, rule-
based, and neuro-fuzzy controllers are not generally optimized, but applied to real-time
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Intelligent Energy Management in Hybrid Electric Vehicles 153
problems. If the future driving conditions of a few minutes ahead can be predicted then the
optimal controller can help find a suboptimal solution.
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154 Energy Management
ahead of the vehicle can be used by an intelligent system to reduce fuel consumption of the
vehicles (Khayyam et al., 2008). However, this information is often unavailable to the
intelligent system on-board of a vehicle in real-time. Thus, utilising on-line and off-line
prediction and monitoring of the geometrical specifications and wind behaviour of the road
ahead of vehicles can improve their performances. Environmental information can be
categorized in two groups: current and look-ahead. The data include road geometry, road
friction, wind drag, and ambient temperature. It has been demonstrated that lookahead
environment information can be employed by the energy management system to achieve
reduction of fuel consumption (Hellstrom et al.,2009). Khayyam et al. (Khayyam et al.,2008)
presented a Slope Prediction Unit (SPU) to calculate the slope angle of the road within the
distance of 50-300 meters away from the vehicle. This information reduced fuel consumption
about 6.1% liter/100 km during simulation. Global Positioning Systems (GPS) and Geographic
Information Systems (GIS) can provide static and dynamic road information.
Current Environment Model (CEM) is an algorithm that creates data associated with
environmental conditions and frictions. Look-ahead Environment model (LEM) is an
algorithm that creates data associated with future environmental conditions and frictions
encountered by the vehicle.
In order to model environment, a number of methods can be used. Khayyam et al.
(Khayyam et al.,2009a) proposed a method that can be used to produce authentic highway
height data using a set of probability distributions. They considered a highway as a complex
road which can have any kind of possible geometrical variations. The presented method
models highway heights by Rayleigh probabilistic distribution function. In addition,
highway geometric design laws were employed to modify the created highway data making
it consistent with the real highway situation. The proposed model is then used to produce a
3D realistic road. The method is called a Probabilistic Highway Modelling (PMH) technique.
PMH is capable of creating artificial highway and wind data that possess statistical
characteristics of real highway and wind situations. A highway is considered to contain a
collection of road segments. The Poisson Probability Distribution Function (PDF) is used to
produce a random number that determines the number of road segments. Segments can
then have different lengths. For each segment, the exponential PDF produces a random
number that represents the segment length. In addition, for each segment, two other
random numbers are generated and used to form the geometry of the segment. The
Rayleigh PDF is employed to produce a random number that represents the height change
of the segment. Also, the Gaussian PDF is used to form a random number that gives the
bend deflection change in the segment. The random numbers for height and bend could be
small or large injecting varying degrees of heights and bends into different road segments.
Also, highway geometric design laws are used to modify the created highway data to make
it consistent with the real physical highway situation.
A wind is constructed using a collection of regions of differing lengths. A wind creation
algorithm is an iterative routine. The algorithm creates wind speed and direction values for
each region. The exponential PDF produces a random number that represents the region
length. The Weibull PDF is employed to produce a random number that represents the wind
speed value in the region. Also, the uniform PDF is used to form a random number that
gives the wind direction value in the region.
The PHM can be employed in simulation of problems involving highway roads such as
energy optimization of conventional and hybrid electric vehicles. Fig. 3 displays a flowchart
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Intelligent Energy Management in Hybrid Electric Vehicles 155
diagram description of the highway creation algorithm using the PHM. The result of the
highway creation algorithm demonstrates in Fig. 4 that show a 3D representation of the
constructed sample highway using the PHM. Fig. 5 displays a flowchart diagram
description of the wind creation algorithm using the developed PHM concept.
300
A ltitud e(m )
250
200
150
100
-1
-0.5 10
8 9
0 7
5 6
0.5 3 4
1 2
1 0
5 4
x 10 x 10
Y position(m)
X position(m)
Fig. 4. 3D representation of the constructed sample highway using PMH technique.
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156 Energy Management
1- Calm driving that implies anticipating other road user's movement, traffic lights,
speed limits, and avoiding hard acceleration.
2- Normal driving that implies moderate acceleration and braking.
3-Aggressive driving that implies sudden acceleration and heavy braking.
Moreover, they note that emissions obtained from aggressive driving in urban and rural
traffic are much higher than those obtained from normal driving. A similar trend is
observed in relation to fuel consumption. It is stated that the driving style affects the
emission rate and the fuel consumption rate.
Average acceleration and Standard Deviation (SD) of acceleration over a specific driving
range are used to identify the driving style. Acceleration criteria for the classification of the
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Intelligent Energy Management in Hybrid Electric Vehicles 157
driver's style are based on the acceleration ranges proposed by De Vlieger et al. (De Vlieger
et al. 2000). They defined the typical ranges of average accelerations as describe in table 1.
Our objective is to use support dynamic real-time driver behaviour system in the energy
management system. A driver first determines the drive strategy, selects the engine
specifications, starts the vehicle motion, and controls the mass flow rate of fuel into ICE by
changing the pedal, gear, brake, and clutch. Also, the driver sends this data as drive strategy
to IEMS.
Es
the transmission and the clutch. The engine speed and the drivetrain torque td are
The power demand of the drivetrain Pd covers all the elements of the drivetrain, including
calculated back from the vehicle speed and denote the driver’s power demand:
Pd d (1)
The power split device is assumed to have no energy losses and establishes the following
power balance:
Pe = Pd + Phev (2)
Where : Phev is hybrid power and Pe is engine power.
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158 Energy Management
In order to include all losses, Equation (3) is reformed into the following equation where the
effect of different losses is taken into account by corresponding efficiencies:
These efficiency are depend on some variable factors and situations.They can be measured
by industrial vehicle companies. In the section 3.4.3 we will select specific efficiency in our
model.To calculate Q combaustion Equation (3) is used:
where qcombustion is the combustion energy. In this model, the fuel is assumed to be Cn H1.87 n in
(Wang et al., 2007) . The complete combustion of C8 H 14.96 with 1+k percent theoretical air is
written as:
If the heat transfer was accurately measured, the released energy would be 109100 kJ per
kg
8 mole of CO2 (Heywood .B.J, 1998). The result of Equation (6) gives:
q combustion ni [ hf h ] i W C .V . n e [ h f h ]e (7)
Where:
n i [ h f h ] i h f C 8 H 14 . 96 1 . 2 11 . 74 ( O 2 3 . 76 N 2 ) 793 . 23 kJ / kg
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Intelligent Energy Management in Hybrid Electric Vehicles 159
combustion m fuel s
2
Wind angle of attack E-F 2 Random direction (0-360o)
Wind velocity E-F V2 0-6 m/s
Result wind and vehicle angle V-O Calculate in simulation IEMS
Result of wind and vehicle speed V-O Vt Calculate in simulation IEMS
( 0 . 00005 ) 0 . 0097 0 . 31
Result of wind and vehicle speed V-O Vt 1 Calculate in simulation IEMS
Drag coefficient (By simulation ) V-S Cdrag ( )
Front surface area V-S A( ) 1.8 1 cos
m
Vehicle + passenger mass V-O 1280 kg
Air density E-F 1.225 kg/m3
Slope
Slope friction R-O Fslope mg sin
Road slope angle R-O – 1% ≤ atan(Ø) ≤ +0.6%
Radius of Comfort requirement R-O R 100 m
Accessory
Accessory V-O Paccessory 0-4250 watt
V-S vehicle specification; V-O vehicle operation; E-F environment factors;
R-O road condition.
Table 2. Parameters involved in energy balance equation
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160 Energy Management
and
n e [ h f h ]e 8CO 2 [ h f h ]CO 2 7.48 H 2 O[ h f h ]H 2 O 11 .74 (0 .2)O 2 [ h ]O 2
11 .74 3.76 1.2 N 2 [ h ] N 2 37219 .70 kJ / kg
and WC .V =0
q combustion | 37219 . 70 793 . 23 | 38017 . 93 kJ / kg (8)
Substituting the terms stated in Table 2, the mass flow rate fuel consumption of the vehicle
fuel
(9)
(qcombustion) otto fuelair mechanicalheat loss
m
m dt
T
m (10)
fu e l fu e l
0
The symbols given in these equations are described in Table 2. The acceleration of the
vehicle in t time can be calculated as:
V t V t 1 dV
at (11)
t dt
Xt a t t 2 V t 1 t
1
2 (12)
Pc Pem Pb (13)
Where: Pem is electric machine power, Pb battery power, and Pc electric loads.
The battery model consists of two subsystems: a static efficiency block and a dynamic
energy storage block, see Fig. 7. The battery model is used where the losses grow
proportionally with the power during charging (Pb > 0) and discharging (Pb < 0).
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Intelligent Energy Management in Hybrid Electric Vehicles 161
The efficiency block incorporates the energy losses during charging and discharging,
whereas the energy storage block keeps track of the actual energy level Es in the battery. At
this point an integrator is used:
E s (t e ) E s (0 ) P ( t ) dt , Pb max( Ps , 1 Ps )
t
s
(14)
0
Es bat
To indicate the actual charging level of the battery, the State of Charge (SOC) is often used.
However, the physical background of SOC has a strong relation with battery models based
on current and voltage. Because the proposed battery model is power based, the State of
Energy (SOE) is more appropriate. The SOE expresses the relative energy status as follows:
SOE 100 %
Es
(15)
E cap
Depending on the control strategy from the EM system, three different representations of
the internal battery losses are taken into account, which approximate the relation between
the power Pb at the battery terminals and the net internal power Ps. Table 3 provides the
specifications of the battery and EM. The battery efficiency is considered as:
Batt 2547600
2881008
88 % (16)
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162 Energy Management
At the same current speed, if the required torque is above the optimal torque (Area 1), the
ICE torque should be decreased bringing it near the optimal torque point. It means that EM
should be run as a motor to make up for the remaining torque, provided there is enough
battery charge.
At the same current speed, if the required torque is below the optimal torque (Area 2), the ICE
torque should be increased bringing it near to the optimal torque point. This is possible only if
SOC is not high. We can run the EM as a generator, while running the ICE at its optimum.
In order to modeling, the following specification of engine and Motor/Inverter will be
considered. Figs 9 and 10 show that the fuel converter efficiency operation and as well
Motor/Inverter Efficiency.
Optimal Tourque Area
(Fuel Efficiency)
0.3
0.35
0.3
Fuel Efficiency
0.25
0.25
0.2
0.15
0.1
90 0.2
80
70
60
50 0.15
40 6000
Tourqe(N/m) 30
5000
4000
20 3000
10 2000
0
1000 Speed(RPM)
0
Fig. 9. Fuel Converter Operation Honda Insight 1.01 VTEC-E SI from ANL Test Data .
0.9
0.8
0.8
0.75
0.7
0.7
0.6
M
0.65
0.5
60
0.6
40 9000
8000
20 7000
6000 0.55
0 5000
4000
-20 3000
2000
1000
-40 0
Motor Torque(Nm) Motor Speed(RPM)
Fig. 10. Motor/Inverter Efficiency and Condition Torque Capability (Preliminary Model of
Honda 10kw).
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Intelligent Energy Management in Hybrid Electric Vehicles 163
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164 Energy Management
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Intelligent Energy Management in Hybrid Electric Vehicles 165
HS combines multiple soft computing methods. For example, neuro-fuzzy controllers use neural
networks and fuzzy logic, whereas in a different hybrid system a neural network may be used to
derive some parameters and a genetic algorithm may be used subsequently to find an optimum
solution to a problem. Table 4 presents a comparison of features of soft computing methods.
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166 Energy Management
Fig. 11. The useable area of charge and discharge on the hybrid battery.
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Intelligent Energy Management in Hybrid Electric Vehicles 167
| Slopef SlopeC | 0
| f t f t 1 | 0
t t 1
Pt 1 Pt PICE PE
a t 1 a t
Vt 1 Vt
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168 Energy Management
We have also formulated a set of parameters called “Drive Strategy” as shown in Table 6.
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Intelligent Energy Management in Hybrid Electric Vehicles 169
6.1.1 Simulation 1
Khayyam et al (Khayyam et al, 2009b) demonstrated a Air Condition system simulation that,
the vehicle was tested under sunny condition first for 1200 step for the vehicle speed around
20 m/s. Next, the fan and the air conditioning are turned on. The parameters given in Tables
7-9 were employed to achieve the comfort temperature in the cabin room for 6000 step. The
air condition energy consumption shown in Fig 15(d).
As discussed in section 3.2, some data has been created by PMH technique. The data created
is associated with a slopped-windy-sunny condition. HEV was tested on this data, where
the hybrid electric components were included. The road was set to be slopped with various
slope angles within the range – 1% ≤ atan(Ø) ≤ +0.6%. Moreover, the environmental wind
was assumed to be non-zero. The wind angle of attack, θ2, was varied within the range 0 to
360°. Considering the wind velocity, however, different conditions were implemented: V2=0
to 6. The Current Environment Model (CEM) component monitored the current slope. The
following parameters were also considered: road-friction, combustion, and air conditioning
accessory (Table1). Fig. 15 illustrates the slope angle, wind-speed, wind direction as well as
A/C energy consumption data used in the simulation.
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170 Energy Management
0.6
0.4
0.2
Slope(%)
-0.2
-0.4
-0.6
-0.8
-1
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
Step
(a)
7
5
Wind Speed
4
(m/s)
0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 70007200
Step
(b)
350
300
Wind Direction
250
(degree)
200
150
100
50
0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 70007200
Step
(c)
4000
3000
Consumption
A/C Energy
(Watt)
2000
1000
0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
Step
(d)
Fig. 15. (a) Slope (Road) angle data, (b) wind-speed data ,(c) wind-direction and (d) A/C
energy consumption.
6.1.2 Simulation 2
IEMS-HEV was tested on a set of data associated with a slopped prediction (look-ahead
within a 300 meter distance)-windy-warmed employing the hybrid electric components. The
management of the battery, EM, and Gen is conducted by the inverter algorithm. This
enables ICE and EM to output power simultaneously when the load is greater than 10 kW or
a slope of greater than 0.1% is climbed by the vehicle. The following parameters were also
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Intelligent Energy Management in Hybrid Electric Vehicles 171
considered: road-friction, combustion, and air conditioning accessory. The predicted slope
angle data is similar to the actual slope angle data.
6.2 Discussions
F u e l C o n s u m p tio n
1.3
1.2
1.1
(W a tt)
(lite r)
1 1
0.9 Power Consumption
Fuel Consumption
0.8
0.7
0.6
0.5 0.5
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
Step
Fig. 16. Power and fuel consumption results for Simulation 1.
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172 Energy Management
12000
10000
2000
-2000
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
Step
Fig. 17. Power consumption results for Simulation 2.
1
0.9
0.8
0.7
SOC
0.6
0.5
0.4
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
Step
Fig. 18. SOC of battery.
7. Conclusions
This chapter presented a description of intelligent energy management systems for hybrid
electric vehicles. In addition, an intelligent energy management model for a parallel hybrid
electric vehicle was described. The model takes into account the role of combined
wind/drag, slope, rolling, and accessories loads to minimize the fuel consumption under
various driving conditions. Two simulation studies were conducted. They show that the
vehicle speed and acceleration were smoother when the hybrid section was included. The
average fuel consumption for Simulation 1 and 2 were found to be around 6.65 and 6.11
liter/100 km, respectively.
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Energy Management
Edited by Francisco Macia Perez
ISBN 978-953-307-065-0
Hard cover, 246 pages
Publisher InTech
Published online 01, March, 2010
Published in print edition March, 2010
Forecasts point to a huge increase in energy demand over the next 25 years, with a direct and immediate
impact on the exhaustion of fossil fuels, the increase in pollution levels and the global warming that will have
significant consequences for all sectors of society. Irrespective of the likelihood of these predictions or what
researchers in different scientific disciplines may believe or publicly say about how critical the energy situation
may be on a world level, it is without doubt one of the great debates that has stirred up public interest in
modern times. We should probably already be thinking about the design of a worldwide strategic plan for
energy management across the planet. It would include measures to raise awareness, educate the different
actors involved, develop policies, provide resources, prioritise actions and establish contingency plans. This
process is complex and depends on political, social, economic and technological factors that are hard to take
into account simultaneously. Then, before such a plan is formulated, studies such as those described in this
book can serve to illustrate what Information and Communication Technologies have to offer in this sphere
and, with luck, to create a reference to encourage investigators in the pursuit of new and better solutions.
How to reference
In order to correctly reference this scholarly work, feel free to copy and paste the following:
Hamid Khayyam, Abbas Kouzani, Saeid Nahavandi, Vincenzo Marano and Giorgio Rizzoni (2010). Intelligent
Energy Management in Hybrid Electric Vehicles, Energy Management, Francisco Macia Perez (Ed.), ISBN:
978-953-307-065-0, InTech, Available from: http://www.intechopen.com/books/energy-
management/intelligent-energy-management-in-hybrid-electric-vehicles