Analyzing the Improvements of Energy Management Systems for Hybrid Electric Vehicles Using a Systematic Literature Review: How Far Are These Controls from Rule-Based Controls Used in Commercial Vehicles?
Abstract
:Featured Application
Abstract
1. Introduction
Literature Review
“The rule-based strategy can be regarded as the first level, due to its convenience in adjusting parameters, its simplicity, and its practicality, while the DP-based strategy can be regarded as the last level, due to its being time consuming and requiring a tremendous amount of memory. ECMS and the MPC-based strategy, as instantaneous strategies, can be considered as the second level. Meanwhile, the ADP-based strategy (containing the RL-based strategy and the NDP-based strategy) can be implemented based on updating data, and can therefore be regarded as the second level. The SDP-based strategy can be regarded as the third level, while the PMP-based strategy can be considered as the fourth level due to the difficulty it has in solving the Hamiltonian function.”
- How far are the proposed EMSs with respect to the RB EMSs that are implemented in the HEV industry?
- Is it possible to quantify how these strategies are moving closer to the optimum?
- Would it be possible to identify the technologies that obtain the best results?
2. Methods
- TI = (hybrid electric vehicle OR plug-in hybrid electric vehicle OR hybrid electric vehicle OR HEV OR PHEV) AND TI = (energy management OR control) NOT TI = (fuel cell OR FCV)
3. Results
3.1. Analysis and Synthesis
3.1.1. RB EMSs
3.1.2. ECMS EMSs
3.1.3. MPC EMSs
3.1.4. OB EMSs
3.1.5. LB EMSs
3.1.6. Simulation Results
4. Discussion
5. Conclusions
- The most novel EMSs presented improvements roughly between 5 and 10% from those currently implemented in the HEV industry;
- Using the common RB EMSs and DP as benchmarks, it can be concluded that the EMSs that are being developed currently are nearer to the optimum than the common RB EMSs;
- Since the results of the different technologies are close, it would be interesting to focus on their capacity to be implemented in real-time controllers and encounter scenarios with frequent disturbances.
Author Contributions
Funding
Conflicts of Interest
Appendix A
- Battery minimum SOC;
- Battery maximum SOC;
- Level of discharge aimed at improving the fuel converter efficiency;
- Level of charge aimed at improving the fuel converter efficiency;
- Speed at which the battery energy reserved to assist acceleration reaches zero;
- Percentage of usable battery energy reserved to assist acceleration;
- Speed at which the fuel converter is turned on;
- Power at which the fuel converter is turned on.
- “cs_lo_soc”: The lowest SOC corresponding to the minimum charge/discharge resistance of the energy storage system module.
- “cs_hi_soc”: This parameter should be set slightly higher than the cs_lo_soc. More specifically, it should be set to a value less than the SOC at which the either the charge or discharge resistance increases dramatically.
- “cs_charge_trq”: Defines the additional torque requested of the fuel converter to maintain an energy storage system SOC between cs_lo_soc and cs_hi_soc.
- “cs_electric_launch”: Below this vehicle speed, the vehicle will operate as a pure electric vehicle; above this speed, the fuel converter will be used as the primary power source.
- “cs_off_trq_frac”: Represents the fraction of max torque at each speed at which the engine should turn off. This parameter should be set to a value equal to the fraction of max torque at each speed at which the fuel converter efficiencies begin to drop dramatically.
- “cs_min_trq_frac”: Represents the minimum fraction of max torque at each speed at which the engine will operate when lower torque fractions are requested. This parameter is typically set to a mid to high value (0.5–0.8) in order to force the fuel converter to operate in a high torque region of its efficiency map.
- I.
- The state of the engine (on or off) is determined by the following rules (see Figure A1):
- I.1.
- If the speed required is less than the electric launch speed, cs_electric_launch_spd, the engine could turn off.
- I.2.
- If the SOC is higher than its low limit, the engine could turn off. If both the requested speed is less than the launch speed and the SOC is higher than the low limit, the engine will turn off.
- I.3.
- If the torque required is less than a cutoff torque, cs_off_trq_frac fraction of the maximum torque, the engine could turn off. If both the requested torque is lower than this cutoff and the SOC is higher than the low limit, the engine will turn off.
- II.
- The torque and speed load due to driving conditions are presented to the engine through the clutch. The energy management strategy determines how the torques from the engine and motor will combine to produce the required torque while maintaining charge in the battery. The process is described below (see also Figure A2):
- II.1.
- When the battery SOC is below cs_soc_lo, additional torque is required from the engine to charge the battery. This additional charging torque is proportional to the difference between SOC and the average of cs_lo_soc and a high limit, cs_hi_soc.
- II.2.
- This engine torque is prevented from being below a certain fraction, cs_min_trq_frac, of the maximum engine torque at the current operating speed. This is intended to prevent the engine from operating at an inefficiently low torque.
- II.3.
- Engine torque is only requested when the engine is on.
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INTRODUCTION |
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METHODS |
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RESULTS |
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DISCUSSION |
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plug-in hybrid electric vehicle, hybrid electric vehicle, plug-in hybrid electric vehicle (PHEV), hybrid electric vehicle (HEV), power-split HEV, 48 V hybrid electric vehicle, parallel hybrid electric vehicle, power split hybrid electric vehicle, multi-modal hybrid electric vehicle, hybrid, 48 V mild hybrid electric vehicle, connected plug-in hybrid electric vehicle | energy management, energy management strategy, real-time energy management strategy, HEV energy management, control strategy, multi-objective energy management, hybrid electric vehicle energy management | rule-based control, model predictive control, Pontryagin’s minimum principle, Q-learning, reinforcement learning, dynamic programming, equivalent consumption minimization strategy, ECMS, optimal control, on-line optimal control, real time optimization, charge sustaining control |
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Torreglosa, J.P.; Garcia-Triviño, P.; Vera, D.; López-García, D.A. Analyzing the Improvements of Energy Management Systems for Hybrid Electric Vehicles Using a Systematic Literature Review: How Far Are These Controls from Rule-Based Controls Used in Commercial Vehicles? Appl. Sci. 2020, 10, 8744. https://doi.org/10.3390/app10238744
Torreglosa JP, Garcia-Triviño P, Vera D, López-García DA. Analyzing the Improvements of Energy Management Systems for Hybrid Electric Vehicles Using a Systematic Literature Review: How Far Are These Controls from Rule-Based Controls Used in Commercial Vehicles? Applied Sciences. 2020; 10(23):8744. https://doi.org/10.3390/app10238744
Chicago/Turabian StyleTorreglosa, Juan P., Pablo Garcia-Triviño, David Vera, and Diego A. López-García. 2020. "Analyzing the Improvements of Energy Management Systems for Hybrid Electric Vehicles Using a Systematic Literature Review: How Far Are These Controls from Rule-Based Controls Used in Commercial Vehicles?" Applied Sciences 10, no. 23: 8744. https://doi.org/10.3390/app10238744
APA StyleTorreglosa, J. P., Garcia-Triviño, P., Vera, D., & López-García, D. A. (2020). Analyzing the Improvements of Energy Management Systems for Hybrid Electric Vehicles Using a Systematic Literature Review: How Far Are These Controls from Rule-Based Controls Used in Commercial Vehicles? Applied Sciences, 10(23), 8744. https://doi.org/10.3390/app10238744