Information Sciences 190 (2012) 192–207

Contents lists available at SciVerse ScienceDirect

Information Sciences
journal homepage: www.elsevier.com/locate/ins

A survey-based type-2 fuzzy logic system for energy management

in hybrid electrical vehicles
Javier Solano Martínez a,⇑, Robert I. John b, Daniel Hissel a, Marie-Cécile Péra a
a
University of Franche-Comté, Femto-ST UMR CNRS 6174, Belfort, France
b
De Montfort University, Centre for Computational Intelligence, Leicester, United Kingdom

a r t i c l e i n f o a b s t r a c t

Article history: Hybrid electrical vehicles combine two or more energy sources (at least one electrical) to
Received 25 March 2011 benefit from their different characteristics regarding autonomy, reversibility and dynamic
Received in revised form 10 November 2011 response. Energy management consists in discovering an energy distribution between the
Accepted 3 December 2011
different energy sources whilst meeting different design requirements such as comfort or
Available online 14 December 2011
energy consumption minimization. This paper aims to design a fuzzy logic controller to
manage the energy in a hybrid electrical vehicle equipped with three different energy
Keywords:
sources: batteries, a supercapacitors system and a fuel cell system. We use human exper-
Hybrid electrical vehicles
Energy management
tise to design the fuzzy logic controller. A survey using linguistic labels was conducted
Survey-based fuzzy logic systems among experts in hybrid electrical vehicles. As each expert has defined different fuzzy sets
Type-2 fuzzy sets and rules we use type-2 fuzzy sets, that permit to combine the knowledge from the experts
Linguistic modelling handling the uncertainty associated with the meaning of the words. The proposed fuzzy
Group decision making logic controller is evaluated by computer simulation.
Ó 2011 Elsevier Inc. All rights reserved.

1. Introduction

Electrical vehicles (EVs) appear to be an interesting alternative to conventional internal combustion engines (ICE) vehi-
cles. However, EVs still have serious limitations. EVs do not have issues with increasing oil prices or pollution problems (at
least around the vehicle) but EVs electrical batteries technology is very expensive and/or limited in autonomy. A smooth
hybridization of conventional vehicles could be the step to achieve less fuel consumption and fewer emissions [8]. Indeed,
hybrid electric vehicles (HEVs) present different advantages versus conventional vehicles, the braking energy can be recov-
ered (regenerative braking), a higher output power can be attained by combining various power sources and a higher effi-
ciency can be reached.
Unlike conventional vehicles where only the ICE supplies the whole energy, hybrid vehicles have multiple energy sources
to share the energy supply. The new challenge of energy management consists of deciding which source provides the energy
for vehicle’s propulsion at any particular time whilst meeting different design requirements such as comfort, energy con-
sumption or pollution minimization. In this paper the energy management in a military HEV is studied: the Electrical Chain
Components Evaluation vehicle (ECCE), a mobile laboratory for evaluation of HEV components and energy management
techniques.
It have been demonstrated that type-2 fuzzy logic systems are a powerful tool for real-world applications with results
that can outperform type-1 counterpart [31]. Table 1 presents a short list of applications of type-2 fuzzy logic in industry

⇑ Corresponding author.
E-mail addresses: jsolanom@univ-fcomte.fr (J. Solano Martínez), rij@dmu.ac.uk (R.I. John), daniel.hissel@univ-fcomte.fr (D. Hissel), marie-cecile.
pera@univ-fcomte.fr (M.-C. Péra).

0020-0255/$ - see front matter Ó 2011 Elsevier Inc. All rights reserved.
doi:10.1016/j.ins.2011.12.013
 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207 193

Table 1
Some type-2 fuzzy logic-based applications.

Domain Application References

Automobile & transport Controller for vehicle active suspensions [10]
Fuel consumption prediction [79]
Real-time speed control of diesel engines [48,49]
Traffic management & forecasting [3,43]
Vehicle classification [77]
Route choice [71]
Electrical engineering Electrical machines control [4], [40]
Fault current analysis [65]
Power electronics [5,46]
Power system stabilizer [64]
Transformer diagnostics [25]
Photovoltaic array modelling [21,34]
Industrial & control Control [1,6,11,26,47,67,68]
Hardware implementation [17,54,70]
Pattern and image recognition [16,35,58]
Plant monitoring and diagnostics [13,73,76]
Quality control [55]
Robotics [7,12,24,30,52]
Steel industry [22]
Software implementation [28,59,69]
Physical quantities estimation [29,32,57,62]

and particularly in electrical engineering, industrial control, and automobile and transport domain. A type-2 fuzzy logic sys-
tem to manage the energy in the ECCE hybrid electrical vehicle is here presented.
To design the fuzzy sets and rules of the fuzzy logic controller, a survey using linguistic labels was conducted among 10
experts in hybrid electrical vehicles. As expected, each expert has different experiences, thoughts and preferences and has
defined different fuzzy sets and rules. For this reason type-2 fuzzy sets that permit to combine the knowledge from the ex-
perts handling the uncertainty associated with the meaning of the words have been considered.
A novel energy management strategy (EMS) is presented in this paper. The EMS is based on the characteristics of the en-
ergy sources using only real-time information. The principal contribution is the direct use of type-2 fuzzy logic systems and
human expertise in energy management of hybrid sources. Moreover, as far as what can be seen in the literature, this work is
the first attempt (1) to consider type-2 fuzzy logic and (2) to use experience of multiple experts, for real-time energy man-
agement on hybrid electrical vehicles.
This work is organized as follows: Section 2 presents some basic concepts about hybrid electrical vehicles and an over-
view of the ECCE hybrid electrical vehicle. In Section 3, a brief discussion about energy management techniques is presented.
Section 4 presents the energy management strategy used in the ECCE HEV. Section 5 presents the methodology used for de-
sign the type-2 fuzzy logic controller. Finally, in Sections 6 and 7 simulation results are provided and conclusions and pros-
pects are discussed.

2. Hybrid electrical vehicles

Vehicle applications require a power supply with high autonomy and output power, fast dynamic response and, if pos-
sible, energy recovery and fast recharge. However, it is not easy to find an energy source which fulfil all these requirements
by itself at a reasonable cost. Hybrid Electrical Vehicles (HEV) combine two or more energy sources (at least one electrical) to
benefit from their different characteristics improving autonomy, reversibility and dynamic response.

2.1. Energy sources

Hybrid vehicles can be equipped with a variety of power and energy sources such as batteries, fuel cell systems (FCS),
internal combustion engines (ICE), supercapacitor systems (SCS) or flywheel systems (FWS). These energy sources have dif-
ferent characteristics and functions.The energy conversion sources (ECS), namely the ICE and FCS, take energy from a fuel e.g.
diesel or hydrogen. They provide the whole amount of energy required to propel the vehicle in a driving cycle. The SCS, Bat-
teries and FWS are energy storage sources (ESS) that take energy from the ECS and when are charged can provide energy to
the system. The ESS have the ability to either supply or receive energy, this characteristic which is known as reversibility is
fundamental to perform regenerative braking.

 Batteries are electrochemical accumulators that store chemical energy which can be converted to electrical energy. Bat-
teries are a reversible source.
194 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207

Fig. 1. ECCE hybrid electrical vehicle (a) and the considered configuration (b).

 Internal combustion engine converts fuel fossil chemical energy into mechanical energy with relative low efficiency.
This source is a mature technology. However, ICE is not reversible and so the braking energy cannot be recovered.
 Supercapacitor system this reversible source stores electrical energy that can be used without conversion and so has
high efficiency. This source can supply high power for short periods of time.
 Fuel Cell system converts hydrogen chemical energy into electrical energy. FCS is a very promising energy source but is
not reversible and is limited to handle fast dynamics.

2.2. Overview of ECCE

The ECCE heavy-duty hybrid electrical vehicle is a 12 ton, 4 wheel drive test bed owned, designed and constructed by the
French Army General Direction (DGA). ECCE, as illustrated in Fig. 1(a), is not an industrial vehicle, instead it is a mobile lab-
oratory used to evaluate under real-world conditions different technologies (motor, power electronics, energy sources), that
can be used in military vehicles. It also allows studying different hybrid source configurations as well as energy management
techniques. Previous literature has focused on issues such as vehicle control [36,63], traction motors design, [20] flywheel
system design [51], vehicle safety [37] and modelling and simulation [72] of this vehicle.
Among the different configurations that can be evaluated on the ECCE mobile laboratory, this paper focuses on the con-
figuration illustrated in Fig. 1(b). This configuration includes a supercapacitor system, lead-acid batteries and a Proton Ex-
change Membrane Fuel Cell (PEMFC) stack (low temperature fuel cell stack). The design and sizing of the sources of the
vehicle were made in a previous phase of the project. This work aims to propose an energy management system for this hy-
brid vehicle with a predetermined architecture, constraints and imposed specifications.

3. Energy management

Energy management consists in proposing a power distribution between the different sources to meet the demand whilst
meeting design requirements such as comfort or minimizing energy consumption or pollutant emissions. Energy Manage-
ment is realized using several different techniques classified in two groups: a first group that requires previous knowledge
of the driving cycle and a second group that only uses real-time information.

3.1. Off-line strategies

Off-line methods use efficient techniques (genetic algorithms, dynamic programming, swarm particle optimization) to
minimize the energy consumption or polluting emission in predetermined driving cycles. These techniques are appropriated
when the driving cycle is relatively easy to know in advance like in rail-road applications [33] or public transport applica-
tions [78]. The main drawback of this approach is that the consumption is optimized only for a particular vehicle in partic-
ular conditions which will probably never be repeated in real use and the vehicle will perform less than claimed.

3.2. On-line strategies

The second group of energy management strategies does not require information about the future. These strategies only
consider real-time information (speed or acceleration of the vehicle; power, voltage, current or state-of-charge of the energy
sources or loads). These techniques are generally based on rules which enable on-line optimization.
The interest of using these techniques is that real-drive conditions are highly random depending on the traffic, type of
road, the driver style or the weather conditions. Moreover, in military applications the driving cycle is not known a priori
 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207 195

and pollution emission reduction is not a priority. The drawback of these techniques is that they propose a solution which is
not necessarily the optimal. Nevertheless, on-line techniques appears to be more adequate to perform energy management
in road vehicles and particularly in military applications. Among on-line techniques, fuzzy logic is presented in next
subsection.

3.3. Fuzzy logic

Fuzzy logic controllers are widely used to perform energy management in hybrid electric vehicles. Fuzzy logic controllers
does not require complex mathematical models as used in classic control and it has been demonstrated that they are suitable
and well performing in real-time applications.
As a general rule, the fuzzy controller output is a power reference for the energy conversion source (FCS is here consid-
ered). This output is calculated to supply the power to propel the vehicle while maintaining the battery and/or UCS state-of-
charge between predetermined bounds (e.g. [15,19,23,27,42,44,66,74]). In this paper, fuzzy logic controllers are classified
based on their output:

3.3.1. Fuzzy system output: absolute output reference

The output of the fuzzy logic controller is the absolute reference power of the FCS (i.e. output in W, kW). The computation
of the reference value does not consider the previous value of the FCS output power (e.g. [15,19,27,42,44]). The principal
drawback is that the reference can vary much faster than the real output and this can originate stability problems. Fig. 2
presents examples of fuzzy controllers which has an absolute output reference.

3.3.2. Fuzzy output: variation on the absolute output reference

The output of the fuzzy logic controller is a relative change in the reference of the FCS output power (i.e. output in W/s,
kW/s). The definition of the absolute reference power requires then integrating the output value. This is an easy way to han-
dle the problem of the fuel cell system slow dynamics: it avoids references difficult (or even impossible) to follow by the real
system. These controllers consider the dynamic of the FCS as well as it previous power output value.
Ferreira et al. [23] study the energy management in a FCS-UCS-battery HEV. It proposes a three-input two-output fuzzy
logic controller with rule-base that changes with the drive condition (acceleration, hilly roads). Ryu et al. presented an en-
ergy management strategy based on driving mode recognition using a fuzzy logic controller for a FCS-battery HEV. Fig. 3

Fig. 2. Fuzzy logic controllers used in hybrid electrical vehicles energy management (a) [15,42], (b) [44], (c) [19], (d) [27].

Fig. 3. Fuzzy logic controllers used in HEV energy management: (a) [23], (b) [66].
196 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207

illustrates these fuzzy controllers. It is interesting to highlight that the structure of these fuzzy logic controllers is very sim-
ilar to those used in power electronics where dynamic is a very important issue [18,46].

4. ECCE energy management

In hybrid electrical vehicles, the hybrid source delivers the power (1) to drive the vehicle and (2) to supply the ancillary as
shown in a general power balance (Eq. (1)). In ECCE HEV, finding the UCS, FCS and batteries power references to supply the
vehicle power consumption (motor drives and ancillaries) seems to be the natural objective of the energy management strat-
egy (EMS). However, as the batteries are directly connected to the DC bus (see Fig. 1b), the power flow of this source cannot
be directly controlled. The EMS is thus, in this case, limited to find the SCS and FCS power references.
Pref ¼ Ptraction þ Pancillaries ¼ PFCS þ Pbatt þ P SCS ð1Þ
The first step to design the EMS is to define its objectives regarding the characteristics and constraints of both the vehicle
and the energy sources. In a first approach, energy consumption or pollutant emissions optimization are not considered.
However, the dynamic and static constraints together with the respective expected lifetimes of the different energy sources
are considered. The energy management strategy (EMS) aims to fulfil the following objectives:

 To guarantee the power supply to the load and to recover the maximal amount of braking energy.
 In steady state, the propel power is totally provided by the fuel cell system (fast and easy to recharge).
 The supercapacitor system assures the dynamic answer and guarantee enough energy to accelerate the vehicle and
enough capacity to recover energy.
 The SCS system state-of-charge follows a dynamic reference that depends on the speed of the vehicle
 To minimize the battery (DC bus) voltage variation and to minimize the use of this source because it is less efficient and
presents a lower durability than the UC.
 Currents, states-of-charge, voltages and powers must remain within predetermined limits as summarized in Table 2.

4.1. Battery energy management

A challenge in ECCE EMS is that batteries are directly connected to the DC bus and cannot be directly controlled (a power
converter could be considered as a more expensive solution). Additionally, one of the EMS objectives is to maintain the bat-
teries SOC within predetermined limits. The proposed solution is to indirectly manage the battery using the remaining
sources (FCS and SCS). A state-of-charge control is implemented, this control is based on that presented by Candusso
et al. [9].
The battery is the first element to react to a power request at the DC bus (acceleration, regenerative brake). The more the
battery output power changes, the more the DC bus voltage does. ECCE vehicle ancillaries and power electronics devices
have DC bus voltage input level constraints, this is the reason why the battery output power is aimed to be zero. As the
EMS only deals with the FCS and the UCS, Eq. (1) can be redefined to make appear the battery power in the load side as
shown in Eq. (2). The combined FCS & UCS source power reference is calculated as the addition of the reference power
and an additional power to regulate the batteries SOC.
Pref  DP batt ¼ PFCS þ PSCS ð2Þ
Finally, it is required to define the reference value and to choose a method to estimate the state-of-charge. The SOC is
estimated by using the current integration method [39]. The SOC reference value is selected to have a nominal battery volt-
age in open circuit.

4.2. Supercapacitors system energy management

The supercapacitor system is the most efficient source in ECCE, it allows recovery braking and high dynamic responses,
but it has a low specific energy. As the FCS is limited to handle fast power dynamics, and the batteries power is aimed to be
minimized, the supercapacitor system assures the dynamic in the whole power supply system. The SCS power reference is

Table 2
Operation bounds of the energy sources.

Source Operation range Description

Batteries Vbusmin < Vbatt < Vbusmax DC bus – Batteries voltage bounds
SOCbattmin < SOCbatt < SOCbattmax Batteries state-of-charge bounds
Supercapacitor system PSCSmin < PSCS < PSCSmax SCS output power static bounds
SOCscapmin < SOCscap < SOCscapmax SCS state-of-charge bounds
Fuel cell system PFCSmin < PFCS < PFCSmax FCS output power static bounds
d PFCS
< dPdtFCS < dPdtFCS max FCS output power dynamic bounds
dt min
 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207 197

the difference between the reference power and the fuel cell system power. The global EMS considers a control of the UC
SOC; however, this is indirectly done by the FCS.

4.2.1. State-of-charge control

Different authors propose to maintain the supercapacitor system state-of-charge between static or fuzzy bounds
[15,23,61,66]. However, it has to be considered that there is an optimal supercapacitor state-of-charge that depends on
the current vehicle speed [41]. We propose to use a reference which depends on the speed of the vehicle:

 When the vehicle is stopped (and the kinetic energy accumulated in the vehicle is zero) there is not possibility to recover
braking energy in a near future, additionally a low state-of-charge means less available energy to accelerate. An optimal
SOC is thus ‘‘charged’’ (maximal).
 If the vehicle is at maximal speed (and the kinetic energy accumulated in the vehicle is maximal), no further acceleration
will be required and braking is the next state, a high SOC will limit the recovery of braking energy. An optimal SOC is thus
‘‘discharged’’ (minimal).

4.3. Fuel cell system energy management

Two objectives are defined for this source: the first is to provide the whole amount of energy to drive the vehicle. The
second is to regulate the state-of-charge of the battery and supercapacitor system. The proposed controller also considers
two fuel cell system’s constraints: the slow dynamic response and the maximal and minimal bounds of output power (min-
imum power to avoid works in low efficiency regions). A two-inputs one-output fuzzy logic controller has been considered
for finding a reference value for the fuel cell system output power.
The input 1 is related with the objective ‘‘to provide the whole amount of energy to drive the vehicle’’. The fuel cell system
supplies the propulsion power in steady state; this is the reason why the first input of the fuzzy logic controller is the dif-
ference between the reference load power and the current fuel cell power.
The input 2 is related with the objective ‘‘to regulate the stored charge in the supercapacitor system’’, for this reason, the
second input of the fuzzy controller is the error between the SCS state-of-charge and its dynamic reference.

Fig. 4. ECCE energy management strategy.

Table 3
Energy management strategy description.

Definition Description
SOCref = SOCmax  speed(SOCmax  SOCmin) SOCref is the SCS SOC reference
SOCmax is the SCS SOC reference at speed = 0
SOCmin is the SCS SOC reference at speed = maximal
DP batt ¼ P reg ðSOC batt  SOC batt ref Þ DPbatt is the reference battery power
Preg is the maximal battery SOC regulation power
SOCbatt is the estimated value of battery SOC
SOCbattref is the reference value of battery SOC
DP = Pref  PFCS  DPbatt Pref is the reference FCS power
PFCS is the measured FCS power
DSOC = SOCref  SOC SOC is the estimated value of SCS SOC
DPFCS = f(DP, DSOC) DPFCS is an increment in the FCS reference power
198 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207

The output of the controller is a relative change in the reference instead of an absolute reference value. This relative
change is useful to consider the fuel cell dynamic limitations. Moreover, a saturation enables maintaining the output power
between it considered limits.
Fig. 4 and Table 3 detail the designed energy management strategy.

5. Fuzzy logic controller

Membership functions and rule-base in fuzzy logic systems are generally designed either using data from the system or
using human experience. The use of data from the system enables us to find the fuzzy sets and rules using optimization tech-
niques as dynamical programming or genetic algorithms [15]. Fuzzy logic systems designed from data use algorithms to find
appropriate fuzzy sets and rules for a specific drive cycle in a specific vehicle. However, nothing guarantees that the calcu-
lated set of parameters is still appropriate in variable drive conditions or on different vehicles. Additionally, accurate models
to represent the vehicle and to calculate the fuzzy system parameters are required. Human experience is directly used to
design the fuzzy sets and rules. Survey-based fuzzy logic systems permit to combine the knowledge from different experts
to design the MFs [2,45,56,75]. Type-2 fuzzy systems permits to combine the knowledge from the different experts handling
the uncertainty associated with the meaning of the words.
Here, human expertise has been considered to design the fuzzy sets and rules of the fuzzy logic controller. As a first ap-
proach, the optimization of the fuzzy logic system is not considered; this will be done in further works. Here, a Sugeno fuzzy
logic controller has been considered, with type-2 triangular and trapezoidal fuzzy sets, a singleton fuzzifier, and centre-of-
sets defuzzification technique.

5.1. Fuzzy sets and rules design

To design the fuzzy sets and rules of the fuzzy logic controller from human experience, a survey using linguistic labels was
conducted among 10 experts on hybrid electrical vehicles. The survey was performed among the participants of the IEEE
Vehicle Power and Propulsion Conference, September 2010 in Lille, France. The experts in energy management from acad-
emy and vehicular industry were interviewed during the conference.

5.2. Sample survey

The experts were asked to answer a ‘fuzzy energy management survey’ divided in three sections: Section 1 to explain the
general background of the survey. Section 2 to locate linguistic labels to determine intervals and Section 3 to define the fuzzy
rules for the fuzzy logic controller.

5.2.1. Linguistic label localization

The purpose of this section is to locate linguistic labels to determine intervals. This information is used to build the fuzzy
sets.

Example 1. Table 4 explains how linguistic labels can be used to represent the speed of a vehicle with maximum speed of
150 (km/h).
It can be inferred from Table 4 that the person completing this table thinks that:

1. A slow speed is between 15 and 50 (km/h)

2. A speed of 40 (km/h) could be considered slow as well as medium

Question 1 – Power of the fuel cell system: Complete Table 5 using percentage values of the fuel cell system nominal
power to represent DP as defined in Table 3.
Question 2 – State-of-charge of the supercapacitor system: Complete Table 6 using percentage values of the
supercapacitor system maximal state-of-charge to represent DSOC as defined in Table 3.
Tables 5 and 6 present the answers of one of the experts to Questions 1 and 2.

5.2.2. Fuzzy rules definition

The purpose of this section is to define the fuzzy rules for the fuzzy controller using the linguistic labels in Tables 7 and 8.

Table 4
Linguistic labels to represent speed.

Speed [km/h] Start End

Zero to very slow 0 20
Slow 15 50
Medium 35 85
Fast 70 150
 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207 199

Table 5
DP linguistic label – expert answer.

DP Start (%) End (%)

Almost zero 0 10
Low 5 50
Medium 20 70
High 50 100

Table 6
DSOC linguistic label – Expert answer.

DSOC Start (%) End (%)

Almost zero 0 30
Low 20 60
Medium 50 95
High 90 100

Table 7
Fuzzy linguistic labels (a).

DP  DSOC
Linguistic label Abbreviation
Negative high NH
Negative medium NM
Negative low NL
Zero Z
Positive low PL
Positive medium PM
Positive high PH

Table 8
Fuzzy linguistic labels (b).

DPFCS
Linguistic label Abbreviation
High decrease in output power DH
Medium decrease in output power DM
Low decrease in output power DL
Hold the output power H
Low decrease in output power IL
Medium decrease in output power IM
High decrease in output power IH

Example 2. The following examples are used to explain how fuzzy rules can be defined using the linguistic labels in Tables 7
and 8.

 If DP is NH and DSOC is NH then DPFCS is DH

– The fuel cell system system supplies more power than required.
– And the supercapacitor system is relatively overcharged.
– Then it is required to rapidly decrease the fuel cell system output power.
 If DP is Z and DSOC is Z then DPFCS is H:
– The current values of P and SOC meet the reference.
– Then it is required to hold the output power in the fuel cell system.

Question 3 – Rule definition: Define the fuzzy rules summarized in Table 9 for the fuzzy controller in Fig. 4 using the
predefined linguistic labels in Tables 7 and 8.
Table 9 presents the answers of one of the experts to the question of this section.
200 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207

Table 9
Fuzzy rules (as defined by one of the experts in HEV).

DPFCS
DSOC; DP ? NB NM NS Z PS PM PB
NB DH DH DH DM DM DL H
NM DH DH DM DM DL H IL
NS DH DM DM DL H IL IM
Z DM DM DL H IL IM IM
PS DM DL H IL IM IM IH
PM DL H IL IM IM IH IH
PB H IL IM IM IH IH IH

Table 10
Processed survey results: linguistic labels.

DP
Range label 
x r
Start End Start End
Almost zero 0.00 9.70 0.00 4.81
Low 7.25 28.50 4.33 11.07
Medium 22.50 63.00 9.20 13.17
High 56.50 100.00 17.00 0.00

Table 11
Processed survey results: linguistic labels.

DSOC
Range label 
x r
Start End Start End
Almost zero 0.00 15.50 0.00 11.41
Low 12.20 36.00 11.13 15.24
Medium 32.50 70.50 15.32 14.03
High 66.00 100.00 17.76 0.00

Fig. 5. Type-1 (left) and type-2 (right) membership functions for DSOC (a) and (b), DP (c) and (d) and DP centroids (e) and (f).
 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207 201

5.3. Survey processing

As expected, each expert (different experiences, thoughts and preferences) has defined different fuzzy sets and rules. For
this reason type-2 fuzzy sets that permit to combine the knowledge from the experts were considered; the methodology to
create the fuzzy systems from knowledge is presented in [45].

5.3.1. Fuzzy sets creation

Tables 10 and 11 show the processed results for Questions 1 and 2 of the survey. For each linguistic label the mean and
standard deviation values for the start (a, aa) and end (b, ab) points are calculated. Fuzzy sets are created from data in these
tables, a numerical value of the uncertainty (0 < q < 1). As an example, the triangular membership function representing a
positive medium (PM) fuel cell power is explained.
A first upper triangle defined for the points: start at (a  (1 + q)aa), medium at ((a + b)/2) and end at (b + (1 + q)ab). A sec-
ond lower triangle defined for the points: start at (a + (1 + q)aa), medium at ((a + b)/2) and end at (b  (1 + q)ab). It can be
verified that in type-1 fuzzy sets where q = 0, the two triangles are the same.

Table 12
Processed survey results – fuzzy rules.

Rule If DP is And DSOC is Then DPFCS is

DH DM DL H IL IM IH
1 NH NH 10 0 0 0 0 0 0
2 NH NM 10 0 0 0 0 0 0
3 NH NL 7 3 0 0 0 0 0
4 NH Z 2 8 0 0 0 0 0
5 NH PL 0 6 3 1 0 0 0
6 NH PM 1 1 6 1 1 0 0
7 NH PH 1 1 1 5 2 0 0
8 NM NH 9 1 0 0 0 0 0
9 NM NM 3 7 0 0 0 0 0
10 NM NL 1 8 1 0 0 0 0
11 NM Z 1 5 4 0 0 0 0
12 NM PL 0 0 8 1 1 0 0
13 NM PM 0 1 2 6 1 0 0
14 NM PH 1 1 0 2 6 0 0
15 NL NH 3 7 0 0 0 0 0
16 NL NM 1 7 2 0 0 0 0
17 NL NL 0 1 9 0 0 0 0
18 NL Z 0 0 8 2 0 0 0
19 NL PL 0 0 1 8 1 0 0
20 NL PM 0 0 1 3 6 0 0
21 NL PH 0 0 1 1 4 4 0
22 Z NH 0 7 3 0 0 0 0
23 Z NM 0 2 8 0 0 0 0
24 Z NL 0 0 6 4 0 0 0
25 Z Z 0 0 0 10 0 0 0
26 Z PL 0 0 0 4 6 0 0
27 Z PM 0 0 0 0 7 3 0
28 Z PH 0 0 0 0 2 8 0
29 PL NH 0 4 4 1 1 0 0
30 PL NM 0 1 4 3 2 0 0
31 PL NL 0 1 0 6 3 0 0
32 PL Z 0 0 0 2 8 0 0
33 PL PL 0 0 0 0 8 2 0
34 PL PM 0 0 0 0 2 8 0
35 PL PH 0 0 0 0 0 7 3
36 PM NH 0 1 4 3 0 2 0
37 PM NM 0 1 0 5 2 2 0
38 PM NL 0 0 1 1 5 3 0
39 PM Z 0 0 0 0 4 6 0
40 PM PL 0 0 0 0 1 9 0
41 PM PM 0 0 0 0 0 7 3
42 PM PH 0 0 0 0 0 1 9
43 PH NH 0 0 2 4 2 1 1
44 PH NM 0 0 1 1 4 3 1
45 PH NL 0 0 1 0 2 6 1
46 PH Z 0 0 0 0 0 8 2
47 PH PL 0 0 0 0 1 3 6
48 PH PM 0 0 0 0 0 0 10
49 PH PH 0 0 0 0 0 0 10
202 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207

As an uncertainty of 50% was considered (q = 0.5), the start point of the upper triangle is located at a  (1 + q)aa = 8.70%
and the end point located at b + (1 + q)ab = 82.75%. The start point of the lower triangle is located at a  (1  q)aa = 17.90%
and the end point located at b + (1  q)ab = 69.58%. The medium point is located at (a + b)/2 = 42.75%.
The fuzzy sets for DP and DSOC and the centroids of DP are shown in Fig. 5. The centroids were calculated using the
Karnik–Mendel iterative procedure [38].

5.3.2. Fuzzy rule definition

Table 12 presents the processed results for Question 3 of the survey. Each expert defined 49 fuzzy rules. The average cen-
troids of each rule were calculated and are presented in Table 13.

5.4. Fuzzy logic controller implementation

The computational cost of centre-of-sets defuzzification is related with the difficulty to implement a real-time controller.
In this work, we choose to perform an off-line mapping of the system as also proposed by [53]. Type-1 and type-2 fuzzy sur-
faces are presented as example in Fig. 6.

Table 13
Output MFs parameters.

Rule clav g C lav g

1 0.7393 [0.7814, 0.6971]

2 0.7393 [0.7814, 0.6971]
3 0.6498 [0.6904, 0.609]
4 0.5004 [0.5387, 0.4622]
5 0.3248 [0.3566, 0.2931]
6 0.2186 [0.2463, 0.1911]
7 0.0979 [0.1216, 0.0742]
8 0.7095 [0.7511, 0.6678]
9 0.5303 [0.5691, 0.4915]
10 0.4466 [0.4833, 0.41]
11 0.3748 [0.408, 0.3416]
12 0.1408 [0.1657, 0.1161]
13 0.0642 [0.0853, 0.0431]
14 0.0027 [0.0238, 0.0294]
15 0.5303 [0.5691, 0.4915]
16 0.4227 [0.4582, 0.3872]
17 0.2252 [0.2522, 0.1983]
18 0.161 [0.1849, 0.1372]
19 0 [0.018, 0.018]
20 0.1006 [0.0778, 0.1235]
21 0.2366 [0.2073, 0.2661]
22 0.3689 [0.4028, 0.3351]
23 0.2491 [0.2773, 0.2211]
24 0.1207 [0.1427, 0.0989]
25 0 [0.016, 0.016]
26 0.1207 [0.0989, 0.1427]
27 0.2731 [0.2439, 0.3024]
28 0.3928 [0.3579, 0.4279]
29 0.2366 [0.2661, 0.2073]
30 0.0843 [0.1084, 0.0603]
31 0.0163 [0.0048, 0.0374]
32 0.161 [0.1372, 0.1849]
33 0.2491 [0.2211, 0.2773]
34 0.3928 [0.3579, 0.4279]
35 0.5303 [0.4915, 0.5691]
36 0.0364 [0.0628, 0.0101]
37 0.0843 [0.06, 0.1087]
38 0.2127 [0.1845, 0.241]
39 0.3449 [0.3123, 0.3777]
40 0.4168 [0.3806, 0.453]
41 0.5303 [0.4915, 0.5691]
42 0.7095 [0.6678, 0.7511]
43 0.118 [0.0933, 0.1427]
44 0.2665 [0.2366, 0.2965]
45 0.3585 [0.3242, 0.3929]
46 0.5004 [0.4622, 0.5387]
47 0.5959 [0.5569, 0.635]
48 0.7393 [0.6971, 0.7814]
49 0.7393 [0.6971, 0.7814]
 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207 203

Fig. 6. Type-1 (left) type-2 (medium) fuzzy maps and it difference (right).

As complementary approaches, different authors have presented software which permits to implement type-2 fuzzy sys-
tems. Some of this works can be found at [14,56,60]. The energy management in ECCE vehicle is done using a dSPACE Auto-
Box programmable controller, more discussion about hardware implementation of type-2 controllers can be found in
[50,54].

6. Simulation

The proposed energy management strategy using the survey-based fuzzy logic controller is evaluated by computer
simulation.

6.1. Drive cycle

The speed profile was measured from an real driving cycle of a heavy-duty hybrid vehicle. The power profile is evaluated
at the DC bus.

6.2. Simulation parameters

The simulation was performed using the following parameters (see description in Table 2):

1. Batteries state-of-charge bounds: 90% +10% 20%.

2. DC bus voltage reference: 540 [V] + 10%–20%
3. Maximal reference for SCS state-of-charge: 95% (speed = 0).
204 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207

4. Minimal reference for SCS state-of-charge: 30% (speed = max).

5. Supercapacitor system min/max output power ±75 [kW].
6. Fuel cell system min/max output power 2.5/15 [kW].
7. Fuel cell maximal and minimal power rate ±1 [kW/s].

6.3. Simulation results

Fig. 7 presents the simulation results for the considered drive cycle (the initial values of state-of-charge meet the
reference):

 Vehicle speed. Fig. 7(a) shows the considered drive cycle. This is a representative drive cycle of a heavy-duty vehicle. At
the end of the drive cycle, the recharge period of the energy storage sources is also considered.
 Reference Power. Fig. 7(b) shows the reference power which includes the power of the electrical traction motors and all
the ancillary of the vehicle (pumps, compressors etc.).
 Battery power. Fig. 7(c) shows the power supplied by the battery. As expected, the battery is the first element which acts
when any change in the reference is applied. The battery output power remains in low levels when low variations on the
speed. In acceleration or brake the contribution of the battery become even superior to the contribution of the
supercapacitors.
 Supercapacitor system power. Fig. 7(d) shows the contribution of the supercapacitor system to the power balance. Even
if there is a control delay between the reference power and the supercapacitor response, the supercapacitor follows the
reference and provides most of the system dynamics.
 Fuel cell system power. Fig. 7(e) shows the fuel cell output power which has a very low frequency. When the vehicle is
stopped, at the end of the cycle, the fuel cell power increase to charge the supercapacitor system (the state-of-charge ref-
erence is completely charged).
 Battery voltage. Fig. 7(f) shows the battery voltage. It vary with the battery output power and particularly in fast brake
periods (as in period 140–150 [s]), the recovery energy increase fast becoming difficult to manage and the battery voltage
rise out of the considered limits. A limitation on recovery energy has to be considered to avoid this problem.
 Battery state-of-charge. Fig. 7(g) shows the battery state-of-charge which stay in the considered limits.
 Supercapacitor state-of-charge. Fig. 7(h) shows the supercapacitor system state-of-charge stay in the considered limits.

Fig. 7. Simulations results.

 J. Solano Martínez et al. / Information Sciences 190 (2012) 192–207 205

7. Conclusions and further work

In this paper, a novel survey-based fuzzy logic energy management system for use in electrical hybrid vehicles has been
presented. In this energy management strategy the priority source is the UCS because is the most performing in terms of
efficiency, power and dynamic answer. The strategy considers the vehicle speed to find a dynamic reference for the UC
SOC. The system directly uses human expert knowledge to develop the type-2 fuzzy logic controller. Simulation results
shows that the type-2 fuzzy logic based energy management strategy satisfies the specified objectives.
The next step of this work will be the real-time implementation of the energy management strategy in the ECCE vehicle.
As future research, the use of general type-2 sets instead of interval type-2 sets as well as fuzzy system optimization could be
investigated.

Acknowledgments

The ECCE vehicle is a research project funded by the French General Army Direction (DGA).
This work was realized as joint cooperation between FEMTO-ST Laboratory, the University of Franche-Comte in Belfort,
France, and the Centre for Computational Intelligence of De Montfort University in Leicester, UK, with funding from FEMTO-
ST Laboratory and from the SPIM Doctoral School of the University of Franche-Comte.
The authors are grateful to the experts who participate in the survey for their collaboration and their valuable comments
and suggestions: University of Franche-Comte, University of Lille 1, The French network on hybrid electric vehicles (ME-
GEVH) and The French National Institute for Transport and Safety Research (INRETS) in France, the Foundation for the devel-
opment of new hydrogen technologies in Aragon Spain, the University of Porto in Portugal, University of Paderborn in
Germany, De Montfort University in UK and University of Trois-Rivières in Canada.

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