This article has been accepted for publication in a future issue of this journal, but has not been
fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
> REPLACE THIS LINE WITH YOUR PAPER IDENTIFICATION NUMBER (DOUBLE-CLICK HERE TO EDIT) <
An ANFIS-based ECMS for Energy
Optimization of Parallel Hybrid Electric Bus
Xiang Tian, Ren He, Xiaodong Sun, Senior Member, IEEE,
Yingfeng Cai, Member, IEEE, and Yiqiang Xu
Abstract—The fuel economy of hybrid electric vehicles is very
closely associated with the energy management strategy (EMS). In
this paper, a practicality-oriented adaptive EMS for a parallel
hybrid electric bus is presented, which combines the adaptive
neuro-fuzzy inference system (ANFIS) and equivalent
consumption minimization strategy (ECMS). Considering the
regular and fixed route of the city bus, the optimal control
trajectories can be attained by the dynamic programming in
advance. Using the rolling optimization method, a group of
optimal equivalent factors is extracted from aforementioned
control trajectories and used as the training samples. Then, a
trained ANFIS model that produces the optimal equivalent factor
online is constructed, showcasing striking superiority in
self-learning and inference. By applying the derived equivalent
factor in the framework of the ECMS, an adaptive energy
management controller is available to achieve desirable power
distribution online. Finally, the simulation and hardware in the
loop (HIL) tests are used to validate the effectiveness and
feasibility of the controller. The results demonstrate that,
compared with other strategies, the fuel economy with the
proposed strategy can be effectively improved.
Index Terms—Energy management strategy, ECMS, ANFIS,
fuel consumption, HIL test.
I. INTRODUCTION
H YBRID electric vehicles (HEVs) equipped with multiple
energy storage systems (ESSs) have been being
Copyright (c) 2019 IEEE. Personal use of this material is permitted.
However, permission to use this material for any other purposes must be
obtained from the IEEE by sending a request to
pubs-permissions@ieee.org.
Manuscript received May 23, 2019; revised August 28, 2019;
accepted December 12, 2019. This work was supported by the National
Natural Science Foundation of China under Project 51875261 and
U1764257, the Natural Science Foundation of Jiangsu Province of
China under Projects BK20180046 and BK20170071, the “Qinglan
project” of Jiangsu Province, the Key Project of Natural Science
Foundation of Jiangsu Higher Education Institutions under Project
17KJA460005, the Six Categories Talent Peak of Jiangsu Province
under Project 2015-XNYQC-003, and the Public Open Project of
National Technical Committee of Automotive Standardization under
Project BZ201906.( Xiang Tian, Ren He, and Xiaodong Sun equally
contributed to this work.) (Corresponding author: Xiaodong Sun and
Yingfeng Cai)
X. Tian, X. Sun and Y. Cai are with the Automotive Engineering
Research Institute, Jiangsu University, Zhenjiang 212013, China (email:
auzn0009@163.com, xdsun@ujs.edu.cn, caicaixiao0304@126.com).
R. Hen is with the School of Automotive and Traffic Engineering,
Jiangsu University, Zhenjiang 212013, China (e-mail:
heren@ujs.edu.cn).
Y. Xu is with the Nexteer Automotive (Suzhou) Co., Ltd, Suzhou
215000, China (e-mail: xuyq_cloud@126.com).
0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
1
considerably motivated to deal with increasing global warming,
petroleum consumption and environmental pollution [1-3]. Due
to the energy flow flexibility among multiple ESSs, the energy
management strategy (EMS) of HEVs is more complicated
compared with that of the conventional vehicle, and it can
significantly affect the vehicle performance especially in fuel
economy, emissions and drivability [4-6]. Moreover, the online
application is significant for EMS of HEVs [7]. Accordingly, it
is necessary to design an efficient EMS to make the power
distribution well for the sake of reducing fuel consumption and
exhaust emissions.
At present, EMSs can be divided into two categories
[8-10]. One is the rule-based strategy and the other is
optimization-based strategy. The rule-based strategies with
little computing burden and simple structure have been widely
used in real-time control for HEV, which can make power
sources always operate in pre-set areas [11-13]. These methods
with heuristics or fuzzy logic rules that can achieve good
robustness are easy to implement using state machine logic [14].
Li et al. introduced a fuzzy logic energy management system
for a plug-in series HEV by taking both the state of charge and
battery terminal voltage into account [18]. Therefore, the
strategy not only ensure the engine operating in high-efficiency
area, but also prevent the battery from over-discharging.
Simulation results presented that it exhibits good performance
in fuel economy and drivability. However, the fuzzy system
cannot guarantee the results optimality because of the
subjectivity of rule design. Moreover, the rule-based strategies
lacked ability to minimize the fuel consumption throughout the
whole driving cycle. Therefore, the investigation of rigorous
optimization algorithms for energy optimization of HEV has
been greatly encouraged [19].
The optimization-based strategies can be mainly classified
into the real-time optimization and global optimization.
Dynamic programming (DP), as a global optimization method,
is extensively used to solve the energy management problem
for the HEV structures, providing a global optimality. Pérez et
al. used DP method to derive the power distribution between
the engine and electric motor, while the vehicle performs a
fixed driving cycle [20]. The constraints on the two power
sources and battery operating range were also taken into
consideration, and the effectiveness of the proposed strategy
was verified in simulation. However, DP method required the
driving cycle known beforehand, so it was unable to be applied
in real applications directly [21]. To address this issue, by
introducing Markov chains to model the driving behavior,
stochastic dynamic programming (SDP) proposed by Lin et al.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
> REPLACE THIS LINE WITH YOUR PAPER IDENTIFICATION NUMBER (DOUBLE-CLICK HERE TO EDIT) <
was applied to optimize the energy flow for a parallel HEV. Yet
it cannot produce the most fuel-efficient results due to driving
behavior mispredictions [22]. In some studies, the stochastic
Markov chains model was also incorporated into the model
predictive control (MPC) method for predicting the future
speed or power demand sequences [23]. Carirano et al.
proposed a driver-aware vehicle control approach based on
stochastic MPC with learning, whose power request dynamics
was modeled by a Markov chain [24]. The proposed approach
can handle the large state dimension models well using
quadratic programming, and its performance close to MPC with
the overall power request known a prior. Li et al. developed a
multi-objective stochastic MPC method for plug-in hybrid
electric bus to reduce the unnecessary mode transitions, which
achieves an impressive improvement in the fuel economy over
different driving cycles [25]. However, the influencing factors
of the algorithmic efficiency need further examination. In
addition, numerous researchers have paid much attention to the
equivalent consumption minimization strategy (ECMS). An
equivalent factor that represents the conversion relation from
the electricity consumption into the equivalence fuel
consumption is defined, and the instant power distribution can
be attained by the Pontryagin’s minimum principle (PMP). The
equivalent factor is an important dynamic variable determining
the performance of ECMS. At present, most of the study
focuses on obtaining accurate equivalent factor. In [26], an
adaptive equivalent consumption minimization strategy
(A-ECMS) was proposed to estimate equivalence factor. By
adding the on-the-fly algorithm into the ECMS framework, the
road conditions can be reflected on energy flow decisions of
parallel HEV, and the slightly sound results and
charge-sustaining operations were simultaneously achieved. A
fuzzy-tuned ECMS was originally proposed in [27] for diesel
heavy duty HEVs, and the system dynamics in duty cycles
characterized by start-stop events was analyzed. The equivalent
factor was dependent on the expert experience and knowledge,
so the optimality cannot be guaranteed. Furthermore, a
trip-oriented stochastic optimal EMS was proposed for plug-in
hybrid electric bus, and its equivalent factor was obtained using
SDP method [28]. In addition, converting the equivalent factors
into a lookup table of parameters, it is convenient for online
application performed by ECMS. Yang et al. further adopted
the particle swarm optimization method to refresh the
equivalent factor, in which the weight coefficient with linear
change is adopted to enhance the optimization accuracy [29].
This method can signally enhance feasibility of ECMS, which
attains the near-optimal energy optimization strategy. Although
the derived methods based on ECMS that can greatly improve
the performance and practicability were developed rapidly, the
prediction of suitable equivalent factor and online
implementation affecting HEV fuel economy still needed
further investigations [30-33].
Based on these inventive works, this paper constructs an
ANFIS-based ECMS for parallel hybrid electric bus to realize
the sub-optimal energy management. Considering the regular
and fixed route of a city bus, the optimal control trajectories can
be obtained by the DP method in advance. Next, the rolling
0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
2
optimization method is applied to extract the optimal
equivalent factor from the aforementioned control trajectories.
Therefore, a group of equivalent factors can be attained and
regarded as training samples. Meanwhile, a devised ANFIS
model that can produces the instant optimal equivalent factor is
available. By applying the derived equivalent factor in the
framework of ECMS, an online energy management controller
is set up to make the power distribution well and maintain the
condition of charge-sustainability. Finally, the comparison of
proposed strategy and other strategies reveals the noticeable
superiority of the ANFIS-based ECMS in achieving improved
fuel economy.
The rest of the paper is organized as follows. The
configuration and mathematical modelling of the parallel
hybrid powertrain are given in detail in Section II. Section III
introduces the ECMS and ANFIS. The ANFIS-based ECMS
for energy optimization of parallel hybrid electric bus is
described in Section IV. Then, the simulation and HIL results
are provided and discussed in Section V, and Section VI
concludes the paper.
II. POWERTRAIN MODEL OF PARALLEL HYBRID ELECTRIC BUS
This paper is focused on a parallel hybrid powertrain where
the engine and motor can, either together or alone, provide
propulsion for the vehicle. The engine and motor are placed at
same shaft, so the power coupling device is unnecessary
[34-36]. In order to improve the economic and dynamic
performance, an automated mechanical transmission is
mounted between engine and motor, as shown in Fig. 1. Even
during the gear-shifting process, the motor not only behaves as
a tractor to provide the propulsion, but also acts as a generator
to recover supernumerary kinetic energy, thus dramatically
improving the reliability [37-39]. Besides, the direct connection
between the motor and wheel can also encourage energy
efficiency [40]. Considering the complexity of the modeling,
the main component models are developed with a steady-state
representation in the following.
Fig. 1. Configuration of parallel hybrid electric bus.
A. Engine Model
Fuel consumption of engine is necessary for energy
optimization of parallel hybrid electric bus. Given the
complexity of the engine, a quasi-static model is set up, and it is
supposed that the engine output precisely correspond to
commands. Then, the fueling rate mf can be expressed as
mf = f fuel (Te , e ) (1)
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
> REPLACE THIS LINE WITH YOUR PAPER IDENTIFICATION NUMBER (DOUBLE-CLICK HERE TO EDIT) < 3

where Te and ωe are the engine torque and speed, respectively. Furthermore, the time derivative of the SOC can be calculated
The available power Pe from the engine can be given as by
Pe = H LHV mf (2) VOC − (VOC ) − 4 RB PB
2

where HLHV represents the lower calorific value of fuel (42.5 SOC = − (5)
2 RB QB
MJ/kg). Fig. 2(a) shows the BSFC (brake specific fuel
consumption) map of engine, whose red line represents the where QB and PB are the battery charge capacity and power,
maximum torque under different speeds. respectively. PB<0 represents the battery charging, and PB>0
means the battery is being discharged. Neglecting the
B. Motor Model temperature change and battery aging, the internal resistance
In this paper, the permanent magnet synchronous motor is and open circuit voltage are only relevant to the battery SOC, as
chosen as the traction motor [41-43]. The motor can operate in shown in Fig. 2(d).
generator mode or tractor mode. When operating in tractor
D. Vehicle Dynamics Model
mode, the motor can provide power together with the engine to
propel the vehicle. When operating in generator mode, it can Given the EMS design is mainly focused on the vehicle
convert kinetic energy into electric energy for battery charging. longitudinal motion, it is assumed that the steering dynamics,
Because the transient response of the motor is rapid, its lateral dynamics, and others are ignored in this paper. Therefore,
dynamics herein can be neglected. The motor power Pm is the relationship between vehicle driving torque and coupling
obtained by torque produced by the two power sources can be formulated as
Tw = (Te  ig + Tm ) i0T +Tb (6)
 Tm m
 , (Tm  0 ) where Tw and Tb are the driving and braking torque acting on
Pm =  m (3)
the wheel, respectively. ηT is the transmission efficiency, i0 and
T   , (T  0 )
 m m m m ig are the gear ratios of final drive and AMT, respectively.
where m is the motor efficiency, and it can be calculated by the Through analyzing the longitudinal dynamics of vehicle, the
look-up table indexed with the speed ωm and torque Tm at any driving torque can be expressed as
time. When Tm is positive, the motor operates in the tractor  1 dv 
mode. On the contrary, it operates in the generator mode when Tw =  mgf r cos  + mg sin  + CD A v 2 +  m   rw (7)
 2 dt 
Tm is negative [44]. Fig. 2(b) shows the motor efficiency map.
where rw is the wheel radius, g, m, θ and fr represent gravity
800 3000

acceleration, vehicle mass, road slope and rolling friction

86
0.85
0.9
0.8
650.7
0.92 0.

200 3
0.94
0.0.75

2000
200 00.9.95
0.95

coefficient, respectively. v, ρ, CD and A represent vehicle

0

0.91

600
4
21

0.9
22
Torque(N.m)

Torque(N.m)

1000 0. 3 .95 0.940.93

0.65
0

210 0.992 0 0.920.91 0.88

200 0.9

400
220
240 0
0
0.88
00..8
0..8
86
5
7 0.75
0.91 0.88
0.86
0.85
0.8
0.9
0.75
0.7
0.86
0.85
0.8 0.75
0.7
0.65 velocity, air density, air drag coefficient and frontal area,
0

230 0.780.75 0.8 0.7

0.75 0.65
23

22

2 210 0. 0.85 0.70.7

23200
5 0.86 0.8 5

respectively, and δ is the rotating mass coefficient. Accordingly,

0 00..8
0.86
88 0.88 0.85
0.86
2 0.9 .90.91
0.9
2540
0.9 0.920.91 0.88
23 25
0.65

2
2600
0.93
2600 -1000 30 0.9 0.94
5
0.9

240
0240

0.91

280 250 280

the vehicle’s power demand can be expressed
200 260
0.92 0.

4
20

0.95
250 0

300
0.0.75

280 000.9.95
23221

0 0320 300 340 -2000

650.7

.934
260 34
360 340320
360 360
380
0.86

400
0.8

380 380
Pw = Tw  w
280 400
0.9

400
85

33020
0
1000 1500 2000 2500
-3000
0 500 1000 1500 2000 2500 3000 (8)
Speed(rpm) Speed(rpm)
(a) (b) where w is the speed of the wheel.
Open Circuit Voltage(V)

1.2 400
Internal Resistance(Ω )

RB IB discharge charge voltage

380 III. INTRODUCTION OF OPTIMIZATION ALGORITHM

1
VOC VC
360 A. Basic of ECMS
0.8
0 0.2 0.4 0.6 0.8 1
340 As well known, the energy flow in the hybrid powertrain can
Battery SOC
(c) (d)
be optimized to minimize the fuel consumption, which
Fig. 2. The characteristics curves of main components: (a) BSFC map of the determined by the supervisory control strategy. Mathematically,
engine; (b) Efficiency map of the motor; (c) Rint model and (d) Internal the control problem (in terms of fuel economy) of hybrid
resistance and open circuit voltage of the battery. powertrain can be summarized as
C. Battery Model
The battery functions as a secondary energy source to power
u * = arg min
u
 tf

t0
m f ( x, u ) dt 
the motor as well as recover the braking energy, and it plays an  x = f ( x, u ) (9)

important role in the hybrid powertrain. The Rint model S .t.  xmin  x  xmax
consisting of an ideal voltage source and an internal resistance u  u  u
 min max
is adopted to simulate the battery characteristics in this research,
as shown in Fig. 2(c). The voltage at battery terminals is where f is the dynamic evolution model of control system, t0 is
expressed by the initial time, and tf is the final time. u and x are the control
VC = VOC − I B RB (4) and state variables, respectively. In this paper, the state and
control variables are given by
where VOC, IB and RB are the open-circuit voltage,
charge/discharge current and internal resistance, respectively.  x = SOC
 (10)
 u = Tm

0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
> REPLACE THIS LINE WITH YOUR PAPER IDENTIFICATION NUMBER (DOUBLE-CLICK HERE TO EDIT) < 4

Owing to the power balance, it is assumed that the vehicle’s  SOCmin  SOC  SOCmax
power demand Pw can be fulfilled by the power provided from  min
Tm  Tm  Tm , m  m  m
max min max
(18)
engine and/or motor. Therefore, we have derived that the  T min  T  T max ,  min     max
fueling rate m f is associated with the battery power PB. Then, a  e e e e e e

confined optimal operating line for the engine, which is a series
of the optimal operating points confined to certain output speed
and torque, herein can be obtained through the inner-loop
optimal process [40]. The more battery power is depleted, the
less fuel consumption is required. Hence, the fuel consumption
can be expressed as a function of the battery power. On the
basis of PMP, the Hamiltonian can be given by
H = m f ( PB ) +  (t )  f ( SOC, PB ) (11)
where λ(t) is the co-state. Calculating the partial derivatives of
(11), the system equation and co-state equation are
 H
 x =  = f ( SOC , PB )
 (12)
 ( t ) = − H = − ( t ) f
 x x
Besides, the boundary condition of the state should be
satisfied in the charge-sustaining mode for parallel hybrid
electric bus, and it can be represented as
x ( t0 ) = x ( t f ) (13)
In general, the battery will operate in charge-sustaining mode
with a narrower SOC range for HEVs. It is observed from Fig.
2(c) that the voltage and resistance are nearly independent of
SOC range. Consequently, the optimal co-state   is obtained
by
f
  ( t ) = −  ( t )  0,   → constant.
x
It is demonstrated that the global optimal solution can be
produced when the co-state is a constant value. Obviously, the
necessary condition can also be maintained as follows.
H ( x , u  ,   , t )  H ( x  , u ,   , t ) (15)
where superscript  denotes the optimal value. The optimal
control is
u =arg min H ( x , u,   , t ) (16)
where the indexes max and min represents the upper and lower
boundary values.
B. Adaptive Neuro-Fuzzy Inference System
For ECMS, the equivalent factor is a key parameter, which
determines the energy flow in HEVs. It is very important to
refresh the equivalent factor in real-time according to driving
condition of the vehicle. Therefore, the adaptive neuro-fuzzy
inference system (ANFIS) model is introduced in this section
and applied to derive the optimal factor.
The ANFIS was firstly proposed by Takagi and Hayashi and
extended by Jang in the early 90’s [45-47]. It is a multi-layer
model that combines the fuzzy qualitative method with
artificial neural networks adaptive capabilities to facilitate
adaptation and learning [48]. The model can cope with
cognitive uncertainties in a human-like manner to achieve the
outstanding performance with no need for the empirical
knowledge. A first-order fuzzy model (Takagi-Sugeno-Kang
type) has been widely used in the parameter identification and
matching, which is the generally composed of several fuzzy
rules and summarized as:
Rule i: If x1 is Ai and xn is Bj then fi=pix1+qixn+ri
where fi is the output of fuzzy model, x1 and xn represent the
inputs of fuzzy model, Ai and Bj are the fuzzy sets, pi, qi and ri
are consequent parameters. As shown in Fig. 3, the ANFIS
general architecture consists of five layers with the neural
structure, whose description of different layers is presented in
(14)
the following.
(1) The nodes in layer 1 are adaptive, whose parameters are
associated with the input membership function. The output of
this layer Oi1 can be expressed
Oi1 = u Ai ( x1 ) (19)
where u Ai is the membership function of the linguistic label Ai.
Generally speaking, u A ( x ) could be selected as
i

 (t ) 
  x − bi  
2

Here, the equivalent factor can be defined as s = − , and u Ai ( x ) = exp −    (20)
  i  
 a
QB 
the Hamiltonian is converted into the cost function of the where ai and bi are the premise parameters.
ECMS. (2) The fixed nodes in layer 2 are available, whose output is
s given by
H = mf +  PB (17)
VOC Oi2 = i = u Ai ( x1 )  uB j ( xn ) (21)
where s denotes the equivalent conversion ratio between two where  i denotes the firing strength of a rule.
different kinds of energies. From (17), it is shown that the (3) The functionality of layer 3 is the calculation of the ratio of
equivalent factor with large value makes the electrical energy ith rule’s firing strength. The fixed nodes in this layer are
even more valuable thus increasing the fuel consumption, and
available, and the output Oi3 is expressed as
vice versa. Considering the operating range of components in
hybrid powertrain, some physical constraints must be set and i
Oi3 = i = i
(22)

satisfied, whose demonstration as follows.
i
j =1

where  i is the normalized value of the firing strength.

0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
> REPLACE THIS LINE WITH YOUR PAPER IDENTIFICATION NUMBER (DOUBLE-CLICK HERE TO EDIT) < 5

(4) The output of layer 4 is the multiplication of the previously every paths and corresponding cost will be recorded. Once the
normalized value, whose nodes are adaptive nodes. above-mentioned calculation is completed, the optimal solution
Accordingly, the following equation is given by can be achieved based on the minimization of the cost function.
Oi4 = i fi = i ( pi x1 + qi xn + ri ) (23) In essence, the global optimal result is available owing to fine
(5) The functionality of layer 5 is the summation of all gird points for both state and control vectors. The recursive
incoming signals. Only one node in this layer represents the process can be summarized by the following equation.
output, whose demonstration can be expressed as  J k ( xk ) = min COST ( xk , uk ) + J k+1 ( xk +1 )
 (25)
j
 i fi
Oi5 =  i fi = i (24)  xk +1 = g ( xk , uk ) , k = 0,1, , N − 1
i =1  i i where N is the number of segments, g(xk, uk) represents the state
transition with the state xk under function of the control input uk
IV. APPLICATION OF ANFIS-BASED ECMS in the segment k, J k denotes the optimal value of the cost in
According to aforementioned analysis, the crucial issue the segment k, and COST(xk, uk) is the cost of single-step state
implementing the ECMS is to determine suitable equivalent transition. In this study, the cost function of the whole problem
factor. An ANFIS-based ECMS for energy optimization of can be expressed as
parallel hybrid electric bus is proposed, which includes offline N −1
J =  hfuel ( k ) +   SOC ( N − 1) − SOC ( 0 ) 
2
and online parts (see Fig. 3). The offline part including the (26)
k =0
dynamic programming and rolling optimization method is used
to produce a group of equivalent factors as representative where SOC(0) and SOC(N-1) represent the initial and final
samples for the ANFIS model training. The online part battery SOC, respectively. γ is the weighting factor of the latter
including the ECMS and ANFIS model is applied to make term, and hfuel(k) denotes the fuel consumption. In this study,
optimal energy flow decisions. After the training procedure, an the current gear and battery SOC are regarded as states, and the
online energy management controller with optimal model motor torque and gear shift signal are chosen as controls.
parameters is available, whose detailed descriptions are According to (25) and (26), the optimal control trajectories can
presented in the following. be obtained when the driving-cycle information is given prior.
Driving cycle Dynamic programming
The flow chart of DP method is shown in Fig. 4.
Velocity(km/h)

60

40

v
 J k ( xk ) = min COST ( xk , uk ) + J k +1 ( xk +1 )
20

0
0 200 400 600 800 1000 1200 1400   


80
Time(s)
Velocity(km/h)

 xk +1 = g ( xk , uk ) , k = 0,1, , N − 1
60

40

20

0
0 250 500 750 1000 1250 1500
Time(s)

Optimal control trajectories

s Rolling Optimization Method

smax s

sopt

smin step

Training samples
Equivalent consumption minimization Adaptive neuro-fuzzy inference system
strategy Layer 1 Layer 2 Layer 3 Layer 4 Layer 5
s
H = mf +  PB x1 xn
VOC sopt A1

u  =arg min H ( x , u,   , t )
1 1
x1 Π N 1 f1
A2
 SOCmin  SOC  SOCmax N f


 e,min  e  e,max , Te,min  Te  Te,max
B1
2 2 2 f 2
xn Π N

 m,min  m  m,max , Tm,min  Tm  Tm,max
B2
x1 xn

Fig. 3. Flow chart of the proposed strategy.

Fig. 4 Flow chart of DP method.
A. Optimal Control Trajectories Acquisition
The energy optimization of parallel hybrid electric bus is a B. Collection of Equivalent Factor Samples
nonlinear optimization problem with several constraints. As As well known, the equivalent factor s is closely associated
stated previously, the optimization problem can be settled with the driving-cycle information and system state, and it
through various algorithms. To obtain the optimal power plays a crucial role in minimizing the fuel consumption. Based
distribution in the hybrid powertrain, the DP method is selected on obtained control trajectories, the optimal equivalent factor
to solve complicated problems using recursive calculation, sopt can be extracted using a rolling optimization method. The
which does not rely on differential equations. In this study, the searching process of sopt is depicted in Fig. 5. The boundaries of
whole optimization problem can be divided into several simpler the equivalent factor are defined as smin and smax. In the allowed
sub-problems, such as limited segments over time. After all range [smin, smax], s reduces with the step of s . Each parameter
possible state transitions with the implementation of different s should be substituted into (16) during the searching process.
control variables is calculated in every segment, the solution of Then, the candidate solution u’ is available. Until the following

0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
> REPLACE THIS LINE WITH YOUR PAPER IDENTIFICATION NUMBER (DOUBLE-CLICK HERE TO EDIT) < 6

condition is satisfied, the corresponding parameter s is the optimization method was implemented by a customized
optimal value. MATLAB M-function. According to (14) and (17), the optimal
u  − Tm*   (27) value of λ would be a constant, and the allowed range of the
parameter s can be set as [1/QB, 1].
where Tm* is the optimal control obtained by DP method, and
 is the admissible deviation. In this paper, the rolling
Driving-cycle information
t v Tw
1 8.18 5757.46
Search the range of equivalent factor s
2 9.55 5759.80
s
51 15.00 5772.89
(t, v,Tw)
Calculate the optimal control u* smax s

DP u =arg min H ( x , u,  , t )
  
sopt


t SOC T m smin
1 0.651 1033.47
2 0.651 1033.89
SOC
step
51 0.655 334.19 u * − Tm*  

Optimal control trajectories Equivalent factor acquisition

Fig. 5. Rolling optimization method.
Two representative driving cycles are selected as test cycles
to verify the effectiveness of proposed method in this study.
The optimal equivalent factors can be obtained by the
extraction method, whose demonstration is shown in Fig. 6. As
shown, the consumption of electrical energy has a lower
penalty when the vehicle’s power demand is small. Along with
the increase of the vehicle’s power demand, the equivalent
factor becomes larger, which means that the engine can provide
more power. When the battery SOC is lower, then the larger
equivalent factor is held. It means that the discharging trend is
suppressed and results in the reduction of the power provided
by the motor, which can avoid the battery over-discharging.
C. Specific Implementation
In this study, the ANFIS network with two inputs and one
output is devised to generate appropriate equivalent factor for
energy flow decisions in the hybrid powertrain. The battery
SOC and vehicle’s power demand are regarded as inputs, and
output is the equivalent factor. Among them, the vehicle’s
power demand is related with the current condition of the
vehicle running in routine route. Considering the actual
situation, data sets of two driving cycles with different initial
battery SOCs (SOC =0.70, 0.65, 0.6, 0.55) are gathered. As
well known, the determination of the form and number of fuzzy
rules are the most vital process in designing ANFIS model.
From Fig. 6, it can be shown that the equivalent factor samples
are numerous and their distribution presents clustering feature.
If we identify all the samples, the fuzzy rules will expand
tremendously. It is impractical in the real-time application.
To simplify the problem, the subtractive clustering algorithm
is used for feature point detection. That is a rapid algorithm
which ensures distinguishing the number of clusters and
corresponding cluster centers in one-pass manner.
n  X −X 2
M ( X i ) =  exp  − , r  0
1 i j
(28)
j =1  ( ra / 2 ) 
2 a

 
where ra represents the clustering radius vector, and M1(Xi) is a
potential cluster center at the point Xi. Generally speaking, any
data point with many neighboring points will have a high
density value. The density of each data point is revised as
following
 
X − X c1
2

M k ( X i ) = M k −1 ( X i ) − M c1 exp  − i  , r = 1.5r (29)

Fig. 6. Two driving cycles and the obtained equivalent factors when initial SOC
is 0.65: (a) CCBC cycle; (b) WVCITY cycle; (c) optimal equivalent factor for
the WVCITY cycle; (d) optimal equivalent factor for the CCBC cycle.
 
( )
2 b a
rb / 2
 
where Mc1 is the largest density corresponding to the first
selected point Xc1. Therefore, data points have low density
values owing to the convergence of data points to the selected
cluster center and they will not be selected again. After
updating all data point density values, the maximum density
value point is selected as the next cluster center. This process
takes place until all data is within radii of a cluster center.
In this paper, the ANFIS tool in Matlab 2014a is applied to

0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
IEEE Transactions on Vehicular Technology

identify the equivalent factors drawn in Fig. 6. The conditions, whereas the engine can operate in high efficiency
representative samples are collected from the data sets through area. As shown, the engine speed and torque are greater than
subtractive clustering algorithm, which eliminates the effects of 1200 rpm and 200 Nm over entire driving cycle, respectively.
large quantity of data and duplication. After training process, The proposed strategy also guarantees SOC to be balanced at
the devised ANFIS model with good capability in the end of driving cycle. As shown in Fig 7(a), it is
generalization and prediction can be used to update equivalent demonstrated that the battery SOC changes in a narrow range
factor in real-time. Then, by incorporating the updated between 0.63 and 0.66 over the CCBC cycle. The battery can
equivalent factor into ECMS, an adaptive EMS is available for operate in the shallow cycle, and it is beneficial to improving
online energy optimization of hybrid system. the charge-discharge efficiency and reliability.
TABLE 1. PARAMETERS OF POWERTRAIN COMPONENTS The West Virginia City driving cycle (WVCITY) is selected
Component Parameter Value to validate the effectiveness of proposed strategy regarding
Type 6.5 L, 6 inline cylinders drive profile changing, which is characterized by large average
Engine Maximum Torque 710 Nm @ 1500 rpm
Maximum Power 155 kW
velocity, frequent acceleration and deceleration, and long idle
Type PMSM time. As shown in Fig 7 (b), the lower deviation in the vehicle
Motor Maximum Torque 2800 Nm velocity over the whole cycle is realized by the proposed
Rate Power 100 kW
strategy. While the motor starts frequently due to the rush
AMT Gear ratios 2.808/1.594/1.00/0.756
Capacity 68 Ah acceleration and deceleration, the more electric energy would
Battery
Voltage 390 V be depleted to satisfy the vehicle dynamics requirement.
Rolling resistance 0.019 Apparently, the motor operating region is obviously wider than
Aerodynamic drag coefficient 0.6
Vehicle Frontal area 6.05 m2
that of CCBC cycle. Therefore, to maintain the battery
Mass 16500 kg sustainability, a part of mechanical energy provided by engine
Tire radius 0.512 m is converted into electrical energy under the vehicle running
situation. The more electric energy consumes, the more battery
V. SIMULATION AND EXPERIMENTAL VALIDATIONS SOC variation becomes. The results present that the battery
A. Simulation Comparison SOC is greatly fluctuated compared to that of CCBC cycle. In
The capability of the proposed EMS in fuel economy summary, the velocities trajectory of the WVCITY cycle can be
optimization and battery charge sustainability maintenance is tracked well using the proposed strategy, while the battery
validated in this section. The simulation model is set up in the charge sustainability maintenance is completed.
TABLE 2.
MATLAB/Simulink, whose parameters are listed in Table 1. FUEL CONSUMPTION IN SIMULATION OF INITIAL SOC=0.65
The gear-shifting schedule that can be executed in the AMT Driving Method SOC Fuel Improvement
control unit has been calibrated in advance according to the Cycle Consumption (%)
(L/100km)
optimal results obtained by DP method. Considering the battery CCBC Rule-based 0.649 30.67 ---
charge and discharge efficiency, the initial battery SOC is set at DP 0.650 24.19 21.12%
0.65. Then, the simulation with fixed step of 0.01s can ensure ECMS 0.651 27.15 11.47%
ANFIS-based 0.648 25.02 18.42%
the accurateness. ECMS
WVCITY Rule-based 0.651 27.06 ---
DP 0.650 20.84 22.98%
ECMS 0.648 23.61 12.75%
ANFIS-based 0.649 21.77 19.55%
ECMS

In addition, Table 2 provides the fuel consumption per

(a) CCBC
Fig. 7. Simulation results of two driving cycles.
Fig. 7 illustrates the main simulation results, including
velocity, torque, speed, and battery SOC, which can reflect the
performance of proposed strategy over the two driving cycles.
From Fig. 7 (a), it can be observed that the proposed strategy
maintains the velocity to reference value defined by CCBC
cycle. To make the most of both chemical and electric energy,
the motor provides the total power under the low-speed driving
hundred kilometers with three other strategies to validate the
superiority of the proposed strategy. The rule-based strategy is
the most common one used on practical application. The DP as
a global optimization strategy is assessed in simulation alone
due to short of global information. The ECMS is the most basic
optimization strategy, which can be combined with other more
complex optimization methods. From the table, the simulation
(b) WVCITY
results show that the proposed strategy achieves the better fuel
economy than rule-based and ECMS, and the improvement can
be increased by more than 18% using the ANFIS-based ECMS
compared with using rule-based strategy. Furthermore, DP
method can produce the optimal results, which relies on global
information of the cycle. Therefore, it cannot be used on
real-world HEVs, and just be regarded as the benchmark for the
comparison. It is obvious that the fuel consumption of proposed

0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
IEEE Transactions on Vehicular Technology

strategy is close to that of DP method. This advantage is
attributed to the reality that equivalent factor of proposed
strategy is essentially extracted from the optimal results
produced by using DP. Hence, the real-time implementation of
proposed strategy can be realized at the price of a slight
deterioration in fuel economy compared to DP method.
B. HIL Test Implementation
two power sources. With the assistance of motor, engine idling
situation is effectively alleviated, and the operational efficiency
has been heavily optimized for the whole cycle. During the
vehicle decelerating or braking, the motor works in generator
mode to absorb excess mechanical energy, which can prevent
mechanical energy from dissipating in the form of heat. That is
beneficial to satisfy the SOC-sustaining constraint.

Demand torque(N.m)
4000

The hardware in the loop (HIL) system is employed to verify

2000
the feasibility and effectiveness of the proposed strategy, and
its framework is shown in Fig. 8. By using simulation interface 0

toolkit (SIT), the hybrid powertrain model built in -2000

0 200 400 600 800 1000 1200 1400
MATLAB/Simulink can be compiled into the form of dynamic

Engine Torque(N.m)
800

library link (.dll) in LabVIEW [49-50]. Then, an executable 600

version of the model is available, which can be deployed into 400

the controller (PXI-8108 RT) for real-time executing. The 200

proposed control strategy is compiled and downloaded into the 0

0 200 400 600 800 1000 1200 1400
vehicle control unit (VCU) by the real-time workshop (RTW) 4000

Motor Torque(N.m)
tool of MATLAB. To improve the operational efficiency, 2000

FPGA (Field-programmable gate array) module is used to 0

simulate control signals and exchange them between the -2000

controller (plant model) and VCU using CAN interface with the -4000
0 200 400 600 800 1000 1200 1400

baud rate of 250 Kbit/s. In addition, the programmable power Time(s)

supply can provide different voltage levels, such as 5V, 12V Fig. 9. Results of the ANFIS-based ECMS in the HIL test.
and 24V, for powering the test equipment [51-54]. During
model testing, all of the parameter information can be The comparisons of the ANFIS-based ECMS and the
transmitted to the supervisor platform for monitoring via LAN well-tuned ECMS on equivalent factor, fuel consumption and
interface. Table 3 lists the main components used in the HIL SOC are shown in Fig 10, where the well-tuned ECMS has
system. been usually applied in energy management for HEV. In the
Supervisor platform HIL test system well-tuned ECMS, the equivalent factor is optimized for whole
LAN driving cycle using genetic algorithm, so it is a constant one (s
Power management modul
= 0.651) for CCBC cycle in the real-time control. Due to the
Programmable power supply excellent learning capability, the equivalent factors of
ANFIS-based ECMS vary with the vehicle velocity in Fig. 10
Vehicle control unit
(a), which maintains the superiority in the energy flow
Vehicle control unit decisions. Fig 10 (b) depicts SOC trajectories based on ECMS
and ANFIS-based ECMS, respectively. The two control
strategies could keep final SOC up to the initial value, and the
ANFIS-based ECMS has the smaller fluctuation in SOC curve
Hybrid powertrain model
PXI-8512/2
to avoid the energy conversion losses. With the equivalent
SIT PXI-7831R
PXI-8108 RT
factor update, the proposed strategy can make an appropriate
PXI-7831 R
PXI-8512/2 power distribution according to the vehicle velocity variation
thus the improved fuel economy is available. It can be observed
from Fig. 10 (c) that the fuel consumption for ANFIS-based
Fig. 8. HIL test system. ECMS is less than that of the well-tuned ECMS, whose
TABLE 3. reduction is approximately 6%. It is shown that the equivalent
TECHNICAL DETAILS OF THE COMPONENTS IN THE HIL factor with a constant value for whole cycle is not suitable, and
Item Description
it makes a limitation in fuel saving performance. Therefore, the
PXI-8108 2.53GHz Intel Core 2 Duo T9400
RT with LabVIEW Real-Time proposed strategy can make full use of electric energy and
PXI-7831 R 8AI, 8AO, 96 digital lines, Virtex-II 1M gate FPGA chemical energy, thus achieving a sound performance in fuel
CAN interface module, 2 full high-speed CAN interfaces economy.
PXI-8512/2
(up to 8 Mbit/s)

In the HIL, the hybrid electric bus with proposed EMS

performs CCBC cycle and initial battery SOC is consistent with
the simulation. The results including the demand torque, engine
torque and motor torque are illustrated in Fig. 9. The results
manifest that the demand torque can be supplied well by the

0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
IEEE Transactions on Vehicular Technology

1 high efficiency region, and the rest is distributed in the region

ANFIS-based ECMS ECMS
with mid-efficiency or low-efficiency. Obviously, ECMS with
Equivalent factor
0.9

0.8
a constant equivalent factor cannot always make the best
decisions in power distribution for the driving cycle with long
0.7
duration. Instead, the engine operating points with
0.6
ANFIS-based ECMS are mainly concentrated in the high
0.5
0 200 400 600 800 1000 1200 1400
efficiency region because of equivalent factor update in
Time(s) real-time. It can be observed that the engine operating points
(a) with ANFIS-based ECMS are the most concentrated among the
0.69
ANFIS-based ECMS ECMS
three strategies. Therefore, by updating optimal equivalent
0.67 factor, ANFIS-based ECMS can obtain much better fuel
economy than the rule-based strategy and ECMS.
SOC

0.65 800 800

600 600

0.63 600 500

600 500

Torque (N.m)

Torque (N.m)
400 400
400 400
0.61
0 200 400 600 800 1000 1200 1400
Time(s) 200 300
200 300
(b)
0 200
0 200
1500
Fuel Consumption(g)

1000 1500 2000 2500 1000 1500 2000 2500

ANFIS-based ECMS ECMS
Speed (rpm) Speed (rpm)
（a） （b）
1000
800 600

500 600 500

Torque (N.m)
400 400
0
0 200 400 600 800 1000 1200 1400
200 300
Time(s)
(c) 0 200
Fig. 10. The comparisons of ANFIS-based ECMS and the well-tuned ECMS: (a) 1000 1500 2000 2500
Speed (rpm)
equivalent factor, (b) SOC trajectories and (c) fuel consumption. （c）
40 Fig. 12. Engine operating points with three strategies: (a) Rule-based strategy;
Fuel economy(100 L/100km)

35 DP Rule-based ECMS ANFIS-based ECMS

30 (b) ECMS and (c) ANFIS-based ECMS.
25
20
To further evaluate the reliability of HIL test, the comparison
15 of simulation and HIL test results in fuel consumption are
10 provided in Table 4. It is shown that the fuel consumption with
5
0
the proposed strategy on HIL test over CCBC cycle is 25.95
CCBC WVCITY
L/100 km. Compared with that of simulation, the HIL test result
Fig 11. Fuel economy of different strategies over CCBC and WVCITY cycles.
achieves 3.71% increase over CCBC cycle, but still shows the
Fig. 11 depicts the comparison of fuel economy with
great energy saving potential. The reason for increase in fuel
different strategies over CCBC and WVCITY cycles. The final
consumption is the difference in signal processing and program
SOC of different strategies is basically around the initial value,
running between simulation and HIL. The control strategy
where the deviation of them can be neglected. It is discernible
model is integrated into the actual VCU, and the signal
that the fuel economy of proposed strategy is only second to processing is related with the program running on the HIL. The
that of the DP method. Specifically, it can be observed that
signal processing error and CAN communication delay are
16.53% and 17.94% fuel economy improvements result from
inevitable, which may result in the increase in fuel consumption.
proposed strategy in the CCBC and WVCITY cycles compared
Nonetheless, the proposed strategy in a certain cycle still has
with that of rule-based strategy, respectively.
the sound fuel economy both in the simulation and HIL test.
To make it clear why the fuel consumption of the proposed TABLE 4. COMPARISION OF FUEL CONSUMPTION BETWEEN
strategy is much lower than the rule-based strategy, engine SIMULATION AND HIL
operating points with rule-based, ECMS and ANFIS-based Items Simulation HIL
ECMS of the CCBC cycle are plotted in Fig. 12. The engine Initial SOC 0.650 0.650
Final SOC 0.648 0.649
operating points with the rule-based strategy are dispersed into Fuel Consumption(L/100km) 25.02 25.95
larger region, resulting in the deterioration in the fuel economy. Deviation --- 3.71%
Since the rule-based strategy to construct the control
trajectories does not take into account the global optimality of VI. CONCLUSION
solutions, the efficiency of the whole hybrid system is also In this paper, an ANFIS-based ECMS for energy
ignored. More importantly, the adaptability of rule-base optimization of parallel hybrid electric bus is proposed to save
strategy is still poor because of the fixed rules. In ECMS more fuel. Through analysis of ECMS principle in the hybrid
strategy, a part of engine operating points is concentrated in the

0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
IEEE Transactions on Vehicular Technology
system, the significance and necessity of optimizing the
equivalent factor is elaborated. In view of the fixed and regular
route, the optimal control trajectories of city bus is obtained
using the DP method. Subsequently, a rolling optimization
method is used to extract equivalent factors from the optimal
control trajectories, and a group of equivalent factors is
available for the EMS design. On this basis, an ANFIS model is
introduced and combined with the ECMS to construct an
integrated control strategy for the online application of derived
equivalent factors. Compared with the well-tuned ECMS, the
proposed strategy is evaluated over CCBC and WVCITY cycle
on HIL test, with a reduction of 5.11% and 7.28% in fuel
consumption, respectively. Moreover, the good real-time
performance of the proposed strategy has been verified on HIL
test, which is crucial to the EMS of parallel hybrid electric bus.
Hence, the proposed strategy presents the great potential for
improved fuel economy for online application.
With the rapid development of the internet of vehicles, lots of
traffic and vehicle information can be available in EMS design,
so it is a challenging to enhance the computing capability of
control strategy to deal with complicated and changeable cycles.
The robustness of the control strategy and the influence of
battery degradation will be also our future research emphasizes.
REFERENCES
[1] X. Tang, X. Hu, W. Yang, et al. Novel torsional vibration modeling and
assessment of a power-split hybrid electric vehicle equipped with a dual
mass flywheel. IEEE Trans Veh Technol., vol. 67, pp. 1990-2000. 2018.
[2] X. Hu, N. Murgovski, L. Johannesson, et al. Energy efficiency analysis of a
series plug-in hybrid electric bus with different energy management
strategies and battery sizes. Appl. Energ., vol. 11, pp. 1001-1009. 2013.
[3] X. Tang, D. Zhang, T. Liu, et al. Research on the energy control of a
dual-motor hybrid vehicle during engine start-stop process. Energy, vol. 166,
pp. 1181-1193. 2019.
[4] H. He, R. Xiong, K. Zhao, et al. Energy management strategy research on a
hybrid power system by hardware-in-loop experiments. Appl. Energy, vol.
112, pp. 1311-1317. 2013.
[5] D. Shi, S. Wang, Y. Cai, et al. Stochastic predictive energy management of
power split hybrid electric bus for real-world driving cycles. IEEE ACCESS,
vol. 6, pp. 61700-61713. 2018.
[6] S. Xie, X. Hu, T. Liu, et al. Predictive vehicle-following power management
for plug-in hybrid electric vehicles. Energy, vol. 166, pp. 701-714. 2019.
[7] X. Sun, K. Diao, Z. Yang, G. Lei, Y. Guo, and J. Zhu, Direct torque control
based on a fast modeling method for a segmented-rotor switched reluctance
motor in HEV application, IEEE J. Emerg. Sel. Topics Power Electron.,
2019, DOI: 10.1109/JESTPE.2019.2950085.
[8] S. Xie, X. Hu, Z. Xin, et al. Time-efficient stochastic model predictive
energy management for a plug-in hybrid electric bus with an adaptive
reference state-of-charge advisory. IEEE Trans Veh Technol., vol. 67, no. 7,
p. 5671–5682. 2018.
[9] X. Sun, Y. Shen, S. Wang, G. Lei, Z. Yang, and S. Han. Core losses analysis
of a novel 16/10 segmented rotor switched reluctance BSG motor for HEVs
using nonlinear lumped parameter equivalent circuit model, IEEE/ASME
Trans. Mechatronics, vol. 23, no. 2, pp. 747-757, Apr. 2018.
[10] R. Johri and Z. Filipi, Optimal energy management of a series hybrid vehicle
with combined fuel economy and low-emission objectives. Proc IMechE,
Part D: J Automobile Engineering, vol. 228, no. 12, pp. 1424-1439. 2014.
[11] L. Li, Y. Zhang, C. Yang, et al. Hybrid genetic algorithm-based
optimization of powertrain and control parameters of plug-in hybrid electric
bus. J. Franklin Inst., vol. 352, no. 3, pp. 776-801. 2015.
[12] X. Tang, W. Yang, X. Hu, et al. A novel simplified model for torsional
vibration analysis of a series-parallel hybrid electric vehicle. Mech. Syst. Sig.
Process, vol. 85, pp. 329-338. 2017.
[13] Q. Jiang, F. Ossart and C. Marchand. Comparative study of real-time HEV
energy management strategies. IEEE Trans Veh Technol., vol. 66, no. 12, p.
10875–10888. 2017.
0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
[14] C.-C. Lin, H. Peng, J. Grizzle, et al. Power management strategy for a
parallel hybrid electric truck. IEEE Trans Control Systems Technol., vol. 11,
no. 6, pp.839-849. 2003.
[15] C. Martinez, X. Hu, D. Cao, et al. Energy management in plug-inhybrid
electric vehicles: recent progress and a connected vehicles perspective.
IEEE Trans Veh Technol., vol. 66, no. 6, pp. 4534-4549. 2017.
[16] A. Rezaei, J. Burl and B. Zhou. Estimation of the ECMS equivalent factor
bounds for hybrid electric vehicles. IEEE Trans Control Systems Technol.,
vol. 26, no. 6, pp. 2198-2205. 2018.
[17] F. Syed, D. Filev and H. Ying. Fuzzy rule-based driver advisory system for
fuel economy improvement in a hybrid electric vehicle. In Proc. Annu. Conf.
NAFIPS; San Diego, CA. 2007 pp. 178–183.
[18] S. Li, S. Sharkh, F. Walsh, et al. Energy and battery management of a
plug-in series hybrid electric vehicle using fuzzy logic, IEEE Trans. Veh.
Technol., vol. 60, no. 8, pp. 3571-3585. 2011.
[19] W. Zhuang, X. Zhang, D. Li, et al. Mode shift map design and integrated
energy management control of a multi-mode hybrid electric vehicle. Appl
Energ., vol. 204, pp. 476-488. 2017.
[20] L. Pérez, G. Bossio, D. Moitre, et al. Optimization of power management in
a hybrid electric vehicle using dynamic programming. Math Comput
Simulation, vol. 73, pp. 244-254. 2006.
[21] L. Li, C. Yang, Y. Zhang, et al. Correctional DP-based energy management
strategy of plug-in hybrid electric bus for city-bus route. IEEE Trans Veh
Technol., vol. 64, no. 7, pp. 2792-2803. 2015.
[22] C. Lin, H. Peng and J. Grizzle. A stochastic control strategy for hybrid
electric vehicles, In Proc. Amer. Control Conf., Boston; Massachusetts,
USA, 2004; pp. 4710-4715.
[23] X. Sun, et al, “MPTC for PMSMs of EVs with multi-motor driven system
considering optimal energy allocation,” IEEE Trans. Magn., vol. 55, no. 7,
pp. 1-6, Jul 2019, Art. no.: 8104306.
[24] S. Cairano, D. Bernardini, A. Bemporad, et al. Stochastic MPC with
learning for driver-predictive vehicle control and its application to HEV
energy management. IEEE Trans Control Syst Technol., vol. 22, no. 3, pp.
1018-1031. 2014.
[25] L. Li, S. You and C. Yang. Multi-objective stochastic MPC-based system
control architecture for plug-in hybrid electric buses. IEEE Trans Industrial
Electron, vol. 63, no. 8, pp. 4752-4763. 2016.
[26] C. Musardo and G. Rizzoni. A-ECMS an adaptive algorithm for hybrid
electric vehicle energy management. In: Proceedings of the 44th IEEE
conference on decision and control, and the European control conference,
Seville, Spain, 12-15 December 2005, pp. 1816-1823. New York: IEEE.
[27] D. Zhao, R. Stobart, G. Dong, et al. Real-time energy management for diesel
heavy duty hybrid electric vehicles. IEEE Trans Control Systems Technol.,
vol. 23, no. 3, pp. 829-841. 2015.
[28] Y. Du, Y. Zhao, Q. Wang, et al. Trip-oriented stochastic optimal energy
management strategy for plug-in hybrid electric bus. Energy, vol. 115, pp.
1259-1271. 2016.
[29] C. Yang, S. Du, L. Li, et al. Adaptive real-time optimal energy management
strategy based on equivalent factors optimization for plug-in hybrid electric
vehicle. Appl Energ., vol. 203, pp. 883-896. 2017.
[30] A. Sciarretta, M. Back and L. Guzzella. Optimal control of parallel hybrid
electric vehicles. IEEE Trans Control Systems Technol., vol. 12, no. 3, pp.
352-363. 2005.
[31] J. Zhang and T. Shen. Real-time fuel economy optimization with nonlinear
MPC for PHEVs. IEEE Trans Control Systems Technol., vol. 24, no. 6, pp.
2167-2175. 2016.
[32] L. Serrao, S. Onori and G. Rizzoni. A comparative analysis of energy
management strategies for hybrid electric vehicles. ASME J. Dyn. Syst.,
Meas., Control, vol. 133, no. 3, pp. 031012-1- 031012-9. 2011.
[33] W. Lei, E. Collins and L. Hui. Optimal design and real-time control for
energy management in electric vehicles. IEEE Trans Veh Technol., vol. 60,
pp. 1419–1429. 2011.
[34] X. Sun, C. Hu, Gang Lei, Y. Guo, and J. Zhu, “State feedback control for a
PM hub motor based on grey wolf optimization algorithm,” IEEE Trans.
Power Electron., 2019, DOI: 10.1109/TPEL.2019.2923726.
[35] X. Sun, K. Diao, G. Lei, Y. Guo, and J. Zhu, “Study on segmented-rotor
switched reluctance motors with different rotor pole numbers for BSG
system of hybrid electric vehicles,” IEEE Trans. Veh. Technol., vol. 68, no.
6, pp. 5537-5547. 2019.
[36] X. Hu, J. Jiang, B. Egardt, et al. Advanced power-source integration in
hybrid electric vehicles: multicriteria optimization approach. IEEE Trans.
Ind. Electron., vol. 62, no. 12, pp. 7847-7858. 2015.
[37] X. Sun, J. Cao, G. Lei, Y. Guo, and J. Zhu, Speed sensorless control for
permanent magnet synchronous motors based on finite position set, IEEE
Trans. Ind. Electron., 2019, DOI: 10.1109/TIE.2019.2947875.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2960593, IEEE
Transactions on Vehicular Technology
IEEE Transactions on Vehicular Technology
[38] X. Sun, K. Diao, G. Lei, Y. Guo, and J. Zhu, Real-time HIL emulation for a
segmented-rotor switched reluctance motor using a new magnetic
equivalent circuit, IEEE Trans. Power Electron., 2019, DOI:
10.1109/TPEL.2019.2933664.
[39] X. Sun, L. Chen, Z. Yang, et al. Speed-sensorless vector control of a
bearingless induction motor with artificial neural network inverse speed
observer. IEEE/ASME Trans. Mechatronics, vol. 18, no. 4, pp. 1357-1366.
2013.
[40] N. Kim, S. Cha and H. Peng. Optimal control of hybrid electric vehicles
based on pontryagin’s minimum principle. IEEE Trans. Control Syst.
Technol., vol. 19, no. 5, pp. 1279–1287. 2011.
[41] Z. Shi, X. Sun, Y. Cai, Z. Yang, G. Lei, Y. Guo, and J. Zhu, “Torque
analysis and dynamic performance improvement of a PMSM for EVs by
skew angle optimization,” IEEE Trans. Appl. Supercond., vol. 29, no. 2, p.
0600305, 2019.
[42] X. Sun, L. Chen, H. Jiang, et al. High-performance control for a bearingless
permanent magnet synchronous motor using neural network inverse scheme
plus internal model controllers. IEEE Trans. Ind. Electron, vol. 63, no. 6, pp.
3479-3488. 2016.
[43] X. Sun, Z. Jin, S. Wang, Z. Yang, K. Li, Y. Fan, and L. Chen, “Performance
improvement of torque and suspension force for a novel five-phase BFSPM
machine for flywheel energy storage systems,” IEEE Trans. Appl.
Supercond., vol. 29, no. 3, p. 0601505, 2019.
[44] X. Sun, Z. Shi, L. Chen, et al. Internal model control for a bearingless
permanent magnet synchronous motor based on inverse system method.
IEEE Trans Energy Conver, vol. 31, no. 4, pp. 1539-1548. 2016.
[45] K. Salahshoor, M. Kordestani and M. Khoshro. Fault detection and
diagnosis of an industrial steam turbine using fusion of SVM (support
vector machine) and ANFIS (adaptive neuro-fuzzy inference system)
classifiers. Energy, vol. 35, no. 12, pp. 5472-5482. 2010.
[46] Y. Lei, Z. He, Y. Zi, et al. Fault diagnosis of rotating machinery based on
multiple ANFIS combination with GAs. Mech. Syst. Sig. Process, vol. 21,
no. 5, pp. 2280-2294. 2007.
[47] M. Buragohain and C. Mahanta. A novel approach for ANFIS modelling
based on full factorial design. Appl Soft Comput, vol. 8, no. 1, pp. 609-625.
2008.
[48] I. Yilmaz and O. Kaynar. Multiple regression, ANN (RBF, MLP) and
ANFIS models for prediction of swell potential of clayey soils. Expert Syst
Appl., vol. 38, no. 5, pp. 5958-5966. 2011.
[49] H. Tian, X. Wang, Z. Lu, et al. Adaptive fuzzy logic energy management
strategy based on reasonable SOC reference curve for online control of
plug-in hybrid electric city bus. IEEE Trans. Intell. Transp.Syst., vol. 19, no.
5, pp. 1607-1617. 2018.
[50] X. Hu, C. Martinez and Y. Yang. Charging power management, and battery
degradation mitigation in plug-in hybrid electric vehicles: A unified
cost-optimal approach. Mech. Syst. Sig. Process, vol. 87, pp. 4-16. 2017.
[51] J. Wang, Q. Wang., X. Zeng, et al. Research on the optimal power
management strategy for a hybrid electric bus. Proc IMechE, Part D: J
Automobile Engineering, vol. 229, no. 11, pp. 1529-1542. 2015.
[52] S. Xie, X. Hu, Z. Xin, et al. Pontryagin’s minimum principle based model
predictive control of energy management for a plug-in hybrid electric bus.
Appl. Energ., vol. 236, pp. 893-905. 2019.
[53] X. Tian, Y. Cai, X. Sun, et al. An adaptive ECMS with driving style
recognition for energy optimization of parallel hybrid electric buses. Energy,
189, 116151. doi:10.1016/j.energy.2019.116151.
[54] S. Xie, X. Hu, S. Qi, et al. Model predictive energy management for plug-in
hybrid electric vehicles considering optimal battery depth of discharge.
Energy, vol. 173, pp. 667-678. 2019.
Xiang Tian was born in Zhenjiang, Jiangsu, China, in
1983. He received the B.S. degree in electrical
engineering, M.S. degree in power electronics and
power transmission and Ph.D. degree in vehicle
engineering from Jiangsu University, Zhenjiang, China,
in 2006, 2009 and 2018, respectively. He is currently a
lecturer with the automotive engineering research
institute, Jiangsu University.
His current research interests include electric
vehicles, hybrid electric vehicles, parameter matching,
optimal energy control strategy, and vehicle powertrain control.
0018-9545 (c) 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
Ren He was born in Nanjing, Jiangsu, China, in 1962.
He received B.S. degree in vehicle engineering from
Jiangsu engineering institute, the M.S. degree in
vehicle engineering from Jilin University, and the
Ph.D. degrees in power machinery and Engineering
(internal combustion engine) from Jiangsu University
of science and technology.
Since 1997, he has been a Professor and the
Doctoral Supervisor with the school of automotive
and traffic engineering, Jiangsu University, where he
is also the director of Jiangsu Key Laboratory of
Automotive Engineering. His research interests include the driving and braking
theory and control technology for electric vehicles and hybrid electric vehicles,
and comprehensive energy saving technology for vehicles.
Xiaodong Sun (M’12-SM’18) received the B.Sc.
degree in electrical engineering, and the M.Sc. and
Ph.D. degrees in control engineering from Jiangsu
University, Zhenjiang, China, in 2004, 2008, and 2011,
respectively.
Since 2004, he has been with Jiangsu University, where
he is currently a Professor with the Automotive
Engineering Research Institute. From 2014 to 2015, he
was a Visiting Professor with the School of Electrical,
Mechanical, and Mechatronic Systems, University of
Technology Sydney, Sydney, Australia. His current
teaching and research interests include electrical machines and drives, drives
and control for electric vehicles, and intelligent control. He is the author or
coauthor of more than 80 refereed technical papers and one book, and he is the
holder of 36 patents in his areas of interest.
Yingfeng Cai (M’17) received the B.Sc., M.Sc., and
Ph.D. degrees from the School of Instrument Science
and Engineering, Southeast University, Nanjing, China.
She is currently a Professor with the Automotive
Engineering Research Institute, Jiangsu University,
China. Her research interests include optimal control of
hybrid electric vehicle, computer vision, intelligent
transportation systems, and intelligent automobiles.
Yiqiang Xu was born in Taixing, Jiangsu, China, in
1991. He received the B.S. and M.S. degree in vehicle
engineering from the Jiangsu University, Zhenjiang,
China, in 2013 and 2016.
He is currently a System Engineer with the Nexteer
Automotive (Suzhou) Co., Ltd. His research interest
includes the advanced control strategies in vehicle
powertrain systems, and intelligent control.