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Overview of Electric Vehicle Concept and Power Management Strategies

Conference Paper · November 2014

DOI: 10.1109/CISTEM.2014.7077026

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 AN OVERVIEW OF ELECTRIC VEHICLE CONCEPT
AND POWER MANAGEMENT STRATEGIES

Dr. Chokri MAHMOUDI Dr. Aymen FLAH Pr. Lassaad SBITA

SPEG Research Unit
ENIG National School of Engineering,
University Of Gabès, TUNISIA
Email: Chokri.mahmoudi@gmail.com
Cell: (+216) 50 911 920
SPEG Research Unit
ENIG National School of Engineering,
University Of Gabès, TUNISIA
Email: dr.aymen.flah@ieee.org
Cell: (+216) 21 104 838
SPEG Research Unit Director
ENIG National School of Engineering,
University Of Gabès, TUNISIA
Email: lassaad.sbita@enig.rnu.tn
Cell: (+216) 98 660 023

Abstract – Power management in electric Vehicle has been

revolutionized since the old power structure introduced with first
EVs. Today, it can be powered either by a single or a combination
of multiple sources and driven by a single or a combination of
multiple algorithms. This enhancement contributes in significantly
better results.
This paper reviews state-of-art on electric vehicle concept giving
description for each sub-category, and then details power
management strategies and charging techniques highlighting main
problems and solutions. Finally, power management structure and
future research direction are also discussed [1].
Keywords: Electric Vehicle, Power Management, charging
techniques, multiple sources.
I-INTRODUCTION
In recent years, many existing automobile manufacturers and new
dedicated companies have put a remarkable effort in transforming
the conventional vehicle into an Electric Vehicle that provides
green and reliable solution. In terms of market share, EV demand is
raising [2]. It starts replacing conventional vehicle In USA, Europe
and Asia. With revolutionized perspective and competitive price
(Entry range), EV is a smart choice for any end user, however, an
extra effort is required to enhance the range of autonomy and vary
applications [3].
Organization of This Paper
The remainder of this paper proceeds as follows. Section II
formulates the state-of-art on electric vehicle, power management
including hardware and software levels explanation, charging
techniques and standards and finally introduces to multi power
source architecture for EVs. Section III is devoted to discuss power
management low architectures and high control algorithms.
Finally, Section IV includes a discussion of power management
and future research.
Resume of various research efforts in BEV/HEV are provided in
this paper.
II-STATE-OF-ART
The Electric Vehicle concept:
An electric drive vehicle, or simply electric vehicle (EV), is a
vehicle based on one or multiple motors (electric or traction) to
ensure propulsion. The degree of electrification varies from one
vehicle to another. In fig1, EVs are classified through a scale from
zero (0=Conventional vehicle) to one (1=Full Electric Vehicle)
______________________________________________________
978-1-4799-7300-2/14/$31.00 ©2014 IEEE
Fig1. Degree of Electrification
Mainly, there are three main types of electric vehicles;
BEV - AEV
The All Electric Vehicle (AEV) or Battery Electric Vehicle (BEV)
uses high capacity batteries and electric motor for propulsion
(Fig2.a). It derives all the power from its batteries pack and has no
internal combustion engine, neither fuel cell, nor fuel tank. The
only way to recharge its batteries is by plugging in the vehicle to a
charging point [31, 4-8]. This is the case of Chevy Spark and the
Mercedes-Benz B-Class Electric.
HEV / PHEV
The second type is the Hybrid Electric Vehicle (HEV) that uses
mechanically a combination of Electric Motor (EM) in low speeds
dedicated for in-city traffic and a conventional Internal Combustion
Engine (ICE) to be used outside urban areas (Fig2.b). When ICE
mode is activated, the EM stops and batteries start charging using
an alternator driven by the same equipped ICE. The HEV get an
upgrade to the Plug-in Hybrid Electric Vehicle (PHEV), it includes
actually a new battery charging system that can be fed externally.
The combustion engine works as a backup when the batteries are
depleted and the driver cannot have a break for charging. Porsche
announced the new Panamera Plug-in S E-Hybrid that replaces the
old Panamera Hybrid offering more driving responsiveness and
vehicle performance [11, 12].
REEV
The main third type is the Extended Range Electric Vehicles
(EREV or REEV); in this structure (Fig2.c), vehicle propulsion is
driven only by an electric motor powered by high capacity
batteries. These batteries are maintained charged by a small engine-
generator unit. Its small consumption, less than two liters of fuel at
100km, offers an extended range of autonomy and distance to be
reached [5, 11]. The latest REEV introduced to the market this year
are the all-new 2014 Cadillac ELR, the AUDI A1 e-Tron and
Jaguar’s Limo-Green series.
FCEV
In addition to these three main types, Fuel Cell Electric Vehicle
(FCEV) has been introduced to perform long distances. It uses a
fuel cell system to power its on-board electric motor (Fig2.d).
Proton Exchange Membrane fuel cells generally called Polymer
Electrolyte Membrane (PEM) fuel cells used in FCEVs use
hydrogen fuel stored onboard and oxygen from the air to produce
electricity. As long as a fuel is supplied FCs continue to generate
electricity, similar to conventional ICEs [5,13, 27]. However, fuel
cells are much cleaner; they convert fuels directly into electricity
via an electrochemical process that does not need combustion. The
generated power from a fuel cell stack depends on the number and
size of the individual fuel cells that comprise the stack and the
surface area of the Polymer Electrolyte Membrane. A fuel cell
vehicle that is fueled with hydrogen emits only water and heat. By
providing clean, high-efficiency, reliable green transportation
facilities, FCs have become important technology in development
of electric vehicles [9,10].
In addition, fuel cells are being developed for buses, boats,
motorcycles, and many other kinds of vehicles. The latest FCVs to
be introduced to the market later next year are the all-new
Mercedes-Benz B-Class F-CELL, Honda FCEV-Concept and
Hyundai Tucson-ix35 FCEV.
A mild HEV is basically a traditional vehicle with an oversized
starter, also allowing the engine to be turned off whenever the car
is braking, coasting, or stopped then restart the moment the
accelerator pedal is pressed. To achieve this operation, the motor is
often mounted between the engine and the transmission,
substituting for the torque converter when needed, and providing
additional power when accelerating. In micro HEVs, also known as
start & stop vehicles, the engine is turned off during braking or at
stop to avoid idling operation, and the starter motor is used to start
the engine when the driver presses the accelerator pedal.
Both mild and Micro HEVs include minor features of HEVs and
therefore usually achieve only limited fuel savings [17,19].

Fig.2: Simplified drivetrain architectures of main Electrical Vehicles: (a): Battery Electric Vehicle (b): Hybrid Electrical Vehicle (c): Range Extended
Electric Vehicle (d): Fuel Cell Electric Vehicle

SEV
Solar electric vehicle (SEV) is an electric vehicle powered energy management system (EMS) with electric power through a
importantly or completely by direct solar energy. Through solar charge controller.
arrays installed on top of the vehicle, often photovoltaic (PV) cells,
solar energy is converted directly into electric energy. Since SEVs structure has been exploited in Solar Buses. Both all-solar
converted solar energy is the only source, it powers all or part of bus such as the TINDO project that is operating as free public
SEV's propulsion, electronics, communication, navigation, security transport service in Australia and Hybrid Solar Bus that uses solar
and other auxiliary features [2]. Sensors provide assistance to the energy to power electronics, video monitoring system, air
driver similar to conventional vehicles. Here, gathered conditioning and auxiliary functions, meanwhile, traction is
informations allows monitoring the car's energy consumption, solar ensured by a HEV structure [25].
energy capture and other parameters. SEVs can be equipped with a
battery pack assistance to ensure continuous driving during shaded
days or night use giving an extended range of autonomy to the
users.
Practically, SEV can reliable in some uses when vehicle operates
relatively little but spends most of the time parked in the sun, such
as golf carts, Single-track vehicles or specific target; Solar Race
Challenges: competitions taking place in all over the world are to
promote research on solar-powered cars. The German Power Core
Suncruiser, Japanese Kaitu II and the Australian eVe are most
remarkable solar race cars.

Commercially, Photovoltaic modules are used as auxiliary power

units for different EVs specially PHEV application. Depending on
the powertrain structure, solar panels usually feed batteries or

Fig3. Improved sunroof for SEVs takes advantage CPV technology

 Fig4. Simplified drive train architecture of Solar Electrical Vehicle.
Main disadvantage of pure solar electric vehicles is sun relatability.
Solar arrays installed on top can’t provide sufficient amount of
electric power within a short time. Today’s solar cells technology
limits the possibilities we can explore in a SEV. Despite its
improvement compared to first generation PV panels, new
Concentrating Photovoltaic panels (CPV) have 29% panel
efficiency, nearly double that of an average PV panel and have
advanced temperature management which keeps cells at top
performance in high temperature [34].
An interesting variant of the electric vehicle the PHEV that has
solar panels as well to assist: The 2010 Toyota Prius model has
introduced mounted solar panels on the roof as auxiliary source.
This technique has been improved and enhanced in the 2014 Ford
Cmax. An arbor of 23m² equipped with Fresnel lenses to
concentrate solar radiation, and increase up to 8 times the electrical
power produced by the photovoltaic cells of C-Max. The concept
C-Max has become the first plug-in hybrid can recharge its battery
without being plugged in, even if it may still be in case of necessity
[33].
Tab.01 – Comparing major available VEs: Advantages & Disadvantages
TECHNOLOGY ADVANTAGES
Hybrid Electric Vehicle Reduced fuel consumption and emissions; Possibility to
(HEV) recover energy from regenerative braking
Plug-in Hybrid Electric Important grid connection potential; Reduced fuel
Vehicle (PHEV) consumption and emissions; Optimized performance;
Possibility to recover energy from regenerative braking;
100% zero-emission capability.
Battery Electric Vehicle Use of cleaner electric energy; Zero emissions Vehicle;
(BEV) battery recharging (Overnight or equipped Parking);
Possibility to recover energy from regenerative braking;
Lower operational costs; Quiet operation.
Fuel Cell Electric Zero emissions (Water & Heat only); Very high energy
Vehicle (FCEV) efficiency compared to conventional ICE; Recovered
energy from regenerative braking; No dependence on
petroleum
Solar Electric Vehicle Able to utilize their full power at any speed, do not require
(SEV) any expense for running, quite, requires very low
maintenance, no harmful emissions.
Power management:
Control strategies for hybrid-electric vehicles generally target
several simultaneous objectives. The primary one is the
minimization of the vehicle fuel consumption, while also
attempting to minimize emissions and to maintain or enhance
drivability. To date, the power management (PM) system in EVs is
basically formed by two layers; High level software-based
supervision and low level hardware-based control which can be
divided into two control layers low level component and low level
control. Both hardware and software control layers works together
to optimize PM system in EVs [3,4].
Fig5. C-max SEV charging technique involving Concentrating Photovoltaic
panels (CPV) and concentrating parking lenses.
Some marine applications include SEV structure too; The low
power density current of solar panels limits the use of solar
propelled vessels, however boats that use sails (which do not
generate electricity unlike combustion engines) rely on battery
power for electrical appliances (such as refrigeration, lighting and
communications).
Here solar panels have become popular for recharging batteries as
they do not create noise, require no fuel and often can be
seamlessly added to existing deck space.
Solar energy is also used in the air. Solar ships can refer to solar
powered airships or hybrid airships. They are considered as
unmanned aerial vehicles (UAVs); solar power would enable these
to stay aloft for months, becoming a much cheaper means of doing
some tasks done today by satellites. The Swiss solar-powered
aircraft Solar Impulse plans to make a circum-navigation of the
globe in 2015.
DISADVANTAGES
Higher initial cost; Component availability; Build complexity involving
two power trains (Transmission Energy loss).
Higher initial cost; Build complexity involving two power trains
(Transmission Energy loss); Component availability; High cost of
batteries and battery replacement; Added weight to be taken in
consideration.
Short distance range; Battery technology still to be improved; Public
recharging infrastructure to be improved.
Higher initial cost; Hydrogen generation and onboard storage security
problems; Availability and affordability of hydrogen refueling stations
(infrastructure to be improved); Standards development in progress;
Scalability for mass manufacture;
Don’t have speed or power that regular cars have, can operate only in
sun (unless batt. assisted), A good solar powered car is expensive.
Major challenge of energy management system (EMS) in an
electric vehicle is to assure optimal use and regeneration of the
total energy in the vehicle. Regardless of number of sources, the
powertrain configuration, at any time and for any vehicle speed, the
control strategy has to determine the power distribution between
different energies. When two storage systems or two fuel
converters are available additional power distribution between the
RESSs and between the fuel converters has to be determined.
These decisions are constrained by two factors. First of all, the
motive power requested by the driver must always be satisfied up
to a maximum power demand already known. Then, charge status
must be maintained within, allowing the vehicle to be charge
continuously. [15-17]
Fig.6: Power management control layers in EV [1]
A-Hardware Level:
Power management control design starts with the hardware level,
more precisely with vehicle power train which is a must in every
EV [19]. Presented in different approaches and combinations, the
only purpose in power train design is to obtain optimal power
Fig.7 Main drivetrain architectures of BEV: (a): Conventional Drive train (b): Single-gear transmission architecture (c): Integrated single-gear and
differential architecture (d): Separated EM and fixed gearing architecture, (e): Fixed EM and gearing architecture, (f): in-wheel drive architecture.
management results, increase vehicle performance and robustness,
and reduce energy loss in transmission [2,4,6].
Generally, there are 6 transfer architectures in BEV; the first is the
conventional drivetrain with clutch (Fig4.a). The vehicle is
equipped and Energy Storage System (ESS) that delivers electrical
energy to the main EM through a power converter. The mechanical
energy provided reaches the front wheels through a quite long way;
a clutch, a gearbox and a differential. In second type (Fig4.b), the
clutch is deleted and the gearbox is replaced with a fixed gear
transmission unit while the entire architecture remains the same.
This little enhancement simplifies the driveline configuration and
reduces the size and weight of transmission system [20,21]. By
following the same logic, a third configuration (Fig4.c) offers a
further simplification. It groups the electric motor, the single-gear
box and the differential in same level with wheels. The BEV is
lighter and mechanical transmission losses become minimal. The
need to enhance the cornering performance in BEVs, each wheel
gets its own fixed gearing and own electric motor. Thus, it is
possible to operating different speeds. In some other configuration,
the wheels were exploited. In-wheel application reduces even more
weight and complexity. Here, vehicle operates in direct drive
without a drive shaft; wheels are equipped with the fixed gearbox
and driven directly by Ems. The same architecture is kept in final
configuration but with more use of in-wheel application. The EM is
built right in the wheel and the drive train is reduced to zero. Each
EM receives power from a dedicated power converter feed by the
Energy Storage System.
For HEV, mainly 4 architectures are available and aiming different
vehicle purposes; Parallel Drive Train configuration (Fig5.a)
allows both ICE and EM to access transmission in parallel via
couplers [2]. Thus, electric vehicle is equipped by two separated
propulsion powers in two different drive lines. The way motor and
engine participate will be discussed later in further details.
The second architecture is Series Drive Train (Fig5.b). Only the
EM accesses the transmission shaft. Meanwhile, the ICE is to
generate electrical power but not to support the EM in
transmission. The generated electric power is led to power
converter before reaching Battery Pack and EM [6].
Fig.8: Main drivetrain architectures of HEV: (a): Parallel structure HEV (b): Series structure HEV (c): Series-Parallel structure HEV (d): Complex
structure HEV
B-Software Level:
In high supervisory Power Management Layer (PML), many
algorithms have been developed. Depending on powertrain
architecture, mainly five techniques proved reliability and
delivered intended results Offline Power Management Control
(PMC) Algorithms, Online PMC Algorithms, Rule-Based PMC
Algorithms and Learning PMS Algorithms and GPS-Enhanced
PMC Algorithms [16, 19, 21].
Offline Power Management Control Algorithms
Optimization Criteria: Stochastic optimal control of complex
dynamic systems is a present fact in engineering. The problem is
formulated as sequential decision making under uncertainty, where
a controller is faced with the task of selecting actions in several
time steps to efficiently achieve the system’s long-term goals [19,
24, 28].
DP: Dynamic programming (DP) has been generalized as the main
method to analyze sequential decision-making problems, such as
deterministic and stochastic optimization and control problems,
mini-max problems, and other varied problems. While the nature of
these problems may vary widely, their underlying structure is
similar to each other and has two principal features: an underlying
discrete time dynamic system whose state evolves according to
given transition probabilities that depend on the decision taken at
each time and a cost function that is additive over time [19, 30,
34,35].
By combining the previous configurations (Fig5.c), the Parallel-
Series Drive Train is figured out; the ICE supports the EM in
similar way to parallel mode, however, it keeps providing electric
power through linked generator [8].
In final architecture (Fig4.d), by replacing the generator in previous
vehicle structure and adding a second power converter to store
electrical energy in-car produced in battery, HEV become more
controllable and efficient[2].
Both, HEV and BEV architectures use DC/AC converters to
control electric motors feeding and DC/DC converters to manage
two way energy transfer for battery charging or use [1,9].
Although DP can yield a global optimal solution in closed form,
for many problems, a complete solution by DP is impossible [19,
34, 36].
Online Power Management Control Algorithms
MPC: Model predictive control (MPC) relies on prediction models
to obtain a control action by solving an online optimization
problem over a finite horizon. It is often used in constrained
regulatory related control problems of large scale multivariable
systems, where the objective is to operate the system in a certain
desired way[19, 24].
Pontryagin’s Minimum Principle and ECMS: One of the principal
procedures in solving optimization problems is to derive a set of
necessary conditions that must be satisfied by any optimal solution.
These conditions become sufficient under certain convexity
conditions on the objective and constraint functions. Optimal
control problems may be regarded as optimization problems in
infinite-dimensional spaces, and thus, they are substantially
difficult to solve [12, 19].
Rule-Based Power Management Control Algorithms
Rules Based (RB) method relays on expert experience base to
determine fine adjustments to be applied in PMC algorithm. The
PMC strategy can be based on fuzzy logic, decentralized adaptive
logic, or even new set of rule based PMC algorithms [19, 20, 22].
Smart / Learning Power Management Control Algorithms
To optimize EV efficiency, PMC algorithms include a learning
mechanism that allows improving performance over time, every
single reaction of the driver is considered including driving style,
sprint, breaking style, and distances driven. All these collected
informations build a database specific to the user driving style and
there are PM adjustments communicated to driving parameters.
This has a major impact on fuel economy and system
responsiveness [20].
GPS enhanced Power Management Control Algorithms
These algorithms are to enhance PMC algorithms using
information received from a Global Positioning System (GPS).The
algorithm uses data and loads corresponding topography of the
road and operates according to preconfigured driving style to
minimize fuel consumption. These enhancement algorithms are
using driving pattern recognition to automatically select a control
algorithm from a bank of six optimized representative driving
modes using artificial neural networks (ANNs)
Multi power source architecture:
Many factors can affect the EV performance, such as size, purpose
of use, environment, driving style (sporty, soft, moderate or
combined). All these factors may lead to a deep and quick
discharge rate of the battery and its damage.
To keep it healthy and guide it to a slow discharge even when a
heavy load is on demand, the electric vehicle is powered by a
combination of multiple sources [3, 6, 13].
The main element is the batteries. Most of the electric vehicles
use Lithium ion battery. Lithium ion batteries are environmentally
friendly and have higher energy density, longer life span, and
higher power density than conventional battery [3].They have wide
application in electric vehicles and other electronics. Since large
number of Lithium-ion batteries used in series in electric vehicles
so there arises the problems of safety, durability, thermal
breakdown and cost, which limits the application of the Lithium
ion battery.[6] Some electric vehicles use other kinds of batteries
such as Plumb-Acid, Nickel-Cadmium, and lithium-polymer. The
selection of a battery is based on many criteria, such as energy,
weight, lifetime, price, voltage, size [6, 7].
To obtain a power boost, super capacitor is used. It has the
characteristics between a capacitor and a battery. It can release a
large charge in a short period. A super capacitor bank is hence
adopted to supply instantaneous charge to assist the main battery in
heavy consumption. The super capacitor, under management, can
be charged by the main batteries [11, 9].
Recently, many manufacturers accorded more attention to solar
panels. They will provide the power management system with an
auxiliary electric energy to be used later for battery charging or
electronics power supplying [4, 5].
In order to recover kinetic energy lost in vehicle breaking electric
vehicles can also save energy in stop and go driving through
regenerative breaking. In this technique, the Electric motor is used
as a generator converting the kinetic of the vehicle's motion back to
electric energy, rather than dissipating it as heat in the breaks. The
regenerative breaking can recover 50% to 80%of the kinetic energy
for later use. This is especially valuable for vehicles that stops and
start frequently like buses and in-city BEVs [2].
For BEVs and PHEVs, Grid Power is the main energy source. It
allows charging batteries and super capacitors. Many charging
modes are available with enhanced charging time.
Fig. 9 Multi power supply architecture for EV
Fig. 6 presents the framework of a multi-power supply system for
electric vehicles. A power management unit based on smart
algorithms manages the sources and performs combinations or
timing between them to obtain optimal vehicle responsiveness and
battery health. This power is transferred to a regular motor control
unit witch drives the vehicle.
Charging Techniques and Standards:
There are four key standards related to safety, installation and
connection of the Electric Vehicle Supply Equipment (EVSE) to
the EV; UL 2594, UL 2231, SAE J1772, and NEC Article 6252.
EVs typically charge from conventional power outlets or dedicated
charging stations, a process that typically takes hours, but can be
done overnight and often gives a charge that is sufficient for
normal everyday usage. To date, mainly three charging techniques
are available.
Conductive charging, this is a direct electrical connection
(typically through an insulated wire/cord set) between the source
and the charging circuitry. The circuitry and its controls may be
housed within the vehicle or external to it. All new EVs are
compatible with this approved standard. There are three modes of
EV charging;
In Standard mode, AC Level 1 supplies 120V single phase power
at up to 12 Amps. For example, a Nissan Leaf with its battery
charge totally depleted would take about twenty hours to
completely recharge.
Meanwhile, Semi-Quick mode provides up to 3 phases 32A current.
It takes much shorter time to charge electric vehicles compared to
standard charging.
And finally, Quick mode uses a specialized fast charger connected
to a high powered electrical source; the high power greatly reduces
charging time. Nevertheless, it requires infrastructure investment,
spaces and extra costs. It is suitable for emergency charging
purpose [6].
The actual charge time will vary based on the charge level and
condition of the batteries
Inductive charging: No wiring is required; instead the energy is
transferred between the charger and the "Paddle" inside the
vehicle's inlet via a magnetic field generated by a high AC current.
Inductive charging is still expensive and complicated to set up for
end user.
Batteries swapping: Instead of recharging EVs from electrical
socket, batteries could be mechanically replaced in a couple of
minutes in some special stations. Here battery size and geometry
should be standardized in order to relay on Battery swapping
technique.
 III- DISCUSSION ON POWER MANAGEMENT
The choice of the appropriate topology requires preliminary
understanding of vehicle use purposes study of driving cycles,
vehicle size and weight, desired performance, and type of
application. Once the topology has been set, the second step is the
design of an energy management control (EMC) strategy which is
an essential key for an efficient electric vehicle [29].
Low level PM control offers a rich range of architectures;
Series HEV is convenient for stop-and-run use, such as city
driving. It can recover energy from regenerative breaking and feed
batteries.
Meanwhile, Parallel HEV has a weak battery capacity [18]. The
ICE and EM complement each other while driving. Thus, it can be
reliable either in city or highway. This kind of structure gets a
better efficiency because of the reduced battery pack and small
electric motor. The main area, both previous architectures can’t
cover is the precise control strategy. Thus tow complex
configuration are used; Series-parallel HEV and Complex HEV.
PHEV sustains longer in EM mode than ICE mode. It is suitable
for both city and highway, and shares the same advantages and
disadvantages of a regular HEV [11, 8, 12].
For BEVs, in-wheel drive configuration is most suitable for city
use due to light weight and frequent stop-and-run situations. BEVs
are designed mainly for short distance autonomy despite of
minimal energy loss in transmission.
Handling of BEVs will be affected by the new wheel configuration
and increase of its weight.
In high level, the power management controller would take
advantage of different algorithms developed for this purpose, but
also takes even more advantages from enhancing algorithms,
weather conditions, weather forecast, GPS position and driving
experience [21, 34, 35, 36]. Learning PMC algorithm can be
improved; EVs would be able to learn from each other through
communication; a user experience exchange database, encrypted to
respect drivers’ privacy [22, 23].
By providing more accurate and up to date data to power
management system, fuel economy can be improved, reducing
pollutant emissions, as well as extending battery lifetime and
range.
Practically, it will be difficult to be approved by competitive
manufacturers; meanwhile, this concept can be applied within the
same manufacturer’s products. This unique new communication
network will allow access to new infrastructure in new directions.
IV- CONCLUSION & FUTURE WORK
In the near future, combining diverse energy sources and
powertrains in optimal way, as well as performing an accurate and
robust power management control algorithm, will be essential to
build a reliable and affordable EV while preserving our
environment and intelligently using our limited resources.
Many different approaches have been proposed to enhance our
understanding of the fundamental vehicle system performance
challenges. But among all the control methods, each control
technique has its advantages and disadvantages.
As a first step in improving PMC algorithms, our future work will
focus on enhancing power management supervisory level taking
advantage of today’s respectful achievements and aiming to
optimize a multi power source management in BEVs and HEVs.
This enhancement will take advantage a whole new area: Smart
PMC through vehicles’ intercommunication and PM experience
sharing; the vehicle will be able, not only to learn from its own
experience, but also from other EVs’ experience with a
comprehensive breakthrough communication system and a cloud
experience database.
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