International Journal of Automotive Technology, Vol. 13, No. 5, pp.

817−824 (2012) Copyright © 2012 KSAE/ 066−15

DOI 10.1007/s12239−012−0082−8 pISSN 1229−9138/ eISSN 1976-3832

OPTIMIZED FUZZY CONTROL STRATEGY FOR A SPA HYBRID TRUCK

A. TAGHAVIPOUR* and M. S. FOUMANI

School of Mechanical Engineering, Sharif University of Technology, Tehran 11155-9567, Iran

(Received 17 May 2010; Revised 2 May 2011; Accepted 8 March 2012)

ABSTRACT−In this paper, an optimized control strategy is proposed for a split parallel hydraulic hybrid truck. The model
of the vehicle was simulated in Simulink. According to a global optimization technique, a fuzzy control strategy is developed
for the vehicle. This strategy shows flexibility for different drive cycles and a desirable fuel consumption reduction, especially
for a low speed drive cycle, which is extracted according to an urban utility vehicle mission.

KEY WORDS : Fuel consumption, Split parallel architecture, Dynamic programming, Fuzzy control strategy

1. INTRODUCTION to the engine. Here, the control strategy has a basic role. In
the second part, the designer attempts to lower the power
Air pollution in cities is among the problems that preoccupy level of the engine during the vehicle drive because he
urban managers today because the cost of compensation for knows that fuel consumption is closely related to the
the damage resulting from air pollution is rising. At the engine power. This idea has encouraged the invention of
same time, the limitation of oil resources and the energy different architectures for hybrid powertrains. Certainly, in
crisis further force responsible organizations to seek new powertrains with more powerful hybrid components that
sources of energy and restrict the consumption of fossil provide a larger share of the propulsion power, the level of
fuels. fuel consumption reduction is greater. Thus, full hybrids
One of the most important sources of pollution in cities are more effective than mild hybrids. The success of either
is the polluting gases emitted from vehicles. In view of the idea depends dramatically on the vehicle application and
high consumption and low efficiency of the engines of the related limitations.
urban utility vehicles, it is imperative to reduce fuel Boyd has defined an operation strategy for a Split
consumption in vehicles. Parallel Architecture (SPA) Hybrid Electric Vehicle (HEV)
One way to reduce fuel consumption is to use a hybrid by calculating the powertrain component losses. The use of
powertrain. Hybrid vehicles use two or more sources of a powertrain and control strategy resulted in a 15.5% fuel
energy for propulsion, and internal combustion engines are consumption reduction according to the UDDS drive cycle
the typical choice. This research aims to design a hybrid (Boyd, 2006).
powertrain for an urban utility vehicle whose internal com- In a study to find an efficient control strategy on a
bustion engine consumes more fuel due to idling during parallel hybrid powertrain, Knoke et al. concluded that the
most of the time it is in use in a city. This design considers control strategy is highly dependent on the drive cycle
the development of a hybrid powertrain with the least (Knoke, 2005).
number of changes to the vehicle together with the cost. Lin and Peng developed an optimized rule-based control
For an efficient, mild hybrid architecture, the split strategy with the use of dynamic programming on a parallel
parallel architecture was chosen. electric truck. This strategy reduced the fuel consumption
The main idea behind designing a hybrid powertrain can by 21% (Lin et al., 2003).
be divided into two parts. In some hybrid powertrains, the Liu and Zue implemented a modified fuzzy control
designer tries to transfer the operating points of the internal strategy on a fuel cell hybrid system with the use of a
combustion engine to the areas with higher efficiency, genetic algorithm. The result revealed that the improved
which can be performed by many strategies, such as using fuzzy control strategy can enhance the fuel cell efficiency
CVT and proper control of the components or loading the and reduce the power fluctuations (Liu et al., 2006).
engine by means of other components. In this paper, the The advantage of the powertrain introduced in this paper
engine loading was done by connecting a hydraulic pump is that it has been designed as an option and that the
minimum possible changes have been made in the
architecture of the original automobile. Thus, the complete
*Corresponding author. e-mail: [Link]@[Link] design of a hybrid automobile requires the conventional

817
818 A. TAGHAVIPOUR and M. S. FOUMANI

platform to be changed because the augmentation of hybrid Table 1. Specification of the vehicle.
equipment to the automobile without considering the
Specification Quantity
changes would result in a reduction in the sustainability of
the automobile. Therefore, to make the prototyping Vehicle net mass 5345 kg
possible, heavy duty vehicles with higher capability were Passenger and load mass 5500 kg
selected to use the hybrid powertrain system.
Vehicle frontal area 7.78 m2
Among the cases predicted in this research is the
optimization of the controlling strategy for further reducing Drag coefficient 0.6
the fuel consumption while maintaining the desirable Drive axle 1
function of the automobile. The use of a hybrid hydraulic
system, which has greater compatibility with the hydraulic Inertia of axles 1 kgm2
loading system than an electrical hybrid and has attracted Final drive ratio 6
more attention, is another advantage of the powertrain Final drive efficiency 0.85
presented in this paper.
In section II, the SPA hybrid powertrain will be Drive shaft inertia 0.4 kgm2
reviewed. Then, the specification of the vehicle and the
fuel consumption map of the engine are described in
section III. Section IV will present the Simulink model of
the vehicle and the specification of hybrid components.
The optimization formulation, the procedure and the
constraints of the problem will be introduced in section V.
The fuzzy controller design according to the control modes
of the SPA hydraulic hybrid will be presented in section VI.
Section VII demonstrates the fuel consumption reduction
using the control strategy presented before the discussion
and conclusion.

2. SPA ARCHITECTURE REVIEW

Figure 2. Fuel consumption map of the engine.
In an SPA architecture, there is a hydraulic motor (called
the rear traction motor) just before the final drive, which
can propel the vehicle at low speeds or assist the engine et al., 2009). Figure 1 shows the schematic of this
during aggressive accelerations because at those times, the configuration (Taghavipour et al., 2009).
efficiency of the engine (ICE) is definitively low. There-
fore, the rear traction motor (RTM) will assist the engine to 3. SPECIFICATION OF THE VEHICLE
provide the required torque for acceleration. A hydraulic
accumulator can provides a pressurized fluid to power this To design a powertrain for a vehicle, its specification must
hydraulic motor. It is obvious that the duration of torque be taken into account. Table 1 shows some of these speci-
assist may vary according to the accumulator state of fications.
charge. There is also a hydraulic pump connected to the In addition, the internal combustion engine fuel con-
gearbox power take off (PTO) that can pressurize the fluid sumption map is necessary to determine the efficiency of
to be stored in the accumulator to restore the pressure the hybridization procedure. Figure 2 shows the fuel
needed for the torque assist mode. Moreover, the hydraulic consumption (g/kWh) contours of the (Malikopoulos et al.,
motor can be used to assist the mechanical braking system, 2006).
capture a part of the energy dissipated during braking and
store it in the accumulator (Regenerative Braking) (Ehsani 4. SIMULINK MODEL OF THE SPA TRUCK

The procedure of sizing the hybrid powertrain components

is a determinant factor for the resultant fuel consumption,
and it depends on the desirable performance of the vehicle.
However, in this paper, the detailed procedure of sizing is
ignored.
The hydraulic motor in this configuration can provide
45cc/rev at its maximum displacement. Because of the
need to consider the accelerating performance of the RTM
Figure 1. Schematic of a SPA hydraulic hybrid powertrain. (Rear Traction Motor) and to maintain the rpm of the
 OPTIMIZED FUZZY CONTROL STRATEGY FOR A SPA HYBRID TRUCK 819

and then, based on the resultant optimum trajectory, a rule-

based control law can be (Baalen, 2006).
Dynamic programming works on the basis of a chain of
decisions. In other words, dynamic programming has some
inputs at its disposal every moment and knows what outputs
would be achieved in the following moment by introducing
each of these inputs. When the output is already specified,
the dynamic programming can decide what inputs to accept
so that it achieves the best output in the next moment. One
Figure 3. Simulink model of the vehicle. of the key aspects of dynamic programming is that this
method carries out a trade off every moment; thus, its
decisions are classified at each moment.
hydraulic motor in an allowable range, an extra transmis- Dynamic programming is executed in three main stages.
sion ratio (1:1.38) was added between the RTM and the The first stage is gridding and division of the input space. A
drive shaft of the vehicle. The pump has the same matrix by the name of Cost-to-go is formed in the second
characteristics as the hydraulic motor, but it will be directly stage, and the optimum trajectory is found in the third
connected to the PTO without any extra transmission ratio. stage. Out of these three stages, the last one requires a great
The accumulator is a bladder type with a nominal capacity amount of time because the optimum trajectory is searched
of 10 liters. among a large number of points included in the Cost-to-go
The input of the model (Figure 3) is the simulation time. matrix. Here, there is a state variable that is the same as the
Given this time, the vehicle velocity will be found according accumulator charge. The energy method is used in this
to the drive cycle. problem; thus, the amounts of the state variables should
In the driver block, there is a PID controller that controls also transform into energy. However, it should be noted
the acceleration and the brake pedal. According to a that the relation between SOC and energy is not linear.
predefined strategy for gear shifting, the gear number will Figure 4 shows the relation between the energy stored in
be assigned. The specifications of Table 1 are inside the the accumulator versus the state of charge.
vehicle block. In this block, the traction power is Dynamic programming works based on the power and
calculated. This power and the accumulator state of charge energy. In other words, the maximum accumulated energy
(SOC) are the inputs of the main controller. Thus, the main should be achieved. Due to the change of pressure with the
controller will command the RTM to provide a part of the volume of the fluid inside an accumulator, we cannot say
requested power. The engine compensates the remaining that the energy in the mode SOC = 0.5 equals half of the
requested power. According to the accumulator state of maximum energy. We can say so regarding a battery
charge, the pump connects to the engine and puts some because, at the time of discharge of a battery, its voltage
load on it. These loads lead to different operating points of remains unchanged to a large extent.
the engine, and these operating points can demonstrate the The output of dynamic programming shows the situation
fuel consumption throughout the assigned drive cycle. of accumulator in terms of energy.
The energy of the accumulator is presumed to be half of
5. OPTIMIZED CONTROL STRATEGY the maximum energy at the beginning and at the end of the
drive cycle, so the SOC will be equal to 0.8 according to
Dynamic programming is a mathematical technique that the chart above.
was invented by Bellman in the 1950s (Bellman, 1972). To divide the mode space, the minimum and maximum
The most important advantage of using dynamic
programming is to ensure the determination of a global
optimum answer for a problem. However, its greatest
disadvantage is the period of calculation, which
exponentially increases parallel to the system degree of
freedom, which constricts the solution of problems with
many control parameters by using the method above. On
the other hand, dynamic programming is not executed
online because this method requires the answer to a
problem in the future. Obviously, when a system is
working, its data for the following intervals cannot be
found. Only the data concerning the present and/or past of
the system are available. For this reason, when there is a
need to use this method to control a dynamic system, the Figure 4. Energy stored in the accumulator versus state of
programming should primarily be accomplished offline, charge.
820 A. TAGHAVIPOUR and M. S. FOUMANI

amounts of energy stored in accumulator should be are two different inputs in this problem, and the power of
presumed. Suppose that the maximum and the minimum either the hydraulic motor or the pump was selected to be
energy are acquired when the SOC equals 0.2 and 1, divided into 30 parts. Therefore, there are 60 inputs in this
respectively. Now we can calculate the power that the problem. We note that the greater the number of inputs is,
accumulator gives to the generator or takes from it on the the greater the output resolution of the optimization, which
basis of the time interval predicted for each stage of leads to more accurate data being available for designing
optimization. the control strategy based on the results of optimization.
The problem can be formulated according to the However, the extra-division of the optimization inputs
following relation: cannot be logical either.
t The interval of changes in the mode variable of the
J ( x ) = ∫ m· ( x ( k ), u1( k ), u2 ( k ) )dt
l
problem is determined in the next stage. As mentioned
t0
earlier, one of the conditions of the problem is to maintain
tl
= ∫ m· ( SOC, ∆SOC1, ∆SOC2 ) dt
the amount of charge at the end of the drive cycle equal to
(1)
t0 the level of the primary charge. Meanwhile, there are two
types of constraints in the problem: the first relates to the
The constraints on this problem are reviewed as follows:
system parameters, which will follow, but the second
constraint is on the mode variable; that is, the algorithm
ω ice – min ≤ ω ice ≤ ω ice – max (2)
should know that the decision that is made based on the
parameters of the problem and each one of the inputs will
0 ≤ ω rtm ≤ ω rtm – max (3)
not contradict the conditions of the mode variable. One
input is more important for the commencement of the
0 ≤ ω gen ≤ ω gen – max (4)
second stage. This input is the power that is requested by
driver in the course of the drive cycle. Before further
ω gen = ω ice (5)
elaboration, it should be noted that the HUDDS Drive
Cycle (figure 5) was chosen so that the results could be
0 ≤ Tice ≤ Tice – max (6)
extended to other cycles as well.
Another drive cycle that reflects the real behavior of an
Trtm – min ≤ Trtm ≤ Trtm – max (7)
urban utility vehicle in the city of Tehran is shown in
Figure 6 (Taghavipour et al., 2009).
0 ≤ Tgen ≤ Tgen – max (8)
Because there is a low diversity in the data extracted
from the Tehran drive cycle, the HUDDS was chosen as the
0 ≤ Pice ≤ Pice – max (9)
main drive cycle for the optimization procedure. However,
the resulting control strategy will be implemented on the
∆SOCmin ≤ ∆SOC ≤ ∆SOCmax (10) Tehran drive cycle to find the real fuel consumption.
To calculate the power, the problem is solved from the
SOCmin ≤ SOC ≤ SOCmax (11) wheel toward the internal combustion engine. In addition
to the power requested by the driver, we need to know the
One of the constraints on the optimization problem is
transmission ratio and the speed of the wheel. In this way,
that the state of charge at the first time step and on the last
the rpm of the engine and the drive shaft is found. Perhaps
step must unchanged to guarantee the absence of charge
knowing these inputs is not important in power splitting,
depletion at the end of the (Baalen, 1972).
tf
tf
Ebatt t = ∫ Pbatt ( t )dt = 0 (12)
0 t0

Meanwhile, there are two inputs in this problem. One

input is the power that is provided by the hydraulic motors,
and the other input is the power that is received by the
pump from the internal combustion engine indirectly. What Figure 5. HUDDS drive cycle.
optimization requires is the minimum and maximum power
of these two parts. Moreover, the powers that are generated
by the hydraulic motor and received by the pump should
undergo discretization. Obviously, the more inputs we
have, the longer finding the answer to the problem would
take. This problem is not very important in the second
stage where the Cost-to-go matrix is formed, but the search
for the optimum trajectory would take a long time. There Figure 6. Tehran drive cycle.
 OPTIMIZED FUZZY CONTROL STRATEGY FOR A SPA HYBRID TRUCK 821

but they are necessary for checking the constraints of the motor that lead to a value for fuel consumption in matrix L.
problem. Upon completion of the calculation for a time In this way, the numbers of the pump and hydraulic motor
interval, a square matrix is found that contains the amount power is achieved based on the trajectory of matrix L so that
of fuel consumption for each amount of power received by we can determine what power each component requires to
the hydraulic motor and the pump. If we put these matrixes achieve the optimum fuel consumption. The optimization
together, a three-dimensional space is formed, which is the results may be displayed as follows.
same as the Cost-to-go matrix. The Cost-to-go matrix The results of the optimization are shown in Figures 7 to 11.
would satisfy all of the constraints on the inputs of the
problem and the parameters thereof. What remains is that 5. FUZZY CONTROL STRATEGY
this matrix should also surpass the constraints on the mode IMPLEMENTATION
variable, namely, SOC. In the third stage, in addition to
examining this constraint, the optimum trajectory is found Different control modes can be introduced for a specific
in view of the fuel consumption, which is available in the architecture of a hybrid powertrain based on its compon-
Cost-to-go matrix. ents. In fact, the main function of the central control of a
The matrix L contains the total fuel consumption in hybrid vehicle is to identify the situation of the automobile
different time intervals. In addition, there are two matrices and switch between each control mode. Indeed, the control
that contain the related numbers of the pump and hydraulic modes of various architectures do not have considerable
differences, but one of the stages of design is the strategy
for accurately determining these modes. Five control
modes can be defined for the SPA architecture as per Table
II because it possesses all of the required components.
The first control mode occurs more at low speeds. When
the speed of the vehicle increases, the second control mode
is activated, whereby only the internal combustion engine
Figure 7. Requested power related to HUDDS drive cycle. works. However, at higher speeds and during aggressive
acceleration, the third mode is used in which both the
internal combustion engine and the hydraulic motor supply
the moving power of the vehicle. When the charge of the
accumulator decreases below a specified level, the fourth
control mode becomes active. This mode is activated more
when the rpm of the internal combustion engine is
relatively high but a low load is laid on it. The connection
Figure 8. Optimized accumulator state of charge. of the pump to the internal combustion engine causes the
movement of the working point of the engine toward the
areas with lower fuel consumption. In the fifth case as well,
the regressive braking at the time of the reduction of the
automobile speed helps the mechanical brake and returns
part of the braking energy to the accumulator.
Figure 12 shows the distribution of the points that
Figure 9. Optimized engine power. represent the function of the internal combustion engine,
hydraulic motor and pump on the basis of the requested
power for the achievement of the optimum fuel
consumption. If we draw the P= Prequest line, it would
specify in what section the internal combustion engine can

Table 2. Vehicle control modes.

Figure 10. Optimized Hydraulic Motor Power.
No. control mode Description
1 Motor only
2 Engine only
3 Split mode
4 Charging
Figure 11. Optimized hydraulic pump power. 5 Regenerative braking
822 A. TAGHAVIPOUR and M. S. FOUMANI

Pmotor = c ( Prequest – Pset ) (15)

In the above relations, a, b and c are fixed, and Pset is the

same requested power that changes in that control mode.
The aim is to find the fixed value of c, whereas the chart for
the points of the function of the internal combustion engine
is available in the control mode Split based on the requested
power. We should use the above-mentioned relations to
calculate c. Consequently, the following relation is found:

Pengine – Prequest = c ( Prequest – Pset ) (16)

No particular zone could be introduced on the chart of the

distribution of the points of the function to align the points
of the function of the internal combustion engine on the
bisector line while the control modes of charging accumu-
lator and regenerative braking can be easily defined.
Therefore, the final strategy can be written in the
following way with respect to the defined control modes:
Figure 12. Engine, RTM and pump optimum operating
1 − Motor Only: if (SOC > 0.5) and (0 ≤ Prequest < 30 kW)
points.
then (Pmotor = Prequest) and (Pengine = 0) (17)

work by itself, whereas the points of the function have a 2 − Engine Only: if (SOC > 0.5) and (30 kW ≤ Prequest < 45kW)
high density, which cannot be specified and separated. We then (Pmotor = 0) and (Pengine = Prequest) (18)
should examine how much the points of the function of the
internal combustion engine and the hydraulic motor are 3 − Split Mode: if (SOC > 0.5) and (45 kW ≤ Prequest) then
accumulated at a certain interval in the requested power. (Pmotor = 0.04 × (Prequest − 45000) and (Pengine = Prequest − Pmotor)
For further simplification, the points of the function of the (19)
pump are put aside and controlled on the basis of the
charge in the accumulator in a thermostatic form (maxi- 4 − Regenerative Mode: if (SOC < 1) and (Prequest < 0) then
mum level SOC = 1 and minimum level SOC = 0.5 because (Pmotor = Prequest) and (Pengine = 0) (20)
only 20 percent of the maximum energy of the accumulator
is available inside it). Therefore, we can say that the 5 − Charging Mode: if (SOC ≤ 0.5)
separation of the control modes is aimed at Motor Only, then (Pengine = Prequest + Ppump) (21)
Engine Only and Split Mode. In view of the density of the
points, the requested power of 30 kw is presumed to be the 7. SIMULATION RESULTS
end point of the Motor Only control mode. From the
requested power of 45 kw upward, we observe that the Table III shows the fuel consumption reduction of the
internal combustion engine and the hydraulic motor play an vehicle with the HUDDS and Tehran drive cycles.
equal role in supplying the movement power in the Figure 13 demonstrates the power that the engine will
requested power of 45 kw at the starting point of the provide according to the fuzzy controller presented in
control mode Split; however, we should check the Split HUDDS drive cycle.
zone to find out how much power should be supplied by In Figure 14, the power of the hydraulic motor is shown.
the hydraulic motor. To do so, we need to use only a curve Where negative power is shown in the figure, regenerative
fitting with the following process.
In the modes where the power of the pump is equal to zero,
the following relations exist: Table 3. Fuel consumption (F.C.) reduction.
Tehran cycle HUDDS cycle
Prequest = Pengine + Pmotor (13) (Base F.C. = 30.37 (Base F.C. = 37.04
Average
lit/100 km) lit/100 km) fuel
Meanwhile, to write the fuzzy rules, the following relations F.C. F.C. consumption
F.C. F.C. reduction
exist: (lit/100 km) reduction (lit/100 km) reduction
(%) (%)
Pengine = aPrequest + b (14) 16.30 46.33 31.93 13.80 30.07
 OPTIMIZED FUZZY CONTROL STRATEGY FOR A SPA HYBRID TRUCK 823

considerable than that in the HUDDS drive cycle. How-

ever, the fuzzy controller presented in this paper still
reduced consumption to a desirable level for these two
different drive cycles. It should be mentioned that this
controller may be designed in such a way that it reduces
Figure 13. Engine power. consumption in a drive cycle and leads to consumption
increase in another drive cycle.
Figure 13 resembles the requested power in the HUDDS
drive cycle. This resemblance is not extravagant because in
most time periods of vehicle driving, the split control mode
is dominant. Because the HUDDS drive cycle is relatively
high speed in comparison to the Tehran drive cycle, in this
Figure 14. Hydraulic motor power. mode and according to the fuzzy strategy, the engine power
is proportional to the requested power.
The regenerative braking occasions in Figure 14 lead to
negative hydraulic motor power, which can be compared
with the HUDDS drive cycle profile. According to Figure
15, the accumulator state of charge varies mostly around the
SOC = 0.5 line. The reason for this behavior is the control
strategy in which the control modes are changed whether
Figure 15. Accumulator state of charge. the state of charge is below or above this value.

braking occurred. 9. CONCLUSION

Figure 15 shows the variation of the accumulator state of
charge. This research is aimed at designing a powertrain system for
urban utility vehicles. These vehicles stop repeatedly during
8. DISCUSSION their missions and start moving again such that they rarely
have a constant speed over a large time interval. On the
Figures 7 to 11 show the results of Dynamic Programming. other hand, these vehicles are equipped with a hydraulic
These results would lead to a great fuel consumption system that can be used to build a hybrid powertrain system.
reduction, but this strategy cannot be implemented on the One of the goals of this paper is to develop the hybrid
vehicle. Therefore, a control strategy must be developed architecture on the urban utility vehicles, and the SPA
according to the Dynamic Programming results. Thus, a architecture was selected to apply the control strategy by
fuzzy controller was presented in this paper, which reduced using the results of simulation.
the fuel consumption according to Table III by 30% on For the design of the control strategy, a global optimiz-
average. ation method, Dynamic Programming, was used. Different
By comparing the requested power and RTM power, it methods were considered to put this optimum strategy into
can be seen that the RTM provides a considerable share of practice. However, for further reduction in the fuel
the total power. In this situation, fuel consumption reduction consumption, the SPA architecture with a fuzzy control
is inevitable because RTM operation causes the accumulator strategy is suitable. The fuzzy control strategy showed
depletion, which would make the pump have a connection more flexibility in different drive cycles; in other words,
with the engine more frequently. Pump operation increases applying this strategy to different drive cycles would
the load on the engine. Thus, the engine operating point at reduce the fuel consumption to a suitable level.
a certain rpm would transfer to the areas with less specific The main conclusion is that this system and control
fuel consumption. strategy is more profitable in low speed drive cycles.
It should be mentioned that decreasing the engine power
has a direct effect on fuel consumption reduction. Thus, in REFERENCES
drive cycles in which the usage of the first and second
control modes is more frequent, the fuel consumption Baalen, J. V. (2006). Optimal Energy Management Strategy
reduction would be more considerable. for the Honda Civic IMA. Department of Mechanical
To show the accuracy of this conclusion, another drive Engineering. Technische Universiteit Eindhoven.
cycle was taken into account with a lower speed level. In Eindhoven.
the Tehran drive cycle, the frequency of the occurrence of Bellman, R. (1972). Dynamic Programming. Princeton
the first and second control modes is higher than that in the University Press. Princeton. New Jersey.
HUDDS drive cycle. According to Table III, the fuel Boyd, S. J. (2006). Hybrid Electric Vehicle Control
consumption reduction in the Tehran drive cycle is more Strategy Based on Power Loss Calculations. Ph. D.
824 A. TAGHAVIPOUR and M. S. FOUMANI

Dissertation. Virginia Polytechnic Institute and State Zhejiang University SCIENCE A 7, 11, 1878−1885.
University. Blacksburg. Virginia. Malikopoulos, A., Filipi, Z. and Assanis, D. (2006).
Ehsani, M., Gao, Y. and Emadi, A. (2009). Hybrid Electric Simulation of an integrated starter alternator (ISA)
and Fuel Cell Vehicles. CRC. Boca Raton. system for the HMMWV. SAE World Cong., Detroit,
Knoke, T. (2005). Optimization and Comparison of Michigan.
Heuristic Control Strategies for Parallel Hybrid-Electric Taghavipour, A. (2010). Hybrid Powertain Design for Urban
Vehicles. University of Paderborn. Germany. Utility Vehicles. M.S. Thesis. Department of Mechanical
Lin, C.C., Peng, H., Grizzle, J. and Kang, J. (2003). Power Engineering, Sharif University of Technology.
management strategy for a parallel hybrid electric truck. Taghavipour, A., Alasty, A. and Saadat, M. F. (2009).
IEEE Trans. Control Systems Technology 11, 6, 839− Nonlinear power balance control of a spa hydraulic
849. hybrid truck. IEEE/ASME Int. Conf. Advanced Intelligent
Liu, C. and Zhu, X. (2006). Simulation and analysis of Mechatronics, Singapore.
energy optimization for PEMFC hybrid system. J.