This document proposes a control strategy for fuel cell hybrid electric vehicles (FCHEVs) that can adapt optimized control rules to powertrains with varying degrees of hybridization. Normalization and denormalization techniques are used to make the control strategy specification independent. A scenario analysis showed the effectiveness of the powertrain-adaptable control strategies at reducing development time and enabling simultaneous optimization of powertrain sizing and energy management. The control strategy has potential to help speed adoption of FCHEV technology by making development procedures more versatile across different hybridization levels.
The aim of the study was to develop a detailed understanding of how the uptake of technological options to improve efficiency/reduce GHG emissions is likely to impact on overall costs and efficiencies of different vehicle classes in the period 2010-2050.
An overview of potential future lifecycle impacts of low carbon vehicles. Shifting to hybrid and electric vehicles will mean that an increasing share of lifecycle GHG emissions come from the production of the vehicle and electricity. Presentation given at the annual LowCVP conference by Nik Hill, knowledge leader for transport technology at Ricardo-AEA
Electric vehicles (EVs) coupled with low-carbon electricity sources offer the potential for
reducing greenhouse gas emissions and exposure to tailpipe emissions from personal trans-
portation. In considering these benefits, it is important to address concerns of problem-
shifting. In addition, while many studies have focused on the use phase in comparing
transportation options, vehicle production is also significant when comparing conventional
and EVs.
RES-T-NEXT, IEA RETD workshop in London, 26th August 2015IEA_RETD
IEA-RETD Report: Next Generation Policy Instruments for Renewable Transport (RES-T-NEXT)
David de Jager, Operating Agent IEA-RETD
The RES-T-Next project aims at providing an analysis of next generation RES-T policy instruments and recommendations regarding private and urban transport in order to increase the level of energy used from renewable sources and to decrease GHG emissions.
The aim of the study was to develop a detailed understanding of how the uptake of technological options to improve efficiency/reduce GHG emissions is likely to impact on overall costs and efficiencies of different vehicle classes in the period 2010-2050.
An overview of potential future lifecycle impacts of low carbon vehicles. Shifting to hybrid and electric vehicles will mean that an increasing share of lifecycle GHG emissions come from the production of the vehicle and electricity. Presentation given at the annual LowCVP conference by Nik Hill, knowledge leader for transport technology at Ricardo-AEA
Electric vehicles (EVs) coupled with low-carbon electricity sources offer the potential for
reducing greenhouse gas emissions and exposure to tailpipe emissions from personal trans-
portation. In considering these benefits, it is important to address concerns of problem-
shifting. In addition, while many studies have focused on the use phase in comparing
transportation options, vehicle production is also significant when comparing conventional
and EVs.
RES-T-NEXT, IEA RETD workshop in London, 26th August 2015IEA_RETD
IEA-RETD Report: Next Generation Policy Instruments for Renewable Transport (RES-T-NEXT)
David de Jager, Operating Agent IEA-RETD
The RES-T-Next project aims at providing an analysis of next generation RES-T policy instruments and recommendations regarding private and urban transport in order to increase the level of energy used from renewable sources and to decrease GHG emissions.
Study and Analysis of Nonlinear Constrained Components A Study of Plug-in Hyb...ijtsrd
Today transportation is one of the rapidly evolving technologies in the world. With the stringent mandatory emission regulations and high fuel prices, researchers and manufacturers are ever increasingly pushed to the frontiers of research in pursuit of alternative propulsion systems. Electrically propelled vehicles are one of the most promising solutions among all the other alternatives, as far as reliability, availability, feasibility and safety issues are concerned. However, the shortcomings of a fully electric vehicle in fulfilling all performance requirements make the electrification of the conventional engine powered vehicles in the form of a plug-in hybrid electric vehicle PHEV the most feasible propulsion systems. Sadia Andaleeb "Study and Analysis of Nonlinear Constrained Components (A Study of Plug-in Hybrid Electric Vehicle)" Published in International Journal of Trend in Scientific Research and Development (ijtsrd), ISSN: 2456-6470, Volume-3 | Issue-2 , February 2019, URL: https://www.ijtsrd.com/papers/ijtsrd20308.pdf
Paper URL: https://www.ijtsrd.com/engineering/mechanical-engineering/20308/study-and-analysis-of-nonlinear-constrained-components-a-study-of-plug-in-hybrid-electric-vehicle/sadia-andaleeb
Electric motors
Editorial - Policy solutions - Facts - Interview - Success stories - Improving market surveillance - Extended product approach - Motor maintenance and refurbishment - Accelerated replacement of less efficient motor stock - Developing powertrains for electric mobility free of critical raw materials - World landscape
The goal of DecarbEurope is to engage decision-makers in policy and industry with solutions that can, in a cost-effective manner, decarbonise Europe at the scale and speed that is needed to achieve our climate goals.
As an ecosystem of twenty sectors — and growing — the initiative connects technologies, policies, and markets. Partners of DecarbEurope commit themselves to common values of deep decarbonisation, cost-effectiveness, circularity, sector-coupling and consumer engagement.
Electric motors play a major role in all economic sectors (industrial, tertiary, residential, agricultural and in transportation), to deliver in a reliable and efficient way mechanical power to a huge variety of processes and services
Mobility & Energy Futures Series: transport consumes a fifth of global energy and has a near-exclusive reliance on petroleum. As such it has an important role to play in the Energy Trilemma of reducing energy consumption and associated greenhouse gas emission, creating an energy system built on secure supplies and developing the system in ways which are affordable.
Addressing the Energy Trilemma in the transport and mobility sector is especially challenging due to the continued growth in demand for the movement of goods and people, the technical, regulatory and social challenges of moving away from an oil based system of mobility and a complex and fragmented set of stakeholders required to work together to deliver change.
Drawing on the expertise and opinions of the University of Leeds academics from different disciplines, this series will highlight the drivers, gaps and opportunities in reducing the energy consumption and carbon emissions from the transport sector in future. This is the inaugurating briefing in the series.
ACV des véhicules électriques et thermiques aux US - MITGhislain Delabie
Étude du MIT comparant les émissions de gaz à effet de serre (en équivalent CO2) des véhicules disponibles sur le marché américain, en fonction du mix énergétique de l'électricité alimentant les véhicules.
Shiyu Yan delivered this presentation at a joint ESRI-UCD conference tilted 'Energy research to enable climate change mitigation' on 17 September 2019.
Photos from the conference are available to view on the ESRI website here: https://www.esri.ie/events/esri-ucd-conference-energy-research-to-enable-climate-change-mitigation
Driving Transportation Electrification Forward - The TEINA Study byMary BrazellForth
Mary Brazell, Transportation Electrification Program Manager Climate Office at the Oregon Department Of Transportation gave this presentation at the Forth The Charging Infrastructure Ecosystem webinar on October 12, 2021.
Study and Analysis of Nonlinear Constrained Components A Study of Plug-in Hyb...ijtsrd
Today transportation is one of the rapidly evolving technologies in the world. With the stringent mandatory emission regulations and high fuel prices, researchers and manufacturers are ever increasingly pushed to the frontiers of research in pursuit of alternative propulsion systems. Electrically propelled vehicles are one of the most promising solutions among all the other alternatives, as far as reliability, availability, feasibility and safety issues are concerned. However, the shortcomings of a fully electric vehicle in fulfilling all performance requirements make the electrification of the conventional engine powered vehicles in the form of a plug-in hybrid electric vehicle PHEV the most feasible propulsion systems. Sadia Andaleeb "Study and Analysis of Nonlinear Constrained Components (A Study of Plug-in Hybrid Electric Vehicle)" Published in International Journal of Trend in Scientific Research and Development (ijtsrd), ISSN: 2456-6470, Volume-3 | Issue-2 , February 2019, URL: https://www.ijtsrd.com/papers/ijtsrd20308.pdf
Paper URL: https://www.ijtsrd.com/engineering/mechanical-engineering/20308/study-and-analysis-of-nonlinear-constrained-components-a-study-of-plug-in-hybrid-electric-vehicle/sadia-andaleeb
Electric motors
Editorial - Policy solutions - Facts - Interview - Success stories - Improving market surveillance - Extended product approach - Motor maintenance and refurbishment - Accelerated replacement of less efficient motor stock - Developing powertrains for electric mobility free of critical raw materials - World landscape
The goal of DecarbEurope is to engage decision-makers in policy and industry with solutions that can, in a cost-effective manner, decarbonise Europe at the scale and speed that is needed to achieve our climate goals.
As an ecosystem of twenty sectors — and growing — the initiative connects technologies, policies, and markets. Partners of DecarbEurope commit themselves to common values of deep decarbonisation, cost-effectiveness, circularity, sector-coupling and consumer engagement.
Electric motors play a major role in all economic sectors (industrial, tertiary, residential, agricultural and in transportation), to deliver in a reliable and efficient way mechanical power to a huge variety of processes and services
Mobility & Energy Futures Series: transport consumes a fifth of global energy and has a near-exclusive reliance on petroleum. As such it has an important role to play in the Energy Trilemma of reducing energy consumption and associated greenhouse gas emission, creating an energy system built on secure supplies and developing the system in ways which are affordable.
Addressing the Energy Trilemma in the transport and mobility sector is especially challenging due to the continued growth in demand for the movement of goods and people, the technical, regulatory and social challenges of moving away from an oil based system of mobility and a complex and fragmented set of stakeholders required to work together to deliver change.
Drawing on the expertise and opinions of the University of Leeds academics from different disciplines, this series will highlight the drivers, gaps and opportunities in reducing the energy consumption and carbon emissions from the transport sector in future. This is the inaugurating briefing in the series.
ACV des véhicules électriques et thermiques aux US - MITGhislain Delabie
Étude du MIT comparant les émissions de gaz à effet de serre (en équivalent CO2) des véhicules disponibles sur le marché américain, en fonction du mix énergétique de l'électricité alimentant les véhicules.
Shiyu Yan delivered this presentation at a joint ESRI-UCD conference tilted 'Energy research to enable climate change mitigation' on 17 September 2019.
Photos from the conference are available to view on the ESRI website here: https://www.esri.ie/events/esri-ucd-conference-energy-research-to-enable-climate-change-mitigation
Driving Transportation Electrification Forward - The TEINA Study byMary BrazellForth
Mary Brazell, Transportation Electrification Program Manager Climate Office at the Oregon Department Of Transportation gave this presentation at the Forth The Charging Infrastructure Ecosystem webinar on October 12, 2021.
Energy management for hybrid electric vehicles using rule based strategy and...IJECEIAES
Recently, hybrid electric vehicles are increasingly being used to replace conventional vehicles. In this paper, a control methodology is designed that can reduce fuel consumption and improve the vehicle’s dynamic response. As the control unit based on this methodology consists of two levels, the first depends on the application of a rule-based strategy for energy management between the main components of the vehicle, and this strategy is based on a set of rules that are activated according to parameters such as vehicle speed and the battery state of charge (SOC) that control the activation/deactivation of the internal combustion engine (ICE), motor, and generator. This level also makes ICE operate at operation points with high efficiency, which is represented by the optimal operating line (OOL). The second level is called the low control level, and it consists of two proportional-integral (PI) controllers used to control the speed of each ICE and the motor to obtain the appropriate torque for both of them to drive the vehicle properly. The particle swarming optimization (PSO) algorithm is utilized to tune the parameters of the PI controllers. The obtained results have effectively minimized fuel consumption and improved the performance of the vehicle.
CALSTART Fuels Program Manager, Dr Jasna Tomic, presented on vehicle-to-grid (V2G) technology at Plug-In 2009, Long Beach, CA "Plug-in Vehicles as Sources of Power"
BCO221 GLOBAL ECONOMICS – Task brief & rubrics
Task brief
Description:
• Individual task.
• First, answer the following two questions (60%) Then, write a report (40%).
Questions (60%)
Question 1 (30%). Explain the Bretton Woods system. You should refer to:
o As a result of the Bretton Woods system, what happened with the exchange rates?
Was it fixed? Was it floating? (10p)
o Why did the Bretton Woods system collapse? (10p)
o Would be such a system feasible nowadays?
Question 2 (30%). With reference to real world examples assess the pros and cons of different
exchange rate systems. In your answer you should refer to:
o Floating exchange rate regimes – you should in particular consider whether floating
currencies are condusive to promoting international trade.
o Pegged exchange rate regimes and pegged with bands exchange rate regimes – you
should consider the possibility of currency crises in relation to the pegged with bands
currency regimes and should consider an actual currency crisis such as the 1992 Black
Wednesday Crisis for the pound and its membership of the ERM.
o Single currencies – in relation to single currencies you should consider the pros and
cons of the Euro, you should bring in the Optimal Currency Area argument, and you
should in particular consider whether a nation like Greece in the aftermath of the
2008 Financial Crisis suffered more than it would have if it had not been a part of the
Eurozone (due to its inability to devalue its currency or implement a looser monetary
policy) and you should also consider whether the ECB has reponsed adequately to the
economic challenges of the current coronavirus crisis (i.e. should the ECB be
implementing a looser monetary policy in particular right now). You should consider
whether a one size monetary policy does fit all.
Report (40%)
You are asked to develop and write a final report to assess the case study of the transition to electric
mobility and its effects in global economics. Your work should come with in-depth reasoning and
justification with well founded facts, events, figures and academic arguments. Please also refer to
authors, models, themes and concepts learned in the course. You may define, evaluate and apply
these when needed. Critical thinking is welcomed when justyfiying your alternatives and answers.
Please read the following case study summary about the 2019 edition of the Global EV Outlook,
which is the flagship publication of the Electric Vehicles Initiative (EVI) within the IEA (International
energy agency), at the 10th Clean Energy Ministerial (CEM) meeting that was held in Vancouver on 27
May 2019.
Electric car deployment has been growing rapidly over the past ten years, with the global stock of
electric passenger cars passing 5 million in 2018, an increase of 63% from the previous year. Around
Stas Nepomnyashchiy
45% of electric cars on the road in 2018 were in China – a total of 2. ...
BCO221 GLOBAL ECONOMICS – Task brief & rubrics
Task brief
Description:
• Individual task.
• First, answer the following two questions (60%) Then, write a report (40%).
Questions (60%)
Question 1 (30%). Explain the Bretton Woods system. You should refer to:
o As a result of the Bretton Woods system, what happened with the exchange rates?
Was it fixed? Was it floating? (10p)
o Why did the Bretton Woods system collapse? (10p)
o Would be such a system feasible nowadays?
Question 2 (30%). With reference to real world examples assess the pros and cons of different
exchange rate systems. In your answer you should refer to:
o Floating exchange rate regimes – you should in particular consider whether floating
currencies are condusive to promoting international trade.
o Pegged exchange rate regimes and pegged with bands exchange rate regimes – you
should consider the possibility of currency crises in relation to the pegged with bands
currency regimes and should consider an actual currency crisis such as the 1992 Black
Wednesday Crisis for the pound and its membership of the ERM.
o Single currencies – in relation to single currencies you should consider the pros and
cons of the Euro, you should bring in the Optimal Currency Area argument, and you
should in particular consider whether a nation like Greece in the aftermath of the
2008 Financial Crisis suffered more than it would have if it had not been a part of the
Eurozone (due to its inability to devalue its currency or implement a looser monetary
policy) and you should also consider whether the ECB has reponsed adequately to the
economic challenges of the current coronavirus crisis (i.e. should the ECB be
implementing a looser monetary policy in particular right now). You should consider
whether a one size monetary policy does fit all.
Report (40%)
You are asked to develop and write a final report to assess the case study of the transition to electric
mobility and its effects in global economics. Your work should come with in-depth reasoning and
justification with well founded facts, events, figures and academic arguments. Please also refer to
authors, models, themes and concepts learned in the course. You may define, evaluate and apply
these when needed. Critical thinking is welcomed when justyfiying your alternatives and answers.
Please read the following case study summary about the 2019 edition of the Global EV Outlook,
which is the flagship publication of the Electric Vehicles Initiative (EVI) within the IEA (International
energy agency), at the 10th Clean Energy Ministerial (CEM) meeting that was held in Vancouver on 27
May 2019.
Electric car deployment has been growing rapidly over the past ten years, with the global stock of
electric passenger cars passing 5 million in 2018, an increase of 63% from the previous year. Around
Stas Nepomnyashchiy
45% of electric cars on the road in 2018 were in China – a total of 2..
BCO221 GLOBAL ECONOMICS – Task brief & rubricsTask briefDescri.docxgarnerangelika
BCO221 GLOBAL ECONOMICS – Task brief & rubrics
Task brief
Description:
· Individual task.
· First, answer the following two questions (60%) Then, write a report (40%).
Questions (60%)
Question 1 (30%). Explain the Bretton Woods system. You should refer to:
· As a result of the Bretton Woods system, what happened with the exchange rates? Was it fixed? Was it floating? (10p)
· Why did the Bretton Woods system collapse? (10p)
· Would be such a system feasible nowadays?
Question 2 (30%). With reference to real world examples assess the pros and cons of different exchange rate systems. In your answer you should refer to:
· Floating exchange rate regimes – you should in particular consider whether floating currencies are condusive to promoting international trade.
· Pegged exchange rate regimes and pegged with bands exchange rate regimes – you should consider the possibility of currency crises in relation to the pegged with bands currency regimes and should consider an actual currency crisis such as the 1992 Black Wednesday Crisis for the pound and its membership of the ERM.
· Single currencies – in relation to single currencies you should consider the pros and cons of the Euro, you should bring in the Optimal Currency Area argument, and you should in particular consider whether a nation like Greece in the aftermath of the 2008 Financial Crisis suffered more than it would have if it had not been a part of the Eurozone (due to its inability to devalue its currency or implement a looser monetary policy) and you should also consider whether the ECB has reponsed adequately to the economic challenges of the current coronavirus crisis (i.e. should the ECB be implementing a looser monetary policy in particular right now). You should consider whether a one size monetary policy does fit all.
Report (40%)
You are asked to develop and write a final report to assess the case study of the transition to electric mobility and its effects in global economics.Your work should come with in-depth reasoning and justification with well founded facts, events, figures and academic arguments. Please also refer to authors, models, themes and concepts learned in the course. You may define, evaluate and apply these when needed. Critical thinking is welcomed when justyfiying your alternatives and answers.
Please read the following case study summary about the 2019 edition of the Global EV Outlook, which is the flagship publication of the Electric Vehicles Initiative (EVI) within the IEA (International energy agency), at the 10th Clean Energy Ministerial (CEM) meeting that was held in Vancouver on 27 May 2019.
Electric car deployment has been growing rapidly over the past ten years, with the global stock of electric passenger cars passing 5 million in 2018, an increase of 63% from the previous year. Around 45% of electric cars on the road in 2018 were in China – a total of 2.3 million – compared to 39% in 2017. In comparison, Europe accounted for 24% of the global fleet, .
Welcome to Secret Tantric, London’s finest VIP Massage agency. Since we first opened our doors, we have provided the ultimate erotic massage experience to innumerable clients, each one searching for the very best sensual massage in London. We come by this reputation honestly with a dynamic team of the city’s most beautiful masseuses.
Antibiotic Stewardship by Anushri Srivastava.pptxAnushriSrivastav
Stewardship is the act of taking good care of something.
Antimicrobial stewardship is a coordinated program that promotes the appropriate use of antimicrobials (including antibiotics), improves patient outcomes, reduces microbial resistance, and decreases the spread of infections caused by multidrug-resistant organisms.
WHO launched the Global Antimicrobial Resistance and Use Surveillance System (GLASS) in 2015 to fill knowledge gaps and inform strategies at all levels.
ACCORDING TO apic.org,
Antimicrobial stewardship is a coordinated program that promotes the appropriate use of antimicrobials (including antibiotics), improves patient outcomes, reduces microbial resistance, and decreases the spread of infections caused by multidrug-resistant organisms.
ACCORDING TO pewtrusts.org,
Antibiotic stewardship refers to efforts in doctors’ offices, hospitals, long term care facilities, and other health care settings to ensure that antibiotics are used only when necessary and appropriate
According to WHO,
Antimicrobial stewardship is a systematic approach to educate and support health care professionals to follow evidence-based guidelines for prescribing and administering antimicrobials
In 1996, John McGowan and Dale Gerding first applied the term antimicrobial stewardship, where they suggested a causal association between antimicrobial agent use and resistance. They also focused on the urgency of large-scale controlled trials of antimicrobial-use regulation employing sophisticated epidemiologic methods, molecular typing, and precise resistance mechanism analysis.
Antimicrobial Stewardship(AMS) refers to the optimal selection, dosing, and duration of antimicrobial treatment resulting in the best clinical outcome with minimal side effects to the patients and minimal impact on subsequent resistance.
According to the 2019 report, in the US, more than 2.8 million antibiotic-resistant infections occur each year, and more than 35000 people die. In addition to this, it also mentioned that 223,900 cases of Clostridoides difficile occurred in 2017, of which 12800 people died. The report did not include viruses or parasites
VISION
Being proactive
Supporting optimal animal and human health
Exploring ways to reduce overall use of antimicrobials
Using the drugs that prevent and treat disease by killing microscopic organisms in a responsible way
GOAL
to prevent the generation and spread of antimicrobial resistance (AMR). Doing so will preserve the effectiveness of these drugs in animals and humans for years to come.
being to preserve human and animal health and the effectiveness of antimicrobial medications.
to implement a multidisciplinary approach in assembling a stewardship team to include an infectious disease physician, a clinical pharmacist with infectious diseases training, infection preventionist, and a close collaboration with the staff in the clinical microbiology laboratory
to prevent antimicrobial overuse, misuse and abuse.
to minimize the developme
Defecation
Normal defecation begins with movement in the left colon, moving stool toward the anus. When stool reaches the rectum, the distention causes relaxation of the internal sphincter and an awareness of the need to defecate. At the time of defecation, the external sphincter relaxes, and abdominal muscles contract, increasing intrarectal pressure and forcing the stool out
The Valsalva maneuver exerts pressure to expel faeces through a voluntary contraction of the abdominal muscles while maintaining forced expiration against a closed airway. Patients with cardiovascular disease, glaucoma, increased intracranial pressure, or a new surgical wound are at greater risk for cardiac dysrhythmias and elevated blood pressure with the Valsalva maneuver and need to avoid straining to pass the stool.
Normal defecation is painless, resulting in passage of soft, formed stool
CONSTIPATION
Constipation is a symptom, not a disease. Improper diet, reduced fluid intake, lack of exercise, and certain medications can cause constipation. For example, patients receiving opiates for pain after surgery often require a stool softener or laxative to prevent constipation. The signs of constipation include infrequent bowel movements (less than every 3 days), difficulty passing stools, excessive straining, inability to defecate at will, and hard feaces
IMPACTION
Fecal impaction results from unrelieved constipation. It is a collection of hardened feces wedged in the rectum that a person cannot expel. In cases of severe impaction the mass extends up into the sigmoid colon.
DIARRHEA
Diarrhea is an increase in the number of stools and the passage of liquid, unformed feces. It is associated with disorders affecting digestion, absorption, and secretion in the GI tract. Intestinal contents pass through the small and large intestine too quickly to allow for the usual absorption of fluid and nutrients. Irritation within the colon results in increased mucus secretion. As a result, feces become watery, and the patient is unable to control the urge to defecate. Normally an anal bag is safe and effective in long-term treatment of patients with fecal incontinence at home, in hospice, or in the hospital. Fecal incontinence is expensive and a potentially dangerous condition in terms of contamination and risk of skin ulceration
HEMORRHOIDS
Hemorrhoids are dilated, engorged veins in the lining of the rectum. They are either external or internal.
FLATULENCE
As gas accumulates in the lumen of the intestines, the bowel wall stretches and distends (flatulence). It is a common cause of abdominal fullness, pain, and cramping. Normally intestinal gas escapes through the mouth (belching) or the anus (passing of flatus)
FECAL INCONTINENCE
Fecal incontinence is the inability to control passage of feces and gas from the anus. Incontinence harms a patient’s body image
PREPARATION AND GIVING OF LAXATIVESACCORDING TO POTTER AND PERRY,
An enema is the instillation of a solution into the rectum and sig
Leading the Way in Nephrology: Dr. David Greene's Work with Stem Cells for Ki...Dr. David Greene Arizona
As we watch Dr. Greene's continued efforts and research in Arizona, it's clear that stem cell therapy holds a promising key to unlocking new doors in the treatment of kidney disease. With each study and trial, we step closer to a world where kidney disease is no longer a life sentence but a treatable condition, thanks to pioneers like Dr. David Greene.
Medical Technology Tackles New Health Care Demand - Research Report - March 2...pchutichetpong
M Capital Group (“MCG”) predicts that with, against, despite, and even without the global pandemic, the medical technology (MedTech) industry shows signs of continuous healthy growth, driven by smaller, faster, and cheaper devices, growing demand for home-based applications, technological innovation, strategic acquisitions, investments, and SPAC listings. MCG predicts that this should reflects itself in annual growth of over 6%, well beyond 2028.
According to Chris Mouchabhani, Managing Partner at M Capital Group, “Despite all economic scenarios that one may consider, beyond overall economic shocks, medical technology should remain one of the most promising and robust sectors over the short to medium term and well beyond 2028.”
There is a movement towards home-based care for the elderly, next generation scanning and MRI devices, wearable technology, artificial intelligence incorporation, and online connectivity. Experts also see a focus on predictive, preventive, personalized, participatory, and precision medicine, with rising levels of integration of home care and technological innovation.
The average cost of treatment has been rising across the board, creating additional financial burdens to governments, healthcare providers and insurance companies. According to MCG, cost-per-inpatient-stay in the United States alone rose on average annually by over 13% between 2014 to 2021, leading MedTech to focus research efforts on optimized medical equipment at lower price points, whilst emphasizing portability and ease of use. Namely, 46% of the 1,008 medical technology companies in the 2021 MedTech Innovator (“MTI”) database are focusing on prevention, wellness, detection, or diagnosis, signaling a clear push for preventive care to also tackle costs.
In addition, there has also been a lasting impact on consumer and medical demand for home care, supported by the pandemic. Lockdowns, closure of care facilities, and healthcare systems subjected to capacity pressure, accelerated demand away from traditional inpatient care. Now, outpatient care solutions are driving industry production, with nearly 70% of recent diagnostics start-up companies producing products in areas such as ambulatory clinics, at-home care, and self-administered diagnostics.
Struggling with intense fears that disrupt your life? At Renew Life Hypnosis, we offer specialized hypnosis to overcome fear. Phobias are exaggerated fears, often stemming from past traumas or learned behaviors. Hypnotherapy addresses these deep-seated fears by accessing the subconscious mind, helping you change your reactions to phobic triggers. Our expert therapists guide you into a state of deep relaxation, allowing you to transform your responses and reduce anxiety. Experience increased confidence and freedom from phobias with our personalized approach. Ready to live a fear-free life? Visit us at Renew Life Hypnosis..
Navigating the Health Insurance Market_ Understanding Trends and Options.pdfEnterprise Wired
From navigating policy options to staying informed about industry trends, this comprehensive guide explores everything you need to know about the health insurance market.
CHAPTER 1 SEMESTER V PREVENTIVE-PEDIATRICS.pdfSachin Sharma
This content provides an overview of preventive pediatrics. It defines preventive pediatrics as preventing disease and promoting children's physical, mental, and social well-being to achieve positive health. It discusses antenatal, postnatal, and social preventive pediatrics. It also covers various child health programs like immunization, breastfeeding, ICDS, and the roles of organizations like WHO, UNICEF, and nurses in preventive pediatrics.
2. 370 Marco Sorrentino et al. / IFAC-PapersOnLine 49-11 (2016) 369–376
consumption, are briefly recalled. Afterwards, the heuristic
control strategy is described, followed by a detailed physical
analysis of best rules, as addressed by a model-based
optimization analysis run on several hybridization degree
values. The normalization and denormalization techniques
are then proposed and verified via suitable scenario analyses.
2. MATHEMATICAL MODELS OF THE TOOL
2.1 Mass model
A parametric model was used to assess the impact of
hybridization on vehicle mass. By referring to the vehicle
architecture shown in Fig. 1, the mass of an FCHEV
(MFCHEV) can be obtained by adding the mass of major
hybridizing devices to the vehicle body mass (Mbody). This
latter is derived from the mass of the reference conventional
vehicle (MCV) by subtracting the contributions due to the
original gear box, as follows:
)(*
, GBICECVICECVbody mmPMM (1)
Then, vehicle mass can be determined adding the
hybridization devices and by imposing that the HFCV power
to weight ratio (i.e. PtW ) equals conventional vehicle (CV)
one, thus ensuring HFCV guarantees the same CV
acceleration performance:
HTBCBCEMEMFCFCbodyFCHEV MNMmPmPMM **
(2)
where the last term represents hydrogen tank mass.
Fig. 1. Fuel cell powertrain schematic (Series architecture).
The number of battery cells (NBc) is determined by knowing
the rated power of the electric motor EM (PEM*) and FC
system (PFC*), as well as the power of a single battery cell
(PBc*), assumed hereinafter constantly equal to 1.25 kW
(Nelson et al. 2007):
*
**
Bc
FCEM
P
PP
Nc
(3)
CV
*
CV,ICE
*
EM
PtW
*
EM
HFCV
M
P
PP
M
(4)
Table 1 lists the unit mass here assumed for each powertrain
component. It is worth remarking that P* variables refer to
generic component rated power.
Table 1 Components unit mass (Thomas et al., 1998 -
Klell, 2010).
mICE = internal combustion engine (kg kW-1
) 2
mGB = gear box (kg kW-1
) 0.478
mEM = electric motor (including inverter) (kg kW-1
) 1
mFC = PEM fuel cell system (kg kW-1
) 3.7
MHT = hydrogen tank (kg kW-1
) 1.9
MBC = single cell battery mass (kg cell-1
) 4.67
2.2 Longitudinal vehicle model
Fuel economies in this paper are evaluated by means of a
backward longitudinal vehicle model, whose basic equations
are presented below. Traction power is estimated as:
v
dt
dv
MvACCvgMP effxrHFCVtr 3
5.0)sin()cos( (5)
where α and ρ are the road grade and air density,
respectively, while Meff equals 1.1 MHFCV to suitably account
for rotational inertia. For non-negative Ptr values, the
mechanical power to be supplied by the EM is (see Fig. 1):
tr
tr
EM
P
P
if 0trP (6)
PEM can also be expressed as a function of fuel cell system
and battery power, as follows:
)( BFCEMEM PPP if 0trP (7)
where the η variables correspond to efficiency terms. On the
other hand, when Ptr < 0, the regenerative braking mode is
active, resulting in the following expression for the electrical
energy delivered by the EM:
trEMtrEM PP if 0trP (8)
During regenerative braking, battery can be charged by the
fuel cell system, thus the following equation holds for
negative Ptr values:
FCEMB PPP if 0trP (9)
It is worth remarking here that electric motor efficiency is
computed by means of normalized maps derived from the
model library proposed in (Rousseau et al., 2004). Instead,
fuel cell system efficiency is computed by means of the
following relationship, obtained by curve fitting experimental
data acquired on a dedicated fuel test-bench available at the
energy and Propulsion laboratory at University of Salerno
(Sorrentino et al., 2013).
3FC2
2
FC1
2FC1
FC
qPqPq
pPp
(10)
3. HEURISTIC CONTROL STRATEGY
3.1 Best rules definition via optimization analysis
This section discusses in detail the two heuristic rules
proposed in (Sorrentino et al., 2011) and then extended to
fuel cell vehicles in (Sorrentino et al., 2013). The optimal
values of electric power supplied by FC (i.e. PFCsupply) and
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dSOC (maximum allowable oscillation around targeted
battery state of charge - SOC) are estimated online as a
function of the average power demand:
)P(fP trplysup,FC (11)
)( trPgdSOC (12)
By solving the following minimization problem (over an
extended range of average traction power demand), it is
possible to find the optimal f and g functions:
dt)t,P(mmin OFFFCSplysupFCHtP 2OFFFC,plysupFC
(13)
Subject to the constraint:
fSOCendSOC )(
(14)
Solving the above minimization problem corresponds to
identifying the best engine intermittency (i.e. tFCS-OFF, which
is the time during which FCS is kept off) and power level at
which the fuel cell system should be operated for a given
average traction power demand trP . This latter variable is
estimated over a time horizon (th) with either an a-priori or a-
posteriori method (see Sorrentino et al. 2011), here set to
th=10 min (see Fig. 2).
Fig. 2. dSOC indirect determination from the optimal SOC
trajectory, as addressed by the solved minimization problem
(see Eq. (12)) for an assigned trP value.
The solutions can be studied by analyzing the resulting two
maps associated to Eqs. (11) and (12). Particularly, in this
study several maps couple were obtained through above
described optimization, each corresponding to a different
degree of hybridization (DH), the latter variable
corresponding to the ratio between rated battery and electric
motor power. Table 2 lists main specifications of the
FCHEVs here considered, obtained by deploying the mass
model described in section 1 for varying nominal fuel cell
system power, while keeping constant the power to weight
ratio. Each optimized map was normalized, in such a way as
to become potentially extendable to different degrees of
hybridization, as discussed later on. Normalization of the
map relating to PFCsupply is straithforward, as it can be simply
obtained as the ratio of Eq. (11) data divided by rated fuel
cell system power (see Eq. 15). On the other hand, Eq. (16) is
here proposed to account for the impact of larger/smaller
battery size when extending a map optimized on one of the
FCHEVs listed in Table 2 (e.g. PFC*=30 kW) to another one
(e.g. PFC*=50 kW):
*
FC
plysupFC
norm,plysupFC
P
P
P (15)
CapdSOC=dSOC BATTrefnorm (16)
It is worth noting that in Eq. (16) CapBATTref represents the
battery capacity [kWh] of the powertrain, on which the
optimization was performed (see Table 2). Thus, Eq. (16)
allows introducing specification independency in optimal
thermostatic management of FCHEV, provided that rule
extension is accomplished by appropriately rescaling the
dSOCnorm with respect to new powertrain specifications. The
latter aspect, which actually corresponds to the
denormalization phase, is described in detail in the following
(see section 3.2).
Table 2 FCHEV specifications assumed to derive the
optimized rules maps. PEM* refers to the rated power of
the electric motor installed on board.
PFC*
(kW)
Battery
mass
(kg)
Battery
Capacity
(kWh)
FCHEV
mass
(kg)
PEM*
(kW)
20 271 46 1594.08 92.13
30 234 39 1593.70 92.10
40 196 33 1593.31 92.08
50 159 27 1592.92 92.06
60 121 20 1592.54 92.04
Fig. 3 and Fig. 4 show all the normalized maps obtained.
Below is an explanation on the physical behavior, as
addressed by the optimization analysis conducted over the 5
vehicles listed in Table 2.
For all vehicles, normalized fuel cell power exhibits a
monotonic increase. This behavior could in principle appear
unexpected, as commonly fuel cell systems work at best
efficiency at relatively low power. Nevertheless, the fact that
fuel cell system efficiency falls quite close to its optimal
value, in a wide range (Arsie et al., 2006), justifies the above-
noticed general load following behavior for fuel cell supply
power map. Moreover, Fig. 4 indicates that fuel cell power
supply does not differ significantly at low traction power,
whereas the discrepancy between one map and another
becomes larger as trP increases. This is mostly due to the
normalization effect (see Eq. 15).
More interesting, from the physical point of view, is the
dSOCnorm map behavior, illustrated in Fig. 3. Particularly, at
low traction power the optimization algorithm proposes,
independently from degree of hybridization, monotonically
increasing behavior. This happens thanks to the sudden
increase in fuel cell power supply in these conditions (see
Fig. 4, which particularly guarantees easily achieving charge
sustaining behavior). Then, varying DH impact starts
increasing beyond trP =3 kW, because of a balance between
the involved energetic flows: vehicles with a low degree of
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hybridization can afford working with higher dSOCnorm
excursions, thanks to the higher power that can be supplied
by the FC system. The latter behavior continues up to
significantly high trP values: only after trP =15 kW the
increasing trend reduces, thus leading dSOCnorm to set on a
plateau region above this value. On the other hand, vehicles
with higher degree of hybridization can afford an increasing
dSOCnorm trend within a smaller trP range, as well as with
reduced slope (e.g. PFC*=40 kW). After reaching a maximum,
for such powertrains it is necessary to reduce dSOCnorm
excursions to meet charge-sustaining constraint (see Eq. 14).
The values of dSOCnorm for PFC*=20 kW, however, are very
close to zero when trP values are high (e.g. over 10 kW): this
indicates the increasing difficulty in guaranteeing charge-
sustaining battery operation, with the fuel cell system turned
on for most of the time. In fact, for trP values above 15 kW,
the case corresponding to PFC*=20kW loses physical sense,
since the power given by the fuel cell system becomes lower
than that required.
Fortunately, urban/suburban driving are mostly characterized
by trP lower than 10 kW on average. Thus, the results
yielded on output by the optimization analysis can be
considered safe for all analyzed powertrains.
0 5 10 15 20
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
Ptr
[kW]
dSOCnorm[kWh]
PFC
*=20 kW
PFC
*=30 kW
PFC
*=40 kW
PFC
*=50 kW
PFC
*=60 kW
DH
Fig. 3. Maps of normalized dSOC.
After having analyzed the physical coherence of proposed
rule-based energy management strategies, it is worth
remarking how such rules were already proven effective for
series hybrid architectures, via suitable comparison with both
dynamic programming and genetic algorithm optimization
results, as discussed in a previous contribution (Sorrentino et
al., 2011). Therefore, it is justified the main proposal of this
paper, namely to verify if subsequent denormalization of
normalized optimal maps can provide useful contributions,
both in terms of reducing the time required for offline
development of energy management strategies, as well as
enhancing the joint optimization of powertrain sizing and
energy management.
0 5 10 15 20
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
Ptr
[kW]
PFCsupplynorm[/]
PFC
*=20 kW
PFC
*=30 kW
PFC
*=40 kW
PFC
*=50 kW
PFC
*=60 kW
DH
Fig. 4. Maps of normalized PFCsupply.
3.2 Maps normalization and denormalization
Once vehicle specifications are determined, extension of one
of the optimal rules maps presented and discussed in the
previous section firstly entails normalizing the x-axis, which
represents traction power demand. Such an additional
normalization is required to account for the fact that maps
developed for lower degrees of hybridization are expected to
retain higher extendability features as compared to high DH
powertrains, as discussed in the previous section.
A first denormalization technique is given by Eq. (17), by
dividing average traction power demand by rated power of
the reference solution (i.e. PFCref*):
*
FCref
tr
norm,tr
P
P
P (17)
Then, denormalization can be obtained by simply multiplying
the right hand side of Eq. (1) by the PFC* of the vehicle,
which the map is extended to:
*
FC*
FCref
tr
denorm,tr P
P
P
P (18)
Regarding the first technique, it is worth noting how the
closer norm,trP to 1, the less extendable the associated
normalized map will be, as it would cause rated fuel cell
power be potentially insufficient both to provide useful
traction power, as well as to compensate for trasmission
losses (see Eqs. 6 and 7). With this respect it is however
worth recalling once again that all optimized maps ensure
safe operation for regular passenger cars driven on typical
driving paths.
The second technique consists in scaling trP with respect to
the nominal electric motor power, as follows:
*
EMref
tr
norm,tr
P
P
P (19)
Denormalization for this second technique is thus given by
the following expression:
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*
EM*
EMref
tr
denorm,tr P
P
P
P (20)
As for maps ordinates (see Fig. 3 and Fig. 4), such values are
denormalized by referring to the normalization definitions
given above (see Eqs. 15 and 16):
PP=P *
FCnormFCsupply,FCsupply (21)
Cap
CapdSOC
=dSOC
BATT
BATTref%
denorm
(22)
4. SIMULATION RESULTS
4.1 Scenario analysis
In this section, the above-developed maps, along with related
normalization and denormalization techniques, are verified
through an extended model-based scenario analysis. The
following aims are pursued: assessing the physical adherence
of optimized maps; verifying maps extendability to different
powertrains, via comparison between fuel economies yielded
by optimized and normalized maps; comparing and
evaluating the two x-axis normalization techniques.
The powertrains examined in this analysis are 15 overall: 5
corresponding to the FCHEVs of Table 2 and further 10,
obtained by increasing and decreasing power to weight ratio
( PtW ) by 20 % with respect to Table 2 data, as shown in
Table 3. Fuel economies are estimated by deploying the
FCHEV model of section 2.2 on the new european driving
cycle.
Table 3 Cases investigated in the scenario analysis
x-axis normalization
technique
Technique 1
(i.e. Eq. 16)
Technique 2
(i.e. Eq. 18)
Table 2 specs,
corresponding to
058.0PtW
A1 A2
070.0PtW B1 B2
046.0PtW C1 C2
The results obtained in cases A1 and A2 are shown in Fig. 5
and Fig. 6. For each powertrain, the color of a series indicates
the reference (i.e optimized) map used. The red color
indicates the use of an optimized map (PFC*=PFCref*). On the
x-axis of the bar graphs there is the value of the rated FC
system power, whereas the y-axis provides the simulated
fuel-economy (FE) values, here expressed as driven
kilometers per kilogram of consumed hydrogen.
Fig. 5 and Fig. 6 show that the optimized maps lead to higher
FE in most cases. The slight deviations, occurring when
adopting normalized maps, are in this case low enough to
justify the effectiveness of both normalization techniques
proposed for the x-axis of Fig. 3 Fig. 4.
It is worth remarking here that by “optimized map” it is only
intented to refer to the heuristic maps yielded on output by
the specific procedure described in section 3.1. Of course, in
some cases such maps can be outperformed by normalized
ones, as a consequence of their subsequent implementation
on the fluctuating power demand trajectory characterizing
every driving cycle. This is due to having developed the maps
minimizing the consumption for an assigned average traction
power and not introducing an instantaneous power demand.
This error is partially absorbed as the heuristic strategy is
updated every th time horizon, when implemented for on-
board energy management. Moreover, the intrinsic features of
series configuration ensure the reliability of energy (i.e.
average power)-dependent strategies, as compared to
instantaneous optimization algorithms, such as ECMS, which
on the other hand require extensive calibration efforts
(Sciarretta and Guzzella, 2007; Musardo et al., 2005). This is
the reason why the current study mainly focuses on verifying
the potentiality of the proposed rule-based control strategy as
a specification independent energy management algorithm.
In any case, the FE values estimated in the other cases (i.e.
B1, B2, C1 and C2, whose detailed bar-plots are omitted here
for sake of brevity) confirm that, overall, optimized maps
guarantee achieving best performance for most of the 30
simulations associated to Table 3 cases. Moreover,
discrepancies between optimized and normalized maps are
always bounded within +/-2 %, thus confirming the reliability
of the proposed normalization/denormalization techniques.
From a physical point of view, the first x-axis normalization
technique (expressed by Eq. 17) has to be considered as the
most relevant. Indeed, normalizing with respect to the FC
system power is more coherent with the intrinsic features of
the intelligent thermostatic management enabled by the
proposed heuristic control strategy, which decouples the main
source of traction energy (i.e. the FC system) from the
wheels.
Fig. 7 resumes the overall scenario analysis outputs, by
illustrating the trajectories of best fuel economy obtained for
each powertrain. Such a figure underlines how the lower the
power to weight ratio, the more suitable the range-extender
like solution (i.e. high degree of hybridization). Within the
analyzed range of rated fuel cell system power, the range-
extender solution remains the best, although higher power to
weight ratio seems justifying the selection of a lower degree
of hybridization (i.e. high fuel cell nominal power). It is also
worth pointing out how the sudden decrease in fuel economy,
in correspondence of higher degree of hybridization, can also
be due to the intirinsically “more energetic” energy
management enabled by the proposed rule-based strategy.
Fuel economies obtained in the reference case, i.e.
corresponding to 058.0PtW in Table 3, are in good
agreement with values declared by the manufacturer of an
FCHEV having similar PtW values (Honda FCX, 2015),
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thus confirming the physical adherence of the proposed
heuristic control strategy.
20 30 40 50 60
110
115
120
125
130
FE [km/kg]
PFC
* [kW]
Reference map 20 kW
Reference map 30 kW
Reference map 40 kW
Reference map 50 kW
Reference map 60 kW
Fig. 5 Case A1 Results.
20 30 40 50 60
110
115
120
125
130
FE [km/kg]
PFC
* [kW]
Reference map 20 kW
Reference map 30 kW
Reference map 40 kW
Reference map 50 kW
Reference map 60 kW
Fig. 6 Case A2 Results.
20 30 40 50 60
105
110
115
120
125
130
PFC
* [kW]
FE [km/kg]
A1
A2
B1
B2
C1
C2
Fig. 7 Best-case analysis outcomes.
4.2 Comparison with the case Toyota Mirai
To confer reliability to the results, this section analyzes the
FE reached by an early FCHEV to be mass-produced. The car
"Toyota Mirai" reports, among the specifications declared by
the supplier (Toyota Mirai, 2015), an FE of 100 km/kg
(hydrogen compressed to 700 bar). By relying on the
characteristic of specification independency discussed above,
the maps shown in Fig. 3 and Fig. 4 are extended, via the first
normalization/denormalization technique (see section 3.2), to
an FCHEV dimensioned according to Mirai specifications
(listed in Table 4).
Table 4 Technical specifications of "Toyota Mirai"
FCHEV
PEM* [kW] 113
PFC* [kW] 114
Battery capacity [kWh] 1.6
Autonomy [km] 500
Fuel-economy [km/kg] 100
Dimensions [mm] 4890x1815x1535
Mass [kg] 1850
Power/weight [kW/kg] 0.061
More in detail, a parametric analysis was carried out by
varying not only the degree of hybridization, but also the time
horizon th. The latter variable was selected according to the
outcomes of previous analyses (Sorrentino et al., 2011),
which highlighted its relevance when deploying the proposed
heuristic strategy (see section 3) in real-world applications.
Fig. 8 illustrates main outcomes of the proposed analysis,
which contributes to further verifying the physical coherence
of the proposed specification independent control strategy.
Particularly, the very low degree of hybridization of this
vehicle (see Table 4) requires very short time horizon to
achieve fuel economies that are comparable to those declared
by the manufacturer. This was expected since, as discussed
above, the heuristic strategy here adopted is mainly traction-
energy driven, whereas lower DH vehicles would require a
more power driven approach, such as ECMS. Nonetheless, in
some cases (e.g. PFC*=60 kW), the heuristic control strategy
achieves appreciable fuel economies, whose discrepancy
(around 15 %) with respect to declared values can be easily
justified: in particular, some key uncertainties remain when
trying to simulate a Mirai equivalent FCHEV, such as the
expected differences between real vehicle and the model of
section 2, mainly related to components unit mass and key
performance metrics (e.g. fuel cell system efficiency).
20 30 40 50 60
70
75
80
85
90
95
PFCref
* [kW]
FE [km/kg]
th1
= 1 s
th2
= 300 s
th3
= 600 s
Fig. 8 Analysis of Toyota Mirai fuel economy estimates.
4.3 SOC analysis
As a further proof of validation of the proposed specification
independent methodology, in this section the advantages of
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heuristic strategy with respect to a simple thermostatic
control (TC) are investigated. Particularly, the difference
(ΔSOC) between state of charge values at the beginning and
end of the driving cycle is estimated, so as to enable accurate
evaluation of charge sustaining capability of both strategies.
The parameter to be assessed and compared is the residual
battery energy that was extra-discharged or extra-charged,
depending on ΔSOC sign:
BATTBATT CapSOCE (23)
In Table 5 it is compared the EBATT obtained in scenario A1
with that achieved using the following maps constants (i.e.
TC strategy):
01.0dSOC
P525.0P *
FCTC,plysupFC
(24)
where the value assumed for supplied FC system power
corresponds to maximum efficiency (Sorrentino et al., 2013).
The numbers in bold refer to EBATT achieved with optimized
maps.
Table 5 EBATT analysis outcomes [kWh]
PFC* (kW)
20 30 40 50 60
PFCref*(kW)
20 0.006 -0.007 0.053 0.152 0.168
30 -0.055 0.020 0.069 0.080 0.297
40 -0.347 -0.271 -0.066 0.029 0.327
50 -0.456 -0.401 -0.261 0.126 0.055
60 -0.474 -0.499 -0.320 -0.185 0.231
TC -0.461 -0.315 0.353 0.078 0.297
As expected, in none of the simulations it is accomplished an
EBATT equal to zero. It is worth noting that such extra
consumption is accounted for as an equivalent hydrogen
consumption (Sorrentino et al., 2013). When the degree of
hybridization is high, the maps optimized and normalized
achieve close results, with EBATT values having a much lower
order of magnitude as compared to TC solution.
For PFC*=50 kW and PFC*=60 kW, minimum EBATT values
are still obtained with heuristic strategy, this time adopting
normalized maps (i.e. PFCref*=40 kW and PFCref*=50 kW,
respectively).
In terms of FE, the results obtained with the TC strategy are
reasonably close to those obtained with either normalized or
optimized maps. Nevertheless, the much higher EBATT
discrepancy makes equivalent hydrogen consumption
adaptation less reliable, a drawback which adds uncertainity
when applying TC strategy to the next driving cycle.
5. CONCLUSIONS
By optimizing heuristics rules on powertrains dimensioned
via model-based approach, control strategies are obtained for
on-board energy management of FCHEVs. Such strategies,
by adopting suitable normalization/denormalization
techniques, were proven to be highly specification
independent, thus being extendable to different vehicle
configurations.
Extensive model-based analyses were presented and
discussed, aiming at demonstrating the physical adherence of
heuristic rules and related fuel economy outcomes, on one
hand, and, on the other hand, the reliability and effectiveness
of proposed normalization/denormalization techniques.
Particularly, when adopting either optimized or normalized
map, it was shown as fuel economies are generally in favor of
a range-extender like design, whereas the analysis of charge
sustaining capabilities evidences the benefits of adopting
optimized heuristic rules rather than over-simple, non-
optimized thermostatic strategy. The comparison with the
case of Toyota Mirai shows the practical utility of the
proposed methodology, in particular for the preliminary
design of the electrical components of a hybrid fuel cell
powertrain, in addition to confirming the ability to exploit the
features of specification independency for the subsequent
extension to other vehicle configurations.
As for further areas of potential application of the proposed
methodology, it is worth mentioning its usefulness for
reducing the time for off-line development of control
strategies. Indeed, it could be possible to develop a
specification-independent control strategy on one powertrain
and, afterward, extend its applicability to other degrees of
hybridization via the proposed normalization/denormalization
techniques. Moreover, the extension can include, beyond
increasing or decreasing the degree of hybridization, also the
use of more advanced technologies, such as lighter or more
efficient fuel cell systems, and/or even some design
modifications (e.g. switching from high-power to high-
energy batteries and viceversa).
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