The present study is focused on the development of a new control-oriented semi-empirical model to predict nitrogen oxide (NOx) emissions in a light-duty diesel engine under both steady-state and transient conditions. The model is based on the estimation of the deviations of NOx emissions, with respect to the nominal engine-calibration map values, as a function of the deviations of the intake oxygen concentration and of the combustion phasing. The model also takes into account the effects of engine speed, total injected quantity, and ambient temperature and humidity. The approach has been developed and assessed on an Fiat Powertrain Technologies (FPT) Euro VI 3.0 L diesel engine for light-duty applications, in the frame of a research project in collaboration with FPT Industrial. The model has also been tested on a rapid prototyping device, and it was shown that it requires a very short computational time, thus being suitable for implementation on the Engine Control Unit (ECU) for real-time NOx control tasks.

The real-time control optimization of electrified vehicles is one of the most demanding tasks to be faced in the innovation progress of low-emissions mobility. Intelligent energy management systems represent interesting solutions to solve complex control problems, such as the maximization of the fuel economy of hybrid electric vehicles. In the recent years, reinforcement-learning-based controllers have been shown to outperform well-established real-time strategies for specific applications. Nevertheless, the effects produced by variation in the reward function have not been thoroughly analyzed and the potential of the adoption of a given RL agent under different testing conditions is still to be assessed. In the present paper, the performance of different agents, i.e., Q-learning, deep Q-Network and double deep Q-Network, are investigated considering a full hybrid electric vehicle throughout multiple driving missions and introducing two distinct reward functions. The first function aims at guaranteeing a charge-sustaining policy whilst reducing the fuel consumption (FC) as much as possible; the second function in turn aims at minimizing the fuel consumption whilst ensuring an acceptable battery state of charge (SOC) by the end of the mission. The novelty brought by the results of this paper lies in the demonstration of a non-trivial incapability of DQN and DDQN to outperform traditional Q-learning when a SOC-oriented reward is considered. On the contrary, optimal fuel consumption reductions are attained by DQN and DDQN when more complex FC-oriented minimization is deployed. Such an important outcome is particularly evident when the RL agents are trained on regulatory driving cycles and tested on unknown real-world driving missions.

Hybrid electric vehicles are, nowadays, considered as one of the most promising technologies for reducing on-road greenhouse gases and pollutant emissions. Such a goal can be accomplished by developing an intelligent energy management system which could lead the powertrain to exploit its maximum energetic performances under real-world driving conditions. According to the latest research in the field of control algorithms for hybrid electric vehicles, Reinforcement Learning has emerged between several Artificial Intelligence approaches as it has proved to retain the capability of producing near-optimal solutions to the control problem even in real-time conditions. Nevertheless, an accurate design of both agent and environment is needed for this class of algorithms. Within this paper, a detailed plan for the complete project and development of an energy management system based on Q-learning for hybrid powertrains is discussed. An integrated modular software framework for co-simulation has been developed and it is thoroughly described. Finally, results have been presented about a massive testing of the agent aimed at assessing for the change in its performance when different training parameters are considered.

Sustainable mobility has recently become a priority of research for on-road vehicles. Shifting towards vehicle electrification is one of the most promising solutions concerning the reduction in pollutant emissions and greenhouse gases, especially for urban areas. Nevertheless, battery electric vehicles might carry substantial limitations compared with other technologies. Specifically, the electric range could be highly affected by the ageing process, non-optimal thermal management of the battery and cabin conditioning. In this paper, a model for the estimation of the residual range of electric vehicles is proposed accounting for the influence of battery state of health, battery pack temperature, power consumption of the main vehicle auxiliaries, and battery pre-heating on the residual driving range. The results of the model application to an L7 battery electric vehicle highlighted that the electric range can be highly affected by several factors related to real-world driving conditions and can consistently differ from nominal values.