Energy storage system can be used to increase the fuel economy of fuel cell system (FCS). In this study, a new method was introduced for optimizing the energy management strategy (EMS) for fuel cell vehicle (FCV) to reduce fuel consumption. The membership function (MF) in fuzzy control is subjective; thus, 12 design variables in the input‐output MFs were selected using sensitivity analysis, and elliptical basis function neural network method was used to establish a high‐precision approximate model of FCV. Multi‐island genetic algorithm was used to optimize the MFs. The effectiveness of the optimized fuzzy control EMS and the proposed optimization method were demonstrated in simulations of two EMSs under four driving cycles. The simulation results confirmed that the optimized fuzzy control EMS provided smoother and more stable output power from FCS reducing hydrogen consumption by 8.4%, 1.1%, 5.1%, and 7.6%, respectively, compared to the original fuzzy control EMS; and hydrogen saved by the optimized EMS provided extra range of 9.15, 1.10, 5.37, and 8.25 km per 100 km in the four driving cycles, respectively. The optimized EMS can reduce hydrogen consumption to increase fuel economy and extend the life span of the fuel cell.

Vehicles are subject to a variety of road unevenness and random road excitations that potentially cause the vehicle to undergo a significant amount of energy dissipation, while compromising energy efficiency. This paper focuses on designing a novel piezoelectric energy harvester and aims to assess the energy harvesting potential, from the vehicle suspension, under random and pulse road excitations. To describe the energy harvesting process, a dual‐mass suspension system vibration model of a light electric logistics vehicle, equipped with a piezoelectric energy harvester, is developed. Various parameters, such as driving speed, ratio of the moment arms of the lever, and piezoelectric material cross‐sectional area, are included in the model, for basic harvesting energy. The root mean square (RMS) value of harvested power, in the case of random road, is up to 18.83 W, while the maximum respective value, in the case of pulse road, is 102.24 W and is obtained at 30 km/h. The harvested electricity is very valuable and useful, as it can be used to power automotive electrical equipment. The results of this paper provide an important reference frame for future research, related to energy harvesting from vehicle suspension.

Fuel cell vehicles (FCVs) are becoming increasingly popular because they are both environmentally friendly and energy efficient. However, because no waste heat from the internal combustion engine can be used, the additional electricity needed to heat the cabin in cold weather increases the energy consumption substantially. This also lowers both the fuel economics and driving range. The required additional heating is typically done with a positive temperature coefficient (PTC) electric heater. To overcome the associated performance problem, a novel vehicle-integrated thermal management system (VTMS) with a heat-pump system is developed and investigated in this study. Using a simulation, the performance of the VTMS is investigated with respect to cooling performance, heating performance, and heating energy consumption for several different heat sources. For four different driving cycles, the equivalent hydrogen consumption (EHC) is highest when the PTC heater is used. The heat-pump system, which uses waste heat generated by a proton exchange membrane fuel cell, shows the lowest EHC. The results reveal that the use of a heat-pump heating system with waste heat can reduce hydrogen consumption by ∼14.6%, 6.5%, 16.9%, and 16.7% compared to PTC heating. Furthermore, the driving ranges increased by 17.2, 6.8, 20.3, and 12.6 km per 100 km, respectively. The VTMS, thanks to its ability to reduce energy consumption effectively, makes it possible to improve the thermal comfort in the vehicle cabin, which is especially useful for the commercialization of FCVs.

Cycle-to-cycle variations during the combustion phase should be comprehensively investigated because these variations are among the most serious causes of higher emissions and lower efficiency. The main objective of this study was to evaluate the relationship between cyclic variations and combustion parameters. The combustion and cyclic variation characteristics were investigated using a diesel engine operating on Fischer–Tropsch (F–T) fuel synthesized from coal. Experiments were conducted under full load conditions at three engine speeds of 1200, 2000, and 2800 rpm. The results revealed that cyclic variations of F–T diesel were lower than those of 0# diesel, acquired the minimum value at the speed of 2000 rpm, and reached the maximum at the speed of 2800 rpm. The mean fluctuation intensity of F–T diesel was 0.185, 0.189, and 0.205 at speeds of 1200, 2000, and 2800 rpm, respectively, smaller than that of 0# diesel under the corresponding conditions. The relationships between cyclic variations and combustion parameters were analyzed by correlation methods. Maximum in-cylinder pressure (P_max) increased linearly with increased ignition delay, while it decreased linearly with increased combustion duration. The Pearson’s correlations between P_max and ignition delay were 0.75, 0.78, and 0.73; however, the corresponding values between P_max and combustion duration were 0.61, 067, and 0.65 when fueled with F–T diesel at speeds of 1200, 2000, and 2800 rpm, respectively. Moreover, the Pearson’s correlations of 0# diesel were higher than those of F–T diesel at the same operating loads. Compared with combustion duration, the ignition delay had more important effects on cyclic variations with a higher Pearson’s correlation. Furthermore, the ignition delay significantly influenced cyclic variation under a high speed load, while the combustion duration had a marked effect under low speed conditions. Overall, the results revealed the importance of combustion parameters on cyclic variation, which has great significance for controlled cyclic variation in diesel engines.

The new energy vehicle is a robust measure to solve the problem of global warming. However, the new energy vehicle generally has the disadvantages of short mileage and difficulty in finding public chargers. The combination of wind energy harvest and new energy vehicle can be conducive to the promotion of the new energy vehicle. This paper proposes a novel adjustable Savonius vertical axis wind turbine (SVAWT). It contains three parts: an energy absorption module, an energy recovery module, and an energy conversion module. The energy absorption module includes four blades with staggered distribution in two layers. The overlap ratio of the blades can be adjusted by the wind speed, which can ensure the SVAWT has a higher energy transfer efficiency. The energy recovery module adjusts the overlap ratio of the blades without interruption by utilizing the self-rotation and the orbital revolution of the gears. The energy conversion module converts mechanical energy into electric energy and supplies power for the vehicle after adjustment by the voltage regulator module. Based on actual operating data, it can be found that the variation trend of power of the blades absorbing is consistent with wind speed and increases with the wind speed. Under four actual operating conditions, the root mean square value of the blades absorbing power are 7.0 W, 7.1 W, 3.9 W, and 5.1 W, respectively. These results reveal that the proposed novel adjustable SVAWT has high recovery power potential and can provide a valuable solution to the practical applications of wind energy harvesting.

The vehicle suspension system is considered to have tremendous potential in energy harvesting and to be applicable for improving the efficiency of energy use of the vehicle. A novel piezoelectric energy harvester (PEH) with noncontact magnetic force has the feature of low friction loss and is designed based on the vibration characteristic of the suspension system. The research comprises two main components: the motion conversion component and the energy conversion component. A screw‐nut mechanism that can convert linear vibration between the vehicle body and the wheel into rotational motion is used as the motion conversion component. The energy conversion component is a core component of the PEH; its function is to convert rotational energy into electrical energy through noncontact magnetic force and piezoelectric effect. The magnetic excitation model's credibility and the modeling method's feasibility are verified by experiment and simulation. Through vehicle field tests, the influence of the driving speed, road surface roughness, and cargo state on the harvested power is obtained. Driving on a random road, the maximum of the generated power is 24.28 W, at 60 km/h, under the laden state. Driving on a pulse road, the harvested power is 3346 W, at 30 km/h, under the unladen state. It is indicated that the PEH is a promising and practical option for harvesting energy for the vehicle's suspension system.