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Modern day automotive engineers are required, among other objectives, to maximize fuel economy and to sustain a reasonably responsive car (i.e. maintain driveability) while still meeting increasingly stringent emission constraints mandated by the government. Towards this end, Hybrid Electric Vehicles (HEVs) have been introduced which typically combine two different sources of power, the traditional internal combustion engine (ICE)with one (ormore) electric motors, mainly for optimising fuel efficiency and reducing Carbon Dioxide (CO2) and greenhouse gases (GHG) (Fuhs, 2008). Compared to the vehicles with conventional ICE, hybrid propulsion systems are potentially capable of improving fuel efficiency for a number of reasons: they are able to recover some portion of vehicle kinetic energy during braking and use this energy for charging the battery and hence, utilise the electric motor at a later point in time as required. Also, if the torque request (demanded by driver) is below a threshold torque, the ICE can be switched off as well as during vehicle stop for avoiding engine idling. These are in fact merely few representative advantages of the hybrid vehicles compared to those of conventional vehicles. There are also other benefits hybrid electric vehicles could offer in general, e.g. engine downsizing and utilising the electric motor/motors to make up for the lost torque. It turns out that the internal combustion engine of the hybrid electric vehicle can be potentially designed with a smaller size and weight which results in higher fuel efficiency and lower emissions (Steinmaurer & Del Re, 2005). Hybrid electric vehicles have been received with great enthusiasm and attention in recent years (Anderson & Anderson, 2009). On the other hand, complexity of hybrid powertrain systems have been increased to meet end-user demands and to provide enhancements to fuel efficiency as well as meeting new emission standards (Husain, 2003). The concept of sharing the requested power between the internal combustion engine and electric motor for traction during vehicle operation is referred to as "vehicle supervisory control" or "vehicle energymanagement" (Hofman&Druten, 2004). The latter term, employed throughout this chapter, is particularly referred to as a control allocation for delivering the required wheel torque to maximize the average fuel economy and sustain the battery state of charge (SoC) within a desired charging range (Fekri & Assadian, 2011). 1

Fast Model Predictive Control and its Application to Energy Management of Hybrid Electric Vehicles