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ThermalManagementand
EnergyOptimizationofBEVs
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
FCV
AGENDA
INTRODUCTION(MARKETTRENDS)
THERMALMANAGEMENTOVERVIEW
ENERGYCONSUMPTIONOFCLIMATESYSTEMSANDTHEIRINFLUENCEONTHEDRIVINGRANGE
BATTERYCONDITIONINGCONSIDERATIONSFORTHERMALMANAGEMENTSYSTEM
THERMALMANAGEMENTCALIBRATIONSTRATEGIESTOINCREASEENERGYEFFICIENCYSUMMARY
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
2
WeexpectanoveralllowerlevelofelectrificationintheUSthaninEurope&
China;multiplefactorscanaffecttheBEVtakerateineachofthescenariosFev
14.814.7
15%
24%
15%
10%
13%
11%
12%
17%
45%
35%
1%2%
63%
11%
10%
5%
Moderatetransformation
Salesinmillionunits
ZEVStatesICEban
180g/mi
15.215.0
42%
13%
12%
13%
20%
11%
2025203020352040
15.2
57%
11%
9%
6%
17%
2%
2%
1%
25%
4%
10%
2%
5%
88%
14%
10%
9%
15%
40%
73%
Acceleratedtransformation6)
Salesinmillionunits
ZEVStatesICEban
180g/mi
15.014.814.7
2025203020352040
LIGHTDUTY1)–POWERTRAINMARKETFORECAST
History
Salesinmillionunits
CO2fleet
emissiontarget
projection
◆
226g/mi
14.4
14.1
13.6
74%
12.9
84%
90%
80%
8%
7%
6%
8%
5%
2%
6%
6%
3%
1%
8%
1%
3%
6%
1%
3%
2%
16.0
94%
20192020202120222023
ICEonly&Stop/Start2)MildHybrid3)FullHybrid4)Plug-inHybrid5)BatteryElectricFuelCell
1)Class1&2aincl.BEVderivatives;2)Stop/Startand12Venergymanagement;3)12Vand48Vmildhybrids;4)Includes48Vhybridswithfullhybridfunctionalities5)Includesrange-extenderelectricvehicles;6)BasedonCO2reductiontargets,definedinthe“blueprintfordecarbonizationofUStransport”Source:FEV
3
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
HybridtransmissionsexpectedtobeclusteredintoDHTforFWD
applicationsandmodular(P2)configurationsforRWDapplicationsFev
14.814.7
15%
24%
15%
10%
13%
11%
12%
17%
45%
35%
2%
1%
63%
11%
10%
5%
Moderatetransformation
Salesinmillionunits
ZEVStatesICEban
180g/mi
15.215.0
42%
13%
12%
13%
20%
11%
2025203020352040
>Regulations,governmentpolicies,andcustomeracceptancewill
drivetheoveralldegreeof
electrificationintheUSmarket
>Hybridtransmissions
−Modular(P2)configurationswillcontinuetodominateRWDHEV
−Dedicatedhybridtransmissions(DHT)willcontinuetobeimportantinFWDHEV
>EDUwillcontinuetoproliferateinthefollowingarchitectures
−BEV/FCEV
−P4hybridapplications
−Rangeextenderapplications
LIGHTDUTY1)–POWERTRAINMARKETFORECAST
Acceleratedtransformation6)
57%
11%
9%
6%
17%
4%
2%
2%
2%
1%
25%
10%
5%
14%
88%
10%
9%
15%
40%
73%
Salesinmillionunits
ZEVStatesICEban
180g/mi
15.2
15.014.814.7
2025203020352040
ICEonly&Stop/Start2)MildHybrid3)FullHybrid4)Plug-inHybrid5)BatteryElectricFuelCell
1)Class1&2aincl.BEVderivatives;2)Stop/Startand12Venergymanagement;3)12Vand48Vmildhybrids;4)Includes48Vhybridswithfullhybridfunctionalities5)Includesrange-extenderelectricvehicles;6)BasedonCO2reductiontargets,definedinthe“blueprintfordecarbonizationofUStransport”Source:FEV
4
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
FCV
AGENDA
INTRODUCTION(MARKETTRENDS)
THERMALMANAGEMENTOVERVIEW
ENERGYCONSUMPTIONOFCLIMATESYSTEMSANDTHEIRINFLUENCEONTHEDRIVINGRANGE
BATTERYCONDITIONINGCONSIDERATIONSFORTHERMALMANAGEMENTSYSTEM
THERMALMANAGEMENTCALIBRATIONSTRATEGIESTOINCREASEENERGYEFFICIENCYSUMMARY
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
5
EVs’ThermalManagementSystem(TMS)becomecritical,mainlydueto
increasedrequirementsforcoolingcapacity,thermalcomfort
IMPLICATIONSOFTMSDESIGN/INTEGRATION
THERMALMANAGEMENTSYSTEMS
AREOFTENATTHESOURCEOFCUSTOMER
COMPLAINTS
TEMPERATURENOTACHIEVED,SLOWORNON-REPEATABLECHARGINGSPEED
THEINTEGRATIONOFANEFFICIENT
THERMALMANAGEMENTSYSTEMALLOWS
UPTO20%
RANGEINCREASEINCOLDCONDITIONS
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
ULTRA-FASTCHARGEWITHAPOWER(DC)OF270-350KWREQUIRESUPTO
30-40KW
COOLINGPOWER
SEVERALSUPPLIERSANNOUNCE
~
40%LESSPIPES
INTHEOVERALLTMSINSIDEVEHICLEWITHHIGHLYINTEGRATEDSYSTEM
6
Thethermalmanagementsystemofelectricvehiclesisresponsiblefor
controllingthetemperatureofdrivecomponentsalongwiththecabin
EVTHERMALMANAGEMENT–SYSTEMOVERVIEW
FCV
HVbattery
EDU1)
Power
electronics2)
ThermalManagementSystem(TMS)
Ambientair
Cabin
Heatflow
Heatingrequired
Coolingrequired
>Avehicle’sthermalmanagementsystemhandlestheheat
flowsbetweendifferentvehiclepartsand/ortheambientair
>Inanelectricvehicle,thedrivecomponentsrequirecoolingandthevehicle’scabintemperatureneedstobecontrolled
−Battery,EDU,&powerelectronicsneedtobecooledwhen
operatingunderhigherload/athighambienttemperatures
−Atcoldambienttemperatures,batterymayrequireheatingtooperateinoptimaltemperaturewindow&athighestefficiency
>BEVthermalmgmt.systemslargelydifferfromtraditionalICEsystems,astheICEhightemperatureheatsourceis
missing
−HeatpumporPTCheatergenerateheatforcabin(orbattery)heating
−Dependingonvehicleconfiguration,wasteheatfromdrive
components,cabinorambientaircanbeusedtoheatotherparts
>OEM’sarefocusedonoptimizingthermalmanagementconsideringthedirectimpactondrivingrange
7
1)EDU=ElectricDriveUnit(e-motor,transmission&inverter);2)On-boardcharger,inverter&DC/DCconverterandpotentiallyotherelectroniccomponentsSource:FEVCTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
Therequirementsfortheelectricvehiclethermalmanagementsystemare
influencedbyexternalandvehicleperformanceconditions
FACTORSAFFECTINGTHERMALMANAGEMENTSYSTEM
FCV
PARTIALLIST
EXTERNAL
CONDITIONS
ATMOSPHERICCONDITIONS
USESCENARIO/CONDITIONS
VEHICLE
PERFORMANCE
CONDITIONS
DISCHARGINGPOWEROUTPUT
CABIN
REQUIREMENT
EFFICIENCYOF
TECH.USED
CHARGINGPOWER
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
8
Hardwareselectiontogetherwithcontrolsdevelopmentandoptimizationarekeyto
maximizingsystemefficiencywhileconsideringpassengercomfort
SIMULATION&TESTINGMETHODOLOGY-THERMALSYSTEMFUNCTIONDEVELOPMENT
FCV
Heatpumpintegration
Activegrillshutter
Batteryconditioning
Powertraincooling
Thermal
efficiency
Cabincomfort
Wasteheatintegration
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
>Functiondevelopmentfor:
−Powertrain
e.g.fan,pump,valvecontrol
−Cabincompartment
e.g.compressor,HV-PTC,blowercontrol
−Tractionbattery
e.g.compressor,HV-Heater,pump,valvecontrol
>Requirementspecification>Interfacedefinition
>Softwaredevelopment
>Calibration(SiL,MiL,HiL)andsystemvalidation
9
FollowingtheV-modelprovidesasystemsapproachtothethermal
FCV
managementprocesstoarriveatoptimalperformance
THERMALMANAGEMENTDEVELOPMENTPROCESS
RequirementAnalysis
Systemsign-off
FCVDevelopmentProcess
ConceptDesign
ThermalManagement
VehicleTesting
1DSimulation
ComponentTesting
3DSimulation
Concept
Implementation
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
10
FCV
AGENDA
INTRODUCTION(MARKETTRENDS)THERMALMANAGEMENTOVERVIEW
ENERGYCONSUMPTIONOFCLIMATESYSTEMSANDTHEIRINFLUENCEONTHEDRIVINGRANGE
BATTERYCONDITIONINGCONSIDERATIONSFORTHERMALMANAGEMENTSYSTEM
THERMALMANAGEMENTCALIBRATIONSTRATEGIESTOINCREASEENERGYEFFICIENCYSUMMARY
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
11
Asregulationschange,testproceduresandoptimizationfocusneedto
adaptaccordinglytoaligneffortsforpotentialrangeimprovements
Testeffort
Higherofficialrangecanbe
achievedbyprovingefficient
vehiclesystemsvia
additionaloptionaltests1)
gAggressiveUS06Cycle
Hot35。CSC03Cycle
Cold-7。CUDDSCycle
HighwayHFEDScycle
CityUDDScycle
Regionalregulationsdefineprocedurescontainingmultipledrivecycles
includingoptionaltests
VEHICLERANGEDETERMINATION-THERMALMANAGEMENTANDINFLUENCEOF5-CYCLETEST
FCV
Drivingrangeis
primaryconsumerrequirementforBEVs
OptionaltestsMandatorytests
Labelrange
increase
Optionalbenefit
1)BasedonUSEPAapplicationdata
12
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
Fullunderstandingofoptionaltestconditionsiskeytodeterminingif
benefitsinrangearepossibleviaimprovedadjustmentfactor
FCV
SEQUENCES
SAEJ1634TEST–COLDCO&SC03
ColdCO
>Coldstarttestafterminimum12-hoursoakat-7°C>Chargingisnotpermittedduringthesoakperiodto
ensurebatterybeginstestatsoaktemperature>Defrostnotrequired,Recirculatenotallowed
>Utilizescolddynocoefficientsderivedatsame
temperatureastest
>TestcycleconsistsofrepeatedUDDScyclesat-7°C>Mandatory10-minutesoakafterfirstUDDS
>StartingforMY2025,onlytwoUDDSwillbeusedfor
rangedetermination
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
SC03
>35.0±3.0°Ccelltemperaturewithnorequiredminimumsoak
>Solarloadingprovidedondynoat850±45W/m2>Variablespeedcoolingfantobeusedfollowing
40CFR§86.161-00
>10±1minutekey-offsoakbeforeSC03
>A/CTemperaturesettingatfullcool(forautomaticsystemssetat72°F)
>Windowsclosed,fanspeedsettomax
−(clarifiedbyEPAinCD-2023-06fromJuly5,2023)
13
Dedicatedchassisdynamometertestingisneededtooptimizethe
calibrationthermalmanagementandenergyflowtomaximizeEVrange
VEHICLEDEVELOPMENTCENTER(VDC)
FCV
Dimensions
>2axleswith48”diametereach>FWD,RWDandAWDcapable
>Max.speed:200km/h(124mph)
>Wheelbase:1800mmto4400mm(71”to173”)
>Trackwidth:800mm(inner)to2330mm(outer)
>Max.weight:2500kg(5500lbs)peraxle>Max.Power:155kW(207HP)2WD
270kW(362HP)4WD
>12ft.highx14ft.widedynoentrancedoors
EmissionDriveCycles
>Alldrivecyclescanbeprogrammed(e.g.,FTP75,HWFE,US06,ColdCO,SC03,NEDC,WLTP,RDEwithgradesimulation,customerspecific,etc.)
Temperature
>-20°Cto+40°C(-4°Fto+104°F)
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
14
InthisCaseStudy,theimpactofthethermalsystemisclearlyevidentwith
~5.5%inoverallconsumption(~2.8%ofwhichcomesfromtheblower)
TOTALENERGYCONSUMPTIONDURINGSC03CYCLE,A/CCOMPRESSORANDDC/DC(LOWVOLTAGE)ENERGY
FCV
-5.46%
-2.81%
1.830
1.780
1.730
0.1300.132
0.1040.0910.086
TotalBatteryEnergyA/CCompressorEnergyDC/DCEnergy
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
>~5.5%ofSC03drivecycleenergyconsumptionrelatedtoA/C
usage
>~2.8%oftotalenergy
consumptiondifferencebetweenmax.blowersetting(asrequiredbyEPA)and‘auto’setting
−EPAstatestheadjustmentfactor
takesthisintoaccountandhencerequiresmax.blowerforthe
regulateddrivecycle
mMax.blowersettingmAutoblowersettingA/Coff
15
Impactofcabintemperaturesettingonenergyconsumptionisclearly
evidentwith~7%additionalconsumptionfor-2。Frequestedtemperature
A/CCOMPRESSORPOWERWITHHVACSETTOAUTOATDIFFERENTTARGETTEMPERATURES(BLOWERONMAX.)
FCV
+6.67%+7.62%
1.1201.130
1.050
A/Ccompressorpower(kWh)
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
>EnergyconsumptionincreaseswithlowersettemperaturesoftheHVACsystem(asexpected)
−Ambienttemperatureandsolarloadingconstant
−HVblowerspeedsettingconstant
72F70F68F
16
Back-to-backUDDScyclesduringColdCOshowsignificantimpactofHVAC
forfirstfewcyclesvsremaining;improvementfromheatpumpalsoevident
HVACSETTO72FAUTO,ENERGYCONSUMPTIONBEHAVIORVSCYCLENUMBER
FCV
EnergyConsumptionperUDDSinColdCO
8000
7000
6000
5000
4000
3000
2000
1000
Wh
0
12345678910
UDDSNumber
VehicleAVehicleBVehicleC
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
>HighestenergyconsumptionduringfirstUDDS
−Drivenbyenergyrequiredfor
propulsionsystemandpassengercabinwarmup
>EnergyperUDDScyclestabilizesbetween2ndto10thUDDS
(dependingonvehicle)
>Highvariationofenergyisnotedbetweenvehicles
−HVACconsumptionforVehiclesA&BhigherthanVehicleC
−VehicleCisequippedwithaheatpump(insteadofPTCheater)
17
Rangebasedon2024regulations(10xUDDS,customAF)comparedto2025
(2xUDDS,standardAF)showsanimpactof4milesinrange
HVACSETTO72FAUTO,ENERGYCONSUMPTIONFOR2AND10UDDS
FCV
2024:
10UDDSusedforColdCOtesting
2025:
First2UDDSusedforColdCOtesting
Efficiency&Range
Efficiency&Range
City
Highway
Combined
City
Highway
Combined
488mi
464mi
477mi
488mi
464mi
477mi
193Wh/mi
203Wh/mi
197Wh/mi
193Wh/mi
203Wh/mi
197Wh/mi
AdjustedRange-Standard0.7AdjustmentFactor
AdjustedRange-Standard0.7AdjustmentFactor
334miles
334miles
AdjustedRange-ManufacturerAdjustmentFactor
AdjustedRange-ManufacturerAdjustmentFactor
338miles
334miles
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
>Nodifferencebetweenreportedcityandhighwayresults
−Basedon2cycleresults
>Individualadjustmentfactorabove0.7whenusingfirst10UDDS
−Individualfactorresultsin4milesofadditionalrange
>2UDDSresultsinadjustmentfactorof0.7andassociatedrangereductionof4miles
18
Energyconsumptionincreasesastemperaturedecreasesdrivenby
passengercomfort(cabinheating)
HVACSETTO72FAUTO,ENERGYCONSUMPTIONFOR2AND10UDDS,VEHICLEC(INCLUDINGHEATPUMP)
FCV
+2.81%
+2.71%
0°C(-7°C)(-20°C)
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
>Energyconsumptionincreasesastemperaturedecreases
>Higherconsumptiondrivenbycabinheating
−Heatpumpscanbecomelessefficientatextremecold
temperatures
OverallEnergyHeatEnergy
19
Detailedenergyflowanalysiscanidentifyhighconsumersanddrawfocus
onareasthatcanbenefitfromcalibrationorotheroptimization
ENERGYFLOWAT0°C
FCV
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
>Sankeydiagramisonemeanstovisualizetheenergyflow
20
Detailedenergyflowanalysiscanidentifyhighconsumersanddrawfocus
onareasthatcanbenefitfromcalibrationorotheroptimization
ENERGYFLOWAT0°CCOMPAREDTO-20°C
FCV
>Sankeydiagramisonemeanstovisualizetheenergyflow
>Higherusagesprimarilyfrom
−1:Heatpumpoperation(~9kWh)
−2:Batteryconditioning(~1kWh)
−3:Drivelinelosses(~2kWh)
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
21
Abatteryelectricvehicle’sdrivingrangecanbereducedupto40%for
extremeambienttemperaturesduetothermalmanagementneeds
AMBIENTTEMPERATUREIMPACTONRANGE
FCV
Vehiclerange[%]
0
20
40
60
80
100
»INDICATIVE
max.
evable
ge
max.
evable
<60%of
rangeachi
Maximumdrivingran
<70%of
rangeachi
Compressor&fansclosetomaximum
power
Lowheating/
coolingpower,
primarilyair
ventilation
Heatingload
Coolingload
PTCheaterand/or
heatpump&other
heating
componentsat
max.power
-20-10010203040
Ambienttemperature[。C]
1)Lossescanalsobesignificantlyhigher,“normal”conditions&typicaldrivecycleassumed
Note:Indicativeforstate-of-the-artBEV,butheatingandcoolingloadsstronglydependingonvehicleandoperatingconditionsSource:FEV
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
>HVACenergyconsumptionandthusBEVdrivingrangelargelydependsonambienttemperature
>Consumptionaround20。Cislowest,aslimitedheating/coolingisrequired
−HVACmightstillbeusedtomaintainairqualitythroughventilationanddehumidification
>Heatingloadstronglyincreasingatnegativetemperatures,maximumrangelossof~40%1)
−PTCheaterorpotentiallyheatpumpclosetomax.power
−Additionalheatingcomponentsrunning(e.g.heatedseats)
−Initialheatingofbatteryrequired(orbatteryoperatinginunfavorableconditions)
>Peakcoolingloadsslightlysmallerthanfor
heat,butcanstillaccountfor~30%rangeloss1)
22
FCV
AGENDA
INTRODUCTION(MARKETTRENDS)THERMALMANAGEMENTOVERVIEW
ENERGYCONSUMPTIONOFCLIMATESYSTEMSANDTHEIRINFLUENCEONTHEDRIVINGRANGE
BATTERYCONDITIONINGCONSIDERATIONSFORTHERMALMANAGEMENTSYSTEM
THERMALMANAGEMENTCALIBRATIONSTRATEGIESTOINCREASEENERGYEFFICIENCYSUMMARY
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
23
Batteryconditioningrequirements(andassociatedTMScalibration)can
haveasignificantimpactonrange
FCV
>Batterieshaveaverysmalltemperaturewindowofoptimaloperation
−Thermalmanagementiskeyforlongevityandperformanceofbatterypacks>Fastchargingisnotpossibleoutsideoptimaltemperaturerange
>Batteriesuseactivecoolingmechanismsduringchargingtoavoid
overheatingordamagetobattery
>Batteryandvehiclecabincanbeconditionedwithenergyfromthecharger
−Vehiclecabinisattargettemperatureatbeginningofthetrip
−Potentialofpre-conditioningisconsideredinJ1634(2021);thisstandardallowsoptionofpre-conditioningforColdCOandSC03testing(currentlynotincludedinexisting
EPAregulation)
>HVACandthermalmanagementsystemcanpre-heatbatterywhiledriving(e.g.whendestinationisfastcharger)
−Balancebetweenremainingdrivingrangeandenergyneededforconditioningrequirescalibration
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
24
ElectricDriveUnit(EDU)heatgenerationcanbeusedforbatterythermal
conditioning
Power[kW]
Temperature[。C]
14
12
10
8
6
4
2
0
Batt
eryPower
·······Fron
tHeatPower、
·······Rear
HeatPower
·······Syst
emHeatPower
350
300
250
200
150
100
50
0
60
50
40
30
20
10
0
-10
BatteryC
ellTemp.
——EndWind
ingTemp
——BatteryC——HVBatte
oolant-inTempyCurrent
r
VEHICLEISSTARTEDAFTERCOLDSOAKANDVEHICLEREMAINEDINPARK
FCV
>BothfrontandrearEDUsshowhigh
currentflow,althoughvehicleremainsatstandstill
Current[A]
>Convertertopologyallows400V
nominalbatteryvoltagetooperateatlowervoltageandconsequentlyboostthebatterycurrenttogenerateheatinthemotor
>Twophaseexcitationisusedtomaketherotorlockintomagmaticnorthwithnotorquegenerated
0120240360480600
time[s]
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
25
FCV
AGENDA
INTRODUCTION(MARKETTRENDS)THERMALMANAGEMENTOVERVIEW
ENERGYCONSUMPTIONOFCLIMATESYSTEMSANDTHEIRINFLUENCEONTHEDRIVINGRANGEBATTERYCONDITIONINGCONSIDERATIONSFORTHERMALMANAGEMENTSYSTEM
THERMALMANAGEMENTCALIBRATIONSTRATEGIESTOINCREASEENERGYEFFICIENCY
SUMMARY
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
26
Vehiclecontrols&calibrationcomplexityhaveincreasedsignificantlydue
totopologytrends(e.g.,numberofmachines,gearratios,etc.)
VEHICLECONTROLFUNCTIONANDCALIBRATIONDEVELOPMENT
FCV
20002010201520202025
Calibrationtaskswith
directconnectionto
Driver
PedalInputthermalmanagement
StabilityControls
Battery
Thermal
Management
PredictiveStrategies
Conditioning
ADAS/ADFeatures
Driver
PedalInput
Regenerative
Braking
CloudIntegration&Services
Multiple
ElectricMotors
Stability
Controls
Disconnects
Electric
Accessories
HighPower&
Bi-Directional
Charging
?
Howarethesecomponentsandcontrollerswiththeirindividualoperationandsafetyaspectstobecoordinatedandcalibrated?
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
27
EDUefficiencyisimpactedbytemperature;suchimpactsneedtobe
consideredduringvehiclecalibrationtooptimizeoverallsystemefficiency
LOADEDEFFICIENCYMAP–DIFFERENCEBETWEENWARMANDCOLDOPERATINGTEMPERATURE
BaselineFluid80°C-minus40°CEfficiencymap
8500
8000
7500
7000
6500
5000
4500
4000
3500
3000
2500
2000
1500
50100150200
250
300
350
MotorSpeed[rpm]
500
0
60005500
1000
MotorTorque[Nm]
CTISymposiumUSA15-16May2024,TomD'Anna,FEVNorthAmerica,Inc.
>EfficiencyoftheEDUdependsonoperatingtemperature
−Variouslosscontributors(churning,meshing,electricmotor,etc.),impactlossesatgivenoperatingpointseachwithtemperatureinfluences
>Thermalmanagementtogetherwithconsiderationofoperatingpointsrelativetocomponent
efficiencycanenhancecalibration
XUDDSHWFT
HigherefficiencyatLowerefficiencyat
80°C80°C
28
Calibrationofkeysystems(e.g.,lowvoltageconsumers,TMS,regen,charge
system)enabledarangeincreaseof15%alongwithMPGelabelimprovement
MCTTESTING,DYNAMICPART1&2
Current[A]
CoolantFlow[l/min]
Speed[k
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