article eevc2015 denso-caldevilla et alia_v5_good

EEVC - European Electric Vehicle Congress 1

European Battery, Hybrid and Fuel Cell Electric Vehicle Congress

Brussels, Belgium, 2nd

- 4th

December 2015

The DENSO roadmap to a safe and healthy society

Andrés Caldevilla1, Ichiro Yamauchi1, Tibor Györög1, Werner Hünemörder1, Markus Özbek1, Atsushi Inaba1, Tomohiro Saito2, Jennifer Yun3, Patrick Will4

1DENSO AUTOMOTIVE Deutschland GmbH, Freisinger Str. 21-23, 85386 Eching, Germany

[email protected], [email protected], [email protected]

[email protected], [email protected], [email protected] 2DENSO AUTOMOTIVE Deutschland GmbH, Friedrich-List-Allee 42, 41844 Wegberg, Germany

[email protected] 3DENSO EUROPE B.V., Hogeweyselaan 165, 1382 JL Weesp, Netherlands

[email protected] 4FEV Consulting GmbH, Neuenhofstr. 181, 52078 Aachen, Germany

[email protected]

Abstract

DENSO’s corporate and technical R&D members located throughout Europe are working together to

understand what life will be like for future European society in 2025. Trend-watching and opportunity

scouting is a necessary activity for innovation and DENSO prioritizes innovation in order to maintain our

leading position, expand new business, and deliver cutting-edge technology and solutions. Therefore, the

corporate and technical R&D members in Europe continuously meet throughout the year for collaboration

on a European unique roadmap of technologies necessary to develop in order to meet the evolving needs of

future society.

In order to understand what life will be like in 2025, the EU Roadmap team frequently consults with

national and local governments, top knowledge associations, lobbying groups, non-profit companies, and

leading consultancies with expertise in long-term trend analysis and innovation methods. Also, the

Roadmap team organizes yearly idea generation workshops and brainstorming sessions to actively search

for new ideas and to promote out-of-the-box creativity.

This article will show the image created by DENSO of the European society in 2025, with different

hypothetical scenarios and a technology list with innovative technologies and products that could be

potentially needed to fulfill the customer needs of such a society. Moreover, the article will present

DENSO’s idea generation process from the brainstorming workshops to the final promotion of the best

idea for product and business case development. Finally two projects will be shown which started as a

result of this technology roadmap activity: City-e (bilateral project with our research partner FEV) and

OPTEMUS (Horizon 2020 EU-funded project).

Keywords: environment, health, mobility, regulation, safety


1 Introduction

1.1 Corporate R&D Department

In recognition of the unique characteristics of the European market and the strong concurrence in the European automotive industry, DENSO established the EU Corporate R&D (CRD) Department in 2002 in Germany. The goal was to enable stronger collaboration with the European customers and research institutes and provide advanced research in cutting edge technologies, which due to various reasons could be better developed directly in Europe. The working areas of CRD are distributed from the 1st idea generation to the proof of concept (pre-competitive phase), working together with the EU research consortia and technology platforms and collaborating with the international standardization committees. CRD supports internally all DENSO Business Units (thermal systems, powertrain, info-safety, electronic, new business) in the frame of the new technologies and products which should be developed for the future. Due to this reason, the scope of activities is very broad: • Software competence activities (AUTOSAR

& functional safety related) → advanced feature prototyping, security, multi-core

• Info-communication & safety activities (ADAS related) → automotive ethernet, surround monitoring, FSL processor benchmark, smart camera prototyping, automated driving research

• New research topics → fuel cell and hydrogen society, graphene & carbon nanotubes, industry 4.0

• Advanced research (pre-standard) → EU standardization strategy, model predictive control, robust control, cloud services, efficient thermal management, EV charge technology

• EU technology roadmap → trend study, idea generation process

2 DENSO EU Technology

Roadmap activity

2.1 DENSO EU Technology Roadmap

approach

DENSO introduced the back-casting approach in 2013, in the frame of the EU Technology Roadmap activity. This approach is contrary to

the engineers’ usual forecasting approach (continuous improvement of products and technologies which are already known), focuses on the final vision (future European Society image at horizon 2025). The final target is to figure out the new products and technologies which should be provided in order to fulfill the requirements of the future customers and achieve a safe and healthy society. As seen in the figure below, the comparison between the back-casting (red) and the forecasting (blue) lines shows a gap, which should be filled with new innovations at the right point in time (disruptive technologies instead of further improved products).

Figure 1: Back-casting approach

The structure of the Technology Roadmap activity is made up of different layers: 1st layer corresponds to the Society & Regulations, 2nd layer to the Systems & Services, 3rd layer to the Parts & Modules and 4th layer to the Technology behind it. It was clear from the very beginning that there was a big gap between the 1st and the 2nd layer (i.e. the society and the vehicle systems), therefore the 1.5th layer, which represents the future Automotive Society, was introduced. This layer corresponds to the Customer Value, i.e. the link between what the society require (1st layer) and what the industry is able to provide (2nd layer).

Figure 2: Roadmap layer structure

1st layer: Society & Regulations

System integrative function that will be needed in the future

DENSO products that meet future needs

Elementary core technologies needed for product completion

2nd layer: Systems & Services

3rd layer: Parts & Modules

4th layer: Technology

Social trend (economy, lifestyle), regulations, automotive industry

Future automobiles, future society

1.5th layer: Customer Value


2.2 EU Society image in 2025

The 1st step was to capture an image of the future European society, which should serve as inspiration for the identification of new products. This was achieved after collecting and considering the inputs from the 1st layer (EU regulations, EU guidelines and strategy, forecasts, societal trends), and starting deeper discussions with selected R&D technical members (inputs from the 2nd layer). In the final vision of the EU society image in 2025 are comprised many of the aspects which characterize European society (compared to other regions such as US or Japan), such as a love for nature (including living in or close to nature), individualism, strong use of renewable energies, high interest in comfort (and also prepared to pay more for it), etc.

2.3 EU Technology list

Once the future image was ready, it was time to identify and discuss the necessary technologies and products, which were firstly distributed in three main roads: • Sustainability → Maintaining the global

environment and achieving growth • Expected Individual Life → A society where

everyone can live safe and with peace of mind

• Roads to Fair Society → The country and the individualities of the people are harmonized and everyone has access to opportunities

The identified ideas could also then be linked to the corresponding 2nd layer teams. Here some examples: • Ideas related to our thermal systems roadmap

team: A/C (next generation energy recovery system) or ECM (active intake air temperature control)

• Ideas related to our convenience (safety) roadmap team: camera monitoring system, augmented reality HUD, driver status monitoring, video streaming (over ad-hoc network)

• Ideas related to our EHV powertrain roadmap team: modular BMS (suitable for EV/HEV/PHEV), or key components as the inverter (compatible specification for EU, VDA)

• Concepts related to on-going projects as City-e, which considers the Car as a Sensor for the society

• New horizons of interaction in info/safety systems: mind free autonomous driving, intuitive multitasking, interfaces as extension for human bodies

• Concepts related to micro-grid: smart energy management of weak electric grids and micro-grids enabling EV charging (G2V/V2G)

• Concepts related to isolated homes (respected individual life), where R&D key technology is needed

• Potential global projects included in the roads to fair society: cloud robotics system, traceability & cold-chain system

Figure 3: EU Society image in 2025


Figure 4: EU Technology list

2.4 Four hypothetical scenarios

The current technology list from DENSO had the problem of having been developed internally by our R&D engineers, with the intrinsic risk of being blind to some new technologies. Therefore, DENSO went one step further to acquire external information and expand the technological perspective, by developing with Fraunhofer IAO four potential future scenarios of the EU society (with the horizon in 2025). Fraunhofer IAO conducted the collection of 150 trends and impact factors, which were reduced to 50 scenario factors using an uncertainty analysis. Afterwards a matrix of interdependencies was used to identify the 11 key factors, which were finally clustered in 4 consistent raw scenarios.

Figure 5: Potential future scenarios

The 4 potential future scenarios can be represented as a function of the Sustainability and the Technology, from more traditional to more futuristic (see figure). These scenarios were later used for an Application workshop with Fraunhofer IAO (see chapter 3).

2.4.1 Scenario 1: Highly moral-material

society 2025

Keywords: efficiency, scarcity, recycling

Figure 6: Highly moral-material society 2025

This scenario is very close to the current society (natural development, without many disruptive events) and the more important drivers are the scarcity of resources and the climate change. Technology and economy are the main parameters, while social responsibility has a lower priority level.


• Home → smart homes are considered as green status symbol

• Transport → mobility on-demand and mobility-specific vehicles are the trend

• Industry → control of resource flows, local recycling processes

• City → highly efficient use of space, with green areas in mid-sized cities

• Environment → green services (e.g. green washing) and purchase decisions

2.4.2 Scenario 2: Philanthropic immaterial

society 2025

Keywords: change of values, sustainability leaders

Figure 7: Philanthropic immaterial society 2025

This scenario is not very likely until 2025, and could be seen as a utopic scenario. The most important drivers are the environmental crisis and the new economy as role models. Ecology and social responsibility are the main parameters, followed closely by technology. Economy has a very low impact in this philanthropic scenario. • Home → high volume of service, therefore

there is no need to leave the house • Transport → Internet of Things mobility,

providing enhanced functionality • Industry → clean industries, which are

decentralized and collaborative • City → high urbanization, resulting in short

distances • Environment → social sustainability and

regional balancing

2.4.3 Scenario 3: Conserving traditional

material values 2025

Keywords: comfort, protectionism, security

Figure 8: Conserving traditional material values 2025

This scenario is very conservative, focusing strongly on material values and with low trust in technology. Economy and technology have a relative importance, while ecology and social responsibility are completely underestimated. • Home → materialistic society, demanding

secure and enclosed systems • Transport → increase in mobility, with a

strong focus on comfort • Industry → quality labels, rationalization and

automation • City → spatial and functional segregation,

resulting in long distances • Environment → NIMBY attitude, transferring

responsibilities

2.4.4 Scenario 4: Evolved and reflected

society 2025

Keywords: knowledge, co-innovation, individuality

Figure 9: Evolved and reflected society 2025

This society focuses on self-optimization and is highly cooperative. The main drivers are economy and technology (stronger compared to scenario 1), while ecology and social responsibility have a lower importance.


• Home → this society moves frequently, therefore favors a minimalistic & natural design

• Transport → mobility flat rates, for short distances with high frequency

• Industry → high dynamic knowledge society, strongly innovation driven

• City → there is no functional, spatial and social segregation

• Environment → nature considered as an experience, mainly for well-being

3 EU Innovation process

3.1 New Business Promotion

Department

In recognition of changing trends due to “electrification” of automotive powertrains, DENSO wants to look to future needs and leverage core resources into non-automotive markets. Therefore, the DENSO New Business Promotion Department (NBPD) was formally established in 2011, to focus solely on non-automotive new business. However, since 2011, NBPD activities in Europe remained relatively unknown throughout the global organization. The NBPD department mission is to search and incubate new business opportunities and create innovative business models in order to plant the seeds for new non-automotive business establishment. And specifically for Europe region, the mission for NBPD group is to develop a “competence-based process model” to identify new PMCs (product-market combination) and to lead the implementation of identified new PMCs into actual business pillar creation. In 2014, the European NBPD team initiated activities to address organizational synergies and gaps, with the aim to increase business flexibility and decision-making speed for non-automotive new business. Within this activity, a synergy was identified between EU-NBPD and DENSO’s European Corporate R&D group (CRD), as both groups focus on leveraging DENSO technology for future concepts. Therefore, NBPD and CRD in Europe aligned for the goal to cooperate on idea generation activities and improving DENSO Europe innovation process. “From Europe for Europe…” is the slogan for the alignment activity and the mission is to gain regional support to establish continuous idea generation process and business case activities and to

establish regional product group technical support team.

3.2 DENSO idea selection method

In October 2014, the European Corporate R&D team (CRD) invited EU-NBPD to join an idea generation workshop, led by Fraunhofer IAO, with the purpose to improve the idea generation process and target not only the further success of Europe’s current business units (mainly automotive), but also the identification of new business chances (mainly non-automotive). The main purpose of the Fraunhofer IAO workshop was to generate ideas for future European society in 2025 and the result was 59 ideas generated. From these 59 ideas, the top 10 winning ideas have been selected by a method created by CRD & NBPD, with the final goal being to promote the best idea for product and business case development. The 59 ideas were evaluated by the following 3-point criteria:

1. Is the need clearly defined? 2. Does the solution add value? 3. Does the solution leverage DENSO core

resources? The 3-point criteria method uses a progressive filtering approach so to make the idea evaluation process transparent and to clearly track each idea’s progress through the process. In order to evaluate the ideas per the 3-point criteria described above, determiners per each criterion was required.

3.2.1 Criteria 1: Need certainty assessment

Determiner A: What is the certainty for future demand? • Responses “50% (Maybe)”, “75% (Certain)”,

and “100% (Definite)” pass because there is some confidence that the idea provides a solution or benefit for a “real” need.

• Responses “0% (Definitely not)”, and “25% (Unlikely)” did not pass because there is little to no confidence that the idea provides a solution or benefit for a “real” need.

From the total 59 ideas, 46 ideas passed criteria 1 evaluation for “Need certainty assessment”.

3.2.2 Criteria 2: Added-value assessment

Determiner B: How certain are you that this idea already exists in the market? • Responses “0% (Definitely not)”, and “25%

(Unlikely)”, and “50% (Maybe)” pass because there is some confidence that the idea may


have new added-value since it does not exist yet in the market.

• Responses “75% (Certain)” and “100% (Definite)” did not pass because there is little to no confidence that the idea has new added-value since it already exists in the market.

From the 46 ideas that passed criteria 1 evaluation for “Need certainty assessment”, 35 ideas passed criteria 2 evaluation for “Added-value assessment”.

3.2.3 Criteria 3: DENSO DNA match

assessment

Determiner C: How certain are you that there is a fit with DENSO long-term direction & CSR goals? • Responses “50% (Maybe)”, “75%

(Certain)”, and “100% (Definite)” pass because there is some confidence that the idea is aligned with long-term organizational goals.

• Responses “0% (Definitely not)”, and “25% (Unlikely)” did not pass because there is little to no confidence that the idea is aligned with long-term organizational goals.

Determiner D: How certain are you that there is a fit with DENSO core technology? • Responses “50% (Maybe)”, “75%

(Certain)”, and “100% (Definite)” pass because there is some confidence that the idea is aligned with long-term technology roadmap goals.

• Responses “0% (Definitely not)”, and “25% (Unlikely)” did not pass because there is little to no confidence that the idea is aligned with long-term technology roadmap goals.

From the 35 ideas that passed criteria 2 evaluation for “Added-value assessment”, 32 ideas passed criteria 3 evaluation for “DENSO DNA match assessment”.

From the 32 ideas that passed the 3-point criteria method for evaluating new ideas, 23 ideas were directly relevant for non-automotive new business; while the remaining 9 ideas were linked to core automotive business. The 27 ideas that did not pass the 3-point criteria method will be kept in the pool of ideas for consideration again at a later date.

3.3 Final idea selection

The European R&D engineers in charge of contributing to the long-term technology roadmap also made an evaluation of the 59 ideas based on the 3-point criteria, and made a top 10 ideas list. However, the R&D engineers’ top 10 ideas list was based on a purely technical perspective. Additionally, EU-NBPD is more focused on non-automotive ideas and mostly judges the merit of ideas with a purely business perspective. Therefore, in order to come to the final selection of top 10 ideas based on both technical and business perspectives, EU-NBPD and CRD first merged the ranking list from R&D engineers and the top 23 ideas resulting from the NBPD evaluation method, and then personally selected the top 10 idea finalists. In the next steps, the top 10 ideas will be filtered to the top 5 ideas. Selection of the top 5 ideas will be done by a judging group comprised of European managers that have been supportive of this activity and hold some influence over resource allotment and long-term planning. This group is called the “Enablers”, and their purpose is to aid in the filtering of the top ideas and to support the establishment of cross-functional project teams for development of the new idea business case. It is anticipated that the Enablers group will be formed and the top 5 ideas from the top 10 will be selected in December 2015. The European President and Senior Management team will then select the top idea(s) that receive approval to start feasibility investigation by end of January.

Table 1: Summary of DENSO idea selection criteria and results


4 Roadmap project example 1:

City-e

4.1 Introduction

In order to anticipate the increasing number of changing customer needs and evolving technologies such as connected intelligence and automated functions, DENSO has launched the City-e platform with the help of FEV, a global engineering service provider. Since 2013 the City-e platform serves as a rapid development and test platform for innovative and intelligent communication solutions. By using the vehicle as a sensor, powertrain and ambient data is analysed and processed in the vehicles and are combined with additional external data sources within a private cloud to provide new intelligent connection functions and services. These new "Connected Intelligence" applications serve as basis for further developments in the field of connected cars focusing on solutions for European needs including CO2 emission and fuel reduction, connectivity and other emerging customer needs. Launched in 2013, the project is now quite

sophisticated and focuses on real-world driving simulations of various technical solutions that have been identified as feasible. The key objective of the project is to develop intelligent powertrain technologies and predictive functions aiming to reduce fuel consumption and CO2 emission, to improve safety, drivability and comfort. Within this context the car is recognized as the “sensor for society” by using C2X and mobile technologies and cloud services correspondingly. New and advanced connected and cloud-based services and applications require a stable exchange of data between all connected entities like vehicles, frequently updated map data, road-side requirement and other cloud/internet-based sources. As of today, OEMs and suppliers are not only reacting but also actively anticipating in the upcoming challenges by developing entirely new technologies and approaches that are fulfilling regulations but also enhancing the driving experience in terms of drivability and comfort.

4.2 Predictive Driving

One core area in City-e is the development of predictive driving features. Today’s official manufacturer fuel consumption and CO2-emission specifications in Europe are based on the New European Driving Cycle (NEDC). Ever since its definition in the 1990s, the target of this driving cycle has been to provide comparability and not claim to generate representative figures for all driving circumstances in real world driving cases. Therefore, all driver assistance systems which target to operate the vehicle in a more economic driving are not represented in the cycle.

Figure 10: City-e project overview


DENSO is therefore focusing on closing the gap between real driving fuel consumption and the emissions in the NEDC. The field of driving assistance is one of the main means of reducing fuel consumption in customer’s hands. By including additional information through external data sources such as sensors, maps and other real-time services, knowledge about upcoming driving situations can be prepared. In this way, all vehicle systems and the driver himself can adapt the driving and operational strategy for optimal efficiency and drivability. In a first stage, DENSO & FEV defined the targeted vehicle architectures and all other boundary conditions and simulated different predictive functions. The simulation tasks includes different typical EU use-cases. As a result, CO2 emission reduction on vehicle level as well as drivability parameters can be compared with different parameters settings. In order to show real-world results in the project, FEV provides a real driving profile with a length of 230 km in Germany for all kinds of simulation purposes.

4.2.1 New HYBrid Power EXchange 3

modes (HYBex3)

The HYBex3 research project aims towards future hybrid components to meet upcoming strict CO2 regulation using a new simplified hybrid system concept. The system is designed in a way that the ICE as well the hybrid components can be operated in the most efficient areas, to achieve a higher overall system efficiency, as the energy conversion efficiency significantly depends on the interaction between electric and conventional. DENSO's new compact hybrid concept shall provide not only an excellent potential for low CO2 emissions, but also optimized NVH and drivability. The full hybrid functionality is given by 3 different possible driving modes (EV-Mode, Series-Mode, and Parallel-Mode). Two highly integrated motor-generators (MGs), a two-gear, low friction transmission and the optimized power source distribution are helping to realize high fuel efficiency to fulfil future emission legislations. To further increase efficiency and drivability, a predictive operation strategy is currently in development using an electronic horizon i.e. data from the navigation system and sensors. It includes high resolution road data including topology, speed limits and eventually other real time data points such as variable speed limits, traffic information, construction sites and events.

In this way, the HYBex3 vehicle is able to recognize specific situations such as urban areas and slopes and can calculate the optimal battery state of charge – and optimizes the powertrain operation mode. In order to estimate resulting CO2 and drivability improvements, a 3D vehicle simulation environment has been setup to calculate benefits for specific use-cases and test cycles.

Figure 11: IPG-Carmaker simulation

4.2.2 Predictive HVAC System (heating,

ventilating, and air conditioning)

Especially in extreme hot environments, the Air Conditioning system can show a significant energy consumption profile - influencing the overall vehicle fuel consumption and CO2 emissions. As a first step to an advanced thermal management, this project focusses on a smart control of the A/C operation strategy. The basic goal is to reduce the fuel consumption caused by the A/C while still guaranteeing a predefined cabin temperature and humidity range. A predictive A/C could then leverage the knowledge of future topographic characteristics of the route (e.g. slope, length) and adapt its operational strategy towards it. For example, in a downhill scenario, the system could use the kinetic energy and operate a thermal storage device. In an upcoming straight or uphill part of the journey, the compressor could then be shut down and the vehicle would only draw cooled air from the thermal storage system. The compressor will then only be turned in a future point in time on when really necessary.

Figure 12: Cabin temperature level over time

Time

Te

mp

era

ture

Lower/ upper limit

Real temperature

Selected temperature


To estimate and validate the impact of this advanced thermal management, the cabin and the HVAC are simulated and included into the simulation model.

4.3 Conclusions

Electronic horizons and corresponding a-priori knowledge of trip characteristics such as slopes, road conditions, real-time traffic information and events have the possibility to a wide range of fuel and CO2 emission saving functions. Today’s systems only cover a limited share of the overall potential. Learning maps and operation control strategies will further increase the benefits in this field. DENSO is therefore consequently tapping this potential and develops several approaches focussing on predictive driving functions within the framework of City-e platform.

5 Roadmap project example 2:

OPTEMUS

5.1 Introduction

This EU-funded project (H2020 GV.2-2014) focuses on the improvement of the efficiency of electric vehicles to increase the total driving range and mitigate drivers range anxiety, by developing a number of innovative core technologies.

Figure 13: OPTEMUS technologies

DENSO focuses on a new Compact Refrigeration Unit (CRU), which produces both hot and cold water at the same time which will be used with a

preconditioning strategy for both the cabin and powertrain components together with predictive algorithms for route planning.

5.2 Preconditioning strategy and

Human Machine Interface (HMI)

The preconditioning strategy exploits the novel concept (using the available energy in the vehicle) by predicting the driver’s behavior (approach to vehicle) and providing a custom conditioning according to personal user profiles (temperature). • User triggered: The user indicates directly

desired “boarding”-time and temperature, and triggers it over app

• Predictive: the vehicle foresees driver’s approach and starts the preconditioning process correspondingly. The location is done via GPS and the process is event-triggered (events defined in user’s profile): i. Close house door, switch off lights, switch

off computer, … ii. Driver approaching the vehicle (i.e.

decreasing distance to the vehicle) Vehicle’s preconditioning system dialogs with the user/driver via an HMI (tablet/smartphone) and also communicates with the CAN bus and the Thermal Management control.

Figure 14: Preconditioning HMI

5.3 Compact Refrigeration Unit

Early implementation of heating and cooling technologies in EVs used separate systems composed of high voltage PTCs for heating and conventional direct expansion A/C-units for air cooling. Currently, thermal systems in EVs are using an A/C-loop with heat pump functionality. These systems are considered superior to earlier generation heating because the efficiency of a heat pump, measured by its coefficient of performance (COP), is some 2-5 times that of a high voltage PTC-heater. These systems use normally air-to-air or air-to-water heat-pump architectures with conventional refrigerants such as R134a or R1234yf, whereas R134a will be forbidden in Europe as from 2017 in vehicle applications due to


a high Global Warming Potential (GWP) of 1400 times greater than CO2. With respect to integrated thermal management, current air-to-air or air-to-water systems involve only limited capability to transfer heat between drive components and the cabin environment. DENSO is currently working on the development of a Compact Refrigeration Unit (CRU), as depicted in the figure below, which is a water-to-water heat pump system that uses two-plate type heat exchangers with a water-glycol mixture as fluid and a natural gas as refrigerant. The CRU is providing hot and cold water at the same time for thermal conditioning of cabin and powertrain. When compared to an air-to-air system that uses direct expansion for the A/C-loop, the CRU water-to-water architecture uses additional heat exchangers, slightly lowering the A/C-loop’s efficiency. This is a small trade off however, because a water-to-water design allows for thermal management integration with the battery, motor, and inverter, which is not possible with the air-to-air design. Furthermore, current refrigerant system are not able to provide sufficient heating performance at extreme cold weather conditions (i.e. less than -20°C) and need additional inefficient PTC-heaters in such conditions. By using the natural refrigerant can provide sufficient heat performance in extreme low ambient temperature conditions, i.e. -20°C.

Figure 15: DENSO water-to-water heat-pump system

OPTEMUS will introduce an integrated thermal energy delivery system, which is composed of the CRU as its core, complemented by the front-end radiator and a set of controllable valves. The valves will enable the ability to deliver heating and cooling to targeted areas within the vehicle at specifically the requested temperature. The overall system will use cold and/or warm working fluid at the same time, providing the proper fluid temperature to dissipate or reject the heat loads from parts in the vehicle.

The target for the CRU within the OPTEMUS project is to achieve energy savings of 15% in hot weather conditions (35C° and 40% relative humidity) and 22% in cold weather conditions (-10°C and 90% relative humidity) compared to conventional electric A/C-compressor systems with conventional refrigerants and electric PTC-heaters. To achieve the target, especially in hot weather conditions, preconditioning strategies and selective cooling of the driver area in the cabin will be considered. The CRU can be delivered as a plug-and-play package, with only external connections to the cooling system including battery pack, e-motor and inverter as well as the HVAC for cabin conditioning.

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Authors

Dr. Andrés Caldevilla holds degrees in electrical engineering from the TU of Madrid and in mechanical engineering from the TU of Vienna (2000). In 2008 he received the Ph.D. degree on energy storage devices for hybrid electric vehicles from the TU of Vienna. Since 2011, Andrés is at DENSO AUTOMOTIVE Deutschland and leads the EU Technology Roadmap activity.

Ichiro Yamauchi holds a Master's degree in Electronics from the University of Shizuoka. He is a director of Engineering R&D unit at DENSO AUTOMOTIVE Deutschland.

Dr. Tibor Györög received M.Sc. in 1980 at the TU Budapest and earned at the same university a doctoral degree in 1989 he worked as Assistant Professor at the Chair of Energy Technologies. Since 1988, he is at DENSO AUTOMOTIVE Deutschland and currently Director in R&D department for A/C systems.

Dr. Werner Hünemörder studied mechanical engineering at the TU Stuttgart. He received the Ph.D. degree on thermodynamics from the University of Stuttgart. Since 2000, he is at DENSO AUTOMOTIVE Deutschland and is responsible for the development of advanced refrigerant cycles for alternative refrigerants and heat pumps at the R&D department for A/C systems.

Dr. Markus Özbek received his M.Sc. at the Linköping University and his Ph.D. degree at the University of Duisburg-Essen in 2010 on Fuel Cells research for electric vehicles. Since 2010, he works for DENSO AUTOMOTIVE Deutschland, specialized on electric- and hybrid vehicles including electric motor design and control as well as thermal management, currently for A/C systems.

Atsushi Inaba received Master’s degree in Mechanical Engineering from Nagoya University. Since 1999, he is at DENSO CORPORATION, and was in charge of development for Air conditioning system and Thermal management system. Since 2014, he works for DENSO AUTOMOTIVE Deutschland, and coordinates projects between Germany and Japan in Global DENSO Group.

Tomohiro Saito is a Manager of Corporate R&D at DENSO AUTOMOTIVE Deutschland. He holds a Master’s degree in Electrical Engineering with focus on system control design from the University of Tohoku.

Jennifer Yun holds an MBA with honors on innovation management from the Universiteit van Amsterdam, and a bachelor’s of science in engineering from the University of Texas at Austin. Currently Jennifer is engaged in identifying opportunities and creating strategies to leverage DENSO Europe capabilities as New Business Development Specialist for Non-Automotive Solutions.

Patrick Will is a Senior Consultant and Service Line Leader for Connected Vehicles and Intelligent Transportation at FEV Consulting GmbH. He holds a Master’s degree in Business Informatics with focus on Artificial Intelligence from the University of Mannheim.