Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
Open accessAbstract
The energy consumption of electric vehicles depends on the traction energy but also on the thermal comfort energy. Some studies lead to the estimation of this energy consumption from real measurements on different driving and climatic conditions. However, those results rely on a large number of vehicle tests, which is time consuming. Moreover, the impacts of the different subsystems cannot be differentiated in such global studies. A flexible simulation tool can help to analyze the impact of the different parts of a vehicle. This paper proposes a multi-physical parametrized model of an electric vehicle including the traction and comfort subsystems. A flexible model of a Renault Zoe is developed thanks to the energetic macroscopic representation. This model is validated by experimental tests of the real vehicle. Then, the impact of the HVAC (heating, ventilation, and air conditioning) subsystem is studied for different driving cycles and climatic conditions. In very cold conditions, the use of the HVAC subsystem represents an increase of up to 248% of the total energy consumption, compared to summer conditions.
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Written from the paper’s full text.
TL;DR
The paper develops and experimentally validates a flexible Energetic Macroscopic Representation (EMR) simulation of a Renault Zoe that interconnects traction, passenger-cabin, and HVAC models. It uses the model to show that thermal comfort can strongly increase electric-vehicle energy consumption, especially for urban driving in very cold conditions.
Key findings
- The interconnected model was validated on a real Renault Zoe: cabin-model maximum absolute error was 3.5 °C with RMS error 1.74 °C; HVAC cooling validation had ±3 °C transient error, <1 °C steady-state error, and RMS error 0.83 °C; the interconnected traction-plus-comfort test had a total energy consumption error of 2.7%.
- In constant-scenario simulations at −10 °C over a 1-hour drive, urban traction energy was 2,032 Wh versus HVAC energy 3,785 Wh; extra-urban was 6,640 Wh versus 3,664 Wh; highway was 19,056 Wh versus 3,767 Wh, showing HVAC impact depends strongly on driving cycle.
- For Regina, Canada, yearly simulations gave urban consumption from 120 Wh/km at 20 °C up to 418 Wh/km at very low temperatures, an increase of 248%; extra-urban increased by 95% and highway by 43%.
- Winter estimated consumption ranged from 160 to 418 Wh/km depending on driving profile, while summer ranged from 120 to 200 Wh/km; in extreme cold, the HVAC subsystem could become the main battery load.
Methods
- The authors built a multiphysical parametrized model of a Renault Zoe including traction and comfort subsystems, organized with EMR; the cabin uses a lumped-parameters thermal-node approach, and the HVAC includes a reversible heat pump, electric heater, recirculation, and humidity effects.
- Validation used three experimental tests on a real Renault Zoe: a 10-hour parked cabin/solar test, a parked hot-day HVAC cooling test, and a cold-morning driven heating test at about −5 °C with CAN battery current/voltage and GPS velocity measurements.
- Energy studies used constant ambient scenarios from −20 °C to 40 °C with desired cabin temperature 20 °C and 1-hour urban, extra-urban, and highway cycles, plus daily yearly simulations for Regina using real ambient temperature, humidity, sky temperature, and solar irradiance data at 11:00.
Limitations
- The paper states that battery thermal behavior is not considered, and future work should include an EMR electrothermal battery model, more complex traction effects such as temperature-dependent wheel-road contact, and an advanced HVAC model with dehumidifier operation.
- The paper states that the presented HVAC control is ideal and quite different from real automotive HVAC systems, since heat-pump control would require regulating heat-exchanger pressures and refrigerant mass flow.
- Evident from the text: validation is limited to one Renault Zoe and three tests; the cabin model neglects heat transfer through doors and floor panels and assumes sea-level pressure; HVAC limits rely on prior experimental results, including heat-pump stop below −15 °C and a 5 kW maximum electric-heater power.
Model-written summary. Check it against the paper before relying on it.
Integrity signals
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Cites
Statistics
Claims the paper makes
14 of 49 cited sources checked · 7 supported · 0 flagged · accuracy not yet measured
- Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
Real driving studies show reductions of 50% to 70% of driving range under extreme cold conditions.
“Results show reductions of 50% to 70% of the driving range under extreme cold conditions.”
Quote in the paperSubstantial claim1 of 2 sources checked- cites [10] source
- cites [12] source
The paper reports that cold conditions reduce real-world EV range, but its range analysis reports a 28% reduction for urban driving at 0–15°C and a 14% reduction for motorway driving, not 50%–70%. Its discussion of extreme temperatures below 4°C concerns auxiliary energy use, not a 50%–70% range reduction. The relevant passages have no page numbers in our copy. (LLM, conf=0.87)
Experimental — accuracy not yet measured
- Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
Experimental studies of ambient conditions on energy consumption are limited to the considered region and time of the study.
“Although the experimental approach highlights the overall impact of ambient conditions, the results are limited to the considered region and time of the study.”
Quote in the paperSubstantial claim1 of 2 sources checked- cites [10] source
- cites [12] source
The Introduction and Methodology describe an experimental study of ambient temperature and energy consumption using trips in the West Midlands, specifically Birmingham, from January 2016 to September 2019 (pages unavailable). That supports the study’s geographic and temporal scope, but the paper does not say its results are limited to that region and period; the Methodology says its analysis may apply to similar EVs in the UK market. (LLM, conf=0.82)
Experimental — accuracy not yet measured
- Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
Existing lumped-parameters cabin models do not present interconnections with models of the traction subsystem.
“However, no interconnections with the models of the traction subsystem are presented.”
Quote in the paperSubstantial claim1 of 4 sources checked- cites [23] source
- cites [24] source
- cites [25] source
- cites [26] source
The Introduction describes several lumped-parameter cabin models and discusses their links to air-conditioning systems, but does not say that existing models lack links to traction-subsystem models. The Model description treats this paper’s model as a cabin thermal model and says heat transfer from the motor and battery compartments can be ignored. That supports the narrower point about this model, not the categorical claim about existing models. (LLM, conf=0.78)
Experimental — accuracy not yet measured
- Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
German et al. coupled an EMR-based electrothermal battery model with a traction subsystem to study the evolution of battery temperature during driving, without considering the comfort subsystem.
“Likewise, German et al. [22] coupled an EMR-based electrothermal battery model with that of a traction subsystem to study the evolution of the battery temperature during driving (the comfort subsystem is not considered).”
Quote in the paperNot a substantial claim1 of 1 sources checked- cites [22] source
- Premisecitation§ Abstract-The energy consumption of electric vehicles depends on the traction energy but also on the thermal comfort energy.
Studies estimating energy consumption from real measurements rely on a large number of vehicle tests, which is time consuming.
“However, those results rely on a large number of vehicle tests, which is time consuming.”
- Also stated in: § Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption · plain
“Finally, this approach requires a large amount of data, which is time consuming.”
Quote in the paperSubstantial claim1 of 2 sources checked- cites [10] source
- cites [12] source
The Methodology (page unavailable) reports that the study evaluated 1,137 real-world vehicle trips, supporting the large-number-of-tests aspect. It does not say that such studies necessarily require many tests or that conducting them is time-consuming. (LLM, conf=0.82)
Experimental — accuracy not yet measured
- Also stated in: § Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption · plain
- Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
Lumped-parameters cabin models can accurately describe the evolution of average cabin temperature under different ambient conditions.
“These models can describe accurately the evolution of the average cabin temperature under different ambient conditions.”
Quote in the paperSubstantial claim1 of 4 sources checked - Premisecitation§ B. Model of the passenger cabin
The passenger cabin model is based on the lumped-parameters approach: each body is considered as an equivalent thermal node and temperature gradients are neglected.
“The passenger cabin model is based on the lumpedparameters approach: each body is considered as an equivalent thermal node and temperature gradients are neglected [26].”
Quote in the paperSubstantial claim1 of 1 sources checked- cites [26] source
- Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
Existing battery studies have not considered thermal comfort.
“However, these studies have not considered thermal comfort.”
Quote in the paperSubstantial claim2 of 3 sources checked- cites [20] source
The Introduction says prior battery studies did not consider how model parameters depend on temperature and current rate; it does not discuss thermal comfort. A search for “thermal comfort” and passenger or cabin comfort found no passage addressing whether the studies considered it. (LLM, conf=0.75)
Experimental — accuracy not yet measured - cites [21] source
- cites [22] source
- Premisecitation§ Abstract-The energy consumption of electric vehicles depends on the traction energy but also on the thermal comfort energy.
In global experimental studies, the impacts of the different subsystems cannot be differentiated.
“Moreover, the impacts of the different subsystems cannot be differentiated in such global studies.”
Quote in the paperSubstantial claim1 of 2 sources checked- cites [10] source
- cites [12] source
The Methodology (page unavailable) says auxiliary power cannot be directly extracted from total-power data while the vehicle is moving, supporting a limitation of aggregate measurements. But it also describes an interpolation method that estimates auxiliary power and separates its energy use from other components. The categorical claim that subsystem impacts cannot be differentiated overstates the source. (LLM, conf=0.87)
Experimental — accuracy not yet measured
- Premisecitation§ B. Variation of the energy consumption with real ambient conditions
In Regina, ambient temperatures can range from -30 °C to 30 °C over a year.
“This region is chosen for its wide variation of ambient temperatures, which can range from -30 °C to 30 °C over a year (Fig. 12).”
Quote in the paperSubstantial claim1 of 1 sources checked- cites [48] source
The station table in Section 6 lists Regina (REG), but gives no ambient-temperature range for it. Searches for Regina’s annual temperatures and the −30 °C to 30 °C range found no passage in our copy that verifies those values. (LLM, conf=0.76)
Experimental — accuracy not yet measured
- Premisecitation§ III. VALIDATION OF THE MODELS
The traction subsystem alone has already been validated experimentally in [17].
“The traction subsystem alone has already been validated experimentally in [17].”
Quote in the paperNot a substantial claim1 of 1 sources checked- cites [17] source
- Findingown data§ B. Variation of the energy consumption with real ambient conditions
The yearly variation of overall energy consumption is 248% in a Canadian climate due to very cold winters.
“Furthermore, the results show a yearly variation of the overall energy consumption of 248% in a Canadian climate (due to their very cold winters).”
Quote in the paperSubstantial claim- Rests on an assumption: The climate of Regina is representative of a Canadian climate.
- Rests on an assumption: The absence of a battery thermal model does not materially affect the estimated energy consumption.
- Findingown data§ A. Distribution of the energy consumption per subsystem
The impact of the HVAC subsystem on energy consumption strongly depends on the driving cycle, in addition to climatic conditions.
“The results show that, besides climatic conditions, the impact of the HVAC subsystem on energy consumption strongly depends on the driving cycle.”
Quote in the paperSubstantial claim - Findingown data§ B. Variation of the energy consumption with real ambient conditions
For the extra-urban cycle, overall energy consumption varies from 136 Wh/km at 20 °C to 266 Wh/km, an increase of 95%.
“For the extra-urban cycle, the overall energy consumption varies from 136 Wh/km at 20 °C, up to 266 Wh/km, an increase of 95%.”
Quote in the paperSubstantial claim- Rests on an assumption: The absence of a battery thermal model does not materially affect the estimated energy consumption.
- Findingreasoning§ A. Distribution of the energy consumption per subsystem
There is an inverse relationship between the energy consumption per kilometer of the traction and HVAC subsystems.
“Indeed, there is an inverse relationship between the energy consumption per kilometer of the traction and HVAC subsystems.”
Quote in the paperSubstantial claim - Findingown data§ A. Distribution of the energy consumption per subsystem
For each driving cycle, the minimal total energy consumption among the considered scenarios occurred at Tamb = 20 °C with no HVAC (scenario 5).
“As expected, the minimal energy consumption (for each driving cycle) is for scenario 5: Tamb = 20 °C and no HVAC.”
Quote in the paperSubstantial claim - Findingown data§ B. Variation of the energy consumption with real ambient conditions
A maximal value of energy consumption is attained at very low ambient temperatures.
“The results also show that a maximal value of the energy consumption is attained at very low ambient temperatures.”
Quote in the paperNot a substantial claim - Findingown data§ III. VALIDATION OF THE MODELS
Across the validation tests, which included summer and winter scenarios, simulated temperatures evolved similarly to measured ones.
“The considered tests include summer and winter scenarios, and all the results show that the simulated temperatures evolve similarly to the measured ones.”
Quote in the paperSubstantial claim - Findingown data§ B. Variation of the energy consumption with real ambient conditions
In extreme temperatures, the HVAC subsystem can outweigh the traction subsystem in energy consumption.
“Indeed, in extreme temperatures, the HVAC subsystem can even outweigh the traction subsystem in terms of energy consumption.”
Quote in the paperSubstantial claim- Rests on an assumption: The absence of a battery thermal model does not materially affect the estimated energy consumption.
- Findingown data§ Abstract-The energy consumption of electric vehicles depends on the traction energy but also on the thermal comfort energy.
In very cold conditions, the use of the HVAC subsystem represents an increase of up to 248% of the total energy consumption, compared to summer conditions.
“In very cold conditions, the use of the HVAC subsystem represents an increase of up to 248% of the total energy consumption, compared to summer conditions.”
Quote in the paperSubstantial claim - Findingown data§ B. Variation of the energy consumption with real ambient conditions
Thermal comfort has a strong impact on overall energy consumption, especially for urban driving profiles in very cold conditions.
“The results show the strong impact of thermal comfort on the overall energy consumption, especially for urban driving profiles in very cold conditions.”
Quote in the paperSubstantial claim- Rests on an assumption: The absence of a battery thermal model does not materially affect the estimated energy consumption.
- Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
The need for thermal comfort can entail a large variation of overall energy consumption during the year, especially in regions with very cold winters.
“However, the need for thermal comfort could entail a large variation of the overall energy consumption during the year, especially in regions with very cold winters [10].”
Quote in the paperSubstantial claim0 of 1 sources checked- cites [10] source
- Study design and conductown data§ Abstract-The energy consumption of electric vehicles depends on the traction energy but also on the thermal comfort energy.
The accuracy of the simulation is verified by experimental tests on the real BEV.
“This model is validated by experimental tests of the real vehicle.”
- Also stated in: § Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption · plain
“The accuracy of the simulation is verified by experimental tests on the real BEV.”
Quote in the paperSubstantial claim - Also stated in: § Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption · plain
- Premisenone given§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
Despite numerous existing models for the main subsystems of a BEV, an interconnection between them is rarely described.
“Despite the numerous existing models for the main subsystems of a BEV, an interconnection between them is rarely described.”
Quote in the paperSubstantial claim - Premisecitation§ Main variables β
The driving range of battery electric vehicles can be strongly affected by use of the HVAC subsystem for thermal comfort.
“Although driving ranges have increased in recent years, they can still be strongly affected when considering the use of the HVAC subsystem for thermal comfort [3].”
Quote in the paperSubstantial claim0 of 1 sources checked- cites [3] source
- Premisereasoning§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
The development of a complete model is challenging because it requires several complex models from different physical domains, as well as their control and energy management.
“The development of a complete model is a challenging task, because it requires several complex models from different physical domains (i.e., thermal, electrical and mechanical), as well as their control and energy management (e.g., regenerative braking).”
Quote in the paperSubstantial claim - Interpretationreasoning§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy Consumption
The flexibility of the functional-based simulation is achieved by the unified organization approach, which allows to readily include, remove, or modify a model of a subsystem and adapt its control, without affecting the rest of the system.
“This flexibility is achieved by the unified organization approach, which allows to readily include, remove, or modify a model of a subsystem and adapt its control, without affecting the rest of the system.”
Quote in the paperSubstantial claim - Premisecitation§ B. Model of the passenger cabin
Sky temperatures can be estimated from correlations.
“Sky temperatures can be estimated from correlations described in [45] and [46].”
Quote in the paperNot a substantial claim0 of 1 sources checked- cites [45] and [46]
Couldn’t be matched to a paper in Crossref, so it can’t be checked.
- Interpretationown data§ A. Distribution of the energy consumption per subsystem
When thermal comfort needs are important, a shorter driving time (higher speeds) can be energetically advantageous, contrary to the traditional view that passive driving is more efficient.
“However, when the need for thermal comfort becomes important, a shorter driving time (and therefore higher speeds) can become advantageous from an energetic point of view.”
Quote in the paperSubstantial claim - Interpretationreasoning§ A. Distribution of the energy consumption per subsystem
Because all simulations use the same driving time, the average power and energy consumption of the HVAC subsystem is similar across the three driving cycles.
“Since all simulations consider the same driving time, the average power and energy consumption of the HVAC subsystem is similar for all 3 driving cycles.”
Quote in the paperSubstantial claim - Interpretationown data§ III. VALIDATION OF THE MODELS
The accuracy of the cabin model is verified.
“Thus, the accuracy of the cabin model is verified.”
Quote in the paperSubstantial claim - Premisecitation§ C. Model of the HVAC subsystem
The condensation of water vapor in summer could represent an additional latent heat load on the heat pump.
“Moreover, the condensation of water vapor in summer could represent an additional latent heat load on the heat pump [27].”
Quote in the paperNot a substantial claim0 of 1 sources checked- cites [27] 2017
Not checked in the free run.
- The authors state this as an assumption: Only sea level pressure is considered.
- Study design and conductown data§ III. VALIDATION OF THE MODELS
Three experimental tests were performed on a commercial Renault Zoe to validate the developed models.
“Three experimental tests have been performed on a commercial BEV, a Renault Zoe, to validate the developed models.”
Quote in the paperSubstantial claim - Interpretationreasoning§ B. Variation of the energy consumption with real ambient conditions
When cabin thermal needs surpass the maximal heating power, total energy consumption is capped by the maximal capacity of the HVAC subsystem.
“Thus, when the cabin thermal needs surpass this maximal heating power, the total energy consumption is capped by the maximal capacity of the HVAC subsystem.”
Quote in the paperSubstantial claim - Study design and conductown data§ B. Variation of the energy consumption with real ambient conditions
The simulation is validated by experimental measurements taken on a real vehicle.
“The simulation is validated by experimental measurements taken on a real vehicle.”
Quote in the paperSubstantial claim - Interpretationown data§ III. VALIDATION OF THE MODELS
The developed simulation can be used to estimate energy consumption considering thermal comfort and real ambient conditions.
“Finally, the small error between the simulated and measured energy consumption for the last test (interconnected system), shows that the developed simulation can be used to estimate the energy consumption considering thermal comfort and real ambient conditions.”
Quote in the paperSubstantial claim- Rests on an assumption: The absence of a battery thermal model does not materially affect the estimated energy consumption.
- Interpretationreasoning§ III. VALIDATION OF THE MODELS
The accuracy of the global model is verified.
“Therefore, the accuracy of the global model is verified.”
Quote in the paperSubstantial claim - Interpretationown data§ III. VALIDATION OF THE MODELS
The interconnected model is verified.
“Thus, the interconnected model is also verified.”
Quote in the paperSubstantial claim
- Classified as probably not a substantial claim. 18
- May combine two claims. 25
Probably not a substantial claim: may not pass S3 (load-bearing).
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionIn previous work, the traction subsystem of a Renault Zoe has been modeled and validated by driving tests on a real vehicle.
“In a previous work, the traction subsystem of a Renault Zoe has been modeled and validated by driving tests on a real vehicle [17].”
Quote in the paperNot a substantial claim1 of 1 sources checked- cites [17] source
Probably not a substantial claim: may not pass S3 (load-bearing).
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionThe lumped-parameters approach considers an average cabin temperature and total heat flows at its boundaries.
“This approach considers an average cabin temperature and the total heat flows at its boundaries.”
Quote in the paperNot a substantial claim1 of 4 sources checkedMay combine two claims.
Findingown data§ III. VALIDATION OF THE MODELSIn the HVAC cooling validation test, simulated and measured temperatures evolved similarly, with maximal absolute cabin temperature error ±3 °C during transient, <1 °C steady state, and RMS error 0.83 °C.
“Simulated and measured temperatures evolve similarly.The maximal absolute error for the cabin temperature is ±3 °C, during the transient state.During the steady state, the absolute error is less than 1 °C.The RMS error (considering the whole test) is 0.83 °C.”
Quote in the paperSubstantial claimMay combine two claims.
Findingown data§ B. Variation of the energy consumption with real ambient conditionsMonthly variation shows sharp contrast between cold months (November-March) and warm months (April-October); depending on driving profile, estimated energy consumption in winter ranges from 160 to 418 Wh/km, and in summer from 120 to 200 Wh/km.
“The results show the very sharp contrast of the energy consumption between November and March (cold months), and that between April and October.Depending on the driving profile, the estimated energy consumption in winter ranges from 160 to 418 Wh/km.In summer, it ranges from 120 to 200 Wh/km.”
Quote in the paperSubstantial claim- Rests on an assumption: The absence of a battery thermal model does not materially affect the estimated energy consumption.
May combine two claims.
Findingown data§ B. Variation of the energy consumption with real ambient conditionsThe highway cycle is least impacted by ambient conditions, with an increase in consumption of 43%.
“The highway cycle is the least impacted by the ambient conditions, with an increase in consumption of 43%.”
Quote in the paperSubstantial claim- Rests on an assumption: The absence of a battery thermal model does not materially affect the estimated energy consumption.
May combine two claims.
Findingown data§ B. Variation of the energy consumption with real ambient conditionsWhen only the traction subsystem is considered, yearly energy consumption remains almost constant and depends mainly on the driving profile; for the highway profile, the slight increase at low temperatures is due to air density and aerodynamic drag.
“First, we see that the energy consumption remains almost constant if only the traction subsystem is considered (classical energetic studies).In this case, the energy consumption just depends on the driving profile.For the highway profile, the slight increase at low temperatures is due to air density and the aerodynamic drag.”
Quote in the paperSubstantial claimMay combine two claims.
Findingown data§ A. Distribution of the energy consumption per subsystemIn scenario 2 (Tamb = -10 °C), for a 1-hour drive, total traction energy increases from urban to highway cycle, while HVAC energy remains very similar.
“This table shows that the total energy consumption (in Wh) of the traction subsystem increases from the urban cycle to the highway one, while that of the HVAC subsystem remains very similar.”
Quote in the paperSubstantial claimMay combine two claims.
Findingown data§ III. VALIDATION OF THE MODELSIn the interconnected model validation test, simulated and measured temperatures and battery power evolved similarly, and the error for total energy consumption was 2.7%.
“Simulated and measured temperatures, as well as the battery power evolve similarly.The error for the total energy consumption is 2.7%.”
Quote in the paperSubstantial claimMay combine two claims.
Findingown data§ B. Variation of the energy consumption with real ambient conditionsFor the urban cycle, estimated energy consumption ranges from 120 Wh/km at 20 °C to 418 Wh/km at very low temperatures, an increase of 248%.
“For this type of profile, the estimated energy consumption ranges from 120 Wh/km at 20 °C, up to 418 Wh/km at very low temperatures: an increase of 248%.”
Quote in the paperSubstantial claim- Rests on an assumption: The absence of a battery thermal model does not materially affect the estimated energy consumption.
May combine two claims.
Findingown data§ B. Variation of the energy consumption with real ambient conditionsConsidering the interconnection with the HVAC subsystem, there is a large variation in energy consumption, and the impact of ambient conditions is much greater on the urban cycle.
“On the other hand, a large variation in consumption is obtained by considering the interconnection with the HVAC subsystem.In addition, we can still see that the impact of ambient conditions is much greater on the urban cycle.”
Quote in the paperSubstantial claim- Rests on an assumption: The absence of a battery thermal model does not materially affect the estimated energy consumption.
May combine two claims.
Findingown data§ A. Distribution of the energy consumption per subsystemAs climatic conditions change from 20 °C, the need for thermal comfort and total energy consumption increase.
“As the climatic conditions change, the need for thermal comfort and the total energy consumption increase accordingly.”
Quote in the paperSubstantial claimMay combine two claims.
Findingown data§ III. VALIDATION OF THE MODELSIn the parked outdoor cabin test, the simulated cabin temperature evolution was similar to measured, with maximal absolute error 3.5 °C and RMS error 1.74 °C.
“Fig. 7b shows that the evolution of the measured and simulated cabin temperatures are similar.The maximal absolute error is 3.5 °C and the RMS error is 1.74 °C.”
Quote in the paperSubstantial claimProbably not a substantial claim: may not pass S3 (load-bearing).
Premisecitation§ B. Model of the passenger cabinHeat rates between two nodes at different temperatures depend on the heat transfer mechanism: conduction, convection or radiation.
“Heat rates Q ̇ between 2 nodes at different temperatures (Thot and Tcold) depend on the heat transfer mechanism: conduction Q ̇cond, convection Q ̇conv or radiation Q ̇rad [27]”
Quote in the paperNot a substantial claim0 of 1 sources checked- cites [27] 2017
Not checked in the free run.
Probably not a substantial claim: may not pass S3 (load-bearing).
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionKim et al. quantified the variation of the performance of a heat pump as a function of ambient temperature.
“In particular, Kim et al. [32] quantified the variation of the performance of a heat pump as a function of the ambient temperature.”
Quote in the paperNot a substantial claim0 of 1 sources checked- cites [32] source
Probably not a substantial claim: may not pass S3 (load-bearing). May combine two claims.
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionThe Neubauer et al. study does not describe the modeling process nor the experimental validations.
“However, this study does not describe the modeling process, nor the experimental validations.”
Quote in the paperNot a substantial claim0 of 1 sources checked- cites [35] source
Probably not a substantial claim: may not pass S2 (checkable). May combine two claims.
Premisenone given§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionNumerical simulations based on mathematical models are flexible and enable repeatable and specific studies under various scenarios.
“In contrast, numerical simulations, based on mathematical models, are flexible and enable repeatable and specific studies under various scenarios.”
Quote in the paperNot a substantial claimMay combine two claims.
Premisereasoning§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionEMR considers the dynamic interactions between subsystems and facilitates the interconnection of multi-domain models into a unified simulator.
“Thus, it considers the dynamic interactions between subsystems and facilitates the interconnection of multi-domain models into a unified simulator.”
Quote in the paperSubstantial claimProbably not a substantial claim: may not pass S3 (load-bearing).
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionAn EMR-based model describing the interaction between the cabin and ambient air has been developed and validated.
“Moreover, an EMR-based model describing the interaction between the cabin and ambient air has also been developed and validated in [40].”
Quote in the paperNot a substantial claim0 of 1 sources checked- cites [40] source
Classified as probably not a substantial claim. May combine two claims.
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionThe EMR formalism is based on a systemic modeling approach and organizes models according to their energetic function rather than their physical structure.
“The EMR formalism is based on a systemic modeling approach and organizes models according to their energetic function in the system, rather than their physical structure [38].”
Quote in the paperSubstantial claim0 of 1 sources checked- cites [38] source
Classified as probably not a substantial claim.
Study design and conductreasoning§ A. Model of the traction subsystemSince this study is focused on thermal comfort, the temperature effects on the battery are not considered.
“Since this study is focused on the thermal comfort, the temperature effects on the battery are not considered.”
Quote in the paperSubstantial claimMay combine two claims.
Interpretationreasoning§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionThis functional-based simulation, organized through the EMR formalism, allows to estimate the energy consumption and quantify the individual impacts of ambient conditions at a system and subsystem level.
“This functional-based simulation, organized through the EMR formalism, allows to estimate the energy consumption, and quantify the individual impacts of ambient conditions at a system and subsystem level.”
Quote in the paperSubstantial claimProbably not a substantial claim: may not pass S3 (load-bearing). May combine two claims.
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionHorrein et al. used EMR to develop a simplified model of the cabin and electric heater of a hybrid electric vehicle and coupled it with the traction subsystem.
“In this context, Horrein et al. [36] used the Energetic Macroscopic Representation (EMR) formalism [37] to develop a simplified model of the cabin and the electric heater of a hybrid electric vehicle and coupled it with the traction subsystem.”
Quote in the paperNot a substantial claim0 of 2 sources checkedClassified as probably not a substantial claim.
Premisereasoning§ Abstract-The energy consumption of electric vehicles depends on the traction energy but also on the thermal comfort energy.A flexible simulation tool can help to analyze the impact of the different parts of a vehicle.
“A flexible simulation tool can help to analyze the impact of the different parts of a vehicle.”
Quote in the paperSubstantial claimMay combine two claims.
Premisenone given§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionExisting HVAC studies do not consider the large yearly variation of cabin thermal needs nor the reduced performances of heat pumps at very low temperatures.
“However, these studies do not consider the large yearly variation of the cabin thermal needs, nor the reduced performances of heat pumps at very low temperatures.”
Quote in the paperSubstantial claim0 of 3 sources checkedProbably not a substantial claim: may not pass S3 (load-bearing). May combine two claims.
Premisereasoning§ II. MODELING OF THE STUDIED ELECTRIC VEHICLEEMR facilitates the organization and interconnection of models from complex multi-domain systems, as well as the development of their control structures.
“This feature facilitates the organization and interconnection of models from complex multi-domain systems, as well as the development of their control structures.”
Quote in the paperNot a substantial claimProbably not a substantial claim: may not pass S3 (load-bearing).
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionHorrein et al. studied the impact of electric heating on energy consumption for mild winter scenarios.
“This work studied the impact of electric heating on the energy consumption for mild winter scenarios.”
Quote in the paperNot a substantial claim0 of 1 sources checked- cites [36] source
May combine two claims.
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionThe structural approach could entail conflicts of association between variables, difficulties to modify the granularity of models and difficulties to define control schemes.
“However, this approach could entail conflicts of association between variables, difficulties to modify the granularity of models and difficulties to define control schemes [38].”
Quote in the paperSubstantial claim0 of 1 sources checked- cites [38] source
Probably not a substantial claim: may not pass S3 (load-bearing).
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionNeubauer et al. studied the performances of BEVs considering ambient conditions of several cities in the United States using an internally developed simulation tool.
“Neubauer et al. [35] from the National Renewable Energy Laboratory studied the performances of BEVs considering the ambient conditions of several cities in the United States, using an internally developed simulation tool.”
Quote in the paperNot a substantial claim0 of 1 sources checked- cites [35] source
May combine two claims.
Premisecitation§ Abstract-The energy consumption of electric vehicles depends on the traction energy but also on the thermal comfort energy.The energy consumption of electric vehicles depends on traction energy and on thermal comfort energy.
“The energy consumption of electric vehicles depends on the traction energy but also on the thermal comfort energy.”
Quote in the paperSubstantial claim0 of 1 sources checked- cites [3] source
Probably not a substantial claim: may not pass S2 (checkable).
Premisecitation§ Flexible Simulation of an Electric Vehicle to Estimate the Impact of Thermal Comfort on the Energy ConsumptionSimulation is essential for the development and evaluation of new electrified vehicles.
“Simulation is essential for the development and evaluation of new electrified vehicles [13].”
Quote in the paperNot a substantial claim0 of 1 sources checked- cites [13] source
May combine two claims.
Interpretationreasoning§ III. VALIDATION OF THE MODELSGood accuracy for both cabin and vent temperatures implies a good estimation of cabin thermal needs and good control of the HVAC subsystem.
“Thus, a good accuracy for both temperatures (cabin and vents) also means a good estimation of the cabin thermal needs and a good control of the HVAC subsystem.”
Quote in the paperSubstantial claimMay combine two claims.
Interpretationreasoning§ A. Distribution of the energy consumption per subsystemIn urban cycles, because HVAC and ancillaries consume energy while the vehicle is stopped, overall energy consumption can greatly increase, and in extreme cold the HVAC subsystem can become the main load on the battery.
“This means that the HVAC subsystem and the rest of ancillaries continue to consume energy when the vehicle is not moving.This can result on a great increase of the overall energy consumption.For extreme cold scenarios, the HVAC subsystem can even become the main load on the battery.”
Quote in the paperSubstantial claimProbably not a substantial claim: may not pass S3 (load-bearing). May combine two claims.
Study design and conductreasoning§ S passThe presented control structure is ideal and quite different from that used in real automotive HVAC systems.
“It should be noted that the presented control structure is ideal and quite different from that used in real automotive HVAC systems.”
Quote in the paperNot a substantial claimMay combine two claims.
Interpretationreasoning§ A. Distribution of the energy consumption per subsystemAs driving cycle shifts from urban to extra-urban/highway, the impact of thermal comfort on energy consumption per kilometer decreases while that of traction increases.
“Therefore, the impact of thermal comfort on the energy consumption per kilometer (in Wh/km) decreases, whereas that of the traction subsystem increases.”
Quote in the paperSubstantial claimMay combine two claims.
Interpretationreasoning§ A. Distribution of the energy consumption per subsystemThe impact of the HVAC subsystem on overall energy consumption depends on both climatic conditions and average speed of the driving cycle; as average speed increases, the HVAC impact decreases.
“Thus, the impact of the HVAC subsystem on the overall energy consumption depends not only on climatic conditions, but also on the average speed of the driving cycle.As the average speed increases, the impact of the HVAC subsystem decreases.”
Quote in the paperSubstantial claimClassified as probably not a substantial claim.
Premisecitation§ B. Variation of the energy consumption with real ambient conditionsThe heat pump stops working when ambient temperature drops below -15 °C.
“the developed model considers that the heat pump stops working when the ambient temperature drops below -15 °C [32].”
Quote in the paperSubstantial claim0 of 1 sources checked- cites [32] source
Probably not a substantial claim: may not pass S3 (load-bearing).
Premisecitation§ S passThe control of a heat pump is much more complex than the presented control, because it is necessary to regulate the pressures of the heat exchangers, as well as the mass flow of the refrigerant.
“Indeed, the control of a heat pump is much more complex, because it is necessary to regulate the pressures of the heat exchangers, as well as the mass flow of the refrigerant [29].”
Quote in the paperNot a substantial claim0 of 1 sources checked- cites [29] source
The authors state this as an assumption.
All heat rates into the cabin are considered positive and heat transfers through doors and floor panels are neglected.
“Moreover, all heat rates into the cabin are considered positive and heat transfers through doors and floor panels are neglected.”
The authors state this as an assumption.
Only sea level pressure is considered.
“Only sea level pressure is considered.”
The authors state this as an assumption.
The mass rate of air leaving the vehicle is equal to that of the fresh air entering.
“It is assumed that the mass rate of air leaving is equal to that of the fresh air entering.”
The paper relies on this without support.
The climate of Regina is representative of a Canadian climate.
“This region is chosen for its wide variation of ambient temperatures, which can range from -30 °C to 30 °C over a year (Fig. 12).”
“Furthermore, the results show a yearly variation of the overall energy consumption of 248% in a Canadian climate (due to their very cold winters).”
The paper relies on this without support.
The absence of a battery thermal model does not materially affect the estimated energy consumption.
“The next step is to include a thermal model of the battery, such as the one developed using EMR in [22].Indeed, the battery thermal behavior is a key factor in the performance of the vehicle.”
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“Except for the main traction machines as the substitution for fossil fuel engines, the electrification of auxiliary systems such as air compressor [1] and hydrogen circulation pump for fuel cell electric vehicles (EVs) and electric heat pump for battery EVs, is essential for enhancing endurance mileage [2].”
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“The results are shown in Figure 6 [15].”
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“In addition, in [54], the validation of the cabin, HVAC system, and climate control system coupling was performed through experimental measurements of temperature and energy consumption in an EV.”
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“…em and Ω em are the torque and speed of the electric machine, a veh is the vehicle acceleration, m veh is the vehicle mass, f is the rolling coefficient, g is the gravity, α is the road slope, k air is the coefficient for air drag, k tran is the transmission ratio, γ is a ratio for braking strategy.”
A Generic Model for Accurate Energy Estimation of Electric Vehicles
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Highly Efficient Year-Round Energy and Comfort Optimization of HVAC Systems in Electric City Buses
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Highly Efficient Year-Round Energy and Comfort Optimization of HVAC Systems in Electric City Buses
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“The EMR of the electric drive for the simplified model is given in Figure 4.”
BackgroundInfluentialSelf-citationEnergy Saving of Dual-Machine Systems in Speed-Addition and Torque-Addition Architectures
Li, K., Lhomme, W., & Bouscayrol, A. (2024) · IEEE Transactions on Transportation Electrification · doi:10.1109/tte.2024.3464730 · Cited by 2 · see citing works
“The selected driving scenarios include a real extra-urban driving cycle in Lille, France [31], as well as four standard cycles: Urban Dynamometer Driving Schedule (UDDS), World Light Vehicle Test Cycle (WLTC), Highway Fuel Economy Test (HWFET), and New European Driving Authorized licensed use…”
Self-citation2022 Index IEEE Transactions on Transportation Electrification Vol. 8
(2022) · IEEE Transactions on Transportation Electrification · doi:10.1109/tte.2022.3225943
Caracterización térmica de un intercambiador de calor de un autobús
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Impact of Battery Temperature on Charging Time of an Electric Vehicle for Slow Charging
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“Driving range can decrease by 50 to 70% if not preconditioned [8].”
Self-citationGreen Rural Modern Architectural Design Based on Pose Recognition Algorithm of Thermal Discomfort
Gao, X. (2024) · Information Technology And Control · doi:10.5755/j01.itc.53.4.37391
“Ramsey et al. [18] studied the Information Technology and Control 2024/4/53 application of human energy consumption analysis methods in indoor thermal environment evaluation and established a new dual node energy consumption analysis model.”
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Research on Adaptability Testing and Evaluation of Battery Electric Vehicles in Cold Environments
Wang, P., He, J., He, X., Liu, M., Tang, G., Zhou, Q., Meng, Z., & Xu, N. (2026) · Energies · doi:10.3390/en19133137
Selective expert-guided reinforcement learning for vehicle cabin thermal management
Pang, Y., Li, K., Xie, Y., Song, W., & Tan, W. (2026) · Energy · doi:10.1016/j.energy.2026.142707
- Authors
- Ramsey, D., Bouscayrol, A., Boulon, L., Desreveaux, A., & Vaudrey, A.
- Affiliations
- Arts et Métiers (FR)
- Institut de Recherche sur l’Hydrogéne, Université du Québec à Trois-Rivières, Trois-Rivières, QC, Canada
- Ecole d'ingénieurs en génie des systèmes industriels (FR)
- Venue
- IEEE Transactions on Transportation Electrification
- Published
- 2022-06
- Volume
- 8
- Issue
- 2
- Pages
- 2288-2298
- ISSN
- 2332-7782 (ISSN-L)
- 2372-2088
- OpenAlex
- W4205345841
- Semantic Scholar
- 58ecfeebe4469bf75fb6eb3fea26d4bac2ac863b
- Cited by
- 39
- References
- 45
- Citations by year
- 2026: 3 · 2025: 6 · 2024: 11 · 2023: 12 · 2022: 7
- FWCI
- 3.93
- Type
- journal article
- Language
- en
- Open access
- green
- lilloa.hal.science
- Licence
- Locations
- IEEE Transactions on Transportation Electrification (publishedVersion)
- HAL (submittedVersion, other-oa)
- Le dépôt institutionnel (Université du Québec à Trois-Rivières) (submittedVersion)
- LillOA (Université de Lille (University Of Lille)) (submittedVersion)
- LillOA (Université de Lille (University Of Lille)) (submittedVersion, other-oa)
- Funders
- Region “Hauts-de-France”
- Topics
- Physical Sciences › Engineering › Building and Construction › Building Energy and Comfort Optimization
- Physical Sciences › Engineering › Automotive Engineering › Electric and Hybrid Vehicle Technologies
- Physical Sciences › Engineering › Electrical and Electronic Engineering › Electric Vehicles and Infrastructure
- Keywords
- electric vehicles, thermal comfort, energy consumption, vehicle simulation, occupant thermal comfort, battery management
About these checks
Registry, retraction, Cites and statistics results are computed, not judged, with one exception: a printed reference that no index lists is read once by a model before it counts as a citation error. Claims are extracted by a model and kept only when their quote appears verbatim in the text; each cited source is then checked, with a model’s help, for whether it says what the claim relies on. Those verdicts can be wrong — read the claim’s quote and the cited source before relying on one.
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