The specifications of brand independent or common/electric/electronic interfaces have been defined, standards for communications with the cloud and the data have been selected and the use-cases have been defined including requirement for the controls of the BEV system. Definition of the virtual simulation framework were made and generic base vehicle model that demonstrates the correct system and component behavior. The base vehicle model platform is exchanged with all CEVOLVER partners accompanied by a user manual. The features eco-routing, range estimation and eco-driving have been developed and a basic version has been distributed to start the implementation process. The simulation environment has been used to produce first results about thermal management feature. Two prototypes were developed and built. For the first prototype, tests were completed and have been shared with the partners. Investigations of thermal management components among others underlined the potential energy savings by cabin heating using a heat pump instead of a PTC heater. For Some unexpected technical problems delayed the onset of the testing phase, so that only stationary testing and low-speed dynamometer tests could be completed before the final event. Thereafter, the vehicle successfully completed a long-distance drive across the borders of Germany, The Netherlands and Belgium. The marginal exceedance of the time limit (60 minutes additional trip time for charging compared to a conventional vehicle) were due to a non-functional fast-charging station with this information not being available yet online, that was not marked as defective in the online portal and the necessary detour towards another fast-charging station. Heating comfort was provided using surface heating panels along with a PTC heater for warm air. This combination was chosen in view of a use case of parcel delivery, in which the driver would open the doors for delivery frequently thereby losing the warm air. Then, heating surfaces that the driver touches or that are radiating to the driver is a lot more effective, whilst for the provision of warm air, when needed, a PCT is the cheaper solution over a heat pump. A malfunction of the PTC control, managed to spoil achieving the energy efficiency target in one test drive, as it heated the cabin air way above the target temperature. Vehicle setups of both validator vehicles were completed. Both validator vehicles underwent testing on dynamometer. Validator 1 was configured reusing the vehicle demonstrator of the OPTEMUS project. Validator 2 was used to complete the effects missing in open road testing of Validator 2. Validator 2 completed successfully the long-distance demonstration drives on open roads between Orbassano and Ceriale using the enhanced cloud-based user guidance for eco-charging and eco-driving of IFPEN. Eco-charging demonstrated to cut up to 47% of charging time by pre-conditioning the battery for fast-charging and then charging the battery only in the SoC window, where maximum power transfer was possible, even though this meant inserting a further charging stop. For WP6 concerning the validation and verification of the demonstrators and assessment of the energy and thermal management optimisation framework and methodology has been completed in the extended time frame despite the impact of COVID-19. is proceeding, but progress is implicitly impacted by CoVid-19 due to the delay of the work packages of the demonstrator vehicles. First measurements though were achieved and evaluated and support the automatization of the evaluation process. Dissemination activities were done i.e. incooperation with projects of the E-VOLVE cluster as well as other projects like GHOST and iModBatt.
