Hybrid Technology

HYBRID TECHNOLOGY
ENGINEERING SERVICES BY FEV
Contents and Introduction
Optimization of Hybrid Concepts
through Simulation
Dear Reader,
Mobility is one important factor for economic prosperity and growth; however, it is dependent
upon the price of fuel. The global political and environmental situation has a significant
influence on the price consumers pay for fuel.
Optimal Engine
Configuration
N Engine Concept
N Geometrical Data
Optimal Configuration
of Electric Machine
N Machine Type
N Power
Optimal Configuration
of Transmission
N Transmission Type
N Gear Ratios
FEV’s simulation models of various hybrid
powertrain configurations provide a detailed
analysis of the interaction between powertrain
components and improve the understanding
of engine and component characteristics.
Improving the efficiency of vehicles powered by internal combustion engines decreases
our dependency on these factors. Hybrid vehicle drivetrains can significantly contribute to
improving motor vehicle efficiency.
This brochure contains descriptions of Engineering Services offered by FEV in the field of
hybrid drivetrain development. It addresses a subset of the following important hybrid-related
topics that are key elements for the successful introduction of hybrid drivetrain technology:
Content
Optimization of Hybrid Concepts through Simulation
Combustion Engines in Hybrid Drivetrains
Hybrid Transmission Concepts
Hybrid Powertrain Mechanics
High-Voltage Systems, Wiring Harness and Safety
Hybrid Control Unit and HiLTesting
Batteries
Cooling System Layout
Hybrid Powertrain Design and Integration
Hybrid Powertrain Calibration
Hybrid Vehicle NVH, Balancing of HEV Operational Modes
Hybrid Vehicle Benchmarking
Cost/Benefit Considerations of Hybrid Systems
FEV Electric Hybrid Vehicles
FEV Hydraulic Hybrid Vehicles
Industrialization of HEV production development projects
Certification and Aftermarket Documentation
Page
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Optimal Configuration
of Battery and
Battery Type
Optimal Configuration
of Inverter and
Inverter Type
Simulation Work
N All relevant software codes available
(Matlab-Simulink, GT-Drive)
N Models available for
N Parallel, series, and power-split
N Hybrid-relevant components
N Hybrid operation strategies
N Flexible boundary conditions (e.g. vehicle
class, market segment, ICE type, hybrid
concept and driving profile)
N Correlation with vehicle measurements
N Correlation with benchmark data
(FEV database)
Simulation Model
of Parallel Hybrid
Simulation Results for Power-Split Hybrid
2
Powertrains in NEDC
3
Combustion Engines
Hybrid Transmission Concepts
in Hybrid Drivetrains
320
300
280
260
240
220
200
180
160
140
120
100
90
80
70
60
50
40
30
20
10
0
Torque
Improvement
3.0I NA
1.8I TC
1.8I TC dynamic full load in 2. gear
only time limited compensation possible
permanent compensation possible
max. electric torque
Gasoline Hybrid
N Simplification of the combustion engine
(e.g. Miller/Atkinson cycle)
N Hybrids offer opportunity for downsizing
without the drawbacks of insufficient
low-end torque because electric machines
are capable of providing high peak torque
at low speeds.
N Combining hybrid with lean-burn
combustion technology can also be
advantageous.
Development of the concept, building of
prototypes and production development
continues up to Start Of Production (SOP).
3 Examples of Transmission Concepts
can be described as follows:
1000
2000
3000
4000
5000
Hybrid AT Concept (SUV)
N Carry over 6-speed auto. transmission
N Replace conventional converter by
electric converters
N Full hybrid functionality:
N Performance improved by 30%
N Fuel economy improved by 20%
N Premium NVH
N Same package as base transmission
N Modular low cost system
6000
Engine Speed [rpm]
Operating Range
without Hybrid Assistance
Torque Curves Hybrid Boost System
FEV’s experience enables the following
hybrid concept development:
N Evaluation of IC engine configurations
such as naturally aspirated ÅÆ
turbocharged and spark ignition ÅÆ
diesel versus hybrid powertrain concepts
such as parallel, series and power-split
N Monodirectional optimization
for fuel economy or multidimensional
optimization for areas such as FE,
emissions and NVH
N Realization of prototype and
production powertrains
Optimized Operating
Range with Hybrid
Assistance
Engine Speed
Hybrid Operation Map
6000
15000
5000
10000
4000
5000
3000
0
2000
-10000
1000
-15000
0
0.0
50.0
100.0
150.0
200.0
250.0
Vehicle Speed
normal electric torque
0
4
Optimum hybrid transmission concepts can
be determined during the concept phase, with
state-of-the-art CAE technologies. Optimum
total system layout can also be achieved
applying these technologies.
Input Speed
Diesel Hybrid
N Diesel hybrid engines usually operate
within map areas with low BSFC and
low exhaust emissions.
N The overall optimization of diesel hybrid
powertrains is strongly dependent on the
exhaust gas aftertreatment concept that
is selected.
N A well-tuned compromise between fuel
consumption and NOx emissions must
be found.
BMEP
Effective Torque [Nm]
The various hybrid powertrain structures use
different strategies to optimize powertrain
behavior. Therefore, the demands placed
on the internal combustion engine differ,
depending on the type of hybrid system that
is selected. For example, in vehicles that use
a parallel hybrid layout, the engine should
be optimized for a large part of its operating
area to exploit the full potential of the hybrid
technology. Vehicles that utilize powersplit hybrid designs should have the engine
optimized for a specific operating curve.
Hybrid Belt-CVT/DCT
N Carry over base transmission
N Additional gearset, E-Motor and clutches
N Simplify base transmissions,
such as the DNR set
N Full hybrid functionality:
N Excellent performance
N Excellent shift quality
N Increased packaging
N Modular low cost system
Hybrid T/M Layout Simulation
Multi-Shaft E-CVT Transmissions
(Midsize Vehicle)
N Reducing transmission complexity at the
cost of required electric motor power
N System strongly dependent on vehicle type
N Full hybrid functionality:
N Performance improved
up to 25%
N Fuel economy improved
up to 25%
N Premium NVH
N Tiptronic functionality possible
N High-volume applications
Transmission Support
N Layout of transmission ratios
N NVH refinement of internal and external
excitations as well as structural dynamics
N Hydraulic system layout of components
such as clutches and the electric oil pump
N Mode changes and clutch shifts in
combination with electric motors
N Software development for shift sequencing
N Parameter excitation of gears (whining)
5
Hybrid Powertrain Mechanics
High-Voltage Systems,
Wiring Harness and Safety
FEV offers a development solution which
stretches from the design concept phase
to SOP. During all development stages,
FEV utilizes state-of-the-art CAE tools to
calculate and optimize the durability and NVH
of hybrid powertrain components. FEV, in
partial cooperation with its partners, provides
extensive testing of prototype powertrains for
function, durability, NVH and benchmarking.
Increasing electrical power in vehicles
introduced powerful high-voltage systems
consisting of high-voltage components,
related wiring harnesses and dedicated
safety concepts.
FEV turns your plans of successfully
integrating high-voltage systems into reality.
MBA-Model of Planetary Gear Set
CAE Support
N Planetary gear layout
(profile and micro geometry)
N In-depth tolerance analysis
N Durability calculation of gears
(planetary gear set)
N NVH calculation and optimization
N Durability calculation for shafts, housing
and bearings
N Optimization loops, such as topology opt.
N Model validation using test results
N Parameter excitation of gears (whining)
Engineering Services
N Design of high-voltage power supply
systems
N Simulation of energy distribution
in the vehicle
N Interfacing with inverter units
N Interfacing with battery management units
N Interfacing with DC/DC converters
N Layout of wiring harnesses
N Integration of relays and fuses
N Layout of safety system measures such as:
N
Pole switches
N
Mechanical master switch
N
Contacted connectors
N
Component housing contacts
N
Shielded/high-voltage cables
N
Grounding concept
N
Insulation specifications
TOP: Cross Section of a Hybrid Powertrain
BOTTOM: Results of the FE-analyses
6
Mechanical Testing
N Temperatures (thermocouples, infra-red)
N Deformation and transmitted forces/
torques (strain gauges and telemetry)
N Movement and gear wobbling
(Eddy-current)
N Rotation, rotation speed and rotational
irregularities
N E-motor/-generator measurements
(torque, efficiency and power consumption)
High-Voltage Cable Routing
Vehicle Power Supply Net HV/LV
The introduction of high voltage systems
must take into account:
N Legislative requirements with respect to
EMC/EMI and safety such as EN 61508
N Specifications (ISO, DIN, SAE and GB)
N Special technical problems like „arcing“
Mechanical and NVH
Testing of E-Motor
Benchmarking
Benchmarking of hybrid powertrain
systems including comparisons to
conventional powertrains, if requested
N Reporting using FEV’s well-known
scatter bands
N
NiMH-Battery
7
Batteries
Hybrid Control Unit
and HiL Testing
Engineering Services
N Controller topology specification
(master/slave)
N Hybrid control unit hardware specification
N Hybrid control unit I/O
N Interface protocols
N System diagnosis
N Fail-safe concept
N EOL testing
xCU Architecture Hybrid Development
Hybrid systems
HCU (Master Controller)
ECU
HCU
One of the key components of the electric
hybrid system is the battery. Besides
the mature lead acid technology for low
power applications, the de facto standard
for passenger cars in today’s production
applications is the NiMH technology. Since
the lifetime of these batteries is closely related
to the State of Charge (SOC) strategy, overall
optimization is mandatory.
Electrolyte
Separ
10
Power [kW/kg]
Control of components must be optimized to
achieve the full benefits of hybridization. The
control structure is dependent on the existing
topology. The Hybrid Control Unit (HCU) can
be separate or can be integrated into existing
control units like the Transmission Control Unit
(TCU) or the Engine Control Unit (ECU).
Electrodes
1
0.1
HCU Software Development
N Rapid prototyping
N Auto-code generation
N Torque arbitration
N Hybrid specific (start/stop, boost, brake
energy recovery, SOC management and
power split operating modes)
N Transmission functions development
(driving strategy and gear selection)
N Safety functions
New emerging technologies, like Li-Ion, are
expected to improve system capabilities
within the next few years.
0.1
1
10
Energy [Wh/kg]
Ragone Plot SC
Engineering Services
N Test bench measurements and
cycle testing
N Device characterization
N Climate chamber
N Modeling of batteries and capacitors
N Simulation of aging effects
Hybrid CAN
Base vehicle subsystems
L
Ri
ZP
400
vehicle speed
350
300
250
200
150
100
mean efficiency of
Vehicle Speed [km/h]
Hardware in the Loop (HiL) Testing
N Controller topology specification
(master/slave)
N Hybrid control unit hardware test
N Hybrid control unit interactions
N Hybrid function frame verification
N Automated testing for 24/7 operation
battery power measurement
Net Energy Balance Battery [kJ]
Electrochemical Impedance
Spectroscopy (EIS)
N Measurement of the complex impedance
N Galvanostatic measurement
N Frequency range: 10 kHz - 1μHz
N High precision, even for the lowest
frequencies and long time stability
50
battery @ SOC = const.
0
Energy Battery Out [kJ]
Battery Energy
HIL Test Board
8
9
Hybrid Powertrain Design
Cooling System Layout
and Integration
FEV has developed a 1D calculation approach
to determine a favorable layout of the cooling
system and to define system component
requirements. This tool allows vehicle
simulation in any driving cycle. The tool also
allows the calculation of coolant temperatures
and flow rates within the cooling systems of
the electronics and in the engine, which is
dependent on the actual operating status of the
vehicle.
Engineering Services
N Pre-design: Definition of the
system topography
N Detailing: Definition of required
component characteristics
N Basic system calculation
and assessment
N System control strategy optimization
N Optimized system:
Lowest electrical power demand
N Future development:
Fuel consumption reduction and
vehicle climate testing
FEV offers full design support in hybrid
powertrain development from concept to startof-production. A common design process has
been established. The process is characterized
by a clear structure that is derived from the
well-known Design for Six Sigma methodology.
The motivated design team is highly
experienced and fully integrated into the
overall development process.
Design Services
N Design of power train components
N Concept development and layout
N Base engine and accessory
adaptation
N Transmission
N Transfer case
N Driveshaft
Vehicle Hosing
Chassis Modification for
Battery Pack
The model includes:
N Combustion engine cooling system
N Engine internal friction losses
N Combustion engine thermal behavior
N Transmission ratio and efficiencies
N Engine independant heater applications
including power demand
N Parasitic losses (such as fan and generator)
N Electric drive system including battery SOC
N Heat rejection from the electronic
components
N Vehicle driving cycle
N Ambient conditions
N Vehicle interior heating performance
The primary design tasks for developing a
hybrid powertrain are the packaging of the
various subsystems and the layout and detail
design of the hybrid transmission, which is
the heart of hybrid powertrain system. FEV
also provides the complete production design
documentation and engineering support to the
component and system suppliers.
N
Hybrid Transmission
N
N
Vehicle integration
Packaging of powertrain components
N Packaging of electrical components
N Packaging of control system
N High-voltage cable routing
N Body modification for prototypes
N
Prototype procurement and build
Production design documentation
Base Transmission
Vehicle Body
Driveshaft
Subframe
Simulation Model
10
Design of Powertrain Components
and Vehicle Integration
Exhaust System
11
Hybrid Powertrain Calibration
a nCibl dt r hbolr dNt a ,d
BalaHobHydofda Et dOpr iatboHaldMol r w
Control unit architecture and functions of a
hybrid electric vehicle are highly complex and
thus a challenge for calibration. Advanced
tools and strategies are required for system
optimization:
In general, hybrid vehicles can possess a
favourable NVH behaviour, especially during
start and low speed cruising. Nevertheless,
detailed NVH refinement of HEV specific
electric components, powertrain mounting
system and driveline are required to achieve
excellent NVH behaviour.
EHybHr r ibHyd r iPbor w
N Rapid prototyping, HiL and SiL for function
development of hybrid controller
N Offline and online tools for automatic
calibration vehicle functions
N Hybrid measurement techniques,
including electric machine power, outof-phase currents and transmission shaft
torque with infrared telemetry systems
The main NVH challenge consists in adjusting
the NVH response to the driving condition and
the driver’s expectation. Consequently, the
NVH development focuses on the balancing of
HEV operational modes.
Function Development
Torque Sensor Application
70
250
Base
200
60
50
150
40
100
50
30
Acceleration 3rd gear
Objective determination of shift and overall
transmission quality using tools such as:
N eEt os processing vehicle compartment
acceleration sensor data
N eEt dShift Analyser
20
0
0
2
4
6
8
10
Time [sec]
5000
a nCibl dt r hbolr d pr obfiodNt a d
Dr Pr lopmr HtdTawkw:
N Smooth internal combustion engine
launch at start and during drive-away
A
N Moderate ICE start/stop feedback
at vehicle stop
B
N Unobtrusive ICE deactivation/activation
during cruising/acceleration
C
N Powerful, i.e. acoustically supported,
dynamic acceleration feedback
D
N Unobtrusive NVH behaviour of electrical
components, e.g. magnetic noise during
recuperation at low vehicle speeds
E
Powertrain Noise Simulation
Vehicle Velo City
80
Hybrid
Vehicle Speed [km/h]
300
Torque [Nm]
Calibration focuses on electric boost and
generation with an optimum state-of-charge,
start/stop and gear selection.
90
350
By usingdeEt -Hybrid-VINS software, vehicle
operational modes can be balanced with
regard to vehicle interior noise based on
HEV operational mode strategy, e.g. the
relation of vehicle velocity, ICE speed and
speed gradient as well as load condition.
D
A
D
C
C
E
B
Start optimization
Click here
Shift Measuringfile
Generate
3000
Result
1->2 Examples.xls VDV =
0.35
LFP =
31%
2000
FEVos Shift Quality
1000
0
1.0
1.5
2.0
2.5
3.0
3.5
Time [sec]
4.0
0.35
ICM / EM / Gen. rpm
Speed [rpm]
4000
31%
Hybrid Vehicle Dynamic Measurement
12
VDV
LFP
Transmission Quality Evaluation
Time
13
Hybrid Vehicle Benchmarking
Cost/Benefit Considerations
of Hybrid Systems
Passenger Car Homologation (KBA)
Gasoline
Diesel
FEV Hybrid Vehicle Benchmark
(7 Vehicles, Gasoline and Diesel)
Inertia Weight Class [kg]
CO2 Emissions in NEDC Cycle
Instrumentation for On-Board Measuring
Additional weight
Benchmark Activities
FEV’s established vehicle and powertrain
benchmarking program was applied for
the specific demands of hybrid vehicles:
N On-road vehicle tests
N Roller dynamometer tests
N Powertrain measurements
N Test bench investigations
N Motor/generator
N IC engine
N Acoustic assessment
N Friction analysis
N Design evaluation
N Battery testing
N Supportive simulation
of hybrid components
Fuel consumption
FC Reduction
Downsizing and load
reduction by
point shift of combustion
engine
Start-Stop
hybridization
Recuperation
of brake energy
and supply at load
The analysis and evaluation process of our
customers can be supported, based on scatter
band analysis with various levels of detail.
FEV offers tailored benchmarking projects for
all classes of hybrid vehicles including Start/
Stop systems (14V), Micro (42V) and Mild
Hybrid approaches (144V) as well as
Full Hybrid Vehicles (>200V).
HYBRIDS
ISG
ISG Hybrid
Mild Hybrid
Full Hybrid
Start / Stop
Start / Stop
Regeneration
AER < 1 mi
Start / Stop
Regeneration
Power Assist
Start / Stop
Regeneration
Power Assist
AER > 1 mi
IC-Engine
Conventional
Conventional
Downsized
Downsized
Electric Motor
Beltdrive
Belt/Crankdrive
Crankdrive
Crankdrive/ Power
Split
Electric Power
2 - 4 kW
4 - 10 kW
10 - 20 kW
15 - 50 kW
Voltage
14 V
42 V
> 42 V
> 100 V
Main Battery
Pb/A
25 kg
NiMH
25 kg
NiMH/ Supercap
25 kg
NiMH/Li-Ion
40 kg
Fuel Economy
Improv. (NEDC)
3-7%
6 - 10 %
15 - 25 %
20 - 30 %
Add. Costs
200 - 500 €
500 - 900 €
900 - 2.200 €
2.500 - 5.000 €
Comparison of Different Hybrid Systems
The above chart compares different hybrid
systems. In general start/stop functions can be
provided with today’s vehicle net voltage level,
significant electric power assist, however, will
require future systems with 42 or even higher
voltage levels. Whilst lead / acid based batteries might still be used for 14 V ISG functions,
Nickel/Metal-Hydrid (NiMH) batteries will be
necessary in ISG’s with power assist functions,
due to their much higher
cycle life expectations.
In general, the introduction of hybrid systems
will depend on the one side to a large extend
on the progress in the development of new
batteries which can tolerate frequent and fast
load changes. New electrolytic double layer
capacitors or supercapacitors promise to
deliver an extremely high power density with
almost unlimited cycle life. A major drawback
is their poor energy density when compared to
electrochemical batteries. For this reason,
supercapacitors are expected to become key
elements first of all for power assist concepts,
where short term support is delivered by the
electrical assist avoiding the burden of heavy
batteries.
On the other side, the additional production
costs of the electrical components will strongly
dictate the market introduction time schedule
of hybrids together with the availability of 42 V
net technology in cars.
Required Electric Power /
ICE Power
CO2 Emissions [g/km]
Detailed benchmarking analysis of competitor
and prototype systems becomes increasingly
crucial as new technologies contribute to
greater powertrain complexity. The analysis
promotes the development of best-in-class
products through a systematic assessment
and characterization of competitive products.
It also significantly reduces the product
development time.
Lexus
RX400h
200 %
150 %
100 %
50 %
Toyota
Prius II
Power
Split
Parallel
Nexxtdrive Renault
Dualmode
Rexton
E-Booster
Civic
IMA
Mechanical Complexity
points with low
engine efficiency
14
Hybridization of a
Midsize Passenger Car
(engine stop)
Market trends are then analyzed based on
this data.
15
FEV Electric Hybrid Vehicles
FEV Hydraulic Hybrid Vehicles
Mature simulation methods and virtual system
synthesis allow for the optimization of designs
that are close to final production. Verification
of project targets require a demonstration
vehicle to provide a final proof of the results.
FEV possesses a broad range of experience
in the design and development of hydraulic
hybrid powertrains and vehicle integration.
This experience includes clean sheet design
and fabrication of hydraulic systems, pumps,
motors, and integrated drive units for complete
turnkey vehicles, utilizing either parallel or
series technology.
FEV has built several demonstration vehicles,
such as a conversion of a base vehicle to a
hybrid demonstrator vehicle. The logistics and
organization of prototype / pre-pilot production
vehicles is also a part of FEV’s portfolio.
0 to 100 km/h
100%
80%
60%
40%
THC
30 to 80 km/h
20%
Emission
Reduction
0%
fc NEDC
PM
Nox
fc ECE
fc EUDC
Fuel Consumption
Reduction
4000
Base Vehicle
HEV Hybrid Electric Vehicle
500
400
300
200
100
0
82% Overall Regeneration
Efficiency with Series Hybrid
Pump
Accumulator
92%
100%
Wheel
Hydraulic
Motor
Reservoir
90%
98%
92%
91%
Vehicle
Braking
Kinetic
Energy
100%
Shaft
Shaft
Among the advantages of hydraulic hybrids
compared to other technologies is the very
high kinetic energy obtained from braking
recovery. The high regenerative efficiency,
more than double that of other hybrid
technologies, translates into significant fuel
economy improvements.
82%
Wheel
25%
3000
Torque [Nm]
Engineering Services Offered
for Hybrid Vehicles:
N Hybrid system integration of all hybrid
concepts, such as parallel, input and
compound split
N
Hybrid vehicle equipment adaptation for
A/C, electrical steering and brake systems
N
Safety concept implementation
N
Start/stop operation and improvement
N
Drivetrain calibration for driveability, fuel
economy, emissions
N
NVH optimization
2000
Speed [rpm]
S
Vehicle Speed [km/h]
Target and Result Spider Diagram
100
80
60
40
20
0
Regeneration Mode
Propulsion Mode
Performance / Reduction of
Acceleration Time
60 to 120 km/h
CO
Diesel Hybrid
Demonstration Vehicle
N
Advantages
N
1000
0
N
N
Time [sec]
N
High power densityimproved acceleration
High kinetic energy braking recovery
(regeneration)
Known technologies
Significant fuel economy improvement
N
Challenges
N
N
N
Weight
Cost
Packaging/NVH of
passenger vehicle applications
Performance
Measurements
16
Electric Power Boost Demonstration Vehicle
17
Industrialization of HEV production
Certification and
development projects
Aftermarket Documentation
Project Management
In addition to a high level of technical skills,
significant management skills are required to
make the development of a production hybrid
vehicle program a success. FEV has a broad
range of experience in managing complex
projects from concept phase up to the start of
production and beyond. This includes the key
area of managing the “Launch-Phase”, which
includes pilot, pre-production, SOP and ramp-up.
Certification
Prior to use on public roads, a vehicle has
to undergo the certification process for the
respective market. This is especially important
for HEVs, because of their additional weight
and the potential usage of a high voltage
electrical system. Special care must be taken,
concerning their certification. Emission and
fuel consumption legislation specific to hybrid
vehicle applications is extremely important.
In addition, changes to the vehicle such as
additional battery weight or interior changes
due to battery package might deteriorate
certification-relevant criteria like the crash
test performance and occupant safety. FEV
offers certification support to the OEM that
includes up to a full responsibility for vehicle
certification, including a coordination with
government authorities for the relevant
market requirements. Non-powertrain related
subjects can be handled with the assistance of
established engineering partners.
Key FEV Competences
N Overall project management
N Detailed vehicle, subsystem and
component technical specifications
N Support of supplier selection
N Handling and management of suppliers
and engineering partners
N Prototype, tooling and production
release of all components
N Launch management including handling
of PPAP, quality assurance, logistics and
manufacturing engineering
N Support after SOP
N Change management in production
and model year programs
Interdisciplinary Skills
The development of a hybrid vehicle
encompasses almost all systems and
subsystems of the vehicle. In addition to
the vehicle’s powertrain, areas such as
crash testing, Body-in-White, exterior and
interior are affected. In order to provide our
customers with a turnkey project service,
FEV has built up a network of experienced
engineering partners and suppliers, which
enable us to cover all development aspects
on a hybrid vehicle.
50
Km/h
N
N
Launch Management
(Cross-functional)
7,5 m
Execution
Deviation Management
Entrance
N
7,5 m
10
Volume
Exit
N
Emergency response guide
Workshop manuals including
diagnostic diagrams
Support of tester software development for
the aftermarket
Development of training classes for plant
and workshop personnel
m
10
Planning
Final
confirmation
m
Strategy
Aftermarket Documentation
Hybrid vehicles require detailed documentation
for the aftermarket. Documentation is required
for the additional safety specifications, training
and service information for repair facilities.
The following areas can be part of FEV’s scope
of work:
e
Left
Right
2
Sid
Trial 1
p
Ra
mp
-up
Time
18
19
CONTACT