FMEA

Object Oriented-‐Failure Mode & Effect

Analysis (OO-‐FMEA)
Analysis of Cooling system in Hybrid Vehicles
Objektorienterade FMEA

Anique Ur Rehman
Faculty of Health, Science and Technology

Master’s Program in Electrical Engineering
Degree Project of 30 credit points
Handledarens namn: Jorge Solis (KAU), Chowa Choo (Volvo Cars Corporation), Khosro Zabihi (VCC)
Examinatorns namn: Magnus Mossberg (KAU)
Date: June 22, 2015
Löpnummer: 19870213-‐T437

Preface

This work is done under Research and Development (R&D), Electrical Electronics System
Engineering Department (EESE) at Volvo Cars Corporation (VCC), Sweden and
Department of Electrical Engineering at Karlstad University, Sweden. I would like to thank
my external supervisors Mr. Chowa Choo, Khosro Zaibihi and Climate Department Team at
VCC, who made this research possible. Their ardour and novel ideas encouraged me to
bring new trend for analysing products in development phase, which enhances reliability
and efficiency in early phase of system designing.
I would also like to thank my examiner at Karlstad University, Mr Magnus Mossberg for
providing valuable guidelines to complete my work.
I

Abstract

Development of fault free systems and their risk assessment, in early phase of development
were set in 1950s, which later on used as standardise techniques for safety and reliability
issues in products. Failure Modes and Effect Analysis (FMEA) introduced as one of them
and still considers a much reliable technique to identify and mitigate risks in early phase
of system designing even though systems become complex now days.
This report presents an extension to Failure Mode and Effect Analysis (FMEA), in such a
way that it can be applied for safety analysis of complex systems; both for hardware and
software development using object oriented approach. A systematic approach for
validation and identification of failure modes were used in this method using system
architecture; a complete boundary diagram with the behaviour of the system in logical,
physical and attribute objects. Behaviour of selected objects were analysed using FMEA
methodology with the help of system designing team, where validation and verification
processes highlights possibility of redesigning or modifying component. Cabin cooling
system for hybrid vehicle is used as a case study for this purpose.

II

Symbols and Abbreviations

AC Air Condition/Conditioning
ACCM Air Conditioning Control Module
AQS Air Quality Sensor
AWD All-‐Wheel Drive
BCU Battery Control Unit
BECM Battery Energy Control Module
CAN Controller Area Network
CCM Climate Control Module
CCSM Central Console Switch Module
CEM Central Electronic Module
CISG Crank Integrator Starter Generator
CPM Combustion Preheater Module
CPSR Charge Power Sustain Relay
DIM Driver Information Module
ECM Engine Control Module
ECU Electronic Control Unit
FMEA Failure Modes and Effects Analysis
FOH Fuel Operated Heater
HBMF/R HVAC Blower Module Front/Rear
HMI Human Machine Interface
HS CAN High Speed Controller Area Network
HUS Humidity Sensor
HVAC Heat Ventilation and Air Conditioning
HVCH High Voltage Coolant Heater
IHU Infotainment Head Unit
LIN Local Interconnect Network
OO-‐FMEA Object Oriented Failure Modes and Effects Analysis
PT Power Train
PTC Positive Temperature Coefficient
RPN Risk Priority Number
SHML/R/FL/FR Seat Heating Module Left/Right/Front Left/Front Right
SPA Scalable Product Architecture
SUS Sun Sensor
TEM Telematics Module
TPS Transaction Processing System
TXV Thermal expansion Valve
VDDM Vehicle Dynamics Domain Master
Vlv. Valve
VMM Vehicle Modes Management
III

List of Figures

Figure 1-‐1: Ariel View of Volvo Cars Torslanda Plant, Gothenburg ................................................. 3
Figure 1-‐2: Defining Complex Systems ............................................................................................... 4
Figure 2-‐1: Difference between FMEA and Physical Testing ............................................................ 8
Figure 2-‐2: V Diagram of process development ................................................................................. 9
Figure 2-‐3: Scope of FMEA ................................................................................................................... 9
Figure 2-‐4: FMEA implementation on WT system [11] ................................................................... 11
Figure 2-‐5: Decomposition of Software-‐based System by Haapanen & Helminen. ....................... 12
Figure 3-‐1: Air conditioning comfort in the vehicle ......................................................................... 15
Figure 3-‐2: High Voltage electrical components in Hybrid Vehicles .............................................. 18
Figure 3-‐3: Hierarchy of Thermal Management System at VCC ..................................................... 19
Figure 3-‐4: Diagram of Coolant flow in Engine ................................................................................ 20
Figure 3-‐5: Diagram of ERAD Coolant flow ...................................................................................... 20
Figure 3-‐6: Diagram of Battery Coolant flow ................................................................................... 21
Figure 3-‐7: Air Conditioning system ................................................................................................. 22
Figure 3-‐8: Cooling system for battery and Passenger compartment in Hybrid Vehicles ............ 23
Figure 3-‐9: Working of cooling system for hybrid vehicles ............................................................ 23
Figure 3-‐10: Thermal Expansion Valve ............................................................................................ 25
Figure 3-‐11: Orifice tube .................................................................................................................... 26
Figure 4-‐1: Iterative loop of Object Oriented Failure Mode and Effect Analysis ........................... 27
Figure 4-‐2: Flow Chart of Object Oriented Failure Mode and Effect Analysis ............................... 28
Figure 4-‐3: Difference Between Interaction and Interfacing in OO-‐FMEA .................................... 29
Figure 4-‐4: Physical (Blue), Logical (Red) and Attribute (Green) Objects in OO-‐FMEA ............... 29
Figure 4-‐5: Generation of Failure Modes in terms of Negation & Deviation .................................. 31
Figure 4-‐6: OO-‐FMEA Template ........................................................................................................ 31
Figure 4-‐7: FMEA methodology used in OO-‐FMEA template .......................................................... 32
IV

Figure 4-‐8: Identifying potential failure modes using OO-‐FMEA ................................................... 33
Figure 4-‐9: Meaning of design Prevention and design detection in OO-‐FMEA .............................. 33
Figure 5-‐1: System Boundary of the cooling system ....................................................................... 35
Figure 5-‐2: Network topology mostly used by automation industry ............................................. 36
Figure 5-‐3: Compressor Speed with fixed fan speed while vehicle is in Steady State ................... 41
Figure 5-‐4: Evaporator temperature with fixed fan speed while vehicle is in Steady State ......... 41
Figure 5-‐5: Measured evaporator temperature with fixed fan speed while vehicle is moving. ... 43
Figure 5-‐6: Compressor Speed while fixed fan speed while vehicle is moving. ............................ 43
Figure 5-‐7: Evaporator temperatures measured at auto fan & climate setting ............................. 44
Figure 5-‐8: Compressor speed measured with auto fan & climate setting .................................... 44
Figure 5-‐9: FMEA methodology on compressor control logical objects ........................................ 45
Figure 5-‐10: Distribution of risk priority numbers for cooling system ......................................... 45
Figure 6-‐1: Evaporator temperature and Set point temperature ................................................... 46
Figure 6-‐2: System Architecture cooling system ............................................................................. 47
Figure 6-‐3: Overview of Inputs, Output and Control system from cooling system ............................. 48
Figure 6-‐4: Decomposition of Thermal Management Climate System before and after OO-‐FMEA
Implementation ........................................................................................................................... 48
Figure 6-‐5: Pie chart showing engineers response on OO-‐FMEA under a survey ......................... 49
Figure 6-‐6: Pie charts showing OO-‐FMEA Usability, Time Efficiency and Handling complex
system ......................................................................................................................................... 50
V

Contents
Preface .................................................................................................................................................... I
Abstract ................................................................................................................................................. II
Symbols and Abbreviations ................................................................................................................... III
List of Figures ........................................................................................................................................ IV
1 Introduction .................................................................................................................................... 3
1.1 Motivation ................................................................................................................................ 3
1.2 Problem Definition ................................................................................................................... 4
1.3 Aims and Objective ................................................................................................................... 5
1.4 Outline ...................................................................................................................................... 5
2 Failure Mode and Effect Analysis .................................................................................................... 7
2.1 FMEA by Defination .................................................................................................................. 7
2.2 Literature Review (Traditional FMEA) .................................................................................... 10
2.2.1 The Flame System: .......................................................................................................... 10
2.2.2 FMEA on Wind Turbines (WT) ......................................................................................... 11
2.2.3 FMEA for Software Based Automation System: .............................................................. 12
2.2.4 FMEA based on Unified Modelling Language (UML) ....................................................... 13
3 System Overview ........................................................................................................................... 14
3.1 Introduction ........................................................................................................................... 14
3.2 Climate Comfort in Conventional Vehicles: ............................................................................ 15
3.3 Climate Comfort in Hybrid Vehicles ....................................................................................... 16
3.3.1 Micro & Mild Hybrid Vehicles: ......................................................................................... 16
3.3.2 Full Hybrid Vehicles: ........................................................................................................ 16
3.4 Electrical Components for Climate comfort ........................................................................... 17
3.4.1 Storage Evaporator ......................................................................................................... 17
3.4.2 High Voltage PTC ............................................................................................................. 17
3.4.3 Silent HVAC Module: ....................................................................................................... 17
3.4.4 Silent Blower: .................................................................................................................. 17
3.5 Electrical Architecture Hybrid Vehicles at Volvo .................................................................... 17
3.6 System Overview .................................................................................................................... 18
3.6.1 Thermal Management Powertrain .................................................................................. 19
3.6.2 Thermal management climate ........................................................................................ 21
4 Methodology ................................................................................................................................. 27
a

4.1 Identifying Structure .............................................................................................................. 28

4.2 Identify the Behaviour. ........................................................................................................... 29
4.3 Priorities the object and enter the information. .................................................................... 30
4.4 Generate failure modes. ........................................................................................................ 30
4.5 Completion of FMEA .............................................................................................................. 32
5 Implementation ............................................................................................................................. 35
5.1 Structure ................................................................................................................................. 35
5.1.1 CAN (Controlled Area Network) ...................................................................................... 36
5.1.2 LIN (local Interconnected Network) ................................................................................ 37
5.1.3 FLEXRAY ........................................................................................................................... 37
5.1.4 MOST (Media Oriented Systems Transport) ................................................................... 37
5.2 Behaviour ............................................................................................................................... 37
5.2.1 Logical Objects ................................................................................................................. 37
5.2.2 Physical Object ................................................................................................................ 39
5.2.3 Attribute Object .............................................................................................................. 39
5.3 Prioritization ........................................................................................................................... 39
5.4 Failure Modes ......................................................................................................................... 40
5.5 FMEA Methodology ................................................................................................................ 40
6 Results and Recommendations ..................................................................................................... 46
6.1 Comparison between traditional FMEA & OO-‐FMEA ............................................................. 47
7 Conclusion and Future Work ......................................................................................................... 51
7.1 Future Work ........................................................................................................................... 51
8 Glossary ......................................................................................................................................... 53
9 Bibliography ..................................................................................................................................... I
Appendix A ............................................................................................................................................ III
b
Object Oriented FMEA: Climate Cooling System

Chapter 1
1 Introduction
Volvo Car Group (VCG) is one of the most well-‐known and respected car brands with sales in
more than 100 countries. The first car from VCG was produced in 1927 at Gothenburg, since
then they have delivered several reliable cars equipped with the world-‐leading innovations.
Today they have produced some premium cars as well, with different body types: Sedans,
Estates/Sports wagons, Cross Country vehicles, SUVs, Convertibles etc. [1] and still committed
to bring top level satisfaction to customers with premium products and services, containing
high quality standards. In 2012, Volvo Cars sold a total of 421,951 cars. Relative to the
strength of the brand, Volvo Cars is a small producer, with a global market share of 1–2
percent. The largest market, the United States, represented some 16 per cent of the total sales
volume in 2012, followed by Sweden (12%), China (10%), Germany (7.5%) and the UK
(7.5%).
Figure 1-‐1: Ariel View of Volvo Cars Torslanda Plant, Gothenburg
Quality was of paramount importance to the men who founded Volvo. This basic concept,
which was formulated back in 1926, still applies to Volvo's way of making cars.
1.1 Motivation
Today, demand of reliable and high quality vehicles from the customers are one of the biggest
challenges car industries are facing, because of rise in capabilities and functionality of modern
vehicles. They somehow, directly or indirectly affects their quality and reliability standards.
Conventionally, reliability has been accomplished through widespread testing and applies of
method such as probabilistic reliability modelling [2] but the problem with these techniques
is that they are performed in the delayed phase of improvement. The challenge is to devise in
3

quality and reliability early in expansion phase, where it is simpler to acquire actions, which
overcome these matters with the help of improved consistency in design methods. Failure
mode and effect analysis (FMEA) plays an important role here; it evaluates the possible
reliability troubles (failures) in the early hours of the progress cycle. Steady use of this
technique in design process let the engineer to drawing out the failures in manufacture
dependable, protected, and customer satisfying goods. It also carries the chronological
information, which can be used in upcoming product development [3].
1.2 Problem Definition

Modern automotive sub-‐systems are basically built within an extensive electrical architecture,
where linked components interact and share abundant software and hardware resources. In a
sub-‐system, the elements or components perform their tasks by interacting with each other
and sharing information with other sub-‐systems in the distributed environment which results
interdependencies and as a result of these interdependencies between multiple sub-‐systems,
emergence will occurs.
Performing failure mode analysis of these systems becomes a tedious task. The individual
sub-‐systems have overlaps and their boundaries are often unclear. So the transmission and
computations of information between different components are very extensive as show from
the figure 1.2.
System
Overlaps
Boundary
A C
B
External Shared
Resources
Communication
Network

Figure 1-‐2: Defining Complex Systems
Object Oriented approach in Failure Mode and Effect Analysis (OO-‐FMEA) resolve these issues
by first identifying the system structure; and then decomposes its functions and behaviours
into separable information packages called physical, logical and attribute object, which
consists of different design intents. Special attention is given to these design intents of every
object, in order to enhance failure mode identification later on. Objects are then theoretically
assessed, according to the logical reasoning of the FMEA methodology.
4

1.3 Aims and Objective

The electrical architecture of Thermal management-‐climate system is very extensive and
complex. In this thesis work we will analyse the current system of thermal management-‐
climate using OO-‐FMEA methodology, which will help in decomposing the current system into
sub-‐systems with a well-‐defined system boundary and different logical, physical and
attributes objects which states the design intents for the system. Later on we will identify the
failure modes and theoretically assess the derived objects with the help of logical reasoning of
FMEA methodology.
The purpose of this master thesis is to study how this new approach of Object Oriented FMEA
is useful enough in terms of effectiveness and reliability as compared to traditional
approaches while analysing complex system designs in early phase of product development
and present the following assessments while analysing Thermal Management climate System
at VCC:
• The advantages and disadvantages of using OO-‐FMEA instead of the traditional

approach.
• The capability of the approach to handle failure mode analysis for complex
systems.
• The capability of the approach to identify incomplete design, ambiguous
requirements, unmotivated complex solutions, external sub-‐system interactions
and interfaces.
• Ease of reuse and update.
• Reduction of engineering time waste.
“Thermal management climate system (for hybrid vehicles)” is considered as an example that
consists of cooling and heating system, used for maintaining climate comfort in passenger
compartment.
1.4 Outline
This thesis report is consist of 7 chapters, overview from each chapter is provided below
Chapter 2 gives introduction to FMEA and its traditional approach for different systems.
Chapter 3 describes the overview of thermal management system and the electrical
architecture of SPA hybrid vehicles. The components involved in maintaining the cooling and
heating comfort level in the hybrid vehicles are also described here; it also includes the
additional features for user comfort like seat heating, parking climate etc.
Chapter 4 describes the methodology of Object Oriented Failure Mode and Effect Analysis
(OO-‐FMEA), which includes the basic five steps involved in completion of this analysis.
Chapter 5 states the implementation of OO-‐FMEA on the given system and gives a complete
system boundary and behaviour of thermal management cooling system consist of logical,
physical and attribute objects. It also describes prioritize objects through which failure modes
are generated.
5

Chapter 6 discusses the generated results and recommended actions highlighted after doing
analysis on the current cooling system design for SPA hybrid vehicles and a small comparison
between OO-‐FMEA and traditional approach of FMEA conducted through a survey.
Chapter 7 describes the final conclusion from the system analysis and future work.
6

Chapter 2
2 Failure Mode and Effect Analysis
FMEA is an offshoot of Military Procedure MIL-‐P-‐1629, titled Procedures for Performing a
Failure Mode, Effects and Analysis, dated November 9, 1949. It was originally used as a
reliability technique to determine the effect of system and equipment failures. FMEA was
further developed and applied by NASA in 1960's to improve and verify reliability of space
program hardware [4]. The procedures called out in MIL-‐STD-‐1629A are probably the most
widely accepted methods throughout the military and commercial industry, although SAE
J1739 is a very prevalent FMEA standard used in the automotive industry. Today, FMEA is
universally used by many different industries. It is a classical system safety analysis technique
which is currently widely used in the automotive, aerospace and other safety critical
industries. In the process of an FMEA, analysts compile lists of component failure modes and
try to infer the effects of those failure modes on the system [5].
Following are standards used usually when FMEA is carried out. MIL-‐STD-‐1629 is the most
adopted/proposed standard by Automotive Industry Action Group (AIAG) for risk
assessment.
GPR 7120.4A Risk Management
MIL-‐STD-‐1629 Procedures for Performing a Failure Modes, Effects, and Criticality

Analysis
SAE J1739 Potential Failure Mode and Effects Analysis in Design (Design FMEA),
Potential Failure Mode and Effects Analysis in Manufacturing and
Assembly Processes (Process FMEA), and Potential Failure Mode and
Effects Analysis for Machinery (Machinery FMEA)
P-‐302-‐720 Performing a Failure Mode and Effects Analysis
2.1 FMEA by Defination

According to AIAG, FMEA is considered as an analytical methodology, which ensures the
consideration and results of the potential problems during the product or process
development. It is stated as an effective tool, where risks can easily be analysed, prioritise,
mitigate or eliminate by the users. In general FMEA helps in anticipating the possible failure
from a product or system before its implementation. In addition to just anticipating possible
failure, FMEA also records the cause and effect of that failure in a spreads-‐sheet with the
likelihood of failures being detected before occurrence. It is known to be theoretical testing
method. Figure 2.1 shows the difference between physical testing and simple FMEA where a
box is making a drumming sound when the user hits it.
7

Potential Failures
Modes
Not Ok No Sound

The Box makes Test
drumming sound
when it is hit Negation
OK
Design Intent Other Sound
Deviation
End of
Test Unexpected Sound
Physical Testing FMEA

Deviation

Figure 2-‐1: Difference between FMEA and Physical Testing
Physical testing end up with OK or NOT OK means either product is as per expectations or not
whereas in FMEA the potential failures were identified with their cause mechanism. Potential
failure modes for above mentioned example are identified as no sound, other sound or
unexpected sound. In a same way casuse mechanism for each potential failure mode is
identified with the liklihood of failure being detected before occurance and marked down in
the FMEA template (see appendix A). IMCA [6] compares it with Murphy’s law which states
“Everything that can fail, shall fail”, which triggers the exisestence of such methods. Desginer
must take following points while designg a system.
• Possibilities of failure that what might go wrong with the system
• How badly it affects the system
• And what measures need to be taken to prevent failures
FMEA methods are considered to be applicable by both manufactures and service

organizations, where a cross-‐functional team helps during product and development process.
Ideally it should be started as early as possible during conceptual phase with the help of
system or product requirement and specifications. As time is most crucial element in
designing, production and testing of a product due to continuous modifications or changes in
the product, questions arises from FMEA study helps designers or team member to work in
right direction. Figure 2.1 shows modern product development cycle/process also known as V
cycle for product development. FMEA comes in the design phase of the production with
simulation and physical testing depending upon the product. It can be of concept, system or
hardware/software components.
8

DESIGN VERIFICATION
Concept Vehicle Testing

Too Slow & Validation

Function and Sub-‐System
Architecture Verification &
Simulation Validation
Sub-‐System Integration
Level of Abstraction
Verification &
FMEA
Validation
Physical HW and SW Unit Testing &
Components Verification
Implementation
Project Time line

Figure 2-‐2: V Diagram of process development
It also facilitates the identification of potential problems in a design or process by analyzing
the effect of lower level of failures. Recommendations are then made to reduce the likelihood
of the problem facing and mitigate the risk, if it still occurs. FMEAs are categorized in design,
process and conceptual or functional FMEAs, during design FMEA the analysis will look at a
combination of functions and hardware. Sometimes it will include just hardware, and
sometimes the analyst will take a detailed look at the system down to a piece-‐part level,
especially when critical functions or hardware are involved [7].
Scope of a concept FMEA (Add quality history, system overlaps and cost)
Concept
Legal High Level
Design Functions Technology Use cases
requirement attributes
Scope of a system FMEA Input/Outputs Signal Logics

System Software Hardware System ECU I/O Communicati
Design functions functions attributes interfaces on
Scope of a Component Design FMEA

Component Functional Software Electrical + Mechanical
Design Design design I/O design Design
Robustness Assembly
Design design

Figure 2-‐3: Scope of FMEA
Figure 2.2 shows the recommended areas to focus in FMEA. Design engineers generally start
working between the defined phases, in which they adapt the scope for analysis to reality like,
if FMEA is started between the concept and system phase, focus will be given to design
9

including functions, use cases and the legal requirements from the concept phase. Use cases,
including the behaviour of all users can never be neglected [8]. It is very dificult to implement
a highly manual FMEA (i.e. a report that is keyed in manually on to paper or into a spread
sheet). A manual method is hardly found to be user friendly and hard to understand with also
very limited access. Many companies use FMEA merely to satisfy the contractual
requirements of their customers [9], some how users may find FMEA a tedious and time-‐
consuming activity. It is often carried out early in the design cycle of a product. As after a
prototype has been built, changes made in later stages will be very costly. Hence, there is
considerable research that attempts to improve FMEA usage in the earlier stages of the design
process, such as the conceptual design stage, which can be confirmed with the information
available online but most of which are untested concepts.
Generally FMEA requires the identification of the followings from the system and is properly
documented.
• Item(s)/Component(s)
• Function(s)
• Failure(s)
• Effect(s) of Failure
• Cause(s) of Failure
• Current Control(s)
• Recommended Action(s)
• Plus other relevant details
All this information is carried out with the help of expert engineers from the system. In other
words this method of theoretical testing focuses on generated potential failures and then
provide their solution as recommended actions.
A typical FMEA incorporates some methods, to evaluate the risks associated with the
potential problems identified through the analysis. The two most common methods, Risk
Priority Numbers (RPN) and Criticality Analysis (CA). RPN is a decision factor based on the
product of three ratings: occurrence, severity and detection. These ratings are scaled with
numbers between 1 and 10 (see Appendix A). Failure modes with high RPN values are
selected. The corresponding current controls (i.e. the solutions) will be implemented on the
basis of the selected failures [10].
2.2 Literature Review (Traditional FMEA)
2.2.1 The Flame System:

Price, Pugh, Wilson and Snooke [11] discussed an automated FMEA for electrical design
circuits for which they took automobile wash-‐wipe system as an example. They described
automated FMEA in three different steps, model building, FMEA generation and Interactive
FMEA examination.
Model building is considered as the key element for automated FMEA, it includes two basic
levels: functional level; that includes the purpose and behaviour of the system, structural
level; which consists of electrical circuit and their descriptions. According to the
authors/researchers Flame system describes a system in four categories system
10

decomposition, electrical circuit definitions, input devices and functional descriptions and is
being implemented on wash-‐wipe system in section 3 of this research work. Now together all
this information is used in step 2 for FMEA generation. It includes the effect generation and
then assessment of occurrence, detection and severity numbers using FMEA standards. The
effect generation part includes the identification of states/levels in which a system operates
for example in wash-‐wipe case; turn intermittent wipe ON, turn slow wipe ON etc are the
operational states, and then comes the comparison part where the result of each applied
failure mode on a system is compared with the correct working of system. This gives the effect
of failure mode on system, described in terms of
• State: that is different,

• Function: which fails to operate and
• Component within a circuit: which is in different state then expected.
These short descriptions will help then in assigning RPN numbers using FMEA Standards.
Flame system experts suggests two ways of assigning RPNs in this paper either by taking help
from the past retrieval cases means if an FMEA exists for a same system but of different model
or year, possibility of same effect can be found therefore same values for severity, detection
and occurrence can be used there. Or the RPNs are extracted from the component databases if
a past case doesn’t exist. Then comes the analysing part, which gives engineers an opportunity
to review results, order them according to RPNs, alter them and publish them as an FMEA
report.
2.2.2 FMEA on Wind Turbines (WT)

Hoseynabadi, Oraee and Tavner in [12] studied the existing design of 2 MW wind turbine
incorporating with Doubly Fed Induction Generator (DFIG) and compare it with Brushless
Doubly Fed Generator (BDFG) (commonly knows as R80 in RELIAWIND) of same rating using
FMEA. This analysis was done for reliability purpose, using Relax reliability studio 2007 V2 as
a software tool. In this research paper they categorized WT system in four different levels for
starting FMEA, by keeping in mind that it wouldn’t be complex. Following figure shows its
division.
Level 1 Wind Turbine

Assembly
Level 2
Level 3 Sub-‐assembly
Level 4 Part

Figure 2-‐4: FMEA implementation on WT system [12]
They considered 11 assemblies, consist of 40 sub-‐assemblies and 107 parts through whose
failure modes are generated and then categorized them in three different states e.g.
Mechanical, electrical and Material. Further on they relate a failure mode with their root
causes categorized in structural, wear and electrical issues and calculate RPNs accordingly.
Now in section eight of [12], they compare FMEA RPN results of 11 assemblies with their field
failure rates extracted from available reliability data of recent years. They find some
similarities and it was concluded that product of occurrence & detection and Failure rates
11

data gives such a close comparison that one can use FMEA for predicting failure rates for new
turbines. However FMEA analysis on new wind turbines (BDFG R80*) was also done, to
extract the RPN and failure rate and it was it was concluded that R80* WT are more reliable
due to reliable generator and gearbox assemblies. They stated FMEA as a potential reliability
tool for WT systems.
2.2.3 FMEA for Software Based Automation System:

Haapanen and Helminen [13] apply FMEA on software based automation system they found
FMEA on electrical & mechanical systems more state forward compared to software-‐based
systems. As mechanical & electrical components are mostly supposed to fail, whose reasons or
consequences are known easily or studied. While failure modes on software-‐based system are
generally unknown as they displays result, which might be correct or incorrect you don’t
know. They followed initial steps from IEC 60812 standard, which defines the followings
while handling software-‐based systems.
• System boundary for analysis

• Understanding function and system requirement
• Criteria for failure/success
• Elements by breaking down a system
• Failure mode and cause effects of each element
They insist of identifying the correct level of analysis by decomposing the software-‐based
systems and start the analysis from bottom level, as FMEA in general is a bottom-‐up method
for conducting any system analysis. Figure shows their way of software-‐based system
decomposition.
Software-‐Based System
System Software Application Software
System Kernel System Services Software-‐Based System
Application Function

Figure 2-‐5: Decomposition of Software-‐based System by Haapanen & Helminen.
However after decomposing the system, they find it little hard to start with the functional
level as in most cases they say it leads to rather extensive or complicated analyses and also
due to the unknown failure modes of functional block this procedure seems unfeasible.
They concluded an FMEA is only applicable to some extent for software-‐based systems but a
total verification and validation process of software-‐based safety critical application includes
software FMEA of the system at proper level. It also gives the guidance for other validation
and verification efforts by revealing the possible weak points which helps in creating the test
cases for system testing. They also proposed combination of FMEA with fault tree analysis of
12

Maskunitty & Pulkkinen [14] similar to Bi-‐directional analysis (BDA) method. Using this fault
tree method before applying, FMEA helps in determining most significant failure modes for
system reliability.
2.2.4 FMEA based on Unified Modelling Language (UML)

Hou and Wang [15] in 2011 presented their assessment by using unified modelling language
(UML) for software interface FMEA. They stated it an effective approach for quality engineers
to understand software design complexity like in flight control system of aircraft. They
highlighted following six basic steps to construct UML based FMEA.
• Choice of software interface needs to analyse.

• Determining analysis grade and assumptive conditions.
• Possible failure modes.
• Analysis of failure reason and effects.
• Severity of failure.
• Filling of FMEA table.
Whereas Herbert, Xuegao and Myron [16] highlighted some important features of UML for
conducting software FMEA on the UML based system. They took an example of use case
diagram for active/standby role in a plant communication system, which operates when
components automatically switched from active to standby status. After specifying the control
system, program, external events, specific methods for which failure modes are identified and
their flow in use case diagram, they extract the potential failures and their causes from the
system. All this information is carried out in FMEA worksheet of MIL-‐STD-‐1629 standard,
from where designers or decision makers concentrate on failure modes with highest
importance. Severity, detection method and remarks column helps in this regard and
considered to be the output from the FMEA. They consider following four important features
of UML for this process
• Requirement formats in every phases

• Verity of automatically generated development products,
• Allowed actions based on class specifications and the
• Ability to highlight product assessment for FMEA.
The procedure applied in [11] [12] for hardware and [13] for software have one thing in
common, all of them talked about breaking down the complete system in different levels to
start FMEA from bottom to up. Where as Haapanen and Helminen [13] didn’t find FMEA alone
enough for software based automation, they emphasis to use some other technique with
FMEA for critical analysis of a system as they used fault tree analysis (FTA) technique with
FMEA. Where as Price, Pugh, Wilson and Snooke [11] talked about generation of failure modes
with building system models and then emphasis more on assigning the risk priority numbers
(RPN) and similarly in [15] [16] authors talked about the system developed in UML with tools
like Rational Rose and Rhapsody. They have their own working environment such as “use case
diagram”, which is applicable to those who had knowledge. It’s quite ok for small systems or
components but for complex systems it seems to be a tedious task to identified the flow of a
system with just use case diagrams. On the other hand every one talked about system analysis
but didn’t mentioned about defining the system boundary. We are presenting to solve these
issues with Object Oriented approach in FMEA analysis.
13

Chapter 3
3 System Overview
3.1 Introduction
A vibrant trend towards making smaller and fuel-‐efficient vehicles is functioned now days,
where special efforts are also made to reduce carbon di oxide emission. This leads to upgrade
the internal combustion engines for low consumption vehicles, which brings a new era in car
industry by introducing electrical and Hybrid vehicles. Although the first hybrid car was
supposed to be built in 1899 by Ferdinand Porsche known as System Lohner-‐Porsche Mixte
and later on Henry Ford also establish first automobile assembly line in 1904. But at that time
due to less power and high prices, compared to gasoline vehicles they unable to attract
customers. Then in 1960, United States took initiative and encouraged use of electric vehicles
to curb air pollution and over the next 25 years, spent billions of dollars in research and
development. While modern automotive hybrid technology was then well spread in late
1990s, when first mass-‐produced hybrid vehicle Toyota-‐Prius was launched in Japan (1997).
Later on in 1999 Honda Insight also releases its first hybrid electric vehicles in United States
but with release of Toyota-‐Prius in United States (2000), this hybrid technology was given
recognition and acceptance from the users [17].
Right from the early days, when combustion engines were introduced methods for controlling
the heat transfer through different metals was taken into consideration; special measures
were also taken to avoid excessive metal temperature. Liquid cooling was one of them used in
automotive applications, however different solutions were presented over the years for
cooling. In early days water was used as the standard cooling fluid in automobiles due to its
low cost, ease availability and good thermo-‐physical properties but later on due to relatively
high freezing and boiling point, which results in engine/radiator block, a percentage of
ethylene glycol was mixed with water, which bring the freezing point form 0 degree to -‐37
degree [18]. This cooling fluid was then pumped in the engine and later on passed through
the heat exchanger, which transfers the engine heat to atmosphere. In modern vehicles the
concept remain almost same for managing engine heat, while little improvements have been
made in design and efficiency of the system/components (like radiators, pumps, Fans etc).
In hybrid vehicles, waste heat generated from electric powertrain system is very small and
are better controlled through thermal management system. Coolant flow and energy from
exhaust gas are used as an additional source of power for hybrid vehicles. It then leads
improved designs for air conditioning systems, which also guarantees good level of cabin
comfort without affecting the vehicle driving capability/range [18].
14

Zone Based air conditioning

Stratification
Cool Head
Warm feet
Draft-‐free Ventilation Acoustics

Figure 3-‐1: Air conditioning comfort in the vehicle [18]
Climate comfort level due to air conditioning system are of great concerned and more
challenging in modern vehicle designs like variable air flows, thermal satisfaction, multiple
climate zones, pleasant odours etc as shown in figure 3.1.
If you have experience, A/C comfort directly affects the potential range in electrical vehicles;
energy must be saved for auxiliary equipment during air conditioning through new designs,
efficient systems and special additional function like pre and post air conditioning etc.
Similarly cooling and heating (at low temperature) systems are required for maintaining the
performance and life span of lithium-‐ion batteries in hybrid vehicles.
3.2 Climate Comfort in Conventional Vehicles:

Strict requirement are placed on air-‐conditioning acoustics in conventional vehicles with
combustion engines and to some extent they were masked by the noise of internal
combustion engine. Recently in past few years several improvements have been made, like
use of silent HVAC (Heating, Ventilation, Air-‐Conditioning) modules and low noise blowers
etc. But the basic principle was to reduce increased fuel consumption caused by air
conditioning system. ECO-‐A/C and ECO-‐Heat systems were then introduced for this purpose
with conventional refrigerant based air conditioning system. ECO-‐A/C makes it an efficient
system with introduction of highly efficient internal heat exchangers within refrigerant circuit
with an addition of energy saving adjustment by refrigerant expansion valve at evaporator
unit. Similarly in ECO-‐Heat, highly efficient internal heat exchangers within refrigerant circuit
were used and partial recirculated air mode was introduced for eliminating risk of window
misting. Heat from exhaust gas was recovered for cabin heating or engine warm up, which
reduces the functionality of air conditioning system and fuel consumption in hybrid vehicles
[19].
15

3.3 Climate Comfort in Hybrid Vehicles

Hybrid vehicles were further consists of two main types: Full and Micro Mild Hybrid Vehicles.
3.3.1 Micro & Mild Hybrid Vehicles:

Micro hybrids are built with conventional combustion engines having extra feature of
start/stop automation, where as Mild hybrids were equipped with a small electric engine with
powerful battery unit. Electric engine drive in mild hybrid is used for fast acceleration when
required and recovering their brake energy helps in charging the battery.
Heating and Cooling: Air conditioning system is power by the belt-‐driven compressor just like
conventional combustion engines vehicles, which stops the compressor when engine is idle. A
cold storage device called storage evaporator is used for providing cooling in summer when
the engine is briefly stops at traffic lights etc. where as engine waste heat with residual heat
during brief stop and/or electric heater is used for maintaining climate comfort in cold
climate.
A/C system acoustics: Noise of A/C is easily heard when engine is idle therefore
improvements are required in system acoustic here. It is considered to be the weak system so
far for micro & mild hybrid vehicles.
Fuel Saving via Start/Stop: In urban traffic environment with the used of storage evaporator
functionality fuel consumption is cut down up to 8 approximately. As without storage
evaporator for cooling battery, engine must be re-‐engaged way before the end of the period of
inactivity, therefore start/stop fuel saving potential cut by half roughly [19].
3.3.2 Full Hybrid Vehicles:

These vehicles are not only capable of boosting but in-‐fact they can cover some serious
distance using electricity as a sole energy source. Hybrid vehicles are equipped with complete
electric powertrain with a powerful battery system. Currently lithium-‐ion batteries are used
for this purpose, which are completely/partially recharged while the vehicle is in motion by
converting brake energy into electric power.
Cooling: Electric compressors are used here to cool down the passenger cabin, either driving
with combustion engine or electric drive mode. Even though if engine is idle or during the
necessary vehicle stop. Additional features like pre cooling (cooling passenger cabin through
remote like before entering etc) is also possible in full hybrids, which certainly enhances the
comfort level, as temperature normally rises above 50 C to 60 C during heating, which
discomfort passengers in the cabin. But cooling through engine-‐independent system is
dependent upon the available battery capacity.
Heating: Internal combustion engine are one of the source for heating in full hybrids on the
other hand high voltage PTC (Positive Temperature Coefficient) heaters are also used, when
internal combustion engine fails to deliver the required amount of heat.
Acoustics: Due to the long inactivity of the internal combustion engine, air conditioning
system acoustics are important part to address therefore improved silent HVAC and silent
blower are used in full hybrid vehicles.
16

Battery Cooling: Temperature regulation for lithium-‐ion batteries must be done in hybrid
vehicles as they operated in a narrow temperature range. Battery is cooled by the refrigerant
cooling circuit, where battery itself and on-‐board comfort compete for energy. Therefore a
choice/priority must be set between cooling passenger cabin and electric drive unit.
Battery charging is done using external electric outlets in plug-‐in hybrids, which helps in full
electric drive. Additional functionalities of pre-‐heating or pre-‐cooling cabins are also available
in these vehicles, which over come the use of energy-‐intensive heating or cooling [19].
3.4 Electrical Components for Climate comfort
3.4.1 Storage Evaporator

It’s basically consists of two cores: one known as main evaporator core and the other storage
evaporator core. Cooling refrigerant is passed in parallel through both these cores during air
conditioning. A latent medium inside storage core is cooled to freeze and helps it in becoming
cold storage. This latent medium now starts melting once the A/C system in inactive for
instance like during vehicle stop at traffics signals etc. Vehicle cabin airflow through battery
cooling unit draws an amount of thermal energy, which helps the storage core to do.
3.4.2 High Voltage PTC

These heaters were installed as insufficient waste heat is produced for heating purpose
during electric drive in full or plug-‐in hybrids. PTC technology [20] helps in ensuring on-‐
board comfort level; they are high voltage auxiliary heater integrated in HVAC module, which
also saves the crucial packaging space for hybrid vehicles. PTC semiconductor is used as the
heating element in these heaters, which gives significant increase to their electrical resistance,
having temperatures above threshold and maintain a constant heating temperatures to its
element during change in supply voltages or loads.
3.4.3 Silent HVAC Module:

Using new soundproof/transparent material like resonance/interference sound absorbers
airflow noises are optimises through air ducts.
3.4.4 Silent Blower:

Blower motor with improved decupling arrangements acoustically enhanced; therefore low
noise blowers are made to over come the noise of blowers.
3.5 Electrical Architecture Hybrid Vehicles at Volvo

Electrical architecture of the V60 plug-‐in Hybrid vehicle is divided in high voltage and 12 volts
system. 12V section is more likely the same as of conventional cars with an internal
combustion engines but without an alternator used in hybrid vehicles. These 12V are supplied
from the high voltage section in hybrid vehicles.
High voltage section is mainly used for driving electric A/C compressor having voltage
capacity of 230V to 400V. It consists of both alternating (AC) and direct currents (DC), as the
battery stores DC but generators/motors are operated with 3-‐phase AC. The charge current
form the main power circuit is AC. High voltage components are also connected to the 12 V
circuit for control signal. Figure 3.2 shows the high voltage components for Hybrid vehicles.
17

Figure 3-‐2: High Voltage electrical components in Hybrid Vehicles [21]
1 shows the Integrated Starter Generator (ISG), which is used for starting the internal
combustion engine and current generation for the high-‐voltage section. Sub-‐figure 2, in figure
3.2 shows the Control Module for DC/DC converter that converts the high-‐voltage DC to 12V
DC. Sub-‐figure 3 shows the charging cables with ground fault circuit interrupter and control
unit for setting the charge current. 4 show the high voltage battery for driving ERAD (electric
rear axle drive) and other high voltage components. Sub-‐figure 5 states the Inverter System
Controller (ISC), which contains two separate voltage converters; IGM (Inverter Generator
Module) for direct current to high voltage battery and IEM (Inverter ERAD Module) which
uses 3-‐phase alternating current for different components. IGM and IEM also include the
software to control the ISG and ERAD respectively. On board charger (OBC) control module
(battery charger) is shown in sub-‐figure 6 of figure 3.2. It converts the main AC power of 230V
to 400V DC for charging high-‐voltage battery, and operating electrical A/C and DCDC during
main power recharging. 7 show the ERAD motor, which is usually mounted directly on the
rear axle. It also works as a generator with energy recovery during braking. Charging socket is
used for connection to main power 230V shown in sub-‐figure 8 whereas sub-‐figures 9 show
the electric A/C compressor used for cooling in the compartment and HV battery.
3.6 System Overview

Thermal Management system for hybrid vehicles at Volvo Car Corporation (VCC) is divided
into two departments; one deal in thermal management powertrain (Engine side) and the
other take care of the thermal management climate (Passenger compartment/cabin).
Powertrain side deals with the airflow and coolant flow system of cars while climate side
deals with cooling, heating and battery cooling system for hybrid vehicles. Figure 3.3 shows
the hierarchy system of thermal management system at VCC.
18

Airflow
Powertrain
Coolant flow
Thermal
Management Heahng system
Climate Cooling system
Baiery cooling
system

Figure 3-‐3: Hierarchy of Thermal Management System at VCC
3.6.1 Thermal Management Powertrain
3.6.1.1 Airflow
This system is responsible for providing the desired flow of air to different parts/system,
when the request has been made. Airflow is required usually during the high load or for Air
conditioning system (condenser). Engine cooling fan helps in this regard as the key source
element. But it has a significant current consumption and noise level therefore it is only active
when absolutely required by the system. Upper and lower shutters further help in this regard
that is they must be closed to reduce the aerodynamic drag. Typically the shutters will be
closed during winter, but during warmer months they may not close until high speeds are
attained.
In hybrid vehicle case a fan can be used to avoid the electric drivetrain temperature exceeding
the threshold that is the peak temperature for electric drivetrain, it is triggered by the high
voltage battery system. Following are the listed electrical components used in obtaining the
desired airflow.
• Active Grill Shutter Module (AGSM)
• Active Spoiler Shutter Module (ASSM)
• Engine Control Module (ECM)
• Cooling fan for standard cooling pack (e.g. Engine coolant radiator and air-‐
conditioning condenser (FCM))
• Cooling fan for hybrid cooling pack (Electric drivetrain coolant radiator and HV
battery coolant radiator (EDF)).
3.6.1.2 Coolant Flow

Coolant flow section in divided in three different loop for hybrid vehicles as cooling for high
voltage battery and ERAD system are additional coolant loops as compared to the
conventional vehicles.
Engine loop: Petrol engines usually have a quick warm up phase by having a low or no
coolant flow at the start of driving cycle. Once engine has attained adequate temperature, the
pump shall be controlled nominally to provide coolant flow through engine block while its
surrounding components depend upon the set points. If high load is detected, then to provide
19

maximum power from engine, the coolant set-‐point temperature is lowered. Electrical
warming of thermostat and secondary control of the coolant flow via the pump attain this.
In combustion engines, cooling circuit includes CISG component that operates a starter
moment and generates 400V for high voltage system. CISG has a coolant flow request to
electrical pump, which obtains an adequate flow rate. Figure 3.4 shows the coolant flow for
combustion engines.
Figure 3-‐4: Diagram of Coolant flow in Engine
ERAD loop: For the electric drivetrain (low temperature) circuit, the flow rate is based on a
minimum requirement from electric propulsion that depends on ambient temperature. The
electric drivetrain components can also increase coolant flow rate via dedicated CAN signals.
Figure 3.5 shows the coolant flow of ERAD system.
Figure 3-‐5: Diagram of ERAD Coolant flow
This cooling circuit works in three phases.

Cooling: Thermostat is used to reduce the pressure drop and allows a minimum flow under all
driving conditions and all external temperatures. When thermostat is open the coolant travels
to electric water pump through ERAD radiator and recirculates to cool down CIDD, OBC and
ERAD circuits.
Bypass: It works when coolant is at low temperature and the cooling is not required. In this
mode, thermostat does not open to the radiator so the coolant travels directly to the water
pump, which recirculates the coolant in the ERAD cooling system.
Connecting to the engine’s cooling system: Pure electric power operates, when the coolant
temperature (engine oil) of the combustion engine is 0 degC in hybrid vehicles. At low
20

temperatures there is a risk of combustion engine to not start quickly enough when extra
power is required like in quick accelerations. If the combustion engine is cold and the low
temperature cooling circuit is warm, a 3-‐way valve opens so that the coolant travels to the
engine block to heat up combustion engine more quickly. This connection is also used for
filling and bleeding the low temperature circuits. Filling is carried out with the help of
expansion tank used for engine coolant flow system where as bleeding through this expansion
tanks requires two 3 way valves.
Battery loop: Similarly the battery coolant circuit is basically a low coolant circuit operating
at a maximum temperature of 35degC. It maintains the temperature of the battery cells during
driving between 25degC and 32degC, which is optimal for battery’s service-‐life and capacity.
This loop has its own radiator used to cool down the coolant with the help of an electric water
pump. Chillier with A/C system further enhance cooling for this battery cooling loop. Figure
3.6 shows the coolant flow in battery cooling circuit.

Figure 3-‐6: Diagram of Battery Coolant flow
Following are the listed electrical components used in coolant flow system for hybrid vehicles.
• Engine Control Module (ECM)
• Engine Coolant Pump Module (ECPM)
• Electric Drivetrain Coolant Pump (EDCP)
• Vehicle Dynamics Domain Master (VDDM)
• Coolant level Sensor
• Coolant Temperature Sensor for Electric Drivetrain
• Electrical Thermostat actuator
• Engine Coolant Temperature Sensor
3.6.2 Thermal management climate

Thermal management climate system divided in three basic subsystems responsible for
making comfort level for users in passenger compartment/Cabin. Airflow and coolant flow
also plays an important role here with them to obtain desired comfort levels.
3.6.2.1 Cooling System

Cooling system is responsible for cooling passenger cabin and high voltage battery in hybrid
vehicles. It holds the basic Air conditioning system in the car where key elements are
compressor, condenser and Evaporator. Compressor is the main source in this system for
providing cooling.
Principle of Air Conditioning: A low-‐pressure vapor entering the compressor is
compressed and becomes a high pressure/temperature vapor, which is then injected to
condenser. This condenser condenses the vapor into high pressure/temperature liquid as
heat is released due to cooler ambient air passing through it. High pressure/temperature
21

liquid is then travels through the Thermal expansion valve (TXV) where small variable orifice
provide some restriction, against which compressor pushes and suction side of compressor
pull the high pressure/temperature liquid. In result it gives a low-‐pressure liquid, which then
passes through the evaporators coil. Heat has removed from warm air, blowing across the
evaporator fins into cooler refrigerant, from where this cooled is ducted into cabin with the
help of blowers. The A/C cycle begins again as this low-‐pressure refrigerant is compressed
and discharge under pressure [22]. Figure 3.7 shows the general principle of A/C system in
vehicles.
Figure 3-‐7: Air Conditioning system [22]
In hybrid vehicles Internal heat exchanger (IHX) is used as an enhancer to increase the
cooling capacity as shown in figure 3.8. It uses the cold vapor from the evaporator to cool the
hot liquid before it enters the expansion device, resulting an increase in cooling. Evaporators
are the part of Heating, Ventilation and Air Conditioning (HVAC) system. Small vehicles with 2
rows have only front evaporator whereas vehicles with 3 rows are separated in front and rear
evaporators. Similarly an additional loop is defined in the hybrid vehicles to cool down the
high voltage battery with the help of chiller attached after the condenser in A/C circuit. This
chiller is designed for efficiently transferring the waste heat from secondary circuit to
evaporated refrigerant as shown below in figure 3.8.
22

Electric valve Electric water pump Temp sensor EXP TANK
1
0
Battery!
C
Temp Sensor
Front evaporator
Rear evaporator
Chiller
Battery Rad
Condenser
IHX
Orifice
TXV
Orifice
Chiller Shutoff Valve

AC / Front
HVAC Rear HVAC
Shutoff Shutoff
Valve Valve

Figure 3-‐8: Cooling system for battery and Passenger compartment in Hybrid Vehicles
Working of Cooing system for hybrid vehicles: In hybrid vehicles one might know
cooling is needed for passenger compartment, electric drive components and High voltage
battery system. Cooling of electric drive components have its own cooling system with a
separate cooling radiator as discussed before in section 3.6.1.2 where as A/C system helps in
enhancing the cooling for battery loop. Figure 3.9 shows the working of cooling system.
Figure 3-‐9: Working of cooling system for hybrid vehicles
Cooling Passenger Compartment and High Voltage Battery: When cooling the passenger
compartment only, the solenoid valve (7) for the climate control module evaporator (9) is
open and the solenoid valve (13) for Battery Climate Unit (BCU 12) is closed. This is the A/C
system's normal operating condition where none of the solenoid valves are powered. When
cooling the passenger compartment and high voltage battery, the solenoid valve (7) of the
climate control module evaporator (9) and solenoid valve (13) for BCU (12) is open. Solenoid
valve for BCU is powered and the A/C compressor (2) in this case works in the entire speed
range of 800-‐8500 rpm [21].
23

Cooling high Voltage Battery: When cooling the high voltage battery only, the solenoid valve
(7) for the climate control module evaporator (9) is closed. Solenoid valve (13) for BCU (12) is
open. During this operating condition both solenoid valves are powered. The A/C compressor
(2) works in the speed range 2000-‐4000 rpm [21].
Compressor is considered to be the key source for the providing cooling to the system. In
hybrid vehicles, electric compressor is used instead of mechanical (as in conventional
vehicles), which is powered by direct current (DC) from high voltage battery. They had a built-‐
in voltage converter that converts direct current to 3-‐phase alternating current for
compressor’s electric motor. This electric motor is a 3-‐phase 400V synchronous motor with
an output of 4.6 kW and it operates at a rotational speed from 800 to 8500 rpm. Air condition
control module (ACCM) controls the motor and communicates with the Engine control
module (ECM) with a communication bus. BCU and CCM are the control units for the battery
management system and climate management system (cooling, heating and component
heating/cooling).
3.6.2.2 Heating System

Heating system includes the heating of passenger compartment/Cabin with additional
services of pre-‐heating during winters. As the waste heat in electric and hybrid vehicles are
not or temporarily produced through their engines, electric heating system with the help of
air and water heating system were introduced. It is done with addition of fuel operated heater
(FOH) and auxiliary electric heaters commonly known as high voltage PTC heaters. PTC Air
heaters (Low Voltage heaters), mostly used in pure electric vehicles and are commonly
controlled by HVAC control panels. They boost up the required amount of temperature inside
the cabin as they directly heat the ambient air. Hybrid vehicles on the other hand are
equipped with high voltage PTC water heaters, placed inside the coolant circuit, which makes
use of engine waste heat for heating. PTC heater then becomes the additional heat source for
heating, which also helps in improving energy efficiency [23].
Mean while this thermal management climate section provides some additional luxuries to
passengers as stated below
Pre-‐conditioning/Parking Climate: This function is used while engine is OFF in both cold and
warm climate to pre climatise the passenger cabin usually when the vehicle is parked. High
Voltage Coolant Heater (HVAC) is used as a heat source while Electrical Compressor (ELAC) is
used as a cooling source. Vehicles can be either plugged (connected to main as power supply)
or unplugged where as high voltage battery is used as the power supply. Pre-‐conditioning is
activated by direct start or timer functions. Direct start climatise passenger compartment for
a maximum duration with the available actuators, depends upon the car configuration. Timer
start function climatise the compartment up to a specific time configured by the user.
Following systems/actuators are possibly control during preconditioning.
• High Voltage Coolant Heater (HVAC)

• Positive Temperature Coefficient (PTC)
• Seat Heating
• Steering wheel Heating
• Electrical Windscreen Defroster
• Electrical Rear Window Defroster
24

• Mirrors Heaters
• Electrical AC
Seat heating: This function is mostly installed in luxury vehicles, which helps in comfort level
for passenger. They are individually controlled with four different levels (off, 1, 2, 3) through
IHU.
Defrosting: This function is required to de-‐ice or demist the windscreen as fast as possible.
Electrical heated windscreen and hot air flow through defroster outlet helps in fulfilling this
function. It holds both automatic and manually handling facilities through IHU.
Head level estimation for providing Heating/Cooling etc: In VCC comfort level is said to be OK,
when the (Drivers) head level temperature is similar to the set temperature, therefore a
mapping technique is used which gives the estimated head level temperature depending upon
the air-‐flow, ambient temperature and INCAR sensor reading. Climate control system is
responsible for providing this information correctly as all calculations have been done there.
While cooling and heating managers are responsible for providing heating and cooling
comfort level in the passenger cabin with the help of this head level estimation.
Thermal Expansion Valve (TXV): Its basic principle is to ensure the complete evaporation of
liquid refrigerant from the evaporator, so that maximum cooling is achieved. Figure 3.10
shows both open and close version of TXV. TXV allows more refrigerant to enter evaporator
inlet, when it is said to be open. Refrigerant in the capillary tube expands with the increase in
temperature at evaporator outlet, it then forces the diaphragm downwards which pushes the
spring and hence the ball valve is open. Similarly the cooler evaporator outlet tube helps in
contracting capillary tube, pressure compensation tube and spring force. It will then help
diaphragm and pin to move upward which allows the ball valve to close the path for
refrigerant.
1. From Filler Drier

2. To Evap. Inlet
3. Capillary tube
4. Metering Orifice
5. Ball valve
6. Spring
7. Diaphragm
8. Refrigerant
9. Pressure tube
Figure 3-‐10: Thermal Expansion Valve [22]
25

Orifice: Its basic principle is to drop the pressure and temperature of the refrigerant, when
refrigerant flows through it. It is done with the helps of fine restriction placed inside the
orifice tube as shown in figure 3.11. The rate of flow depends on the pressure difference
across the restriction.
Figure 3-‐11: Orifice tube [22]

26

Chapter 4
4 Methodology
Object oriented approach is basically an iterative loop that begins and concludes with the
requirement description and specifications as shown below in figure 4.1. The first two steps
of OO-‐FMEA distinguish it from the traditional approach. Every step comes up with defined
inputs and outputs; while the combined output from the first two steps is an object oriented
system analysis consisting of a boundary diagram with a group of objects illustrates the
overall behaviour of the system.

Figure 4-‐1: Iterative loop of Object Oriented Failure Mode and Effect Analysis
In general terms the process of designing any concept, system or component in a defined
operational environment, no matter either its hardware, software or combined together,
results in creation of a structure. Then the structure is allocated certain behaviours or
functions. This is a simple view of the outcome of a design engineering process. OO-‐FMEA
theoretically tests the design by first finding its structure and then identifying its behaviours
or function. Structure and behaviour are two keywords obtained before starting traditional
FMEA methodology in Object-‐Oriented approach. Figure 4.2 shows the flow chart of the object
oriented failure mode and effect analysis (OO-‐FMEA).
27

1. Find the Conceptual or SCOPE

system structure Boundary Diagram
specification & expertise

Concept or system
2. Identify the objects and FMEA OBJECT

Physical, Logical & attribute
their behaviors.
objects with design intents
3. Prioritize objects, enter

INITIAL FMEA INPUTS
names & design intents in
Partial risks
FMEA template.
4. Generate Failure modes, POTENTIAL FAILURE

based on design intents MODES
5. Complete FMEA according FMEA RESULTS

More reliable designs, improved
to FMEA methodology
specifications & knowledge gains

Figure 4-‐2: Flow Chart of Object Oriented Failure Mode and Effect Analysis
4.1 Identifying Structure

Step one asked for finding conceptual or system structure means a complete system boundary
diagram that consists of the interacting models; software/hardware components,
input/output components and external shared resources which helps in performing a certain
function. The purpose of identifying complete structure is to have complete operational
environment, which includes communication networks and the external shared resources.
Mechanical elements can also be taken into consideration for designing an appropriate
boundary. But one should be quite clear among the difference between interfaces and
interaction in order to determine the system boundary figure 4.3 shows the difference among
them, which is set to be the criteria for identifying the system elements in object oriented
approach for FMEA. Any element, which is unique, or having an interaction with system
considered to the part of system boundary, whereas elements with only interfaces is not
necessary for system boundary.
28

Interface: One-‐way effect/communication
Interface: Two-‐way effect/communication,

but no feedback
Interaction: Interdependent effect, should

belong to the same system

Figure 4-‐3: Difference Between Interaction and Interfacing in OO-‐FMEA
4.2 Identify the Behaviour.

From the confines of the system boundary, a process of identifying objects and their design
intents will start. The output from this step highlights complete system behaviour comprises
of physical, logical and attribute objects. An object is an information package containing a
name and a brief but accurate description of design intent for a separable part of the system.
Physical objects represent separable hardware or tangible components in a system like
electronic control units, relays, switches, sensors, actuators etc. whereas logical objects
represent separable, coherent functions or behaviours; they are often realized by software.
While attribute objects are tricky ones, they represent the intangible characteristics and can
be implemented by other objects (physical & Logical) like Noise Vibration Harness,
serviceability, driveability, tolerance etc. It is considered to be the most important and crucial
one for improving reliability and enhancing perceive quality in a system, one need to be smart
enough and creative for identifying attribute objects. There is no intention to imitate
nomenclature from other methodologies, but the same object structure in the design can be
adopted [8]. Figure 4.4 shows an example of these objects having design intents.
Physical Object Logical Object Attribute Object

Windshield Wiper Motor Rain-‐Sensor Control NVH Compatibility (Noise-‐
Vibration-‐Hardness)
Supplies rotational Activates windshield wiper
mechanical force to a at set wiping speeds and Limits perceived wiper noise
linkage system for moving intervals base on sensor to prevent annoyance to
two windshield wipers back input information passenger.
and forth across the shield

Figure 4-‐4: Physical (Blue), Logical (Red) and Attribute (Green) Objects in OO-‐FMEA
The design intent of an object is defined from the perception of what it does in the system.
The motivations for its actions can also be included to enhance effect identification. The
information shall answer the question of what the object does, where applicable and why.
Correctly formulated design intents enhance the identification of the failure modes in a
system; therefore it’s important to be precise and accurate, always start with the verb and
define targets of action, in the end answer when and why [8]. Good design intent must fulfil all
these properties.
29

This step further helps in identifying the relationship between different system elements and
also captures the dependencies between system and external shared resources, which gives a
complete picture as a whole.
4.3 Priorities the object and enter the information.

Complex systems usually contain both complicated and simple elements, where complicated
elements perform varying and simple elements perform highly repetitive tasks. Therefore a
key is to choose only right but fewest objects to analysis, which are crucial for the system. It
exploits the principle of efficient compatibility rather than unmotivated completeness. In
other words, the analysis targets on the significant issues. Due to interactions between the
objects usually the high priority objects will include the effects of the low priority objects. As
focus is set to perform qualitative analysis instead of a quantitative analysis, which enables
focus on significant objects only, especially those having key impact on system behaviour.
After prioritization, simply transfer the information in the objects to the FMEA-‐template (see
appendix A). Reused objects that are derived from stable standard components, regulated by
proven design guidelines, can be exempt from transfer to the FMEA, if their designs intents
and operation environments are not changed.
4.4 Generate failure modes.

A failure mode in general is the way things fail, but this may create confusions when working
with designs at different level of development phase. In OO-‐FMEA, failure modes are defined
as the negation or deviations of design intents. The outputs of each object are expected to
conform to the design intent. Any deviation is a failure mode. Two types of non-‐conformance
are possible negation or deviation from the design intent. In other words, failure modes are
things not working at all (negation) or not working as intended or expected (deviations).
Thus, formulating the negation and deviations of the design intent generates potential failure
modes. Note that this is a golden rule to be followed in object oriented FMEA. It is principally
important to strictly abide by this rule when performing analysis for software. Figure 4.5
shows an example of generating failure modes.
30

Potential Failures
Modes
The Box makes Not Ok No Sound

Test
drumming
sound when it is Negation
hit OK
Design Intent Other Sound
Deviation
Unexpected
Sound
FMEA
Deviation

Figure 4-‐5: Generation of Failure Modes in terms of Negation & Deviation
FMEA process is evaluated and documented in a form of template as shown in figure 4.6. It is
divided in two parts Theoretical testing and Risk Analysis. Prioritization and generation of
failure modes from the design intents comes under theoretical testing in-‐fact they are
consider as the inputs to the FMEA template.
Figure 4-‐6: OO-‐FMEA Template
Objects (A) holds the prioritised objects while Item/Function (B) are the Design intents of
the prioritised objects in FMEA template and then comes the Potential Failure Modes (C)
derived from the design intents as discussed in section 4.4.
31

4.5 Completion of FMEA

After generating all the failure modes from the design intents of prioritized objects, process of
logical reasoning will start. Logical reasoning is provided for identified/generated failure
modes, which contains the potential effect of those identified failures, cause mechanisms,
preventive measures and then the verification methods for physical testing. Figure 4.7
illustrates the flow chart of it.
Verifies
Failure Cause or YES Prevention Detection

Effects failure Prevention (requirement (D)
mechanism (O) or spec.)
NO
Recommended Responsible Action S O D R

Action taken 2 2 2 P
N

Figure 4-‐7: FMEA methodology used in OO-‐FMEA template
A potential failure effect holds the consequences of identified failure mode for the end user, as
well as all the design aspects to create a robust system. Details of these potential effects are
considered as a decisive factor for the choice of design solutions, therefore it is recommended
to be concise but precise that is as specific as possible. Every failure then must have the cause
mechanism, which is categorised in emergent occurrences, noise factors and communication
medium. In complex systems emergence is the most common phenomenon. Lets take an
example of a malfunctioned actuator controlled by a sensor to understand the difference
between the categories. Figure 4.8 shows this phenomenon, here red text shows the emergent
occurrences, green text is the noise factor where as blue text shows the communication
medium error.
32
2
1

Noise from
Timing operational
environment
Unexpected user
Communication
behaviour Abuse
error
Conflict with other
Cable Harness
sub-‐system or function
Sensor Activate
Control Request
Actuator Apply
External shared
resource errors
Error states from other
Incorrect inputs
subsystems of function
parameters

Figure 4-‐8: Identifying potential failure modes using OO-‐FMEA
Preventive measure section includes all the documented requirements used for eliminating
the causes or identified potential failure modes. First time, it usually consists of
recommendations set by the team/group of engineers performing FMEA and also considered
as one of the vital steps for addressing identified failure modes. Then comes the validation
methods, some time people get confused about the difference between Design Prevention and
design detection, validation methods are considered as the part of design detections, where as
specification or requirements are part of design preventions. Figure 4.9 below illustrates the
relationship between them.
Design Prevention Design Detection

Requirements Validation method
OR OR
Specifications Verification method

Figure 4-‐9: Meaning of design Prevention and design detection in OO-‐FMEA
In the end risk assessment is done with the help of risk priority number (RPN), which is the
part of risk evaluation. RPN is basically a product of Severity, Occurrence and Detection
ranking numbers, based on standardized evaluation criteria. The acceptance level of RPN
depends on the ambition of the design team, but generally an item scoring more than 100
33

requires recommended actions. After the implementation of an action, a lower RPN will be the
outcome. It is a challenge to judge the level of Occurrence for the failure modes. Knowledge on
quality history, Software and hardware reliability data, component specification, system
design, and the type of technology applied, contributes in accuracy of choosing a reasonable
value. Although there are general ranking tables commonly used but systems designers are
urged to create ranking that are appropriate for their system. Rankings are categorised
between numbers from 1 to 10.
Severity ranking encompasses what is important to the industry, company or customers like
safety standards, environment, legal, production continuity, scrap, loss of business, damaged
reputation etc. A low number reflects a low impact of severity while high impact is highlighted
with high numbers.
Occurrence ranks the probability of a failure occurring during the expected lifetime of the
product or service. A high number reflects the inevitable occurrence and vice versa.
Detection ranks the probability of the problem being detected and acted upon before it has
happened. Low numbers reflects the detection is very likely to be happen while high number
shows not likely to be.
The ranking tables of Severity, Occurrence and Detection based on Automotive Industry
Action Group (AIAG) are given in appendix A.
After the first run through, FMEA achieves Loop 1 status. The team continues to schedule
work session to solve problems and follow-‐up the recommended actions and document the
subsequent measures taken. Critical or significant items are tagged with classifications YC and
YS. Those that cannot be handled in the product development phase must be transferred to a
Control Plan that addresses the issues correctly in production. YC denotes a potential Critical
characteristics, derived from the severity ranking 9-‐10 where as YS denotes a potential
Significant characteristics, derived from a combination of severity ranking in the interval 5-‐8
and occurrence ranking 4-‐10. FMEA achieves the final status, when all recommended actions
are appropriately taken and documented [8].

34

Chapter 5
5 Implementation
This chapter includes the implementation of OO FMEA on climate cooling system for hybrid
vehicles at Volvo Cars. It comprises of five steps mentioned in chapter 4. Climate cooling
system consists of passenger compartment cooling, high voltage battery cooling and ERAD
cooling system. Electrical Compressor and HVAC system installed in mostly hybrid vehicles
plays an important role for this.
5.1 Structure
Figure 5.1 shows the structure of the cooling system, where the dotted green line shows the
system boundary. The elements, which are inside the system boundary, include all those
control modules and actuators that interact with each other in order to maintain or provide
cooling to the system.
Figure 5-‐1: System Boundary of the cooling system
Electronic Control Module (ECM) is considered to be the back bone for cooling system, as one
can see from the figure 5.1, all the sensors and actuators like shutoff valves (for chiller and AC
ON/OFF), coolant water pumps (for ERAD and AC loop), Coolant Thermostat, ACCM (which
holds the AC compressor) and Fan Control Module (FCM) are controlled by ECM with the help
of different control units present inside ECM. Then comes the Battery Energy Control Module
(BECM), which is connected with Battery Coolant Pump and Shutoff valve for maintaining the
temperature of battery. Central Electronic Module (CEM) and TEM are used for
inputs/requests with the help of sensors/users here while climate control module (CCM) is
35

used to cool down rear end (third seat row; if available) with the help of rear Heat-‐Ventilation
AC (HVAC) system. Control modules either communicate through CAN (spotted by bold red
lines) or Flex-‐Ray buses (Bold blue lines), while communication among actuators are control
units are through LIN buses (brown dotted lines) or hardwire (usually only having ON/OFF
function). Similarly actuators or control units having only the interfaces didn’t come inside
the system boundary as per the rule stated in section 4.1 like power relays etc.
Number of electronic components like actuators, sensors, there control units, entertainment
and navigation systems are developed in recent years to make passengers feel safer and make
travel more comfortable. Several new bus systems are developed or improved to meet these
design challenges, depending upon the operational requirements. These Bus systems create a
Topology, Reza Esmaeeli states it as an architecture focuses on the relationship between its
elements and internal structures, rather than the characteristics of it’s elements; when
internal relationships between the elements of architecture are capable of change [24]. Bus
system is the most important system currently used in cars; LIN, CAN, MOST and FlexRay,
where LIN, CAN and FlexRay are commonly used for control systems and MOST for telemetric
applications.

Figure 5-‐2: Network topology mostly used by automation industry
5.1.1 CAN (Controlled Area Network)

CAN is the most important and commonly used bus system in automotive industry as a
message-‐based protocol. But still it is not considered for very fast or low data
rates/transmissions (where only few parts are used for data transmission), new buses are
designed for that purpose [25]. CAN was started in 1983 at Robert Bosh GmbH and is one of
five protocols used in on-‐board diagnostics (OBD) vehicles diagnostics standard, mandatory
for all vehicles sold in European Union Since 2004 [26]. Control units are able to share and
exchange data through it, its message signal consists of a sequence of binary digits or bits and
36

operates at data rate of up to 1Mbit/s. A CAN message may vary between 44 and 108 bits in
length [27]. It is shown with bold red colour in figure 5.2.
5.1.2 LIN (local Interconnected Network)

LIN (shown in figure 5.2 with brown dotted lines) is usually developed/used for less complex
networks, where use of CAN make it too expensive. It is a serial bus designed for networking
intelligent devices like sensors and actuators within a subsystem like sunroof or heating
control etc, which do not require high transmission/data rates or complex fault management.
LIN specification was first defined by joint venture among BMW, DaimlerChrysler, Audi,
Volvo, Motorola, Volcano and VW, Later on in 2001 Atmel also joined this group in developing
LIN 2.0 specifications. LIN supports the data rate of up to 19.6 kBit/s for which a 12V single
wire is sufficient enough [25].
5.1.3 FLEXRAY
FlexRay is considered as the fast and fault-‐tolerant bus system in automation industry. It was
designed for car control application, requires high bandwidths. Therefore it supports data
transmission with a bandwidth of up to 10Mbit/s, which is quite acceptable for real time
operations [27]. BMW and DaimlerChrysler introduced FlexRay in 1999, while Atmel also
joined them on the latest development of FlexRay 2.0 in June 2004. It was especially
developed for X by wire systems, such as steer-‐by-‐wire systems or brake-‐by-‐wire where
robust error management and data transmission is required and is based on “byteflight”; a
communication system earlier developed by BMW [25]. Flexray is shown with bold blue
colour in figure 5.2.
5.1.4 MOST (Media Oriented Systems Transport)

MOST is used for all kinds of multimedia applications; navigation, telecommunication, audio
and video systems, due to its high data rate in synchronous (up to 24.8Mbit/s) and
Asynchronous (up to 14.4Mbits/s) transmission modes. Additional control channel with data
rate of 700kBits/s is also available there for boosting the transmission. It was first developed
by BMW and DaimlerChrysler in 1998 and later on in August 2004 releases the latest
specification MOST 2.3. Furthermore Plastic Optic Fiber (POF) is used as physical layer to
ensure safe data transfer, which is not vulnerable to EMC [25].
As stated earlier hybrid vehicles consists of high voltage and conventional 12 volts circuits.
These 12V section contains the LIN (Local Interconnect Network), CAN (Controller Area
Network) and MOST (Media Oriented System Transport) for communication within electrical
control units (ECU) and actuators.
5.2 Behaviour
Second step of OO-‐FMEA extracts system behaviour categorized in objects; logical, physical
and attribute objects as stated in section 4.2. Combining all these information gives a
complete behaviour of a system. We have extracted this information from system
requirement descriptions of climate cooling system. Following three sections illustrates the
investigated behaviour of climate cooling system.
5.2.1 Logical Objects

Logical objects usually contain information (in form of design intents) regarding electrical
control units used in the system. Table 5.1 shows the logical objects extracted from climate
37

cooling system. Some of them are later on prioritized and then evaluated using FMEA
methodology.
Table 5-‐1: Logical Objects and their deployment in identified using OO-‐FMEA in cooling system
Logical Objects Deployment

Cooling Manager ECM
Compressor Control ECM
Compressor ACCM
Air Flow for Cooling ECM
Valve Manager ECM
HV Battery Cooling Valve Control ECM
A/C Shutoff Valve Control ECM
HV Energy Storage BECM
Climate Control Function CCM
Vehicle Mode Management (VMM) CEM
Compressor Power Limitation Function ACCM

Cooling Manager: This control unit plays an important role in providing cooling to passenger
compartment. It is located inside the Engine control module (ECM) and interacts with
different logical units upon a request made for cooling from the user. It is responsible for
maintaining the desired cooling to passenger cabin.
Compressor Control: It is also located inside the Engine control module, which helps in
maintaining climate comfort while communicating with electrical compressor and cooling
manager. It estimates the required compressor speed with the help of designed algorithms
where in this case it’s a feed forward PID control loop. PID part tries to reduce the error
between the evaporator temperature and set point temperature while feed forward part has
number of maps that calculates compressor speed based on the inputs from sensors like
recirculation degree, in-‐car temperature, evaporator set-‐point temperature, mass air flow in
front HVAC and ambient temperature.
Compressor: It is the control part of the actuator, which drives the electrical compressor with
the help of compressor control unit defined above. It also holds the status of the compressor,
which includes the current speed, ON/OFF, pressure at the discharge side of the compressor,
voltage and power consumption etc. It is basically located inside the Air Conditioning control
module (ACCM) shown in figure 5.1.
Airflow for Cooling: It estimates and provides the required airflow to condense the air
conditioning refrigerant.
Valve Manager: It controls the refrigerant flow in A/C loop towards the chillier, front and rear
shutoff valves (ON/OFF) and holds their status in order to communicate with different
subsystems.
HV Battery Cooling Valve Control: It controls the refrigerant flow either to pass or bypass the
battery radiator. Its deployment is also in ECM.
38

5.2.2 Physical Object

As from its name it is quite obvious that it includes all those physically present
objects/actuators which helps in providing or maintaining the cooling comfort level for
passenger cabin like shutoff valves, water pumps, Fan Control Module, LIN etc. Table 5.2
shows all those physical objects highlighted in this regard. Figure 5.1 also shows all these
actuators in the system boundary, as they interact with control units for providing cooling
comfort.
Table 5-‐2: Physical object and their functions identified using OO-‐FMEA in cooling system
Physical Objects Function

LIN Communication Bus
Flex ray Communication Bus
Cable Harness Assembly of power cables
Fan Control Module Helps in providing cooling
Coolant Thermostat Passes or by pass the engine coolant from Radiator
A/C Shutoff valve Open/Close front HVAC for cooling
Rear Shutoff valve Open/Close rear HVAC for cooling
Chiller Shutoff valve Open/Close chiller valve for enhancing battery cooling
HV Battery Shutoff valve Passes or by passes coolant from battery radiator
Coolant water Pump Pumps coolant in engine cooling circuit
LT Coolant water Pump Pumps coolant in ERAD cooling circuit (low temperature circuit)
Battery Coolant water Pumps coolant in Battery Cooling circuit
Pump
5.2.3 Attribute Object

As we have discussed earlier in chapter 4 that attribute objects includes those conditions or
events, which should be taken under consideration while developing/writing the different
products/functions. Similarly Table 5.3 shows the highlighted attribute objects from climate
cooling system, which is taken under consideration while designing this system.
Table 5-‐3: Table of Attribute objects and their functions identified in cooling system
Attribute Objects Function

Noise Vibration Harness Handling
Coolant Temperature Limits Define the upper and lower limits for coolant temperatures
Cooling Prioritization Prioritize battery, ERAD and Compartment cooling
De-‐Gas/ Filling Balance How to set the coolant level if it goes beyond threshold
Component Protection From high/low voltage, high/low pressure etc
Assembly and Service Define the time duration
Electrical Noise Handling Handle electrical radiations, define insulations type/kind
5.3 Prioritization
Prioritization has been done from the logical objects, whose design intents are then taken
under consideration for further investigation. As from the definition, the purpose behind
prioritization is to analyse fewest objects, which targets significant issues or some how over
come the design intents of other objects as well. So here focus is given to the control units,
which directly affect the cooling comfort level. Following are the six prioritize objects, used in
the next step of OO-‐FMEA.
39

• Cooling Manager
• Compressor Control
• Compressor
• Airflow for Cooling
• Valve Manager
• HV Battery Cooling Valve Control
These prioritised objects, having system behaviour are taken as inputs to FMEA process.
5.4 Failure Modes

Each design-‐intent of prioritised logical objects were then critically analysed with engineering
team of climate system, and any possible negation or deviation was highlighted as a failure
mode. Those failure modes are further analysed using traditional FMEA methodology
discussed in section 5.5. Compressor control object is discussed as a case study in this report,
which is known to be the source for maintaining cooling comfort level.
5.5 FMEA Methodology

In FMEA methodology the template of FMEA is filled with the help of theoretical study and
risk analysis as illustrated in chapter 4. Following are the design intents extracted from the
compressor control function, which are discussed using FMEA methodology.
• Implements gain scheduling (feedback loop) with dependencies of ambient

temperature and mass airflow through Front HVAC for improving the performance of
compressor.
• Improves controller performance by a feed forward control as a complement to
normal control algorithm. Contribution elements include Evaporator set points,
ambient Temperature, estimated head level temperature and recirculation degree.
Above mentioned design intents suggest that a PID control with feed forward function is used
to control the speed of the compressor which have dependencies on ambient temperature,
evaporator set point (set temperature by the user), recirculation degree and an estimated
head level temperature. Now besides an inefficient implementation of the controller one of
the cause mechanism includes the wrong estimation of head level temperature. Head Level
estimation involves different parameters like INCAR sensor and temperature measured
across HVAC outlets etc. This estimation is considered to be the most complex estimation and
is currently under investigation therefore currently they don’t have any design prevention for
it but suggests to be detected while performing a complete simulation.
To understand further behaviour of the compressor control function in hybrid vehicles three
different test scenarios were also created, where data from In-‐Car temperature sensor,
Evaporator Temperature sensor, Ambient Temperature sensor, Coolant temperature sensor,
total mass air flow, recirculation degree and vehicle speed was recorded. But the focus was to
obtain the compressor speed with change in evaporator temperature.
Case 1: At 15:00Hrs, certain day of September in Gothenburg, compressor speed and

evaporator temperature were measured when the car was parked. Air conditioning system
was not disturbed initially, with a set temperature of 15degC (low) while the ambient
40

temperature was recorded 11degC. Figure 5.3 and 5.4 shows the compressor speed and
evaporator temperature values respectively.
Evaporator temperature = INCAR Temperature – Heat load inside the cabin

Figure 5-‐3: Compressor Speed with fixed fan speed while vehicle is in Steady State

Figure 5-‐4: Evaporator temperature with fixed fan speed while vehicle is in Steady State
Note: Evaporator temperature regulates from 2degC to 20degC on varying temperature nob
from 15degC to 25degC by the user .The sensor attached after the evaporator measures
41

evaporator temperature or it is roughly equivalent to measured INCAR temperature minus

heat load inside the vehicle.
Case 2: Same day later on compressor speed and Evaporator temperature were measured
while car was moving with a constant speed of 50 km/h approximately outside the hilly areas
in Gothenburg, Sweden. Air conditioning system was not disturbed while temperature was
adjusted to minimum at 15degC and ambient temperature was recorded as 16degC. Figure 5.5
and 5.6 shows the measured evaporator temperature and compressor speed respectively.
42

Figure 5-‐5: Measured evaporator temperature with fixed fan speed while vehicle is moving.

Figure 5-‐6: Compressor Speed while fixed fan speed while vehicle is moving.
Case 3: Later on in the evening compressor speed and evaporator temperature was measured
with auto fan and climate settings. Vehicle was moving with constant speed of 50km/h with
an ambient temperature of 16degC. Compressor speed and evaporator temperature were
shown in figure 5.7 and 5.8. Set temperature was change with time to time as shown in figure
5.7.
43

Figure 5-‐7: Evaporator temperatures measured at auto fan & climate setting
Figure 5-‐8: Compressor speed measured with auto fan & climate setting
These user cases give better understanding over dependencies among different estimations
and sensors. On behalf of which all information was first carried out in FMEA template and
Risk Priority Number (RPN) was generated across them by doing risk analysis with the help
of severity, occurrence and detection level as shown in figure 5.9. Similarly it has been done
for each and every design-‐intent of prioritised objects mentioned in section 5.3.
44

Figure 5-‐9: FMEA methodology on compressor control logical objects
After doing assessment on all prioritised objects, OO-‐FMEA template gives the following
histogram shown in figure 5.10. It shows the distribution of risk among prioritised objects
with the number of design intents in each object. Here y-‐axis shows the number of design
intents in each prioritised object while X-‐axis shows those prioritised objects. Whereas dark
colours show risk seriousness among the objects, which must be addressed properly or those
design intent needs to be review.
12
151-200 101-150 51-100 1-50
10
8
Counts
0
Compressor Compressor Cooling Valve Air Flow for
Control: (Cmprlf) Manager Manager Cooling

Figure 5-‐10: Distribution of risk priority numbers for cooling system

45

Chapter 6
6 Results and Recommendations
After reviewing all design intents from prioritise objects using FMEA methodology following
assessment has been made to robust current thermal management climate cooling system:
Ø In compressor control function compressor starts switching speed from 0 to 800 rpm
once the evaporator temperature is reached to the comfort level, this behaviour leads
to loss the function that is compressor can be damage due to this on/off function.
Figure 6.1 shows the set point set by the user as one can see in between 850 sec to
1100 sec when evaporator temperature reached the level of set-‐point and similarly in
time period of 1300 to 1500Sec, during these time periods compressor is continuously
switching between zero and 800 rpm, this can damage the compressor or effects the
life time of compressor.

Figure 6-‐1: Evaporator temperature and Set point temperature
Ø We have seen that more emphasize is given to cool down HV battery in extreme
conditions apart from which a suggestion has also been made for heating HV battery
during too long parking in cold weather conditions like at airports etc.
Ø After reviewing the designs, we came to know that Flap actuators design (more then
12 in total), which helps in maintaining climate comfort level are very weak as all the
these flaps were connected in series. Means failure of any flap will lead to a complete
loss of function. These flaps actuators have open and close function dependent upon
the request made by the user.
46

Ø Similarly as you can see from the figure 6.2, rear HVAC valve is connected to CCM but
is controlled function according to the specifications lies in Engine control module
through valve manager. This makes it a little complex as the decision is taken inside
ECM and then directed to CCM, which further take action. A suggestion has been made
to connect it with ECM to have a robust design.

Figure 6-‐2: System Architecture cooling system
Ø Similarly threshold for opening the chiller shutoff valve, coolants flow and water
coolant temperature was not mentioned, which help in battery cooling.
Ø It was not cleared from the requirements/specifications that is their any temperature
control system exist for second/third seat row in SPA Hybrid vehicles as at some
places it was found that a user sitting behind in third row can set the temperature by
his/her choice. If that is the case then head level estimation for all users must be
required, while at some places it is mentioned that temperature is adjusted through
first row and rest are adjust accordingly means have dependencies on first row.
Ø There are rooms of improvements in the system requirement descriptions (SRD) for
example some words are not standardized like a word mass airflow is used as total
mass airflow, airflow, total airflow. Do you think is their any difference between them?
6.1 Comparison between traditional FMEA & OO-‐FMEA

Ø While comparing Object Oriented approach with traditional FMEA approach, one can
easily identify the inputs and outputs of the system. Figure 6.3 shows those identified
objects, highlighted in step 2 of OO-‐FMEA for cooling system. Sensors and actuators
represent inputs and outputs respectively to the cooling control system (controllers).
While traditional FMEA approach didn’t have system elements at one place.
47

A/C Pressure Cooling ACCM A/C shutoff A/C coolant

Sensor Manager Valve water Pump
Coolant Climate Valve HV Battery B-‐ coolant

Temperature Control Manager Shutoff water Pump
Sensor Valve
Ambient Airflow HV Energy Cooling Fan Control

Temperature Storage Thermostat Module
Sensor
Sensors/Input Controllers/system Actuators/Output

Figure 6-‐3: Overview of Inputs, Output and Control system from cooling system
Ø Similarly as these identified objects holds complete behaviour of that particular

function, it’s easy to reuse them in other design if required. There is no need to dig
into entire system requirement again. It fulfils the reusability issue and in same
manner easily upgraded with new functions like in software upgrades. Whereas it is
uncertain in traditional FMEA approach.
Ø Object Oriented approach of FMEA also helps us in solving unnecessary complex
solutions like after doing this thesis work we came up with the new decomposition of
the thermal management climate system as shown in figure. Where cooling system is
responsible for cooling at compartment, battery and ERAD, Heating System is
responsible for providing heating to compartment and climate control system
responds to component heating/cooling like seat heating, pre conditioning, defrosting,
demisting etc. Figure 6.4 shows the before and after dependencies of the thermal
management climate system.
Cooling Cooling
Before After
System System
Battery &
Management
Management
Battery
Thermal
Thermal
Climate
Climate
Climate
ERAD
cooling System Cooling
system System
Heating Heating
System System

Figure 6-‐4: Decomposition of Thermal Management Climate System before and after OO-‐FMEA
Implementation
Ø Object Oriented approach consider to be most suitable for lean and agile processes
whereas traditional approach is not adapted for modern processes
Ø It also reduces the product development time and contributes to better prototypes and
testing methods as compared to traditional FMEA approach.
48

A small survey was also conducted in Volvo Car Corporation (VCC), to get opinions from
different people who did analysis using both the techniques that are Object Oriented-‐ Failure
Mode and Effect Analysis (OO-‐FMEA) and traditional Approach of FMEA. It gives a brief idea
that how well OO-‐FMEA works in
• Handling complex systems

• Ease to use and update
• Time Efficient
• Identifying
o Ambiguous requirements
o Incomplete designs
o Unmotivated solutions
o Interactions and Interfaces
Idenbfy Interabons & Idenbfy Incomplete

Interfaces Design
0% 13% 7% 0% 7%
0% 14%
20%
67%
72%
Idenbfy Unmobvated Idenbfy Ambigious

Solubon Requirements
0%
13% 0% 7% 0%
13%
47%
53% 40%
27%

Figure 6-‐5: Pie chart showing engineers response on OO-‐FMEA under a survey
67% people believe that OO-‐FMEA is quite capable of identifying Interaction and interfaces
between different systems and subsystems, whereas 72% says OO-‐FMEA is good enough for
identifying incomplete designs, while 7% rated OO-‐FMEA very good and 14% fair enough in
identifying incomplete designs. 74% in total suggests that OO-‐FMEA is fair or good enough in
identifying unmotivated solution on the other hand 93% supports in favour of OO-‐FMEA for
identification of ambiguous requirement in system designs.
49

Ease to Use and Update Time Efficient Handle Complex

Systems
13% 7% 0% 0% 7%
13% 0% 13%
47% 13%
40% 27%
40% 33%
47%

Figure 6-‐6: Pie charts showing OO-‐FMEA Usability, Time Efficiency and Handling complex system
The key advantage of OO-‐FMEA over traditional method is its ease and reusability, time
efficiency and the object oriented way of handling complex designs. When it was asked in VCC,
80% marked it fair and good for easy use and upgrade, while 13% says its too good and
endorsed OO-‐FMEA over traditional approach. In case of time efficient 80% rated OO-‐FMEA
good and fair enough (the average time an FMEA of a system took 1 year approximately). 27%
believe OO-‐FMEA is very good in handling complex system designs while 80% favour it good
and fair enough as compared to traditional approach of FMEA. Figure 6.5 and 6.6 shows the
pie charts of these analyses conducted through a survey inside Volvo Cars Corporation.

50

Chapter 7
7 Conclusion and Future Work
If a method or tool is not easy to use or understand, it always discourages the user and if it
does not conform the real world, it will consider being short-‐lived. This report shows an
Object Oriented approach for Failure Mode and Effect Analysis (FMEA) to handle complex
system in terms of time, ease to reuse and capability to identify incomplete and ambiguous
requirements etc.
FMEA is qualitative analysis, which is achieved here by quality inputs provided by OO-‐FMEA
approach. It is concluded that OO-‐FMEA requires the practitioner to have basic knowledge of
complex systems. Performing OO-‐FMEA for complex systems is more feasible, relevant and
effective because of their dependences on other components, highlighted by interaction and
interfaces, whereas it’s hard to find dependencies in traditional FMEA approach while dealing
in complex systems. Some authors mentioned it to over come it in addition with some other
reliability tools but then traditional approach become more time consuming. OO-‐FMEA is
applied to climate cooling system in this thesis work, which solves the problem of
unnecessary complexity to the system by splitting battery and ERAD cooling system from
main cooling system. Another benefit of OO-‐FMEA approach is of getting separable
behaviours of different units, which can easily be utilized in other analysis or while system
enhancement. System boundary gives a clear overview of the system achieved in OO-‐FMEA
whereas traditional FMEA didn’t hold system boundary. Over all from this analysis we
concluded that OO-‐FMEA cover all the vital aspects of a system designing first by providing a
structure that is transparent and accessible and then focusing on critical issues while
prioritization step which confines the principles of modern, lean product development
process.
7.1 Future Work

Usually an FMEA took 1.5 to 2 years to complete therefore due to time constraints this
analysis is done considering only proposed logical objects of cooling system, physical and
attributes objects are not considered in FMEA methodology so far. This process will acquire
loop one status once FMEA methodology is also implement on highlighted physical and
attribute objects of thermal management cooling system. After which process of
recommended action taken place and modified set of specifications and requirements are
published. This needs to be done as a part of future work. On the other hand Thermal
Management System also holds the heating part, a partial work on heating system was also
done that is its structure and logical objects was highlighted and it is recommended to
perform OO-‐FMEA on heating system to get the complete picture of Thermal Management
Climate system.
Secondly we have seen in general three different kinds of systems:
• Data Processing Systems

• Transaction Processing Systems
• Control systems
51

This report illustrates OO-‐FMEA approach for controller-‐based systems where different
components or processes are interconnected for a specific goal in edition with some defined
inputs to get some defined outputs. Whereas it is also applicable for Data Processing Systems
[28], where compilation, recovery, correction and storage of data is key and must be correct in
certain time period as being a real time system. Data base management systems in libraries,
banks, job portals etc. are the best example in this regard. Similarly it can also be applied to
Transaction Processing System [29], where detailed information is captured and processed,
necessary to update data after validating. If they are not correct system a simple error
message is generated for the user. Like in bank accounts, shopping malls etc. All this
information must be secure and reliable, as any failure will leads to big setback. Although both
of these kinds are not complex as of control units but failure among them will leads some
serious problem. OO-‐FMEA will give an opportunity to make them more reliable and efficient
systems.
52

8 Glossary
Attribute object Flex Ray
It’s an information package, containing a It is a little expensive but faster and more
name and design intents of an intangible reliable automotive communication
characteristic related to system or protocol developed after CAN and LIN. It
component like electromagnetic supports high data rate of up to 10Mbit/s
compatibility, corrosion tolerance,
maintainability, drivability etc. they are FMEA
dependent upon logical and physical FMEA is one of the most widely used
objects. procedures for analysis of potential failure
Behavior modes. It’s applied to reduce or eliminate
failures with higher priorities from a
It refers the functional and non-‐functional system. Actions are taken after applying
activities carried out by a certain system in FMEA to reduce risks of system failures. It
an operational environment. stands for Failure Mode and Effect
Analysis.
CAN
Interaction
It’s a standard communication bus used in
vehicles as a communication medium In simple words it’s a two-‐way
among microcontrollers and deferent communication among two different
devices without a host computer. CAN systems or elements with feedback.
stands for controller area network having
data rate of 1Mbit/s. Interface
Design Intent Interface is when data is transmitted from

one entity to another without any feedback
It refers to the motivation behind its between the connected entities. The
creation. Design intent of an object holds transfer of data can be one or two ways,
the reason behind their creation having but is independent of each other.
functions, behavior or states.
LIN
External Shared Resources
LIN stands for local interconnect network,
External shared resources usually don’t used for communication among different
interact with system but have an interface components in vehicle. It is based on serial
which for significant for the system. network protocol with data rate of
20kbit/s.
Emergence
Logical objects
It is the way complex system behaves as a
result of interaction, dependencies and It is information package containing name
other exchanges or influences that may or and design intent of a separable part of the
may not be intended. software, mostly a coherent functions in a
control unit. Functions can be realized by
combination of hardware and software like
electric motor control, voltage-‐monitoring
unit etc.
53

MOST
Media Oriented System Transport is used System

as a high-‐speed multimedia medium for
inside /outside communication in modern A number of interconnected elements,
vehicles. It’s a serial bus, which transport components or abstractions capable of
audio, video, voice and data signals using receiving specified inputs and generating
plastic optical fiber (POF). outputs makes a system or sub-‐system.
Usually system consists of a number of
Object sub-‐systems.
Here in this report or in OO-‐FMEA object is System Overlaps
referred as an information package
representing a separable part of a system. It defines a common are of design
It consists of name and description of its responsibilities for two or more sub-‐
design intents. systems.
Physical Objects System Structure
Physical object is an information package It is an overview diagram showing the

containing the name and design intent of a construction of interdependent
separable hardware or tangible element in components and interfaces to other sub-‐
a system like relay, switches, sensors, systems in the operational environment,
pumps etc. including external shared resources and an
appropriate sub-‐system boundary.
Risk Priority Number (RPN)
Topology
Risk priority number extracted from the
product of severity, occurrence and Topology is the geometrical arrangement
detection level of failure modes, which of modules and units in the networ
highlights the seriousness of risk.
Special Characteristics
It tags critical or significant items. Those

that cannot be handled in product
development phase must be transferred to
a control plan.
• YC is a potential critical
characteristic, derived from
severity ranking 9-‐10
• YS is a potential significant
characteristic, derived from a
combination of severity ranking 5-‐
8 and occurrence ranking 4-‐10.
54

9 Bibliography
[1] Volvo Cars Corporation. [Online].
http://www.volvocars.com/intl/top/corporate/pages/default.aspx
[2] Igor Ushakov, Probabilistic Reliability Models.: WILEY, 2012.
[3] Sultan Lipol and Jahirul Haq, "Risk Analylsis method: FMEA/FMECA in the Orginization," Basic &
Applied Sciences, vol. 11, no. 05, 2011.
[4] Sellappan Narayanagounder and Karuppusami Gurusami, "A new approch for prioritization of
failure mode in design using ANOVA," in World Academy of Science, Engineering and
Technology, 2009.
[5] Yiannis Papadopoulos, David Parker, and Christian Grante, "Automating the Failure Modes and
Effects Analysis of Safety Critical Systems," in High Assurance Systems Engineering, 2004.
[6] The International Marine Contractors Association (IMCA), "Guidance on Failure Modes & Effect
Analaysis," Marine Division Management Committee, IMCA, 2002.
[8] Volvo Car Corporation, "Object-‐Oriented Design Failure Mode and Effect Analysis," Electrical &
Electronics System Engineering , Göteborg, 2013.
[7] K Crow. (2002) Failure Mode and Effects Analysis (FMEA). [Online]. www.npd-‐
solutions.com/fmea.html.
[9] Barrie Dale and Peter Shaw, "Failure mode and effects analysis in the U.K. motor industry: A
state of the art study," Quality and Reliability Engineering International, vol. 6, pp. 179-‐188,
1996.
[10] P C Teoh and K Case, "Modelling and reasoning for failure modes and effects analysis
generation," Engineering Manufacture, vol. 218, pp. 289-‐300, 2004.
[11] Christopher J Price, David R Pugh, Myra S Wislon, and Neal Snooke, "The Flame System:
Automating Electrical Faliure Mode & Effects Analysis (FMEA)," in Annual Reliability and
Mantainability, 1995.
[12] Hooman Arabian Hoseynabadi, Hashem Oraee, and Peter Tavner, "Failure Modes and Effect
Analysis (FMEA) for Wind Turbines," Electrical Power and Energy Systems, vol. 7, no. 32, pp.
871-‐824, June 2010.
[13] Haapanen Pentti and Helminen Atte, "Filure Mode and Effects Analysis of Sofware-‐Based
Automation System," VTT Industrial System, Säteilyturvakeskus Strålsäkerhetscentralen
Radiation and Nuclear , Helsinki, 2002.
[14] M Maskunitty and U Pulkkinen, "Fault tree and failure mode and effects analysis of a digital
I

safety function," Industrial Automation, VTT Automation, Helsinki, Report 1994.
[15] Chenguang Hou and Qihua Wang, "Software Interface Failure Modes and Effect Analysis Based
on UML," in International Conference of Information Technology, Computer Engineering and
Management Sciences, Beijing, 2011.
[16] Herbert Hehct, Xuegao An, and Myron Hecht, "Computer Aided Software FMEA for Unified
Modeilng Language Based Software," in Software Engineering, California, 2004.
[18] DELPHI, "Powertrain Thermal Managment," 2007.
[17] (2013, Nov.) Cars Direct. [Online]. http://www.carsdirect.com/green-‐cars/a-‐brief-‐history-‐of-‐

hybrid-‐cars
[19] Peter Kroner, "Thermal Management for Hybrid Vehicles," Advance Engineering, Air
Conditioning, Behr GmbH & Co. KG, Stuttgart, Germanay, Technical Press 2009.
[20] Edward Dulzer. PTC Electric Immersion Heaters.
[21] Volvo Car Corporation, "Hybrid Climate and Cooling System," Electrical and Electronics System
Engineering, Volvo Cars Corporation, 2010.
[22] Ariazone Automotive & Industrial Refrigerant Services Equipment. Automative Air Conditioning
Training Manual.
[23] Eberspächer, "PTC heating Systems for Vehicle Body Manfactures and Small OEMS," Climate
Control, Eberspächer GmbH & Co. KG, Germany, 2013.
[24] Reza Esmaeeli. (2007) Topology-‐from Mathematics to Architecture.
[25] Atmel Markus Schmid, "Automotive Bus System," Atmel Applications, vol. VI, winter 2006.
[26] Sidorenko, Alex. ObdDiag.net. [Online]. http://www.obddiag.net/adapter.html
[28] Sushant. S. Sundikar, "Database System Concepts and Architecture," in Introduction to Database
Management System.
[27] Tom Denton, "Multiplexing," in Automobiles Electrical and Electronic Systems. Oxon: Routledge,
2012, vol. IV, pp. 133-‐144.
[29] Christie Rowe. Study.com. [Online]. http://study.com/academy/lesson/transaction-‐processing-‐

systems-‐tps-‐manual-‐and-‐automated-‐systems.html
[30] Mark A Morris, Failure Mode and Effect Analysis based on FMEA, November 30, 2011.

II

Appendix A

FMEA Template for AIAG: AIAG is the Automotive Industry Action Group, which currently
compiles the FMEA standards for the North American Auto Industry
R!
Action! S! O! D! P!
Potential! Potential! Potential! Current!Controls! R! Responsibility!&! Taken! 2! 2! 2! N!
Recommended!
Item! Function! Failure! Effects!of! S! Causes!of! O! for!Prevention/! D! P! Target!Completion! 2!
Action!
Mode! failure! Failure! Detection! N! Date!
Action!Results!
! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !
!
Figure 0-‐1: FMEA template according to AIAG [30]
Severity ranking encompasses what is important to the industry, company or customers like
safety standards, environment, legal, production continuity, scrap, loss of business, damaged
reputation etc. AIAG sets the following criteria for judging severity while doing risk analysis.
(AIAG is the Automotive Industry Action Group, which currently compiles the FMEA standards
for the North American Auto Industry)
Table 0-‐1: Severity ranking according to AIAG standards [30]
Criteria:
Effect Rank
Severity of Effect on Product (Customer Effect)
Potential failure mode affects safe vehicle operation and/or involves
Failure to Meet 10
noncompliance with government regulation without warning.
Safety and/or
Regulatory
Potential failure mode affects safe vehicle operation and/or involves
Requirements 9
noncompliance with government regulation with warning.
Loss of primary function (vehicle inoperable, does not affect safe vehicle
8
operation).
Loss or Degradation
of Primary Function
Degradation of primary function (vehicle operable, but at reduced level of
7
performance).
Loss of secondary function (vehicle operable, but comfort / convenience
6
Loss or Degradation functions inoperable).
of Secondary
Function Degradation of secondary function (vehicle operable, but comfort /
5
convenience functions at reduced level of performance).
III

Appearance or Audible Noise, vehicle operable, item does not conform and
4
noticed by most customers (>75%).
Annoyance 3
noticed by many customers (50%).
2
noticed by discriminating customers (<25%).
No effect No discernible effect 1
Occurrence ranks the probability of a failure occurring during the expected lifetime of the
product or service. AIAG sets the following criteria for ranking occurrence in risk analysis
methods.
Table 0-‐2: Occurrence ranking according to AIAG standards [30]
Criteria:
Criteria: Occurrence of Cause –
Likelihood of
Occurrence of cause DFMEA Rank
Failure
Design life/reliability of item/vehicle (Incidents per
item/vehicle)
≥100 per thousand

Very High New technology/new design with no history. 10
≥ 1 in 10
Failure is inevitable with new design, new

50 per thousand
application, or change in duty cycle/operating 9
1 in 20
conditions.
Failure is likely with new design, new
20 per thousand
High application, or change in duty cycle/operating 8
1 in 50
conditions.
Failure is uncertain with new design, new
10 per thousand
application, or change in duty cycle/operating 7
1 in 100
conditions.
Frequent failures associated with similar designs 2 per thousand
6
or in design simulation and testing. 1 in 500
Occasional failures associated with similar .5 per thousand

Moderate 5
designs or in design simulation and testing. 1 in 2,000
Isolated failures associated with similar designs .1 per thousand

4
or in design simulation and testing. 1 in 10,000
Only isolated failures associated with almost
.01 per thousand
identical design or in design simulation and 3
1 in 100,000
testing.
Low
No observed failures associated with almost
≤.001 per thousand
identical design or in design simulation and 2
1 in 1,000,000
testing.
Failure is eliminated

Very Low Failure is eliminated through preventive control. 1
through preventive control.
Note: AIAG is the Automotive Industry Action Group, which currently compiles the FMEA
standards for the North American Auto Industry
IV

Detection ranks the probability of the problem being detected and acted upon before it has
happened. Following table illustrates AIAG standard for ranking detection level, while
performing risk analysis.
Table 0-‐3: Detection ranking according to AIAG standards [30]
Opportunity for Criteria: Likelihood of

Rank
Detection Likelihood of Detection by Design Control Detection
No detection No current design control; Cannot detect or is not Almost
10
opportunity analyzed Impossible
Design analysis/detection controls have a weak detection

Not likely to detect
capability; Virtual Analysis (e.g., CAE, FEA, etc.) is not 9 Very Remote
at any stage
correlated to expect actual operation conditions.
Product verification/validation after design freeze and

prior to launch with pass/fail testing (Subsystem or
8 Remote
system testing with acceptance criteria such as ride and
handling, shipping evaluation, etc.).
Product verification/validation after designs freeze and
Post Design Freeze
prior to launch with test to failure testing (Subsystem or
and prior to launch 7 Very Low
system testing until failure occurs, testing of system
interactions, etc.).
Product verification/validation after design freeze and
prior to launch with degradation testing (Subsystem or 6 Low
system testing after durability test, e.g., function check).
Product validation (reliability testing, development
validation tests) prior to design freeze using pass/fail
5 Moderate
testing (e.g., acceptance criteria for performance, function
checks, etc.).
Prior to Design Product validation (reliability testing, development
Moderately
Freeze validation tests) prior to design freeze using test to 4
High
failure (e.g., until leaks, yields, cracks, etc.).
Product validation (reliability testing, development
validation tests) prior to design freeze using degradation 3 High
testing (e.g., data trends, before/after values, etc.).
Design analysis/detection controls have a strong
Virtual Analysis – detection capability. Virtual analysis (e.g., CAE, FEA, etc.)
2 Very High
Correlated is highly correlated with actual or expected operating
conditions prior to design freeze.
Detection not Failure cause or failure mode cannot occur because it is
Almost
applicable; Failure fully prevented through design solutions (e.g., proven 1
Certain
Prevention design standards, best practice or common material, etc.).
Note: AIAG is the Automotive Industry Action Group, which currently compiles the FMEA
standards for the North American Auto Industry

V

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Object Oriented-­‐Failure Mode & Effect

Analysis of Cooling system in Hybrid Vehicles

Faculty of Health, Science and Technology

Symbols and Abbreviations

List of Figures

Figure 1-­‐2: Defining Complex Systems ............................................................................................... 4

Figure 2-­‐1: Difference between FMEA and Physical Testing ............................................................ 8

Figure 2-­‐2: V Diagram of process development ................................................................................. 9

Figure 2-­‐3: Scope of FMEA ................................................................................................................... 9

Figure 3-­‐5: Diagram of ERAD Coolant flow ...................................................................................... 20

Figure 3-­‐6: Diagram of Battery Coolant flow ................................................................................... 21

Figure 3-­‐7: Air Conditioning system ................................................................................................. 22

Figure 3-­‐10: Thermal Expansion Valve ............................................................................................ 25

Figure 3-­‐11: Orifice tube .................................................................................................................... 26

Figure 4-­‐6: OO-­‐FMEA Template ........................................................................................................ 31

Figure 6-­‐2: System Architecture cooling system ............................................................................. 47

4.1 Identifying Structure .............................................................................................................. 28

1.2 Problem Definition

1.3 Aims and Objective

• The advantages and disadvantages of using OO-­‐FMEA instead of the traditional

GPR 7120.4A Risk Management

MIL-­‐STD-­‐1629 Procedures for Performing a Failure Modes, Effects, and Criticality

P-­‐302-­‐720 Performing a Failure Mode and Effects Analysis

2.1 FMEA by Defination

Not Ok No Sound

Design Intent Other Sound

Physical Testing FMEA

FMEA methods are considered to be applicable by both manufactures and service

Concept Vehicle Testing

Project Time line

Scope of a system FMEA Input/Outputs Signal Logics

Scope of a Component Design FMEA

Figure 2-­‐3: Scope of FMEA

2.2 Literature Review (Traditional FMEA)

2.2.1 The Flame System:

• State: that is different,

2.2.2 FMEA on Wind Turbines (WT)

Level 1 Wind Turbine

Figure 2-­‐4: FMEA implementation on WT system [12]

2.2.3 FMEA for Software Based Automation System:

• System boundary for analysis

System Software Application Software

System Kernel System Services Software-­‐Based System

2.2.4 FMEA based on Unified Modelling Language (UML)

• Choice of software interface needs to analyse.

• Requirement formats in every phases

Zone Based air conditioning

Draft-­‐free Ventilation Acoustics

3.2 Climate Comfort in Conventional Vehicles:

3.3 Climate Comfort in Hybrid Vehicles

3.3.1 Micro & Mild Hybrid Vehicles:

3.3.2 Full Hybrid Vehicles:

3.4 Electrical Components for Climate comfort

3.4.1 Storage Evaporator

3.4.2 High Voltage PTC

3.4.3 Silent HVAC Module:

3.4.4 Silent Blower:

3.5 Electrical Architecture Hybrid Vehicles at Volvo

3.6 System Overview

Climate Cooling system

3.6.1 Thermal Management Powertrain

3.6.1.2 Coolant Flow

Figure 3-­‐4: Diagram of Coolant flow in Engine

Object Oriented-‐Failure Mode & Effect

Figure 1-‐2: Defining Complex Systems ............................................................................................... 4

Figure 2-‐1: Difference between FMEA and Physical Testing ............................................................ 8

Figure 2-‐2: V Diagram of process development ................................................................................. 9

Figure 2-‐3: Scope of FMEA ................................................................................................................... 9

Figure 3-‐5: Diagram of ERAD Coolant flow ...................................................................................... 20

Figure 3-‐6: Diagram of Battery Coolant flow ................................................................................... 21

Figure 3-‐7: Air Conditioning system ................................................................................................. 22

Figure 3-‐10: Thermal Expansion Valve ............................................................................................ 25

Figure 3-‐11: Orifice tube .................................................................................................................... 26

Figure 4-‐6: OO-‐FMEA Template ........................................................................................................ 31

Figure 6-‐2: System Architecture cooling system ............................................................................. 47

• The advantages and disadvantages of using OO-‐FMEA instead of the traditional

MIL-‐STD-‐1629 Procedures for Performing a Failure Modes, Effects, and Criticality

P-‐302-‐720 Performing a Failure Mode and Effects Analysis

Figure 2-‐3: Scope of FMEA

Figure 2-‐4: FMEA implementation on WT system [12]

System Kernel System Services Software-‐Based System

Draft-‐free Ventilation Acoustics

Figure 3-‐4: Diagram of Coolant flow in Engine

Figure 3-‐5: Diagram of ERAD Coolant flow

Figure 3-‐7: Air Conditioning system [22]

Figure 3-‐9: Working of cooling system for hybrid vehicles

Figure 3-‐10: Thermal Expansion Valve [22]

Figure 3-‐11: Orifice tube [22]

Interface: One-‐way effect/communication

Interface: Two-‐way effect/communication,

Figure 4-‐6: OO-‐FMEA Template

Figure 5-‐1: System Boundary of the cooling system

6.1 Comparison between traditional FMEA & OO-‐FMEA

Coolant Climate Valve HV Battery B-‐ coolant