## 3 Results
### Range and Charging Rate
The model was run for one hour at 20 km/h, 50 km/h, 80 km/h, and 110 km/h speeds designed as constant speed road operating conditions. The effect of energy consumption at various constant speeds on the charging rate and range was analyzed. The results are presented in Table 5. \begin{table}
\begin{tabular}{l c c c c c c c c c c c} \hline \hline \begin{tabular}{c} **Driving at** \\ **Constant** \\ **Velocity for** \\ **an Hour** \\ \end{tabular} & \begin{tabular}{c} **Energy Consumption** \\ **(kWh)** \\ \end{tabular} & \begin{tabular}{c} **Charge** \\ **Consumption** \\ **(\%)** \\ \end{tabular} & \begin{tabular}{c} **Remaining** \\ **Range without** \\ **Charge** \\ **(\%)** \\ \end{tabular} & \begin{tabular}{c} **Remaining** \\ **Range without** \\ **Realing and** **Systems on** \\ **Coiling (km)** \\ \end{tabular} & \begin{tabular}{c} **Total** \\ **Range of** \\ **Stats (km)** \\ \end{tabular} & \begin{tabular}{c} **Remain-** \\ **Range** \\ **Loss** \\ **(km)** \\ \end{tabular} & \begin{tabular}{c} **Range** \\ **Deformation Rate** \\ **(\%)** \\ \end{tabular} \\ \hline \begin{tabular}{l} 20 km/h \\ Heating Mode \\ (\(-10\)\({}^{\circ}\)C) \\ \end{tabular} & 3.30 & 5.40 & 8.70 & 3.94 & 10.39 & 89.61 & 290.00 & 192.41 & 172.41 & 117.59 & 37.93 \\ \hline \begin{tabular}{l} 20 km/h \\ Cooling Mode \\ (40\({}^{\circ}\)C) \\ \end{tabular} & 3.70 & 5.40 & 9.10 & 4.42 & 10.87 & 89.13 & 290.00 & 183.96 & 163.96 & 126.04 & 40.66 \\ \hline \begin{tabular}{l} 50 km/h \\ Heating Mode \\ (\(-10\)\({}^{\circ}\)C) \\ \end{tabular} & 3.90 & 13.50 & 17.40 & 4.66 & 20.79 & 79.21 & 260.00 & 240.52 & 190.52 & 69.48 & 22.41 \\ \hline \begin{tabular}{l} 50 km/h \\ Cooling Mode \\ (40\({}^{\circ}\)C) \\ \end{tabular} & 5.10 & 13.50 & 18.60 & 6.09 & 22.22 & 77.78 & 260.00 & 225.00 & 175.00 & 85.00 & 27.42 \\ \hline \
\begin{tabular}{l} (40\({}^{\circ}\)C) \\ \end{tabular} & 4.40 & 21.60 & 26.00 & 5.26 & 31.06 & 68.94 & 230.00 & 257.54 & 177.54 & 52.46 & 16.92 \\ \hline
\begin{tabular}{l} (-10\)\({}^{\circ}\)C) \\ \end{tabular} & 5.40 & 21.60 & 27.00 & 6.45 & 32.26 & 67.74 & 230.00 & 248.00 & 168.00 & 62.00 & 20.00 \\ \hline \hline \end{tabular}
\end{table} 
Table 5: Effect of ambient temperature on range and charge rate. Figure 17: Effect of ambient temperature on range and charge rate. In the heating and cooling system, the temperature target of 23 \({}^{\circ}\)C inside the cabin was changed to 24 \({}^{\circ}\)C during the heating process when the outdoor conditions were \(-\)10 \({}^{\circ}\)C. In the cooling process when the outdoor conditions were 40 \({}^{\circ}\)C, the temperature inside the cabin was changed to 22 \({}^{\circ}\)C. The time-dependent in-cab temperature analysis and energy consumption of the heating and cooling system with the new in-cab temperature target are presented in Table 6.  
The results in Table 6 show that a 1 \({}^{\circ}\)C target temperature change in the heating process increases the energy consumption by 0.15 kWh and a change in the cooling process by 0.2 kWh. In the analyses under NEDC road operating conditions, a 1 \({}^{\circ}\)C target temperature change in the heating and cooling system did not affect the time taken to reach the target temperature. The results for charging rate, range, and range degradation rate as a result of changing the target cabin temperature of the heating and cooling process are presented in Table 7.