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Introduction 2



One area seems predestined for an introduction to the topic of 'Software', the hybrid drive. An internal combustion engine, one or two electric motors that also need to be controlled as generators, in addition clutches and possibly a gearbox, enough work for the software of the powertrain.


Powertrain of a Chevrolet Volt/Opel Ampera

Why just the Honda CR-V Hybrid from 2019? Because according to the manufacturer's instructions in certain operating states it is working as a serial hybrid (picture above), which is, besides a range extender, extremely rare. We had already excluded this possibility, because even the principle sounds strange. An internal combustion engine drives a generator that supplies power to an electric motor then driving the car.

So that the whole makes sense in terms of efficiency, the internal combustion engine must be kept in a very specific, particularly economical operating condition. It works after the principle of Atkinson/Miller and needs e.g. for its valve gear a lot of software care, too.

But, that in addition to many sensors in systems there are also many actuators, you probably already knew that. In this example, we want to move on to another software application. It is the question of how the Japanese engineers have managed to squeeze a few percent more efficiency out of this dubious serial hybrid principle.

The assumption is probably not entirely unfounded, that they have first connected a combustion engine without selectable gear ratios both with the final drive, as well as a generator. In addition, there is an electric motor, which is also connected to the final drive. The connection from there to the combustion engine can be resolved by means of a clutch.

And then they went through an unbelievable number of operating points and saved the results at least regarding power/torque, consumption and exhaust gas. There it is again, the software. Developed further, it can also analyze the data and deliver instructions for the control unit. This now decides in which operating state which mode will be selected:

1. Only combustion engine drives.
2. Only electric motor drives.
3. Both are connected to the final drive.

Also, the question of when the battery is charged and how much energy it should have, can perhaps be clarified in this way. Software as a development helper will play more roles this book. One question remains with this Honda, namely, namely, whether the version sold in Europe is prepared for the highway speeds here or remain adjusted at the Japanese tempo limit of 100 km.

The tasks of software go even further. That concerns the question, how is tested. The latest example on the net is the hype around ARAL ULTIMATE, special fuel for petrol as well as for Diesel engines available. How do people explain that they are infected by others and spend a lot more money while refueling? Some are completely subjective and describe how beautiful the engine has been running ever since.


The others are more objective. They offer their books of precisely noted fuel consumption. Is everything that is written down automatically correct? Of course not and almost every child knows that there has always been a lot of money spent on performance enhancement and fuel economy. The more expensive the investment, the more the consumption dropped. Why? Psychologically. The driving style changed imerceptable.

And the power increase at 102 octane? The questioned engineer replied to the question of how to quantify the power increase from 98 to 102 octane, amounting to about 10 percent for individual vehicles at 95 to 102 octane. You notice that the lower value has been changed between question and answer? It may be assumed that the 10 percent are already reached at the transition from 95 to 98 octane, otherwise the question would have been answered as it was asked.

With all this, engineers only deal with when they have to do advertise. Software creates more reproducible data. Example: In the first test stands for exhaust gas measurement at the manufacturer's, the vehicles were predominantly occupied by students. They looked sideways at a monitor and saw that, from which a detail is drawn below.


So it's not about a car racing game, so not to precision steering, but gear switching and accelerating. The students had to accelerate so that the cursor remained possibly in the middle on the dashed line. If they accelerated too much, the point moves to the right, too weak, to the left. If the cursor point exceeds the solid line, the attempt had be repeated after a day in the climatic chamber.

This in the middle is a switching point. Again, they should not leave any time. That would be a good practise for boring people and accereration artists. But now it is abolished in favor of a driving machine. It does it all automatically, moves much better along the dashed line and avoids traffic jams in the test mode.

Even in such early times of testing there were such driving robots, e.g. for the tests over 80,000 km demanded by the Americans. All parts important for the exhaust treatment were marked and had to be after the long distance still be in place. And then it was measured again. The vehicle ran day and night and fed from a huge tank in the basement of the neighboring building.

Here the robot was doubly important. Because if such a test would have been carried out on the road, unthinkable, an accident would have happened at Km 79,000. By the way, not so much because of damage in money, but rather because of possibly later start of series production.

We will still hear about road tests. They are so euphoric welcomed, the road tests in connection with the conversion to WLPT/6d. From now on they now additionally are performed. Here the precision is left, like they took until now commonplace in laboratory tests. Until now there has been cheated vigorously. Now much more possibilities are given.

Which brings us to another topic that is covered in the five chapters, the VW scandal. Software that is manipulated for better-looking emission test results. Even more exciting because largely unknown, perhaps the four chapters 'Testers' and that about spying on the 'Competition'. But now it's only about history, the transition from analogue to digital electronics, which has made possible the emergence of software in automobiles.





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