ertrain abuse tests – with maximum speed and efficiency. For this reason, we set up and pre-commission most of the testbeds we sell all over the world right here at our factory in Bensheim. For this purpose, we usually use one of our customer’s units under test,” Hans-Peter Dohmen adds. Customer acceptance generally takes place at AVL in Bensheim too, which ensures that our customers get the test system that meets their exact specifications and can be used productively very soon after being installed. Hans-Peter Dohmen: “In my opinion, we won’t be able to replace the driven vehicle tests completely any time soon. But thanks to our simulation tools and testbed hardware, we are capable of reproducing real driving situations with such accuracy that we can do a tremendous number of these activities in the lab without having to cut back on quality. By frontloading these tasks in the development process and the high reproducibility, we can make a very substantial contribution towards reducing development time and costs, and particularly so in the case of modern, connected vehicles.“ < environment powertrain testbed on as few as 10 to 15 fundamental pieces of vehicle data. This enables us to achieve as much as 90 percent of the required accuracy with very little data. Additionally fine-tuning measures can then be taken on the tire model – i.e. where the tire comes in contact with the road surface, a factor that plays a big role in testing. These models can be complemented by models of the driver and the route,” Hans-Peter Dohmen explaines. “An essential advantage of this approach is that you get a clear separation of vehicle, route and driver, i.e. if the vehicle is exchanged, the other parameters no longer need to be adjusted.“ HYBRID OPTIMIZATION ON THE INTEGRATION TESTBED Given the high degree of complexity in hybrid drivelines, development on the integrated powertrain testbed is particularly advantageous. “In the case of a hybrid driveline, the recuperation strategy, for example, is crucial. If a vehicle receives the topographical information that there is an extended downhill slope ahead, where it can charge its battery, there is no need for the vehicle to switch on the combustion engine at this point. For this to be implemented on the testbed, we’ve developed a GPS simulator that simulates a certain GPS position to the on-board navigation system. You can additionally feed this GPS simulation into the original navigation system without having to make any adjustments,“ says Hans-Peter Dohmen. If not all powertrain elements are available as hardware at the time of testing, these can be replaced by simulation models using AVL InMotion. It is even possible to make a ‘flying’ change between the simulation model and the real hardware component during the testing procedure. As this is an open system, these models can also be made available by other simulation systems. AVL SUPPLIES COMPLETE SOLUTIONS “A decisive factor for our customers is the fact that they can use our multi-configuration testbeds and simulation tools to solve their task – which can be anything from system integration to NVH tests or powdevelopment > With the help of simulation, components can be developed in parallel. > AVL InMotion allows for maneuver-based testing on the testbed. 3 0 F O C U S
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