- BMW’s heart of joy consists of four integrated control modules in the heart of every class eV
- The dynamic performance tax module integrates acceleration, brakes, handling and steering dynamics
- The systems were tested to the borders of BMW’s visual driver and referred to “The Beast”.
Bringing a vehicle to its limits is the essence of motorsport. If you push a professional driver around a distance in a test, the essence of awesome is.
BMW in mind last November in the Performance Center in Spartanburg, South Carolina. The goal was to show the ability of his new “Heart of Joy” assistant control device that will be the core of his being New class series of new electric cars This year they start for the foreseeable future. BMW finally published some details on the Heart of Joy Power System on Sunday.
This control module essentially contains the engine systems, brakes, loads, regenerative brakes and steering functions in a uniform system. BMW says that it processes entries ten times faster than the different systems in its current EV line and more responsibly and smoothly accelerates motor brakes, steering and vehicle dynamics.
It will be the core of four total control modules for the new EVS class. Built in the BMW plant in Debrecen, HungaryThe avant-garde of this new class of BMWS with a dedicated EV platform will be an electrical crossover, which is assumed that it is the IX3 sold in Europe and China and in 2026 is followed by the i3 sedan in the segment similar to the 3 series becomes.
Both models have an M3 performance version that BMW has predicted with the Vision Driving Experience (VDX) test rig Back in November. The engineers called it “The Beast”. If this new class M3S also take a shadow of what I experienced in November, the electrical future of BMW may be too bright for colors.
BMW’s heart of the Joy Control Unit
The test device to prove this potential Jens KlingmannThe German racing driver with successive victories for BMW at the Italian GT championship. The Squat-Vdx had a massive rear spoiler and an protruding front splitter with the curved proportions of a futuristic muscle car. It can mark the end of BMW’s polarizing design stretch: the VDX was also a stunner in Camo.
Reflected wheel boxes were with large 21-inch wheels with Michelin Pilot Sport 4S tires. Klingmann would smoke her, but somehow not crushed. They were staggered, but since we had confiscated our phones and other recording devices during the demo, I am not sure of the sizes. BMW will also not specify any specifications for the RIG.
Except one: an impossible torque of 13,269 LB-FT. When confirming that the torque on the wheels and not the torque must have been from a quad engine setup in the VDX, BMW spokesman Jay Hanson said it was not announced.
“This is the torque that commissioned the heart of joy to process management,” added Hanson.
What I am sure was the marked force, the breathtaking grip and the high -speed stability of the VDX. While three more intensive rounds with Klingmann behind the steering wheel and three journalists who used three seats in the other, the VDX gave me the first impression: “There are no words.”
BMW Vision New Class Concept
The stability was raised. Klingmann, who removed from a carousel in a fantastic condition, pushed it forward in a straight line as if everything had been on a perfect line. To do this with speed without hitting us in the door panels was as surreal as a simulator. The feeling of flat stability doubled in a series of three right-wing side wind dessions through another curve before a 90-degree company was turning into the one. Even the four-point belt was hardly tense. Quickly like a whip without pain from a crack at 100 miles per hour in front of the corkscrew into the Spartanburg sky, then 124 miles per hour, with the engines whirring like a mechanical hornet nest in front of the carousel. That was the top speed I noticed. It could have been higher.
Yes, professional drivers like Klingmann prove how they are Master of Machine, and I am hardly an apprentice, but BMWS VDX test -I was just as impressed by Klingmanns. It also impressed him, but let’s remember that he is paid by BMW.
“The VDX is easy to drive and pushes the limits of physics to a new level,” he said in a statement published by his employer.
BMW’s heart of the Joy Control Unit
The VDX will not go into production. But the same thing Dynamic performance control module Is one of four control units in, um, heart of joy in every new BMW Ev. According to BMW, according to BMW, there is practically no delay in how the signals are processed and reacted to, with latencies in the “millisecond area”. There are fewer tax inputs that, according to BMW, lead to more direct and more consistent behaviors.
In addition, almost the entire brake is treated by the engines with friction brakes for emergency situations. Due to the quick processing performance, BMW promises a smooth rain brake system, but the company did not mention the rain levels as the BMW -EVS of B as the B setting. Nevertheless, the dynamic performance control module A promises 25% increase in efficiency, That should correspond to a larger area.
BMW has not announced anything in battery pack or motor sizes, although we know that the new class will have one 800-Volt architecture For faster DC times. The other three control modules act in the heart of joy semi-automatic driving, infotainment and basic comfort, air conditioning and vehicle access functions.
Expect more details on the production models in the heart of the new EV class from BMW in the second half of the year.
