If you are inherent in the latest BMW developments, you may remember hearing “Heart of Joy”, which is the latest BMW move forward in computing power in vehicles. We have talked about what the BMW heart determines to accomplish it before, but now we have a real vision about how – and what – exactly – the mysterious black box. We are talking to Christian Thieleer, a driving experience expert with BMW, for a better scale.
Inside the heart of joy – control of dynamic performance BMW
Heart of Joy is the BMW attempt to capture real potential electric power engines. Christian begins to explain the benefits – and challenges – brings electricity. “You need new ways to control this strength. With this force, you can control the influence of driving dynamics.” Electric engines can also brake and energy restoration – something clearly that the ice cannot do – and provides a significant response.
With electrification also comes the possibility of more than one energy source. The presence of two – or even three or four sources – provides energy capacity is greater to treat vehicle dynamics. BMW needed a smart and capable system enough to bring all these benefits to the vanguard of their cars and consolidate their legacy as the final driving machine in the electric era.
Enter Heart of Joy, supported by the BMW Dynamic Control Program, which is a fully dedicated vehicle dynamics control system. Thaalmeier says it’s the first in the auto industry; The first control system was developed in the company and 100 percent owned by OEM. It took three years to develop, but the result is cars that “driving better than today”, according to Thaalmeier.
The heart of joy is advantages; Bad news for brake makers
Traditional architecture depends on two different units – one expensive for each group transmission and dynamics. The dynamic performance control removes cumin between the presence of two systems in favor of one integrated unit that addresses all heavy lifting. BMW says the cumin is estimated to be less than one millimeter. This translates into a faster response everywhere in the drive – braking (compensatory or ordinary) and acceleration. “One of the parking maneuvers to the highway,” Thimia says that customers will benefit from the heart of joy.
The Joy heart works ten times faster than old BMW systems, and has got a tricks. It can bring a car to a complete and smooth stop without any interference in the brake disk. BMW says that Heart of Joy will be able to provide up to 60 percent of the response more than the 2021 generation of EVS. In fact, almost all slowdown can occur except through recovery – BMW says it is in “regular driving scenarios”, Regen can do 100 percent of work. Bad news for brake manufacturers. BMW says the system Smarts Smarts says more than 15 km (9 miles) while traveling across the country. The torque can be divided from one axis to another, allowing the car to provide compensation for flying for Oversteer and Lunderster.
Circumstantial
In regular driving, Heart of Joy begins to respond from the back axis when the driver raises the suffocating. Thaalmeier says it’s more efficient, to start from the back axis, before pressing the front axis. But in different scenarios, the system will adapt. With a turn, for example, the energy can be placed on the front or rear axis as needed to ensure a balance between more than more.
While traditional compounds – many of the current BMW EVS – depend on different motor modes and brake settings to stop, Neue Klasse and Heart of Joy are the best stop tool for this position. This translates into almost all events that are treated by Regen, while brake tablets are intended for a very strong dispute.
The heart of Joy of Joy SuperCanter will be in the heart – intended from the pun – for the future of Neue Klasse BMWS, whether it is one engine, binary, triple or quadruple. We expect to learn more about how new technology works in real life later this year when we get to the leadership of BMW IX3 (NA5).