Modern cars involve miles of cables, connected to a series of electronic games that necessarily tell the car what to do and when. This complex dance reaches increasingly complex interactions between other systems, meaning the car can get conflicting messages in safe situations. Audi believes it has a solution for this with its long-lasting vehicle dynamics processor.
Audi already has some synergy between its various systems thanks to its electronic chassis platform, which takes parts inputs such as active protection rings, predictive suspension and complete guidance and treats them in combination to improve car handling. This way, when a car digs in a faster turn, protective rings can help lift a look to improve cornering speed. It can also be used for protection reasons, for example by immediately lifting the left or right side of the car suspension to prepare for an effect and ensure that the collision forces are sent through the appropriate reinforced parts.
This is what Audi’s ECP looks like. It’s amazing how hard something can be so small.
The automaker needs to move further into the future, linking even more mechanical formulas to each other, a single centralized processor, which currently doesn’t have an eye-catching name, but will certainly decide one later. Audi estimates that this formula will paint 10 times faster than the existing ECP and that it will increase its diversity to cover up to another 90 parts of the car, an improvement over the current 20.
There is also another key technological detail that will be incorporated into Audi’s new processing unit: electrification. The vehicle’s dynamic long-term processor will be to integrate more varied power trains, whether it’s a classic internal combustion engine, a natural EV or any combination of both. It will also be designed for front- rear or full-wheel drive paints.
Some of this already exists in Audi’s E-Tron electric SUV, which manages a complex collection of electrical and hydraulic formulas to facilitate the transition from regenerative braking to the mechanical ends of the car. Its integrated brake controller can gain knowledge of other parts of the car, such as its vehicle communication formula x or on-board navigation, to understand the procedure in which the vehicle is driving and provide recommendations on when to release the throttle in the general range.
Dr. Klaus Diepold, Audi’s dynamic and suspension engineer, explains it quite well in the manufacturer’s press release: “Imagine that the car is designed to enter a curve. At the same time, it is configured for complex driving assistance systems, such as the Exit with Caution: Lane would factor an orientation correction command. In the future, the wishes of these two systems, in other words, orientation and complex driving force Assistive systems are obtained centrally through the vehicle dynamics calculator. The calculator centrally associates those two types of data and then translates them into an address replacement.”
So what does this mean for you, the end user? Well, the maximum of what is described here would possibly not even be on your radar, because this combination will pass the scenes and in the order of a few milliseconds. What you’ll notice is a more marked difference between sportier and smoother vehicle modes, allowing for greater comfort or accuracy in mood. This also deserves help to make those cars safer, as greater communication between other parts of the car is allowed.
Although Audi has not explicitly stated which vehicle will bring this generation first, it is understood that it will make its initial appearance in one of the car manufacturer’s two medium to large vehicle chassis, which makes sense because complex technologies reach the most beloved vehicles. Start.
This was originally published in Roadshow.
Denos Likes us on Facebook to see stories.
Provide a summary of the site: