Munich. The BMW Group trial vehicle “Power BEV”
presented during #NEXTGen explores what is technically possible. The
vehicle is fitted with three fifth-generation electric drive units and
has a maximum system output in excess of 530 kW/720 hp. This enables
it to accelerate from 0 to 100 km/h (62 mph) in comfortably under
three seconds.
The development team’s aim here was to build an experimental vehicle
which impresses not only with its longitudinal dynamics but also in
terms of lateral dynamics. Indeed, as drivers would expect from a BMW,
it has been designed not only to be fast in a straight line but also
to put a smile on the driver’s face thorough keenly taken corners.
To this end, the chassis and powertrain engineers worked together
particularly closely to maximise the car’s performance. Key to its
dynamic attributes is that the two electric motors at the rear axle
are controlled separately. This brings e-torque vectoring into play,
which enables maximum drive power to be translated into forward
propulsion even in extremely dynamic driving manoeuvres.
The result is more effective and precise than with a limited slip
differential, because actively targeted inputs are possible in any
driving situation. By contrast, a limited slip differential always
reacts to a difference in rotation speed between the driven wheels.
The drive system comprises three fifth-generation drive units, each
of which brings together an electric motor and the associated power
electronics and power take-off within a single housing. One is mounted
at the front axle and two (a double drive unit) at the rear axle.
Another notable aspect of this generation alongside its eye-catching
power is that it is entirely free of rare earths. An electric motor of
this type will make its series production debut in the BMW iX3. The
iX3 will only have one motor, though, rather than three.
A current BMW 5 Series production model serves as the donor car for
the Power BEV. Integrating a drive system of this type into a
production car represents a serious technical undertaking, but it has
been achieved here with absolutely no restriction in passenger
compartment space. This makes it far easier to assess this drive
concept alongside alternatives.
It has also allowed the engineers to look even more effectively into
the possibilities opened up by two separately controllable electric
motors at the rear axle with e-torque vectoring.
And that means, in future series-production vehicle projects, the
right technology can be selected for the model at hand. Customers will
therefore be provided with the most appropriate technology for their
choice of vehicle concept.