Centralized Dynamic Handling Control
The interventions by the dynamic handling control systems are performed with the aim of improving agility and traction. Quite obviously, they also re-stabilize the vehicle when required. On previous vehicles the various functions were performed by a number of discrete systems which, although they communicated with one another, nevertheless had strictly defined limits to their spheres of operation. Accordingly, the interaction of all systems which ultimately determines the overall handling response, was difficult to harmonize.
| Index | Explanation |
|---|---|
| A | Correction of unstable handling |
| B | Early intervention to bring about neutral handling |
| 1 | Individual modulation of brakes to correct understeer |
| 2 | Individual modulation of brakes to prevent understeer |
| 3 | Course of an understeering vehicle |
| 4 | Course of a vehicle with neutral handling |
| M | Yaw force acting on the vehicle as a result of individual modulation of brakes |
The Integrated Chassis Management system on the F01/F02 employs centralized dynamic handling control. It compares the vehicle response desired by the driver with the actual motion of the vehicle at that moment. By so doing, it is able to determine whether and in what way intervention in the dynamic handling systems is required.
The output variable of the centralized dynamic handling control system is a yaw force. It brings about a yawing motion on the part of the vehicle that is superimposed over the existing movement of the vehicle. In that way, the behavior of the vehicle can be "corrected" if a difference from what is desired by the driver is detected. The classic examples of that are vehicle understeer or oversteer.
A new feature of the ICM on the F01/F02, however, is that the dynamic handling systems are brought into action even before such a discrepancy is detected. Thus, the interventions by the dynamic handling systems take place long before the vehicle becomes unstable. As a result, the vehicle feels much better balanced than would be achievable with a conventional suspension and steering set-up. The vehicle displays neutral handling characteristics in many more situations and does not even begin to under or oversteer. This new function is made possible by very precise computation models and new control strategies by which the handling characteristics can be assessed and influenced.