Steer-by-wire - how it works with ZF

well hey everybody uh welcome back again to Monroe live I'm here with neb and Chris and of course our own Armen and today what we're going to do is we're going to be talking about rear wheel steering basically electronic steering and we're going to talk about a little bit about how this interplays right into safety which is something that I'm very interested in so Chris why don't you give us a little background on you and then we'll go to neb yep um my name is Chris Manus I've been working for ZF for multiple years I've been uh working uh from the beginning of the electric steering development now it's gearing into a steer by wire and I am a a steering field expert and what I want to show everybody uh and drive the vehicle today is a steer by wire vehicle it's a uh development vehicle and a demo vehicle that we use because again we do Global development we our counterparts in uh Germany and on the far East in China so we use that again as a development and as a demo vehicle cool neb so sany thanks for the time today uh hello to all the viewers uh my name is neb stanovich I'm the steering portfolio manager for the North America region on all of our steering products by wire Technologies for steering today we're excited to show all of the Monroe live viewers our by wire technology and also give Sandy and Armen the opportunity to drive our four-wheel steering vehicle which ultimately will show massive improvements from a handling low speed maneuverability and highspeed maneuverability event and today I'm joined by Armen you may have seen him a couple of times already but Armen why don't you uh let everybody know what you do for a living um I'm one of the lead engineers at Monon Associates and uh have to do a lot with chassis tires and wheels and so um I'm super excited to be able to drive these vehicles today and you know even you know get some um insights about the steering feel and all the advantages that come with these uh marvelous new systems and with that let's jump in a car and go for a ride [Music] [Applause] [Music] [Applause] [Music] [Applause] [Music] so ultimately we're going to go through this parking course I'm going to Loop it all the way back around I'm going to run through the first maneuver we're going to um do it uh with the AKC system on and then we have the same parking maneuver we're going to have have you do it with the AKC system off so ultimately we can just do it right through here uh on the tablet interface and you'll experience uh the capabilities uh and you know maybe a little bit of discomfort with not having that increased uh degree of maneuverability so I'm going to we'll stage it back after you guys do each individual maneuver but what we're going to do first again the AKC system is on we're going to come in here and then I'm going to have you guys do each uh parking within this area so we do have our guides here that can also provide some assistance so I'll just correct the the windows so we can uh get some direction yeah yep and so again you can see uh uh direct readout so welcome to Michigan uh ultimately we have uh obviously these long wheel-based vehicles and I always turn on the 360 so you ultimately can also get spatial awareness of the vehicle so here you go parking a big truck truck uh in Michigan right so very easy with the AKC system right so coming out we're going to now turn the system off maintaining the 360 cameras full situational awareness backing out and now we go to my least favorite configuration normal production so as you guys heard me say earlier I I absolutely believe in this technology uh as much as I do my own family you're going to experience a significant benefit here right so it's the same spacing as you guys saw right we've not done anything so this is standard production F-150 right uh so you have to take two kicks at the cat yep we've changed nothing with the spacing right what's changed now is you no longer have the adaptation of rear wheel steering right so I personally see this maneuver being done often in you know shopping districts within the Metro Detroit area right most times people often also um back into parking spots right and so if you recall on the video we were centered in the lane right what do we have now we have a slight offset trajectory right so we're not really in the spot from a centered perspective okay okay so the AKC system on so go in give me a normal everyday Michigan parking okay so um we are going to be um parking in here and this is with the um rear steering on active so I have active sorry and I have to make sure I don't hit anything now this is my first time driving this completely so let's just see if I can do this correctly and correct so we're uh we're Square to the world I believe and my biggest problem is that um I'm I'm I'm not quite used to the fact that this is turning so sharp we have one of these F-150 lightnings and um and quite frankly um I'm not used to actually uh this level of maneuverability this this level of maneuverability and I just want to make sure that I am square of the world and now I am so let's try TR this let's get out of here first so now we're we're in normal mode and I'm going to try and get into this parking space which I don't think I can see I wouldn't even I couldn't even Park in this one it's too damn close um let me give you some 360 camera well that'd be great but I'm going to watch this guy waving me on there we go so this is uh why um my wife doesn't like driving the uh F-150 a heck of a lot and that's because it takes like four times to get into something like this um yeah night and day huh oh my God massive difference I'm um I'm not really interested in smashing your vehicle today I mean normally I wouldn't give a damn but where crooked is a question mark at the moment yeah I uh I'm crooked all over the place here like I said I would just bypass this parking spot let me see if I can get in this time back to the 360 yeah okay I'll need everything I can get here I'm I'm going to have to take four shots at this it's like ridiculous yeah it's the same parking spot no changes I know but what changed is the adaptation of whe steering well yeah remember how I said we actually you it's a level of discomfort right because you don't have that discomforted right now you have I just feel like um you're you're more constrained right so this is just a low speed maneuverability like we said when we're now in Phase this level of further Dynamic performance extends through the whole vehicle operating range we can do so much with just a few degrees of rear wheel articulation okay well I think I may be close to parking you're you're good I mean I think I think we've demonstrated now that the adaptation of four-wheel steering especially for long wheel based platforms significantly benefits in all different regions so uh I'm off by what looks to be about 3° which would mean under normal circumstances I get out the car look and then I'd say I'm not square and I'd go back and do it again because I'm that kind of guy um this uh this is a great demonstration okay so we just finished off um a little ride and drive um and and um I would say that it was pretty amazing rear steering makes a huge difference in ef-150 and now we're going to do is we're going to jump into this ID3 and we're going to be uh in a steer by wire uh type of situation so Chris we're in your tender care yeah well I would like to uh to demonstrate the steer uh by wire vehicle I want to show you some of the functionality in it so you can experience it but but again as I said to you earlier we do have two actuators we have a electric steering system in position control in the front and we have a torque controller on the hand wheel so these two actuators they communicate with a whole bunch of different modules that basically generate the steering field environment that you feel you know in a normal car and a little bit more because in our case we do have variable steering ratio IO okay that I will show you originally we're going to start with the standard C factor which is a constant C Factor specifically for this vehicle then we will change it to a c factor which is uh about 10 to 20% more than the the base uh standard C factor and it will be a function of steering wheel angle which means as you increase your steering angle your C Factor will change so your turning will be much faster the more you turn the more you turn the more it's going to turn right then we're going to do what we call the Yoke mode uh ratio which is basically three plus times as much as the standard C Factor the standard C Factor just for you know your idea 51 millimet per revolution of the hand wheel yoke is about 170 a dry Park and as you keep increasing the vehicle speed that reduces because if you don't reduce it the vehicle will be very D Dy very nervous okay so we reduce it probably about I would say uh 80 mm per revolution of C Factor so if we looked at um lock to lock or whatever um for uh for degrees what would that lock to loock on the on the on the base uh C factor it's 1 and 3/4 there's one way okay if we go to the the steering angle uh uh the the ratio which is a function of the steering angle you will get less than one and a half but when you go into the Yol uh you will only do about 180 Dees full travel on one side is one one one uh cycle of the one revolution of the hen wheel will cover the whole travel yeah okay good well okay can we also play with the feedback can you turn it on and off or change I will I will show you some of that effect I will show you I cannot show you everything because I have to change a lot of filtering to be able to do that but you will feel the type of feedback that we get on the road I like for you just to to drive this around the parking area uh we're going to start first with the the constant C factor that this vehicle was built for okay what we've done is we've taken out the electric steering system that this vehicle had before and we put in uh a system uh electric steering system in position control okay and then we under here we put our uh handen wheel actuator which is basically in torque mode okay okay good so just drive it around for a while and I will start setting off some of the the module so you can understand what's going on okay good let's try that and what kind of speed you look yeah just very slow speeds we don't need to go crazy you know I just because I want you to so 20 is um yeah 20 is fine okay this is normal mode right and uh what we do the C Factor again it's constant C Factor simulates the production C factor and we use this because we wanted to show how natural the the steering effort feels in the vehicle with the actual tun C Factor because it basically matches the the behavior of the whole vehicle uhuh okay so let me let me just start first I will disable actually let me give you a little bit more idea of how we do things right all right so we do have a steering input that we read from our uh sensor here right we send that signal right to the uh front wheel actuator which is in position control so through the C factor that we uh simulate it will ask the uh front wheels to turn so much right now because it's in position control the the motor has to overcome the load to basically get to that position right we look at the motor information and we convert all that intelligently into a rack Force right yeah then that rack Force we do put it through what we call an inverse boost curve that will give us a torque request to the hand wheel and our torque controller on the hand wheel generates that torque for you okay so that's how all of the stuff works right so this is what we're going to do first right so we can understand things a little better okay so if you stop the vehicle what I'm going to do is I'm going to disconnect my forces from the front actuator that come back to the steering wheel okay so when I do that and I will do that right now do I need to put this in park first no you just turn the wheel right now and see what you feel nothing you see how nothing right look at that basic so I've disconnected my loading in the front from the hand wheel so you don't feel nothing even if you turn the wheel look at that it stays there right it's going to stay wherever it wants I guess right see that so now I'm just going to do one more thing I'm going to put it back so take your hands off you see how it moved that basically generated the balance of forces between the front and the rear just like a normal car right what I'm going to do now we do have another uh functionality what we call the overall steering hysteresis that helps the behavior of the efforts on Center M I'm going to take that off now just feel this just like small inputs on Center okay I I'll take that hysteresis off you feel how lighter it is suddenly yeah right so basically what we do in steering systems you have to use some hyeres to get a good feedback you know we do that with electric steering and we do that with steer by wire it's basically the same idea so we put a little hysteresis to get fairly good on Center Behavior okay so I'm going to put that back okay now I like for you to go around the corner and just like put in an input and just let the handen wheel come back to straight okay okay you don't have to go very fast around 10 kph is fine yeah and just let the hand wheel go okay so now I'm going to take we do have capability for active return now I took active return out so your returnability is not going to be as fast but it's going to respond to the actual force is generated you see how it slowed down yeah see how it slowed down now this is basically responding to the rack loads of the tires at low speeds we're enhancing it with active return okay so I'm going to put it back on again so you can feel the difference it's back on see how quick it does so so there's a lot of functionality we can put in and out these are basically the functions that I want to show you fairly quick quick so you can understand how everything works yeah so now you can just drive it and you we can go down the road and you give me your general Impressions and uh so um just drive it like a normal vehicle make some Lane changes this is our own you know so you tell me how you feel about it well it's very responsive I um like it depends of course on how fast you're going and I'm you know you say it's an open course but surprises happened so I want to be able to see what's going on right so it's Apex a turn here whatever it it feels it feels like um you know it feels like a little bit of a sports car so it's um certainly um if I move fast it it keeps up so it it's not a it's not really a race car but it certainly does feel positive it feels you know it feels it feels really good yeah that seems a little bit Fester it seems sportier right like a sport mode the ratio is the the ratio is a little higher so you go from 51 to about 68 to 71 so you'd enable the OEM to put in a sport mode sport button that now makes the chassis feel more responsive right more more responsive to your input nowadays they'll increase the force it takes fake feel right like they make it they slack it off but that's not really changing anything dynamically yeah yeah it definitely feels faster now you know when you change the when you change the ratio it will require that you retune to make sure that you have smooth operation for all the modules that work of course yeah and now your bushings aren't really well not your bushings but there' be more in tuning than just what you did there right right the whole package they will be more [Music] tuning [Music] hey everybody we uh Aran and I just got a uh a great ride um I will tell you I'm in a good mood I really like pretty much everything I saw um okay I can't figure out what to do with crab mode but I will tell you that from a steering standpoint I can't I just love this I love rear wheel steering I love I'm gonna you know I was debating whether I should say this or not but I will tell you if if VW would have come out with an id4 that was tuned like that ID3 there'd be a lot less Tesla sales I don't know what you guys did to make that thing hum the way it did but I was pretty and actually I think Arman might even might even agree with me on this one I I was really impressed what did you think I that was uh great I think there's two things that really stood out to me one your tuning expertise right because just same platform id4 to ID3 essentially should be similar this was a fantastic driving car right when it's just set to its um factory mode in terms of the only change being having a um a steer by wire system and then secondly when you put it in yoke mode that ID3 right essentially feels like a sports car maybe not quite when you get up to limit handling traction limit but any if you're just using it reasonably it feels like you're driving a Miata right and I am a Miata driver and it's super Nimble fun and then hit of a button you relax it you just cruising down the road getting from A to B and it's uh opens up a whole world of um what that you can give to the customer so it's cool stuff yeah I think it I think it can it really shows the depth and capability of what steer by wire can do yeah from a just a performance standpoint right in a vehicle so well I'll tell you um I remember when the first ZF transmission started coming out and um and I mean there was no comparison to what everybody else had I think you guys have really uh nailed it with steer by wire and um and rear wheel steering I mean I was wondering I was really wondering how you guys are going to stay alive in the transmission mode with the rapid Pace that EVS came out with but I I'm very very very EXC actually you know what maybe what we should do uh to start this off is why don't you give us a little little bit or give the audience a little bit of um information on what it is that steer by wire and um and um maybe how you've enhanced it because like I said um both Arman and I were really impressed uh by that uh by that ID3 I'm really impressed and I I'm pretty sure that that is not the way it comes from um from VW right now so I don't know who wants yeah I mean I think um I mean again steb wire I think just completely enhances the function functionality um especially when we talk about the the softwar defined vehicles and um and bringing the steering features into play relative to the um steer by Wire application um definitely steer by wire you know you're able to really do um have more dimensions of uh Freedom relative to tuning and getting the the that you might want um I think there's a a lot of people are a little bit shy away a little bit from it because they're not sure if you can really get the you know natural feel that you could get um like in a Miata or sports car and I think you know with the amount of uh knobs and and variables you have with the uh with the tuning you can really get there and get the steer fi I think what you guys most experienced today right as we talked earlier I think Sandy used the characterization of the shish kebab right when you think of it is a total system from a vehicle perspective that mechanical excuse me that mechanical stick right is a fixed variable right as Nick talked about the beauty of all of our biowire actuation is it will outperform anything that you can do as a person right your body you can only turn the steering wheel so much with the absence of that mechanical connection we have such a dynamic range of capabilities that we can give it to you however each individual DNA of the customer needs to be we have so much more capability for a safety perspective from a steer field perspective from future features uh we talked about earlier the example of you know the Michigan roads all these potholes which are all over the place here in Michigan you get a lot of disturbance right back up that column we can tune all that out make it quiet and just make your your ride that much more enjoyable and then on the flip side when you are in that performance configuration that Dynamic variable ratio it's Limitless in terms of whatever configuration that each individual client wants to basically tailor yeah I think what we really need to do is talk about that safety issue you guys must have mentioned it about 50 times when we were in the car I don't know what kind of bad impression you got of me but I uh I will tell you as far as I'm concerned um safety is the number one requirement if you're if you're an engineer that's the first and foremost thing that should come to mind and I believe that a this is an enabler without without electric steering sorry let me rephrase that without steer by wire I do do not know how um How we'll ever get any safer than where we are right now the ads systems are great you know uh they they can react quickly and whatnot but without the ability to use steer by wire there's still going to be a problem there's still going to be that that problem associated with how do I move that steering wheel and what are you going to be doing when you're holding on to the steering wheel with your system that goes away because the steering wheel becomes inert and um and basically I can steer that car and it I don't want or need any input from the driver absolutely because they can't move fast enough anyway and then actually when it's decoupled s the benefit there is if you're in an Avers evasive maneuver right you don't have that hand wheel coming back and then potentially causing any damage to the occupant by having an a evasive maneuver we can have uh the actuator completely outperform anything a human can put into to and then get into a safe state so the redundancies that we have both on the front and the rear steer actuators there's a significant amount of EV for our systems team our safety Team all of the engineering disciplines to look at all those various safety cases and make sure that we have a robust solution right in every situation as you heard me say in the car a million times safety is number one at everything that we do in setf well I didn't know it exactly a million but I figured it was damn close yeah yeah and and I think Sandy you mentioned the um you were talking about and I mean that's um and and um that's one of the things that we're trying to also accomplish with sear by wire is is having a say seamless transition from being an everyday driver in the vehicle to letting the vehicle drive itself and again that's that's what steer by wire is also able to do because you get the um you know you have the capability of having this steering wheel that now can get stowed or or you know um retracted out of the way of the driver um to where the it opens up new possibilities in the vehicle as well um we've we talked earlier about the um also the dormant wheel concept where today in a in a regular conventional EPS you still have the steering wheel that can spin around and kind of be distracting and and even maybe unsafe as well in the end so with the steer by wire we can you know we're now decoupled from the road wheel we can enact this um you know dormant steering wheel feature and uh and again brings a whole another level of comfort and desire to the customer for the steer by Wire application it provides weight benefits I mean another example is often times many of our clients have leftand and right-and drive versions with the Advent a steer by wire you no longer have to have different mechanical configurations because it's really agnostic to the vehicle because you no longer have an intermediate shap that's connecting to a column it has to have that specific Tower angle from the left hand drive or the right hand drive so that actuator can be deployed in multiple vehicle regions without having any significant investment for any unique tooling for examp that's one of the things we did too I mean mechanically in this feedback actuator to the steering wheel we've designed it to be very compact a lot of our feedback has been we've got one of the most compact units out there so it can package the same unit on nearly every vehicle you can get out there so you also get economies of scale in there as well right you know today there's so many variants on every platform that you've got to get now it's a basically a oneandone type situation you can get in there and you see how you can just change the field all through the software only and tuning you can put it on all of your vehicles and the more compact the system is the more crushed space you get for the occupants again introducing more safety right and I think an interesting thought is what it does to the concept of a proper skateboard platform right where you now like you were saying uh it doesn't matter if it's right hand leftand side but you can imagine that this is very interesting from your om perspective that you can fin produce the skateboards that we've seen for decades right where you just put on the the top head that you want and refresh and have this just optimized underneath and you're just able to you know provide different vehicles to the customer but underneath it's I mean ultimately it to me it transcends multiple vehicle applications right you know in the area of electrification it allows for higher density or higher volume of batteries also it allows you to have more flexib ility with the propulsion space additionally when you look at as Mike said all the different variants that we have all the different engine options by having that condensed you know we hear and discuss with many OMS about having a corporate common type of actuator right having a corporate common hand wheel actuator can go from an a segment vehicle all the way to a heavy truck because it's really agnostic to the consumer yeah well the thing that we haven't mentioned as well as weight everybody I mean people kill for a couple of grams and um and in fact when I was teaching in China it was um you know one gram every engineer every day and that's how we got the weight of the vehicles down for Chinese cars well if I'm looking at that that that intermediate shaft and normally you've got at least one universal joint on it I mean that's a lot of weight that suddenly vanishes and um and so I I think that there's I think all the way around it's it's 100% % better it's just tragic it took so long to get us to this point well again going back to that mechanical connection you'll have fixed variable or ratios from a steering perspective that's all gone less tooling you don't have to have unique roaching unique forgings Etc you can program it exclusively into that area so when you look at the whole value string from a cost perspective we're reducing complexity right I me the best part is no part more variance of Parts is you know additional cost right so there's so many layers I think that's what you have to look at steer by wire it's a really a total value proposition right I mean there's more costly elements relative to the redundancies and the electronics and that but it's the total value of what it can bring to the automakers well here's here's the other thing um if we I mentioned weight um I also am a big fan of 48 volts took a long time to get here pretty much uh 50 years 60 years um that's something else that uh that um maybe uh and I didn't ask this before but is this a 48v system or could this be a 48volt system you drove a 12volt system um can it be 48 volt yes and we're I mean we're seeing it's really OEM specific what they're looking for are they willing to make the jump from 12 to 48 um so we we also offer Solutions at 12vt with higher battery current draw to get the the higher power output but we've got solutions that can go 12 or 48 to get there so we can mate with whichever oems we're we're talking to how much does it help you going to 48 volts in terms of motor sizing Etc good question um it it does it provides a better benefit to get that power out I mean there are some some tradeoffs but it it's better to use voltage to get you power than to use current so you got to really look at what does the vehicle need bigger heavier Vehicles it's probably better to go a 48 volt smaller Vehicles lighter they might not need the power output so maybe it's more economical to stay at 12 volts on those because the rest of the vehicle systems are there yeah but and and I mean we've seen examples of applications where the threshold of the current is even maybe even not enough so so really the best solution really is going to 48 volt but depending on the OEM and what their strategies are you know you're kind of limited on okay we we have to develop a high output ultra high power type power pack for the customer that wants to stay with 12 volts um or we could probably easier really shift to 48 volts and go that direction so it's really it's really something we can tailor and and adapt to whatever the customer what about the what about the big argument about oh there's nothing out there at 48 volts and we've got to buy all these sensors that aren't you know aren't sitting at 48 volts and on and on any comments on that so I think you know across that app you know similarly in our commercial VAP segment we even support 24v architectures right so it's continued to scale again as Nick said you know it's really a proposition uh you based on each individual OEM and where their trajectory is going from a technology perspective I think we all recognize uh there's a benefit from a thermal management perspective from a sheer wire cross-section perspective right so there's massive weight savings and benefits we have other technologies that have already existed in 48 volts such as our electromechanical roll control uh in various oems depending on their topology you know step down have DC todc converters right so there's there's solutions that transcend that but it's really at the present moment what we're seeing from a voice of the customer perspective uh certain uh elements in the industry are going that route others have not yet migrated to that topology well the one thing that people are going to probably want to know a little bit about is redundancy we talked about it earlier today before we went out on the ride and stuff like that and probably a lot of that will get cut so why don't we talk a little bit about the redundancy that's in both the um electric steering I keep saying the same thing steer by wire um and um and also rear wheel steering um we we did talk about it before and I know you've probably getting exhausted about hearing the same stuff over and over again talk about our technology yeah so why don't we go into that so I think starting off as Nick mentioned earlier there's always focus on Dual Lane redundancy right there's multiple aspects you have to have uh abilities to have dual power outlets right or dual power capability there's dual communication there's dual sensing Technologies so as we look at each individual application with the customers levels of autonomy that are within the system from a hardware solution or software solution but also quering the system right there's other attributes of the vehicle that we can use as an integrated system it can also give us reference points that help with respect to you know that level of redundancy right we use wheel speed sensors right we use different sensors within the vehicle that although may not be fully integrated into the system you can actually take that information off the bus and then extrapolate information that would be relevant right from a hand wheel actuation angle perspective you know torque Etc so there's there's many layers and it's all driven by uh our safety approach with ISO 26 262 which is a standard that all of our oems and all of our the supply base is really focused yeah and I mean safety is obviously the number one priority and we always want the system to fail safe but we also with this technology want to fail operational so we want the driver if something does happen where you know something happens they can feel that they can still drive the vehicle get it safely you know to the side of the road get it safely home um so we want to really the goal is to have a fail safe but fail operational type uh system early adaptions of some of the autonomous features for example you've experienced the four-wheel steering uh an application actually with having four-wheel steering you have the ability you also having a redundant onboard actuator that in the event of the front steer would fail you have the ability to get to that fail state do the trajectory management light up a mill lamp and say hey we are not in an ideal condition but the vehicle and the occupant are now in sa St yeah yeah a limp home or limp limp side yeah yeah those are all good things so let me let me ask you um what um what do you think the impact's going to be or how quickly do you think the impact's going to happen in order to get us to first off rear wheel steering is my ultimate goal for everything and to do that I got to have um I probably got to have um steer by wire as well so what what what do you think the uh when do you when do you foresee um the the future being the reality so for a rear steering perspective let me talk to that first so the technology in and of itself continues to go down Market down segment as we talked currently from a rear steering perspective ZF has launched with 19 different OEM Brands and ultimately I think 74 75 different vehicle applications there's a value proposition that requires you know making modifications to the rear axle to the suspension geometry so you have to increment and make that step what a lot of our customers are saying especially with the Adent of electrical propulsion systems the vehicles are heavier right so to achieve the the dynamic characteristics and the DNA that most of our customers have they can only achieve that with four-wheel steering because of that yaw gradient and you know the the kinematic modification so uh it continues to uh especially also in conjunction with higher levels of autonomy it really provides additional software functions and features in autonomous Comfort capabilities from a from a bwire perspective you know and Nick and Mike can you know explain further you know many more customers continue to look at the technology obviously because of you know the benefits that we're looking at yeah I mean um we talked about this a little bit earlier but as we roll out steer by wire it it appears that the oems are you using this as an opportunity to really um say differentiate their brand um and they're looking at bringing it bringing it out on more say premium type vehicles or applications maybe some Niche applications or even um you know vehicles that are very unique um but I think as we continue M to mature the technology um as we continue to work with the oems to to uh streamline and be more efficient and bring the cost down I think you'll see a you know Market out there that's really uh going more and more to steer by wire um in fact ZF we have uh three you know we're launching ster by wire in in the three major regions uh by the end of 2025 so I mean we're already seeing the impact of this and uh more and more customers are are coming to us and and looking at stby wire more seriously yeah and you you're going to see right like Nick said it's going to start maybe on the the top trim level vehicles but once it gets out there and people experience it and they're all going to say we want it and we're it's going to get pulled into the other market so it's G to it's going to happen um do you think it might also be you know not only just first implemented in the the top luxury segment but also maybe for high efficiency applications we've sort of touched on the efficiency benefits from reduced rolling resistance Etc from having rear steer right um and so then additionally from a cost perspective right you you're able to unlock range uh reduce battery costs um I would imagine I'm guessing here please I think maybe you'd reduce tire noise as well right so I think from yes on a luxury side of things but also from a efficiency perspective it seems like it could enter there um as well longevity as well as we said with these byw Technologies and again you know ZF launched its first by wire technology with the AKC system back in 2013 so by wire is not new technology right I think there's it's more maybe of a confidence from the different oems but as you said without having those fixed variables mechanically you have the ability to take software and translate it in a dynamic perspective right as the vehicle has longer life as you have different wear I mean the the capabilities are only a function of what is now programmed from a software perspective so as we just experienced with the parking Maneuvers right how many times did we scrub those tires trying to get in the parking when you turn the the rear sear system on right that ability to go through and do the maneuver right ultimately resulted in less contact batch wear right so as we continue to grow these Technologies again removing fixed variables in the equation allows for so much more capability at the dynamic level um I'm I'm almost positive that Eric is going to start going like this or like that I'm not sure which yet but uh but anyways I'd like to thank you all for like this is some wonderful morning um I mentioned to you that I was very excited about coming here and I was when Eric said uh ZF wants to and I think in Transmissions show us what they're doing with rear wheel steering and U and steer by wire um that was how fast the decision was made and a lot of other um tears get tears I don't I'm not interested so I was very very glad to have you guys invite us down here I really appreciate it I had a great time even even Arman probably had a pretty good time so uh anyways thank you all again and thank you all for watching thank you thanks so much thank you and thank you thank you yep okay bye now we all shook hands [Music] byebye

Channel: Munro Live

Views: 68,711

Keywords: EV, BEV, Sandy Munro, Munro, Electric Vehicle, Benchmarking, Electric, Insight, Lean Design, Design, MunroLive, ElectricCars, Review, Car Review, Automotive, Automotive Review, Teardown Titan, Tesla, video review, Elon Musk, Munro Live, Ask Munro, Technology, Luxury, Electric Car, Automotive Engineering, Automotive Technology, Innovation, ZF, Steer-by-wire, steering by wire system, steering control while turning, electric power steering, steer by wire, steering system components

Id: mpGHWbhP_4U

Length: 45min 18sec (2718 seconds)

Published: Thu Apr 11 2024