New electronics architecture in the BMW iX3
These Infineon chips power BMW’s Neue Klasse
The iX3 represents the sixth generation of BMW’s eDrive technology.
BMW Group
With the iX3, BMW launches the Neue Klasse and a new E/E architecture. Four central computers consolidate vehicle functions, powered by Infineon Aurix microcontrollers, Ethernet components and digital fuses.
In 2026, BMW will bring the iX3 to market as the first
production model of the Neue Klasse. The vehicle will be manufactured at the
new plant in Debrecen, Hungary, designed from the outset for fully electric production.
Technically, the iX3 represents the sixth generation of
BMW’s eDrive technology, featuring an 800-volt architecture, high charging
performance and extended driving range. However, the most significant
transformation lies in the electronics architecture rather than visible design
changes.
How does the Neue Klasse change the E/E architecture?
BMW replaces the previously distributed control unit
structure with four central high-performance computers, internally referred to
as “superbrains”. These systems manage clearly defined functional domains:
According to BMW, computing power increases by more than
twenty times compared with the previous vehicle generation. Hardware and
software development are increasingly decoupled, allowing functions to be
expanded or modified via over-the-air updates.
At the same time, BMW introduces a zonal
wiring architecture. The wiring harness is divided into front, centre,
rear and roof zones. This reduces cable length in the iX3 by approximately 600
metres, cutting weight by around 30 per cent. The simplified layout also
supports production efficiency and serviceability.
Where are Infineon chips used in the Neue Klasse?
Infineon states that multiple semiconductor components are
integrated into the Neue Klasse, including microcontrollers for the central
computers and solutions for power distribution.
BMW relies entirely on Infineon
microcontrollers for the computing performance of the four superbrains.
The driving dynamics computer, known as the “Heart of Joy”, uses the
latest-generation Aurix tc4d microcontroller. The other three central computers
and the zonal control units are also based on Infineon microcontrollers, including
devices from the Aurix and Traveo families.
What makes the “Heart of Joy” technically distinctive?
The “Heart of Joy” centralises
control of propulsion, recuperation, braking, steering and stability systems.
Functions previously distributed across several control units are now
consolidated into a single system.
BMW refers to control cycles in the millisecond range and up
to 1,000 interventions per second. The objective is more precise coordination
of acceleration, deceleration and stabilisation, particularly during rapid load
changes or cornering.
One key benefit concerns energy recuperation. Faster and
more precise control enables a larger proportion of braking energy to be
recovered electrically. The mechanical braking system primarily acts as a
safeguard during normal driving conditions.
At the centre of this system operates the Infineon Aurix
tc4d, a safety-oriented automotive microcontroller designed for demanding
real-time applications.
What role does Automotive Ethernet play?
Centralisation increases the need for high-performance
internal data communication. Advanced driver assistance sensors, cameras and
radar systems generate large volumes of data that must be processed in real
time.
BMW adopts Automotive Ethernet to meet these requirements.
Infineon supplies components from its Brightlane family, including transceivers
and switch solutions. These ensure high bandwidth and low-latency data
transmission within the vehicle’s E/E architecture.
Compared with traditional bus systems, Ethernet offers
higher data rates and more flexible network topologies. Deterministic
communication, meaning guaranteed timing behaviour, is particularly critical
for automated driving functions.
How is power distribution digitally controlled?
Infineon semiconductors are also used in energy
distribution. Instead of numerous conventional melting fuses, BMW deploys
electronic fuses, known as eFuses.
Components from the Infineon Profet Wire Guard family can
replace up to 150 traditional fuses. These digital fuses monitor current,
detect overload conditions and can be selectively switched. Unlike mechanical
fuses, they provide diagnostic data and can be reset after shutdown.
Depending on operating mode – driving, parking or charging –
individual loads can be automatically deactivated. BMW reports an efficiency
gain of approximately 20 per cent. Optireg power management integrated circuits
further stabilise voltage supply within the E/E architecture.
What role does OS X play in the Neue Klasse?
For the first time, BMW introduces its new operating system,
OS X, on the four central computers. It is based on an Android Open Source
Project stack and forms the software foundation of the Neue Klasse.
This enables features such as the “Panoramic iDrive”, a wide
display band positioned below the windscreen. The user interface is
software-driven and can be continuously developed through updates.
BMW emphasises long-term software continuity across model
generations. Such continuity is significantly easier to implement within a
centralised computing architecture than in highly distributed systems.
Are only Infineon chips used in the Neue Klasse?
No. While Infineon plays a central role in the new E/E
architecture, modern electric vehicles integrate
hundreds or even thousands of semiconductor components.
These include chips for:
- Power electronics of the electric drivetrain
- Battery management systems
- Radar, camera and ultrasonic sensors
- Connectivity modules
- Displays, graphics processors and memory
- Comfort and body electronics
BMW does not disclose all semiconductor suppliers. Industry
practice typically involves collaboration between multiple semiconductor
manufacturers and Tier 1 suppliers.
