AMK – BWI Group

Optimising brake pedal feel through software – iDBC (1-BOX)

Posted on July 23, 2026July 24, 2026 by AMK

Battery electric vehicles accounted for 20% of new EU car registrations in the first five months of 2026, up from 15.3% a year earlier, according to ACEA . Add hybrids and plug-in hybrids and more than two thirds of new cars are electrified.

OEMs have a decision to make with electrified vehicles. Use regenerative braking; blending regen with the friction brakes as necessary. Or solely rely on lift-off regen, which is how one-pedal driving became a defining EV behaviour. The first maximises range but typically has poor brake pedal feel, the other has an unaffected brake pedal but is wasting energy.

The handover is where the driver feels the friction brakes take over from regen part-way through a stop. This is particularly noticeable in the last 10km/h of a stop because the electric motor needs to be rotating to generate torque. There are a multitude of variations that mean making brake pedal feel consistent is a real challenge. For example, when the battery is in a high state of charge full regen is unavailable, so the same pedal input produces a different response compared to when the battery is low. Battery temperature, brake temperatures, brake pedal force – these all impact what blend of regen and friction brake is required.

Decoupling the pedal

An integrated electronic brake system, such as our iDBC 1-Box, decouples the brake pedal from the brakes themselves. A travel sensor and a pressure sensor read driver intention, an ECU decides how the demand is met, and a motor-driven pressure supply unit builds hydraulic pressure at the wheels. The pedal simply becomes an input signal where the force-travel characteristic/ resistance, or the feel, can be tuned through software.

Through this approach pedal feel can be calibrated to the character of the vehicle: firm and short for a performance derivative, progressive and light for a luxury saloon, and switchable between drive modes on the same car. Decoupling the brake provides better control of the deceleration whether the stop is served by regen, friction or a blend, and regardless of battery state of charge.

An added benefit of an integrated electronic system is that the motor builds pressure around three times faster than a vacuum booster. Reaching full pressure sooner in an autonomous emergency braking situation at highway speeds has a significant impact on stopping distances.

Optimising range

In urban conditions, the energy consumed during braking of pure electric vehicles generally accounts for about 30% of the total energy consumption of vehicle operation. So optimising regenerative braking can have a significant impact on a vehicle’s usable range. The limiting factor is often how confidently the braking system can hold friction out of the blend.

A coupled system has to bring friction brakes in early because the pedal is mechanically linked. A decoupled system can serve the majority of the stop through regen wherever grip, temperature and battery conditions allow, introducing friction only when demand exceeds what the electric machine can absorb. The driver feels one consistent pedal throughout.

Engineered safety

What happens if the electronics fail on a decoupled brake pedal? Our iDBC was designed around fail-safe operation from the concept stage. The system is developed to ASIL-D and a direct hydraulic path from the pedal pushrod to the calipers remains as a mechanical backup. Even under a fault condition that disables every electronic system on the vehicle, the driver can still stop the car.

A brake system needs to be proven durable and safe across the full operating envelope, which is why the iDBC has been through high and low temperature programmes and a full winter test cycle on ice and snow at our low-adherence facility in Arjeplog, northern Sweden.

Pedal feel in the EV era

The nuances of subjective driving characteristics, such as pedal feel, steering weight and damper tuning, can be key brand differentiators, but noticed, in truth, mainly by enthusiasts and the engineers who created them.

Brake pedal feel in the EV era is different. Poor blending is not a nuance and it is immediately obvious to all drivers, whether they can name it or not. It erodes confidence in the car, and confidence is harder to rebuild than it is to lose.

The ambition, then, is not necessarily a pedal feel that impresses. It is a pedal the driver never thinks about. That is a higher bar than it sounds and it is easier to achieve when the pedal is decoupled and software controlled.

Compressing development from weeks to an hour

Posted on July 3, 2026July 3, 2026 by AMK

BWI Group’s Technical Centre Krakow has developed a bespoke artificial intelligence (AI) FEA tool. In a recent demonstration project it cut air spring development time from weeks to roughly one hour and uncovered a viable design that experienced engineers had already ruled out. We sat down with Miroslaw Siemieniuk, FEA Manager at BWI Group, to find out how it works, what it found, and why he believes the engineer’s role becomes more important, not less.

Mirosław Siemieniuk, FEA Manager at BWI Group

Q: Miroslaw, let’s start with the wider picture. Why have you and the team developed this AI-powered FEA tool?

A: That’s agood question. The automotive industry has changed rapidly over the last 10 years or so. Due to safety and electrification vehicles continue to increase in mass and at the same time development timescales are reducing. This is having a significant impact on chassis engineers, who are now being asked to land on tighter performance targets inside narrower programme windows.

Air suspension is a good example of where these pressures are being felt. Ride, handling, comfort and durability are governed by a large set of design variables that interact in tightly coupled, non-linear ways and resolving them is challenging. So there was a clear opportunity here to benefit from the potential AI has to offer.

Q: Walk us through how an air spring is typically developed today. Where does the bottleneck sit?

A: Typically, the starting point is a force-versus-displacement performance curve supplied by the OEM. This defines exactly what the air spring is required to deliver across its full stroke. Our aim is to try and develop a product that matches that curve as closely as possible.

However, due to the many linked interactions of the various components in an air suspension system, hitting that curve and satisfying a number of other conflicting requirements and constraints is rarely straightforward. Internal geometry, working pressure, sleeve material behaviour and reinforcement layout all influence the result. The current approach is iterative manual design, with each step supported by finite element analysis (FEA). For a capable team, converging on a workable design typically takes several weeks.

Q: How does the new AI-powered FEA tool change that?

A: In short,it replaces the repeated manual iteration with a deep-learning surrogate that evaluates design changes almost instantly. This is why Ai in engineering can excel. On the particular air spring used in this study, the full optimisation completed in approximately one hour. So, compared to a typical two-week baseline, that is a 98 percent reduction in process time.

Q: How is the deep-learning model built?

A: The surrogate is a five-layer deep neural network. Importantly, it has been trained on a set of 180 high-quality FEA datasets. Those datasets came from simulation models that had already been correlated against extensive laboratory testing. So we know the models have been physically verified and the network is learning from solid engineering data.

From that training set, the network learns the mapping between the air spring’s design parameters and its resulting force-displacement behaviour and is then used as a fast-evaluating surrogate for the underlying FEA. As with all simulation processes, accuracy and correlation are critical. Against the simulation reference, the model achieved an R-squared of 0.99. In other words, there is strong agreement between its predictions and full FEA outputs.

Q: What design parameters does the model currently optimise?

A: At present, the neural network is wrapped around five design parameters: piston radius, low support radius, sleeve thickness, design pressure and nylon fibre cord angles. A Newton-based optimisation algorithm drives the search, looking for the combination of those parameters that minimises the residual error between the surrogate’s predicted force-displacement curve and the OEM’s target. The resulting root mean square error came in at approximately two percent, which indicates that the expected system behaviour closely matches the target. Once an optimal configuration is identified, the candidate design is subjected to a final detailed FEA for validation.

Q: Did the model uncover anything that was unexpected?

A: It certainly did. During the manual phase of the project, the team had concluded that the target force-displacement curve could not be matched within the existing architecture without adding a specific structural constraint component.

However, the AI tool had a different answer. It identified a combination of parameters that met the target curve inside the defined parameter space without the additional component. Manual iteration had not highlighted it because the number of interacting variables put it outside what could realistically be searched by hand inside any reasonable programme timeline.

It is important to emphasise that this is a demonstration of feasibility. The project has not been signed off for production. Translating it into hardware would still require full testing and validation. But, I think it clearly demonstrates the value of AI in surfacing non-intuitive solutions.

Q: If this approach were ultimately validated for production, what would the implications be for OEMs?

A: The implications of developing a design that does not require this additional structural component are significant. Removing it would lower mass, reduce cost, simplify the assembly process and remove the tooling associated with that hardware. More generally, the workflow gives engineering teams a clearer view of where the limits of a given suspension architecture actually sit.

Q: What does this mean for the engineer’s role in suspension development?

A: At BWI Group, AI is treated as an extension of our engineering practice. Its effectiveness depends heavily on engineering judgement. You can have the best tool in the world, but if you don’t know how to use it then it has little value. The quality of the FEA training data, the assumptions baked into each simulation model and the choice of which parameters to expose to the network all need experienced hands and understanding.

Building and validating the simulation models that produce the training data is itself a substantial engineering exercise. If the model is fed bad data, you will only get bad results. Without a credible physical foundation underneath it, the AI model’s outputs lose meaning quickly. What changes for the engineer is where they can now focus their efforts. Repetitive iteration is what gets automated, so the work can instead shift towards innovation.

Q: Where does the methodology go from here?

A: The five-parameter version described here is just the first version. There is clear scope for growth and future iterations will add more design variables, such as sleeve height, piston geometry and air spring volume. The methodology itself is not specific to air springs. So the same approach is now being applied to other suspension sub-systems, including passive valve set ups.

Q: Final thought. What is the broader lesson from the project?

A: A properly grounded surrogate model can do two things at once: compress the development timeline by orders of magnitude, and reveal design solutions that engineers simply do not have time to find. The engineering fundamentals come first, and the AI amplifies what our teams can achieve with them.

Semi Active Roll Control System (SARC) with a new automatic mode

Posted on February 13, 2026February 13, 2026 by AMK

Automated roll control system can be connected and disconnected on demand while driving at speed

SARC removes the compromise between handling and comfort while also improving off-road capabilities

Its unique hydraulic architecture enables mode transitions at any suspension travel and even under load

BWI Group has developed an automated active roll control system. The latest update to the company’s SARC (Semi Active Roll Control) product features a new ‘automatic mode’ that enables a vehicle’s anti-roll bar to disconnect and reconnect seamlessly on demand while driving at speed.

The update addresses an increasing challenge in modern chassis engineering as vehicle mass continues to grow. With SUVs accounting for more than half of new car registrations in Europe in 2024, and BEVs typically around 30% heavier than equivalent ICE models, engineers are increasingly forced to compromise between roll stiffness for handling and compliance for comfort. Heavier vehicles necessitate stiffer stabiliser bars, which extenuates the issue.

SARC’s automatic mode aims to remove this compromise. By disconnecting the bar during normal driving, the system allows the vehicle to adopt a softer, more compliant baseline, only engaging the stabiliser bar when required. The control unit uses vehicle data, such as steering angle, speed, lateral acceleration and yaw rate, to determine when the bar needs to reconnect. During high-speed cornering, for example, it reconnects in less than 200 milliseconds and is imperceptible to the driver.

“Chassis engineers are continually trying to improve road handling and comfort, but the two goals are often incompatible,” said Bruno Perree, Engineering Manager at BWI Group. “The latest update to SARC removes that compromise, allowing engineers to optimise the roll bar purely for handling as it will be disconnected the majority of the time. This not only improves comfort but also adds significant off-road capability, which can be a key competitive differentiator in a crowded SUV market.”

At the core of the system is a compact rotary actuator paired with a fully self-contained hydraulic mechanism. The hydraulic architecture enables the bar to be connected or disconnected even when the wheels are unevenly articulated, which is something mechanical solutions typically cannot achieve. Automatic self-centring using the company’s EZ-Latch™ technology ensures consistent engagement throughout the suspension travel.

SARC is in production on several global platforms, most recently the GWM Tank series, where it is used to balance on-road composure with off-road traction. The addition of SARC’s automatic mode is expected to broaden its application to a wider range of SUVs and BEVs, where managing mass and maintaining ride quality have become central engineering priorities.

Inside BWI Group’s Semi-Active Roll Control Technology

Posted on December 15, 2025December 17, 2025 by AMK

Vehicles are getting heavier and managing that weight has become a major challenge for chassis engineers. This is driven in large part by the surge in SUVs and the rise of BEVs. At the same time, drivers expect more from their cars: greater comfort, versatile functionality, and even off-road capability. We spoke with Bruno Perree, Engineering Manager at BWI Group, to find out how the latest update of Semi-Active Roll Control (SARC) is helping manufacturers deliver all of these demands without compromise.

Q: For those new to the technology, what exactly is SARC?

Bruno Perree: At its core, SARC is our hydraulic roll-control system that allows a vehicle’s stabiliser bar to connect or disconnect on demand. Traditional stabiliser bars force engineers into a compromise: make them stiff and you improve on-road handling, but you hurt comfort and off-road articulation. Make them softer and you improve comfort and mobility on rough surfaces, but the vehicle’s handling will be impacted.

SARC removes that compromise entirely. Our system uses a compact rotary actuator and a self-contained hydraulic mechanism to engage or disengage the bar in real-time. There’s no external pump or long pipework under the vehicle, so the packaging is neat and the power consumption is extremely low.

Q: What’s new in the latest version of SARC?

BP: The biggest step forward is the new ‘automatic mode’. Previously, the driver had to choose whether the bar was connected or disconnected via terrain modes. Now the system decides for itself.

It continuously monitors vehicle attributes such as steering angle, vehicle speed, lateral acceleration and yaw rate, and connects or disconnects the bar automatically. The bar can reconnect in under 200 milliseconds, so the transitions are completely transparent to the driver.

The key advantage here is that the vehicle can run disconnected almost all the time. It only needs the bar to be connected during cornering for handling or safety reasons. The rest of the time you get maximum comfort and full wheel articulation for better off-road capabilities.

Q: Why is that such a big benefit for OEMs?

BP: Essentially, this eliminates a compromise that chassis engineers have lived with for decades. It isn’t a particular issue for small city cars, but SUVs are big, heavy and have a high centre of gravity. To keep them stable, you need very stiff roll bars, so these applications are particularly prone to this compromise.

With more than half of all new registrations in Europe being SUVs it is a common problem for the industry now. SARC allows engineers to remove the compromise between handling and comfort and also provides the vehicle with much better off-road capabilities, which can be a competitive differentiator for OEMs.

Q: How has SARC been received by the end users?

The feedback from drivers has been extremely encouraging. When the Ford Bronco launched, which is equipped with SARC, journalists and early test-drivers quickly picked up on the switchable stabiliser bar and highlighted it as a key factor in the vehicle’s ride quality and off-road capability. We saw a similar reaction in China with Great Wall’s Tank 700 Hi4-T, which also uses SARC. The vehicle was very well received by both customers and the media, even winning a “Best Off-Road Award”.

Q: How does SARC improve off-road performance?

BP: When disconnected, the system provides zero roll stiffness. This is what you want for maximum wheel articulation, which is critical for traction. For example, on the Ford Bronco, the Ramp Travel Index (RTI), which is a measurement of axle articulation, increases by more than 20% when the bar is disconnected . When off-roading, this extra wheel travel can make the difference between getting stuck and getting out. This essentially means the left wheels are not restricted by what the right wheels are doing and vice versa. The hydraulic architecture is key here. It enables us to disconnect and reconnect under load as we have automatic centering. And because our design is sealed and self-contained, it’s extremely resistant to dirt and debris.

Q: How does SARC compare with other active roll-control technologies?

BP: SARC is the only hydraulic system on the market. This gives us the ability to connect and disconnect at any time, with a very fast response. That’s what makes our automatic mode possible. SARC is unique in being able to achieve this.

Most other solutions are mechanical. They rely on physical alignment to connect, so they often require some level of play to be designed into the system. That play is not good for steering feel, and the systems can’t connect and reconnect on the fly.

Q: What industry trends do you see boosting the adoption of SARC?

BP: There are a few clear shifts happening in the market that are making systems like SARC much more relevant. As previously mentioned, SUVs continue to dominate global sales, and the inherent weight and height issues associated with SUVs place a greater vehicle dynamics challenge that SARC can support.

Electrification is another clear trend. EVs are typically around 30% heavier than their ICE counterparts, making it more challenging to control body mass effectively. At the same time, BEV architectures make it easier to integrate an active roll system, as there are no exhausts or gearbox components in the way.

What’s interesting is that consumer expectations are also evolving. Drivers want more and more from their cars. They want vehicles that feel refined on long highway trips, stay flat and predictable on twisting roads, and real capability off-road. That’s a huge range of attributes to pack into one platform. These trends together are pushing manufacturers to look for smarter, more flexible ways of managing roll stiffness, and that’s exactly where SARC fits in. It gives them the control they need without forcing the compromises they’ve had to make in the past.

Q: What makes BWI Group so well placed to deliver SARC?

BP: BWI Group have been working on hydraulic roll-control technologies for more than two decades now, so we are very familiar with active roll control technologies. Over that time, we’ve developed and manufactured both linear and rotary actuator systems, and that depth of experience is what allows us to push the technology further with each generation.

We also supply some of the world’s largest and most demanding OEMs, which means our systems have to meet very high standards for performance, durability and refinement. And because we operate engineering and manufacturing sites across multiple regions, we’re able to support customers locally throughout development and into production. It’s that combination of long-term expertise, global capability and close collaboration with OEMs that really puts us in a strong position to deliver SARC.

ON-LINE TECHNOLOGY FORUM

Posted on September 14, 2025September 17, 2025 by AMK

The Digitisation of Chassis Systems: Adapting Semi-Active Suspension Systems for Modern Vehicles

In this free, 60-minute innovation forum, BWI Group and independent industry experts will explore the future of semi-active suspension and its role in modern vehicle performance.

They will share insights into MagneRide, BWI’s high-performance controlled suspension technology, covering its mechanical and electronic advancements, large-scale industrialisation, and the benefits for integration flexibility and performance.

The session will also include a roundtable discussion with vehicle dynamics and tuning experts, a behind-the-scenes look at BWI Group’s manufacturing capabilities, and an on-road video demonstration of MagneRide-equipped vehicles in action.

Key topics and takeaways:

Technical overview of the latest generation of MagneRide technology
Roundtable discussion on the trajectory of semi-active suspension systems
Insights into how the MagneRide system is engineered for scalable integration across multiple vehicle types and architectures
A look inside BWI Group’s manufacturing facility and how quality is maintained at volume
Real-world driving impressions: on-road demonstration of MagneRide’s performance

SPEAKERS

Tom Liu – BWI Group’s CEO
Philippe Germain, Chief Engineer – Controlled Suspension
Yuan Zamparini – Chief Engineer of Global Suspension Electronics & Software Engineering
Dave Shal – Chief Engineer, Suspension Control Systems & Applications
Krzysztof Kucharczak – Director of Product Engineering , Europe
Marcin Knapczyk – Chief Engineer

https://mobex.io/webinars/digitising-chassis-systems-upgrading-semi-active-suspension-systems-for-modern-vehicles/