Growth market for electromechanical brake and steering systems

X-By-Wire Digitalized Driving Dynamics

2025-11-26 From Sven Prawitz | Translated by AI 5 min Reading Time

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G3D printing realizes dense heart appendage rowth markets are currently scarce. However, suppliers like Bosch and ZF anticipate billion-dollar revenues from electromechanical brakes and steering systems.

In brake-by-wire systems, the pedal travel is electronically transmitted to the brake actuators.(Image: Bosch) — In brake-by-wire systems, the pedal travel is electronically transmitted to the brake actuators.
(Image: Bosch)

Over the summer, a variety of suppliers presented their respective steer-by-wire and brake-by-wire portfolios. The basic principle of the technology, collectively referred to as "x-by-wire," is the replacement of mechanical and hydraulic components with electromechanically driven actuators. Pressure on the pedal is no longer transmitted to the brake pads through a hydraulic system. In steering, for example, the steering column as a connection between the steering wheel and the steering gear is eliminated.

In advanced assistance systems, central and domain controllers are increasingly taking over vehicle control. Functions for the chassis, such as braking, steering, and damping, are consolidated there. When automakers rely on electromechanical systems in this area, the individual components can be better coordinated.

Steering With Variable Ratio

How this can look in practical application was demonstrated by Bosch at its test track in Boxberg (Baden-Württemberg). With a mechanical steering system, the gear ratio is defined once and cannot be changed afterward. In the steer-by-wire concept, however, the steering angle can be variably adjusted depending on the application. This means, for example, that when driving through switchbacks, you no longer need to reposition your hands on the steering wheel. It also enables the use of a rectangular steering wheel (Formula 1 style), as announced by Peugeot. The "Hypersquare" is set to be offered starting in 2027—presumably in the new Peugeot 208.

The three-claw light theme brings Peugeot into a horizontal position. (Image:Peugeot)

In the gray casing is a complete computer system. VW intends to develop such a system-on-chip internally (screenshot from the website). (Image:Carizon)

How the elimination of the steering column will change interior design is still unclear. There is no shortage of ideas: a steering wheel that is no longer mechanically connected to the rest of the steering system could be folded away or pushed to the side. Automakers could use the new space behind it for larger head-up displays.

Artificial Vibrations on the Steering Wheel

However, this eliminates the connection between the driver and the road. To ensure the steering feel does not seem artificial, the steering wheel is also equipped with an actuator—similar to the vibrating gamepad of a gaming console.

The Bosch engineers demonstrated in Boxberg (Germany) how software can transmit the vibrations of cobblestones 1:1 to the by-wire steering wheel. Similarly, the individual impacts of the road surface can be amplified and dampened.

Another function that automakers can implement with steer-by-wire, according to Bosch, is a steering wheel decoupled from driving operations. When the traffic jam pilot takes control or the car parks itself, the steering wheel could remain stationary during the maneuvers. This keeps the controls on the spokes easily accessible and provides a defined takeover position.

More Comfort Through Brake-By-Wire

In a conventional brake system, the brake booster is typically located on the partition wall between the footwell and the engine compartment. Here too, space is freed up. The Bosch engineers also highlight another positive characteristic of brake-by-wire: in the event of a frontal collision, the brake booster could be pushed into the footwell, posing an additional health risk during a crash. Furthermore, Bosch has developed a new brake pedal that reduces pedal travel.

As advantages of the system, the company mentions increased comfort. The sometimes unpleasant or unfamiliar pedal jerking during ABS intervention is eliminated. On the other hand, various functions could also be offered here through software.

Gallery

Using a modified Lexus, Bosch engineers demonstrated the driving characteristics possible through software parameters.(Image: Bosch)

The Lexus could be driven either sportily or "sluggishly" around the handling course with the same hardware after a tap of the finger. In the latter setting, we had to drive slower because motion sickness set in.(Image: Bosch)

With steer-by-wire, the steering system's ratio can be adjusted variably. When driving on switchbacks, there's no need to reposition the hands, as half a turn of the steering wheel is enough to navigate through the hairpin turns.(Image: Bosch)

On a low-friction test surface, the interaction of the brake and engine control ensured that the vehicle came to a stop without engaging the mechanical brake. Solely through regeneration (engine braking).(Image: Bosch)

Come to A Stop on Icy Roads Through Regeneration

In Boxberg (Germany), Bosch demonstrated a very harmonious interaction between engine braking (electric drive) and the braking system. The recuperation of the drive was maximized, which is the better and safer option on slippery surfaces. The well-tuned interplay between engine and wheel brakes also prevents the vehicle's front from dipping slightly during stopping—which can help avoid head-nodding by the passengers.

In the case of brake-by-wire, Bosch sees a market for an interim solution: on the driver's side, electrical signals are used for control. However, the brake actuator still functions hydraulically in this case. This makes it easier for OEMs to introduce brake-by-wire systems into existing platforms.

Some customers desire this interim step, explains Gerta Marliani, President of Bosch Vehicle Motion and thus responsible for the company's x-by-wire technology. Asian customers, in particular, are cautious here regarding their portfolio and platforms.

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Date: 08.12.2025

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Brake-By-Wire Goes into Series Production in 2026

Nevertheless, it is two Asian customers who will go into series production with Bosch's electromechanical brake and steering systems in 2026. Marliani declined to name the customers when asked. The business is expected to grow rapidly in the short term: during the ramp-up phase of the technology, the management anticipates billion-dollars revenues. By 2032, cumulative revenues are projected to exceed seven billion euros. At the IAA in Munich, CEO Stefan Hartung expressed confidence that the momentum in the x-by-wire market will increase in the 2030s.

The potential for high revenues partly arises from the safety requirements for brake and steering systems. While some components are eliminated as described above, power supply, actuators, sensors, and others must be redundant. In other words, they are installed twice or otherwise secured for a fault scenario.

Steer-By-Wire from Schaeffler And ZF

Several major suppliers aim to benefit from the future by-wire market. Growing sectors are currently rare in the automotive industry. ZF has equipped the Nio ET9 model with a steer-by-wire system. Two additional contracts with Chinese OEMs are reportedly already secured. For a customer in North America, the Friedrichshafen-based (Germany) company will supply a brake-by-wire system.

At the IAA, ZF showcased the technology alongside damping systems and software functions under the term "Chassis 2.0." "We expect to supply approximately 33 percent of the global market with this part of our product range by the end of this decade, generating total revenues of USD 5.55 billion," said Peter Holdmann, a member of the ZF Board of Management responsible for passenger car chassis technology, during a product presentation in early summer.

Also at the IAA, Schaeffler showcased its steer-by-wire product. Competitor Hyundai Mobis had already demonstrated a vehicle at the "Explore-to-Innovate" event near Memmingen in the summer. It featured an electromechanical steering system with dual actuators, allowing the two wheels of an axle to be controlled independently of each other. In a demonstration, the supplier's engineers showed how this can reduce chassis roll during sudden steering maneuvers. It also prevents oscillation during slalom driving.