The system combines an FPGA core for real-time data processing with interchangeable SerDes (serializer/deserializer) interface devices, enabling engineers to reconfigure test setups as display and camera requirements change.

The launch is the latest addition to Emerson’s NI PXI platform, an open, modular test system, and extends its capabilities for automotive testing applications. The system includes the NI PXIe-1480 FlexRIO multiprotocol vision carrier module, which supports interchangeable interface devices for testing automotive displays and cameras. The first available interface devices support FPD-Link IV, a high-speed automotive video interface used in ADAS and in-vehicle display applications.

As vehicle architectures shift toward centralized electronic control units, engineers must validate multiple high-speed interfaces on increasingly complex systems. Conventional display test methods, often relying on cameras or visual inspection, limit scalability and introduce variability. By providing a direct interface to ECU and display SerDes input/output (I/O), the modular PXI-based approach improves test coverage through automated, deterministic testing. The result is a single, flexible platform that streamlines validation and improves test repeatability.

“The increasing complexity of automotive electronics requires a more flexible and scalable approach to validation,” said Sam Burhans, chief product manager with Emerson’s test and measurement business. “This modular architecture allows engineers to adapt their test systems to evolving interface standards without redesigning their entire setup.”

The NI PXIe-1480 carrier module serves as the foundation for this architecture, supporting interchangeable interface devices tailored to specific testing requirements.. Emerson plans to extend the platform later this year with additional interface devices supporting a broader range of camera and display protocols.

The solution is designed for engineers in automotive validation and production test environments, including Tier 1 suppliers and original equipment manufacturers, supporting applications across in-vehicle infotainment, ADAS and autonomous driving systems.

Recent news, Beamr partners with Intempora to bring ML-safe video data to RTMaps

Beamr Imaging and Intempora, a dSPACE company, have announced that Beamr’s ML-safe video data technology is now available on the RTMaps AI Store, ready to use across the AV stack. The collaboration lets AV teams reduce their data volumes while preserving ML accuracy, without changing the stack they already rely on.

Real-Time Multisensor Applications (RTMaps) is a modular development and execution middleware, designed to acquire, synchronize, process, record and replay heterogeneous data streams in real time. Beamr’s ML-safe compression can be deployed at the stages where video data accumulates: at logging, where compression lets constrained storage hold more recorded footage; in the cloud and data center, where it cuts existing petabyte-scale storage and transfer costs; and in simulation and training, where it reduces the real-world and synthetic datasets feeding hardware-in-the-loop (HIL) testing.

At each stage, Beamr’s content-adaptive bitrate technology (CABR) reduces file sizes by up to 50% while the object boundaries, edges and scene detail that perception and detection models rely on are preserved. CABR reduces file sizes beyond standard encoding alone, and runs GPU-accelerated for high-throughput processing.

“The RTMaps AI Store gives AV teams ready-to-use software components they can easily drop straight into their development pipelines, and compression is a capability our users have been asking for,” said Nicolas Du Lac, CEO of Intempora. “Beamr is the first compression technology in the store. It lets teams significantly cut the size of their video data without compromising the models that data feeds, inside the framework they already work in.”

“Managing the volume of data AV programs generate is a constant challenge for the teams we work with, and video is the largest part of it,” said Jacob Perrin, ADAS/AD engineering manager, dSPACE. “In our testing, Beamr reduced that video data while preserving the detections perception models depend on – which is what makes it the right fit for the petabyte-scale workflows across our ecosystem.”

“AV programs run many video pipelines, real-world capture, simulation, synthetic data – each feeding different models – and all need to meet their accuracy targets,” said Sharon Carmel, Beamr CEO. “Our content-adaptive compression achieves improved results over existing workflows, so the same technology reduces data volumes through the AV lifecycle. On the RTMaps AI Store, Beamr’s technology fits into existing pipelines without changing how downstream models behave. AV teams want certainty before making changes, and our Beamr Blueprint methodology provides them an end-to-end assessment of their own video workflows.”

In recent news, Yanfeng reveals XiM27 smart cabin concept with reconfigurable layout and AI-adaptive seating

Through the program, selected companies may receive funding ranging from US$25,000 to US$250,000 to support deployments on Curiosity Lab’s autonomous mobility route in Peachtree Corners in the US state of Georgia. The program is designed for companies with technology that is ready to move beyond the lab, beyond the closed course, and into live operating conditions.

Curiosity Lab is a living laboratory for place-based deployment in metro Atlanta, built to help companies test next-generation technologies in an active city environment. The autonomous mobility route includes a nearly four-mile smart mobility loop along Technology Parkway and State Route 141, with dedicated autonomous vehicle lane segments, shared and mixed-traffic roadway, enhanced sidewalks, rights-of-way, smart city infrastructure and real destinations throughout the corridor.

The test lab recreates a real city environment with active traffic, intersections, sidewalks, business entrances, commercial activity and public infrastructure. For autonomous mobility companies, it creates an opportunity to validate technology in the kinds of conditions that matter for commercialization, customer adoption and scale.

Curiosity Lab is looking for growth-stage companies and innovation teams working on autonomous mobility technologies, including autonomous passenger shuttles, low- or high-speed autonomous vehicles, autonomous delivery vehicles, sidewalk or curbside delivery robots, autonomous logistics and last-mile mobility systems and robotic mobility systems.

Applications must be submitted by 11:59pm Eastern Time on July 24, 2026. Selected projects will take place in Peachtree Corners between October 1, 2026, and September 30, 2027.

Related news, Hydrogen-powered JCB Hydromax completes UK testing

To this end, the company has joined the Software Defined Vehicle (SDV) Working Group under the Eclipse Foundation and will participate in the S-Core project to develop an SDV software platform in earnest.

The S-Core project is a global initiative launched primarily by European companies in late 2024 to standardize foundational technologies such as software platforms and middleware. It is the first open-source-based software platform development project to meet ASIL-B, the automotive industry’s functional safety standard.

Currently, a total of 13 companies are participating in the project and prioritizing the implementation of core technologies required for SDVs, as standardized foundational technologies are essential for accelerating the development of applications such as autonomous driving. Under the common objective, participating companies are also working to prevent redundant investments while improving system stability.

The most distinctive feature of the S-Core project is that it applies an open-source development approach, previously used primarily in the IT industry, to the mobility sector. Participating companies disclose some of their software technologies, enabling developers around the world to freely use and improve them.

Another reason companies disclose coding technologies that constitute intellectual property is the potential to create both tangible and intangible added value. By encouraging more developers to use their software, companies can increase the likelihood of their technologies becoming global standards.

The technology Hyundai Mobis plans to disclose is a so-called ‘container solution’ that minimizes interference between software within the Linux operating system. The technology effectively creates partitions between a wide range of software in SDVs, packaging them individually so they can operate quickly without affecting one another.

The container solution is known to be more than 10 times faster than existing technologies in automotive controller environments. The company has also secured an always-on integrity assurance function to prevent software tampering caused by external intrusions and other risks.

Related news, Next-generation Helm.ai models deliver full-HD 360° synthetic driving environments

“It was a great start yesterday (May 19) with the launch of our smart prototyping concept with lots of positive feedback from customers and partners,” said Tanneke Reinders, executive VP at HBK. “From this morning’s presentations we really see ‘smart testing’ coming alive. The key is transforming from data creators to data interpreters – that’s the main shift for us. It’s about connecting data in one ecosystem. When we talk about data, especially the amount of data and fragmentation of it, we want to support.”

This year there were multiple tire-focused presentations, highlighting the critical role of the tire and its relationship with the vehicle. It seems tire and vehicle developers are working closer together than ever to refine their use of simulation and tighten the integration between the digital and real worlds. This was exemplified in the opening presentation by Alessandro Capobianco, R&D specialist for tire models and vehicle/DIL simulation at Bridgestone, and Eric Walter, vehicle dynamics CAE engineer at VW (both above), who provided an insight into their vehicle/tire co-development work.

Another of ATTI’s highlights from the summit was the Nissan and Horiba Mira presentation (right), in which the two speakers, Leo May, lead simulation engineer, Nissan Motor Corp, and Stratos Stratoudakis, a consultant at Horiba Mira, detailed how they are working together to prioritize virtual development by moving it further forward in the cycle, with the ultimate aim of reducing development time by 25%.

Marc Hedrich, a development engineer at event exhibitor Team Rosberg Engineering, said of the company’s attendance at the summit: “We are presenting our expertise in providing simulation models. The focus for us is to learn new things because software is ever evolving and you don’t want to be left behind. I like this year’s approach of trying to get the best data and not the most. I’ve learned already how others such as Mercedes-AMG are using these tools. It’s cool to connect with companies that are doing similar things and others that are doing things we’ve never heard of.”

This morning concluded with a presentation from the rarely heard-from Tesla (top), which gave insights into the company’s NVH analysis using a simulator.

Francesco Calabrese, who was attending as an exhibitor representing Fraunhofer ITWM as well as the institute’s spin-off, Virtual Tire Technologies, said, “It’s a good event to push the word for using more simulation with the goal of spending less money on prototypes. What I like is the excitement in this field as it grows – every year there are significantly more people which is a sign people are understanding the importance of it.”

Another OEM getting to grips with driver-in-the-loop simulation was Alpine. Rémi Auman, expert leader in simulation for ride and handling, noted that his team is targeting three areas for 2026 (see image below): enhancing driver immersion – an ongoing challenge for all developers; increasing the use of sim-workbench services; and improving multibody models. For comfort studies, Auman stated that the auto maker’s models are quite mature, so the next steps will be to adjust the settings and, “maybe in the future, we’ll be able to achieve real-time simulation,” he said.

With the conference’s emphasis on data harnessing, Cosin Scientific Software, which has been a partner of VI-grade for more than 15 years, launched its fresh approach to tire data management. With an increasing amount of users, the company has run into scaling problems when distributing high-quality input data. Developing countries especially cannot afford high-quality input data. To address this, the company has created a marketplace with a digital rights management system where tire data providers can market their data through Cosin’s software on the platform.

Cosin MD Gerald Hofmann explained, “Up until now, tire data has been sold as data files. This means once the data is out your hands, then it’s out in the wild. You can’t build a business model on this, which is why this data is very expensive. By putting the data under a digital rights management scheme, then the data provider can sell it using pay-per-use models.”

According to Hofmann, the development of this tire data library was an unexpected but welcome development for visitors: “We are very excited to see how this will be adopted through workflows which are currently very static. We’re hoping to break this up by giving access to a variety of input data. Users can allocate budget for a library of tires to choose from during the development cycle.”

AI specialist JuliaHub exhibited its latest technology, Dyad 3.0, which combines scientific machine learning with Gen AI. According to JuliaHub head of business development Europe Michael Hoffman, its name comes from its dual capabilities in performing controls and system modeling.

Asked what the company’s USP is, Hoffmann emphasized that having a single AI agent that can replace multiple tools is a powerful offering: “When we started Dyad we had AI mind – it wasn’t an afterthought where we had to do a plug-in. This means that the agent knows our architecture, and it only has to deal with one language.”

As expected, Dyad was met with both excitement and skepticism at the HBK SPS.

“We feel when talking about smart testing, we can add value,” added Hoffmann. “You have the measurements and we have the people to get the mathematical models or to refine their simulation models. For example, our value proposition to Rebel Dynamics [a servo platform partner of VI-grade], is that they have a mathematical model of their system, but they also have measurements, and there are differences between the two. We could help them minimize those differences so they can achieve better control.”

Related news, rFpro develops Japanese test route digital twin for virtual vehicle development

In open-air trials in Andøya, Norway (September 2025), the software demonstrated an ability to suppress spoofed signals and maintain signal integrity, supporting more resilient positioning for safety-critical applications.

The trials were conducted as part of Jammertest, an internationally recognized test campaign hosted by Norwegian authorities to assess GNSS performance under realistic jamming and spoofing conditions.

Focal Point Positioning collected live RF data using a test vehicle equipped with a roof-mounted GNSS antenna and a LabSat 4 recorder, alongside an inertial measurement unit (IMU) and commercial off-the-shelf GNSS receivers. The recorded signals were then replayed into multiple receivers at the company’s Cambridge facility for further analysis.

Laurence Bennett, an algorithm engineer at Focal Point Positioning, explained, “Jammertest was an ideal opportunity to evaluate GNSS performance under realistic compromised conditions and understand how this technology can withstand the effects of spoofing.”

Bennett continued, “We demonstrated how Supercorrelation enables receivers to distinguish between genuine and inauthentic signals, improving resilience without the need for additional, complex hardware.”

Analysis of the results showed a clear performance difference between receivers with and without Supercorrelation processing. During meaconing attacks, where legitimate GNSS signals are rebroadcast to mislead receivers, conventional processing was unable to isolate the authentic line-of-sight satellite signal, which was overwhelmed by stronger, delayed spoofed signals. In these conditions, receivers risk tracking the false signal, potentially compromising positioning integrity.

In contrast, Supercorrelation processing was able to recover and track the authentic signal while significantly reducing the impact of meaconed signals. Supercorrelation uses long, motion-compensated coherent integration to strengthen genuine satellite signals and suppress delayed or inauthentic ones.

As a software-based approach, it can be deployed via firmware upgrade, enabling scalable integration across GNSS-enabled devices.

“As sectors such as automotive, mobile and critical infrastructure become more reliant on GNSS, resilience to this kind of disruption is becoming increasingly important,” added Bennett. “Spoofing and meaconing attacks pose a growing risk to positioning accuracy, particularly in safety-critical applications where compromised signals can have significant operational consequences.”

Focal Point Positioning plans to publish further technical analysis of its Jammertest 2025 results in the coming months, supporting ongoing collaboration with chipset partners.

In related news, Audi A2 e-tron racks up the miles during validation testing

In summary, rising demand could contribute to higher development costs for next-generation vehicle systems, such as autonomous driving, if the industry does not converge on interoperable standards.

According to TechInsights’ Automotive Ethernet – Architecture Change Drives Growth report, adoption of automotive ethernet is expanding rapidly but remains uneven across original equipment manufacturers (OEMs) and regions.

In response to the report, the OPEN Alliance has called for greater alignment around its specifications and best practices to reduce variability, limit duplicated integration effort and support more scalable deployments.

“Automotive ethernet is set for rapid yet uneven growth as new architectures, higher sensor bandwidth and emerging applications drive a near-tripling of ethernet sockets in vehicles by 2032,” said OPEN Alliance president Suma Prabhakara. “As regions like China grow in overall socket share but remain internally fragmented, the OPEN Alliance’s role in reducing variability and accelerating consistent, standards‑based adoption becomes even more important. We encourage OEMs and suppliers to align with our work and share their implementation experience.”

The report found that the automotive ethernet socket market is set to grow from approximately 962,000 sockets in 2025 to 3.42 million in 2032, with the average number of ethernet sockets per vehicle forecast to rise from 11 to 27 by 2030. However, the findings also note that a small group of advanced OEMs install 4.5 times more ethernet ports per vehicle than the rest of the market. This means that while adoption is growing across the market, the overall maturity levels are volatile and vary widely across different OEMs and regions.

“With so many new automotive ethernet technologies entering the market, the industry cannot afford fragmented approaches,” said OPEN Alliance board member Samuel Sigfridsson. “Standards-based implementation of automotive ethernet that has been tested according to OPEN Alliance’s test suites will ensure interoperability and prevent the costly divergence that slows innovation.”

The report combines a bottom-up socket forecast with qualitive validation from an industry survey spanning key semiconductor vendors, OEMs, Tier 1 suppliers, connector and harness suppliers and software companies.

According to the report, geopolitics is the top risk in terms of market destabilization. Researchers also found that the interplay of different technologies is set to shape the market’s trajectory – SERDES is expected to grow alongside, not be displaced by, ethernet, while time-sensitive networking (TSN) is projected to underpin nearly 50% of all ethernet-equipped vehicles by 2030. The report findings also highlight a major shift in automotive ethernet speed‑grade adoption, suggesting that automotive ethernet is prioritizing more high‑speed links, though adoption patterns remain uneven across OEMs and regions.

The report also provides an overview of application-level demands and potential plans for dispersion within the automotive market, along with a risk assessment overview.

The full report is available here

In related news, Kodiak AI announces autonomous trucking pilot in Canada

AGL SoDeV is an open-source reference platform for building software-defined vehicles. It combines the AGL Unified Code Base (UCB) with Linux containers, VirtIO, the Xen hypervisor, Zephyr RTOS and other Linux Foundation projects in a single pre-integrated package that runs on automotive systems-on-a-chip (SoCs), on virtual machines or in the cloud. SoDeV enables auto makers and suppliers to decouple software development from hardware availability, accelerating SDV time-to-market.

As the automotive industry moves toward software-defined vehicles (SDVs), demand is increasing for shared, open-source software platforms. AGL brings together auto makers, Tier 1 suppliers and technology companies to develop and maintain a common software stack to reduce fragmentation, shorten development timelines and support innovation across vehicle systems.

The addition of EMQ, Lineo Solutions, MediaTek, VA Linux Systems Japan and Very Good Ventures expands AGL’s expertise across areas including automotive semiconductors, connectivity, Linux engineering, in-vehicle user interfaces and embedded software tools that support large-scale SDV development.

“We’re excited to welcome these new members to the AGL community, each of which brings distinct and valuable expertise to the table,” said Dan Cauchy, executive director of Automotive Grade Linux. “The ecosystem around our SoDeV reference platform continues to grow, reflecting the breadth of innovation that open-source collaboration makes possible. The automotive industry is undergoing a fundamental shift to software-defined vehicles, and AGL is proud to be at the center of it.”

Available in latest AGL software release

An initial version of the AGL SoDeV reference platform is available in the latest AGL UCB software release, Ultimate Unagi, enabling developers to build and test an SDV system on Renesas Sparrow Hawk reference boards and cloud-based processor environments.

Announced in December 2025, the AGL SoDeV Reference Platform combines the AGL Unified Code Base (UCB) with multiple open-source projects hosted by the Linux Foundation to support the consolidation of ECUs, hardware abstraction through virtualization, and cloud integration for software-defined vehicles.

“The AGL platform represents exactly the kind of production-focused, community-driven approach to SDV software that our customers and partners need,” added Masahiro Sano, the chairman and CEO of Lineo Solutions.

In related news, Mayr Power Transmission to highlight advanced drivetrain testing solutions at Automotive Testing Expo Europe 2026

In the initial phase of work, Kodiak will pilot the use of its self-driving technology to transport timber from forest sites to one of West Fraser’s Alberta processing facilities in Western Canada later this year. Results of the pilot will be used to inform any future long-term deployment of Kodiak Driver-equipped trucks for commercial driverless operations.

Logging truck routes often involve challenging, remote resource roads with uneven and rough terrain. By leveraging the Kodiak Driver, West Fraser hopes to improve the safety of its logging transportation operations, address the industry-wide shortage of drivers and increase the consistency of its raw material supply to mills.

“Innovation that improves safety and sustainability has long been central to how West Fraser operates,” said Mark Cookson, woods operations manager, West Fraser. “This pilot gives us the opportunity to test autonomous technology that can help address driver shortages and enhance safety by reducing human exposure to the risks of remote, rough-terrain resource roads.”

The Kodiak Driver is designed to handle the complex variables seen in industrial trucking environments. Its modular technology is built to withstand the dust, vibration and extreme weather conditions typical in industrial environments, including the oil and gas and forestry sectors.

“We built the Kodiak Driver to be the most versatile autonomous system on the market, capable of handling everything from interstate highways to the toughest industrial environments, from arid West Texas to the forests of Western Canada,” added Don Burnette, founder and CEO of Kodiak. “Our work with West Fraser is the perfect opportunity to support our expansion into logging, because it is an industry leader with a deep understanding of the logistical complexities of timber. By bringing the benefits of autonomous trucking to the wood products industry, we are demonstrating that our technology can thrive in even the most demanding settings.”

FPInnovations, a private non-profit research and development center, facilitated the collaboration between Kodiak and West Fraser. Supported by federal and provincial governments as well as over 50 forest-product companies, FPInnovations brings decades of expertise in advancing transportation solutions that address the unique challenges of the Canadian forest sector.

“This is an important step toward making autonomous transportation in Canada’s forests a reality. The adoption of new key technologies is critical for the Canadian forest sector to remain competitive,” said Christoph Schilling, program manager transportation for FPInnovations. “Deploying these technologies strategically, safely, with real operational purpose and in close collaboration with industry, technology providers and regulators will be crucial for its adoption.”

Related news, Blue Solutions and AVL complete solid-state battery safety evaluation program

“The road hazard service from Bosch increases road safety while also increasing the ease of driving,” said Dr Markus Heyn, a member of the board of management at Bosch and chairman of the mobility business sector. “Our cloud-based service is a tangible win for our customers because it predicts and informs drivers, whether they are in a car or a truck, of hazards on the route and helps them avoid critical situations.”

Bosch launched its road hazard service in June 2024 with a European vehicle manufacturer, followed six months later by integration from a major commercial vehicle manufacturer. The cloud-based system has since been gradually rolled out and is now available in millions of vehicles across Europe and the US. The service has also been used in some BMW Group vehicles since March 2026, including the iX1, iX2, iX3, X3 and several Mini vehicles.

One distinguishing feature of the Bosch technology is that vehicle manufacturers can adjust the system’s sensitivity, including warning thresholds, to match their own specifications and brand preferences. The system can also alert drivers to hazards such as accidents, abandoned vehicles, heavy rain with hydroplaning risk, snow and strong winds.

The company said it is the only provider currently offering a cloud-based wrong-way driver warning system, used by at least one European high-volume vehicle manufacturer. The feature can be purchased as part of Bosch’s road hazard service package or as a standalone option. It is designed to give drivers early warnings of wrong-way vehicles, allowing more time to react before these come into view.

The wrong-way driver warning can be displayed either in the vehicle cockpit or on a smartphone for drivers whose vehicles do not have an integrated warning system. The feature is available through a range of smartphone apps offered by Bosch partners.

Smart data mix

The reliability of the road hazard service is based on a smart fusion concept. Bosch combines anonymized real-time data from a worldwide fleet of millions of connected vehicles with information from third-party providers such as weather services and road operators. Together, these sources provide a highly precise, current overview of road conditions, which forms the basis for reliable warnings. Driver assistance systems such as adaptive cruise control (ACC) and emergency braking assist can also use the predictive warnings to respond more safely and precisely.

In practice, an algorithm continuously analyzes and combines the incoming vehicle data, such as control interventions by the electronic stability program (DSC) and the activity of the windshield wipers. If the system determines, for example, that many vehicles in one region are using the windshield wipers on the highest setting and weather data is reporting heavy rain, it concludes that there is a risk of hydroplaning. Affected drivers then receive an early warning and can adjust their speed. The quality of the predictions is continuously validated by Bosch’s test fleet, which is equipped with special sensors. In addition, external sources such as roadside webcams verify the emitted warnings.

Bosch has also introduced a connected speed limit system designed to display current speed limits directly to drivers. It uses connected data services to identify changing speed limits, including temporary or conditional restrictions in construction zones, during wet-weather conditions or at specific times of day.

In related news, 2026 Tesla Model Y becomes first vehicle to meet NHTSA’s new ADAS safety criteria