This next phase of Nigel AI introduces prompt-based code generation within NI LabView and automated sequence generation in NI TestStand, enabling engineers to move from design to validation more quickly while maintaining the rigor required in mission-critical applications.

As product complexity increases and validation cycles grow more demanding across industries, engineering teams face pressure to deliver higher throughput without sacrificing quality.

Emerson’s approach embeds context-aware AI directly into the test environments engineers already use, helping streamline development while ensuring robust security, alignment with regulatory requirements such as the Cyber Resilience Act (CRA) and strong engineering oversight.

“In one year, Nigel has evolved from an AI advisor to AI author, showing the strength of the NI platform and its ability to integrate the most in-demand technologies quickly for the benefit of our customers,” said Ritu Favre, president of Emerson’s test and measurement business.

“By enabling purpose-built AI to generate code and test sequences within workflows, we’re accelerating productivity while ensuring engineers remain in control of validation and decision-making.”

With this release, Nigel AI is now available across the broader NI LabView+ Suite, bringing AI-driven workflows to NI InstrumentStudio, NI FlexLogger and NI VeriStand. The expansion brings context-aware intelligence into interactive measurements, sensor-based datalogging and hardware-in-the-loop test environments. Engineers can apply AI capabilities consistently across the full test lifecycle – from initial development through system validation and deployment.

Nigel AI is purpose-built for engineering environments and operates directly within structured test workflows. It leverages modular instrumentation, open software systems, configurable workflows, engineering code and structured data to produce outputs aligned with real-world system constraints.

Related news, Applied Intuition launches Dana agentic platform for physical AI

“We believe physical AI will become one of the defining technologies of this century,” said Qasar Younis, co-founder and CEO of Applied Intuition. “Our ambition is to help bring intelligence to a billion machines, and Dana is the platform we built to make that possible.”

Unlike general-purpose AI tools designed primarily for digital workflows, Dana is built for the complexities of machines operating in the physical world. Dana comes with all the platform capabilities needed to build and deploy safety-critical physical AI applications, including data, visualization and tooling, as well as the evaluation, traceability and governance these systems require. The platform was designed to work across industries and with a wide range of use cases including software-defined vehicle development and advanced driver assistance systems (ADAS), truck fleet management, robotics and intelligent in-vehicle experiences.

Dana enables customers to deploy Applied Intuition’s reference applications for areas including autonomous driving and fleet operations, or develop their own applications. The platform supports both natural language and command-line interfaces to simplify development tasks and accelerate software iteration. It can also be integrated with enterprise tools such as Slack and Jira to help connect engineering and operational workflows.

Applied Intuition has used Dana internally since last year and says the platform has reduced some stages of vehicle development from months to days through agent-driven workflows. The company has also provided early access to selected customers, including Komatsu and Isuzu Motors, with Isuzu using the platform to support development of Level 4 autonomous commercial trucks.

“We’ve been impressed by how Dana can streamline complex engineering workflows and accelerate development,” said Yasuhiro Yazawa, director, Isuzu Motors, Japan. “Dana gives our engineering teams greater confidence to develop, track and deploy safe autonomous-vehicle capabilities at a much faster pace.”

“Applied Intuition has been a valuable technology partner as we continue advancing the digital capabilities that support the next generation of mining equipment and solutions,” said Peter Salditt, CEO, Komatsu Mining. “Dana represents another step forward, bringing intelligent, agentic capabilities into our engineering workflows to help our teams innovate faster, improve efficiency and ultimately create greater value for our customers’ operations.”

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With these tools, agents can write MATLAB code, run it in a live session, examine outputs or errors and iterate toward a correct result, while engineers remain responsible for validating results and applying their expertise.

The new capabilities are aimed at MATLAB users, AI engineers building agent-driven workflows and platform teams managing AI-assisted engineering environments. Because agents run code directly in MATLAB, their outputs are based on deterministic computation, numerical analysis and executable models rather than only language-model-generated text. Engineers can check results by reviewing outputs, comparing them against expected behavior and refining workflows through iteration – standard practices in engineering development.

“As organizations adopt agentic AI in model-based design and engineering, the focus is shifting from code generation to reliable execution within established multi-disciplinary toolchains,” said Diego Tamburini, AI practice director at CIMdata.

“Engineers remain responsible for defining problems, validating outcomes and maintaining oversight, while AI agents increasingly handle iterative and repetitive tasks – augmenting human efficiency and effectiveness. This reinforces the importance of human-in-the-loop workflows, where real execution and validation underpin trust in AI-driven engineering processes.”

MATLAB MCP Server and MATLAB Agentic Toolkit are open-source packages, enabling developers and organizations to inspect, extend and incorporate agent‑based workflows with MATLAB in their own environments using agentic tools such as Claude Code, GitHub Copilot, OpenAI Codex and Gemini CLI. This supports interoperability across diverse AI agent frameworks and positions MATLAB as foundational infrastructure for emerging agent‑based engineering ecosystems.

“AI agents are most effective in engineering when they can directly interact with the tools used for design, simulation and analysis,” said Seth DeLand, generative AI product manager at MathWorks.

“By enabling agents to execute and iterate MATLAB workflows, we’re connecting AI-driven iteration to the same computational environment engineers use to develop and validate their work. This allows teams to move from LLM generated code to executable, testable results within a consistent engineering framework.”

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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.

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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

The company has adopted the Siemens’ Simcenter STAR-CCM+ and Simcenter Optistruct, part of the Siemens Xcelerator portfolio, to support its high-performance motorsport programs, including its Le Mans 24 Hours hypercar program with Ford Motor Company.

ORECA is using the STAR-CCM+ software for CFD workflows and multi-physics simulations combining aerodynamic, thermal and brake-related effects, alongside Optistruct for optimizing carbon fiber composite layups to balance stiffness and weight in performance-critical components. The tools form part of ORECA’s broader adoption of simulation technology across its motorsport development programs.

“ORECA was looking for a simulation environment that could support accelerated and more streamlined workflows from design through simulation while enabling new types of multiphysics analysis,” said Jean-Philippe Pelaprat, head of aerodynamics at ORECA Group. “Siemens’ simulation software gives our engineering teams the flexibility to run more advanced simulations and optimize composite structures in a highly demanding motorsport environment.”

“Our collaboration with ORECA shows how Siemens Xcelerator empowers engineering organizations to push the limits of performance through simulation-driven engineering,” said Sam Mahalingam, executive vice-president of simulation, HPC and AI, Siemens Digital Industries Software. “By bringing advanced CFD and composite optimization together within a digital twin environment, we’re giving customers the tools to explore bold new design approaches and drive innovation in some of the most demanding, competitive engineering programs in the world.”

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The shakedown runs at RAF Wittering in Cambridgeshire saw the 32ft-long vehicle driven by Wing Commander Andy Green OBE reach 208mph under its own hydrogen power – up from the 177mph recorded earlier in the program.

Alongside speed data, the team also gained engineering insight and refined coordination that JCB says can only be developed through on-track running. The crew also worked on the JCB Hydromax’s hydrogen refueling process, a key factor in ensuring fast turnaround on the Bonneville Salt Flats, where refueling speed can determine whether a record attempt proceeds. JCB says this experience will be valuable when the team returns to Utah next month.

JCB chairman Anthony Bamford said, “The UK testing program has given us everything we had hoped for and more. We have a car that runs, a crew that knows it inside out and a wealth of real-world data that no amount of theory could ever provide. The team has done a magnificent job and our focus now turns entirely to the Salt Flats and a new world hydrogen land speed record.”

JCB engineering director Ryan Ballard, who is leading the project, said, “Reaching 208mph is a tremendous result, but the real value of these tests is what we have learned. We now understand how the car behaves under load, we have refined our hydrogen refueling, and we have built the teamwork and communication that will be decisive at Bonneville. Every refuel, run and tire change we have rehearsed here is one we won’t be doing for the first time on the salt. We will arrive fully prepared, with a car and a crew that know exactly what they are doing.”

The car is powered by two of JCB’s own production-based hydrogen digger engines producing a combined 1,600bhp. With UK testing now complete, it will now be prepared for the journey to the USA. Lord Bamford has spearheaded the company’s £100m (US$132m) investment in hydrogen-powered internal combustion engines, which now power diggers rolling off production lines.

At Bonneville in 2006, Andy Green drove the JCB Dieselmax car to its Fédération Internationale de l’Automobile (FIA) diesel world land speed record of 350.092mph, powered by two JCB engines. That record still stands, and JCB aims to beat it with the lighter, more powerful JCB Hydromax.

Andy Green said, “To run JCB Hydromax up to 208mph here in the UK is hugely encouraging. The car feels strong and the team has gelled brilliantly. Now comes the real challenge – Bonneville, the spiritual home of the world land speed record. I can’t wait to get out on the salt.”

In Utah, the team will compete at SpeedWeek, run by the Southern California Timing Association (SCTA), before pursuing an officially recognised record under the FIA.

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Organized by FISITA and the EuroBrake Steering Committee, and held in Mainz, Germany, on June 1-3, the 14^th edition of EuroBrake gathered speakers, 110 exhibitors and 1,100 delegates to explore brake emissions, Euro 7 readiness, software-defined braking and integrated system design in a rapidly evolving field.

A clear message emerged: braking is no longer a standalone component, but central to safety, sustainability, vehicle performance and intelligent system architecture.

Safety first

The plenary session discussed brakes as the baseline for vehicle safety. “As tech advances, safety advances,” said Jan Münchhoff, EuroBrake chair and head of development functions assisted driving and parking, active safety, at Audi. “Brake systems are integrating with software and creating safer, cleaner environments.” For example, speaker Tomohiro Yokoyama, brake-by-wire project manager at Toyota, proposed a brake-by-wire (BBW) solution to address brake misapplication among elderly drivers.

The next emissions frontier

EU data revealed brakes and tires account for nearly half of total particle emissions. To address this, Timo Schmidt, manager for e-drive system design and testing, and Niels Schreuders, project lead for in-drive brake, at Mercedes-Benz, proposed an in-drive brake concept, moving the brake system into the e-drive system, significantly reducing rear axle emissions. Enhanced vehicle dynamics are required to scale the concept. “A torque vectoring module could improve agility and predictability while acting as a differential on the rear axle,” said Schreuders. 

Sustainability also creates challenges. Arianna Pavesi, a materials specialist at Brembo, shared how recycled aluminum alloys can negatively affect the mechanical performance of brake callipers.

Beyond stopping

An OEM panel addressed customer expectations, regulation, cost, electrification, software-defined vehicles and automated driving. Albert Schlecht, head of brake system development at Audi, emphasized high-integration to connect functions, whereas Thomas Sprengel, senior chassis expert at Nio, highlighted pressure to adopt technologies such as brake-by-wire (BBW) to meet customer expectations.

Disruptive technologies include brake-by-wire, open-system architectures, motor disc brakes, in-drive braking concepts and AI-driven development, as well as the need for BBW standardization. Panelists agreed AI’s role lies in accelerating development and optimization rather than safety-critical decision-making. And FISITA CTO Martin Kahl noted, “Braking is evolving from a friction product to an intelligent, electronic system at the heart of vehicle development.”

Reinventing braking

A strategy panel explored how disruptive development pathways rethink system innovation beyond the friction pair. Nico Waegerle, CEO and co-founder at Certivity, said AI can accelerate product compliance but that human-in-the-loop is essential and Frank Beier, developer of actuation and brake components at Volkswagen, noted that reinvented pedal boxes are a major component in future BBW systems. 

Christof Danner, a technical expert in brake systems at the Austrian Center of Brake Competence, said Euro7 is propelling new technologies such as coated discs, electromechanical brakes and alternative brake designs, but that issues remain with BBW brake pedal feeling and integration with all drive systems.

Tires, regulation and emissions

Braking distances depend heavily on tire wear, which was highlighted by Dr Ludovic Grèverie, vice president of technical operations – passenger car and light truck tires at Michelin, who underlined the need for tires optimized for braking performance.

Research from Stockholm University’s Wandera Kisimbiri showed VOC to PM10 emission ratios increase with braking intensity and pad composition, reinforcing the importance of brake particle regulation.

AVL also exhibited its fully integrated AVL Brake Test System, featuring the Particle Sampling Enclosure (see above), which minimizes particle loss and ensures homogeneous aerosol distribution, capturing all particle sizes. AVL’s business marketing specliaist Marina Gross said, “As a key contributor to GTR24 and UNR179 on brake emissions, AVL also presented its latest research, underlining its commitment to shaping future brake emissions regulations for light and heavy duty.”

Chassis integration

FISITA’s Advanced Chassis Technology Expert Group highlighted how integral braking is to the chassis ecosystem, with software-defining system behavior. “EuroBrake is the premier global forum for brake development and technical discussion,” said Fabio Squadrani, senior manager for braking systems at Applus Idiada and chair of this FISITA expert group. “This year spotlighted a fundamental shift across OEMs and Tier 1 suppliers: the recognition that brake systems are no longer standalone components, but integral elements within a holistic motion control ecosystem.”

Testing and development tools

Anton Tworek, a development engineer at MdynamiX, presented a unified approach to HIL- and DIL-connected testing of brake systems for robustness and driver acceptance, and noted that standard simulators aren’t fully suitable for brake development.

“The market needs to speed development,” said Tristan Schwandke, head of sales and marketing at Mdynamix. “Our HiL solutions increase efficiency by bridging SIL/MIL to real testing. Chassis systems, such as steering and braking, are integrated in a real-time simulation environment with DIL. You can calibrate/tune ECUs and test drive in one loop.”

Process tools

Advanced image processing and deep learning techniques for corrosion detection and evaluation of brake discs were presented by Brembo SGL Carbon Ceramic Brakes data scientist Lorenzo Rota and R&D testing laboratory head Giovanni Arena. “Cosmetic corrosion on brake pads should be measured for customer perception, benchmarking, and continuous improvement,” said Lorenzo. “A missing component in the testing workflow to meet the ISO standard is a quantitative, objective evaluation. Using main field image processing and AI, the most relevant KPI is the ratio between the corroded and total surface area.”

Beyond automotive

The event touched on passenger cars, commercial vehicles, bicycles, motorcycles, and trains. Klaus Jaeckel, manager of wheel brake systems at Daimler Truck, chaired the HDV session, and said, “Upcoming legislation on the regulation of brake particulate emissions has led to many HDV presentations. I have received excellent feedback from HDV OEMs, brake and lining manufacturers and universities.”

“Innovative solutions are taking braking away from the corners into the center of the vehicle, integrating it into the electric motor and transmission unit,” said FISITA CTO Kahl. “But more needs to be done for friction brake systems on current platforms and vehicles launched in the next few years.”

The EuroBrake Student Opportunities Programme (ESOP)

FISITA CEO Chris Mason shared how EuroBrake is supporting young engineers to learn about mobility and braking technology, through the Harald Abendroth Award as well as special recognition of the top three EuroBrake poster presentations and the top three ESOP poster presentations.

FISITA’s Intelligent Safety Group will be speaking at this week’s Autonomous Vehicle Tech Expo Europe, which will take place at the Messe Stuttgart, Germany, on June 23-25. 

Read more about Autonomous Vehicle Tech Expo Europe here.

Autonomous Vehicle Tech Expo, Automotive Interiors Expo and Automotive Testing Expo together comprise Vehicle Tech Week Europe, the continent’s landmark event for vehicle technology.

The concept was unveiled by Genesis Magma Racing team principal Cyril Abiteboul and Genesis chief creative officer Luc Donckerwolke at the Le Mans 24 Hours earlier this month, where GMR made its debut.

Abiteboul said, “The Genesis Magma GT3 Concept is one potential future direction for Genesis Magma Racing, alongside our FIA WEC Hypercar entry, as we grow to support the entire Genesis brand.

“Since the very start, we have stated that Genesis Magma Racing is a long-term project, and here we have one possible direction we can take. Like Hypercar, GT3 is another of the recent success stories in motorsport.

“Having Genesis and Genesis Magma Racing represented there would closely link the road-going and racing sides of the brand and add further to our profile in world motorsport.”

The Genesis Magma GT3 Concept has been developed in alignment with GT3 technical regulations. Conceived as an independent study, it explores how race-driven architecture, aerodynamics and engineering principles could inform future Genesis performance vehicles, rather than being derived from an existing road-going model.

More than one potential

At the press conference at the Circuit de la Sarthe, Genesis also presented an updated Magma GT Concept – first revealed in November alongside the GV60 Magma – with a redesigned interior. The GT Concept illustrated “a parallel exploration of how race-inspired thinking could translate into a refined road-going grand tourer” the auto maker said, adding that ” the two concepts highlight one potential pathway for connecting Genesis’ motorsport ambitions with its evolving performance portfolio, without confirming specific production or racing plans.”

“The Magma GT Concept and Magma GT3 Concept represent two distinct yet connected expressions of Genesis performance,” Donckerwolke said. “The Magma GT Concept embodies our vision of luxury and athleticism on the road, while the Magma GT3 Concept translates that philosophy into the race environment, where every element is driven by performance, efficiency and purpose. Together, they demonstrate how Genesis is exploring the full spectrum of high performance – from refined grand touring to uncompromising motorsport.”

Continued expansion 

After announcing last year its expansion into new markets in Italy, France, the Netherlands and Spain, the manufacturer is now preparing for further entry into Poland, Bulgaria, Austria, Portugal and Denmark as part of its European growth strategy.

Genesis also noted how its presence at the Le Mans 24 Hours has also expanded – one year after the first European presentation of the GMR-001 Hypercar design as a show car, it had returned to the Le Mans 24 Hours as a fully operational Hypercar team.

The company also showcased two evolved X Gran Convertible Concept models – originally introduced at the 2025 Seoul Mobility Show – during the Drivers’ Parade in Le Mans city center on June 13. Building on the earlier concept, these latest iterations represent “refined and more visually striking evolution” that further align the model with the the Magma portfolio.

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To address this, rFpro has launched the AV Elevate In Cabin add-on package that enables automotive OEMs, Tier 1s and sensor developers to tune, train and test driver and occupant monitoring systems in simulation to improve the speed and consistency of in-cabin testing.

“Euro NCAP’s 2026 scoring changes make in-cabin monitoring one of the most consequential areas of vehicle safety development,” said Matt Daley, technical director at rFpro. “When you combine that with ADDW becoming mandatory, it is clear that the demand to develop and validate these systems faster and earlier in the program will only grow. We have taken our proven exterior simulation solution and applied the same techniques to the interior. AV Elevate In Cabin is a physically accurate, engineering-grade  simulation environment enabling thousands of tests to be conducted before anything physical has even been built.”

AV Elevate In Cabin addresses three core areas of in-cabin simulation: the fidelity of the virtual cabin environment, the control of occupant behavior within it and the physical accuracy of sensor perception.

Interior fidelity

rFpro has improved the fidelity of its vehicle interior models by adding sub-structures that are invisible to the human eye and to cameras but are detected by radar. The metal framework within seats, for example, is now modeled to ensure radar-based sensing systems encounter realistic returns.

The object library has been expanded to include items commonly found inside vehicles, including rucksacks, laptops, child seats, pets and other personal belongings. Skin simulation has also been improved, with higher-detail facial models to support systems that assess driver state from facial features.

Controlling the virtual environment 

A high-density bone rig within rFpro’s human models enables fine control of facial and limb movements, supporting simulation of the macro and micro expressions that driver monitoring systems must detect. This includes ‘owl movement’, where the driver turns their head, and ‘lizard movement’, where only the eyes shift away from the road.

“We have even considered details like opening and closing vehicle windows,” said Daley. “That is not something you need to think about for external sensor simulation, but it fundamentally changes how light and radar energy travel through the cabin. If you are developing an in-cabin system that needs to work reliably in the real world, these are the kinds of variables you have to account for.”

Sensor modeling

Most in-cabin systems use a mixture of radar sensors, visible light cameras and IR cameras, that see using their own IR energy source. rFpro’s new IR camera sensor integration accurately models the energy emitted by the camera and how it interacts with every cabin surface.

Specific IR reflectivity and radar properties have been assigned to all interior materials, including the driver’s skin, seats and windows. These material characteristics have been correlated with laboratory measurements conducted under the Sim4CamSens research program, with the National Physical Laboratory and Compound Semiconductor Applications Catapult involved in the testing. Skin reflectivity, for example, has been characterized down to the difference between a nose, chin and cheek to improve the realism of IR camera data.

“Looking further ahead, understanding who is in the cabin and what they are doing is essential for autonomous vehicle operations, not just for safety, but for the passenger experience,” said Daley. “If you know where occupants are, you can optimize everything from airbag deployment to noise-cancelling audio. We are looking to partner with sensor developers and OEMs to help drive the direction of this capability further.”

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