Advanced driver assistance systems bring increasingly sophisticated software into vehicles. Functions such as lane keeping, adaptive cruise control, automated emergency braking and sensor fusion rely on complex algorithms operating under tight real-time constraints. Consequently, automotive development organizations invest substantial effort to ensure that application software and hardware platforms comply with functional safety standards such as ISO 26262.

Yet one critical layer of the software stack often receives far less attention: the compilers and libraries that silently transform our software code into reliable, high-performance executable behavior. These tools operate largely out of sight, but they play a decisive role in determining how ADAS software performs on the road. In fact, no ADAS function can exist without them.

The silent force behind ADAS software 

Compilers translate high-level source code into machine instructions, while standard libraries provide essential functionality for numerical computation, data handling and timing. Together, they form the foundation on which application software is built, and their correctness is often taken for granted throughout the development lifecycle.

In practice, this assumption can be risky. Even when application code complies with coding guidelines and the target hardware is safety-certified, deficiencies in the toolchain can still undermine system behavior. These issues typically do not originate in the application logic itself, but in lower layers that are difficult to observe directly.

Unseen risks in the toolchain 

Compiler optimization is a prominent example. Optimization is essential for meeting performance and power consumption requirements in automotive systems, but it also introduces significant complexity. Changes in optimization paths can alter control flow, numerical precision or timing in ways that are not apparent from source code inspection. As a result, a compiler update or a change in optimization options may introduce new behaviors (and even errors) while the application code remains unchanged.

Standard libraries present similar risks. Library functions are widely assumed to be robust and well tested, yet they are subject to implementation choices and corner cases like any other software. In ADAS, where libraries are statically or tightly linked into the final executable, subtle deviations from expected behavior can propagate directly into system-level effects.

Because these problems originate below the application layer, they are not easily detected using conventional testing approaches. Integration testing may expose symptoms, but it rarely provides systematic coverage of toolchain behavior. As a result, determining whether the root cause lies in the application logic, the compiler or a library implementation can require extensive investigation. When such issues surface late in development, the associated cost and disruption can be substantial. Even more concerning, if they remain undetected until deployment, they may manifest as safety-critical failures, with potentially severe consequences.

Ensuring reliability through verification 

Managing these risks requires systematic verification of compilers and libraries. This involves demonstrating conformance to relevant programming language standards and consistent behavior across configurations, optimization levels and target platforms.

Structured test suites are central to this effort. By exercising both front-end language features and back-end optimization paths, they can reveal defects that would otherwise remain latent. Problems are not confined to parsing or semantic analysis; changes deep within the optimization pipeline or the code generator can also introduce unintended effects. Comprehensive testing helps surface these issues early, before they impact product development.

Supporting qualification and long-term confidence 

Beyond identifying defects, verification provides the objective evidence needed to support tool qualification. The ISO 26262 safety standard for automotive software requires confidence in the correct operation of the compiler and evidence that the standard library meets the requirements on which the application relies. By testing the compiler against the programming language specification, it is possible to verify that source code is translated into machine code in a well-defined and predictable manner. Likewise, requirements-based testing of the standard library demonstrates that its functionality conforms to the requirements relied upon by the software. Together, these activities provide objective evidence that the generated object code faithfully represents the source code.

Furthermore, the goal of qualification is not to prove that the compiler or library is completely free of errors – an unrealistic expectation for any complex software tool. Instead, the objective is to understand their limitations and known deviations, and to manage them in a controlled way so that they do not compromise functional safety. This understanding is captured in a safety manual that complements the verification results and defines the constraints, assumptions and usage rules for the compiler and library, ensuring they can be applied safely within the software development process.

This approach also supports long-term maintainability. Automotive platforms often have lifecycles spanning decades, during which compilers and libraries inevitably evolve. Systematic validation of updates enables controlled transitions without the need to re-qualify entire systems from scratch.

This benefit has been demonstrated in practice, where early identification of compiler issues has significantly reduced the effort associated with toolchain updates. By understanding tool behavior upfront, organizations can make informed decisions about changes and avoid costly surprises later.

Standard libraries follow similar principles. When assessing a new library implementation, behavioral comparison against a known baseline helps ensure that replacements do not introduce unintended or system-relevant changes.

The role of collaboration 

ADAS development involves many stakeholders: software engineers, functional safety engineers, validation teams and certification bodies. Ensuring that compilers and libraries behave as expected requires collaboration across all these roles.

Verification cannot be treated as an isolated activity, it must be an integral part of a broader safety strategy. When toolchain behavior is well understood and documented, communication between teams becomes clearer, assumptions are explicit and decisions can be justified with evidence rather than intuition.

Strong partnerships between tool providers, system integrators and safety experts further support this process. By sharing knowledge and aligning on verification practices, organizations can reduce duplication of effort and improve overall confidence in their development environment.

Conclusion 

Compilers and libraries may operate invisibly, but their impact on ADAS safety is substantial. Treating them as implicit assumptions rather than explicit verification targets introduces avoidable risk. As ADAS functionality grows increasingly complex, this risk will only increase.

By recognizing the role of the toolchain early and subjecting it to the same rigor as application software, automotive developers can build a stronger foundation for safety. Verification and qualification of compilers and libraries are not optional extras; they are essential steps to ensure that software behaves as intended – from code to road.

A feature in the next issue of Automotive Testing Technology International will investigate the challenges of continuous testing for software, the stages of a typical DevOps pipeline, how companies are measuring software readiness, and more. Read the March 2026 edition here. 

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The hub is expected to employ around 200 technical specialists that will be responsible for enhancing the MyToyota and LexusLink+ applications, which are used by more than two million European customers to access remote vehicle functions, battery‑charge monitoring and a wide range of ownership‑convenience services. The team will also contribute to the development of the cloud infrastructure that enables connected services for Toyota and Lexus vehicles in Europe, while additionally providing cybersecurity support.

“Toyota has been present in Poland for 35 years and this project strengthens Toyota’s commitment in this market,” said Thierry Boitel, vice president of research and development, Toyota Motor Europe. “Poland was selected as the location for the Toyota Digital Hub due to its strong pool of highly skilled specialists and the presence of leading technical universities.”

The establishment of the Toyota Digital Hub marks a further investment by Toyota in Wrocław. Since 2015, the Shared Services Centre has operated in the city, providing accounting and tax advisory services for all Toyota units in Europe.

“The Toyota Digital Hub is set to play an important role in Europe by expanding Toyota’s software development capabilities and positioning Toyota Motor Europe as a trusted partner in future global software‑defined vehicle development,” said Luis Lopes, vice president information and technology, Toyota Motor Europe.

“The decision to locate Toyota Digital Hub in Poland confirms our country’s strong investment appeal and its solid position as a hub for modern technologies,” said Andrzej Domański, Polish minister of finance and economy.

Recent news, Pony AI launches self-improving physical AI engine PonyWorld 2.0

During the pilot, ALLO demonstrated its ability to improve inbound logistics planning performance across TME’s complex European logistics network, reduce planning cycle times and support TME’s carbon neutrality objectives.

“The results of our pilot with Agillence have exceeded expectations,” said Jean-Christophe Deville, vice president of supply chain at TME. “ALLO has proven to be a strategic asset in our pursuit of a sustainable, cost-efficient logistics network across Europe. We are confident that this long-term partnership will continue to drive meaningful progress toward our carbon neutrality goals while delivering real operational value.”

“We are pleased to formalize our long-term relationship with Toyota Motor Europe,” said Srini Paruchuri, vice president of customer strategy and solutions at Agillence. “This partnership is a testament to the power of ALLO in addressing the unique logistics complexities of large-scale European automotive operations. We look forward to deepening our collaboration with TME as they continue to lead the industry in sustainable supply chain practices.”

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To address this, Pony.ai has launched PonyWorld 2.0, the latest upgrade to its proprietary world model and a major advancement in the core training system behind its autonomous driving stack. The key advancement is its ability to identify its own weaknesses and guide targeted improvements. The upgrade introduces three core capabilities: self-diagnosis, targeted data collection in areas where performance is still limited and more efficient training focused on the most challenging cases.

Since 2020, Pony.ai has developed PonyWorld not as a basic synthetic data simulation tool, but as a full reinforcement learning system spanning cloud-based training and in-vehicle deployment. As the system has matured, improving the Virtual Driver has increasingly depended on enhancing the world model that trains it, particularly its ability to accurately represent real-world dynamics and interactions.

“PonyWorld 2.0 is an important step toward a more self-improving approach to autonomous driving development,” said Dr Tiancheng Lou, founder and CTO of Pony.ai. “As AI systems become more capable, they can play a larger role not only in learning to drive, but also in guiding their own improvement – making L4 development more scalable over time.”

PonyWorld 2.0 is already being applied across Pony.ai’s L4 driverless fleet and R&D system.

After validating robotaxi unit economics in two major Chinese cities with its seventh-generation fleet, the company is accelerating commercialization across China and international markets, targeting over 3,000 vehicles and 20 cities globally by year-end, nearly half overseas.

New training for scalable autonomy

As driverless operations grow from hundreds of vehicles to thousands and beyond, it becomes both harder and more important to keep improving safety and performance without regression.

Pony.ai defines a true world model as more than a tool for generating virtual scenarios. It must establish what good driving means, accurately model the physical world and replicate realistic interactions between the AI driver and other road users across both edge cases and normal traffic.

PonyWorld 2.0 is designed to make that process more efficient. A structured intention layer enables the model to form an internal representation of why it made a decision, making large-scale self-diagnosis possible. The system can review its own decisions, compare intent with outcomes and identify the types of scenarios where additional learning is needed. It can then generate targeted data-collection tasks for human teams, which gather the relevant real-world samples, feed them back into the cloud, and help recalibrate the world model for more precise training.

In the early stages of autonomous driving, progress depended heavily on human engineers to design rules, label data and decide what to train next. PonyWorld 2.0 points to a different model. As AI systems become more capable, they can take over more of their own improvement cycle, while human engineers increasingly serve as operators of a directed data-collection loop shaped by the system’s own learning needs.

Pony.ai believes PonyWorld 2.0’s approach, combining high-accuracy world modeling, self-diagnosis and targeted improvement, could apply to broader physical AI systems that must learn safely and efficiently in real-world environments, extending beyond autonomous driving.

Related news, Pirelli develops bespoke P Zero R tires for Audi RS 5 and RS 3 Competition Limited

Ad-hoc development

Audi’s primary objective was braking performance. The P Zero R has been designed to approach the levels of performance of the semi-slick Trofeo R, delivering very short stopping distances and consistent deceleration under demanding conditions. To achieve this, Pirelli’s R&D center in Breuberg, working closely with its Milan headquarters, developed a new compound drawing on motorsport expertise.

The compound is optimized for strong grip even when cold, supporting Audi’s focus on safety and control during braking. While offering performance close to track-focused tires, the P Zero R remains suitable for everyday use and delivers improved efficiency, as reflected in its European label rating compared with other ultra-high-performance tires.

“The tire is the only connection between the vehicle and the road surface. Therefore, it plays a significant role in chassis development, especially in our RS models, where excellent handling has paramount importance,” said Steffen Bamberger, head of technical development at Audi Sport. “Plus a close, collaborative partnership is essential to achieving this level of performance.”

A balance of road and track

The RS 3 Competition Limited, created to celebrate the 50th anniversary of the five-cylinder engine, features a coilover suspension, increased top speed and ceramic brakes, thus providing impressive driving dynamics.

Two tire options are available. The standard P Zero R offers strong grip in both dry and wet conditions while balancing everyday comfort with sporty performance. For more track-focused use, the P Zero Trofeo R semi-slick is road-legal but designed primarily for the circuit. Its asymmetrical tread and motorsport-derived compound deliver high levels of dry grip, improved stability and lateral support, and shorter braking distances.

Joint development

The development process leveraged digital simulation both at Pirelli and Audi’s R&D centers to simulate tire behavior, taking into account weight distribution and contact patch, and to optimize the management of high torque and wear resistance. Physical tests then confirmed the virtual data through joint sessions on some of the most demanding circuits in the world, from the Nürburgring Nordschleife for handling and durability to test tracks in Spain and laboratories in Milan.

Precision tire for RS level dynamics 

The RS 5, Audi Sport’s first high-performance plug-in hybrid, required the development of a new high-load (HL) tire size. The structure of the P Zero R has been reinforced to support the greater weight of the hybrid components, while ensuring the driving precision required for an Audi RS vehicle. This tire allows the high torque of the hybrid system to be effectively transferred to the road, offering greater grip and stability.

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The hydrogen-powered trucks use high-pressure, direct injection (HPDI) technology, which the company says improves energy efficiency, reduces fuel consumption and increases engine power compared with conventional hydrogen combustion engines. HPDI works by injecting a small amount of ignition fuel at high pressure to enable compression ignition before hydrogen is added. Volvo already uses this technology in its gas-powered trucks, with over 10,000 units sold worldwide.

The hydrogen engine technology is derived from its diesel powertrain, delivering “diesel-like performance” while substantially cutting CO₂ emissions, the auto maker said.

“On-road testing is an important milestone for our hydrogen combustion engine trucks. I feel confident that they will be the best in the industry if you look at fuel efficiency, power, torque and drivability,” said Jan Hjelmgren, head of product management at Volvo Trucks. “Customers will be able to operate them just like diesel trucks. Our experience with HPDI technology in more than 10,000 gas-powered trucks is strong proof of its performance.”

Hydrogen combustion engine trucks will be especially suitable over longer distances and in regions where there is limited charging infrastructure or time for the recharging of battery-electric trucks.

Volvo trucks with combustion engines powered by green hydrogen have the potential to deliver net-zero CO₂ well-to-wheel when using renewable HVO as ignition fuel. They are categorized as Zero Emission Vehicles (ZEV) under the agreed EU CO₂ emission standards.

The hydrogen-powered combustion engine trucks will complement the company’s offering of other alternatives, such as battery electric trucks, fuel cell electric trucks and trucks that run on renewable fuels, like biogas and HVO (hydrotreated vegetable oil).

“We see great potential for hydrogen combustion engine trucks and they will have a role to play in the transformation to zero-emission transport,” said Hjelmgren. “Several technologies will be needed to decarbonize. As a global truck manufacturer we offer a variety of decarbonization solutions and help our customers choose the best alternative based on transport assignment, available infrastructure and green energy prices.”

Related news, Swiss Council for Accident Prevention joins Euro NCAP as affiliate member

“Euro NCAP is delighted to have BFU as an affiliate member of the car program. Their strong expertise in accident research and prevention, together with a unique Swiss perspective and their contribution to our technical working groups, will help ensure that our ratings continue to reflect real-world risks and drive meaningful vehicle safety improvements,” said Dr Michiel van Ratingen, secretary general at Euro NCAP.

As an affiliate member, BFU will actively participate in Euro NCAP’s technical working groups, contributing to shared goals in vehicle safety and the long-term development of assisted and automated driving technologies. The organization will provide Swiss accident insights and national data, combining expertise in engineering, human factors and behavioral science to identify where safety systems can prevent severe crashes.

BFU will also support the alignment of Euro NCAP’s assessments with evolving regulations and promote road safety and public acceptance of new technologies through its national activities. The collaboration will further enable BFU to contribute to the development of Euro NCAP’s future strategic roadmaps.

“At BFU, we are very pleased to become a new member of Euro NCAP. Euro NCAP’s independent safety ratings provide important impetus for manufacturers, policymakers and consumers alike. As BFU, we aim to contribute to ensuring that new vehicle technologies realise their full potential in preventing accidents and reducing serious injuries. We see this membership as a major opportunity to amplify the impact of our work,” added Dr Stefan Siegrist, director, BFU.

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To address this, OmniTrust and Synopsys have partnered to help development teams identify and fix critical security issues earlier in the embedded systems lifecycle by enabling secure boot validation within virtual ECU (vECU) environments.

The collaboration aims to close this gap between software and hardware by bringing security validation into the early stages of development. By combining Synopsys’s vECU solutions with OmniTrust’s embedded trust capabilities, teams can run production firmware in virtual environments and validate both expected and tampered scenarios long before hardware is ready.

This approach enables developers to observe and test secure boot behavior as part of standard software workflows, including automated regression testing. As a result, teams can detect vulnerabilities sooner, reduce integration risks and accelerate time to market.

OmniTrust provides core embedded security capabilities such as secure boot policy validation, firmware signature verification and cryptographic trust anchor management. When integrated into Synopsys’s virtual development environments, these capabilities enable developers to treat security enforcement as a continuous, testable part of modern software development.

“As automotive architectures become increasingly software-defined, automotive companies must integrate security validation as part of their software development,” said Marc Serughetti, vice president, product management and markets group, Synopsys. “Our collaboration with OmniTrust enables development teams to leverage electronics digital twins and integrate trust validation into their software development before hardware is available. Our joint customers can accelerate time to market and innovation with greater confidence in the security of their systems.”

“Secure boot and firmware authenticity are essential for system integrity, yet often checked later in development,” said Albert Rooyakkers, SVP of business development at OmniTrust. “Synopsys virtual ECUs enable early security validation, automated testing and authenticated software deployment in production.”

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With the new BAC module for CAN-FD/LIN, these interfaces can now be tested for functionality during production. The Bus Access Cable (BAC) is connected to one of the five slots on the Scanflex multi-port bus I/O Module 9305. This enables access to the complex test functions of the Scanflex boundary scan controller, which then takes over the simultaneous generation and dynamic distribution of the vectors and control sequences to the interfaces.

What is Scanflex? 

Scanflex is a modular JTAG/boundary scan controller. Based on state-of-the-art multi-core processors and FPGAs, it enables users to execute test and programming technologies from embedded JTAG solutions. Its multifunctional architecture enables these technologies to be combined flexibly and with high performance on a single platform.

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Testing at the Arjeplog facility focused on traction, power distribution and vehicle control on snow and ice, allowing engineers to evaluate system limits and refine control strategies under extreme conditions.

A key area of development is the new AMG Race Engineer system, which integrates hardware and software to enable detailed adjustment of vehicle dynamics. Three rotary controls allow drivers to tune response, agility and traction.

The Response Control adjusts electric motor response to accelerator inputs; Agility Control modifies cornering behavior by varying torque distribution, enabling transitions from understeer to controlled oversteer. A nine-stage Traction Control system regulates slip, building on technology used in previous AMG models. These functions are fully available with ESP disabled, targeting track use.

The model also introduces AMG Performance 4MATIC+ all-wheel drive in an all-electric configuration, using three axial flux motors. The system enables fully variable torque distribution between front and rear axles, as well as torque vectoring across the rear wheels. Sensors monitor wheel slip and adjust torque delivery in real time to maintain traction and stability.

The braking system combines carbon-ceramic discs at the front with steel discs at the rear in a hydraulic composite setup. Mercedes-AMG says this delivers consistent pedal feel across regenerative and friction braking scenarios.

Suspension development has focused on the AMG Active Ride Control system, which uses interconnected hydraulic elements in place of conventional anti-roll bars. Combined with three-chamber air springs and adaptive dampers, the system enables a wide range between comfort and dynamic performance while reducing body roll and improving cornering precision.

The vehicle’s drive system features three innovative axial flux motors and directly cooled battery cells, and was also tested under Arctic conditions. The battery uses directly cooled cells grouped into laser-welded modules, with a non-conductive coolant circulating around each cell. This allows rapid heating to optimal operating temperature and efficient cooling under load, supporting repeated high-performance use.

Mercedes-AMG’s winter test program forms part of a broader validation process. The entire test program for validating a new model comprises over 500 individual tests, supplemented by the specific tuning of driving dynamics and the ESP system.

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