Latest news with #AdvancedDriverAssistanceSystems
Yahoo
a day ago
- Business
- Yahoo
The last day of trading in unit rights in Terranet's rights issue
NOT FOR RELEASE, PUBLICATION OR DISTRIBUTION IN WHOLE OR IN PART, DIRECTLY OR INDIRECTLY, IN THE UNITED STATES, AUSTRALIA, CANADA, NEW ZEALAND, HONG KONG, JAPAN, SINGAPORE, SOUTH AFRICA, SOUTH KOREA OR ANY OTHER JURISDICTION WHERE SUCH RELEASE, PUBLICATION OR DISTRIBUTION WOULD BE UNLAWFUL OR WOULD REQUIRE REGISTRATION OR ANY OTHER MEASURES. PLEASE REFER TO IMPORTANT INFORMATION AT THE END OF THE PRESS RELEASE. Today, June 5, 2025, is the last day of trading in unit rights issued in connection with Terranet AB's ("Terranet" or the "Company") rights issue of units which the Board of Directors resolved on April 16, 2025, and was approved by the annual general meeting on May 23, 2025 (the "Rights Issue"). Unit rights that are not sold or used for subscription will expire worthless. Summary of the Rights Issue: The Rights Issue comprises a maximum of 13,880,714 units. One unit in the Rights Issue consists of twelve (12) B-shares and three (3) warrants of series TO9 B. The warrants are issued free of charge. The subscription price per unit in the Rights Issue is SEK 1.08 per unit, corresponding to SEK 0.09 per B-share. Upon full subscription, the Rights Issue will provide Terranet with approximately SEK 15 million before deduction of issue costs. The right to subscribe for units in the Rights Issue shall, with preferential rights, be granted to shareholders in proportion to the number of shares they already own, where one (1) existing share entitles the holder to one (1) unit right, and eighty-six (86) unit rights entitle the holder to subscribe for one (1) unit. The last day of trading in Terranet's B-shares including the right to receive unit rights in the Rights Issue was April 25, 2025. The B-shares will be traded excluding the right to receive unit rights from April 28, 2025. The subscription period for the Rights Issue runs from May 27, 2025, up to and including June 11, 2025. The Rights Issue is covered by subscription commitments of approximately SEK 35.2 thousand, corresponding to 0.2 percent of the Rights Issue, and underwriting commitments of approximately SEK 15 million, corresponding to approximately 99.8 percent of the Rights Issue. Thus, the Rights Issue is covered to 100 percent by subscription commitments and underwriting commitments. Preliminary timetable for the Rights Issue May 27, 2025 – June 5, 2025 Trading in unit rights May 27, 2025 – June 11, 2025 Subscripition period May 27, 2025 – June 30, 2025 Trading in paid subscribed units (BTU) June 13, 2025 Preliminary date for publication of the outcome in the Rights Issue AdvisersMangold Fondkommission AB is the financial advisor to Terranet in connection with the Rights Issue. Eversheds Sutherland Advokatbyrå AB is the legal advisor to the Company in connection with the Rights Issue. Dan Wahrenberg, CFOE-mail: goal is to save lives in urban traffic. The company develops innovative technical solutions for Advanced Driver Assistance Systems (ADAS) and Autonomous Vehicles (AV). Terranet's anti-collision system BlincVision laser scans and detects road objects up to ten times faster than any other ADAS technology available company is headquartered in Lund, with offices in Gothenburg and Stuttgart. Since 2017, Terranet has been listed on Nasdaq First North Premier Growth Market (Nasdaq: TERRNT-B). Follow our journey at: Certified Adviser to Terranet is Mangold Fondkommission AB. Important informationThe release, announcement or distribution of this press release may, in certain jurisdictions, be subject to restrictions. The recipients of this press release in jurisdictions where this press release has been published or distributed shall inform themselves of and follow such restrictions. The recipient of this press release is responsible for using this press release, and the information contained herein, in accordance with applicable rules in each jurisdiction. This press release does not constitute an offer, or a solicitation of any offer, to buy or subscribe for any securities in Terranet in any jurisdiction, neither from Terranet nor anyone else. This press release does not constitute or form part of an offer or solicitation to purchase or subscribe for securities in the United States. The securities referred to herein may not be sold in the United States absent registration or an exemption from registration under the US Securities Act of 1933, as amended (the 'Securities Act'), and may not be offered or sold within the United States absent registration or an applicable exemption from, or in a transaction not subject to, the registration requirements of the Securities Act. There is no intention to register any securities referred to herein in the United States or to make a public offering of the securities in the United States. The information in this press release may not be announced, published, copied, reproduced or distributed, directly or indirectly, in whole or in part, within or into Australia, Hong Kong, Japan, Canada, New Zealand, Switzerland, Singapore, South Africa, the United States or in any other jurisdiction where such announcement, publication or distribution of the information would not comply with applicable laws and regulations or where such actions are subject to legal restrictions or would require additional registration or other measures than what is required under Swedish law. Actions taken in violation of this instruction may constitute a crime against applicable securities laws and regulations. Attachment Press release - Last day for trading URError in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Time of India
2 days ago
- Automotive
- Time of India
OpenGMSL association formed to transform future of in-vehicle connectivity
In a landmark move for the automotive technology sector, a coalition of leading OEMs, Tier 1 suppliers, semiconductor manufacturers, and ecosystem partners on Wednesday announced the formation of the OpenGMSL Association . This newly launched initiative aims to establish Gigabit Multimedia Serial Link (GMSL) as an open, worldwide standard for SerDes-based transmission of video and high-speed data in vehicles. The OpenGMSL Association is set to transform how automotive systems — including ADAS (Advanced Driver Assistance Systems), infotainment, and autonomous driving platforms — are developed and integrated, ultimately enabling faster innovation and reducing costs across the automotive value chain. The OpenGMSL Association will operate as a non-profit entity with an independent board of directors, encouraging global participation. Products built on the standard must pass mandatory compliance testing to ensure multi-vendor interoperability and system reliability. 'We're proud of our GMSL technology and eager to collaborate with fellow association members on a standard that will strengthen the entire automotive ecosystem,' said Yasmine King, Corporate VP and Head of the Automotive Business Unit at ADI. The initiative marks a pivotal step toward standardizing data transmission architecture in the automotive industry, paving the way for safer, smarter, and more connected vehicles worldwide. Addressing the growing demands of Next-Gen vehicles With modern vehicles requiring high-speed, low-latency data links to support increasingly sophisticated features, legacy proprietary systems have created hurdles to innovation. ADAS vision systems depend on real-time, high-resolution video feeds for decision-making, while infotainment platforms require seamless data streaming for enhanced user experiences. These growing demands have increased development complexity and cost, prompting the need for a unified, open standard to simplify integration and ensure interoperability across vendors.
Time of India
22-05-2025
- Automotive
- Time of India
Left vs Right: How driving sides complicate the SDV revolution
In the era of Software-Defined Vehicles (SDVs), the world's dual driving conventions, the right-hand and left-hand drive, present unforeseen complexities. While traditional vehicles simply mirrored controls to suit regional norms, SDVs must integrate vast, localised datasets, encompassing everything from road rules and signage to traffic behaviour and infrastructure design in order to navigate safely across jurisdictions. This complexity intensifies as ADAS (Advanced Driver Assistance Systems), V2X (Vehicle-to-Everything) communication, and autonomous capabilities become more prevalent. These systems are highly sensitive to local road conventions, requiring OEMs and SDV platforms to engineer for seamless cross-border adaptability. 'As SDVs gain traction, this historical bifurcation underscores the need for region-aware vehicle intelligence and infrastructure harmonization,' says Sundar Ganapathi, Chief Technology Officer – Automotive, Tata Elxsi. He explains, 'The coexistence of left- and right-hand driving significantly affects new-age vehicles, especially those equipped with V2V (Vehicle-to-Vehicle) and V2X (Vehicle-to-Everything) communication technologies, which depend on real-time spatial awareness and synchronised signalling.' Consider aspects like lane-change algorithms, overtaking behaviour, and roundabout navigation, they vary significantly based on which side of the road is the standard. 'Without harmonisation, vehicles may misinterpret manoeuvres or prioritise incorrect threat vectors. This becomes more critical with SDVs, where split-second decisions are made based on digital input rather than human instinct,' Ganapathi emphasizes. A Historical Split, A Modern Challenge Historically, the choice between left-hand and right-hand drive stems from colonial, military, and trade influences. India, for example, retained the British practice of left-hand traffic (LHT), while the U.S. adopted right-hand traffic (RHT) for logistical efficiency in wagon and later automotive design. Today, about 65% of the world, including the U.S., China, and most of Europe follow RHT with left-hand drive (LHD) vehicles, whereas countries like India, the UK, Australia, and Japan follow LHT with right-hand drive (RHD) vehicles. This global split makes RHT-LHD the majority standard, creating technical efficiencies for SDV development, as most autonomous driving software, simulation models, and datasets are trained and validated in RHT regions. 'The geographic fragmentation creates interoperability challenges for autonomous systems, especially those involving cross-border logistics or vehicle exports,' notes Ganapathi. While switching a country's driving orientation is an enormous infrastructural and cultural undertaking, historically, only a few nations, such as Sweden in 1967, have transitioned. Today, such changes are rare due to cost and complexity. 'Regulators are more inclined to mandate region-specific compliance for SDVs than overhaul national traffic systems. Therefore, while logically consolidating to a single driving norm may seem efficient, the pragmatic solution lies in creating SDV platforms with multi-modal capabilities.' The Role of Simulation and AI in Bridging the Divide Ganapathi points to the simulation-first approach, enhanced by Generative AI, as a game-changer in enabling SDVs to operate across diverse traffic systems. 'These simulations allow virtual validation of scenarios across geographies, reducing dependence on physical prototypes and ensuring faster compliance with local laws,' he explains. The solution lies in developing adaptive SDV software architectures that can seamlessly toggle configurations based on GPS location and local laws. 'Additionally, global standardisation efforts for V2X protocols, while still nascent, must accelerate,' he urges. Agrees, Prof. Chandan Chowdhury, Executive Director, Munjal Institute for Global Manufacturing, Indian School of Business (ISB), who adds, 'Academia must adapt automotive curricula to address these dual standards, especially in control algorithms, digital twin simulations, and regional regulation modules.' India, for instance, remains early in its V2X journey, highlighting the need for scalable, regionally compliant solutions. 'Overall, a layered AI-driven system that accommodates geo-specific datasets will be central to ensuring safe and efficient cross-border SDV functionality. Ultimately, regulatory focus is shifting toward software flexibility and validation frameworks rather than altering age-old national systems.' Legal Perspectives and Regulatory Focus From a legal standpoint, a unilateral transition to a global traffic norm isn't under consideration. 'Regulators are not contemplating a switch in traffic orientation,' says Divyangna Malik, Advocate Supreme Court of India. 'Instead, the legal focus globally is on fostering software modularity and harmonized regulatory standards to ensure interoperability of SDVs across both systems, primarily through platforms like UNECE WP.29 (United Nations Economic Commission for Europe).' She notes that while no imminent legal transition is foreseen in drive-side norms, 'strategic investments are being made to bridge localisation gaps for LHT countries within the SDV ecosystem.' Highlighting the need for regulatory frameworks that can keep pace with the rapid evolution of automotive technologies, David Kidd, Senior Research Scientist at the Insurance Institute for Highway Safety (IIHS), says, 'Every region is unique and requires a hyperlocalised approach in terms of safety, technology, and solutions.' He adds, 'Driving cultures vary significantly across the world. To make SDVs truly successful, we need customised processes and algorithms that are optimised for local realities.' Kidd emphasizes on the need for flexibility and adaptability in SDV ecosystems, especially when addressing diverse cultural nuances, regulatory mandates, and behavioural patterns across geographies. Adaptability Over Uniformity In the context of SDVs, which depend on standardized, data-intensive software systems, the RHT-LHD model offers stronger logical and technological alignment. As the majority of SDV development, training data, and regulatory frameworks emerge from LHD markets, deployment is inherently more efficient in RHT jurisdictions. However, true global scalability lies in adaptability and not in enforcing a singular norm. The future of autonomous mobility depends on intelligent, region-aware software systems, robust simulation tools, and cross-border standardisation efforts that bridge the left-right divide without forcing nations to rewrite the rules of their roads.
&w=3840&q=100)
Business Standard
21-05-2025
- Automotive
- Business Standard
Auto parts sector to grow 7-9% in FY26, driven by 2W, PV demand: Crisil
India's auto components industry is expected to grow 7-9 per cent in FY26, maintaining last fiscal's pace, supported by strong domestic demand from two-wheelers (2Ws) and passenger vehicles (PVs) — especially utility vehicles — which together account for nearly half of the sector's revenues. Crisil's analysis covered component manufacturers accounting for 35 per cent of the sector's Rs 7.9 trillion revenue in FY25. A moderate recovery in commercial vehicles and tractor sales, which contribute around 17 per cent to overall revenue, is also expected to support growth, according to a report by Crisil Ratings. The aftermarket segment, with a 15 per cent revenue share, is projected to grow steadily at 5-7 per cent, aided by an ageing vehicle fleet. However, global headwinds persist. Weak demand for new vehicles in the US and Europe — destinations for about 60 per cent of India's auto component exports — could weigh on the sector's export performance, which is expected to moderate to 7-8 per cent growth this year. Operating profitability is likely to remain range-bound at 12-12.5 per cent, supported by a growing share of high-margin, technology-intensive components such as Advanced Driver Assistance Systems (ADAS), infotainment systems, and advanced braking modules. Input costs have also eased, particularly for steel, aluminium, and plastics, which account for over 70 per cent of raw material costs. Still, proposed US tariffs of 25 per cent on certain imports threaten to dent the margins of exporters significantly reliant on that market. The US alone makes up just 5 per cent of total sector revenue but contributes 28 per cent to export earnings and remains the fastest-growing export destination. 'The share of high-margin components has increased from around 18 per cent pre-Covid to nearly 27 per cent now, thanks to growing premiumisation and stricter global emission norms,' said Anil More, Associate Director, Crisil Ratings. 'This structural shift and falling input costs will support stable margins despite global headwinds. However, companies with high exposure to the US may see a margin squeeze of 125-150 basis points, given limited room to pass on new tariffs.' Demand from original equipment manufacturers (OEMs) — which generate two-thirds of total revenue — is expected to grow 8–9 per cent this fiscal, with value growth outpacing volumes amid rising safety, emission, and electronic content in 2Ws and PVs. Capital expenditure is expected to remain high at around Rs 22,000 crore as companies invest in EV capabilities, automation, and precision manufacturing to keep pace with evolving model launches. However, electric vehicles currently constitute just 4 per cent of PV volumes, keeping their revenue contribution limited in the near term. Despite these challenges, the sector's credit outlook remains stable due to strong internal accruals, controlled working capital, and minimal reliance on external debt.
The Print
18-05-2025
- Automotive
- The Print
My plea to automakers—I really want some buttons, it makes driving easier
The MG Windsor takes the lack of buttons to another level. For example, there is no dedicated button to control the outside rear-view mirrors. You can adjust them through the steering wheel-mounted controls, but it takes some time to know how to do that. Also, the vehicle has no headlight controls on the stalk; you have to adjust that through the infotainment screen. But, to be fair, you can keep that permanently on automatic. And then the most notorious non-button function, which is for the curtain under the panoramic roof. You instead use voice commands to open and close the roof curtain or struggle through the settings menu. And you know what is most frustrating, there is a blanked out portion where such a control would be. But I do have one serious gripe with this car, and to be fair, it isn't just directed at the Windsor EV. And that is the lack of physical buttons for functions. Call me old fashioned, but I like a physical button. A week ago, I found myself in Guwahati to drive the MG Windsor EV Pro, an updated version of India's best-selling electric vehicle. A bigger battery, thus more range and some Advanced Driver Assistance Systems (ADAS) features. The drive up to and down from Shillong was quite memorable as a result, without the need to be in a state of panic due to range. I genuinely like the Windsor EV, as does the Indian consumer. The first 8,000 units of the car, which had an introductory price tag of Rs 17.5 lakh, sold out in a day. Each brand has its idiosyncrasies. As more brands get button starts for their vehicles, there is no consistency whatsoever in where these are located. The MG Windsor EV doesn't even have a start button—you literally open the car, select 'Drive' and go. But only after wearing your seatbelt, because the MG Windsor EV does not release the electronic parking brake until you belt up. But as I said, the lack of physical buttons isn't unique to the Windsor EV, although that is the most extreme example. I also recently drove the new Kia Carens Clavis, which has a switchable touch panel for media and air-conditioning controls. Really cool feature, but again, I genuinely appreciate buttons for air-conditioning, which ironically the Windsor EV actually has. Also read: My Hong Kong visit was a reality check. XPENG has taken the first step for a 'flying car' Makes driving easier But why do I have this love affair with buttons? I'll tell you why I like buttons, because I like to control aspects of the vehicle by touch without taking my eyes off the road. And as used as I am to using my Amazon Echo device or saying 'Hey Siri', somehow using voice commands on a car is not something I've become used to. Maybe it is because I change cars so often, and different car brands have wildly different voice command abilities. That said, maybe I will change my habits. I have become used to mainly driving automatics and the increasing electronics onboard supercomputer-like cars. But even supercomputers have buttons. They feel deliberate, like you are doing an action. So my plea to automakers is quite simple: I love technology, but I really want some buttons. It just makes driving easier. @kushanmitra is an automotive journalist based in New Delhi. Views are personal. (Edited by Theres Sudeep)
