Bosch’s MPC4 multipurpose camera for commercial vehicles carries twenty times the computing power of its predecessor and, according to the company, is the first camera to fuse data from a truck’s surround sensors, with production set for 2027 alongside a seventh-generation radar sensor built on an in-house chip. The supplier presented both sensors at IAA Transportation 2026 as part of a software-defined truck portfolio that also includes a mirror-integrated driver-monitoring camera, central vehicle computers, and a redundant electric steering system Bosch says supports functions up to automated driving. The company positions the lineup for truck manufacturers managing rising software and systems complexity, with further detail on its IAA Transportation program page.
Highlights
- MPC4 camera delivers 20× the computing power of the previous generation and uses AI to improve lane-departure warning and emergency brake assist; production in 2027
- Seventh-generation radar pairs waveguide antennas with a Bosch-manufactured system-on-chip; launches in 2027
- Driver-monitoring camera integrated into the left display of Bosch’s digital side mirror is already standard at two European truck makers
- ServoE electric steering uses a redundant design Bosch says enables assisted functions up to automated driving and a path to steer-by-wire
How Does the MPC4 Camera Handle Sensor Fusion?
Modern trucks already run multiple video and radar sensors, and Bosch says the MPC4 is the first camera to perform data fusion across those surround sensors on the camera itself. The company has increased computing power by a factor of twenty over the previous model and applies AI to improve assistance functions such as lane-departure warning and emergency brake assist. The system is designed specifically for the commercial vehicle environment and enters production in 2027.
Bosch will introduce its seventh-generation radar sensor the same year. The unit uses waveguide antenna technology and a processing chip manufactured in-house, with AI algorithms optimizing signal quality. Bosch says the sensor adapts to E/E architectures ranging from conventional domain controllers to high-performance computers. The radar follows the supplier’s earlier move to an in-house radar SoC and its recent seventh-generation ultrasonic chipsets, both designed around sensor-level data fusion.
Driver Monitoring Built Into the Side Mirror
Bosch says that as of mid-2026 the EU requires newly registered trucks to carry sensor-based driver warning systems addressing inattention and fatigue. Bosch’s approach places a camera in the left display of its digital side mirror to monitor driver attention, so manufacturers do not need a separate unit. Two European truck manufacturers already fit the solution as standard equipment, according to the company. A separate control unit currently processes the image data; Bosch states that a central domain controller will take over that task in the future.
Redundant Steering for Automated Driving
The ServoE electromechanical system steers heavy-duty commercial vehicles using electric power alone and requires no hydraulic oil, which Bosch says simplifies factory installation. A power-on-demand function reduces energy consumption during operation. Bosch cites the system’s redundant design and cybersecure software architecture as enabling assisted steering functions up to automated driving, and says ServoE prepares the way for future steer-by-wire systems without a mechanical link between steering wheel and wheels.
The company’s Servotwin electrohydraulic system, which combines a hydraulic Servocom unit with scalable electric servo units, is positioned for SAE Level 2 steering assistance. A separate electrohydraulic rear-axle steering system controls up to three or more leading or trailing heavy-truck axles as a standalone power-on-demand unit, reducing turning radius and, according to Bosch, tire wear.
Vehicle Computers and the ETAS Software Stack
To manage complexity in software-defined trucks, Bosch is developing centralized E/E architectures with scalable vehicle computers. A cockpit integration platform consolidates driver-interaction functions, while a vehicle integration platform combines motion, energy, and body domains on one computing platform. Bosch says these computers support over-the-air software updates, secure gateways, and on-demand features.
Bosch subsidiary ETAS supplies a vehicle software platform suite based on the open-source Eclipse S-CORE initiative, which the company says supports architectures from conventional control units through platforms for assisted and automated driving. ETAS is also introducing a service-oriented diagnostic approach based on the ASAM SOVD standard, which pools vehicle data, diagnostic functions, and service information to identify faults in software-defined commercial vehicles and feeds diagnostic data back into development.
Connectivity rounds out the package. Bosch’s connected map services analyze real-time data on accidents, wrong-way drivers, and hydroplaning to proactively control driver-assistance systems, according to the company.
