High-voltage batteries for e-mobility have become highly complex systems consisting of numerous components. The market for these batteries is becoming increasingly dynamic, and technologies are constantly evolving. Innovative battery cells with new chemical compositions are being introduced. Automotive suppliers and manufacturers therefore require a tailored and flexible testing strategy for battery cell quality assurance, both in development and in production.

To address these challenges, Göpel Electronic has developed a high-performance, quickly configurable battery cell tester that features a modular design and high flexibility. This allows for the quick and transparent determination of quality, charging efficiency and reliability in up to five battery cells simultaneously. The tester complements the product portfolio, which includes, among other things, Göpel Electronic’s EOL battery test system, which performs comprehensive test routines for the entire battery pack.

The battery cell tester covers standard safety tests that evaluate the condition of the cells. The open circuit voltage (OCV) value indicates the voltage of a battery without a load (open circuit) and serves as an indicator of its state of charge. For the alternating current internal resistance (ACIR) measurement, the tester uses a method to determine the internal resistance of the battery cells. This internal resistance under alternating current provides information about the performance, state of aging and quality of the battery cell.

According to Göpel Electronic, its tester delivers fast, repeatable results and can be integrated with automated equipment to enable high-throughput batch testing within seconds. The system is designed for applications including incoming inspection and battery cell grouping.

In related news, Yokogawa launches high-voltage power analyzer for EV testing

The WT1500 by Yokogawa Test & Measurement is a high-precision power analyzer for renewable energy, electrified vehicle (xEV), semiconductor and battery testing applications. The instrument offers four measurement channels in a 2U, 19in rack-mount chassis. It supports input voltages of up to 2,000V DC and includes resolver signal input for motor evaluation without additional equipment. Yokogawa says upcoming multi-unit synchronization will enable up to five WT1500 units to be connected, providing up to 20 power measurement channels.

Development background

Continued growth in xEV technologies and renewable energy is accelerating demand for evaluation, testing and production capabilities built around high-voltage equipment. Target voltages within these systems can reach the thousands, requiring specialized high-voltage divider equipment in typical analysis setups. These dividers can introduce measurement errors, reducing overall accuracy while complicating wiring and equipment installations. Additionally, conventional motor efficiency measurements require separately measured power and resolver signals to be synchronized on a PC.

Existing power analyzer models lacked the required voltage input range for energy storage systems (ESS), power conversion systems (PCS) and resolver support motor testing, or were too large to fit within conventional rack-mounted or desk-based setups. The WT1500 reportedly addresses this gap, delivering the necessary capabilities and functionality while eliminating the need for high-voltage dividers for systems up to 2,000V, all within a compact 19in-wide, 2U height design.

High performance

The WT1500 achieves a total power accuracy of ±0.038% (DC, 50/60Hz) and low-power-factor accuracy of ±0.07% of S at 50/60Hz, the best DC accuracy figures of the WT series, and supports two types of input elements: high voltage (HV) and wide bandwidth (WB). The HV element supports direct measurement up to 2,000V DC and 300kHz, ideal for high-voltage PCS and ESS applications. The WB element supports up to 1,000V with a 2MHz bandwidth, crucial for measuring the complex, high-frequency waveforms generated in modern xEV motors. Both inputs share a common sensor input and can be mixed in a single unit.

System integration and a space-saving design

The WT1500’s compact 2U height (approximately 88mm) design supports four power measurements and four motor evaluations, including encoder and resolver signal inputs, IEEE 1588 time synchronization and data output to CAN/CAN FD buses, and low-latency data transmission via UDP communication. It is equipped with a variety of interfaces for remote control via PC, external monitor or tablet and features a small front panel for straightforward connection setup or even to be used as a standalone instrument. The WT1500’s space efficiency allows easy integration into evaluation system racks.

Scalable measurements

For measurements requiring more than four channels, up to five WT1500 units can be synchronized, enabling 20-channel power measurement. One unit acts as the main controller, directing subunit configuration and consolidating data acquisition. Multi-unit synchronization support will be released soon.

The WT1500 also features four unique current input terminals, alongside its voltage terminals, providing power for current sensors. These, in combination with a series of new current adapters that are provided as accessories, enable the WT1500 to accommodate a wide variety of sensors: the CT Series solid-core (D-sub Terminal, 60A to 2,000A, AC-DC), the CT1000S split-core (BNC, 1,000A, AC-DC) and AC-only current clamp probes (BNC, 50A and 200A class).

The WT1500 is designed for a range of power measurement applications, including four-channel measurement of single-phase and three-phase systems with PC-based configuration and data acquisition. It also supports testing of two-system inverter motors and e-axle systems using dual- or single-unit configurations, as well as multi-unit simultaneous measurement and high-voltage testing of energy storage and power conversion systems.

In related news, Cortec study examines corrosion control during engine hot testing

Cortec has researched how its VpCI-649 BD corrosion inhibitor is being used by several diesel engine manufacturers during hot engine testing and storage. Added to the engine cooling system during testing, the product is intended to protect internal components from corrosion caused by residual water. Cortec says it is also being assessed for use in smaller automotive engines with aluminum components

Why protect engines during hot testing and cold storage?

Residual water left after hot engine testing and fill-and-flush operations can contribute to corrosion of internal engine components during storage. According to Cortec, VpCI-649 BD leaves a protective film of vapor-phase corrosion inhibitors that helps protect engine internals, including where residual moisture is present.

A cure for engine corrosion

In May 2023, a major manufacturer of off-road engines began full-scale testing of VpCI-649 BD to address corrosion concerns. The product is reportedly used as a 3% solution in the cooling system during hot testing and as a 5% solution, combined with glycol, for engines stored in cold climates. Eight months into the trial, the engine maker pronounced its corrosion problem cured. Although VpCI-649 BD was initially used to protect the cast iron of very large engine blocks, it is now being considered for smaller engines with aluminum components, such as those in the automotive industry.

In related news, Smart #2 undergoes global testing ahead of debut

The smart #2 will have its world premiere at the Paris Motor Show this October and is currently undergoing global testing in preparation. Test vehicles are wearing a black-and-white camouflage livery styled by the Mercedes-Benz Global Design Team.

At dedicated proving grounds, the vehicle’s agility was tested against a wide range of real-world urban challenges, including unexpected obstacles, emergency lane changes and low-grip wet road conditions. According to the auto maker, continuous refinement of the chassis hard points, steering ratio and rack travel and suspension movement control ensures the vehicle remains composed, responsive and agile in everyday city driving.

Extensive noise, vibration, harshness (NVH) validation has been conducted across multiple demanding environments, including the wind tunnel, acoustic chamber, temperature-controlled four-post rig, proving grounds and public roads. The testing activities encompassed wind noise, road noise, powertrain NVH, thermal NVH, squeak and rattle, and sound quality optimization.

By testing various tire compounds on rough asphalt, grooved concrete and high-speed straights, engineers sought an optimal balance between low rolling resistance for maximum range and exceptional noise reduction. To achieve long-term reliability, the vehicle has been subjected to demanding durability testing over bumpy roads, continuous undulations and potholed urban streets. Targeted impact tests simulated common city-driving scenarios, such as mounting curbs and striking deep potholes.

By refining chassis rigidity and structural stress points, the company says it has ensured that the smart #2 will serve as a highly reliable on-road companion. Complementing this structural resilience, the next generation of the renowned Tridion Safety cell – a structural design first used on the original smart fortwo – combines compact exterior dimensions with a robust structure that meets modern safety requirements, providing high protection, stability, and driver confidence.

In related news, Volkswagen launches ID Cross compact electric SUV built on MEB+ platform

Electric powertrain development consultancy CamMotive and advanced materials company Thermulon have been named as technology partners in the £2m (US$2.7m) UK government-backed Drive35 project to enhance safety in next-generation electric vehicle batteries.

The companies will collaborate with a leading UK OEM to tackle the issue of thermal runaway (TR) in EV battery systems.

TR is a significant challenge in EV technology. Lithium-ion battery cells used in EVs can, under certain fault conditions, heat uncontrollably, creating a thermal chain reaction that may propagate across a module or battery pack and potentially lead to fire or explosion. Global regulators and manufacturers are increasingly strengthening safety expectations for battery technologies in response to growing awareness of the issue.

The 12-month UK collaboration will develop and evaluate AeroMotive, a UK-made aerogel-based EV thermal runaway barrier solution being developed for use in next-gen battery systems. The technology uses thin, lightweight layers of highly insulating anti-thermal propagation (ATP) material to limit heat transfer between cells and mitigate the propagation of TR.

CamMotive will design a testing and validation program to evaluate the solution’s performance under various conditions. This includes specialist prismatic cell swelling and compression testing to analyze the impact of forces on battery cell longevity and safety and optimize the performance of the ATP pads.

Luke Barron, senior engineer at Cambridge-based CamMotive, said, “This ground-breaking project will deliver critical research and testing methodologies that make EV batteries safer. By advancing UK innovation in battery technology, we’re helping to accelerate the transition to safer, cleaner, high-performance electric vehicles.”

The project is supported by the UK government’s £4bn (US$5.4bn) Drive35 program, delivered by the Department for Business and Trade in partnership with the Advanced Propulsion Centre and Innovate UK.

Related news, Taiyo Yuden commercializes hybrid aluminum electrolytic capacitors

British engineering company JCB has completed UK testing of its hydrogen-fueled Hydromax car, reaching 208mph and clearing the way for its world land speed record attempt at Bonneville, Utah, in August.

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.

Related news, Shell unveils Triple 10 Challenge EV concept

This year’s EuroBrake highlighted the role of brake technology as a fundamental safety-critical component, alongside its expanding function in next-generation mobility engineering – from the development of safer vehicles and intelligent systems architectures to cleaner, more sustainable mobility.

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.

Up next: 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.

Genesis has showcased the Magma GT3 Concept, which it describes as a “first glimpse at one potential future project” for Genesis Magma Racing.

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.

Related news, Honda Super-N compact EV delivers 70kW in boost mode and 199-mile “city range”

The Xpeng X9 has recorded the largest positive deviation from WLTP range and the fastest charging time among all vehicles tested in the summer edition of El Prix 2026, the world’s largest independent electric vehicle test organized by the Norwegian Automobile Federation (NAF) and Motor magazine.

The seven-seater, launching in the UK later this year, achieved the highest result among all 24 vehicles tested, delivering a leading 11.4% positive deviation versus its official WLTP range. In real-world conditions, it covered a total of 646km and continued operating for more than 11 hours after the start of the test. NAF noted that the Xpeng X9 “clearly stood out” in this year’s range evaluation.

The X9 also delivered the fastest charging performance, going from 10% to 80% in 12 minutes and 55 seconds. At the El Prix Winter 2026 held in February, the model topped the field at -10°C with a 12-minute charge. While Europe’s current 400kW charging infrastructure has yet to fully unlock the X9’s maximum capability, the vehicle continues to achieve top-tier charging times across different environments.

The result makes the Xpeng X9 the standout performer of El Prix and further demonstrates the real-world benefits of Xpeng’s latest-generation EV technology.

“Recording the largest WLTP range deviation and the fastest charging time is strong validation of the technology behind the Xpeng X9,” said Alex Tang, general manager of international business at Xpeng. “Customers should not have to choose between long range and fast charging. The X9 delivers both, helping drivers spend more time on the road and less time waiting at a charger.”

Held twice a year, El Prix is widely regarded as the world’s largest independent comparison of electric vehicle range and charging performance.

The Xpeng X9 is one of the new Xpeng models launching in Europe during 2026.

In related news, BYD enters Europe’s B-segment with Dolphin G DM-I

Texas Instruments (TI) has launched a high-cell-count battery monitor with an integrated electrochemical impedance spectroscopy (EIS) engine, bringing predictive intelligence, comprehensive data and real-time diagnostics to battery monitoring in electric vehicles and energy storage system applications.

The BQ79826Z-Q1 battery monitor enhances safety and extends battery life by detecting potential failures from within battery cells. The single chip tracks up to 44% more channels than previous generations. With this increase, the device significantly decreases the number of components required in a battery pack, reducing system complexity and cost without compromising reliability

“The electrification of transportation and the rapid expansion of energy storage are redefining what battery performance must deliver, and as a leader in battery management technology, TI is uniquely positioned to meet that challenge,” said Wenjia Liu, vice president and general manager, battery management systems (BMS) at TI.

“Our high-cell-count battery monitor with a built-in EIS engine helps ‘shine a light’ inside battery cells, delivering rich chemical-state data that enables systems’ software to make informed, real-time decisions on safety and performance of the battery pack, allowing engineers to address the most critical challenges in battery management.”

Delivering safety and performance with EIS technology 

EIS monitors a battery and delivers continuous, real-time insight that reveals the battery’s health and warns of issues before they become critical. Integrated EIS technology enables the BQ78926Z-Q1 to detect fault conditions earlier – from inside the cells – helping maintain safety and notifying passengers of potential vehicle hazards such as thermal runaway.

Maximizing efficiency with industry-leading cell count

According to the company, the BQ79826Z-Q1 supports up to 26 cells per device – eight more than competing solutions. By reducing the number of monitoring devices required, it lowers bill-of-materials costs, simplifies system architecture and minimizes board space requirements, delivering significant cost savings per channel without compromising quality or reliability.

When paired with the BQ79881-Q1 pack monitor and optional TI communications bridge, these devices create a powerful chipset that works across different module sizes, battery chemistries and mechanical designs, giving engineers the flexibility to design once and deploy everywhere.

Calculating charge readings with the best-in-class accuracy

With a voltage accuracy of <2mV across a full temperature range of –40°C to +125°C, higher resolution analog-to-digital converters and ultra-low noise, the BQ78926Z-Q1 enables more accurate state-of-charge calculations, directly addressing one of the biggest concerns for EV drivers: range anxiety.

Using EIS technology, this device enables more accurate temperature and state-of-charge estimation, helping designers achieve longer battery life and faster charging without compromising battery health.

With an EIS measurement time that is five times faster than previous solutions, this device delivers the highest functional safety voltage reading per cell. Compliance with Automotive Safety Integrity Level D and International Organization for Standardization 26262 gives designers a smarter, more efficient path to safer, longer-lasting batteries.

Related news, Audi unveils 1,001ps Nuvolari hybrid supercar