Webinar: Enhancing safety in your next lithium-ion battery design with electrolyte detector sensors

Webinar: Enhancing safety in your next lithium-ion battery design with electrolyte detector sensors
Webinar: Enhancing safety in your next lithium-ion battery design with electrolyte detector sensors

Join us for an insightful webinar focused on the innovative BES LITE sensor, Battery Safety Electrolyte Detector, where we will delve into its myriad benefits, particularly in in-pack monitoring, testing methods, and seamless integration features tailored for non-EV applications. BES LITE can be integrated into Battery Energy Storage Systems, UAV/UVM, 2-wheel and 3-wheel vehicles, and portable lithium-ion battery packs.

We’ll discuss how BES LITE’s small footprint and simple electronics enable in-pack monitoring, resulting in optimized space utilization and earlier detection of battery failure. You’ll also gain insights into thermal runaway testing guidelines that demonstrate the reliability and accuracy of BES LITE under varying conditions.

Join this webinar at our September Virtual Conference on EV Engineering to engage with Honeywell experts and uncover how BES LITE can enhance your battery safety strategies.

September 16, 2025, 9:15 am EDT
Register now—it’s free!


See the complete session list for the Virtual Conference on EV Engineering here.

Broadcast live from September 15 to 18, 2025, the conference content will encompass the entire EV engineering supply chain and ecosystem, including motor and power electronics design and manufacturing, cell development, battery systems, testing, powertrains, thermal management, circuit protection, wire and cable, EMI/EMC and more.

ChargePoint and Eaton launch V2X-capable EV fleet charging system

ChargePoint and Eaton launch V2X-capable EV fleet charging system
ChargePoint and Eaton launch V2X-capable EV fleet charging system

EV charging provider ChargePoint and intelligent power management company Eaton have announced a new “ultrafast charging architecture with end-to-end power infrastructure for public charging and fleets.”

ChargePoint Express Grid, powered by Eaton, is a vehicle-to-everything-capable system that can deliver up to 600 kW of power for passenger EVs and megawatt charging (1,000 kW) for heavy-duty EVs.

According to the companies, the system can seamlessly synchronize onsite renewables, energy storage and EV batteries with local energy markets to help fleets reduce fueling costs. When deployed at scale with participating utilities, the joint architecture can provide grid services such as load balancing.

Eaton will custom-engineer each Express configuration to facilitate connection to the grid and distributed energy resources (DERs). An optional skid-mounted hardware solution can expedite installation.

“The new ChargePoint Express architecture, and particularly the Express Grid variant, will take DC fast charging to levels of performance and cost not previously imagined,” said Rick Wilmer, CEO of ChargePoint. “Combined with Eaton’s end-to-end grid capabilities, ChargePoint is delivering solutions to help EVs win on pure economics, regardless of tax incentives or government support.”

“Accelerating electrification at scale hinges on technology that can be deployed faster while achieving new levels of reliability and efficiency at a significantly lower cost,” said Paul Ryan, VP of Energy Transition at Eaton. “Our partnership with ChargePoint is an accelerator for innovation in electrification.”

The new system will make its debut at the upcoming RE+ trade show in Las Vegas. Solutions are available to order for “select customers” in North America and Europe, and deliveries are to begin in the second half of 2026.

Source: ChargePoint

Webinar: A comparison of module sintering vs. soldering—best performance vs. best cost

Webinar: A comparison of module sintering vs. soldering—best performance vs. best cost
Webinar: A comparison of module sintering vs. soldering—best performance vs. best cost

SiC chips have revolutionized not only the performance of power modules but also the surrounding packaging technologies. Chips are no longer soldered but sintered, die top connections are no longer Aluminum wires but Cu wires on die top systems or Cu clips. So, what is the next level module connection? Sintering with large area silver sinter paste for best performance or soldering with high reliability solder preforms for best cost?

In this webinar, we compare soldering with Innolot preforms to sintering with PE360P, our silver sinter paste designed for printing, and highlight the benefits and drawbacks of each approach.

Clearly, the preforms win on the price, application is simple via pick and place process from a waffle pack and are pre-cut to match the substrate design. The solder melts at 218°C and requires flux or formic acid for the soldering to work properly. No pressure is required. It shows excellent reliability for thermal cycling from -40°C to +125°C, i.e. less than 3% after 2000 cycles compared to over 15% for SAC. However, for thermal shock testing from -50°C to +150°C it shows substantial (> 40%) delamination after 500 cycles.

This is where large-area sintering comes in. It shows only slight (< 3%) delamination after 500 cycles of temperature shock and only in the very corners of the substrate. It is applied by stencil printing but requires 5 minutes of 12 MPa pressure at 230°C for sintering. It is also significantly more expensive due to its 87% silver content, compared to only 3.8% for the IL preforms. However, the higher reliability and higher thermal conductivity (sintered silver is at > 200 W/mK while solder materials are < 65 W/mK), the resulting improved thermal resistance may well make it worth it for high power modules

Join this webinar at our September Virtual Conference on EV Engineering, presented by Heraeus, to learn more about a comparison of module sintering versus soldering.

September 18, 2025, 10:15 am EDT
Register now—it’s free!


See the complete session list for the Virtual Conference on EV Engineering here.

Broadcast live from September 15 to 18, 2025, the conference content will encompass the entire EV engineering supply chain and ecosystem, including motor and power electronics design and manufacturing, cell development, battery systems, testing, powertrains, thermal management, circuit protection, wire and cable, EMI/EMC and more.

HPQ Silicon starts producing ENDURA+ battery cells

HPQ Silicon starts producing ENDURA+ battery cells
HPQ Silicon starts producing ENDURA+ battery cells

Canadian battery manufacturer HPQ Silicon has started production of the first batch of HPQ ENDURA+ 18650 and 21700 cylindrical battery cells powered by Novacium’s GEN3 silicon-based anode technology, which are scheduled for delivery to HPQ by the end of September 2025.

The HPQ ENDURA+ 18650 (4,000 mAh) and 21700 (6,000 mAh) cells offer increased energy density and a lifespan approaching 1,000 full charge–discharge cycles, which the company says it has validated by independent testing.

This is a key step in the commercialization of HPQ’s batteries, and follows recent developments, including the launch of the HPQ ENDURA+ brand and the signing of strategic agreements to accelerate the commercialization in North America of lithium batteries incorporating GEN3 silicon-based materials.

“We continue to receive inquiries from global potential customers and are engaging in technical discussions with leading industry players,” said Bernard Tourillon, President and CEO of HPQ Silicon. “This confirms the growing interest in our battery technology and HPQ ENDURA+ cells. These interactions have allowed us to refine our specifications to better meet market needs. With production now underway, we anticipate an acceleration of partnership opportunities as soon as we start delivery.”

Source: HPQ Silicon

Potting vs. foam: the battery pack safety advantage

Potting vs. foam: the battery pack safety advantage
Potting vs. foam: the battery pack safety advantage

As the e-mobility industry continues to revolutionize the way we use EVs and LEVs, one critical question persists for engineers: How can we design a safer battery pack? A recent conversation between Joe Staller, R&D Chemist at Epic Resins, and Luke Workman, Chief Scientist at Electric Goddess, revealed eye-opening insights into material innovations and real-world testing that drive rugged battery pack design strategies.

At the heart of their discussion is the need to treat battery safety as a foundational design element, not an afterthought. When it comes to lithium-ion batteries, the stakes are high. A single malfunctioning cell can trigger thermal runaway—a rapid, uncontrollable rise in temperature and pressure that can result in fires or explosions. For engineers, preventing this isn’t just good design—it’s non-negotiable.

Engineers are faced with the high-pressure challenge to design a low-weight, high-power battery. Need for corrosion and vibration resistance is also essential, as engineers have seen what happens if those are not seriously addressed. 

Safety Shouldn’t Be Optional

“Batteries need to be designed with a safety-first mindset,” Luke emphasizes. This attitude shift is crucial. Too often, engineers prioritize weight, energy density, or cost efficiency first, assuming that each component in the pack will perform as expected. But, real-world conditions are rarely perfect. For example, every cell in a battery pack is different, and cell quality defects exist. Whether it’s a manufacturing defect, corrosion, or vibration abuse, the question isn’t if a cell will fail—but how. And when that happens, the material surrounding the battery makes the difference between a planned end-of-life, a minor incident, or a major disaster.

Joe echoed the same caution from a material perspective. “When we design encapsulants or potting materials, we formulate for the most extreme conditions,” he explained. That includes thermal cycling, pressure surges, and flame exposure. 

Understanding Thermal Runaway

Thermal runaway can be triggered by overcharging, puncturing, overheating, environmental stress (such as corrosion) or even spontaneous cell defects. Once a single cell begins to vent, the risk to neighboring cells multiplies rapidly. Without proper material protection, the result can be catastrophic.

Luke has seen firsthand what happens when this process goes unchecked. “We’ve done live abuse testing where entire modules went up in seconds,” he said. However, he has also tested systems where non-cellular potting materials and proper designs provide the thermal mitigation. A rugged potting material can mean the difference between a localized event and full-blown thermal runaway propagation.

Joe explains, “The goal is simple but vital: contain, slow and redirect the heat to prevent thermal propagation to adjacent cells”. At Epic Resins, we achieve this through precise polymer formulation. Fillers within the potting material trigger endothermic reactions that absorb and carry heat away from dangerous cell initiations, helping the material self-extinguish. This “buys time” for heat to dissipate and resist combustion before it can spread to neighboring cells. Even if a flame does erupt, our potting and encapsulation materials can help extinguish it, reducing the risk of fire propagation

Choosing the Right Chemistry

So what material should engineers use? The answer, as always, depends on the application.

Polyurethane foams offer a lower weight and cost, but compromise the strength, integrity and thermal performance needed in rugged battery designs. Non-cellular elastomers often strike the best balance between performance and cost, with good thermal and mechanical properties.

“Every application is different,” Joe said. “You have to consider more than just weight—there’s no “one formula fits all” for battery design.” The process starts with fully understanding the application, its operating environment, and testing requirements. Properties like Tg and CTE are dictated by environmental temperatures, while thermal conductivity depends on the type and efficiency of the thermal management system.

For safety, we offer a range of options to mitigate thermal runaway and suppress flames, with our UL 94 V-0 flame-retardant systems. We also account for processing needs such as viscosity and reactivity to meet manufacturing requirements. This multi-step, property-focused approach ensures every solution is precisely matched for reliable, successful performance in the field.

Real-World Testing That Matters

Luke’s lab at Electric Goddess focuses on real-world testing that goes well beyond standard regulated tests. They test to failure, to understand the safety margin and gather valuable data through custom fixturing. This is essential for validating designs for specific applications and making informed material choices before these batteries are used in everyday life.

Manufacturing Considerations

Selecting the right potting material has a significant impact on manufacturing efficiency and product consistency.

Foam potting introduces considerable variability into the process. Its structure is highly sensitive to temperature fluctuations, which can create bubbles or nucleation sites that alter foam density and distribution. Even small day-to-day temperature changes can result in inconsistent fills and potential rework. Additionally, if polyurethane foam is overfilled, it can expand and overflow aggressively. This leads to increased costs with material waste, module loss, extended cleanup time, production downtime and waste disposal.

In contrast, non-cellular elastomer systems offer greater manufacturing stability. These materials are metered as homogenous liquids, free of bubbles, and they degas easily. Their viscosity can be tailored to ensure complete flow into all necessary cavities for protection. The result is a potting process that is easier, faster, and more consistent—reducing rework and improving throughput.

Potting Without Excess Weight

Engineers invest significant time and resources into optimizing battery pack efficiency—every gram and cubic millimeter matters. But without proper planning for protection, those gains can be compromised. By designing with non-cellular elastomer potting in mind from the start, engineers can pot only what’s necessary—avoiding excessive material use, added weight and unnecessary cost.

As battery expert Luke Workman explains, gravimetric efficiency isn’t lost when you choose a non-cellular elastomer. It’s enhanced—if applied intentionally. “For propagation resistance, potting should cover everything between cells. For corrosion resistance, you only need to encapsulate the areas carrying current. It doesn’t need to be more than that,” he says. “You can really make efficient gravimetrics.”

A common misconception is that foam is the lighter option. But when comparing 2mm of foam to 2mm of a non-cellular elastomer, the weight difference is minimal. A critical point is the mechanical performance. Foam lacks the structural strength needed for robust protection, often requiring an outer shell to maintain integrity. In contrast, a properly designed pack using a non-cellular elastomer may be strong enough to eliminate the need for additional enclosures, often resulting in a lighter overall system.

Non-cellular potting systems can also be formulated to match application needs. Fillers and particle sizes can be adjusted to optimize both thermal conductivity and density—giving engineers the flexibility to design for performance without sacrificing weight.

A Systems-Level Approach

One of the biggest takeaways from the conversation? Safety doesn’t live in a silo. You can’t rely solely on the cells, or the BMS, or the potting material. It’s the integration of all these systems that creates safety. Joe agreed, stressing the importance of early collaboration: “Bring your materials partner into the conversation early. The sooner we understand your design goals, the better we can match the material’s chemistry.”

Closing Thoughts: Designing for Safety

Ultimately, the message is clear: Battery safety is a multidisciplinary challenge—one that starts with a mindset shift toward safety first, not weight and power density. Designing for non-cellular elastomer potting and testing early will give you the most structurally robust battery. Failure to deliver a safe battery the first time could only end up costing you more money in the end, with recalls, lawsuits and a tarnished reputation.

Longevity and reliability go hand-in-hand with safety. A battery designed with non-cellular potting is also better protected from a thermal event, corrosion, and vibration. 

Because of the solid nature of a non-cellular elastomer, these materials are easier to manufacture and more consistent. This saves you money over temperature-sensitive foam potting. That sensitivity very easily leads to material inconsistency, over flow, downtime and waste.

Whether you’re engineering a battery for an EV, LEV or HDEV, choosing the right materials and testing under real conditions are non-negotiable. With the right combination of potting material, design, and testing data, you can dramatically reduce risk and build trust in next-generation battery packs.

Don’t miss the full conversation between Joe Staller and Luke Workman on September 17th:
Register for our webinar here.

Additional resources:
Mitigating Thermal Runaway Case Study
Epic Resins Battery Pack Compounds

Saltworks deploys two FusionRO plants for lithium and water reuse applications

Saltworks deploys two FusionRO plants for lithium and water reuse applications
Saltworks deploys two FusionRO plants for lithium and water reuse applications

Canada-based Saltworks Technologies, which supplies systems for industrial wastewater treatment and lithium refining, has deployed two FusionRO plants to international clients.

FusionRO, a form of low-salinity rejection reverse osmosis (LSRRO), achieves a brine concentration of sodium chloride exceeding 220,000 mg/L at 50% lower capital expenditure and operating expenditure than evaporators, according to the company.

One plant was sold to a lithium refiner, and is concentrating lithium before conversion at a lower cost and energy than evaporators. The second plant was shipped to an industrial site to treat and reuse water while producing a minimal liquid discharge (MLD) brine.

FusionRO hybridizes ultra-high-pressure reverse osmosis (UHP-RO) with UHP nanofiltration to concentrate brines 175% higher than conventional seawater RO.

FusionRO requires half the number of high-pressure stages than lower-pressure RO systems, owing to its ultra-high pressure cascading loop design. The system features intelligent membrane monitoring, protection and preservation controls to maintain membrane health, delivering energy and cost savings compared to evaporators on suitable fluids.

Saltworks’ full-scale and pilot solutions are modular, factory-built and fully commissioned before shipping. Its plug-and-play design reduces installation time, cost and complexity in the field compared to conventional stick-built options, the company said.

Source: Saltworks Technologies

Letter from Switzerland: EVs are taking over the Alps

Letter from Switzerland: EVs are taking over the Alps
Letter from Switzerland: EVs are taking over the Alps

Switzerland has long seemed a bit of an outlier among the electrifying nations of Europe. I’ve seen EVs on Swiss roads since I first visited the country in the early 1990s, and I’ve seen their numbers grow in my frequent travels in the country, but in recent years, adoption of modern EVs has been modest compared to hotspots such as Norway, the Netherlands and the UK.

Lately, however, the voltage seems to have increased. According to Best-Selling-Cars.com, as of 2024, BEVs in the Alpine country boasted a 19% market share—roughly equivalent to that of the UK, France and Austria, and comfortably ahead of Germany (14%) and Italy (4%).

European brands dominate the product mix, but models from BYD and other Chinese brands are starting to show up.

Switzerland has no domestic OEM auto industry, but it is home to many automotive suppliers. We’ve covered several of these in Charged, including battery manufacturer Leclanché, connector specialist Staubli and cable maker BRUGG, to say nothing of ABB, a Swedish/Swiss concern that’s one of the world’s best-known EVSE suppliers (and whose ad banners celebrating electrification greet visitors to the Zurich airport).

Swiss transport firms and fleet operators have been testing and piloting EV technology for many years. In 2020, Hyundai announced plans to pilot 50 fuel cell heavy-duty trucks with Swiss fleet customers, but the project fell apart when it turned out green hydrogen wasn’t available.

A happier tale: Designwerk Technologies, based in the Swiss city of Winterthur, makes a DC fast charging station for commercial EVs that’s packaged in a container format. The battery-buffered charging station, which is compatible with the new Megawatt Charging System, is currently in pilot operation with Swiss logistics provider Galliker Transport, a century-old family-run firm. Galliker Transport uses the Stationary Mega Charger to charge heavy e-trucks like the Mercedes eActros.

Switzerland has one of the most comprehensive and modern public transit systems in the world. Electric trams and trolleybuses are common, and battery-electric buses are steadily replacing diesels on non-electrified bus lines.

Swiss Post’s fleet includes 1,100 delivery vans and 6,000 three-wheeled electric scooters, and the publicly-owned company has committed to electrifying all its delivery vehicles by 2030. (This is no greenwash—you can follow the progress of the rollout on an interactive map.)

Furthermore, Swiss Post recently began a V2G pilot.

The Swiss would seem to be temperamentally disposed to go electric. They are famously thrifty, but not cheap—they readily open their portemonnaies for high-quality products—and they tend to enthusiastically adopt new technology. It’s also worth mentioning that the Swiss railway system, the world’s second-most dense (after Japan) has been 100% electrified since the mid-20th century (and is now powered by 100% renewable energy,) so the Swiss are well acquainted with modern electric propulsion.

Why, then, is Switzerland not a second Norway? Well, by all accounts the secret of Norway’s electric success is comprehensive and consistent government support, which Swiss EV buyers have never had. The federal government has not provided purchase incentives of the kind that were until recently available in the US. It used to offer an exemption from the 4% auto import tax, but this program ended at the beginning of 2024. Switzerland features a highly devolved form of democracy, and the rationale seems to have been that incentivizing EVs is up to the individual cantons (states). Some of these offer modest tax breaks, as do some cities, electric utilities and other private firms.

The federal government has invested in EV-related research and charging infrastructure to a certain extent, and the Swiss also enjoy substantial subsidies for solar power installations. However, in general, EVs have had to sell themselves to car buyers on their economic and environmental merits alone. Now that EV prices are nearing parity with those of legacy vehicles, and the selection of available models has greatly expanded, will we see adoption rates rise?

When it comes to charging infrastructure, Switzerland seems already to be well-endowed. The number of public charging points continues to grow at a steady rate, and when it comes to the number of public chargers relative to the number of EVs, Helvetia is near the front of the pack, far ahead of the US (and, oddly, Norway). Charging networks include GOFAST, MOVE and Shell’s evpass.

My personal anecdotal evidence seems to bear out the idea that public charging installations have gotten a little ahead of the market. My eagle eye spots a lot of public chargers on my travels, and I seldom see an EV charging, but I often see EVs parked near unoccupied public chargers. Are the Swiss shy of plugging in in public?

I’ve found no data on public charging utilization rates, but I shall indulge in a bit of informed speculation. In a small and densely populated country, short driving distances may moderate the demand for DC fast charging. As for AC chargers, there are plenty to be found in strategic spots like shopping centers and train stations, but Swiss consumers haven’t been conditioned to expect “free” stuff as we Americans have, so charging is usually to be paid for. Opportunity charging is a wonderful thing, but why pay for electrons that you can buy more cheaply at home? On a recent visit to a Swiss grocery store, I saw half a dozen EVs in the parking lot, but none taking advantage of the two Level 2 chargers provided.

Why Stellantis’ Hottest New EV May Never Reach the U.S.

Why Stellantis’ Hottest New EV May Never Reach the U.S.
Why Stellantis’ Hottest New EV May Never Reach the U.S.

Chrysler’s parent company Stellantis is spending billions to push all-electric Jeeps and Dodge Chargers in the U.S. The problem is that customers are not buying them. Dealers are offering steep discounts, but interest remains low. Across the Atlantic, the same company is producing EVs that are thriving. The latest example is the DS Automobiles No4, an all-electric crossover that could easily find fans in the U.S.

The No4 comes from Stellantis’ French luxury brand, DS Automobiles. It is a five-passenger electric crossover designed to compete directly with the Tesla Model Y. Pricing in Europe starts at £36,995, which translates to roughly $38,000 to $47,000 in the U.S. after removing Europe’s VAT. That positions it squarely in one of the most competitive and fastest-growing segments of the market.

Power comes from a 213-horsepower motor paired with a 58.3 kWh battery. On Europe’s WLTP cycle, that combination delivers 280 miles of range. The EPA would likely rate it closer to 240 miles, which is still strong given the relatively small battery size. Charging is quick, too, with 120 kW fast charging that can take the battery from 20 to 80 percent in less than 30 minutes. Built-in vehicle-to-load and vehicle-to-grid technology means the car can also power devices or even send electricity back to the grid.

Inside, the No4 presents itself with a sense of luxury that is rare at this price point. The sculpted interior features a modern dash, advanced infotainment, and Alcantara-like finishes that give it a premium feel. There is generous space for five adults and plenty of cargo room, making it as practical as it is stylish.

The big question is why Stellantis is keeping the No4 in Europe while pushing struggling Jeep and Dodge EVs in the U.S. The company’s American lineup seems misaligned with market demand. Buyers here have shown more interest in affordable, stylish crossovers than in expensive muscle cars or off-road-themed EVs. The No4 could be the kind of vehicle to bring new energy to Stellantis’ U.S. sales.

For now, though, the DS No4 remains a European exclusive, a missed opportunity in a market where many drivers are still searching for an attractive and reasonably priced alternative to Tesla.

Source: Electrek

Webinar: Testing the next generation of EV inverters—what it really takes

Webinar: Testing the next generation of EV inverters—what it really takes
Webinar: Testing the next generation of EV inverters—what it really takes

As OEMs move toward integrated, modular powertrain systems like 3-in-1 or 5-in-1 units, inverter testing needs to evolve.

Join this webinar at our September Virtual Conference on EV Engineering, presented by Emerson, where we will explore how teams are addressing increased complexity, incorporating validation, and using differentiated workflows, including signal, power, and eDyno-level testing.

Register now—it’s free!


See the complete session list for the Virtual Conference on EV Engineering here.

Broadcast live from September 15 to 18, 2025, the conference content will encompass the entire EV engineering supply chain and ecosystem, including motor and power electronics design and manufacturing, cell development, battery systems, testing, powertrains, thermal management, circuit protection, wire and cable, EMI/EMC and more.

Ford Charge network launches with fast charging stations at 320 Ford dealerships nationwide

Ford Charge network launches with fast charging stations at 320 Ford dealerships nationwide
Ford Charge network launches with fast charging stations at 320 Ford dealerships nationwide

Ford has launched Ford Charge, a new network of nearly 1,200 DC fast chargers located at over 320 Ford dealerships across the United States. Ford says the network provides reliable public charging for all compatible electric vehicles, not just Ford models.

John Grappone Ford in Bow, New Hampshire, reports it is the first dealership to have chargers operational on the new Ford Charge Network, offering six DC fast chargers.

Ford Charge joins the BlueOval Charge Network, which the company says is North America’s largest integrated charging network. The combined network unites thousands of chargers and enables Ford EV drivers to access fast charging within 18 miles of most US highways.

Customers can locate Ford Charge stations using the BlueOval Charge Network interface for Ford customers, PlugShare or the Shell app. These platforms display charger locations, real-time availability and pricing details to help users plan routes and charging stops. The company notes that while many locations are accessible 24/7, charger status and hours can be easily checked through the supporting apps.

Ford Charge offers 24/7 live agent call center support for any customer experiencing an issue or needing assistance during charging. The network is designed for public use by any compatible EV.

Source: Ford