Requirements, specifications, simulations, implementations and tests in modern automotive development are often managed in different tools and environments. MCP reduces the need for manual handoffs by enabling AI agents to interact with dSPACE tools through standardized interfaces while keeping engineers in full control of reviewing and approving all activities and results.

dSPACE’s MCP-enabled tools enable AI agents to support engineering workflows spanning requirements analysis, software development, simulation preparation and validation across VEOS, ConfigurationDesk, SystemDesk, Bus Manager, ControlDesk and real-time hardware. The platform also feeds validation results back into the development process to support iterative engineering.

“AI delivers the greatest value when it can actively support engineering workflows rather than operate outside them,” said Jann-Eve Stavesand, director product portfolio management at dSPACE. “With MCP-enabled dSPACE tools, engineers can connect requirements, specifications, implementation and validation activities through AI-supported workflows while maintaining full transparency, traceability and engineering control. This allows engineering teams to streamline their validation workflows and transition more efficiently from requirements to verified implementations.”

By connecting AI Agents with simulation, configuration, measurement and validation tools, MCP-enabled workflows help reduce manual setup effort and streamline engineering processes. Engineers can transition more quickly from requirements and specifications to software validation on real hardware, while maintaining full traceability throughout the process. Validation results can be fed back directly into development workflows, enabling continuous refinement and accelerating the path from concept to validated implementation.

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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, Foxwell launches NT919 BT bidirectional diagnostic scan tool

Dimensional changes after testing can be difficult to quantify using traditional measurement methods alone. This webinar will explore how 3D scanning provides clear visual evidence of warpage, deformation, shrinkage and dimensional variation before and after environmental, durability, impact and load testing.

Learn how full-part scanning, color map overlays, scan-to-CAD comparison and GD&T (geometric dimensioning and tolerancing) analysis help engineering teams move beyond point measurements to gain a complete understanding of part performance. Through real-world examples, attendees will see how 3D scanning identifies dimensional changes that may be missed with manual inspection and supports faster validation, stronger engineering decisions and more productive discussions.

The session, hosted by Aaron Zdroik, interiors department manager at Element Materials Technology, will also cover best practices for complex geometry measurement, fixture verification, portable on-site scanning and reporting methods that turn test results into actionable insights.

Attendees will leave with a better understanding of when to incorporate 3D scanning into a test program, how it complements traditional testing, and how visual dimensional data can reduce uncertainty, streamline root cause investigations and improve confidence in validation results.

Five key learning points for delegates:

• How 3D scanning reveals dimensional changes before and after testing
• When to use scan-to-CAD comparison and GD&T analysis
• How color map overlays identify warpage and deformation
• Why full-part scanning provides better insights than manual measurements
• How visual dimensional data improves validation and engineering decisions

REGISTER NOW

Listen in and take the opportunity to ask questions along the way, on August 5, 2026, at 4:00pm BST / 5:00pm CEST / 11:00am EST.

Register for the webinar here

With these tools, agents can write MATLAB code, run it in a live session, examine outputs or errors and iterate toward a correct result, while engineers remain responsible for validating results and applying their expertise.

The new capabilities are aimed at MATLAB users, AI engineers building agent-driven workflows and platform teams managing AI-assisted engineering environments. Because agents run code directly in MATLAB, their outputs are based on deterministic computation, numerical analysis and executable models rather than only language-model-generated text. Engineers can check results by reviewing outputs, comparing them against expected behavior and refining workflows through iteration – standard practices in engineering development.

“As organizations adopt agentic AI in model-based design and engineering, the focus is shifting from code generation to reliable execution within established multi-disciplinary toolchains,” said Diego Tamburini, AI practice director at CIMdata.

“Engineers remain responsible for defining problems, validating outcomes and maintaining oversight, while AI agents increasingly handle iterative and repetitive tasks – augmenting human efficiency and effectiveness. This reinforces the importance of human-in-the-loop workflows, where real execution and validation underpin trust in AI-driven engineering processes.”

MATLAB MCP Server and MATLAB Agentic Toolkit are open-source packages, enabling developers and organizations to inspect, extend and incorporate agent‑based workflows with MATLAB in their own environments using agentic tools such as Claude Code, GitHub Copilot, OpenAI Codex and Gemini CLI. This supports interoperability across diverse AI agent frameworks and positions MATLAB as foundational infrastructure for emerging agent‑based engineering ecosystems.

“AI agents are most effective in engineering when they can directly interact with the tools used for design, simulation and analysis,” said Seth DeLand, generative AI product manager at MathWorks.

“By enabling agents to execute and iterate MATLAB workflows, we’re connecting AI-driven iteration to the same computational environment engineers use to develop and validate their work. This allows teams to move from LLM generated code to executable, testable results within a consistent engineering framework.”

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All WorldSBK motorcycles need to follow strict rules that ensure these bikes are built to design guidelines and fine tolerances in conformity with FIM’s technical regulations, which stipulate tight limits on adaptation from the production bikes on which the race bikes are based.

For the 2026 season, the FIM is using Hexagon’s Absolute Arm seven-axis portable measuring arm and Absolute Scanner AS1 laser scanner for homologation and compliance checks on WorldSBK motorcycles. FIM technical assessors use the equipment to measure motorcycle dimensions and components against regulated tolerances, verifying compliance with FIM’s technical rules, which limit how far race bikes can deviate from the road-legal production models they’re based on. The tools allow for faster, more precise checks than previous methods and FIM is rolling out the new process at its Technical Laboratory in Mies, Switzerland, as well as at manufacturer sites and trackside during races.

“We have an urgent and growing need to use the best measurement technology to improve how we test and control bikes. Deciding on conformity or non-conformity using traditional methods was extremely time consuming and, for some parts – especially aerodynamic surfaces with complex geometries – it was simply impossible,” said Dominique Hebrard, FIM CTI technical director.

“Using the Hexagon measurement arm with its AS1 laser scanner delivers the accuracy, speed, ease of use and portability we need to check all dimensions, including the conformity of a motorcycle’s complete aerodynamic package and individual parts, to very specific tolerances – whether we’re at our technical HQ, visiting a manufacturer or trackside during an FIM event,” Hebrard continued, “Using the same equipment everywhere brings consistent, reliable results and helps build the trust that the manufacturers place in our processes.”

The Absolute Arm with AS1 scanner enables the quick creation of detailed point cloud models of complete motorcycles and individual parts. FIM inspectors can now easily scan and compare real-world measurement data against each manufacturer’s homologated CAD and tolerances, using Hexagon’s Inspire metrology software, ensuring repeatable measurements and digital traceability from every check.

“This partnership builds on Hexagon’s extensive metrology experience in high-performance motorsport, supporting race teams and technical regulators around the world to digitalize their vehicle development and testing processes,” added Stephan Amann, business enablement director in Hexagon’s Portable Metrology Division.

“It’s exciting to see that digitalization is not just helping FIM in its work – the proliferation of accurate 3D models is also helping the motorcycle manufacturers to quickly build more competitive bikes without falling foul of FIM’s technical regulations. It’s helping professionalize the whole digital engineering process from design to manufacturing, testing and homologation, whilst ensuring a fair competition on FIM events,” Amann concluded.

FIM began rolling out the new homologation process at its FIM Technical Laboratory at FIM HQ in Mies, Switzerland, and from factory to factory during the rigorous WorldSBK pre-season testing. As the 2026 season gathers momentum, FIM assessors will take the Hexagon portable measurement solution to make spot checks throughout the remaining four rounds. On-site assessors can quickly deploy the portable measurement arm in any pit to accurately measure a variety of components, from small high-precision engine parts to full frames and chassis, and the complete aerodynamic package.

In the coming months, FIM will also use the arm and scanner to homologate several upgraded 2026 race bikes and begin FIM homologation of motorcycles for the 2027 season.

After fully rolling out its new WorldSBK homologation process together with the manufacturers, FIM will look to expand the use of the Hexagon portable measurement solution to other circuit racing championships under its jurisdiction, such as the Endurance World Championship (EWC) and Supersport World Championship (WorldSSP).

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As modern vehicles become more electronically complex, traditional OBD2 code readers are often insufficient for advanced diagnostics. The increasing number of electronic control modules and evolving vehicle communication systems have created challenges for technicians who need deeper access to vehicle systems beyond basic fault code reading. The Foxwell NT919 BT offers an integrated solution combining fault identification, component testing, system diagnostics and repair assistance.

From fault codes to fault verification

Many vehicle issues do not immediately generate clear diagnostic trouble codes but instead appear as abnormal component responses, reduced performance or intermittent failures. Relying only on fault code reading can make it difficult to determine the actual cause.

The bidirectional scan tool NT919 BT supports more than 3,000 bidirectional active tests, enabling users to send commands to supported vehicle components and observe their actual responses. Technicians can test components such as cooling fans, fuel injectors, ABS pumps, relays and lights without removing parts, helping verify potential faults more efficiently.

VIN recognition and full-system diagnostics

The NT919 BT features auto VIN scanning, which quickly identifies vehicle information and loads the corresponding diagnostic menu, reducing manual vehicle selection steps for technicians who frequently work on different vehicles.

The device supports diagnostics across multiple vehicle control systems, including engine, transmission, ABS, SRS, BCM, TPMS, HVAC and steering systems. Users can read generic and manufacturer-specific trouble codes and view live data to gain a more complete understanding of vehicle conditions.

ECU coding and maintenance services for advanced repairs

Modern vehicles increasingly rely on software-controlled systems, making module configuration, adaptation and calibration important parts of professional repair procedures.

The NT919 BT supports ECU coding, enabling users to perform vehicle configuration adjustments, module matching and related settings on supported vehicles. It also provides more than 34 maintenance services, including oil reset, EPB service, ABS bleeding, battery registration and steering angle sensor calibration.

Support for next-generation vehicle communication protocols 

The NT919 BT supports CAN-FD and DoIP communication protocols to work with newer vehicle electronic architectures. DoIP support covers vehicles including BMW F/G chassis models, Volkswagen, Volvo, Land Rover and Nissan, while CAN-FD support covers brands including GM, Chrysler, Porsche, and Volkswagen.

For certain FCA (Chrysler, Dodge, Jeep and Ram) and Renault vehicles from 2018 onward, the device offers gateway access through in-app registration; manufacturers charge a separate access fee for this, with Foxwell providing only the registration platform.

The NT919 BT features an 8in touchscreen, Android operating system, 4GB RAM, 64GB storage and Bluetooth 5.0 connectivity, providing flexible operation for workshop and mobile diagnostic environments.

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To address this requirement, Göpel Electronic has developed the SmartController – a universal control solution designed for demanding individual or endurance tests, presentations and functional demonstrations, as well as laboratory applications that combines modern hardware, flexible software architecture and intuitive operating concepts in a compact system.

The SmartController is based on the proven Serie62 G CAR 6281 hardware platform and offers a modular architecture with versatile interfaces. With this, Göpel Electronic has created a universal hardware foundation that can be used across projects and customized as needed.

The SmartController supports up to eight bus interfaces, providing comprehensive support for automotive communication standards such as CAN, CAN-FD, LIN and Automotive Ethernet, including residual bus simulation, diagnostics and monitoring. The integrated Ethernet and wi-fi connectivity enables seamless networking and easy integration.

The generic software framework architecture ensures that future projects and new requirements can also be implemented efficiently. This makes the SmartController suitable for both long-term endurance tests and dynamic development and presentation environments.

A key feature is the tablet control framework, which enables modern and convenient operation. Its uniform structure enables use in various projects while maintaining a consistent user experience. Features such as the Sticky Keys input assistance (Touch ‘n’ Click/Make ‘n’ Break) support ergonomic and safe operation, Göpel said.

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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.

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.

A key heat transfer fluid (HTF) in automotive applications is monoethylene glycol (MEG) mixed with water in varying ratios. At low temperatures this fluid becomes viscous. Peter Huber Kältemaschinenbau’s Unimotive range of temperature control units are specifically designed and built so that this increasing viscosity does not affect either the temperature control or the flow control. Testing encompasses safety evaluations including material flammability tests, stress and load analyses and temperature-dependent assessments. Huber’s temperature control systems, coupled with the accurate flow control of HTF, results in reliable and repeatable results. This not only enhances the overall quality and safety of automotive components but also ensures precise engineering outcomes for manufacturers.

Leading the green way

The automotive sector is a leader in technological innovation and progress. The sector is driving ever-improving efficiencies and implementing green energy solutions. Sustainability and energy conservation have been at the core of engineering design and execution at Huber since the company started in 1968. The company’s dedication to sustainability is reflected in its use of natural refrigerants in all models, with options including refrigeration systems that use CO₂ as a refrigerant with set-points as low as -45°C. Products are fabricated using high-quality, recyclable materials that promote longevity and reduce waste. It is attention to details like this that Huber believes sets it apart and demonstrates the company’s commitment to sustainable manufacturing.

CO₂-based automotive temperature control technology 

Its latest achievement in sustainable innovation, the Unimotive GL (Green Line) series, sets a new benchmark in environmentally friendly refrigeration, according to the company. Operating with CO₂, this series provides a 100% eco-friendly alternative to systems using synthetic refrigerants. Designed specifically for automotive applications, the Unimotive GL series facilitates direct operation with water-glycol solutions, offering an extensive temperature range (in the XT variant) from -45°C to 150°C.

Attaining such an elevated temperature using water/MEG as an HTF is achieved by passively and safely pressurising the HTF circuit. In the event of a power failure, the pressure is safely lowered without the use of active components.

The series supports diverse applications, including temperature simulation tests, material durability evaluations and stress/load testing for functional automotive components. Since its adoption in the refrigeration field in the 19th century, CO₂ has proven to be highly effective. With no ozone depletion potential (ODP = 0) and a minimal global warming potential (GWP = 1), it significantly reduces environmental impact. Additionally, CO₂’s large-scale natural availability eliminates energy-intensive production processes. Its non-flammable, non-toxic and chemically inert properties make it an ideal choice for sustainable engineering solutions.

For the XT variant, with temperatures reaching up to 150°C, the carbon footprint remains minimal across the lifecycle – from production to operation and beyond.

Progress and sustainability

As automotive manufacturers integrate these eco-friendly systems, they contribute to both technological progress and environmental preservation. Huber’s principles of quality, performance, reliability and repeatability are coupled seamlessly with ecological responsibility — which Huber says is a testament to the brand’s enduring legacy and forward-thinking ethos. In summary, Huber’s eco-friendly temperature control technology goes beyond machinery and metrics. It is a catalyst for reshaping the automotive landscape sustainably.

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.

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