Thermal imaging firm Raythink has released a white paper outlining a three-layer approach to monitoring thermal risks across the lithium-ion battery lifecycle, from production and testing through charging, energy storage and end-of-life recycling.
The system centers on infrared-based thermal monitoring. The first layer uses thermal cameras rated for harsh environments, deployed at production lines, storage facilities and other critical areas. The second layer, a cloud platform called VIS3000, centralizes thermal data for trend analysis, incident review and compliance documentation. The third integrates with existing safety systems—including BMS, fire alarms and distributed control systems—to create a unified monitoring network.
According to the company, most thermal monitoring solutions in practice remain fragmented, with different stages of the battery lifecycle relying on independent systems. Raythink’s approach consolidates data from all environments onto a single platform, which the company says also yields process and quality insights beyond safety monitoring.
“The system addresses key gaps in traditional lithium-ion battery safety monitoring and enables proactive, full-lifecycle management of EV battery thermal risks,” according to the company.
EV charging solutions provider Versinetic is warning UK charger manufacturers and charge point operators to act ahead of charging standards changes taking effect in 2026.
The changes have downstream implications for organizations responsible for deploying EV charging infrastructure.
The convergence of new technical protocols and tougher regulations is raising the minimum technical and regulatory baseline for EV chargers sold or deployed in the UK, according to Versinetic.
Changes include the rapid adoption of ISO 15118 (Plug & Charge), which introduces certificate-based authentication and secure charger-to-vehicle communication, and migration to Open Charge Point Protocol (OCPP) 2.0.1 and 2.1, raising expectations around cybersecurity, smart charging and interoperability with back-office systems. In addition, companies will need to comply with UK-specific regulations such as the Smart Charge Points Regulations and Public Charge Point Regulations, which impose mandatory requirements around smart charging, payments, reliability and data transparency.
These overlapping technical and regulatory requirements are tightening procurement and interoperability expectations across charging networks. Manufacturers that fail to address them risk products stalling at certification, facing costly redesigns or being excluded from future network procurement as operators and fleets increasingly demand full standards compliance, Versinetic said.
The guide is structured around five areas that directly affect charger roadmaps: standards alignment, compliance and testing, hardware and firmware architecture, operational readiness and future planning.
The guide also includes an interactive audit and compliance toolkit that allows manufacturers to assess their current readiness against emerging standards and identify where late design decisions could create certification, retrofit or market-access risk.
“UK EV charging standards are increasingly acting as gatekeepers for grid connection, certification, and commercial deployment. What many manufacturers underestimate is when compliance decisions are effectively locked in during the development cycle,” said Dunstan Power, Managing Director at Versinetic.
“One of the biggest risks we’re seeing is manufacturers assuming they can retrofit compliance later. In practice, hardware architecture, firmware structure and security choices constrain what can be achieved, and by the time non-compliance becomes visible, the cost and disruption are often far higher than expected.”
The Baden-Württemberg police department is using ADS-TEC Energy’s ChargePost in a pilot project for battery-buffered fast EV charging at the Pforzheim motorway police station.
The Pforzheim traffic police unit is responsible for one of the busiest sections of motorway in Germany, putting pressure on vehicle availability and charging speeds. Charging infrastructure is critical when emergency vehicles must be available around the clock, noted Thomas Speidel, CEO of ADS-TEC Energy.
ADS-TEC Energy’s battery-buffered fast-charging system delivers ultra-fast charging even in locations that have limited grid capacity, eliminating the need for time-consuming and costly grid upgrades. ChargePost features an integrated battery capacity of 201 kWh in a compact footprint and delivers charging power of up to 300 kW, or the ability to charge two vehicles at 150 kW simultaneously.
The combination of a local battery, intelligent control technology and high charging power is designed to ensure reliable and resilient operations.
“What makes this ADS-TEC Energy solution special is its integrated battery storage, which enables EV charging at high power even at locations with limited grid capacity. This allows us to stress test EVs in real motorway conditions,” said Thomas Strobl, Deputy Minister-President and Minister of the Interior of Baden-Württemberg.
“This project represents the next phase in a journey that we started 15 years ago. Around 630—roughly 12%—of our 5,400 police vehicles are already electric and the Pforzheim traffic police unit will now put the new fast charging system and EVs through their paces,” Strobl added.
Orion Energy Systems has announced that it will install 105 EV charging stations and related infrastructure for the Boston Public School system. The contract is valued at $4 million.
Orion’s Voltrek division is installing 105 DC fast charging stations and related infrastructure at the Freeport Bus Yard operated by the Boston Public Schools. The new units feature an innovative above-ground mounting method with Jersey barriers.
Orion/Voltrek is involved in numerous fleet electrification initiatives in the Northeast, including multiple-location deployments for municipalities and rollouts of electric van charging capabilities for school districts. One notable recent project: the installation of 13 charging stations for the Lower Pioneer Valley School Educational Cooperative, which serves the Greater Springfield, Massachusetts area.
“Orion/Voltrek is proud to be a reliable long-term provider of EV charging, infrastructure and maintenance to Boston Public Schools, one of the most innovative public school districts in America,” said Orion CEO Sally Washlow. “Fleet managers increasingly rely on Orion/Voltrek to deliver the quality, reliability and scalability that enterprise fleet managers require.”
ChargerHelp was founded to address the scandalous reliability problems that have plagued public EV charging providers. The company provides Reliability as a Service (RaaS) to fleets, site hosts and networks. (Read our 2025 interview with CEO Kameale Terry.)
Now ChargerHelp has announced several growth milestones that “underscore the industry’s shift toward data-centric operations and proactive service models.” ChargerHelp has recently increased its number of stations under management, formalized a new partner program, and added to its executive team.
ChargerHelp applies a data-centric approach to optimize charging infrastructure. The company has collected some 300 million data points, which fuel its machine learning algorithms.
ChargerHelp has launched a new Partner Program. This initiative uses the company’s proprietary EMPWR platform, a technology layer that sits above OEMs and CMS platforms, to orchestrate coordination among hardware manufacturers, software providers and field technicians.
The program builds on established partnerships with over 40 EVSE providers. By integrating with backend systems via the EMPWR APIs, ChargerHelp creates “a unified feedback loop” with partners such as ChargeLab. According to ChargerHelp, this collaboration ensures that the 90% of charger outages related to software issues are quickly diagnosed and the appropriate action is determined—resolving issues remotely when possible and eliminating unnecessary truck rolls.
Meanwhile, ChargerHelp has expanded its leadership team. Jerry Varnado, formerly Chief of Staff at ChargePoint, has joined ChargerHelp as SVP Operations. Brad Juhasz, formerly of EV Connect and Eaton, joins the company as Chief Product Officer.
“Reliability at scale is a learning problem, not a maintenance problem,” said Kameale Terry, CEO of ChargerHelp. “When data and field experience are fragmented, every failure is treated like the first, with truck rolls for even minor software issues. By unifying cross-network data with real-world field intelligence into a single platform, we reduce diagnosis and decision latency and create a flywheel where every resolved issue makes the system smarter. Reaching this milestone shows the industry is ready to move beyond reactive maintenance toward intelligence-led infrastructure operations.”
Electromobility is evolving rapidly. New vehicle concepts, complex E/E architectures, and increasingly powerful battery systems are pushing developers to their limits. At the same time, the pressure to shorten development cycles and reduce costs is growing. In this dynamic environment, one method is gaining significant traction: Software-in-the-Loop (SIL) testing.
What Is Software-in-the-Loop Testing?
SIL testing refers to the virtual validation of ECU functions using simulation models—without any physical hardware. The ECU software runs in a virtual environment and interacts with a digital twin of the vehicle or subsystem. This allows engineers to test functions early, identify errors, and reduce development risks.
Why SIL for Battery Electric Vehicles?
Battery electric vehicles (BEVs) are particularly complex: battery management systems (BMS), charging functions, thermal management, and energy management must work seamlessly together. SIL testing enables:
Early validation of control algorithms, such as for energy management, charging, and thermal management.
Simulation of charging infrastructure and smart charging, including communication protocols like ISO 15118-20.
Testing ofBattery Management Systems (BMS), Simulation of cell behavior and fault conditions to validate safety and efficiency algorithms.
Integration of new E/E architectures, such as zonal controllers or centralized vehicle computers.
Advantages Over Traditional Testing Methods
SIL testing is especially powerful in early development phases. It supports parallel testing, automated regression testing, and seamless integration into CI/CT pipelines. Its scalability allows teams to run thousands of test cases across multiple virtual environments simultaneously, while virtualization enables testing of entire software stacks—including middleware and operating systems—without the need for physical ECUs. The full potential of SIL unfolds through its scalability in cloud applications, which enables the parallelization of tests and thus increased test coverage and speed.
New E/E Architectures: Challenges and Opportunities
Modern vehicles increasingly rely on zonal architectures, where functions are centralized rather than distributed across individual ECUs. This brings benefits in terms of weight, cost, and update capability—but also introduces new validation challenges like modelling the hardware dependencies of ECUs.
SIL testing offers:
Modularity: Individual software components can be tested in isolation.
Flexibility: Architectural changes can be quickly simulated and evaluated.
Reusability: Models and test scenarios can be reused from SIL to HIL, where up to 80% of tests can be executed before the first physical ECU exists.
Virtualization support: Enables testing of containerized applications and service-oriented architectures.
Integration into the Development Workflow: From Code to Feedback in Seconds
One of the key strengths of SIL testing lies in its seamless integration into modern development pipelines. With a powerful API, the entire process—from creating a virtual ECU (VECU) to executing automated tests—can be fully scripted and embedded into existing toolchains.
This means developers can trigger tests directly from their development environments or any CI/CT system. Artefacts generated from source code are automatically built, deployed, and tested—providing instant feedback on whether the implementation behaves as expected. This feedback loop can be part of a pull request, ensuring that every code change is validated before integration.
Even more compelling, OEMs can extend this approach to their supplier networks. Whenever a supplier submits an update, it can be uploaded as an artefact to the cloud and automatically tested within the full virtual vehicle context. This cloud-based validation workflow enables scalable, distributed testing across organizational boundaries—without requiring physical infrastructure or manual coordination.
The ability to run full-vehicle simulations in the cloud also opens the door to on-demand compute scaling, remote collaboration, and continuous integration across global teams. These capabilities are essential for modern development organizations looking to accelerate innovation while maintaining quality and compliance.
SIL Across the Development Lifecycle
While Software-in-the-Loop testing is often associated with early-stage development, its benefits extend across the entire lifecycle of vehicle software. With dSPACE’s SIL solutions, teams can:
Validate software updates continuously, even after SOP, by integrating SIL into over-the-air (OTA) update pipelines.
Support variant management, by testing multiple configurations and feature sets in parallel.
Perform integration testing, by combining multiple VECUs and FMUs into a full system simulation.
Enable long-term regression testing, ensuring that new features do not break existing functionality.
This lifecycle coverage is especially valuable in agile development environments, where software is delivered incrementally and must be validated continuously. With VEOS and its cloud-native capabilities, these tests can be executed at scale on-demand, across teams, and without hardware bottlenecks.
System-Level Integration with VEOS: Beyond Function Testing
While SIL testing is often associated with function-level validation, the dSPACE VEOS platform goes far beyond that. It enables system-level integration by supporting a wide range of abstraction levels. The abstraction level of a V-ECU provides information about its development status. When it comes to simulation, the following applies: The further the development of the V-ECU progresses, the more details have to be taken into account.
Level 0 and level 1: In the early phases of development, the focus is on validating individual application components. The exact type of signal transmission between V-ECUs is secondary and is usually not yet fully specified.
From level 2: Bus communication and the integration of the V-ECU into an overall simulation are becoming increasingly important. From here, basic software for bus communication must be integrated into the V-ECU. For easier integration and faster creation of the V-ECU, simplified basic software that only includes the communication (COM) module is usually used in earlier development phases.
Level 3: These V-ECUs come very close to the real ECU and ideally only differ in terms of the hardware-dependent driver modules. All basic software located above these modules is part of the test object here and is therefore fully integrated into the V-ECU.
This layered approach allows developers and integrators to select the right level of fidelity for their use case, and to gradually evolve their virtual test environment as the software matures. VEOS supports all these levels and enables their combination in mixed configurations, ensuring flexibility and scalability throughout the development lifecycle.
VEOS is designed to be open and interoperable. It supports integration with third-party simulation and testing platforms, making it possible to build hybrid environments that combine dSPACE tools with external solutions. Whether you’re working with proprietary models, open standards, or commercial software, VEOS provides the flexibility to bring everything together in one cohesive simulation.
VEOS also supports cloud-native deployment models, making it possible to run simulations and tests in scalable cloud environments. This enables organizations to shift from local, hardware-bound setups to flexible, cloud-based validation platforms that support remote access, elastic compute, and global collaboration.
This openness is a key differentiator: it allows OEMs and suppliers to collaborate across tool boundaries, validate across domains, and scale testing across platforms—without being locked into a single ecosystem.
Open Standards and Toolchain Compatibility
dSPACE SIL solutions are built to integrate seamlessly into heterogeneous toolchains. VEOS supports industry standards such as:
FMI (Functional Mock-up Interface) for model exchange and co-simulation.
ASAM XIL for standardized test automation.
AUTOSAR Classic and Adaptive for ECU software integration.
This standards-based approach ensures compatibility with third-party tools and allows customers to leverage existing investments in modeling, testing, and automation infrastructure.
Scalable Deployment: From Desktop to Cloud
One of the key differentiators of the dSPACE SIL ecosystem is its scalable deployment model. Whether running locally on a developer’s workstation or in a high-performance cloud environment, VEOS adapts to the needs of the project and organization.
Local execution is ideal for debugging, and interactive development.
Cloud-based execution enables large-scale regression testing, parallel scenario validation, and global collaboration.
This flexibility allows teams to start small and scale up as needed—without changing tools or workflows. Combined with containerization and orchestration support, VEOS can be integrated into enterprise-grade infrastructures, supporting DevOps practices and continuous validation pipelines.
By bridging the gap between desktop simulation and cloud-native testing, dSPACE empowers organizations to build resilient, scalable, and future-proof validation environments—ready for the demands of next-generation vehicle development.
Conclusion: Virtual Validation as a Key to Scalable, Collaborative Development
Software-in-the-Loop testing is more than just a tool—it’s a strategic enabler for electromobility. It allows for faster innovation, higher quality, and lower costs. Especially for battery electric vehicles and new E/E architectures, SIL testing is an essential part of modern development workflows.
With VEOS, dSPACE offers a powerful, open, and scalable platform that supports full system integration, cross-tool collaboration, and cloud-based validation pipelines—empowering developers and organizations to shape the future of mobility together.
dSPACE empowers developers worldwide to unlock these benefits—with powerful tools, deep expertise, and a clear focus on the future of mobility.
Vishay Intertechnology has introduced five 1,200 V silicon carbide (SiC) MOSFET power modules in the industry-standard SOT-227 package: VS-SF50LA120, VS-SF50SA120, VS-SF100SA120, VS-SF150SA120 and VS-SF200SA120. Vishay says the modules target medium- to high-frequency power conversion, where switching losses and thermal headroom limit efficiency, including EV offboard, switched-mode power supplies (SMPS), DC-to-DC converters, uninterruptible power supplies (UPS), heating, ventilation, and air conditioning (HVAC) systems and telecom power supplies.
Vishay says the modules are offered in single-switch and low-side-chopper configurations and integrate a SiC MOSFET with a soft body diode designed for low reverse recovery. This combination reduces switching losses and increases efficiency in the listed inverter and converter use cases.
The modules are built in a compact SOT-227 molded package and serve as a drop-in replacement for competing SOT-227 solutions, avoiding printed-circuit-board (PCB) layout changes. Vishay says the package provides electrical insulation up to 2,500 V for one minute, which it says can eliminate the need for additional insulation between the component and heatsink.
Across the family, Vishay specifies continuous drain current ratings from 50 A to 200 A, with on-resistance down to 12.1 mΩ, plus high-speed switching with low capacitance. The company lists a maximum operating junction temperature of +175 °C and says the devices are Restriction of Hazardous Substances (RoHS)-compliant. Vishay reports samples and production quantities are available now, with lead times of 13 weeks.
Device summary:
VS-SF50LA120: 1200 V, 50 A, 43 mΩ, low-side-chopper, SOT-227
VS-SF50SA120: 1200 V, 50 A, 47 mΩ, single-switch, SOT-227
VS-SF100SA120: 1200 V, 100 A, 23 mΩ, single-switch, SOT-227
VS-SF150SA120: 1200 V, 150 A, 16.8 mΩ, single-switch, SOT-227
VS-SF200SA120: 1200 V, 200 A, 12.1 mΩ, single-switch, SOT-227
