EV Battery Packs & Modules
Testing cells, modules and full high-voltage packs on 40–1500 VDC, high current. What you are proving is capacity, cycle life and behaviour at the edges of the voltage window.
- Device under test
- cells, modules and full high-voltage packs
- Bus
- 40–1500 VDC, high current
- Who buys this
- OEM and tier-one battery engineering teams
A pack test spends most of its life inside the unlimited operating band. What decides the rig is the current at the top of the window and the behaviour at the edges.
Where programmes get caught out
Current, not voltage, sets the architecture
Pack-level discharge current drives busbar design, contact resistance and sense-lead discipline long before the voltage rating matters.
Regeneration is an economic decision
Dissipating pack discharge as heat is paid for twice — once at the meter and again in cooling load.
Channel count decides your calendar
Qualification throughput is a function of parallel channels, not system power. This is the number that slips schedules.
Where the standards have moved
Revision status changes what your report has to cite. Every note below carries the record it came from, retrieved on the date shown.
GTR 20 Amendment 1 is at GRSP, and almost none of it is a cycler's job
The UNECE informal working group on electric vehicle safety completed Phase 2 work covering water immersion, fire resistance, battery rotation and vibration, thermal propagation and charging safety. Existing regulatory text was kept except for thermal propagation, which now offers two compliance paths: a physical test method with five initiation options, or a risk-management approach. Phase 3 will take up swappable batteries, post-crash safety, in-use maintenance and bottom protection. A charge and discharge system proves electrical behaviour — capacity, resistance growth, round-trip efficiency, cycle life. Propagation and abuse work belongs to a different lab, and it is worth being clear about that boundary before a programme budgets one rig for both.
Source: Status report on Amendment 1 to UN GTR No. 20 (GRSP/2026/3) — UNECE GRSP, via GlobalAutoRegs. Retrieved 2026-08-24.
Thermal-runaway detection criteria now point at ISO 6469-1:2019/Amd 1:2022
The working group aligned initiation and detection criteria for thermal runaway with that amendment, and allows UL 2580 or SAE J2464 as manufacturer-chosen equivalents where the system design justifies it. Relevant to a cycler only in one respect: the criteria that define a runaway also define the point at which your electrical test must be able to stop, which is a question about the instrument's fault response time, not its power rating.
Source: OICA proposal on thermal propagation draft text, 27th IWG EVS — UNECE EVS informal working group. Retrieved 2026-08-24.
Testing to a standard
The clause-by-clause limits, and what each standard deliberately says nothing about.
Equipment for this work
- SM Series Programmable DC Power Supply1.5 kW – over 1 MW paralleledCompact programmable DC supplies from 1.5 kW to 15 kW per chassis, parallelable beyond 1 MW.
- B2C+ Bi-Directional DC Converter7.5 kW – over 1 MW paralleledBi-directional DC converter from 7.5 kW to 160 kW per chassis, parallelable beyond 1 MW — sources and sinks, so it suits battery and drive work where energy flows both ways.
- Procyon PTS 2100-20 Battery Test System5 kW – 480 kWScalable bi-directional charge/discharge battery test system — regenerative power stage at better than 93% efficiency, configurable from a desktop unit up to a full test floor.
- Vega Series Customizable Power Racks15 kW – 480 kWCustomisable high-power racks built from 15 kW 3U regenerative loads and DC supplies — mixed and matched to the test requirement rather than bought as a fixed configuration.
Specifying a bench for ev-battery?
Send the clause you have to satisfy rather than a shopping list. An engineer will tell you what the rig has to do — including the parts of the programme this equipment does not cover.
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