Vishay Intertechnology has introduced 16 FRED Pt ultrafast rectifiers in a new DFN6546A package, covering 200 V ratings and continuous current from 6 A to 15 A in single configurations and 2×3 A to 2×7.5 A in dual configurations. All 16 are available in both commercial and AEC-Q101 automotive-grade versions.
The DFN6546A measures 6.5×4.6 mm with a typical profile of 0.88 mm. Compared to Vishay’s SMPC (TO-277A) package at the same footprint, the new package cuts height by 10% and supports 50% higher current ratings. Wettable flanks allow automated optical inspection (AOI), eliminating the need for X-ray inspection.
Key electrical specs are uniform across the family: 0.75 V forward voltage drop at rated current, operating range of −55 to +175 °C and 175 °C maximum junction temperature. Fast reverse recovery time (trr) and low reverse recovery charge (Qrr) are the defining characteristics of the FRED Pt line—the parameters that determine switching losses in inverter and converter applications.
Vishay targets the parts at 48 V boardnets, onboard chargers and battery management systems in EVs and HEVs, along with ECUs, ADAS, lidar and camera systems. General-purpose targets include high-frequency inverters, DC/DC converters, freewheeling diodes, load dump protection and snubbers.
Devices are MSL 1 per J-STD-020, rated to a 260 °C LF peak, RoHS-compliant and halogen-free, with matte tin leads passing JESD 201 class 2 whisker testing. Samples and production quantities are available now with 8-week lead times.
H55 has delivered the first batch of its Adagio battery modules to Smartflyer, to be integrated into the SFX1 hybrid-electric aircraft currently in its Proof of Concept Demonstrator phase. The delivery moves the SFX1 program from component-level validation into full system integration and testing.
The Adagio modules have completed all regulator-required certification tests. Integration work will cover propulsion architecture, energy management and other aircraft systems ahead of a ground test campaign planned for this summer. First flight is targeted for autumn 2026.
The SFX1 is a hybrid-electric aircraft designed for pilot training, combining electric propulsion with a range extender architecture. H55 traces its origins to the Solar Impulse program and has accumulated more than 2,000 hours of fully electric flight with zero battery-related incidents, which the company says supports a certification-grade rather than merely compliance-focused approach to electric propulsion.
“Receiving the first Adagio battery modules from H55 is a major milestone for Smartflyer and a key enabler for the next phase of our development program…Together, we are taking concrete steps toward bringing efficient and sustainable aviation solutions to market,” said Rolf Stuber, CEO of Smartflyer.
CATL held its Super Technology Day in Beijing, unveiling six battery technologies spanning fast charging, energy density records, hybrid systems, sodium-ion industrialization and an integrated charging and swapping network. Chief Scientist Wu Kai framed the strategy as deliberately multi-chemistry: LFP is approaching its theoretical energy density limit and is best suited for extreme fast charging; NCM leads on energy density; sodium-ion opens potential for extreme temperatures and energy storage.
The third-generation Shenxing achieves an equivalent 10 C and peak 15 C charging rate. From 10% to 35% SOC takes 1 minute; 10% to 80% SOC takes 3 minutes 44 seconds; 10% to 98% takes 6 minutes 27 seconds. At −30°C, charging from 20% to 98% takes approximately 9 minutes. After 1,000 full cycles, capacity retention remains above 90%.
Third Generation Qilin BatteryQilin Condensed BatterySecond Generation Freevoy Super Hybrid Battery
Third-generation Qilin Battery
The third-generation Qilin Battery targets premium long-range EVs with 280 Wh/kg cell energy density, 1,000 km range and 10C superfast charging. Peak power is 3 MW—more than double the second-generation Qilin track battery (1,330 kW) that competed on the Nürburgring. The full pack weighs 625 kg, which CATL says is 255 kg lighter and 112 litres smaller than an equivalent LFP system. The weight reduction translates to a claimed 6% lower energy consumption per 100 km, 0.6-second improvement in 0–100 km/h acceleration, 1.44-metre shorter braking distance, chassis component life extended 40% and tyre life extended over 30%.
Qilin Condensed Battery
The Qilin Condensed Battery hits 350 Wh/kg cell energy density and 760 Wh/L volumetric energy density—CATL claims both as records for mass-produced batteries. It enables 1,500 km range in sedans and over 1,000 km in large SUVs, with pack weight under 650 kg. The chemistry pairs a high-nickel cathode and silicon-carbon anode, contributing 50 Wh/kg in energy density. A titanium alloy case replaces conventional casing: 60% thinner, 30% lighter, three times unit strength and adding 20 Wh/kg. Replacing liquid electrolyte with a condensed system eliminates leakage and combustion risk. CATL says related technology has been validated in electric aviation at 500 Wh/kg on 4-tonne aircraft, with testing underway on aircraft exceeding 8 tonnes.
Second-generation Freevoy Super Hybrid Battery
The Freevoy integrates LFP and NCM through gradient-uniform mixing at the powder particle level, reaching 230 Wh/kg. The LFP version delivers up to 500 km pure electric range; the NCM version extends beyond 600 km with total vehicle range above 2,000 km. Peak power is 1.5 MW at full charge, remaining at 1.2 MW at 20% SOC—maintaining performance where many hybrid systems degrade at low charge.
Naxtra Sodium-ion Battery
CATL has achieved GWh-scale industrialization for the Naxtra Sodium-ion Battery, with full-scale mass production targeted by end of 2026. CATL says it resolved four production bottlenecks: extreme water control, gas generation in hard carbon, aluminium foil adhesion and self-forming anode systems.
Integrated Charging and Swapping Network
CATL launched the Choco-Swap #26 battery on an 800 V architecture in a 75 kWh initial configuration, extending Choco-Swap coverage from A0 through C-segment vehicles. The current network stands at 1,470 stations across 99 cities, with a target of 4,000 stations covering 190 cities by end of 2026. The integrated charge–swap design reduces power loss by more than 13 percentage points versus conventional storage-equipped stations, achieves over 85% equipment utilization and delivers three times the service capacity per parking space at one-fifth the fixed investment cost of comparable systems. Automaker partners include Changan, Chery, GAC, Seres, SAIC-GM-Wuling and BAIC, with a target of over 100,000 shared energy facilities by end of 2028.
Norwegian ferry operator Boreal has ordered twenty P-12 electric hydrofoil vessels from Sweden’s Candela Technology. The new vessels will speed up commuting along Norway’s fjord-lined coast, where water travel is an essential part of daily transport.
Norway has many electric ferries in operation, but electrifying hurtigbåtar, the high-speed passenger vessels that ply many rural routes, has been challenging, as conventional e-ferries lack the range and speed to replace the diesel-powered fast ferries connecting communities along the country’s 100,000 kilometers of coastline. The Candela P-12 combines a cruising speed of 25 knots with a range of around 40 nautical miles, making electric operation practical on routes previously only served by diesel vessels.
The P-12 features computer-controlled hydrofoils—wings mounted beneath the hull—that lift the vessel above the water at speeds above 18 knots. Flying above the waves reduces drag, and energy consumption drops by around 80 percent compared with conventional vessels of similar size. The P-12 is already in successful use in Stockholm’s public transport system.
“The Candela P-12 is the only electric passenger vessel that combines longer range with high speed without requiring extensive charging infrastructure. Our investment will enable new high-speed routes both in cities and in rural areas,” says Nikolai Knudsmoen Utheim, CEO at Boreal.
The P-12 can fully recharge in an hour using standard DC fast chargers, avoiding the expensive megawatt-scale charging systems required by larger electric ferries.
“Tourists and commuters in Norway will enjoy better service and more frequent departures—free from seasickness, silent, and without the negative impacts of wake and emissions in the unique Norwegian fjords,” says Alexander Sifvert, Candela’s European Director.
Energy technology company Everged has launched a new partner initiative designed to help electrical contractors (ECs), engineering, procurement, and construction (EPC) firms, and commercial solar companies expand into the EV charging market.
Everged’s Zero Cost Deployment Program is designed to enable partners to integrate EV charging into their existing offerings while minimizing financial and operational risk. The program provides:
Flexible business models aligned with partners’ capital and ownership preferences
A single resource for hardware procurement and software integration
Deep expertise across the full project lifecycle—from design to ongoing operations
Integrated energy solutions that combine EV charging with solar and battery storage
The program offers three primary participation options:
CapEx Purchase: Partners purchase and own the charging equipment, capture downstream revenue, and operate as the charge point operator (CPO). Post-installation, the only ongoing cost is the network access fee for Everged to manage the performance of the chargers.
Hardware Financing: Partners own and operate chargers without upfront capital investment through financing structures that include revenue-sharing during the repayment period.
Everged-owned Model: Partners focus on installation and construction while Everged owns and operates the charging infrastructure. Everged serves as the CPO and manages ongoing performance and operations.
“Everged was founded to be an integrator of energy solutions,” said CEO Jefferson Smith. “Our depth of experience and broad portfolio means that we can provide business models that other providers simply cannot. The Zero Cost Deployment Program reduces historical barriers, allows more stakeholders to benefit in a growing market, and provides a great experience for EV drivers—infrastructure advances and everyone wins.”
EV platforms live at the intersection of high voltage, high power and strict safety requirements. From battery packs and traction inverters to DC fast chargers and cable harnesses, engineers must prove that insulation is sound during development and at end-of-line. That is the role of high-potential testing. In a withstand test the product is stressed above normal operating voltage and leakage is measured. In a breakdown test the voltage is increased until insulation fails so that safe design margins can be set. Both require precise control of kilovolt sources, very low leakage measurement and safe discharge paths.
This article shows how to build reliable hipot stages for EV testing and why high-voltage reed relays are a strong fit for the switching and safety functions inside those stages.
Where hipot fits in the EV lifecycle
Battery modules and packs Verify isolation from chassis, check coolant ingress risk, validate contactor assemblies and pre-charge networks. End-of-line stations typically perform DC withstand tests and store leakage results as a baseline for field service.
Traction inverters and DC-link assemblies Validate the isolation barrier between the high-energy DC bus and control electronics, then repeat after thermal cycling or vibration stress.
Onboard chargers and DC fast chargers Confirm isolation from the AC grid and between power stages. For megawatt-class systems, safe discharge after a test step is essential before operators can connect the next unit under test.
High-voltage wiring harnesses and connectors Cable hipot checks for pin-to-pin shorts and pin-to-shield leakage, often across hundreds of nets through a switching matrix.
These use cases push the same core requirements on the hipot station: apply and measure at kilovolt levels, limit fault energy, sequence tests safely, minimise test time, and keep leakage measurement trustworthy.
Why the switch technology matters
Inside most hipot rigs you will find a programmable HV source, measurement and protection hardware, and a bank of switches that route the source and meter to the unit under test or to a discharge load. The switches shoulder several jobs at once. They must:
withstand high open-circuit voltage without breaking down
switch the desired voltage and energy when required
contribute little leakage or parasitic capacitance
isolate control electronics from the HV domain
operate quickly and repeatably over long duty cycles
Electromechanical relays are affordable but their open-air contacts limit practical switching voltage and standoff. Solid-state relays are fast and compact, yet introduce non-linear leakage and higher off-state capacitance that can mask real leakage in the device under test. High-voltage reed relays solve a different set of problems. The contacts are sealed in an inert vacuum, so they tolerate higher electric fields in a small package and deliver extremely low off-state leakage with very low parasitics. The coil is galvanically isolated from the signal path, which protects control electronics. Operate times are short, typically under a millisecond, which helps keep cycle time down.
In short, the switch behaves more like a near-ideal open or closed conductor, which is exactly what you want when measuring microamp or nanoamp leakage.
This graph shows a comparative plot of leakage current versus isolation voltage for several switch classes. Traditional EMRs rise early and are limited by their lower standoff. Typical high-voltage SSRs hold longer but still leak in the microamp region as voltage climbs. Instrument-grade reed relays maintain much lower leakage at higher voltages because insulation resistance is orders of magnitude higher, into the 10¹² to 10¹³ ohm range for standard devices and up to 10¹⁴ ohm in custom builds. For battery, inverter and charger hipot, that difference is the gap between a clean pass and a false failure.
Architecting a hipot stage with reed relays
A practical EV hipot station will include several relay-controlled paths:
Source routing. Select the desired voltage domain, for example pack positive to chassis, pack negative to chassis, or pin-to-pin on a harness. Reed relays with high standoff ratings serve as the isolation elements here.
Measure path. Switch the meter across the device under test or to a reference load for self-check. Low leakage and low capacitance in the relay help preserve measurement fidelity.
Discharge and bleed. After a test step, route a resistor across the output so stored energy is removed before the operator proceeds. Using a dedicated reed relay for this function creates a predictable, safe discharge path every time.
Protection and interlock. Separate relays can enforce permissives, for example open the source path instantly if limit current is exceeded and latch the system until the discharge completes.
Because reed relays are compact and magnetically screened, many channels can be packed on a single board to build scalable harness or pack fixtures. If you need Kelvin measurements elsewhere in the station, two-pole devices reduce the channel count for four-wire connections.
Picking the right device: what to look for
When you choose relays for hipot switching, match the specification to the job:
Minimum standoff voltage. This is your open-contact survival number. For EV and charger work, devices with 5 kV, 10 kV or 20 kV ratings give comfortable headroom.
Maximum switching voltage and power. For breakdown tests and for controlled discharge, ensure the relay can switch the intended voltage and energy without contact erosion.
Switch-to-coil isolation. Protects your controller if the HV path faults. Our customizable Series 600 can be configured for up to 25 kV switch-to-coil isolation.
Insulation resistance. Higher is better for leakage fidelity. Standard Pickering HV relays are tested to greater than 10¹² ohm, and custom parts can reach greater than 10¹⁴ ohm.
Operate and release times. Faster operate reduces dwell, faster release shortens the discharge-to-ready interval.
Physical format and shielding. Internal mu-metal shields allow side-by-side packing with minimal magnetic interaction, which matters when you scale to large matrices.
Product options that map cleanly to EV hipot
You can build most EV hipot matrices from a small set of families:
Series 63 and the customizable Series 600, for the highest isolation demands. Up to 20 kV standoff with switching up to 12.5 kV, 200 W max. Series 600 adds modular options for voltage, coil, shielding and mounting, and can be configured for up to 25 kV switch-to-coil isolation. Both series also include changeover options up to 2.5kV switching and 5kV standoff. Good fits include pack and charger isolation tests, inverter barrier validation and long-duration burn-in where standoff margin helps.
Series 60 and 65, for high-voltage routing where space is tight. Up to 12.5 kV switching and up to 15 kV standoff, with switch currents up to 3 A at 50 W and carry currents up to 3.5 A. Often used in cable and harness hipot fixtures.
Series 104, compact devices with 5 kV standoff and 1.5 kV switching. Useful as measurement selectors, discharge path control, or safety interlocks inside the rig.
Series 67 and 68, high-power options that bring 200 W switching into a dense package with up to 10 kV standoff and 7.5 kV switching. Helpful where you need higher current discharge networks or stress steps. They also have a unique design to enable higher density packing, whilst still maintaining appropriate distances between pins. Changeover options are also available up to 2.5kV switching and 5kV standoff.
Series 119 and surface-mount Series 219, for compact boards that still need up to 3 kV standoff and 1 kV switching. These enable dense multi-channel fixtures that slide into modular testers.
If your topology calls for two-pole parts, we also offer a wide range of 2-pole configurations to support Kelvin connections and reduce channel count.
Design tips that save time on the bench
Think in energy, not only voltage. A 5 kV breakdown step into a capacitive load stores energy that must be discharged safely. Rate the discharge relay and resistor for both voltage and pulse energy.
Guard your measurements. Use guarded layouts and high-resistance materials around the relay pins so leakage paths do not bypass your meter. Internal shields avoid the external clearances that can limit open-contact voltage in some designs.
Sequence for operator safety. Interlock the source path with the discharge path and door switches. Use the relay’s fast operate and release times to shorten the safe-to-touch interval between DUTs.
Validate at temperature. Leakage and standoff are temperature sensitive in many systems. Run a short design validation that sweeps temperature with your chosen relay set before freezing the BOM.
Closing the loop with production needs
EV programs live on throughput. Cycle time and uptime matter as much as headline voltage. Reed relays help on both fronts. Operate times can be sub-millisecond, so routing steps do not dominate the test. Mechanical life extends to millions or even billions of operations when used within rating, which keeps fixtures in service and reduces maintenance. Low coil power also helps thermal design in dense racks.
For engineers who need to standardize across platforms, the same relay families show up in pack hipot, charger isolation, inverter barrier checks and cable harness testers. That simplifies spares and documentation and lets you reuse known-good layouts.
Where to start
If you are building or refreshing an EV hipot station, a practical selection is one of the Series 63 or Series 600 devices for the main isolation paths, Series 104 for measurement and interlocks, and Series 67 or 68 for discharge control when higher power is required. For compact harness fixtures, look at Series 119 or 219 to keep density high. If you have a constraint that a catalog device does not meet, our engineering team can tune coil voltage, shielding, pinout and isolation to match your design rules.
Have questions or want to review a schematic? Our expert reed relay engineers are happy to help select parts, discuss creepage and clearance on your board, and advise on discharge sizing and safety interlocks for your voltage and energy levels.
Turntide Technologies has expanded its axial flux motor lineup with two new models. The AF300 delivers more than 192 Nm of continuous torque; the AF400 delivers up to 290 Nm. Both are available in single- and double-stacked configurations, giving OEMs a range of performance options in the same compact axial flux form factor.
The previously announced AF430S (single-stack) and AF430D (double-stack) are the first in the portfolio to gain cast casings, which Turntide says improve durability, consistency and production cost efficiency. The cast casing design is built for high-volume production. Turntide plans to extend cast casings across the full axial flux lineup.
Don’t miss Turntide’s webinar: Why axial flux motors are powering the hybrid shift Register now. It’s free! May 19, 2026 11:00 AM ET
Axial flux motors’ low-profile design allows installation in space-constrained platforms without platform redesign—the key pitch to OEMs and fleet operators looking to hybridize or electrify existing equipment. For diesel fleet operators, hybrid retrofits using these motors can reduce fuel consumption by 10% to 20%, depending on the application.
“Hybridization is gaining momentum because it delivers what we call a dual green effect,” said Steven Hornyak, CEO of Turntide. “It reduces fuel consumption and emissions while improving operating economics at the same time. Turntide’s axial flux motors make it possible to deliver hybrid systems where space and performance have typically been limiting factors.”
IONCHI, the premium high-power charging joint venture established by BMW and Mercedes-Benz in China in 2024, has announced that SERES Group will join as an equal shareholder. Through the investment, SERES’ premium brand AITO becomes part of the three-party network, giving BMW, Mercedes-Benz and SERES each a 33.3% stake. The transaction is subject to regulatory approval.
IONCHI operates public high-power charging stations at prime urban locations across China, powered by 100% renewable energy. The network offers premium services to all eligible EVs, with online reservation and priority power allocation reserved exclusively for customers of the three OEM brands.
AITO, SERES’ luxury EV line, has surpassed one million cumulative users and was the best-selling Chinese luxury car brand domestically in 2025. Adding SERES as an equal partner gives the network a third OEM driving geographic expansion, network density and service development alongside the two German brands.
ROHM has developed its 5th Generation SiC MOSFETs under the EcoSiC brand, delivering approximately 30% lower ON resistance during high-temperature operation compared to its 4th Generation devices. The comparison is at Tj=175°C with equivalent breakdown voltage and chip size—meaning the reduction comes from structural enhancements and manufacturing process optimization, not geometry scaling.
Lower on-resistance at high operating temperatures matters directly to traction inverter design. SiC MOSFET on-resistance rises with temperature, and devices run hottest under peak load—exactly when losses are most critical. A 30% reduction at Tj=175°C means less conduction loss per switching cycle, which supports either smaller packaging or higher continuous output from the same chip area, or some combination of both.
Target applications include xEV traction inverters, OBCs, DC-DC converters and electric compressors. ROHM’s 4th Generation—which began sampling in June 2020—has been broadly adopted in automotive and industrial applications; the 5th Generation targets the same segments with improved high-temperature efficiency. ROHM says it began the world’s first mass production of SiC MOSFETs in 2010.
ROHM has been shipping 5th Generation bare dies since 2025 and completed full device development in March 2026. Discrete device and module samples are scheduled for July 2026, with additional breakdown voltage and package options planned.
Axens’ MACARON project, a planned cathode active materials (CAM) plant for EV batteries in Saint-Saulve, Northern France, has cleared three policy milestones in quick succession. The Élysée has designated it one of France’s 150 “major strategic projects,” the French State has awarded it a Net Zero label and it has received approval for a 25% investment tax credit under the Green Industry Investment Tax Credit (C3IV) scheme.
MACARON is designed to supply cathode active materials to the French and European EV battery supply chain. The project entered public consultation about a year ago.
The Net Zero label, awarded in March 2026, recognizes the project as strategic to “reduce Europe’s industrial dependency in the field of strategic battery materials” and “strengthen the resilience of the European electric vehicle value chain.” The designation is expected to bring closer attention from French and EU permitting authorities during the authorization process. The C3IV approval, received earlier in 2026, entitles the project to reimbursement of 25% of eligible plant construction and equipment installation costs—support Axens describes as “absolutely essential” to enabling the project.
Environmental authorization and building permit applications are due in the coming weeks, with a public inquiry scheduled for summer 2026. A final investment decision is targeted for mid-2027, with startup envisioned by 2030.
“This is an additional recognition of the strategic importance of locally producing advanced battery materials for French and European industrial sovereignty,” said Quentin Debuisschert, CEO of Axens.
