For manufacturers of AGVs, AMRs, industrial vehicles, mobile machines, energy storage systems and other equipment using lithium batteries, 18 February 2027 is becoming an important design deadline<\/b>.<\/p>\n
From that date, under Regulation (EU) 2023\/1542, each industrial battery with a capacity greater than 2 kWh that is placed on the EU market or put into service must have an electronic Battery Passport<\/b><\/span><\/a>.<\/p>\n The requirement also applies to electric vehicle batteries and LMT batteries.<\/p>\n For OEMs, however, the practical question is not simply:<\/p>\n \u201cDoes my battery supplier have a Battery Passport?\u201d<\/b><\/p>\n A better question is:<\/p>\n \u201cWill the battery I am integrating today provide the identification, data, connectivity and lifecycle information required when my machine reaches the European market?\u201d<\/b><\/p>\n This distinction matters.<\/p>\n A Battery Passport is not simply a QR code linked to a PDF or to a static product datasheet. It combines regulatory information, battery identification, product-level data and, where required, information relating to the individual battery and its lifecycle.<\/p>\n The following checklist highlights some of the questions OEMs should already be discussing with their battery suppliers.<\/p>\n The first step is to establish whether the battery falls within the scope of Article 77 of Regulation (EU) 2023\/1542.<\/p>\n From 18 February 2027<\/b>, a Battery Passport is required for:<\/p>\n For many industrial applications, the 2 kWh threshold is easily exceeded.<\/p>\n A 48 V, 100 Ah battery, for example, represents approximately 4.8 kWh of nominal stored energy.<\/p>\n This means that Battery Passport requirements may concern applications such as:<\/p>\n For an OEM developing a product today, therefore, Battery Passport readiness should already be considered during battery selection rather than shortly before the regulatory deadline.<\/p>\n This is one of the first contractual questions that should be clarified between an OEM and its battery supplier.<\/p>\n Under Regulation (EU) 2023\/1542, responsibility for the Battery Passport lies with the economic operator placing the battery on the EU market or putting it into service. Depending on the supply chain and the respective roles of the parties, this may be the battery manufacturer, importer or another responsible economic operator. OEMs should therefore establish contractual responsibilities, particularly when batteries are assembled, imported or integrated into larger equipment.<\/p>\n That distinction becomes particularly important in complex supply chains.<\/p>\n For example, an industrial battery may include:<\/p>\n None of these elements alone automatically constitutes the finished battery placed on the market.<\/p>\n OEMs should therefore ask their supplier:<\/p>\n Who is the economic operator responsible for the finished battery and for maintaining its Battery Passport?<\/b><\/p>\n The answer should be clear before series production begins.<\/p>\n The Battery Passport contains both information relating to the battery model<\/b> and information specific to the individual battery<\/b>.<\/p>\n This is an important architectural distinction.<\/p>\n A product datasheet describing a 48 V, 150 Ah battery model is not sufficient to represent every battery produced under that model.<\/p>\n Each physical battery must be reliably connected with its corresponding digital information.<\/p>\n A practical architecture therefore requires a chain such as:<\/p>\n Physical battery \u2192 Unique identifier \u2192 Data carrier \u2192 Digital record<\/p>\n For an OEM, useful questions include:<\/p>\n If the battery supplier cannot reliably identify individual batteries today, implementing a robust Battery Passport later can become considerably more difficult.<\/p>\n The EU Battery Regulation requires the Battery Passport to be accessible through a data carrier associated with the battery.<\/p>\n For batteries, the practical interface is based on a QR code<\/b>.<\/p>\n But the QR code itself is only one component of the architecture.<\/p>\n The important question is what happens after it is scanned.<\/p>\n A complete implementation needs to maintain the relationship between:<\/p>\n Battery \u2192 Identifier \u2192 QR code \u2192 Digital Product Passport infrastructure \u2192 Battery data<\/p>\n OEMs should therefore verify that the identifier used physically on the product can remain linked to the correct digital record throughout manufacturing, installation, servicing and end of life.<\/p>\n Simply printing a QR code that opens a generic product webpage should not be confused with implementing a Battery Passport.<\/p>\n This may ultimately be a bigger challenge than generating the passport itself.<\/p>\n In August 2026, the European Commission published updated guidance consolidating 71 Battery Passport data points <\/b>and indicating their applicability to the different battery categories.<\/p>\n The applicability of each data point depends on the battery category and the relevant regulatory provisions. Some requirements, including certain sustainability-related obligations, follow separate implementation timelines and may not yet apply when Battery Passports become mandatory in February 2027. OEMs should therefore distinguish between data required at launch, data subject to later regulatory deadlines and additional information collected voluntarily.<\/p>\n The relevant information spans multiple areas of the battery lifecycle, including:<\/p>\n This creates an important supply-chain issue.<\/p>\n The company assembling the final battery may not generate every required value itself.<\/p>\n Some information may originate from:<\/p>\n For this reason, Battery Passport readiness is not only an IT problem.<\/p>\n It is also a data availability and traceability problem<\/b>.<\/p>\n An OEM should ask:<\/p>\n Can my battery supplier obtain and maintain the required information from the complete supply chain?<\/b><\/p>\n Not all Battery Passport information is intended to be publicly accessible.<\/p>\n Regulation (EU) 2023\/1542 distinguishes between different categories of access.<\/p>\n Certain information is available to the general public, while other information is intended for authorities, notified bodies or parties demonstrating a legitimate interest.<\/p>\n This means that the Battery Passport should not be designed simply as:<\/p>\n QR code \u2192 public JSON file<\/p>\n A real implementation must consider:<\/p>\n For OEMs evaluating different Battery Passport solutions, access control should therefore be treated as a fundamental architectural requirement<\/b>, not as a future software feature.<\/p>\n Some Battery Passport information is essentially static.<\/p>\n Examples include information generated during product definition or manufacturing.<\/p>\n Other information may evolve during the life of the individual battery.<\/p>\n This is where the Battery Management System becomes strategically important. Beyond protecting and managing the battery, a properly designed BMS can provide a reliable source of operational and diagnostic information that may support lifecycle data management and future Battery Passport updates.<\/p>\n A modern BMS already measures or calculates significant quantities related to battery operation, such as:<\/p>\n Not every value measured by the BMS automatically becomes a Battery Passport data point, and not every Battery Passport field comes from the BMS.<\/p>\n The important consideration is architectural.<\/p>\n If lifecycle information needs to be updated, the battery should have a reliable path through which information can move from the physical battery into the digital infrastructure.<\/p>\n A typical architecture may therefore include:<\/p>\n Battery \u2192 BMS \u2192 CAN\/CANopen\/J1939 \u2192 Machine or gateway \u2192 Backend \u2192 Battery Passport data layer<\/p>\n For connected industrial equipment, this architecture can also provide benefits well beyond regulatory compliance, including remote diagnostics, predictive maintenance and fleet management.<\/p>\n Industrial batteries are long-life assets.<\/p>\n During their operational life, they may undergo:<\/p>\n This creates a simple but important question:<\/p>\n Does the digital identity continue to represent the same physical battery after maintenance?<\/b><\/p>\n A Battery Passport strategy should therefore consider not only initial production but also the entire service process.<\/p>\n OEMs should understand:<\/p>\n This is particularly relevant for industrial applications where battery lifetime can be significantly longer than the lifecycle of the machine’s software platform.<\/p>\n Another question OEMs should ask is:<\/p>\n What happens if we change Battery Passport platform, battery supplier or service provider?<\/b><\/p>\n The European DPP architecture is intended to be interoperable and decentralised.<\/p>\n The European Commission describes a system in which detailed product information remains managed by the responsible economic operator while the EU DPP Registry provides common registration infrastructure for product identifiers and associated metadata.<\/p>\n This architecture makes interoperability and data portability particularly important.<\/p>\n When evaluating a supplier or platform, OEMs should therefore consider:<\/p>\n Avoiding vendor lock-in is not only an IT consideration.<\/p>\n For products expected to remain in service for ten or fifteen years, it becomes a lifecycle-management issue.<\/p>\n The Battery Passport is part of the broader European Digital Product Passport infrastructure.<\/p>\n In July 2026, the European Commission launched the DPP Registry together with a testing environment.<\/p>\n In parallel, European standardisation work has been defining technical mechanisms related to areas including:<\/p>\n This means Battery Passport implementation should not be approached as a proprietary database project.<\/p>\n OEMs selecting a battery or Battery Passport technology should ask whether the architecture is designed to interoperate with the emerging European DPP ecosystem.<\/p>\n Before approving an industrial battery above 2 kWh for a new machine, consider asking your supplier these questions:<\/p>\n 1. Is this battery subject to the EU Battery Passport requirement?<\/b><\/p>\n 2. Who will be the economic operator responsible for its Battery Passport?<\/b><\/p>\n 3. Does every physical battery have a persistent unique identifier?<\/b><\/p>\n 4. How will the battery identifier be linked to its QR code and digital record?<\/b><\/p>\n 5. Are the required Battery Passport data already available?<\/b><\/p>\n 6. Which information depends on upstream suppliers such as the cell manufacturer?<\/b><\/p>\n 7. How are public and restricted data separated?<\/b><\/p>\n 8. Can information from the BMS be integrated into the lifecycle data architecture?<\/b><\/p>\n 9. What happens to the passport when the battery is serviced or repaired?<\/b><\/p>\n 10. Can passport data be exported in machine-readable form?<\/b><\/p>\n 11. Is the solution based on interoperable interfaces rather than a proprietary portal only?<\/b><\/p>\n 12. Who will maintain the Battery Passport throughout the operational life of the battery?<\/b><\/p>\n If several of these questions cannot yet be answered, there may still be time to modify the battery and system architecture before February 2027.<\/p>\n But for equipment entering development or series production now, the subject should already be part of the engineering discussion.<\/p>\n \u2192<\/span> Find out more about the European Commission\u2019s official documentation<\/span><\/a> and Regulation (EU) 2023\/1542<\/span><\/a>.<\/span><\/p>\n For OEMs, complying with the Battery Passport requirements should not be treated as an isolated software project.<\/p>\n The physical battery, BMS, manufacturing data, connectivity infrastructure and Digital Product Passport platform must ultimately work together.<\/p>\n At Archimede Energia, we design industrial lithium battery systems together with their BMS, communication and connectivity architecture.<\/p>\n For projects that will be placed on the European market from 2027, Battery Passport requirements can therefore be considered directly during battery development rather than added after the machine has already been designed.<\/p>\n If you are developing an AGV, AMR, industrial vehicle, mobile machine or other application using a lithium battery above 2 kWh<\/b>, send us the main characteristics of your application:<\/p>\n We can evaluate the battery architecture, BMS communication and Battery Passport readiness as part of the same project.<\/p>\n[\/vc_column_text][nectar_cta btn_style=”basic” heading_tag=”span” link_type=”regular” button_color=”accent-color” button_color_hover=”#50A17C” text_color=”#FFFFFF” text_color_hover=”#FFFFFF” button_border_thickness=”0px” alignment=”left” alignment_tablet=”default” alignment_phone=”default” display=”block” display_tablet=”inherit” display_phone=”inherit” icon_family=”none” link_text=”Contact us” url=”https:\/\/www.archimede-energia.com\/en\/contact\/” padding_top=”15″ padding_bottom=”15″ padding_left=”30″ padding_right=”30″][\/vc_column][\/vc_row]\n","protected":false},"excerpt":{"rendered":" [vc_row type=”in_container” full_screen_row_position=”middle” column_margin=”default” column_direction=”default” column_direction_tablet=”default” column_direction_phone=”default” scene_position=”center” text_color=”dark” text_align=”left” row_border_radius=”none” row_border_radius_applies=”bg” row_position_desktop=”default” row_position_tablet=”inherit” row_position_phone=”inherit” overflow=”visible” overlay_strength=”0.3″ gradient_direction=”left_to_right” shape_divider_position=”bottom” bg_image_animation=”none”][vc_column column_padding=”no-extra-padding” column_padding_tablet=”inherit” column_padding_phone=”inherit” column_padding_position=”all” flex_gap_desktop=”10px”…<\/p>\n","protected":false},"author":1,"featured_media":7756,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[50],"tags":[349,459,402],"class_list":{"0":"post-7754","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-news-en","8":"tag-battery-passport","9":"tag-battery-passport-2027","10":"tag-lithium-battery"},"acf":[],"yoast_head":"\n1. Is your battery actually subject to the Battery Passport requirement?<\/b><\/h3>\n
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2. Who is responsible for creating the Battery Passport?<\/b><\/h3>\n
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3. Can each battery be uniquely identified?<\/b><\/h3>\n
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4. How is the physical battery connected to its digital passport?<\/b><\/h3>\n
5. Does your supplier actually have the required battery data?<\/b><\/h3>\n
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6. Are public and restricted data handled separately?<\/b><\/h3>\n
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7. Can the BMS contribute the required lifecycle information?<\/b><\/h3>\n
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8. What happens when the battery is repaired?<\/b><\/h3>\n
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9. Can the passport data be exported?<\/b><\/h3>\n
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10. Is the implementation aligned with the European DPP architecture?<\/b><\/h3>\n
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Battery Passport OEM checklist<\/b><\/h3>\n
Battery Passport readiness starts with battery architecture<\/b><\/h3>\n
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Talk to Archimede Energia about your next industrial battery project.<\/h3>\n