Battery Passport Software for anyone who wants to beat the deadline

LMT batteries for light-duty vehicles, industrial batteries with a capacity of more than 2 kWh, and electric vehicle batteries that are placed on the market or put into service in the EU on or after February 18, 2027. The 2 kWh capacity threshold applies only to industrial batteries, not to LMT and EV batteries. Important for all others: portable batteries, starter batteries, and industrial batteries up to and including 2 kWh do not require a battery passport. However, as of the same date, they must bear a QR code that provides access to the required labeling information, the EU declaration of conformity, and information on end-of-life batteries (Art. 13, para. 6).

Generally speaking, yes, if you place the finished battery on the market or put it into service yourself. The economic operator is responsible, not the company that supplies the cell. The economic operator must ensure that the information is accurate, complete, and up to date, and may authorize others in writing to act on its behalf. The implementation can thus be delegated, but the responsibility remains with you (Art. 77, para. 4). In cases of pure contract manufacturing or private-label arrangements, the role must be assessed on a case-by-case basis.

The requirement applies to batteries placed on the market or put into service on or after February 18, 2027. For batteries placed on the market prior to that date, the regulation does not impose a retroactive requirement to provide a pass. Note regarding inventory: What matters is not the date of manufacture, but when the individual battery is actually placed on the market or put into service. Goods that were already made available on the EU market before the effective date must be treated differently from inventory still held by the manufacturer or importer.

No. The pending regulation concerns the calculation of the carbon footprint, not the pass requirement itself. That requirement takes effect on February 18, 2027, regardless of this. The data model is designed so that any future refinement will be treated as an expansion of an existing data domain and will not require a complete rebuild. Those who wait will, above all, lose time on data clarification—and experience shows that this is the real bottleneck.

A DIN DKE SPEC from 2025, developed using the PAS process. It organizes the data attributes of the battery passport into seven clusters and thus serves as a useful working basis. However, it is neither a standard nor a pre-standard and does not establish a presumption of conformity. Annex XIII of the Regulation is mandatory. We use the SPEC as a guide, without confusing it with the law.

Part of the platform. Battery data is stored in the same data model as your other product data—not in a separate tool alongside it. In practice, this means: the same roles, the same interfaces, and one operating model instead of two.

Through open, API-based interfaces, including those to ERP and SAP environments. Performance and status data from BMS sources, material and design data from ERP and PLM, as well as inspection reports from quality management, are consolidated into a single dataset and assigned to the correct version. The real effort lies not in the integration itself, but in determining which field from which system is the reliable source. We work with you to determine this.

If a battery is prepared for reuse, repurposed, or remanufactured, a new battery passport is created that is linked to the passport or passports of the original batteries. Responsibility passes to the party that places the battery back on the market or puts it back into service. After recycling, the battery passport expires (Art. 77, paras. 7 and 8). Therefore, a data model with version history and links is not merely a convenience but a requirement.