One QR. One data record. Cradle-to-grave, updated across the life.
Runs on your public disclosures. Nothing from you.
You are the Product Compliance Lead at a battery, EV or consumer electronics maker with EU sales. The EU battery regulation is live. Your product engineering team asks what a "battery passport" actually needs to contain.
The EU Battery Regulation (Regulation (EU) 2023/1542) requires a digital Battery Passport for every LMT (light-means-of-transport) battery, every electric vehicle battery, and every industrial battery above 2 kWh placed on the EU market from 18 February 2027. The passport is a QR-linked data record covering identity, composition, performance, carbon footprint, recycled content, supply-chain due diligence, and end-of-life. It updates through the battery life.
The passport is issued by the "economic operator placing the battery on the market" (typically the OEM). Data is stored under the EU Digital Product Passport (DPP) infrastructure and accessed through a QR code, RFID tag or similar carrier on the product.
Content is layered. Public data (basic ID, performance, carbon footprint) is open to any user. Business-only data (composition, due diligence) is restricted to authorised parties. Regulator-only data (full traceability) is restricted to authorities.
The carbon footprint declaration follows a methodology published by the Commission (based on the PEF Category Rules for batteries). The recycled content declaration follows a methodology also published by the Commission. Both come into force staged, with performance thresholds tightening over time.
February 2027 is 18 months away. Data pipelines from suppliers, in-plant systems, and lifecycle databases take longer than 18 months to establish for a first-time passport. Starting the data model now is the difference between a first battery placed on the market with passport and a first battery held at customs.
Three failure modes we see on every Battery Passport scan.
Cathode active material supplier will not disclose composition below the summary level. The passport composition section stays incomplete.
The company calculated a footprint under ISO 14067 but the passport requires a PEF-based calculation. The declaration cannot be filed.
Data lives in a PDF spec sheet. The passport requires structured, machine-readable data behind a QR. The submission fails on format.
Carbon-OS carries the battery passport data model as defined in Annex XIII of Regulation 2023/1542. Every field, every tier, is a first-class object.
The battery footprint is calculated under the PEF Category Rules referenced by the Commission, not just ISO 14067.
Cathode, anode, electrolyte, casing suppliers all get a data-collection template that maps to the passport. Their responses flow to the passport record.
LMT batteries (e-bikes, e-scooters), EV batteries (all), and industrial batteries above 2 kWh capacity. Portable batteries (consumer devices) are exempt from the passport requirement, though other Regulation obligations still apply.
18 February 2027. Announced under Article 77 of Regulation (EU) 2023/1542. Commission implementing acts on data content and access have been staged through 2025 and 2026.
The economic operator that places the battery on the EU market. For imported batteries, that is typically the importer. For EU-made batteries, that is the OEM.
The Commission-published Product Environmental Footprint (PEF) Category Rules for batteries. Broadly aligned with ISO 14067 but with battery-specific rules on allocation and use-phase.
Yes. State of health, remaining capacity, and second-life or recycling status are updated post-market. That is what makes it a "digital" passport, not a static declaration.