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Picture a satellite holding its course high above Earth, its mission dependent on flawless orientation, or an electric vehicle with a high-voltage battery that demands exact current monitoring to safeguard performance and safety. In these moments, precision is not a luxury—it is mission-critical.

Conventional magnets and commodity sensors falter under the weight of noise, drift, and limited sensitivity. The fluxgate sensor changes that equation, harnessing magnetic saturation to deliver scientific-grade accuracy and bridging the gap between everyday detection and the uncompromising demands of advanced engineering.

Fluxgate: Saturation as the gatekeeper

At the core of a fluxgate sensor lies a high-permeability ferromagnetic material that acts as a magnetic modulator. Driven by an alternating current, the core is periodically pushed into saturation—a state where its ability to conduct magnetic flux collapses. This creates a “magnetic gate”: when unsaturated, the core concentrates the external magnetic field into the sense coil; once saturated, its permeability drops, effectively closing the gate to that field.

This controlled gating modulates the external flux, inducing a voltage in the sense coil. In a perfectly balanced, zero-field condition, the drive signal produces only odd harmonics. The presence of an external field breaks that symmetry, introducing even harmonics, most notably the second harmonic, which provides a precise, linear measure of the field’s strength. By exploiting the non-linear transition into saturation, fluxgate sensors achieve sensitivity and stability far beyond ordinary inductive detection.

Fluxgate anatomy: Core, drive, and sense

A fluxgate sensor is built around three essential elements working in concert. At its heart is the magnetic core, typically a ring or rod made from high-permeability alloys such as Permalloy or Mu-metal, where hysteresis and saturation take place. Wrapped around this core is the drive coil, the “motor” that pushes the material into saturation by applying an alternating current.

Completing the system is the sense coil, the “ear” that listens for changes in magnetic flux and captures the second harmonic signal produced when the external field interacts with the saturated core. Together, these components transform invisible magnetic influences into precise, measurable data.

Figure 1 A fluxgate sensor employs a ferromagnetic core, drives it periodically into magnetic saturation via a drive winding, and captures the modulated magnetic flux with a sense winding. Source: Author

Note at this point that while standard open-loop fluxgates typically rely solely on drive and sense windings, closed-loop configurations introduce a feedback winding to enhance precision.

Interestingly, some advanced designs consolidate these roles, utilizing a single winding for both sensing and feedback. By employing time-multiplexing—rapidly switching between sensing the field and applying a compensation current—or using frequency filtering to isolate the signals, engineers can achieve closed-loop performance without a physically distinct third coil. Even in these integrated designs, the fundamental function of feedback remains the key to the sensor’s accuracy and long-term stability.

Ring-core revolution: How Goubau redefined fluxgate

The Goubau-type fluxgate sensor, developed by Rudolf Aschenbrenner and Georg Goubau in the mid-1930s, represents a pivotal milestone in the evolution of magnetic field measurement. Moving beyond earlier parallel-rod designs, they pioneered the ring-core architecture, which utilized a closed-loop magnetic path to achieve a remarkable resolution of 0.3 nT, a precision that was revolutionary for its time.

By driving the core into periodic saturation via an excitation current, the sensor “gates” external magnetic flux to induce a voltage proportional to the ambient field, specifically isolating the second harmonic frequency. This robust, self-shielding design effectively minimized magnetic noise and established the fundamental blueprint for modern high-precision magnetometry, eventually enabling the transition from land-based geophysical observatories to the sophisticated, solid-state sensors deployed in contemporary space exploration missions.

Why use fluxgate sensors

Fluxgate sensors distinguish themselves through a blend of sensitivity, stability, and versatility that makes them indispensable in demanding applications. Their high sensitivity allows them to detect magnetic fields thousands of times weaker than Earth’s, opening the door to ultra-fine measurements in geophysics and aerospace. They exhibit exceptionally low drift, delivering long-term stability that outperforms Hall-effect sensors and ensures accuracy over extended periods.

Equally important, they operate effectively with both DC and low-frequency AC fields, giving engineers a versatile tool that adapts to a wide range of measurement scenarios. Yet these high-performance capabilities come with trade-offs: fluxgate sensors are generally larger, more complex, and consume more power than compact, chip-based alternatives such as Hall-effect or magnetoresistive sensors. As a result, they are best suited for precision-critical environments where data integrity outweighs the need for extreme miniaturization.

Getting to modern integration, digital fluxgate sensors address the traditional limitations of size and complexity by combining the sensing core with on-board electronics for signal processing, compensation, and calibration. By digitizing the harmonic output directly at the sensor, they reduce noise, simplify interfacing, and improve long-run stability.

These integrated designs make fluxgates more practical for embedded systems and field instruments, ensuring the technology remains relevant even as compact alternatives such as Hall-effect and magnetoresistive sensors dominate consumer applications.

Figure 2 This 1-axis fluxgate magnetometer delivers linearized, temperature-compensated magnetic field data directly in nanotesla (nT) for precise and stable measurements. Source: FG Sensors

From principles to applications

Building on these principles and modern integrations, fluxgate technology finds compelling expression in real-world applications. Whether guiding a compass to resolve Earth’s faint magnetic field, stabilizing aircraft heading systems, or measuring current with precision in power electronics, the same saturation-based gating mechanism underpins each use case. By translating subtle magnetic influences into stable, linear signals, fluxgates bridge the gap between theory and practice, proving their worth wherever accuracy and reliability are paramount.

Fluxgate compass

Among the earliest and most enduring applications of fluxgate technology is the fluxgate compass. Unlike mechanical compasses that rely on a freely moving needle, fluxgate compasses electronically resolve Earth’s magnetic field by measuring its vector components. The sensor’s saturation-based gating mechanism allows it to detect the field with remarkable precision, even when the signal is thousands of times weaker than ambient noise sources.

This electronic approach offers several advantages. Fluxgate compasses provide continuous digital output, making them easy to integrate with navigation systems in ships, aircraft, and spacecraft. They remain stable in dynamic environments where mechanical compasses falter—such as near ferrous structures, in turbulent motion, or under vibration. Their low drift ensures relatively long-time accuracy, which is critical for heading reference systems and autopilot integration.

However, these benefits come with trade-offs. Fluxgate compasses are more complex and consume more power than simple magnetometers, and their size can be a limiting factor in portable consumer devices. As a result, they are best suited for mission-critical navigation where reliability and precision outweigh the need for extreme miniaturization.

Figure 3. An electromagnetic fluxgate compass measures the Earth’s magnetic field directly to provide heading data, serving as a reliable alternative or backup to the primary gyro system. Source: Marine Data Systems

Current sensing

Fluxgate sensors also play a critical role in precision current measurement. When a conductor carries current, it generates a magnetic field proportional to the flow. By placing a fluxgate sensor around or near the conductor, this field can be resolved with exceptional accuracy, enabling non-intrusive current sensing.

The saturation-based gating principle ensures linearity across a wide dynamic range, making fluxgates particularly valuable in high-power systems where both small leakage currents and large load currents must be monitored reliably.

The advantages are clear: fluxgate current sensors offer DC capability, unlike many transformer-based solutions that only respond to AC. They also deliver low drift and high stability over extended periods, which is essential for monitoring in power electronics, grid systems, and aerospace applications. Their ability to detect minute variations makes them suitable for fault detection, efficiency optimization, and protective relaying.

As with other fluxgate applications, trade-offs exist. These sensors are larger and more complex than compact Hall-effect devices, and their higher power consumption can be a limiting factor in portable or consumer contexts. Yet in mission-critical environments—such as aircraft power distribution, renewable energy systems, or precision laboratory instrumentation—their accuracy and reliability outweigh these constraints, making fluxgate current sensing a trusted solution.

Figure 4 This fluxgate closed-loop current sensor measures DC, AC, pulse, and irregular waveform currents while providing galvanic isolation. Source: Chen Yang Technologies

As a quick aside, you think of DRV421 from TI. It’s a great pick for magnetic closed-loop current sensing because it handles both AC and DC with robust isolation. What makes it stand out is that it packs a proprietary fluxgate sensor and signal conditioning into one chip, keeping your part count low. Because the fluxgate has such low offset drift, the overall measurement precision is hard to beat.

Heading and attitude reference systems

Fluxgate sensors also underpin heading and attitude reference systems, where precise orientation data is vital for navigation and control. By resolving the vector components of Earth’s magnetic field, fluxgates provide a stable magnetic heading that can be fused with gyroscopes and accelerometers to deliver complete attitude information. This integration is especially important in aircraft and spacecraft, where reliable orientation must be maintained despite vibration, acceleration, and environmental disturbances.

The strength of fluxgates in this role lies in their ability to deliver accurate, drift-resistant magnetic references. Unlike mechanical compasses, they remain unaffected by motion dynamics, and unlike gyroscopes, they do not accumulate error over time. When combined in modern inertial navigation systems, fluxgates serve as the magnetic anchor that ensures long-term stability and confidence in heading data.

As with other applications, trade-offs exist. Fluxgate-based reference systems are more complex and power-hungry than compact magnetometers, and they require careful calibration to mitigate local magnetic interference.

Yet in mission-critical aviation, marine, and space contexts, their precision and reliability make them indispensable, ensuring that orientation data remains trustworthy under demanding conditions. As an aside, you may look at the systems called HARS or AHRS; regardless of the acronym, the fluxgate remains the indispensable ‘magnetic North’ for the entire sensor suite.

Future directions

While fluxgate sensors have long been valued for their precision and stability, ongoing research continues to push the technology forward, and this is where enthusiasts, makers, hobbyists, and engineers can play a role. Here, miniaturization efforts aim to reduce size and power consumption, making fluxgates more competitive with compact magnetoresistive and Hall-effect devices.

Hybrid designs that combine fluxgate cores with MEMS or digital compensation circuits promise improved performance in embedded systems. At the same time, advances in materials and signal processing are extending sensitivity into new ranges, opening opportunities in geophysics, defense, and renewable energy monitoring.

For those eager to experiment, prototyping with modules, integrating fluxgates into navigation projects, or blending them with modern microcontrollers offers a chance to push boundaries and contribute to the next wave of innovation.

As sensor ecosystems evolve, fluxgates are likely to remain the choice for applications where accuracy, drift resistance, and DC capability are non-negotiable. Their integration into modern electronics ensures that, even as alternatives dominate consumer markets, fluxgates continue to serve as the trusted backbone of high-reliability instrumentation.

Fluxgates remind us that precision isn’t just measured; it’s built, tested, and carried forward by those who dare to innovate.

T. K. Hareendran is a self-taught electronics enthusiast with a strong passion for innovative circuit design and hands-on technology. He develops both experimental and practical electronic projects, documenting and sharing his work to support fellow tinkerers and learners. Beyond the workbench, he dedicates time to technical writing and hardware evaluations to contribute meaningfully to the maker community.

Related Content

• Tiny magnetometer ups sensitivity
• Magnetic Sensors for Motion Control
• Magnetometers: Sensing the invisible fields
• Transducer Options for Safe, Precise Current Sensing

The post Fluxgate basics: How magnetic saturation changes everything appeared first on EDN.

As the automotive industry continues to shift toward software-defined vehicles (SDVs), autonomous driving, and connected vehicles, it raises challenges around performance, reliability, and security. Component makers have a big role to play by delivering next-generation designs that support the transition to these new automotive architectures.

The July/August issue takes a look at advances happening at the component level that are enabling next-generation automotive technologies. These range from zonal microcontrollers (MCUs) and gallium nitride (GaN) and silicon carbide (SiC) power devices to connectors and LEDs/LED drivers. We also look at safety and security challenges in SDVs.

As vehicle electrical/electronic architectures evolve and the automotive industry transitions to SDVs, it raises new technical challenges for automakers. In particular, the move from domain-based to zonal architectures that group vehicle functions presents challenges, as each zone controller needs to handle a wide range of tasks. This means the ECUs in a zonal design require compute capabilities that can handle both time-sensitive and compute-intensive workloads concurrently.

“In a zonal architecture, each zone of a vehicle, such as front, rear, or cabin, has a high-performance controller managing local devices and communicating with other controllers over high-speed networks,” said Paul S. Lee, senior director, automotive microcontrollers, zonal segment leader, at NXP Semiconductors.

Although this approach is faster to update, easier to scale, less complex, and even cheaper, it also presents new technical challenges for automakers, Lee said. He discusses key challenges in the move to SDVs and how zonal MCUs are building the foundation for the next generation of SDVs.

Another big challenge in SDVs is the cybersecurity threat. Rambus is calling for a collaborative effort among engineers, security teams, and end users to create a secure SDV ecosystem.

“SDVs continuously evolve through over-the-air updates, unlocking new features, optimizing performance, and enhancing safety over time,” said Paul Karazuba, VP of product marketing for silicon IP at Rambus. “While this shift continues to enable greater connectivity, automation, and personalization, it also expands the cybersecurity threat landscape,” and as “SDVs integrate with cloud systems, mobile apps, and AI-driven features, they become more vulnerable to cyberattacks.”

Karazuba discusses this expanding cybersecurity threat landscape and how to ensure security frameworks that enable SDV features while protecting user safety and data privacy. “Security must be integrated from the ground up, beginning at the chip and silicon IP level to prevent hardware-based exploits.”

(Source: Adobe Stock)

Advances in autonomous vehicles (AVs) and advanced driver-assistance systems are also driving the need for improvements, particularly in radar, LiDAR, and cameras for safer systems. Innovations in these technologies, powered by sensor fusion, are enabling vehicles to understand their environments in real time.

Contributing writer Stefano Lovati explores how perception and sensor fusion are driving evolution and innovations in the three main categories of automotive sensors: radar, LiDAR, and cameras. Lovati said that while every sensor type has its own limitations, sensor fusion “bridges this gap by intelligently combining data from sensors using advanced algorithms.”

Bitsensing tells us that 4D imaging radar is critical to AV commercialization and safe autonomous driving. The latest radar systems work at ranges of more than 200 meters, have low power consumption, and can easily be integrated into vehicle systems, with manufacturers already building systems designed specifically for the commercial AV market, said Jae-Eun Lee, CEO of bitsensing Inc.

However, Lee explained that many 4D radars are developed for ADAS rather than being built for full driverless functionality.

4D radar is important for the rapid commercialization of AV technology because it enables the rapid classification of different kinds of road users, but “to really drive the commercial AV market forward, it’s also vital that sensors are purposely designed for full autonomy, rather than being repurposed from devices for the consumer market,” he said.

Also reshaping automotive electronics are GaN and SiC power devices. These devices are being increasingly adopted into vehicles thanks to their faster switching and higher efficiency.

Lovati reports that GaN and SiC are no longer considered exotic semiconductors, and the automotive industry is leveraging their capabilities to switch faster, tolerate higher blocking voltages and temperatures, and dissipate less energy than conventional silicon.

He examines the current state and next steps for both SiC and GaN technologies across key automotive areas, including traction inverters, on-board chargers, DC/DC converters, and auxiliary power systems.

Don’t miss the connector and cable product roundup, looking at the latest rugged and flexible interconnects for high-reliability applications, including automotive, industrial, and military/aerospace. These connectors deliver miniaturization, reliable performance, and easier integration.

We also look at some of the latest innovations in automotive LEDs and LED drivers. Many of the latest LED developments focus on delivering smaller form factors for space-constrained and sleeker designs, improved thermal performance, and flexible color control. LED driver manufacturers also deliver simpler designs for easier integration and space savings, as well as advancements in areas such as packaging and heat dissipation.

The post Next-gen components power safer, smarter vehicles appeared first on EDN.

The premise that a supposed-clone rechargeable battery is more economical than its “branded” counterpart is all well and good…unless you’re unable to actually recharge it.

As my accretion of previously-owned photography equipment continues unabated, so too grows the pile of batteries for powering them. Many of the cells are camera manufacturer-branded, but in a few situations, what’s arrived post-purchase are third-party “clones”, with the quotes referencing the hit-or-miss reality in achieving the suppliers’ desired exact-duplicate aspirations.

Recently added to my gear inventory, for example, is an OM-1 (the newer digital version, not its same-named film-based classic precursor) from Olympus (now OM System).

It showed with a third-party BLX-1 battery (7.2 V, 2280 mAh) inside it. Olympus’ BCX-1 charger unsurprisingly had no issue with the official BLX-1 cell.

Unfortunately, however, it balked at accepting the third-party mimicker.

Typically, this outcome results from a failed upfront interrogation of the battery by the charger (or camera, for that matter), done over an identification, status, or functionally equivalent bus. While cloning a simple manufacturer-and-device ID code combination stored in nonvolatile memory is rather straightforward, impersonating more complex hardware such as the entire embedded battery management system (BMS) is a more challenging endeavor.

I also wasn’t up for the common “solution” to this situation—the third-party battery supplier encouraging the user to buy its own charger—even if it were feasible. Since this battery is supplier-unbranded, I wouldn’t know where to even start looking for a copacetic charger companion. So, it went under the internal-analysis knife for my and readers’ shared educational benefit.

Electrical contact-function guesstimates

Here are some overview shots of the third-party BLX-1, as usual accompanied by a 0.75′′ (19.1 mm) diameter U.S. penny for size comparison purposes. Top:

Bottom:

Note the four sequential contacts marked “+”, “T”, “I” and “-“.

Published specifications for batteries like the one I’m looking at today are hard-to-impossible to come by, given that the camera manufacturer understandably doesn’t want to encourage cloning for economics (“branded” batteries are more expensive, therefore highly profitable to the supplier) and broader camera and brand damage-avoidance reasons. That said, the functions of “+” and “-“ are, unsurprisingly, related to the voltage and current involved in the fundamental cell-charging and -discharging functions, the latter for camera-powering purposes.

“T” typically references “temperature”, with the contact connected to an integrated negative temperature coefficient (NTC) thermistor or other sensor to monitor the internal cell(s) and alert the charger to potential overheat conditions. And “I”, perhaps short for “information” or “identification”, references the earlier-noted interrogation initially done by both charger and camera after battery insertion and power-on, and ongoing from that point on, presumably implemented by a bidirectional single-data-pin serial communications protocol of some sort.

Onward, with the comparatively bland other end, followed by the left and right sides.

Actualizing unexciting-dissection aspirations

Now to get inside. You’ve likely already noticed the tempting seam running along the entire circumference, dividing the battery roughly into two halves. Its ultrasonic welded foundation meant that simple heat application wouldn’t suffice to get them apart…not that I’d want to do that anyway, given the just-alluded-to battery chemistry overheating side effects.

I also didn’t know how (if at all, vs. elementary “pouch” structures) the cell(s) inside were encased, giving me pause when it came to contemplating alternatively cutting into the seam. And construction aside, I also didn’t want to inadvertently short out a cell via a misplaced blade. Yikes!

I eventually settled on a methodology involving my hobbyist vise and the meticulous back-and-forth use of my hacksaw blade (versus my also-considered Dremel tool’s cutting wheel…heat concerns again, though…), which thankfully worked like a charm with no “exciting” side effects.

The two serial-connected 3.7V Li-ion cells were cylindrical in form factor and unmemorable.

Note that I straightaway severed the metal straps connecting them both to the PCB and to each other, in a nod to my earlier mentioned short-circuit outcome concerns.

I’d wager, however, that the mini-PCB, with contacts on one side and componentry on the other, was always of greater interest to all of you (as it certainly was to me).

Mystery ICs

Flip it over, remove the obscuring rubberized strips that normally provide the mini-PCB with both shock-absorptive and electrically insulative isolation from the cells’ terminals.

And the electronics “guts” come into full view.

The eight-lead IC U1 at far left is labeled:

8205A
Q121M1

It appears to be a dual N-channel MOSFET, a common element of elementary lithium battery protection circuits. The six-lead IC U2, seen directly to its right, is labeled:

20DBUE

Reader insights are welcomed on this one; Google was of no help! Although I can’t help but wonder, revisiting the earlier-referenced schematic, if it’s a rudimentary battery-protection IC?

Skipping past a mess of passives, the next notable chip is a 20-lead IC whose topside markings were unfortunately buffed out…that is, if they ever existed in the first place! I presume it’s the battery charge controller; make and model unknown, alas. That said, as a conceptual example, I’ll point you toward Texas Instruments’ bq2400x series, multiple of which support dual-cell assemblies (for which balancing will be necessary) and come in various 20-contact packages.

At far right is another enigma, this one six-lead and PCB-notated as U4 (or at least I think that’s what it says; the inconveniently located through-hole vias at the top don’t help). Character(s) at far left on the topside stamp represent(s), I’m guessing, an unfamiliar-to-me company logo that my limited available keyboard options won’t allow me to represent. The last four, ironically, are:

U4UH

I presume the commonality of the first two with the PCB mark is nothing more than a mere coincidence. IC identity suggestions, readers?

And with memories of recent-past short-circuited, overheating batteries still fresh in my mind.

And knowing that the battery’s guts would be sitting in my office for several more weeks prior to publication of my teardown writeup, I concluded this portion of the project by amply wrapping both cells in insulating masking tape prior to moving on.

More to come

I’ve got two more batteries still sitting in the teardown queue, but as this initial segment went longer than initially anticipated (then again, what else is new, right?) I’ve decided to save them for part 2 in this now-series, scheduled for publication next week. Until them, I welcome your feedback in the comments on what I’ve covered so far!

—Brian Dipert is the associate editor, as well as a contributing editor, at EDN.

Related Content

• Engineering tradeoffs: a camera case study
• NOCO’s Genius 1: A trickle charger that tries harder
• Single-battery failures in multi-battery arrangements: diagnosing selective cell derangements
• Not smart, but solar: Analyzing another thermo-plus-hygrometer

The post Dissecting third-party camera batteries, part 1: Functional misbehavior appeared first on EDN.

​Given the growth in Advanced Driver Assistance Systems (ADAS) and Autonomous Drive (AD), highly accurate motion sensing has become more important to vehicles than it’s ever been. Today’s car utilizes an array of cameras, LiDAR, radars, and inertial sensors to estimate the car’s orientation and location and enable real-time decisions for navigating without human assistance.

A central challenge, however, still exists, and that is to maintain accurate location tracking and motion estimation when experiencing loss of GNSS, operating in tunnels or harsh weather conditions, or when individual sensors suffer interference or occultation. To solve this challenge, Murata Manufacturing Co., Ltd. developed a high-accuracy 6 Degrees of Freedom (6DoF) IMU, tailored for direct mounting inside the AD or ADAS ECU.

The new IMU contains a high-accuracy three-axis accelerometer and three-axis gyroscope packaged in a small format suitable for in-vehicle operation, which allows it to precisely measure vehicular accelerations, angular velocities, and motions. Incorporating six motion axes within this IMU unit provides a self-contained source of real-time vehicular dynamics data that ADAS and autonomy ECUs can use directly.

Traditional motion sensors can be difficult to integrate with the ECU in other cars as there’s a certain level of pre-configuration required, or external processing must take place. Because it is designed for ECU incorporation, Murata’s newest IMU allows for fewer parts in vehicle electronics design, fewer design development challenges, and allows OEMs to bring enhanced driver assistance features to market faster.

This release reflects the broader shift across the automotive industry toward software-defined vehicles (SDVs), using high performance computing and central domain controller hardware instead of a proliferation of distributed ECUs. In the context of such architectures, high-fidelity inertial sensing​g becomes a critical component of vehicle perception, localization, and control loops, a demand which will intensify further as automotive automation deepens.

The post Murata Launches High-Performance 6DoF IMU for Direct AD/ADAS ECU Integration appeared first on ELE Times.

​As China’s increased presence in the Indian Ocean and upgrades to regional submarine forces transform the global maritime security environment, India is moving urgently to reinforce underwater warfare, following a trajectory similar to the United States. While China’s Indian Ocean presence-and by extension, the world-class status of submarines deployed by regional navies-is transforming the waterscape of the world’s second most populous continent, India has accelerated plans to finalise one of its historically largest defence procurements: a nearly Rs 90,000-crore Project-75(I) deal with Germany for new submarines, aimed at reinforcing the nation’s submarine fleet at all costs and strengthening its burgeoning indigenous industry.

According to German Ambassador to India Philipp Ackermann, Germany and India are looking to sign an agreement next month. Project-75(I) program, which involves the development of the six conventional futuristic generation submarines for the Indian Navy through an India–German collaboration between MDL and TKMS, will amount to over Rs 90,000 crores, nearly eight billion​ dollars. The submarines will be developed based on the Strategic Partnership model in India.

The Project-75(I) is seen as one of the most critical naval modernisation projects undertaken by India. The submarines are envisioned to be built based on German-designed Type-214 submarines with futuristic features, including an advanced Stealth design, state-of-the-art Combat management systems, longer operating range, and Air- Independent Propulsion (AIP) technology. While a normal diesel-electric submarine needs to resurface regularly to charge the batteries, the equipped AIP allows the submarines to stay underwater longer, thus evading reconnaissance in deep waters, especially during the combat role.

The post India Nears Rs 90,000-Cr Project-75(I) Deal with Germany for Next-gen Stealth Submarines appeared first on ELE Times.

BluGlass Ltd of Silverwater, Australia — which develops and manufactures gallium nitride (GaN) visible laser diodes based on its proprietary low-temperature, low-hydrogen remote-plasma chemical vapor deposition (RPCVD) technology — has provided an update for its fiscal fourth-quarter 2026 (to end-June)...

Ather Energy CEO and Co-founder Tarun Mehta has confirmed that the company will launch its first mass-market electric scooter, built on its all-new EL platform, at Ather Community Day on 29 August in Bengaluru.

Sharing the announcement on X, Mehta said the new scooter is the culmination of years of investment in the core technologies and architectures that define a great electric scooter.

“We have been patiently investing in the building blocks of what makes a good scooter for years now,” Mehta wrote. “A decade in, EV two-wheelers are ready to now move beyond the early adopter stage. The tech is ready for everybody, the features are becoming relevant for all. Not early adopters, but truly mainstream.”

According to Mehta, this transition marks a new phase for the electric two-wheeler industry, where EVs need to deliver across every dimension that matters to mainstream customers. He highlighted expectations ranging from strong resale value and faster servicing to ride comfort on challenging roads, seamless charging experiences, visible safety features, and software driven intelligence that enhances everyday ownership.

The upcoming scooter will be the first production model built on Ather’s EL platform, the company’s next-generation scooter architecture unveiled at Ather Community Day 2025. Designed to underpin a new family of products, the platform represents Ather’s next phase of innovation and growth as it expands into a more accessible segment of the electric scooter market.

The launch is expected to mark an important milestone for Ather as it broadens its portfolio beyond the 450 and Rizta range and positions itself for the next wave of EV adoption in India.

The post Ather Energy CEO Tarun Mehta Confirms Launch of First Mass-Market Scooter Built on New EL Platform appeared first on ELE Times.

The first indigenous 350-kg power-level single-use turbojet engine was successfully designed and built by DRDO’s GTRE (Gas Turbine Research Establishment), with production support from the Hyderabad-based private company Azad Engineering. This marks a major achievement in Defence Self-Reliance, a path followed by a select group of nations.

Expendable turbojet engines are designed to be launched once in battle against enemy targets, unlike jet fighter engine technology. They will form an engine “package” for the next generation of air-to-surface long-range missiles, military drones with longer flight ranges, smart and roaming bombs (weapons), and other highly accurate attack systems, says Defence Industry Daily.

The success of this engine also signals India’s developing skills in advanced materials, high-accuracy engineering and aerospace systems. Defence sources feel that its entry into military service would significantly enhance our ability to replace imports of advanced engine systems and further promote self-reliance on our indigenous military network.

In an era where wars are slowly transforming into a battlefield of self-operating technology and long-distance smart warfare, a home-made engine for such a platform becomes crucial. With this, India boosts its technological capabilities and supports the nation’s drive towards ‘Aatmanirbhar Bharat” for defence production. As further tests and weapon system integration proceed, the indigenous turbojet engine may become the foundation for India’s next-generation missiles and military drones.

The post India’s Indigenous Turbojet Engine Marks a New Era for Missiles and Combat Drones appeared first on ELE Times.

As geopolitical stakes rise and warfare evolves to include long-range precision attacks, high-altitude deployment and rapid troop deployment capabilities, countries face enormous pressure to modernise their defence capabilities. The task before India is not just limited to creating high end missile programmes, but also demonstrating round the year operationally ready systems in adverse conditions as well as establishing a robust indigenous defence industrial ecosystem. In the past couple of weeks-a Notice to Air Missions (NOTAM) of a missile test from long range, developed for extreme weather conditions and a rally in defence stocks-all signal accelerated efforts by India towards becoming defence self-reliant.

India has released an extensive NOTAM over the Indian Ocean along a 2,530 km route for the purpose of launching a strategic long-range missile test on August 6-7, 2026. Though India has not confirmed which missile, defence analysts say the vast No Fly zone is meant for an upcoming launch of a long-range, strategic nuclear weapon capability from the ITR off the coast of Odisha. NOTAMs like this were published routinely whenever, a missile is test-fired from India so that the entire air and maritime, shipping routes are shut down during missile tests for safe conduct.

Defence specialists observe that long-term operational capabilities and preparedness of armed forces in the future would no longer rest on solely state-of-the-art missile technology; to be operationally fit and effective in a contemporary environment, armed forces would need secure logistics and supply chains, custom-made fuels, flexible and resilient industrial production capabilities, and steady innovation. Current trajectory indicates that India is aiming for​ a combination of the above, to realise its dream of becoming a technologically modern and a self-reliant defence power to address the current and future security requirements of India, and the Indian region.

The post India Strengthens Strategic Defence Push with Long- Range Missile Preparations, Indigenous Xtreme Weather Grade (XWG) Fuel and Defence Stock Rally appeared first on ELE Times.

India’s air defence strengthened with the successful first flight test of DRDO’s ‘Project Kusha’. India has completed another key defence success. India’s homegrown Project Kusha missile had previously made some progress, but it was first fully tested in August 2023 for its ability to stop high-speed air targets, which enables successful missile launch and defeat of all kinds of air threats.

India will soon have its own air defence shield- an offensive system designed to cut dependence on imported defence systems such as the Russian S-400 in the future.  Project Kusha, an advanced system equipped with radar, a command-and-control unit, and defence missiles, is designed to find, follow and attack enemy aircraft, cruise missiles and their long- range air targets, strengthening India’s multiple-layer air defence. With this development, India is expected to respond to new security threats faster and gain an advantage by using local defence weapon​ systems.

Beyond defence, a boost to indigenous manufacturing, also known as Project Kusha it would boost new technology in radar systems, missile navigation systems and defence electronics, creating new opportunities for India’s defence manufacturing firms. Because of the importance of missile defence in modern warfare, the successful demonstration of the system means more than just testing. It shows increased confidence in India’s ability​ to indigenously design and deliver state-of-the-art defence equipment for its future security needs.​​

The post ​Project Kusha Brings India Closer to a Homegrown Long-Range Air Defence Shield appeared first on ELE Times.

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Advances in autonomous driving and advanced driver-assistance systems (ADAS) now enable vehicles to understand their surroundings in real time, a complex process based on the concepts of perception and sensor fusion.

Perception refers to the ability to detect and classify objects, recognize traffic signs, track pedestrians, and map the road. However, every type of sensor has its own physical limitations. Sensor fusion is the technology that bridges this gap by intelligently combining data from sensors using advanced algorithms.

In this article, we will explore how perception and sensor fusion are driving evolution and innovations in the three main categories of automotive sensors: radar, LiDAR, and cameras. We also highlight several radar, LiDAR, and camera products with advanced features to improve ADAS imaging and perception.

Radar performs in harsh environments

Automotive radar offers excellent performance in tough conditions, such as fog, rain, and darkness, where cameras and LiDAR are less effective. The introduction of 4D imaging radar has added elevation (height) to the standard range, velocity, and azimuth outputs. 4D radar can thus generate dense point clouds that were once available only with LiDAR. According to MarketsandMarkets, the 4D imaging radar market was valued at $390 million in 2025 and is expected to grow to $1.2 billion by 2030, at a compound annual growth rate of 25.2%.

Hirain Technologies has developed the LRR615, a long-range imaging radar built around Arbe Robotics Ltd.’s 4D imaging radar chipset solution. The radar system is the first to be equipped with a high-density waveguide antenna. This feature provides improved image clarity, detection sensitivity, and signal integrity.

Designed to be cost-effective and manufacturable on a large scale, the LRR615 can be paired with cameras in autonomous-driving systems, providing an alternative to LiDAR. After integrating, calibrating, and validating the device, Hirain is setting up the manufacturing process to achieve an annual production of 10,000 units.

Arbe’s chipset (Figure 1) is a multichip architecture that integrates three proprietary, automotive-grade integrated circuits that process ultra-high-resolution data. The chipset can process real-time data from 2,304 virtual channels, achieve 3-Tbits/s equivalent processing throughput, and provide over 10,000 detections at 20 fps.

Arbe’s chipset is based on GlobalFoundries’ (GF’s) proprietary 22FDX process technology. This platform, specifically addressing automotive radar, integrates RF, analog, and digital processing blocks on the same die. This reduces system costs and accelerates time to market. According to GF, using its technology, Arbe is the first in the industry to create a real-time, 4D image of the surrounding environment, achieving a 1° resolution.

Figure 1: Arbe’s automotive-grade chipset integrates a safety processor, security, dual-core DSP, and application processor. (Source: Arbe Robotics Ltd.)

Another relevant application of automotive radar is in-cabin monitoring. An example is Texas Instruments Inc.’s AWRL6844, a 57- to 64-GHz mmWave radar sensor designed for occupancy monitoring, including seat-belt reminder systems, child-presence detection, and intrusion detection (Figure 2).

The AWRL6844 is a low-power device integrating four transmitters and four receivers. This high-resolution sensing data is processed by specific AI algorithms running on a customizable, on-chip hardware accelerator and DSP. This single-chip solution improves detection accuracy, reduces processing time, and enables a safer driving environment.

Figure 2: The TI AWRL684x mmWave sensor device employs FMCW radar technology to support multiple in-cabin applications. (Source: Texas Instruments Inc.)

Infineon Technologies AG offers a similar product, the XENSIV BGT60ATR24AIP 57.7- to 62.4-GHz radar sensor based on FMCW technology. Available in a compact, 8 × 8-mm2 package with antenna-in-package technology, the device features ultra‑low power consumption, high precision, and advanced sensing, making it suitable for contactless, high-accuracy in‑cabin monitoring.

LiDAR advances with better perception and identification

MicroVision Inc., a company specializing in advanced perception solutions that recently acquired the assets from Luminar Technologies, introduced its Tri-LiDAR architecture. This solution integrates two MOVIA S short-range sensors (placed on the front corners) with one forward-facing HALO long-range LiDAR, delivering continuous, 360° environmental coverage (Figure 3).

The company’s software platform performs the real-time fusion of the data coming from all the sensors and generates a single, high-fidelity point cloud. This enables accurate object detection, classification, and tracking, delivering a real-time perception system.

According to the company, Tri-LiDAR provides three main benefits: a reduction in the power consumption of each sensor, a reduction in the packaging of each sensor, and a cost reduction of the system.

Figure 3: Top view of the MicroVision Tri-LiDAR system (Source: MicroVision Inc.)

Aeva Inc., a company specializing in sensing and perception systems, has licensed Cadence Tensilica Vision DSP IP to support the signal-processing tasks of its 4D LiDAR systems.

Tensilica Vision DSPs’ low-power architecture and Tensilica Instruction Extension language make Tensilica DSPs suited for applications in which real-time signal processing, low latency, and high efficiency are mandatory. According to Aeva, the flexibility and performance of Cadence’s Vision DSP technology will improve the perception and scalability of its solutions, addressing automotive and industrial applications.

Hesai Technology, a company specializing in 3D perception, announced the Picasso 6D Full-Color LiDAR SPAD-SoC, a solution that natively captures 3D spatial geometry (X, Y, Z) and 3D color data (R, G, B) on a single chip, eliminating the need for fusion of separate camera and LiDAR data.

By performing the sensor data fusion directly at the silicon level (the single-photon avalanche-diode SoC), the Picasso chip produces high-resolution, colorized point clouds simultaneously, allowing for better identification of objects such as traffic lights, lane markings, and construction zones. Hesai’s ETX LiDAR, upgraded to support up to 4,320 channels, will integrate this technology and will be available in the second half of 2026.

Lumotive, a company specializing in programmable optical semiconductors, has introduced a solid-state LiDAR platform that combines its commercially available LM10 Light Control Metasurface (LCM) with the ADS6311 Hawk sensor from Adaps Photonics.

The solution (Figure 4) delivers a 180° horizontal field of view and operates at 30 fps, eliminating blind spots, improving the tracking of fast-moving objects, and reducing the number of sensors required. Lumotive’s LCM technology electronically steers light at semiconductor speed, without encountering the limitations associated with mechanical scanners and fixed-channel VCSEL arrays. In addition to 180° horizontal coverage, the sensor offers up to 140° vertical coverage, configurable through software to optimize range, resolution, and frame rate.

Figure 4: The architecture of Lumotive’s solid-state LiDAR system doubles the frame rate typically achieved by many direct ToF LiDAR systems while extending sensing distances to as much as 50 meters. (Source: Lumotive)

Cameras shift to 8-MP sensors

Cameras are rapidly migrating to 8-MP sensors, representing the new baseline for ADAS front and side cameras. The higher resolution directly increases the detection range at highway speeds, enabling confident object classification at distances that 2-MP and 5-MP sensors cannot reliably achieve.

Omnivision introduced the OX08D20 8‑MP CMOS automotive image sensor based on its proprietary TheiaCel technology. The device is an improved version of the OX08D10 sensor for exterior cameras widely used in ADAS and autonomous-driving systems.

The OX08D20 image sensor features a 60-fps frame rate, 2× higher than its predecessor, OX08D10, enabling dual-use cameras. With 60 fps, the video flows more smoothly. This allows car manufacturers to save money, space, and wiring by using one camera to handle both background autonomous-driving tasks and real-time visual displays for the driver. The sensor also supports the latest cybersecurity standard MIPI CSE 2.0 (Camera Service Extensions v2.0) developed by the MIPI Alliance.

Omnivision’s TheiaCel technology has been designed to capture high-quality images even in extreme lighting conditions. It achieves high dynamic range (HDR) using a single exposure. In this way, the LED flicker experienced in traditional HDR sensors is eliminated.

Sony Semiconductor Solutions introduced the IMX828, the industry’s first 8-MP CMOS image sensor for automotive cameras featuring a built-in MIPI A-PHY transmission interface. Traditional automotive camera systems require externally mounted serializer chips to transfer data safely to the vehicle’s electronic control unit. By embedding the MIPI A-PHY interface directly into the sensor, Sony eliminates the need for this additional hardware.

This feature enables a reduction in board size and module power consumption and limits heat generation. The chip also integrates a proprietary error-handling circuit that resists external noise disruptions.

NXP Semiconductors’ 4K MIPI CMOS camera module (IMX-OS08A20) is a high-performance development tool for consumer, industrial, and automotive vision systems. It is built on OmniVision’s 8-MP OS08A20 sensor and adopts PureCel and Nyxel technologies to capture 4K Ultra-HD video at 60 fps.

The development kit includes the 8-MP sensor module, a MINI-SAS interface cable, and an adapter board. It is designed to plug directly into the NXP i.MX 8M Plus Evaluation Kit. The module’s high-resolution performance makes it well-suited for automotive in-cabin applications, such as driver-monitoring systems and occupant-monitoring systems.

The post Designer’s guide: Radar, LiDAR, and cameras advance ADAS appeared first on EDN.

LED manufacturers continue to enhance their LED designs for automotive lighting, enabling greater differentiation in the car’s exterior and interior illumination as well as improving safety features. Many of the latest developments focus on several key areas: smaller form factors for space-constrained and sleeker designs, improved thermal performance, and flexible color control.

LED driver developments go hand in hand with these advances to support these next-generation LEDs, focusing on advancements in packaging, heat dissipation, and simpler designs for easier integration and space savings.

Here is a selection of LED and LED drivers introduced over the past year, targeting automotive exterior and interior lighting applications. They focus on a range of improvements that deliver smaller form factors, greater heat dissipation, higher system efficiency, enhanced light output, and precise color control.

Automotive LED innovations such as compact, high-luminance designs enable sleeker lighting systems while maintaining uniform, energy-efficient light output. (Source: Adobe Stock)

A new generation of LEDs

Some of the latest automotive LED designs address the demand for sleek front lighting. One example is ams Osram’s OSLON Compact RM for next-generation slim headlamp systems. It addresses design aesthetics in automotive lighting with its high luminance, compact form factor, homogeneous light, and color appearance, allowing for the creation of signature lighting elements for brand identity, the company said.

The Compact LED is a 0.5-mm2 rectangular high-current chip, housed in a compact ceramic package. The small size enables optical systems with heights as low as 10 mm, enabling ultra-slim headlamp designs that were previously difficult to achieve, according to ams Osram. The two-pad package design supports solder stability on aluminum boards, suiting it for a variety of automotive lighting applications.

The LED delivers improved optical efficacy through its adapted light-emitting area (LEA) of 0.6 × 0.9 mm with an aspect ratio of 1:1.5. It features high luminance and uniform light output, free from dark zones, while maintaining high energy efficiency, a key factor for EVs.

The OSLON Compact RM for advanced front-lighting applications targets three light functions: low beam, static high beam, and adaptive driving beam (ADB) LED matrix systems. Thanks to its rectangular LEA, vertically oriented within the package, the OSLON Compact RM enables precise pixel-to-pixel alignment and provides a greater vertical light spread in ADB systems. At a driving current of 1 A, it claims an impressive luminance of 209 Mnits, which ensures maximum optical performance even with small lens components, according to the company.

Ams Osram’s OSLON Compact RM (Source: ams Osram)

Ams Osram also enhanced its offerings for automotive interior applications with the launch of its OSIRE E3030 RGB LED with significantly enhanced light output. Aimed at next-generation ambient lighting solutions, the RGB LED pairs a high light output in the 0.5-W range with precisely controllable color variety, meeting both function and aesthetic requirements.

Depending on the selected color location, the OSIRE E3030 delivers typical luminous emissions for red and blue, ranging from 22.4 to 40 lumens or from 7.1 to 14 lumens at a binning current of 200 mA, and from 28 to 50 lumens for green at a binning current of 150 mA. It offers a wide range of available wavelengths for an expanded color gamut and individually addressable color channels for greater flexibility in terms of color selection and color mixing.

The OSIRE E3030 measures 3 × 3 × 0.6 mm, suiting it for applications with space constraints. In addition, the delta arrangement of the LED chips ensures exceptional color-over-angle performance, according to the company.

The OSIRE E3030 is also resistant to vibration and temperature fluctuations, meeting automotive standards. It is AEC-Q102-qualified.

Ams Osram’s OSIRE E3030 RGB LED (Source: ams Osram)

Also claiming ultra-small footprints and profiles, Lumileds has introduced two LED series—the LUXEON Versat 2016 and the LUXEON Altilon SMD-A—targeting a variety of automotive lighting applications.

The LUXEON Versat 2016 automotive LED is an AEC-Q-qualified LED portfolio with a broad color and performance range, measuring 2.0 × 1.6 mm with a z-height of only 0.52 mm. The LED not only offers standard direct and phosphor-converted colors but also LED-emission spectral tuning to match transmission characteristics of foils as used in car-body and grille illumination for superior color control, Lumileds said.

Targeting animated, personalized car-body lighting, the LUXEON Versat 2016 delivers features such as singular optical elements, backlit optical surfaces, and 3D illuminated structures for car illumination beyond traditional signaling into styling and communication lighting, the company said. The automotive LED can also be used in daytime running lights (DRLs), turn, stop, tail, and side-marker applications.

Lumileds also introduced the LUXEON Altilon SMD-A LED, claimed as the thinnest single-chip addressable LED, targeting high-performance automotive forward lighting. It has a z-height of only 433 µm, which allows for optical structures to be designed with greater accuracy and efficacy. This means the optics can be designed closer to the LED, which improves optical efficiency.

The advanced package is said to increase luminance, thermal capabilities, and robustness for demanding front fog, low/high beam, and ADB.

In addition, the small edges of the LUXEON Altilon SMD-A improve contrast, measuring 1:247, and produce a sharp, natural cutoff. Lumileds said reducing the gap between LEAs to 70 µm and achieving the optimal die-to-phosphor size increases luminance for further cost-performance improvements. The series is available in four configurations: 1×2, 1×3, 1×4, and 1×5.

Lumileds’ Altilon SMD-A LEDs (Source: Lumileds Holding B.V.)

For aftermarket automotive lighting applications, Cree LED, a Penguin Solutions brand, introduced the XLamp XE-B LEDs in an ultra-compact package for directional lighting applications. This latest XLamp Element LED extends the family into a smaller form factor, measuring 0.9 × 1.4 mm, while delivering high intensity in optical systems, whether used individually or in arrays, according to the company.

Claiming new levels of performance from an extremely small light source, the automotive LED delivers up to 60% higher intensity than existing LEDs with a larger, 1 × 1-mm light-emitting surface. While it is optimized for directional lighting applications that benefit from multi-color LED designs and suited for indoor directional lighting, architectural lighting, and entertainment lighting, it also targets aftermarket automotive lighting, in which compact size, high intensity, and precise color control are all key requirements.

The XE-B LED series is built on Cree’s advanced Element platform, enabling the smallest possible distance between the LED chip and the package edge, which allows tighter spacing, improved optical control, and seamless integration with secondary optics. It also features a large, electrically isolated thermal pad that supports advanced printed-circuit-board (PCB) designs, delivering a direct thermal path to the heat sink for excellent heat dissipation and long operating lifetimes, even at maximum current, the company said.

The XE-B LEDs enable precise and consistent color mixing with a consistent 1-A maximum current across all colors and a uniform package design. It offers 17 colors plus a full range of white options.

Cree LED’s XLamp XE-B LEDs (Source: Cree LED)

LED drivers optimize automotive lighting

Targeting improved safety, aesthetics, and personalization, Diodes Inc. offers the automotive-compliant AL5958Q matrix LED driver with a 48-channel constant-current source, capable of up to 32 scans. Suited for automotive dynamic lighting, the device targets narrow-pixel mini- and micro-LED displays, which require multiple RGB LEDs to produce animated, dynamic lighting with data and information. Applications include central information displays, cluster displays, head-up displays, grill and emblem lights, body LED panels, interior lights, and rear lights.

The AL5958Q features built-in intelligent matrix display command functions that reduce the processing overhead on the local microcontroller (MCU). Key functions include automatic black-frame insertion to mitigate blurs caused by scanning switches, reduction of last-scan- and next-scan-line ghost images to eliminate ghosting from parasitic capacitors, and suppression of short-LED caterpillars.

Other features include open-LED fail lines and staggered current output delay to minimize inrush current, as well as grayscale enhancement (also known as low-brightness uniformity compensation), a grayscale clock watchdog timer, and sleep mode for power savings.

Differentiated features include the integrated 16 N-MOSFETs, allowing support of both static and dynamic systems, and multiplex-pulse-density modulation technology that enhances the refresh rate of dynamic scanning systems without increasing the frequency of the grayscale clock. This mitigates electromagnetic interference (EMI) due to high clock frequencies, Diodes said.

The AL5958Q also features high, 16-bit resolution dimming, coupled with its RGB support, for highly precise brightness control and color mixing. The current output for each color group can be configured either through three external current-sensing resistors or by programming three 6-bit global current control registers.

The device also offers advanced diagnostic features and protection mechanisms for monitoring capabilities. These include error flag registers applied to LED open/short to read out each channel using open/short detection, undervoltage lockout (UVLO) protection, and a watchdog timer.

The AL5958Q is supplied in a wettable W-QFN9090-76/SWP (Type A1) package and operates in a –40°C to 125°C ambient temperature range. Multiple AL5958Q devices can be daisy-chained without limitation. Diodes also offers a standard compliance version, the AL5958, for industrial and commercial applications.

Diodes Inc.’s AL5958Q matrix LED driver (Source: Diodes Inc.)

Lumissil Microsystems recently introduced the IS32FL3776 matrix LED driver for software-defined exterior lighting module applications. Enabling a combination of expressive and thermally efficient exterior lighting, these systems use matrix LED patterns to communicate vehicle intent, safety status, and driver-assistance cues, as well as brand identity.

The IS32FL3776, housed in a QFN-60 package, supports compact, individually addressable LED designs used in RGB mini-LED displays, full-width front-light strips, grille lamps, automated-driving-system marker lamps, and other vehicle lighting functions.

The IS32FL3776 integrates 36 constant-current sink channels and six scanning supply-switch controls to support a 36 × 6 matrix of up to 216 individually addressable LEDs. The dense matrix architecture targets large, intelligent signal display (ISD) lighting surfaces with fewer external components.

For high-quality animations, the IS32FL3776 features high-resolution, high-frequency, dithered pulse-width-modulation (PWM) control for fine brightness adjustment and a reduction in visible flicker and camera banding. Other features that help maintain uniform, artifact-free illumination across dense LED arrays include integrated current adjustment, matrix de-ghosting, low-headroom operation, and synchronized scanning.

This LED driver offers high-speed SPI and LumiBus UART interfaces that allow multiple driver ICs or distributed lamp PCBs to operate in synchronization for large-area displays and coordinated lighting animations.

The IS32FL3776 packs features for improved system efficiency and thermal performance. DCFB adaptive control is used to optimize the LED supply rail while maintaining only the headroom needed for proper current regulation, and an internal ADC and FBO feedback pin works with an external DC/DC converter to reduce driver power dissipation in large or high-brightness matrix displays.

It also supports external PMOS operation for additional thermal optimization, which moves high-side switching dissipation outside the IC package into external FETs and PCB copper, Lumissil said.

Other features include spread-spectrum PWM clocking, phase-delay control, and staged switching to help reduce supply ripple, EMI emissions, and audible-noise risk in high-brightness or high-duty-cycle ISD lighting applications; and diagnostic, protection, and communication-integrity features including LED open/short detection, ADC-based monitoring, overcurrent protection, UVLO protection, thermal shutdown, and CRC error detection.

Lumissil Microsystems’ IS32FL3776 matrix LED driver (Source: Lumissil Microsystems)

Lumissil addresses 48-V automotive systems with the introduction of the IS32LT3962 dual-channel LED controller. By using the IS32LT3962, as automotive lighting shifts from 12-V to 48-V systems, lighting designers can achieve improved power efficiency, reduced thermal stress, and lower wiring harness cost and weight, according to the company.

The IS32LT3962 drives two independent high-voltage LED strings for automotive applications such as high-/low-beam headlights, DRLs, and turn signals and enables lamp driver modules to support two functions (e.g., high beam and low beam) with a single IC to reduce space. The dual-output channel enables independent channel brightness control, with combined analog and internal/external PWM dimming for more compact lighting solutions.

The LED controller supports a wide, 5-V to 80-V input/output range for 24-V to 48-V battery systems and delivers flexibility with buck, buck-boost, SEPIC, or boost topologies on each channel. Other features include dual analog dimming pins to enable LED binning and thermal current roll-off using an external NTC, programmable undervoltage current reduction, and spread-spectrum operation combined with 180° phase shifting to help reduce system-level EMI.

The IS32LT3962 is housed in a compact WFQFN-32 package with an exposed pad for enhanced thermal dissipation. The operating temperature range is –40°C to 125°C Automotive Temperature Grade 1.

Lumissil Microsystems’ IS32LT3962 LED controller (Source: Lumissil Microsystems)

Melexis recently announced the launch of the MLX81119, an 18-channel LIN RGB LED controller with an integrated DC/DC converter. This LED controller is designed to simplify and optimize automotive lighting systems.

The MLX81119, housed in a 5 × 5-mm QFN32 package, is powered by Melexis’s 16-bit MCU, with an integrated memory subsystem that includes 32 KB of flash, 13.5 KB of ROM, and 4 KB of RAM to support the application, LED calibration coefficients, and additional system data. It is designed to reduce power dissipation, external components, and space requirements in dense vehicle applications such as door panels, dashboards, and charge port lighting by generating the LED supply voltage locally on the chip.

Simplifying the external power stage, the LED controller operates with as few as two capacitors and a single inductor, eliminating the need for a separate DC/DC controller and associated passives. This design reduces component count and PCB area for more compact lighting modules and easier integration in space-constrained locations.

In conventional architectures, supplying LEDs via external DC/DC converters increases heat generation, component count, and layout complexity, making it harder to meet physical, efficiency, and thermal constraints as automakers increase lighting deployments to meet growing requirements for new functionality, personalization, and brand differentiation, according to Melexis.

The 18-channel MLX81119 addresses these challenges by integrating a 1-A DC/DC converter that generates an optimized local LED supply voltage, programmable between 2.5 V and 6 V. This means the LED controller does not dissipate excess voltage as heat. It dynamically adapts the LED supply to the active color mix and operating conditions to reduce power losses and thermal stress, according to the company, which is not achievable with fixed external DC/DC converter solutions.

The MLX81119 features 18 low-side current sources configurable up to 60 mA and independent 16-bit PWM control. It supports up to six RGB LEDs per device, enabling smooth color transitions and advanced lighting animations, and provides built-in direct and indirect temperature sensing that allows active compensation across all channels, so color points remain stable over the full automotive temperature range.

The MLX81119 integrates a complete LIN system, including transceiver and protocol handler, fully compliant with LIN 2.x and SAE J2602. Developed according to ISO 26262, the device supports up to ASIL-B implementations.

Melexis’s MLX81119 LIN RGB LED controller (Source: Melexis)

Novosense Microelectronics has expanded its portfolio of high-performance LED driver ICs for exterior and interior lighting with several new series. These devices feature high-side and low-side linear drivers, as well as integrated MCU solutions for RGB/RGBW ambient control, and deliver precise current regulation, advanced diagnostics, and robust thermal management for safer, more energy-efficient, and customizable lighting systems.

The lineup includes the NSL21912/16/24 12-, 16-, and 24-channel high-side linear LED drivers, NSL23716x 16-channel low-side linear LED driver, NSL2163x linear LED driver with thermal balancing, and NSUC1500 ambient lighting driver system-on-chip.

The NSL21912/16/24 series devices are automotive high-side LED drivers that deliver 100 mA per channel with 12-bit PWM dimming. They support automatic thermal sharing via VS shunt resistors for higher thermal performance. Other features include configurable LED fault detection, integrated E2PROM for fail-safe functions, a UART interface up to 2 Mbits/s, and optional ASIL-B functional-safety support.

The NSL23716x 16-channel automotive low-side LED driver delivers 100 mA per channel and 12-bit independent PWM dimming. It integrates programmable thermal derating, LED open-/short-circuit detection, and overheat protection with automatic shutdown. It also incorporates built-in OTP memory that supports fail-safe safety functions, and an optional CAN PHY interface eliminates the need for an external transceiver, simplifying design and improving system reliability.

The NSL2163x three-channel automotive linear LED driver provides up to 200 mA per channel and operates directly from a 5-V to 40-V battery supply. The device supports thermal sharing via external shunt resistors and integrates LED open-/short-circuit detection with thermal shutdown for enhanced system reliability. It offers an optional, low-power EN-pin version.

The highly integrated NSUC1500 IC for ambient lighting integrates an Arm Cortex-M3 core and four-channel high-precision current-mode LED drivers. The device provides 16-bit independent PWM dimming and 6-bit analog dimming capabilities. It enables more accurate dimming and color-mixing control while compensating for lumen depreciation, Novosense said. The NSUC1500 is compliant with the AEC-Q100 Grade 1 and CISPR 25 Class 5 EMC standards.

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Наносупутник PolyITAN-1 КПІ ім. Ігоря Сікорського встановив рекорд за тривалістю польоту в космосі KPI4U-2 пт, 07/31/2026 - 16:56