With the transport and logistics sector evolving at an unprecedented pace, the need to keep abreast of the newest technologies, regulations and sustainability initiatives has never been greater. This sentiment certainly rings true at present, as I’m currently taking a quick breather from roaming the halls of the Commercial Vehicle Show to pen this editor’s letter. During the event so far, I’ve sat in on seminars discussing the latest advances in electrification, AI-driven logistics and the future of self-driving technology, with many of these themes echoed in the following pages of this issue.
For instance, our cover story (page 6) looks at the benefits of simulation technologies over real-world testing for engineers, helping them to design vehicles and components with more freedom and efficiency. For those interested in advances in electrification, page 10 weighs up a future where electric transportation could be run on solar power, and elsewhere our writers report on recycling batteries with biotechnology (page 20), preventing lithium-ion battery fires (page 29) and advanced gas detection systems for heavy-duty FCEVs (page 34).
Sticking with the theme of industry events, we round up the latest composite innovations within automotive, aerospace and marine straight from the show floor of JEC World 2025 (page 15). And looking ahead, we preview what attendees can expect from MOVE 2025 and EVS 38 in June.
Hayley Everett Editor
MATERIALS
6
ACCELERATED DEVELOPMENT
Louise Davis reports on the benefits of simulation over real-world testing
POWER TRAIN
10
SUSTAINABLE SOLAR
Could the future of electric transportation run on solar power?
15 COMPOSITES IN FOCUS
Looking at the latest composite advances in the transport sector as seen at JEC World 2025
18
ADVANCED ALLOYS
How new innovations in alloy development are advancing slide bearing technologies for combustion engines
20 BACTERIA BIOTECHNOLOGY
Could million-year-old bacteria prove the silver bullet for modern day lithium battery recycling?
22 CHOOSING THE RIGHT BATTERY
Jake Holmes assesses IDTechEx’s research into the advantages and pitfalls of different battery types 24 EMBRACING UNCERTAINTY
Addressing challenges to power-to-X with model-based systems engineering
26 TO THE WIRE
Could the future of driving be steer-by-wire?
FIRES
Jake Holmes asks a fire safety expert for advice on how to prevent and contain lithiumion battery fires
AIRLESS ADVANCES
Investigating the latest developments in airless tyre technology
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EDITOR
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Ensuring the safety of heavyduty fuel cell electric vehicles
SENSORS FOR SAFETY
How this new family of advanced CAN-based environmental sensors is ensuring safer energy storage
ADVANCING AUTONOMY
These new chips are enabling car manufacturers to advance vehicle autonomy and safety
MOTORING AHEAD
Rounding up some of the latest training opportunities across the transportation industry
PREVIEW
MOVING ON UP
Mobility will be reimagined once again at London’s ExCel in June
EV SYMPOSIUM IN SWEDEN
EVS 38 will take place in Gothenburg between 15-18 June
Setform’s international magazine for transport is published quarterly and distributed to senior engineers throughout the world. Other titles in the company portfolio focus on Process, Design, Energy, Oil and Gas, Mining and Power.
Unlocking superior railway performance: ASC RAIL series
High-precision measurement of smallest vibrations in vehicles and infrastructure is a basic requirement for safe, comfortable, productive rail transport. Inertial sensors play a key role, therefore global manufacturers have been relying on accelerometers, gyroscopes and inertial measurement units from ASC Sensors.
With its expanded RAIL sensor series, ASC is now further advancing the railway industry. Specialized models, such as the compact ASC RAIL-x151LN accelerometers and the ASC RAIL-27x1 gyroscopes, are setting new standards in railway safety, capacity and efficiency.
All ASC RAIL sensors are robust, flexible and precise – designed to withstand the toughest challenges. Certified to applicable norms including EN 50155, EN 50121-3-2 and EN 45545, they provide reliable solutions that meet national and international standards.
Through ASC’s comprehensive portfolio of MEMS-based acceleration and gyroscope sensors, railway operators can easily implement customized sensor solutions while reducing documentation requirements.
The outcome:
• enhanced safety
• increased productivity
• and stable long-term performance of rolling stock.
ASC inertial sensors are used for
Characterization of track geometry (EN 13848)
Specifying structural requirements for bogie frames (EN 13749)
Dynamic interaction between pantograph and overhead contact line (EN 50317)
Passenger ride comfort (EN 12299)
Running characteristics of railway vehicles (EN 14363)
ACCELERATED DEVELOPMENT
As automotive OEMs turn to virtual solutions to speed up their development work, a simulation specialist explains to Louise Davis how this approach delivers the freedom that allows engineers to push boundaries
Ian Haigh, solutions manager at Ansible Motion
For automotive manufacturers, the benefits of simulation over real-world testing are multi-faceted, believes Ian Haigh, solutions manager at Ansible Motion. “OEMs are under growing pressure to develop their increasingly complex vehicles more quickly, at higher quality and at lower costs using cutting-edge technology, all while remaining environmentally sustainable. This is what our products enable customers to do; meet changing demands from a rapidly evolving industry,” explains Haigh.
The products Haigh refers to are the British firm’s Driver-in-the-Loop (DIL) simulators, notably its flagship range, the Delta series. And one of their biggest selling points, according to Haigh, is the freedom they offer engineers in terms of creativity. “When DIL simulation is included in advance of physical prototype construction, or in parallel with it, engineers can evaluate new concepts at the earliest stages with low risk. This gives them considerably more freedom to consider novel solutions that would perhaps be deemed too costly or time-consuming to pursue in the real world,” he says. “As has been proven many times, some of the most original and revolutionary advancements in automotive technology were born
from giving engineers the freedom to push boundaries and ‘be engineers.’ DIL simulation, by its very nature, encourages technical exploration and concept evaluation. This is because vehicle and environment changes occur with keystrokes instead of physical changes and because the virtual world is a risk-free space where edge cases (and beyond) can be safely explored.”
WORLD IN MOTION
FROM ROAD TO RACETRACK
Ansible Motion has put a great deal of effort into developing products that deliver the abovementioned freedom in the most accurate, intuitive and results-driven way for their users. The latest iteration – the Delta Stratiform 3 (S3) – uses the company’s proprietary ‘six degrees of freedom’ motion platform, which it describes as feature-rich and highly scalable for different applications. On this, Haigh comments: “The platform produces high accelerations, high velocities, large displacements with high bandwidth, plus precise, lowlatency dynamics for convincing reproduction of even the most subtle vehicle attributes. Many key driving manoeuvres can be conducted 1:1 with the real world, for unmatched realism.” Haigh proudly adds that, “For automotive development, there the human sensory elements –
Ansible Motion’s simulators are suitable for simulating any type of ground vehicle – including passenger cars, high-performance race cars, commercial vehicles, motorcycles and more. “A Formula 1 car is, of course, a completely different beast from, say, a heavy goods vehicle (HGV),” Haigh notes. “But from our view, as a DIL simulator provider, there are actually more similarities than differences. Ultimately, different vehicle types are defined by their physics models – which for us is a replaceable software element. Then, of course, there is the cabin environment, which is an easily swappable simulator component. Beyond that, we are simply dealing with the human sensory elements – which are highly tuneable and reconfigurable.”
Haigh points out that the company has many OEM and research-oriented customers that assign their simulator usage to wildly different vehicle developments within the same day: “A morning simulator session might be dedicated to connected and autonomous vehicle (CAV) work, and then the afternoon session might be assigned to setting up a highperformance rally car to tackle Pikes Peak.”
which are highly tuneable and
Ansible Motion’s latest solution, the Delta S3 simulator
isn’t a more dynamic or capable simulator in existence.”
He also notes that the performance of the Delta S3 extends beyond motion dynamics: “It is a turnkey sensory immersion system, with everything required for convincing virtual test driving – including a 360°, 48K wraparound projection screen with detailed world-space scenarios, quick-change cabin environments, and full integration of hardware- and software-in-the-loop elements. The idea is to provide test drivers and vehicle evaluators with a laboratory-based experience that matches real-world test driving as closely as possible.”
So, can automotive OEMs expect to have their development cycle accelerated by using Ansible Motion’s simulators? “Absolutely. Bringing sophisticated products to market faster than competitors, while simultaneously improving quality and reducing environmental impact is vitally important to automotive manufacturers,” answers Haigh. “One of our automotive OEM customers reports that simulator testing made it possible to halve its time to market and reduce the number of physical prototypes by 40%. But beyond the numbers, our DIL simulators are a way to invite early and often human contact into the vehicle design process – and this may be the real value proposition.”
Expanding on that latter point, Haigh says: “Manufacturers are able to learn a huge amount from real human interaction far earlier in the development process, providing opportunities to make significant improvements sooner rather than later, thereby avoiding costly mistakes and ensuring marketplace acceptance of new concepts that can provide a competitive edge.”
CUSTOMER SATISFACTION
Given that many of Ansible Motion’s customers come from the world of racing it’s no surprise that Haigh alludes to the competitive edge as a key benefit that DIL simulators can deliver. “We have 15 years’ experience working with some of the world’s largest automotive manufacturers, and at every level of professional motorsport including F1, WRC, WEC,
NASCAR, INDYCAR and Formula E,” he details. “Since 2011, Honda’s engineers have relied upon our Delta DIL simulators to develop the brand’s automotive tech. When developing the Mustang Mach-E, our simulators helped Ford fine-tune the car’s suspension and tyre compounds long before physical prototypes were necessary.” He adds: “We also work with BMW Motorsport, Michelin, Continental, Chevrolet, DS Penske, General Motors, Lotus, University College London, Deakin University and many more.”
Naturally, Ansible Motion’s hardware must be able to work alongside its customers’ own software. So, how does the firm approach this side of things?
“We understand that some automotive manufacturers have deeply integrated in-house simulation and
software solutions. This represents a considerable investment, and it can also mean that there is embedded intellectual property (IP) and knowhow that needs to be protected,” Haigh observes. “As such, all of our simulator products are designed from the outset with a modular and open computational architecture to be adaptable and work in harmony with other toolsets. This seamless approach to driving simulator integration is largely made possible by our distributed data bus (DDB) real-time environment. Customers can continue to use their preferred hardware and software, with us providing all required integration connections. For customers without in-house software, we have the experience to recommend trusted solutions that have proved successful in-field applications. For example, our
DIL simulation offers engineers a risk-free space to explore new concepts
sister company, rFpro, provides highly realistic, engineering-grade simulation environments that are fully compatible with our DIL simulators.”
That need for realism is critical and Haigh explains that immersion is essential to ensure test drivers maximise their connection with the vehicle and onboard systems to ultimately achieve real-world physics correlation. “If one element isn’t up to scratch, then the illusion is broken. Our vision, motion and audio systems along with rFpro’s visual simulation environment combine to create an unparalleled, multi-sensory virtual testing environment,” he says. “We aim to create an immersive, multi-sensory environment that is convincing enough to give evaluators the illusion that they are interacting with a real vehicle – with
CUSTOM BUILT
Customisation is a major selling point for Ansible Motion. “Our Delta series DIL simulators have an underlying modular architecture, meaning they have exceptional flexibility and scalability to adapt to unique applications and use cases,” Haigh explains. Elements can be modified, removed or replaced with real-world hardware and software elements. Motion space and overall performance are highly scalable: cabins can be changed quickly – in less than 45 minutes – to offer support for multiple programmes or divisions. Haigh comments: “This means more than being able to easily make the changes needed for daily virtual test driving: it means having a DIL simulator that is fundamentally futureproof because key elements can be easily upgraded over time to keep up with emerging simulation technologies.”
vision, audio, vestibular and tactile/ haptic sensory stimulation typically dominating the virtual vehicle interaction experience.”
Maintaining this scope for customisation and upgrade paths is how Ansible Motion ensures that its simulators stay ahead of the curve. “It’s important that we remain at the leading edge and anticipate the changing requirements of our customers,” Haigh states. “Often this has to do with integrating emerging technologies related to vision and computation systems – which are sometimes intimately related. For example, being able to integrate new graphics processing units (GPUs) as they become available on the market is a common upgrade path that can noticeably improve our customers’ experience.”
Ansible Motion’s simulator allows drivers to physically experience any type of ground vehicle, including trucks
As the company supplies a broad range of interchangeable simulator subsystems that can be integrated independently or added to existing DIL simulators to equip them with the latest tech, this flexibility is fundamental to its business model. Haigh comments: “We’re able to be so adaptable and reactive due to the modular nature that’s inherent to our turnkey simulator ecosystems. Since we are often faced with unique customer interfacing requirements, our simulators have naturally evolved to be scalable and flexible. The same architectural and subsystem integration elements that make our simulators (out of necessity) adaptable to different customer applications are the driving force behind our ability to easily onboard new technologies as they become available.”
SUSTAINABLE SOLAR
The vehicle’s aerodynamic teardrop shape results in a targeted Cd of just 0.13
Could the future of electric transportation run on solar power?
The latest Aptera validation vehicle is putting the proof in the pudding after breaking new ground in vehicle efficiency
Pre-production startup Aptera Motors imagines a future where every journey made is powered by the sun. An ambitious goal, sure, but what might sound like a pipedream to some is backed by over 34 patents, nearly 50,000 reservation holders and a potential revenue of $1.7 billion, with the firm’s validation vehicle – Aptera –well on its way to entering production.
“The idea for Aptera was born out of a fundamental question: What if an electric vehicle didn’t need to be plugged in at all?” Says Quincy Hilla, Aptera’s head of marketing and PR. “Our co-founders, Chris Anthony and
Steve Fambro, realised that most electric vehicles are still heavily reliant on the grid – which often still depends on fossil fuels. So, they set out to build something radically different: a vehicle so efficient it could be powered by the sun.”
In a snapshot, the Aptera promises up to 40 miles of free solar-powered driving per day, 400 miles of range per full charge, and 0-60mph in less than six seconds. But this all begins with efficient design, says Hilla.
“Instead of adding bigger batteries or more charging stations, Aptera flips the equation by starting with extreme efficiency – which means less energy
is needed to begin with,” Hilla explains.
“That opens the door for integrated solar power to carry more of the load. Our goal is to give people the freedom to drive without ever needing to plug in, depending on where they live and how they drive. It’s not just a cleaner solution – it’s a more empowering one.”
HOW DOES IT WORK?
Aptera’s integrated solar package includes up to 700W of solar power throughout the body of the vehicle –including the roof, dashboard, hood and rear hatch. This allows the vehicle to harvest sunlight throughout the day and convert it directly into electricity
to charge the battery.
“In ideal conditions, that can provide up to 40 miles of range per day from solar alone – more than many people drive daily,” Hilla says. “Even in less-than-perfect weather, our solar panels still generate meaningful range, helping to reduce or eliminate the need for charging.”
The design begins with Aptera’s completely rethought vehicle platform. The vehicle’s aerodynamic shape coupled with its ultra-high-strength and lightweight carbon fibre body structure enables the vehicle to achieve meaningful range via solar energy. The streamlined, teardrop shape reduces air resistance to deliver one of the lowest drag coefficients of ‘any vehicle ever made’.
“Aptera’s unique design is driven entirely by physics,” Hilla says. “It’s built with an ultra-lightweight
It’s built with an ultra-lightweight composite body, enclosed wheel covers and an aerodynamic teardrop shape – resulting in a targeted drag coefficient (Cd) of just 0.13, the lowest ever achieved in a production vehicle
composite body, enclosed wheel covers and an aerodynamic teardrop shape – resulting in a targeted drag coefficient (Cd) of just 0.13, the lowest ever achieved in a production vehicle.
This enables Aptera to travel up to 400 miles on a single charge with a relatively small battery – because we lose less energy to drag and weight.”
From a safety perspective, Aptera is built with high-strength carbon fibre materials and energy-absorbing metal subframes to enhance impact resistance. Its front nose cone and subframe are engineered to crumple against an angled firewall, extending the impact sequence to protect passengers
“We also use composite materials in the body structure, which not only reduce weight but increase strength,” Hilla adds. “Our monocoque body design allows for excellent crash
In ideal conditions, Aptera can provide up to 40 miles of range per day from solar alone
protection without the need for heavy steel frames. Safety, strength and efficiency are all integrated by design.”
In terms of benefits, Aptera could enable energy independence for drivers, who may never need to plug into the grid to charge their vehicle. In turn, this would lead to lower energy costs, fewer charging sessions, and less charging infrastructure required. Reducing dependence on the grid would also have sustainability advantages and help to cut overall emissions. From a driver perspective, convenience would be a big factor, removing the hassle of waiting at chargers or worrying about range for typical daily driving.
TESTING BREAKTHROUGH
At the end of February, Aptera Motors put its first production-intent validation vehicle to the test in the Mojave Desert in order to validate its core efficiency under real-world conditions. The company conducted coastdown testing to measure Aptera’s aerodynamic, rolling and powertrain
losses. The vehicle took over three minutes to decelerate from 60mph to a complete stop, even while travelling uphill. Based on the firm’s calculations, this coastdown distance is significantly more than any other vehicle on the road today, whether diesel or electric.
The company also performed several other tests, such as aerodynamic tuft testing to the wheel fairings and vehicle gaps, and extended highway drive cycle testing while precisely monitoring energy consumption. According to Aptera, the tests confirmed that the vehicle was on track to achieve its target energy consumption of roughly 100Wh/mile.
WHAT’S NEXT?
Development is already underway on Aptera’s next validation vehicle, and will include refinements to key areas such as improved fit and flush around vehicle gaps, and a designintent weight profile using optimised parts. Once these have been fleshed out, the team will return to the track for another round of testing, including a full range test where the vehicle
will be driven from a fully charged battery all the way to 0% to confirm the vehicle’s efficiency and range. The company’s engineers will also measure and validate the vehicle’s real-world solar charging capabilities to confirm its daily solar range estimates.
“Right now, we’re preparing for low-volume production to begin in late 2025, with full-scale vehicle production planned for 2026,” says Hilla. “Our next major steps include finalising funding and supply chain ramp-up, completing validation testing on our production-intent vehicles, and scaling our assembly capabilities and continuing to build out our team.”
With over 49,000 vehicle reservations from across the globe, Hilla believes this is a clear signal that people are excited about a more sustainable and efficient way to move.
“Aptera isn’t just about building a new kind of EV – it’s about rethinking transportation from the ground up, and proving that we don’t have to sacrifice freedom, performance, or sustainability to get where we need to go,” Hilla adds.
Aptera is built with high-strength carbon fibre materials
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COMPOSITES IN FOCUS
Bringing you the latest composite advances across the transportation sector, straight from the show floor of JEC World 2025
Under the umbrella of ‘pushing the limits’, JEC World 2025 brought together the global composites sector to showcase the latest innovations that are redefining lightweighting, performance and design possibilities across the transport manufacturing industry.
The 60th edition of the show was the largest to date, attracting over 45,000 professionals from 94 countries. More than 1,350 exhibitors displayed their cutting-edge products and technology advances throughout the event, while thought leaders and experts discussed a range of topics key to composite innovation, such as circular economy principles.
In total, more than 600 new products were launched during JEC World 2025, giving a positive indication to the pace of development within the composites industry.
INNOVATION IN FOCUS
This year’s JEC Composites Innovation Awards recognised 11 collaborative achievements across the composites spectrum, which the organiser says reflects the industry’s dedication to providing new solutions for all application sectors. The competition is open to any company, university or R&D centre with a compelling collaborative innovation or concept to showcase.
Running through some of the winners within the transportation field, Airbus took first place in the Aerospace – Parts category for its Multifunctional Fuselage Demonstrator (MFFD), made out of thermoplastic composite materials covering novel design and build concepts and delivering lower CO2 emissions, dustless joining and material and process time reduction. Also in the aerospace category, Loop Technology’s FibreLINE technology was awarded in the Process category for its highrate manufacturing of composite structures, while Jaguar Land Rover took the Automotive and Road Transportation category for its Sustainably Optimised Composite Automotive (SOCA) project for decarbonising the manufacturing of composite automotive parts.
JEC World 2025 brought together the global composites sector
Metal powder infused with graphene
MATERIALS SUSTAINABILITY IN FOCUS
In line with the theme of circular sustainability, Syensqo introduced its ReGen portfolio of sustainable composite materials at this year’s show. Containing a controlled blend and/or mass-balanced renewable feedstocks, the materials offer the same performance as their parent equivalents but with added sustainability credentials.
During the event, Syensqo’s new SolvaLite 714 ReGen, MTM 57 ReGen and MTM 58B ReGen materials were launched for the automotive market. The company says its ReGen portfolio is a response to market desire for circular composites, without the need to make modifications to existing manufacturing processes.
The Synesqo booth also highlighted several innovative components and flagship products within the composites space, such as the first fully composite electric car battery box enclosure to meet all major automotive mechanical and fire safety hazards, which the company designed in partnership with Ricardo and Airborne. The firm also showcased a wing spar from Ascendance’s ATEA VTOL prototype created from Syensqo’s MTM 45-1 epoxy resin system for its high-performance and flexible curing properties, and micro launcher components manufactured by Orbex using the Syensqo’s CYCOM 53201 thermoset resin system coupled with THORNEL T650 fabric. These parts play a key role in Orbex’s novel carbon fibre coaxial tank, specifically designed for its BioLPG fuel system for sustainable space exploration.
CARBON-NEGATIVE COMPOSITES
Elsewhere, Dama Bioplastics unveiled its innovative carbon-negative material, Dama Black, designed specifically for the plastics, rubbers and composite sectors. Derived from waste biomass, the biomaterial locks away three tonnes of CO2 per ton produced, delivering a carbonnegative impact while enhancing product performance.
Providing increased lightweight, thermal stability, UV stabilisation and mechanical strength, Dama Black can be seamlessly integrated into existing
manufacturing processes for highperformance automotive components. According to the firm, Dama Black is capable of doubling the strength of plastic composites and increasing the strength of concrete by 20%. The material is made entirely from plant waste and could therefore act as a sustainable drop-in replacement for petroleum-based Carbon Black.
“2025 marks a pivotal year for Dama and the industries we serve,” says Cole Gibbs, founder and CEO of Dama Bioplastics. “Dama Black represents the future of sustainable materials, combining environmental responsibility
with innovative performance.”
THE GOLDEN AGE OF GRAPHENE
Initially dubbed the revolutionary ‘wonder material’ of the past decade, graphene is well-known in the engineering community for its superior strength, electrical conductivity and transparency. So far, though, the material has struggled to live up the initial hype surrounding it due to challenges in production and scaling up.
Innovative materials company
Graphmatech is working hard to
Dama Black is carbon-negative
JEC World 2025 brought together the entire composites supply chain
change that, as seen at JEC World.
Founded in 2017 by Dr Mamoun Taher, Graphmatech is an innovative Sweden-based materials company that infuses graphene into polymers and metals to create composite materials with remarkable properties. The key to success for the company’s multifunctional hybrid materials is its novel infusion process, says Cecilia Arhammar, head of research and development at Graphmatech.
“We have developed a blending process via extrusion where we heat up the plastic polymer and blend in the graphene in a way that is key to maintaining the material’s properties,” she explains. “To do this on a large scale is very complex. We have therefore designed a machine that enables a very good blend between the polymer thermoplastic material and the graphene, achieving good separation of the graphene plates.”
Graphmatech’s resulting polymergraphene composites have the potential to reshape a wide range of applications, from conductive pipes and hydrogen infrastructure to industrial packaging.
“Within aerospace, for example, graphene can enhance the polymer vessels used for hydrogen storage,” Arhammar says. “This results in minimal leakage. As well as hydrogen storage tanks, graphene-infused thermoplastics could be widely used in applications like regular gasoline tanks and pressure vessels – any component that requires higher thermal and mechanical load would benefit from graphene-infused polymers. Protecting electronics is also a key area that we’re looking at. Additionally, there are currently a lot of limiting factors with packaging protection, such as oxygen, where graphene-infused composites could really make a difference.”
SUPERIOR VIBRATION DAMPING
As industries increasingly prioritise sustainability, an environmentally responsible material that also offers high durability, good lifespan and energy-efficient production is crucial. Industrial Summit Technology (IST) Corporation believes its newly launched advanced polyimide fibre Imiditex fulfils this brief.
Graphene-infused polymer pellets and hydrogen liner
The material is designed to work in synergy with traditional glass and carbon fibres to enhance their performance and unlock “unprecedented” applications, all while offering a high 3.0GPa tensile strength, a continuous use temperature exceeding 250°C, and an ultra-low water absorption rate of less than 0.9%.
“One of the most unique characteristics of Imiditex is its vibration damping and shock absorption,” says Toshiko Sakane, CEO and president of IST Corporation. “As well as its high temperature and UV resistance, it is lighter than both glass fibre and carbon fibre so when combined with these materials it can form much lighter composite parts.”
Imiditex can be integrated seamlessly into composite structures to complement and expand the functional capabilities of existing parts. When combined with carbon or glass fibres, the material provides superior vibration damping, improved impact resistance and significant weight reduction without compromising the structural integrity of the part, and without replacing conventional composite fibres.
“We have had lots of enquiries from the automotive and aerospace sectors for reducing vibration issues, such as engine wing vibration or spoiler wing vibration,” Sakane says. “Also, far less
energy is needed to produce Imiditex when compared to carbon fibre, for instance. Essentially, Imiditex retains the existing properties of polyimide such as heat resistance, low water absorption and high strength which makes it ideal for high-performance composite applications.”
Within the field of aerospace, saving weight while ensuring structural integrity is a crucial requirement for composite components. Imiditex fulfils both of these demands, leading to improved fuel efficiency and ensuring durability in extreme environments. The fibre’s vibration damping properties improve part stability, while its electromagnetic transparency make it well suited to applications in which radio wave transmission is essential, such as aircraft communication systems and satellite components.
Lightweight and durable materials are also highly sort after within the automotive sector as the industry looks to improve its sustainability credentials. Imiditex enhances vehicle components by reducing weight and improving impact resilience, leading to better fuel efficiency and lower emissions. According to Sanake, integrating the fibre into automotive composite parts will support the next generation of transportation innovations.
ADVANCED ALLOYS
How new innovations in alloy development are advancing slide bearing technologies for combustion engines
Wieland L66 and Wieland L67 are derived from CuNi6Sn6
In today’s high-performance combustion engines for trucks and passenger vehicles, efficiency and durability are paramount. With over 200 years of industry expertise, Wieland has developed two advanced CuNi6Sn6 alloys – Wieland L66 and Wieland L67 – to push the boundaries of sliding bearing performance. Although these alloys share the same chemical composition, they are processed differently to meet distinct production volumes and application requirements. This article examines the material science behind these alloys, their optimised manufacturing processes, and the resulting advantages in friction, mechanical properties, and design flexibility.
MICROSTRUCTURAL EXCELLENCE
Wieland L66 and Wieland L67 are derived from CuNi6Sn6, a monometallic alloy renowned for its excellent wear resistance and consistent performance. The exceptional tribological properties are
achieved through a specialised heat treatment that triggers controlled microstructural transformations. One important phenomenon is spinodal decomposition, which refines the alloy’s microstructure at a very fine scale. This process enhances hardness and abrasive resistance while preserving ductility—a critical balance for sliding bearing applications.
For the rolled product, Wieland L66, delivered as a sheet, the bending process used to form sliding bearing bushes capitalises on the alloy’s inherent strength and can even achieve slightly enhanced mechanical properties. Wieland L66 exhibits impressive benchmarks: a hardness of 255HB, a tensile strength of 810MPa, a yield strength of 735MPa, and an elongation of at least 7%. These values underscore its capability to withstand extreme combustion pressures while maintaining peak performance.
In contrast, Wieland L67 is produced as an extruded tube that is subsequently cut to length and processed further. Although Wieland
L67 shows slightly lower mechanical values—with a hardness of 205HB, a tensile strength of 680MPa, a yield strength of 615MPa, and an elongation exceeding 9% - its tribological characteristics remain exceptional and comparable. The phenomenon of spinodal decomposition ensures that both Wieland L66 and Wieland L67 maintain their structural integrity throughout the product lifecycle. As the surface layer wears, a new layer with the same high-performance properties is immediately available, guaranteeing consistent long-term performance.
PROCESS
OPTIMISATION
The distinct manufacturing routes for Wieland L66 and Wieland L67 reflect the company’s commitment to innovation and cost-effective production – by leveraging stateof-the-art production facilities and equipment, Wieland ensures that every component produced meets the highest standards of quality, durability, and reliability.
The rolled sheet form of Wieland L66 is ideally suited for bending processes that facilitate largescale production. This method enables efficient handling and consistent quality control, resulting in slightly enhanced mechanical properties. Sliding bearing bushes manufactured from Wieland L66 are perfectly suited for high-volume applications in engines that require robust performance under extreme combustion pressures. The economical production process ensures that customers benefit from both high quality and cost-effectiveness at scale. Wieland L67 is produced from an extruded tube, allowing for subsequent cutting and precision machining. This process offers maximum geometric freedom, enabling the creation of highly complex oil grooves and intricate features. The ability to machine Wieland L67 to exact specifications makes it the material of choice for exclusive applications and premium engine designs. When intricate geometries are required, Wieland’s advanced machining capabilities deliver sliding bearing bushes that precisely meet these specialised demands—even when production volumes are lower. This versatility underlines the strength of Wieland L67 in delivering bespoke, high-performance solutions.
FRICTION PERFORMANCE
A key performance metric for sliding bearings is the friction coefficient. Both Wieland L66 and Wieland L67 exhibit friction values slightly below 0.1, which is notably competitive
among high-performance bearings. In many conventional systems, friction values tend to hover around or just above 0.1. Therefore, the lower friction values of Wieland’s alloys contribute significantly to reduced wear and lower energy losses during engine operation. This reduction in friction not only improves overall efficiency but also extends the service life of the sliding bearings—vital for engines operating under severe conditions.
ADVANTAGES AND APPLICATIONS
The exceptional performance of Wieland L66 and Wieland L67 in sliding bearing applications is the result of a comprehensive approach that integrates advanced material science with optimised production techniques. The monometallic nature of these alloys means that as the surface layer wears over time, a new layer with identical properties is immediately available. This ensures that sliding bearing bushes maintain their high structural integrity
L67 (left, seamless) and Wieland
L66 (right, joint)
throughout the product lifecycle.
Both Wieland L66 and Wieland L67 are engineered for high-performance internal combustion engines—whether diesel or gasoline. Their advanced mechanical strength and excellent wear resistance allow these sliding bearing bushes to operate reliably under the severe conditions imposed by modern engines. Wieland’s products are trusted by leading global Tier 1 suppliers and OEMs, which further validates the long-term reliability and quality of the company’s solutions.
Wieland takes immense pride in its Made-in-Germany approach, combining time-honoured engineering expertise with cuttingedge technology. Its German production facilities not only deliver consistent quality but also ensure that components meet the rigorous demands of modern combustion engines, durably and reliably.
Wieland’s advanced CuNi6Sn6 alloys, Wieland L66 and Wieland L67, represent a evolution in sliding bearing technology. By harnessing the benefits of controlled spinodal decomposition and leveraging unique production routes – from high-volume bending of Wieland L66 to bespoke extrusion and precision machining of Wieland L67 – the company delivers slide bearing solutions with exceptional mechanical properties and tribological performance.
Dr Joachim Fischer holds the role of technical marketing engineered products at Wieland: www.wieland.com/en/products/ slide-bearings
Wieland L66 – Strip material before wrapping
BACTERIA BIOTECHNOLOGY
Lithium batteries have played a crucial role in everything from mobile phones, laptops and PCs to electric vehicle (EV) batteries. As such, the need to efficiently and sustainably recycling these batteries once they reach end of life is growing exponentially. With a ‘tsunami of batteries’ predicted to flood recycling centres in the next few years, Max Nagle of Cell Cycle – part of the SER Group - believes the company’s innovative battery treatment technology will prove vital in meeting this demand.
“Right now, there is no refining capability in the UK for the battery recycling industry, so we have to rely on our networks abroad to provide the
entire battery recycling process,” he explains. “When we launched Cell Cycle, we worked diligently within the first six months to build a very large and expansive network, meaning we had a sustainable recycling route for any type of battery chemistry you can think of that’s on the market right now.”
Bringing the entire closed-loop battery recycling process to the UK could now be made possible by Cell Cycle’s innovative recycling technology, LithiumCycle, which uses engineered bacteria to treat and break down a battery in order to recover its precious metals and materials.
“For over 50 years, bacteria have been used to treat mines, whether that’s directly or indirectly, to break
Could million-yearold bacteria prove the silver bullet for modern day lithium battery recycling?
down materials and produce different metallurgies,” Nagle says. “In the purification of water, bacteria can produce enzymes that help to purify it and ingest impurities that would normally harm human health. More recently, bacteria have been used to treat electronics. A motherboard contains up to 60 different elements, if you shred and treat that with a certain type of engineered bacteria you can recover the platinum, palladium, gold, copper, and all those other critical and valuable materials to then sell back into the industry.”
Despite their track record, one area that bacteria have not been applied to until now is batteries, Nagle continues: “There’s all this knowledge,
Cell Cycle’s bacteria is grown, cultivated and regenerated in-house
Cell Cycle is currently working to scale up its pilot patented biotechnology recycling process
expertise and application in other industries, with batteries being such a massive concern right now, why has nobody adapted this for something that is so manmade, like a battery?
Bacteria have a proven track record in other areas and industries, and are capable of recovering every kind of critical mineral you can think of.
These bacteria have existed longer than humankind, they’re 50 million years old and have shaped our coasts, islands, the way that metal is formed and produced, and so on.”
There are many millions of substrands of bacteria, making Cell Cycle’s technique applicable to an almost infinite range of materials. Compared to the 60 elements contained within a motherboard, an electric battery typically contains less than 10, the main ones being lithium, nickel, cobalt, aluminium and copper.
“Bacteria can help to recover all of those minerals, but they are also flexible and easily scalable,” Nagle says. “When you look at the industry’s current standard methods of assigning batteries, we’re talking about tens of millions of investment for purposebuilt facilities built around one type of battery chemistry. We grow bacteria in a tank, the only consideration is how big that tank is for us to be able to scale in line with the industry’s needs. As time goes on, we can scale up our solution and adapt our process without being hampered by having to rebuild or go back to the drawing board to produce a bigger facility or a different process. This also means lower operating costs.”
Truly sustainable recycling is a key pillar in Cell Cycle’s mission. As Nagle points out, battery recycling typically requires extreme heat and many tonnes of water and other processes to recover various critical minerals. “This isn’t sustainable for us,” he says.
“We grow the bacteria, we cultivate it, and once it reaches a certain point, we regenerate the bacteria. We don’t lose it as a byproduct of our recycling process, any kind of effluent feeds right back through the bacteria. The bacteria are also naturally grown, just like the bacteria in your gut, they multiply on their own within the right environment, which is just 37 degrees – body temperature – which means we don’t use extreme heat. They also capture and consume carbon dioxide as a way to grow and produce oxygen, just like plants, so in a way we’re not just carbon neutral, we’re carbon negative.”
Cell Cycle is currently working with
We grow bacteria in a tank, the only consideration is how big that tank is for us to be able to scale in line with the industry’s needs
Coventry University and Innovate UK to scale up its pilot patented biotechnology recycling process to become a realworld fully closed-loop solution.
“We’re just about to finish the production of our second laboratory site in Manchester at our headquarters,” Nagle adds. “We will finish and complete our demonstration pilot scale process by the end of this year. From 2026 onwards, we will be hitting commercial scale in multiple facilities with this process implemented within them. The recovery rates, when benchmarked across current industry standards, are pretty similar, and we will continue to improve these in order to effectively and efficiently recover these materials and provide the battery industry, and others, with these fundamental minerals to be put back into production quickly and sustainably.
“As an industry, we need to start looking further back – millions of years – to see what processes and techniques we already have an abundance of access to that can use to recycle and recover these critical resources.”
LithiumCycle can recover crucial minerals during the battery recycling process
CHOOSING THE RIGHT BATTERY
Jake Holmes assesses IDTechEx’s research into the advantages and pitfalls of different battery types
Batteries make up one of the three pillars of electric vehicle drivetrains and are therefore essential to decarbonising the transport sector. Market intelligence firm IDTechEx has broken down the advantages and drawbacks of a variety of battery types, explaining which is best suited for various application requirements.
MOBILITY AFFORDABILITY
Lead acid batteries, in short, tend to be low energy density but are a cheap and often-used technology. A range of applications in micromobility have implemented the use of lead acid batteries, including electric twowheelers (E2W) and electric threewheelers (E3W).
Individual urban mobility transportation modes tend to use lead acid batteries due to the low cost associated with the power supply along with their small form factor. This makes them well suited to navigating small streets in dense areas. Regions such as China, India, and Southeast Asia utilise this type of battery the most. IDTechEx found more E2W, E3W and microcars were sold compared to larger electric vehicles in 2024.
The increased use of lithium-ion phosphate (LFP) suggests the move towards larger and higher-density batteries is not universal. LFP batteries use cheaper base materials, resulting in reduced range but more affordable batteries. Chinese car manufacturer BYD, for example, has introduced battery pack designs to maximise LFP range whilst keeping the overall costs low.
Bus, truck and van fleets all rely on a low total cost of ownership. Their larger sizes allow for LFP to be integrated, removing the range penalty but conceding the disadvantage of being heavier than alternative options.
PACKED WITH PERFORMANCE
Nickel-manganese-cobalt (NMC) chemistries offer the highest energy density on the market of any commercially available cells. When range is a key factor, using NMC batteries is best, says IDTechEx. Premium and performance-based cars will gravitate towards NMC batteries due to their high-performance capabilities, and as the increase of costs are not as impactful due to the already expensive nature of performance-based cars.
Trucks and buses with set routes can also require NMC batteries, as their regular trips demand energydense batteries to be successful. This is true for electric trains as well, especially when having to operate over long stretches of unelectrified tracks. Applications of NMC can also be extended to vehicles with weight limitations placed onto them due to the operational parameters they work within.
SUSTAINABLE POWER
One of the key components of sustainability is reusability, and
therefore, batteries with prolonged cycle life are a key factor. Typically, a cycle life of 1,000 on a 350km range battery would be enough for a car, giving the vehicle a lifetime battery range of 350,000km. IDTechEx speculates this would not be enough for all applications, however.
Research highlights a number of applications where 1,000 cycles would not be enough, and it would not provide enough lifetime range to be a suitable option. Mining haul trucks require up to 1,000kWh in battery capacity due to being some of the largest land vehicles to be electrified. These trucks currently use multiple batteries across their lifetimes. This is where ultra-high cycle life chemistries become useful, such as lithiumtitanate oxide (LTO).
POWERING TOMORROW
According to IDTechEx, selecting the correct batteries for specific applications is important due to economic reasons, both commercially, keeping the cost of products down and allowing cheaper selling points to consumers, and also industrially, ensuring low cost of production.
2023 electric vehicle battery demand by sector
EMBRACING UNCERTAINTY
Addressing challenges to power-to-X with model-based systems engineering
Hydrogen’s potential within various transportation applications is continuing to receive increased attention as the race towards net zero speeds up. At Silverstone’s recent Battery Tech Expo, Nikola Kontic – a solution architect at Japanese software engineering firm Zuken – discussed the latest challenges and opportunities in the hydrogen market.
“By 2025, we want to be in the region of 50% hydrogen, from green hydrogen,” Kontic said as he introduced Zuken’s role within the hydrogen transportation market. “The hybrid market is going to grow very rapidly, and it has big potential. But first, we need to increase our infrastructure and the development of global hydrogen hubs, some of which are already in place.”
According to Kontic, it will be key to the hydrogen transition to power these hubs with renewable energy in order to fully take advantage of the opportunities that hydrogen power could provide.
“This is quite a young market,” he continued. “We’re going to see many regulatory and policy changes, so there’s a lot of uncertainty that we need to try to decrease and be dynamic. With regards to hydrogen technology, there’s a lot of indication that we’re going to come across challenges in the supply chain over the next five years. We need to understand about the materials coming in, the supply, and ensuring that we have the demand for the hydrogen and we are providing it in a timely fashion and in the necessary volumes for the required landscape.”
Genesys spans requirements to behaviour, architecture and validation in one single system. Image via Zuken
FLEXIBLE SYSTEMS
In order to effectively scale up hydrogen production, Kontic advised that shifting to a more standardised method of mass production using flexible and modular systems will be crucial.
“We need to manage and reduce the costs of generating hydrogen,” he said. “Innovation can probably help us in that area, but we need to leverage the economies of scale as well as cutting costs through various production
Complex products require insights from a diverse group – customers, users, engineers and subject matter experts. Image via Zuken
methods, speeding up the process, and ensuring that we have resilient architecture in place regarding electrolyser locations and their setup. Consistency of performance, quality and safety are all factors that we need to maintain as we scale up.”
MODEL-BASED SYSTEMS ENGINEERING
So, how can model-based systems engineering help to address some of these challenges?
“The International Council on Systems Engineering often talks about a single source of truth,” Kontic explained. “Zuken’s Genesys systems engineering tool captures all necessary information in one single model definition, so we have a consistent description of that system. The model allows you to go back to understand what the requirements are, what the architecture is, the behaviour, and if we need to adapt this over the product’s life cycle, we can modify the model. This is called flexible modelling.”
Essentially, Genesys ensures the continuous consistency of product model information across its entire life cycle, guaranteeing model compliance with checks and visual guidance. This enables flexible modelling across domains and system levels and allows for intuitive interaction via its user-friendly interface and language. Traceability, role management and reporting capabilities offer enhanced collaboration, and the system can be seamlessly integrated with Zuken’s portfolio, Excel connector and API.
“So just to give you a little bit more of a diagrammatic approach to this,
Genesys provides a solid information framework, embedded systems engineering diagnostics and model assistants to accelerate systems engineering. Image via Zuken
if we look at an electronic system, we’ve got our water supply, the power supply, renewables, control systems and auxiliary,” Kontic explained. “The first thing we’ll want to capture is the requirements for our electrolysis system, how it’s going to work, what is the output, and so on. These requirements will be as they are in our products. Then, you refine them further to UV so you have a specific detail requirement. Now a requirement is linked to the behaviour of the system, a requirement can also say there is a requirement for this component in the system. Some customers need an additional functionality or component, so you can describe that in the system.
And you can see in this instance the matrix is understanding traceability, understanding how requirements will be verified, how requirements testify components, etc. Design review
processes are very well supported in model-based systems engineering, so you can log your risks and concerns and document them. So again, collaborating with lots of different engineers in a much bigger group is possible, and then you have your verification and validation. So that is all part of the system; at the unit test level, at the subsystem test, at the system level, and then finally, in the customer acceptance test. All of this can be documented within that single model.”
With this and other model-based system engineering tools, Zuken says customers can start to practice capturing this information and communicate it to stakeholders effectively, in order to further accelerate not only the adoption of hydrogen within the transportation sector, but the pace of innovation within hydrogen technologies, systems and production.
Genesys ensures the continuous consistency of product model information across its entire life cycle
With Genesys you can seamlessly flow your system design to your detailed design tools. Image via Zuken
TEST, SAFETY, SYSTEMS
TO THE WIRE
Jake Holmes discovers how the future of driving could be steer-by-wire rather than traditional axle steering
ZF’s steer-by-wire system
Engineers are often discouraged from reinventing the wheel, but what about the mechanism that operates it? Global technology company ZF is fitting NIO’s flagship electric vehicle, the ET9, with its latest steer-by-wire system.
Steer-by-wire does away with traditional axle steering and instead replaces heavy metal poles with lightweight wiring. A mechatronic actuator is situated between the wheels as the sole source of transmitting steering inputs, with no mechanical connection in place.
For the driver, the experience is the same, operating a steering wheel in the cockpit with natural steering feedback reproduced from the so-called torque feedback unit. The technology opens the door to new developments in driving such as smaller steering wheels which may help drivers when parking and manoeuvring.
HOW DOES IT WORK?
Steer-by-wire is electric, intelligent, software-based, and interconnected. These features prime the system for mobility and systems moving forward. ZF’s scalable and modular system makes it easy for companies to transition to steer-by-wire, as integration into existing and future vehicle architectures is supported by its design.
Driving instructions are transmitted by wire to the vehicle’s computer and motors which turn the axel, steering the vehicle. Steering characteristics can be defined specifically for a brand or a particular model using just the software whilst the mechanics remain the same. For deployment in right-hand-drive nations, only the steering wheel actuator needs to be installed on the other side of the cockpit, simplifying the process.
STEERING SAFELY
As with any major change to established technology, safety will be a key concern. It is a key factor for other companies deciding to incorporate the new technology, as mitigating risk is a large part of business. But proven safe and successful, ZF may see many companies want to take advantage of the benefits.
Jake Morris, portfolio director at ZF, explains: “Safety of course also means smooth functioning in operation. ZF’s steer-by-wire has all the necessary fallback levels and safety concepts. Compliance with all automotive standards and cyber security is our top priority. The ZF steer-by-wire system has a redundant design. Basically, the requirements for redundancy in terms of mechanics, electronics and power supply are higher to ensure continued operation in case of a subsystem failure.”
Drive-by-wire requires a similar level of maintenance to traditional steering mechanisms, requiring no additional check-ups. However, a big advantage is the ability to monitor data and access read-out data meaning mechanics can recognise the current operating state and assess it. Data can be accessed both by a mechanic in a workshop or remotely.
The removal of mechanical components means there are fewer potential parts to harm a driver in the event of crashing, meaning they are safer in the cockpit. It also allows for new options in installing an airbag. This creates better passive safety inside the cockpit.
Morris adds: “In emergencies, drivers may overreact or make incorrect steering inputs. Steer-bywire can automatically correct these inputs, stabilising the vehicle more effectively. This reduces the risk of accidents caused by oversteering or understeering. The elimination of mechanical steering components reduces the number of parts that
Steer-by-wire is electric, intelligent, software-based, and interconnected
could endanger occupants in an accident. It also opens up new options for the installation of safety features like airbags.”
ASSESSING THE BENEFITS
Overall vehicle weight can be reduced by removing the unnecessary components associated with traditional steering mechanisms. This is beneficial to the fuel economy of the car, making it cheaper to operate. It also requires less raw materials to manufacture, lowering costs for OEMs.
Both mechanical complexity and weight are overcome by using steerby-wire, as all these components are removed and the design is simplified. Variable steering ratios can be deployed in steer-by-wheel, meaning there is no need to compromise the steering ratio between lowspeed manoeuvrability and highspeed stability. It also allows for customisable driving experiences, such as sport or comfort.
OEMs are also afforded more room
TEST, SAFETY, SYSTEMS
inside the cockpit to design, allowing them to improve the ergonomics of various features. This can help inspire innovation and more efficient vehicle designs. Passengers can benefit from more legroom and new steering wheel formats, with the potential for it to even retract into the dashboard.
DRIVING TOWARDS TOMORROW
In the future, it is possible a central high-performing computer will control the system along with all other driving dynamics functions, Morris says. This opens up a pathway for a fully autonomous driving system.
This is not only applicable to passenger cars but also to heavy goods vehicles. Industry could take advantage of this technology for applications such as deliveries. This would empower 24-hour delivery services without the need for paying overtime to staff, or even employing staff who do not need to be able to operate such machinery, reducing overhead costs.
Overall vehicle weight can be reduced by removing the unnecessary components associated with traditional steering mechanisms
• -45 °C to +150 °C
• Efficient Heating and cooling
• Flow & pressure control
• Single/multiple fluid circuits
• Automated drain & refill
• Integrated pressure overlay
• Heat exchange pump option
Inspired by temperature
www.huber-online.com
The Unimotive range is specially designed for applications in the automotive industry. Typical applications include temperature simulations as well as material testing and temperature-dependent stress and load tests for automotive parts and functional components.
NEW: GREEN LINE models with natural refrigerant CO2
FIGHTING
FIRES
Jake Holmes asks one fire safety expert for advice on how to prevent and contain lithium-ion battery fires
Where batteries are concerned, increasingly sophisticated and high-functioning technology calls for ever greater safety considerations, as the potential downsides of failure are now far greater due to their increased power and capabilities.
Increasing safety is not just important for personnel safety but can also prevent further damage to factories and other assets in the immediate vicinity. With the uptake in battery technology, the importance of understanding lithium battery fires is growing,
alongside mounting emphasis on how to prevent these fires altogether.
Matt Humby, senior technical consultant at Firechief Global, believes education around the topic will help reduce the risk of fires and offers knowledge on best practices on how to best prevent and subsequently deal with a lithium battery fire.
During his speech at Battery Tech Expo at Silverstone, Humby displayed a video demonstrating the dangers of disposing of batteries in normal bins which showed a fire igniting in a disposal lorry, saying gravely, “We are trying to get the message across about
the risks of lithium-ion fires.”
UNDERSTANDING THE FLAME
Firstly, understanding the risks and potential causes of Lithium-ion fires is crucial to fighting them. With this in mind, Firechief has laid out an eight-step plan. Step one is to educate people and businesses about the risks of lithium-ion fires, ensuring they know best procedures to follow. Following this, assessments must be made to evaluate the risk in the environment and organisation.
Ian Poole, sales director at Firechief
TEST, SAFETY, SYSTEMS
Global, says: “We have developed an eight-step halo plan which is based on a hierarchy of controls and is based around lithium fires. Because there is no one silver bullet for lithium-ion fires, you have to assess the risk, understand the big picture, and take a holistic view.”
Step three is to segregate the batteries from people and combustibles, and step four is to control any fires if they break out. The first half makes up the proactive actions that can be taken to deal with a lithium-ion fire.
Reactive actions include steps five to eight, which include training people how to deal with fires, suppressing the flame, acting in a timely manner, and containing the fire and allowing it to burn out.
DANGERS OF DAMAGE
Despite the seriousness of his presentation, Humby was quick to show his admiration for lithiumion batteries, stating his love for technology and how the evergrowing world of electric vehicles, powered by batteries, will help combat the 30% of world emissions caused by transport vehicles.
He advises: “If you are a business, get people to report damaged laptops or damaged mobile phones, because you do not want to mess around with batteries if they are damaged. We’ve seen laptops go into thermal runaway. Employees drop a laptop, they put it on charge, they don’t tell anyone, leave it overnight, and they don’t have an office in the morning.”
A small penetration in a battery unit
can lead to large explosions and fires, much larger than the size of the battery would suggest. The example Humby showed was with a mobile phone penetration; when the battery is large, the effect is larger.
Humby spoke about an event in America where a defective electric vehicle was being delivered in a trailer, and the thermal runaway event blew the door off the trailer. The responders were unable to combat the fire with any traditional means, such as water or fire extinguishers.
DAMAGE CONTROL
If you are a business, get people to report damaged laptops or damaged mobile phones
Lithium-ion fires can’t be extinguished with such conventional means, as they are a chemical process rather than a ‘fire’ the biggest factor becomes mitigating risk. A lithium battery in a thermal event can launch projectiles to a range of 30 to 40 feet, according to Poole. Using blankets can alleviate this risk, as they can contain not only the fire but also limit any shrapnel, preventing damage to objects and, more importantly, people.
Poole adds: “We have developed a range of blankets, we have developed a pallet cover for transport storage. These products have gone through the new German 9489 standard which is based around lithium-ion battery fires for electric vehicles. Our products have gone through that test and passed. All our products go through independent testing.”
German standard 9489 is currently being used as there is no present British standard for lithium-ion firefighting, but a standard is said to be on its way.
COURSE OF ACTION
The introduction of standardised testing and regulations surrounding batteries are needed, along with lithium-ion firefighting equipment. Lithium-ion fires are rare, but severe when they occur.
Fire departments and experts currently believe containing a fire with a blanket and allowing the fire to burn out naturally is the best way to deal with them, but this all depends on the exact situation in which the fire occurs.
Ultimately, being informed, aware, and following the correct procedures mitigates the risk of a lithium-ion fire occurring and the damage it can cause if it does happen.
Clean Energy Safety Solutions
—
Supporting a Safer Journey to Net Zero
Dräger, with a legacy spanning over 100 years, is your trusted safety partner in this journey
We deliver comprehensive safety solutions tailored for the evolving clean tech landscape. From gas detection and respiratory protection to service and rental, we’re dedicated to protecting your team and assets in the face of new challenges across various sectors — be it hydrogen, carbon capture, battery production, offshore wind, waste-to-energy, or nuclear We are not just a supplier; we are a partner in your journey towards a safe and sustainable future.
Airless tyres eliminate punctures and blow-outs
AIRLESS ADVANCES
Jake
Holmes investigates the latest developments in airless tyre technology
The wheel was first invented around 3500 BCE, with its most recent major adaptation being in 1888 when John Boyd Dunlop invented the first practical tyre. Since then, tyres have undergone small design changes to make them more applicable to certain environments and applications, but the fundamental principles have remained the same.
This may now be changing, however. Michelin and Bridgestone are in the process of testing an airless tyre, first unveiled to the world back in 2019. Tests are currently ongoing,
with the prospect of the tyres helping to advance self-driving capabilities. There are a few current examples of real-world application, but these are presently limited due to the wheels still being in the prototype phase.
WHY CHANGE?
One of the key benefits of airless tyres is that they reduce the chances of punctures to zero. This decreases costs associated with crashes or delays due to tyre blowouts, leading to more reliable and on-time deliveries and improved knock-on effects throughout the industry.
There is also an environmental benefit, as the reduction in tyres being scrapped means higher efficiency of tyre use and less raw materials being required to service the same number of vehicles.
Michelin’s airless tyre – Uptis – is built on the company’s four pillars of innovation, with those being: airless, connected, 3D-printed, and 100% sustainable. The development signifies a move towards innovation, with an eye on self-driving vehicle requirements and eco-responsibility, as the tyres are both renewable and bio-sourced.
According to Michelin, implementing tyres that do not puncture creates a safer environment for commercial vehicles and further enables the use of self-driving vehicles in commercial settings. This is because employees would no longer be required to have the training to change a tyre, but would also not need to take on this responsibility.
This could potentially bring down labour costs and reduce operating costs, while lessening the overall cost of ownership for drivers. DHL and La Poste small vans have already been fitted with the tyres despite the technology remaining at prototype stage. According to the Financial Times, logistics groups are ‘very happy’ with the tyres, but at present they are not ready for further industrial use.
LOOKING AT THE TECH
Bridgestone and Michelin have developed the tyre using new computer-enabled structures and materials. The tyre is currently able to support up to 1-tonne vehicles driving up to 60km per hour. According to the partners, this is an improvement over solid tyres’ ability 10 years ago.
The implementation of computer generation has allowed innovations in design, enabling improved performance at higher speeds and weights. It has become feasible that the airless tyres could soon replace pneumatic tyres due to these developments.
The tyre is made up of a rubber thread that surrounds and encases a spoke structure. The spokes are able to bounce and bend at high speeds and weights without hindering fuel consumption. This provides a smooth and safe ride without compromising fuel economy, an improvement on previous airless tyres.
The spokes are made of glass fibre reinforced with plastic, creating a flexible load-bearing structure. The inner wheel is constructed using aluminium, as standard on many modern wheels. The outer wheel is still constructed of rubber to provide durability to the tyre.
FUTURE IMPACT
Japan is keen on implementing any technology that will aid driverless
Bridgestone and Michelin have developed the tyre using new computerenabled structures and materials
The tyres are in the prototype stage and undergoing testing
technology, with the tyres currently being trialled on shuttle buses and tourist vehicles. The country is hoping to introduce driver-less technology to rural communities due to the shortage of people in the labour market in the automotive sector.
Autonomous driving technologies may not require a driver, with the tyres supporting this. Self-driving vehicles support 24/7 operation and allows buses and trucks to operate throughout the night without needing supervision. This could have large economic and societal benefits.
In terms of drawbacks, changing over to the airless tyres could be a slow process. Production costs are much higher compared to pumped tyres and therefore raise initial purchasing costs. Costs most likely will be passed onto the consumer, which could potentially make it difficult for the new tyres to establish themselves within the market.
GOING FORWARD
Introducing airless tyres could have both economic and environmental benefits. Michelin estimates 20% of tyres are discarded due to either flats and rapid pressure loss, along with irregular wear and tear caused by poor tyre pressure. This number adds up to 200 million tyres per year, and two million tonnes of discarded resources.
Airless tyres could massively reduce this number, benefiting the environment as less raw materials will be required to process the same amount of tyres, and benefiting operators as less tyres will need to be purchased.
The tyres are still in testing, but once approved, we could see a massive change to how delivery and trucking services operate, and possibly taking us a step further towards implementing autonomous driving solutions.
The Uptis airless tyre
Dräger X-am 8000 personal gas detectors are used during vehicle maintenance
GAS DETECTION FOR FCEVS
The heavy-duty trucking industry stands on the brink of a transformative shift with the integration of fuel cell electric vehicle (FCEV) technology. Because of the growing potential for this zero-emission powertrain solution, it is important to consider its risks as well as the surrounding infrastructure and value chain.
The inherent properties of hydrogen — colourless, odourless, explosive as well as highly flammable — pose unique safety challenges that must be meticulously managed. Safety incidents relating to hydrogen and humans aren’t uncommon. According to an analysis of the Hydrogen Incidents and Accidents Database (HIAD) conducted by the
Dräger discusses safety technology crucial to ensuring the safety of heavy-duty fuel cell electric vehicles
European Hydrogen Safety Panel, human error accounted for 29% of all reported incidents from the database’s creation up until 2021, with 66% of all incidents happening within normal business hours.
Enhancing safety necessitates the development of a robust hydrogen detection system. With over a century of expertise in gas detection, Dräger advises that an effective stationary gas detection system should include a comprehensive network of essential components. Central to this system is a sensor housed within a gas warning transmitter, connected to a control unit. This unit plays a crucial role in triggering subsequent measures, such as activating alarms or operating ventilation systems.
THREE LANES OF STATIONARY DETECTION
Zooming in on the technology involved in stationary gas detection, there are three main components to consider: point gas detection, flame detection and ultrasonic gas leak detection. One layer for stationary detection is ultrasonic gas leak detection (UGLD), which utilises acoustic technology to rapidly detect hydrogen leaks within a radius of up to 15 metres from the source. This method is particularly effective in outdoor settings where wind may disperse hydrogen away from traditional point gas detectors. UGLD systems provide straightforward binary feedback, indicating either the presence or
FAUN Umwelttechnik is pioneering the integration of hydrogen fuel cell technology into its fleet
TEST, SAFETY, SYSTEMS
gas detectors are mainly used for continuous area monitoring of
absence of a gas leak, making it a great early warning tool for areas prone to hydrogen leaks.
Another possible layer of stationary detection is flame detection. Flame detectors are designed to identify the electromagnetic radiation emitted by the reaction products of flames, such as CO2 or H2O, from distances up to 40 metres. For hydrogen flames, which emit a unique infrared (IR) radiation spectrum distinct from those of hydrocarbon flames, specialised hydrogen infrared flame detectors are necessary. Hydrogen flames are almost invisible during daylight and therefore these dedicated detectors are crucial for identifying hydrogen fires and should thus be implemented in any environment where hydrogen is used.
A third layer for stationary detection is point gas detection. A point gas detector operates by detecting gas at a specific location, requiring the gas to directly reach the sensor. This technology is particularly effective in environments
where gas is prone to accumulate, such as confined spaces. It provides precise measurements of hydrogen gas concentration, quantified in the percentage of the lower explosive limit (LEL), ranging from 0-100% LEL. This capability makes it an essential tool for ensuring safety in areas where gas buildup could pose significant risks.
FAUN Umwelttechnik, a leader in the European market for waste collection and street cleaning vehicles, is pioneering the integration of hydrogen fuel cell technology into its fleet, used in the maintenance hangars at each FCEV parking space. Dräger PEX 3000 transmitters with catalytic bead sensors were installed in the roof area to detect any hydrogen that could rise quickly and collect under the ceiling in the workshop. These types of point gas detectors are mainly used for continuous area monitoring of the ambient air. They provide good long-term stability and a fast response time.
In addition to stationary detection
systems, mobile gas detection plays a crucial role in keeping workers safe when dealing with FCEVs and hydrogen leaks. FAUN Umwelttechnik integrates this approach by equipping technicians with Dräger X-am personal gas detectors (5000 series, sometimes 8000 series) during vehicle maintenance. This is advantageous as it provides flexibility and protection not only within FAUN’s service centres but also at customer locations where on-site maintenance is required.
For example, when a hydrogenpowered vehicle is brought into the workshop or a technician is dispatched to a site following a vehicle accident, portable Dräger X-am devices are employed for preliminary assessments. Technicians use these detectors in conjunction with a telescopic probe to methodically inspect the vehicle for potential leaks while it is still outside the workshop. This proactive measure ensures that any potential sources of danger are identified and addressed before the vehicle enters the facility, thereby preventing the formation of an explosive zone within the workshop environment.
TAILORED DETECTION FOR HEAVY-VEHICLE SAFETY
FAUN Umwelttechnik was able to find the right detection solution through careful advising, risk assessment and evaluation. Its work with Dräger gas detection experts was necessary because while there are plenty of options available for leak detection, there is no one-size-fits-all solution for a workshop or plant. A custom solution created by experts is the best way to maximise safety and ensure compliance with regulations. As FCEVs become widespread in more industries, Dräger advises that industry leaders plan ahead and make sure to not only consider the technology behind the powertrain or truck solution, but also how to ensure long term safety for facilities, workers and the environment.
Dion Stibany is segment manager industries Germany at Dräger. www.draeger.com
Point
ambient air
Joe Holdsworth, founder and CEO of Metis Engineering
The new sensors address critical safety and sustainability challenges in energy storage and transportation
SENSORS FOR SAFETY
This new family of advanced CAN-based environmental sensors is ensuring safer energy storage across the transportation sector
Advanced sensors are a crucial tool for engineers to monitor and mitigate risks within battery packs for electric vehicles (EVs) and hydrogen systems for fuel cell electric vehicles (FCEVs). Metis Engineering’s newest range of configurable CAN-based environmental sensors is designed to address critical challenges surrounding safety, emissions monitoring and operational efficiency in static energy storage, EV and HVAC industries.
The new sensor family is made up of three sensors - Cell Guard, H Guard
and Air Wise – that can be deployed across a wide variety of industries, including automotive and aerospace. In particular, their versatile design and CAN compatibility mean they can be easily adapted for use in emerging applications such as hydrogen refuelling stations and next-generation battery systems.
“We are thrilled to launch these innovative sensors that address the safety and sustainability challenges in energy storage head-on,” says Metis Engineering’s founder and CEO, Joe Holdsworth. “With lithium-ion batteries and hydrogen playing a vital
role in the clean energy transition and the need for enhanced emissions control in various sectors, our sensors offer critical solutions that ensure safe operations while supporting global climate goals.”
UNIQUE CAPABILITIES
Metis Engineering has designed and produced sensors for a wide range of transport applications, from bicycles and high-performance aircraft to motorsport and autonomous vehicles. With its latest releases, the company hopes to ‘redefine’ how engineers monitor and mitigate risks.
“Metis Engineering’s sensors are unique in that they combine a wide number of sensors into one easy to install package,” Holdsworth explains. “This included an optional accelerometer to give impact detection, an essential parameter that enables integrators to know what vibrations of loads a battery pack has experienced during its life or in the event of a collision. Coupled with easy connectivity via CAN connectors, the sensors are easy to integrate into battery management systems (BMS) where they provide much more information about the health of the pack than is typically available.”
PRECISION MONITORING
Despite Lithium-Ion-based energy storage systems becoming more robust in recent times, safety remains a crucial consideration.
“Sensors such as ours provide confidence and increase the safety for the end user in both electric vehicles of all types and energy storage applications,” says Holdsworth. “Whilst battery packs are inherently very safe, they make the headlines on the rare occasions when they go into thermal runaway.”
Metis Engineering’s new Cell Guard sensor provides real-time monitoring of LFP and NMC battery health, including early detection of cell venting and moisture ingress, dew point changes, shock loads and hydrogen generated by electrolysis within battery packs. Integrated CAN communication enables seamless data transfer, giving advanced BMSs to detect potential points of failure before they escalate. This enhances the longevity and safety of energy storage systems. Designed as an ideal solution for EVs, grid storage, battery R&D and industrial applications Cell Guard allows predictive battery health management while providing vital information for battery passports.
“The more information available on the environmental health of a battery pack, such as moisture ingress, dewpoint or impact detection, leads to better treatment of batteries to increase their useable life and also enables decisions as to whether they are safe for second life applications, which ultimately means less wastage,” Holdsworth adds.
We are thrilled to launch these innovative sensors that address the safety and sustainability challenges in energy storage head-on
Cell Guard provides real-time monitoring of LFP and NMC battery health
HYDROGEN LEAK DETECTION
With hydrogen growing in popularity as a means to decarbonise the transportation sector, leak detection is vital to ensuring safe operation. Metis Engineering’s new H Guard sensor is designed to detect even the smallest traces of hydrogen gas, ensuring early intervention prior to it collecting in explosive concentrations. Applicable to hydrogen-powered vehicles, fuel cells and refuelling stations, H Guard provides real-time alerts through CAN-based communication, allowing operators to respond immediately to leaks. According to Metis Engineering, the sensor’s accuracy and
responsiveness make it a vital tool in supporting the growth of the clean hydrogen economy.
MONITORING NOX AND CO2
The third new addition to Metis Engineering’s new sensor family is Air Wise, a high-precision sensor designed to detect NOx and CO2 levels within HVAC systems and ensure proper ventilation and compliance with emissions regulations. With CAN integration, the sensor enables dynamic data-driven control of ventilation systems in order to reduce energy waste, maintain optimal air quality and improve environmental sustainability.
ADVANCING AUTONOMY
These new chips are enabling car manufacturers to advance vehicle autonomy and safety within their automotive portfolio
Technological innovation within autonomous and Advanced Driver Assistance Systems (ADAS) is growing in momentum exponentially, as consumers demand more capabilities from their vehicles. Matching this demand, Texas Instruments (TI) has introduced a new range of automotive lidar, clock and radar chips to help manufacturers bring more autonomous features to a wider range of cars.
“Our latest automotive analogue and embedded processing products help automakers both meet current safety standards and accelerate toward a
collision-free future,” says Andreas Schaefer, TI general manager, ADAS and infotainment. “Semiconductor innovation delivers the reliability, precision, integration and affordability automakers need to increase vehicle autonomy across their entire fleet.”
REAL-TIME DECISION MAKING
Lidar is a key technology for autonomous vehicles, providing a detailed 3D map of the driver’s surroundings to enable vehicles to detect and react to obstacles, traffic and road conditions. The first product
in TI’s new range is the LMH13000 –the industry’s first integrated highspeed laser driver to deliver an ultrafast 800ps rise time, achieving up to 30% longer distance measurements than discrete solutions.
Eliminating the need for large capacitors or additional external circuitry, the device features integrated low-voltage differential signalling (LVDS), complementary metal-oxide semiconductor (CMOS) and transistor-transistor logic (TTL) control signals. According to TI, this integration supports an average 30% reduction in system costs while
TI has introduced a new range of automotive lidar, clock and radar chips for ADAS
reducing solution size by four times. As a result, design engineers can discretely mount compact, affordable lidar modules in more areas and across more vehicle models.
“One of the most important features of the device is the capability to provide pulses with only 2% variation over temperature,” says Anthony Vaughan, marketing manager high-speed amplifiers at TI. “The LMH13000 provides LIDAR developers with the ability to perform faster and more accurate object detection. Multiple devices can be used in parallel to achieve an even higher current.”
DESIGNING RELIABLE ADAS
Reliability is the cornerstone of electronics design for ADAS and invehicle infotainment systems. Devices must be able to work reliably in the face of temperature fluctuations, vibration and electromagnetic interference. Equipped with TI’s
One of the most important features of the LMH13000 is the capability to provide pulses with only 2% variation over temperature
BAW technology, the company’s new CDC6C-Q1 oscillator and LMK3H0102-Q1 clock generators increase reliability by 100 times compared to traditional quartz-based clocks, with a failure-in-time rate of just 0.3. Enhanced clocking precision and resilience in harsh conditions enable safer operation, cleaner data communication and higher-speed data processing across next-generation vehicle subsystems.
“TI is launching a complete portfolio of automotive clocking products based on our unique vocal acoustic wave technology,” says Xiaofan Qiu, the company’s product line manager, clock and timing solutions. “The clock is the heartbeat of every electronics system. Every microcontroller, high speed interface and data converter requires accurate clock references for them to function. At the heart of every clocking device is the resonator which generates the clock. Bulk acoustic wave is a TI resonator technology that uses PSO transduction to generate gigahertz frequency and a high Q resonance that can be integrated directly into a standard package containing other integrated circuits. TI is the first and only company that has productised this technology for timing.”
As Qui says, today’s cars are “becoming like servers on four wheels”, requiring huge amounts of computing and data to enable autonomous features. “As a result, this requires higher performance SOCs with high speed interfaces, which will require
higher performance clocks,” he says. “The amount of electronics within these systems is continuing to grow, so having a solution that can help simplify the design and solution size are highly preferred by customers.”
IMPROVING VEHICLE SAFETY
The final new launch within TI’s portfolio is a new front and corner radar sensor, the AWR2944P, which build on the company’s existing AWR2944 platform. The new sensor’s enhancements are designed to improve vehicle safety by extending detection range, improving angular accuracy and enabling more sophisticated processing algorithms.
Some of the sensor’s key features include an improved signal-tonoise ratio, increased computational capabilities and larger memory capacity. The sensor also features an integrated radar hardware accelerator that allows the microcontroller and digital signal processor to execute machine learning for edge artificial intelligence (AI) applications.
The new spate of automotive lidar. Clock and radar launches from TI is set to help engineers design adaptable ADAS for a safer, more automated driving experience, the company says. An automotive-qualified version of the LMH13000 is expected to be available in 2026, with preproduction quantities of the LMH13000, CDC6C-Q1, LMK3H0102-Q1, LMK3C0105-Q1 and AWR2944P available to purchase now.
MOTORING AHEAD
Jake Holmes sums up some of the upcoming training opportunities available across
the transportation industry
If your mode of transportation stood still, you would have a problem. The same is true for knowledge and know-how. Continuously bettering your skills and employees’ skills can be the key to creating competitive advantages in a tough economy.
HOME-GROWN TALENT
Electric vehicle charging engineering firm Petalite has called on industry and government to prioritise investment and opportunities for engineers and engineering companies in the UK, specifically in the West Midlands. The company is urging the Government to support the UK’s engineering community so that it can become a leader in sustainable engineering and help deliver on net zero targets.
“Recruiting engineers in the UK is a challenge, and it doesn’t need to be,” says Steve Gardener, CEO at Petalite. “Birmingham and the West Midlands have a rich engineering heritage, but we need to do more to ensure engineering courses prepare students for industry.
“Engineers by their nature love to innovate – so engineering that drives forward to electrification and decarbonisation of transport is an exciting place to work right now, but the UK can and should do more to develop the skills and interest in this area so that people consider it to be a viable and fulfilling career in the UK. We also need investment in infrastructure, housing and transport links so that engineers can confidently build their careers in this engineering heartland and so that businesses can attract, develop and retain the best talent. There is a fantastic opportunity for UK-based companies to rise to the challenge and take advantage of the opportunities that the Green Agenda provides.”
TRAINING UP
EKC Rail Engineering Training Centre
Recruiting engineers in the UK is a challenge, and it doesn’t need to be
offers specialist rail training courses at its facility in Shepherdswell. Coming up, they have a course on Rail Engineering Track Maintenance on the 1st of May, running through to the 31st of June. The programme is part-time and students will gain qualifications such as City and Guilds Level 2 NVQ Diploma in rail engineering track maintenance, City and Guilds Level 2 Certificate in rail engineering track underpinning knowledge, fire awareness, safety awareness, and more.
Meanwhile, the Rail Safety and Standards Board (RSSB) offer a range of remote and face-to-face training courses. Courses range from Carbon Literacy for Rail to Accident Investigation Training. Adding to the RSSB’s courses, it also has a plethora
of resources available for professionals who want better their craft. Online case studies can be accessed through the site’s library, and events and webinars can offer greater insight into a range of topics.
ELECTRIFYING THE FUTURE
Electric vehicles are an ever-growing market, and therefore, the need for knowledgeable employees grows with it. The Institute of Motor Industry (IMI) has over 500 accredited training centres across the UK, supporting 500,000 learners over the last decade. Learners can choose from in-person and e-learning options. All topics that can be covered, are covered, with the Institute offering courses across the automotive industry.
The Petalite team
Steve Gardener, CEO at Petalite
MOVING ON UP
Mobility will be reimagined once again at London’s ExCel in June as the entire mobility ecosystem comes together focused on tech, innovation and transformation.
Taking place 18-19 June, the 2025 edition of MOVE will gather more than 150 exhibitors, 200 start-ups, 500 speakers and 4,000 attendees from all levels of the mobility supply chain.
The event’s comprehensive conference agenda will discuss a wide range of topics crucial to accelerating the transport sector’s transition to electric, from AI and autonomous technologies to advances in charging and vehicle decarbonisation. Over 650 speakers will present their insights across the show’s 24 stages.
On the exhibition floor, meanwhile, solution providers from all areas of the mobility supply chain
will be showcasing their latest product, technology and service developments from across the spectrum of urban mobility.
Register for your ticket at: www.terrapinn.com/exhibition/ move/index.stm
EV SYMPOSIUM IN SWEDEN
The 38th International Electric Vehicle Symposium and Exhibition, EVS 38, will take place in Gothenburg, Sweden, between 15-18 June. Bringing together academic, government and industry professionals, EVS 38 is organised by the World Electric Vehicle Association (WEVA) and originally began in 1969 as an academic forum for global networking and exchanging technical information. As electric drive technologies progressed from the lab into the marketplace, EVS expanded into both an academic and businessorientated event.
For 2025, the event expects more
EVS 38 has highlighted some of the must-see presentations during the event
than 11,000 visitors to descend on Gothenburg from across the electric vehicle (EV) sector, made up of stakeholders, industry representatives, policymakers, associations, academics and researchers. Across the four-day
event, professionals from around the world will share the latest research, technologies, and innovations in the field of EVs through panel discussions and technological demonstrations. Around 300 exhibitors from over 70 countries will be participating in this year’s event, while nearly 400 experts have submitted their scientific papers as part of the Call for Abstracts organised for the congress.
Register for your ticket at: www.evs38.org/registration/ registration
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