The International Design Engineer team’s calendar has been packed full over the start of 2026 with a wide variety of industry events. Our reporters have trawled the trade show floors of Southern Manufacturing & Electronics for new advances in sustainable PCBs and substrates (see page 16) and Embedded World in Nuremberg for the latest developments in edge AI and electronics (see page 18). March saw us make the short journey across the channel to JEC World in Paris, where we learned how robotic LFAM is enabling new composite applications (page 12), explored the latest composite innovations across aerospace and automotive (page 30) and heard how advanced polyimide materials are targeting new applications in space systems (page 34).
Closer to home, we visited Make UK’s headquarters in London to learn about the latest success stories in advanced polymeric coatings (page 29), new innovations in integrated automation for OEM machines (page 42) and to hear how skills development and innovation is crucial for the advancement of automation across the industrial sector (page 47).
Our cover story, meanwhile, assesses the crucial role steer-bywire is playing as we enter the era of the software-defined vehicle (page 6).
Looking ahead to the springsummer period, our diaries are only getting fuller. The team will have boots on the ground at the likes of Hannover Messe, MACH and Smart Manufacturing Week – previews of what to expect at these events can be found from page 48.
Hayley Everett Head of Editorial
How steer-by-wire is playing a critical role in the evolution of softwaredefined vehicles
Cross-sector
Shared learning across automotive and aerospace is creating a stronger manufacturing landscape
The route to sustainable and circular electronics design
On the edge
How edge AI is transforming industrial and consumergrade electronics
NDT data is king
How the European Data Act is proving a turning point for NDT data
Cool it
The vital role of proportional valves in liquid cooling systems
Hydrogen heating
Unpacking the results of Ovako’s recent hydrogen reheating test programme
Powder-based polymers
How advanced polymeric coatings can reduce wear, friction and contamination
Propelling the future
A deep dive into Hexcel’s latest innovations across aerospace and automotive
Space shake up
How advanced polyimide materials are targeting new applications in space systems
Smart selection
Selecting a threaded insert for 3D printed assemblies
40
Designing drones
An engineering overview for UAV propulsion and motion subsystems 42
PUBLISHER
Jerry Ramsdale
EDITOR
Hayley Everett heverett@setform.com
DESIGN – Dan Bennett, Jill Harris
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Luke Wikner production@setform.com
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David Pattison
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John Abey | Peter King
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John Davis | Darren Ringer | Roy Glasspool
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Paul Maher | Iain Fletcher | Marina Grant e advertising@setform.com
Compact connection
Beckhoff’s new innovations in integrated automation for OEM machines
Cyber resilience
How OEMs can ensure compliance with the Cyber Resilience Act SKILLS ZONE
Sighting the skills gap New upskilling opportunities across the UK
Industrial automation innovation
Skills development and innovation for the advancement of automation
PREVIEW
48
Industrial AI takes centre stage
Hannover Messe returns with a renewed focus on industrial AI
Shopfloor innovation in focus
MACH returns to the NEC in April
Digitalisation driving UK industry forward
Smart Manufacturing Week takes place in June
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A NEW DIRECTION
According to ZF, the era of the softwaredefined vehicle is here. The company’s R&D expert, Jake Morris, tells Louise Davis why steer-by-wire is playing a critical role in this automotive evolution
Steering feel and driving characteristics can be adjusted purely on a software basis
In 2025, German tech manufacturing company ZF declared: “With our productionready steer-by-wire steering system, we are now launching the era of the software-defined vehicle (SDV).” Before discussing the steer-by-wire innovation, it’s worth clarifying what SDV, this latest automotive acronym, actually means.
Jake Morris, ZF’s site leader for its UK R&D Hub and portfolio director, Steer by Wire, explains: “We define the SDV era as one in which vehicle functions are centrally coordinated by software rather than siloed in individual hardware ECUs. With our Chassis 2.0 platform, we connect smart actuators (steering, braking, damping, roll control, air suspension) to a scalable, centralised software layer so handling, comfort and safety can be tuned holistically and updated over time.”
The company’s ethos is simply that ‘everything comes together in the chassis’ and migrating application software from the actuator to a central controller is key to delivering modularity, flexibility and scalability. “At the core of this approach is cubiX, our centralised chassis software platform,” details Morris. “It orchestrates all chassis and driveline actuators simultaneously across longitudinal, lateral and vertical dynamics (regardless of supplier), unlocking features such as by-wire
control and advanced manoeuvres that can’t be achieved by optimising components in isolation.”
The ‘by-wire’ name accurately sums up the concept here. In steer-by-wire, the concept involves removing the mechanical shaft between steering wheel and wheels and replacing it with a purely electronic, softwarebased connection. Morris describes ZF’s solution as offering “virtually limitless possibilities” for variable steering ratios, brand-specific steering feel, cockpit design freedom and seamless integration with driver assist and autonomous functions up to Level 4 and beyond. “It’s a foundational building block for SDVs,” he states.
TO THE WIRE
The significance of ZF launching a production-ready steer-by-wire system should not be underestimated. Various automotive players have been working on developing steer-by-wire systems for some decades now. The prohibitive costs associated with such a leap in technology were always a key hurdle, but as Morris observes, cost was far from the only challenge. “Steer-by-wire has taken time to reach production not because the concept lacked vision, but because the automotive ecosystem itself needed to evolve,” he emphasises.
“For decades, steering was a purely mechanical function supported by electronics. Removing the physical
Jake Morris, ZF’s site leader for its UK R&D Hub and portfolio director, Steer by Wire
steering column meant replacing something inherently simple and fail-safe with a system capable of delivering steering force, feedback, precision and redundancy entirely through mechatronics – and doing so at automotive-grade reliability, cost and scale. That required more than just advanced components. It required a fundamentally different vehicle architecture.
“Today, the vehicle is transitioning from a mechanical machine into an intelligent, software-defined system. This shift is what makes steer-bywire viable now,” he says.
THE ROAD AHEAD
Of course, ZF isn’t the only company producing steer-by-wire systems. Several automakers are developing their own proprietary systems, which seems to make good sense in the
context of a holistic approach to various inter-connected systems that will eventually be overseen by a single control platform. So, what advantages are there in relying on ZF’s expertise instead of trying to develop systems in-house?
“Automakers are right to view steer-by-wire as part of a broader, software-defined vehicle strategy,” Morris begins his answer. “The question is no longer whether the steering system should be mechanical or electronic – it is how seamlessly it integrates into the overall vehicle motion architecture. And this is where our steer-by-wire solution stands apart.”
Morris says that ZF has played a pioneering role in the development of steer-by-wire, which is a natural progression of its 80+ years’ experience in chassis and vehicle
dynamics technologies. “That heritage translates into a system designed not as an isolated steering solution, but as part of a fully integrated motion control ecosystem,” he comments.
The company’s steer-bywire system is enabled via the combination of high-integrity front axle steering actuators; advanced handwheel actuators that recreate natural steering feel; redundant system architecture for operational safety; and software-based vehicle motion control via cubiX. According to Morris, that last point is a key differentiator: “cubiX brings the ability to coordinate multiple chassis actuators in real time. Steering becomes part of an integrated vehicle motion control system rather than a standalone function.
“This delivers predictable and harmonised vehicle dynamics, scalable safety architectures and the ability for OEMs to continuously tune driving characteristics through software. In essence, steer-by-wire is no longer about replacing a steering column; it is about enabling a new control architecture for the SDV.”
Morris suggests that, rather than building a standalone proprietary steering solution, automotive OEMs can leverage ZF’s already validated hardware-software while focusing their internal resources on differentiation at the vehicle level.
“With actuator maturity, centralised architecture and increasing demand for software-defined driving experience, the industry has reached an inflection point,” he says.
STEERING A SAFE COURSE
Detractors of steer-by-wire systems (and there quite a few drivers who are dismissive of ‘game controller’style steering) have always flagged safety as a potential problem. Morris concurs that, “Safety is the defining requirement for steer by wire, and we have engineered our system to be fail-operational rather than merely fail-safe.” He adds: “By removing the mechanical steering column, steering can no longer depend on fallback – it must be guaranteed through a robust, multi-layered safety architecture from the outset.”
ZF’s steer-by-wire system uses
The steer-by-wire system
Software-based vehicle motion control via cubiX
OEMs can leverage ZF’s already validated hardware-software
redundant steering actuators, ensuring that steering capability is maintained even if one actuator path is compromised. Morris notes: “This principle of redundancy is proven in our other applications as well, where dual-torque sources, parallel control paths and independent power supply routes eliminate single point failures in by wire steering. The system also leverages our handwheel actuator, which provides precise driver input sensing and recreates natural steering feel without a mechanical link. At the vehicle level, the cubiX software coordinates steering together with braking and damping, ensuring stable and predictable behaviour even in degraded scenarios.”
And, Morris points out, this isn’t all just theoretical: “Our fail-operational architecture is already deployed in series production, including on the Nio ET9, the first vehicle on the Chinese market with a full steerby-wire system from ZF. With its layered redundancy and integrated control approach, our steer-by-wire system is designed to deliver steering performance and safety that meet
or exceed the expectations set by traditional mechanical systems.”
DESIGNING FUTURE MOBILITY
When asked for his thoughts on the role of steer-by-wire systems within the context of the future mobility mix, Morris reiterates that when removing the mechanical steering column, steering becomes a fully electronic, programmable function.
“This allows automated driving systems to interact directly with the vehicle’s motion control architecture, enabling the precision, responsiveness and predictability required for higher levels of autonomy,” he says.
“At the same time, eliminating the steering column opens up new possibilities in vehicle design and safety.” Such as? “Without a rigid mechanical linkage running into the cabin, engineers gain greater flexibility in cockpit layout and can optimise front-end structures to better manage crash energy and reduce intrusion risks,” Morris confirms.
He says that, for ZF, “Steer-by-wire is therefore not just about steering
EARLY ADOPTERS
Following the 2025 launch, ZF has already entered series production of its steer-bywire system and has secured multiple volume contracts globally. Morris reveals:
“Vehicles such as the Nio ET9 are equipped with the technology, and Europe will see its first application when Mercedes-Benz introduces steer-by-wire in 2026. The cubiX platform is in series production today in vehicles such as the Lotus Eletre, where it orchestrates chassis functions to enhance stability, agility and driving precision.”
– it is about enabling future vehicle architectures. Through integrated motion control software such as cubiX, steering becomes part of a coordinated dynamics system that supports both safety and automation.” Morris also notes that one of the key advantages of steer-bywire driving is that steering feel and driving characteristics can be adjusted purely on a software basis. “Manufacturer-specific brand characteristics can thus be implemented without special mechanical solutions – with advantages for scalability and cost-effectiveness,” he details. “It is no longer necessary to design special mechanical configurations for different models and versions. This also shortens development and assembly times. In this way, steerby-wire helps pave the path toward safer, more flexible and increasingly autonomous mobility.”
ACROSS-SECTOR LEARNING
Geoff Cousins, chairman of quality management group G&P, explores how knowledge transfer, shared learning and iteration across the automotive and aerospace industries is creating a stronger outlook for the engineering and manufacturing landscape of tomorrow
t a time when the automotive and aerospace sectors are navigating tumultuous supply chains and severe skills shortages, the ability to transfer engineering knowledge and process excellence across industries is critical. At G&P, we see from our automotive and aerospace clients the extent to which the flow of innovation from one sector can strengthen another, and how this can unlock more value for OEMs, suppliers and customers.
INNOVATION FLOW
For years, the automotive industry has been defined by high-volume production, cost optimisation and process improvement; OEMs and suppliers have honed complex assembly lines and robust quality management systems into incredibly refined operations. While in the past, aerospace firms prioritised low volume, extreme tolerance and longer change cycles, the last few years’ market trends have significantly shifted this focus.
Lean manufacturing, for example, which was once the mainstay of automotive engineering, now underpins much of the aerospace sector’s efficiency drive. From value stream mapping to just-in-time supply, the increased adoption of lean manufacturing has enabled aerospace manufacturers to streamline workstations, reduce waste and significantly increase productivity. The result being faster output, fewer defects and greater cost efficiency.
On the other hand, high-level
quality management techniques perfected to meet aerospace’s stringent regulatory demands are now more commonly found in automotive, particularly as the latter deals with the increased complexity of electrification, advanced driving technology and software, and intense international competition.
THE DIGITAL AGE
Digitalisation is another prime example of shared growth among both industries. Technologies such as digital twins and advanced analytics, once primarily associated with car manufacturing, are now a mainstay of aerospace. These solutions enable the simulation of profile-critical components before a single part is ever cut, delivering true precision while and speeding up development.
Aerospace, in turn, has driven forward the application of technologies such as composite materials and additive manufacturing. When tactically deployed in automotive, these approaches are helping in the area of lightweighting, crucial for the sector as EV
technologies mature and the global transition to electrification accelerates.
DECARBONISATION CHALLENGES
Despite reluctance from a few large global players, both sectors are still facing pressure to decarbonise and electrify. Here, the rapid progress automotive has made on battery systems, recycling and low-impact manufacturing is helping guide aerospace efforts to reduce the embedded emissions of engines and airframes, while aerospace-grade materials and components, originally developed for aircraft, are finding their way into next-generation vehicles.
With automotive and aerospace supply chains characterised by complexity, speed and scale, supplier management presents a major challenge for both industries. In fact, a recent report from KPMG highlights supply chain resilience as a key priority for aerospace manufacturers, and in a recent survey of global CEOs, 44% of respondents cited supply chains as the greatest threat facing industrial manufacturing.
Digitalisation is a prime example of shared growth among both industries
Increased adoption of lean manufacturing has enabled aerospace manufacturers to streamline workstations
At G&P we provide rigorous supplier auditing, process assurance and containment measures, all of which were pioneered in the auto industry and are now standard practice in aerospace programmes seeking faster ramp-up and product launches.
KNOWLEDGE-SHARING IS KEY
Innovation truly has no borders, and the most agile organisations are now recognising that sharing knowledge, skills and engineering nous between the automotive and aerospace industries drives up standards for all. However, the benefits of knowledge and skills transfer aren’t limited to these two sectors, and learnings
Automotive and aerospace supply chains are characterised by complexity, speed and scale
from aerospace or automotive can heavily influence technological and process developments in, for example, the defence sector. At G&P, we take pride in facilitating this cross-sector approach, enabling our clients to increase efficiency, cut defects and bring next-generation products to market with confidence.
Accelerating progress toward a stronger, more resilient future for the automotive and aerospace industries requires a flexible, collaborative approach to new and prevailing engineering challenges. By drawing on each other’s strengths, OEMs and suppliers from both sectors can alleviate any built-in weaknesses and unlock faster innovation, better quality and ultimately a higher standard for customers.
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Caracol’s core platform integrates an industrial robotic arm, extrusion system, modular build surfaces and proprietary automation software
LARGER THAN LIFE
Caracol founder Francesco De Stefano shares how robotic large-scale additive manufacturing is enabling new composite production applications
Large-scale additive manufacturing (AM) is rapidly moving from prototyping into production across industries such as automotive, rail, maritime and aerospace. One of the companies driving this transition is Caracol, which has developed robotic platforms designed specifically for the large-format production of composite components.
According to founder and CEO Francesco De Stefano, the company’s technology was created to address a gap in additive manufacturing capabilities at the industrial scale.
“Caracol was a company founded back in the day from a research programme to start from the advantages of AM and bring it to the large scale,” he explains. “Back in 2015 there were very few solutions for printing over the metre. We had the intuition of combining a six-axis robotic tool with geometrical flexibility to build an integrated platform.”
This approach resulted in the Heron AM robotic additive manufacturing system capable of producing large composite components using industrial robots, extrusion-based printing systems and integrated automation software.
FROM SERVICE BUREAU TO TECHNOLOGY PLATFORM
In the early stages of its development, Caracol validated its technology through internal manufacturing services before commercialising its systems. “We started as a service bureau using our own technology, created the applications for it, and then scaled up to offer our turnkey platform,” De Stefano explains.
A key differentiator for the company is the vertical integration of hardware, software, materials and process development. “We develop our
software, hardware and automation in-house to offer a complete solution, as well as a full ecosystem with application support and materials,” De Stefano adds.
Caracol maintains production facilities in Italy where the company designs, manufactures and tests its systems. The facilities include R&D, machine assembly and an aerospace-certified manufacturing centre. Operating internal production environments allows the company to continuously refine its manufacturing technology.
ROBOTIC AM FOR COMPOSITE STRUCTURES
Caracol’s Heron AM platform integrates an industrial robotic arm, extrusion system, modular build surfaces and proprietary automation software.
“We started with our platform, integrated robotic arm, extruder feeding system, different types of printing beds, as well as our automation and software behind to programme the machine,” De Stefano explains.
The system enables large composite structures to be produced directly from digital models. One example being demonstrated live at JEC World 2026 was a maritime air-grid structure. “Finished parts for maritime were one of the first applications of production we unlocked back three years ago and now certified parts from Caracol systems are all over in the yachting industry, shipbuilding industry, as well as different type of maritime applications,” De Stefano says.
These applications highlight how large-scale additive manufacturing can move beyond prototyping into functional end-use production components.
IMPROVING TRADITIONAL MOULDING
One significant benefit of the technology lies in its ability to remove traditional mould-based manufacturing steps. This is particularly relevant in industries where production volumes are relatively low but part complexity is high, such as motorsport. De Stefano describes a project involving a composite roof component for a motorsport vehicle.
Robotic large-format 3D printing a luxury yacht component
“The process today is still very manual, so you need to make a mould for such a complex geometry which has a long lead time and generates a lot of waste across the process if you’re milling out the parts of the mould. And of course, the high cost to put together the mould for low volumes,” he explains. “Our approach replaces all that by printing the part directly and post-processing it with the addition of glass fibre, lamination and wrapping wherever needed to increase the mechanical strength.”
This hybrid workflow retains traditional finishing techniques while eliminating costly tooling. “We’re removing a step that does not allow composite companies to be flexible, one that is very expensive, time-intensive and unable to be customised,” he adds.
CERTIFIED PRODUCTION IN RAIL APPLICATIONS
The company has also demonstrated the technology in rail transportation through collaboration with French rail manufacturer Alstom. Rail vehicles often involve large composite components produced in limited volumes, making them well suited for large-format AM.
“With Alstom, we did a two-year qualification programme in which we eliminated the mould, again, printed the part directly, and then finished with a material that is fulfilling the railway standards in terms of interior and exterior,” De Stefano says. “We are the only company in the world that is certified for printing railway parts for interior and exterior in the large-scale application segment, and we’re very proud of this collaboration, because rail standards are very, very complex.”
AUTOMATION AND AI-DRIVEN MANUFACTURING
Automation and AI play a central role in the platform’s manufacturing workflow. Caracol’s software converts CAD models into robotic toolpaths and simplifies programming for operators. “Through our software, we try to make it as automated as possible to programme the part,” De Stefano says. “You don’t need to be a robotic operator, the way we have developed the software allows you to have a userfriendly interface to guide you through the simulation.”
Caracol has also introduced digital monitoring and AI capabilities throughout its software ecosystem. “Our second module is an IoT platform that allows you to manage printer fleets, read what the system is printing, gather data around it and generate statistics, but most importantly, to monitor the process,” De Stefano says. The company is now integrating machine learning into the system to enable adaptive printing. “The ability to use the data that you’re gathering allows the machine to become smart, learn and adjust as it prints, not only to automate and shorten the process, but also to reduce downtime and eventual mistakes,” he explains.
Looking ahead, Caracol is targeting more demanding applications in aerospace and space systems. “The next step is enabling production for the aerospace industry not only at the tooling level but for applications such as manufacturing the fuselage for unmanned drones and producing high-strength composite parts for the space sector,” De Stefano adds.
SPECIALISING IN SLS
Scaling industrial SLS 3D printing in the UK
When Loop 3D Additive Manufacturing opened its high-end selective laser sintering (SLS) facility in Milton Keynes in 2025, the objective was simple but bold: build one of the UK’s most capable polymer production hubs for serious industrial customers. Within a year, the company had manufactured more than 200,000 parts, proving that additive manufacturing can deliver both speed and scale.
A DUAL PERSPECTIVE
Founded by additive manufacturing specialist Erkan Ustaoglu, Loop 3D entered the UK market with a unique hybrid model - combining machine development expertise with contract manufacturing. That dual perspective shaped the Milton Keynes site into a purpose-built SLS factory rather than a conventional print farm. Highthroughput SLS systems are supported by automated powder handling, breakout stations, vapour smoothing, and structured quality-control processes designed for repeatability. At the core of the operation is an industrial SLS machine park engineered
for volume production. Integrated powder management and on-site nitrogen generation allow continuous operation, while downstream finishing cells prepare parts for immediate deployment on production lines. The facility primarily serves automotive, motorsport, aerospace, and industrial engineering clients who demand fast turnaround and consistent output.
“Milton Keynes places us right in the heart of the UK’s engineering corridor,” says Ustaoglu. “Our customers need rapid delivery and absolute reliability –we built this site specifically for that.”
EFFICIENCY AND CONSISTENCY
Over the past year, LOOP 3D has produced jigs and fixtures, lightweight housings, ducting systems, and shortrun production components – often replacing traditional tooling methods.
Loop 3D’s industrial SLS machine park is engineered for volume production
Digital quoting tools integrated with manufacturing execution software enable customers to move from design upload to production within hours.
Reaching the 200,000-part milestone required disciplined operations. Standardised build preparation, in-process monitoring, and batch inspection routines ensure consistency across thousands of components, helping LOOP 3D build a reputation for industrial-grade SLS rather than prototyping volumes.
In just twelve months, the Milton Keynes facility has evolved into a highoutput digital factory – demonstrating how focused investment, automation, and process control can transform polymer additive manufacturing into a scalable production technology.
For UK manufacturers looking to localise supply chains and accelerate development cycles, LOOP 3D’s SLS operation offers a compelling blueprint for the future of industrial 3D printing.
SLS 3D printed components
BEYOND FR4
Lydia Arundel explores how sustainable substrates could help engineers balance performance, manufacturability and circular design
Most of a product’s environmental impact is determined long before it reaches the factory floor. Material selection, component architecture and printed circuit board (PCB) design choices made during development can ultimately define whether electronics are repairable, recyclable or destined for landfill.
As sustainability becomes an increasing concern, design engineers are being asked to balance traditional priorities such as performance, reliability and cost with the environmental impact of the products they develop.
WHAT A WASTE
E-waste is one of the fastestgrowing waste streams globally. Current estimates highlight the scale of the issue:
• 17% of all e-waste reaches a recycling facility
• Each person throws away around 6kg of e-waste annually
• 70% of the world’s toxic waste stream is e-waste
• Annual e-waste contains around $62.5 billion in recoverable metals
• Global output could reach 120 million tonnes a year by 2050
• Around 350 million tonnes of e-waste currently sit in landfills
These figures paint a stark picture. However, while the environmental imperative is clear, barriers such as performance requirements, cost pressures and advancing technologies
continue to slow the adoption of sustainable electronics. One of the most significant barriers to circular electronics lies in the PCB itself.
THE PCB PROBLEM
PCBs are a major contributor to e-waste, particularly those manufactured using FR4 - a flame-retardant, glassreinforced epoxy laminate. As a thermoset composite, FR4 is extremely difficult to recycle due to its crosslinked resin structure, resulting in circuit boards, embedded components, and valuable metals often ending up incinerated or sent to landfills.
As sustainability becomes a design consideration rather than simply a manufacturing challenge, engineers are beginning to explore alternative PCB substrates that balance performance with improved end-of-life recovery.
CERAMIC SUBSTRATES
Ceramic-based PCBs use materials such as alumina, aluminium nitride or beryllium oxide instead of fibreglass. These substrates are non-toxic and offer high thermal conductivity, low thermal expansion and strong electrical insulation.
HALOGEN-FREE FR4
Manufactured without brominated or chlorinated flame retardants, halogenfree FR4 reduces toxic emissions during disposal and supports safer recycling processes. These materials also improve thermal performance, signal integrity and corrosion resistance
while maintaining compliance with environmental directives.
BIO-BASED AND DISSOLVABLE SUBSTRATES
Flexible PCBs are increasingly incorporating bio-based materials designed for biodegradability or compostability. Polylactic acid (PLA), derived from renewable sources such as corn starch or sugarcane, is one example. Other solutions, such as watersoluble substrates made from natural fibres, facilitate the easier recovery of precious metals at end of life.
Engineers who begin integrating recyclability, disassembly and material recovery into their design choices today will help to shape the next generation of sustainable electronics
SOLUBOARD
Soluboard, developed by Jiva Materials, is positioned as a fully recyclable and biodegradable PCB substrate. Compatible with standard fabrication processes including etching, drilling, plating, and plated-through-hole (PTH) applications, it can be used in doublesided PCB designs without requiring major manufacturing adjustments. When placed in hot water, the substrate dissolves, allowing copper components and natural fibres to be recovered more easily. Jiva Materials states that Soluboard has a carbon footprint 67% lower than conventional
PCB materials and can save 10.5kg of carbon and 620g of plastic per square metre of PCB produced.
SOLVING THE CRISIS
Switching to sustainable PCB materials alone will not solve the global e-waste crisis, but it does represent an important step toward designing electronics with their entire lifecycle in mind.
Engineers who begin integrating recyclability, disassembly and material recovery into their design choices today will help to shape the next generation of sustainable electronics.
PCBs are major contributors to e-waste
ON THE EDGE
TI’s stand at Embedded World 2026
AI inference occurs locally instead of in the cloud
Saskia Henn was on the ground at Nuremberg’s Embedded World 2026 to investigate how edge AI is transforming industrial and consumer-grade electronics
In early March, Nuremberg was buzzing with engineers, systems architects, technical designers, hardware and software specialists and students. Approximately 36,000 visitors from nearly 90 countries attended Embedded World 2026 – a 13% increase from last year.
It is easy to explain the increase; the embedded systems market is expanding rapidly. According to a recent report from Fortune Business Insights, the global embedded systems market size was estimated at $114.75 billion in 2025, and is expected to rise to $212.74 billion by 2034. This surge is driven by industrial needs, as well as the growing expectation of embedded intelligence in smart IoT devices.
A DEPARTURE FROM TRADITION
The growing expectations for embedded technology were evident when exploring the halls of Embedded
MSPM0G5187 glucose monitoring equipment
At the heart of TI’s small MCUs is the TinyEngine neural processing unit (NPU), the brain for edge AI applications
MSPM0G5187 heart and glucose monitoring equipment in action
World. Software-defined vehicles, intelligent robots, low-power hardware and miniscule sensor technologies were just some of the tools on display. A departure from traditional deviceto-cloud systems was noticeable at this year’s show.
Italian manufacturer Seco, which produces embedded computing systems, IoT hardware and edge software technology, demonstrated this concept at its booth. Seco has recently collaborated with American semiconductor company Qualcomm to deliver high-performance, realtime and cloud-agnostic AI for use in industrial environments. This includes automation applications, computer vision and robotics.
The collaborative technologies are powered by Qualcomm’s IoT solutions portfolio Dragonwing, which addresses connectivity, computing and intelligence across a range of industries. Suitable for safety and monitoring tools, drones, 5G needs and industrial equipment diagnostics, Dragonwing supports low-power computing in edge AI systems.
One example featured at Seco’s
booth was Modular Vision with Qualcomm Dragonwing QCS6490. Modular Vision is a scalable humanmachine interface that translates complex, real-time data into visual, actionable information for industrial, automation and IoT applications. The compact, industrial HMI combines computer vision, voice command process and user interaction into a single device.
“You have to anticipate the consumption,” says Seco chief product officer Maurizio Caporali. “Generally what Seco does is work with our customers to define the right solution for their different kinds of products.”
Modular Vision is also integrated with Clea, Seco’s open-source software framework that unifies IoT infrastructure and scale edge AI with hardware and cloud-agnostic frameworks. Clea is applicable to a variety of operations, from transportation and industrial automation to medical and smart devices.
Clea enables intelligent technologies to break away from traditional cloud computing. Instead, use cases can rely on a preferred environment, whether
it be a public or private cloud, hybrid, or on premises infrastructure. This assists data-sensitive and remote operations and introduces an element of flexibility into operations.
In fact, in just the last few years, local AI inferencing has taken hold, introducing the possibility to run trained AI models on consumer-grade hardware. According to Caporali, the incorporation of local AI inferencing is something Seco aims to explore over the coming years. “Companies don’t want to give away all their data,” says Caporali. “The possibility to run locally has started to become very important for the new generation of edge.”
LOCALISED AI INFERENCING
The push toward local AI inferencing was noticeable at Embedded World. Semiconductor company Texas Instruments has been prioritising this approach and demonstrated its technology at its stand. So far this year, TI has introduced two MCU families (MSPM0G5187 and AM13E23019) which feature localised edge AI capabilities.
At the heart of TI’s small MCUs is the TinyEngine neural processing unit (NPU), the brain for edge AI applications. TinyEngine is a hardware accelerator which is integrated into C2000 and Arm-based MCUs. The addition of TinyEngine provides several advantages, including faster response times, lower power and cost, and greater security and reliability.
TinyEngine offers 2.56GOPS of computation performance for a range of neural network layer types while minimising flash memory footprint. It also lowers latency by up to 90 times per inference and reduces energy use by over 120 times per inference.
“In the past, nobody would be running Edge AI in such small microcontrollers,” says TI product line manager Yiding Luo. “To do that, you would have needed a higher-end, power-hungry microcontroller. Or even before that, you needed to send that information to the cloud.”
Luo has been at Texas Instruments nearly 10 years and a common theme he has seen is that customers are sometimes not aware how powerful their data is now that technology is catching up.
Edge AI has industrial uses, such as vibration and temperature monitoring
“The beauty of AI is that a lot of our customers have the data. They know their end market,” says Luo. “There are so many use cases. TI’s capability here is to turn ideas into possibility, and our customers have so many ideas because they know the pinpoint and they have the data.”
Many use cases have industrial origins, which is where the TI’s AM13E23019 MCU is particularly useful. Integrated with a trigonometric math accelerator, the MCU performs mathematical operations 10 times faster than CORDIC implementations and can control up to four motors simultaneously. It manages scenarios such as battery health monitoring, motor bearing fault detection, load imbalance, control algorithm optimisation and tuning and aircon arc fault detection.
SMALL STEPS TOWARDS SMALL DEVICES
Now that MCUs are reaching smaller sizes, the adoption of edge AI is not exclusive to industrial equipment. “You can have a small, affordable, lowpower device running edge AI because of the Tiny Engine NPU,” says Luo.
The MSPM0G5187 MCU is particularly focused on bringing intelligent decision-making to smaller technologies. With this MCU, TinyEngine can run edge AI neural network models for real-time sensor data processing in power-constrained and cost-sensitive applications. Smartwatches, washing machines, thermostats, medical devices and virtual voice assistants are some of the use-cases that are benefitting from this MCU.
“The appliance could be a car, appliance, heart monitor, diaper – it
can be anything, because data is everywhere,” says Luo. A diaper? Yes, because where there is data, there is potential to learn from it. If a sensor indicates that a diaper is full, or that a baby’s body temperature is too high, this information can aid in early detection while maintaining privacy. “You don’t want your baby’s diaper information to be on the cloud,” Luo points out.
The domestic application of edge AI could help to care for other vulnerable groups as well, through its adoption into socks, toothbrush and even wearable medical devices. One TI demonstration at Embedded World conveyed the potential small MCUs have in this area.
Those with diabetes, for example, would no longer have to prick their fingers several times a day to identify their glucose levels. Instead, a small device fitted to their arm could
constantly monitor levels, providing real-time feedback based on what the individual eats or drinks and catching spikes and drops early. Similarly, a heart monitoring device can allow individuals to remain monitored once leaving the hospital, and with minimal equipment interfering with their movements.
CHANGE BRINGS OPPORTUNITY
Edge AI is no longer exclusive to
higher-end applications, and as a result, the architecture of industrial and domestic technology is changing. Embedded technology is touching the end-customer more directly than before, with individuals benefitting from smart tools in their homes and on their bodies.
End-users of intelligent technology are not the only ones experiencing a change. Traditionally, companies have spent millions of dollars over years training engineers to interpret data before technological improvements can be made. Now, a technician who has trained for three months could use edge AI data to adjust as needed.
Lastly, during a time when cybersecurity breaches are on the rise, embedded systems are countering the risk with their own framework. Eliminating the trip to the cloud, or even just adding flexibility cloud infrastructure, can lower cybersecurity threats.
Overall, edge AI is developing rapidly, and along the way, it is fundamentally dismantling and rebuilding the very blueprints of intelligent technology.
INNOVATION THROUGH COLLABORATION
The entrance to Embedded World 2026
NDT DATA IS KING
Evident Inspection Technologies’ Emilie Peloquin explains how the European Data Act is providing a turning point for NDT data
As industrial systems become more digital, the value of inspection data is extending far beyond the moment it is captured. Increasingly, non-destructive testing (NDT) results feed into asset management platforms, analytics tools, and digital twins, creating a greater need for data accessibility and interoperability.
The European Data Act (EDA), now in force, introduces a regulatory framework designed to ensure users can access and share the data they generate through their use of connected products. For the NDT community, the implications are significant.
We spoke with Emilie Peloquin, executive director – global NDT applications engineering from Evident Inspection Technologies to understand what the EDA means for inspection data, equipment manufacturers, and asset owners.
WHAT IS THE EDA AND WHY HAS IT BEEN INTRODUCED?
At its core, the EDA clarifies who has the right to access and use data generated by products or devices. Over the past decade, industrial systems have become more digital and connected than ever. They generate vast amounts of operational data, yet access to that data has often been confined to proprietary software ecosystems. In some cases, users could view the data, but extracting it in a structured, reusable format was far more difficult.
The EDA looks to address that imbalance. It requires that users should be able to access the data generated through their use of a device in a structured, machinereadable form. The objective is greater transparency and interoperability, while reducing unnecessary barriers
Emilie Peloquin, executive director –global NDT applications engineering at Evident Inspection Technologies
to data portability. Although the legislation applies within the EU, industrial supply chains are increasingly global. Inspection data routinely moves between contractors, asset owners, and regulators across borders. The legislation reflects that reality by providing a clearer framework for long-term, accessible industrial data.
WHY DOES THIS MATTER FOR NDT?
Across aerospace, energy, rail,
automotive, and critical infrastructure, NDT inspection results form part of the documented evidence used to support safety, compliance, and asset life decisions. In many cases, that data must remain accessible for decades. Over time, this creates practical challenges: Software platforms evolve, file formats change, and equipment is upgraded or replaced. If inspection data is stored in tightly controlled or proprietary formats, retrieving and reanalysing it years later can become complex and costly.
From my perspective, the EDA mandates what many asset owners have long advocated: the data generated through use of inspection equipment should remain accessible and usable over time. For NDT, this reduces exposure to vendor lock-in and supports interoperability across software platforms, contractors, and international operations. In short, the regulations now align with the practical realities of long-term inspection data management.
WHAT DOES THE EDA REQUIRE FROM EQUIPMENT MANUFACTURERS?
The EDA requires manufacturers to ensure that users can access data generated through use of their products in a structured, commonly used, and machine-readable format. For NDT equipment manufacturers, this has practical design implications. Systems need to allow users to retrieve their inspection data directly and share it securely when needed. Data access can’t depend solely on a single proprietary software environment.
This means manufacturers must get serious about file structure transparency, export functionality,
documentation, and interoperability. They also need to consider future usability: not just whether data can be viewed today, but whether it can be interpreted and analysed using different tools over time. The regulation places a clear obligation on manufacturers to ensure that user access to generated data is practical, transparent, and unrestricted.
HOW ARE MANUFACTURERS RESPONDING – AND WHAT DOES THIS MEAN FOR THE FUTURE OF NDT?
In many ways, the NDT sector has already been moving in this direction. There has been growing recognition that inspection data needs to outlive the software and hardware that originally created it. As a result, several manufacturers have been working to make file structures more transparent and easier to integrate into wider digital environments.
At Evident, that preparation included developing the “.NDE” open file format, built on widely used technologies such as HDF5 and JSON. The goal was not simply regulatory alignment, but practical accessibility: ensuring our customers can retrieve and reuse their inspection data without being tied to a single software ecosystem. Our approach reflects where NDT is heading. Digital twins, advanced analytics and AI-assisted workflows all depend on clearly structured, interoperable data. In that sense, the EDA formalises a shift the sector was already making towards more open, future-ready inspection systems.
The regulation places a clear obligation on manufacturers to ensure that user access to generated data is practical, transparent, and unrestricted
Ultimately, the EDA signals that industrial data is no longer an afterthought, but a long-term engineering asset. For manufacturers, that means designing systems that address long-term ownership, data flow and interoperability. For asset owners, it strengthens confidence that records will remain accessible as technologies evolve – they’ll readily have data that is open, usable and prepared for future requirements.
As inspection data increasingly supports digital twins and AI-guided workflows, structured and reliable data flow will be as key as the inspection technology itself.
Evident’s OmniScan X4 Phased Array Flaw Detector
COOL IT
TLX Technologies’ Chad VanRens discusses the vital role proportional flow control valves play in liquid cooling systems
As electrically powered systems across all sectors grow increasingly complex, the number of loads competing for a finite amount of power grows too. Engineers are under constant pressure to find solutions that are as energy efficient as possible within ever-tightening design constraints.
This pressure is underscored by the rapid proliferation of new data centres. In a data centre, even small improvements to energy efficiency at the component level can deliver muchneeded power savings.
MAXIMISING EFFECTIVENESS
Electricity can account for as much as 30% of a data centre’s operating costs. While most of that is used for powering servers, networking, and other IT-related functions, a significant portion is used for the cooling systems, often between 30% and 40%.
Consequently, engineers work hard to design data centres to maximise power usage effectiveness (PUE), which is the ratio of the facility’s total power consumption compared to the amount of power consumed by computing operations. A key strategy for improving PUE is to improve the efficiency of the facility’s thermal management system.
For decades, data centres relied heavily on air cooling to keep servers cool. But air cooling is insufficient for AI, high-performance computing (HPC), and hyperscale data centres. It is also an energy hog. Consequently, liquid cooling systems are seeing increased adoption. Liquid cooling systems are better at heat transfer than air cooling and support higher power rack densities. They also use far less electricity –as much as 20% less.
VALVES ARE VITAL
Proportional flow control valves are cardinal components in liquid cooling systems. A facility with a single liquid-cooled server may use one or two valves. A hyperscale data centre with extensive use of liquid cooling may use hundreds or even thousands of valves. Regardless of the scale of the system, the impact of the valves should not be underestimated.
An ideal proportional valve would not require constant power to maintain state, would be capable of a true leak-free off state, and would have a predictable and repeatable relationship between setting and flow (zero hysteresis). A valve with these characteristics not only reduces the amount of power consumed by the valve but also improves the energy efficiency of the cooling system.
Many traditional proportional valves lack this combination of attributes. They always exhibit some hysteresis induced by mechanical friction, backlash, and magnetics. This can cause fluid pumps to run harder or longer to maintain target conditions. Depending on the
TLX’s discrete proportional valve system
design, they may also rely on constantly energised coils to maintain flow state. These characteristics reduce the system’s energy efficiency.
ENTER THE DPV
TLX Technologies developed the discrete proportional valve system (DPV) to overcome these deficiencies. This valve system employs a combination of latching solenoid valves of differing flow coefficients, which use only a short pulse of current to actuate and no current to maintain state. These valves are housed in a single manifold, providing steppedfunction flow control. The desired flow rate is achieved by opening and closing the valve members in specific combinations, and the flow rate is maintained without drawing current.
In a traditional proportional valve, the rate of flow increases or decreases in a linear fashion, but in the DPV, the flow rate changes in discrete steps and can be customised for four, eight, or 16 flow states with either a true zero-flow or low-flow initial state. By design, the DPV exhibits zero
By design, the DPV exhibits zero hysteresis
hysteresis because the same valve members open and close in the same combination for any given flow state, resulting in the same repeatable flow coefficient regardless of whether the flow rate is increasing or decreasing.
A true zero-flow state is also native to the DPV. Other forms of proportional control can achieve near-zero flow, but to do so they require tight tolerances. This increases cost and sensitivity to debris and wear. The DPV’s debris tolerance can be tailored to the needs
of the system, or the actuators can be isolated from the fluid flow, preventing ingress of debris to the actuators.
TLX’s engineers work closely with design teams to map out the best iteration of the DPV for their system. They consider a range of parameters that include power limits, size limits, flow requirements, number of flow states, how the flow rates should change from state to state, and whether the system requires an initial zero- or low-flow state.
Data centre liquid cooling systems
TLX’s engineers work closely with design teams to map out the best iteration of the DPV for their system
are just one example of where the DPV can pay valuable dividends. With energy efficiency being an overriding design consideration for an increasing number of applications that use liquid cooling, the DPV has the potential to realise significant energy savings.
Chad VanRens is a technical copywriter at TLX Technologies: www.tlxtech.com
Smart Industrial 2D Vision with Deep Edge AI
Gocator® 2D cameras combine high-speed imaging and deep edge AI (deep learning–powered intelligence executed on the device itself) in a compact, IP67–rated package. Built on the NVIDIA Jetson Orin NX, these cameras are powered by onboard GoPxL IIoT vision software. These cameras capture, inspect, and output results at up to 84 fps without the need for a PC, cloud, or middleware. They provide powerful inspection performance straight from the camera.
MATERIALS, PROCESSES, FINISHES
HYDROGEN HEATING
Ovako’s senior research and development engineer Tania Loaiza Uribe outlines the results of the company’s recent hydrogen reheating test programme
There is a clear environmental reason for steel producers to switch to carbon-free hydrogen to fuel their reheating furnaces, instead of the traditional propane (liquid petroleum gas – or LPG). However, some users wonder if this change might affect the properties of their steel, with special concerns related to hydrogen embrittlement (HE). Ovako set out to address this question with a research programme focused on the popular bearing steel grade of 803F.
WHY SWITCH TO HYDROGEN FOR HEATING STEEL?
Oxyfuel, using a mixture of propane and oxygen, has proved very successful as an energy-efficient way of heating the furnaces we use to bring steel up to the correct temperature of around 1200°C, ready for hot-working processes, such as rolling. So, why is a switch to hydrogen heating attractive? The answer is simple – it enables us to eliminate the emission of carbon dioxide (CO2) from the reheating process. When propane is combusted, it produces both water (H20) and CO2. But with hydrogen (H2) as the fuel, the only combustion product is water. That is why using hydrogen for reheating steel is a vital step in Ovako’s strategic path to energy
efficiency and decarbonisation. This strategy has already enabled us to achieve a 56% reduction in carbon emissions since the base year of 2015, we also have a carbon footprint 80% lower than the global average. Our ultimate ambition is to achieve zerocarbon emission steel.
FIRST TO HEAT STEEL USING HYDROGEN
Our hydrogen story began in 2020. That is when we completed the world’s first successful full-scale trial in a production environment of using hydrogen to heat steel before rolling. The trial, in which steel was heated using hydrogen instead of propane before rolling at our Hofors mill in Sweden, was successful, and testing of the steel produced showed that heating with hydrogen did not affect the quality.
A reliable, large-scale supply of hydrogen is essential to heat steel on an industrial scale. And in September 2023, we inaugurated the world’s first plant for fossil-free hydrogen for heating steel before rolling. The plant at Hofors uses alkaline electrolysis to break water down into hydrogen and oxygen. Not only was it the first electrolysis plant in the world at a steelworks, it was also Sweden’s largest electrolysis plant, being rated at 20MW and capable of delivering around 4,000 cubic meters of hydrogen per hour.
WHY IS HYDROGEN EMBRITTLEMENT A CONCERN?
One of the main reasons for concerns about using hydrogen for reheating steel is the potential risk of hydrogen embrittlement (HE). This is a process that reduces the fracture toughness or ductility of a metal, and hence its load bearing capability, due to the absorption of hydrogen atoms.
Single (monatomic) hydrogen atoms are small, that means they can easily permeate solid metals. Once absorbed into the metal, the hydrogen atoms find their way to voids or internal defects where they combine to form hydrogen molecules (H2). This creates internal pressure that can eventually reach a level where it causes cracks to initiate and propagate – the result is embrittlement.
HE is unlikely to have a significant impact in the reheating of steel due to the process conditions - 0.01 atm H2 partial pressure and 1200°C. This results in a low hydrogen diffusion coefficient in austenite with a solubility of 1 part per million (ppm). Nevertheless, it was important to carry out the practical test work to confirm this was the case.
COMPARING STEEL PROPERTIES WHEN HEATING
To evaluate the potential impact of hydrogen heating on steel properties
Figure 1: RCF test setup
Figure 2: The width and depth of the groove produced by the RCF were recorded
Figure 3: Groove and width measurements at different cycles after RCF test for 803F steel
MATERIALS, PROCESSES, FINISHES
we have focused initially on a popular bearing steel (803F). This was because the first customers who raised concerns about hydrogen heating were from the bearing industry.
ROLLING CONTACT FATIGUE
Rolling bearings undergo alternating contact stress within a small area. This can cause subsurface damage known as rolling contact fatigue (RCF). Ultimately, this manifests as fatigue damage. Samples of 803F heated using either propane or hydrogen were tested on a microprocessor-controlled flat washer test rig, as shown in Figure 1. When tested at 3000rpm under a pressure of 3GPa, no significant difference was found between the samples when subjected to between 1x108 and 3x108 stress cycles. This is illustrated in Figure 3
In RCF, diffusible hydrogen and hydrogen release from reversible traps may promote subsurface damage and white etching cracks (WECs) formation. We found that hydrogen heating does not accelerate or promote the formation of WEC.
JOMINY TESTING FOR HARDENABILITY
Specimens heated with propane and hydrogen were subjected to Jominy testing for hardenability. It was found that hydrogen has negligible impact on phase transformations and microstructural development during quenching. That means it does not affect hardenability.
Figure 4: Depth of decarburisation of 803F after heating with propane and hydrogen. The T and B designations indicate samples from the top and bottom of the ingot
DECARBURISATION
The results of decarburization testing are shown in Figure 4. Hydrogen heating did not alter the depth compared to propane, with only a minor reduction noted in samples from the bottom of the ingot.
ULTRASONIC TESTING AT 10MHZ
Ultrasonic testing was carried out at 10 MHz to determine the size and distribution of defects that could give rise to fatigue failures. The results are shown in Figure 5 and Table 1. The results show that steel heated with hydrogen is no different to propaneheated steel in terms of defect size since none were detected in both types of sample.
Figure 5: Ultrasonic scan at 10MHz frequency for 803F steel. (a) Samples heated with propane; (b) Sample heated with Hydrogen
ULTRASONIC TESTING AT 25MHZ
For a higher-resolution assessment of the steel cleanness, ultrasonic C-scans were performed at 25 MHz as shown in Figure 6. The results are shown in Figure 7 This shows that the heating method did not affect the cleanness of the samples, as the ultrasonic testing results remain consistent across all samples.
Figure 6: ultrasonic C-scan at 25MHz of sample heated by propane and hydrogen
ROTATING BENDING FATIGUE
15 steel samples were subjected to rotating bending fatigue (RBF) testing to evaluate their fatigue limit using the Staircase Method. This is based on a simple approach in which a specimen is tested at a given starting stress for a specified number of cycles or until failure, whichever comes first. If it survives, the stress level is increased for the next specimen, if it fails the stress is decreased.
Table 1: Calculation of number of defects larger than 0.2 mmFBH/ dm3
MATERIALS, PROCESSES, FINISHES
Figure 7: Relative cleanness assessed using 25 MHz ultrasonic examination
The samples that failed were studied using Scanning Electron Microscopy (SEM) to analyse the inclusion size, location, and fatigue initiation. The results from the fatigue tests are shown in Figure 8. The fatigue limit values for samples heated with hydrogen fall within the average range for the 803F steel grade, showing that it has had no impact on the steel’s fatigue performance.
MEASURING HYDROGEN UPTAKE
To quantify the hydrogen content in weight percent (wt%) and parts per million (ppm), we conducted melt extraction experiments. The final
sample geometry was a cylindrical shape with a diameter of 5mm and a length of 7mm. All measurements were performed in triplicate to ensure reproducibility and statistical reliability.
The melt extraction tests were performed in a Galileo G8 device equipped with an impulse furnace and a thermal conductivity detector. Before testing, the device was calibrated with gas of increasing volume (5% H2 in N2) to determine the calibration factor and constant. Melt extraction was performed at 1600°C with nitrogen as the carrier gas. Figure 9 presents the measured hydrogen
Figure 8: Fatigue limit values for 803F steel grades tested in the longitudinal direction, including heated 803F heated with hydrogen and propane
Key Benefits of Keronite / PEO Applications?
• Extreme hardness
• Corrosion resistance
• High strain tolerance
• Uniformly applied coatings
• Wear resistance
• Environmentally friendly
• High fatigue performance
Figure 9: Hydrogen uptake measurement by melt extraction in propane and hydrogen samples
content for samples reheated in both hydrogen and propane atmospheres. A large spread was observed on the data for both conditions, having a similar average value based on the four repetitions.
The results indicate that reheating in hydrogen gas did not lead to measurable hydrogen uptake compared to reheating in propane. This suggests that the reheating atmosphere had no significant influence on hydrogen absorption in the material.
Based on this test programme, we conclude that switching from propane to hydrogen heating has no impact on the mechanical properties of bearing steel 803F. Hydrogen embrittlement is not a concern due to minimal hydrogen absorption.
• High dielectric resistance (for electrical component applications)
• Plasma resistant coatings
Advanced polymeric coatings are increasingly being adopted across industrial manufacturing environments to address persistent challenges such as friction, wear, contamination and product flow reliability. Modern tribological coatings based on engineered polymers are providing alternatives to traditional metallic surfaces in applications ranging from food production equipment to packaging lines and conveyor systems.
One company developing such technologies is Igus, whose powderbased coating systems are designed to apply low-friction polymer layers to conventional metallic components.
According to product manager Alan Hicks, these coatings represent an extension of the company’s broader expertise in tribologically optimised polymers.
“You may know Igus from our polymer bearing technologies and products, and what we have now is a great powder coating material that can be applied to any conductive surface,” he explains.
The technology is designed to allow conventional steel or stainless-steel machine components to be retrofitted with advanced polymer surfaces that reduce friction, improve wear resistance and limit product adhesion.
MATERIALS, PROCESSES, FINISHES
POWDER-BASED POLYMERS
Igus’ Alan Hicks discusses how advanced polymeric coatings can reduce wear, friction and contamination in industrial systems
Igus offers several polymer powder coatings designed for different operating conditions and regulatory environments. These coatings are applied using a powder coating process similar to conventional industrial coating techniques. Igus also offers a full-service approach for customers that require component machining and coating in a single process.
“We take part of an existing machine that has already been coated or has had some sort of treatment work done to it, and we will sandblast it in order to edge the surface for the powder coating to adhere to,” Hicks says. “We’ll also clean and degrease it, then once it’s coated the part will be cured for around twenty to thirty minutes.”
Typical coating thickness ranges between 80µm and 120µm depending on the application.
PREVENTING PRODUCT CONTAMINATION
One of the major benefits of polymeric coatings is the reduction of product adhesion in food production equipment. Hicks describes an application involving a bowl feeder used to distribute condiment sachets into ready-made salad containers.
“The stainless-steel surface created friction and adhesion issues during operation,” Hicks explains. “We coated one bowl feeder as a sample for this particular customer. They tested it and the rate of flow of the sachets into the pots was extremely successful. We then coated the whole line, six lines in a row, and production was up with no stoppages.”
EXTENDING CONVEYOR LIFE
Another key industrial use case is wear protection in high-throughput conveyor systems. Hicks describes a project involving a major global brewery where bottle and can lines were experiencing severe wear at conveyor transition points. Previously the transition plate was made from stainless steel, which experienced rapid wear due to constant friction from the containers, leading to it needing to be replaced every few months.
“We coated it in our Iglidur IC-05 food-approved material and it has been operating for 20 months before it started to show signs of wear,” Hicks says. “The company purchased two plates from us. When one becomes worn, they take it off, put the next plate on and send the worn one back to us. We then sandblast it, recoat it send it back, so they don’t experience any downtime.”
DIGITAL DESIGN TOOLS
To support engineers evaluating coating options, Igus also provides a digital platform that calculates coating requirements and performance characteristics. The tool calculates the required coating quantity and material selection, while material data sheets and performance parameters are integrated into the system.
By combining low-friction performance, regulatory compliance and long wear life, these materials are enabling engineers to retrofit existing machinery with improved functional surfaces while avoiding the cost of redesigning entire mechanical systems.
PROPELLING THE FUTURE
We
hear from Hexcel’s experts on how the company’s latest innovations are paving the way for composite advancement across aerospace and automotive
FACC ultra-performance wing demonstrator is engineered entirely with Hexcel’s advanced aerospace materials
Backed by decades of innovation, Hexcel develops and manufactures innovative lightweight composite material solutions for key sectors, including aerospace, defence and automotive. As Chuck Cadena, VP global corporate & marketing communications, explains: “The key engine behind our business is R&D. In aerospace, our strong, lightweight materials address many issues for customers by providing the benefits of lower emissions, greater range, less fuel consumption. It’s not just the product itself, but the manufacturing processes and technologies as well.”
Hexcel’s diverse portfolio of lightweight material solutions spans high-performance carbon fibres, multi-weave fabrics, prepegs, resins, film adhesives, scalable thermoplastic solutions and more. International Design Engineer caught up with Cadena and other Hexcel experts at JEC World to find out how the company’s recent innovations and demonstrators are benefitting the commercial aerospace, defence and automotive markets.
CUTTING-EDGE PREPEG FOR HIGH-RATE PRESS MOULDING
HexPly M51 is a new, rapid-curing prepeg specifically designed for the high-rate production of primary structural composite parts using hotin/hot-out press curing. According to marketing Matrix manager Europe Pauline de Cuttoli, the product delivers an optimal balance of speed, efficiency and performance for aerospace applications.
“M51 was developed to achieve high performance with a short cure cycle,” she explains. “The key benefit of this product is that it delivers the same performance whatever cure process is used. With M51, there is no compromise; it delivers speed, flexibility and performance.”
With a rapid cure cycle of 40 minutes at 180°C, HexPly M51 significantly reduces production time and cost. This is particularly important when considering the predicted increase in manufacturing rate of single-aisle aircraft by manufacturers such as Airbus and Boeing, Cadena explains: “The production rates of
wide-body aircraft such as the A350 – the structure of which is made up of around 50% composite materials –are very low compared to single-aisle aircraft. The rate at which Airbus and Boeing are going to produce singleaisle aircraft is going to be much higher, so manufacturing composites more quickly is very important. The technology needs to meet the manufacturing profile.”
HexPly M51’s versatility also extends to other sectors requiring high-rate composite manufacturing, such as automated tape laying (ATL), automated fibre placement (AFP) and pick-and-place processes.
NEXT-GENERATION COSMETIC PREPEG FOR AUTOMOTIVE
For the automotive sector, HexPly M949 is a toughened, rapid-curing epoxy prepeg for high-quality carbonlook surfaces. Suitable for both press and autoclave, it is designed to deliver exceptional surface finish and high thermal resistance.
“Right now, circularity is key for the composite industry,” says Javier Munoz,
Hexcel develops and manufactures innovative lightweight composite material solutions for aerospace, defence, automotive and industrial markets
group product manager industrial at Hexcel. “In M949, 15% of the carbon content in the resin comes from biobased sources. We take carbon fibre that would otherwise be deposited in landfill and transform it into a prepeg that our customers can use to make automotive parts. The prepeg provides the same functionality, and the cosmetic aspect is even better than with traditional wovens.”
Hexcel’s recycled carbon fibre (rCF) prepeg range illustrates the company’s commitment to developing more sustainable composite solutions that lower carbon footprint and reduce landfill waste. “This is the first step, and in the future we will be launching more products with increasing recycled carbon fibre content and with higher performance,” Munoz adds.
INNOVATIVE TEXTILE FOR COMPLEX SHAPES
HexShape was developed with high design flexibility in mind, enhancing composite manufacturing with advanced woven net-shape fabrics engineered for complex 3D geometries. By integrating the final shape directly into the textile stage, HexShape simplifies production, reduces material waste and improves structural performance.
“The key benefit for customers is the ability to automate the process,” explains Béatrice Flageul, marketing reinforcements manager Europe. “With the continuous-fibre architecture, there is no weak point and less scrap. HexShape is ideal for complex shapes
within commercial aerospace engines, for instance, fighter jets and missiles.”
HexShape ensures optimised mechanical properties, uniform fibre distribution and strong dimensional stability across complex shapes. Available in carbon, glass or quartz fibres with multiple weaving styles, HexShape is compatible with infusion, RTM and prepeg processes.
THERMOPLASTIC COMPOSITE STRUCTURAL SOLUTIONS
The Hexcel booth also showcased several examples of advanced thermoplastic composite structural components developed with its various industrial partners. Hutchinson and ATC developed an engineered U-shape structural profile based on Hexcel’s HexPly PEKK/IM7 thermoplastic which delivered increased stiffness and strength for structural applications.
In parallel, ATC has also produced an Omega stringer up to 10 metres in length using a continuous compression moulding (CCM) process. The solution is compatible with welding technologies and supports the future integration of stiffeners in aircraft fuselage panels.
“We’re demonstrating the increased maturity of the processes we use for thermoplastics,” says Nathalie Schmitz, business development manager at Hexcel. “Thermoplastics are ideal for high-rate applications with short consolidation time. Our demonstrators highlight the potential of highperformance thermoplastic composites
HexPly M51 prepeg for high-rate press moulding
and show how fast and automated continuous processing technologies can be for long structural parts.”
THERMOSET FOR FILAMENT WINDING
Also on display at Hexcel’s booth was the company’s new hot melt Towpreg range which combines the performance benefits of Hexcel’s intermediate modulus carbon fibres with its expertise in epoxy resins and processing development. Manufacturing in partnership with Rimac Machines, Towpreg delivers precise resin content due to a novel impregnation process. The process enables faster processing compared with conventional wet winding, and also reduces machine cleaning and downtime.
Towpreg is suited to use in highperformance electric motors, as the hoop strength achieved in the carbon sleeve allows for higher rotational speeds. Towpreg can also be used in high-performance filament winding applications like high-pressure vessels.
STIFFER, STRONGER, LIGHTER CARBON FIBRE
Hexcel also highlighted the latest generation of its HexTow range, the HexTow IM11-R carbon fibre. Designed for advanced aerospace and industrial composite applications, the carbon fibre combines high strength, lightweight, superior stiffness, electrical conductivity, low thermal expansion, high thermal conductivity and corrosion resistance.
HexTow IM11-R offers excellent processability, ensuring near-perfect transfer of its mechanical properties to the overwrap vessel, and features a proprietary R-type sizing optimised for efficient winding. Benefits such as burst pressure capability, improved drop resistance and enhanced overall reliability allow for higher operating pressures, increased payload capacity and greater safety margins in demanding aerospace and space environments.
HexPly M949 cosmetic prepeg for automotive
BREAKTHROUGH COMPOSITE SOLUTIONS
Hexcel’s suite of next-generation composite products and technologies underpin its role as a key partner for commercial aerospace, defence, space and automotive markets. The company promotes a partnershipdriven approach to composite manufacturing, working with industrial partners across the supply chain to help build a robust circular economy. Hexcel also actively engages with industry associations and universities to support its R&D efforts and continue the advancement of composite technologies and manufacturing processes.
R&D is a key driver behind Hexcel’s business
HexTow IM11-R carbon fibre
Composites
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Capitalise on the growth of the Global composites market and join the expanding list of Composites UK member companies today.
“Our visibility across the composites community has not only increased since becoming members but also continues to allow us to deepen our knowledge about this innovative sector by working with our industry peers and specialists. Everyone at Composites UK is a pleasure to work with and we are looking forward to what is next in store.”
Julia Loeser, Sales and Marketing, DK Holdings
SPACE SHAKE UP
IST’s CEO and president Toshiko Sakane discusses how advanced polyimide materials are targeting new applications in space systems
Polyimide-based materials have long played a critical role in aerospace electronics and high-temperature engineering applications. However, new developments in transparent polyimide films and lightweight composite structures are opening additional opportunities in areas ranging from satellite systems to robotics and prosthetics. Recent developments from IST Corporation illustrate how material innovation is expanding the design possibilities available to engineers working in extreme environments.
According to IST president and CEO Toshiko Sakane, increasing interest in the company’s materials has been driven by their potential to address emerging engineering challenges in rapidly evolving industries such as satellite technology and humanoid robotics.
EXPANDING APPLICATIONS
Last year, International Design Engineer covered the launch of IST’s advanced polyimide fibre Imiditex; a novel composite material designed to work in synergy with traditional glass and carbon fibres to enhance their performance and unlock a whole host of new applications. Since then, Imiditex has attracted growing interest across multiple industries due to its combination of low weight, high mechanical stability and vibrationdamping properties.
“Since talking to engineers in the satellite industry, we’ve found that a lot of composite technologies especially in low-orbit satellites are still in the developing stages,” Sakane explains. While major subsystems such as propulsion, communications and solar power are advancing rapidly, some supporting mechanical
technologies remain less mature. “A lot of startup companies concentrate on the main technologies,” Sakane says. “But the sub-technologies like framing and unfolding are not yet completed or mature.”
This creates opportunities for materials that can reduce mass while maintaining mechanical performance in harsh conditions. According to Sakane, the properties of Imiditex make it particularly well suited for such applications. “Imiditex is lightweight and good for radiation and UV,” she explains. “This makes it the perfect material for the space use.”
The company believes demonstrating the material’s performance in demanding environments such as space could accelerate adoption in terrestrial industries as well: “Once we can prove Imiditex is an ideal material for harsh environments such as space, we can bring it down to Earth.”
Tormed film demonstrated at JEC World 2026
Several collaborative research efforts are already underway to evaluate these possibilities. IST has begun at least four different R&D projects with various partners involving extensive testing to generate independent performance data for Imiditex.
ROBOTICS AND PROSTHETICS
In addition to aerospace applications, Imiditex is also being considered for advanced robotics and prosthetic devices. The rapid development of humanoid robots has increased demand for structural materials that combine high stiffness with low mass and vibration damping, as Sakane notes: “Everything on a humanoid robot besides the ‘brain’ has to be extremely lightweight.”
Reducing structural weight directly affects the power consumption of mobile robotic systems, particularly those powered by batteries. At the same time, dynamic motion introduces mechanical shock and vibration that must be managed carefully to protect sensitive electronics. Sakane believes Imiditex could address both challenges simultaneously: “If they can use Imiditex for humanoid robotic legs, for example, it’s going to make it far lighter, stronger and also better absorb vibrations.”
Similar considerations apply in prosthetic limb design. “For artificial legs for humans, comfort is very important, as well as balance and strength,” Sakane says. “Imiditex is lighter and stable, and it absorbs shock and vibration.”
Potential applications for Imiditex include humanoid robotic legs
These characteristics could open new possibilities for structural designs that differ significantly from traditional metal-based mechanical components.
INTRODUCING TORMED
Alongside Imiditex, IST has also developed a transparent polyimide film known as Tormed, which introduces new capabilities compared with conventional polyimide materials. Polyimides are widely used in hightemperature electronic and aerospace systems due to their thermal stability. However, traditional polyimide films typically have a distinctive amber or gold colour.
Historically, this material has been used extensively in flexible electronics and insulation systems. Sakane notes that traditional films are commonly used for flexible printed circuits and compact electronic packaging. Rather than replicating existing variations, IST focused on developing a transparent version while preserving the thermal properties of conventional polyimide.
“We didn’t want to just make an imitation,” Sakane explains. “We made the film clear while maintaining its high-temperature performance up to 300°C.”
The transparency of Tormed introduces new possibilities for satellite thermal control and solar energy systems. Many spacecraft use polyimide films to protect internal electronics from radiation and
Tormed can provide new design possibilities for lightweight, thermally stable, and vibrationresistant systems
extreme temperatures. Transparent polyimide enables new design options. For example, solar panels and reflective surfaces can benefit from films that transmit or reflect light more effectively.
“If they have the clear transparent film, it reflects sunlight much more,” Sakane says. “Yellow absorbs some of the sunlight, but the clear one reflects.”
The material is therefore being evaluated for use in solar panel protection layers and thermal reflector systems on satellite structures.
SELF-HEALING IN SPACE
To validate its performance in space environments, Tormed has already been included in orbital testing experiments. Most notably, the material recently completed a year-long stint on the ISS. Although the detailed results are still being analysed, the material successfully completed the exposure period.
Researchers are also investigating self-healing conductive coatings that incorporate the transparent polyimide film. According to Sakane, one research group discovered a promising behaviour in silver-coated structures: “If an electric current is passed through the Tormed film, it heals cracks in the layer.”
Self-healing coatings could significantly improve the reliability of spacecraft components, where physical repairs are impossible after launch.
For engineers working in aerospace and advanced robotics, materials such as Imiditex and Tormed can provide new design possibilities for lightweight, thermally stable, and vibration-resistant systems operating in extreme environments. The company expects adoption to increase as satellite missions evolve toward longer lifetimes and higher reliability requirements.
Toshiko Sakane, president & CEO of IST
We are globally-renowned specialists with a 60-year legacy in the manufacture of threaded inserts for plastics, light metal alloys and composite materials.
We are globally-renowned specialists with a 60-year legacy in the manufacture of threaded inserts for plastics, light metal alloys and composite materials.
We hold millions of items in stock for quick delivery and offer a bespoke design service.
We hold millions of items in stock for quick delivery and offer a bespoke design service.
Whether you’re designing a new component or troubleshooting an existing one, our technical experts are here to help. With Tappex on your team, your small parts won’t become big problems – they’ll be the building blocks of your next great design.
Whether you’re designing a new component or troubleshooting an existing one, our technical experts are here to help. With Tappex on your team, your small parts won’t become big problems – they’ll be the building blocks of your next great design.
UK & Europe: sales@tappex.co.uk North America: sales@tappexinserts.com
& Europe: sales@tappex.co.uk
America: sales@tappexinserts.com
SMART SELECTION
LKathrine Ionkin, application engineer at SPIROL, explains how to select a threaded insert for 3D printed
ike injected moulded plastic assemblies, threaded inserts are commonly used in 3D printed assemblies to provide reusable threads and enhance joint strength. This white paper provides recommendations, design guidelines, and performance expectations for various threaded inserts used in Fused Deposition Modelling (FDM), Selective Laser Sintering (SLS), and Stereolithography (SLA) 3D printing processes, which are the most relevant additive manufacturing technologies for assemblies that benefit from the performance enhancements afforded by threaded inserts.
THREADED INSERT RECOMMENDATIONS
Threaded inserts come in various types, often categorised by their installation method, such as postmould heat/ultrasonic-install and cold press-in. The optimal insert type for a 3D printed application is determined by the host plastic material.
For thermoplastics (FDM and SLS)
Thermoplastics can be heated and cooled multiple times with minimal change to their properties. Therefore,
assemblies
threaded inserts can be installed into thermoplastic 3D printed assemblies using heat (thermal) or ultrasonics, or they can be simply pressed into or threaded into the assembly:
Heat/Ultrasonic Inserts: Recommended for assemblies requiring the highest tensile and torque performance
Press-In Inserts: Deliver moderate tensile and torque performance and are the simplest to install as they do not require specialised equipment
For thermosetting plastics (SLA)
Thermosetting plastics remain permanently solid after curing and
SPIROL Series 29 Long Heat/Ultrasonic Insert in a 3D printed yo-yo assembly
decompose rather than melt when subjected to high temperatures. Therefore, it is advisable to install threaded inserts in a “cold” condition:
Press-In Inserts: The most effective choice for thermosets
Self-Tapping Inserts: A viable alternative that may require less force to install, but limits back-out torque performance
Expansion Style Inserts: Most simple to install, however, performance is the least of all Insert styles
MATERIAL PROPERTIES
Insert performance is influenced by the properties of the host material.
15% Infill with two wall loops (left), 55% Infill with five wall loops (right)
Performance comparison for FDM and extruded/moulded plastics (FDM: 55% infill and five wall loops)
Heat/ultrasonic inserts provide the highest strength in 3D printed thermoplastics, while press-in inserts serve as a viable alternative, particularly for thermoset materials, where heat installation is not feasible
Tensile Strength: Measures the material’s property to resist plastic deformation
Flexural Modulus: Influences material stiffness and ability to distribute bending forces, critical in preventing deformation and ensuring proper load distribution Additionally, thermal properties will affect the installation process, as higher conductivity materials promote more uniform heat distribution, improving plastic flow and ensuring complete fill around the retaining features for a secure bond. Likewise, the heat deflection temperature for a given plastic will influence the temperature for heat or ultrasonic installation of the threaded Insert.
DESIGN GUIDELINES
The performance of a threaded insert in 3D printed materials is influenced by several key factors. This section outlines essential design guidelines, focusing on host hole size, material properties, wall thickness, infill, and layer thickness to ensure optimal performance of the threaded insert in 3D printing applications.
Hole size is critical for the performance of threaded inserts. SPIROL’s threaded insert catalogue provides guidelines for hole size, but 3D printing tolerances often exceed the recommended +0.08mm. Typical tolerances are as follows:
Industrial FDM printing: ±0.2mm
Desktop printers: ±0.3-0.5mm
SLA printers: ±0.1mm
SLS printing: ±0.3mm
To mitigate variation, one option is to drill holes in the plastic host, which reduces variation but may compromise reinforcement in FDMprinted outer walls. Alternatively, iterative development can be done until the optimal hole size is achieved.
Threaded inserts require sufficient solid wall thickness in the surrounding area to meet performance expectations. For optimal insert performance, design the number of outer wall loops to create a solid feature (boss) of at least 1.5 times the insert’s knurl diameter. For an M6 threaded insert, this occurs at 6 wall loops (at 0.4mm nozzle diameter).
Maximum performance potential is reached with a boss of at least two times the insert knurl diameter. Regarding FDM, insert performance increases linearly with infill density. For optimal insert performance, design with an infill density of greater than 50%. In general, thicker layers result in weaker inter-layer bonding as there are larger voids. Best insert performance typically occurs around 0.16-0.2mm layer thickness for FDM and SLS, where tensile strength is optimised.
INSERT PERFORMANCE COMPARISON
Let’s compare the performance of three different series of M6 threaded inserts; Symmetrical (SPIROL INS 29 Long) and asymmetrical (SPIROL INS 19 Long) heat-installed, and a press-in threaded insert (SPIROL INS 50) in common 3D printing materials. Detailed comparative test results are provided for FDM, SLS, and SLA printed components. These insights will help designers choose the
optimal threaded insert based on specific performance requirements.
KEY TAKEAWAYS
Heat/ultrasonic inserts provide the highest strength in 3D printed thermoplastics, while press-in inserts serve as a viable alternative, particularly for thermoset materials, where heat installation is not feasible. Thermoset plastics inherently limit insert options to press-in methods. Key findings indicate that threaded insert performance improves with increased infill density and wall loops in FDM printing, with optimal results at a layer thickness of 0.16-0.2mm, 50% or more infill, and number of wall loops equal to or higher than the nominal metric insert size.
Results show that at high infill and wall thickness, FDM 3D printed components carry approximately 70-80% of the performance in an equivalent moulded material. While SLS components exhibit high theoretical strength, their microporosity can carry approximately 50-70% of the performance compared to moulded plastics.
SPIROL Series 19/20 (top) and Series 29/30 (bottom) Heat/ Ultrasonic Inserts
MOTORS, DRIVES & CONTROLS
DESIGNING DRONES
An engineering overview for UAV propulsion and motion subsystems
Unmanned aerial vehicles (UAVs), commonly referred to as drones, have evolved from experimental platforms into mission-critical systems across defence, industrial, and commercial sectors. Modern drones support applications ranging from intelligence and surveillance to infrastructure inspection, logistics, agriculture, and emergency response. As these platforms become more capable and autonomous, the performance demands placed on their electromechanical subsystems have increased significantly.
A recent whitepaper from global engineering firm Allient provides a technical overview of motor technologies used in drone systems, key performance parameters, and the engineering considerations that guide motor selection.
DRONE-BASED MOTOR APPLICATIONS
Electric motors serve multiple functions within a drone platform, broadly divided into propulsion and precision motion
systems. The most visible application of motors in UAVs is propulsion. In multi-rotor platforms, individual lift motors generate the thrust required for vertical take-off, hovering, and manoeuvring. In fixed-wing or hybrid vertical take-off and landing (VTOL) aircraft, propulsion systems may include separate motors optimised for vertical lift and forward flight.
Some advanced UAV architectures incorporate tilting or rotating propulsion assemblies that transition between vertical and horizontal orientations during flight. These mechanisms impose additional mechanical and control requirements on motor systems, particularly regarding torque control, structural robustness, and dynamic response.
PRECISION MOTION AND PAYLOAD SYSTEMS
Motors are also widely used in payload stabilisation and positioning mechanisms. Gimbal systems supporting cameras, radar, LiDAR, and other sensors rely on precision motors to maintain stable orientation under
Allient’s outer-rotor motors. Image via Allient
motors for drone systems is available via its website
dynamic flight conditions.
Unlike propulsion motors, gimbal motors must provide extremely smooth torque output, minimal cogging, rapid acceleration, and fine positional control. Additional auxiliary motors may also be integrated into control surface actuators, landing gear systems, or mission-specific mechanisms.
MOTOR TECHNOLOGIES USED IN UAVS
Most drone systems rely on brushless electric motor technologies due to their efficiency, reliability, and controllability. Outer-rotor configurations are widely used in propulsion systems. In this architecture, the rotor surrounds the stator, allowing the propeller to be mounted directly to the rotating outer shell.
This topology provides several advantages for drone propulsion: High torque output at relatively low rotational speeds
Simplified mechanical integration with propellers
Improved cooling due to rotor exposure to airflow
Outer-rotor motors typically have higher inertia than inner-rotor designs; however, in most UAV applications the propeller inertia dominates system dynamics, making this trade-off acceptable.
Inner-rotor motors are more common in gimbals and auxiliary motion systems. Because the rotor is located inside the stator, these motors exhibit lower rotational inertia and faster dynamic response. Many are implemented in frameless configurations, allowing direct integration into custom mechanical structures and also into existing bearing assemblies.
Axial flux motors are an emerging option for UAV applications, particularly where compact form factors are required. These motors feature a large diameter and short axial length, enabling high torque density and low-profile packaging. Their geometry makes them particularly attractive for precision motion systems such as gimbals, where space constraints and smooth torque characteristics are critical.
KEY PERFORMANCE PARAMETERS
Motor selection for drone systems differs significantly from traditional industrial motor sizing. In propulsion systems, thrust generation is typically more relevant than torque alone. Engineers must evaluate how much thrust a motor–propeller combination can produce relative to its own mass and the overall system weight. High thrust-to-weight ratios are essential for payload capacity, manoeuvrability, and climb performance.
Motor efficiency directly impacts energy consumption and therefore flight duration. High-efficiency motors reduce battery load, enabling longer mission times and reducing thermal stress on the propulsion system. Efficiency must be evaluated at realistic operating points rather than peak conditions.
The KV rating, which defines the relationship between motor speed and applied voltage, must be matched carefully to the propeller and mission profile. An improperly matched KV value can reduce efficiency, increase thermal stress, or limit thrust capability. Mechanical characteristics – including
MOTORS, DRIVES & CONTROLS
Allient’s axial-flux motors. Image via Allient
bearing life, vibration behaviour, and structural robustness – are particularly important for long-duration or highperformance UAV platforms.
DESIGN ENGINEERING CHALLENGES
Thermal design is one of the primary engineering challenges in UAV propulsion systems. Unlike many industrial motors, drone motors rely heavily on airflow generated by propeller motion and forward flight for cooling. This airflow enables significantly higher power density but also complicates performance specifications. A motor rated for high power under forced airflow may overheat rapidly if operated without sufficient cooling. Engineers must therefore evaluate thermal assumptions when comparing motor ratings.
Weight minimisation is a dominant design constraint. In many cases, designers accept operating conditions that would be avoided in traditional industrial machines, such as pushing magnetic materials closer to saturation. Although this can introduce nonlinear electromagnetic behaviour, it may be justified when the goal is maximising power output per unit mass.
Reliability expectations also differ from conventional industrial equipment. While industrial motors may be designed for decades of service, many drone motors are optimised for operational lifetimes measured
in hundreds or thousands of hours. Understanding these trade-offs is essential when balancing performance, durability, and mission risk.
EMERGING TRENDS
Several trends are shaping the future of UAV motor design. Increasing demand for supply-chain assurance and regulatory compliance is driving greater emphasis on traceable components and controlled manufacturing processes.
At the same time, system designers continue to push for higher power density, improved thermal utilisation, and tighter integration between propulsion, sensors, and structural components. Emerging mission profiles – including hybrid VTOL aircraft, counter-UAS systems, and long-endurance surveillance platforms – are introducing new requirements for continuous operation and high reliability.
For engineers developing nextgeneration drone platforms, successful motor integration requires careful consideration of thrust generation, thermal behaviour, efficiency, and mission-specific constraints. By evaluating motors within the context of the complete propulsion system, including propellers, airflow conditions, and operational profiles, engineers can optimise performance while maintaining system reliability and mission assurance.
COMPACT CONNECTION
Beckhoff’s Bradley McEwan discusses the latest innovations within the company’s integrated automation platform for OEM machines
Compact automation systems have traditionally been assembled from components sourced from multiple vendors. While this approach can reduce initial hardware costs, it often introduces integration complexity, multiple software environments, and higher lifecycle engineering effort.
According to Bradley McEwan, business development manager at Beckhoff Automation, the company’s new product series for OEM machine builders aims to address these issues through a tightly integrated automation architecture.
Controllers, HMIs, drives, and I/O modules are frequently sourced independently, requiring separate configuration tools and software platforms. This fragmented approach increases system complexity: “You have multiple pieces of software, multiple connection points, multiple points of purchase, but also multiple points of failure,” McEwan says. “When one component changes from a supplier or goes obsolete, you end up in a vicious cycle… you’re redesigning to stay where you are as a machine builder.” The result is engineering effort spent maintaining compatibility rather than improving machine performance.
LINUX-BASED CONTROL PLATFORM
The new Beckhoff platform targets compact machines operating typically in the two- to four-axis range. At the centre of the system is a Linux-based industrial controller designed to run Beckhoff’s TwinCAT automation software environment. McEwan notes that the choice of operating system was deliberate. “Linux is lightweight… there’s lots of Linux talent out there and lots of Linux third-party bits of software that you can integrate
into your ecosystem.” By using the open operating system, OEMs can integrate third-party applications alongside automation functions while maintaining compatibility with Beckhoff’s software stack.
The controller provides access to Beckhoff’s broader automation ecosystem, including motion control, visualisation, and industrial communication functionality implemented as software runtime modules. Rather than deploying multiple dedicated hardware devices, these functions can be configured directly within the software platform.
A key element of the system architecture is integration with the EtherCAT industrial Ethernet protocol. Developed by Beckhoff, EtherCAT enables deterministic real-time communication across distributed automation components. In the compact OEM architecture, EtherCAT serves as the primary communication backbone connecting controllers, drives, I/O modules, and actuators. The network uses standard Ethernet cabling, enabling simplified installation and scalable machine layouts.
“Our wiring system is a single RJ45. You can wire around your machine, making it very, very efficient,” McEwan explains. The architecture removes the need for additional network infrastructure such as switches, reducing both wiring complexity and panel space requirements.
NEW SEVO AND INVERTER DRIVES
Alongside the controller platform, Beckhoff has introduced a series of cost-optimised motion products aimed specifically at compact automation systems. These include new servo drives designed for two- to four-axis applications and integrated directly
into the TwinCAT configuration environment. The drives communicate over EtherCAT and use standard RJ45 connectivity, reducing wiring effort and enabling centralised configuration through Beckhoff’s software platform. If hardware needs to be replaced or upgraded, configuration changes can be implemented within the same software environment.
The company is also entering the inverter drive segment for the first time with this product range. McEwan explains that inverter drives are widely used in compact OEM machines due to their cost advantages, making them a key addition to the platform’s actuator portfolio.
The drive portfolio is complemented by a range of cost-optimised motors designed for compact automation systems. These motors use a single-cable design to minimise wiring complexity and panel space requirements.
Additional devices include integrated stepper motor solutions in which the controller electronics are mounted directly on the motor assembly. This architecture allows the motor to be connected directly to the EtherCAT network. As McEwan describes the configuration, “if you imagine your back plane around your machine is an RJ45 you’re just tapping off connections for actuators, IO, servo drives.”
Together, the Linux-based controller, EtherCAT communication backbone, new servo and inverter drives, and compact motor portfolio form a unified automation platform aimed at smaller OEM machine builders. By integrating control, communication, and motion components into a single architecture, the system is designed to reduce engineering effort, simplify wiring, and provide long product lifecycles for compact automation systems.
The AM1000 economy servomotor
CYBER RESILIENCE
Lenze shares its expertise on how OEMs can ensure compliance with the Cyber Resilience Act
Lenze guides companies on how to align with the CRA requirements efficiently
In a rapidly evolving industrial landscape, the integration of cybersecurity with automation and digitalisation has become crucial, particularly for the machine building sector. With the European Union’s Cyber Resilience Act (CRA) set to redefine security standards, machine builders need the tools and expertise to thrive securely.
Lenze’s approach focuses on a seamless transition to compliance with the CRA by embedding security into every stage of product development and operation. This includes secure infrastructure, encryption protocols, and advanced user authentication systems, ensuring that machine builders can confidently adopt new technologies without compromising on security.
COMPREHENSIVE SECURITY FRAMEWORKS
The CRA mandates that all components and systems must adhere to strict security standards. Lenze has responded by enhancing its product portfolio to be fully compliant, from controllers and gateways to software solutions. As Jurgen Rijkers, head of
corporate product management for drive motion & software at Lenze, explains: “All our products need to be proven to the Cyber Resilience Act. This means developing them securely, ensuring they meet the highest standards of encryption, access control, and threat detection.”
To support machine builders, Lenze offers a suite of secure tools that simplify compliance. These include encrypted data management, secure VPN access via the X500 gateway, and integrated firewalls across all devices. By adopting these
solutions, manufacturers can mitigate risks and ensure that their machines are protected against evolving cyber threats.
PROACTIVE SECURITY
In addition to secure products, Lenze is committed to helping manufacturers build in-house cybersecurity expertise. Through targeted workshops and expert consultations, Lenze guides companies on how to align with the CRA requirements efficiently. The goal is to create a proactive security culture where compliance is
Jurgen Rijkers, head of corporate product management for drive motion & software at Lenze
continuously maintained rather than seen as a one-off requirement. “This is not something starting in 2027. It will continue into 2028, 2029, and beyond. Building expertise now is essential,” says Rijkers.
To facilitate this, Lenze’s workshops cover critical areas such as encryption standards, secure remote access protocols, and best practices for software updates. This proactive approach not only ensures compliance but also helps manufacturers build resilience against potential cyber threats in the future.
SECURE LIFECYCLE MANAGEMENT
At Lenze, we understand that cybersecurity is also about protecting business models and revenue streams. The secure lifecycle management solutions offered by Lenze enable machine builders to deploy updates confidently, ensuring that new app versions can be rolled out without security risks.
By using encrypted communication standards like OPC UA, HTTPS, SSH, and SFTP, manufacturers can safeguard sensitive information during updates and maintain compliance with the CRA. This secure approach to lifecycle management allows OEMs to focus on innovation and growth, knowing that their digital assets are protected.
BUILDING A FUTURE FOR AUTOMATION
As the CRA becomes the new standard for cybersecurity in the EU, manufacturers must adapt swiftly
The CRA mandates that all components and systems must adhere to strict security standards
to stay competitive. Lenze’s endto-end approach to cybersecurity – from secure infrastructure and encryption to expert-led training –sets a benchmark for the industry.
Marc Vissers, head of marketing communications & sales support Europe west at Lenze
Marc Vissers, head of marketing communications & sales support Europe west at Lenze, highlights the company’s vision: “Our goal is to show OEMs the value of partnering with Lenze. By combining secure products with expert services, we empower our customers to build cyber-resilient systems that drive innovation.”
With the CRA on the horizon, Lenze’s comprehensive and secure solutions provide machine builders with the confidence to embrace digital transformation securely. By prioritising security by design and offering expert guidance, Lenze is helping the industry move forward securely and confidently.
SIGHTING THE SKILLS GAP
New upskilling opportunities across the UK
BRINGING ADVANCED MANUFACTURING TO THE NORTHEAST
MTC Training is expanding its national footprint with the launch of a new training centre in North Tyneside, aimed at addressing regional skills shortages in advanced manufacturing and engineering.
The new facility, MTC Training Tyneside, will be located at Cobalt Park near Newcastle and is scheduled to open in summer 2026. The centre will provide hands-on technical training, initially focusing on upskilling and reskilling programmes before introducing apprenticeship delivery later in the year.
Part of the wider Manufacturing Technology Centre, MTC Training will use the site to extend its established training model from existing centres in Coventry, Oxfordshire and Liverpool into the Northeast. The aim is to support regional manufacturers in adopting new technologies, improving productivity and building a skilled workforce pipeline.
From September 2026, the centre will deliver Level 3 and Level 4 apprenticeships, including programmes for mechatronic maintenance technicians, engineering fitters and manufacturing support technicians. An automation and controls pathway is also planned, subject to funding approval. The first cohort is expected to include 48 apprentices.
The project is backed by Lloyds Banking Group, extending a longstanding partnership with MTC. Total funding now exceeds £18.5 million through to 2029, supporting a target of training more than 6,500 apprentices, engineers and graduates across all sites.
The expansion aligns with broader regional investment, including a £1 billion financing commitment from Lloyds to support North East businesses. With demand for skills rising in sectors such as offshore wind and electrified transport, the new centre is expected to play a key role in strengthening the region’s advanced manufacturing capability.
LEEDS TARGETS YOUTH SKILLS GAP
Manufacturers and engineering firms across Leeds are intensifying efforts to address the sector’s skills shortage, as youth unemployment reaches its highest level in more than a decade.
The Leeds Manufacturing Festival 2026 has returned with an expanded programme aimed at connecting employers directly with young people and promoting pathways into engineering careers. The initiative comes as unemployment among 16–24-yearolds has risen to 16%, highlighting the urgency of improving access to vocational routes such as T Levels, apprenticeships and graduate schemes.
Backed by a broad coalition of manufacturers, the festival includes site visits, careers panels and handson activities designed to improve awareness of modern manufacturing roles. Participating companies range
from established firms such as AW Hainsworth, Brandon Medical and Kirkstall Precision Engineering to SMEs including Involution and Bensons Panels.
Industry body Make UK is supporting the event, with policy director Verity Davidge highlighting the sector’s strong earning potential and career diversity.
Alongside employer engagement, the festival will host student-focused showcases, teacher visits and a two-day STEM event expected to attract around 2,000 school pupils.
The programme also includes the annual awards ceremony recognising emerging talent in the sector.
By facilitating direct engagement between industry and education, the festival aims to strengthen the regional talent pipeline while helping manufacturers secure the skilled workforce required to support future growth in the sector.
Engineering firm RSE Control Systems has two manufacturing facilities in Leeds
The MTC Training Tyneside facility
INDUSTRIAL AUTOMATION INNOVATION
GAMBICA’s Nikesh Mistry discusses the importance of skills development and innovation for the advancement of automation
Industrial automation is entering a period of rapid transformation driven by digitalisation, robotics, sustainability goals, and increasingly complex regulatory frameworks. As these shifts reshape manufacturing and engineering environments, skills development has become a critical factor determining whether organisations remain competitive or fall behind. According to Nikesh Mistry, sector head of industrial automation at GAMBICA, the ability of engineers and companies to continually update their capabilities will define the next phase of industrial innovation. GAMBICA, a UK trade association representing multiple technology sectors including industrial automation, process instrumentation, laboratory technology, and test and measurement, positions knowledge development as one of its central priorities. As Mistry explains, “our three main pillars that we function by are knowledge, influence and community.” The organisation supports its member companies through best-practice guidance, industry coordination, and engagement with universities to address emerging technical and workforce needs.
The urgency of skills development is reinforced by changing industry priorities. Mistry notes that “49% of members said that they were focusing on new product development, and 65% in the next five years prioritise digital tech.” These trends highlight the increasing importance of digital engineering capabilities, from embedded systems and automation software to data-driven manufacturing.
THE NEED TO UPSKILL
Technological change has historically transformed the nature of work, and the automation sector is no exception. Engineers who adapt by developing new competencies –
such as software integration, data analysis, cybersecurity awareness, and advanced automation design – can transition alongside technological change. Those who do not risk becoming disconnected from the evolving needs of the industry.
LESSONS FROM INDUSTRY DISRUPTION
Several well-known corporate examples illustrate the consequences of failing to adapt skills and strategies. Companies that were once market leaders lost relevance because they did not recognise or respond to technological shifts. As Mistry states, “BlackBerry failed to see the shift from keyboards to smartphones and touch screens.” Similarly, Blockbuster underestimated the impact of digital distribution platforms, demonstrating how established firms can be disrupted when innovation outpaces organisational learning.
By contrast, companies that prioritise ongoing development can reposition themselves successfully. Mistry highlights Apple’s transition from its early focus on music players to the broader ecosystem surrounding smartphones and connected devices, showing how reinvention often depends on the ability to integrate new technologies and skills into existing engineering frameworks.
INNOVATION AS CULTURE
A recurring theme in the automation sector is the need to treat innovation as a continuous organisational capability rather than a discrete initiative. Mistry explains that companies that fall behind often make the mistake of “seeing innovation as a project, not as a culture.” In contrast, successful organisations invest in new technologies while simultaneously developing the skills
needed to deploy and support them.
This shift also requires engineers to understand the broader systems surrounding modern automation platforms. Increasingly, innovation involves building ecosystems rather than standalone products, integrating hardware, software, cloud platforms, and data analytics into cohesive solutions.
COMPLIANCE AS A SKILLS CHALLENGE
Another emerging area of expertise is regulatory compliance. Rapidly evolving standards around cybersecurity, sustainability, and product lifecycle transparency are adding new technical requirements for manufacturers.
Mistry emphasises that engineers must develop knowledge in these areas alongside core engineering skills. “Compliance isn’t something that is easy to understand or easy to break down,” he explains, but it is essential for maintaining competitiveness. New regulations such as cybersecurity requirements for connected equipment and digital product passports will require manufacturers to develop capabilities in areas such as vulnerability management, lifecycle data tracking, and secure product design.
Ultimately, the transformation of industrial automation highlights the importance of continuous professional development. As manufacturing systems become more connected and intelligent, engineers must expand their competencies beyond traditional mechanical and electrical domains to include digital technologies, cybersecurity, and sustainability considerations.
Organisations such as GAMBICA play a critical role in facilitating this transition by sharing knowledge, supporting industry collaboration, and helping companies navigate complex technological and regulatory changes.
DIGITALISATION DRIVING UK INDUSTRY FORWARD
Taking place on 3–4 June, Smart Manufacturing Week 2026 will bring together more than 13,500 engineers, manufacturers and technology providers for what is billed as the UK’s largest festival of advanced manufacturing.
The event delivers a comprehensive overview of the technologies shaping modern industry, spanning design, production and maintenance. With over 450 exhibitors and 200 speakers, the programme is structured to support organisations
at every stage of their digital transformation journey – from early adoption through to fully integrated smart factory deployment.
A central feature is the Smart Factory Expo, where suppliers will showcase hardware, software and integrated solutions addressing challenges such as productivity, connectivity and operational efficiency. The exhibition is complemented by solution theatres offering practical, supplier-led presentations focused on real-world engineering problems.
Digitalisation remains a key theme, explored in depth at the Manufacturing Digitalisation Summit, which will examine the impact of technologies including AI, IoT, digital twins and advanced analytics on competitiveness and profitability. Meanwhile, Innovation Alley will highlight emerging startups and next-generation technologies
expected to influence manufacturing over the next decade.
Beyond the exhibition and conference programme, the event incorporates hands-on demonstrations, networking sessions and interactive features designed to encourage peer-to-peer engagement. A dedicated STEM programme will also connect students and apprentices with industry, supporting future workforce development.
By combining strategic insight with practical implementation, Smart Manufacturing Week 2026 offers engineers a valuable opportunity to evaluate new technologies, exchange ideas and identify solutions to current and future manufacturing challenges.
SHOP FLOOR INNOVATION IN FOCUS
The UK’s flagship manufacturing exhibition, MACH 2026, returns to the NEC Birmingham from 20–24 April with a strong emphasis on knowledge sharing, practical insight and shopfloor innovation.
While the exhibition floor will showcase the latest machine tools and production technologies, the 2026 edition places particular weight on its expanded seminar programme. Delivered across three theatres, sessions will address key industry challenges including economic recovery, industrial strategy, additive manufacturing risks and AI adoption. Contributors include representatives from Make UK, Lloyds Bank and the Advanced Manufacturing Research Centre, offering a mix of economic analysis and applied engineering expertise.
A new feature for 2026 is the Speakers Corner, located in Hall
17. Designed for time-pressured visitors, the programme will deliver concise 20-minute presentations with integrated Q&A sessions, enabling rapid engagement with emerging technologies and solutions. Participating companies include Mastercam, Machine Tool Technologies and Razor Ltd.
Tooling innovation will also be a
major focus, with a dedicated seminar series addressing cutting tools, machining strategies and process optimisation. These sessions aim to provide actionable guidance on improving throughput, reducing costs and enhancing product quality—key priorities for manufacturers operating in a competitive global market.
Organised by the Manufacturing Technologies Association, MACH continues to serve as a central meeting point for the UK manufacturing community. By combining technology showcases with practical learning formats, MACH 2026 is set to deliver both strategic insight and immediately applicable solutions for engineers and production specialists alike.
INDUSTRIAL AI TAKES CENTRE STAGE
Hannover Messe 2026 will return with a renewed focus on industrial AI, automation and digital transformation, positioning itself as a key platform for manufacturers navigating increasing cost pressures and technological disruption.
With around 3,500 exhibitors spanning mechanical engineering, digital technologies and energy systems, the 2026 edition introduces a new thematic layout designed to improve visitor navigation and align technologies more closely with real-world industrial applications. The show aims to demonstrate how AI-driven systems, automation and digitalisation can be deployed to enhance productivity, resilience and sustainability.
A major theme this year is Industrial AI, which is rapidly
becoming integral to modern production environments. Real-time data analytics, adaptive process control and predictive optimisation are enabling measurable gains in efficiency while opening new data-driven business models. The event will also spotlight “Physical AI” – systems embedded directly in machines, robots and production lines – highlighting the convergence of software intelligence with hardware execution.
The exhibitor line-up includes global technology leaders such as Microsoft, Siemens and Schneider Electric, alongside automation specialists including Beckhoff Automation and Festo. New participants such as Rockwell Automation, Agile Robots and DMG Mori underscore the growing convergence of robotics, AI and connected manufacturing.
In addition to the exhibition, new networking formats – including masterclasses, expert panels and matchmaking sessions – will facilitate knowledge exchange across industry, academia and startups. A new Centre Stage will host senior figures from business and government to address industrial strategy, innovation and digital infrastructure.
With Brazil as partner country, Hannover Messe 2026 will also emphasise international collaboration, supply chain resilience and the strategic importance of global industrial partnerships in an increasingly complex geopolitical landscape.
Hannover Messe 2026 preview event
Boker’s Inc.
Boker’s, Inc., is a full-service manufacturer of precision metal stampings, washers, spacers and shims. Since 1919, nearly every industry around the world has trusted Boker’s to provide quality made-to-order components, world-class service and fast delivery.
T +1 612 729 9365
E sales@bokers.com
W bokers.com
Lenze
Lenze is a global automation specialist supplying drive, control and software solutions for machine builders. Its electromechanical and automation technologies support efficient industrial machinery across the lifecycle, from design and commissioning to operation and optimisation.
T +44 (0) 1234 753200
E sales.uk@lenze.com
W www.lenze.com
PCE Instruments
Develops, manufactures and distributes test instruments, scales and balances and selected laboratory equipment for industry, trade and research. In addition to pre- and after-sales support, calibration and repair are also offered.
T +44 (0) 161 464902 0
E info@pce-instruments.co.uk
W www.pce-instruments.com
GET INVOLVED
e advertising@setform.com
t +44 (0)207 253 2545
Gold & Wassall Hinges
With over two centuries of experience in the hinges industry, Gold and Wassall provides a fully comprehensive design and manufacturing service for any kind of hinge for practically any application.
T +44 (0)1827 63391
E enquiries@goldwassallhinges.co.uk
W goldwassallhinges.co.uk
LMI Technologies
As the global leader in 3D scanning and inspection, LMI Technologies works to advance quality and productivity with 3D sensor technology.
E contact@lmi3d.com W lmi3d.com
HIOKI
HIOKI, founded in Japan in 1935, leads precision test and measurement technology. Renowned for advanced electrical current sensors, power electronics, and battery solutions, we deliver uncompromised accuracy and innovation built and engineered in Japan.
T +49-(0)6196-76515-0
E hioki@hioki.eu
W shop.hioki.eu/
North Composites Engineering
A highly professional company who over the last 14 years have trained and actively empowered the composite sector. Experts in composite services, we provide world class training, consultancy and equipment to the Aerospace, Marine, Wind Turbine and Automotive sectors.
T +44 (0) 1942 665292
E info@northcompositesengineering.co.uk
W www.northcompositesengineering.co.uk
RECOM Power
RECOM produces standard and custom DC/ DC, AC/DC converters, switching regulators, and LED drivers from sub-1W to tens of kW. Headquartered in Gmunden, Austria, RECOM is known for quality, innovation, wand excellent customer service.
T +43 7612 883 25 700
E info@recom-power.com
W recom-power.com
Rutland Plastics
With 70 years of experience, we offer a full range of plastic injection moulding services across all sectors with the ability to make plastic parts from 1g to 45kg and up to 1.5m in size.
T 01572 723476
E enquiries@rutlandplastics.co.uk
W www.rutlandplastics.co.uk
Signal Capture and Creation – made easy!
Connect via Ethenet/LXI to any PC, Laptop or Network
Install the divers (Windows or Linux) and sta t! SDKs (C/C++, Python, MATLAB, LabVIEW etc.) and powe ful software tools included
Digitizer Netboxes
From as low as 5 MS/s to ultrafast 10 GS/s, we offer 95 variants, so you don’t overpay for unwanted channels, speeds or bandwidths.
Generator Netboxes
These Arbitrary Waveform Generators (AWGs) produce practically any waveform. Extremely precise and low-noise, e.g. for moving single atoms in quantum research.
Generator + Digitizer
Multi-channel AWG + Digitizer in one box! Ideal for stimulus-response and closed-loop applications!
SPEED 40 MS/s to 1.25 GS/s
CHANNELS 2+2 or 4+4 or 8+8
RESOLUTION 14 to 16 bit
VARIANTS 14 different models
SPEED 5 MS/s to 10 GS/s
CHANNELS 1 to 48
RESOLUTION 8 to 16 bit
VARIANTS 95 different models
SPEED 40 MS/s to 10 GS/s
CHANNELS 1 to 48
RESOLUTION 16 bit
VARIANTS 47 different models
DDS-Generators
Up to 50 DDS cores on one channel! Each DDS core (sine wave) can be programmed for frequency, amplitude, phase, frequency slope and amplitude slope with just a few simple commands – instead of making large data array calculations.
