Q: Could you briefly explain your role, involvement, and experience with regards to EV batteries?
Alex Groombridge, Echion Technologies (AG): I am the Chief Technology Officer (CTO) and cofounder of Echion Technologies. I have been involved from the early stages of battery material discovery and development. This includes moving through to cell prototyping (e.g. pouch, 21700, 4690 cylindrical), and involvement with EV companies on their needs and requirements.
Dario Bignamini, REE Automotive (DB): As a Chief Project Engineer at REE Auto, my role is to facilitate the design and delivery of zero emission fully-flat platforms ‘Powered by REE’ with HV batteries to enable the best possible performance and range without functional compromise.
James McKergan, Alexander Dennis (JM): I am mainly involved with the selection of the correct battery fit form and function to meet the specific demands of our product range. This includes analysis of duty cycles to select the most suitable chemistry. Within the bus industry one of our key challenges is to balance the amount of energy on board to deliver the required range and payload our customers need. When we combine this with the relative low volume it makes selection of the correct batteries to integrate into our products critical to the success of vehicles.
Manos Polioudis, Talos Technology (MP): I have been developing powertrains for the last 12 years, for many major OEMs. EV development is an integrated system development, and while my expertise is on the motor and transmission segments, I have always been involved with the battery discussions and testing since this is so close to my expertise. In my current role, I support the development of full systems and the tools for battery testing and validation.
Sam Haig, RSBruce Metals & Machinery (SH): I have worked in battery recycling and the vehicle recycling sector for over a decade. Before working at RSBruce I was at Axion Recycling, part of the S Norton & Co Group, the UK’s largest independent metal recycler. After developing a lithium-ion battery recycling process there, I moved to RSBruce to establish the UK’s first commercial recycling facility.
Q: Many OEMs are pledging to be fully electric by 2030/2035, in light of this what would you say we need next to ensure a mainly electric vehicle presence in the market in the UK?
AG: The obvious and concise answer is to scale, and to do that quickly. Of course, behind that top line answer are many challenges and issues that need to be addressed. Three big ones are, supply chain, capital infrastructure and technological excellence. In a bit more detail, the supply chain has to address the issue of simple raw materials sourcing and availability which is a critical concern in a highly competitive market with limited supply.
Investment will be required in capital infrastructure. This will have to be at a significant level as it is not easy to have an operational, large-scale plant supplying good quality outputs. Finally, there will be a demand for technological excellence. Quality will be critical, and the cells must differentiate from commoditised systems from abroad.
DB: HV batteries and electric platforms need the same R&D resources and focus afforded to ICE engines previously. New technology development should focus on new cell chemistry, SW for battery efficiencies, battery pack modularity for quick adaptability to different platforms and vehicles, and of course safety is always paramount. With strong technological development, EVs will become superior products to traditional ICE vehicles in terms of function and usability ; the market will respond quickly and naturally.
JM: The main challenge within the bus industry is having the ability to carry enough energy capacity to allow bus operators to maintain current business models. This means we need to look at higher energy density chemistry to allow us meet both the payload and range requirements for the bus industry. One of the keys to the success of our products is designing a suitable like for like replacement for our current products that fits our customers business models.
MP: We need to ensure that we support the development of the industry in a healthy and productive way. Electric vehicles are stronger when they are used a lot, to offset emissions from gas. We need to put incentives in place for the usage of electric vehicles not the ownership of electric vehicles. New technology (sharing, blockchain, MaaS) should be encouraged to help companies use more electric vehicles. Subsidising someone’s luxury EV should not be the case. Subsidising a delivery vehicle that is on the road all day every day that should be the case.
SH: The whole battery supply chain needs to be considered; if it is the UK’s aim to have a domestic battery production industry then serious effort is required to ensure this is implemented from start to finish. It is not enough to be simply building batteries and putting them in cars; the UK needs to be manufacturing the cells and the precursor chemicals, and also needs to have a circular recycling supply chain that can return valuable materials back to the start of the manufacturing process.
Q: What do you think is the main area in the battery lifecycle that needs development to ensure a net-zero carbon lifecycle to match the 2050 target?
AG: This depends highly on the application in question! Ideally, we use batteries that last the full life cycle of the end use and vehicle in question, but oftentimes this is not possible – particularly for commercial and industrial applications. Therefore, effective recycling is a key area that needs development to reach net zero, to further mitigate the emissions of new materials and cell manufacture.
DB: In my opinion there are two areas that need to be addressed to ensure a net-zero carbon lifecycle; firstly, the re-use and recovery of battery cells and materials, secondly, the improvement of battery pack life expectancy.
JM: As above I believe the energy density of the cells needs to be enhanced in the short to medium term. Long term increased charge rates and charging infrastructure will be key to widespread uptake.
MP: Rationalisation of systems design and design with context of the infrastructure development. With this I mean we need to build smaller batteries. This will reduce the absolute value of the carbon emissions of the battery. Also complete lifecycle consideration (with second use) to allow further reduction of the carbon emissions of the batteries.
SH: I may be biased, but I do feel that the end-of-life sector is the area in most need of attention. There will soon be a huge volume of batteries reaching end of life that will need dealing with. Although some companies (not least RSBruce) are developing processes for dealing with these batteries, the sector needs to grow massively to meet the challenge.
Q: What key topics are you excited to discuss at this year's conference?
AG: I am looking forward to discussing how to electrify industrial and commercial e-mobility applications and what will be involved in that process. This is an underserved sector and due to their strict requirements on battery safety, lifetime, and performance characteristics they need technologies that are not the same as EVs. In particular, how will we address these specific requirements with new battery chemistries.
DB: On behalf of REE, I’m particularly excited about modular battery technologies that can be integrated in a low and fully-flat vehicle platform for maximum speed to market.
JM: Technology roadmaps to understand timing and trends of any upcoming advances.
MP: New battery tech, ultra fast charging, hybrid batteries (double chemistry in a single pack), high scale manufacturing and structural battery packs.
SH: I am keen to talk about the developing landscape of UK battery manufacturing and to hear more about new battery technologies.
Q: Regarding new technologies for battery use and operation, what would you say are the ones to watch for the future?
AG: To reach the targets of industrial and commercial applications, we need new battery chemistries that can scale quickly and feasibly. Echion’s XNO® active materials provide a safe, long life, and high-power Li-ion cell, well suited for these demands at the right scale. Without wishing to blow our own trumpet too much, we would hope that people involved in the delivery of net zero should be watching companies like Echion and our new active materials.
DB: New technologies pertaining to extension of battery life, efficiency improvements and the SW approaches that enable such developments.
JM: Solid state is the area for me with the highest potential.
MP: I am interested in structural batteries, because I believe they can give a massive advantage on the vehicle design.
SH: At the sub-cell level, novel chemistries such as sodium-ion are growing in commercial relevance and could soon be important players. New sensing technologies that allow fine-grained monitoring down to the per-cell level will help diagnose problems with packs early; this can feed up into overall battery passports that will help with in-life maintenance and end of life triage and second life. At end of life, there are new technologies to recover cell cathode as cathode rather than precursor chemicals.
Q: Who else are you most interested in hearing from on the programme?
AG: I’m most interested in hearing from Julian Fletcher from Vivarail. The rail industry is a huge opportunity for electrification, and an essential part of the picture. It is a sector with specific requirements, and it will be interesting to hear the view from inside the industry.
DB: It will be interesting to hear about the EV technology roadmaps and other new technologies coming into the market not yet widely adopted.
JM: All of the other speakers and sections but in particular the solid state factory presentation.
MP: I am interested in all the speakers, I think the strength of the programme is the diverse background of the speakers, and the different experiences they bring in the battery world.
SH: There is an excellent agenda on offer, but I am particularly interested to hear from battery manufacturers such as AMTE, as well as from OEMs such as Jaguar Land Rover.
Q: Why is it important for engineers to join this year’s International EV Batteries conference?
AG: Engineers should join the conference to find out about how the challenges in e-mobility are being addressed, from such a diverse set of approaches!
DB: Engineers must stay up-to-date with the technologies that will enable the future of clean transportation, there is no more important enabler to a zero emission future for us all!
JM: As an engineer in the current climate the shift to ZE at point of use is going to be at the forefront of our sector for the next 20 years and it is imperative that we all engage and help drive this forward.
MP: It's one of the best opportunities to get up to speed with the industry, understand the current and future developments and futureproof your knowledge in our profession.
SH: Engineers hold an integral role in bringing together the competing priorities of cost, weight, performance, safety, environmental impact, and end of life. By attending this year’s conference, engineers will learn more about the current UK landscape and how they can make a positive impact.
This year’s International EV Batteries conference will be taking place on 8-9 November 2022 in the heart of the world famous Grand Prix circuit at Silverstone. To book your place, please visit www.imeche.org/evbatteries.