12 Technical consultants Ryan Maughan is an award-winning engineer and business leader with more than 20 years’ experience in the High-Performance, Heavy-Duty and Off-Highway Automotive markets. Prominent in the development of Power Electronics, Electric Motors and Drives (PEMD) for these demanding applications, he has successfully founded, scaled and exited three businesses in the electric vehicle space. He is currently CEO of eTech49 Limited, an advisory business specialising in disruptive hardware technology in PEMD. In addition, he is Chairman of EV North, an industry group representing the booming EV industry in the north of England, a board member of the North East LEP and an adviser to a number of corporations. Danson Joseph has had a varied career in the electrical power industry, having worked in areas ranging from systems engineering of photovoltaic powerplants to developing the battery packs for Jaguar Land Rover’s I-Pace SUV. With a PhD in electrical machines from the University of Witwatersrand in South Africa, Danson has focused on developing battery systems for automotive use. After completing the I-Pace project he formed Danecca, a battery development company with a focus on prototyping and small-scale production work, as well as testing and verifying cells and packs destined for mass production. Dr Nabeel Shirazee graduated from Leicester University in 1990, where he studied electrical and electronic engineering. An MSc in magnetic engineering followed at Cardiff University, where he continued his studies, earning a PhD and developing a permanent magnetic lifting system that has been patented by the university. His interest in magnetics led to a patented magnetic levitation system that was awarded the World’s No 1 Invention prize at INPEX in the USA. In 1999, he founded Electronica, a magnetics research and design consultancy. Since then, he has been involved in various projects, including the design of an actuator motor for a British aerospace company. He has also licensed the levitation technology in France. Ryan Maughan Danson Joseph CHARGING CPCV algorithm reduces harmonics in EV charging Researchers in China have developed a constant power, constant voltage (CPCV) algorithm that can reduce the total harmonic distortion (THD) in EV charging networks, writes Nick Flaherty. Harmonic distortion is produced throughout battery charging and is not sufficiently addressed by conventional charging algorithms such as Constant Current Constant Voltage (CCCV), say researchers at Hanjiang University in Hubei Shiyan. This harmonic distortion can reduce the efficiency of the power network and reduce the power quality. These non-sinusoidal harmonic currents have the ability to alter the power waveform and cause a number of problems, including higher losses, equipment overheating and interference with delicate loads. Various factors, including the type of EV, the charging infrastructure and the operating conditions might affect the degree of harmonic distortion. To address this, the CPCV charging algorithm dynamically modifies the charging power according to the state of charge of the battery in the vehicle. Compared with conventional techniques, this more efficiently controls harmonic emissions and enhances power quality. The reason for this is that the continuous power supply provided throughout the CV phase may lead to a boost in energy loss, which eventually lowers charging efficiency. CPCV also boosts efficiency by guaranteeing a power factor that is almost constant throughout all charging conditions, maximising energy use. The Grid Dr Nabeell Shiirazee esearchers in the US have developed a solid-state lithium-air battery cell with a potential energy density of 1000 Wh/kg (writes Nick Flaherty). The capacity is potentially four times that of the current lithium-ion battery technology used in heavy-duty vehicles such as aircraft, trains and submarines. The electrolyte is a mix of polymer and ceramic materials that takes advantage of the ceramics’ high ionic conductivity and the high stability and high interfacial connection of the polymer. The electrolyte is based on Li10GeP2S12 nanoparticles embedded in a polyethylene oxide polymer matrix. The result allows for the critical reversible reaction that enables the battery to function – lithium dioxide formation and decomposition – to occur at high rates at room temperature. It is the first demonstration of this in a lithium-air battery. “We found that solid-state electrolyte contributes around 75% of the total energy density,” said Mohammad Asadi, Assistant Professor of chemical engineering at Illinois Institute of Technology. “That tells us there is a lot of room for improvement, because we believe we can minimise that thickness without compromising performance, which would allow us to achieve a very high energy density.” Prof Asadi said he plans to work with industry partners to optimise the battery’s design and engineer it for manufacturing. The prototype cell is rechargeable for 1000 cycles with a low polarisation gap, and it can operate at high rates. BATTERIES Lithium-air’s quadruple potential The Grid March/April 2023 | E-Mobility Engineering 11 Higher energy through three-layer electrolyte A new self-extinguishing, solid-state lithium-metal battery cell could allow higher energy densities, writes Nick Flaherty. Conventional, solid-polymer electrolyte batteries struggle to make good contact with the metal electrode, which is necessary to prevent lithium dendrites. These grow with charging cycles and can reduce battery cell performance, and even create a short circuit. A three-layer electrolyte, developed at Daegu Gyeongbuk Institute of Science and Technology (DGIST) in Korea, offers enhanced fire safety and longer life. Each layer has a distinct function: decabromodiphenyl ethane (DBDPE) as a fire retardant; zeolite to boost the electrolyte’s strength; and a high concentration of a lithium salt, lithium bis (trifluoromethanesulfonyl) imide (LiTFSI), to allow more rapid movement of lithium ions for fast charging. The solid-state electrolyte allows the layering architecture, where the middle layer boosts the battery’s mechanical strength, and the softer outer surfaces improve electrode contact, allowing easier movement of lithium ions. Experimental data shows the 4.8 V lithium metal battery cell developed by the research team retained about 87.9% of its performance after 1,000 charging and discharging cycles at a 1 C charging rate. This is a notable improvement in durability compared with traditional batteries, which typically maintain 70-80% of their performance. The battery cell has an initial capacity of 153 mAh/g and can extinguish itself in a fire, significantly reducing the fire risk. March/April 2025 | E-Mobility Engineering September/October 2025 |
RkJQdWJsaXNoZXIy MjI2Mzk4