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Professor of Energy and Climate Policy at Oxford University │ Senior Associate at Cambridge University │ World Bank Consultant │ Board Member │ LinkedIn Top Voice │ FEI │ FRSA
Even when charged from relatively “dirty†power grids, battery-electric vehicles (BEVs) outperform internal combustion engine (ICE) vehicles on lifecycle emissions. In key gobal regions studied — from the U.S. and China to the UK, Germany and Japan — EVs come out cleaner over their entire lifetime.
Yes — manufacturing EVs (especially batteries) remains emissions-intensive. But once on the road, BEVs rapidly recoup that initial “carbon debt.†Over 250 000 km of driving, a medium-sized BEV’s CO₂ footprint can be 21–71% lower than the equivalent ICE car — depending on driving patterns and the energy mix.
That matters — we can’t afford near-term paralysis based on imperfect grids or “worst-case†assumptions. As grids continue to decarbonise, the environmental advantage of EVs will only grow.
If we want to accelerate transport decarbonisation at scale, the message is clear: EV deployment must go hand-in-hand with cleaner grids — but delaying electrification until perfect conditions are met is a luxury the climate doesn’t afford.
Professor of Energy and Climate Policy at Oxford University │ Senior Associate at Cambridge University │ World Bank Consultant │ Board Member │ LinkedIn Top Voice │ FEI │ FRSA
Even when charged from relatively “dirty†power grids, battery-electric vehicles (BEVs) outperform internal combustion engine (ICE) vehicles on lifecycle emissions. In key gobal regions studied — from the U.S. and China to the UK, Germany and Japan — EVs come out cleaner over their entire lifetime.
Yes — manufacturing EVs (especially batteries) remains emissions-intensive. But once on the road, BEVs rapidly recoup that initial “carbon debt.†Over 250 000 km of driving, a medium-sized BEV’s CO₂ footprint can be 21–71% lower than the equivalent ICE car — depending on driving patterns and the energy mix.
That matters — we can’t afford near-term paralysis based on imperfect grids or “worst-case†assumptions. As grids continue to decarbonise, the environmental advantage of EVs will only grow.
If we want to accelerate transport decarbonisation at scale, the message is clear: EV deployment must go hand-in-hand with cleaner grids — but delaying electrification until perfect conditions are met is a luxury the climate doesn’t afford.
EV #batteries in the real world last nearly 40% longer than in lab tests.
While new batteries continue to improve, there is now mounting evidence that EV batteries on the roads are exceeding expectations. This lowers the total cost of ownership for EV owners and also benefits the environment by getting more use out of each battery.
How is this possible?
In standard lab testing, the battery is subjected to rapidly repeated charge-discharge cycles using a constant rate of discharge. This is then used to estimate battery degradation rates.
However, discharging power at a constant rate is not really how we drive. We might accelerate hard to get onto the freeway or be in stop-start traffic. And the battery is also not used for much of the time.
In recent research from Stanford, 92 EV batteries were tested with different discharge patterns of a period of two years.
The results?
Batteries tested using real life scenarios degraded significantly slower than expected and had higher life expectancy than those tested under lab conditions. Even better, the more realistic the battery use, the slower the battery degraded.
Also of note was that for personal use, the degradation associated with time had more of an impact than the degradation from charging and discharging.
Other studies have found similar results, including one last year from GEOTAB using remote monitoring of data from 10,000 EVs. It found that improved battery technology is leading to slower degradation - around 1.8% per year, compared to 2.3% per year in 2019.
With CATL announcing a new EV battery pack with a 1.5 million kilometre warranty last year, we're at the stage where the battery will outlast the vehicle.
Link to story from The Driven is below.
#energy#sustainability#automotive#emobility#energytransition
Energy Transition Advisor | Utilities, Electrification & Market Insight | Networker | Speaker | Dad
EV #batteries in the real world last nearly 40% longer than in lab tests.
While new batteries continue to improve, there is now mounting evidence that EV batteries on the roads are exceeding expectations. This lowers the total cost of ownership for EV owners and also benefits the environment by getting more use out of each battery.
How is this possible?
In standard lab testing, the battery is subjected to rapidly repeated charge-discharge cycles using a constant rate of discharge. This is then used to estimate battery degradation rates.
However, discharging power at a constant rate is not really how we drive. We might accelerate hard to get onto the freeway or be in stop-start traffic. And the battery is also not used for much of the time.
In recent research from Stanford, 92 EV batteries were tested with different discharge patterns of a period of two years.
The results?
Batteries tested using real life scenarios degraded significantly slower than expected and had higher life expectancy than those tested under lab conditions. Even better, the more realistic the battery use, the slower the battery degraded.
Also of note was that for personal use, the degradation associated with time had more of an impact than the degradation from charging and discharging.
Other studies have found similar results, including one last year from GEOTAB using remote monitoring of data from 10,000 EVs. It found that improved battery technology is leading to slower degradation - around 1.8% per year, compared to 2.3% per year in 2019.
With CATL announcing a new EV battery pack with a 1.5 million kilometre warranty last year, we're at the stage where the battery will outlast the vehicle.
Link to story from The Driven is below.
#energy#sustainability#automotive#emobility#energytransition
Ireland| Driving a medium-range EV in Ireland with a range of 300 km produces 60-65% less greenhouse gas pollution than an equivalent petrol car over its lifetime. This includes actual and upstream greenhouse gas from electricity generation, fossil fuel production, and manufacturing of vehicles and the EV battery. Despite higher manufacturing emissions associated with producing an EV battery and Ireland’s current electricity mix with 60% natural gas, the EV’s cumulative emissions are lower than those of its internal-combustion counterpart within two years of driving.
For an EV to produce the same amount of lifetime greenhouse gas pollution as a new petrol car, the Irish power system would have to be 100% fuelled by coal for the next 14 years.
The report “Climate Conversations in Ireland†noted that perceptions of the benefits of EVs are often muddied by concerns about the environmental cost of EV production alongside the source of energy generation used to provide electricity for charging.
More must be done in Ireland by the government, manufacturers, advertising authorities, and industry to provide information on the environmental outcomes of EVs.
The figures above are based on the IEA Lifecycle tool for EVs and have been modified for Ireland to reflect EPA projections for power generation (not achieving climate targets) and efficiencies of cars (WLTP) from SEAI and battery manufacturing in China (McKinsey).
A typical medium car with a petrol engine purchased in Ireland and driven 20,000 km per year will be responsible for life-cycle emissions of 57 tonnes of greenhouse gas pollution over a 15-year lifetime. An equivalent battery EV with a 300 km range would produce 20 tonnes.
The numbers are for a medium-range EV over a 15-year period driving 20,000 km/year. The resulting figures moderately change for varying inputs on range, lifetime, etc., but the overall trend remains the same. The lower value of 60% represents a battery replacement after 10 years; however, this may not be required.
The IEA EV Life Cycle Assessment Calculator and methodology is here - https://lnkd.in/eegj9xFc
Senior Lecturer in Clean Energy Futures at University College Cork, Ireland-Fellow at the Payne Institute, Colorado School of Mines.
Ireland| Driving a medium-range EV in Ireland with a range of 300 km produces 60-65% less greenhouse gas pollution than an equivalent petrol car over its lifetime. This includes actual and upstream greenhouse gas from electricity generation, fossil fuel production, and manufacturing of vehicles and the EV battery. Despite higher manufacturing emissions associated with producing an EV battery and Ireland’s current electricity mix with 60% natural gas, the EV’s cumulative emissions are lower than those of its internal-combustion counterpart within two years of driving.
For an EV to produce the same amount of lifetime greenhouse gas pollution as a new petrol car, the Irish power system would have to be 100% fuelled by coal for the next 14 years.
The report “Climate Conversations in Ireland†noted that perceptions of the benefits of EVs are often muddied by concerns about the environmental cost of EV production alongside the source of energy generation used to provide electricity for charging.
More must be done in Ireland by the government, manufacturers, advertising authorities, and industry to provide information on the environmental outcomes of EVs.
The figures above are based on the IEA Lifecycle tool for EVs and have been modified for Ireland to reflect EPA projections for power generation (not achieving climate targets) and efficiencies of cars (WLTP) from SEAI and battery manufacturing in China (McKinsey).
A typical medium car with a petrol engine purchased in Ireland and driven 20,000 km per year will be responsible for life-cycle emissions of 57 tonnes of greenhouse gas pollution over a 15-year lifetime. An equivalent battery EV with a 300 km range would produce 20 tonnes.
The numbers are for a medium-range EV over a 15-year period driving 20,000 km/year. The resulting figures moderately change for varying inputs on range, lifetime, etc., but the overall trend remains the same. The lower value of 60% represents a battery replacement after 10 years; however, this may not be required.
The IEA EV Life Cycle Assessment Calculator and methodology is here - https://lnkd.in/eegj9xFc
#UPDATE: First results of 5 months with 50 shared bidirectional cars in Utrecht:
Great potential for reducing grid congestion and making energy system more sustainable.
In November, the number of Vehicle-to-grid (V2G) car sharing in Utrecht will grow to 170.
On June 4, 2025, #UtrechtEnergized took place: fifty new #Renault5 E-Tech electric were put into use by carsharing provider MyWheels in combination with 50 new V2G We Drive Solar charging stations under management by LomboXnet.
The Renault 5s are very popular as a shared car among MyWheels customers and offer a unique feature when not rented. If there is a lot of local demand for electricity, the cars are discharged, if there is a lot of supply of solar and wind energy, the cars are fully charged.
Grid operator Stedin has shared the first results of 5 months of V2G charging in Utrecht:
1: Based on these 50 cars, the potential that V2G can deliver to reduce network congestion becomes visible. Grid congestion causes increasing challenges on the power grid in Utrecht. With these 50 cars, the charging peak in the evening is avoided and a congestion reduction of 300 kW in the evenings has been realised several times (see graphs).
2: The cars provide more energy independence and make the energy system more sustainable: they charge with cheap, Dutch solar and wind energy and discharge when fossil power plants are used, which therefore have to provide less power.
3: In total, more than 65,000 kWh have been discharged in 5 months, which amounts to an average of 1,300 kWh per car (118 hours of discharge per car).
Reducing congestion is essential for Utrecht and other regions in the Netherlands. In collaboration with Stedin and ElaadNL, intensive research is being carried out to whether the expansion of the number of V2G cars in the Netherlands can reduce grid congestion.
To increase the impact, MyWheels will install 120 new Renault 5 E-Tech electric in Utrecht next month. At the same time, LomboXnet will install new V2G charging stations from We Drive Solar: the Solar City 1.3. This Solar City charging station was the first to be tested in the Netherlands for the grid requirements for V2G at ElaadNL.
With the 170 cars in Utrecht, the partners will try several times this winter to achieve 1 MW of congestion reduction by further optimising the charging. This is enough power for 1,000 households in the evening peak. In 2026, the number of V2G shared cars will grow to 500, the largest V2G project in Europe.
Thanks to all partners involved! We are changing the energy grid step by step.
StedinElaadNLMyWheelsRenault GroupMobilizeAmpereThe Sharing GroupLast Mile SolutionsBeelinersLomboXnetWe Drive SolarSCALE Project#Robust
#UPDATE: First results of 5 months with 50 shared bidirectional cars in Utrecht:
Great potential for reducing grid congestion and making energy system more sustainable.
In November, the number of Vehicle-to-grid (V2G) car sharing in Utrecht will grow to 170.
On June 4, 2025, #UtrechtEnergized took place: fifty new #Renault5 E-Tech electric were put into use by carsharing provider MyWheels in combination with 50 new V2G We Drive Solar charging stations under management by LomboXnet.
The Renault 5s are very popular as a shared car among MyWheels customers and offer a unique feature when not rented. If there is a lot of local demand for electricity, the cars are discharged, if there is a lot of supply of solar and wind energy, the cars are fully charged.
Grid operator Stedin has shared the first results of 5 months of V2G charging in Utrecht:
1: Based on these 50 cars, the potential that V2G can deliver to reduce network congestion becomes visible. Grid congestion causes increasing challenges on the power grid in Utrecht. With these 50 cars, the charging peak in the evening is avoided and a congestion reduction of 300 kW in the evenings has been realised several times (see graphs).
2: The cars provide more energy independence and make the energy system more sustainable: they charge with cheap, Dutch solar and wind energy and discharge when fossil power plants are used, which therefore have to provide less power.
3: In total, more than 65,000 kWh have been discharged in 5 months, which amounts to an average of 1,300 kWh per car (118 hours of discharge per car).
Reducing congestion is essential for Utrecht and other regions in the Netherlands. In collaboration with Stedin and ElaadNL, intensive research is being carried out to whether the expansion of the number of V2G cars in the Netherlands can reduce grid congestion.
To increase the impact, MyWheels will install 120 new Renault 5 E-Tech electric in Utrecht next month. At the same time, LomboXnet will install new V2G charging stations from We Drive Solar: the Solar City 1.3. This Solar City charging station was the first to be tested in the Netherlands for the grid requirements for V2G at ElaadNL.
With the 170 cars in Utrecht, the partners will try several times this winter to achieve 1 MW of congestion reduction by further optimising the charging. This is enough power for 1,000 households in the evening peak. In 2026, the number of V2G shared cars will grow to 500, the largest V2G project in Europe.
Thanks to all partners involved! We are changing the energy grid step by step.
StedinElaadNLMyWheelsRenault GroupMobilizeAmpereThe Sharing GroupLast Mile SolutionsBeelinersLomboXnetWe Drive SolarSCALE Project#Robust
Rivian, once an upstart and now a serious contender in the electric vehicle space, is basically doing what Tesla did to the incumbents—but differently. More quietly. More surgically.
Their upcoming R2 will not just be a cheaper car. It is a surgical dismantling of complexity in electric vehicle manufacturing.
Three-point-seven kilometres of wiring? Gone. That is not just weight savings. That is less labour, fewer failure points, lower cost, faster diagnostics, and repairability that makes right-to-repair advocates rejoice.
And the use of electronic control units—basically the brains behind specific functions in a vehicle—is being slashed from seventeen to seven. The result is a software-defined machine with a neural nervous system instead of spaghetti code and a cluster of proprietary control boxes. It is cleaner. It is leaner. It is modular and elegant, which is the whole theme here.
They are doing with metal and microchips what Apple did with the M1 chip—shrinking complexity, boosting performance, and taking full control of the ecosystem.
Casting innovation, though, is where the story goes next level. The R2’s rear structure will be made from just three die-cast pieces. The previous generation had hundreds of welded joints in the same area. This is not just following Tesla. This is declaring the death of the traditional auto body shop, where panels are stamped and spot-welded together like it is still 1975.
And do not even get me started on right to repair. The policy sleeper hit of the decade. Fewer connectors, modular parts, and vehicles designed for easy diagnostics mean repairs can happen beyond the dealer cartel. It is consumer-friendly. It is labour market-friendly. It is climate-aligned. It is the convergence we did not realise we were waiting for.
Now shift the lens to Australia. Policy can no longer afford to be timid. It needs to start building the conditions for advanced manufacturing to thrive. Grants are part of it, but so is fast-tracked access to industrial land, special zones focused on battery innovation and recycling, and targeted training in design, casting, systems integration, and digital diagnostics.
Australia also does not yet have the skill density for modular production. Without deliberate investment in human capital—designers, automation engineers, repair specialists—we are just spectators to someone else’s industrial revolution. You cannot wrench on a megacast body like it is a Corolla. You need diagnostic tools. You need access to firmware. You need national retraining programs or you risk leaving an entire repair economy behind. Think battery alliances. Think global circular economy leadership. Think local assembly lines that do not look like Detroit in the 1960s.
The question is—will Australia build its own blueprint, or just keep fuelling someone else’s industrial strategy with our minerals?
Let us not be the country that mines the future but never makes it.
Rivian, once an upstart and now a serious contender in the electric vehicle space, is basically doing what Tesla did to the incumbents—but differently. More quietly. More surgically.
Their upcoming R2 will not just be a cheaper car. It is a surgical dismantling of complexity in electric vehicle manufacturing.
Three-point-seven kilometres of wiring? Gone. That is not just weight savings. That is less labour, fewer failure points, lower cost, faster diagnostics, and repairability that makes right-to-repair advocates rejoice.
And the use of electronic control units—basically the brains behind specific functions in a vehicle—is being slashed from seventeen to seven. The result is a software-defined machine with a neural nervous system instead of spaghetti code and a cluster of proprietary control boxes. It is cleaner. It is leaner. It is modular and elegant, which is the whole theme here.
They are doing with metal and microchips what Apple did with the M1 chip—shrinking complexity, boosting performance, and taking full control of the ecosystem.
Casting innovation, though, is where the story goes next level. The R2’s rear structure will be made from just three die-cast pieces. The previous generation had hundreds of welded joints in the same area. This is not just following Tesla. This is declaring the death of the traditional auto body shop, where panels are stamped and spot-welded together like it is still 1975.
And do not even get me started on right to repair. The policy sleeper hit of the decade. Fewer connectors, modular parts, and vehicles designed for easy diagnostics mean repairs can happen beyond the dealer cartel. It is consumer-friendly. It is labour market-friendly. It is climate-aligned. It is the convergence we did not realise we were waiting for.
Now shift the lens to Australia. Policy can no longer afford to be timid. It needs to start building the conditions for advanced manufacturing to thrive. Grants are part of it, but so is fast-tracked access to industrial land, special zones focused on battery innovation and recycling, and targeted training in design, casting, systems integration, and digital diagnostics.
Australia also does not yet have the skill density for modular production. Without deliberate investment in human capital—designers, automation engineers, repair specialists—we are just spectators to someone else’s industrial revolution. You cannot wrench on a megacast body like it is a Corolla. You need diagnostic tools. You need access to firmware. You need national retraining programs or you risk leaving an entire repair economy behind. Think battery alliances. Think global circular economy leadership. Think local assembly lines that do not look like Detroit in the 1960s.
The question is—will Australia build its own blueprint, or just keep fuelling someone else’s industrial strategy with our minerals?
Let us not be the country that mines the future but never makes it.
🚀 What Makes a Great EV Motor? A deep benchmarking study of 48 Motors from 31 EVs uncovers the engineering shifts. ðŸ”âš™ï¸
🧠The Main Objective of this research is to identify key design and manufacturing trends in electric vehicle motors.
The goal was to understand how EV motors have evolved in efficiency, structure, materials, and production processes.
This was done using macroscopic (system-level) and microscopic (component-level) analysis of 48 motors from 31 electric vehicles.
🔎 Macroscopic View – System Level Trends
ðŸ—ï¸ Integrated Designs Are Winning
Modern EVs now use integrated motor + gearbox + power electronics.
Nearly 50% of the analyzed motors use this setup.
✅ Fewer parts, more compact, reduced cost, and weight.
âš¡ Power Density is the New Benchmark
Power Density = Power output (kW) / weight (kg)
PMSMs (Permanent Magnet Synchronous Motors) lead in performance.
But Induction Motors (IM) and Externally Excited Synchronous Machines (EESM) are catching up.
📉 From 2018 to 2023, all topologies show higher power-per-kg trends.
🔬 Microscopic View – Component-Level Insights
🌀 Stator Design Matters
80%+ motors use press/shrink fit for stator-housing attachment.
Welded laminations are common but can cause eddy current losses.
Bonded and interlocked stacks are rising in use for better performance.
🔧 Winding Technologies
Flat wire tech = High fill factor, better cooling, more efficient.
Round wire = Easier to make, but heavier and bigger winding heads.
U-hairpin, I-pin, X-pin and Trim-cut pin designs optimize copper usage.
🧪 Why thinner wires and smaller windings?
High RPMs (now reaching 20,000+) increase eddy currents.
Smaller, segmented conductors reduce these losses.
Also improves copper efficiency — power per kg of copper has doubled.
📦 Material Efficiency is Key
Average stator weight reduced by 20–30% in five years.
Outer stator diameters getting smaller; inner diameters stable (for torque).
Copper usage is down, but performance per kg is way up.
🔚 Conclusion
Electric motors in EVs are evolving fast and smart.
Modern designs focus on compactness, high power density, and efficient manufacturing.
PMSM motors still lead — but IM and EESM technologies are improving rapidly.
Design is now a balance between electrical performance, thermal control, material cost, and ease of manufacturing.
📉 Copper usage is optimized.
📈 Power output is maximized.
🔠Manufacturing is more scalable.
This study sets a new benchmark for how to design, compare, and manufacture EV motors for the future.
🤔 Your thoughts?
With 800V systems and high-speed drives becoming common, which motor type will dominate the next EV decade — PMSM, EESM, or IM?
#EVTech#ElectricMotors#SustainableMobility#Motordesign
Source: "Advances in electric motors: a review and benchmarking of product design and manufacturing technologies" - David Drexler · Achim Kampker · Henrik C. Born · Michael Nankemann · Sebastian Hartmann · Tobias Kulawik
ðŸï¸ âš¡EVs • BLDC and PMSM Motors • AI • Tech •10K Marathoner ðŸƒâ™‚ï¸ 34K+ LinkedIn family 🚀
🚀 What Makes a Great EV Motor? A deep benchmarking study of 48 Motors from 31 EVs uncovers the engineering shifts. ðŸ”âš™ï¸
🧠The Main Objective of this research is to identify key design and manufacturing trends in electric vehicle motors.
The goal was to understand how EV motors have evolved in efficiency, structure, materials, and production processes.
This was done using macroscopic (system-level) and microscopic (component-level) analysis of 48 motors from 31 electric vehicles.
🔎 Macroscopic View – System Level Trends
ðŸ—ï¸ Integrated Designs Are Winning
Modern EVs now use integrated motor + gearbox + power electronics.
Nearly 50% of the analyzed motors use this setup.
✅ Fewer parts, more compact, reduced cost, and weight.
âš¡ Power Density is the New Benchmark
Power Density = Power output (kW) / weight (kg)
PMSMs (Permanent Magnet Synchronous Motors) lead in performance.
But Induction Motors (IM) and Externally Excited Synchronous Machines (EESM) are catching up.
📉 From 2018 to 2023, all topologies show higher power-per-kg trends.
🔬 Microscopic View – Component-Level Insights
🌀 Stator Design Matters
80%+ motors use press/shrink fit for stator-housing attachment.
Welded laminations are common but can cause eddy current losses.
Bonded and interlocked stacks are rising in use for better performance.
🔧 Winding Technologies
Flat wire tech = High fill factor, better cooling, more efficient.
Round wire = Easier to make, but heavier and bigger winding heads.
U-hairpin, I-pin, X-pin and Trim-cut pin designs optimize copper usage.
🧪 Why thinner wires and smaller windings?
High RPMs (now reaching 20,000+) increase eddy currents.
Smaller, segmented conductors reduce these losses.
Also improves copper efficiency — power per kg of copper has doubled.
📦 Material Efficiency is Key
Average stator weight reduced by 20–30% in five years.
Outer stator diameters getting smaller; inner diameters stable (for torque).
Copper usage is down, but performance per kg is way up.
🔚 Conclusion
Electric motors in EVs are evolving fast and smart.
Modern designs focus on compactness, high power density, and efficient manufacturing.
PMSM motors still lead — but IM and EESM technologies are improving rapidly.
Design is now a balance between electrical performance, thermal control, material cost, and ease of manufacturing.
📉 Copper usage is optimized.
📈 Power output is maximized.
🔠Manufacturing is more scalable.
This study sets a new benchmark for how to design, compare, and manufacture EV motors for the future.
🤔 Your thoughts?
With 800V systems and high-speed drives becoming common, which motor type will dominate the next EV decade — PMSM, EESM, or IM?
#EVTech#ElectricMotors#SustainableMobility#Motordesign
Source: "Advances in electric motors: a review and benchmarking of product design and manufacturing technologies" - David Drexler · Achim Kampker · Henrik C. Born · Michael Nankemann · Sebastian Hartmann · Tobias Kulawik
Experimental investigation of Thermal Runaway in an actual electric vehicle offers invaluable insights & recommendations for the design of lithium-ion batteries.
One such interesting study's findings are enlightening. When lithium-ion batteries are subjected to extreme conditions that lead to thermal runaway, the arrangement of cells within the battery pack plays a pivotal role in how the event unfolds. Vertically arranged cells were found to behave worse than those in a horizontal layout, indicating a higher susceptibility to damage and the propagation of thermal runaway. This discovery is critical for electric vehicle (EV) design and safety protocols, highlighting the importance of cell arrangement in mitigating the risks associated with battery fires.
One of the most striking observations from the burned test electric vehicle was the transformation of the cathode, anode, and separator after a thermal event. The cathode surfaces were covered with off-white floccules, a mix of decomposed separator materials, cathode material ash, and the remnants of exothermic reactions. This layering of debris indicates the intense chemical transformations occurring during thermal runaway, which not only compromise the battery's structural integrity but also its chemical stability.
The implications of this study carried out by Olona A.& Castejón L. for the design & safety of lithium-ion batteries in EVs are profound. The detailed analysis of cell damage and chemical changes provides invaluable insights into the vulnerabilities of lithium-ion batteries to thermal runaway. This knowledge is instrumental in guiding the development of safer battery designs, improving fire suppression and emergency response strategies, and informing regulatory standards for EVs.
Moreover, the study's insights into the distribution of elements and compounds formed during thermal runaway offer a roadmap for first responders dealing with EV fires. Understanding the chemical composition of battery residues can aid in the development of specialized fire suppression techniques and safety protocols, reducing the risks to emergency personnel and the public.
Studies such as this one are crucial stepping stones, providing the insights needed to navigate the challenges of thermal runaway and steer us toward a future where electric vehicles are synonymous not just with innovation and efficiency, but with unparalleled safety as well.
The comprehensive analysis, accompanied by illustrative photographs and a comparative review of both new and tested lithium-ion NMC pouch cell components, was remarkable, offering profound insights from this study. For further details and exploration, a link to the complete paper is available in the comment section below.
#lithiumionbatteries#electricvehicles#batteries
Reference: Olona A, Castejón L. Influence of the Arrangement of the Cells/Modules of a Traction Battery on the Spread of Fire in Case of Thermal Runaway. Batteries. 2024; 10(2):55.
Founder & CEO | Building India’s First Electric HW + Controller Deep-Tech Platform | Ex-Ola, Schindler, Tata | Author
Experimental investigation of Thermal Runaway in an actual electric vehicle offers invaluable insights & recommendations for the design of lithium-ion batteries.
One such interesting study's findings are enlightening. When lithium-ion batteries are subjected to extreme conditions that lead to thermal runaway, the arrangement of cells within the battery pack plays a pivotal role in how the event unfolds. Vertically arranged cells were found to behave worse than those in a horizontal layout, indicating a higher susceptibility to damage and the propagation of thermal runaway. This discovery is critical for electric vehicle (EV) design and safety protocols, highlighting the importance of cell arrangement in mitigating the risks associated with battery fires.
One of the most striking observations from the burned test electric vehicle was the transformation of the cathode, anode, and separator after a thermal event. The cathode surfaces were covered with off-white floccules, a mix of decomposed separator materials, cathode material ash, and the remnants of exothermic reactions. This layering of debris indicates the intense chemical transformations occurring during thermal runaway, which not only compromise the battery's structural integrity but also its chemical stability.
The implications of this study carried out by Olona A.& Castejón L. for the design & safety of lithium-ion batteries in EVs are profound. The detailed analysis of cell damage and chemical changes provides invaluable insights into the vulnerabilities of lithium-ion batteries to thermal runaway. This knowledge is instrumental in guiding the development of safer battery designs, improving fire suppression and emergency response strategies, and informing regulatory standards for EVs.
Moreover, the study's insights into the distribution of elements and compounds formed during thermal runaway offer a roadmap for first responders dealing with EV fires. Understanding the chemical composition of battery residues can aid in the development of specialized fire suppression techniques and safety protocols, reducing the risks to emergency personnel and the public.
Studies such as this one are crucial stepping stones, providing the insights needed to navigate the challenges of thermal runaway and steer us toward a future where electric vehicles are synonymous not just with innovation and efficiency, but with unparalleled safety as well.
The comprehensive analysis, accompanied by illustrative photographs and a comparative review of both new and tested lithium-ion NMC pouch cell components, was remarkable, offering profound insights from this study. For further details and exploration, a link to the complete paper is available in the comment section below.
#lithiumionbatteries#electricvehicles#batteries
Reference: Olona A, Castejón L. Influence of the Arrangement of the Cells/Modules of a Traction Battery on the Spread of Fire in Case of Thermal Runaway. Batteries. 2024; 10(2):55.
Your Car Could Be Held for Ransom: The Rise of Automotive Cyber Attacks - Autoblog
In a world of keyless ignition and smartphone apps, hackers have found a new target: your car.
Why Car Cybersecurity Can’t Be Ignored
Imagine treating a ticking time bomb as background noise. That’s how many in the automotive industry have approached ransomware. Ransomware now accounts for 45% of all automotive cyber incidents so far in 2025, making it the leading threat to the sector. The scale of these attacks is also increasing: large-scale incidents affecting millions of vehicles more than tripled in 2024, and nearly 60% of all reported cyber events in 2023–2024 were large-scale in nature
There is strong evidence that the number of publicly disclosed automotive ransomware attacks is only a fraction of the true total. Many incidents are never disclosed. 148 publicly disclosed automotive cyber incidents were tracked in just the first quarter of 2025, but cybersecurity experts warn it is just getting started: “The pieces are in place for a transition from today’s manual, car-modding hacks to more harmful and larger-scale attacks,†and that criminal activity on the dark web points to a much broader, largely hidden threat landscape.
In a world where drivers expect more than just horsepower, digital security has become as essential as the engine itself.
The New Threat in the Driver’s Seat
Today’s cars are marvels of connectivity, but this convenience comes with risk. Picture a journalist at a dealership, eyeing rows of sleek sedans. Each keypad and dashboard screen seems harmless—until malware hidden in the firmware threatens to lock down the entire vehicle. That 45% breach statistic isn’t just a number; it’s a warning. What if, the next time you start your car, you’re met with a ransom note instead of the familiar engine hum? #cybersecurity#automobiles#connectedcars#ransomware#riskmanagement
CEO Cybersecurity Boardroom â„¢ | CISSP, CISM, M.S.
Top Cybersecurity Voice
Your Car Could Be Held for Ransom: The Rise of Automotive Cyber Attacks - Autoblog
In a world of keyless ignition and smartphone apps, hackers have found a new target: your car.
Why Car Cybersecurity Can’t Be Ignored
Imagine treating a ticking time bomb as background noise. That’s how many in the automotive industry have approached ransomware. Ransomware now accounts for 45% of all automotive cyber incidents so far in 2025, making it the leading threat to the sector. The scale of these attacks is also increasing: large-scale incidents affecting millions of vehicles more than tripled in 2024, and nearly 60% of all reported cyber events in 2023–2024 were large-scale in nature
There is strong evidence that the number of publicly disclosed automotive ransomware attacks is only a fraction of the true total. Many incidents are never disclosed. 148 publicly disclosed automotive cyber incidents were tracked in just the first quarter of 2025, but cybersecurity experts warn it is just getting started: “The pieces are in place for a transition from today’s manual, car-modding hacks to more harmful and larger-scale attacks,†and that criminal activity on the dark web points to a much broader, largely hidden threat landscape.
In a world where drivers expect more than just horsepower, digital security has become as essential as the engine itself.
The New Threat in the Driver’s Seat
Today’s cars are marvels of connectivity, but this convenience comes with risk. Picture a journalist at a dealership, eyeing rows of sleek sedans. Each keypad and dashboard screen seems harmless—until malware hidden in the firmware threatens to lock down the entire vehicle. That 45% breach statistic isn’t just a number; it’s a warning. What if, the next time you start your car, you’re met with a ransom note instead of the familiar engine hum? #cybersecurity#automobiles#connectedcars#ransomware#riskmanagement
The All Electric Society is progressing. Despite ongoing discussions that might cast doubt on this fact, Germany is likely to meet its wind power targets. Although subsidies for electric cars have (unfortunately) stopped, we see more electric vehicles on the streets every day.
Having that in mind, I would like to share a very nice charging project at Brussels airport. Together with our partner Interparking, we faced a growing challenge: As the number of electric vehicles increases, so does the demand for charging infrastructure. But how do you efficiently manage 674 charging points without overloading the grid or incurring high costs due to peak loads?
Our answer to this challenge is MINT, the intelligent charging management system. Built on the open automation ecosystem PLCnext Technology, it ensures that energy is distributed exactly when and where it’s needed—aligned with grid capacity and demand. This not only prevents costly peak loads and power outages but also optimizes overall energy consumption. At the same time, it enables:
🔄 More vehicles to be charged – Maximizing the utilization of the available charging infrastructure.
⚡ Prioritization of green energy – Ensuring that renewable energy sources are used whenever possible.
🔒 Grid stability without peak loads – Preventing overloads and ensuring a reliable energy supply.
And the team is still working to make this project even more efficient. Together, Interparking will soon be able to shift charging sessions to more efficient periods throughout the day. This way, the charging infrastructure can accommodate even more vehicles while ensure optimal energy usage.
Looking ahead, there is one thing I'm sure of: Coordinated charging management will play a crucial role in the coming years. Cities, businesses, and infrastructure operators can use smarter energy solutions to reduce costs, enhance sustainability, and improve urban living.
We believe in shaping a more livable and sustainable future through innovation. The energy transition brings its challenges, but it also offers tremendous opportunities - What do you think?
Let me know if you have any questions about this applications in the comments below.
#ChargingTechnology#RenewableEnergy#Sustainability #GreenTech#EnergyEfficiency