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Here they discuss their involvement with regards to EV batteries, industry challenges, what they are looking forward to at the event and why it is important for engineers to attend.
Q: Could you briefly explain your role, involvement, and experience with regards to EV batteries?
Robin Lloyd (RL) and Kathryn Sayer (KS): As patent attorneys practising in the mechanical engineering field, we have worked closely with automotive OEMs and engineering consultancies in the areas of both electric and hybrid vehicles to draft and prosecute patent applications to protect innovations. We’ve also advised on IP risk management for EV and PHEV technologies. Robin’s doctorate at the University of Oxford in conjunction with Johnson Matthey looked at hydrogen purification for fuel cell applications.
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?
RL and KS: An improved charging infrastructure, as well as increased charging rate. EVs currently aren’t yet fully viable for those wishing to do large journeys, due to range anxiety and charging taking too long. EVs themselves are typically just, if not more, expensive at the outset than ICE vehicles, which could be inhibiting EV adoption in the UK. ICE vehicles typically have a longer lifespan and can be maintained easily and relatively cost effectively. Government incentives to encourage public adoption and use of EVs and the creation of a reliable and far reaching charging network would help.
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?
RL and KS: The recycling of battery materials, and charging using renewable energy. Ensuring that the energy used to charge EV batteries is greener will likely make EVs a more viable and attractive option. Volvo recently did a study which showed that currently, their small XC40 EV needs to run for 68,000 miles before its overall carbon footprint breaks even with an internal combustion car. The “breakeven point” could be reduced to 30,000 miles if the energy used to charge the batteries was greener. The carbon footprint of disposing of used batteries, and the carbon impact of the new replacement battery, also need to be considered.
Q: What key topics are you excited to discuss at this year's conference?
RL and KS: Fast charging, battery materials, and the industrial reality of recycling EV batteries.
Q: Regarding new technologies for battery use and operation, what would you say are the ones to watch for the future?
RS and KS: Solid state batteries, to provide improved specific energy densities and longer charge-cycle lives.
Q: Who else are you most interested in hearing from on the programme?
RL and KS: Sam Haig, on the industrial reality of recycling EV batteries; and Hadi Moztarzadeh on the global transition towards electrification – opportunities and challenges for the UK automotive sector.
Q: Why is it important for engineers to join this year’s International EV Batteries conference?
RL and KS: A recent poll by Which? found that three out of four EV or PHEV owners are unhappy with the UK’s public charging system. In the race to meet the 2050 net-zero target, now is a crucial time for developments in battery design, testing, thermal management, charging, and integration engineering.
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.