Our Projects

Dimitry's research focuses on inclusive design for emerging Mobility as a Service (MaaS) systems, targeting neurodivergent populations with Autistic Spectrum Disorder (ASD), Attention Deficit Hyperactivity Disorder (ADHD), Dyslexia, and Dyspraxia. Individuals with these cognitive differences are part of the broader spectrum of neurodiversity and represent an estimated 15% of the global population.

Existing MaaS systems integrate multiple mobility solutions into one platform and involve a complex network of stakeholders. Despite of this complexity, these platforms overlook the unique requirements of users with diverse cognitive profiles. Moreover, these design needs of these demographics are underexplored in academic community across disciplines. This oversight not only impacts user adoption, but also aggravates social inequalities.

In collaboration with multidisciplinary team of experts, and through co-designing with neurodivergent individuals, this research aims to identify unmet needs of target public mobility users, develop system prototypes, conduct empirical testing, and propose tailored design recommendations for inclusive MaaS.

Yue's project aims to improve traffic management by studying how economic incentives, such as tolls and subsidies, can reduce congestion and make traffic systems more efficient. Traffic management can be viewed as a resource allocation problem, where limited road space should be used strategically to reduce congestion and help all drivers reach their destinations efficiently. Typically, drivers will act in their own interests choosing the route they believe will minimise their travel time, which often leads to system inefficiencies. In this project, congestion game models will be used to better understand how individual route choices affect the entire system and how incentives can encourage choices that enhance overall traffic flow and reduce total travel time.

Almost all electric motors today have a fixed coil of wire in the stator (which maintains stationary) and a fixed magnetic circuit in the rotor (which rotates). When a current is passed through this coil of wire, the stator and rotor magnetically interact with each other, and if controlled correctly, will produce a torque to propell the vehicle. Due to the nature of this fixed winding in the stator, there is a fixed characteristic output of the motor, lets assume a fixed torque as this is mostly true.

Josh's PhD is investigating and improving upon previous work that dynamically 'reconfigures' the winding layout, changing the characteristics of the motor, fundamentally exchanging torque output for rotor speed. In this sense, reconfiguring the windings acts as an electromagnetic gearbox within the motor itself simply by connecting the wires in a different configuration. Currently the maturity of this strategy is restricted by the complexity of implementation and commercial attractiveness, therefore, we are primarily developing cost competitive alternatives that maintains the added performance and efficiencies this technology has shown to deliver.

Structural batteries are a class of battery materials that operate in a similar fashion to lithium-ion batteries on a chemistry level, but have the additional functionality of being able to carry large mechanical loads. This allows them to be used as load-bearing components in electrified transport applications, where their bifunctionality in this role allows for considerable mass savings on a systems level. Most structural battery architectures use carbon fibres as the electrode materials which are embedded in a polymer electrolyte matrix. One of the main factors preventing commercialisation of structural batteries is the lack of a suitable material for the polymer electrolyte matrix.

The aim of Rob's project is to improve the performance and safety of polymer electrolyte matrix materials for structural batteries. This aim will be achieved initially by developing a fundamental understanding of the interface between the polymer electrolyte matrix and the carbon fibre electrodes. Understanding the nature of this interface will be key to optimising both the mechanical and electrochemical properties of the composite, but so far this is an area that has been relatively unexplored in the context of structural batteries. This aim will also be achieved by developing new materials for the polymer electrolyte matrix. Current polymer electrolyte matrix materials rely on flammable organic liquids for ion conduction, and this project will look at utilising safer materials for the polymer electrolyte matrix.

Improving the energy density of electrochemical energy storage devices is critical to accelerating the uptake of electrified transport and a subsequent transition away from fossil-based fuels. Structural batteries offer an enticing pathway to achieving increased energy density, due to the aforementioned benefits of their bifunctionality. Developing a mechanically strong, fast ion conducting, and safe polymer electrolyte matrix material is a key milestone towards the commercialisation of structural batteries. This research is also relevant to the Engineering and Physical Sciences Research Council since it fits in with the energy storage research area.

In this PhD, Edgar will be focussing on developing a methodology that enables the user to rapidly and iteratively design a heat exchanger core hat meets a set of heat transfer and pressure drop requirements whilst adhering to spatial constraints.

Metal additive manufacturing (AM) is viewed as a key enabling technology for the next generation of thermal management solutions (e.g. heat exchangers). Heat exchangers, used to transfer heat between two fluids, are essential components in many engineering systems in sectors such as aerospace, automotive and energy. The harmony between AM and heat exchangers arises through the relative ease with which complex and intricate internal geometries (channels) can be produced without the need for costly fabrication stages. As such, AM heat exchangers have already established themselves as highly performant, compact and lightweight alternative to traditional heat exchanger concepts.

However, AM presents significant challenges in terms of development costs and time, particularly where iterative production might be expected. A typical, single machine facility is likely to cost in the range of £1 million, and titanium powder feedstock costs approximately £400 per kg. A heat exchanger with dimensions of 200 by 200 by 200mm would take approximately 10 days to produce. As such, to iteratively develop a new heat exchanger concept using this technology would easily exceed the £100k mark in terms of development cost.

Cellular geometries and, particularly, triply periodic minimal surfaces, have gained a lot of attention in both the literature and industry within the context of heat exchangers. These mathematically-defined geometries present various appealing properties. Most importantly, these are all cellular in nature and split the cell into two equal or unequal volumes, which remain interconnected between adjacent cells. Therefore, two different fluids can travel through the two networks and always be in close proximity (separated by a thin wall) without physically mixing.

Several challenges exist in this field, however. While these are mathematical designs and, hence, can be modified in limitless ways, they do not inherently maximise heat transfer and/or minimise pressure drop, which are the two main challenges in heat exchanger design. The authors believe that there is plenty of scope for at least some of these geometries to be altered to find more optimal designs than the default minimal surfaces as provided by the conventional equations. A part of this project involves comparing different designs of multiple minimal surfaces to provide insight into which of and how these minimal surfaces could be made optimal for specific heat transfer, pressure drop and mass constraints.

Another related but worth-highlighting gap in the literature is the overuse of CFD without sufficient experimental evidence. Most of the work involving additively manufactured heat exchangers is either industry-lead, and therefore fairly vague and opaque, or, in the opinion of the authors, academically-lead but not rigorously validated. The reason for our scepticism lies in the fact that several review papers highlight the difficulty in accurately predicting performance with CFD (which usually underestimates that pressure drop significantly) and the lack of understanding of the effect of surface roughness.

It is the intention of the authors to experimentally investigate the heat transfer and pressure drop in either all or some of the selected  minimal surfaces to enhance the knowledge base of flow patterns and behaviours in these intricate and complex geometries, characterised by varying levels of flow mixing, recirculation and turbulence. These depend on the working flow regime, which is expected to be between laminar and transitional for air.

During this campaign, the emphasis will be on surface roughness. As mentioned previously, a lot of resources are invested in the production of heat exchangers with additive manufacturing. Furthermore, two equal designs can vary in performance significantly if they are manufactured with different machines or machine settings. If surface roughness can be isolated successfully from the theory, data obtained from designs with smooth surfaces (like SLA or even within CFD) could be used to predict performance in metal-based prototypes, which take much more effort to produce.

It is expected that this research will play a role in the current trends of significant reduction in emissions in the aforementioned industries, owing to a reduced mass and therefore energy/fuel savings. In addition, enhanced performance will also help to recover and harness wasted heat within these systems. Looking further, it is thought that this could help make future aircraft propulsion and power generation systems viable, such as hydrogen fuel cells and widespread electrification.

The aim of this project is to develop a methodology that enables the user to rapidly and iteratively design a heat exchanger core that meets a set of heat transfer and pressure drop requirements whilst adhering to spatial constraints. The current vision is to combine novel heat transfer modelling with an algorithmic design approach. This will be used to automate the design of the core geometry and therefore reduce the engineering overhead and reduce the time required to reach a new proposition. A heat exchanger test bed will be designed and built to facilitate the thermofluid characterisation of the specimens as well as serve as an integral part of the design methodology. validate the modelling work but also to form an integral part of the design methodology by using it as hardware-in-the-loop.

While lead time and development costs are a major priority in this project, the trade-off with high performance and efficiency must be managed successfully. Due to its unparalleled versatility when producing geometries, AM allows for highly efficient geometries that, while more expensive to produce than traditional heat exchanger designs, could noticeably reduce the running costs of the systems to which they will pertain. Therefore, the ideal version of this methodology would also enable engineers to produce an optimal heat exchanger design for any given application, although this will likely be limited to a parametric optimisation algorithm – an optimal version of a specific heat exchanger concept. A semi-empirical methodology is thought by the researchers to be the most appropriate way of achieving the desired accuracy of thermal modelling and, thus, minimise the probability of expensive and time-consuming alterations to the heat exchanger design (or even a complete design overhaul).

Automated driving systems (ADS) could revolutionize transportation, increasing safety and sustainability. However, there are still challenges to make ASD accepted by the public. Laura's project focuses on enhancing the user experience for ADS by looking at users' need profiles and assessing the role of customization of user interfaces (UI). Meeting the requirements of diverse individuals and ultimately implementing trustworthy and inclusive ADS technology could promote acceptance and adoption of ADS.

It is crucial to understand which type of information people expect from the vehicle to maintain transparency and to identify the best modality and moment to deliver the information according to different user profiles.

Experts underlined the importance of identifying cultural and individual differences to match users' needs with technical solutions and they underlined the fundamental role of user experience in user acceptance. Laura aims to inform ADS UI design through a combination of qualitative and quantitative research methods, to understand users' preferences and requirements and assess the effects of UI customization in driving simulations to make sure that the experience of riding ADS is not only safe but also comfortable and inclusive.

Sebastian's PhD will look at Experimental and Theoretical Modelling of Heat Transfer in Aero-engine Compressors.

With increasing compression-ratio demand in gas turbine engines for fuels of the future like SAF and Hydrogen, the tighter tolerances are to be expected. This includes monitoring and predicting expansion of the compressor blades inside the engine, which is dependent on the heat transfer inside the compressor cavity. Since the heat transfer inside these rotating cavities is not static, but depends on the flow structures inside, which also depend on the heat transfer characteristics, it poses conjugate problem that requires further research. By means of experimental investigation the data representative of different operating conditions for gas turbine engines can be obtained and fed into theoretical modelling, and computational fluid dynamics validations.

To achieve variety of operating conditions, not only different non-dimensional parameters of the flow must be investigated, but also numerous modifications to the experimental rig must be added. This includes incorporating pressure sensors, and pre-swirler that would introduce swirl to the upstream flow that is present in all gas turbine engines on aircrafts. This will enable manufacturers to better understand design requirements and limitations of the gas turbine engines, that will contribute towards increasing efficiency of their products and their sustainability.

In an era where technology and transportation are so interlinked, new mobility concepts arise as is the case of Mobility as a Service (MaaS). MaaS is expected to produce significant improvements in mobility such as the increase in modal share of more environmentally friendly and efficient mobility options, the reduction in private car use/ownership, improving accessibility and frequency of the transportation network and strengthening the cooperation and collaboration between public and private entities to reinforce the integration of transport modes in one platform accessible to everyone.

Despite the rapid developments occurring in the transport network, there are still challenges that should be addressed. One example is geographical exclusion which could be associated with a poorer development of the mobility network outside of big urban areas. Another one is the technological and inherent social exclusion, associated with certain types of demographics. There is also the challenge of getting all the necessary stakeholders (policymakers, transport operators, users…) involved and invested in the implementation of MaaS.

Overall MaaS is expected to contribute significantly towards a more inclusive and accessible regional and Nacional transport network, but for that to happen the remaining challenges and barriers need to be considered and mitigated.

Aims

Rita's PhD research aims to assess the potential for Mobility as a Service's implementation in a regional context

Potential applications and benefits

This research will directly inform the transportation sector and its inherent dimensions, from the regulation to the operation stage. Furthermore, it will impact on influencing social and travelling behaviour as well as territorial and transport planning, therefore targeting a wide range of stakeholders involved in the service's implementation.

The potential applications coming out of this project are not only a study of MaaS implementation in the regional context, as opposed to only big urban areas but also guidelines for what should be considered when designing and planning the regional transport network. Additionally, it will benefit stakeholders involved while convincing them to adopt pro-environmental travelling behaviour. This research could be a significant starting point to help reinforce territorial cohesion by setting an example for other areas in similar conditions.

Some of the expected benefits are the improvement in social connection through a more sustainable, equitable and accessible transport network, a decrease in the number of road accidents, encouraging the use of public transportation as opposed to the use of the private vehicle and improving air quality contributing towards a more sustainable transport network.

Relevance to the research council

This project is aligned with the EPSRC’s prosperity outcome of delivering Resilience by exploring ways of strengthening the connection between urban and rural areas through an integrated, multimodal, and accessible transport service. Furthermore, it contributes towards the Council’s goal of accelerating and spreading innovation in transport, benefiting society, the environment, and the economy.

Our UK transport system needs to decarbonise and part of the solution is to enable people to travel differently - to reduce the need for private car ownership and increase the ability to use public transport, walking and cycling. Research finds that for most people, avoiding car use is the single most effective action they can take to reduce their carbon footprint.

National and city are responding with aspirations to reduce car dependence, like “we have a vision for Leeds to be a city where you don't need a car” and “Scotland aims to reduce vehicle distance travelled by 20% by 2030”. They are creating policies that enable households to trade-in their car and receive credit to use alternative local transport services. Lots of these policies are targeted at individuals, rather than engaging streets or communities. 

Pete's project studies whether there are better ways to engage more people to think and behave in terms of 'we' not just 'me'.

There is limited research available on which households want to reduce their car ownership, how this differs within neighbourhoods, and whether people's attitudes and values towards their local area, community and environment are a big influence. 

Pete's project examines how new transport policies have been performing, looking specifically at the West Midlands area. Social science methods, like surveys and interviews, have proven effective to understand who is interested in shifting away from car ownership and why. Finally,  insights from social psychology will be applied to develop a new policy that enables communities to collaborate by trading multiple cars in together and receiving a benefit that improves their local area and transport experience.

Pete's project will impact on local transport operators who are looking for more advanced ways to understand how people want to travel and need more robust and creative methods to design, communicate and test new policy ideas. 

The aim of the PhD project is to develop, validate and parametrise a fuel cell model virtually using given software in alignment with what AVL is currently using. Initially, a fuel cell stack model will be developed, building on what is available to AVL and in the literature. following this a Balance of Plant model (systems external to the stack) will be developed encompassing the main components in the system, again building on what is already currently available. Particular focus will be paid to the humidifier model as this has been identified as a component which requires further work from AVL. These models will run in real time so they can be used for hardware in the loop and virtual testbed applications.