When a Speed network television crew interviewed Margo T. Oge, then-director of the Environmental Protection Agency’s Office of Transportation and Air Quality, during the 10-hour long 2010 Petit Le Mans Series race at Road Atlanta, Porsche’s experimental 911 GT3 R Hybrid race car held down a top-20 position in the 45-car field.
The broadcast crew took every opportunity to call attention to the presence of the new Porsche. Hybrid street cars were becoming mainstream, and “road relevance” was repeatedly cited by Oge along with energy independence and low carbon emissions as EPA imperatives.
But, like its similarly new Formula One hybrid race car cousins, this special 911 GT3 R was not a street-going hybrid. This was a “flywheel hybrid.” Instead of parallel gasoline engine/electric motor drive systems combined with a battery, the 911 racer paired an internal combustion flat-six cylinder with an electro-mechanical flywheel energy storage system.
Porsche motorsports engineers began researching hybrid systems for racing in 2007. Around the same time, F1 decided to integrate hybrid tech. Starting with the 2009 season, F1 allowed its teams to use mild hybrid systems called kinetic energy recovery systems (KERS).
Most F1 teams developed KERS that used batteries, but the Williams F1 team created an electromechanical flywheel system. Williams ultimately did not race that system owing to Formula One technical regulations. (Interestingly, Chrysler attempted to build a natural gas/flywheel hybrid race car for Le Mans 15 years earlier, but that program never made it to a race either.)
In 2009, F1 teams were allowed to use hybrid systems for the first time. The Williams F1 team chose to develop one that used a flywheel instead of a chemical battery or capacitor as its energy store. However, the system never raced in F1.
Williams set up a spin-off company, Williams Hybrid Power, to develop and refine the flywheel hybrid. In 2010, it partnered with Porsche Motorsport to build the 911 GT3 R Hybrid.
However, Porsche eventually licensed the concept from Williams Hybrid Power and set about adapting it to endurance racing in the 911 GT3 R Hybrid. Audi, too, had a go with a flywheel in its all-conquering R18 e-tron Quattro diesel-electric prototype. The Audi prototype used a system further developed by UK automotive/aerospace supplier, GKN, which acquired Williams Hybrid Power in 2014. This flywheel hybrid racer won dozens of races, including the 24 Hours of Le Mans, outright, in 2012, 2013, and 2014.
Given these high-profile racing factory programs nestled in F1 and sports car racing, many if not most casual observers expected flywheel hybrid technology to migrate to production vehicles within a few years.
That never happened. How come?
A high-RPM booster
In simple terms, an automotive flywheel hybrid system leverages power from a mechanical flywheel motor to augment power from an internal combustion engine for short periods. Electric motor/generators located at a vehicle’s wheels or axles produce electricity harvested from the kinetic energy which is otherwise wasted as heat when friction brakes decelerate the vehicle.
But instead of sending the energy to a chemical battery for storage and redeployment, the electricity is used to drive a flywheel motor. Electrical energy is transferred to rotating kinetic energy by a novel magnetic material (sometimes a magnetic powder) embedded within the flywheel. The more energy applied, the faster it spins. (NB: this is different to the mechanical flywheel hybrid system that Nissan attempted unsuccessfully to develop for its 2015 Le Mans racer.)
The mass of the flywheel and the velocity at which it spins—typically from 25,000rpm up to 55,000rpm or more—determine the availability of energy it can release. To transfer the kinetic energy stored in the flywheel back into electrical energy, the rotating magnetic field generates a current in the reverse direction (by inverting the polarity of the applied voltage) and power is delivered to the same motor/generators that harvested energy during the original braking event.
As noted, the motor generators may be located at the wheels. Alternately, a flywheel motor may be connected to the engine driveshaft via a continuously variable transmission (CVT) or other coupler. When called for, it couples with the driveshaft, taking the potential energy from the flywheel and translating it to kinetic energy propelling the driveshaft and drive wheels.
Flywheel motors have often been compared to capacitors, capable of quickly storing and releasing energy. Proponents cite weight, cost, and environmental advantages over traditional chemical-battery hybrids.
The GT3 R Hybrid was built to compete in 2010’s running of the Nurburgring 24, a round-the-clock endurance race held at the famous track.
A top-down illustration of the GT3 R Hybrid’s powertrain. The components in red are the flywheel hybrid system, power electronics, and the two electric motor/generator units.
In the 911 GT3 R, the flywheel motor used a carbon fiber-composite flywheel with a 16-inch (406mm) diameter. Mounted in a carbon fiber box where the passenger seat would be in a road-going 911, the flywheel motor received power from, and sent power to, an 80hp (60kW) electric motor/generator at each front wheel. The configuration allowed Porsche to incorporate torque vectoring to improve handling/traction when accelerating from corner apex out.
The flywheel motor in Porsche’s racer had a capacity of 0.2kWh. It could deliver 163hp (122kW) for up to six seconds, offering boost for acceleration—out of corners or for passing depending on how/when the driver decided to apply the extra power via a steering wheel-mounted button.
The car had a total system output of about 670hp (500kW) and weighed approximately 2,866lbs (1,300kg). The flywheel and support structure reportedly weighed around 103lbs (47kg), considerably lighter than a battery-electric hybrid setup. In all, the car weighed 230lbs (104kg) more than the conventional Porsche GT3 cars it shared the track with.
Porsche viewed flywheel storage as more durable than lithium-ion batteries in the extreme power charge/discharge cycles of racing. Unlike a battery, the flywheel motor was capable of being fully charged (accelerated to its maximum speed) and discharged (decelerated to a near stop) multiple times a minute without adverse affects.
Thanks to its relative fuel efficiency—if not outright speed—the 911 GT3 R Hybrid actually led the 2010 Nurburgring 24 Hour race for eight hours before dropping out. At the 2010 Petit Le Mans, the car ultimately finished 18th, though attrition helped.
The shift in Porsche’s racing commitment to the Le Mans-bound 919 Hybrid was partly connected to its contemporary road-going supercar project, according to Daniel Armbruster, president and CEO of Porsche Motorsport North America.
“It was around that time that work was also already underway on the 918 Spyder plug-in hybrid super sports car,” he remembers. “In both instances [919/918], it was found that lithium-ion batteries offered the best balance of energy retention and power delivery for their respective purposes.”
Despite its routine stop-start nature—and thus opportunities to harvest regenerative braking energy—street driving is not characterized by the need to sprint from corner apex to corner apex, braking and accelerating at maximum possible rates as in racing. The demand for quick, intensive energy recovery and subsequent deployment is replaced by a mandate for slower-paced electrical energy generation and deployment, shifting the emphasis to energy storage.
“The flywheel hybrid technology in the 911 GT3 R Hybrid offered fuel savings and therefore a reduced need for pit time versus the cars it competed against,” Armbruster explains. “In racing applications, it’s possible to make more effective use of a flywheel because of the frequent hard braking and acceleration that are both good matches for the short-term energy storage ability and high output capacity of that technology.”
“But the technology wasn’t without challenges. In general, the flywheel does not store much energy, just the braking energy,” he says. “A battery is able to achieve highly stable, long-term energy storage in a way that a flywheel simply cannot match. For road uses where the ability to drive on demand without local emissions is important, as is becoming increasingly the case in parts of Europe, a battery-based solution is the best hybrid powertrain option.”
While the limited storage capacity of the flywheel hybrid sidelined the technology for Porsche, Armbruster adds that, “There is no denying that the 911 GT3 R Hybrid played a pivotal role in proving that hybrid technology had a home in high-performance sports car applications.”
Looking back to that time from the present day, Glen Pascoe, principal design engineer with Williams Advanced Engineering (WAE), says that the quick capture and release of energy by flywheel motor systems is better suited to peak cycle applications.
“Besides city-center use, the duty cycle for a typical passenger car does not suit the repeated ‘start-stop’ nature that best suits flywheel technology,” says Pascoe. “The stored energy in a flywheel is always depleting, unlike a chemical battery, which can hold its state of charge over a very long period of time.”
On the buses
Williams’ basic flywheel hybrid concept did reach city centers in 2015 when GKN modified the system for London buses. GKN’s Gyrodrive flywheel hybrid system included a traction motor driven from the vehicle’s drive axle, an electric flywheel, an inverter for the motor/flywheel unit, and an electronic control system.
The system, and subsequent variations, have seen use in buses from UK manufacturer Alexander Dennis in both single and double-decker bus models. However, the Gyrodrive flywheel system was considered too large and expensive for urban-use cars (taxis), which adopted various battery strategies.
Glen Pascoe says WAE is not specifically refining any flywheel systems at the present but adds that “as we work across a wide range of industries and examine the requirements of our clients in detail, this technology may be appropriate for certain applications in the future.”
That could include racing if racing series/sanctioning bodies allowed such devices though current interest appears to lie more in hybrid battery and fast-charging development. WAE is currently engaged in hydrogen fuel cell development for large mining trucks using regenerative braking in much the same way as with flywheel systems.
Porsche Motorsport North America’s president says the company “is always evaluating which technologies offer the best solution for the current situation,” not ruling out any single approach.
Armbruster explains that Porsche’s strategy “includes internal combustion powertrains, sporty plug-in hybrids and fully electric vehicles… We are also investigating the development of synthetic fuels that offer an environmentally sound approach to internal combustion vehicles that are already on the road.”
Ironically, the flywheel hybrids that most of us now encounter lie in vehicles we ride in (buses, trains, ships) rather than drive. And static flywheel systems are also under development; in Germany, a company called Chakratec has just installed a flywheel storage system at a Premier Inn in Leipzig, designed to manage peak loads for EV chargers.
But about a decade ago flywheel-motor-augmented race cars led the Nurburgring 24 and competed credibly against lighter GT3 cars. Further investment could both lighten and potentially improve the energy storage capacity of such systems, again pairing drivers and flywheels in a sport that rarely throws everything away.
The federal government is ordering the dissolution of TikTok’s Canadian business after a national security review of the Chinese company behind the social media platform, but stopped short of ordering people to stay off the app.
Industry Minister François-Philippe Champagne announced the government’s “wind up” demand Wednesday, saying it is meant to address “risks” related to ByteDance Ltd.’s establishment of TikTok Technology Canada Inc.
“The decision was based on the information and evidence collected over the course of the review and on the advice of Canada’s security and intelligence community and other government partners,” he said in a statement.
The announcement added that the government is not blocking Canadians’ access to the TikTok application or their ability to create content.
However, it urged people to “adopt good cybersecurity practices and assess the possible risks of using social media platforms and applications, including how their information is likely to be protected, managed, used and shared by foreign actors, as well as to be aware of which country’s laws apply.”
Champagne’s office did not immediately respond to a request for comment seeking details about what evidence led to the government’s dissolution demand, how long ByteDance has to comply and why the app is not being banned.
A TikTok spokesperson said in a statement that the shutdown of its Canadian offices will mean the loss of hundreds of well-paying local jobs.
“We will challenge this order in court,” the spokesperson said.
“The TikTok platform will remain available for creators to find an audience, explore new interests and for businesses to thrive.”
The federal Liberals ordered a national security review of TikTok in September 2023, but it was not public knowledge until The Canadian Press reported in March that it was investigating the company.
At the time, it said the review was based on the expansion of a business, which it said constituted the establishment of a new Canadian entity. It declined to provide any further details about what expansion it was reviewing.
A government database showed a notification of new business from TikTok in June 2023. It said Network Sense Ventures Ltd. in Toronto and Vancouver would engage in “marketing, advertising, and content/creator development activities in relation to the use of the TikTok app in Canada.”
Even before the review, ByteDance and TikTok were lightning rod for privacy and safety concerns because Chinese national security laws compel organizations in the country to assist with intelligence gathering.
Such concerns led the U.S. House of Representatives to pass a bill in March designed to ban TikTok unless its China-based owner sells its stake in the business.
Champagne’s office has maintained Canada’s review was not related to the U.S. bill, which has yet to pass.
Canada’s review was carried out through the Investment Canada Act, which allows the government to investigate any foreign investment with potential to might harm national security.
While cabinet can make investors sell parts of the business or shares, Champagne has said the act doesn’t allow him to disclose details of the review.
Wednesday’s dissolution order was made in accordance with the act.
The federal government banned TikTok from its mobile devices in February 2023 following the launch of an investigation into the company by federal and provincial privacy commissioners.
— With files from Anja Karadeglija in Ottawa
This report by The Canadian Press was first published Nov. 6, 2024.
LONDON (AP) — Most people have accumulated a pile of data — selfies, emails, videos and more — on their social media and digital accounts over their lifetimes. What happens to it when we die?
It’s wise to draft a will spelling out who inherits your physical assets after you’re gone, but don’t forget to take care of your digital estate too. Friends and family might treasure files and posts you’ve left behind, but they could get lost in digital purgatory after you pass away unless you take some simple steps.
Here’s how you can prepare your digital life for your survivors:
Apple
The iPhone maker lets you nominate a “ legacy contact ” who can access your Apple account’s data after you die. The company says it’s a secure way to give trusted people access to photos, files and messages. To set it up you’ll need an Apple device with a fairly recent operating system — iPhones and iPads need iOS or iPadOS 15.2 and MacBooks needs macOS Monterey 12.1.
For iPhones, go to settings, tap Sign-in & Security and then Legacy Contact. You can name one or more people, and they don’t need an Apple ID or device.
You’ll have to share an access key with your contact. It can be a digital version sent electronically, or you can print a copy or save it as a screenshot or PDF.
Take note that there are some types of files you won’t be able to pass on — including digital rights-protected music, movies and passwords stored in Apple’s password manager. Legacy contacts can only access a deceased user’s account for three years before Apple deletes the account.
Google
Google takes a different approach with its Inactive Account Manager, which allows you to share your data with someone if it notices that you’ve stopped using your account.
When setting it up, you need to decide how long Google should wait — from three to 18 months — before considering your account inactive. Once that time is up, Google can notify up to 10 people.
You can write a message informing them you’ve stopped using the account, and, optionally, include a link to download your data. You can choose what types of data they can access — including emails, photos, calendar entries and YouTube videos.
There’s also an option to automatically delete your account after three months of inactivity, so your contacts will have to download any data before that deadline.
Facebook and Instagram
Some social media platforms can preserve accounts for people who have died so that friends and family can honor their memories.
When users of Facebook or Instagram die, parent company Meta says it can memorialize the account if it gets a “valid request” from a friend or family member. Requests can be submitted through an online form.
The social media company strongly recommends Facebook users add a legacy contact to look after their memorial accounts. Legacy contacts can do things like respond to new friend requests and update pinned posts, but they can’t read private messages or remove or alter previous posts. You can only choose one person, who also has to have a Facebook account.
You can also ask Facebook or Instagram to delete a deceased user’s account if you’re a close family member or an executor. You’ll need to send in documents like a death certificate.
TikTok
The video-sharing platform says that if a user has died, people can submit a request to memorialize the account through the settings menu. Go to the Report a Problem section, then Account and profile, then Manage account, where you can report a deceased user.
Once an account has been memorialized, it will be labeled “Remembering.” No one will be able to log into the account, which prevents anyone from editing the profile or using the account to post new content or send messages.
X
It’s not possible to nominate a legacy contact on Elon Musk’s social media site. But family members or an authorized person can submit a request to deactivate a deceased user’s account.
Passwords
Besides the major online services, you’ll probably have dozens if not hundreds of other digital accounts that your survivors might need to access. You could just write all your login credentials down in a notebook and put it somewhere safe. But making a physical copy presents its own vulnerabilities. What if you lose track of it? What if someone finds it?
Instead, consider a password manager that has an emergency access feature. Password managers are digital vaults that you can use to store all your credentials. Some, like Keeper,Bitwarden and NordPass, allow users to nominate one or more trusted contacts who can access their keys in case of an emergency such as a death.
But there are a few catches: Those contacts also need to use the same password manager and you might have to pay for the service.
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Is there a tech challenge you need help figuring out? Write to us at onetechtip@ap.org with your questions.
LONDON (AP) — Britain’s competition watchdog said Thursday it’s opening a formal investigation into Google’s partnership with artificial intelligence startup Anthropic.
The Competition and Markets Authority said it has “sufficient information” to launch an initial probe after it sought input earlier this year on whether the deal would stifle competition.
The CMA has until Dec. 19 to decide whether to approve the deal or escalate its investigation.
“Google is committed to building the most open and innovative AI ecosystem in the world,” the company said. “Anthropic is free to use multiple cloud providers and does, and we don’t demand exclusive tech rights.”
San Francisco-based Anthropic was founded in 2021 by siblings Dario and Daniela Amodei, who previously worked at ChatGPT maker OpenAI. The company has focused on increasing the safety and reliability of AI models. Google reportedly agreed last year to make a multibillion-dollar investment in Anthropic, which has a popular chatbot named Claude.
Anthropic said it’s cooperating with the regulator and will provide “the complete picture about Google’s investment and our commercial collaboration.”
“We are an independent company and none of our strategic partnerships or investor relationships diminish the independence of our corporate governance or our freedom to partner with others,” it said in a statement.
The U.K. regulator has been scrutinizing a raft of AI deals as investment money floods into the industry to capitalize on the artificial intelligence boom. Last month it cleared Anthropic’s $4 billion deal with Amazon and it has also signed off on Microsoft’s deals with two other AI startups, Inflection and Mistral.
