Upcoming Webinars -
Veda Galigekere, Jason Pries, Omer Onar, and Gui-Jia Su from Oak Ridge National Laboratory
Tuesday, February 26, 2019, 1:00pm New York Time
Abstract: Electric vehicles (EVs) have the potential to significantly reduce the dependency on imported oil, enhance national energy security, and reduce the greenhouse gas emissions. However, there are two major drawbacks against the widespread commercialization. Limited range and long battery charging times remain to be the critical challenges to mass electrification of our transportation sector. While the vehicles with higher energy battery packs (>100 kWh) can mitigate the range anxiety problem, it would take very long to recharge these vehicles; namely 83, 30, or 15 hours with the conventional 1.2, 3.3, or 6.6 kW chargers, respectively. While DC fast charging can enable charging power levels for >100 kW and reduces the charge times to less than an hour, the connectors, plugs, and cables would be difficult to handle, and conductive charging would be cumbersome with all the heavy and bulkier cables. Therefore, inductive wireless charging systems can be a viable option for the high-power and fast charging systems for EVs. Wireless power transfer is a safe, flexible, and a convenient form of EV battery charging without requiring manual connection of charge cables, it has inherent isolation from the grid to the vehicle, it can run in all-weather conditions, and can also automate the charging process of the EVs without user involvement.
This webinar focuses on a 120 kW wireless power transfer system developed at the Oak Ridge National Laboratory. This system can charge a 100 kWh battery pack from 20 to 80% state-of-charge in 30 minutes, which can bring the EV charging process closer to the fuel pumps at the gas stations. The webinar introduces the state-of-the art literature review on high-power wireless charging systems and details the design and development of the power electronics and electromagnetic coupling coils with their finite element analysis (FEA) based models. Design details and parameters of the system will be covered along with the experimental performance analysis of the system including the stage-by-stage power flow and efficiency of the system.
Veda Galigekere (SM’18) is currently a Research and Development Staff Member in the Power Electronics and Electric Machinery group at Oak Ridge National Laboratory, Knoxville, USA. He was a Power Electronics Engineer at Lear Corporation, Southfield, Michigan, from 2012 to 2016. He received his M. S. and Ph. D. from Wright State University in Dayton, Ohio, in 2007 and 2012. He is currently an Associate Editor of IEEE Transactions on Industry Applications and has served as a Guest Associate Editor for IEEE transaction on Power Electronics. His interests include high power wireless power transfer for automotive applications, high frequency resonant converters, impedance source converters and small-signal modeling of PWM converters.
Jason Pries (M’10) received the B.S. degree in electrical engineering from the Milwaukee School of Engineering, Milwaukee, WI, in 2005, and the M.S. and Ph.D. degrees in Electrical Engineering-Systems from the University of Michigan, Ann Arbor, MI, in 2012 and 2015, respectively.
He joined the Power Electronics and Electric Machinery Group at Oak Ridge National Laboratory, Oak Ridge, TN, as a Research and Development Associate in 2015. His research interests revolve around magnetics, including the design and optimization of electric machines and wireless charging pads, high-fidelity modeling of magnetic materials and systems, and high-performance computing for eddy current problems.
Dr. Pries is the recipient of a Department of Energy Vehicle Technologies Office Distinguished Achievement Award and UT-Battelle Research Accomplishment for his work on a non-rare earth electric motor. He is currently a Science Policy Fellow with the Society for Industrial and Applied Mathematics.
Omer C. Onar (S’05-M’10-SM’18) received his Ph.D. degree from Illinois Institute of Technology (IIT) in Electrical Engineering, in July 2010, Chicago, IL. In July 2010, he received the Alvin M. Weinberg Fellowship at the U.S. Department of Energy's Oak Ridge National Laboratory (ORNL), where he joined the Power Electronics and Electric Machinery Group. At Oak Ridge National Laboratory, he has been working on advanced power electronics and electric drives, renewable energies, energy storage systems, wireless power transfer systems, and smart grids. He is an associate editor for the IEEE Transactions on Transportation Electrification and the IEEE Transactions on Power Electronics.
Dr. Onar is the recipient of a Department of Energy Vehicle Technologies Office Distinguished Achievement Team Award and UT-Battelle Research Accomplishment Team Award for his work on wireless power transfer systems in 2016. He also received an R&D 100 Award jointly with Toyota TEMA for the wireless charging of EVs project.
|Dr. Gui-Jia Su has received his B.S., M.S., and Ph.D. degrees in electrical engineering. He is with the Power Electronics and Electric Machinery group at the Oak Ridge National Laboratory where he is a distinguished member of the research staff. His current interests include DC/DC converters, inverters, battery chargers, and traction motor drives for electric vehicle applications.|
Phillip Ansell, Department of Aerospace Engineering, University of Illinois at Urbana-Champaign
Monday, April 22, 2019, 11:00am New York Time
Abstract: The aeronautics industry has been challenged on many fronts to increase efficiency, reduce emissions, and decrease dependency on carbon-based fuels. These efforts have been driven not only due to the adverse effects of greenhouse gas emissions produced by aviation, but also to ensure long-term viability of the industry as it prepares for an increase in affordable sources of renewable energy and a decrease in availability of traditional fuel sources. To meet future demands, several approaches have been taken to reduce the fuel burn of aircraft, including improvements in the aerodynamic efficiency of air vehicles, increases in turbofan engine efficiency, and alternative jet fuels. Additionally, electrification concepts for aircraft propulsion have been developed, such as turboelectric, hybrid-electric, and all-electric aircraft systems. However, the commercial viability of hybrid-electric aircraft is widely unknown. The high power-density, flight-weight electric motors necessary to provide some or all of the power for a commercial transport aircraft do not yet exist, but their performance may be estimated using future projections. Current battery technology is not as energy dense as traditional aircraft fuel sources, leading to significant range limitations when used as an energy source for aircraft. Additionally, battery technology is not completely without greenhouse gas emissions, as the energy used to charge the batteries from the electric grid must be generated in some way.
To determine if a hybrid aircraft is potentially viable as an approach to the future of commercial aviation, two factors must be considered: the aircraft must have sufficient range capabilities to complete the majority of missions within its class, and it must be able to complete these missions with greater efficiency (less energy), decreased greenhouse gas emissions, and/or at lower cost than a traditional, petroleum-based variant. In order to understand what technological improvements will be necessary in order to produce viable hybrid-electric aircraft systems, this webinar discusses results produced for the simulated flight performance of baseline and hybridized propulsion drivetrains across three classes of aircraft, including a four-passenger twin-engine general aviation vehicle, a 78-passenger regional jet, and a 128-passenger single-aisle commercial transport aircraft. The simulations were prescribed to follow the same takeoff, climb, cruise, descent, landing, and reserves requirements of a typical aircraft mission and validated in comparison to existing aircraft of these respective classes. Variants of these aircraft were developed with varying degrees of hybridization and projected improvements in component-level capabilities across electrical machine and battery systems in order to define the technological improvements necessary for commercially-viable future hybrid-electric aircraft systems. It is shown that the required range serves as a key factor in determining the potential improvements in fuel burn, greenhouse gas emissions, and operational cost per passenger mile offered by hybrid-electric aircraft propulsion, with the most substantial improvements being offered across missions with shorter range requirements.
Prof. Phillip J. Ansell earned his BS in Aerospace Engineering from Penn State University in 2008, and his MS and PhD in Aerospace Engineering from the University of Illinois at Urbana-Champaign in 2010 and 2013, respectively. He joined the faculty of the Department of Aerospace Engineering at the University of Illinois at Urbana-Champaign in 2015 as an Assistant Professor. His research interests include subsonic and transonic aerodynamics, fluid dynamics, applied aerodynamics, atmospheric flight sciences, aero-propulsive integration, and aircraft propulsion electrification.
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