Upcoming Webinars -
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.
Sponsored by the IEEE Industry Applications Society
Chris Mi, Department of Electrical and Computer Engineering, San Diego State University
Thursday, May 16, 2019, 11:00am New York Time
Abstract: Wireless power transfer (WPT) technology offers significant improvement in convenience and electric safety for electric vehicle (EV) charging. Both capacitive and inductive wireless power transfer technology have been investigated for various applications. Experiments show that tens of kilowatts of power transfer can be achieved over 200mm distance with an efficiency of 97% (DC-DC), and an alignment tolerance of up to 300mm.
In this presentation, we will first look at the basic principle of WPT and its applications. Then we will show that safety is still one of the major concerns of WPT system for both inductive and capacitive power transfer. Then, we will discuss two unique topologies, the double-sided LCC topology which is one of the recommended topologies by the SAE J2954 standard for EV passenger car applications, and the LCLC topology for capacitive wireless power transfer. Finally, we will show some case studies that can be potentially commercialized with economic and safety viability. The application of WPT in various automotive vehicles will be discussed, including automatic guided vehicles (AGV), low-speed maglev trains, transit buses, elevators, delivery trucks, and fast charging of passenger cars.
Chris Mi is a fellow of IEEE and SAE, Professor and Chair of the Department of Electrical and Computer Engineering, and the Director of the US DOE funded GATE Center for Electric Drive Transportation at San Diego State University, San Diego, California, USA. He was previously a professor at the University of Michigan, Dearborn from 2001 to 2015. He received the B.S. and M.S. degrees from Northwestern Polytechnical University, Xi’an, China, and the Ph.D. degree from the University of Toronto, Toronto, Canada, all in electrical engineering. Previously he was an Electrical Engineer with General Electric Canada Inc. He was the President and the Chief Technical Officer of 1Power Solutions, Inc. from 2008 to 2011. He is the Co-Founder of SNC Technology.
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