Engineering topics

Mohamed, Ahmed A. S.

Publications and source records attributed to Mohamed, Ahmed A. S..

3 records

DOE OSTI2022

Grid impact analysis using controller-hardware-in-the-loop for high-power vehicle charging stations

A controller-hardware-in-the-loop (CHIL) architecture for the evaluation of grid impacts arising from high-power vehicle charging stations is presented in this paper. Unlike simulation-based studies, the proposed method can be used to capture the interactions of the grid and the charging load along with charger controllers in real time. The proposed method can be used to evaluate the impact of charging load on the grid in terms of voltage variations and line congestion. The proposed CHIL platform allows for de-risking the vehicle charging station deployment by simulating the complex interactions among all the components of a vehicle charging station - i.e., the grid, vehicle, and charger controller - in a realistic manner before using the charging station in a grid. Further, the proposed CHIL approach can be used to evaluate the voltage regulation causalities of the vehicle charging station. Experimental results are presented in the paper to illustrate the applicability of the proposed method in a laboratory environment.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2022

Hierarchical Control of Megawatt-Scale Charging Stations for Electric Trucks with Distributed Energy Resources

Electrifying medium- and heavy-duty trucks is critical to decarbonizing the transportation sector. Energy needs of electric trucks will likely require megawatt-scale charging stations, which could significantly stress the electric distribution grid. Distributed energy resources (DER) can alleviate this stress and reduce charging costs with proper management. To that end, this work develops a hierarchical predictive control algorithm for future multi-port megawatt-scale charging stations that can provide real-time energy management for stations, decide charging rates, dispatch energy storage system (ESS), and provide grid voltage support. We integrate three algorithmic components: (i) an energy management optimization (EMO) that provides supervisory control to DER assets and charging loads at minute scale, (ii) a real-time energy management system (RT-EMS) that heuristically compensates for fast disturbances at sub-second scale, and (iii) a model predictive control (MPC)-based battery management system (BMS) that communicates future charging demands to the EMO, to manage the overall megawatt-scale site. Additionally, validation in a controller hardware-in-the-loop (CHIL) environment shows that the hierarchical controller can reduce the total energy consumption from the grid by approximately 28% compared to an uncontrolled case for the station configuration in this paper, without impacting charging time.

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2020

In-route inductive versus stationary conductive charging for shared automated electric vehicles: A university shuttle service

In-route inductive charging technology, as applied to automated electric vehicles, can help realize a fully automated system of both vehicles and chargers. This study presents a planning optimization analysis for fixed-route automated shuttles supported by in-route inductive charging technology. A techno-economic feasibility of inductive charging was assessed in comparison with stationary charging, including Level 2 AC chargers, and DC fast chargers (DCFCs). This analysis considered both present-day and future vehicle operations and overall system costs. A real project with two circulator Navya Arma shared automated electric vehicles (SAEVs) at the University of Michigan was investigated using real-world collected energy and travel data. The outcomes show that the proper design of quasi-dynamic inductive chargers at designated stops allows SAEVs to realize unlimited driving range and be cost-competitive to DCFC technology. Considering present-day costs and vehicles, low-speed SAEVs can realize charge-sustaining operation at a minimum cost either by implementing a 50-kW inductive charger at two stops with one segment per position and a 29-kWh onboard battery, or by installing a 100-kW inductive charger at one stop with one segment per position and a 28-kWh onboard battery. Overall, considering future costs and vehicles, either a 40-kW charger at one stop with a 29-kWh battery or a 50-kW charger at the north stop with a 14-kWh battery would enable charge-sustaining operation. In addition, quasi-dynamic inductive solution can reduce the onboard battery by about 15% while providing unlimited driving range, but stationary scenarios require about 112% additional battery capacity to support a 12-h driving range.

33 ADVANCED PROPULSION SYSTEMS↗