Application of Shaped Magnetic Field in Resonance (SMFIR) Technology to Future

Urban Transportation

I. S. Suh

Graduate School for Green Transportation, KAIST

Yuseong Gu, Daejeon, Republic of Korea, 305-701

insoo.suh@kaist.ac.kr

Abstract Transportation with electrified vehicles can reduce global dependence on fossil fuels and reduce the emission of green house gases. Recent developments have been focused on the development of electric vehicles, hybrid electric vehicles and fuel cell vehicles. However, the commercial deployment of electric vehicles has lagged behind due to technological issues in associated with the battery including: price, weight, volume, driving distance, and limited investment in charging infrastructure. Shaped magnetic field in resonance (SMFIR) technology enables electric vehicles to overcome these limitations by transferring electricity wirelessly from the road surface while vehicle is in motion. This work describes the innovative SMFIR technology used in the KAIST online electric vehicle (OLEV) project as well as its impact on the future of urban transportation. The system integration of the power supply into the OLEV and the vehicle system architecture is also discussed.

Keywords: Electric Vehicle, Transportation, SMFIR, OLEV, Battery

1 INTRODUCTION

Most electric vehicles (EVs) get the electric energy needed for operation from on-board storage devices (i.e. batteries). However, current battery technology provides a very limited travel range with high costs, long charging times, and lower operating efficiencies due to battery weight. These issues must be addressed in order to increase adoption of EVs in both public and personal transportation.

KAIST has been challenging the technological limitations imposed by electric vehicle batteries by developing wireless power transmission technology that allows electric vehicles to charge during operation. This technology limits the need for remote static charging stations and replaces them with charging infrastructure embedded in the road or highway system. From a technical perspective, this strategy enables the designer to transform design constraints into design variables. This not only allows for the development of EVs with substantially smaller and lighter batteries, but also gives engineers greater freedom in designing the charging infrastructure and the on-board energy storage devices. It also allows the EV power management system to be more closely integrated with the electric power train. From a business perspective, this increases vehicle performance, user satisfaction, and business competitiveness, all while protecting the environment.

In this paper, we introduce an overview of the shaped magnetic field in resonance (SMFIR) technology that was developed as part of the KAIST online electric vehicle (OLEV) project. SMFIR is a technological innovation in wireless power transmission capacity and efficiency under dynamic operation. The design parameters and process of the dynamic charging infrastructure are introduced, starting with the required electric power, required wireless power transmission and the design considerations within the vehicle of the OLEV system.

2 BACKGROUND

2.1 Internal Combustion Engine (ICE) age to green transportation

The world is facing a tough challenge in the perspective of climate change and the global energy supply, mainly caused by a heavy dependence on fossil fuels. In 2007, the United Nations Framework Convention on Climate Change (UNFCCC) took initiatives on providing authoritative, timely information on all aspects of technologies and socio-economic policies, including cost-effective measures to control greenhouse gas (GHG) emissions [1].

While there have been active debates with mixed opinions on the global petroleum production forecast, the U.S. Energy Information Administration (EIA) scenario, published in 2002, shows that peak oil production will be reached within a couple of decades, as depicted in Figure 1. The EIA applied a growth rate of 1-3% in the petroleum production profile with the assumption of R/P=10, which means that the amount of known resources (proven reserves) has 10 years of annual production at the current rate of production to create the three curves in Figure 1. The peak annual global production of petroleum will be at its peak between 2030 and 2050 [2].

CIRP Design Conference 2011

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households anevels [1]. By sis will be 1A), while the

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ergy use andin 2004. Withnt, the proon will increas80% by 2050 [

effort, policy including pub

uel economy,on various

cars, light-duransportation.

putting empby improving tfuels and intrvehicles (EVs)ell vehicles

achieve nors have put

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Figure 3: R

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The projectimportant freport in 2$1,500 per kWh by 2scenario aprojection industries ibreak-throuduring 201packs in theelectric vehbuying patte

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n major issuetal policies ainfrastructure

Ragone plot ofstorage and c

ne plot in Figtteries and eview of spec

or the pure eplication, Li-ionhnology level

energy capae IC engines’ ge per chargites Advanceduirements neeation in 20d in Table 1, cergy and powFigure 3. For

ed specific pand 200Wh/kghnology status required spec

tion on the futfactor. Accord009, Battery kWh, but it co

2015 under as shown inis based upincluding the

ugh for batte5-2020. The

e near future whicle cost, whern toward ec

vehicles to r, the introduce in a limited e growing pubhas been ma

ptance yet.

y status

o the market, ical barrier aransportation weight of theses, in additioand charging

e in a local reg

f various electconversion dev

gure 3 showsenergy storagcific power dlectric vehiclen batteries arein market. Ho

acity of the bcapacity bec

ng and slow d Battery Coeded for batte

003 [5]. Thecover a wide r

wer denoted aexample, for

power and spg as markeds of Li-ion battcification.

ture battery pading to McKinpacks now could drop to aan aggressiv

n Figure 4 pon a survey

assumption ery materials projected cwill still be a shich is a bar

co-friendly tran

public and pction of thosemarket penet

blic’s concern oainly caused b

we believe thagainst consu

vehicle. The se batteries inon to establ

g the fuel (pion or nation-w

trochemical envices [4]

s the positionge and genedensity and ee or hybrid ee promising wiowever, the spbatteries are cause of the lcharging time

onsortium (USeries to be usese requiremrange of issueas HEV, PHEV

the EV applicpecific energ in Figure 3teries is not en

ack price is alnsey & Compcost about $7as little as $42ve cost red[6]. Howevery from automof a technol

s and produost of the b

significant portrrier to consunsportation.

private e new tration on the by the

hat the umers’

cost, n EVs ishing

power) wide.

nergy

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lso an pany’s 700 to 20 per uction r, the motive ogical

uctivity battery tion of umers’

Paramful

PoweSpeciDischDOD/SpeciRegensec(WEnergC/3 DRate(WSpeciDischRate(WSpeciPoweEnergTotal Life(YCycleDOD(PoweDegra(% of Sellingunits @kWh($

Opera

Enviro

NormTime

High R

Continin 1 h(% of capac

Ta

Figu

3 S

IN

3.1

The vehicrequi

meter(Units) lly burdened

system

r Density(W/Lfic Power - arge, 80% /30 sec(W/kg) fic Power -n, 20% DOD/1

W/kg) gy Density - Discharge

Wh/L) fic Energy - Carge Wh/kg) fic r/Specific

gy Ratio Pack Size(kW

Years) Life - 80% (Cycles) r & Capacity

adation rated spec) g Price - 25,00@ 40 $/kWh)

ating

onment(℃)

al Recharge

Rate Charge

nuous discharour - No Failurated energy

city)

ble 1: Requireap

re 4: Lithium-i&

MFIR TENETGRATION

Design of OL

OLEV systemcle and charements (FRs

of MinimumLong

Commer

L) 4

3

10 1

2

C/3 1

2

Wh) 41

1,

2

00 <1

-40 t20% Per

Lo(10% D

6 h(4 hours

20-70% Sminutes @(<20min @

Desrge re

7

ements on advpplication by U

on battery cos& Company in

ECHNOLOGYN DESIGN

LEV System

m includes twarging infrasts) and design

m Goals for g Term rcialization

460

300

50

230

50

2:1

40 10

000

20

150

to +50 rformance oss Desired) hours s desired)

3

SOC in <30 @ 150W/kg @ 270W/kg sired)

4in

75

vanced batteriUSABC [5]

st projection b2009 [6]

Y AND

wo major subtructure. The

parameters (

Long Term Goal

600

400

200

300

200

2:1

40 10

1,000

20

100

-40 to +85

3 to 6 hours

40-80% SOC n 15 minutes

75

ies for EV

by McKinsey

SYSTEM

-systems: a e functional (DPs) of the

OLEVDetascopoutco

3.2

SMFsystethe vthe rfield kHz contr

The pthe tythe binverand cload attac20 kmaxiwhichIn thiwhiledesig

The transrequisuppcurremagn

The the mschedual

F

Fig

3.3

In Fshowtypesoptimsimulay-ugeomthe devicwirelethe ffield

V system desiled discussioe of this papome of implem

Introduction

IR technologyem) enables tvehicle is in moad surface cas depicted inAC electricit

rolled under co

power convertypical industribus applicatiorter has been can be scaled

of different ched under thekHz resonant mized exposh has an optimis way, the trae reducing thgn-intended sp

design objecsmission efficiired power ca

ply and collecent magnetic netic power tra

shaped magnmagnetic field matic mannertype power su

Figure 5: Sche

gure 6: A sche

Power supp

igure 7, the wn as the sims during thmization. The flation are weps of powe

metries of the magnetic fie

ces design, ess power traferrite structurshape can als

sign are coven of the desig

per’s discussiomented design

to SMFIR tec

y (also publiche electric ve

motion. The pocan generate an the Figure 5y from the onstant curren

ter gets the elial power of 3on, the poweselected with

d-up dependinapplications.

e vehicle’s bofrequency anure to the gmized field shansmission effi

he magnetic pace.

tive is to obtency with the

apacity by opttion system dfield shapes

ansmission.

netic field concby pick-up de

r in Figure 6. Tupply system d

matic diagramsystem [

matic of shap

ly system arc

shapes of emulation resulteir numericaformulation an

ell described ier cable, cferrite core atld shapes, pand the re

ansmission cares in an optiso affect the m

ered in Ref. gn process ison, but we in

n in the followi

chnology

cally known aehicle to be chower cable insa 20 kHz elec5, when the capower inverte

nt output.

lectricity from 3-phase 380 oer capacity ofh a 100 – 200ng on the requ. The pick-uottom-floor arend are designgenerated maape for the saficiency can befield leakage

tain the maxie pre-determitimizing the pdesign with t at 20 kHz

cept and the evices are alsoThis system isdue to its mag

m of SMFIR tec[9]

ped magnetic f

chitecture de

electromagnetts of the monal iteration nd schemes foin Ref. [9]. Wcombined wit the bottom opaired with esultant perfoan be differentmized way, th

maximized exp

[7] and [8]. beyond the

ntroduce the ng sections.

as an OLEV harged while stalled under ctromagnetic able gets 20 er which is

the grid with or 440V. For f the power 0 kW range, uired electric p coil sets e tuned to a ned to have agnetic field, ame purpose. e maximized e outside of

mum power ned level of

paired power he alternate of resonant

coverage of o shown in a s called as a gnetic shape.

chnology

field [9-10]

sign

tic field are no and dual process of or numerical

With different th different of the cable, the pick-up ormance of t. By placing he magnetic posure to the

pick-up coiperformed transmissiofield intensit

Figure 7

As a practitechnology shown in Fset of segmdefined lensingle switinverter reswhen the veloop. The ledepending operating cpresence ofor highwayslanes. For can have approximateinstalled un

Figure 8

As an examdemonstratPark with thare composas a powereWhile threesegments, stationary waiting. In t372.5 m, wduring one-

ils. Numerousin order to n to the vehicty to the leaka

7: Magnetic fieMono and

ical and exemon the road, tigure 8. One

ments with diffngth of poweching mechasponding to tehicle is apprength of the seon the road c

condition of af heavy traffic s, and the presexample, busa short len

ely the same der the city bu

8: Schematic darchitecture

mple of a praed the SMFhree of six-sesed of one of 2ed track, respe powered tthe other hadcharging whithe park, the

which is about -round trip of 2

s design iterachieve the

cle, while reduage field.

eld shape fromDual Types [9

mplary applicathe powered trpowered track

ferent lengths.ered cable loanism controlthe vehicle idroaching to theegment can bonditions, the

acceleration ovolume with psence of BRTs stops for pungth of the

length of theus.

diagram of sine with six segm

actical design IR technology

egmented pow2.5 m and fiveectively, as detracks were

d two segmenle the vehicltotal length of17 % of the t

2.2 km.

rations have maximized p

ucing the mag

m simulations 9, 11]

ation of the Srack is designk is composed. One segmen

oop, operatedled by the p

dentification se segmented e a design va vehicle speer deceleration

possible traffic(Bus Rapid T

ublic transporsegment th

e total pick-up

ngle power tracments

application, Ky in Seoul G

wered tracks, we of 24 m segmescribed in Fig

composed onts of 2.5 m fole was idlingf powered tractotal travel dis

been power gnetic

for

SMFIR ned as d of a nt is a d with power

sensor cable

ariable d, the n, the c jams Transit) rtation hat is p sets

ck

KAIST Grand which ments gure 9. of six or the g and cks is

stance

Figure demonst

This examtransportatisuch as thedifferent lenand the arthe instantaenergy conbe noted thbusiness technology

3.4 Electr

An OLEV cvehicle bevehicle drivelectric motusually a OLEV and OLEV has vehicle to cof electricawhich convform insideOLEV.

A power necessary wUnit (PDU)source of troad. The communicaare also invehicle. In architecturebetween thsystem in power trainthere is no

9: Powered trration project

ple design con applicatione lengths of thngths of segmrangement ofaneous requirnsumption durhat this democase snapshto urban trans

ric vehicle sy

can be placedcause an ele

ven by an electors and a stobattery. The a more gena set of pick

collect the eleal devices incvert and delive

the vehicle, m

control and within the veh) to control ththe battery an

control of tation of the nencorporated foorder to sho

e of an OLEV e series hybrFigure 10. C

n, OLEV doestail-out emissi

rack installatioin Seoul Gran

can be appliens by modifyinhe segments, ments to formf the poweredred power andring the vehicnstration projehot in appsportation.

ystem archite

ed in the cateectric vehicle

ctric power traorage medium

unique differneral electric k-up devices ectromagnetic cluding rectifiever the electricmust also be

managemenhicle such as ahe power flownd the supplithe electrica

ecessary signfor the propeow the differevehicle, a com

rid electric vehCompared with

s not have aion.

on example in nd Park [9, 11-

ed to other ng design varthe combinat

m a powered d track considd averaged ecle travel. It sect also provilying the S

ecture

egory of an ee is defined in with one or for electric erence betweevehicle is thinstalled undefield energy.

ers and regulcity in the reqinstalled with

nt system is a Power Distribw from the eed power froml power flowals within a v

er operation oence in the symparison was hicle and an h the series han IC engine

the -13]

urban riables tion of track,

dering lectric

should ides a

SMFIR

lectric as a

r more nergy, en an hat an er the A set

lators, quired

hin the

also bution lectric m the

w and vehicle of the ystem made OLEV hybrid , thus

Figur

An edevicelectrcollecthe consiexamundecapaheigh

In bucapathe vrequirated

3.5

The followheightechnat a capapoweachieurban

re 10: SchemaSeries hy

example of thces is shownrical load reqcting capacityproper packidering the re

mple, four setsr the vehiclecity of 60 kWht of 13 cm.

uses operatingcity is 75 kWariable groundred power to

d and 240 kW

Performance

critical performws: power traht and powenology, we ach

ground heighcity. This is a

er transfer fievement for thn transportatio

(a)

(b) atic comparisoybrid system (b

he physical pn in Figure uirement for

y from one unkaging desigequired vehics of pick-up dee frame to haW, while keep

g in KAIST caW with five sets

d height of 15drive full sizepeak power A

e parameters

mance paramansmission eer capacity. hieved a transht of 20 cm ground-breakield, and is

he commercialon.

on of power trab) OLEV syste

packaging of 11. Depend

a vehicle andnit of the pickn can be

cle ground heevices have beave the poweping the requ

ampus, the pics of pick-up d-20 cm, provide city buses w

AC induction m

and achieve

meters can befficiency, vehThanks to

smission efficieand a 75 kW

king record in a critical p

l deployment t

ain layout (a) em

the pick-up ing on the d the power k-up device, derived by

eight. In the een installed er collecting ired ground

ck-up power devices with ding enough with 120 kW

motor [8, 12].

ments

e defined as hicle ground the SMFIR ency of 83% W of power the wireless

performance to the future

Figu

4 AU

4.1

In adand undeDaejea seand 6utilizemonianothshow

ure 11: An exa

Figure 12: De

APPLICATIONURBAN TRAN

Demonstrati

ddition to the dsummarized

er operation aeon, Korea, aries of variou60m, for differed for envirtoring purposher test bed i

wn in Figure 12

mple of pick-uvehicle

(a)

(b)

(c)

emonstration ptechnolo

N OF SMFINSPORTATIO

on project as

demonstrationin Figure 12 t the KAIST Ms shown in Fis lengths of

rent applicatioronmental evses. KAIST isn the KAIST 2 (c).

up devices pace

projects with Sogy

IR TECHNOON

s test beds

n project desc(a), another

Munji campusigure 12 (b). Tsegments, 3m

on practices. Avaluation ands also planninmain campus

ckaging in a

SMFIR

OLOGY TO

cribed above test bed is

s, located in This site has m, 5m, 40m Also it is fully d operation ng to install s in 2011 as

4.2 Analytransp

As part ofprocess, a the power operate a ctrip, which objective ispower supplong the poinstalled, anbe laid, in venergy conthe instanta

From the mvelocity proFigure 13, power to drweight, frictand road inf

F � Wα � �R

P � Fv

Here, the va

W

α

R

R

R

F

v

P

From the consumptioin Figure 15

Figure 13:

Figure 14EVs and

ytic designportation app

f the engineenew installatsupply infra-

couple of OLEwill take abou

s to design thply infrastructuowered track nd what comb

view of the ovensumption andaneous power

measured (orofile over timit is possible rive the vehicltional and winformation, sho

R� � R� � R��W

ariables are de

W: vehicle weig

α: vehicle acce

Rr: rolling resis

Ra: air resistan

Rg: grade resis

F: force require

: velocity requ

P: power requir

calculated on during one 5.

Measured veestimation of

4: Calculated rd OLEVs over

driving d

n processplication

ering design ion has been-structure. ThEV buses oveut 20 minuteshe most efficure. This includ

should be, wbination of theerall energy bad charging durequirement t

r predicted ome and distato calculate the of Figure 14nd resistanceown in the equ

W

efined as follo

ght [kg]

eleration [m/se

tance coefficie

ce

stance (� tanα

ed to drive the

uired for the ve

red to drive th

required potrip can be e

ehicle velocity operational b

required electrdriving time (

distance (lowe

s for u

and developn selected to e subject sit

er a 6 km ones for each tripient and optimdes identifyingwhere it shoue segments salance betweeuring operationto drive the ve

r required) vence, as showhe required el4, given the ve

e and other veuations (1) and

ows:

ec2]

ent

α, α: gradeangl

vehicle [N]

ehicle [m/sec]

e vehicle [kW

ower, the estimated as s

profile as an iehavior

ric power to drupper) and ov

er)

urban

pment apply

te will e-way

p. The mized g how uld be should en the n and

ehicle.

ehicle wn in lectric ehicle ehicle d (2).

(1)

(2)

le�

W].

energy shown

nitial

rive ver

Figure 15way trip

From the cainstantaneoand road cpowered trdischarge assumed tokWh and thpolymer bathe vehiclepower requ

As a rule required whinstantaneothe vehiclebattery capwell, but thepackaging same timecapacity of when deterpower track

Figure 1powered

: Cumulated ep over driving t

dista

alculated enerous power reqconditions, thack can be icapacity. In

o have a battehe recommenttery is assum

e can cover irement as sh

of thumb, ihere the requous battery dis can have en

pacity can be e market statuvolume, etc.. On the oththe pick-up dermining the bk length design

6: Required etrack installed

over drivin

energy consumtime (upper) aance (lower)

rgy consumptquirement for

he location anidentified with

this exampery with an ennded dischargmed to be C/3up to 75 kW

hown in Figure

installing the uired driving pscharge powenough power an additional

us of the batte. should be her hand, theevices is anot

battery energyn.

electric power d over driving ng distance (lo

mption during and over drivin

tion per trip anthe vehicle s

nd distance oh the given ble, the vehic

nergy capacitye C-rate for t, thus the batt

W of instantane 16.

powered trapower exceeder capacity, s

to be drivendesign variab

ery weight, cosconsidered ae power collther design vay capacity an

by a vehicle wtime (upper) a

ower)

one

ng

nd the speed of the battery cle is

y of 25 the Li-tery in neous

ack is ds the o that

n. The ble as st and at the ecting

ariable nd the

with and

Fi

By consioptimup pobatteinstandurinstatufor thSMFtransduty pure electrthe Sbetwechara

5 S

In thMagnintroddynavehicpoweexam

For tfutureare dthe techndesigthe blocatihave

Thustransgreatand reduc

igure 17: Batteoperation (a

performing idering the p

mized poweredower capacity ry can be detntaneous powg the vehicle s of charge (

he Li-ion familIR technologportation is bcycle with a lelectric vehiclric vehicle wil

SOC from 20 toeen 40 to 60acteristic unde

UMMARY

his paper, thnetic Field induced so thatmically charg

cle is in motioner supply infmples are desc

the practical e urban transdescribed with

required penology innovagn constraintsbattery energion, and operbeen moved

, in the viewportation systter deal of deelectric vehi

ction effort.

(a)

(b)

ery SOC chana) pure electric

the design rices of the d track lengthand the energ

termined. Whiwer and the ov

travel of the (SOC) shouldly battery. Ongy applicationbeing able to mot less bandwle, as comparl have a nearo 90 %, howe0 % thanks er operation.

he principle on Resonancet the electric ged from the n. The vehiclefra-structure dcribed and dis

application oportation, theh the design erformance ation, the fix, in launching

gy storage carating chargingto the design

w of design stems, SMFIR esign flexibiliticle launch

nges during thc vehicle (b) O

optimizatiosystem comp

h combined wgy storage cale managing t

verall energy cclosed circuit be monitoree of advantagn in the fumanage the bwidth than thered in Figure 1ly full duty cyc

ever, OLEV wito its dynam

of the SMFIe) technologyvehicle or OLroad surface

e system archdesign procecussed.

of SMFIR tec demonstrativprocess whilparameters.

xed design v electric vehicapacity, chargg distance anvariable doma

strategy for ftechnology ca

ty in the charmotivated by

e vehicle OLEV

n process ponents, the ith the pick-pacity of the the required consumption , the battery d especially ges with the uture urban battery SOC one for the

17. The pure cle swinging ll only swing

mic charging

IR (Shaped y has been LEV can be e while the

hitecture and ess and its

chnology in ve test beds e achieving

With the ariables, or cles such as ging station nd time, etc. ain.

uture urban an provide a rging facility y the CO2

6 A

The throuTechof Kcolleaimpothe S

7 R

[1]

[2]

[3]

[4]

[5]

[6]

[7]

[8]

[9]

[10]

[11]

[12]

[13]

ACKNOWLED

OLEV projecugh the Minnology, Repu

Knowledge anagues in the K

ortant contribuSMFIR techno

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