Post on 18-Jan-2015
description
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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ergy use andin 2004. Withnt, the proon will increas80% by 2050 [
effort, policy including pub
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putting empby improving tfuels and intrvehicles (EVs)ell vehicles
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1.7% per IntEIA’s projection CO2 generation from
y 2030 if thereclimate changeponsible for ad 23% of enh the current ojected CO2se up to abou[3].
makers are deblic subsidies , and thus transportationty vehicles, tr
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gure 3 showsenergy storagcific power dlectric vehiclen batteries arein market. Ho
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ng and slow d Battery Coeded for batte
003 [5]. Thecover a wide r
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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
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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 $42ve cost red[6]. Howevery from automof a technol
s and produost of the b
significant portrrier to consunsportation.
private e new tration on the by the
hat the umers’
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power) wide.
nergy
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lso an pany’s 700 to 20 per uction r, the motive ogical
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Paramful
PoweSpeciDischDOD/SpeciRegensec(WEnergC/3 DRate(WSpeciDischRate(WSpeciPoweEnergTotal Life(YCycleDOD(PoweDegra(% of Sellingunits @kWh($
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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