Electric Vehicle On-Road Dynamic Charging
System with Wireless Power Transfer
Technology
In-Soo Suh, Jedok Kim, Member, IEEE
AbstractThe recent development in simulation speed and
capacity of magnetic field, and the power electronics, the field of
wireless power transfer has been developed significantly. In the
future transport area, electric vehicles are considered as
replacement of oil-powered internal combustion engine driven
vehicles, especially for the CO2 reduction and alternative energy
perspective. However, electric vehicle requires several key issues
resolved in view of the heavy weight, bulky volume, and limited
driving distance.
In this paper, the innovative on-road dynamic wireless
charging technology for electric vehicle, called OLEV, is
introduced. The electric vehicle charging technology can be
classified as conductive or wireless, stationary or dynamic, and
slow or fast. The fast charging in the range of 100 kW of power
capacity and wireless dynamic charging concept are described.
Also the design concept, system architecture and development
process of optimizing the magnetic flux field for the higher power
transfer efficiency are described in this paper. The dynamic
charging technology is also compared with the stationary
conductive charging for electric vehicles, in view of its
development concept and status, and practical feasibility of the
innovative technology.
. considered as a design solution to EV introduction [4]. Thus,
Index Terms charging, dynamic charging, fast charging,
wireless power transfer
I. INTRODUCTION
E lectrification in transportation technology has been
emphasized strongly for the last several decades and will
be growing as the factors are driving the change in power
sources, such as tougher regulation triggered by the
environmental concerns and urge to reduce the crude oil
dependence affected by the energy security concerns. In
automotive applications, the internal combustion engine
(ICE), hybrids, CNG and fuel cell powered vehicles will yet be
core power sources in current and future ground vehicle
technology which requires further rapid steps of efficiency
enhancement for fuel efficiency until 2020 [1]. Despite the
current slow pace of market penetration, electric vehicle (EV)
is one of strong candidates in the industry and research sectors.
In-Soo Suh is a professor at Graduate School for Green Transportation,
KAIST, Korea (phone: 10-9125-5964; e-mail: insoo.suh@kaist.ac.kr).
Jedok Kim is a researcher at Graduate School for Green Transportation,
KAIST, Korea (e-mail: nara911@kaist.ac.kr)
978-1-4673-4974-1/13/$31.00 2013 IEEE
234
While the rapid progress is currently being made in the global
electric vehicle market, substantial barriers to massive EV
adoption still exist. Those can be summarized as batteries,
charging infrastructure, electric power interface and customer
acceptance [2]. With the widespread lithium-ion battery
technology, the power density and specific power capacity
have been grown significantly, yet batteries have not been able
to compete with the tremendous energy density of petroleum
fuels [3].
Carrying the energy storage system (ESS) within an electric
vehicle during the entire operation distance has been a
significant roadblock to EVs, mainly because of the heavy and
bulky battery system with the current technology. The
overhead wire system for the traditional public tram can be a
remedy, but it also provided limited operations within urban
application of public transportation, with the sacrifice of the
city landscape.
Rather than carrying the power source like battery for the
EVs during entire travel distance, delivering the power
wirelessly to operating vehicles can be a competitive design
solution for future electrified road and vehicle, which can be
wireless charging of EVs, either stationary or dynamic on-road
charging can be a technology innovation to achieve the
massive EV introduction. However, this technology should
meet the following requirements; transfer power capacity and
efficiency, appropriate level of convenience, safety, and
business competitiveness.
In earlier 1890s, N. Tesla boldly proposed his idea to
transmit the electrical power wirelessly through air medium, as
tried in Wardenclyffe tower experiment [5], [6]. With the
increased power and energy efficient consumer electronics and
small-capacity mobile equipment use, the Wireless Power
Transfer technology (WPT) has drawn significant attraction in
technology group and related industries, and the market
forecast predicts about $2 billion in wireless-power related
revenues by 2020 in the area of consumer electronics,
automotive/transportation, industrial automation and heavy
equipment, energy, sensors and transducers, medical and
healthcare, and other applications [7].
In WPT field, three main types of WPT have been
commercially viable at this time: 1) electromagnetic inductive
coupling, 2) resonant magnetic coupling, and 3) microwave
based wireless power transfer. Power beaming by laser
concept by NASA or space-based solar power is noticeable in
WPT field, but both are either at the conceptual level or little
early for commercial application yet [7-9].
In the inductive coupling area, besides many application
technologies developed in consumer electronics area, the
California PATH Program and a group of researchers in
Oakland University, New Zealand, are worthwhile to be noted
in their contribution related with the surface transportation or
electric vehicle charging. The wireless power transfer
performance from the PATH program can be summarized with
the transferred power capacity of 60 kW, the operating
frequencies of inductive power transfer of 400 Hz and 8500
Hz, and the maximum measured power transfer efficiency
from commercial electricity source to the output of paired
receiver system of 60 % at 2-3 inches of air gap [10-12].
However, the program had not been fully commercially
successful due to limited level of efficiency and lesser
competitive in business calculation, as described in [13] with
various parametric simulation studies on the efficiency,
economic analysis and electromagnetic field exposure issue to
human.
Boys and Covic introduced a contact-less energy transfer
system as a static battery charging system, called as
inductively coupled power transfer (ICPT) [14-15]. Soljacic
et. al. [16] successfully formulated mathematically on the
resonant coupled power transfer between two resonant coils,
demonstrating transferring 60 W powers at a distance of 1.8 m
applying 10 MHz AC electricity.
In 2009, KAIST On-Line Electric Vehicle (OLEV) project
group demonstrated a series of buses and a tram demonstrating
the dynamic wireless charging of EVs as a commercially
applicable approach. The dynamic wireless charging of OLEV
system was possible by introducing the resonant based power
transfer between primary and secondary coils. With the
relatively larger distance between two coils, the resonant
coupling made possible the dynamic charging in view of the
power transmission efficiency, transferred power capacity and
economic consideration, which will be the main focus of this
paper.
In this paper, the innovative technology in wireless power
transfer field and experimental verification for practical
applicability in commercial point of view of the OLEV system
will be discussed. The suggested innovative concept of
wireless power transfer technology, called as Shaped
Magnetic Field In Resonance (SMFIR) will also be described,
in addition to the actually demonstrated power supply
infrastructure and vehicle system in the perspective of their
power transfer performance and design robustness for
feasibility and applicability to future green mobility.
II. DEVELOPMENT CONCEPT OF OLEV SYSTEM
The OLEV is an integrated system of invention and
innovation combining automotive, power electronics, power
grid, road infrastructure, and Information Technology (IT),
applying WPT. The road electrification will be a key R&D
area for the next decades linking together with the smart grid
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and the Intelligent Transportation System (ITS) technology.
The system will provide a good example to integrate those
complex areas into a transportation system. In this chapter, the
unique approach of enhancing the transmission efficiency of
wireless power in the system will be discussed, in addition to
the systematic architecture of the power supply infrastructure,
the vehicle and related electromagnetic field (EMF)
investigation.
A. Resonant Coupled WPT and Efficiency
As reviewed in the introduction, the currently available
wireless power technologies become more and more efficient
and practical recently with the emphasis on EV and consumer
electronics applications [17-20]. Followed by Bolgar [21],
numerous inventors have come up with the new ideas of
electric vehicle application; some have proposed to use the
road as a power supplying system [11, 22-24].
Typical conductive power transfer happens on a closed
circuit with the direct power flow across the conductor. The
wireless power transfer can be regarded as a contactless power
transfer, which includes the inductive or capacitive power
transfer, like traditional transformers and capacitors. It is noted
that the power transfer from the primary and secondary coil of
a transformer can be achieved through a narrow air gap at low
frequencies of 50 Hz or 60 Hz. This phenomenon has been
called as strongly coupled near-field inductive power transfer,
or closely coupled contactless power transfer for the
transformer above. If the operating frequency is high enough
that the inductive coupling between two circuits can be
stronger due to the rapid changing rate of the magnetic field,
then the power transfer across the air gap can be happened.
However, for the applications with higher power requirement
and longer distance between both coils, improving the transfer
efficiency (by maximizing the power factor) is required,
especially for the dynamic wireless charging applications like
OLEV. A resonator capacitor can be used in the secondary coil
circuit and the resonance frequency can be tuned to the
operating frequency of the primary circuit, then the power
factor of the secondary coil is 1 and the transfer efficiency can
be maximized, which can be called as a resonant based power
transfer.
In order to explain this phenomenon, we can consider the
following equivalent primary and secondary circuits of closely
coupled inductive power transfer model as shown in Fig. 1 (a),
and its equivalent circuits in (b), which is the same as the
transformer model.
 From (5), we can define the transfer function between the
circuits in view of the power supply voltage of the primary
circuit and the output induced current of the secondary circuit.
At the perfect resonant conditions of two circuits, the tuning
of the capacitances in primary and secondary circuits should
meet the following (6) and (7), as shown in Fig. 1 (b), at the
resonance frequency of 0 .
(a) Actual equivalent circuit
1 (6)
+ j 0 L1 = 0
j 0 C 1
1 (7)
+ j 0 L 2 = 0
j 0 C 2

Per two equations, we can properly tune the circuits for the
(b) Equivalent circuit at a perfect resonance stronger magnetic coupling between two circuits. From Fig. 1
Fig. 1. The equivalent circuit of a loosely coupled wireless power transfer
(b), we can write the following relationship at the resonant
system operating frequency 0 .

Here the subscripts 1 and 2 refer to the primary and V1 = R1 I1 j 0 MI 2 (8)

secondary coil values of inductor, L , resistance, R , and
capacitance, C . VS is the source voltage of the primary V2 = j 0 MI1 RT I 2 (9)

circuit, equal to , while Rl means the load resistance of the

By defining the complex impedances of each circuit as Z1
secondary circuit. The winding ratio of the primary and
secondary is referred to n . When the operating angular and Z 2 , these can be written as follows.
frequency of the power source is , the mutual inductance
M can be determined with the following formula. 1 (10)
Z 1 = R1 + + j 0 L1
j 0 C 1
VS (1) 1 (11)
M = Z 2 = RT + + j 0 L 2
I1 j 0 C 2

With introducing the degree of the coupling between two The delivered power to the secondary circuit, P2 , and,
coils with the coupling coefficient, k , the mutual inductance, hence, the transfer efficiency, , at the resonance frequency,
M , can be expressed as follows.
0 , can be obtained as follows in (13).
M = k L1 L2 (2)
02 M 2 RT I 2
P2 = Re {V 2 I 2* } = (12)
Z 2 Z 2*
Thus, the circuits in Fig. 1 (a) can be redrawn as in (b)
P2 Re {V2 I 2 }
*
utilizing the mutual inductance, M . 02 M 2 RT (13)
= = =
P1 Re {V1 I1* } Re {Z 1 Z 2 Z 2* + 02 M 2 Z 2* }
1 (3)
V1 = + j L1 + R1 I1 j MI 2
j C1 Here * means the complex conjugate. By simplifying the
1 Eq. (13), the transfer efficiency can be written as following
V2 = j MI1 j L2 + + RT I 2 (4)
(14).
j C 2
02 M 2 1 (14)
Here, RT ( = R2 + Rl ) is the total resistance of the secondary = =
R1 RT + 02 M 2 1 + R1 RT
circuit. From (3) and (4), we can rearrange for the current in 02 M 2
the second circuit.
In terms of Q-factors of primary and secondary circuits, the
efficiency can be derived as follows:
j M (5)
I2 = V1
1 1 k 2 iQ1 iQ 2
R1 +
j C1
+ j L1 RT +
j C 2
+ j L 2 + 2 M 2 = (15)
1 + k 2 iQ1 iQ 2
Here, and are defined as follows:

236
 0 L1
Q1 =
R1
L includes the power supply infraastructure and the power
Q2 = 0 2 .
RT
Thus, in order to maximize the transmissionn efficiency from
(14), both circuits at resonance frequency shhould follow this
basic principle [25].
R1 RT
<< 1 (15)
02 M 2
k 2 i Q1 i Q 2 >> 1 (16)
From (15), it should be noted that the hhigher operating
frequency and the stronger magnetic couplingg in two resonant
circuits will bring higher power transfer efficciency. From the
(2), for the higher value of the mutual inducctance, M , it is
required to have higher coupling coefficient k , where one of
the significant factor would be the magnetic field interaction
between two resonant coils. In other wordss, from (16), the
efficiency will be greater for the higher Q Q-factors of both
circuits and with higher coupling factor.
B. OLEV System Architecture
KAISTs OLEV system, a trademark registered, is a
dynamic wireless charging system, of which m main sub-systems
are comprised of the power supply system as a part of road and
the electric vehicle which has equipped with thhe power pick-up
modules. The power supply track embedded inn the road can be
considered as the primary circuit of the ressonant magnetic
coupling, and the power pick-up device can bbe considered as
the secondary resonant circuit. The schematic architecture of
an OLEV system is shown in Fig. 2.The pow wer line segment
can be considered as the main inductance off the track of the
primary circuit.
Fig. 2. Overall OLEV system architecture: vehiccle and power supply
t The 2-D simulation model used includes the power supply
In the OLEV system, the fundamental objeective is to form
an optimized and efficient AC magnetic fieldd shape between
the supply and receiver electric circuits, with applying
resonant electricity, and to minimize the leeakage magnetic
237
field in the vicinity area of power trransfer.
A schematic circuit diagram forr the OLEV system, which
receiver sub-system in a vehicle are shown in Fig. 3. Starting
from the main power source, regiional standard industrial 3
phase AC electricity with either 440 0V or 380V, the high power
will go through the power inverteer, of which functions are
AC-DC Converter, PWM (Pulse Width W Modulation), primary
circuit tuning module for the operatting frequency, and a finite
number of segment installed under the t road surface. The PWM
switching module will convert thee DC electricity to 20 kHz
AC, where the actual test bed is usiing 20 kHz as an operating
frequency of the primary circuiit and the receiver coils
inductances and capacitancess, as denoted with
, , , , , , , can be useed as a resonant frequency
tuning purpose. The received magn netic field will be converted
to DC electricity going through the rectifier and regulator to
feed into directly to the drive moto or or energy storage device
on-board. The power inverter would d also include the switching
management of each segment, wh hile maintaining the output
current at constant 200A upon the load requirement of those
segments, which can be extended to o six, as demonstrated in the
test bed.
In this experimental test bed, thee vehicle can have 100 kW
of power receiving capacity with fiive of each pick up module
of 20 kW each, as demonstrated in n the private campus road.
The mutual inductance can hardly be b defined explicitly due to
the complicate nature of 3-dim mensional magnetic field,
enclosing geometry and 20 kHz material properties of the
boundary including the leakage mag gnetic field, which can be a
further study. However, the dem monstrated OLEV system
achieved more than 80% of transffer efficiency with 20 kHz
operating and resonant frequency by b optimizing the magnetic
field and resonant tuning process, which is described in the
following section.
Optimizing Magnetic Flux Field
The design variables can include geometric layout of coils
and ferrite shapes in transverse and longitudinal direction of
vehicle-based coordinate and th he tuning parameters of
inductance, capacitance of both cirrcuits including the air-gap
(or ground height of a vehicle betweeen the road surface and the
bottom of pick-up modules) distan nce. The tuning parameters
can roughly be explained with a set of equivalent circuit
concepts [14, 25-27], Eq. (6), (7) can
c be the basic framework
of the tuning process of two resonant
r circuits. For the
maximized power transfer efficiency and minimized the
leakage field flux of the magneticc field, the magnetic field
shapes should be optimized in three dimensional spatial
coordinates. The schematized magnetic field shapes with the
fundamental concept of the shaped magnetic
m field in resonance
(SMFIR) is shown in Fig. 4.
system with power cables in longiitudinal direction of a bus,
the pick-up module attached to the under-body, and the
metallic body with specific arrangemments of ferrite cores under
the power cable and within the pow wer pick-up module. As one
power cable goes in the vehicle forward moviing direction and mode of wireless power transfer meechanism.
the other cable is in reverse direction, thee magnetic field
generated shows a duel elliptic shape, whichh we call a dual

Fig. 3. A schematic circuit diagram of the on-road dynam

mic charging system

nal power source from the

electric bus, but there is an addition
ground, while the vehicle is in motion, of which major
components are the power picck-up modules installed
underneath the vehicle body, a sett of capacitor bank and a
regulator. The drive motor, either DC
D or AC induction type, is
driven either by the battery power or direct power from the
power collection system. The pick--up power capacity can be
augmented by adding more numbeers of pick-up modules, of
which each capacity has been deveeloped up to 20 kW. Five
pick-up modules can collect the po ower up to 100 kW, which
means a fast charging system wireleessly through AC magnetic
field.

Fig. 4. A schematic diagram of cross-sectional view of magnetic flux field

with SMFIR B. OLEV Power Supply Infrastructture
OLEV power supply system or po owered road is composed of
III. DEVELOPMENT CONCEPT OF OL
LEV SYSTEM a set of power tracks throughout the
t vehicle travel road. A
powered track is composed of a sett of 6 segments, which can
A. OLEV Vehicle Architecture have different lengths with each other, controlled by a set of
As shown in Fig. 2, the bus architecturee is similar to an power inverter through a switch boxx. As shown in Fig. 2, one

238
example of a powered track layout is shown, which consist of
six segments. Between each segment, there can be enough
distances between the segments depending on the application
conditions, such as bridges or pedestrian crossing etc.
C. Implementation Results Summary
In Seoul Grand Park, the first prototype of dynamic wireless
charging system in public demonstration purpose has been
installed. Here the first segment has 2.5 m and the other five
segments have 25 m each, while the distance between the
segments has been varied from 3 m to 100 m range. [3] In the
park, one round trip in a closed circuit of a people mover tram is
2.2 km, and the installed powered track is about 170 m, which
Fig. 5. A schematic diagram of cross-sectional view of magnetic flux field with SMFIR
In the Fig. 5, a set of experimental test data for battery state
of charge level SOC, instantaneous battery
charging/discharging power, vehicle speed and the regulators
instantaneous output of wirelessly transferred power are shown
during one round trip of the closed route in the park. From the
measured vehicle operational speed profile, it is possible to see
the stationary charging when the vehicle speed is zero, and the
dynamic charging while the vehicle speed is above zero, when
the vehicle is in starting range with lower speed. During one
round of trip, it is observed that the battery SOC has been
recovered to the level before the trip due to the wireless
delivered energy have the same amount of the consumed
energy.
D. EMF Shielding
According to the International Commission for
Non-Ionization Radiation Protection (ICNIRP) [28], the
reference values of EMF level on human exposure for
239
takes only 17 % of one round trip. This system has three
powered tracks and two separate stationary charging stations on
the road. Three power inverters are installed at each powered
track, with an additional power inverter for two stationary
charging stations. The electricity collected during the vehicle
operation on 170 m powered track has been enough to
compensate the battery state of charge (SOC) level which has
been consumed during one round trip due to the drive motor
and auxiliary power requirement [3]. In other words, it is
necessary to determine the total powered road length
considering the energy consumption of the vehicle on the
application field while minimizing the installation cost.
occupational and general public to time varying electric and
magnetic fields in unperturbed values are defined, as shown in
Fig. 6. The suggested reference value at 20 kHz for the general
public from is 27.0 T, e.g. 270 mG in the frequency region of
3 kHz to 10 MHz, while the reference value for the
occupational exposure is 100 T, which is 1000 mG in the same
frequency range. Though the method on the spatial averaging
of external electric and magnetic fields and on the
non-sinusoidal exposure are defined in [28], it still requires an
additional technical standards to apply this general guideline on
the measurement location and procedures on specific radiation
characteristics of certain object, especially for the new
technology such as OLEV or magnetic levitation vehicle etc.
For the OLEV application, weve suggested to measure 30
cm away from the vehicle outer body line, and take the average
of three measured points 0.5 m, 1.0 m, and 1.5 m in height off
the ground surface at 20 kHz, while the wireless power transfer
is in action on the stationary vehicle. The measured value met
the reference values suggested by ICNIRP in any operation
condition of power transmission, as observed.
Fig. 6. Reference levels of for exposure to time varying magnetic fields : on
occupational and general public exposure [28]
IV. CONCLUSION
In this paper, the new innovative technology, KAISTs
OLEV system has been introduced in the overview level of
shaped magnetic field in resonance (SMFIR) technology, in
view of the practical applicability of the technology. The
overall system architecture including detailed description of
vehicle and power supply infrastructure of the system is
described. The experimental verification in terms of
transmission efficiency and other importance consideration in
vehicle and infrastructure technology are also covered.
Under the growing concern of environmental protection,
electric vehicles are considered one of key successful
implementation, however, the current technology is falling
short of satisfying the customers acceptance, while various
technologies are emerging and competing.
ACKNOWLEDGMENT
This research has been sponsored by Korean Ministry of
Education, Science and Technology in 2009, and by Korea
Ministry of Knowledge and Economy in 2010-2011. Numerous
colleagues in KAIST OLEV Project Group worked together on
this research, and the author(s) appreciate the sponsorships and
contributions.
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