This article has been accepted for publication in a future issue of this journal, but has not been

fully edited. Content may change prior to final publication.

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS 1

Design and Implementation of Shaped Magnetic

Resonance Based Wireless Power Transfer System
for Roadway-Powered Moving Electric Vehicles
Jaegue Shin, Member, IEEE, Seungyong Shin, Yangsu Kim, Seungyoung Ahn, Member, IEEE, Seokhwan Lee,
Guho Jung, Seong-Jeub Jeon, Member, IEEE, and Dong-Ho Cho, Senior Member, IEEE

Abstract—In this paper, the design and implementation of a
wireless power transfer system for moving electric vehicles along
with an example of an Online Electric Vehicle (OLEV) system are
presented. Electric vehicles are charged on roadway by wireless
power transfer technology. Electrical and practical designs of the
inverter, power lines, pick-up, rectifier, and regulator as well as an
optimized core structure design for a large air gap are described.
Also, EMF shielding for the electric vehicle is suggested. The
overall system was implemented and tested. The experimental
results showed that 100 kW power with 80% power transfer
efficiency under 26 cm air gap was acquired.
Index Terms—Wireless power transfer, pick-up, core structure,
online electric vehicles, roadway-powered electric vehicles.
I. I NTRODUCTION
this system, the electric vehicle is charged on the road
by wireless power charging, and the battery can hence be
downsized and no waiting time for charging is needed. Much
research on wireless power transfer for electric vehicles has
been performed over the past few decades. The Partner for
Advanced Transit and Highways (PATH) project of UC Berke-
ley developed a roadway-powered electric vehicle system with
60% power efficiency at an 8cm air gap [1]. In this project, a
powering roadway track was constructed and was experimen-
tally validated. Design methods of loosely coupled inductive
power transfer systems have been proposed to overcome the
large air gap for practical operation on roadways [2]–[8]. To
achieve high efficiency of power transfer, many techniques, in-
cluding resonant inverters for wireless power transfer [9]–[12],

T HE serious environmental pollution caused by internal

combustion engines together with depletion of fossil fuels
has motivated global interest in eco-friendly energy. Notably,
efficient pick-up modules [13]–[15], effective pick-up tuning
methods [16]–[18], and pick-up voltage control methods [19]–
[20] have been proposed.
electric vehicle technology has been developed to reduce the
The On-Line Electric Vehicles (OLEV) center of the Korea
use of fossil fuels in vehicles, which are the main fossil fuel
Advanced Institute of Science and Technology (KAIST) has
consumers. As a result, hybrid electric vehicles that use both
developed a high efficiency roadway-powered electric vehicle
a combustion engine and an electric engine have already been
system [21]–[27]. The OLEV system achieved 100 kW output
widely commercialized. However, all-electric vehicles, such
power with 80% power efficiency at a 26 cm air gap. The first
as plug-in electric vehicles and battery electric vehicles, are
generation of the OLEV system has already been commercial-
distributed narrowly at present owing to some battery related
ized in Seoul Grand Park, and some more pilot projects are
drawbacks such as large size, heavy weight, high price, long
being executed in the U.S. and Korea.
charging time, and short driving range. These problems are
This paper describes the design and implementation of a
not easily solved by current battery technology.
wireless power transfer system for moving electric vehicles
In an effort to address battery problems, the concept of
with examples involving the practical OLEV system. Section
roadway powered electric vehicles has been proposed. With
II explains the basic design and introduces the system specifi-
Manuscript received May 6, 2012. Accepted for publication March 21, cations and system operation. In Section III, the core structure
2013. This work was supported by Transportation System Innovation Program design is presented. The designs of the inverter and the power
of Ministry of Land, Infrastructure, and Transport of Republic of Korea.
Copyright (c) 2009 IEEE. Personal use of this material is permitted. line module are described in Section IV. In Section V, the pick-
However, permission to use this material for any other purposes must be up module, the rectifier, and the regulator are designed, and
obtained from the IEEE by sending a request to pubs-permissions@ieee.org. Section VI describes the EMF shielding method. In Section
Jaegue Shin, Seungyong Shin, Yangsu Kim, Seokhwan Lee and Guho
Jung are with Wireless Power Transfer Research Center, Korea Ad- VII, the implementation and experimental results of the system
vanced Institute of Science and Technology, Daejeon 305-701, Re- are explained and discussed, and conclusions are provided in
public of Korea (phone: +82-42-350-6637; fax: +82-42-350-6699; e- Section VIII.
mail: jkshin@kaist.ac.kr; jengsaebulan@kaist.ac.kr; soyangpa@kaist.ac.kr;
shlee0322@kaist.ac.kr; ghjung9595@kaist.ac.kr.
Seungyoung Ahn is with the Cho Chun Sik Graduate School for II. OVERALL SYSTEM
Green Transportation, Daejeon 305-701, Republic of Korea (e-mail:
sahn@kaist.ac.kr). A. Basic design
Seong-Jeub Jeon is with the Department of Electronics Engineering,
Pukyong National University, Busan 608-737, Republic of Korea (e-mail: A wireless power transfer system uses inductive coupling.
jeub@pknu.ac.kr). One of the most important factors that must be considered
Dong Ho Cho is with Division of Electrical Engineering, Korea Advanced
Institute of Science and Technology, Daejeon 305-701, Republic of Korea in designing an inductive coupling system is the target power
(phone: +82-42-350-3467; fax: +82-42-350-4042; e-mail: dhcho@kaist.ac.kr). of the system. Voltage and current ranges, usable devices and

Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS
Fig. 1. Basic circuit model of wireless power transfer system.
operating frequency of the system depend on the target power.
Because the wireless power transfer system for moving electric
vehicles is a public service system that is installed in a road,
the use of the resonance frequency must be permitted by the
government. Generally, wireless power transfer systems for
electric vehicles use 10-100 kHz frequency. In the OLEV sys-
tem, the target power is 100 kW and the resonance frequency
is 20 kHz.
The basic circuit of the wireless power transfer system
is shown in Fig. 1. This circuit is fundamentally the same
as the circuit model of transformers. In the circuit, a larger
mutual inductance M facilitates more effective power transfer.
The mutual inductance M is determined by L1 , L2 and the
coupling coefficient k, as follows.
p to provide constant voltage, constant current control is more
M =k L1 L2
where k indicates the degree of coupling strength and is
between 0 and 1.
However, k of a wireless power transfer system for moving
electric vehicles is very small due to the large air gap distance
between the bottom of a vehicle and road, which is necessary
for safe driving. Therefore, the OLEV system uses large 72
cm core width.
To compensate the reactive power and increase the power
efficiency, compensation capacitors are used in the OLEV
system. These capacitors make the circuit resonate at the oper-
ating frequency and minimize the circuit impedance. There are
four basic compensation topologies for primary and secondary
sides: SS compensation, SP compensation, PP compensation,
and PS compensation, where S denotes series compensation
and P denotes parallel compensation. Series compensation has
voltage source characteristics and parallel compensation has
current source characteristics.
The four compensation topologies have four different re-
flected impedances. The required primary compensation ca-
pacitors for the reflected impedances were well analyzed in
[4]. According to the analysis, for a wireless power transfer
system for moving vehicles, the use of SS compensation is
recommended, because the required primary compensation
capacitor depends on the mutual inductance M and load
resistance R in SP, PP and PS compensations. To charge the
moving vehicles, the system must be tolerant of unavoidable
lateral displacement, which leads to a change of mutual
inductance, and thus SS compensation is selected for the
OLEV system.
Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
2
Fig. 2. Conceptual diagram of OLEV system.
B. System operation
Fig. 2 is a conceptual diagram of the OLEV system. A
wireless power transfer system consists of a power transmitter
part and a power receiver part. The power transmitter part is
composed of an inverter and power lines. The inverter provides
power, and the power lines carry current and generate magnetic
flux. The power receiver part is comprised of pick-up modules,
rectifiers and regulators. The pick-up modules generate power
from induced voltage and current, the rectifiers convert AC
power to DC, and the regulators control the output voltage,
which is input to batteries and motors.
The inverter receives power from an electric power com-
pany and converts 60 Hz operating frequency into 20 kHz
resonance frequency. Although the inverter can be controlled
(1) advantageous in dealing with changes in the load resistance or
multi pick-up charging [11]. Therefore in the OLEV system,
the inverter converts 60 Hz power to 260 A constant current
at 20 kHz resonance frequency. The power line modules are
installed underneath the road and along the road. For economic
construction and operation, the power line is installed at the
start point, destination point, stopping area, and slope area.
Power line cables in the module generate magnetic flux and the
magnetic cores make the flux propagate upward. In the pick-up
modules, the magnetic cores capture the magnetic flux from
power line modules, which induces voltage along the coils.
Compensation capacitors are connected to the coils to com-
pensate the impedance of the inductance. The regulators are
DC-DC converters, which control the effective load resistance
to control the voltage and current of the pick-up modules.
One among the buck converter, the boost converter, and the
buck-boost converter may be used to increase or decrease the
voltage. In the OLEV system, the boost converter is used in
consideration of the battery input voltage.
Some of the transferred power is used to drive the motors
and the remainder is used to charge the batteries. When the
vehicle stops, all of the power is used to charge the batteries.
Fig. 3. Concept of power line segmentation method.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS 3

(a) (b)

Fig. 4. Magnetic circuits and equivalent electrical circuits of (a) EE-type structure and (b) UU-type structure.

C. Segment operation Therefore, 2Rair2 +Rair1 +RC should be minimized and Rl

The power line of the OLEV system is divided into several should be maximized. The reluctance can then be calculated
power line segments, as shown in Fig. 3. To mitigate inefficient by
power supply, the inverter turns on only the segment on which l l
a vehicle is located [24]. A sensor in a segment senses the R= = (5)
µA µo µr A
approach of the vehicle, sends a message to the inverter, and
then inverter turns the segment on. If the vehicle moves to the Reluctance is proportional to the length l of the path
next segment, the inverter turns the previous segment off and and inversely proportional to the permeability µ and cross-
the next segment on. This segment operation method reduces sectional area A. Therefore, larger permeability of the core is
power loss in the cables. It also blocks EMF exposure to more advantageous for reducing the core reluctance RC . The
people on and near the powered road. relative permeability value of normal ferrite is over hundreds
and the ferrite used in the OLEV system has a relative
III. C ORE STURECTURE permeability higher than 3000. If the permeability of the ferrite
is sufficiently high, the core reluctance can be ignored, and
Wireless power transfer systems use magnetic cores to
the reluctance of the target loop is approximately Rair2 + 1/2
maximize magnetic flux density. The basic core structure can
Rair1 . To reduce Rair1 and Rair2 , it is better to increase the
be categorized as two types: EE type and UU type. The EE
pole width wp1 and wp2 to enlarge the cross-sectional area of
type is composed of a pair of E-shaped cores and the UU
the core poles. However, if wp1 and wp2 are lengthened, the
type is composed of a pair of U-shaped cores as shown in
distance dp between the poles will be shortened by a given
Fig. 4. In the EE type structure, power line cables are wound
pick-up width constraint, and the leakage magnetic flux will
around the center magnetic core pole, and two target magnetic
be increased. This is the reason why it is necessary to find
loops and two main leakage magnetic loops are formed. In
the optimal pole widths wp1 and wp2 under the given pick-up
the UU type structure, power line cables are wound around
width constraint.
a pole or a horizontal bar of the primary magnetic core, and
The saturation of the core should also be considered. The
a target magnetic loop and two main leakage magnetic loops
saturation magnetic flux density of ferrite is about 0.4 Tesla.
are formed.
As the magnetic flux density in the core becomes higher and
In the EE type example of Fig. 4 (a), Rtarget and Rleak ,
closer to saturation, the rate of increment shrinks and the core
the equivalent reluctances of the target loop and the leakage
loss rises. Heat generated due to the core loss increases the
loop respectively, can be expressed as follows:
temperature of the core, which may degrade the characteristics
1 1 of the core such as core loss or permeability. Accordingly, if
Rtarget = Rair2 + Rair1 + RC (2) more magnetic flux is needed, the thickness of the core should
2 2
1 be increased to reduce the magnetic flux loss, and this factor
Rleak = Rl k Rl = Rl (3) has to be considered with the pick-up width constraint.
2
Fig. 5 shows two types of core structures that are optimally
To transfer the maximum amount of power, the coupling
designed for the OLEV system. In these designs, the cross-
coefficient k should be maximized by adjusting the reluctance,
sections of the core poles in the secondary side are maximized
which is the ratio of effective magnetic flux through the loop
to decrease the magnetic reluctance. The structure of Fig. 5 (a)
to the total magnetic flux.
is called a dual type because two magnetic flux loops are
Φtarget Rleak formed, and that of Fig. 5 (b) is called a mono type because
k= = one magnetic flux loop is formed. In designing these core
Φtarget + Φleak Rtarget + Rleak
structures, the primary module width is minimized to reduce
(4) the cost of road construction and the thickness is minimized to
Rl
= reduce the weight of the pick-up modules. The designs were
2Rair2 + Rair1 + RC + Rl
supported by theory, finite element method (FEM) computer

Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS 4

(a) (b)

Fig. 5. Optimal core structure designs for 20 kW pick-up module in OLEV system (a) dual-type and (b) mono-type.

(a) (b)

Fig. 7. Magnetic flux loop shapes of (a) dual type and (b) mono type when
a lateral displacement of 300 mm is given.

Fig. 6. Normalized induced voltage along pick-up cables as a function of

distance between core blocks in power line module.

simulations and practical experiments. In the power line mod-

ule, the ferrite cores are not continuous but separated at regular
distances. This reduces cost and improves the solidity of the
power line module underneath the road to support the weight
of vehicles. The decrement of the induced voltage due to the
space between the core blocks is negligibly small, as shown
in Fig. 6.
These two types of core structures have merits and flaws.
First, under the same pick-up width constraint, the dual type
has an advantage in generating magnetic flux considering the
saturation because the magnetic flux is divided into two sepa-
rated paths. In the mono type, the thickness of the horizontal
core bar must be two times greater for the same amount of
magnetic flux compared to the dual type.
Second, the mono type is more tolerant of lateral displace-
ment than the dual type, because the pole distance dp is longer.
Fig. 7 shows the magnetic flux loop shapes of the dual type
and the mono type when a lateral displacement of 300 mm is
given. In the case of the dual type, the center core pole of the
primary side is closer to the left core pole of the secondary
side than the center core pole of the secondary side, and this
increases the leakage magnetic flux. However, in the mono
type, the magnetic flux loop distortion is much smaller. Not
only changing the core structure but also changing the coil
windings was proposed to improve the lateral displacement
Fig. 8. Power circuits for proposed inverter system.
tolerance in [13].
IV. D ESIGN OF POWER TRANSMITTER PART
A. Road-embedded power systems
The power supply systems for the proposed system are
shown in Fig. 8. The road-embedded power circuit consists of
two parts, a three-phase power inverter and a road embedded
rail. The power inverter converts three-phase 60 Hz AC
voltage to a constant single-phase 20 kHz AC current. In the
internal circuit of the power inverter, three-phase AC voltage
is rectified to DC. This DC voltage is converted to an isolated
single-phase AC voltage source by a single-phase inverter. The
inductance of the power cable in the embedded road rail L1
has a value that varies with the length of the coil and is about
20 µH for 5 m coil.

Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS
(a)
(b)
Fig. 9. Equivalent circuits of proposed power transmitter system: (a) actual
equivalent circuit (b) ideal equivalent circuit in perfect resonance.
The coil is divided into two segments. Meanwhile, based
on L1 , the resonant capacitance Cr1 is adjusted to meet the
resonant frequency 19.8 kHz which is little below the inverter
switching frequency. The equivalent impedance of the embed-
ded coil including Cr1 operates as a small inductance at a no-
load state, and its current has a 90◦ lagging phase compared to
the inverter output voltage. Its equivalent impedance becomes
almost a resistor at a full-road state, and its current has the
same phase as the inverter voltage.
B. Analysis of the proposed power transmitter circuit
As shown in Fig. 9 (a), L1 and R1 at the primary side of the
high frequency transformer are the inductance and resistance
created by an embedded road rail and transformer. Cr1 is the
resonant capacitance that makes the resonant frequency based
on L1 and Cr1 equal to the inverter switching frequency finv .
Thus, the impedance made by Cr1 and L1 becomes almost
zero.
In this case, the obtained circuit equations in the phasor
domain are as follows:
1 proved that an area of 1 mm2 can endure the current of 3 A.
Vinv = I1 + jωL1 I1 + R1 I1 − jωM I2
jωCr1
1 power cables from being broken. FRP is durable enough to
VLd = jωM I1 − jωL2 I2 − I2 − R2 I2
jωCr2
where M is the mutual inductance between the embedded
rail and the pick-up module and has a low value in the
presented system due to the large air gap distance.
The equivalent circuit at a resonant frequency which is the
same as the inverter switching frequency is shown in Fig. 9 (b)
in the phasor domain. All the inductances are cancelled by the
additional resonant capacitances and thus only the resistance
component exists in this equivalent circuit. From this, the
related equations in the phasor domain can be written as
below:
Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
5
Fig. 10. Output current controller of proposed inverter system.
Vinv = R1 I1 − jωM I2 (8)
VLd = jωM I1 − R2 I2 (9)
With use of the resonant capacitors, the large impedances
due to L1 and L2 are removed, and the total impedances are
reduced dramatically.
C. Inverter and electrical segmentation design
The power line current is changed according to various
load conditions, for example, the drive pattern of a car or
the state of charge (SOC) level of batteries. However, it is
necessary to supply constant current regardless of whether the
transfer power level is high or not, because we want a uniform
magnetic flux density in order to support steady induction
voltages in the pick-up modules. Therefore, an output current
regulator is designed by using a PWM inverter. In Fig. 10,
the controller consists of a PI control loop. The PWM method
is used for steady state switching of a full-bridge inverter for
one segment.
Segmentation is accomplished using an electrical switch-
ing scheme, as shown in Fig. 8. Without using mechanical
switches, which have poor performance and a short life time,
we can switch from one segment to another by using another
insulated-gate bipolar transistor (IGBT) arm.
D. Power line module
The power line cables are located on the primary ferrite and
260 A/20 kHz currents are supplied from the inverter. These
currents consistently generate magnetic flux for the pick-up.
The litz wire structure is used for the power line cables to
avoid the skin effect. The cross section area of the power line
cables are nearly 95 mm2 . The area issue is important when
a high current is supplied to the cable. Our analysis result
(6)
Fibre-reinforced plastic (FRP) tubes are used to prevent the
(7) tolerate the weight of vehicles and is uninfluential electrically
and magnetically. The FRP tubes physically protect the power
line cables from underground pressure, heat and water.
To operate the power line segmentation method, the mag-
netic sensors are located at the entry of the segment to notice
the arrival of electric vehicles. When an electric vehicle is
sensed by the sensor of the first segment, the first power
line segment turns on. And when the second sensor senses
an electric vehicle, the first power line segment turns off and
the second segment turns on. The signal cable delivers the
notice message from the sensor of the power line module to
the inverter controller.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS 6

(a)

Fig. 11. Proposed power line module structure.

(b)

Fig. 13. Peak voltages (a) in conventional capacitance connection and (b)
in proposed distributed capacitance connection.

Fig. 12. Proposed pick-up module structure.

The power line module consists of ferrite cores, segment

power cables, signal cable, common power cables, FRP tubes
and aluminum tubes as shown in Fig. 11. The FRP tubes are
used to protect the power cables and sensor signal cables. The
common power cables are used to connect each segment to the
inverter and need to be shielded so as not to affect segment
power cables magnetically. Thus, aluminum tubes are used for
the common power cables. Aluminum has low permeability
and high conductivity, which are good shielding characteristics
against magnetic flux.

V. D ESIGN OF POWER RECEIVER PART

Fig. 14. Functional diagram of OLEV power receiver system.
A. Pick-up module
The pick-up module is comprised of ferrite core blocks,
pick-up cables, compensation capacitors and an FRP case. The 1
case protects the inside physically and insulates the outside Cr2 = (10)
4π 2 f 2 L2
from electrocution. Similar to the power line cables, pick-up
In the OLEV pick-up, the reactive voltage due to a very
cables are litz wires. Fig. 12 shows a pick-up module without
large L is near 10 kV. This high voltage is difficult to insulate
the cover. In Fig. 12, the ferrite core blocks are arranged as
even if compensated. Hence, the capacitance is not connected
shown in Fig. 5 (a). The pick-up cables are wound around
all at one point but divided and distributed among the winding
the ferrite cores. In the OLEV system, the center winding has
cables to reduce the peak voltage. This connection method
64 turns of the pick-up cables and the left and right windings
drastically reduces the peak voltage caused by the inductances
have 28 turns respectively. To add up the induced voltages,
as shown in Fig. 13.
the center winding is clockwise and the other windings are
counter clockwise. A half of the center winding is connected
to the left winding and the other half is connected to the right B. Rectifier and regulator
winding. The rectifiers convert AC current to DC current. The reg-
Capacitors are connected to the cables to compensate the ulator boosts the voltages of the rectifiers up to a reference
inductance of the winding cables. To make the impedance zero voltage suitable for battery charging. Five 20 kW pick-up
at the operating frequency, the capacitance is selected by modules are used to obtain 100 kW power capacity in the

Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS
Fig. 15. Input ripple currents of ten boost converters when regulator controls
the phases of ten boost converters to make each phase differences to be 36◦
(control period = 360◦ )
Fig. 16. Output voltage ripples of regulator for the numbers of phases of
boost converters.
OLEV system, and each pick-up module has two separated
windings. Therefore, the OLEV system has ten rectifiers and
one regulator for ten windings. As shown in Fig. 14, the
inputs of ten boost converters are connected to the outputs of
rectifiers, respectively, and the outputs of ten boost converters
are connected to a battery. The ten boost converters’ output
voltages are controlled by adjusting the ten PWM signals of
the IGBTs. The OLEV regulator controls the ten phases of
the PWM signals so that each difference among ten phases
uniformly becomes 36◦ . As a result, output voltage ripples
are minimized by minimizing the sum of the input current
variations. Fig. 15 represents the input currents of ten boost
converter modules when the duty ratio is 0.5. Fig. 16 shows
output voltage ripples of ten boost converter modules accord-
ing to the number of IGBT PWM signal phases. As the number
of phases becomes larger, the output voltage ripples of the
regulator become smaller under the duty control.
The control algorithm used in the regulator is shown in
Fig. 17. The regulator uses dual PI controllers. Two PI
controllers are used to control the input currents of two boost
converters, and also one PI controller is used to control the
output voltage of the regulator. IGBTs’ gates in Fig. 14 receive
PWM signals constructed by the algorithm in Fig. 17.
To tune the PI controllers, Ziegler-Nichols method is used.
When the bus is arranged on the power line, ultimate gain Ku
is obtained. Proportional gain Kp and integral gain Ki are
calculated by following equations of Ziegler-Nichols method.
Ku
Kp =
2.2
1.2Kp
Ki =
Tu
Here, Tu is the oscillation period. And the gains are slightly
Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
7
Fig. 17. Functional block diagram of proposed regulator controller.
adjusted by try and error method through experiments for a
moving vehicle.
In Fig. 17, Iref 1 and Iref 2 , the reference values of the
currents, are controlled to balance the voltage of the two
separated windings in one pick-up module by using following
equations.
Iof f set = (V1 − V2 ) ∗ Scaling factor (13)
Iref 1 = Icmd + Iof f set (14)
Iref 2 = Icmd − Iof f set (15)
where V1 , V2 , and Vout are the input voltage of the first boost
converter module, the second boost converter module, and the
output voltage of the regulator, respectively. Icmd is the output
value of the first PI controller. Iof f set , which indicates the
difference between V1 and V2 , is added to and subtracted from
Iref 1 and Iref 2 , respectively. By this procedure, the regulator
absorbs more current from the winding that has higher voltage
and the winding voltage is decreased by the increased current
and parasitic resistance. Inversely, the voltage of the other
winding is increased, and finally the two voltages become
equal. In this balance, the sum of two duty ratios is minimized,
which maximizes the efficiency of the whole regulator.
VI. D ESIGN OF THE EMF SHIELDING
The design of the electromagnetic field distribution is also
a significant factor in a wireless power transfer system, espe-
cially in a high power transfer system. As a magnetic flux
of more than hundreds of thousands mG from the current
of thousands of ampere-turn is generated between the power
lines and pickup coils, even 0.1% of leakage from the main
flux can be hundreds of mG, which is several times larger
than the magnetic flux regulation suggested by ICNIRP [32].
Therefore, it is essential to control the leakage magnetic flux
for a wireless power transfer system in automotive applications
because of the high current in the system.
(11)
A. Passive shielding
(12) Although the magnetic field is shaped by the coil design and
ferromagnetic material, some form of shielding for a reduction
of the EMF from the transmitter and receiver coils is required.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS
Fig. 18. Passive shielding for the magnetic field from transmitter and receiver
coils using a metal plate installed underground and soft contacts based on a
metal brush.
Fig. 19. Implemented passive shield structure consisting of vertical ground
shield, metallic vehicle body, and metallic brushes connecting ground shield
and vehicle body.
A traditional passive shield using a metallic plate or a grid can
be used to ensure low-frequency magnetic field reduction.
A vertical ground metal plate is installed underground. Ad-
ditionally, soft electrical contacts between the vertical ground
plate and the bottom of the vehicle’s metallic sidewall using
metal brushes are used to construct a passive shield. Each
brush consists of a bundle of metal wires attached beneath
the bottom of the vehicle’s side wall. An example of passive
shielding for an automotive application which is adjusted
upward or downward is shown in Fig. 18.
When the number of connections using metal brushes
increases, the EMF level has significantly decreased from 144
mG to 35 mG.
Fig. 19. shows the implemented passive shield structure
which consists of buried vertical ground, metallic vehicle body,
and metallic brushes which electrically connect the vertical
ground and vehicle body. As the brush has 25 cm width and
the exposed part of vertical ground shield is 5 cm wide, the
allowable lateral displacement of passive shield is 25+5=30 cm
(±15 cm). The width of the exposed part of vertical ground
shield and the width of metallic brushes can be increased
when larger lateral displacement is required. As the position of
the metallic brush is controllable, the metallic brush does not
touch the ground when the vehicle is moving, and it comes
down to ground and contacts to the ground only when the
passive shielding is required.
Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
8
Fig. 20. Mechanism of the magnetic field cancellation using a reactive
resonant current loop.
B. Reactive Shielding by Magnetic Field Cancellation
Passive shielding is effective in blocking the magnetic field
being emitted from the bottom of the vehicle to the side
of the vehicle. However, the passive shield has a physical
limitation when used in a wireless power transfer system
because the shield should be placed between the transmitter
and the receiver coil. To maintain the air gap, active magnetic
field cancellation methods have been suggested.
The magnetic field from the pickup coil can be cancelled
by using active shield; however, the size, weight, and power
consumption of the additional power supply for an active
shield is additional burden for OLEV system. We used reactive
resonant current loop instead of traditional active shield which
combines the advantages of passive shield and active shield.
Reactive shield works as active shield but it does not require
any additional power source to generate the intentional fields.
Fig. 20 shows the mechanism of reactive shielding by magnetic
field cancellation using the reactive resonant current loop
method. When a reactive resonant current loop is placed
between a magnetic field source and the measurement point,
the original magnetic field induces voltage at the loop and
the voltage generates current which provides the cancelling
magnetic field. The induced magnetic field for cancellation
can be controlled by the capacitance value as the current at
the reactive resonant current loop is determined by the induced
voltage and total impedance of the loop as follows.
dΦ d
Z
Vinduced = − = Bsource · dS (16)
dt dt
Vinduced Vinduced
I= = 1 (17)
Zloop jωL + jωC
Fig. 21 shows a block diagram of the reactive shielding
method for OLEV system. The magnitude and phase are
controlled by changing the capacitance of the reactive resonant
loop to minimize the EMF. To control the capacitance opti-
mally, the feedback system using a magnetic field sensing loop
is implemented to determine the magnetic field intensity at
the measurement position, and the processor in the controller
block finds the optimal combination of capacitors to minimize
the total EMF by controlling switches. The application of
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS 9

Fig. 23. Implementation of OLEV inverter.

Fig. 21. Block diagram of the reactive shielding method using a reactive
resonant current loop.

(a) (b)

Fig. 24. Voltage and current waveforms of inverter (a) in no-load state and
(b) in full-load state.

The measured voltage and current waveforms of the inverter

Fig. 22. Placement of the reactive resonant current loop under the vehicle
as seen from the side lower position.
reactive resonant current loop to OLEV system is depicted
in Fig. 22.
VII. I MPLEMENTATION AND DISCUSSIONS
A. Inverter and power line
We used a two-segment circuit topology and parallel con-
nection of IGBT modules for margin. The output ports are
connected with a blocking capacitor and isolation transformer
as shown in output part of Fig. 8. The resonance capacitances
used to compensate the resonance of the power supply line
were placed after the transformer. The system parameters and
controller parameters are shown in Table I. We used a parallel
snubber capacitor for each IGBT arm to protect the devices.
In the control algorithm of Fig. 10, the PI loop sets the desired
DC voltage by using PWM method.
The implementation of the OLEV inverter is shown in
Fig. 23. Air-forced heat sinks were used for the inverter
system. We used fin-type heat sinks and a blower that have a
1000 m3 /h volume rate.
are shown in Fig. 24. Fig. 24 (a) shows the no-load states and
Fig. 24 (b) shows the full-load states. Note that in the no-load
state, the inverter has an inductive load that gives 90◦ lag
of the current to the voltage, and in the full-load states, the
inverter has a resistive load that gives no lag. The efficiency of
the implemented OLEV inverter measured by using a power
analyzer is higher than 96% efficiency when the output power
capacity is 116 kW.
The transitions of the inverter current are shown in Fig. 25.
The velocity of the vehicle was 20 km/h and the output power
was 30 kW. The distance from the sensor to the segment was
1 m. The time from sensing to turn on of the inverter was
8.9 ms. It was much shorter than the time that is needed for
the vehicle to reach the power line segment (about 180 ms).
Fig. 25 (b) shows the current behavior due to the variation
of the load and there was no significant fluctuation. As the
bus enters the power line, each pick-up module is positioned
above power line sequentially. Hence, the variation in load is
not rapid.

TABLE I
I NVERTER SYSTEM PARAMETERS

Electrical parameters Value Controller parameters Value

DC-link Capacitor 10000 µF Kp 0.01 (a) (b)
Snubber Capacitor(CS ) 0.22 µF Ki 1.25
Blocking Capacitor 12.6 µF Fig. 25. Current waveforms of inverter at transition state (a) in case of
Resonant Capacitor(CR ) 4.3 µF turning on and (b) in case of there being variation of the load.

Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS 10

Fig. 26. Implementation of power supply lines.

Fig. 29. Implementations of (a) rectifier and (b) regulator.

TABLE II
R ESULTS OF THE REGULATOR TEST

Vin [V] Pin [kW] Vout [V] Pout [kW] Efficiency [%]
351.2 32.8 621 31.2 95.12
351.3 44.2 621 42.6 96.38
351 57.2 621 55.1 96.33
350.8 69.6 621 67.5 96.98
Fig. 27. Implementation of pick-up module. 350.8 81.9 621 80 97.68
350.1 93.6 621 92.4 98.72
350 100.3 621 98.6 98.31
350.1 102.5 621 101.1 98.63
The power supply line was implemented as shown in
Fig. 26. We used E-shape dual type cores and the power line
was placed on the side of the E-core, as noted in Section III. modules for each sub-pickup module. The input capacitor was
Its inductance was measured as 15 µH. Therefore, together 75 µF, the inductor was 520 µH and the output capacitor was
with the resonance capacitors, the resonance frequency of the 150 µF for each boost converter.
power supply module was 19.82 kHz. The first PI controller was operated at 750 Hz control
frequency and we set KP to 0.02 and Ki to 0.8. The second PI
B. Pick-up controller was operated at 7.5 kHz control frequency and we
set KP to 1 and Ki to 100. The scaling factor was set as 0.01.
We implemented the pick-up module as shown in Fig. 27. The test results are shown in Table II. The test was conducted
The line inductance of the pick-up module was measured as at a temperature of 40◦ C using a forced water cooling method
3.87 mH and 3.98 mH, in the left and right sub-modules, re- with a nipple of 3/4 PT TAP (pipe taper thread). In a full-load
spectively. We compensated these inductances with resonance state, the efficiency of the proposed regulator is over 98%.
capacitors so that the pick-up module has a 20 kHz resonance
frequency using the series compensation method. As shown in
Fig. 28, the induced voltage of pickup was 470 V at a no-load D. EMF shielding
state, and 390 V at a full-load state (20 kW output). As the position and impedance of the loop are important
factors, we have performed 3D magnetic field simulation using
C. Rectifier and regulator ANSYS Maxwell. The ten independent reactive shields at the
left and right sides are fabricated and attached at the side of
Fig. 29 depicts the implementation of the rectifier and the the vehicle and the capacitor arrays are tuned to protect the
regulator. The output capacitor of the rectifier is set to 360 magnetic field from the five pickup modules. Fig. 30 (c) shows
µF for each sub-pickup module. We used 10 boost converter one of the implemented reactive resonant current loops with
a capacitor array and a loop cable. The total capacitor values
are tuned to minimize the leakage magnetic field. We used
an IEC 62110 measurement standard to evaluate the EMF
characteristics. With the reactive shield, the magnetic field
was decreased from 103 mG to 53 mG to satisfy the EMF
regulation in Korea, as shown in Fig. 30.

E. Testbed implementation and discussions

Fig. 28. Induced voltage of one pick-up module as a function of pick-up
output current.
We constructed all the modules in a laboratory environment
as shown in Fig. 31. We set the air gap to 26 cm (core to
core), and placed pick-ups at the center of the power supply
module, which creates a fully aligned pick-up position. We
compensated the resonance frequency of the entire pick-up
module system at 20 kHz. Because of mutual inductances
between pick-ups, we compensate each pick-up, as shown in

Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS 11

(a)

Fig. 32. Output powers of pick-up modules versus output current of regulator.

(b)

(c) Fig. 33. Output powers, power loss and power transfer efficiency as functions
of pick-up current.
Fig. 30. Reduction of EMF through application of a reactive shield.
(a) measurement position (b) measured EMF level (c) photograph of an
implemented reactive resonant current loop.
In the OLEV system, while the inverter is controlled to pro-
vide a constant current, the regulator may change the current
of the pick-up modules to adjust the output power. Hence, the
power loss in the power transmitter part is almost constant
and the power loss in the power receiver part increases as
the pick-up current increases. When the pick-up current is
small, the constant power loss is dominant, and the power
transfer efficiency increases as the pick-up current and the
output power increase. However, when the pick-up current is
large, the power receiver part loss rises drastically and the
efficiency decreases in the end.
Fig. 33 shows the output power, the power loss, and the
power transfer efficiency, which vary depending on the pick-
up current. In this experiment, the maximum efficiency was
81.7% with 79.5 kW output power and 17.8 kW power loss
Fig. 31. Construction and test of wireless power transmitter and receiver at 19.3A pick-up current. According to the results, roughly
system. 80 kW charging is recommended if high output power is not
needed for fast charging or high-speed driving.

Table III. By this compensation we obtained maximum power F. Field test and discussions
transfer at 20 kHz resonance frequency. The results of the
We tested our wireless power transfer system in field
power output of the regulator are shown in Fig. 32. Using the
environment using the OLEV electric bus with the pick-up and
proposed regulator controller and a tuning method, we can
obtain almost the same power output for each pickup.
TABLE III
The end to end efficiency of the entire OLEV system is P ICK - UP COMPENSATION RESONANCE FREQUENCIES
shown in Table IV. The OLEV system has greater than 80%
end to end efficiency, which is defined as the ratio of the output Pick-up1 Pick-up2 Pick-up3 Pick-up4 Pick-up5
power of the regulator to the input power of the inverter in Resonance
19.8kHz 19.66kHz 19.68kHz 19.67kHz 19.77kHz
the case of over 100 kW output power. frequency

Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS 12

TABLE IV
T EST RESULTS OF WHOLE SYSTEM IN LABORATORY ENVIRONMENT A PPENDIX A
W EIGHT OF THE PROPOSED SYSTEM
Inverter Input Output Output Output
Efficiency Weight comparison of the proposed system with conven-
voltage power voltage current power
[%]
[V] [kW] [V] [A] [kW] tional systems is shown in Table V. PRIMUS and e-PRIMUS
230 55 620 69.1 42.84 77.89 are bus models of Hankuk Fiber company.
280 68 620 89 55.18 81.15
332 82 620 108.9 67.52 82.34
388 97.2 620 128.8 79.86 82.16 TABLE V
450 113 620 148.8 92.26 81.64 W EIGHT COMPARISON OF PROPOSED SYSTEM WITH CONVENTIONAL
482 121 620 158 97.96 80.96 SYSTEMS
500 125.6 620 163.7 101.49 80.81
Proposed
CNG bus Plug-in electric bus
bus
(PRIMUS) (e-PRIMUS)
(OLEV)
Curb
vehicle 10,820 kg 10,720 kg 10,965 kg
weight
Gross
vehicle 14,005 kg 13,840 kg 14,085 kg
weight

Fig. 34. Power transfer efficiency of whole wireless power transfer system
as a function of output power of regulator in field environment.
A PPENDIX B
C OST ESTIMATION OF PROPOSED SYSTEM
A. Cost of power transmitter part
Cost of power transmitter part depends on power require-
ment. We assumed that the maximum power requirement is
400 kW/km. Cost estimation of power supply system per 1 km
is given in Table VI under the assumption of mass production.

the regulator. In the field environment, the lateral displacement

TABLE VI
of the moving vehicle was considered. In the test, we charged C OST ESTIMATION OF POWER SUPPLY SYSTEM PER 1 KM
our battery with 30 kW and used an additional 70 kW static
resistive load bank to obtain 100 kW output power. Items
Unit cost
Quantity
Subtotal
Details
($) ($)
The test results are shown in Fig. 34. Although over 100
2 inverters per
kW output power capacity with over 80% efficiency was Inverter 17,000 2 34,000
km
achieved at 0 cm lateral displacement, the output power and Inverter 1 booth for an
4,200 2 8,400
the efficiency gradually decrease as the lateral displacement booth inverter
Capacitor 1 box for an
increases. At larger displacement of 15 cm, the efficiency is box
1,300 2 2,600
inverter
reduced to 70%, but there is no meaningful change within 10 Sensor 1 unit for an
830 2 1,660
cm displacement. Thus, solutions for the lateral displacement data unit inverter
such as vehicle guidance methods and use of a core structure Track
material 130 1000 130,000 $130 per meter
that is tolerant of lateral displacement are being researched at cost
present. Track
con-
50 1000 50,000 $50 per meter
struction
cost
VIII. C ONCLUSION Other bolts, hoses
830 1 830
costs and so on
This paper presented the design and implementation of a Sensor 83 100 8,300
1 sensor per 10
wireless power transfer system for moving electric vehicles. m
To achieve high output power and power transfer efficiency, an
Total 235,790
inverter, power line modules, pick-up modules, rectifiers, and
regulators were optimally designed. A power line segmentation
method was also proposed. Considering EMF exposure to
people, EMF shielding was designed to satisfy EMF level
B. Cost of power receiver part
regulations. The entire system was implemented and tested.
The system provided 100 kW power with over 80% power The total cost of an OLEV bus is approximately $73,900 as
transfer efficiency at 26 cm air gap. The performance and ac- shown in Table VII under the assumption of mass production.
tual operation were verified through simulations, experiments, The implementation cost of power receiver unit per kW is
and field tests. approximately 89 $/kW.

Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS
TABLE VII
C OST ESTIMATION OF OLEV BUS
Items Cost ($)
Vehicle 52,800
Power receiver unit
8,900
(Pick-ups + Rectifiers + Regulator)
Battery 12,200
Total 73,900
R EFERENCES
[1] PATH team, “Roadway powered electric vehicle project track construction
and testing program phase 3D,” Partners for Advanced Transit and
Highways (PATH) research reports (http://www.path.berkeley.edu), Mar.
1994.
[2] O. H. Stielau and G. A. Covic, “Design of loosely coupled inductive
power transfer systems,” in Proc. 2000 Int. Conf. Power System Technol-
ogy, vol. 1, Dec. 2000, pp. 85–90.
[3] C. J. Chen, T. H. Chu, C. L. Lin and Z. C. Jou, “A study of loosely coupled
coils for wireless power transfer,” IEEE Trans. Circuits and systems, vol.
57, no. 71, pp. 536–540, Jul. 2010.
[4] C. Wang, G. A. Covic and O.H. Stielau, “Power transfer capability
and bifurcation phenomena of loosely coupled inductive power transfer
systems,” IEEE Trans. Ind. Electron., vol. 51, no. 1, pp. 148–157, Feb.
2004.
[5] M. Budhia, G. A. Covic and J. T. Boys, “Design and Optimization
of Circular Magnetic Structures for Lumped Inductive Power Transfer
Systems,” IEEE Trans. Power Electron., vol. 26, no. 11, pp. 3096–3108,
Nov. 2011.
[6] C. Wang, O.H. Stielau and G. A. Covic, “Design considerations for a
Contactless Electric Vehicle Battery Charger,” IEEE Trans. Ind. Electron.,
vol. 52, no. 5, pp. 1308–1314, Oct. 2005.
[7] J. Sallan, J. L. Villa, A. Llombart and J.F. Sanz, “Optimal design of
ICPT systems applied to electric vehicle battery charge,” IEEE Trans.
Ind. Electron., vol. 56, no. 6, pp. 2140–2149, Jun. 2009.
[8] T. Imura, and Y. Hory, “Maximizing Air Gap and Efficiency of Magnetic
Resonant Coupling for Wireless Power Transfer Using Equivalent Circuit
and Neumann Formula,” IEEE Trans. Ind. Electron., vol. 58, no. 10, pp.
4746–4752, Oct. 2011.
[9] H. Abe, H. Sakamoto and K. Harada, “A noncontact charger using
resonant converter with parallel capacitor of the secondary coil,” in Proc.
IEEE APEC98, vol. 1, Feb. 1998, pp.136–141.
[10] C. Wang, G. A. Covic and O.H. Stielau, “Investigating an LCL load
resonant inverter for inductive power transfer applications,” IEEE Trans.
Ind. Electron., vol. 19, no. 4, pp. 995–1002, Jul. 2004.
[11] J. Meins, G. Buhler, R. Czainski, and F. Turki, “Contactless inductive
power supply,” in Proc. 19th Int. Conf. Magnetically Levitated Systems
and Linear Drives, Sep. 2006, pp. 1–9.
[12] M. Borage, S. Tiwari and S. Kotaiah, “Analysis and design of an LCL-T
resonant converter as a constant-current power supply,” IEEE Trans. Ind.
Electron., vol. 52, no. 6, pp. 1547–1554, Dec. 2005.
[13] S. Raabe, G. A. J. Elliott, G. A. Covic and J. T. Boys, “A quadrature
pickup for inductive power transfer systems,” in Proc. IEEE Conf. Ind.
Electron. And App., May. 2007, pp. 68–73.
[14] M. L. G. Kissin, G. A. Covic and J. T. Boys, “Steady-State Flat-Pickup
Loading Effects in Polyphase Inductive Power Transfer Systems,” IEEE
Trans. Ind. Electron., vol. 58, no. 6, pp. 2274–2282, Jun. 2011.
[15] G. A. J. Elliott, S. Raabe, G. A. Covic and J. T. Boys, “Multi-phase
pick-ups for large lateral tolerance contactless power transfer systems,”
IEEE Trans. Ind. Electron., vol. 57, no. 5, pp. 1590–1598, May. 2010.
[16] J. James, J. T. Boys, and G. A. Covic, “A variable inductor based tuning
method for ICPT pickups,” in Proc. 7th Int. Conf. Power Engineering,
vol. 2, Dec. 2005, pp. 1142–1146.
[17] M. Zaheer, N. Patel and A. P. Hu, “Parallel tuned contactless power
pickup using saturable core reactor,” in Proc. Int. Conf. Sustainable
Energy Technologies, Dec. 2010, pp. 1–6.
[18] G. A. Covic, J. T. Boys, A. M. W. Tam and J. C. H. Peng, “Self tuning
pick-ups for inductive power transfer,” in Proc. IEEE Power Electron.
Spec. Conf., Jun. 2008, pp. 3489–3494.
[19] H. H. Wu, J. T. Boys and G. A. Covic, “An AC processing pickup for
IPT systems,” IEEE Trans. Power Electron., vol. 25, no. 5, pp. 1275–
1284, May. 2010.
Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.
13
[20] H. H. Wu, G. A. Covic and J. T. Boys, “A series-tuned inductive-power-
transfer pickup with a controllable AC-voltage output,” IEEE Trans.
Power Electron., vol. 26, no.1, pp. 98–109, Jan. 2011.
[21] J. Shin, B. Song, S. Lee, S. Shin, Y. Kim, G. Jung and S. Jeon,
“Contactless power transfer systems for on-line electric vehicle (OLEV),”
in Proc. IEEE Int. Electric Vehicle Conf., Mar. 2012, pp. 1–4.
[22] S. W. Lee, J. Huh, C. B. Park, N. S. Choi, G. H. Cho and C. T. Rim,
“On-line electric vehicle using inductive power transfer system,” IEEE
Energy Convers. Congr. Expo., Sep. 2010, pp. 1598–1601.
[23] G. Jung, B. Song, S. Shin, S. Lee, J. Shin, Y. Kim, S. Jeon and D.
Cho, “High efficient inductive power supply and pickup system for on-
line electric bus,” in Proc. IEEE Int. Electric Vehicle Conf., Mar. 2012,
pp. 1–5.
[24] S. Shin, J. Shin, Y. Kim, S. Lee, B. Song, G. Jung and S. Jeon, “Hybrid
inverter segmentation control for online electric vehicle,” in Proc. IEEE
Int. Electric Vehicle Conf., Mar. 2012, pp. 1–6.
[25] J. Huh, S. W. Lee, C. B. Park, G. H. Cho and C. T. Rim, “High
performance inductive power transfer system with narrow rail width for
on-line electric vehicles,” IEEE Energy Convers. Congr. Expo., Sep. 2010,
pp. 647–651.
[26] Y. Kim, Y. Son, S. Shin, J. Shin, B. Song, S. Lee, G. Jung and S. Jeon,
“Design of a regulator for multi-pick-up systems through using current
offsets,” in Proc. IEEE Int. Electric Vehicle Conf., Mar. 2012, pp. 1–6.
[27] S. Ahn, J. Park, T. Song, H. Lee, J. Byun, D. Kang, C. Choi, E. Kim,
J. Ryu, M. Kim, Y. Cha, Y. Chun, C. Rim, J. Yim, D. Cho and J. Kim,
“Low frequency electromagnetic field reduction techniques for the on-line
electric vehicle (OLEV),” IEEE Int. Symp. Electromagnetic Compatibility,
Jul. 2010, pp. 625–630.
[28] C. Kim, D. Seo, J. You, J. Park and B. H. Cho, “Design of a contactless
battery charger for cellular phone,” IEEE Trans. Ind. Electron., vol. 48,
no. 6, pp. 1238–1247, Dec. 2001.
[29] A. P. Sample, D. A. Meyer and J. R. Smith, “Analysis, Experimental
Results, and Range Adaptation of Magnetically Coupled Resonators for
Wireless Power Transfer,” IEEE Trans. Ind. Electron., vol. 58, no. 2, pp.
544–554, Feb. 2011.
[30] ICNIRP Guidelines, “Guidelines for limiting exposure to time-varying
electric, magnetic, and electromagnetic fields (UP TO 300GHz),” vol. 74,
1998.
Jaegue Shin (M’13) received the B.S. and M.S.
degrees in 2007 and 2009, respectively, from Ko-
rea Advanced Institute of Science and Technology
(KAIST), Daejeon, Republic of Korea. He is cur-
rently with the wireless power transfer research
center in KAIST.
His main research interests include roadway-
powered electric vehicles, wireless power transfer
and circuit design.
Seungyong Shin received the B.S. and M.S. de-
grees from Korea Advanced Institute of Science of
Technology, Deajoen, Korea in 2009 and 2011, re-
spectively. He is currently a researcher with wireless
power transfer research center, KAIST.
His research interests include wireless power
transfer, power electronics, robust and optimal con-
trol, and artificial intelligence.
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication.

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS 14

Yangsu Kim received the B.S. degree from Dankook Seong-Jeub Jeon (M’82) was born in Busan, Korea,
University in 2009. He received the M.S degree from in 1957. He received the B.S. degree from Soong-
Korea Advanced Institute of Science and Technology Jun University, Seoul, in 1980 and the M.S. and
(KAIST) in 2011. He is currently with the wireless Ph.D. degrees form the Korea Advanced Institute of
power transfer research center in KAIST. Science and Technology, Taejeon, in 1982 and 2001,
His research interests include analysis of wireless respectively. He has been with Pukyong National
power transfer and receiver systems, and control and University, Korea, since 1986, where he is a pro-
modeling of converters. fessor in the department of electronic engineering.
He was also with Virginia Polytechnic Institute and
State University, Blacksburg from 2001 till 2004. He
is interested in power theory, motor drive systems,
DC-DC converter, reactive power compensation, high power factor control of
AC-DC converters and wireless power transfer.

Seungyoung Ahn (M’03) received the B.S., M.S.,

and Ph.D. degrees in Electrical Engineering from
KAIST, Daejeon, Korea, in 1998, 2000, and 2005,
respectively. In 2001, he was a Visiting Associate
Research Fellow in SIMTech, Singapore. In 2005,
he joined Samsung Electronics, Korea, as a Senior
Engineer in charge of high-speed board design for
laptop computer systems. From 2009 to 2011, he
worked at KAIST as an Associate Research Profes-
sor in the EECS department with contributions on
the electromagnetic field design for On-Line Electric
Vehicle. He is currently an Assistant Professor in Cho Chun Shik Graduate
School for Green Transportation at KAIST. His research interests include
design of wireless power transfer system and electromagnetic compatibility
designs for high-speed digital systems.

Dong-Ho Cho (M’85, SM’00) received a Ph.D.

Seokhwan Lee received the B.Eng. and M.Eng.
degree from Yonsei University, Seoul, Korea, in
2008 and 2010, respectively. He is currently with
MANDO.
His main research interests include mechanical
design and Motor Started Generator.
degree in Electrical Engineering from KAIST in
1985. From 1987 to 1997, he was a Professor in
the Dept. of Computer Engineering at Kyunghee
University. Since 1998, he has been a professor in
the Department of Electrical Engineering of KAIST.
His research interests include wired and mobile com-
munication networks and protocols, OLEVs based
on WPT and Construction-IT convergence, Bio-IT
convergence.

Guho Jung received the B.S. degree from Hanyang

University, Seoul, Korea, in 1992 and received the
M.S. and Ph.D. degrees from KAIST, in 1994 and
1999, respectively all in electrical engineering.
For 10 years, he has been developing various high
voltage and current power supplies, inverters and
active filters for industrial applications.
Since 2009, he has been a Senior Researcher at
KAIST and has been researching wireless power
transfer system for electric bus and train, etc. His
main research interest includes design, analysis, con-
trol and verifications for applying wireless power transfer methods to various
systems.

Copyright (c) 2013 IEEE. Personal use is permitted. For any other purposes, permission must be obtained from the IEEE by emailing pubs-permissions@ieee.org.