AI News, Korean Bus Charges Itself While Driving

Korean Bus Charges Itself While Driving

The scheme recalls the Greek myth of the giantAntaeus, who drew his monstrous strength from contact with the earth but was no stronger than mere mortals when held high above it.

So, too, the buses in the KAIST system carry light, relatively inexpensive lithium-ion batteries but can keep on going indefinitely thanks to power beamed up to them from the road.

Underground coilsproduce a shaped magnetic field that resonates with receiving coils on the vehicle, transferring power so efficiently that only 5 to 15 percent of the roadway need carry the embedded gear.

Online Electric Vehicle

The Online Electric Vehicle (OLEV) is an electric vehicle that charges wirelessly while moving using electromagnetic induction (the wireless transfer of power through magnetic fields).

In turn, the cables create a 20 kHz magnetic field that sends flux through the slim ferrite cores to the pick-ups on the OLEV.[2][3][4][5] Attached beneath the vehicle, are 'pick-up' modules, or the secondary coils, that consist of wide W-shaped ferrite cores with wires wrapped around the center.

This power is sent to the electric motor and battery through a regulator (a managing device that can distribute power based on need), thereby charging the OLEV wirelessly.[2][3][4][5] As seen in the table above, the generation 1 OLEV lacks a realistic margin for error.

The ferrite cores in the primary coils were changed to a U shape and the cores in the secondary coil were changed a flat board shape to pick-up as much flux as possible.

The third generation OLEV, uses ultra-slim W-shaped ferrite cores in the primary coil to reduce the amount of ferrite used to 1/5 of gen 2 and to remove the need of return cables.

The secondary coil uses a thicker variation of the w-shaped cores as a way to make up for the lesser area for the magnetic flux to flow through compared to gen 2.

In South Korea, Wireless Charging Powers Electric Buses

The city of Gumi, South Korea has debuted a wirelessly charged electric bus, becoming yet another municipality to embrace induction charging.

In public transit, induction relies on magnetic charge plates beneath roadways and a counterpart inside the bus.

Though the route is about 15 miles, the buses will be able to use batteries about a third the size of what you'd find in an electric car – far smaller and lighter than what a conventionally charged electric bus would require.

The charge plates under the road generally take up only between 5 and 15 percent of the total route, and remain switched off until an induction-capable bus approaches.

KAIST Launches First Road-Charged OLEV Electric Buses in South Korea

Several years ago the Korean Advanced Institute of Technology (KAIST) unveiled their On Line Electric Vehicle (OLEV) charging system, which promised to charge cars and even city buses wirelessly through induction systems contained within roads.

In the case of the OLEVs, cables buried in the roads create giant magnetic fields that, as devices placed on the underside of the buses convert to electricity.

as long as the buses are following the underground cable, there is little to worry about in terms of range anxiety, nor is there a need to sit idle at charging stations.

Wireless energy transfer strips for electric vehicles and buses

The Korean KAIST online electric vehicle (OLEV) bus [Image source: KAIST, via Wired Magazine] Alongside innovative battery technology, another potential method for charging electric vehicles (EVs) could be wireless energy transfer strips installed on road surfaces.

This device, which produces high voltage, high frequency alternating currents, enabled Tesla to transfer power over short distances without interconnecting wires via resonant inductive coupling, the near-field wireless transmission of electrical energy between two magnetically coupled coils.

This incorporated a technology called the Shaped Magnetic Field in Resonance (SMFIR) involving the burial of electric power strips at a depth of 30 cm (11.8 inches) beneath the road surface, connected to the national grid.

The KAIST OLEV bus in operation in the Korean city of Gumi [Image source: KAIST] The wireless transfer system means that batteries in electric vehicles can be reduced in size to about a third of that you would normally expect to find in an electric car.

Electric buses using the wireless transfer system are not currently competitive with diesel buses in terms of capital costs but they are in terms of total ownership costs because of the savings on batteries that are possible with this system as well as the low maintenance requirements.

The tests, due to take place off-road at some point either this year or next, will evaluate the potential of the system to help reduce fuel costs, incur minimum impact on road surfaces and reduce environmental impact from road transport including improvements in air quality, reduced noise and lower carbon emissions.

UK Transport Minister Andrew Jones said at the time that wireless transfer could offer exciting possibilities for the country given that the government is committing £500 million over the next five years to keep the UK at the forefront of this technology and the potential to boost jobs and growth.

IWES found that even when a car is 20 centimeters away from a coil embedded in the road, an efficiency level of between 93 and 95 percent is still achievable across the entire power range from 400 watts to 3.6 kilowatts.

Fraunhofer's inductive charging coil for electric cars [Image source: Fraunhofer Institute] Two other Fraunhofer institutes, the Fraunhofer Institutes for Manufacturing Technology and Advanced Materials IFAM and for Transportation and Infrastructure Systems IVI, have successfully tested wireless transfer systems for use in cars, using a 25-meter-long test route with coils embedded in the road.

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