OLEV technology consists of inverters that convert 3-phase 380V power to 20kHz 200A, power supply lines installed under the road, pick-up device that converts magnetic fields to electric energy, motors that drive vehicles, and a battery that stores energy.
When electric power is applied to the power supply line installed under the road, the magnetic field generated from the power supply line is sent using the SMFIR technology developed by KAIST to the pick-up device attached to the lower part of the vehicle using 20kHz frequency. The pick-up converts received magnetic field to electrical energy which drives some motors, and remaining energy is charged to the battery. In the area where there is no power supply line, OLEV bus uses electric energy stored in the battery. Also it driven motors using acquired power and charges it battery again using remaining power in case that there is the power supply line.

To install the OLEV system on the road, we cut the road and install the ferrite core and power line under 15 cm of the road and finish with concrete and asphalt. Power supply line with the ferrite core is connected to the inverter that converts 60Hz AC power to 20kHz AC power when constructing the power supply line below the road. The magnetic field generated from this power line is prevented from being lost using ferrite core and is sent to the pick-up device under the vehicle.

Wireless charging technology accelerates the diffusion of electric vehicles by overcoming battery problems and charging problems, which are the limiting factors for the commercialization of electric vehicles, and creates new industries for future growth through technology preemption.
In addition, by using the public road as a charging station, it is possible to charge wirelessly in real time during stopping and driving, thus enhancing the usability and safety of electric vehicles.
It has superior economical efficiency in terms of vehicle price and infrastructure construction cost compared to battery-integrated electric vehicle, and it is possible to preoccupy the global market for wired and wireless charging field in the future.

OLEV systems can be charged while driving at high speeds. Depending on the route to be operated, the installation ratio of the power supply line is changed, allowing for a right-left deviation, allowing high-efficiency, high-capacity charging while driving at high speed. There is no technical problem. However, only problem is that the initial production cost is high because it is difficult to make mass-production due to small demand. If mass production will be made in the future, the wireless charging infrastructure will be less expensive than the wired charging infrastructure because it can be shared.

Three wireless charging elephant trains have been operated in Seoul National Grand Park (2011 ~) which are based on stop-charging and dynamic-charging while driving. Two trains at Baekdudaegan Arboretum are operated by stop-charging(May 2017 ~) And a wireless charging RTGC (Rubber Tire Gantry Crane) system is operated based on dynamic charging while driving at the Mokpo New Port (Aug. 2017 ∼). And two electric buses have been operated since 2014 and two additional buses have been operated since April 2016 in Gumi city. And two electric buses have been operated by stop-charging from 2012 in KAIST.

In Gumi City, at the beginning, we operated 36km round trip, while stop-charging and charging while driving. However, it is sufficient to charge at starting point and returning point. Two electric buses have been operated since 2014 and two buses have been added since April 2016.

The wireless charging system is operated by three wireless charging elephant trains in Seoul National Grand Park (2011 ~) which is operated on the basis of stop-charging and charging while driving. Two trams at Baekdudaegan Arboretum is operatd by stop-charging(May 2017 ~) And a trial run of RTGC (Rubber Tire Gantry Crane) pilot project is being carried out with dynamic charging while driving at the Mokpo New Port (Aug. 2017 ∼).

▶ In case of Gumi City, we can charge 4 electric buses with current infrastructure, so no additional infrastructure is required. However, if the number of electric buses that operate is increased to several tens of units, it is economical to install and operate a feeder line under the road.
▶ Now the OLEV system is commercialized in Gumi City. There is no technical problem. However, only problem is that the initial production cost is high because it is difficult to make mass-production due to small demand.

Yes, it is. The wireless charging electric bus that has run from October 2012 is still running smoothly. In the early days, we operated 3.6km by stop-charging and dynamic charging while driving on the hill. However, at present, the operation route is changed and the electric bus is operated only by stop-charging.

Since 2009, we have been continuously conducting research on wireless power transmission. Currently, the OLEV Wireless Power Transfer Research Center focuses on the development of safety technology for operation of 1MW large-capacity wireless power supply system related to urban railway, and development and standardization of unmanned automatic wireless charging infrastructure and operating system for multi-smart automobile.