User Based Intelligent Parking System (UBIPS) Incorporating Wireless Charging for Electric Vehicles
Kibeom Lee Master Student
Korea Advanced Institute of Science and Technology (KAIST) Daejeon, South Korea
Email: [email protected]
Karam Hwang Master Student
Korea Advanced Institute of Science and Technology (KAIST) Daejeon, South Korea
Email: [email protected]
In-Soo Suh, Ph.D.*
Associate Professor of CCS Graduate School of Green Transportation Korea Advanced Institute of Science and Technology (KAIST)
Daejeon, South Korea Email: [email protected]
(* = Corresponding Author)
Submitted for consideration
For presentation at the 93rd Transportation Research Board Annual Meeting Word Count: 5203 + 7 (Figures and Tables)*250 = 6953 words
ABSTRACT
1 2
As an approach to sustainable transportation, the emphasis on locally carbon-free
3
vehicle technology is growing. And the active driver assisting vehicle technology is
4
progressively developed and introduced to the market. While achieving sustainable mobility
5
society, the convenience improvement is also required mainly driven by the customer’s
6
awareness and acceptance of the new technology. In this paper, we propose a user based
7
intelligent parking system by combining the smart vehicle technology with the connectivity
8
of mobile communication which will maximize the user convenience in urban transportation
9
application. In addition, adopting wireless charging method for electric vehicles will augment
10
the user convenience of parking effort, which will lead to improving safety and convenience,
11
and hence to more rapid market diffusion of electric vehicle.
12
We propose a User Based Intelligent Parking System (UBIPS) that incorporates
13
autonomous parking and automatic wireless charging for electric vehicles. The technology
14
components are well defined and discussed based on information technology converged with
15
the smart vehicle technology. The system will allow the user to leave and get back the vehicle
16
at the entrance of the parking facility, which completely removing the parking lot hunting
17
efforts. Therefore, it will reduce overall energy consumption and CO2, but providing
18
improved convenience and safety toward sustainable transportation, especially contributing to
19
implementation of electric vehicles. And key considerations on drivers, social and economic
20
considerations will be discussed during the phase-in of the new technology introduction to
21
the transportation system especially focused on interaction with traditional vehicles or with
22
pedestrian with UBIPS.
23 24 25
Keywords: Intelligent Parking System, Connectivity, Wireless Charging, Electric Vehicle
26
INTRODUCTION
1 2
Transportation systems are evolving toward low carbon, safety, convenience and comfort. It
3
has been a global interest of developing the next generation of future mobility that are more
4
eco-friendly and efficient, as environmental concerns continue to increase in relation to the
5
increasing vehicle population with an estimated growth of 29 million vehicles per year in
6
2011 [1-5]. Eco-friendly vehicles that use electrical energy as means for electric propulsion
7
are gradually increasing [6].
8
However, there are still limitations for the implementation of electric vehicle due to
9
range anxiety and charging time. In regards to safety for plug-in chargers, there are risks due
10
to direct human exposure; 1) the risk of electrical accidents in the event, and 2) exposure to
11
electromagnetic waves [7-8]. The currently available EVs are improving in view of
12
“complete” eco-friendly transportation because the required electrical energies are based on
13
thermal power and nuclear power production [9]. Renewable energies such as solar, wind,
14
biomass, etc. are available, but hardly can provide ample energy demand required. In other
15
words, operational EV efficiency can also be related with the room for CO2 emission
16
reduction [10].
17
According to previous research, the time duration finding a parking space takes a
18
significant amount of the total commuting time and the importance will be increasing with
19
growing population density and mega cities of urban city planning and transportation system
20
design [11-14]. By reducing the overall commuting time, the operational energy efficiency
21
will be improved, thus contribute to the reduction of CO2 while enhancing citizen’s
22
convenience.
23
Smart vehicle technologies are being developed and introduced to the market toward
24
user convenience, and it is expected that autonomous vehicles will be developed for the
25
future [15-16]. While significant efforts are being made in research and development world in
26
implementing the smart vehicle technology combined with rapidly expanding mobile
27
communication technology in intelligent transportation system, the parking lot can be
28
regarded as a good candidate of test-bed to apply these IT-converged integrated solutions of
29
innovative transportation system. Therefore, a new parking system is proposed that can
30
compensate the limitations of current vehicle technology, emphasizing intelligent parking
31
system combined with the partial introduction of autonomous vehicle technology applying
32
innovative charging technology for electric vehicles.
33
In this paper, we propose a user based intelligent parking system (UBIPS), of which
34
major technology constituents are automatic guided vehicle operation and hands-free wireless
35
charging of electric vehicles, combined with mobile communication technology in order to
36
maximize the citizen’s convenience and comfort. We discuss the integrated wireless charging
37
facility for electric vehicles emphasizing the technology components of the system, potential
38
benefit in urban applications, and the potential opportunity of developing smart and
39
sustainable transportation system. The proposed system allows the user to park their vehicle
40
to their designated spot autonomously without the user entering the parking facility. In
41
addition to the energy efficiency, users’ convenience, and easier EV use, the system can be
42
regarded as a test-bed of future autonomous technology development. And key considerations
43
on drivers’, social and economic perspective will be discussed briefly during the phase-in of
44
the new technology introduction to the transportation system especially focused on
45
interaction with traditional vehicles or with pedestrian with UBIPS.
46 47
UBIPS CONCEPT AND ITS TECHNOLOGICAL VALIDITY
1 2
In urban parking applications, various ways of improving user convenience in parking effort
3
are being developed and introduced. One example is to provide the vacancy of parking lot
4
before entering the parking lot through LED (light emitting diode) displays. In the parking
5
facility, each spot has an RFID (radio-frequency identification), which is installed with an
6
LED panel at ceiling. However, in view of users’ convenience, the technology only provides
7
limited improvement, since it still requires spending efforts to parking.
8
In order to maximize the operational efficiency and users’ convenience in parking,
9
we propose a user based intelligent parking system, which are composed of the functions of
10
automatic guided vehicle operation, wireless charging system for electric vehicles, and
11
communication technology between drivers, vehicles and parking control system. We assume
12
that the vehicle side of autonomous operation control is developed.
13
While it may sound a bit radical assumption, however, smart vehicle technologies
14
required to the guided operation are extensively developed and implemented to the market.
15
Automatic parking feature is already implemented in certain car segments. Partially
16
automatic operation of the vehicle is already introduced as well. The drivers’, social and
17
economic acceptance of innovative change in transportation system are also important in
18
actually implanting the proposed system. Drivers’ acceptance point of view, the human-
19
machine interface and reliability are important factors. Numerous considerations in social and
20
economic discussions such as regulatory, available infrastructure, sustainable business model
21
and possibly litigation issues can be raised, but we leave these in a separate paper. The phase-
22
in state and schedule of the innovative technology is also emphasized. Although we will
23
focus this paper on the major components of proposed technologies to build and implement
24
UBIPS, huge discussions should be followed when traditional (non-automatic) vehicles are
25
mixed or when non-electric vehicles are mixed in real application scenario, which will be
26
beyond of this paper’s scope. Interaction with pedestrian is also one of important
27
consideration during the phase-in of new proposed system. Since the main objective of this
28
paper is to introduce an innovative parking system, by emphasizing the convenience of
29
parking, improving energy efficiency and reducing CO2, and thus achieving sustainable
30
transportation especially in urban applications, we focus on the technological implementation
31
of UBIPS in this paper.
32 33
Magnetic Guidance Parking Technology and its Technological Feasibility
34 35
The proposed parking system allows the vehicle to drive automatically to the pre-determined
36
parking space without the driver’s direct assistance. The UBIPS can be achieved with the use
37
of magnetic strips in the system; these strips will send magnetic signals which will guide the
38
vehicle to the predetermined vacant parking spot, which requires a separate sensing system
39
and selection algorithm with users’ interface. The use of magnetic strips in the infrastructure
40
allows the user to leave the vehicle at the entrance of the parking building. This will reduce
41
significant commute time and can provide a significant amount of convenience to the user.
42
These technologies are currently applied in many industries that use automation for mass
43
production and autonomous buses [17, 18].
44 45
EV Charging Technology and its Technological Feasibility
46 47
Due to the limited capacity of the battery inside EVs, it sets a limit of the continuous driving
48
range without charging. When the battery is depleted, it requires a significant time to be
1
recharged which is regarded as one of roadblock to introducing EVs. There have been many
2
proposed systems to emphasize this issue, such as battery swapping, static wireless charging
3
and dynamic wireless charging while driving [19]. Battery swapping is getting a replaced
4
battery at its full State of Charge (SOC) instantly, but this method leads to other constraints
5
such as having the same specification and dimension of the battery, standardized vehicle
6
design, and also having extra available batteries at the spot which possibly mean costly
7
investments. Wireless charging while driving, or called dynamic on-road charging, is
8
regarded as an innovative concept; however, the technology status is yet early in getting to
9
the market. The typical conductive charging station infrastructures require the user to
10
manually plug the charger into the vehicle, with the potential electric safety risks especially
11
under the wet weather conditions.
12
There are two wireless power technologies that are being developed; magnetic
13
inductive and magnetic resonance methods. In the magnetic inductance system method, the
14
magnetic flux that is generated when electricity flows through the coil from one side of the
15
circuit induces an electromotive force in the other side resulting a wireless power transfer
16
method. This method can be used for large scale power transmissions and is very efficient,
17
but has a short range in terms of wireless transfer. In the magnetic resonance method,
18
wireless power is generated when the transmitting coil induces a constant magnetic field
19
which is then resonated to the receiving coil. This method allows for longer wireless power
20
transfer ranges, but some degree of efficiency sacrifice [20].
21
22
FIGURE 1: Overview of SMFIR Concept and Wireless Charging System [22]
23 24
Applying the Shaped Magnetic Field In Resonance (SMFIR) technology is one of the
25
fundamental concept to the KAIST OLEV® system [20, 21]. The diagram shown in Fig. 1
26
shows the operation of the SMFIR. The power supply line, embedded under the road surface,
27
will generate AC magnetic fields as electrical energy is applied in accordance with the
28
electromagnetic induction law. The generated magnetic field will be received by the ‘pick-up’
29
device in the vehicle, which will be converted into useable electric power [22]. Originally the
30
OLEV technology has been developed for on-road dynamic wireless charging, we would
31
propose to use in static application as in parking facility. The power transmission efficiency
32
has been already reported as over 90% if the distance between power supply and receiver coil
33
is at 6 cm distance [23].
34
1
TABLE 1: Various Wireless Power Transfer Methods Proposed and their Specification
2
Method Magnetic Resonance Microwave Electromagnetic inductive Company WiTricity
/ IHI HINO KAIST Mitsubishi Qualcomm /
Halo IPT Evatran Pioneer Showa Power 3.3kW 1kW 100kW 1kW 3kW 3.6kW 3kW 30kW
Gap 20cm 10~30
cm 20 cm 12.5 cm 18 cm 7~15 cm 10 cm 14 cm Efficiency 90% 88%
@30cm
84%
@20cm 92%
@6cm
38% 85% 90% 85% 92%
3
Wireless charging systems are under development by a few companies and research
4
institutes, and the proposed technologies are summarized in Table 1. The UBIPS will use the
5
SMFIR technology as the proposed system will use magnets to guide vehicles autonomously
6
which reduces in various material use, and also because the technology can achieve 92% in
7
transmission efficiency [23].
8 9
Evolution of Vehicle Technology and its Application Feasibility
10 11
The evolution in smart vehicle technology such as the Advanced Driver Assist System
12
(ADAS) can provide the users a safer and comfortable driving experience [24]. The Adaptive
13
Cruise Control (ACC) within the ADAS became a popular feature, for an example. The
14
vehicle can automatically reduce and accelerate the speed in order to keep pace with the car
15
in front. The driver sets desired maximum speed then a radar sensor detects traffic ahead and
16
instruct the car to stay certain distance behind the car ahead of it. ACC can be combined with
17
a pre-crash system which provides a warning to driver and/or automatic emergency braking
18
(AEB). Another feature in the ADAS is the Lane Keeping Assist System (LKAS), which
19
will detect whether the vehicle is drifting to another course through sensors or video
20
recognition systems, and will steer the vehicle back to course through an Electronic Power
21
Steering (EPS) system. With these technologies, it can be seen that the vehicle is somewhat
22
capable of driving autonomously. However, massive implementation of these technology will
23
go through a great deal of discussions in view of bang-for-the-buck, social and economic
24
acceptance, which is beyond of this paper’s scope.
25
But in our UBIPS concept, it is a closed and controlled environment, which has much
26
lesser unexpected parameters and obstacles to be considered, compared with the highways or
27
local roads. Especially with the magnetic guidance system provided in the parking system,
28
the concept of the vehicle being parked autonomously is a feasible concept. Nonetheless the
29
proposed parking system can be a stepping stone toward the fully autonomous vehicle
30
operation on major highways, which is an important underlying concept of this proposal,
31
because the proposed parking system can be regarded as a test-bed of fully autonomous
32
driving scenario, but limited in functional requirements of vehicle-side and vehicle operations,
33
etc.
34 35
OPERATION OF UBIPS
1 2
3 FIGURE 2: Layout of the UBIPS Concept
4 5
The physical layout of the proposed UBIPS concept is depicted in Fig. 2. The specific layout
6
is shown as an example and can be implemented into various configurations. There are four
7
power inverters which provide the proper power supply and control function of wireless
8
charging operation for each parking lane as shown in the Fig. 2. The magnetic strips are
9
shown as a dashed line, and are placed from the entrance to every parking space which allows
10
the guidance of the vehicle. The small boxes in the figure are the sensors, which can detect
11
the vacancy of the vehicle within the proximity regions of their designated circles. The
12
physical parking system layout can be designed for conventional-size vehicles and micro-size
13
vehicles. Micro mobility vehicles, lesser than two-seaters or smaller than compact-size
14
vehicles, are another innovative proposal in urban applications, especially linked with car-
15
sharing concept. The middle two lanes are for conventional size vehicles, and the outer two
16
parallel parking lanes are applied for both conventional and micro size vehicles. In one
17
parking space, 3 micro size vehicles can be parked, so there are three magnetic guidance
18
strips installed to each parking spot. There are also additional spots located nearby the
19
entrance. These spots are the waiting line for vehicles that have exited the parking facility,
20
and are waiting for the user who have already paid to pick up. The parking layout shown in
21
the figure has a 36 vehicle capacity for conventional vehicles, and a 64 vehicle capacity when
22
also parking micro size vehicles.
23 24
1 FIGURE 3: Block Diagram of Overall System Architecture
2 3
Fig. 3 shows the block diagram of the overall system architecture. The system is
4
composed of the main parking controller which controls three groups; the parking availability
5
detection system, the parking guidance system, and the wireless charging & billing/payment
6
system. The user will be able to monitor the vehicle status and do payment transactions via
7
their nomadic communication device, such as smartphones, by communicating with the main
8
parking controller through the network. In the following sections, we will introduce and
9
discuss each system’s functional requirements with architectural layer concept along with
10
their objectives and operating principles.
11 12
Vehicle Guidance Layer
1 2
Once driver arrives to the entrance of parking facility, the main parking controller will detect
3
the car has arrival and will enable the parking guiding system, as shown in the block diagram
4
in Fig. 3. Vehicle and user verification block in the parking guiding system will check all
5
information (i.e., smartphone identification number, car’s VIN number, or membership card
6
identification, etc.), and/or also check to see if the user made any reservations before sending
7
the vehicle into the parking lot. The parking guiding system will know the availability of
8
parking spaces through the parking availability detection system, and will generate a
9
magnetic strip path that will be preset to a specific available location as shown in the
10
direction of the bold arrows shown in Fig. 2.
11
Once car has entered the parking facility, the parking guiding system can detect its
12
presence through the vehicle path generation and guiding module, which can be mounted
13
inside the vehicle. The algorithmic generated guidance path, shown in Fig. 2, will be
14
generated by the parking guiding system by activating the necessary magnetic strips. The
15
vehicle guiding module can follow the activated magnetic strips and will be able to command
16
the vehicle to reach its destination. When the vehicle is commanded to exit the facility, it will
17
follow the same procedure as entering the facility, but will go to a different destination (the
18
waiting line) as shown in the outlined arrows in Fig. 2. Here, the vehicle will be on stand-by
19
until the user comes and picks up the vehicle. When several vehicles are on the move at the
20
same time, the guidance system will instruct the most optimized way of path generation and
21
automatic guidance on multi-vehicle operations. Obstacle detection or pedestrian detection
22
can be an optional function when pedestrians are allowed to enter the parking facility. When
23
traditional vehicles are present in mix, this Vehicle Guidance Layer should consider the
24
identification of the subject vehicle, along with the separate algorithmic guidance for the
25
traditional vehicles as well.
26 27
Vehicle Charging Layer
28 29
Currently existing parking systems for EVs use plug-type charging stations that are stationed
30
at every parking space [25]. This method can be inconvenient, and also there are also risks of
31
potential electric safety. The proposed wireless charging systems are embedded under the
32
road surface, so the electric safety risks can be minimized, and also it does not require any of
33
physical actions to be connected to the grid, thus more convenient. The proposed wireless
34
charging system can be designed to charge 11 vehicles, for example, with one inverter as
35
shown in Fig. 2, and the charge setting can be flexibly configured from the user through their
36
portable nomadic device. When the vehicle is parked at its specified location, the user will be
37
able to see the information about their vehicle and also set the desired charging time through
38
their portable device.
39
As shown in Fig. 1, the vehicle can communicate with charging controller through
40
the equipped communication module. The communication module checks the vehicle status
41
and sends via Wi-Fi communication, or other form of communication depending on
42
application purposes, to the charging controller. The charging controller will send commands
43
to the inverter to set the charging rate for each location individually [26].
44 45
Parking Availability Detection Layer
1 2
3 FIGURE 4: Sensor Layout
4 5
The parking availability system is equipped with optical sensors that will be used to monitor
6
the availability of the parking space. Fig. 4 shows the sensor layout overview of a specific
7
parking system, showing one possible implementation of sensors and lighting fixture. Laser
8
sensors to detect the vehicles’ occupancy in a parking space are placed above the lighting
9
fixture, and the laser beam will be interconnected with the sensor “trip” device. When the
10
laser and sensor “trip” device are connected, it means available parking space. Detection of a
11
parking space using laser sensors is just one of many possible solutions. Other
12
implementations can be possible by video recognition or pressure sensors, etc.
13
Each sensor and sensor “trip” device will be allocated to every parking spot, which will be
14
called an allocation. An allocation will be grouped in a certain number depending on the size
15
of the parking lot and number of lighting fixtures. This group will be called a module, and
16
each module can monitor the vehicles that are within their proximity. The modules are
17
connected to a main controller called a Tier. There could be several floors in the parking
18
infrastructure, so there will be a Tier in each level. There will be named Tier 1, Tier 2, and
19
Tier 3 respectively for each floor. The Tiers are all connected to the main controller of the
20
Parking Availability Detection System, and it is setup as a hierarchy algorithm as shown in
21
Fig. 3. This hierarchical system can identify the location of each vehicle, and the information
22
regarding a specific vehicle can be traced back through this system when it is required.
23 24
User Application Layer
1 2
3 FIGURE 5: Graphical User Interface (GUI) Concept for User
4 5
Introduction of wireless vehicular communication enables various innovative ITS (Intelligent
6
Transportation System) applications providing co-operational connectivity between vehicles
7
and drivers, as well as between vehicles and infrastructures. Communication between a
8
vehicle and a nomadic device, such as a personalized smart phone, enables a variety of
9
functional achievement in future transportation system [27]. With the available technology
10
that is provided in the wireless nomadic device, it can be used as an information tool for the
11
user. After the vehicle is parked, the main parking controller will send the vehicle information
12
to the connected smartphone, or other nomadic device, through the network as shown in Fig.
13
3. The users can monitor remotely and wirelessly their vehicle status and the parking fee rates,
14
etc., as shown in the left-hand side image of Fig. 5. As mentioned in the previous section, the
15
charging server block shown in Fig. 1 can receive each vehicle’s status and send to the main
16
parking controller. The information that can be monitored are the battery SOC (state of
17
charge), charging power and payment status, as well as the ability to turn on/off the charging
18
module as shown in the middle of Fig. 5. A complete sequencing control with information
19
queues ending up in the vehicle-side of control, with human-machine-interface (HMI)
20
concept is also important during the process. When user is ready to leave, the user can
21
wirelessly check and pay the bill through their portable nomadic device for the amount of
22
time and charge used for parking and charging respectively. After payment has been
23
confirmed through the wireless charging & billing/payment system, the main parking
24
controller will command the parking guiding system to send the vehicle to the waiting line so
25
the user can pick up the vehicle. This feature can provide a lot of convenience to the user as
26
the process of going to the facility, finding their vehicle at the parking spot, and paying the
27
final bill is no longer required in the UBIPS.
28 29
APPLICATION OF UBIPS
1 2
To measure its feasibility of the UBIPS, the time it will take to find a parking spot, park, and
3
reach the desired final destination was measured. Assuming this parking facility is an electric
4
vehicle only parking facility, a simplified formula was used to measure the total time ,
5 6
. (1)
7 8
Here, is the time duration that takes for the user to enter the parking facility, and
9
is the time for the user to exit the facility. And can further be described as:
10 11
. (2)
12
Here, means driving time to parking space from parking facility entrance and vice versa,
13
means the time to walk from parking space to final destination and vice versa, and
14
means the time to plug or unplug of conductive charger for their electric vehicle
15 16
Here, can further be described as:
17
∑ . (3)
18
Here, : Number of floors in parking facility, : Cruising speed of vehicle, : Distance
19
taken to reach to the vacant parking space from parking facility entrance and vice versa, and
20
: Time to maneuver the vehicle into the parking space and vice versa.
21 22
And can further be described as:
23
. (4)
24
Here, : Distance taken to reach from user’s vehicle parking space to parking facility
25
entrance and vice versa, : Distance taken to reach from parking facility entrance to final
26
target destination and vice versa, and : Walking speed.
27 28
Using the above equations, can be rewritten as:
29 30
∑ (5)
31 32
The above equations can be applied and derived similarly for .
33 34
Experiment Setting and Procedure
35 36
37 FIGURE 6: Map of the Experimental Simulation Location at KAIST (left) and test
38
vehicle used for experiment (right)
39
The left image in Fig. 6 shows the bird’s eye view map of the experimental simulation
1
location, which shows the route to and from the parking area. The right image shows the test
2
vehicle used for the experiment, which is an electric vehicle developed by KAIST. The
3
experiment procedures were done by the following steps: the subject will enter the driveway
4
from the KAIST main road, enter the parking area entrance, find the desired parking space,
5
park the vehicle, place the charger in vehicle, and then go to the final target of destination.
6
The full procedures as well as its individual steps were timed. The same procedure was done
7
when exiting the parking facility. Since vehicle and walking speed vary by person due to their
8
driving or walking style, thirty subjects were tested to do the mentioned procedures in order
9
to get an average vehicle and walking speed. Also, the time for each subject to park the
10
vehicle in parking space and charge will also vary, so the average time to park and charge the
11
vehicle was also determined.
12
Based on collected data, the average vehicle speed and walking speed ranged at
13
12km/h and 7km/h respectively. The average time it took to park and plug (or unplug) the
14
charger from the vehicle was around 20 seconds and 10 seconds respectively. Based on the
15
location of the experiment, the distance from entrance of parking area to desired parking
16
space and the distance from parking entrance to final target of destination was 55 meters and
17
20 meters respectively. It should be noted that these acquired data was done at a specific
18
location, so the average values will vary by location, setting, and people.
19
Based on the experimental results, it could be determined that the average time for the user to
20
enter the parking facility, find a parking spot, park, charge, exit the parking facility, and going
21
to their final destination will take around a minute and 30 seconds in case of a conventional
22
electric vehicle parking facility. For UBIPS, the only time that needs to be considered is the
23
user going to their final destination since the vehicle will be autonomously parked and
24
wireless charged as user drops their vehicle at the entrance of the facility. Based on the
25
experimental data, it took 15 seconds for the user to enter their final destination. In this case,
26
the user saved a minute and 15 seconds of their time using UBIPS. If the parking facility was
27
a multi floor building, the time will increase based on the equation as shown in the
28
previous section. It is expected to be similar or even greater quantifiable benefit when applied
29
at a larger scale or multi-storied parking structure building, or compared with automatic
30
mechanical parking building system. Assuming that the experimental parking location was
31
three stories, it can be expected that the overall time for the user to get to their final
32
destination will be over 2 minutes for the conventional electric vehicle parking facility, while
33
the UBIPS will remain the same.
34 35
EFFECTIVENESS OF UBIPS APPLICATION
36 37
The benefits of UBIPS application can be viewed in three major points:
38 39
1) Reduction of wasted time and energy searching for a vacant parking space
40
2) Providing of a convenient parking system for motorist with disability
41
3) Improvement in the issues related with electric vehicle charging
42 43
The reduction of wasted time and energy when parking with UBIPS has been discussed in the
44
previous chapter. The reduced time for parking can also be viewed as improving operational
45
energy efficiency in general transportation. The reduced electrical energy use simultaneously
46
lessens CO2 emissions, thus promoting the eco-friendliness of the transportation technology.
47
Therefore, it is believed that the proposed UBIPS application can provide a positive impact
1
toward the preservation of the environment.
2
One of the ultimate goals that the current vehicle technology is striving for is to
3
provide the convenience to all motorists, also including to those with disability. In this matter,
4
the UBIPS application can provide the convenience of parking to the user as autonomous
5
parking is available from the entrance of the parking facility. In regards to exiting the vehicle,
6
it can be easily commanded through the communication with smart devices, which meets the
7
future technology trends of ICT convergence. These features are provided with the
8
considerations for the disabled, elderly, and the mobility handicapped, therefore, it can
9
provide a beneficial impact toward the society.
10
As the UBIPS application provides a convenient charging system, it will also bring a
11
potential impact toward the diffusion of electric vehicles. One of the main reasons that hinder
12
the implementation of electric vehicles in the society is the difficulty in charging, and it is
13
also the reason that veers away potential consumers. If UBIPS application can provide
14
electric vehicle users the convenience of parking and charging simultaneously, it will provide
15
a positive impact on massive and prompt electric vehicle diffusion, because typical
16
conductive plug-in charging has higher safety concern than wireless charging, due to
17
potential exposure to high voltage. Therefore, it can also provide a competitive edge for those
18
who are hesitating to purchase electric vehicles.
19
As a result, we believe the UBIPS application can provide many beneficial
20
contributions in terms of electric vehicle promotion and facilitate toward the elderly, disabled,
21
and the vulnerable populations. With the promotion toward the spread of electric vehicles, it
22
is also expected that CO2 emissions can be significantly reduced with the increase in eco-
23
friendly vehicles.
24
CONCLUSION
1 2
The technologies in transport are continuously improving, and these technological
3
advancements are expected to change the driver’s perspective and also the paradigm in daily
4
driving pattern. Within these advancements, we propose to include autonomous parking
5
systems. In this paper, we have proposed the UBIPS (user based intelligent parking system)
6
concept and its technological feasibility by applying already available IT (information
7
technology), combining vehicle-side of smart technology and infrastructure augmentation
8
into one system. By applying wireless power transfer technology in the UBIPS, we were able
9
to show the concept of charging several vehicles through one inverter simultaneously. This
10
method proved to more convenient, and was a more suitable option compared to the
11
conductive plug-in type chargers, as it can contribute to the full level of automated parking
12
and charging of EVs and provide more efficient parking area management, since the charging
13
system are embedded in the roads.
14
By applying the proposed system in accordance with the advancing future
15
technologies, it could be expected that autonomous vehicles could become a more viable
16
technology in the near future, as well as providing wireless power technologies as another
17
alternative source. In addition to the operational energy efficiency improvement and CO
18
emission reduction, the users’ convenience, and easier EV use are emphasized with the
19
approach. And the proposed system can be regarded as a test-bed of future autonomous
20
technology development as a part of strategic planning toward users’, social and economic
21
aspect of acceptance of broad range of applications of innovation in transportation system
22
technology.
23
The future research will be developing the demonstration for the UBIPS, as well as
24
the formulation of regulations and standards that can provide optimal diffusion. In addition,
25
the effect of social business gains and CO2 reductions should be analyzed and quantified
26
through the implementation of this facility.
27
REFERENCES
1 2
1. T. Siegel Growing World Automobile Population Threatens Petroleum Balance,
3
Forbes (2011, Apr.), Available: http://www.forbes.com/sites/timothy
4
siegel/2011/04/19/growing-world-automobile- population- threatens-petroleum-
5
balance/
6
2. R. Mu, and T. Yamamoto, “Analysis of the Safety and Environmental Effects of
7
Introducing Microcars into Traffic Flows,” Transportation Research Board 2013
8
Annual Meeting, Washington, D.C., 2013.
9
3. E. Cahill, B. Taylor, and D. Sperling, “Low-Mass Urban Microcars for Emerging
10
Market Megacities,” Transportation Research Board 2013 Annual Meeting,
11
Washington, D.C., 2013.
12
4. Population Distribution, Urbanization, Internal Migration and Development: An
13
International Perspective, Economic & Social Affairs, United nations, 2011
14
5. M. L. Moss, “Urban Mobility in the 21st century,” NYU, 2012.
15
6. Technology Roadmap - Electric and Plug-in Hybrid Electric Vehicles, International
16
Energy Agency, 2011.
17
7. C. F. Dalziel, “Electric Shock hazard,” IEEE Spectrum, 1972.
18
8. A. Ahlbom, J. Bridges, R. Seze, L. hillert, J. Juutilainen, M. –O. Mattsson, G.
19
Neubauer, J. Schuz, M. Simko, K. Bromen, “Possible Effect of Electromagnetic
20
Fields (EMF) on Human Health – Opinion of the Scientific Committee on Emerging
21
and Newly Identified Health Risks (SCENIHR),” News and Views, 2008.
22
9. Power Generation from Coal, International Energy Agency, 2010.
23
10. IEA Statistics and Balances retrieved, 2011.
24
11. D. C. Ferreira, and J. A. Silva, “Simulation of a Parking Reservations System to
25
Mitigate Cruising for Parking,” Transportation Research Board 2013 Annual
26
Meeting, Washington, D.C., 2013.
27
12. R. A. Waraich, C. Dobler, C. Weis, and K. W. Axhausen, “Optimizing Parking
28
Prices Using an Agent Based Approach,” Transportation Research Board 2013
29
Annual Meeting, Washington, D.C., 2013.
30
13. W. J. Mitchell, Christopher. E. Borroni-Bird, and L. D. Burns, “Reinventing the
31
Automobile, Personal Urban Mobility for the 21st Century”, Cambridge,
32
Massachusetts: The MIT Press (2010).
33
14. N. Moini, D. Hill, R. Shabihkhani, and H. Homami P. E., “Impact Assessments of
34
On-Street Parking Guidance System on Mobility and Environment,” Transportation
35
Research Board 2013 Annual Meeting, Washington, D.C., 2013.
36
15. Robert Phaal, “Foresight Vehicle Technology Roadmap,” 2002.
37
16. R&D Technology Roadmap, European Automotive Research Partners Association,
38
2005.
39
17. L. Schulze, and A. Wüllner, “The Approach of Automated Guided Vehicle Systems”,
40
presented at 2006 IEEE International Conference on Service Operations, Logistics
41
and Informatics, 2006, Shanghai, China.
42
18. L. Schulze, S. Behling, and S. Buhrs, “Automated Guided Vehicle Systems: a Driver
43
for Increased Business Performance,” Proceedings of the International Multi
44
Conference of Engineers and Computer Scientists 2008, Vol. II, pp.19-21, March,
45
2008, Hong Kong, 2008.
46
19. J. Lidicker, T. Lipman, and B. Williams, “Business Model for Subscription Service
47
for Electric Vehicles Including Battery Swapping, for San Francisco Bay Area,
48
California,” Transportation Research Record: Journal of the Transportation Research
1
Board, No. 2252, pp. 83–90, 2011.
2
20. J. Kim, J. Kim, S. Kong, H. Kim, I. S. Suh, N. P. Suh, D. H. Cho, J. Kim, and S. A,
3
“Coil Design and Shielding Methods for a Magnetic Resonant Wireless Power
4
Transfer System,” in Proceedings of the IEEE, Vol. 101, No. 6, 2013.
5
21. I. S. Suh, “Application of SMFIR Technology to Future Urban Transportation,” in
6
Proc. 21st CIRP Design Conference, 2011.
7
22. KAIST OLEV Project Center, “OLEV Project Overview,” KAIST Internal
8
Document, April, 2010.
9
23. H. Rakouth, J. Absmeier, Jr. A. Brown, I. S. Suh, J. M. Miller, R. Sumner, and R.
10
Henderson, “EV Charging Through Wireless power Transfer: Analysis of Efficiency
11
Optimization and Technology Trends,” Proceedings of FISITA 2012 World
12
Automotive Congress, Beijing, China, 2012.
13
24. W-B. Zhang, H. Tan, A. Steinfield, B. Bougler, D. Empey, K. Zhou, and Tomizuka,
14
“Implementing Advanced Vehicle Control and Safety Systems (AVCSS) for
15
Highway Maintenance Operations,” Proceedings of 6th World Congress on
16
Intelligent Transport System (ITS), Toronto, Canada, 1999.
17
25. T. D. Chen, and K. M. Kockelman, “The Electric Vehicle Charging Station Location
18
Problem: A Parking-Based Assignment Method for Seattle,” Transportation
19
Research Board 2013 Annual Meeting, Washington, D.C., 2013.
20
26. I. S. Suh, and E. G. Shin, “Intelligent Wireless EV Fast Charging with SMFIR
21
Technology,” Transactions of the SDPS, 2009, Vol. 13, No. 1, pp. 15-32.
22
27. S. Derrible, and C. D. Cottrill, “How New Technologies can Contribute to Measuring
23
Sustainable Mobility,” Transportation Research Board 2013 Annual Meeting,
24
Washington, D.C., 2013.
25
