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Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015

Wire-Free Vehicle Charging Using Solar System

Manoj Saini1,* , Shagufta Khan1, Amit Kumar Sharma2, Yatharth Srivastava2 ,
Shukla Om Chandrasen2 , Sahaj Tripathi2 , Shivam Dubey2
1
Galgotias University, Greater Noida, Uttar Pradesh, India
2
Galgotias College of Engineering and Technology, Greater Noida, Uttar Pradesh,
India

engg.manojsaini@gmail.com

Abstract- These days everything runs on electricity, without electricity it becomes

hard to spend time. Our daily use items like phones, laptops, and other items work
on electricity. So electricity is our basic requirement and its connection is
establishing rapidly. This is a great opportunity for us to shift to an electric vehicle
as nature warns us of pollution. Also, there are different sources available for
generating electricity and this electricity can be easily used to move the car. To
move the car through electricity, an electricity bank i.e., batteries are installed inside
the car which needs to be recharged after a fixed mile run. This recharging can be
done in different manners but the need of better fast and efficient charging system
has been increases. People don’t want to carry different chargers for different
devices or wait for long hours at changing stations so to make charging in an easy
way this paper purposed a charging system based on wire-free technology. This
paper elaborates on the concept of wireless charging and improves the concept of
stationary wireless electric car charging.

Keywords—Wireless Power Transfer; Inductive Power Transfer; Battery

Charging
1. Introduction
Today, with continuous decline in Bio-fuel and increase in price making it difficult for everyone to
drive their own cars. To overcome this decision in Bio-Fuel, Electric vehicles are introduced which
use batteries as primary source. Also to charge these batteries different technologies are introduced
like D.C. charging and A.C. charging all in plug-in mode i.e. wired connection for charging. But this
wired charging requires human intervention to start charging, to overcome that intervention wireless
charging was introduced. This paper shares the information about the wireless power transfer (WPT)
which is done via an inductive wireless charging system. In this paper solar panel with grid system is
used as a source to charge vehicle by inducing current by means of wire free transmission. The paper
bypasses the exiting electrical vehicle technologies in which wire chargers are used for charging. The

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Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015

wire Chagrining system required a lot of time for charging, as it is traditional wired charging system
the consumer have to face some difficulties in vehicle charging as different manufacturer have
different shape and size, different power output and rating. The paper concludes the result on the basis
of simulation done by keeping the above points. The paper gives brief information of about the setup
of wireless charging station at the parking area. This setup is best for the area near by mall where a
person can park his vehicle and go shopping mean while the car will charge for another run.
DC-HFAC Battery Mangement
Converter System
Transmitting Coil
=
Solar Plant ≈
Battery

= Receiving Coil
=
Grid ≈ ≈
AC-DC AC-DC
Converter Converter

Figure 1. Block Diagram

In this the power source used as solar panel with on grid system. When there is sun light at day
time the power generated by solar panel is used for home and industry [1]. This generated current
from solar panel will directly send to high frequency AC inverter. The current from grid is firstly
converted to DC then send to HFAC as shown in figure-1. After the high frequency ac transmi sion the
. s

power is dealt with resonator to enhance the power out which goes through transmssion coil [2]. Due i

to phenomenon of induction the current is induced in the secondary coil. From secondary coil the
power will again pass-through resonator circuit which is then converted to dc for charging the battery
of car. This DC current then fed to manager of battery to provide fix limit of the current to charge the
battery of car [3].
2. Wireless Charging Methods
There were various ways of transmitting power wirelessly to charge Electric Automobile some of
them are:
1. Capacitive Wireless Power Transfer (CWPT)
2. Permanent Magnetic Wireless Power Transfer (PMWPT)
3. Inductive Wireless Power Transfer (IWPT)
4. Resonant Indu tive Wireless Power Transfer (RIPT) [2]
c

2.1. Capacitive Wireless Charging System (CWCS)

For applcations, which consume low power like portable electronics and mobile phone chargers, this
i

power transmission approach makes use of the coupling capacitor's cutting-edge geometric and
mechanical structures. The displacement current produced by the fluctuating electric field is utilized
to transfer energy from the transmitter to the receiver. The graphic depicts a CWPT that is based on a
series resonant circuit [1]. Instead of coils or magnets, this method transfers power via coupling
capacitors. To create a capacitive coupler in a CWPT system, typically four metal plates are
employed. To increase efficiency, maintain voltage levels, and lower transmission losses, the AC
voltage is initially fed into the power factor adjustment circuit [4]. The voltage is then sent to the H-
bridge network to generate high frequency AC [5]. In order to lower the impedance among the
transmitter and receiver, a few inductors were connected across series with the coupling capacitor.
The AC power received is changed to DC on the receiver side using a rectifier and filter circuit before
being delivered to the battery through a BMS. The system’s operating frequency ranges from 100 for
600 kHz. This technology’s key benefits are minimal eddy currents, cheap cost, and weight, as well as .

superior misalignment performance. The coupling capacitor’s size and their distance from one another

2
Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015

affect the efficiency of power transfer. Due to the large air gap and high-power consumption, the
application of CWPT for electric vehicles is restricted. Utilizing the bumper of a car as a receiver has
been suggested as a way to close the air gap and boost effectiveness

2.2. Permanent Magnet Wireless Charging System (PMWCS)

This technique is distinct from the CWPT and IWPT that is previously stated. In figure, the block
diagram is displayed. Here, the synchronized permanent magnets (PM) inside each armature winding
serve as the transmitter and receiver. When AC current is applied to the transmitter winding at the
transmitter side, it rotates the transmitter magnet by applying mechanical torque. When the magnetic
field in the transmitter changes the receiver’s permanent magnet experiences a torque, which forces it
to rotate synchronously with the transmitter magnet [6]. The mechanical power input to the receiver’s
permanent magnet is turned into an electrical output at the receiver winding as a result of the shift in
the receiver's permanent magnetic field, acting as a generator. Magnetic gear refers to the connection
of rotating permanent magnets. The produced AC power is rectified and filtered by power converters
before being converted to DC at the receiver side and sent to the battery. The PMWCS was created as
the 1.6 kW laboratory prototypes that can deliver around 149 mm of air gap spacing. However, there
are several difficulties in using this method in both static and dynamic systems. As coupling between
the two synchronized windings drastically decreases, the power transfer capability is proportional
inversely to the axis-to-axis separation between the secondary and main PMs. MGWPT is therefore
advantageous for fixed wireless electric vehicle charging but difficult for dynamic charging systems.

2.3. Inductive Wireless Charging System (IWCS)

The fundamental tenet of IWPT is electromagnetic induction according to Faraday’s principles.
Initially, Nikola Tesla created the inductive power transfer method in 1914 to move wireless power
[2]. This method of wireless power transfer has been tried and evaluated for use in a variety of
applications. The mutual induction of magnetic fields between the transmitter and receiver coils
.

allows for the wireless transfer of electricity. When the main AC supply is supplied to the transmitter
coil, an AC magnetic field is created that travels through the reception coil and moves the electrons in
the receiving coil, producing AC power. The battery is charged using this AC output, which is
converted to DC via power converters and monitored by the BMS [7, 8]. The frequency, mutual
inductance, and separation between the transmitter and receiver coils all affect how much power is
delivered. The system’s operating frequency ranges from 19 to 50 KHz. This method’s drawbacks
include slower charging speeds and higher costs.

2.4. Resonance Inductive Wireless Charging System (RIWCS)

In terms of power el ctronics and wireless transformer coil design, this power transmission method is
e

an upgraded version of the conventional IWPT. Resonators with high quality factors essentially
.

transmit energy at a significantly greater pace [9]. Therefore, by operating at resonance, we can
transfer the same amount of power as in IWPT albeit with lesser magnetic fields. The primary
winding or transmitter receives high frequency AC, similar to other power transmission methods,
from the main AC volage. Power is sent to the receiver or secondary coil using various magnetic
t

fields. By using rectifier and filter circuits to convert the incoming electricity to DC, the battery is
charged. Without using wires, power may be sent across large distances. When the transmitter and
receiver coils are resonantly matched, there is the greatest power transmission over the air. Therefore,
extra compensation networks are added to the transmitter and receiver coils in series and parallel
configurations to get acceptable resonant frequencies. Due to the EVs' 150–300 mm minimum height
clearance requirement, the coupling coefficient in RIPT ranges from 0.2 to 0.3. Additionally, the
.

compensation networks minimize new losses. The system's operating frequency ranges from 10 to
150 kHz.

2.5. Static Wireless Charging

As the word static means fixed (still) position i.e., electric cars are charged when they are standing
above the area where wireless power transfer coils are fixed. In this form of wireless charging system,

3
Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015

additional power converters and their circuitry are buried underground together with the transmitter
surrounded with 9to be charged autonomously while it is being driven or parked in static mode. Here,
the transmitter coil is transmitting an extremely high frequency AC. The secondary coil and receiver
coil are positioned on the bottom of the car, where the receiver coil receives the AC. Using the power
converter, the incoming energy is changed to DC from AC and sent to the battery bank. The receiver
coil is protected by a battery management system (BMS) and power control, as well as a wireless
.

communication network, for safety measur ments. A vehicle's charging pad determines how long it
e .

takes to charge. The sizes, strength of the power source, the separation (air gap) between receiver and
transmitter. About 150-300mm is the distance between the transmitter and the reception coil. The
utilization of this wireless charging technology in parking lots at malls, garages, office buildings, etc.,
can be well suited for mass transportation applications. An automated guiding system that assists the
driver in aligning the car exactly above the primary charging pad can be installed in the vehicle as part
of the deployment of this system. Data can be exchanged between the receiver coil of the vehicle and
the transmitter end of the charging station through an inductive connection or other short-range
communication techniques [7]. With the use of this function, charging stations may modify the
charging process in accordance with the battery's state and the preferences of the driver.

J1772 Connector Chademo Connector CCS Connector Tesla Connector

Figure 2. Charger Comparison

The problem faced by consumer in electric vehicles is mostly of charging plug. If the reach to the
charging pad the require special types of plugs to charge their car as that can be seen from figure 2.
There are only one option left for them to always take their charger with them, which can be easily
overcome by using wireless charging.

Table 1. Relation between Different Chargers [10-12]

Configuration Voltage Current Power Charging Time

Single-phase AC 120V 12A 1.44 KW 13 hours
Single-phase AC 230V 16A 3.68 KW 5.1 hours
Single-phase AC 240V 30A 7.20 KW 2.6 hours
Three-phase AC 400V 16A 11.0 KW 1.7 hours
Three-phase AC 400V 32A 22.1 KW 51 minutes
DC 400V 125A 50 KW 22 minutes
DC 400V 300A 120 KW 9 minutes

Whereas the wireless charger's extremel effective as the isolation transformer used for plug-in
y

charging. With the added efficiency of not requiring you to spend time plugging in and unplugging to
your car, wireless charging has an efficiency range of 88–93%.

4
Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015
Auxiliary Coils

Primary Coil
Secondary Coil

Figure 3. Arrangement of Coils

The positioning of coil is the main problem because maximum flux will pass when both the
receiving and transmitting coil are vertically inclined to each other such that maximum flux can
transfer. Figure-3 illustrates different coil positioning with new design of coil which has some
auxiliary coils in it which ensure the maximum flux passage.
3. System Overview
3.1. Solar Model
The variables that affect the solar power output are the solar panel's dimensions, the solar radiation
that strikes the panel, and the temperature rise of the solar modules. Calculating the power output is as
. .

follows:
.

33 360d
P(t) = BI(t)Isc (1 + cos ( )) ∗ (sin α sin δ + cos α cosδ(βt)) (1)
1000 365
β = mintues before noon/4 (2)
360(𝑑+284)
𝛿 = 23.45 sin { 365
} (3)

Where: BI(t) is clearing index at time t, Isc is referred to as a solar constant, and P(t) is Solar
generated energy as a function of time (t). Now, the hour angle β may be determined using eq. (2)
.

(about 15°/h for the morning and for the afternoon), whereas the sun's decl ine angle δ using eq. (3) (d
.

signifies the day). Using that as the geographic latitude ϕ, 27° is calculated (user dependent) [13].
. .

Consider a set of 20 panels (2 series modules and 10 parallel strings) for the PV generation, where
each panel has a 300WP rating. This array's performance and attributes are assessed for a module
temperature of 25 °C and a range of solar irradiance values, or 100–1000 W/m2.
3.2. Battery charging and discharging (lithium-ion battery)
𝑎
{𝐵𝑐ℎ𝑔 = 𝐵0 − 𝑘 ⋅ 𝑗−𝑘 𝑎 ⅈ𝑡 + 𝐴 ⋅ ⅇ (−𝐵⋅ⅈ𝑡)} (4)
𝑎−ⅈ𝑡 𝑎−𝑖𝑡
𝑎 𝑎 (−𝐵⋅ⅈ𝑡)
{𝐵𝑑𝑐ℎ𝑔 = 𝐵0 − 𝑘 ⋅ 0.1⋅𝑎+ⅈ𝑡 ⋅ 𝑗 − 𝑘 𝑎−ⅈ𝑡 ⋅ ⅈ𝑡 + 𝐴 ⋅ ⅇ } (5)

These mathematical equations (4 & 5) are coterminous to the operations of battery management
block of block diagram, the equations represents the various options of battery management of
electrical vehicle. Where Bchg is battery charging equation is eq. (4) and Bdchg is battery discharging
equation is eq. (5) and ‘j’ is the low-frequency dynamic current (A), ‘it’ is the capacity that is
accessible (Ah), and ‘k’ is the polarization constant. ‘a’ is battery capacity in (Ah), ‘A’ is the
.

exponential. Zone. amplitude (V), ‘B’ exponential zone time constant inverse (Ah)-1, standard voltage
(Bo), and polarization. resistance (Ω) [14].

5
Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015

3.3. WPT Operating Principles

The two fundamental modules of this system are the transmitter and the receiver. There is an air gap
.

between the primary and secondary coil (as shown in figure -4). This air gap causes loss of flux
intensity. To overcome this issue the capacitor circuit known as resonator circuit is connected in series
for the transmitting and receiving, respectively. The grid, rectifier, and inverter are used to set up the
primary coil's power supply. This source of power is equivalent to one that has a voltage of V and an
internal resistance of R. The voltage generated by the power source or generator is one of the key
.

factors in the transfer of energy [15].

Figure 4. Basic Building Block

As a result, choosing a generator that can provide a sinusoidal output is equally crucial. The DC-
to-DC converter is coupled in series with a rectifier circuit that receives the voltage generated by the
secondary coil. The circuit for charging batteries receives the output. [16] According to the battery's
charging requirements, the output voltage and current can be changed. The load R on the secondary
side is connected by rectifier, chopper and battery. A change in the air gap between the two coils has
an impact on the mutual inductance. There will be a significant leakage inductance and a minor
mutual inductance if there is a significant air gap between the coils this can be visualize through the
figure 4. As a result, to transfer a certain amount of power, a huge current is needed. This substantial
current will cause losses. [17] The effectiveness of the system will be impacted by these losses. To
solve this issue, a compensating capacitor is employed.

3.4. Charging pad

In both SWPT and DWPT, transmitting pads of any number can be powered by a single power source.
Multiple transmitting pads don't always require multiple power supply. There are various types of .

structures of charging pads,’ such as, circular, rectangular or double D coils. Coils are built from a
variety of different materials [18]. Although copper is frequent material, other materials are also being
<

studied. Due to their characteristics, high temperature superconductors (HTS) are appropriate. While
DWPT offers more options, SWPT only uses a single transmitting pad [19].

Reciever Pad

Magnetic Induction

text

Transmitter Pad

Figure 5. Charging Pad

6
Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015

An EV can be charged via various transmission pads or a single long rail, for instance. Both
approaches have advantages and disadvantages. The number of components and the complexity of
control may both be decreased with a long rail. [20] The benefit of employing a long transmission rail
is that it can supply steady power .and current to an EV when it enters the rails near field. However, if
the rail is powered by a single source of power, the cost of the components rises. Additionally, this
creates a system with a single point of failure, meaning that if there were a problem at a single place,
the entire system would fail. The system's dependability suffers as a result [21]. Additionally, the
coupling between the two is reduced if there is a substantial disparity between the size of the EV and
that of the rail. As a result, the system becomes ineffective. The air gap and coil distance can also
have an impact on coupling. The distance and coupling have an inverse relationship. [22] The coils
dimensions are also important. Similar to the last example, there will be little coupling between the
.

primary and secondary coils if there is a big difference in their diameters this can be seen from figure
-5. In contrast, if more transmitting pads are employed, the architecture will need more power supply,
high frequency inverters, and other components. [23] This architecture, however, avoids the single
point of failure and includes redundancy, making it more dependable. Even though a system has a
flaw, it could still work. Additionally, effective switchi.ng can reduce the quantity of active
components. Since this system uses many transmitting pads, just the transmitting pad where EV
passes may be turned on, and all the other pads can be turned off. This will improve the necessary
connection and reduce electromagnetic radiation. However, this topolo.gy raises costs and
complicates the system, both of which are negative. A crucial element in this system that needs
optimization is the distance between the pads. Unwanted coupling may occur between the pads if the
. .

space between them is too close, causing energy to leak.[24] When there is too much space between
.

the pads, the undesirable coupling is reduced, but continuous power transmission is not possible. The
grid network also suffers as a result of this. An inductive WPT system's magnetically connected coils
.

operate Like a transformer, and the air gap between them produces a significant amount of leakage
inductance. They are known as loosely linked coils for this reason. These coils are typically used in
.

conjunction with capacitors to create a resonant circuit, which increases system efficiency. This may
be accomplished by using series and parallel configurations of capacitors and inductors. [25]

4. Simulation Model & Results

This simulation is based on ON-Grid system for charging car at parking area. Three phase AC grid at
.

440V is used with solar panels of LG (LG2351P1W) due to monocrystalline nature. Monocrystalline
solar cells are made up of cylindrical silicon ingots, [1] [26] which are then finely sliced to form
silicon wafers. The composition of these cells is purer since each cell is made from a single piece of
silicon, thus the el ctrons have more space to flow. Monocrystalline solar panels generally have a
e

black colored hue [27].

.

Figure 6 Simulation model for the charging of electric vehicle wirelessly .

This figure -6 shown above is the ON- grid system which is based on the connection with grid and
solar panel at the same time. This is built to vary the source between solar and grid.[28] At the day

7
Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015

time the solar power produced is used to charge the vehicle and rest of the power will be delivered to
the distribution grid using electronic and control circuits. In the figure, the point 1, 2 depicts the

terminal for taking out the power for charging vehicle wirelessly.
Figure 7. Solar Source with day temperature and irradiance variation

Irradiance is the amount of light energy from one thing hitting a square meter of another each
second. The monocrystalline panels of LG are used for simulation. The irradiance value is set to vary
from 400-1000. The value is varied from time to time using ramp up/down to understand its operation
upon the climatic condition and the sun’s different position [29]. The temperature is also set to vary
from 25℃-50℃ [30]. The above system (shown in figure -7) is made with respect to climatic change
in India.

Figure 8. DC to HFAC conversion using IGBT

The wireless charging requires linkage of flux which can only be made possible by use of
Alternating Current. For distant transfer of wireless power the AC frequency needed to be high as
possible. So, the DC output from solar panel and grid is converted to high frequency AC for better
induction using the bridge of IGBT show in figure-8. To increase frequency and sinusoidal nature of
A.C. pulse width modulation with 1/50000 seconds is used [31] which increase the frequency of AC
current by 50 kHz.

8
Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015

Figure 9. Resultant AC current output after HFAC conversion using IGBT bridge (50KHz)

Figure 10. AC voltage across coil with frequency of 50kHz

This results in the output of high frequency current which varies from 5A to -5A and the voltage
which varies from approx. 2.6kV to -2.6kV. The figures -9, 10 are the output of inverted DC voltage
and current which is smoothed using IGBT bridge and resonator capacitor and has frequency of 50
kHz [32]

Figure 11. Base model

In this simulation performed by authors the air gap of 15 cm is considered on the general basis of
chassis height from the ground of car. The flux gained by secondary coil is again treated with
resonator circuits which filter the unwanted noise and fix the some loss of power. This gained AC is
converted to DC using electronic circuit to charge vehicle’s battery which also includes full wave

9
Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015

bridge rectifier [33]. The base setup of charging vehicle wirelessly can be seen in the figure -11. This
model includes subsystem of every electrical as well as electronic circuit used to transmit power
wirelessly.

Figure 12. DC output current for charging

The resultant charging voltage and current is constant, but at time of starting there is variation in
the charging voltage and current as can be seen from figure -11,12. This variation is due to the
presence of series capacitor and due to the coil losses. The charging voltage becomes constant to
128V after inrush voltage at time of starting and also the current stabilize at 12A after surge inrush
current due to induction of AC. The power received for charging is sent to the battery management
system which blocks the starting inrush power disturbance and provide filtered and smoothed power
to battery, also it controls the power required for moving car and manage the group of batteries [34].

Figure 13. DC output voltage for charging

Future Advancement & Scope
This system will be advanced to the level that this is going to charge the vehicle at time of running
i.e., vehicle need not to stop at any charging station and take long time for charging. To charge
vehicle on road wireless power transfer coils will be installed. This advancement will be very helpful
in reducing the size of batteries and also will improve life of the batteries [35]. The owner of vehicle
can drive car without frequent charging. The problem like charging and discharging of battery can be
easily managed by the technique of charging of laptop in which battery management system works so
correctly that after charging it fully it cuts the power from battery and start supplying it directly
.

through charger, also at time of disconnection of charger the bms switch the system to battery
instantly at this instant the capacitors provide the backup [36].

Our hope is that soon, EV drivers will be able to pull up to any Plug-less enabled location for a
.

home, office, or public charging. Consider a wireless charging station at the grocery store so
customers may recharge their batteries while they shop.[38] Park and go to avoid hassles of tangled
cables in bad weather. A network of induction charging stations with the charging plates embedded in
.

the road surface must be established in order to make wireless battery charging available to everyone
and everywhere. The best choice for electric mobility is induction charging while driving. The only
.

thing
as that is
electric alreadychoices
charging definitedevelop,
is that the network electric
recharging of fast-charging stations
automobiles is always
will get growing,
easier and easier.and that

10
Advancements & Key Challenges in Green Energy and Computing (AKGEC 2023) IOP Publishing
Journal of Physics: Conference Series 2570 (2023) 012015 doi:10.1088/1742-6596/2570/1/012015

5. Conclusion
Success was achieved in transmitting power wireless to charge the battery of car. As the battery
capacity of electric car batteries decreases, they will charge more quickly compared to how long it
used to take to charge them to their rated value. However, simplicity and requiring the least amount of
driver involvement are crucial traits that consistently outperform the competition, and when these
features are combined with excellent power transfer efficiency , wireless charging of electric vehicles
. .

is an effective strategy. By using this technology of wireless vehicle charging we can reduce the
weight as well as the cost of the vehicle and increase the range of the vehicle which is the biggest
.

challenge faced in the electric vehicle. This project can revolutionize the biggest problem faced by
.

major EV owners of the same charging plug. The wireless charging cars are our future.
.

References
[1] Visal Raveendran, Shanthisree S, Manjula G. Nair, “Vehicle-to-grid Ancillary Services using
Solar Powered Electric Vehicle Charging Stations”, IEEE International Conference on
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DOI: 10.1109/RTEICT46194.2019.9016710.
[2] Agant Mahesh, Bharatiraja Chokkalingam, and Lucian Mihet-Popa, “Inductive Wireless Power
Transfer Charging for Electric Vehicles–A Review”, IEEE Journal of Emerging and Selected
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[3] Visal Raveendran, Swathy Kanaran, Shanthisree S, Manjula G. Nair, “Vehicle-to-grid AnciIIary
Services using Solar Powered Electric Vehicle Charging Stations”, IEEE International
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May 2019, DOI: 10.1109/RTEICT46194.2019.9016710.
[4] Muhammad Ali, Safayat Mohammad, Md. Minhajur Rahman, “ModeIIing a Solar Charge
Station for Electric Vehicle with Storage Backup.” IEEE 1st International Conference on
Advances in Science, Engineering and Robotics Technology, May 2019,
DOI: 10.1109/ICASERT.2019.8934645.
[5] Ajith M A, Aparna R, Alfred Bert Paul, Nashiya E N, Sanal C, “Switched Amplifier Resonant
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DOI: 10.1109/ICSSIT46314.2019.8987934.
[6] Harshit Kumar Singh, Nishant Kumar, Senior Member IEEE, “Solar PV Array Powered ON
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