A

MAJOR PROJECT
REPORT ON

ELECTRIC VEHICLE RANGE

EXTENSION VIA MOBILE WIRELESS
CHARGING

JAWAHARLAL NEHRU TECHNOLOGICAL UNIVERSITY, HYDERABAD (TS)

(Submitted in partial fulfilment of requirement for the award of degree)
BACHELOR OF TECHNOLOGY
In
ELECTRICAL AND ELECTRONICS ENGENEERING
Submitted by

MALOTH ARUN 21TK5A0230

Under the Guidance of

Dr.D.KUMARA SWAMY
PROFESSOR & HOD

DEPARTMENT OF ELECTRICAL & ELECTRONICS ENGINEERING

SVS INSTITUTE OF TECHNOLOGY
(Approved by AICTE, New Delhi and Affiliated to JNTU, Hyderabad)
BHEEMARAM, HASANPARTHY, Warangal 506015(T.S)

(2021-2024)
 SVS INSTITUTE OF TECHNOLOGY
(Approved by AICTE, , New Delhi and Affiliated to JNTU, Hyderabad)

BHEEMARAM, HASANPARTHY, Warangal 506015(T.S)

DEPARTMENT OF ELECTRICALAND ELECTRONICS ENGINEERING

CERTIFICATE

This is to certify that the major project entitled “ELECTRIC VEHICLE RANGE
EXTENSION VIA MOBILE WIRELESS CHARGING” bonafide work being submitted by
MALOTH ARUN (21TK5A0230) to JAWAHARLAL NEHRU TECHNOLOGICAL
UNIVERSITY , HYDERABAD in partial fulfillment for the award of Degree in
ELECTRICAL AND ELECTRONICS ENGINEERING (EEE) during the academic year
(2021-2024).

GUIDE
Dr.D.KUMARA SWAMY
PROFESSOR & HOD
Department OF EEE

ii
 ACKNOWLEDGE MENT

We express reflective thanks to our Major Project Guide, Dr.D.KUMARA SWAMY

HOD, Department of Electrical and Electronics Engineering for his/her stimulating guidance.

We express our sincere thanks to Dr.K.JAGHANNATH of Electrical and Electronics

Engineering for providing us an opportunity to do this Project work.

We express our sincere thanks to Dr.D.KUMARA SWAMY HOD, SVS GROUP OF

INSTITUTIONS to do this Project Work in this Institution.

We express our sincere thanks to Dr.B.RAGHU Principal, SVS GROUP OF

INSTITUTIONS to do this Project Work in this Institution.

We consider it our privilege to express gratitude and respect to all those who guided,
inspired and helped in completion of this Project Work. Finally we are Very thankful to our
Management and Parents.

SUBMITTED BY

MALOTH ARUN 21TK5A0230

iii
 DECLARATION

We do hereby declare that the major project report entitled “ELECTRIC VEHICLE
RANGE EXTENSION VIA MOBILE WIRELESS CHARGING” is a record of original work
carried out by us under the guidance of Dr.D.KUMARA SWAMY , HOD and Submitted in partial
fulfilment of requirement forthe award of degree BACHELOR OF TECHNOLOGY ELECTRICAL
AND ELECTRONICS ENGINEERING.
This project has not been submitted earlier in part or full for the award of any degree, diploma,
associate ship or fellowship.

Date:

Place: HANAMKONDA

SUBMITTED BY

MALOTH ARUN 21TK5A0230

iv
 ABSTRACT
In Modern era, in electric vehicles charger regularization, the following phase
to make the charging procedure more convenient is to eradicate the usage of wired
cable sandwiched by linking the electric vehicles and charger to accomplish
wireless charging of electric vehicles, a Wireless Power Transfer (WPT) system
ought to be depicted with respective ground clearance of electric vehicle. It is an
innovation technology which can be applied for all Electric Vehicles (EV) as it helps
to get rid of user involvement. The crucial impediment for acquiring wireless
charging is ground clearance which downgrades the power transfer efficiency. The
theory of WPT for different ground clearance is elucidated and the corresponding
cordless charger device is analyzed. The portrayed cordless charger device as
capacity to distribute the power of about 45v utmost ground clearance of 20cm. the
battery is designed 4.5KWh and the super capacitor (SC) of 3.8KWh which is
enough to charge electric vehicle.

v
 TABLE OF CONTENTS

CHAPTER TITLE PAGE

NO NO
1 INTRODUCTION 1

History 4

Proposed system of Wireless Power Transfer for Electric Vehicle 6

2 Literature review of wireless Power transfer 7

3 Description of methodology for DWPT 10

Application Design of Dynamic wireless charging 11

Design Inductive WPT 11

Theory of WPT 12

Fundamentals 13

WPT for Electrical Vehicle 14

Block diagram of typical wireless charging system for Electric 15

Vehicle.
Rectifier 16

Inverter 17

Super capacitor. 18

Battery 19

Description of DWPT 20

Power supply architecture for Dynamic wireless charging 22

Wireless charging methods of EV’s 25

Microwave power transfer (MPT) 25

Optical WPT 25

vi
 Inductive WPT 26

Capacitive WPI 26

Magnetic resonance WPT 26

Applications of wireless power transmission 28

Transmission of power to the portable devices 28

wirelessly
Working of wireless power transfer 29

Wireless power transmission through solar satellites 30

Wirelessly charging of electric vehicle 31

Wirelessly charging of public transportation. 32

4 EXPERIMENTAL RESULTS & DISCUSSION 34

Simulation circuit of DWPT. 35

Experimental results with constant current charging. 36

experimental results with sinusoidal current charging. 40

Simulation results 44

5 CONCLUSION 47

Future scope of wireless power transmission 49

technology.
Solar power satellite. 49

Wirelessly powered home appliances. 49

Wirelessly charging of electrical vehicle 50

Universal power source in emergency 51

Wirelessly powered train 52

Wirelessly power supply to house from power stations 52

Wireless power apply to medical devices 53

Wirelessly powered smart City. 54

 LIST OF FIGURES

FIGURE NAME OF PAGE

NO TH E NO
FIGURE

1.1 Energy use in the us from transportation and transportation energy fuel 1
Timeline diagram of development of the Wireless Power
1.2 3
Transfer
Review of different technology in wireless
1.3 4
power transfer
2.1 Application design of dynamic wireless charging 11

2.2 Block Diagram of inductive WPT 11

2.3 Fundamental principle of WPT 12

2.4 Block diagram of typical wireless charging system for electric vehicles 15
Half wave
2.5 17
rectifier
2.6 Definition of Ground clearance 20

2.7 Proposed WPT power class. 21

2.8 Long track supplied by centralized power supply.. 23

Central power supply with extended connections
2.9 23
to ground pad
2.10 Segmented wireless power transfer as presented in WPT 24
Series connected to ground pads with switch-boxes as
2.11 24
inWPT
Experimental
2.12 34
prototype.
2.13 Simulation circuit of DWPT 35

2.14 Experimental results with sinusoidal and constant current charging 37

2.15 Plot with sinusoidal current charging. 43

Viii
2.16 Control signal for power transfer variation mutual 44
inductance
2.17 Dynamic charging simulation with coil detection system for vehicle moving at70mph 45

2.18 Parameters of the developed experimental coil 45

2.19 Comparison of various DWPT power supply architecture 46

5.1 Wireless power transmission from space into the earth through solar satellite 49

5.2 Communication through wireless power source in 53

emergency

ix
 LIST OF TABLES

TABLENO NAME OF THETABLE PAGE

NO

2.1 Proposed WPT power class. 21

4.1 Parameters of the developed experimental coil. 45

4.2 Comparison of various DWPT power supplyarchitecture. 46

X
 CHAPTER 1

INTRODUCTION

In the United States (U.S.) transportation industry consumed nearly 29% of energy in 2017 as

shown in Figure 1.1(a) [1, 2]. Gasoline accounts for 56% of total U.S. transportation energy use in

2017 with detailed transportation fuels depicted in Figure 1.1 (b) [2, 3]. Extensive use of gasoline

leads to the emission of harmful gases into an environment already suffering from the emission of

greenhouse gases. Therefore, to alleviate over-dependence on conventional energy source and to

29%

71%

Gasoline distillates jet fuel

Transportation Other other biofuel natural gas

Figure 1.1. (a)Energy use in the U.S from transportation and (b) transportation energy fuel[2, 3]

minimize its harmful effects on the environment there is a need for alternative solutions such as

Electric Vehicles (EV or Battery EV) and Plug-in Hybrid Electric Vehicles (PHEV) [3-5]. The

1
total number of EV’s sold from 1999 to 2015 is approximately ~2.1 million,with a projected

growth of 6 million by 2020. The biggest impediment to commercialization of Battery EV

(BEV) is the Energy Storage System (ESS), which should be sufficient for the driving range of an

EV and possess sufficient power for grade, passing, and maneuvering of EVs .

Typically, batteries are bulky in nature, heavy, low in energy density, require long charging time

and have a short lifetime. Today, EV batteries rely on lithium-ion chemistry using a scarce and

moderately costly material, lithium ($20/kg). In addition, batteries take a long time to charge

(slow charger takes 6-8hrs). Some researchers reported fast battery charging techniques toreduce

the charging time to 20-30mins. However, the peak power and cost of fast chargingsystems are

high even if energy storage with future advanced charging methods are used. Still, the charging

time is long compared to refueling a car with gasoline. Another solution proposed by Better

Place is ‘hot swapping’ technique, in which the batteries are replaced at charging station with

fully charged batteries, a concept adopted and then dropped by Tesla

The current charging technology for EV consists of plugging the cable from AC utility to charge

the onboard batteries using an onboard charger (OBC). The problem with conductive chargingof

EV is that it requires heavy gauge cables to connect to EV which are difficult to handle, has

tripping hazards, and are prone to vandalism. An alternative technology to charge an electric

vehicle, referred to as Wireless Power Transfer (WPT), or inductive power transfer (IPT) has been

investigated. The advantages of wireless charging are aesthetics, safety, convenience, and fully

automated charging process.Wireless charging can be classified into stationary, quasi- stationary,

and dynamic: Stationary wireless charging is suitable for public charging stations, homes, and

workplace. Quasi-stationary charging is an extension of stationary charging but the

2
 Figure 1.2. Timeline diagram of development of the Wireless Power Transfer

primary pads may be located at traffic lights, layby’s, and rest areas along highways.The range

anxiety problem of a BEV can be solved with dynamic wireless charging.Theoretically, dynamic

wireless charging does not have any battery on EV instead they have Ultra-capacitor; thepower

required for EV is transferred to it through a power rail in the road.

3
 1.1 History :

History of WPT extends from the pioneering work of Hertz to present time. Figure.1.2 shows

the historical development for WPT. In late 18th century, Prof. Heinrich Hertz demonstrated

electromagnetic wave propagation in free space with a spark gap to generate high-frequency power

and to detect it at the receiving end.In 1890, Nikola Tesla conducted his experiments on

transmission of power by radio waves. His first effort to transmit power was at Colorado Springs,

Colorado in 1899. He built a massive coil in his laboratory having a copper ball positioned on a

tower. The Tesla coil was resonated at a frequency of 150 kHz when supplied with 300kW

However, there is no evidence of its successful demonstration. In 1960s William C. Brown

demonstrated a far-field (radiative) method of wireless power transfer.The development of and

magnetron tubes and parabolic antennas made possible to demonstrate microwave technology .

Further, in 1964 invention of the Rectenna which could efficiently convert

Figure 1.3. Review of different technology in wireless power transfer

microwaves to DC power, with its demonstration for microwave beaming, a helicopter was

powered wirelessly from the ground.In 1970s concept of solar power satellite to harvest energy

from sunlight using the solar cells in space, then beaming it down to earth using microwaves to

Rectenna, was conceived by Peter Glaser .Later, in 1975 Brown demonstrated short range

transmission of 475 W of microwaves at 54% DC to DC efficiency. Following this,

4
Brown and Robert Dickinson at NASA's Jet Propulsion Laboratory transmitted 30 kW DC output

power over a distance of 1.5 km using 2.38 GHz microwaves from a 26m dish to a 7.3m x 3.5m

Rectenna array with 80% efficiency. In 2007, a group of researchers from MIT repeated Tesla’s

experiment based on coupled mode theory using magnetic resonance with an efficiency of 40%

over a distance of 2m using coupling coils with radius of 30cm.Overall wireless powertransfer

can be applied in various applications and the frequency of operation for different method of

power transfer varies over a wide range. Figure 1.3 gives an overview of different techniques for

wireless power transfer depending on frequency of operation.

5
 1.2 Proposed WPT System :

The proposed wireless power transfer system with phase and frequency control is illustrated in Figure

3.14. It comprises of a full bridge inverter on primary side with voltage source Vdc, converter to charge

onboard battery. Primary full bridge inverter is controlled with phase shift and frequency control to

maximize the system efficiency. Secondary side buck converter controls the battery charging. Therefore,

communication between primary and secondary side is not required to control the battery charging. The

primary side control quantity are optimized to maximize efficiency with the constraint that output

voltage does not increase more than rated value of the devices. The proposed MEPT algorithm is

implemented in primary side DSP processor and the buck converter control is implemented in secondary

side DSP processor

6
 CHAPTER 2
LITERATURE REVIEW

The transportation sector is undergoing a significant transformation driven by the growing

concerns about climate change and air pollution. Electric vehicles (EVs) are emerging as a

sustainable alternative to conventional gasoline-powered vehicles.

• However, range anxiety, the fear of running out of power before reaching a charging

station, remains a major barrier to widespread EV adoption.

• Dynamic wireless charging (DWC) presents a promising solution by enabling EVs to be

charged while they are in motion, eliminating the need for frequent stops at charging

stations.

[1] D. Patil, M. K. McDonough, J. M. Miller, B. Fahimi, and P. T. Balsara, “Wireless Power

Transfer for Vehicular Applications: Overview and Challenges,” IEEE Transactions on

Transportation Electrification, vol. 4, no. 1, pp. 3-37, 2018.

[2] G. A. Covic, J. T. Boys, M. L. Kissin, and H. G. Lu, “A three-phase inductive power transfer

system for roadway-powered vehicles,” IEEE Transactions on Industrial Electronics, vol. 54,

no. 6, pp. 3370-3378, 2007.55

[3] M. Ehsani, Y. Gao, and A. Emadi, Modern electric, hybrid electric, and fuel cell vehicles:

Fundamentals, theory, and design. CRC press, 2009.

[4] A. Emadi, M. Ehsani, and J. M. Miller, Vehicular electric power systems: land, sea, air, and

space vehicles. CRC press, 2003.

[5] J. Larminie and J. Lowry, Electric vehicle technology explained. John Wiley & Sons, 2004.

This literature review delves into the concept of DWC for EVs, exploring its benefits,

underlying technology, current challenges, and future research directions. By providing a

7
comprehensive understanding of this transformative technology, this review aims to contribute

to the ongoing efforts to accelerate the transition to a more sustainable transportation ecosystem.

Conclusion of the Literature :

Dynamic wireless charging presents a transformative technology with the potential to

revolutionize the way EVs are charged. By addressing the existing Benefits and challenges.

2.1 Benefits of Dynamic Wireless Charging :

DWC offers several compelling advantages over traditional plug-in charging methods:

• Enhanced Convenience: DWC eliminates the need for drivers to stop and physically connect

their EVs to charging stations. This significantly improves user experience and convenience,

promoting wider EV adoption.

• Reduced Battery Size: With continuous charging enabled by DWC, EVs can potentially

operate with smaller battery packs. This translates to lighter vehicles, leading to improved

energy efficiency and potentially lower production costs.

• Mitigated Range Anxiety: DWC

8
Alleviates range anxiety by constantly replenishing the battery while the EV is in motion. This

provides drivers with greater peace of mind and encourages longer trips with EVs.

• Potential for Autonomous Vehicles:

DWC can play a crucial role in enabling the future of autonomous vehicles. By eliminating

the need for manual intervention for charging, DWC can support the seamless operation of

autonomous fleets.

2.2 Challenges and Considerations :

While DWC holds immense potential, several challenges need to be addressed before

widespread adoption:

• Efficiency Optimization: Maintaining high efficiency (ratio of power transferred to the EV to

power input to the system) over varying speeds and misalignments between the coils remains

a challenge.

• Electromagnetic Compatibility (EMC): Mitigating electromagnetic radiation exposure to

people and nearby electronic devices is crucial to ensure safety and compliance with

regulations.

• Infrastructure Cost: Installing DWC infrastructure along roads necessitates significant

upfront investment. Cost- effective solutions are needed to make DWC economically viable.

• Standardization: Establishing interoperable standards for DWC systems is essential to ensure

compatibility between different EVs and charging infrastructure.

9
 CHAPTER 3

DESCRIPTION OF METHODOLOGY FOR DWPT

Three typical methods are used in DWPT systems for EV charging: Linked magnetic

resonance, inductive power transfer and capacitive power transfer. IPT and CPT techniques have

excellent efficiency but have a limited power transmission range. Because it can transmit more

power at a faster pace than the CPT technique, the IPT method is preferred for charging EVs. The

IPT technique is thought of as a specific case of coupled magnetic resonance, but with a medium

range of power transmission. DWPT systems based on coupled magnetic resonance may operate at

high frequencies up to 10 MHz and have a high-quality factor Q (Mi et al., 2016). For wireless

charging of a car there is fundamentally a very simple process. Current travels through the

underground or overhead lines from the generating stastions. Then goes into the ground under the

road. Their a system conditions it so that it is suitable for Electromagnetic induction. Then a coil

under the road and the coil over the road form a transformer like structure to transfer power from

underground line to car and process ends (Kallel et al., 2014; Mou and Sun, 2015

10
Figure 2 Application design of Dynamic Wireless Charging

Working principal of IWPT (Inductive wireless Power Transfer) is same as that of Transformer. As in

Figure 4 AC current creates a time varying magnetic field on the primary side and it gets linked with

secondary side. Power Converters are employed on both sides for Voltage regulation and rectification

purposes (Mahesh et al., 2021).

Figure 3 Diagram of Inductive WPT But the details in between are most importanat. What power

should we give. In which form, frequency etc. And most importantly proper coupling becomes the issue.

Here, In our model we have 4 important components

Road Rectifier

High Frequency Inverter

MI Coils

Car Rectifier or charging system

11
 3.1 THEORY OF WIRELESS POWER TRANSFER :

The state-of-art of the wireless power transfer battery has been introduced in Chapter 1. This

chapter will start with fundamental principal, then it will discuss wireless power transfer for

electric vehicle and their requirements. Later part of these chapter it will review various parts of

the wireless power transfer system. Further, it compares and simulates various coil structure with

and without shielding to get an insight of which coils are better for dynamic power transfer

application.

Figure 3.1. Fundamental principle of WPT

12
 3.2 Fundamental

The WPT working principle is governed by Ampere and Faraday’s laws. Briefly, the laws are

explained as follows:

1. Ampere’s law: when electric current flows through a conductor, it generates a magnetic field.

The resulting magnetic field is proportional to electric current and permeability of free

space.

∑ 𝐵𝑇∆𝑙 = 𝜇𝑂𝐼𝑁1

2. Faraday’s law: If a time-varying magnetic field is applied to a conductor; it induces a voltage

in the conductor. The value is proportional to the rate of change in magnetic flux and the

number of turns in conductor

𝑑𝜙𝐵
𝑒 = −𝑁2 𝑑𝑡

where, BT is the magnetic flux density in Tesla , ∆𝑙 is the unit length of the conductor in meters ,

N1 is the number of primary turns, N2 is the number of secondary turns, I is the current in primary

conductor in amperes and 𝜙𝐵 is the flux in the magnetic path in wb.

As depicted in Figure 2.1, WPT has two coils separated by a large air gap. The coils are placed

around a magnetic material to improve coupling and to minimize proximity losses. The primary

coil is energized by high frequency AC current which generates time varying magnetic field in

accordance to Ampere’s law. A portion of the generated time-varying magnetic field is linked with

secondary coil depending on the coefficient of coupling, k, to induce a voltage according to the

Faraday’s law in the secondary. Due to the large airgap, the circuit is inductive in nature.

Therefore, a large current (i.e. magneto-motive force) is required to produce sufficient magnetic

13
field to link secondary coils. In practical WPT systems, it is necessary to cancel the inductive

component in the circuit using a capacitor connected such that it resonates with the primary

inductance to reduce the VA rating of the inverter. The secondary side is also tuned to

approximately the same resonant frequency to cancel the secondary leakage inductance and to

maximize the power transfer efficiency. To provide high frequency AC current to excite the

primary coil, a high frequency switching inverter is employed. On the secondary side, induced

voltage in the coil is rectified and fed to a load.

WPT system can operate at resonance or above resonance. Typically, if the power transferred is

small then the voltage drop of leakage inductance of the coil will be smaller even with large

current. Generally, the switching frequency of the inverter is higher to achieve zero voltage

switching and to improve efficiency . At high power the voltage drop at higher frequencyacross

leakage inductance will be higher making it difficult to force large amount of power without

increasing the input current. The increase in input current will cause huge conduction losses in the

system. In addition, reactive power additionally required will increase the VA rating of the inverter

3.3 Wireless Power Transfer for Electric Vehicle

The overall wireless power transfer architecture for EVs is shown in Figure 2.2. It consists of front-

end AC-DC converter to correct the power factor and convert AC supply from utility to an

adjustable DC level. Various standards for wireless charging of an electric vehicle have been

published such as, SAE J2954/1 charging standard for light duty vehicles for which five levels of

charging according to power levels are categorized . WPT1 is for a household with a maximum

power capacity of 3.7kVA from single phase 120V AC supply. WPT2 is for higher

14
 Figure 3.2. Block Diagram of a typical wireless charging system for Electric Vehicles

power of 7.7 kW from 240Vac mains, WPT3 upgrades this to 11.1 kW, and WPT4 to 22 kW input

from a 240V three phase AC supply outlet. SAE J2954/2 is under development for WPT charging

of a heavy duty electric vehicle such as a bus where the power rating is >22kW to 150kW and

higher from a 208 Vac three phase, 480Vac three phase, or medium voltage supply. At either level

of charging, efficiency of the system must be greater than 85% for a matched system at rated power

and >80% for interoperable systems . Table 2.1 summarizes the J2594 standard requirementsfor

WPT systems. The second stage in Figure 2.2 is a full bridge inverter which converts DC voltage

into high-frequency AC voltage. The high-frequency AC is transferred through the compensating

network to compensate the reactive power requirement of the coupler coils. Coupler secondary

voltage is passed through the compensation network and rectified by the secondary

15
rectifier. The compensation network is designed to resonate within the allocated frequency band

(81.38 kHz to 90 kHz), generally at its center around 85 kHz and to have coupling coefficient and

loading variability adjustment to improve the power transfer efficiency . The control is achieved

by primary side control or secondary side control.

3.4 RECTIFIER : is semiconductor device that acts as diode which allows current to pass

through unidirectional. It is very simplest structure in electrical engineering component It is an

important component in electronic equipment, where they are widely used. main application of

rectifiers is to convert DC supply from AC supply. It is also called as AC to DC converter. In all

electronic modules, the rectifiers are used as converters.

16
 Rectifier diode is made of chemically fusing the N and P type material by using some fabrication.

Different types of rectifier are available in market such as full-wave, half - wave and full-wave bridge.

In full wave rectifier, both the positive and negative cycles of AC supply are utilised. It uses the

positive wave of AC supply and reciprocates the negative wave as a positive wave and supplied to the

load as continuous positive wave. Sometimes, the filters are mostly used to remove the distortion which

is presented in the AC supply. Due to the low power loss, this rectifier is widely used all over the Indus

3.5 INVERTER :
Inverter is one of the static power electronics devices which converts the DC supply from the energy

sources such as fuel cells, batteries or to AC supply. It is one of the Even though some electronic

equipment uses the dc voltage, majority of the household appliances uses AC voltage. So, there is a need

to convert the DC power to AC power so that, it might be used for household appliances The Input DC

can be any required voltage, to operate the AC modules. A MOSFET is a four-lead component and its

name is source(S), gate (G), drain (D) and body (B) leads. In general, the body of the MOSFET is in

connection with the source terminal thus forming a three-terminal device such as a field-effect transistor.

17
MOSFET is generally considered as a transistor and employed in both the analog and digital circuits. It

is mostly utilized where high current and high voltages are involved. It changes the one electric form of

energy to another form, but it does not generate the power. So, it is often referred as convertor, not a

Generator. It is mostly used power system, as it converts the DC to Ac which is mainly utilized in

transmission lines. Here the MOSFET is used as inverter, has 3 terminals, which brings evolution in

power electronics. Without MOSFET, the integrated modules will not be possible.

3.6 SUPER CAPACITOR :

Super capacitor acts as source to the battery. When electric vehicle starts moving abruptly while

charging, there is a chance for damaging the battery life and also the wastage of power, so the super

capacitor is used utmost.

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 3.7 BATTERY :

Always battery converts the chemical energy into electric energy in which it stores. Here the electron

flows from one material to another via external circuit. this flow generates the current. In order to

balance the electron flows, ion which are charged, will flow through the electrolyte in turn makes the

contact electrodes. There will a dissimilar chemical reaction, for different electrodes and electrolyte.

Most hybrid and electric vehicle use lithium-ion battery.

In lithium-ion battery efficiency will be high and maintenance cost is economical when compared to

other batteries. It is very compact in nature too.

This battery is used since 1990. Which is rechargeable, mostly used in electronic modules and hybrid

vehicles which seems to be more popular in army. Research says that this battery has extended lifespan,

more secure, economical, high charging speed, and energy density. Battery having lithium material,

when reacts with water, exhibits the hydrogen. It has low discharge rate around 1.5%- 2.5 % for a month.

The material used for anode is graphite and for cathode is lithium cobalt oxide

19
3.8 Description of DWPT :

The recently published SAE J2954/1 standard reports different requirements of wireless power

transfer for electric vehicles. Figure 2.2 shows various components of a wireless charging system

for an EV and the corresponding standard for each section. The front-end Power Factor

Correction should have power factor greater than 0.95 (PF>0.95), and the total harmonic distortion

Figure 3.3. Definition of Ground clearance

(THD) should be less than 50% . These levels were formerly specified in SAE J2894/1 Power
Quality Requirements for Plug-in EV Chargers but transferred to J2954/1 by agreement with SAE
for WPT chargers. The WPT charger should be able to match the battery charging

20
 Table 2.1 J2954/1 Proposed WPT Power Class
WPT Power Class

WPT1 WPT2 WPT3 WPT4

Maximum input Volt Amps 3.7kVA 7.7kVA 11.1kVA 22kVA

Minimum Target efficiency >85% >85% >85% TBD

Minimum target efficiency at offset >80% >80% >80% TBD

Position

Frequency 85kHz within international frequency band (81.38-

90)kHz

requirement of different EV’s such as sedans, SUV’s, and pick-ups. Transmitter and receiver coils

should be compatible with various charging power levels through sensing electronics and

appropriate controls. The distance between primary coil and secondary coil, the magnetic gap, is

classified into three Z classes with values reported in Table 2.2 and definition of coil ground

clearance in Figure 2.3. SAE J2954/1 also reports the misalignment tolerance for various

directions and positions, the details are given in Table 2.2. Vehicle ground clearances are load

dependent and range from 16cm for small passenger vehicles to >20cm for SUV’s. It is important

that the vehicle mounted WPT receiver coil does not reduce the vehicle ground clearance so that

obstacles or road debris do not inadvertently damage the coil. The primary, or ground assembly

coil may be surface mounted as shown in Figure 1.1 for residential garages but should be

embedded for public spaces or on-highways. SAE J2954/1 system specifies the nominal

frequency of 85 kHz. While the system can employ frequency tuning to range of 81.38 kHz to 90

21
assembly coil receives the signal and responds to vehicle assembly the position via the

communication interface, the range of this method is around ~5m.

Wireless charging of the EV has presence of high frequency magnetic field between transmitter

and receiver. International Commission on Non-Ionizing Radiation Protection (ICNIRP) specifies

the guidelines for limiting the time varying magnetic field, electric field and EMF. SAE

J2954/1,/2 reported that electric, magnetic field and contact current in the regions 2a, 2b, and3

shown in Figure 2.4 have to comply with ICNIRP 2010. Table 2.4 summarizes the EMF exposure

limit from ICNIRP 2010. The contact current limit applies to the current between two conductive

sections of a vehicle when a person comes in contact with both these sections. Other standards

related to communication, safety and interoperability requirements are reported in Table2.5.

3.9 Power supply architecture for dynamic wireless charging

Dynamic Wireless Charging (DWC) or in-motion wireless power transfer refers to the ability to

charge an electric vehicle while it is moving. DWC enables reduction of battery size, and hence,

lowers cost and increases the overall range of EV’s. One challenge of DWC is the short

interacting time of an in-motion receiver coil with a sequence of roadway transmitter coils that

leads to a need for high power rating electronics and high misalignment tolerance to facilitate high

system efficiency. DWC can be implemented in either of two distinct methods: the first uses a

single long track transmitter cable (refer Figure 2.6) and second a track consisting of multiple,

small segmented coils (refer Figure 2.7) . An implementation challenge of coil segmentation is

selecting the proper pitch for the coils, that is, the ratio of coil length to segment span . In

general, DWC consists of a large power rating supply with compensation

22
 Figure 3.6. Long track supplied by centralised power supply

Figure 3.7. Central power supply with extended connections to ground pads

circuit to supply power to a long cable (100’s meters) or segmented track of fractional meter length

coils. EV with chassis mounted pickup coil is employed to capture the high-frequency AC signal

from the primary coils. The received signal after rectification is smooth DC voltage for the long

cable but pulsating dc for a segmented track. In either approach the rectified DC voltage is

23
fed to a DC-DC converter, which controls the charging requirement of the batteries. In a long track

system, a single power source drives the complete track while maintaining constant current as

shown in Figure 2.6. The segmented DWC consists of multiple ground pads suppliedby the full

bridge inverter. The ground pad can be connected. through individual H-bridge converter for

each ground pad. Another approach is to connect a single high-power inverter supplying multiple

ground pad, and each coil is turned on and off through a switch box as shownin Figure 2.7

Figure 3.8. Segmented wireless power transfer as presented in

Figure 3.9. Series connected to ground pads with switch-boxes as in

24
3.10 Wireless Charging Methods for EVs :

Various techniques exist for wireless power transfer (WPT) (Mahesh et al., 2021), which are dependent

on the technology and frequency level used for transmission. These techniques can be broadly classified

into two categories based on the transfer mechanism: 1) Near-field or coupling and 2) Far-field or

radiative.

3.11 Microwave Power Transfer (MPT) :

MPT is a micro wave based WPT technology in a far- field context (Popovic, 2013). With minimal

modifications, this approach can also be used in the radio-frequency (RF) range. The method involves a

high-voltage DC generator that supplies a magnetron (a vacuum-based oscillator) to produce a

microwave signal. Optical WPT This technique uses a transmitter that includes a laser diode to produce a

light beam with a predetermined strength and wavelength. The electromagnetic waves that are created by

optical wireless power transfer (WPT), sometimes referred to as laserbased power transmission are in the

THz range, which implies that they exist as light. The laser diode is adjusted and the light beam's

direction is managed by a beam director. The photovoltaic (PV) cell and rectifier make up the system's

secondary side. The PV cell receives the light beam and transforms it into a power signal.

3.12 Optical WPT:

This technique uses a transmitter that includes a laser diode to produce a light beam with a

predetermined strength and wavelength. The electromagnetic waves that are created by optical wireless

power transfer (WPT), sometimes referred to as laserbased power transmission are in the THz range,

which implies that they exist as light. The laser diode is adjusted and the light beam's direction is

managed by a beam director. The photovoltaic (PV) cell and rectifier make up the system's secondary

side. The PV cell receives the light beam and transforms it into a power signal.

25
3.13 Inductive WPT :

Inductive wireless power transfer (IWPT) systems operate on the principles of electromagnetic waves

and function similarly to traditional transformers. In these systems, an Alternating Current (AC) on the

primary side generates a magnetic field around the conductor (primary side coupler) based on Ampere's

law. This time-varying magnetic field is linked to the magnetic coupler on the secondary side, which

induces a voltage across the secondary coil in accordance with Faraday's law. The induced voltage in the

secondary coil is rectified to produce a DC power signal, which can be used to charge the battery.

Tuning the frequency of the secondary coil to match the operating frequency can significantly improve

the efficiency of the system (Wei et al., 2014). However, when operating in the radio frequency range,

the limit of the air gap can extend up to 20 cm at the expense of lower efficiency (Sample et al., 2008).

3.14 Capacitive WPT :

As a transmitter and receiver, two parallel metallic plates facing each other are used in electrostatic

field-based systems, sometimes referred to as Capacitive Wireless Power Transfer (CWPT) systems, to

create an equivalent capacitor for the transmission of power in the form of electrostatic energy. Inductive

compensation, which involves adding extra inductors to the capacitor plates on either side, lowers

impedance. This improves power transfer efficiency and permits gentle switching operation

(Theodoridis, 2012).

3.15 Magnetic Resonance WPT :

The Resonant Inductive Wireless Power Transfer (RIPT) system represents an improved version of the traditional

IWPT, offering enhanced power transfer capacity, design and coupler coils. The existing grid voltage is converted

into high-frequency AC (HFAC) using power electronics converters, which is then delivered to the coupler coil.

The secondary coupler coil generates a voltage through linked magnetic fields, which is converted to DC power

using power electronics converters and filter circuitry for use in charging the battery (Triviño-Cabrera et al.,

2020). We’ll be further discussing IPT in this paper; an IPT system consists of two electrically isolated sides, with

26
the transmitter side comprising a transmitter pad that is supplied with a high-frequency (HF) AC current.

A compensation transmission network and HF inverter (10-100 kHz) are used to control the HF

Alternating current, as in (Figure 2)

The voltage is induced in the receiver coil as a result of the mutual coupling between the transmitting

and receiving coils. Therefore, the relative position of the transmitting and receiving coils plays a crucial

role in determining the transmission power and overall system efficiency (Mohamed et al., 2020).

27
3.16 Applications of Wireless Power Transmission:

Transmission of power to the portable devices wirelessly:

In the below Figure 3 show the overall system is made using charger pad and the battery. To transfer

energy from the charging pad to the battery each part has planar coils. The charging pad and battery can

communicate with each other cause the electrical energy is modulated. Before transmits full power to the

battery, the charging pad verify that a valid battery is in place or not. This communication continues

throughout the entire charging process to confirm the battery is still in place . Wireless power

transmission is an updated technique of power transmission without using any wires in the medium. A

wireless transmission transfers power from the generation station to the consumer without using

towers and transmission lines. Wireless Power Transfer (WPT) is the process where electrical energy

is transmitted from a power source to an electrical load across an air gap using induction coils. These

coils produce an electromagnetic field that sends energy from a charging base station (transmitter) to a

coil on a portable device (receiver) with complete galvanic isolation. The receiver coil takes power

from the electromagnetic field and converts it into electrical power.

28
3.17 Working of Wireless Power Transfer:

• Wireless power transfer works on the principle of electromagnetic induction.

• A transmitter placed on the generation side generates flux to link with the receiver end.

• At the consumer end, we will place a receiver it receives the flux and covers it with electricity.

• It will be used for a permissible distance, by using solar power satellites we can transfer power

anywhere in the world.

• In the solar power satellite transmission, We just need to place a transmitter at the satellite end. We

can place receivers wherever need power on the earth.

29
 3.18 Wireless Power Transmission through Solar Power Satellites:

Solar power transmission using solar satellites was first introduced in the 1970s. The solar satellites

generate power using their solar panels by using the sunrise 24/7. And the power generated will be

transmitted by a transmitter in the form of microwaves. On the earth, for every consumer, we will

place a receiver on the roof of the building. Here the receiver receives the microwave and it converts

the received waves into electricity.

Advantages:
• By using solar power satellites, we can produce unlimited energy resources.

• We can deliver energy anywhere in the world.

• The cost of distribution and transmission becomes less.

• The power could be transmitted to various places which do not contain the wired transmission.
30
3.19Wirelessly charging of electric vehicle

According to Figure 4 a charging pad sits on the ground, connected to a wall-mounted power adapter.

All the car parks over it. On the backside of the car there is a receiver when charger detects the receiver

within range, it automatically starts charging.

It eradicates the need for pilot interruption in course of charging. Main hindrance for acquiring wireless

charging, coil misalignment and large air gap. To improve misalignment tolerance, various coil

structures are used. The radial coil is pre-owned based on its unsophisticated erection . Using

Miscellaneous coils like Double D type and solenoid type, leads to increased air gap between

transmitter and receiver coils The reduction of coil misalignment before WPT’s commencement,

improves transfer efficiency. In the wireless charger was demonstrated by using conveyors and servo

motors which helps in positioning the receiver to the transmitter.

31
3.20 Wirelessly charging of public transport :

Every electric bus has a wireless charging receiver. According to Figure 5 Wireless chargers are

embedded in the hard surface of a road or under the road surface at regular intervals. When the bus is

stopped no need to plug in or no need to connect with wireless chargers. It will automatically have

charged. It’s a motion bus. These kinds of buses are already tested in the UK, Italy, the Netherlands.

32
Transportation is one of the areas that is confronting different difficulties because of natural concerns

These worries incorporate the exhaustion of nonrenewable energy sources, a dangerous atmospheric

deviation, and neighborhood contamination. In this situation, battery-fueled electric vehicles (EVs) could

be an appropriate answer for alleviate ecological issues. These are wheeled vehicles that utilization an

electric engine that is controlled by a battery for impetus. They should be re-energized at home or at a

public charging station, where three principle levels of charging are utilized, contingent fundamentally

upon the charge rate. For the reasons for this paper, an EV will be a vehicle provided with power from a

battery, to separate from electric trains or trolleybuses, which are vehicles provided with power

straightforwardly from the framework through overhead wires. Specifically, EVs don't produce nearby

contamination, and they have a well-to-wheel energy productivity that is considerably more huge than

that of interior ignition vehicles (ICVs). Be that as it may, EVs present support to-grave natural effects,

particularly because of the utilization of lithium batteries. The assembling stage compares to the most not

worthy natural weight of EV’S fundamentally in the poisonousness classes due to the utilization of

metals in the battery pack. To address these issues, it is critical to limit power misfortunes in the battery

and create legitimate reusing devices. Notwithstanding these issues, EVs can decrease CO2 emanations

with the majority of the age blend situations. On the off chance that the power is created exclusively by

coal plants, the well-to-wheel CO2 emanations of EVs are as yet like that of ICVs. Thusly, a few

governments in various nations are advancing the acquisition of EVs with monetary impetuses. The

supplanting of ICVs with EVs will offer the possibility to altogether diminish ozone depleting substance

emanations. Thinking about every one of these issues, a few scientists have broadly read methodologies

for the gigantic presentation of EVs into power frameworks. Up until now, there has been scant

examination in the writing on EVs for public transportation, like cabs and transports. Specifically, public

transportation is pivotal for current cultures with developing populaces. Public transportation was

characterized as “a help given by open or priva es that is accessible to all people who pay

33
 CHAPTER 4
EXPERIMENTAL RESULTS & DISCUSSION

A laboratory prototype with details given in Table 3.3 was built and tested. Figure 3.17 shows the

experimental setup for testing. It consists of power electronics circuit, battery, and measuring

equipment’s. The load to the WPT system is 56V, 125Amp-hr battery. A digital power meter

(WT130) is used to measure the efficiency of the complete system accurately. The proposed

control algorithm was implemented in TMS320F28035 DSP. Three sets of results are reported as

follows:

WT130

Oscilloscope
Power
Electronics

COILS

Figure 3.17. Experimental prototype

34
4.1 SIMULATION CIRCUIT OF DWPT :

Source supplies to the rectifier, which converts the power into Dc. Then it is filtered and fed into High

Frequency Inverter which converts it into High Frequency AC. Then this HF Power is transfered from

ground to car by two mutually coupled inductive coils. Transferred power is utilized by car battery

charger. Now the first question that arises is why high frequency? Why is it that we can't just feed the

coils with our normal supply? We'll avoid a lot of difficulty this way. Thus, the following inquiries come

up... Why Use High Frequencies? Impact of repetition at a certain flux, a coil's EMF rises with

frequency. Transformers can be physically smaller by being run at higher frequencies since a particular

core can handle more power without becoming saturated and fewer turns are required to attain the same

impedance (Kallel et al., 2014). When the switching frequency is doubled in a design, the flux density

for a specified number of transformer turns is halved. Therefore, the designer has the option of reducing

the core size, the number of turns or both proportionately. The first advantage of operating at a higher

frequency is size. The smaller the transformer can be for a given power rating, the higher the frequency.

Second, because the transformer is smaller, less copper is required, which lowers losses and increases the

transformer's efficiency. Therefore, by reducing the number of wires turns of primary and secondary,

you may raise the frequency while reducing the coil size and volt-seconds. As in Figure 6, we made the
35
prototype of the simulated model using presently available modules. For prototyping we used 12V

battery supply. We employed KA3525 SMPS Controller based AF198 UPS module for providing power

to the transmission coils. It had full wave centre taped Inverter formation. Each transmission coils had 20

turns. 20 each for both polarities and car had 60 turns. Full wave bridge rectifier was used in car for

conversion of input into DC. In the car below L298n motor driver was employed in the car for motor

controlling, Atmega microcontroller for processing and HC-05 as Bluetooth receptor. We can eliminate

the primary rectifier and directly feed the inverter with DC. During Implementation, a very long network

of lines would be required to be laid we could easily supply DC power to them directly. This will save

the rectifier losses. By 2030 India is planning to generate 450 GW of Power through renewable sources

of energy. Most of this power could easily be in DC form, hence no losses in conversion. DC

transmission will also have some other benefits, like;

4.2 Experimental results with Constant Current charging :

In this subsection, experimental results for constant current charging are reported. Figure 3.18

shows the waveform of the resonant inverter and battery charger with no misalignment and an air

gap of 160mm. Figure 3.18(a) shows the voltage applied to the primary winding, a secondary

winding and primary current for an optimal switching frequency of 113.6 kHz and phase shift

which produce 45.83% on-time (Ton). Figure 3.18 (b) shows the battery charging voltage, the

voltage at the output of secondary rectifier and battery charging current, secondary voltage and

secondary coil current. Figure 3.18(c) shows the inverter output voltage with 45.83% on- time,

secondary voltage and secondary current for an optimal operating point. In the second set of results

misalignment of 100mm is introduced. Figure 3.19 demonstrates the waveform of the resonant

inverter and battery charger with 100mm misalignment. Figure 3.19 (a) shows the voltage applied

to the primary winding, a secondary winding and secondary current for an optimal switching
36
frequency of 103.6 kHz and phase shift which produce 33.16% on-time (Ton). Figure 3.19 (b)

(a)

(b)

37
 (c)

Figure 3.18. Experimental waveform: (a) secondary voltage (250V/div), primary voltage
(1kV/div) and primary current(10A/div); (b) Battery voltage (50V/div) and battery current
(5A/div) and (c) Inverter output voltage (100V/div), secondary voltage (500V/div) and secondary
current (10A/div).

shows the battery charging voltage, the voltage at the output of secondary rectifier and battery

charging current at the optimal operating point. Figure 3.19 (c) shows the inverter output

voltagewith 33.16% on- time, secondary voltage and secondary current for an optimal operating

38
point. Figure 3.20(a) illustrates the plot of efficiency of the overall system with fixed switching

frequency of 105 kHz and with a proposed control algorithm. Improvement in efficiency at lower

power is around 30% and at higher power is around 5-6%. Figure 3.20 (b) shows the plot of

efficiency for misalignment of 100mm, with fixed switching frequency of 105kHz and with the

proposed control algorithm. The improvement in efficiency compared to a conventional control

can be clearly observed. The 5-8% improvement in efficiency as compared to conventional control

(fixed duty cycle and operation near resonant frequency) is observed.

(a)

(b)

39
 (c)

Figure 3.19. Experimental waveform during 100mm misalignment: (a) secondary voltage
(250V/div), primary voltage (1kV/div) and primary current(10A/div); (b) Battery voltage
(50V/div) and battery current (5A/div) and (c) Inverter output voltage (100V/div), secondary
voltage (500V/div) and secondary current (10A/div).

4.3 Experimental results with Sinusoidal current charging :

In this subsection, experiments are performed for sinusoidal current charging of battery. The

sinusoidal current frequency of 550Hz is used to charge the battery as the minimum impedance

occurs around this frequency. Figure 3.21 shows the results with sinusoidal battery current

charging as compared to Figure 3.20 (constant current charging of battery). Figure 3.21 (a) shows

the voltage at the output of the rectifier, inverter output voltage, and a secondary winding current

for an optimal switching frequency of 105 kHz and phase shift which produce 45% on-time (Ton).

Figure 3.21 (b) shows the battery charging voltage, sinusoidal battery charging current with

optimal charging frequency of 550Hz and the output power. Figure 3.21 (c) shows the inverter

output voltage with 45% on- time, secondary voltage and primary current for an optimal operating

point. To compare the gain in the efficiency, experiments are also performed without MEPT

40
control. The measured efficiency is plotted as illustrated in Figure 3.22. With the proposed MEPT

control the gain in the efficiency is around 5-8%.

To understand the effect of MEPT control, the losses of the WPT system is calculated for rated

power output. The loss model developed in section 0 is used to calculate the loss in the system.

From, Figure 3.23 major loss contribution is from inverter switching loss. This is due to large turn

off current of the MOSFET. With MEPT control, the switching loss of the MOSFET reduces to

64% as compared to conventional control as seen in Figure 3.23. Also, the inverter conduction

losses is reduced by 2%.

Figure 3.20. (a) Efficiency plot of charging battery and (b) Efficiency plot with misalignment of
100m

41
(a)

(b)

42
 (c)

Figure 3.21. Experimental waveform for concept A: (a) dc link voltage (50V/div), inverter
output voltage (250V/div) and secondary current (10A/div); (b) Battery voltage (25V/div)
battery current (5A/div) and output power (200W/div) and (c) Inverter output voltage
(250V/div), secondary voltage (1kV/div) and primary current (10A/div).

Figure 3.22. Plot with sinusoidal current charging

43
an LC based bandpass filter is designed [16]. The designed components of the bandpass filter are

L1=81.97uH, L2=L3=1.46uH, C5 = C7= 85.84nF, C6 =1.53nF. To verify the operation the

frequency response of the filter is obtained in LTSPICE and plotted as shown in Figure 4.17.

4.4 Results :

In this Section, simulation and experimental results are presented to validate the operation of the

proposed coil detection system.

Figure 4.18. Control signal for power transfer with variation in mutual inductance

4.5 Simulation Results :

Typically, in highway application the speed of EV is around 70mph. To cover an inductive power

coupler pad of length 600mm it will take 19.28 msec. In this short period of time, IPT must

complete the power transfer to the EV. To verify this using a university laboratory test rig it is not

practical to test the system at that speed as it requires long test tracks with expensive setup.

Therefore, to verify the proposed system at high speeds, a PLECS model was created with an EV

model running at 70mph.

44
 Figure 4.19. Dynamic charging simulation with coil detection system for vehicle moving at
70mph

Table 4.7 Parameters of the developed experimental coil

Parameter Value
Primary winding inductance (L1) 191µH
Secondary winding inductance (L2) 191 µH
Mutu l Inductance at 150mm (M12) 32.6 µH
kmax 0.1778
Distance between coils (d) 200mm
Operation frequency(Fd) 460kHz
Output power (Po) 1W
Input voltage 5V
Output voltage 2Vpk-pk
Transmitter detection coil (LTX) 257.5µH
X-coil (LX) 127µH
Y-Coil (LY) 217.3µH
Distance between coils (d) 200mm
Turns of the LTX, LX, LY , L1 and L2 12
Detection coil wire gauge 250/46 AWG
Power coil wire gauge 800/38 AWG
The PLECS simulation model consists of the coil detection circuit, double sided LCC compensated

system and control circuit to turn on and off the transmitter coil inverter. The measured data of the

45
46
 CHAPTER 5

CONCLUSION

Dynamic Wireless Power Transfer for charging the electric vehicle while in motion can

significantly reduce the energy storage need for an of the EV. The reduced energy storage capacity

will reduce the range anxiety problem in EV as well as reduce cost and weight of an EV. In

literature stationary wireless charging has been investigated extensively. However, dynamic, ‘in-

motion ‘charging has different problems different problems which needs to be tackled for

successful implementation. This dissertation investigated various problems in implementation of

dynamic wireless power transfer. As compared to stationary charging, dynamic wireless charging

requires careful design for variation of misalignment, efficiency maximization and deciding the

compensation network which has high misalignment tolerant characteristics. Further, the coils

have to be turned on and turned off without relying on communication method.

This dissertation first introduced wireless power transfer and its brief history. Further Chapter

1 reviews various technologies implemented for dynamic wireless power and compares them on

efficiency, EMF, airgap power level, the frequency of operation, type of power pad employed.

Further, it discussed various challenges in implementation and summarized the objectives of this

thesis.

In Chapter 2 fundamental principle of wireless power transfer was explained along with various

parts of the WPT system and its requirements. It reviewed various compensation network and

compared them to conclude that double-sided LCC compensation is most suitable for dynamic

wireless power transfer. Further in this chapter various power electronics architectures were

evaluated for dynamic wireless power transfer. Finally, various coil designs were evaluated with

47
and without shielding inorder to study the coil coupling coefficient with misalignment. To

conclude circular coils are better in terms of coupling coefficient for higher misalignment tolerance

with shielding.

The major problem in wireless power transfer is maintaining high efficiency for a wide range of

load variation and misalignment tolerance. In Chapter 3, low-efficiency problem was addressed

and solved by proposing a novel algorithm for optimizing phase shift and frequency to maximize

efficiency of WPT. The proposed algorithm was verified with constant current charging and also

sinusoidal charging of the batteries. The proposed algorithm can improve the efficiency by at least

5-7% for light load and for large misalignment.

A major challenge in the implementation of dynamic wireless power transfer (DWPT) is the

automatic detection of EV to avoid loss in efficiency and alleviation of any safety concerns.

Chapter 4 proposed a novel coil detection method for segmented DWPT without using

communication between the transmitting and receiving coils. Detection of an EV ahead of its

arrival will initiate energizing of the transmitter buried inside the road to enable just-in-time

transfer of power. At low speeds, communications based methods can be reliable to detect and

power up the transmitter coil. However, at high speeds on highways, communications latency time

for the detection of an EV is long and hence impractical. This work proposed a low cost and low

power EV detection system based on a novel orthogonal coil arrangement to detect EVs traveling

at high speeds. The proposed detection system was tested and verified on a laboratory scale

prototype. For high-speed verification, simulation in PLECS was conducted to test the

functionality of the proposed system.

48
5.1 Future scope of wireless power transfer technology :

In future we can use electric appliances by using electricity without wire. In the below, discussing some

potential scope of using wireless power transfer technology.

5.2 Solar Power Satellite :

Satellite with solar panel is used to capture maximum amount of solar energy from the sun in the space.

Satellite consists of microwave transmitter which is used to convert power into microwave for

transmission. According to Figure 7 transmitting microwave from the satellite present in space received

by the microwave receiving antenna situated into the earth. This microwave receives antenna then

convert microwave into electricity. Then this electricity can be used to power home and office etc.

5.3 Wirelessly powered home appliances :

In future there will be a transmitting device inside home that will transmit power to all the home

appliances such as Television, Laptop, Lamp, Iron, Sound Box, Fridge, Mobile etc. show in Figure 8.

Transmitting device transmit power and all the appliances will receive that power through receiving

devices set up inside into all appliances

49
5.4 Wirelessly charging of electric vehicle :

on way According to Figure 9 in future there will be no need to stop and charge the electrical vehicles.

On the way charging can be done. In this concept power beam transmitter will be connected to

highways, busy traffic areas with power source. which converts electricity into power beam and then that

beam will transmitted to the electrical vehicle which consist power beam receiver that convert power

beam into electrical power for the charging of battery inside the vehicle.

50
5.5 Universal power source in emergency :

In an emergency or disaster situation where all the communication medium and power system has

broken down. Communication immediately after a disaster situation is an important component of

response and recovery; it connects affected people, families and communities with support system and

otherfamilymembers.Inthissituationanemergencypowersourcemayhelptoprovidenessesarypower

source to power their communication devices so that they can easily connect with their family and rescue

services as show in Figure 10. An universal power source consists of an airship built in power trasmittor

which act as power source and drons; which consists of power receiving and trasmitting device which

provide basic communication as well basic wireless power to the affected people

51
5.6 Wirelessly powered train :

According to Figure 11 in future train may get power wirelessly. There will be no need to connects the

train with wire. In this system a dual mode power receiver and transmitter will connect to the pole. Each

station will have a pole with the dual mode transmitter and receiver. Power come from the power station

that dual mode transmitter captures the power and transmit the power. By using dual mode transmitter

power receive and transmit happen simultaneously. These powers will be received by the receiver that

fixed in the roof of the train. In this process there is no need to use wire.

5.7 Wirelessly power supply to house from power station :

In future clean and green power generation may be done using the renewable source of energy. Figure

12 defines power may be supplied to our houses wirelessly. Power transmitting antenna connected with

the power supply providing station then power transmitting antenna convert electric power into

microwave then transmit it to the nearest dual mode power receiving and transmitting antenna which

52
transmit this microwave to nearest antenna which is connected nearest to the house. The house has its

power receiving antenna which converts this microwave into electrical power. This electric power than

utilize by the house

5.8 Wireless power apply to medical devices :

In future wireless power supply in medical devices can be possible. There will be a transmitter that will be

directly connected with power station. Figure 14 defines transmitter receives the signal from power station and

transmit the signal continuously. The transmitting power receives by the receiver establishes in hospital and

generates wireless electricity. By using this electricity medical devices will be performed simultaneously. There

will be some electrical devices in patients hand these devices show the status of that patient. Their physical status

will show in monitor. So, doctors can easily understand their condition and can take measurable step quickly.

53
In future drone may be used to extinguish the fire. Drone may carry the water pipe and set the pipe to

exact location that will be controlling by the people using remote control system. Figure 13 defines

drone

5.9 Wirelessly powered smart city :

According to Figure 15 a city can be a smart city using wireless technology. We can use power from

power station without wire through transmitter and receiver. Transmitter transmit electricity from power

station and a receiver receive the power and supply the power between houses, cars, trains, offices even

emergency areas where wired technology is impossible to set up. By using wireless technology our

environment will be carbon dioxide gas free. We get benefited because our environment will be clean

and harmful gas free that emits from car, train or other vehicles

54
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