Wireless Power

Transfer
John M. Miller
Matthew B. Scudiere
John W. McKeever
Cliff White

for:
Oak Ridge National Laboratory's Power Electronics Symposium
Friday, July 22, 7:30 AM 3:30 PM (EDT)
Oak Ridge National Laboratory (ORNL) Conference Center,
Oak Ridge, Tennessee
Patents Pending

Introduction: What is the Need?

There is need for an efficient method for transferring
large power levels over moderate distances to hybrid
electric vehicles (HEVs) in the near future:
First to parked vehicles,
Then expand to opportunity charging, and

Eventually to highway charging while driving.

Loosely coupled resonant mode transformers have the

potential to accomplish this.

Magnetic resonance coupling for wireless power

transfer is termed WPT.
2

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Introduction: Near Term Vision for WPT

Electric vehicle charging must be:
Safe, compact and efficient in order to be convenient for customers

Power levels commensurate with application:

3 kW to 7 kW residential and garage; 60 kW to >100 kW on-road dynamic

WPT alignment tolerance should be under closed loop DSRC control between
the transmit coil and vehicle mounted capture coil.

Graphics Left: J.M. Miller, Wireless Power Transfer for Electric Vehicles, PREA meeting, Utah State Univ, Energy Dynamics
Laboratory, Ogden, UT, 7 Feb. 2011
Right: J.M.Miller, ORNL internal presentation.
Managed by UT-Battelle
for the U.S. Department of Energy

Background: Barriers to Success

Efficiency
across cascade of components >90%

coil-to-coil ~98%

Meet international field emission standards (ICNIRP and

ARPANSA)*

Efficient high frequency power inverter (20 140 kHz)

Implement vehicle to infrastructure (V2I)
communications compliant with DOT recommendations
for DSRC
* International Commission on Non-Ionizing Radiation Protection ICNIRP, Secretariat, c/o Gunde Ziegelberger, c/o
Bundesamt fur Strahlenschutz, Ingolstaedter Landstrasse 1, 85764 Oberschleissheim, Germany.
* The Radiation Protection Series is published by the Australian Radiation Protection and Nuclear Safety Agency
(ARPANSA)

Background: Measures of Success

Interoperability
Any OEM vehicle with any WPT charger

Means coil size fixed, operating frequency fixed, alignment

tolerance & emissions fixed and communications fixed.

Safety and emissions

Transparent to vehicle occupants

Communications
DSRC following U.S. DOT recommendations for V2I

Private and secure

Objective: PEV Stationary WPT Charging

Solution demands a system design that focuses on utility to
vehicle battery terminal overall efficiency
SAE J2954 targets plug-battery efficiency >90%

WPT resonant antenna system

Emissions levels and coupling
zone definitions per SAE

Graphic: Lindsey Marlar ORNL graphics services

6

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ORNL developed
power inverter to
drive resonant
antenna pad

Zone 1: Active field, ~1m2, <500uT

Zone 2: 300mm boundary
Zone 3: Field focusing & shielding
<62.5mG

Objective: Integrating WPT into a PEV

Solution: Design and develop coupling coil system suitable
for vehicle integration for stationary and on-road stationary at
high power levels (SAE Level 2: 3 kW to 7 kW) & high eff.
Technically: a non-radiating, near field reactive zone power transfer method
Practically: a convenient, safe and flexible means to charge electric vehicles.

Vehicle to WPT communications

RFID localizer for positioning
Use existing on-board charger,
or dedicated fast-charge and
energy management strategy
Active zone field meets
international standards (ICNIRP)
Smart grid compliant utility feed
and modern power electronics
Graphic: Lindsey Marlar ORNL graphics services
7

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Approach: ORNL WPT System

Series-parallel L-C magnetic resonant coupling
Isupply

HALF-BRIDGE INVERTER

Vdc_link

Itransmitter
Vtransmitter_in

TRANSMITTER

Iload

Ireceiver_loop

Vcapacitor

Rectifier

CONSTANT
VOLTAGE
LOAD

Vload

RECEIVER

Load Current
23.26

10.00

AM
AM

-10.00

Synthesize the driving point high power waveform, magnetically couple, rectify
and deliver charging power to the vehicle on-board energy storage system.
-23.33

1.48m

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1.55m

1.60m

1.65m

1.73m

Approach: Analytical Perspective

Wireless power transfer to unloaded vs. loaded coupling

Maximum impedance
frequency unloaded:
fo1 = 24.8 kHz
fo2= 25.6 kHz
fzmx~ fo1

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Approach: Analytical Perspective

For S-P resonant coil system the operating frequencies shift due to:
Degree of receiver coil loading (charging power demanded)
Coefficient of coupling between coils (vehicle receiver coil to transmit pad gap)
Tuning of various receiver coils relative to transmit coil tuning.
Coupling mode theory facilitates
understanding the fundamentals of WPT
and what parameters are key to optimized
performance.
During vehicle ESS charging the presence
of a dc potential at the secondary forces the
current and voltage responses to be very
nonlinear: fzmx to fzmn transitions

10

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Approach: Analytical Perspective

Resonance shifting is not an issue for stationary wireless charging, but
For on-road dynamic charging is an issue
Will require dynamic load tracking and inverter control using DSRC
Illustration of ideal cases: k= 0.3, 0.22, 0.15, 0.1 and RL=2.5
Then, k=0.22 and RL= 5, 2.5, 1.8, 0.8

For a given value of coupling coefficient, k, the maximum power transfer occurs
when the reflected load matches the surge impedance of the system.
11

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Timeline and Milestones

Duration
(mo)

12

Task

Milestone

Resolve instrumentation issues on laboratory sensors

and monitoring equipment. Validate accuracy at
WPT operating frequency

Manufacturer contacted, sensor/equipment

calibration validated and documented.

10

Design, develop and fabricate a SAE level 2 WPT

charger rated 7 kW at PF and frequency level
dictated by vehicle systems team.

Demonstration and validation against program

targets using laboratory WPT apparatus. Verify
that 20 kHz < f < 140 kHz is attainable.

Analysis, model and simulation of level 2 WPT

charging system

Validate simulation against laboratory apparatus to

extent possible.

Extend WPT design to next generation coil and

evaluate performance against targets.

Next generation coil design meets specifications

Develop vehicle integrate coils and install on mule

vehicle.

Demonstrate WPT to vehicle mounted receiver coil

and passive load. Validate targets met.

Procure DSRC and integrate into mule vehicle and

interface to vehicle CAN (w/ OEM help)

Demonstrate WPT to mule vehicle battery pack

with grid converter regulation via DSRC.

Validation of stationary charging at 3 7 kW using

DSRC for regulation and messaging.

Must demonstrate that power, plug to battery

efficiency, magnetic field emissions and packaging
constraints are met.

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for the U.S. Department of Energy

Summary of Accomplishments

Prior LDRD developed Evanescent Power Transfer apparatus is used for testing
Alternative coupling coil designs directed research activities into ac resistive
effects contributing to coil losses: skin and proximity effects

Analytical work continues on both parasitic effects and on application of

magnetic vector potential to the coupling field itself.
Coil designs aimed at vehicle integration are not covered in this presentation.
13

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Summary of Accomplishments
Validation of laboratory instrumentation accuracy
Current sensor calibration at high frequency
Instrumentation errors due to low power factor (Agilent LCR)
Error in losses due to current redistribution in conductors

Reconfigured the WPT apparatus for:

Initial 120 Vdc lamp loads (series connected), to
240 Vdc (parallel connected), to
270 Vdc using new, higher power bulbs.

Refinement of DSP load voltage regulator.

14

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Summary of Accomplishments
Developing deeper understanding of transmit and receiver coil
electromagnetic behavior
Experimental finding that multiple ribbon coils operating in parallel
offer no benefit in terms of loss reduction.
Two such coils in close proximity (~15mm) exhibit virtually unchanged Rac and Ls

Top: End on view of flux lines for 3 turn ribbon coil antenna. Bottom: end on view of ribbon coil conductor current density plots
shown extensive skin effect and proximity effects in two outside bars.
Isovalues Results
Quantity : Equi flux Weber

Source: Field flux plot simulation: Dr. Pan-Seok Shin

15

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Time (s.) : 20E-6

Line / Value
1 / 1.5868E-6
2 / 9.36209E-6
3 / 17.13739E-6
4 / 24.91269E-6
5 / 32.68798E-6
6 / 40.46328E-6
7 / 48.23858E-6
8 / 56.01387E-6
9 / 63.78917E-6
10 / 71.56446E-6
11 / 79.33976E-6
12 / 87.11506E-6
13 / 94.89035E-6
14 / 102.66565E-6
15 / 110.44095E-6

Summary of Accomplishments
Developing deeper understanding of transmit and receiver coil
electromagnetic behavior
L and R of Ribbon Antennae

50

18

45

L_1_3-turn ribbon
coil

40

L_3_3-turn ribbon
coils

35

L_4_3-turn ribbon
coils

16
30
25

15

20
14
15
10
13
5

Resistance (R), mW

Inductance (L), mH

17

L_4_3-turn Cu tube
coils
R_1_3-turn ribbon
coil
R_3_3-turn ribbon
coilscoils
R_4_3-turn ribbon
coils
R_4_3-turn Cu tube
coils

12
1

10

100

Isovalues Results

Quantity : Equi flux Weber

Time (s.) : 2E-6

Line / Value
1 / -2.24412E-6
2 / -2.0197E-6
3 / -1.79529E-6
4 / -1.57088E-6

Frequency, kHz

Plot of coil field at 20kHz excitation in air

Anamolous Rac behavior at 12 kHz has been

resolved and found to be due to LCR meter

Source: coil CAD drawings courtesy: Dr. Matthew Scudiere, Laboratory test data: Dr. John McKeever
Field flux plot simulation: Dr. Pan-Seok Shin
16

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Summary of Accomplishments
Validated coefficient of coupling, coil spacing, and alignment sensitivity of WPT

17

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Future Work
Develop design for grid converter and communications (base side)

Future Work: WPT Communications

Source: Walton Fehr, Mgr. Systems Engineering, U.S. Dept. Transportation, Layered
Communications Enabling V-I Applications: Connected Vehicle Core Systems, 12 June 2011

Future Work: Design Considerations

Power inverter must match the WPT network
Analysis of efficiency considered inverter kVA/kW requirement
Off resonance kVA/kW rating can be excessive
Therefore, inverter must maintain close tracking of coupled power factor

Further study of secondary rectification and filtering stage must

be performed.

ORNL internal power inverter development supports the WPT

systems project
Industrial partner would greatly accelerate progress in WPT for
Level 2 stationary charging case.
Transition from laboratory to in-vehicle

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Topics to be Addressed for WPT

Vehicle Integration
Interoperability with existing Electric Vehicle Supply Equipment
Recommend stationary charging demonstration as 1st in-vehicle appl.

Field shaping and shielding for vehicle mounted receiver

Minimize loading due to proximity with vehicle chassis, and
Insure WPT will not corrupt CAN network(s)

Comply with International Regulations (ICNIRP)

ORNL WPT has <1G (100uT) at >15 from antenna at 4kW
ICNIRP requires <62.5mG in zone outside vehicle footprint

Power factor compensation Investigate LCL topology

Smart control and transfer of information:
IEEE 802.15.4/IEEE 802.11p protocols for low rate wireless CAN
21

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Conclusions
Only need a simple design to efficiently transfer large power
levels over moderate distances.
Demonstrated >4 kW at 10 separation with 92% transfer
efficiency.
Can be constructed with commercial-off-the-shelf components
(20 kHz IGBTs).

Challenges being addressed by the ORNL team:

Minimization of coupling coil ac resistance effects,
load tracking and compliance with interoperability,
power inverter kVA/kW limits and
appropriate vehicle to grid side communications.
22

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