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International Journal of Electrical Engineering & Emerging Technology, Vol. 01, No. 01, DEC 2018, pp 19-23

Wireless Power Transfer for Battery Charging of Electrical

Vehicles
Faiza Komal1*, Tajwer Khanam1, Zeeshan Ahmed2
1
Bachelor of Electrical Engineering, Mehran University of Engineering and Technology
1
Bachelor of Electrical Engineering, Mehran University of Engineering and Technology
2
Bachelor of Electronics Engineering, Mehran University of Engineering and Technology
Corresponding authors e-mail: fkahmed282@gmail.com
[Received on: 03-11-18 Accepted on: 28-11-18 Published on: 05-12-2018]

Abstract—Inductive power transfer (IPT) is a non-
radiative near range technique of transferring power
when primary and secondary coils are in close proximity
and positioned carefully with respect to each other. This
paper describes the technique of Resonant inductive
power transfer (RIPT) which is in contrast to “induction”
by its ability to transfer power efficiently over a
reasonable distance which is required to charge Electric
Vehicle battery and to overcome the positional offsets.
Thus, this technology is also known as “magnetic
resonance”. This system can transfer power wirelessly
over a distance of 10cm-20cm which is the typical ground
clearance of Electric Vehicles. For increasing the
efficiency of RIPT systems, series-series compensation
topology is used giving the efficiency of about 85%.
combustion engines. [1]. However, Electric Vehicles are not
so common and attractive to the consumers yet as it requires
large battery capacity and weight, high cost and low life time.
Lithium ion batteries are the most known and recognized
solution to these problems with some modifications. The
Lithium iron phosphate battery type is used with rest times
in charging period which reduces battery temperature and
thus increases battery life and efficiency. This method of
charging ON for specific time and charging OFF for other
specific time reduces the stress on the battery backup but
increases charging time of EVs. [2]
The primary circuit is embedded under roads while
secondary circuits as shown in Fig.1 are fitted in electric
vehicles.

Index Terms— Inductive power transfer (IPT), Resonant

inductive power transfer (RIPT), Series-Series (SS)
Compensation Topology.

I. INTRODUCTION

T he advent of wireless power transfer (WPT) established

from the troublesome of installing a great number of
wires in small power sockets and losses. The usage of messy
cables makes a system costlier and hazardous whereas
wireless systems are the solutions of making the systems
automatic, safe, less-costlier and efficient. WPT systems are
preferred when a user need to find a charging point and
charging cable is lost or damaged which can cause short
circuit hazards to the user. Air Pollution these days is Fig.1. Application of charging EVs through WPT showing
increasing day by day due to the emission of carbon dioxide primary circuit under road and secondary circuit below EV.
from internal combustion engines causing global warming Nowadays, as the progress in the development of Electric
which can be greatly be reduced through the usage of electric Vehicles is increasing thus many companies and universities
vehicles. While on the other hand, the gasoline products like are doing researches which are implemented for the future
petroleum gas and compressed natural gas are most advancements of EVs. University of Michigan-Dearborn
demanded for the transportation. These natural resources are made 8 KW WPT system with an efficiency of 95.7% at
depleting because of their large demand. Thus, usage of distance of 200mm [3]. Furthermore, University of Auckland
electric vehicles is a way of reducing global warming and designed 766mm × 578mm pad which achieved 90%
saving the depleting natural resources. On the other hand, it efficiency and delivered 5 KW power for a distance of about
can also comfort consumer as it does not need frequent 200mm [4]. The charging of electric vehicles is classified in
maintenance of engines as required in ordinary internal

Copyright ©2018 IJEEET, [ISSN: 2618-0014], www.ijeeet.com


KOMAL et al.: Wireless Power Transfer for Battery Charging of Electrical Vehicles
two structures i.e. Stationary and Dynamic wireless
charging.
A. Stationary Wireless Charging
The stationary WPT system for EVs is shown in Fig. 2. The
Wireless secondary circuitry is fixed at one place and is
activated whenever an electric vehicle reaches on it. Fixed
charging systems can be installed in developed areas such as
parking lots and bus stops. The WiT-3, 300 development kit
from WiTricity offers 3.3 kW of power in an 18 cm range
with 90% efficiency [5].
Fig. 2. Stationary WPT of EVs
Stationary WPT solutions for EV charging must be designed
to turn system complication more toward the transmit-side
infrastructure and make vehicle components as simple as
possible.
B. Dynamic Wireless Charging
Electric Vehicles as shown in Fig. 3 can be charged while in
movement through Dynamic WPT. Thus, solving the
problems of battery packs having limited mileage. Dynamic
EV charging is mainly divided into two categories based on
a single array design; (1) a single main track and (2) a
segmented primary coil array. The single main track type
includes a fairly long main track that is connected to the
power source. The minor length is less than the length of the
track. Since the track is powered by a single source, the
system based on the main track is easier to control. When the
car moves along the track, the coupling coefficient along the
track is almost constant [6].
The design based on the segmented primary coil array has
multiple coils connected to a high frequency power supply.
Segmented coil arrays eliminate field exposure and require
distributed compensation while reducing coupling problems,
but it raises some other design challenges.
Fig. 3. Dynamic WPT of EVs
International Journal of Electrical Engineering & Emerging Technology, Vol. 01, No. 01, DEC 2018, pp 19-23
20
II. RESONANT INDUCTIVE POWER
TRANSFER (RIPT)
The block diagram of RIPT is shown in Fig. 4. It is the most
popular mid-range method of power transfer nowadays for
charging Electric cars. This technique is similar to the
traditional inductive power transfer with some differences
which makes it more advantageous than Traditional IPT. The
modern electronic components made this method more
efficient and less costly by using two or more resonant tanks
which are tuned at same frequency. The RIPT systems have
many advantages as compared to IPT systems such as
increased driving range, increased coil distances, operation
at higher frequencies, reduced electromagnetic interference,
higher efficiency, receiver rectification circuitry and
resonant switching of the inverter. The distance up to 40 cm
can be achieved by the help of an efficient RIPT. The most
focused thing in the technology is that the operating
frequency is in KHz which can be supported by the modern
power electronics technologies.
Resonant or
primary
DC source Inverter
compensation
network
Resonant or
Secondary Coil of Primary Coil of
secondary
compensation
loosely coupled Loosely Coupled
transformer Transformer
network
Rectifier Battery
Fig. 4. Block diagram of RIPT system
III. TWO BASIC CONCEPTS OF POWER
TRANSFER
There are two fundamental ideas of power transfer for the
mid-range wireless applications. 1) the maximum power
transfer principle and 2) the maximum energy efficiency
principle. According to the merits and demerits of each
principle, engineers should decide that which approach they
will choose for their specific application.
A. Maximum Power Transfer
For maximum power transfer theorem, generally impedance
matching method is used in many WPT projects. The
principle of maximum power transfer needs impedance
matching between the source and the load.

KOMAL et al.: Wireless Power Transfer for Battery Charging of Electrical Vehicles
Fig. 4. Equivalent circuit showing impedance matching for
maximum power transfer.
The RS+jXS is the source impedance while RL+jXL is the load
impedance as shown by the ciruit as given in Fig. 4. For the
maximum power transfer from source to the load, RS should
be equal to RL and XL should be equal to -XL. This theorem
can be applied to such conditions where the source
impedance is fixed. When the impedance will match, there
will be maximum transfer but the efficiency of maximum
power transfer under this approach cannot reach more than
50%. The energy efficiency of the system 𝑛𝐸 which includes
loss of power in the power source for the impedance
matching is shown in “(1)”.
η = = = 0.5 (1)
Thus, by adopting this approach at least half of the power
will be dissipated in RS (source resistance). Hence this loss
of power in the source cannot be neglected in a wireless
power transfer. Therefore, this type of approach for
maximum transfer can be used only on such places where the
efficiency is not of major concern. This theorem suits the
applications of low power because it will not be efficient to
choose this approach for high power applications such
charging of EVs wirelessly. [7]
B. Maximum energy efficiency
By using a small impedance power source, maximum energy
efficiency can be achieved. If the source resistance is
minimum, then the loss (i2RS) will be minimum and thus the
majority of the power will transfer to the load (i2RL) which
will create maximum energy efficiency. This approach is
commonly used in PE based switched mode power supplies
where the high efficiency is needed.
There will be no magnetic core loss as the resonators are
usually air-cored for mid-range WPT. If the equivalent series
resistance of capacitors is ignored and non-radiative power
transfer is assumed, then there will be only two types of
losses remained in the system; 1) conduction losses (due to
coil’s ac resistance) and 2) source resistance power loss. If
any kind of undesirable stray loss will be in the system, it
International Journal of Electrical Engineering & Emerging Technology, Vol. 01, No. 01, DEC 2018, pp 19-23
21
will decrease the energy efficiency, but the main purpose is
to achieve maximum energy efficiency.
Fig.5. Equivalent circuit of two-coil resonator exchanging
energy for maximum energy efficiency.
Thus, for this purpose, a very low resistance power source R S
as shown in Fig.5 is used whose value will not be matched
with the equivalent load. For reducing the AC coil resistance
under high frequency operation, copper tube or Litz wire is
used.
This type of approach can give more than 50% energy
efficiency which are suitable for high power applications.
η = (2)
( ) ∙∙∙ ( )
Where; 𝑛𝐸 = system efficiency, RN = AC nth coil resistance,
iN = current in AC nth coil, RL = load resistance refers to (2).
The operation of the maximum energy efficiency depends on
the high magnetic coupling coefficients between the coil
resonators. The magnetic coupling coefficients decrease with
transmission distance and increase with the quality factor
thus this need confines the transmission distance of a two-
coil resonator system. [8]
IV. TWO-COIL RESONATOR WPT
SIMULATION FOR CHARGING
ELECTRIC VEHICLES
The wireless power transfer with resonant coupling uses two
tuned resonant tanks which are called as two-coil resonators
or compensation networks. The simulation model as
illustrated in Fig. 6 for this mid-range wireless power
transfer is designed by using MATLAB software.
The solar 100V DC is converted to AC using H-shaped
inverter consisting of MOSFETS. This AC resonates at
frequency between somewhat 81-90 KHz with the help of
compensation networks. Later it is converted to DC with the
help of rectifier and given to the battery. The primary and
secondary compensation networks are responsible for
increasing efficiency of the wireless network. Fig. 7 shows
the output of primary compensation network and output
waveform of secondary compensation network is shown in
Fig. 8. The final output of the circuit is shown in Fig. 9 which
is used to charge the EV battery.
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KOMAL et al.: Wireless Power Transfer for Battery Charging of Electrical Vehicles

mutual inductance is decreased between two coils which

bounds the power transfer from the primary to secondary
coils. To achieve a better mutual inductance, leakage
inductance must be compensated. This can be done by
placing capacitors with primary and secondary coils. By
using capacitors, the reactive elements are compensated. The
primary side capacitor is used to cancel the operational
inductive reactance on the primary side while secondary
capacitor is used to cancel secondary inductive reactance and
boost the output power. In this way, only the resistive
elements will remain in the system which will increase the
efficiency and decrease the losses. [9]
Fig. 6. Designed Simulation for WPT using resonant
inductive coupling. Depending upon the position of compensating capacitors,
there are basic compensation topologies.

 Series-Series Topology (SS)

Voltage

 Series-Parallel Topology (SP)

 Parallel-Series Topology (PS)
 Parallel-Parallel Topology (PP)
The most basic compensation topology for compensating the
time reactive power consists of one only capacitor on each the
Fig.7. Output of primary compensation network primary side and one capacitor on the secondary side in either
series or parallel. These capacitors are usually selected to
balance the circuit inductance in transmitting and receiving
side. This thing makes the HFI output purely resistive so that
the power transfer ability can be improved at operating
Voltage

frequency.
Parallel Compensation have current source characteristics
while Series compensation have voltage source
characteristics. The series compensation of primary side
time indicates that the source converter can be attached to the coil
directly while if it is parallelly compensated, then to change
Fig. 8. Output of secondary compensation network it to current source the inductor is introduced with it. If the
simulation. primary side coil is giving constant current, then the series
compensated capacitor at receiving side will make output
like a voltage source and a parallel compensated capacitor
will make it like a current source. But as this is not necessary
Voltage

that primary side gives constant current thus, different output

time
Fig. 9. Final rectified output to charge EV battery.
A. Need of Compensation
In WPT systems, the coupling coefficient and mutual
inductance is greatly affected by the distance between the
coils. Because of this the leakage inductance is increased and
characteristics can be formed at the secondary side for a
series or parallel compensation.
B. SS Compensation Topology
It is the simplest and efficient compensation topology in
WPT systems. It is also recommended for the charging of
electric vehicles as the transmitting compensation capacitor
is independent of the load resistance and mutual inductance.
To charge the EVs, SS compensation is chosen because it can
bear the displacement of car from the exact position of the
primary coil which is unavoidable and creates the change in
mutual inductance.

International Journal of Electrical Engineering & Emerging Technology, Vol. 01, No. 01, DEC 2018, pp 19-23

KOMAL et al.: Wireless Power Transfer for Battery Charging of Electrical Vehicles
Fig.10. Equivalent circuit of SS topology
CP and CS are primary and secondary compensating
capacitors, LP and LS are primary and secondary inductances,
R1 and R2 are primary and secondary resistances, M is mutual
inductance and RL is load resistance.
𝜂= (4)
where 𝜂 is the efficiency.
Equation (4) describes two important points:
 The efficiency depends on the mutual inductance
(M) and not on the self-inductances of the coils thus,
the mutual inductance should be high enough as it
can be.
 The efficiency will be decreased if there is high load
resistance.
The SS compensation topology has a higher efficiency than
the SP topology in a wide range of load resistance. Also, it
can tolerate misalignment between the coils and is able to
transfer higher power than rated. Thus, the designed
Simulink model for resonant. WPT consists of SS
compensation as it is more efficient and have less parameters
than other topologies [10]. This kind of topology can act as
both current source mode and voltage source mode which is
very desirable in battery charging applications. The lithium
ion batteries have two stages in which it gets charged, (a)
constant current charging stage and (b) constant voltage
charging stage. In stage (a), the battery gets charged at
constant current until the battery cells are reached at some
specified peak voltage. During this period, the battery cell
voltage will rise linearly. In stage (b), charging will be on
constant voltage and throughout the constant voltage stage
this specified peak voltage should be maintained across the
battery cells. The SS topology is the most suitable topology
for EV charging as the transmitting and receiving
capacitances are unhindered from both the load and magnetic
coupling coefficient.
V. CONCLUSION
The need and development in wireless power transfer and
Electric vehicles are reviewed in this paper. The progress in
the Mid-range stationary wireless power transfer is discussed
and adopted for further research and its implementation. The
RIPT Simulation is designed at MATLAB with an efficiency
of 85% . The maximum energy efficiency approach is used
International Journal of Electrical Engineering & Emerging Technology, Vol. 01, No. 01, DEC 2018, pp 19-23
23
with two coil resonators showing application of charging EV
desirable for Stationary WPT.
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