2019 IEEE Transportation Electrification Conference (ITEC-India)

Dynamic Wireless Charging System for Electric

Vehicles based on Ultra-capacitor Integrated
Magnetic Resonance Coupling
2019 IEEE Transportation Electrification Conference (ITEC-India) 978-1-7281-3169-6/20/$31.00 ©2020 IEEE 10.1109/ITEC-India48457.2019.ITECINDIA2019-212

Arjun R Nair, Blessen M C , Edwin P J, George Mathew, Dr. Rajeev T ,

Department of
Electrical Engineering,
College of Engineering,
Trivandrum, Kerala
arjunjuly16@gmail.com
Department of
Electrical Engineering,
College of Engineering,
Trivandrum, Kerala
mcblessen@gmail.com
Department of
Electrical Engineering,
College of Engineering,
Trivandrum, Kerala
edwinputhuvelil@gmail.com
Department of
Electrical Engineering,
College of Engineering,
Trivandrum, Kerala
georgemathew795@gmail.com
Department of
Electrical Engineering,
College of Engineering,
Trivandrum, Kerala
mail2rajeevt@gmail.com

Abstract—Electric vehicle is the innovation of the future.
Reduction of pollution along with decreasing the fossil fuel
consumption aids the need for its popularization. Energy storage is
an integral part of electric vehicle technology. However the size of
battery, frequent charging, adverse atmospheric conditions etc.
poses hindrance for the popularization of the technology. The
project aims to aid the developing field of electric vehicles by
suggesting an alternate way of power transfer to electric vehicles.
The proposed system works on the principle of wireless magneti c
resonance coupling. The system will have specially designed roads
with energized winding buried beneath. The secondary win di n gs
will be on the vehicle which will link the maximum possible fl u x,
effectively for a seamless and stable power transfer. An ultra-
capacitor is used in the secondary circuit which drives the motors .
The paper proposes a dynamic charging system suitable for wide
range of applications. The result shows that the use of
ultracapacitor in wireless charging system can support fast
charging and discharging need of electric vehicles. This will h e l p
in the stable and commercial use of electric vehicles so as to h e l p
the reduction of fossil fuels in transportation systems.
Index Terms—Wireless power transfer, Resonance, Maxwell,
Ultracapacitor
I. INT RODUCT ION
Wireless power transfer is the transmission of electrical
energy without wires as a physical link. Nikola Tesla
demonstrated a wireless power transfer system back in 1890s
using resonant transformers. Wireless power technologies are
being increasingly used in various fields like portable electronic
devices, electric vehicles, solar powered satellites, medical
fields etc. The paper is intended to extend the use of wireless
technology in the field of transportation by aiding in the
advancing field of electric vehicles.
Although electric vehicles are being used for a long time, the
short range and tiresome charging process restrict their usage on
a commercial and large scale. Not having to stop for recharging
will make electric vehicles truly popular. Furthermore, electric
vehicles with in-motion (dynamic) wireless charging can have
much smaller batteries, an option that can reduce their cost
and accelerate adoption.
II. OVERVIEW OF WIRELESS CHARGING SYSTEM
Wireless power transfer methods in near field and far field
technologies are presented in [1]. The frequency range and
conditions of operation which concludes that magnetic field is
suitable for near field. The rate of change in efficiency with
change in distance and the amount of power transferred are also
presented in the paper. The current general wireless charging
technologies for electric vehicles and inductive charging
through resonance coupling and their compensation techniques
[2] reviews the concepts of static, dynamic charging systems.
Paper [3] explores various compensation topologies and their
advantages and disadvantages. Additional application levels o f
capacitor compensation technologies and their technical usage
are discussed in [4].
Electrical and practical designs of inverter, rectifier, coil as well
as an optimized core structure for a large air gap [5] throws light
on the need of an advanced charging station. The authors
presented an online charging system for an online electric
vehicle system, where a continuous electric power source is
installed in arterial roadway lanes and the work focuses on the
amount of energy transmitted when the vehicle is in motion.
The distance covered from one charging station to another
charging station is improved by placing the coils on high -ways
and through junctions as in [6]. Paper [7] discusses various
shielding techniques and reviews the controls and standards.
Further research [8] gives more information about designing
coils in secondary so that sufficient current flows in the
secondary circuit. A two coil system of wireless power transfer
system for an electric vehicle is compared to a three coil mode
in [9]. The paper shows the improvement of efficiency and more
stable power transfer even in a misalignment up to 4cm. A fully
developed 3.3 kW system which is a loosely coupled wireless
transfer system for wireless charging of electric vehicles is
presented in [10]. The system provides up-to 95 percent
efficiency over a distance of 15cm. Raffael Haldi et.al presented
a charging mechanism for increased efficiency up-to 96.5
percent.

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 2019 IEEE Transportation Electrification Conference (ITEC-India)

The geometry and specifications of transmitter and receiver A. TRANSMITTER

coils are optimized and analyzed. A battery-ultra capacitor
hybrid energy storage system (HESS) is discussed which is
nothing but a simple example of a networked energy sys tem
[12]. A detailed hybrid system is discussed in [13] which
present the conditions for the individual charging and
discharging of battery and ultra-capacitor. Management of EV
charging along with domestic load [14] supports dynamic
charging topologies in the domestic sector.
In this paper a dynamic charging system for the EV charging is
presented. Magnetic resonance coupling principle is used in the
EV charging system. Reactive compensation is applied to
improve the performance of the charging station. The
integration of ultra capacitor supports the proposed dynamic
charging topology. The proposed system description is
presented in the next section.
The Transmitter system consist of AC power source, full bridge
rectifier, push-pull inverter, coupling capacitor and the
transmitter coil which is present under the road. The supply
from grid or from roadside conventional source is the input to
the transmitter circuit. This AC supply is stepped down by a
stepdown transformer. This AC is then rectified by a full bridge
rectifier to a constant DC power, where the ripples are reduced
by a parallel capacitor. The DC output of rectifier is fed as the
input to a push-pull inverter. The inverter consists of
MOSFET’s which fire at regular intervals to achieve the high
frequency. The frequency is chosen according to the
government standards and feasibility of the inverter. The
inverter output is then fed to the transmitter antenna which
consists of a coupling capacitor and transmitter coil.

III. PROPOSED SYST EM

Wireless Power Transfer can be radiative or non-radiative.

Radiative power is transmitted through an antenna in the form
of an electromagnetic wave. Since electromagnetic waves travel
in all directions the efficiency is very low. Non-radiative power
is based on the magnetic coupling of the conducting loops.
Non-radiative power transmission can be further divided into
short range and mid-range where the mid-range wireless power Figure 1 : Transmitter circuit
transfer means transmission distance is greater than the
resonating coil’s dimensions.
B. RECEIVER
Inductive coupling and magnetic resonant coupling are the
two major forms of radiative power transfer. Inductive power The receiver system consists of receiver coil, coupling
transfer is simple and has a high power efficiency in centimeter capacitor, full bridge rectifier, boost converter and
range. However the efficiency drastically reduces for distances ultracapacitor module which is installed in the vehicle.
greater than the coil diameter. Considering the desired distance The receiver antenna is a combination of receiver and
between the road and the vehicle and the possibility of mis - coupling capacitor. The receiver coil is placed at the bottom of
alignment between the coils for an electric vehicle, the the vehicle which is closer to the road. The transmitter is shown
proposed system works with magnetic resonant coupling. in figure 2. The output of the receiver antenna is fed to a full
Through the use of coupling capacitor the distance of separation bridge rectifier. The rectifier DC output is fed to a capacitor
between transmitter and receiver coil can be increased. connected in parallel to reduce the ripples in DC. This output is
fed as the input to the boost converter. The output of boost
IV. SYSTEM DESCRIPTION converter charges the ultracapacitors. The output of
ultracapacitor feeds the DC motors.
The wireless power transfer system uses magnetic resonance
coupling. One of the most important factors that must be
considered in designing a magnetic resonance coupling system
is the target power of the system. The voltage and current
ranges, usable devices and operating frequency of the system
depend on the target power. Wireless power transfer system fo r
moving electric vehicles is a public service system that is
installed in a road, the use of the resonance frequency must be
permitted by the government. Generally, wireless power
transfer systems for electric vehicles use 10-100 kHz frequency.
This system uses 20kHz transmission frequency with a target
power of 10W. Figure 2 : Receiver circuit

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 2019 IEEE Transportation Electrification Conference (ITEC-India)

The system consists of two coils, transmitter coil and receiver

coil. The transmitter coil is under the road and the receiver coil
is in the vehicle. The coils are coupled by magnetic resonance
coupling. The distance of the coils is selected in accordance
with the vehicle configuration and size. The number of turns
depends on the inductance, which results in a suitable coupling
capacitor.

C. REACTANCE COMPENSATION

Magnetic resonance coupling is implemented using series –

series compensation topology. When the transmitter and
receiver coils are in resonance the maximum power transfer
takes place at a frequency of :

1
𝑓= (1) Figure 3 : Ultracapacitor charging circuit
2𝜋√𝐿𝐶

L = Coil Inductance
V. IMPLEMENTATION
C = Coupling Capacitance

Reactance compensation is done to remove the effect of The system consists of a transmitting coil, which is below the
inductive and capacitive reactance’s, which would cause losses road & the receiving coil, situated at the bottom part of the
in the circuit. vehicle. The coils below the road is energized by the grid or
from micro energy sources. First the 240V, 50 Hz AC power
D. ULTRACAPACITOR SYSTEM FOR STORAGE supply from the grid is rectified to DC and fed to a high
frequency push-pull inverter. The high frequency AC produced
by the inverter in the range of 20-100kHz, is fed as the input to
This system uses ultracapacitors for driving the DC motors,
the primary coils producing the flux.
which is charged when the electric vehicle moves through the
charging system present in the road. Ultra-capacitor has high
capacitance in farad range and voltage less than 10V. In series
connection there exists a problem of the voltage imbalance
between the cells due to the variation in the capacitance in the
individual cells, hence equalization circuits are required.
Ultracapacitors have a much better life than batteries and also it
can store the transferred power very quickly and can drive the
motors with that power. The energy stored in a capacitor is
calculated as follows.

1
𝑈𝐶 = 𝐶𝑉2 (2)
2

C = Effective capacitance
V = Voltage rating
This system uses five ultracapacitors (2.7V, 100F each) in series
having an effective capacitance of 20F and a voltage rating of
12V.
The charging circuit is given in figure 1. It consists of switching
regulators and passive balancing for balancing the output of the
series connection of ultracapacitors. The boost converter output
is the input to this circuit and the output feeds the load.
Figure 4 : Block diagram of transmitting part
When the vehicles pass above the charging system in the road ,
the secondary coil in the vehicle receive the magnetic flux
thereby inducing a voltage in the secondary. The induced
voltage in the secondary coil is rectified, regulated and fed to the
ultracapacitor, which then feeds the motor as shown in figure 4.

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 2019 IEEE Transportation Electrification Conference (ITEC-India)

Figure 5 : Block diagram of receiving part

VI. RESULTS Figure 6 : Simulation diagram in ANSYS-MAXWELL

A. SIMULATION RESULTS
The values of self and mutual inductances in ANSYS
The coil is designed using ANSYS-MAXWELL package and MAXWELL are shown in Table 2.
values of self and mutual inductance were found out. The entire
system was designed and simulated using MATLAB - TABLE 2 : Values of Inductance obtained
SIMULINK package. The parameters of the simulations using
ANSYS-MAXWELL are shown in table 1. DISTANCE(X) SELF MUTUAL
INDUCTANCE INDUCTANCE
TABLE 1 : Input parameters to ANSYS-MAXWELL 30mm 680.89µH 150.60µH

PARAMETER INPUT The Simulink parameters are given in table 3.

WIRE MAT ERIAL COPPER

TABLE 3 : Input parameters to SIMULINK
SIZE 24SWG
PARAMETER INPUT
DIAMETER 8.5cm
DC SOURCE 18V

NO OF T URNS 70 INVERT ER PUSH-PULL

MEDIUM AIR PARALLEL CAPACITOR 1000µF

SERIES RESIST ANCE(T x & Rx) 2Ω

SEPERAT ION 30mm
COUPLING CAPACITANCE 98nF
EXCIT ATION CURRENT 2A
COIL SELF INDUCT ANCE(Tx & Rx) 680µH

Insulated copper wire of 24 SWG is chosen as the material for MUT UAL INDUCTANCE 150µH
the windings of the coil. Based on the dimensions of the vehicle,
RECT IFIER FULL BRIDGE
the dimensions of the transmitter and receiver coils are chosen to
be 8.5cm. The coils are separated by a medium of air with a
ULT RACAPACITOR 12V, 20F
minimum separation of 30mm between the transmitter and
receiver coils. Maximum possible current through the wire is LOAD DC MOT OR(6V, 1W)
limited to 2A.

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 2019 IEEE Transportation Electrification Conference (ITEC-India)

The output voltage waveform at the boost converter out,
which was obtained in SIMULINK is shown in figure 7.
to 18 V and fed to a rectifier. The rectifier converts the voltage
to 12 V DC which is then fed to the inverter. The primary coil
(transmitter) is supplied with the output of inverter (high
frequency of 20-100kHz) which produces the appropriate
magnetic flux. The receiving coil is placed at the bottom of the
vehicle surface and the transmitting and receiving coils are
separated by a cardboard which acts as the platform for vehicle
movement.

Transmitter prototype consisting of transformer, rectifier,

inverter and transmitting antenna is given in Figure 9.

Figure 7 : Output voltage waveform

The ultracapacitor output waveform when load is connected is

shown in figure 8. It is a plot of charged voltage vs time (time as
vehicle moves from first coil) in seconds.

Figure 9 : Picture of Transmitter Model

Receiving side of the system is shown in figure 10. It consists

Figure 8 : Ultracapacitor charging and discharging under load of the receiving antenna, rectifier, boost converter and
ultracapacitor model.
The table 4 shows the various ultracapacitor charged voltages
for separations of 30mm and 50mm.

Table 4 : Ultracapacitor Voltages

SEPERATION ULTRA CAPACITOR

VOLTAGE
30mm 2.4V

50mm 1.8V

B. HARDWARE RESULTS

The Hardware assembly of the system has been done

successfully. The demonstration of the working of wireless
charging system of electric vehicle was carried out and results
were obtained. The input AC supply of 240 V is stepped down Figure 10 : Picture of Receiver Model

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 2019 IEEE Transportation Electrification Conference (ITEC-India)

The experiment was carried out using battery and Ultra-
capacitor. It was observed that the charging time taken by the
battery was high and therefore is not suitable for dynamic
charging (as the energy transfer occurs only momentarily).
Ultra-capacitor on the other hand showed fast charging and
discharging properties.
Lesser the distance of separation between transmitter and
receiver, higher is the efficiency. Integrating ultracapacitor
system to wireless charging system overcomes the
disadvantages faced by conventional batteries, mainly charging
time. The result verified the performance of a dynamic charging
system integrated with ultra-capacitor.

CASE-1 (30mm Separation) VIII. ACKNOWLEDGEM ENT

TABLE 5: Output for 30mm separation We are grateful to the teachers, supporting staff and the faculties
of College of Engineering Trivandrum. We extend our gratitude
LOCATION VOLTAGE / to CERD for their financial support to this project.
CURRENT
INPUT 220V, 50Hz AC
IX. REFERENCES
T RANSFORMER OUTPUT 18V, 50Hz AC [1] J. Garnica, R. A. Chinga, and J. Lin, “ Wireless power transmission: From
far field to near field,” Proc. IEEE, vol. 101, no. 6, pp. 1321-1331, Jun .
INVERT ER OUTPUT 13.8V, 20kHz AC 2010.
[2] Aqueel Ahmad, Mohammad Saad Alam, Rakan Chabaan, ”A
Comprehensive Review of Wireless Charging Technologies for Electr ic
SECONDARY COIL OUT PUT 8.2V, 20kHz AC
Vehicles, “ IEEE Transactions on Transportation Electrification, vol. 4 ,
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BOOST CONVERT ER OUTPUT 12V DC [3] Wei Zhang, Chunting Chris Mi, ”Compensation Topologie s o f High -
Power Wireless Power T ransfer systems”, IEEE Transactions on
LOAD CURRENT 99.4mA vehicular Technology, vol. 65, no. 6, pp. 4768-4778, Jul. 2015.
[4] J. L. Villa, J. Sallan, J. F. S. Osorio, and A. Llombart, “High misalignment
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and T hree-Coil Structures for Wireless Power T ransfer”, IEEE
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[10] Fei Lu, Hua Zhang, Heath Hoffman, Chris MI, “A high efficiency 3.3 kW
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source and receivers. If it is relatively close to one another,
efficiency can exceed 95 percent. Efficiency is primarily
determined by the distance between the transmitter and receiver.

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