Design and Analysis of a 200 kW Dynamic
Wireless Charging System for Electric Vehicles
Lingxiao Xue, Veda Galigekere, Gui-jia Su, Rong Zeng, Mostak Mohammad
Emre Gurpinar, Shajjad Chowdhury, Omer Onar
Building and Transportation Science Division
Oak Ridge National Laboratory
Oak Ridge, USA
xuel@ornl.gov, galigekerevn@ornl.gov, sugj@ornl.gov, zengr@ornl.gov, mohammadm@ornl.gov,
gurpinare@ornl.gov, chowdhuryms@ornl.gov, onaroc@ornl.gov
Abstract—Dynamic wireless charging of electric vehicles can
significantly alleviate or eliminate range anxiety while reducing
the required on-board battery capacity. To achieve an electric
vehicle charging balance with minimal infrastructure costs,
power transfer levels around 200 kW are required. In this paper,
a system architecture with a modularized power electronics and
optimized power transfer couplers was adopted to enable efficient
power transfer. A DC/DC converter was used for secondary-
side charging control of the battery. The system performance
was validated in an experimental setup at 120 kW with 91.31%
efficiency from the DC input on the primary side to the vehicle
battery.
Index Terms—dynamic wireless charging, electric vehicles,
transportation electrification
I. I NTRODUCTION
Dynamic wireless charging of electric vehicles (EVs) can
significantly alleviate or eliminate range anxiety while reduc-
ing the required on-board battery capacity [1]–[3]. Current
state-of-the-art light-duty dynamic wireless EV charging pro-
totypes are limited in power level to approximately 20 kW.
This limitation requires a significant portion of the roadway to
be electrified to achieve a charge-balanced mode of operation.
For light-duty vehicles to achieve a charge-balancing mode
of operation on primary roadways with minimal infrastructure
costs, power transfer levels in the range of 200 kW are required
[4]. This paper demonstrates the analysis and design consider-
ations of a dynamic wireless power transfer (DWPT) system
architecture to efficiently transfer power, and the experimental
validation results are presented.
II. OVERALL P OWER A RCHITECTURE D ESIGN
The overall DWPT system assumes an 800 V DC voltage
input, either from a rectified output from the AC grid or
directly fed by a local DC grid, and charges a light-duty battery
This manuscript has been authored by UT-Battelle, LLC, under contract
DE-AC05-00OR22725 with the US Department of Energy (DOE). The US
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acknowledges that the US government retains a nonexclusive, paid-up, irre-
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public-access-plan).
in the range of 300 to 400 V. Both inductor-capacitor-capacitor
(LCC) and series tuning are widely used in wireless power
transfer (WPT) systems and can be used on both transmitter
and receiver sides. LCC tuning on the primary side leads to
a constant current source behavior on the primary-side coil
at resonance, and the coil current is independent from load
and coupling coefficient variations [5]. LCC tuning provides a
constant current into the rectifier independent of the DC-link
voltage, leading to a runaway over-voltage situation that will
eventually destroy the rectifier and/or capacitor. The only way
to prevent this situation is to physically disconnect the vehicle
coupler from the resonant network. This results in its own set
of challenges and additional design constraints placed on the
vehicle coupler to safely de-energize the unloaded resonant
network.
In contrast, a series tuning method exhibits a voltage
source–like behavior at resonance. Therefore, the peak voltage
is limited. With series tuning, the vehicle DC-link capacitor
will charge to the peak voltage induced in the vehicle coupler,
which is approximately 1,019 V. With 1,200 V rated semicon-
ductors and DC-link capacitors, this over-voltage condition is
well within the design margins. Therefore, series tuning at the
secondary side was selected.
Without secondary control, the high-power DWPT creates
grid power pulsations [7] and charges the battery with a
pulsating current. To address these issues, a DC/DC converter
was added after the rectifier stage to conduct the battery
charging control. The overall power architecture is shown in
Fig. 1.
III. W IRELESS C OUPLER D ESIGN AND A NALYSIS
For stationary wireless charging applications, WPT coils
have been designed with the objective of optimizing the power
transfer efficiency over a small range of misalignment. For the
dynamic charging scenario, the net energy transferred over
the entire overlap window as the vehicle coil moves over the
primary coil must be considered. Additionally, for dynamic
charging applications, the ground or primary coil must be
embedded on a roadway lane and withstand much harsher
conditions than in stationary parking lot charging.
 Fig. 1. Overall power electronics architecture of the high-power dynamic wireless charging system.
A. Circular and Double-D Comparison
Because of the naturally large misalignment in the direction
of the vehicle travel, shielding of the vehicle chassis is an
important consideration. Initial design work indicated that the
circular coupler topology had better performance character-
istics than the double-D topology. However, the shielding
requirements greatly affected the performance of the circu-
lar coupler. The initial circular coupler power dropped by
more than 50% when the vehicle-length shielding was added.
The double-D coupler power was almost unaffected by the
shielding. Design modifications to accommodate shielding
significantly decreased the circular coupler advantages. Even
after solving the shielding issue, the sensitivity of the circular
topology was still a concern regarding the many uncertainties
in a practical system. Therefore, the robustness of double-D
topology took priority over the reduced mass of the circular
topology.
There are additional practical reasons to prefer the double-
D topology for high-power DWPT systems. To reduce the
coupler voltage drop, multiple litz wires can be run in parallel
to form the coupler winding. In the circular topology, the
innermost wire would have a lower inductance than the
outermost wire. This inductance imbalance would cause a
current imbalance that would reduce the system performance.
In the double-D topology, the multiple litz wires are transposed
during the winding process, resulting in better inductance and
current balance between wires.
B. Optimized Double-D Coil Design
An elongated transmitter coil comparable to the length of
a light-duty EV was developed, along with a 200 kW vehicle
receiver optimized to fit underneath a light-duty EV. The width
of the transmitters had an upper limit of the lane width. This
allows for deploying the DWPT by square precast concrete
blocks or provides accommodation for expansion joints if
the couplers were directly buried. All ground- and vehicle-
side electromagnetic coupler designs were constrained to fit
within the smallest area bounded by the tires of the vehicle.
The surface of the ground couplers were assumed to be
buried 3 in. beneath the surface of the pavement. Assuming a
minimum ground clearance of 6 in. for the vehicle couplers,
the total coupler surface-to-surface air gap was 9 in. The
mutual inductance required to transfer Po = 200 kW at a
nominal operating frequency of fo = 85 kHz and limit the
coil current to a 750 A peak was determined to be 1.5 µH
from Eq. 1.
P
M= (1)
wo Ipri Isec
where wo = 2πfo , and Ipri and Isec are the primary and
secondary coil currents, respectively.
C. Finite Element Analysis
The transmitter dimensions are 1.78 m in length and 0.85
m in width. The receiver coil is 0.66 m in length and width.
Figure 2 shows the transmitter and receiver coil dimensions,
along with the finite element analysis (FEA) simulation data
points. Figure 3 shows the mutual inductance M acquired
through FEA simulations over the range of x = −152 cm
to x = 152 cm and y = −76 cm to y = 76 cm, where
the origins of transmitter and receiver coils are aligned at
x = y = 0. The air gap between the transmitter and receiver
coil was considered to be 25.4 cm.
As depicted in Fig. 3, the mutual inductance between the
transmitter and receiver coil was the highest at the central limb
(variations in x when y = 0). It reduced with the increase
in misalignment along the y-direction. The FEA simulation
value of mutual inductance was close to 1.7 µH, which meets
the design target of mutual inductance at 1.5 µH. The output
power capability could therefore be determined and is plotted
in Fig. 4, assuming a vehicle DC-link voltage of 800 V and
primary-side LCC tuning and secondary-side series tuning.
Thermal constraints also limit the number of ampere-turns
on the ground coupler and maximum flux density in the
ferrites. Figure 5 shows the simulated steady-state temperature
distribution on the pavement surface and through the roadway
cross-section assuming an ambient temperature of 55°C. The
design was constrained to limit the maximum hot-spot tem-
perature of 100°C. This simulation assumes 100% up-time for
the ground coupler.
Figure 6 shows a map of the critical regions for electromag-
netic field emissions just above the surface of the pavement.
Half of the 12 ft wide lane is depicted. The transmitter meets
the ICNIRP and SAEJ2954 specifications for pacemaker safety
of 15 µT rms at the lane boundary. This indicates that high-
power DWPT systems can be safely implemented in dedicated
highway lanes without causing safety concerns for adjacent
vehicles.
 Fig. 2. 200 kW WPT transmitter and receiver coil dimensions with FEA simulation points.
Fig. 3. Variation of mutual inductance as a function of x and y misalignment
for the 200 kW DWPT system.
Fig. 4. Variation of output power as a function of x and y misalignment for
the 200 kW DWPT system.
Fig. 5. Thermal analysis of DWPT system embedded in concrete with ambient
temperature of 55°C for half of the lane (6 ft width).
Fig. 6. Map of critical electromagnetic field emission regions on the surface
of the roadway; (green) below 15 µTrms, (yellow) between 15 and 27 µTrms;
and (red) above 27 µTrms.
IV. M ODULAR P OWER E LECTRONICS S UBSYSTEM D ESIGN
The power architecture of the proposed high-power WPT
system as shown in Fig. 1 and comprises multiple H-bridges.
The power electronic subsystems and their corresponding
operating conditions for the 200 kW+ dynamic EV charging
system are as follows:
 1) Primary-side inverter: 800 V input, 200 kW, 85 kHz
2) Secondary-side rectifier: 800 V input, 200 kW, 85 kHz
3) Secondary-side DC/DC converter: 800 V input, 400 V
output, 200 kW, 50-100 kHz
These conditions infer that the key requirement is a high-
voltage (800 V), high-frequency (85 kHz) inverter, rectifier,
and DC-DC converter. In the proposed approach, the systems
were devolved into optimally sized power electronic building
blocks based on the available semiconductor modules.
A. Power Semiconductor Module Selection
Based on the operating conditions, three possible SiC-
phase leg modules were identified: CAB450M12XM3 (1,200
V, 450 A), CAB400M12XM3 (1,200 V, 400 A), and
CAS325M12HM2 (1,200 V, 325 A). Based on simulation and
analytical studies, the primary-side high-frequency inverter
has the worst-case operating conditions, so loss analysis was
performed for the three modules considering a single mod-
ule per leg and two paralleled modules per leg. TABLE I
shows that having two modules in parallel leads to slightly
better efficiencies. More importantly, with the single-module
approach, each of the modules was close to the thermal
power dissipation limit, rendering the single-phase approach
infeasible. CAS325M12HM2 (1,200 V SiC-phase leg module
from Wolfspeed with 5 nH package inductance) was selected
for the power electronics building block (phase leg module)
for the primary-side high-frequency inverter, secondary-side
high-frequency rectifier, and secondary-side DC-DC converter.
TABLE I
L OSS ANALYSIS OF POWER SEMICONDUCTOR MODULES FOR 200 K W+
OPERATION AT 85 K H Z
CAB450M12XM3 CAB400M12XM3 CAS325M12HM2
Modules in parallel 1 2 1 2 1 2
Total loss (kW) 4.144 3.879 2.571 2.025 2.299 1.821
Inverter efficiency 0.983 0.984 0.989 0.991 0.990 0.992
B. Decoupling Capacitor Selection
High-frequency operation (85 kHz) resulted in compact
WPT couplers, and faster switching transition times of
SiC modules resulted in high-efficiency operation. A high-
performance decoupling capacitor should be optimally se-
lected and placed as near to the module as possible with
minimal impedance between the capacitor and the module to
supply the energy required for the high-frequency switching
(85 kHz) with short switching transitions (less than 50 ns).
A detailed simulation study was conducted to estimate the
magnitude and frequency component of the current ripple that
the decoupling capacitor should be able to supply to achieve
efficient and safe 85 kHz operation. As indicated in Fig. 7,
the decoupling capacitor must be able to supply a large ripple
current (around 300 A peak) for 250 kW operation. The figure
also shows considerable current at the higher frequency range,
as well including 5.5 A at 1.02 MHz. This current indicates
that a high-frequency operation capacitor with a self-resonant
frequency above 1 MHz is required. The B58033I9505M001
5 µF, 1,300 V PLZT capacitor with a self-resonant frequency
greater than 1 MHz and high ripple current capability was
selected as the decoupling capacitor for the power electronics
building block.
Fig. 7. Simulated decupling capacitor current, voltage, and spectrum of the
current for safe 250 kW operation.
C. Modular High-Current Printed-Circuit-Board Design
A modular approach was developed to construct the power
electronics, as shown in Fig. 8. The building block consisted
of the low-inductance SiC power module CAS325M12HM2,
vertical commutation-loop bus bars, built-in electromagnetic
interference shielding, localized gate drivers, a liquid-cooled
cold plate, and low-inductance PLZT decoupling capacitors.
One building block contained one H-bridge (or two half
bridges). The switching current and electromagnetic interfer-
ence noise were well confined within each building block,
so higher power can be easily achieved by horizontal daisy-
chain connections of the building blocks at the DC+ and DC-
terminals.
Figure 9 also shows the clean switching waveforms achieved
by low loop inductance. The resulting voltage overshoot was
measured to be 85 V over the 750 V DC link. This overshoot
provides an ample margin to the maximum device rating of
1,200 V. The heavy-copper PCB-based bus bar temperature
only rose to 40.7°C when the single building block delivered
85 kW.
Figure 10 shows the computer-aided design model of the
primary-side high-frequency power electronic inverter de-
signed using two of the designed building blocks. The overall
dimensions are 305.6 × 290 × 71 mm, and the volume is
6.29 L, resulting in a power density of 31.78 kW/L. The
theoretically estimated efficiency is 99%. The primary-side
inverter block was practically realized using two building
blocks in an H-bridge setup. Four building blocks were used
to build the secondary-side rectifier and DC/DC converter.
Four half-bridges were used as the rectifier, and the other
four half-bridges were configured as a four-phase interleaved
buck converter for charging control. Figure 11 shows the
computer-aided design model of the designed secondary-side
power electronics, including the high-frequency rectifier and
the four-phase DC-DC converter with the filter components.

Fig. 8. PCB bus bar layout and building block assembly. The PCB bus bar
can symmetrically support two power modules (left and right). The building
block assembly only shows a single power module connection.
Fig. 9. Measured metal-oxide-semiconductor field-effect transistor voltage
and current for a double pulse test with 750 V DC link voltage and gate
signal set to obtain a turn-off current of 244 A.
More details of this SiC building block implementation for the
receiver-side unit can be found elsewhere [6].
Fig. 10. DC/AC inverter units using two building blocks.
V. S YSTEM -L EVEL S IMULATION FOR DWPT C HARGING
The coupler parameters obtained from FEA simulations
were lumped as impedance networks that vary according to
different alignment conditions. The impedance networks were
integrated to the PLECS simulation platform to facilitate the
simulation of the dynamic wireless charging system. The
simulation results are shown in Fig. 14 and Fig. 15. The phase
shift angle of the primary inverter was set to a constant of 180°,
and the secondary DC-DC converter was used to track the
charging current reference. At the beginning of the simulation,
the mutual inductance between the transmitter coil and the
Fig. 11. Rectifier/DC-DC combo unit using four building blocks.
receiver coil was very small, and the DC capacitor voltage on
the on-board side and the output power were almost zero. As
the vehicle approached, the DC capacitor voltage increased
following the increase of the mutual inductance. When the
DC capacitor voltage reached 450 V, the secondary DC/DC
converter activated, and the output power ramped up and stabi-
lized at the targeted value of approximately 200 kW. After the
vehicle drove away, the DC capacitor voltage decreased; when
the voltage was below 450 V, the secondary DC/DC converter
stopped transferring power to the battery. Thus, during the
charging process, the operation status of the secondary DC/DC
converter only depended on the DC capacitor voltage, and
no wireless communication was required to coordinate the
operations of the primary-side inverter and secondary DC/DC
converter.
Fig. 12. Primary-side DC/AC inverter input and output voltage (V) and current
(A) over a dynamic charging event on one 200 kW transmitter coil.
VI. E XPERIMENTAL R ESULTS
The transmitter and receiver coils shown in Fig. 2 were
assembled using 3C95 ferrite bars, AWG 2–equivalent Litz
wire for the transmitter, AWG 4–equivalent Litz wire for
the receiver, and additively manufactured wire holders. The
transmitter coil will be assembled, and MasterFlow concrete
will be poured over it in a controlled environment to build
a precast concrete block embedded with transmitter coil. The
prototypes of 200 kW ground-side transmitter and receiver
 coils are shown in Fig. 16 and Fig. 17, respectively. The
long lead length shown in Fig. 16 was designed so that it
can traverse the length of the electrified lane to connect to
the ground-side power electronics assembly placed by the
roadway. The full system setup is shown in Fig. 18.

Fig. 13. Zoomed-in waveform of the primary-side DC/AC inverter input and
output voltage (V) and current (A) over a dynamic charging event on one
200 kW transmitter coil.
Fig. 16. Fabricated 200 kW transmitter coil.

Fig. 14. Secondary-side DC-DC converter input voltage, rectifier input current
(A), DC link capacitor current (A), filter inductor current (A), and output Fig. 17. Fabricated 200 kW receiver coil.
power (W). Note the smooth output power transfer profile.

Fig. 18. Test setup of the 200 kW WPT system.

Fig. 15. Zoomed-in waveforms of the secondary-side DC-DC converter The WPT system (excluding the DC/DC converter) was first
input voltage, rectifier input current (A), DC link capacitor current (A), filter tested separately; the tested waveforms are shown in Fig. 19.
inductor current (A), and output power (W). The two H-bridges for the DC/AC inverter achieved good
current sharing (194.7 and 176.6 A) at the primary side. The
receiver side achieved excellent current sharing (140.0 and
139.8 A). At 700 V input, the WPT system received 736 V
and 186 kW after the rectifier and achieved 93.27% efficiency.
Fig. 19. WPT waveforms tested at 700 V input and 736 V output at 186 kW.
The DC/DC converter was tested to the full 200 kW power.
The waveforms are shown in Fig. 20. The interleaved inductor
current was clearly observed with a 90°phase shift between
adjacent phases. Current balancing among all four phases
was very well maintained. The measured efficiency under this
condition was 98.67%.
Fig. 20. DC/DC stage waveforms tested at 750 V input and 400 V output at
182 kW.
After combining the WPT and DC/DC converter, the overall
system tests were conducted. The test results at 120 kW are
shown in Fig. 20; the overall efficiency reached 91.31%.
VII. C ONCLUSION
In this paper, we presented the design of a 200 kW dynamic
wireless charging system for EVs. The experimental results
show over 93.27% WPT efficiency from the DC input to 186
kW DC output (after the rectifier). Considering a post–battery
charging control stage, which was implemented by a validated
98.67% efficient four-phase buck converter, the overall system
efficiency is expected to be approximately 92% at 200 kW.
Fig. 21. Power analyzer screenshot of the complete system test at 120 kW
including both WPT system and post DC/DC regulator.
The complete system was experimentally validated by testing
at 120 kW, which measured 91.31% efficiency.
ACKNOWLEDGMENT
This research used resources available at the Power Elec-
tronics and Electric Machinery Research Facility located at the
National Transportation Research Center, a US Department of
Energy Energy Efficiency Renewable Energy User Facility
operated by Oak Ridge National Laboratory (ORNL). The
authors would like to thank David Smith (ORNL), Burak
Ozpineci (ORNL), and Lee Slezak (US Department of Energy)
for their support of this work; Randy Wiles and Jon Wilkins for
building the coils and other mechanical fixtures; Larry Seiber
for building the power electronics hardware; and Cliff White
for assembling the DSP platform. This work is completed
under the US Department of Energy Vehicle Technologies
Office–funded High Power and Dynamic Charging of EVs
project.
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