The Journal of Engineering

The 14th IET International Conference on AC and DC Power

Transmission (ACDC 2018)

Simulation of the magnetic coupling eISSN 2051-3305

Received on 28th August 2018
Accepted on 19th September 2018
phenomena in electric vehicle wireless E-First on 17th December 2018
doi: 10.1049/joe.2018.8667
charging www.ietdl.org

Zhong Zheng1, Ruya Song1 , Xiaohua Huang2, Jinxing Xu2, Chao Gao2
1BeijingKey Laboratory of High Voltage and EMC, North China Electrical Power University, Beijing, 102206, People's Republic of China
2ChinaElectric Power Research Institute, Beijing, 100085, People's Republic of China
E-mail: 17778027330@163.com

Abstract: In recent years, wireless charging technology for electric vehicles has aroused widespread concern in the industry.
The technology has the advantages of flexibility and convenience, safe operation and low maintenance cost, and is one of the
development trends of charging and discharging technology for electric vehicles in the future. The author summarises the
current research status from the most crucial aspects of the magnetic coupling structure of wireless charging systems of electric
vehicles, which are the transmission coil structure and the resonance compensation network. Finally, the author put forward the
urgent problem to be solved at present is the interoperation problem of the magnetic coupling mechanism in different technical
routes. Finally, a magnetic field analysis model based on finite element calculation is established, which provides a tool for the
interoperability research of magnetic coupling mechanism.

1 Introduction coupling structure of the wireless charging system of the electric

Nikola Tesla, the earliest proponent of wireless power transmission
in the world, has been called the father of wireless power
transmission. [1] Brown of Raytheon Company in the 1960s made
a great deal of wireless power transmission research, which laid the
experimental foundation for wireless power transmission. In the
1990s, Professor John Boys of the University of Auckland in New
Zealand conducted a great deal of research on electromagnetic
coupling-induced wireless power transmission system, which
started the craze of wireless power transmission technology. In
June 2007, MIT successfully illuminated 60 W light bulbs about 2 
m away from the power source using electromagnetic resonance, a
technique known as WiTricity. [2]
According to the different transmission mechanism, wireless
power transmission technology is mainly divided into two types of
magnetic field coupling and electromagnetic radiation, the
magnetic field coupling mainly includes magnetic induction
coupling and magnetic coupling resonance, the electromagnetic
radiation mainly includes microwave radiation and laser [3]. The
magnetically coupled resonant wireless power transmission
technology utilises the resonance principle of the coil so that the
power can obtain larger power and higher efficiency when
transmitted at a medium distance, and the power transmission is
not affected by space non-magnetic obstacles [4]. Suitable for
electric vehicle wireless charging system [5], air gap, high
efficiency and high-power technical requirements [6]. It is widely
used in electric vehicle wireless charging system.
The car's motion status is mainly divided into two categories:
static wireless charging system and dynamic wireless charging
system. The magnetic coupling structure of the static electric
vehicle wireless charging system mainly includes the coil structure
and the compensation network structure. Here, the magnetic
Fig. 1  Magnetic coupling resonant wireless power transmission
technology schematic
vehicle [7] is mainly reviewed from two aspects of the coil
structure and the compensation network structure.
The article puts forward that the urgent problem to be solved in
the wireless charging system of stationary electric vehicle is the
interoperation problem of the magnetic coupling mechanism in
different technical routes. This paper uses comsol simulation
software to establish a magnetic field analysis model based on
finite element calculation, which provides a tool for the
interoperability research of magnetic coupling mechanism.
2 Principle of magnetic-coupled resonant
wireless power transmission technology
In 2007, MIT's Professor Marin Soljacic team found that the
transmission distance can be further increased by adding a tuning
network at the transmitting end and the receiving end of a
traditional magnetic-inductively coupled transmission manner.
When the excitation frequency in the circuit is equal to the natural
frequency of the circuit, the amplitude of the electromagnetic
oscillation in the circuit will peak. [8] (see Fig. 1)
Electric vehicle wireless charging system works: Power
frequency AC through the rectifier circuit into DC, and then turned
into 85 kHz AC, through the primary compensation network [9] so
that the coil loop resonance. The high-frequency alternating current
in the transmitting coil generates an alternating magnetic field in
the space, correspondingly, the AC voltage is induced in the
receiving coil [10]. Through the secondary compensation network,
the receive coil loop resonates [11]. At this point, the system has
the maximum transmission power and efficiency. Finally, high-
frequency AC through the rectifier circuit into direct current to
charge the battery [12].
3 Wireless charging system transmission coil
structure types
The transmission coil is a key component of the magnetic coupling
structure of a wireless charging system of an electric vehicle. The
performance of the transmission coil will determine the key
technical indicators such as transmission distance, power and
efficiency of the system. In the study of the type of coil structure,
many research institutes at home and abroad have achieved
remarkable results.

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Fig. 2  American Oak Grove National Laboratory developed the disc-
shaped coil
Fig. 3  Disc-shaped coil structure
Fig. 4  DD type coil structure
The American Oak Forest National Laboratory [13] started the
research and development of a wireless charging system for
electric vehicles from 2009. Using a disk-shaped coil structure as
Fig. 2, they developed an electric vehicle wireless charging system
with an output of 6 kW. Over 97% of the coil efficiency is achieved
at a transmission distance of 15 cm. The system is simple in
structure and stable in performance, but there is a problem that the
amount of magnetic core is large.
In 2011, the Wireless Charging Technology Research Team of
Auckland University of New Zealand conducted an optimised
design of disk-shaped coil shape, coil width, disk size, core size
and configuration. Finally, a disk-shaped coil mechanism as shown
in Fig. 3 is designed. Magnetic flux distribution in all directions,
anti-migration ability.
In 2013, the research team combined the advantages of a flux
tube with a disk-shaped coil structure and proposed a two-coil,
side-by-side magnetic induction coupling mechanism [14]. Arrange
the two coils in series side by side so that the currents in the two
coils are in the opposite direction. Known as the DD-type coil, this
single-sided flux-type coupling mechanism greatly improves the
coupling coefficient. Its structure is shown in Fig. 4.
Although the disk-shaped coil and the DD coil can achieve
efficient transmission under ideal conditions, there is actually a
misalignment of the transmitting and receiving coil due to the
parking position offset. To solve this problem, the University of
Auckland proposed DDQ coil structure. Add a Q coil to the DD
coil. DD coil and Q coil orthogonal, respectively, the magnetic
field generated by each other. Two coils are output, the output after
rectification and then in parallel (see Fig. 5).
J. Eng., 2019, Vol. 2019 Iss. 16, pp. 2174-2179
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Fig. 5  DDQ type coil structure
Fig. 6  BP coil
Fig. 7  Moon proposed by the Korea Institute of Science and Technology of
the three-coil coupling mechanism
Further, the research team proposed a coil [15] of Bipolar Pad
(BP) structure as shown in Fig. 6. The two coils in the BP coil are
decoupled from each other and can be controlled independently.
The BP coil as the receiving end can increase the anti-offset ability
of the system to obtain better lateral offset tolerance than the
original circular coil coupling mechanism and greatly increase the
range of the effective charging area of the wireless charging
system. When used as a transmitter, different control modes can be
used for different load coil structures [16].
On the basis of the disk-shaped coil, Moon [17] at the Korea
Academy of Science and Technology introduced a small repeater
coil placed coaxially to the transmitting coil into the system. On
the one hand, the transmission distance of energy is improved; on
the other hand, the coupling coefficient is increased and the
transmission efficiency is correspondingly improved. The system
achieves more than 95% DC–DC efficiency under the transmission
distance of 20 cm. However, there is no in-depth design and
optimisation of the anti-offset ability of the system (see Fig. 7).
Takanashi, Saitama University, Japan [7] adopted a coil
structure different from a disk-shaped or DD-type coil. He
proposed a flux tube coil based on an H-shaped core as shown in
Fig. 8 and developed an electric vehicle wireless charging system
with 3.3 kW output power. Since the main magnetic flux of the
flux tube coil is horizontal, the biggest advantage of the system is
that it has a strong anti-offset ability in the horizontal direction and
2175

Fig. 8  Japan Saitama University developed H-type coupling mechanism
Fig. 9  DLDD winding method and coil structure
Fig. 10  The expansion arm core structure and winding hybrid structure
(a) Expansion arm core structure, (b) Winding hybrid structure
a compact structure. System efficiency up to 90% at 20 cm
transmission distance.
Chongqing University will be four D-coil series, known as the
DLDD structure. The structure of the coil is shown in Fig. 9. The
structure has a good anti-offset capability, when the coil size of 60  structure of wireless charging system, the output power of 30 kW,
cm × 60 cm, horizontal offset 20 cm, the transmission efficiency is
still 82.3%.
Nanjing University of Aeronautics and Astronautics and ZTE
new energy vehicles cooperation has put forward with the
expansion arm core structure and winding hybrid structure,
respectively, as shown in (a) and (b) below. Fig. 10a uses two
large-area magnetic core as a pole, reducing reluctance. Fig. 10b is
added in the middle of Fig. 10a a solenoid winding. Increase the
coil coupling coefficient. The structure of Fig. 10b is applied to
ZTE new energy vehicles, charging efficiency over 90%.
4 Wireless charging system compensates
network topology
Compensation network is also a key part of wireless charging
system for electric vehicles [18]. According to the resonant
capacitor and the coil, connection can be divided into four basic
compensation circuit, namely Series-Series (S/S), Series-Parallel
(S/P), Parallel-Series (P/S) and Parallel-Parallel (P-P)(see Figs. 11–
14).
Research institutes at home and abroad have done a great deal
of research on the resonance compensation network.
Korea Institute of Science and Technology designed wireless
charging system using (S/S) structure, the output power of 27 kW,
air gap 20 cm, the system maximum efficiency of 74%. At the
same time, Juan L. Villa, University of Zaragoza, also used this
compensation topology to design a wireless charging system with
an output of 2 kW and an air gap of 15 cm with a maximum system
efficiency of 82%. Japan's Waseda University designed using (S/P)
2176
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Fig. 11  S-S
Fig. 12  S-P
Fig. 13  P-S
Fig. 14  P-P
Fig. 15  Juan L. Villa et al proposed (SP)/(S) compensation topology
Fig. 16  LCL-LCL resonance compensation structure proposed by the Boys
team
air gap 10 cm, the maximum efficiency of 92% of the system.
In addition to the above four basic compensation networks,
researchers also improved and optimised the compensation
network according to actual needs, and designed other types of
compensation networks [19]. Juan L. Villa et al., University of
Zaragoza, Spain, designed a series/parallel (SP)/series (S)
compensation topology for the problem that the degree of coil
alignment affects the transmission performance of the WPT
system. Its structure is shown in Fig. 15. The structure combines
the characteristics of S/S and P/S two structures. Suitable for
wireless mobile charging system that may appear serious
misalignment. However, under the conditions of maximum power
transmission, the transmission efficiency of the WPT system is low
when the primary side adopts the series compensation topology.
University of Auckland Boys team [16] proposed a unit power
factor receiver, the use of LCL-LCL resonant compensation
structure of the WPT system so that the transmitter coil current
remains constant and always in the maximum excitation state, very
suitable for one to many, a number of vice Edge of the power
supply occasions. The LCL resonant compensation structure at the
receiver enables constant current output and unity power factor,
and the transmitter inverter only needs to provide the active power
required by the load. At the same time, the resonant frequency is
constant. Has nothing to do with the coupling coefficient, nor with
the load. The structure shown in Fig. 16.
Tongji University believes that only the charge current of the
LCCL-LCCL topology does not change with the load. This feature
of LCCL-LCCL facilitates optimal charge strategy control (such as
constant current charging, constant power control, etc.) for power
batteries in different charging stages. The resonant compensation
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Fig. 17  LCCL-LCCL resonance compensation structure of Tongji
University
Fig. 18  Three-dimensional model of a magnetically coupled structure
inductance of the topology on the primary side and the secondary
side can provide two degrees of freedom for designing the
electromagnetic coupling mechanism for system design. Therefore,
the LCCL-LCCL resonance compensation structure of this
resonant topology as a wireless charging system of electric vehicles
electromagnetic coupling mechanism of the main topology (see
Fig. 17).
Domestic and foreign research institutes have conducted a
certain degree of researches on the influence of various
compensation network electrical parameters on the output
characteristics of the system. The compensation topology for
wireless charging of electric vehicles has advantages and
disadvantages, and adaptability to different charging needs. At
present, the influence of the primary and secondary sides adopting
different resonance compensation network topologies on the output
performance of the system has not yet been studied in depth. As a
result, research institutes have also failed to agree on the choice of
compensation network.
5 Issues that need resolving
For the magnetic coupling structure of the wireless charging
system of electric vehicles, there is no research on compatibility of
the magnetic coupling structure of different technology routes at
home and abroad. Therefore, the interoperability problem of the
magnetic coupling mechanism with different technical routes is a
problem to be solved urgently in the wireless charging system of
the electric vehicle. To solve this problem, we must start from two
aspects. First, to solve the problem of compatibility of the coils of
different technical routes; second, to solve the compatibility
problem of the resonant compensation network topologies with
different technical routes. This article provides a way to solve the
problem.
6 Magnetic field analysis model based on finite
element calculation
COMSOL Multiphysics is a multiphysics engineering simulation
platform integrating electromagnetic, structural mechanics,
acoustics, fluid, heat transfer and chemical engineering. One of the
‘AC/DC modules’ can be used to understand and predict the
magnetic field distribution of the magnetic coupling structure and
power loss. All modelling equations in the platform are based on
the Maxwell's equations or their subsets and combined with many
material laws. The model built has set two predefined physics
interfaces for magnetic and electrical circuits, combining fully
distributed electromagnetic field modelling with a simplified
J. Eng., 2019, Vol. 2019 Iss. 16, pp. 2174-2179
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Table 1 Transmission coil 3D space model parameter table
Primary Secondary
structure structure
wire cross-sectional area, 1 × 10−6 1 × 10−6
m2
number of turns of the coil 8 10
conductivity, S/m 6 × 10−7 6 × 10−7
Frequency, Hz 85,000 85,000
input current, A 20 /
coil centre point 0, 0, −4.9 0, 0, 4.9
coordinates (xyz), cm
Fig. 19  Resonance compensation network circuit
circuit-based modelling. Analyse and calculate the magnetic field
of the magnetic coupling structure.
The three-dimensional model of the magnetic coupling structure
is established in the magnetic field interface (as shown in Fig. 18).
For the parameter settings, see Table 1.
From the bottom up are the primary shielding aluminium plate,
primary ferrite core, primary coil, secondary coil, secondary ferrite
core and secondary shield aluminium plate.
In the circuit interface to build resonant compensation network
topology, the circuit is shown in Fig. 19 and the parameters are
shown in Table 2
The use of magnetic field and circuit interface to the
transmission coil structure model and resonance compensation
network linked to calculate the distribution of the magnetic field
(Figs. 20–26) and its coil parameters as shown in Table 3.
In order to clearly see the distribution of the magnetic field, the
curves of the middle line of the model along the XYZ direction are,
respectively, made as shown in Figs. 27–29. Then the three curves
in the same coordinate system are drawn, the relationship between
the numbers of relations is shown in Fig. 30.
Through this model, we can intuitively see: the magnetic field
distribution on the ferrite core is denser, indicating that the ferrite
has a good magnetic focusing effect, which is conducive to the
coupling of the transmission coil at both ends. As can be seen from
the four graphs, due to the effect of the ferrite and the aluminium
plate, the magnetic flux density in the region other than the
transmission coil is small. It can be concluded that the transmission
coil leakage of magnetic field to the outside world less, ferrite core
and aluminium plate played a very good magnetic field shielding
effect. It can be seen from the curve along the XY direction that the
magnetic flux density in the place where the coil is distributed is
much higher than that in the place where no coil is distributed. It
can be seen that the coil distribution has a decisive effect on the
magnetic field distribution. From the curve along the Z direction, it
can be seen that the magnetic flux density near the secondary coil
is higher than the magnetic flux density near the primary coil
because the area of the secondary coil is much smaller than that of
the primary coil. From the comparison chart of the three curves in
the same coordinate system, it can be seen that the magnetic flux
density along the Z direction in the model line is far less than that
in the XY direction. This is due to the fact that the coil is a toroidal
coil with no coil distribution at the centre. In addition, detailed
electrical parameters of the coil can be obtained with this model.
Can form a contrast with the experimental data complement each
other to ensure the reliability of the data.
By adjusting the model parameters, we can calculate the
magnetic field distribution and the output parameters of the
magnetic coupling structure of various technical routes. Reference
to these parameters can be more targeted for magnetic coupling
structure interoperability test platform to build, on the contrary, you
2177
Table 2 Resonance compensation network circuit parameters
C1, pF L1, uH R1, Ω C2, pF L2, uH R2, Ω
81,645 42.941 0.368 150,721 23.261 0.5

Fig. 20  Overall magnetic field distribution

Fig. 21  Primary magnetic field distribution Fig. 24  Secondary coil magnetic field distribution

Fig. 22  Primary ferrite core magnetic field distribution Fig. 25  Magnetic field distribution diagram of secondary ferrite core

Fig. 23  Primary shielding aluminium magnetic field distribution Fig. 26  Secondary shield magnetic field distribution

can also use the experimental test data to correct the model, the
model closer to the actual situation. Therefore, this model provides
a train of thought for the study of the interoperability of magnetic
coupling structures.
7 Conclusion
Electromagnetic vehicle wireless charging system magnetic
coupling structure is a complex non-linear system. Further
performance improvement requires further exploration and analysis
on the issues of essential science and common technology systems.
We can conclude a more universal technical solution. This paper
summarises the current status of the magnetic coupling structure of
the static electric vehicle wireless charging system. The current
research progress is summarised and summarised from two aspects

2178 J. Eng., 2019, Vol. 2019 Iss. 16, pp. 2174-2179

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Table 3 Output parameter table system, the compatibility of the magnetic coupling structure of
Primary coil Secondary coil different technical routes will become the main focus of future
inductance, uH 42.941 23.261 research.
coil power, W 73.650 28.689
reactance, Ω 22.933 12.423 8 Acknowledgment
admittance value 699.9 – 43593i −3234.4 – 43593i Supported by the National Key R&D Program of China
Φ, Wb 7.72 × 10−5 5.95 × 10−5 (2016YFB0101900) Project supported by State Grid corporation of
China Science and Technology Project (DG71-16-003)

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Fig. 30  Comparison of three curves in the same coordinate system

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