An Efficient Wireless Charger for Electric Vehicle

Battery Charging
Jitendra Kumar Nama Arun Kumar Verma
Department of Electrical Engineering Department of Electrical Engineering
Malaviya National Institute of Technology Malaviya National Institute of Technology
Jaipur, India Jaipur, India
jknama1000@gmail.com arun.ee@mnit.ac.in

Abstract— The selection of battery charger technology at 100 kHz frequency, and above 90 % efficiency is achieved.
provides a higher platform for electric vehicles (EVs) in the The input stage with power factor correction (PFC) using
market. Recent trends are towards the inductive power transfer SEPIC converter topology with 150 kHz frequency obtained
(IPT) based EV battery chargers (EVBCs) as it is a convenient higher productivity and reduced component size [11]
and safe solution over conventional plug-in EVBC. The compared with [12]. In [13], VFSC for dynamic charging
currently available IPT system utilizes soft switched power application has been presented an optimum solution at 141.6
electronic converters while maintaining a near sinusoidal kHz frequency. The presented variants of series C-C
current for a limited power transfer range. In this paper, an compensation based topologies suffer a loss of soft switching
improved ZVS IPT topology and it’s switching pattern is
for variable load conditions and need sophisticated control
proposed. ZVS is achieved by optimizing the classical series
compensation and additionally, an auxiliary network is
algorithms to achieve required efficiency.
employed to achieve wide-range performance independent of In this paper, the proposed topology utilizes classical
loading conditions. The proposed concept is verified by using series compensation with a small size auxiliary component to
MATLAB/ SIMULINK based simulations for resistive and ensure ZVS in ant load variations. Fig. 1 shows the general
battery load. An efficiency of 92.5\% is achieved with ZVS for overview of the proposed topology in which two stages of the
a full dynamic power transfer range of 300 W to 3000 W. converter have been controlled by using modified pulse width
modulation (MPWM) separately.
Keywords—Battery chargers, electric vehicles (EVs), inductive
charging, soft switching, wireless power transmission, DC-DC The proposed topology offers a constant output voltage
power converters. even if the input is subjected to a wide range of voltage
variations. The output current can easily be controlled from
I. INTRODUCTION (HEADING 1) the input side voltage, which eliminates the requirement of a
The harmful effects of incremental per capita fuel high-power processor for controlling operation. Therefore, the
consumption result in temperature rise and global warming. A high-power digital signal processor (DSP) is not required, i.e.,
partial but effective solution is selected as a gradual reduction the cost for the converter is effectively reduced. The pulses are
in the carbon footprint of each individual by adopting green generated at 85 kHz switching frequency in MPWM mode to
energy-based electric transportation systems [1] – [3]. achieve ZVS to deliver power up to 3 kW, and performance
However, electric vehicles (EVs) yet facing challenges in results are presented. Rest of the paper is organized into
economy, driving range, fuel efficiency, battery, and its following sections, the operating principle of the proposed
charger technology [4], [5]. The user of battery chargers converter is discussed in section II. The study of circuit
embrace onboard, off-board or plugin, and contactless parameter design is presented in section III. Simulation results
chargers based on its cost, efficiency, convenience, and safety. are discussed in section IV, and the conclusion has been made
Nowadays, contactless inductive power transfer (IPT) based in Section V.
chargers expending its market because of its safety,
convenience, performance, reduced battery size and
adaptability [3] – [6].
The performance of the IPT system predominantly
depends on network construction of DC-DC converter
exercising loosely coupled transformer Since the high leakage
inductance prevents power transfer to a large extent [7], [8].
Therefore, a leading power factor impedance network is
essential to resolve the high circuit impedance issues. A
standard has been set by the society of automotive engineers
(SAE) J2954 for resonance frequency at 85$\pm$5$\%$ kHz
for a light-duty passenger vehicle. Human safety has insights
into IEEE C-95.1-12345- 2014 from the high-frequency
magnetic field [5], [9].
The VF series compensation (VFSC) is the preferable
topology by industries because it decouples variations in
mutual inductance independent of compensation capacitor
[10] – [13]. In [10], A 2 kW solution for VFSC was presented
Fig.1: General network configuration for EV battery charger.
The authors gratefully acknowledge the grant given by TEQIP-III (F(15)
TEQIP-III/MNITJ/2019/911/(21)) to carried out this research work.

978-1-7281-6664-3/20/$31.00 ©2020 IEEE

Authorized licensed use limited to: University of Exeter. Downloaded on June 23,2020 at 04:40:17 UTC from IEEE Xplore. Restrictions apply.
 II. OPERATING PRINCIPLE OF THE PROPOSED CONVERTER
The proposed DC – DC converter configuration is shown
in Fig. 2. The proposed DC – DC converter designed using
enlisted devices:
• DC power supply consisting input DC source VDC
parallel with split capacitors Ca1, Ca2.
Fig. 2: Proposed network configuration for EV battery charger.
• H-Bridge inverter consisting Active switches S1, S2,
S3, S4, parallel parasitic capacitance CS1, CS2, CS3, CS4,
and anti-parallel body diode D1, D2, D3, D4
respectively.
• Auxiliary network made by transformer TA, and
inductor LA.
Fig. 3: Operating modes of proposed battery charger topology (a) interval I, (b) interval II, (c) interval III, (d) interval IV, (e) interval V, (f) interval VI, (g)
interval VII, (h) interval VIII.
Authorized licensed use limited to: University of Exeter. Downloaded on June 23,2020 at 04:40:17 UTC from IEEE Xplore. Restrictions apply.
• IPT network which includes transmitting coil
inductance L1 and its compensating capacitance C1
with receiving coil inductance L2 and its
compensation capacitance C2.
• Rectifier circuit made by diodes D5, D6, D7, D8 and
filter capacitance CF.
The following assumptions are considered to understand
the operating principle of the proposed converter better:
• All passive and active devices, i.e., capacitors,
transformer, DC source, switches, diode are
considered ideal.
• Ca = Ca1 = Ca2, CF are large enough to such that
voltage at input terminals of H-bridge inverter and at
the output of rectifier is constant.
• Electrical series resistance of inductor and capacitors
are neglected.
• Inter-winding capacitance of inductor is neglected.
The steady state operation of the proposed topology is
divided into eight intervals (I to VIII) as shown in Fig. 3, and
the operation waveforms are shown in Fig. 4.
 Fig. 5: Operation of resonant primary network in positive half cycle.

Interval IV (t3 ≥ t > t4): In this mode, S1 and S2 both are on

to complete the path from source to primary side of IPT
network. Current I L1 follows the sinusoidal wave shape
regrading ant loading conditions, and voltage across S1, S2 are
zero.
In the proposed topology, the negative half modes are
exactly the reverse of positive half modes. The primary
operating waveform of the proposed topology is shown in Fig.
4. the applicable criteria that follow.
III. PARAMETER DESIGN
A. Compensation Capacitance
The following expression is used to calculate the value of
series compensation capacitance.
1
C= (1)
ω02 L
where L is the compensated inductance, and C is
compensation capacitance.
B. Transmitter coil current
The calculation of I L1 has been done in S1 (positive half
cycle of transmission coil current). Fig. 5 presents the
simplified primary network for calculation of ω0 and switch's
on-time TON.
By using KVL in simplified primary network shown in
Fig. 5.
diL1 (t ) 1
t

C1 0 1
L1 + R1iL1 (t ) + iL (t ) ⋅ d (t ) = u AB (t ) (2)
dt
Fig. 4: Main operating mode waveform of proposed converter.
By solving and simplifying (2) the output current
Interval I (t0 ≥ t > t1): At the starting of this mode, S3 is
waveform is given as:
turned off when S1 and S2 are already off, and S4 is conducting.
The dominant inductance L1 is now in cut off from DC power iL1 (t ) = eat  K1 cos ( at ) + K 2 cos ( bt )  (3)
source. Therefore, I L1 forces the change in I LA1 , and I LA 2
which results in decrement I S4 . I L1 turns on the diode D2 for where a = ( − R1 2 L1 ) , b = (a)
2
− 1 L1C1 , and K1, K2 are
ZVS turn on for next cycle. constants which can be derived from network initial
Interval II (t1 ≥ t > t2): This mode is started after near ZCS conditions.
turn off of S4 while other switches are already off. The The other solution of (2) is given by solving in the
dominant lagging current I L1 finds its path by turning on frequency domain using Laplace transform, where
diodes D1, D2 for next ZVS turn on. 2e a L1 4 L1 − R1 L1C1
K1 = 1 − , K2 = , and
Interval III (t2 ≥ t > t3): In this mode of operation, S2 is 4 L1 − R C1 2
2 L1 C1
1
turned on, and all other switches are off. The current I S2 shifts
4L1 − R12 C1
from D2 to S2. K3 = .
R1 C1

Authorized licensed use limited to: University of Exeter. Downloaded on June 23,2020 at 04:40:17 UTC from IEEE Xplore. Restrictions apply.
Fig. 6: Simplified circuit to determine auxiliary component parameter.

iL1 (t ) = K1 sin ( K 2 (t ) + tan −1 ( K3 ) ) (4)

The current peak and first zero crossing (TZ) in the circuit
is determined by using (4). Unity power factor condition is
used to decide the leg on time TON.oft Word, Letter file.
C. Auxiliary Components
The value of auxiliary capacitors is decided in such a way
that they maintain the constant voltage at the input of the
converter. Meanwhile, the auxiliary inductors act as a constant
current source during peak and dead time condition. LA1, LA2
holds a sudden change in UAB and provides a return path to
inductor L1's current. Fig. 6 shows the simplified circuit for the
calculation of auxiliary components [7].
Applying KVL in Fig. 6 network,
ΔiLA1 1 1
LA1 − ΔiLA1 Δt − ΔiLA 2 Δt = 0 (5)
Δt Ca Ca

ΔiLA1 1 1
LA 2 + ΔiLA1 Δt + ΔiLA 2 Δt = 0 (6)
Δt Ca Ca
By using equations 5 and 6, Δt and Ca = Ca1 = Ca2 are
calculated, Δt is the time when the diode of a switch is on
makes it go ZVS turn on. The total turn-on time includes for a
lower leg switch (S4, S2) in half cycle is TON + Δt. These
designed parameters provide ZVS for all four switches. The Fig. 7: Simulation results of proposed network configuration.
parameters used in the simulation are described in Table I.
IV. RESULTS AND DISCUSSION
The simulation of a proposed topology has been done in
MATLAB/ Simulink by using principal components, and their
values are shown in Table 1. The simulation parameters are
obtained from component data-sheet and laboratory based
measurements.
Fig. 7 shows the converter characteristics for various
operating modes and supports the claims made in theoretical Fig. 8: Output load characteristic of primary network.
analysis. The switch currents shows that ZVS is Achieved.
The auxiliary network supplies the switch’s current in all
switch off period for next successful ZVS. The lagging current
supplied by the auxiliary inductor-capacitor branch maintains
ZVS for lite to heavy load conditions. The voltage across the
C1 rises up to 500 V AC which requires rated voltage 1500 V
DC. The efficiency variations for different load conditions are
shown in Fig. 8. The resistive load has its efficiency rise up
quickly and maintains for full load range. However, battery
load maintains more than 92.5 % efficiency for its 90 % load
range reaching maximum 94.15 % at 1.21 kW loading. The
performance of the converter for the resistive load is shown in
Fig. 9 and for battery load in Fig. 10. Fig. 9: Output characteristic for resistive load.

Authorized licensed use limited to: University of Exeter. Downloaded on June 23,2020 at 04:40:17 UTC from IEEE Xplore. Restrictions apply.
 TABLE I. TABLE TYPE STYLES hydrogen fuel cell vehicles,” Journal of Power Sources, vol. 159, no.
2, pp. 1186–1193, 2006.
Specifications Symbol Part No.
Switching frequency f 85 kHz [2] J. K. Nama, M. Srivastava, and A. K. Verma, “Modified inductive
power transfer topology for electrical vehicle battery charging using
DC Capacitor 2Ca 220 µF
auxiliary network to achieve zero-voltage switching for full load
Auxiliary inductor LA1, LA2 47 µH
variations,” IET Power Electronics, vol. 12, no. 10, pp. 2513–2522,
Nominal power 1.2 kW
2019.
Nominal voltage 150 V
Nominal leakage inductance 0.4 µH [3] S. B. Peterson, J. Whitacre, and J. Apt, “The economics of using plug-
Magnetizing resistance 20 kΩ in hybrid electric vehicle battery packs for grid storage,” Journal of
Magnetizing inductance 8 mH Power Sources, vol. 195, no. 8, pp. 2377–2384, 2010.
Primary coil inductance L1 232 µH [4] B. Nykvist and M. Nilsson, “Rapidly falling costs of battery packs for
Secondary coil inductance L2 232 µH electric vehicles,” Nature climate change, vol. 5, no. 4, p. 329, 2015.
Coefficient of coupling M 0.16 [5] M. Yilmaz and P. Krein, “Review of charging power levels and
Compensation capacitor primary coil C1 15.4 nF infrastructure for plug-in electric and hybrid vehicles and commentary
Compensation capacitor secondary coil C2 15.4 nF on unidirectional charging,” in IEEE International Electrical Vehicle
Electrical series resistance of primary coil R1 200 mΩ Conference, 2012.
and compensation capacitor [6] Y. Zhou, M. Wang, H. Hao, L. Johnson, and H. Wang, “Plug-in electric
Electrical series resistance of secondary coil R2 200 mΩ vehicle market penetration and incentives: a global review,” Mitigation
and compensation capacitor and Adaptation Strategies for Global Change, vol. 20, no. 5, pp. 777–
Switch peracetic capacitance CS1, CS2, 870 pF 795, 2015.
CS3, CS4
[7] M. Pahlevaninezhad, P. Das, J. Drobnik, P. K. Jain, and A. Bakhshai,
Switch on resistance 270 mΩ
“A novel zvzcs full-bridge dc/dc converter used for electric vehicles,”
Rectifier diode on state voltage drop 0.45 V
IEEE Transactions on Power Electronics, vol. 27, no. 6, pp. 2752–
Diode on state resistance 80 mΩ
2769, 2011.
Filter Capacitance CF 47 µF
Battery type Li-Ion [8] G. N. B. Yadav and N. L. Narasamma, “An active soft switched phase-
Battery voltage VB 120 V shifted full-bridge dc–dc converter: analysis, modeling, design, and
Load resistance 19 Ω implementation,” IEEE Transactions on power Electronics, vol. 29, no.
Switch S1, S3 pulse duty cycle 44 % 9, pp. 4538–4550, 2013.
Switch S2, S4 pulse duty cycle 48 % [9] A. Ahmad, M. S. Alam, and R. Chabaan, “A comprehensive review of
wireless charging technologies for electric vehicles,” IEEE
Transactions on Transportation Electrification, vol. 4, no. 1, pp. 38–
63, 2017.
[10] M. Ibrahim, L. Pichon, L. Bernard, A. Razek, J. Houivet, and O. Cayol,
“Advanced modeling of a 2-kw series–series resonating inductive
charger for real electric vehicle,” IEEE Transactions on Vehicular
Technology, vol. 64, no. 2, pp. 421–430, 2014.
[11] C. Shi, A. Khaligh, and H. Wang, “Interleaved sepic power factor
preregulator using coupled inductors in discontinuous conduction
mode with wide output voltage,” IEEE Transactions on Industry
Applications, vol. 52, no. 4, pp. 3461–3471, 2016.
[12] S. Wang, J. Chen, Z. Hu, C. Rong, and M. Liu, “Optimisation design
for series–series dynamic wpt system maintaining stable transfer
power,” IET Power Electronics, vol. 10, no. 9, pp. 987–995, 2017.
[13] J. Liu, K. W. Chan, C. Y. Chung, N. H. L. Chan, M. Liu, and W. Xu,
“Single-stage wireless-power-transfer resonant converter with boost
Fig. 10: Output characteristic for EV battery charging. bridgeless power-factor-correction rectifier,” IEEE Transactions on
Industrial Electronics, vol. 65, no. 3, pp. 2145–2155, 2017.
The resistive load shows fewer current ripples and an over-
damped response compared to battery load because of the
time constant.
V. CONCLUSION
In this paper, the VFSC based ZVS topology for wireless
EVBC is proposed. Suitable modifications were presented for
the full-bridge DC – DC converter for enhanced performance
with a wide range of input voltage and loading variation. The
need for a high-power processor is eliminated, which further
reduces the overall cost. The theoretical analysis and modeling
are presented to achieve ZCZVS with reduced control
complexity. The simulation results verified the ZVS condition
of the proposed topology for wide load range. The presented
solution achieved less ripple in input/ output voltage and
current while utilizing a low value of DC-link, and filter
capacitance respectively. An acceptable efficiency of 94.15 %
is achieved for both battery and resistive loads.
REFERENCES

[1] M. Granovskii, I. Dincer, and M. A. Rosen, “Economic and

environmental comparison of conventional, hybrid, electric and

Authorized licensed use limited to: University of Exeter. Downloaded on June 23,2020 at 04:40:17 UTC from IEEE Xplore. Restrictions apply.