Design and Study of Data and Power Wireless
Transfer System for UAV
Xiaokun Li
School of Engineering School of Engineering
Griffith University Griffith University
QLD 4111, Australia QLD 4111, Australia
xiaokun.li@griffithuni.edu.au j.lu@griffith.edu.au
Abstract— Unmanned aerial vehicle (UAV) has been widely
used in a variety of occasions in recent decades. Due to the lack
of battery capacity, its endurance has been limited. To tackle
this problem, wireless power transfer (WPT) technology is a
great solution to UAV from the charging perspective. In this
paper, a data and power wireless transfer system of UAV
based on inductive power transfer (IPT) technology is
proposed. The key constraint of wireless charging with regards
to the inherent magnetic coupling coefficient is investigated. In
this paper, ferrite and metglas amorphous alloy are used as a
case study of the magnetic coupling problem. The magnetic
material is placed next to the secondary coil side to investigate
the effects of horizontal displacement and air gap distance on
the coupling coefficient and magnetic field distribution. An
experimental system platform is implemented, and the
commercial finite element software tool Comsol is used to
evaluate the performance of the magnetic material. The
simulation results showed that amorphous alloy magnetic
material is superior to ferrite material, and it is in a good
agreement to the experimental results. Furthermore, the
attention of using metglass material in the practical application
has been discussed.
Keywords— UAV, WPT, IPT, metglas, coupling coefficient
I. INTRODUCTION
Over the last decades, more and more UAVs have been
used in a wider range of fields due to its recent technical
advance, reduced manufacturing costs and increased market
demand. In 2016, the global UAV market share was
estimated to be $120 billion [1]. UAV has been widely used
in security fields such as urban anti-terrorism, coastline
patrol, disaster relief, 3D mapping, geological research,
power line inspection, oil, and gas survey, photography [2]-
[3]. Some large express transportation companies have
started to use UAV to realize unmanned automatic
distribution of goods [4]. UAVs also have advantages such
as working in dangerous environments, reducing labor costs
and improving the work efficiency.
At present, the main constraint of UAV development is
the insufficient endurance capacity which is mainly
attributed to the size limitation of the UAV and the battery
capacity. The flight time of UAV generally varies from 15
minutes to one hour, there are two ways to tackle this
constraint. The first way increases the battery capacity,
however, due to the limitations of current battery technology
and UAV size and weight, it is difficult to solve the
endurance problem in this aspect. The second way charges
the UAV from an external source. Currently, mainly to use
the wired connection to charge the UAV battery. However,
this method requires the UAV to reserve enough energy for
the return voyage so that the continuous patrol line of the
UAV cannot realize and it cannot work in the opened air
environment. Another way is to implement wireless charging
978-1-5386-9490-9/19/$31.00 2019
c IEEE
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Junwei Lu Wayne Water
School of Engineering
Griffith University
QLD 4111, Australia
wayne.water@griffithuni.edu.au
technology. The wireless charging method has advantages of
flexibility, greater safety, and higher mobility. Many wireless
charging docks are built along the track for UAVs to park
and without the need of returning. Because of the inherent
nature of the wireless connection, the UAV can now benefit
even if charged in the outdoor environment, or in a more
extreme weather condition such as rain and snow without an
issue.
At present, various methods of UAV wireless charging
have been reported in the literature. Papers [5]-[6] have
introduced the IPT for charging UAV battery, it can achieve
short transmission distance and high efficiency. And using
the far-field transfer to charge the battery is presented in [7],
it realizes the far transmission distance, however, the
efficiency is low, due to the high working frequency which
can reach GHz, EMI and EMF problem is more serious. In
the paper [8], the solar battery is used, however, solar energy
is limited by environmental factors and the limitation of
energy conversion efficiency, this method is not very ideal.
Using laser beaming to charge the UAV battery [9] is limited
to the efficiency of energy transmission, and technical
implementation is difficult, which is unrealistic for
commercial application. Research on the powerline charging
[10] had been proceeding, however, limited to maintain a
safe distance, the inductive power is small.
In this paper, IPT technology will be used. This fast
battery charging technology is applied to the electric vehicle
(EV), mobile phone, robot, implantable devices. IPT is used
for UAV wireless charging, the transfer efficiency is the key
restricting element. There are two ways to improve
transmission efficiency, one is the compensation network, by
compensating the leakage inductance of the coupling coils to
improve transmission efficiency. Another one is to improve
the performance of coupling coils, there are two ways, one is
to improve the structure of the coil, such as DDQ, BP [11],
one is adding magnetic material, usually using the ferrite, but
due to large size and weight, it does not suitable for the UAV
charging. In this article, metglas amorphous alloy is
considered to act as magnetic material of coupling coils, the
amorphous has high permeability, high saturation magnetic
flux density [12], can be well applied in the high frequency
and high power density UAV charging area.
In this paper, based on the IPT technology to achieve the
UAV wireless charging. Firstly, data and power wireless
transfer system is proposed. Design the whole wireless
charging system including coupling coils and compensation
network. Building simulation mode in Comsol to research
the performance of coupling coils under different magnetic
materials. Finally, an experiment platform is built to verify
the simulation. The results show that using amorphous alloy
can obtain magnetic properties that close to ferrite,
especially, its size is small and very light, which is suitable
2043
 for wireless charging for UAV in this respect. It also points
out the problems that need to be considered and solved in the
practical application of amorphous alloy.
II. THE DESIGN CONSIDERATION OF DATA AND POWER
WIRELESS TRANSFER SYSTEM
A. The data and power wireless transfer system overview
The data and power wireless transfer system mainly
utilize solar photovoltaic (PV) charging technology, battery
management technology, IPT technology, and data
communication technology. The structure diagram of the
system is illustrated in Fig. 1, this device can be installed on
the grid tower, on the rooftop of a building, on the top of the
wire poles.
Fig. 1. The data and power wireless transfer system structure
The data and power wireless transfer system is mainly
divided into two parts: power wireless transfer unit and data
wireless transfer unit.
The power wireless transfer unit mainly includes four
12V rated voltage solar PV panels, a large capacity battery,
and an IPT wireless charging equipment. The solar PV
panels’ outputs are in series and can output 48V to the
battery, the battery provides the input source of the wireless
charging device. Because of the solar PV panels output
power is intermittent, unstable, low efficiency, therefore, the
solar PV panels don’t act as the input source of charging coil
directly. A large capacity battery is added between the solar
PV panels and the input source of wireless charging coil, and
in this way to provide a stable input source. Because the
battery storing a large amount of energy in sunlight case, the
charging platform can charge the UAV. Moreover, compared
with PV panels only, the UAV can be charged quickly. In
addition, electrical power on the building or power line
induced power on the tower can be used to charge the
battery.
The data wireless transfer unit mainly includes a data
communication module and positioning guidance unit. When
the UAV is in flight, the battery power is low or the UAV
data such as image, survey terrain, weather information need
to be downloaded, the UAV searches in real time and flies to
the nearby available fast charging (10-20 minutes) platform.
When the UAV reaches the nearby charging platform, it
sends the docking request to the platform. After the platform
agrees to the request, it sends the auxiliary positioning
information to guide the docking of the UAV. When the
UAV is parked on the designated area, the charging platform
will enable charging if the UAV issues a charging request. If
the UAV demands data transferring through sending a
request, then the platform should subsequently accept the
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UAV request to initiate the data transfer. And the UAV can
clear the memory, release the space, continue to work for
data collection. And transferring a large amount of data by
the charging platform can save battery energy, that means
during UAV flight, it only needs to undertake necessary
communication such as flight control and navigation.
On the other hand, multiple charging platforms can build
a distributed and shared network center. UAVs and
distributed charging platforms are provided by the supplier.
Users can rent the UAV service to get the pictures, videos,
and geography conditions through a mobile application
without having to purchase the UAV or the corresponding
charging equipment. This sharing method will bring greater
convenience to users, reduce costs, greatly improve the
UAV's working efficiency.
B. The design of UAV power wireless transfer platform
As shown in Fig. 2, the power wireless transfer system is
powered mainly by solar PV panels and batteries, does not
need to be connected to the grid, and can work in the remote
areas independently.
This system mainly consists of four PV panels, a large-
capacity battery, high-frequency inverter, high-frequency
boost transformer, compensation network, coupling coils,
rectifier, battery quick-charge control unit, UAV battery, and
Bluetooth communication module.
PV panels convert solar energy to electricity under the
condition of sunlight, then input electricity to the large
capacity battery, battery provides 48V DC voltage to the
high-frequency inverter, then the inverter produces high-
frequency square wave, the square wave passes the step-up
transformer to gain high voltage square wave, after passing
the resonance compensation network the high-frequency sine
wave can be gained, then input this sine wave to the primary
coil of coupling coils, the secondary coil induces the same
frequency sine wave. By compensation, rectifier, we can get
DC voltage. Finally, a battery quick charge control unit
outputs the energy to the UAV battery.
The boost transformer can get high voltage for primary
coil, the current of the coil can be reduced so that reducing
the requirements of the diameter and weight of the coil, the
efficiency can be also increased.
Fig. 2. The power wireless transfer system
The compensation network can reduce the reactive power
of the coupling coils and improve transmission efficiency.
The Bluetooth communication module can transfer
voltage, current and energy information of battery to the
former class, and can control the working state of the high-
frequency inverter. By changing duty ratio, frequency or
phase of the inverter to change the voltage input for the
primary coil, so as to adjust the output voltage. Besides, the
 final output voltage and current can also be adjusted by the finite elements, it shows the infinite element by shortening
battery fast charging unit, the constant voltage or current the finite element number at a certain thickness.
charging mode of the UAV battery can be finally realized.

III. DESIGN OF MAGNETIC COUPLING COILS

Different from the traditional fully coupling transformer,
the primary and secondary coils of loosely coupling coils in
wireless charging are separated and there is a large air gap,
leading a large magnetic leakage. Thus, the coupling
coefficient of the loosely coupling coils is reduced, and the
transmission efficiency of the whole system is reduced.
Therefore, the design and analysis of loosely coupling coils
are crucial to improve the performance of the system. The
higher the coupling coefficient, the higher the transmission
efficiency of the coupling coils and thus more power can be Fig. 4. The 2D axisymmetric simulation mode of coupling coils
transmitted. Coupling coefficient k is usually used to
measure the performance of coupling coils. Setting up short circuit and open circuit of the coupling
coils, respectively, mutual inductance M value and self-
inductance value of coupling coils can be obtained by
A. The structure of coupling coils software.
Due to the limited size and weight of the UAV, the
secondary coil mounted at the bottom of the UAV fuselage The mutual inductance M can be calculated
should be simple and light in structure, so we use spiral coils
in this paper. In order to research the influence of different
magnetic materials on the coupling coefficient of the Vt
 M  
coupling coils, the primary and secondary coils adopt the W ˜I
same coil structure.
The structure of the coupling coils is shown in Fig. 3. In In this equation, the voltage Vt calculated by the coil
order to increase the coupling coefficient of the coupling group domain function of Comsol, W and I are the angular
coils, and because the size and weight of the primary coil frequency and current, respectively.
don’t have many limitations, the primary coil add ferrite. The The coupling coefficient k can be obtained by
magnetic materials of the secondary coil add no magnetic
core, ferrite, amorphous, respectively. The specific
parameters of the coils are shown in Table I. M
 k  
Lp ˜ L s
In this equation, Lp and Ls are self-inductance of the
primary and secondary coil, respectively.
As shown in Fig. 5, a platform for testing the
Fig. 3. The structure of coupling coils
performance of the coupling coils was built to study the
mutual inductance and coupling coefficient under different
test conditions including magnetic materials, horizontal
TABLE I. PARAMETERS OF THE COUPLING COILS displacement, and air gap.
Symbol Parameters Value
Din Inner diameter of coil 30(mm) Secondary coil

Dout Outer diameter of coil 110(mm)

Wd Diameter of Litz wire 0.94(mm)

N Turns of coil 43 Ferrite

Primary coil

As shown in Fig. 4, a 2D axisymmetric simulation model

was established in the finite element analysis software
Comsol to study the performance of the coupling coils, such
as coupling coefficient, magnetic field distribution. Since the
coils are spiral and axisymmetric structures, the 2D
axisymmetric model can analyze and calculate the coupling
coils more efficiently and quickly. Especially, when the
model is close to or equal to the actual situation. Compared
with the 3D model, the number of mesh and calculation
amount are greatly reduced. The model includes winding of
the coil and magnetic material. The model is surrounded by
Fig. 5. The testing platform of coupling coils
Mutual inductance M value, Lp and Ls can be measured
by LCR meter, so we can gain the coupling coefficient k.
The experimental results can be compared with the
simulation results to verify whether the simulation model and
method are correct.

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 B. The secondary coil adds ferrite
In order to improve the coupling coefficient of the
coupling coils, ferrite F47 has been added to the primary
coil. A 126x114x5mm magnetic core is assembled by 15
pieces of F47 and installed under the primary coil. The
structure of the primary coil is shown in Fig. 6.
Fig. 6. The primary coil
In order to study the effect of different magnetic
materials on the performance of the coupling coil, especially
the coupling coefficient, the secondary coil adds without core
and with ferrite to simulate and test respectively.
As shown in the Fig. 7, the coupling coefficient of
simulation and experimental results are studied when the air
gap changed under different magnetic materials, Fig 7 (a)
and (b) mean that the secondary coil doesn’t add magnetic
core and add ferrite, respectively. These results show that the
simulation results are very close to the experimental
measurement results, the validity of the simulation model is
proved. The addition of ferrite to the secondary coil can
improve the coupling coefficient. When the air gap exceeds
60mm, the coupling coefficient is lower than 0.2, the
transmission efficiency of the coupling coil is relatively low.
Therefore, the charging air gap of the coupling coil of this
structure is preferably within 60mm. Fig. 7 (a) and (b) show
that when the air gap is 0, the coupling coefficients are 0.93
and 0.99, respectively.
Coupling coefficient
(a)
Coupling coefficient
(b)
Fig. 7. Effect of air gap on coupling coefficient,(a)no core, (b)has ferrite
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Coupling coefficient
(a)
Coupling coefficient
(b)
Fig. 8. Effect of displacement on coupling coefficient,(a)no core,
(b)has ferrite
Fig. 8 shows that when the air gap is 40mm, the coupling
coefficient k of simulation and experimental results vary with
the horizontal displacement. Fig 8 (a) and (b) mean that the
secondary coil doesn’t add magnetic core and add ferrite,
respectively. The results show that when the displacement is
bigger than 30mm, the coupling coefficient is less than 0.2
which means that the displacement is better within 30mm to
achieve high transfer efficiency,
From Fig. 7 and Fig. 8, we can know that adding ferrite
to the secondary coil can improve the coupling coefficient of
the coupling coil effectively. However, it is not appropriate
to add ferrite on the UAV, because the ferrite is relatively
heavy and large, which is not conducive to the flight and
endurance time of the UAV. Therefore, metglas amorphous
alloy is considered to be the magnetic core of the secondary
coil of the coupling coils.
C. The secondary coil adds metglas
Metglas has high saturation magnetic flux density, high
permeability, low coercivity, low loss, and especially little
weight and thickness, which are considered suitable for
UAV.
This paper chooses metglas amorphous alloys 1k101 to
be the magnetic core of the secondary coil of coupling coils,
the parameters comparison of amorphous alloys 1k101 and
ferrite F47 are shown in Table II. We can know that
amorphous alloy’s saturation magnetic flux density and
relative permeability are greater than ferrite, the coercive
force is small, the resistivity is very small, especially the
thickness is very small, only 30 μm. From the data which is
provided by the manufacturer, we can know that the material
density is 7.18 g/cm3, so under the same area, the amorphous
alloy is far less than the weight of the ferrite, the material is
installed on the UAV almost has no effect on the original
weight.
 TABLE II. THE PARAMETERS OF MAGNETIC MATERIALS
Material Ferrite
Saturation flux desity(T) 0.47
Initial permeability 1800
Coercivity(A/m) 24
Curie temperature(℃) 200
Resistivity(μΩ-cm) 100000
Thinckness(μm) 5000
Relative permeability
2500
@100kHz(μ)
In order to compare the performance of ferrite and
amorphous alloy preferably, a simulation model is built in
the COMSOL. The primary coil is added ferrite and the
secondary coil is added ferrite and amorphous respectively.
Fig. 9 shows the variation of coupling coefficient with
the air gap, we can know that the coupling coefficient which
secondary coil adds amorphous alloy is close to the
secondary coil using ferrite. Although the permeability of
amorphous alloy is higher than the ferrite, however, the
thickness of amorphous alloy is only 30μm, the coupling
coefficient using amorphous alloy is lower than using ferrite
at the same air gap. In practical application, the amorphous
alloy may be considered to be superimposed or thick
amorphous materials may be used to improve magnetic
performance.
Coupling coefficient
Fig. 9. The variation of coupling coefficient with the air gap
Fig. 10 (a) and (b) represent the magnetic field
distribution of the coupling coils under the simulation
environment with an air gap of 20mm and a frequency of
100kHz. Ferrite and amorphous alloy are added to the
secondary coil, respectively. As can be seen from the figure,
the magnetic field is mainly distributed between the coupling
coils, the magnetic leakage is small which improves the
coupling coefficient and reduces EMI.
Magnetic flux density norm (T)
(a)
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Amorphous
1.56
5000
<4
400
130
30
(b)
4500
Fig. 10. Magnetic field distribution of coupling coils,(a)has ferrite,
(b)has amorphous
In particular, it should be noted that amorphous alloy has
great residual stress during the production and preparation
process, which affects their soft magnetic properties. It needs
to be annealed, the properties of materials differ greatly
before and after annealing.
Annealing can eliminate the stress of amorphous alloy,
reduce the coercivity and improve the permeability. Through
different annealing methods such as isothermal annealing
and magnetic annealing, as well as different annealing
process parameters, mainly including annealing temperature,
annealing time and cooling speed, the magnetic
characteristics of materials are greatly different.
However, due to the very thin and high hardness of
1K101 strip, it becomes very brittle and easy to be damaged
after annealing, which needs to be taken into account in the
practical application.
IV. THE DESIGN OF COMPENSATION CIRCUIT
As the coupling coil is loosely coupled, there is a large
air gap and a large leakage inductance, which will lead to the
low power factor of the system. Therefore, it is necessary to
add the compensation network to reduce the reactive power
of the system and increase the overall efficiency of the
system. The simplified main circuit diagram of the IPT
system is shown in Fig. 11.
Q1 Q2 D1 D2
M
C1 C2
1: 5 1:1
Co
Ud
LP LS
Q3 Q4 D3 D4
Fig. 11. The main circuit diagram of IPT
Ud is 48V DC input voltage provided by the storage
battery, and Q1-Q4 are four SiC MOSFETs. D1~D4 are
rectifier diodes. LP, C1 and LS, C2 are primary and secondary
side inductor and compensation capacitor, respectively. Co is
the output filter capacitor and RL is the load. The square
wave output from the inverter bridge passes through a high-
frequency transformer with a turn ratio of 1:5 to get 240V
square wave voltage. After compensation, the high-
frequency sine wave is obtained, this sine wave is transferred
2047
 to the secondary coil and rectified to the required DC
voltage.
In order to obtain the maximum system efficiency, the
resonant frequency of the resonant compensation network is
determined to be equal to the switching frequency of the full-
bridge inverter. The C1 and C2 of Series-Series (SS)
compensation network can be gained by
1
factor coupling coefficient in IPT technology is analyzed
theoretically and experimentally. Three configurations were
analyzed and discussed which includes without a magnetic
core, with ferrite material, and with metglas. Both the
simulation result and the testing result are consistent. The
magnetic performance of amorphous is very similar to that of
ferrite with the same area. The amorphous alloy can be
considered to be the alternative magnetic material for
wireless charging applications due to the lightweight and
better performance than ferrite. However, in the actual
 C1   application, amorphous alloy needs to be taken into account
w0 2 Lp the annealing operation, and the material is very fragile and
easy to damage factors.
In future work, the influence of different annealing
1 operations on magnetic properties and physical properties
 C2   needs to be considered, or amorphous powder could be
w0 2 L s
considered to use.
being w0=2πf0 ˈf0 is switching frequency of the full-bridge
inverter which is 100kHz, w0 is angular frequency.
V. THE EXPERIMENT RESULT
A test platform was built to research the performance of
the IPT system which mainly includes a high-frequency
inverter and coupling coils. The platform is shown in Fig. 12.
Fig. 12. The test platform
The input DC voltage of the platform is 48V, the working
frequency is 100kHz, and the load used 20 Ω. In the best-
aligned condition, namely, there is no displacement and air
gap, the maximum transmission efficiency of coupling coils
when secondary coil without magnetic core and with ferrite
is 91.2% and 96.5%, respectively. When the air gap exceeds
40mm, the transmission efficiency of the coupling coil is
relatively low, and transmission efficiency when secondary
coil without magnetic core and with ferrite is 55.7% and
68.4%, respectively. The coupling coil of this structure is
suitable for situations with a small air gap.
VI. CONCLUSION AND FUTURE WORK
Firstly, this paper proposed a data and power wireless
transfer system based on IPT and communication
technology. The overall framework of the system, with the
integration of a shared and distributed charging network
introduced. The proposed system which greatly reduces costs
and improves work efficiency. This paper introduced the
power wireless transfer system, which could use solar PV
panels to convert solar energy into electric energy and store
it in a large capacity battery at the remote areas. The key
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