“WIRELESS CHARGING OF ELECTRIC VEHICLE”

A
Report Submitted in partial fulfillment for the award of Degree in
B. Tech
In
Electrical & Electronics Engineering
Submitted To:

RAJIV GANDHI PROUDYOGIKI VISHWAVIDYALAYA,

BHOPAL (M.P)
Submitted By:
S.NO. GROUP MEMBERS ENROLLMENT NUMBER

1 AKASH KUMAR PANDEY 0111EX181006

2 ARK MISHRA 0111EX181012

3 ASHISH SONI 0111EX181015

4 SHIVA TIWARI 0111EX181050

5 SOOJAL RAI 0111EX181054

Under The Supervision Of

Guided By Co-Guided By

Prof. Devendra Sharma Prof. Vishwajeet Verma

(Associate Prof. EX Department) (Assistant Prof. EX Department)

DEPARTMENT OF ELECTRICAL & ELECTRONICS ENGINEERING

TECHNOCRATS INSTITUTE OF TECHNOLOGY BHOPAL
2021-22
 TECHNOCRATS INSTITUTE OF TECHNOLOGY
Approved by AICTE, New Delhi & Govt. of M.P., affiliated to
Rajiv Gandhi Prodyogiki Vishwavidyalaya, Bhopal (M.P)

Department of Electrical & Electronics Engineering

CERTIFICATE

This is to certify that the project report entitled “Wireless Charging of

Electrical Vehicle” submitted by Akash Kumar Pandey, Ark Mishra,

Ashish Soni, Shiva Tiwari, Soojal Rai to the Technocrats Institute of

Technology, Bhopal, in partial fulfillment for the award of the degree of B.Tech in

Electrical & Electronics Engineering is a bonafide record of project work carried

out by him/her under my/our supervision. The contents of this report, in full or in

parts, have not been submitted to any other Institution or University for the award of

any degree or diploma.

Guided By Co-Guided By

Prof. Devendra Sharma Prof. Vishwajeet Verma

(Associate Prof. EX Department) (Assistant Prof. EX Department)
TIT Bhopal TIT Bhopal
Forwarded By

Dr. Anula Khara

(HoD & Professor EX. Department)
TIT Bhopal

ii
 TECHNOCRATS INSTITUTE OF TECHNOLOGY
Approved by AICTE, New Delhi & Govt. of M.P., affiliated to
Rajiv Gandhi Proudyogiki Vishwavidyalaya, Bhopal (M.P)

Department of Electrical & Electronics Engineering

CANDIDATE DECLARATION

We declare that this project report titled “Wireless Charging of Electrical

Vehicle” submitted in partial fulfillment of the degree of B.Tech in

Electrical & Electronics Engineering is a record of original work carried

out by me under the supervision of and has not formed the basis for the award

of any other degree or diploma, in this or any other Institution or University.

In keeping with the ethical practice in reporting scientific information, due

acknowledgements have been made wherever the findings of others have been

cited.

GROUP MEMBERS SIGNATURE

AKASH KUMAR PANDEY
(0111EX181006)

ARK MISHRA
(0111EX181012)

ASHISH SONI
(0111EX181015)

SHIVA TIWARI
(0111EX181050)

SOOJAL RAI
(0111EX181054)
iii
 ACKNOWLEDGEMENT

It is a matter of great felicity and privilege for me to take an opportunity to work

under the guidance of DEVENDRA SHARMA (Associate Prof) & VISHWAJEET
VERMA (Assistant Prof) of EX. Department, TIT, Bhopal who constantly
supported and encouraged at every step of my dissertation.

I would also like to acknowledge Prof. (Dr.) ANULA KHARE, Professor & Head
of Department in Electrical & Electronics Engineering Department, TIT,
Bhopal for his great cooperation and support.

I would also like to acknowledge Dr. BHUPENDRA VERMA, Director, TIT

Bhopal for his great cooperation and support.

I am thankful to all the faculty members of Department of Electrical &

Electronics Engineering, TIT-, Bhopal, who helped me in one or other way
during the course of my study.

And finally, all glory to my Parents, Brother without their grace this work was
merely a dream.

Place: TIT Bhopal

Date:

GROUP MEMBERS SIGNATURE

AKASH KUMAR PANDEY
(0111EX181006)
ARK MISHRA
(0111EX181012)
ASHISH SONI
(0111EX181015)
SHIVA TIWARI
(0111EX181050)
SOOJAL RAI
(0111EX181054)

iv
 ABSTRACT

In recent years with the rapid development of the electrical vehicle (EV) of new

energy industry, higher requirements are put forward for convenience, safety and

reliability of the charging of electric vehicles. Wireless power charging is done by

inductive coupling. Inductive coupling can be done in both stationary and dynamic

conditions. By reconfiguring the transformer and altering high frequency, energy is

being transferred with low energy loss and fewer demands on the primary circuit.

Sufficient power for the battery can be transferred by the primary to the secondary

without sufficient energy loss.

Electric power is then transmitted to the chargeable battery which is electrically

coupled to the secondary circuit through the air core transformer. In case of shuttle

bus services, buses can be charged when it waits at bus station. It can also be

implemented in rental taxi parking. Thus the battery in electric buses only needs

enough charge to go to the next stop. This decreases the battery size and promotes

significant cost saving in electric vehicles.

This technology enables efficient opportunities in charging stations, for predefined

routes and planned stops reducing down the time of charging. The dynamic charging

will promote the use of electric vehicles and reduce petroleum fuel consumption.

Delays in traffic signals can now be provided with longer periods of charging and

even when the electric vehicle is in movement. Bad weather conditions like rain and

snow do not affect the charging capabilities of electric vehicles.

v
 CONTENTS

CONTENTS Page no
CERTIFICATE ii
CANDIDATE DECLARATION iii
ACKNOWLEDGEMENT iv
ABSTRACT v
CONTENTS vi - vii
LIST OF FIGURES viii
LIST OF TABLES ix
Chapter 1 INTRODUCTION 1 - 15
1 Introduction 1 -3
1.1 Aim of Project 4-5
1.2 Principle of Wireless Charging 6 -7
1.3 Classification Of Wireless Charging System 8 - 10

1.3.1 Static Wireless Charging System (SWCS) 8-9

Dynamic Wireless Charging System

1.3.2 9 - 10
(DWCS)
1.4 Near- Field Wireless Power Transfer 11 - 12

1.4.1 Inductive Wireless Power Transfer (IWPT) 11 - 12

Capacitive Wireless Power Transfer

1.4.2 12 - 13
(CWPT
1.5 Benefits Of Wireless Charging 13
1.6 Drawbacks of Wireless Charging 14
1.7 Objective 15

vi
Chapter 2 Literature Review 16 - 17

Chapter 3 Safety & Shielding Issues 18 - 19

Chapter 4 Power Supply Requirement 20 - 24

Chapter 5 Implementation 25

List of Required Apparatus 26

Chapter 6 Project Description 27 - 28

Circuit Diagram 29

Project Snapshots 30 - 32
Chapter 7 Conclusions & Discussion 33 - 34
REFERENCES 35

vii
 LIST OF FIGURES

Figure No. Caption Page No.

Figure 1 Working Of EV’s 5

Control function of EVSE at different

Figure 2 7
conditions

Figure 3 Static Wireless Charging System (SWCS) 9

Figure 4 Dynamic Wireless Charging System (DWCS) 10

Figure 5 Inductive Wireless Power Transfer (IWPT) 12

Figure 6 Capacitive Wireless Power Transfer (CWPT) 13

Figure 7 Coupling Coefficient VS Misalignment 21

Figure 8 Full Bridge Inverter 22

viii
 LIST OF TABLES

Table No Caption Page No

1 Comparison of different control schemes 24

ix
 CHAPTER -1

INTRODUCTION

1.0 Introduction

The ongoing climatic conditions have led to the research and development of

electric vehicles over the past decade. The increasing global warming has caused

awareness among the people to switch to electric vehicles. The time required to

wait at charging stations while the battery is being charged will be reduced by a

considerable amount of time when the charging will be done on road while driving

the vehicle. Even though electric vehicles are an alternative, there needs to be

development in its charging system to make it the prime option for transport. For

this purpose, the charging systems should be developed. Dynamic charging

systems are more reliable, user friendly and time efficient. Also, the battery size

can be reduced, and the range can be improved. This charging system can also be

implemented in the travel routes, traffic signals, bus stations.s

Wireless charging has been around since the late 19th century, when electricity

pioneer Nikola Tesla demonstrated magnetic resonant coupling – the ability to

transmit electricity through the air by creating a magnetic field between two

circuits, a transmitter and a receiver.

Charging of an electric vehicle can be performed by either wired (conductive)

charging or wireless (inductive) charging. Wired charging uses metal contact

1
between electric vehicle supply equipment (EVSE) and the charging inlet of the

vehicle. Even though wired charging is popular, problems with messy wires and

safety concerns in wet environment are major drawbacks of this system. These

problems can be overcome by charging the battery of the vehicle without wires and

this technology is termed as wireless power transfer (WPT).

Wireless charging has been attracting more attention because of their advantages

compared to the wired counterpart such as no exposed wires, ease of charging, and

fearless transmission of power in adverse environmental conditions.

Generally, two types of battery chargers are used: off-board and on-board battery

chargers with unidirectional and bi-directional power flow. Most of the battery

chargers take a power from the utility grid, for this reason they often termed as

unidirectional battery chargers. Unidirectional charging reduces the interconnection

issues and battery degradation. On the other hand, some battery chargers work in

both directions and these are called bidirectional battery chargers. These chargers

support stabilization of power with proper power conversion. On-board chargers

can be used to charge from the utility outlet at the workplace or household plug or

shopping malls during the day time. Off- board charging is like a gas station used

for conventional vehicles and thus its purpose is to charge fast. Compared to off-

board charging, equipment is less for on-board charging.

Nowadays, the concept of vehicle-to-grid (V2G) has gained interest due to its

ability of to supply stored energy to the grid. It absorbs energy from the grid to

charge the battery during peak electricity production and delivers to grid when there

2
is a peak electrical demand. EVs with BBCs are able to implement V2G concept as

bidirectional power flow capabilities of their battery chargers. So, BBCs can work

in two operating modes, namely “recharge” mode when they absorb energy and

“generation” mode when they deliver energy to grid.

In recent years, interest in wireless charging technology is growing for EV charging

applications. It consists of two main stages, namely the transmitter and the receiver,

each of them having a coil coupled to the other one with an air gap between them.

By Faraday’s law of magnetic induction energy will transfer from the transmitter to

receiver. Misalignment of coils, long charging times and degradation of the battery

are major issues. The difficulties in static wireless charging can be overcome by on-

road charging and charge the battery while in vehicle is moving which saves the

charging time and degradation problems.

On-road EV charging is an emerging technology where one can charge their EV

batteries while vehicle is on move. Apart from their advantages such as less battery
requirements, they suffer a problem of misalignment and further lead to
synchronization failures. Various loading conditions, frequency mismatch,
misalignment and component tolerance are the main causes for the synchronization
failure.

This paper is organized as follows: Section 2 considers the EV charging

infrastructure and section 3 Power supply infrastructures. Section 4 considers and
discusses wireless charging of EVs in static position and section 5 refers to On-
Road wireless charging of and EVs. Section 6 discusses evaluation and the future
scope and market scenario of battery chargers and section 7 concludes the paper.

3
1.1 Aim

The basic aim of this project is to transmit electric power wirelessly. Wireless

Power Transfer (WPT) or wireless energy transmission is the transmission of

electrical power from a power source to a consuming device without using solid

wires or conductors. Wireless transmission is useful to power electrical devices in

cases where interconnecting wires are inconvenient, hazardous, or are not possible.

Wireless power techniques fall into two categories, non-radioactive and radioactive.

In near-field or non-radioactive techniques, power is transferred over short distances

by magnetic fields using inductive coupling between coils of wire.

In radioactive or far-field techniques, also called power beaming, power is

transmitted by beams of electromagnetic radiation, like microwaves or laser

beams.

Depending on the charging time available, chargers can be installed in houses,

offices, shopping malls and public places to enable EV owners to charge their EV.

Wired type EV battery chargers have direct connection to the supply using an

extension power cord to plug from the wall outlet into the EV. It is popular, simple

in design and highly efficient. The wireless battery charger uses coupling as the

mode of energy transfer. Through inductive chargers, a charging station is used to

transfer high voltage and current directly from the grid into an inductive paddle or

pad with an electro-magnet that acts as half a transformer. The other half is

situated inside the EV and once full contact is made between the two magnets, the

4
current is allowed to flow across and into the battery, charging at a higher rate due

to the charging stations direct power grid connection.

The concept of medium-range wireless power transfer (WPT), achieved using near-

field (non-radioactive) electromagnetic coupling, has existed since the pioneering

work of Nikola Tesla (1891) more than a century ago, the technology to enable

effective dynamic WPT for EVs is still in its nascent stage. Numerous challenges

related to performance, cost, and safety need to be overcome before the vision of

wirelessly powered EVs can be realized.

Fig. 1 Working Of EV’s

5
1.2 Principle of Wireless Charging
Basic principle of wireless charging is same as transformer working principle. In
wireless charging there is transmitter & receiver, 220 V 50Hz AC supply is
converted into high frequency alternating current and this high frequency AC is
supplied to transmitter coil, then it creates alternating magnetic field that cuts the
receiver coil and causes the production of AC power output in receiver coil. But the
important thing for efficient wireless charging is to maintain the resonance
frequency between transmitter and receiver. To maintain the resonant frequencies,
compensation networks are added at both sides. Then finally, this AC power at
receiver side rectified to DC and fed to the battery through Battery Management
System (BMS).

In order to charge a vehicle battery while considering the battery-charging

characteristic and power factor from the grid is seen unity, there are two categories

among many circuit topologies: unidirectional battery chargers (UBC) and

bidirectional battery chargers (BBC). In the UBC, the set of converters arranged

from grid to battery, all are not active/controlled converters (i.e., made of diode

rectifier) and they are not able to support bidirectional power flow. Therefore, these

kinds of chargers are less complex and can only fulfill the purpose of charging the

battery. The other type is bidirectional chargers which have ability to charge the

battery as well as transfer battery power to the grid in certain situations. The BBCs

have active converters with bidirectional power flow, so these are more complex but

also have more flexibility of power flow. Both UBC and BBC have circuit

arrangement with and without electric isolation between load and supply side

converters. The isolated battery chargers use a high frequency transformer that

provide galvanic isolation as well voltage-matching (step up/down) between input

6
and output side. The high frequency transformer has many other advantages like

low volume, lightweight, low cost, less noise and reduced core saturation over a line

frequency transformer.

Fig. (a) Equivalent circuit of control pilot

Fig.(b)Timing Sequence

Fig.2 Control Function of EVSE at Different

Conditions

7
1.3 Classification Wireless Charging Systems

Based on the application, Wireless charging systems for Electric Vehicle are classified into

two categories: -

(a) Static Wireless Charging System

(b) Dynamic Wireless Charging System

1.3.1 Static Wireless Charging System (SWCS)

As the name indicates, the vehicle gets charged when it remains static. So here we could

simply park the EV at the parking spot or in garage which is incorporated with WCS.

Transmitter is fitted underneath the ground and receiver is arranged in vehicles

underneath. To charge the vehicle align the transmitter and receiver and leave it for

charging. The charging time depends on the AC supply power level, distance between the

transmitter & receiver and their pad sizes.

Wireless power transfer systems (WPTSs) are systems able to supply a load with the

electric energy absorbed from the grid without requiring any wired connection between

load and grid. Due to enormous advantages compared to the wired charging, they are

particularly attractive for EV applications

The receiving energy is converted from AC to DC using the power converter and is

transferred to the battery bank. In order to avoid any safety issues, power control and

battery management systems are fitted with a wireless communication network to receive

any feedback from the primary side. The charging time depends on the source power level,

charging pad sizes, and air- gap distance between the two windings. The average distance

8
 between lightweight duty vehicles is approximately 150–300 mm. Static WEVCS

can be Installed in parking areas, car parks, homes, commercial buildings, shopping

centers, and park ‘n’ ride facilities.

Fig. 3 Static Wireless Charging System (SWCS)

1.3.2 Dynamic Wireless Charging System (DWCS)

As the name suggests Dynamic wireless charging system is the system in which EV

is charged while it's in motion. The main concern for electric vehicle deployment is

the power and range. For improving the range of the vehicle dynamic wireless

charging will be beneficial. The DWCS is also termed as “on road charging”. If the

charging is done at proper intervals a large capacity battery is not required and this

makes the vehicle lighter and more economical.

DWCS provides a better option for the charging of electrical vehicles to improve its

9
range. The base unit will be placed below the roads on predefined routes and the car

will have the battery bank. The car will pass over the road and charging will be done

when the car is in motion. This will require a lot of investment and infrastructure

modification at the initial stages but slowly the system will help in gaining market

for electric vehicles making a better option over conventional means of transport.

Wireless power transfer is the latest technique to charge/discharge the EVs without

any physical contact between source and load. WPT transfers electrical energy

through electromagnetic.

Fig. 4 Dynamic Wireless Charging System (DWCS)

10
1.4 NEAR-FIELD WIRELESS POWER TRANSFER

Near-field WPT systems are of two types: -

a) Inductive Wireless Power Transfer (IWPT)

b) Capacitive Wireless Power Transfer (CWPT)

1.4.1 Inductive Wireless Power Transfer (IWPT)

Building on work done for material handling applications during the 1990s (Green

and Boys 1994), the past decade has seen tremendous progress in inductive WPT

technology for stationary charging of EVs (Bosshard and Kolar 2016). Aftermarket

stationary chargers are already available, and some EV manufacturers have

announced plans to introduce built-in stationary inductive WPT systems as early as

2018.

However, for magnetic flux guidance and shielding, inductive WPT systems require

ferrite cores, making them expensive and bulky. Also, to limit losses in the ferrites,

the operating frequencies of these systems are kept under 100 kHz, resulting in large

coils and low power transfer densities. The high cost and low power transfer density

are particularly problematic for dynamic WPT, as these systems need to have very

high power capability to deliver sufficient energy to the vehicle during its very brief

time passing over a charging coil.

11
 Fig. 5 Inductive Wireless Power Transfer (IWPT)

1.4.2 Capacitive Wireless Power Transfer (CWPT)

Capacitive WPT systems have potential advantages over the inductive systems

because of the relatively directed nature of electric fields, which reduce the need for

electromagnetic field shielding. Also, because capacitive WPT systems do not use

ferrites, they can be operated at higher frequencies, allowing them to be smaller and

less expensive. Capacitive WPT could thus make dynamic EV charging a reality.

But because of the very small capacitance between the road and vehicle plates,

effective power transfer can occur only at very high frequencies, making the design

of these systems extremely challenging. With the recent availability of wide-band

gap (gallium nitride [GaN] and silicon carbide [SiC]) power semiconductor devices

that enable higher-frequency operation, high-power medium-range capacitive WPT

systems are becoming viable.

12
 Fig. 6 Capacitive Wireless Power Transfer (CWPT)

1.5 Benefits of Wireless Charging

When wireless charging is implemented to its full potential a number of benefits

will be offered, which includes:

Full autonomy: The application of autonomous vehicles is yet to be fully

realized because they are still being developed. However, if there is no need to

stop in order to charge autonomous vehicles, they can move indefinitely – or

at least until repairs are needed. This may increase the scope and efficiency

with which they can be utilized.

Charging station not required: There is no need to insert a cable with

wireless charging, which means it’s a more user-friendly approach. You can

go about your day without even thinking about charging the car and it will

automatically take care of itself.

Smaller battery units: The increase in charging points means the size of the

battery pack can be reduced. This reduces the cost and weight of the vehicle.
13
1.6 Drawbacks of Wireless Charging

It’s important to have a balanced overview of any technology, and wireless electric

vehicle charging is going to have teething problems just like the majority of new

technologies – here are a few potential drawbacks:

Energy loss: There is the potential for 90-93% energy efficiency, but there will

still be energy loss during the transfer. Over a larger scale, this leads to a lot of

wasted energy that increases the total amount of electricity required to run the

vehicles – this is especially true if the efficiency numbers are under 90%.

Building the infrastructure: When considering adding wireless charging to

roadways, implementing the infrastructure may not make economic sense. To

start, it might be restricted to densely populate urban areas, which will limit the

user to predefined locations.

Health effects: The magnetic fields created may be harmful or they may not

More investigation is required to ensure that long-term exposure to weak

magnetic fields isn’t going to be a problem.

14
1.7 Objective
The main function of wireless charging is to transmit power by an

electromagnetic field across a given space. As electric vehicles are a better

alternative to curb the ongoing pollution it is vital to make amendments in the

battery charging process to attain greater reliability. Electric vehicle battery

charging can be done by plug in charging at charging stations or by wireless

power transfer. Wireless power transfer can be implemented as a static or

dynamic charging system.

Dynamic charging system can be implemented to charge the vehicle even when it

is in motion. By using inductive power transfers the power from source can be

transferred to the chargeable batteries through transformer windings. For

preplanned routes such dynamic charging stations can be set up for charging

batteries. This will not only increase the use of electric vehicles but also make

them efficient and reliable for large distances as well.

15
 CHAPTER -2

Literature Review

2.0 Literature Review

1) Philip Machura This paper presents a thorough literature review on the wireless

charging technology for EVs. The key technical components of wireless

charging are summarized and compared, such as compensation topologies, coil

design and communication. To enhance the charging power, an innovative

approach towards the use of superconducting material in coil designs is

investigated and their potential impact on wireless charging is discussed. In

addition, health and safety concerns about wireless charging are addressed, as

well as their relevant standards. Economically, the costs of a wide range of

wireless charging systems have also been summarized and compared.

2) Taylor M. Fisher Electric vehicles (EVs) are becoming more popular due to

concerns about the environment and rising gasoline prices. However, the

charging infrastructure is lacking, and most people can only charge their EVs at

home if they remember to plug in their cars. Using the principles of magnetic

inductance and magnetic resonance, wireless charging (WC) could help

significantly with these infrastructure problems by making charging secure and

convenient. WC systems also have the potential to provide dynamic charging,

making long road trips with EVs feasible and eliminating range anxiety. While

16
 the field is still very young, there are many promising technologies available

today. Some systems have already been in use for years, recharging public transit

buses at bus stops. Safety and regulations are also discussed.

3) Kiranmai Momidi Now a day’s world is shifting towards electrified mobility to

reduce the pollutant emissions caused by nonrenewable fossil fueled vehicles
and to provide the alternative to pricey fuel for transportation. But for electric
vehicles, traveling range and charging process are the two major issues affecting
its adoption over conventional vehicles.

With the introduction of Wireless charging technology, no more waiting at

charging stations for hours, now get your vehicle charged by just parking it on
parking spot or by parking at your garage or even while driving you can charge
your electric vehicle. As of now, we are very much familiar with wireless
transmission of data, audio and video signals so why can’t we transfer power over
the Air.

4) Huan Ngo Dynamic wireless charging (DWC) offers a plausible solution to

extending Battery Electric Vehicle (BEV) driving range. DWC is costly to
deploy and thus its locations need to be optimized. This raises a question often
encountered in practice for infrastructure investment: how to determine the
optimal locations of DWC facilities in a network. In this paper, we propose a
sequential two-level planning approach considering the objectives of both the
public infrastructure planning agency and the BEV users. Two different
planners’ objectives namely, total system travel time and total system net energy
consumption are considered. Besides these objectives, constraints such as agency
budget, range reassurance, and equity in resource distribution are also addressed
at the planner’s level.

17
 CHAPTER -3

Safety and Shielding Issues

The design of the magnetic field distribution is also a significant factor in a WPT

system, particularly in a high-power transfer system. As a magnetic flux of more than

thousands of mill tesla from the current of thousands of amperes is generated between

the transmitter and receiver coils, even 0.1% of leakage from the main flux can be

hundreds of mille tesla, which is several times larger than the magnetic flux regulation

suggested by the International Commission on Non- Ionizing Radiation Protection.

Therefore, it is essential to control the leakage magnetic flux for WPT applications the

shielding will be mainly added under transmitter and above the receiver is important

for the safe operation of WPT. Without shielding, following problems may occur:

1) The magnetic field may interfere with the device or other objects.

2) May cause battery heating.

3) It may circulate current in metallic parts.

There are two basic methods for shielding against low to medium frequency magnetic

sources, which includes diversion of the magnetic flux with high- permeability

materials and the generation of opposing flux via Faraday’s law. Assuming the

external medium is free space with μ =μ0 and the shield is constructed of a

ferromagnetic material having μr >>1, the magnetic field will tend to concentrate in

the low-reluctance ferromagnetic path, and as such will be diverted from affecting the

free space region. To achieve this effect, the ferrite plate has to be thick enough;

18
otherwise, the leakage flux into free space is considerable. An alternative to the

mentioned above is the field distribution when an aluminum sheet is attached to the

ferrite plate. According to Faraday’s Law, a current circulates in the aluminum sheet

and associated magnetic flux is generated.

The induced magnetic flux is of a polarity or direction as to counteract the original

incident magnetic field, and so the net magnetic field in the vicinity of the loop is
reduced. Fig.13 shows the behavior of magnetic flux density for three cases i.e.
without shield, with ferrite shield and with both ferrite and aluminum shielding.

19
 CHAPTER -4

Power Supply Requirement

Frequency Selection

For effective wireless power transfer a high frequency alternating current is

necessary. This frequency is in the order of 10 kHz to 100 kHz, which is much

higher than the 50Hz of the electrical grid. The desired frequency is achieved by

combining a rectifier with an inverter. In order to keep losses at a minimum soft

switching was preferred (today WBG devices), where the transistors of the

inverter only switches on or off when the current is zero. The specification on the

operating frequency follows from the recent resolution of the SAE International

J2954 Task Force for WPT that fixed at 85 kHz the nominal frequency of

operation of the WPT systems for light- duty plug-in vehicles.

1) Power Converter

At first on the primary side, Power Electronic System (PES) converters

having utility frequency i.e. 50 or 60Hz which is converted to high

frequency AC (greater than 20kHz). Either a single stage or two stages can

do this. In single stage, power conversion is done directly from low

frequency AC to high frequency AC using AC-AC cyclo converters while;

two stage can be done by initially converting AC to DC and then DC to AC

conversion performed by high frequency inverter.

20
The DC-AC converters are commonly used to generate a high frequency current on

the primary side of a WPT system. Practically, there are two approaches to achieve

high frequency current generation: linear amplifiers or switch mode power

converters. In the former case, the semiconductor devices are operated in a linear

region. Even though the development of different classes of linear electronics

amplifiers provides various improvements, the nature of high-power loss in linear

region limits a linear amplifier to low power applications, where power efficient is

not so important. Comparing to linear amplifiers, switch mode power converters

can achieve high efficiency by fully on/off control. Therefore, switch mode power

converters are widely used to generate high frequency track currents for medium or

large WPT applications, where the power efficiency is one of the major concerns.

Fig.7 Coupling Coefficient Vs Misalignment

Numerous switch mode power converters are currently being deployed to generate high

frequency track currents for WPT systems. The input power source for a switch mode

high frequency power converter can be either a DC or directly from AC mains. Thus, the

switch mode power converter for a WPT system can be commonly classified further into

two categories according to the type of their input sources.

21
2) Inverters

The inverter is a full bridge inverter shown in Fig.12, based on an existing Phase

shift full bridge inverter, where the phase shift is driven to be as close to 100% as

possible. This inverter is designed for a higher voltage and power level but

approximately the same load current.

The term phase shifted full bridge relates to a control scheme where both legs

are separately driven to a duty ratio very close to 50% and then phase shifted

against each other than the 180 degrees shift between the two legs’ waveforms

there is also a delay between the turn off of one transistor and the turn on of the

other one in the same leg.

Primarily this ensures that the full bridge does not suffer from current shoot

through, where it otherwise would have issues at time periods where both the

upper and the lower transistor in the same leg are open, i.e. the supply is short

circuited. The main point about phase-shifted control in comparison with using

conventional pulse width modulation (PWM) waveforms is the possibility to

not only control the duty cycle but also add some degree of control of the

switching losses.

Fig.8 Full Bridge Inverter

22
 3) Losses in Converter

Loss analysis is very important for any power electronics system. Due to the

increasing use of power electronics in a wide range of applications, power loss

measurement with high accuracy is of great importance in the design process to

assess system performance and to optimize design characteristics. To measure the

total loss of the system it is necessary to have the idea of losses of individual

devices of the system.

Losses in the converter have two types, namely the conduction losses and

switching losses. When switching the inverter at the resonance frequency,

resonant switching takes place i.e., ZCS and ZVS can be accomplished thereby

reducing the switching losses during the switching on and/or switching off. This

also makes it possible to operate the converter at high switching frequencies

when compared to hard switching PWM converter.

4) Control Technique of Converter

There are various techniques used to control the output power and frequency of the

system which includes fixed frequency and variable frequency. Different control

methodologies such as voltage control, duty cycle control, frequency control and

phase shift control. The advantages and disadvantages of different techniques are

tabled in Table 1. The main issues regarding type of converters are how they affect

the various performance parameters. Various literature deals with uncontrolled

rectifier with power factor correction circuits and the other hand uses the
23
controlled rectifier. The previous one mostly used topology for its simplicity with

less control mechanism rather than latter ones requiring the complex control

mechanism. In the stationary charging applications, the control methods are

designed to achieve high system efficiency, desired outputs, and bidirectional

power transfer between grid and battery packs. On the other hand, for dynamic

WIPTS applications, control and regulation have been developed to solve the

synchronization and misalignment problems

Table I - Comparison of different control schemes

Control Scheme Advantages Disadvantages

Simple, good current Poor efficiency due to two

Voltage Control waveform on complex conversation stages, more
current distribution components

Simple Design without Serious current harmonics and

Duty Cycle Control
front end power converter floating

Non -linearity, not able to maintain

Applicable to high power,
Frequency Control operating frequency under resonant
simple to design
condition

No front end converter, so Relative complex but manageable

Phase Shift Control high efficiency and low control scheme. Can only applicable
EMI to full bridge inverter

24
 CHAPTER -5

Implementation

Consider a future in which a driverless ridesharing electric vehicle (EV) pulls

over as you exit a building, takes you to your destination, and proceeds to drive
passenger after passenger without ever needing to stop to recharge its battery.
Instead, power generated by nearby wind and solar resources is delivered
wirelessly from the roadway to the vehicle while it is in motion.

Not having to stop for recharging will make EVs truly autonomous, and,
because the vehicles can thus remain in service for more hours, fewer vehicles
will be needed to meet passenger demand. Furthermore, EVs with in-motion
(dynamic) wireless charging can have much smaller batteries, an option that can
reduce their cost and accelerate adoption.

While the concept of medium-range wireless power transfer (WPT), achieved

using near-field (non-radioactive) electromagnetic coupling, has existed since
the pioneering work of Nikola Tesla (1891) more than a century ago, the
technology to enable effective dynamic WPT for EVs is still in its nascent stage.
Numerous challenges related to performance, cost, and safety need to be
overcome before the vision of wirelessly powered EVs can be realized.

With the advancement of EV technology, charging infrastructure and grid

integration facilities, EV popularity is expected to increase significantly in the
next decade. In this context, wireless charging has aroused wide attention since
it is spark-free, independent of environment and applicable to unmanned
operation. WPT technology offers the possibilities for better energy
performance, lower environmental impacts, lower life cycle cost, and more
convenience and operational safety benefits.
25
 List of Required Apparatus

Price per piece

S. No. Items Qty.
(in Rs.)

1 220/12V Transformer 1 150

2 1N4007 Diodes 4 10 X 4 = 40

3 Capacitor 2200 Micro-Farad,25volt 2 10 X 2 =20

4 IC 7805 1 20

5 Male Connectors 1 5

6 Female Connectors 1 5
7 2N2222A Transistor 1 10
8 1.Kilo-Ohm Resistor 2 10 X 2 = 20
As per
9 24 Gauge Copper Wire 400 (For 0.25 Kg)
Required

As per
10 Load (LED) 10
Required

11 PCB Board 1 120

12 Glue Gun 1 300
13 Electrical Tools 1 420

Total 1500/-

Note: In this project

1. Primary coil has 160 turns.
2. Secondary coil have150 turns.
3. And it's Diameter=6×6 inches.
(But you can change it also as your requirements)

26
 CHAPTER - 6

Project Description

The wireless power transmission can be defined as

“The energy can be transmitted from the transmitter to a receiver

through an oscillating magnetic field.”

It works by the principal of Electromagnetic Mutual.

Induction
It has no any physical connection between the coils but the power is
transfer from one medium to other.

Advantages:
The advantages of WPT include the following

Simple design

Lower frequency operation

Low cost

Practical for short distance

Disadvantages:
The disadvantages of WPT include the following

High power loss

Non-directionality

Inefficient for longer distances

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 Applications:
The applications of WPT include the following

Consumer electronics

Transport

Heating and ventilation

Industrial engineering

Model engineering

28
CIRCUIT DIAGRAM

Circuit Diagram 1

Circuit Diagram 2

Circuit Diagram 3
29
PROJECT SNAPSOTS

30
31
32
 CHAPTER - 7

Conclusions & Discussion

Following a review of the impacts that would need to be taken into account in

a cost benefit analysis of DWPT, it was concluded that a full appraisal would

need to consider the following:

Costs to the ‘broader transport budget’ (Highways England):

The DWPT equipment costs and installation o A connection to the

distribution grid o Maintenance o User administration and ‘back-office

costs’ o Electricity charges from the grid

Indirect taxation impacts on central government finances:

Loss of fuel duty

Loss of VAT on fuel saved by private

users Business impacts:

The cost of DWPT vehicles in comparison with conventional ones o Fuel

cost savings

Social impacts:

The cost of DWPT vehicles in comparison with conventional ones o Fuel

cost savings

Environmental impacts:

The ‘non traded’ carbon price of CO2 savings (taking account of CO2
33
emissions from electricity production)

The monetized benefits of reduced NO x and PM emissions (which vary

according to the exposed population and background air quality)

For the purpose of this report costs to business and users were not calculated.

Such a calculation would also require information on the likely cost of

DWPT vehicles, for which there is currently very little robust information.

This report therefore focuses on assessing what the costs of providing a

DWPT system might be under a Chosen scenario, to both transport budgets

and central government finances, and the monetized environmental benefits

from reduced emissions.

For the chosen scenario, based on steadily increased penetration of DWPT

vehicles into the traffic mix of representative sections of motorway, the

following conclusions were reached (for a 20-year appraisal period):

The Net Present Value of construction and operating costs, per km, would be

₹1200 M, of which infrastructure costs (which includes the 60% ‘optimism

bias’s) account for 30% and electricity 70%.

In this scenario, the NPV of monetized CO 2 savings would be nearly

₹10000M per km, equivalent to half the capital cost. This corresponds to

approximately 45% reduction in emissions compared with the ‘without

DWPT’ case.

34
 REFERENCES

Elena Paul, Nimmy Paulson, Rijo Bijoy, Benny K.K, “WIRELESS

CHARGING OF ELECTRIC VEHICLES”, International Research Journal

of Engineering Technology, Vol.6, Issue 6, June 2019.

P. Magudeswaran, G Pradeeba, S. Priyadarshini, M. Sherline Flora,

“DYNAMIC WIRELESS ELECTRIC VEHICLE CHARGING SYSTEM”

International Research Journal of Engineering and Technology, Vol.6, Issue

3, March 2019.

Electric vehicles standards, charging infrastructure, and impact on grid

integration: A technological review H.S. Das a,*, M.M. Rahman b, S.

Li, a, C.W. Tanca Department of Electrical and Computer Engineering, the

University of Alabama, Tuscaloosa, 35401, USA.

A critical review on wireless charging for electric vehicles Philip Machura,

Quan Li⁎ School of Engineering, Institute for Energy Systems, The

University of Edinburgh, EH9 3JL, UK.

Survey of the operation and system study on wireless charging electric

vehicle systems Young Jae Jang Department of Industrial and Systems

Engineering, KAIST (Korea Advanced Institute of Science and

Technology), Republic of Korea.

35