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ON
SUBMITTED BY
AHAMMED MUJTHABA P M
Reg.no:- 20051045
S5 AUTOMOBILE ENGINEERING
A report submitted in the partial fulfillment of the requirements for the award of
THIRUVANANTHAPURAM - 695612
2022-2023
DEPARTMENT OF MECHANICAL ENGINEERING
CERTIFICATE
This is to certify that the seminar report on “ON ROAD CHARGING OF
ELECTRIC VEHICLES” submitted by AHAMMED MUJTHABA P M ,
Register Number-:20051045 to the MGM Polytechnic College , Kilimanoor , Kerala in
partial fulfillment for the award of diploma in Automobile Engineering is a bonafide
record of the work carried out by him under our supervision during the year 2022-2023.
AHAMMED MUJTHABA P M
Reg.no:- 20051045
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. Contactless Power Transfer (CPT) systems are applicable for
charging electric vehicles (EVs) without any physical interconnection. These systems can
be installed on roadways in order to charge the vehicles while driving. The implementation
of such on-road charging systems in order to extend the driving range and decrease the EV
battery size is investigated in this paper. The percentage of road that should be covered
and the power transfer capability of the system are estimated. Some design
considerations, such as the distribution and the length of the CPT segments over the road,
are explained. Finally, the total power demand for all the passing-by vehicles using the
system is calculated and the possibility of powering the EVs directly from renewable
energy sources is discussed.
TABLE OF CONTENT
1 INTRODUCTION 1
6 CONCLUSION 21
7 REFERENCE 22
LIST OF FIGURES
CHAPTER 1
INTRODUCTION
WPT technique requires no physical contact between vehicle and charging device,
therefore overcomes the inconvenience and hazards caused by traditional conductive
method. The initial objective is replacing conductive charging method by the novel WPT
technology, while maintaining a comparable power level and efficiency. The long-term goal
is to dynamically power the moving vehicles on road. This will lead to a much reduced
battery pack but extended driving range. Then, the main concerns of EV, namely the high
battery price and the range anxiety, will be addressed.
The growing EV market stimulates the demand for more convenient and reliable
means to recharge the Great effort has been put on WPT technology. Feasibility of its
application on wireless EV charging has been proved by institutes through various
demonstrations. Leading manufacturers and major global automobile suppliers are seeking
opportunities for commercialization. Nissan and Chevrolet have developed wireless
charging system in corporation with Evatran for their EV models, the Nissan LEAF and
Chevrolet Volt. Meanwhile, Audi, Toyota, and Mitsubishi are integrating magnetic
resonance WPT technology into their EV models in collaboration with Delphi, and
WiTricity, using the technologies from MIT. In 2011, Qualcomm acquired the former
HaloIPT company owned by the University of Auckland and announced the biggest pre-
commercial trial of wireless EV charging in Europe. In this paper, current WPT
technologies will be reviewed on the perspective of electric vehicle charging. For each
technology, basic principle will be explained with summary of its potential and constraints
on EV charging. For the two promising techniques, namely coupled magnetic resonance
and magnetic gear; key issues, research challenges the latest developments will be noted.
Finally, the technology trends will be introduced.
.
CHAPTER 2
2.1 BACKGROUND:
The idea of transmitting power through the air has been around for over a
century, with Nikola Tesla’s pioneering ideas and experiments perhaps being the
most well-known early attempts to do so. He had a vision of wirelessly
distributing power over large distances using the earth’s ionosphere. Most
approaches to wireless power transfer use an electromagnetic (EM) field of some
frequency as the means by which the energy is transferred. At the high frequency
end of the spectrum are optical techniques that use lasers to send power via a
collimated beam of light to a remote detector where the received photons are
converted to electrical energy. Efficient transmission over large distances is
possible with this approach; however, complicated pointing and tracking
mechanisms are needed to maintain proper alignment between moving transmitters
and/or receivers. In addition, objects that get between the transmitter and receiver
can block the beam, interrupting the power transmission and, depending on the
power level, possibly causing harm. At microwave frequencies, a similar approach
can be used to efficiently transmit power over large distances using the radiated
EM field from appropriate antennas. However, similar caveats about safety and
system complexity apply for these radiative approaches. It is also possible to
transmit power using non-radiative fields. As an example, the operation of a
transformer can be considered a form of wireless power transfer since it uses the
principle of magnetic induction to transfer energy from a primary coil to a
secondary coil without a direct electrical connection. Inductive chargers, such as
those found commonly in electric toothbrushes, operate on this same principle.
However, for these systems to operate efficiently, the primary coil (source) and
secondary coil (device) must be in close proximity and carefully positioned with
respect to one another. From a technical point of view, this means the magnetic
coupling between the source and device coils must be large for proper operation.
But what about going over somewhat larger distances or having more freedom in
positioning the source and device relative to each other? That’s the question that a
group at the Massachusetts Institute of Technology (MIT) asked themselves.
2.2.1 ELECTRICITY
The flow of electrons (current) through a conductor (like a wire), or charges
through the atmosphere (like lightning). A convenient way for energy to get from
one place to another
2.2.2 MAGNETISM
A fundamental force of nature, which causes certain types of materials to
attract or repel each other. Permanent magnets, like the ones on your refrigerator
and the earth's magnetic field, are examples of objects having constant magnetic
fields. Oscillating magnetic fields vary with time, and can be generated by
alternating current (AC) flowing on a wire. The strength, direction, and extent of
magnetic fields are often represented and visualized by drawings of the magnetic
field lines.
2.2.3 ELECTROMAGNETISM
Fig.2.2 As electric current, I flow in the circuit it gives rise to a magnetic field,
which wrap around wire and when current is reversed magnetic field also get
reversed.
Fig.2.3- the blue lines represent the magnetic field when current flows through a
coil and current is reversed, magnetic field also gets reversed.
2.2.6 RESONANCE
Magnetic coupling occurs when two objects exchange energy through their
varying oscillating magnetic fields. Resonant coupling occurs when the natural
frequencies of the two objects are approximately the same.
Fig. 2.5 Two idealized resonant magnetic coils, shown in yellow. The blue and red
colour bands illustrate their magnetic fields. The coupling of their respective
magnetic fields is indicated by the connection of the colour bands.
Fig. 2.6 The WiTricity power source left is connected to AC power. The blue lines
represent the magnetic near field induced by the power source. The yellow lines
present the flow of energy from the source to the WiTricity capture coil, which is
shown powering a light bulb.
The principle of mutual induction between two coils can be used for the
transfer of electrical power without any physical contact in between. The simplest
example of how mutual induction works is the transformer, where there is no
physical contact between the primary and the secondary coils. The transfer of
energy takes place due to electromagnetic coupling between the two coils.
Chapter – 3
Across an application space that spans power levels from less than a watt to
multiple kilowatts, a wireless energy transfer system based on HR-WPT often has
a common set of functional blocks. A general diagram of such a system is shown
in figure3.1.
Progressing from left to right on the top line of the diagram, the
input power to the system is usually either wall power (AC mains)
which is converted to DC in an AC/DC rectifier block, or
alternatively, a DC voltage directly from a battery or other DC
supply. In high power applications, a power factor correction stage
may also be included in this block. A high efficiency switching
amplifier converts the DC voltage into an RF voltage waveform used
to drive the source resonator. Often an impedance matching network
(IMN) is used to effectively couple the amplifier output to the source resonator
while enabling efficient switching-amplifier operation. Class D or E switching
amplifiers are suitable in many applications and generally require an inductive
load impedance for highest efficiency. The IMN serves to transform the source
resonator impedance, loaded by the coupling to the device resonator and output
load, into such an impedance for the source amplifier. The magnetic field
generated by the source resonator couples to the device resonator, exciting the
resonator and causing energy build-up. This energy is coupled out of the device
resonator to do useful work, for example, directly powering a load or charging a
battery. A second IMN may be used here to efficiently couple energy from the
resonator to the load. It may transform the actual load impedance into an effective
load impedance seen by the device resonator which more closely matches the
loading for optimum efficiency. For loads requiring a DC voltage, a rectifier
converts the received AC power back into DC.
It is also possible to directly connect the generator and load to the respective
resonators with a variety of IMNs. These generally comprise components
(capacitors and inductors) that are arranged in “T” and/or “pi” configurations. The
values of these components may be chosen for optimum efficiency at a specific
source-to-device coupling and load condition (“fixed tuned” impedance matching)
or they may be adjustable to provide higher performance over a range of source-to
device positions and load conditions (“tuneable” impedance matching).
Requirements of the particular application will determine which approach is most
appropriate from a performance and cost perspective. A common question about
wireless charging is: How efficient is it? The end-to-end efficiency of a wireless
energy transfer system is the product of the wireless efficiency (see Physics of
Highly Resonant Power Transfer for an explanation) and the efficiency of the
electronics (RF amplifier, rectifier and any other power conversion stages, if
needed). In high power applications, such as the charging of electric vehicles at
multi kilowatt levels, end-to-end efficiencies (AC input to DC output) greater than
94% have been demonstrated. Such efficiencies require that each stage in the
system have an efficiency at 98- 99% or greater. Careful design in each stage is
required to minimize losses to achieve such performance.
In a WPT system, the function of the primary side power electronics converter is
to generate a high-frequency current in the sending coil. To increase the switching
frequency and efficiency, usually a resonant topology is adopted. At the secondary
side, a rectifier is adopted to convert the high-frequency ac current to dc current.
Depending on whether a secondary side control is needed, an additional converter
may be employed. The primary side converter may be a voltage or a current
source converter. As a bulky inductor is needed for the current source converter,
the most common choice at the primary side is a full bridge voltage source
resonant converter. In the primary side, the full bridge converter outputs a high-
frequency square voltage. By adopting the LC compensation network, a constant
high frequency current can be maintained in L1. An additional capacitor C1s is
introduced here to compensated part of the reactive power on L1. Thus, the power
rating on L f 1 could be reduced. The system design flexibility could also be
improved. At the secondary side, the parallel compensation is adopted. With a
constant primary coil, current and parallel secondary side compensation, the
output is like a current source. At a certain coupling, the current in L3 is almost
constant. By changing the duty ratio of switch S5, the output power can be
controlled.
Many different control methods were proposed to control the transferred
power. Depending on where the control action is applied, the control method could
be classified as primary side control, secondary side control and dual-side control.
In most cases, the primary side and dual-side control is only suitable for power
transfer from one primary pad to one pickup pad. The secondary side control could
be used in the scenario where multiple pickup pads are powered from one primary
pad or track.
The control at the primary side can be realized by changing the frequency,
duty cycle and the phase between the two legs. Since the characteristic of a
resonant converter is related to the operating frequency, a frequency control at the
primary side is adopted in some designs. When adjusting the frequency, it should
be noted that the bifurcation phenomenon in the loosely coupled systems. The
power versus frequency is not always a monotonic function. Also, the frequency
control method takes up a wider radio frequency bandwidth, which may increase
the risk of electromagnetic interference. When the switching frequency is fixed,
the control can be carried out by duty cycle or phase shift. The problem of duty
cycle or phase shift control is that there is a high circulating current in the
converter. Also, the ZVS or ZCS switching condition may be lost. To ensure ZVS,
an alternative way to control the system output power is to adjust the input dc
MGM POLYTECHNIC COLLEGE, KILIMANOOR Page 16
ON ROAD CHARGING OF ELECTRIC VEHICLES DEPARTMENT OF AUTOMOBILE ENGINEERING
CHAPTER 4
The fig 4.1 shows the working of power transmitting unit, which transmits
wireless power to that particular section of the road above which the electric
vehicle is passing.
CHAPTER 5
5.1 ADVANTAGES
5.2 DISADVANTAGES
Conclusion
This paper presented a review of wireless charging of electric vehicles. It is clear
that vehicle electrification is unavoidable because of environment and energy
related issues. Wireless charging will provide many benefits as compared with
wired charging. In particular, when the roads are electrified with wireless charging
capability, it will provide the foundation for mass market penetration for EV
regardless of battery technology. With technology development, wireless charging
of EV can be brought to fruition. Further studies in topology, control, inverter
design, and human safety are still needed in the near term.
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MGM POLYTECHNIC COLLEGE, KILIMANOOR page 22
AUTONOMOUS CAR DEPARTMENT OF MECHANICAL ENGINEERING
References
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MGM POLYTECHNIC COLLEGE, KILIMANOOR page 22