Smart Charging For Ev Wireless Using Ai

SMART WIRE LESS ELECTRIC VEHICLE CHARGING ENABLED BASED ON
ELECTRIC VEHICLE PRESENCE USING AI
A Project Report Submitted in Partial Fulfilment of the

Requirements for the award of Degree of
BACHELOR OF TECHNOLOGY
IN
ELECTRICAL AND ELECTRONICS ENGINEERING
By
G. JYOTHSNA 20KD1A0237
G. NAVEEN 20KD1A0236
K. SANYASI NAIDU 20KD1A0252
CH. SAI KUMAR 20KD1A0220
Under the esteemed guidance of
MR.B. RAM VARA PRASAD, MTech

ASSISTANT PROFESSOR
Department of Electrical and Electronics Engineering

Lendi Institute of Engineering and Technology(A)
(Affiliated to Jawaharlal Nehru Technological University Gurajada, Vizianagaram) Approved by
AICTE, Accredited by NBA & NAAC with ‘A’ Grade
Vizianagaram- 535005
April -2024
LENDI INSTITUTE OF ENGINEERING AND TECHNOLOGY (A)
(Approved by A.I.C.T.E & Permanently Affiliated to JNTUGV, Gurajada,
Vizianagram)
Accredited by NBA & NAAC with ‘A’ Grade
Jonnada (Village), Denkada (Mandal), Vizianagaram
Dist. – 535 005. Phone No. 08922-241111, 241112
E-Mail.: lendi_2008@yahoo.com Website: www.lendi.org
CERTIFICATE
This is to certify that the project report entitled Smart Wireless Electric Vehicle Charging
Enabled based on Electric Vehicle Presence Using AI is being submitted by
In partial fulfillment for the award of the Degree of Bachelor of Technology in Electrical
and Electronics Engineering to the Jawaharlal Nehru Technological University, Gurajada
Vizianagaram is a record of great work carried out under my guidance and supervision.
The results embodied in this project report have not been submitted to any other Institute or
University for the award of any Department.
Project Guide Head of the Department
External Examiner
(Approved by A.I.C.T.E & Permanently Affiliated to JNTUGV,
Gurajada, Vizianagaram)
Jonnada (Village), Denkada (Mandal), Vizianagaram Dist.
– 535 005. Phone No. 08922-241111, 241112
ACKNOWLEDGEMENT
I consider it as a privilege to thank all those people who helped us a lot for the successful completion of this
project work entitled “Smart Wireless Electric Vehicle Charging Enabled based on Electric Vehicle
Presence Using AI”.
I sincerely express our whole hearted gratitude to Mr. B. Ram Vara prasad, Assistant Professor for
his technical guidance, constant encouragement and support in carrying out the Project Work.
I would like to thank Dr. K. Subbaramaiah, Head of the Department of Electrical and Electronics
Engineering for his Collaboration and constant Encouragement for the Successful Completion of this
Project Work even though he is busy with his hectic Schedule of Teaching and Administration.
I Sincerely express my whole hearted thanks to Dr. V.V. Rama Reddy, Principal for providing us all
required Software’s and Working Facilities in the College to carry out the Simulation and Hardware
Setup Successfully.
I avail this opportunity to express our deep sense of gratitude and hearty thanks to Management of
Lendi Institute of Engineering and Technology for providing Congenial atmosphere and
Encouragement.
Finally, we would like to thank all the Teaching and Non-Teaching Staff who helped me us in the
successful completion of this project work. We also like to thank all of our Friends & Parents helped
us directly or indirectly for the successful completion of our Project Work.
CONTENTS
DESCRIPTION PAGE NO
LIST OF FIGURES i
LIST OF ABBREVIATIONS ii
ABSTRACT iii
CHAPTER 1: INTRODUCTION 1-4
1. Introduction 2
1.1 Battery Charger for Vehicles 3
1.2 Electric vehicle Batteries
1.3 Vehicle Presence Using AI
2. Literature Survey
2.1 Existing System
2.2 Proposed System
CHAPTER 2: ELECTRIC VEHICLES 5-14
2. Introduction 6
2.1 Evolution of electric vehicle 6
2.2 Need of electric vehicles 7
2.3 Electric vehicle parts 8
2.3.1. Electric traction motor 8
2.3.2. controller and inverter 9
2.3.3. Thermal system 10
2.3.4. Charge port 10
2.3.5. On board charger 11
2.3.6. Batteries 11
2.3.7. Advantages of electric vehicle 13
2.3.8. Disadvantages of electric vehicle 14
CHAPTER 3: REGULATED POWER SUPPLY 15-20
3. Introduction 16
3.1 Power supply design 16
3.2. Transformers 16
3.3 Rectification 17
3.3.1 Full Bridge rectifier 17
3.3.1. DB107 18
3.4. Filters 18
3.5. Operation of Capacitor 19
3.6 Regulation 20
3.61 Voltage regulation 21
3.62 Resistors 22
3.63 LED 23
CHAPTER 4: ARDUINO UNO 20-27
4.1 Overview 21
4.1.1. Summary 22
4.1.2. Power 23
4.1.3. Memory 24
4.1.4. Input and Output 26
4.1.5 Communication 26
4.1.6. Programming 27
4.1.7. Software reset USB over current Protection 28
4.1.8. Physical Characteristics 29
CHAPTER 5: CHARGING MODULE 28-49
5.1 Introduction 29
5.1.1. Specifications 30
5.1.2. Current Consideration 30
5.1.3. Working Principle 30
5.1.4. The transformer and receiver Circuit 30
5.1.5 Simulation & Results 31
CHAPTER 6: ESP-32 CAM DEVELOPMENT BOARD 50-58
6.1 Introduction 51
6.1.1. Features 52
6.1.2. Specification 53
6.1.3. Programming 53
6.1.4 Applications 55
CHAPTER 7: OTHER HARDWARE COMPONENTS 58-60
CHAPTER 8: CONCLUSION AND FUTURE WORK 59-60
CHAPTER 9: REFERENCES 61-63
PUBLICATION
LIST OF FIGURES
FIGURE NO. NAME OF THE FIGURE PAGE NO.
1 Electrical Vehicle 6
2 Electrical vehicle time line 7
3 Block diagram of electric vehicle 8
4 Electrical traction motor 9
5 Thermal system 10
6 On board charger 11
7 Li-ion batteries 12
8 Battery modelling 21
9 Full bridge AC-DC converter 22
10 Three-phase bidirectional AC-DC 23
11 DC-DC bidirectional converter 24
12 Simulink Library 31
13 Commonly Used Blocks 32
14 Three-Phase Source Block 32
15 In Port Block 33
16 Out Port Block 33
17 Subsystem block 33
18 Gain Block 34
19 Scope Block 34
20 Voltage Measurement Block 35
21 Breaker Block 35
22 Bus Bar Block 36
23 Current Measurement Block 36
24 Constant Block 36
25 PID Controller Block 36
26 Powergui 37
27 Display Block 37
28 From Block 37
29 Goto Block 38
30 Mux, Demux 38
31 Mosfet Block 39
32 Resistor Block 39
33 Inductor Block 40
34 Capacitor Block 40
35 Three-Phase RLC load 41
36 Simulink model of bidirectional electric 42
charger
37 proposed internal subsystem of wall charger 43
Connection box
38 proposed simulink model of AC/DC converter 43
with Controller circuit
39 proposed simulink model of buck-boost converter 44
With controller circuit
40 proposed simulink model of DC/DC converter 44
With battery controller
41 proposed simulink model of connection controller 45
42 simulation battery graphs for grid to vehicle 46
43 simulation voltage graphs for grid to vehicle 47
44 simulation battery graphs for vehicle to grid 48
45 simulation voltage graphs for vehicle to grid 49
46 Digital tester 51
47 DC fan 52
48 Inverter circuit board 53
49 AC to DC converter 53
50 DC to DC buck converter 54
51 Voltmeter-Ammeter monitor panel 54
52 Electric vehicle 55
53 Block diagram of electric vehicle 57
54 Arduino ide 57
55 Hardware analysis of bidirectional battery charger 58
From grid to vehicle and vehicle to grid
LIST OF ABBREVIATION
TERMS ABBREVIATION
EV ELECTRIC VEHICLE
PEV PLUG IN ELECTRIC VEHICLE
V2G VEHICLE TO GRID
ECS ELECTRIC VEHICLE BATTERY CHARGES

Vizianagaram)
Jonnada (Village), Denkada (Mandal), Vizianagaram Dist. – 535 005. Phone No.
08922-241111, 241112
INSTITUTE
VISION
Producing globally competent and quality technocrats with human values for the holistic
needs of industry and society.
MISSION
 Creating an outstanding infrastructure and platform for enhancement of skills,
knowledge and behavior of students towards employment and higher studies.
 Providing a healthy environment for research, development and entrepreneurship,
to meet the expectations of industry and society.
 Transforming the graduates to contribute to the socio-economic development and
welfare of the society through value-based education.
Vizianagaram)
08922-241111, 241112
DEPARTMENT OF ELECTRICAL & ELECTRONICS

ENGINEERING
VISION
To be a hub for imparting knowledge, skills, and behavior for exemplary contributions in
the field of Electrical and Electronics Engineering.
MISSION
 To impart Technical Education through the state-of-the-art infrastructure facilities,
laboratories and instruction.
 To inculcate industry-oriented learning through industrial visits, internships, projects at
Industries, MOUs, to make students’ technically skills oriented.
 Creating conducive environment for higher education, employment and entrepreneurship
through quality education, professional skills and research.
 To promote societal commitment among students by inculcating moral and ethical values.
PROGRAM EDUCATIONAL OBJECTIVES (PEOs)
PEO1: Graduates shall have strong foundation in core and allied Electrical and Electronics
Engineering, in sciences and mathematics, to become globally competent in designing,
modeling and critical problem solving.
PEO2: Graduates shall involve in research activities in the field of electrical and
electronics engineering through lifelong learning and provide solutions to
engineering problems for sustainable development of society.
PEO3: Graduates shall have good communication skills and socio-ethical values for
getting employment or higher studies by excelling in competitive examinations and be able
to work in supportive and leadership roles.
(Approved by A.I.C.T.E & Permanently Affiliated to JNTUGV,Vizianagaram)
08922-241111, 241112
PROGRAM OUTCOMES (POs)
PO1: Engineering Knowledge: Apply the knowledge of mathematics, science, engineering

fundamentals, and an engineering specialization to the solution of complex engineering
problems.
PO2: Problem Analysis: Identify, formulate, review research literature, and analyze
complex engineering problems reaching substantiated conclusions using first principles of
mathematics, natural sciences, and engineering sciences.
PO3: Design & Development: Design solutions for complex engineering problems and
design system components or processes that meet the specified needs with appropriate
consideration for the public health and safety, and the cultural, societal, and environmental
considerations
PO4: Complex Problems & Investigations: Use research-based knowledge and research
methods including design of experiments, analysis and interpretation of data, and synthesis
of the information to provide valid conclusions.
PO5: Modern Tools: Create, select, and apply appropriate techniques, resources, and
modern engineering and IT tools including prediction and modeling to complex
engineering activities with an understanding of the limitations.
PO6: Engineer & Society: Apply reasoning informed by the contextual knowledge to
assess societal, health, safety, legal and cultural issues and the consequent responsibilities
relevant to the professional engineering practice.
PO7: Environment & Sustainability: Understand the impact of the professional
engineering solutions in societal and environmental contexts, and demonstrate the
knowledge of, and need for sustainable development.
PO8: Ethics: Apply ethical principles and commit to professional ethics and
responsibilities and norms of the engineering practice
PO9: Individual & Team Work: Function effectively as an individual, and as a member or
leader in diverse teams, and in multidisciplinary settings.
PO10: Communication Skills: Communicate effectively on complex engineering activities
with the engineering community and with society at large, such as, being able to
comprehend and write effective reports and design documentation, make effective
presentations, and give and receive clear instructions
PO11: Project Management & Finance: Demonstrate knowledge and understanding of the
engineering and management principles and apply these to one’s own work, as a member
and leader in a team, to manage projects and in multidisciplinary environments
PO12: Life Long Learning: Recognize the need for, and have the preparation and ability to
engage in independent and life-long learning in the broadest context of technological
change.
PROGRAM SPECIFIC OUTCOMES (PS0s)

PSO1: Capable of design, develop, test, verify and implement electrical and electronics
engineering systems and products.
PSO2: Succeed in national and international competitive examinations for successful
higher studies and employment.
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08922241111, 241112
COURSE OUTCOMES
CO1: Apply the Concepts of Electrical Engineering to analyze the idea of Students and
Design the Physical / Simulation model.
CO2: Enable Students to work as an individual and in Diverse Teams.
CO3: Identify the state of the art in the Fields of Electrical Engineering through
Literature Survey and Implement the ideas using Modern Tools.
CO4: Design and Develop models that are useful for the Society by following Research
Ethics and Values.
CO5: Improve Writing and Presentation Skills of Students so as to enable the
Work done by them to get Published
CO Vs PO & PSOs MAPPING
Cos PO1 PO2 PO3 PO4 PO5 PO6 PO7 PO8 PO9 PO1 PO11 PO1 PSO1 PSO2
0 2
CO1 3 3 2 3 2 2 3 1 3 3 - 2 2 2
CO2 3 3 2 2 2 2 3 1 3 3 - 2 - -
CO3 3 3 2 2 2 2 3 1 3 3 - 2 2 2
CO4 3 3 2 3 2 2 3 1 3 3 - 2 2 -
CO5 3 2 2 2 2 2 3 1 3 3 - 2 2 -
CO* 3 3 2 3 2 2 3 1 3 3 - 2 2 2
Overall POs & PSOs mapped:PO1, PO2, PO3, PO4, PO5, PO6, PO7, PO8, PO9, P010, P012, PSO1, PSO2
ABSTRACT
The high penetration of electric vehicles (EVs) will burden the existing power delivery
infrastructure if their charging and discharging are not adequately coordinated.
Dynamic pricing is a special form of demand response that can encourage EV owners
to participate in scheduling programs. Therefore, EV charging and discharging
scheduling and its dynamic pricing model are important fields of study. Many
researchers have focused on artificial intelligence-based EV charging demand
forecasting and scheduling models and suggested that artificial intelligence techniques
perform better than conventional optimization methods such as linear, exponential,
and multinomial logit models. However, only a few research studies focused on EV
discharging scheduling (i.e., vehicle-to-grid, V2G) because the concept of EV
discharging electricity back to the power grid is relatively new and evolving.
KEYWORDS: Microcontroller, Arduino Uno Crystal, LCD display, Copper coil, AI

Camera: ESP32 CAM, Battery: 12V DC Power Source, transformer
CHAPTER 1
INTRODUCTION
1|Page
INTRODUCTION
1.INTRODUCTION:
Usually, electric vehicle systems are based on various modules that should ensure the high power
and stability of the vehicle on the track. The majority of these components are linked to the
charging mechanism. In this regard, dynamic wireless power transfer is a practical method to
solve electric vehicle range anxiety and reduce the cost of onboard batteries. Wireless recharging
has long been common with pure electric vehicles and is designed to allow charging even when
the vehicle is in motion. However, it is difficult to analyze this method since its operating
philosophy is complex, particularly with the existence of several variables and parameters. Also,
the state of the vehicle, whether it is in motion or not, defines several parameters such as the
vehicle speed as well as the sizes and dimensions of the coil receivers. This paper presents a novel
method to improve the performance of the dynamic wireless recharge system. In the proposed
system, receiver coils have been added to maximize charging power by offering a dynamic
mathematical model that can describe and measure source-to-vehicle power transmission even
though it is in motion. In the proposed mathematical model, all physical parameters describing the
model were presented and discussed. The results showed the effectiveness of the proposed model.
Also, the experimental tests confirmed the validity of the simulation results obtained by providing
two coil receivers under the vehicle.
An electric vehicle (EV) is a vehicle that uses one or more electric motors or traction
motors for propulsion. An electric vehicle may be powered through a collector system by
electricity from off-vehicle sources, or may be self-contained with a battery, solar panels, fuel
cells or an electric generator to convert fuel to electricity [4]. EVs include, but are not limited to,
road and rail vehicles, surface and underwater vessels, electric aircraft and electric spacecraft. EVs
first came into existence in the mid-19th century, when electricity was among the preferred
methods for motor vehicle propulsion, providing a level of comfort and ease of operation that
could not be achieved by the gasoline cars of the time. Modern internal combustion engines have
been the dominant propulsion method for motor vehicles for almost 100 years, but electric power
has remained commonplace in other vehicle types, such as trains and smaller vehicles of all types.
During any energy conversion there will be losses in going from one form to another.
The magnitude of those losses is what dictates the practicality of any type of wireless charging.
Magnetic or inductive charging, in particular has been effectively used for some time to power
2|Page
various kinds of biomedical implants. Presently it is the safest and most enduring method to
accomplish the job of transferring power to the inside of the body. In these systems, oscillating
current in an external coil of wire generates a changing magnetic field which induces a voltage
inside an implanted coil. The current resultant from this voltage can charge a battery or power the
device directly.
While a moving magnet might just as well be used to externally generate the field, an external coil
is simply
more practical. Apple has just filed a patent for hardware which could make the shake to charge
concept a reality, at least in theory. They claim a unique design incorporating internal moveable
magnets, and a flat printed circuit board coil. Current chip efficiencies will however preclude
practical implementation of this scheme for some time.
Many smartphone users will be wondering wonder whether their near field communication (NFC)
chip can be used to harvest power from a dedicated external source, or perhaps an ambient
electromagnetic source like WiFi. In theory it is possible and such systems are on the market
already, however not every NFC chip would be up to the task. To achieve maximum efficiency the
system should be optimized for a use at a particular separation distance, angle of incidence, phase,
and frequency such that it is in a resonant condition.
Resonance in an electromagnetic system can be likened to pushing a child on swing only when the
swing is at the high point. Anywhere else and the energy transferred to the child will be reduced.
If the separation distance is no more than a quarter of the wavelength, such a system can operate at
efficiencies up to 35%.
One thing to keep in mind when considering wireless charging: If your charging system is
throwing away nearly all of the 10 or so amps available from your wall outlet just to provide you
with convenient at-a-distance charging, not only will charging be wasteful but it will be slow.
Other wireless charging technologies relying on ultrasound or solar power are being developed,
for example by Ubeam. For the time being, however, magnetic inductive charging technologies —
spearheaded by the Qi consortium and smartphones like the Nokia Lumia 920 — such have taken
the stage.
1.1: Battery charger for vehicles

There are two main types of chargers used for vehicle
3|Page
To recharge a fuel vehicle's starter battery, where a modular charger is used typically, a 3-
stagecharger.
To recharge an electric vehicle (EV) battery pack; see Charging station
Chargers for car batteries come in varying ratings. Chargers that are rated up to two amperes may
be used to maintain charge on parked vehicle batteries or for small batteries on garden tractors or
similar equipment. A motorist may keep a charger rated a few amperes to ten or fifteen amperes
for maintenance of automobile batteries or to recharge a vehicle battery that has accidentally
discharged. Service stations and commercial garages will have a large charger to fully charge a
battery in an hour or two; often these chargers can briefly source the hundreds of amperes required
to crank an internal combustion engine starter.
4|Page
1.2: Electric vehicle batteries
Electric vehicle battery chargers (ECS) come in a variety of brands and characteristics. These
chargers vary from 1 kW to 7.5 kW maximum charge rate. Some use algorithm charge curves,
others use constant voltage, constant current. Some are programmable by the end user through a
CAN port, some have dials for maximum voltage and amperage, some are preset to specified
battery pack voltage, amp-hour and chemistry. Prices range from $400 to $4500.
A 10 amp-hour battery could take 15 hours to reach a fully charged state from a fully discharged
condition with a 1amp charger as it would require roughly 1.5 times the battery's capacity.
Public EV charging stations provide 6 kW (host power of 208 to 240 V AC off a 4amp circuit).
6 kW will recharge an EV roughly 6 times faster than 1 kW overnight charging.
Rapid charging results in even faster recharge times and is limited only by available AC power,
battery type, and the type of charging system.
Onboard EV chargers (change AC power to DC power to recharge the EV's pack) can be:
 Isolated: They make no physical connection between the A/C electrical mains and the
batteries being charged. These typically employ some form of inductive connection between the
grid and a charging vehicle. Some isolated chargers may be used in parallel. This allows for an
increased charge current and reduced charging times. The battery has a maximum current rating
that cannot be exceeded. Non-isolated: the battery charger has a direct electrical connection to the
A/C outlet's wiring.
5|Page
1.3: Vehicle Presence Using AI
There are two sections in this project. Wireless power transmitter is transmitter and it will transmit
power. ESP32 cam interfaced with Arduino through serial port. Arduino enables wireless power
transmitter through relay. Relay interfaced with Arduino digital pin. Other section is Electric
vehicle, which has wireless power receiver module. Wireless power receiver connected to charger
through voltage booster to charge battery.
ESP32 camera installed at wireless power transmitter side. When electric vehicle
comes near to charger then camera detects vehicle presence and send signal to Arduino. Arduino
sends signal to relay to switch ON wireless power transmitter. Electric vehicle has power receiver
coil, which is fixed at bottom of electric vehicle. Then it will charge battery, when vehicle came
out of charger then camera detects electric vehicle absence and switch off transmitter. Camera
detects vehicle based on machine learning and classification algorithms.
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2. LITERATURE SURVEY
H. Jahangir [1] proposes the market penetration of Plug-in Electric Vehicles (PEVs) is
escalating due to their energy saving and environmental benefits. In order to
address PEVs impact on the electric networks, the aggregators need to accurately
predict the PEV Travel Behavior (PEV-TB) since the addition of a great number of
PEVs to the current distribution network poses serious challenges to the power system.
Forecasting PEV-TB is critical because of the high degree of uncertainties in drivers’
behavior. Existing studies mostly simplified the PEV-TB by mapping travel behavior
from conventional vehicles. This could cause bias in power estimation considering the
differences in PEV-TB because of charging pattern which consequently could bungle
economic analysis of aggregators. In this study, to forecast PEV-TB an artificial
intelligence-based method -feedforward and recurrent Artificial Neural
Networks (ANN) with Levenberg Marquardt (LM) training method based on Rough
structure - is developed
M. Naoui [2] proposes a wireless power transfer provides a new technology to charge
electric vehicles (EVs) without physical contact. This system has to partially resolve
the autonomy problem for EVs and buses. The majority of researchers were exposed
to two categories of this technique: stationary wireless charging (SWC) and dynamic
wireless charging (DWC) systems. Actually, the wireless recharge method is a recent
solution that eliminates the problem of waiting time in recharge stations. However, the
problem is always related to the vehicle status: if it is in motion and if it is in high‐
speed running mode. In this context, this paper defines and examines the
mathematical model of the DWC system and explains its function in relation to several
parameters related to the vehicle situation. This study explores the mathematical
model and identifies the best conditions for using the recharge method when the
vehicle is in motion. The analysis study was elaborated using MATLAB/Simulink
software, and the obtained results showed the variation of the state of charge,
depending on the vehicle speed.
Sharaf AM [3] proposed the ultra-fast charging (UFC) of the battery pack or the rapid
recharging of the battery requires specific demands, including both: the EV battery
and the influence on the power grid. In this regard, advanced power electronics
technologies are emerging significantly to replace the currently existing gas station
7|Page
infrastructures with the EV charging stations to move from conventional charging
(range of hours) to UFC (range of minutes). Among these power electronics
conversion systems, the DC-DC conversion stage plays an essential role in supplying
energy to the EV via charging the EV’s battery. Accordingly, this paper aims to
present possible architectures of connecting multiple Dual Active Bridge (DAB) units
as the DC-DC stage of the EV fast charger.
2.1EXISTING SYSTEM
The solar powered charging station for charging of electric vehicle describes design of solar powered charging
station for charging of electric vehicle that solves the key downside of fuel and pollution. Electric vehicles
have now hit the road worldwide and are slowly growing in numbers. Apart from environmental benefits
electric vehicles have also proven helpful in reducing cost of travel by replacing fuel by electricity which is
way cheaper. Well, here we develop an EV charging system that solves with a unique innovative solution.
This EV charging of vehicles without any wires, no need of stop for charging, vehicle charges while moving,
Solar power for keeping the charging system going, no external power supply needed. The system makes use
of a solar panel, battery, transformer, regulator circuitry, copper coils, AC to DC converter, at Mega controller
and LCD display to develop the system. The system demonstrates how electric vehicles can be charged while
moving on the road, eliminating the need to stop for charging. Thus, the system demonstrates a solar powered
wireless charging system for electric vehicles that can be integrated in the road.
2.2PROPOSED SYSTEM
Number of electrical vehicles charging stations increased significantly. Type of charges is based on cable and
need manual intervention to charge vehicle. These types of chargers are traditional and don’t have any
additional features except charging. Artificial intelligent play’s major role in every sector and it eliminates
manual presence. We can add artificial intelligent based charger that enables charger when it detects vehicle
through the camera. This type of EV chargers is not existed anywhere. The proposed project title is smart
wireless vehicle charger enable based on vehicle presence using AI.
ESP32 camera installed at wireless power transmitter side. When electric vehicle comes near to charger
then camera detects vehicle presence and send signal to Arduino. Arduino sends signal to relay to switch ON
wireless power transmitter. Electric vehicle has power receiver coil, which is fixed at bottom of electric
vehicle. Then it will charge battery, when vehicle came out of charger then camera detects electric vehicle
absence and switch off transmitter. Camera detects vehicle based on machine learning and classification
algorithms.
8|Page
CHAPTER 2
ELECTRIC VEHICLE
9|Page
ELECTRIC VEHICLE
2: INTRODUCTION
An electric vehicle (EV) is a vehicle that uses one or more electric motors or traction
motors for propulsion. An electric vehicle may be powered through a collector system
by electricity from off-vehicle sources, or may be self-contained with a battery, solar
panels, fuel cells or an electric generator to convert fuel to electricity.[1] EVs include,
but are not limited to, road and rail vehicles, surface and underwater vessels, electric
aircraft and electric spacecraft.
EVs first came into existence in the mid-19th century, when electricity was among the
preferred methods for motor vehicle propulsion, providing a level of comfort and ease
of operation that could not be achieved by the gasoline cars of the time. Modern
internal combustion engines have been the dominant propulsion method for motor
vehicles for almost 100 years, but electric power has remained commonplace in other
vehicle types, such as trains and smaller vehicles of all types.
fig 1: electrical vehicle

2.1 : EVOLUTION OF ELECTRIC VEHICLE
Electric Vehicles actually have their origin in the 1800s. The first American electric car
was developed by William Morrison in 1891. His six-passenger wagon reached a top
speed of 14 mph. (While this may seem slow, in 1899 the land speed record was set by
an EV at 66 mph.) Morrison’s invention was considered the first practical example of
an EV, and it spurred interest in electric Transport.
Commonly, the term EV is used to refer to an electric car. In the 21st century, EVs
have seen a resurgence due to technological developments, and an increased focus on
renewable energy and the potential reduction of transportation's impact on climate
change and other
10 | P a g e
environmental issues. Project Drawdown describes electric vehicles as one of the 100
best contemporary solutions for addressing climate change.`
Interest in EVs made a bit of a resurgence in the 1960s and 1970s, but it wasn’t until
the early 1990s that a more substantial push for driving electric was realized. This
surge was mainly driven by regulations and legislation, such as the California Air
Resources Board, which pushed for more fuel-efficient and emissions-free vehicles. In
1996, General Motors (GM) developed the first mass-produced battery-electric car, the
EV1. The EV1 had a range of approximately 60 miles and a top speed of 80 mph. By
2002, though, GM discontinued it.
The California Air Resources Board mandate had been weakened.
2.2: NEED OF THE ELECTRIC VEHICLES (EV)

There are many reasons why people are moving to Electric Vehicles (EV) to get them
to the places they need to be. These include EVs are fun to drive because they are fast
and smooth; Many studies show that the emissions from burning fossil fuels such as
gasoline produce harmful greenhouse gases. EV’s produce no smelly fumes or harmful
greenhouse gases.
 EVs are innovative and cool.
11 | P a g e
2.3: ELECTRIC VEHICLE PARTS
MAIN COMPONENTS OF ELECTRIC VEHICLE
1. Electrical Traction Motor
2. Controller and Inverter
3. Dc/Dc Converter
4. Thermal System
5. Traction Battery Pack
Fig 3: block diagram of electric vehicle
6. Charge Port
7. Transmission
8. On Board Charger
9. Battery
2.31 ELECTICAL TRACTION MOTOR
A traction motor is an electric motor used for propulsion of a vehicle, such as

locomotives, electric or hydrogen vehicles, elevators or electric multiple units.
Traction motors are used in electrically powered rail vehicles (electric multiple units)
and other electric vehicles including electric milk floats, elevators, roller coasters,
conveyors, and trolleybuses, as well as vehicles with electrical transmission systems
(Diesel-electric Locomotives, electric hybrid vehicles), and battery electric vehicles.
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Fig 4: Electrical Traction Motor
2.32: CONTROLLER AND INVERTER
Controller:
The Controller is the Electric Vehicle, the need for a controller arises when an
electric vehicle
uses a BLDC motor for its working. Before understanding the need for a controller, let’s
first get to know about the types of motors used in electric vehicles. In EVs/HEVs step-
up and step-down converters are combined into one unit. An application of a step-up
converter is converting EV/HEV battery voltage (typically 180-300 volts) to about 650
volts to power the traction motor.
Inverter:
An inverter controls the frequency of power supplied to an AC motor to
control the rotation speed of the motor. Without an inverter, the AC motor would
operate at full speed as soon as the power supply was turned ON. You would not be
able to control the speed, making the applications for the motor limited.
 Less than 6 kW “Electrified” vehicles – battery electric, hybrid electric and fuel cell
electric - operate at higher DC bus voltage and have higher power capacity
 48 to 800 VDC
 10 to 200 kW on board
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2.33: THERMAL SYSTEM
Fig 5: Thermal System

Air cooling uses the principle of convection to transfer heat away from the
battery pack. As air runs over the surface, it will carry away the heat emitted
by the pack. Air cooling is simple and easy, but not very efficient and
relatively crude compared to liquid cooling. Air cooling is used in earlier
versions of electric cars, such as the Nissan Leaf. As electric cars are now
being used more commonly, safety issues have arisen with purely air-cooled
battery packs, particularly in hot climates. Other car manufacturers, such as Tesla,
insist that liquid cooling is the safest method. Liquid coolants have higher heat
conductivity and heat capacity (ability to store heat in the form of energy in its bonds)
than air, therefore performs very effectively and own advantages like compact
structure and ease of arrangement. Out of these options, liquid coolants will deliver
the best performance for maintaining a battery pack in the correct temperature range
and uniformity. Liquid cooling systems have their own share of safety issues related to
leaking and disposal, as glycol can be dangerous for the environment if handled
improperly. These systems are currently used by Tesla, Jaguar, and BMW, to name a
few.
2.34 CHARGE PORT

Charge ports on electric cars are similar to the fuel tank filler openings on
gasoline and diesel cars in that the fuel or energy is transferred into the vehicle
through an opening that is typically concealed by a small door or flap.
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2.35: ON BOARD CHARGER
The on-board charger (OBC) is the system built into the car to recharge the
high voltage battery from the AC grid while the vehicle is parking. Higher driving
ranges of the plug-in hybrid (PHEV) and battery electric (BEV) vehicles are realized
by increasing the battery capacity and the energy efficiency of the electric components.
The used battery voltage classes tend to become standardized at approx. 450 V with a
trend towards higher voltages, as this supports faster charging times and enables lighter
cabling within the vehicle. Discrete high voltage components are widely used for OBC
(on-board charger) applications, as price pressure increasingly displaces module-based
solutions. The trend towards fast charging also impacts on the power range demanded
from OBC topologies, therefore new designs trend towards 11 kW or even up to 22
kW. This development, paired with a demand for high efficiency and power density at
low system cost, is a strong driver for the usage of three-phase solutions. Today
typically there is a
Fig 6: On board charger
unidirectional power flow from the grid to the battery, but there is also bidirectional
use cased like a battery to load or battery to grid.
2.36: BATTERIES
An electric-vehicle battery (EVB, also known as a traction battery) is a battery

used to power the electric motors of a battery electric vehicle (BEV) or hybrid electric
vehicle (HEV). These batteries are usually rechargeable (secondary) batteries, and are
typically lithium-ion batteries. These batteries are specifically designed for a high
ampere-hour (or kilowatt-hour) capacity Lithium ion (Li-ion) batteries are now
considered to be the
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each have different characteristics, but vehicle manufactures are focused variants that
have excellent longevity. Compared to other mature battery technologies, Li-ion offers
many benefits. For example, it has excellent specific energy (140 Wh/kg) and energy
density, making it ideal for battery electric vehicles. Li-ion batteries are also excellent
in retaining energy, with a self-discharge rate (5% per month) that an order of
magnitude lower than NiMH batteries.
However, Li-ion batteries also have some drawbacks as well. Comparatively, Li-ion
batteries have been a very expensive battery technology. There are also major safety
concerns regarding the overcharging and overheating of these batteries. Li-ion can
experience a thermal runaway, which can trigger vehicle fires or explosions. There had
been serval instances where the Tesla Model S, which utilized Li-ion batteries, had
infamously caught on fire due to issues with fluctuating charging or damage to the
battery. However, great efforts have been made to help improve the safety of vehicles
that use Li- ion batteries.
battery.
However, great efforts have been made to help improve the safety of vehicles that use
li-ion batteries.
Fig 7: LI-ION Battery
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Lithium ion (Li-ion) batteries are now considered to be the standard for modern
battery electric vehicles. There are many types of Li-ion batteries that each have
different characteristics, but vehicle manufactures are focused variants that have
excellent longevity. Compared to other mature battery technologies, Li-ion offers
many benefits. For example, it has excellent specific energy (140 Wh/kg) and energy
density, making it ideal for battery electric vehicles. Li-ion batteries are also excellent
in retaining energy, with a self-discharge rate (5% per month) that an order of
magnitude lower than NiMH batteries.
battery. However, great efforts have been made to help improve the safety of vehicles
that use Li-ion batteries.
2.37: ADVANTAGES OF ELECTRIC VEHICLE

1.Simplicity in design. No issues of balancing of rotating and reciprocating masses
as compared to IC Engines.
2.Electric vehicles have good power (induction motor) to weight ratio.
3. Instant torque right away from 0 to the maximum limit. Peak torque at zero rpm.
The moving power is immense.
4.Regenerative braking is main part of electric vehicles in India.
5.Typically, no requirement of transmissions.
6.EV has no tailpipe. Hence no pollution.
7.Silent operation as compared to a conventional vehicle.
8.Efficiency is about 3 times higher than IC Engine vehicles.
9.Cheaper to use and maintain.
10.No or Less use of Car in Vehicles.
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2.38: DISADVANTAGES OF ELECTRIC VEHICLE
1.If the battery is faulty/ has problems/ needs to be replaced. An EV battery is very
expensive than a conventional one. It can be a problem for Electric Vehicles in India
2.Battery charging may take at-least an hour, whereas full tank petrol can be filled
within 5 minutes.
• Above all, Electric cars are expensive to buy.
3.The operation of electric cars are widely based on location. The main problem is
charging station which provides electricity in emergency case. It’s not readily
available at all the place like petrol pump which comes at-least every 5, 10 or 15 km –
that is, of course, attributed to the underdeveloped infrastructure.
4.Electric vehicle may have shorter range than Internal combustion engine car. As said
electric vehicle of same segment may have a range of 200-250 km. Whereas Internal
combustion engine car may have a range of approx. 600-700 km (with full tank).
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CHAPTER 3
REGULATED POWER SUPPLY
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REGULATED POWER SUPPLY
3: INTRODUCTION
Power supply is a supply of electrical power. A device or system that supplies electrical or other types
of energy to an output load or group of loads is called a power supply unit or PSU. The term is most commonly
applied to electrical energy supplies, less often to mechanical ones, and rarely to others.
A power supply may include a power distribution system as well as primary or secondary
sources of energy such as
 Conversion of one form of electrical power to another desired form and voltage, typically involving
converting AC line voltage to a well-regulated lower-voltage DC for electronic devices. Low voltage, low
power DC power supply units are commonly integrated with the devices they supply, such
as computers and household electronics.
 Batteries.
 Chemical fuel cells and other forms of energy storage systems.
 Solar power.
 Generators or alternators.
3.1: BLOCK DIAGRAM:
Fig 8: Regulated Power Supply
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The basic circuit diagram of a regulated power supply (DC O/P) with led connected as load is shown below
Fig 9: Circuit diagram of Regulated Power Supply with Led connection
The components mainly used in above figure are

 230V AC MAINS
 TRANSFORMER
 BRIDGE RECTIFIER(DIODES)
 CAPACITOR
 VOLTAGE REGULATOR(IC 7805)
 RESISTOR
 LED(LIGHT EMITTING DIODE)
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POWER SUPPLY DESIGN:
Input is 230 volts A.C
Transformation
Rectification
Filtration
Regulation
Output is 5 volts D.C
The detailed explanation of each and every block and component mentioned above is as follows:
1. Transformation:
The process of transforming energy from one device to another is called transformation. For transforming
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energy we use transformers.
Transformers:
A transformer is a device that transfers electrical energy from one circuit to another
through inductively coupled conductors without changing its frequency. A varying current in the first or
primary winding creates a varying magnetic flux in the transformer's core, and thus a varying magnetic
field through the secondary winding. This varying magnetic field induces a varying electromotive force
(EMF) or "voltage" in the secondary winding. This effect is called mutual induction.
If a load is connected to the secondary, an electric current will flow in the secondary winding
and electrical energy will be transferred from the primary circuit through the transformer to the load. This
field is made up from lines of force and has the same shape as a bar magnet.
If the current is increased, the lines of force move outwards from the coil. If the current is
reduced, the lines of force move inwards.
If another coil is placed adjacent to the first coil then, as the field moves out or in, the moving
lines of force will "cut" the turns of the second coil. As it does this, a voltage is induced in the second coil.
With the 50 Hz AC mains supply, this will happen 50 times a second. This is called MUTUAL INDUCTION
and forms the basis of the transformer.
The input coil is called the PRIMARY WINDING; the output coil is the SECONDARY
WINDING. Fig: 3.5 shows step-down transformer.
Fig 10: Step-Down Transformer

The voltage induced in the secondary is determined by the TURNS RATIO.
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For example, if the secondary has half the primary turns; the secondary will have half the
primary voltage.
Another example is if the primary has 5000 turns and the secondary has 500 turns, then the
turn’s ratio is 10:1.
If the primary voltage is 240 volts then the secondary voltage will be x 10 smaller = 24 volts.
Assuming a perfect transformer, the power provided by the primary must equal the power taken by a load on
the secondary. If a 24-watt lamp is connected across a 24 volt secondary, then the primary must supply 24
watts.
To aid magnetic coupling between primary and secondary, the coils are wound on a metal
CORE. Since the primary would induce power, called EDDY CURRENTS, into this core, the core is
LAMINATED. This means that it is made up from metal sheets insulated from each other. Transformers to
work at higher frequencies have an iron dust core or no core at all.
Note that the transformer only works on AC, which has a constantly changing current and
moving field. DC has a steady current and therefore a steady field and there would be no induction.
Some transformers have an electrostatic screen between primary and secondary. This is to
prevent some types of interference being fed from the equipment down into the mains supply, or in the other
direction. Transformers are sometimes used for IMPEDANCE MATCHING.
We can use the transformers as step up or step down.
Step Up transformer:
In case of step up transformer, primary windings are every less compared to secondary
winding.
Because of having more turns secondary winding accepts more energy, and it releases more
voltage at the output side.
Step down transformer:
In case of step-down transformer, Primary winding induces more flux than the secondary
winding, and secondary winding is having less number of turns because of that it accepts less number of flux,
and releases less amount of voltage.
Battery power supply:
A battery is a type of linear power supply that offers benefits that traditional line-operated
power supplies lack: mobility, portability and reliability. A battery consists of multiple electrochemical cells
connected to provide the voltage desired. Fig: 3.6 shows Hi-Watt 9V battery
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Fig 11: Hi-Watt 9V Battery
The most commonly used dry-cell battery is the carbon-zinc dry cell battery. Dry-cell batteries are made by
stacking a carbon plate, a layer of electrolyte paste, and a zinc plate alternately until the desired total voltage
is achieved. The most common dry-cell batteries have one of the following voltages: 1.5, 3, 6, 9, 22.5, 45, and
90. During the discharge of a carbon-zinc battery, the zinc metal is converted to a zinc salt in the electrolyte,
and magnesium dioxide is reduced at the carbon electrode. These actions establish a voltage of approximately
1.5 V.
The lead-acid storage battery may be used. This battery is rechargeable; it consists of lead and
lead/dioxide electrodes which are immersed in sulfuric acid. When fully charged, this type of battery has a
2.06-2.14 V potential (A 12 volt car battery uses 6 cells in series). During discharge, the lead is converted to
lead sulfate and the sulfuric acid is converted to water. When the battery is charging, the lead sulfate is
converted back to lead and lead dioxide A nickel-cadmium battery has become more popular in recent
years. This battery cell is completely sealed and rechargeable. The electrolyte is not involved in the electrode
reaction, making the voltage constant over the span of the batteries long service life. During the charging
process, nickel oxide is oxidized to its higher oxidation state and cadmium oxide is reduced. The nickel-
cadmium batteries have many benefits. They can be stored both charged and uncharged. They have a long
service life, high current availabilities, constant voltage, and the ability to be recharged.
Fig 12: Pencil Battery of 1.5V

Rectification:
The process of converting an alternating current to a pulsating direct current is called as
rectification. For rectification purpose we use rectifiers.
Rectifiers:
A rectifier is an electrical device that converts alternating current (AC) to direct current (DC), a
process known as rectification. Rectifiers have many uses including as components of power supplies and as
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detectors of radio signals. Rectifiers may be made of solid-state diodes, vacuum tube diodes, mercury arc
valves, and other components.
A device that it can perform the opposite function (converting DC to AC) is known as an
inverter.
When only one diode is used to rectify AC (by blocking the negative or positive portion of the
waveform), the difference between the term diode and the term rectifier is merely one of usage, i.e., the term
rectifier describes a diode that is being used to convert AC to DC. Almost all rectifiers comprise a number of
diodes in a specific arrangement for more efficiently converting AC to DC than is possible with only one
diode. Before the development of silicon semiconductor rectifiers, vacuum tube diodes and copper (I) oxide or
selenium rectifier stacks were used.
Bridge full wave rectifier:
The Bridge rectifier circuit is shown in fig:3.8, which converts an ac voltage to dc voltage
using both half cycles of the input ac voltage. The Bridge rectifier circuit is shown in the figure. The circuit
has four diodes connected to form a bridge. The ac input voltage is applied to the diagonally opposite ends of
the bridge. The load resistance is connected between the other two ends of the bridge.
For the positive half cycle of the input ac voltage, diodes D1 and D3 conduct, whereas diodes
D2 and D4 remain in the OFF state. The conducting diodes will be in series with the load resistance R L and
hence the load current flows through RL.
For the negative half cycle of the input ac voltage, diodes D2 and D4 conduct whereas, D1 and
D3 remain OFF. The conducting diodes D2 and D4 will be in series with the load resistance R L and hence the
current flows through RL in the same direction as in the previous half cycle. Thus, a bi-directional wave is
converted into a unidirectional wave.
Fig 13: Bridge rectifier: a full-wave rectifier using 4 diodes
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DB107:
Now -a -days Bridge rectifier is available in IC with a number of DB107. In our project we are
using an IC in place of bridge rectifier. The picture of DB 107 is shown below
Features:
 Good for automation insertion

 Surge overload rating - 30 amperes peak
 Ideal for printed circuit board
 Reliable low cost construction utilizing molded
 Glass passivated device
 Polarity symbols molded on body
 Mounting position: Any
 Weight: 1.0 gram
Fig 14: DB107

Filters:
Electronic filters are electronic circuits, which perform signal-processing functions,
specifically to remove unwanted frequency components from the signal, to enhance wanted ones.
Introduction to Capacitors:
The Capacitor or sometimes referred to as a Condenser is a passive device, and one which
stores energy in the form of an electrostatic field which produces a potential (static voltage) across its plates.
In its basic form a capacitor consists of two parallel conductive plates that are not connected but are
electrically separated either by air or by an insulating material called the Dielectric. When a voltage is applied
to these plates, a current flows charging up the plates with electrons giving one plate a positive charge and the
other plate an equal and opposite negative charge. This flow of electrons to the plates is known as
the Charging Current and continues to flow until the voltage across the plates (and hence the capacitor) is
equal to the applied voltage Vcc. At this point the capacitor is said to be fully charged and this is illustrated
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below. The construction of capacitor and an electrolytic capacitor are shown in figures 3.10 and 3.11
respectively.
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Fig 15 :Construction Of a Capacitor Fig 16 :Electrolytic Capacitor
Units of Capacitance:
Microfarad (μF) 1μF = 1/1,000,000 = 0.000001 = 10-6 F
Nanofarad (nF) 1nF = 1/1,000,000,000 = 0.000000001 = 10-9 F
Pico farad (pF) 1pF = 1/1,000,000,000,000 = 0.000000000001 = 10-12 F
Operation of Capacitor:
Think of water flowing through a pipe. If we imagine a capacitor as being a storage tank with
an inlet and an outlet pipe, it is possible to show approximately how an electronic capacitor works.
First, let's consider the case of a "coupling capacitor" where the capacitor is used to connect a
signal from one part of a circuit to another but without allowing any direct current to flow.
If the current flow is alternating between zero and a maximum, our "storage tank" capacitor will allow the
current waves to pass through.
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However, if there is a steady current, only the initial short burst will flow until the "floating ball valve" closes
and stops further flow.
So a coupling capacitor allows "alternating current" to pass through because the ball valve doesn't get a
chance to close as the waves go up and down. However, a steady current quickly fills the tank so that all flow
stops.
A capacitor will pass alternating current but (apart from an initial surge) it will not pass d.c.
Where a capacitor is used to decouple a circuit, the effect is to "smooth

out ripples". Any ripples, waves or pulses of current are passed to
ground while d.c. Flows smoothly.
`q
4. Regulation:
The process of converting a varying voltage to a constant regulated voltage is called as
regulation. For the process of regulation we use voltage regulators.
Voltage Regulator:
A voltage regulator (also called a ‘regulator’) with only three terminals appears to be a simple
device, but it is in fact a very complex integrated circuit. It converts a varying input voltage into a constant
‘regulated’ output voltage. Voltage Regulators are available in a variety of outputs like 5V, 6V, 9V, 12V and
15V. The LM78XX series of voltage regulators are designed for positive input. For applications requiring
negative input, the LM79XX series is used. Using a pair of ‘voltage-divider’ resistors can increase the output
voltage of a regulator circuit.
It is not possible to obtain a voltage lower than the stated rating. You cannot use a 12V
regulator to make a 5V power supply. Voltage regulators are very robust. These can withstand over-current
draw due to short circuits and also over-heating. In both cases, the regulator will cut off before any damage
occurs. The only way to destroy a regulator is to apply reverse voltage to its input. Reverse polarity destroys
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the regulator almost instantly. Fig: 3.12 shows voltage regulator.
Fig 17: Voltage Regulator
Resistors:
A resistor is a two-terminal electronic component that produces a voltage across its terminals that is
proportional to the electric current passing through it in accordance with Ohm's law:
V = IR
Resistors are elements of electrical networks and electronic circuits and are ubiquitous in most
electronic equipment. Practical resistors can be made of various compounds and films, as well as resistance
wire (wire made of a high-resistivity alloy, such as nickel/chrome).
The primary characteristics of a resistor are the resistance, the tolerance, maximum working voltage
and the power rating. Other characteristics include temperature coefficient, noise, and inductance. Less well-
known is critical resistance, the value below which power dissipation limits the maximum permitted current
flow, and above which the limit is applied voltage. Critical resistance is determined by the design, materials
and dimensions of the resistor.
Resistors can be made to control the flow of current, to work as Voltage dividers, to dissipate
power and it can shape electrical waves when used in combination of other components. Basic unit is ohms.
Theory of operation:
Ohm's law:
The behavior of an ideal resistor is dictated by the relationship specified in Ohm's law:
V = IR
Ohm's law states that the voltage (V) across a resistor is proportional to the current (I) through
it where the constant of proportionality is the resistance (R).
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Power dissipation:
The power dissipated by a resistor (or the equivalent resistance of a resistor network) is
calculated using the following:
Fig 18: Resistor Fig 19: Color Bands In Resistor
3.4. LED:
A light-emitting diode (LED) is a semiconductor light source. LEDs are used as indicator
lamps in many devices, and are increasingly used for lighting. Introduced as a practical electronic component
in 1962, early LED’s emitted low-intensity red light, but modern versions are available across the visible,
ultraviolet and infrared wavelengths, with very high brightness. The internal structure and parts of a led are
shown in figures 3.15 and 3.16 respectively.
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Fig 20: Inside a LED Fig 21: Parts of a LED
Working:
The structure of the LED light is completely different than that of the light bulb. Amazingly,
the LED has a simple and strong structure. The light-emitting semiconductor material is what determines the
LED's color. The LED is based on the semiconductor diode.
When a diode is forward biased (switched on), electrons are able to recombine with holes
within the device, releasing energy in the form of photons. This effect is called electroluminescence and the
color of the light (corresponding to the energy of the photon) is determined by the energy gap of the
semiconductor. An LED is usually small in area (less than 1 mm2), and integrated optical components are
used to shape its radiation pattern and assist in reflection. LED’s present many advantages over incandescent
light sources including lower energy consumption, longer lifetime, improved robustness, smaller size, faster
switching, and greater durability and reliability. However, they are relatively expensive and require more
precise current and heat management than traditional light sources. Current LED products for general lighting
are more expensive to buy than fluorescent lamp sources of comparable output. They also enjoy use in
applications as diverse as replacements for traditional light sources in automotive lighting (particularly
indicators) and in traffic signals. The compact size of LED’s has allowed new text and video displays and
sensors to be developed, while their high switching rates are useful in advanced communications technology.
The electrical symbol and polarities of led are shown in fig: 3.17.
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Fig 22: Electrical Symbol & Polarities of LED
LED lights have a variety of advantages over other light sources:
 High-levels of brightness and intensity

 High-efficiency
 Low-voltage and current requirements
 Low radiated heat
 High reliability (resistant to shock and vibration)
 No UV Rays
 Long source life
 Can be easily controlled and programmed
Applications of LED fall into three major categories:
 Visual signal application where the light goes more or less directly from the LED to the human eye, to
convey a message or meaning.
 Illumination where LED light is reflected from object to give visual response of these objects.
Generate light for measuring and interacting with processes that do not involve the human visual system
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CHAPTER 4
Arduino Uno
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Arduino Uno
Fi Fig 24: Arduino Uno R3 Back

g 23: Arduino Uno R3
Front
Arduino Uno R2 Front Arduino Uno SMD Arduino Uno Front Arduino Uno Back
Overview:
The Arduino Uno is a microcontroller board based on the ATmega328 (datasheet). It has 14 digital
input/output pins (of which 6 can be used as PWM outputs), 6 analog inputs, a 16 MHz ceramic resonator, a
USB connection, a power jack, an ICSP header, and a reset button. It contains everything needed to support
the microcontroller; simply connect it to a computer with a USB cable or power it with a AC-to-DC adapter
or battery to get started.
The Uno differs from all preceding boards in that it does not use the FTDI USB-to-serial driver chip.
Instead, it features the Atmega16U2 (Atmega8U2 up to version R2) programmed as a USB-to-serial
converter.
Revision 2 of the Uno board has a resistor pulling the 8U2 HWB line to ground, making it easier to put into
DFU mode.
Revision 3 of the board has the following new features:
 1.0 pinout: added SDA and SCL pins that are near to the AREF pin and two other new pins placed
near to the RESET pin, the IOREF that allow the shields to adapt to the voltage provided from the
board. In future, shields will be compatible both with the board that use the AVR, which operate
with 5V and with the Arduino Due that operate with 3.3V. The second one is a not connected pin,
that is reserved for future purposes.
 Stronger RESET circuit.
 Atmega 16U2 replace the 8U2.
"Uno" means one in Italian and is named to mark the upcoming release of Arduino 1.0. The Uno and
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version 1.0 will be the reference versions of Arduino, moving forward. The Uno is the latest in a series of
USB Arduino boards, and the reference model for the Arduino platform; for a comparison with previous
versions, see the index of Arduino boards.
Summary:
Microcontroller ATmega328
Operating Voltage 5V
Input Voltage (recommended) 7-12V
Input Voltage (limits) 6-20V
Digital I/O Pins 14 (of which 6 provide PWM output)
Analog Input Pins 6
DC Current per I/O Pin 40 mA
DC Current for 3.3V Pin 50 mA
Flash Memory 32 KB (ATmega328) of which 0.5 KB used by bootloader
SRAM 2 KB (ATmega328)
EEPROM 1 KB (ATmega328)
Schematic & Reference Design:

EAGLE files: arduino-uno-Rev3-reference-design.zip (NOTE: works with Eagle 6.0 and newer)
Schematic: arduino-uno-Rev3-schematic.pdf
Note: The Arduino reference design can use an Atmega8, 168, or 328, Current models use an ATmega328,
but an Atmega8 is shown in the schematic for reference. The pin configuration is identical on all three
processors.
Power:
The Arduino Uno can be powered via the USB connection or with an external power supply. The power
source is selected automatically.
External (non-USB) power can come either from an AC-to-DC adapter (wall-wart) or battery. The adapter
can be connected by plugging a 2.1mm center-positive plug into the board's power jack. Leads from a battery
can be inserted in the Gnd and Vin pin headers of the POWER connector.
The board can operate on an external supply of 6 to 20 volts. If supplied with less than 7V, however, the 5V
pin may supply less than five volts and the board may be unstable. If using more than 12V, the voltage
regulator may overheat and damage the board. The recommended range is 7 to 12 volts.
The power pins are as follows:
 VIN. The input voltage to the Arduino board when it's using an external power source (as opposed
to 5 volts from the USB connection or other regulated power source). You can supply voltage
through this pin, or, if supplying voltage via the power jack, access it through this pin.
 5V.This pin outputs a regulated 5V from the regulator on the board. The board can be supplied with
power either from the DC power jack (7 - 12V), the USB connector (5V), or the VIN pin of the
board (7-12V). Supplying voltage via the 5V or 3.3V pins bypasses the regulator, and can damage
your board. We don't advise it.
 3V3. A 3.3 volt supply generated by the on-board regulator. Maximum current draw is 50 mA.
 GND. Ground pins.
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Memory:
The ATmega328 has 32 KB (with 0.5 KB used for the bootloader). It also has 2 KB of SRAM and 1 KB of
EEPROM (which can be read and written with the EEPROM library).
Input and Output:

Each of the 14 digital pins on the Uno can be used as an input or output, using pinMode(), digitalWrite(),
and digitalRead() functions. They operate at 5 volts. Each pin can provide or receive a maximum of 40 mA
and has an internal pull-up resistor (disconnected by default) of 20-50 kOhms. In addition, some pins have
specialized functions:
 Serial: 0 (RX) and 1 (TX). Used to receive (RX) and transmit (TX) TTL serial data. These pins are
connected to the corresponding pins of the ATmega8U2 USB-to-TTL Serial chip.
 External Interrupts: 2 and 3. These pins can be configured to trigger an interrupt on a low
value, a rising or falling edge, or a change in value. See the attachInterrupt() function for details.
 PWM: 3, 5, 6, 9, 10, and 11. Provide 8-bit PWM output with the analogWrite() function.
 SPI: 10 (SS), 11 (MOSI), 12 (MISO), 13 (SCK). These pins support SPI communication using
the SPI library.
 LED: 13. There is a built-in LED connected to digital pin 13. When the pin is HIGH value, the
LED is on, when the pin is LOW, it's off.
The Uno has 6 analog inputs, labeled A0 through A5, each of which provide 10 bits of resolution (i.e. 1024
different values). By default they measure from ground to 5 volts, though is it possible to change the upper
end of their range using the AREF pin and the analogReference() function. Additionally, some pins have
specialized functionality:
 TWI: A4 or SDA pin and A5 or SCL pin. Support TWI communication using the Wire library.
There are a couple of other pins on the board:
 AREF. Reference voltage for the analog inputs. Used with analogReference().
 Reset. Bring this line LOW to reset the microcontroller. Typically used to add a reset button to
shields which block the one on the board.
See also the mapping between Arduino pins and ATmega328 ports. The mapping for the Atmega8,
168, and 328 is identical.
Communication:
The Arduino Uno has a number of facilities for communicating with a computer, another Arduino, or other
microcontrollers. The ATmega328 provides UART TTL (5V) serial communication, which is available on
digital pins 0 (RX) and 1 (TX). An ATmega16U2 on the board channels this serial communication over
USB and appears as a virtual com port to software on the computer. The '16U2 firmware uses the standard
USB COM drivers, and no external driver is needed. However, on Windows, a .inf file is required. The
Arduino software includes a serial monitor which allows simple textual data to be sent to and from the
Arduino board. The RX and TX LEDs on the board will flash when data is being transmitted via the USB-
to-serial chip and USB connection to the computer (but not for serial communication on pins 0 and 1).
38 | P a g e
A SoftwareSerial library allows for serial communication on any of the Uno's digital pins.
The ATmega328 also supports I2C (TWI) and SPI communication. The Arduino software includes a Wire
library to simplify use of the I2C bus; see the documentation for details. For SPI communication, use the
SPI library.
Programming
The Arduino Uno can be programmed with the Arduino software (download). Select "Arduino Uno from
the Tools > Board menu (according to the microcontroller on your board). For details, see the reference
and tutorials.
The ATmega328 on the Arduino Uno comes preburned with a bootloader that allows you to upload new
code to it without the use of an external hardware programmer. It communicates using the original STK500
protocol (reference, C header files).
You can also bypass the bootloader and program the microcontroller through the ICSP (In-Circuit
Serial Programming) header; see these instructions for details.
The ATmega16U2 (or 8U2 in the rev1 and rev2 boards) firmware source code is available . The
ATmega16U2/8U2 is loaded with a DFU bootloader, which can be activated by:
 On Rev1 boards: connecting the solder jumper on the back of the board (near the map of Italy) and
then resetting the 8U2.
 On Rev2 or later boards: there is a resistor that pulling the 8U2/16U2 HWB line to ground,
making it easier to put into DFU mode.
You can then use Atmel's FLIP software (Windows) or the DFU programmer (Mac OS X and Linux) to
load a new firmware. Or you can use the ISP header with an external programmer (overwriting the DFU
bootloader). See this user-contributed tutorial for more information.
Automatic (Software) Reset

Rather than requiring a physical press of the reset button before an upload, the Arduino Uno is designed in a
way that allows it to be reset by software running on a connected computer. One of the hardware flow control
lines (DTR) of the ATmega8U2/16U2 is connected to the reset line of the ATmega328 via a 100 nanofarad
capacitor. When this line is asserted (taken low), the reset line drops long enough to reset the chip. The
Arduino software uses this capability to allow you to upload code by simply pressing the upload button in the
Arduino environment. This means that the bootloader can have a shorter timeout, as the lowering of DTR can
be well-coordinated with the start of the upload.
This setup has other implications. When the Uno is connected to either a computer running Mac OS X or
Linux, it resets each time a connection is made to it from software (via USB). For the following half- second
or so, the bootloader is running on the Uno. While it is programmed to ignore malformed data (i.e. anything
besides an upload of new code), it will intercept the first few bytes of data sent to the board after a
connection is opened. If a sketch running on the board receives one-time configuration or other data when it
first starts, make sure that the software with which it communicates waits a second after opening the
connection and before sending this data.
The Uno contains a trace that can be cut to disable the auto-reset. The pads on either side of the trace can be
soldered together to re-enable it. It's labeled "RESET-EN". You may also be able to disable the auto-reset
by connecting a 110 ohm resistor from 5V to the reset line; see this forum thread for details.
USB Overcurrent Protection

The Arduino Uno has a resettable polyfuse that protects your computer's USB ports from shorts and
overcurrent. Although most computers provide their own internal protection, the fuse provides an extra layer
39 | P a g e
of protection. If more than 500 mA is applied to the USB port, the fuse will automatically break the
connection until the short or overload is removed.
Physical Characteristics
The maximum length and width of the Uno PCB are 2.7 and 2.1 inches respectively, with the USB
connector and power jack extending beyond the former dimension. Four screw holes allow the board to be
attached to a surface or case. Note that the distance between digital pins 7 and 8 is 160 mil (0.16"), not an
even multiple of the 100 mil spacing of the other pins.
Rather than requiring a physical press of the reset button before an upload, the Arduino Uno is designed in a
way that allows it to be reset by software running on a connected computer. One of the hardware flow
control lines (DTR) of the ATmega8U2/16U2 is connected to the reset line of the ATmega328 via a 100
nanofarad capacitor. When this line is asserted (taken low), the reset line drops long enough to reset the
chip. The Arduino software uses this capability to allow you to upload code by simply pressing the upload
button in the Arduino environment. This means that the bootloader can have a shorter timeout, as the
lowering of DTR can be well-coordinated with the start of the upload.
This setup has other implications. When the Uno is connected to either a computer running Mac OS X or
Linux, it resets each time a connection is made to it from software (via USB). For the following half- second
or so, the bootloader is running on the Uno. While it is programmed to ignore malformed data (i.e. anything
besides an upload of new code), it will intercept the first few bytes of data sent to the board after a
connection is opened. If a sketch running on the board receives one-time configuration or other data when it
first starts, make sure that the software with which it communicates waits a second after opening the
connection and before sending this data.
The Uno contains a trace that can be cut to disable the auto-reset. The pads on either side of the trace can be
soldered together to re-enable it. It's labeled "RESET-EN". You may also be able to disable the auto-reset
by connecting a 110 ohm resistor from 5V to the reset line; see this forum thread for details.
USB Overcurrent Protection

The Arduino Uno has a resettable polyfuse that protects your computer's USB ports from shorts and
overcurrent. Although most computers provide their own internal protection, the fuse provides an extra layer of
protection. If more than 500 mA is applied to the USB port, the fuse will automatically break the connection
until the short or overload is removed.
Physical Characteristics
The maximum length and width of the Uno PCB are 2.7 and 2.1 inches respectively, with the USB connector
and power jack extending beyond the former dimension. Four screw holes allow the board to be attached to a
surface or case. Note that the distance between digital pins 7 and 8 is 160 mil (0.16"), not an even multiple of
the 100 mil spacing of the other pins.
40 | P a g e
CHAPTER-5
CHARGING MODULE
41 | P a g e
INTRODUCTION:
The Wireless Power Transfer and Charging Module can be used in electronic equipments in common use for
close wireless charging or power supply. Consist of a Transmitter & Receiver and coil, it could serve as a
replacement for the Wireless Power Supply with stable 5V output voltage and maximum 600mA output
current. Its small size and insulation coil is more suitable for using in wireless project.
This module use an electromagnetic field to transfer electric energy between a transmitter circuit and a receiver
circuit.
An induction coil creates an alternating electromagnetic field from within the transmitter circuit powered with
12V. The second induction coil takes power from the electromagnetic field and converts it back into electrical
current to the receiver circuit that outputs 5V - 600mA.
Specifications
Transmitter Input Voltage +12V DC
Maximum Transmitter Input Voltage +13.5V DC
Receiver Output Voltage +5V DC regulated fixed
Maximum Receiver Current Capacity600mA (Based on distance)
Coil Inductance 30uH
Transmit Receive Distance 1-20mm
Coil Dimensions 38mm Diameter x 2mm Height
Current Consideration
The transmitter coil and the receiving coil distance suitable is from 1mm to 20 mm. Increase the number of
turns of the receiver coil to increase the transmission distance when low current is suitable in your application.
As distance increase current capacity of receiver will drop.
Test data for current as distance increases are as below
DistanceReceiver Voltage - Fixed Regulated DCReceiver Current
1mm 5V 600 mA
2mm 5V 450 mA
3mm 5V 360 mA
4mm 5V 310 mA
5mm 5V 240 mA
6mm 5V 210 mA
7mm 5V 162 mA
8mm 5V 150 mA
9mm 5V 132 mA
10mm 5V 120 mA
11mm 5V 110 mA
12mm 5V 70 mA
13mm 5V 54 mA
14mm 5V 41 mA
15mm 5V 28 mA
16mm 5V 19 mA
17mm 5V 17 mA
18mm 5V 10 mA
Working Principle
42 | P a g e
During any energy conversion there will be losses in going from one form to another. The magnitude of those
losses is what dictates the practicality of any type of wireless charging. Magnetic or inductive charging, in
particular has been effectively used for some time to power various kinds of biomedical implants. Presently it is
the safest and most enduring method to accomplish the job of transferring power to the inside of the body. In
these systems, oscillating current in an external coil of wire generates a changing magnetic field which induces
a voltage inside an implanted coil. The current resultant from this voltage can charge a battery or power the
device directly.
While a moving magnet might just as well be used to externally generate the field, an external coil is simply
more practical. Apple has just filed a patent for hardware which could make the shake to charge concept a
reality, at least in theory. They claim a unique design incorporating internal moveable magnets, and a flat
printed circuit board coil. Current chip efficiencies will however preclude practical implementation of this
scheme for some time.
Many smartphone users will be wondering wonder whether their near field communication (NFC) chip can be
used to harvest power from a dedicated external source, or perhaps an ambient electromagnetic source like
WiFi. In theory it is possible and such systems are on the market already, however not every NFC chip would
be up to the task. To achieve maximum efficiency the system should be optimized for a use at a particular
separation distance, angle of incidence, phase, and frequency such that it is in a resonant condition.
Resonance in an electromagnetic system can be likened to pushing a child on swing only when the swing is at
the high point. Anywhere else and the energy transferred to the child will be reduced. If the separation distance
is no more than a quarter of the wavelength, such a system can operate at efficiencies up to 35%.
One thing to keep in mind when considering wireless charging: If your charging system is throwing away
nearly all of the 10 or so amps available from your wall outlet just to provide you with convenient at-a-distance
charging, not only will charging be wasteful but it will be slow. Other wireless charging technologies relying
on ultrasound or solar power are being developed, for example by Ubeam. For the time being, however,
magnetic inductive charging technologies — spearheaded by the Qi consortium and smartphones like the Nokia
Lumia 920 — such have taken the stage.
Fig 25: Transformer Receiver Drive Circuit
43 | P a g e
The transmitter and Receiver Circuit
Fig 26: Transformer Receiver Circuit
44 | P a g e
SIMULATION DIAGRAM:
The design is made in taiwan and details of boards or IC datasheet are not available. So, we carried out our own
research to find out how its working.
Schematic
Transmitter Board has two ICs,
1) XKT-408A / 1215A - It is Generates sinewave signals - Same can be emulated by a custom programming in
microcontroller to generate sinewave.
2) T5336 from Elcoteq - Seems like Mosfet Driver in SOIC8 package to drive coils upto 60V peaks on
sinewave. Same can be designed with discrete mosfets in H-Bridge.
Receiver Board has one IC
1) T3168 from Elcoteq
Receiver Board Circuit - Seems like a MC34063 type design for power regulation but more efficient.
Actual Capture of signals on scope of Transmitter circuit and its coil
45 | P a g e
Note: We have used 1:10 probe so a 5V peak is actually 50V peak signal. Multiply all voltage levels by 10x.
SIMULATION RESULTS:
Real Applications:
46 | P a g e
Fig 27: Real time Applications of Wireless Charging
47 | P a g e
Chapter 6
ESP32-CAM Development Board
P a g e 48 | 80
Fig 28: ESP32- CAM Module
INTRODUCTION
ESP32-CAM is a low-cost ESP32-based development board with onboard camera, small in
size. It is an ideal solution for IoT application, prototypes constructions and DIY projects.
The board integrates WiFi, traditional Bluetooth and low power BLE , with 2 high-
performance 32-bit LX6 CPUs. It adopts 7-stage pipeline architecture, on-chip sensor, Hall
sensor, temperature sensor and so on, and its main frequency adjustment ranges from 80MHz
to 240MHz.
Fully compliant with WiFi 802.11b/g/n/e/i and Bluetooth 4.2 standards, it can be used as a
master mode to build an independent network controller, or as a slave to other host MCUs to add
networking capabilities to existing devices
P a g e 49 | 80
ESP32-CAM can be widely used in various IoT applications. It is suitable for home smart
devices, industrial wireless control, wireless monitoring, QR wireless identification,
wireless positioning system signals and other IoT applications. It is an ideal solution for IoT
applications.
Fig 29: ESP32-CAM

Schematic Diagram
Fig 30: ESP32-CAM

Dimension Diagram
Notes:
1. Please be sure that the power supply for the module should be at least 5V 2A,
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otherwise maybe there would be water ripple appearing on the image.
P a g e 51 | 80
2. ESP32 GPIO32 pin is used to control the power of the camera, so when the camera is in
working, pull GPIO32 pin low.
3. Since IO pin is connected to camera XCLK, it should be left floating in using, and do not
connect it to high/low level.
4. The product has been equipped with default firmware before leaving the factory, and we do
not provide additional ones for you to download. So, please be cautious when you choose to
burn other firmwares.
FEATURES
 Up to 160MHz clock speed，Summary computing power up to 600 DMIPS
 Built-in 520 KB SRAM, external 4MPSRAM
 Supports UART/SPI/I2C/PWM/ADC/DAC
 Support OV2640 and OV7670 cameras, Built-in Flash lamp.
 Support image WiFI upload
 Support TF card
 Supports multiple sleep modes.
 Embedded Lwip and FreeRTOS
 Supports STA/AP/STA+AP operation mode
 Support Smart Config/AirKiss technology
 Support for serial port local and remote firmware upgrades (FOTA)
SPECIFICATION
 SPI Flash: default 32Mbit
 RAM: built-in 520 KB+external 4MPSRAM
 Dimension: 27*40.5*4.5（±0.2）mm/1.06*1.59*0.18”
 Bluetooth: Bluetooth 4.2 BR/EDR and BLE standards
 Wi-Fi: 802.11b/g/n/e/i
 Support Interface: UART, SPI, I2C, PWM
 Support TF card: maximum support 4G
 IO port: 9
 Serial Port Baud-rate: Default 115200 bps
P a g e 52 | 80
 Image Output Format: JPEG( OV2640 support only ), BMP, GRAYSCALE
 Spectrum Range: 2412 ~2484MHz
 Antenna: onboard PCB antenna, gain 2dBi
 Transmit Power: 802.11b: 17±2 dBm (@11Mbps);

802.11g: 14±2 dBm (@54Mbps);
802.11n: 13±2 dBm (@MCS7)
 Receiving Sensitivity: CCK, 1 Mbps : -90dBm;

CCK, 11 Mbps: -85dBm;
6 Mbps (1/2 BPSK): -88dBm;
54 Mbps (3/4 64-QAM): -70dBm; MCS7
(65 Mbps, 72.2 Mbps): -67dBm
 Power consumption: Turn off the flash: 180mA@5V

Turn on the flash and adjust the brightness to the maximum:
310mA@5V
Deep-sleep: the lowest power consumption can reach 6mA@5V
Moderm-sleep: up to 20mA@5V
Light-sleep: up to 6.7mA@5V
 Security: WPA/WPA2/WPA2-Enterprise/WPS
 Power supply range: 5V
 Operating temperature: -20 °C ~ 85 °C
 Sorage environment: -40 °C ~ 90 °C, < 90%RH
 Weight: 10g
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Fig 31: ESP32-CAM DIFFERENT VIEWS
P a g e 54 | 80
CHAPTER 7
OTHER COMPONENTS OF HARDWARE
P a g e 55 | 80
7.1 Components of Hardware
Fig 32: BLOCK DIAGRAM OF ELECTRIC VEHICLE
Environment. The program or code written in the Arduino IDE is often called as
sketching. We need to connect the Arduino board with the IDE to upload the sketch
written in the Arduino IDE software. The sketch is saved with the extension ‘. ion.
Fig 33: Arduino Uno
6.3: HARDWARE OUTPUT RESULT:
Fig 34: Hardware Analysis of Electrical Vehicle Charging
P a g e 56 | 80
CHAPTER 8
CONCLUSION AND FUTURE SCOPE
P a g e 57 | 80
CONCLUSION AND FUTURE SCOPE
CONCLUSION:
The high penetration of electric vehicles (EVs) will burden the existing power delivery
infrastructure if their charging and discharging are not adequately coordinated.
Dynamic pricing is a special form of demand response that can encourage EV owners
to participate in scheduling programs. Therefore, EV charging and discharging
scheduling and its dynamic pricing model are important fields of study. Many
researchers have focused on artificial intelligence-based EV charging demand
forecasting and scheduling models and suggested that artificial intelligence techniques
perform better than conventional optimization methods such as linear, exponential,
and multinomial logit models. However, only a few research studies focused on EV
discharging scheduling (i.e., vehicle-to-grid, V2G) because the concept of EV
discharging electricity back to the power grid is relatively new and evolving.
FUTURE SCOPE:
The future of solar wireless charging stations holds immense promise, especially when combined
with artificial intelligence (AI). Let’s explore some exciting possibilities:
1. Efficient Energy Harvesting:
o AI can optimize solar panel efficiency by dynamically adjusting their orientation based on real-
time sunlight patterns. This ensures maximum energy capture throughout the day.
o Smart algorithms can predict cloud cover and adjust charging rates accordingly, preventing
sudden energy drops.
2. Dynamic Load Management:
o AI can intelligently distribute energy among multiple vehicles at a charging station. It
considers factors like battery capacity, charging speed, and vehicle arrival times.
o By analyzing historical data, AI can predict peak charging hours and allocate resources
efficiently.
3. Predictive Maintenance:
o AI algorithms monitor the health of charging infrastructure components (such as connectors,
cables, and inverters).
o Early detection of faults allows for timely maintenance, reducing downtime and ensuring
reliable service.
4. User Experience Enhancement:
o AI-powered interfaces can provide real-time information to users, such as available charging
slots, estimated wait times, and personalized charging recommendations.
o Voice assistants can guide users through the charging process and answer queries.
P a g e 58 | 80
5. Grid Integration and Demand Response:
o AI can balance energy demand by adjusting charging rates based on grid load. During peak
hours, it may slow down charging to prevent strain on the grid.
o Integration with smart grids enables bidirectional energy flow, allowing EVs to feed excess
energy back into the grid.
6. Safety and Security:
o AI algorithms can detect anomalies (e.g., overheating, unauthorized access) and trigger alerts.
o Facial recognition and license plate recognition enhance security at charging stations.
7. Adaptive Pricing Models:
o AI can analyze user behavior, traffic patterns, and energy costs to offer dynamic pricing.
o Time-of-use pricing encourages off-peak charging, reducing strain on the grid.
8. Autonomous Charging Robots:
o AI-driven robots can autonomously connect EVs to charging stations, optimizing space
utilization.
o These robots ensure seamless charging without human intervention.
9. Integration with Renewable Energy Sources:
o AI can coordinate solar charging stations with wind turbines, battery storage, and other
renewables.
o It balances energy supply and demand, making the charging ecosystem more sustainable.
10. Research and Innovation:
o Ongoing research aims to improve wireless charging efficiency, range, and safety.
o AI accelerates innovation by simulating various scenarios and predicting outcomes.
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CHAPTER – 9
REFERENCES
P a g e 60 | 80
REFERNCES
1) Kang Miao, Bidirectional battery charger for electric vehicle, Asia (ISGT Asia) 2014.
2) Pinto, J. G. Bidirectional battery charger with Grid-to-vehicle, Vehicle -to-Grid and

Vehicle-to-Home technologies, IEEE 2013.
3) Gallardo-Lozano, Milanes-Monter, Guerrero-Martinez, Three-phase bidirectional

battery charger for smart electric vehicles, International Conference-Workshop 2011.
4) M. C. Kisacikoglu, “Vehicle-to-grid (V2G) reactive power operation analysis of the

EV/PHEV bidirectional battery charger,” Ph.D. dissertation, University of Tennessee,
Knoxville, 2013.
5) X. Zhou, S. Lukic, S. Bhattacharya, and A. Huang, “Design and control of grid-

connected converter in bi-directional battery charger for plug-in hybrid electric vehicle
application,” in Proc. IEEE Vehicle Power and Propulsion Conference (VPPC), 2009,
pp. 1716–1721.
6) M. Zeraoulia, M. E. H. Benbouzid and D. Diallo, "Electric motor drive selection

issues for HEV propulsion systems: A comparative study", IEEE Trans. Veh.
Technol., vol. 55, no. 6, pp. 1756-1764, Nov. 2006.
7) K. Kaneko, H. Omori, N. Kimura, T. Morizane and M. Nakaoka, "A novel type of

EDLC electric motor-driven scooter with pulse power super-rapid charger", Proc.
IEEE Int. Conf. Electr. Drives Power Electron., pp. 476-481, 2015.
8) P. C. Sen, Principles of Electric Machines and Power Electronics, New York, NY,
USA: Wiley, 2014.
9) J. Mazumdar, I. Batarseh, N. Kutkut and O. Demirci, "High frequency low-cost DC-

AC inverter design with fuel cell source for home applications", Proc. IEEE IAS
Annu. Meet. Conf. Rec. Ind. Appl. Conf., vol. 2, pp. 789-794, 2002.
10) Bugatha Ram Vara prasad, D. V. S. J. Poojitha, and K. Suneetha, “Closed-Loop
Control of BLDC Motor Driven Solar PV Array Using Zeta Converter Fed Water
Pumping System,” vol. 04, no. 17, pp. 2795–2803, 2017.
11) Sagolsem Kripachariya singh, T. S. Hasarmani, and R. M. Holmukhe wireless
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transmission of electrical power overview of recent research and development,
international journal of Computer and Electrical Engineering, Vol.4, No.2, April 2019.
12) Bugatha Ram Vara prasad, K. M. Babu, K. Sreekanth, K. Naveen, and C. V. Kumar,
“Minimization of Torque Ripple of Brushless DC Motor Using HCC with DC-DC
Converter,” vol. 05, no. 12, pp. 110–117, 2018.
13) A. W. Green and J. T. Boys, “10KHz inductively coupled power transfer-concept and
control,”in roc. 5th Int. Conf. Power Electron.Variable-Speed Drives, Oct. 2019,
pp.694-699.
14) Bugatha Ram Vara prasad T. deepthin. satyavathiv. satish varma r. hema kumar,
“Solar charging station for electric vehicles,” Int. J. Adv. Res. Sci. Commun. Technol.,
vol. 7, no. 2, pp. 316–325, 2021, doi: 10.48175/IJARSCT-1752.
15) T. D. Nguyen, S. Li, W. Li, and C.Mi, “feasibility study on bipolar pads for efficient
wireless power chargers,”in Proc. APEC Expo., Fort Worth, TX, USA 2020.
16) M. Singh, K. Thirugnanam, P. Kumar, I. Kar Real-time coordination of electric
vehicles to support the grid at the distribution substation level IEEE Syst J, 9 (2019),
pp. 1000-1010, 10.1109/JSYST.2013.2280821.
17) R. Das, K. Thirugnanam, P. Kumar, R. Lavudiya, M. Singh Mathematical modeling
for economic evaluation of electric vehicle to smart grid interaction IEEE Trans Smart
Grid, 5 (2020), pp. 712-721, 10.1109/TSG.2013.2275979
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Smart Charging For Ev Wireless Using Ai

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SMART WIRE LESS ELECTRIC VEHICLE CHARGING ENABLED BASED ON

ELECTRIC VEHICLE PRESENCE USING AI

A Project Report Submitted in Partial Fulfilment of the

Under the esteemed guidance of

MR.B. RAM VARA PRASAD, MTech

Department of Electrical and Electronics Engineering

K. SANYASI NAIDU 20KD1A0252

CH. SAI KUMAR 20KD1A0220

Project Guide Head of the Department

FIGURE NO. NAME OF THE FIGURE PAGE NO.

PEV PLUG IN ELECTRIC VEHICLE

V2G VEHICLE TO GRID

ECS ELECTRIC VEHICLE BATTERY CHARGES

DEPARTMENT OF ELECTRICAL & ELECTRONICS

PROGRAM OUTCOMES (POs)

PO1: Engineering Knowledge: Apply the knowledge of mathematics, science, engineering

PROGRAM SPECIFIC OUTCOMES (PS0s)

CO2: Enable Students to work as an individual and in Diverse Teams.

CO Vs PO & PSOs MAPPING

KEYWORDS: Microcontroller, Arduino Uno Crystal, LCD display, Copper coil, AI

1.1: Battery charger for vehicles

6 kW will recharge an EV roughly 6 times faster than 1 kW overnight charging.

fig 1: electrical vehicle

2.2: NEED OF THE ELECTRIC VEHICLES (EV)

 EVs are innovative and cool.

2.31 ELECTICAL TRACTION MOTOR

A traction motor is an electric motor used for propulsion of a vehicle, such as

2.32: CONTROLLER AND INVERTER

Fig 5: Thermal System

2.34 CHARGE PORT

An electric-vehicle battery (EVB, also known as a traction battery) is a battery

Fig 7: LI-ION Battery

2.37: ADVANTAGES OF ELECTRIC VEHICLE

REGULATED POWER SUPPLY

3.1: BLOCK DIAGRAM:

Fig 8: Regulated Power Supply

Fig 9: Circuit diagram of Regulated Power Supply with Led connection

The components mainly used in above figure are

Input is 230 volts A.C

Output is 5 volts D.C

Fig 10: Step-Down Transformer

Fig 12: Pencil Battery of 1.5V

Fig 13: Bridge rectifier: a full-wave rectifier using 4 diodes

 Good for automation insertion

Fig 14: DB107

Where a capacitor is used to decouple a circuit, the effect is to "smooth

Fig 17: Voltage Regulator

Fig 18: Resistor Fig 19: Color Bands In Resistor

LED lights have a variety of advantages over other light sources:

 High-levels of brightness and intensity

Applications of LED fall into three major categories:

Fi Fig 24: Arduino Uno R3 Back

Schematic & Reference Design:

Input and Output:

There are a couple of other pins on the board:

Automatic (Software) Reset

USB Overcurrent Protection

USB Overcurrent Protection

Fig 25: Transformer Receiver Drive Circuit

Fig 26: Transformer Receiver Circuit

Fig 29: ESP32-CAM

Fig 30: ESP32-CAM

 RAM: built-in 520 KB+external 4MPSRAM