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This is the author's version which has not been fully edited and
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IEEE Transactions on Power Electronics

Magnetic Coupled Wireless Motor Driving

Systems – An Overview
Jun Cai, Senior Member, IEEE, Bin Li, Wei Hua, Senior Member, IEEE, Adrian David Cheok, Senior
Member, IEEE, Ying Yan, Member, IEEE, Xin Zhang, Senior Member, IEEE

Abstract—Magnetic coupled wireless motor (MC-WM) drive
technology embodies the deep integration of magnetic coupled
wireless power transfer technology (MC-WPT) and motor drive
technology, which is currently a forward-looking and challenging
research direction in the field of motor system research. Firstly,
this paper analyzes the basic operating mechanism of the
MC-WM and classifies the topology design methods of the current
MC-WM. Moreover, a systematic analysis and evaluation of the
research status of wireless driving topology as well as the control
methods for different types of motors is conducted. Especially, the
construction methods of MC-WM without controllers or active
switches in the motor side are discussed. Finally, the research
challenges and development trends of MC-WM are addressed.
Index Terms—Magnetic coupled wireless motor (MC-WM);
wireless power transfer (WPT); driving topology; control strate-
gy.
NOMENCLATURE
MC-WM Magnetic coupled wireless motor.
MC-WPT Magnetic coupled wireless power transfer
MCI-WPT Magnetic coupled inductive wireless power
transfer
MCR-WPT Magnetic coupled resonant wireless power
transfer
W-DCM Wireless dc motor
W-IM Wireless induction motor
W-PMSM Wireless permanent magnet synchronous motor
W-SM Wireless stepping motor
Manuscript received Aug. 20, 2023; revised Oct. 28, 2023; revised Jan. 4,
2024; accepted Feb. 24, 2024. This work was supported in part by the National
Natural Science Foundation of China under Grant 52077105, in part by the
Natural Science Foundation of Jiangsu Province China under Grant
BK20211285, in part by Excellent Research and Innovation Teams in Univer-
sities in Anhui Province, under Grant 2023AH010021, and in part by the Open
Foundation of Key Laboratory of Technology and Equipment of Tianjin Urban
Air Transportation System, under Grant TJKL-UAM-202301. (Corresponding
author: Jun Cai, email: j.cai@nuist.edu.cn)
Jun Cai is with C-MEIC, CICAEET, and the School of Automation, Nanjing
University of Information Science and Technology, Nanjing 210044, China,
also with Anhui Jianzhu University, Hefei 230009, China. (E-mail:
j.cai@nuist.edu.cn)
Bin Li, Adrian David Cheok, Ying Yan are with C-MEIC, CICAEET, and
the School of Automation, Nanjing University of Information Science and
Technology, Nanjing 210044, China. (E-mail: binli@nuist.edu.cn; adri-
an@imagineeringinstitute.org; ying.yan@nuist.edu.cn).
Wei Hua is with Dept. Electrical Engineering, Southeast University, Nan-
jing 210096, China. (E-mail: huawei1978@seu.edu.cn).
Xin Zhang is with the College of Electrical Engineering, Zhejiang Univer-
sity, Hangzhou 310027, China (E-mail: zhangxin_ieee@zju.edu.cn).
W-SRM Wireless switched reluctance motor
BDCM Brushed dc motor
STC Single transmitting coil
SRC Single receiving coil
MTC Multiple transmitting coils
MRC Multiple receiving coils
CMC Compact magnetic coupler
LMC Laminated magnetic coupler
LC Inductor and capacitor
MFRC Multi-frequency resonant compensation
I. INTRODUCTION
W ireless power transfer (WPT), which enables energy
transmission through a non-conductor space medium, is one of
the most promising technologies. Owing to its distinct ad-
vantages in terms of reliability, safety, and flexibility, WPT has
been regarded as a viable solution for long-time-range opera-
tion with limited energy storage [1]. According to the trans-
mission principles, WPT can be divided into magnetic coupled
[2], electric field coupled [3], electromagnetic radiation [4] and
ultrasonic transfer [5]. Magnetic coupled wireless power
transfer (MC-WPT) takes the merits of moderate transmission
distance, high transmission efficiency and wide power adapta-
tion range [6], [7], and can also be expanded to multi-load
wireless power supply [8].
Conventional motor driving systems rely on metal cables to
transmit power. However, the reliability and flexibility of wired
motors are diminished due to the conductive connections in
harsh environments [9], [10]. MC-WPT can serve as an isolated
power supply to energize the motor and its driving circuits,
which is the first implementation of a magnetic coupled wire-
less motor (MC-WM). Such a MC-WM system consists of an
active converter and controller in both the transmitting and
receiving sides. In detail, the transmitter maintains the power
balance of both sides, and the receiving-side converter is used
to control the motor speed and torque, which means decoupling
of the control in both sides. A typical application scenario is
hub motors for electric vehicles (EVs), where loosening of
cable connections caused by vibration and impact from debris
can be avoided [11].
However, the direct combination of the motor driving circuit
and WPT leads to an increase in structural and control com-
plexity. Moreover, the micro-control unit failure can be caused
by electromagnetic interference and high temperature in the
motor side. Additionally, as the core of energy conversion, the
motor-side converter is subjected to the primary electrical and

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thermal stress in power electronics topologies, making it prone
to frequent failure in practical applications. In [12], active
power module failures account for 61% of total failures in the
traction converters of locomotives. For EVs, IGBT may expe-
rience packaging connector fatigue due to high ther-
mal-mechanical stress [13]. As a result, a second implementa-
tion of MC-WM is proposed, which not only provides isolated
power for the motor, but also integrates motor control into the
transmitter, thereby completely eliminating the motor-side
controller and its corresponding auxiliary power supply. Even
in some specialized designs, the motor is liberated from the
directly connected active converter, further enhancing robust-
ness of motor systems in isolated environments and reducing
maintenance costs.
It can be noted that the two implementations of MC-WM
have different motivations and the second one is more attractive.
Both of them get rid of the dependence on power cables, ena-
bling the motor to operate within a fully enclosed terminal. The
system also inherit the advantage of the expandable output
ports of WPT, which means it can provide multiple isolated
outputs with fewer sources, allowing open-winding motors and
multi-motor coordinated driving to be integrated into the device
with single power source. Moreover, MC-WM can adapt to a
wide variety of motors and a wide range of power levels.
Due to the aforementioned merits, the MC-WMs have great
potential to be applied to implantable medicine [14]-[16], in-
dustrial automation [17], [18], underground pipes [19], [20],
and electrified transportation [21], [22], as shown in Fig.1.
DCM SM SRM
Capsule robot In-wheel motor
Wireless Motor
IM AC Motor PMSM
Prosthetic hand High-speed train
Implantable medicine Electrified transportation
Robotic arm Powered seats Sewage pumps In-pipe robot
Industrial automation Underground pipes
Fig. 1 Applications of magnetic coupled wireless motor systems.
As depicted in Fig. 2, MC-WM can be categorized by two
criterions. According to criteria I, namely the motor type,
MC-WM can be firstly classified into five categories: wireless
dc motor (W-DCM), wireless induction motor (W-IM), wire-
less permanent magnet synchronous motor (W-PMSM), wire-
less stepping motor (W-SM), and wireless switched reluctance
motor (W-SRM). Additionally, based on criteria II, namely the
topology of the WPT subsystem, MC-WM can be classified
into: single-transmitting-coil single-receiving-coil (STC-SRC),
2) high efficient energy transmission and stable output with
variable coupling and load conditions; 3) topology construction
without a DC-link capacitor in the receiving side; 4) suppres-
sion of the time delay in wireless communication.
STC-SRC Wireless Motor System STC-MRC
W-DCM
W-IM
Criterion II W-PMSM Criterion II
W-SM
W-SRM
MTC-MRC Criterion I MTC-SRC
Fig. 2 Classification of magnetic coupled wireless motor systems.
The rest of this paper is organized as follows. In Section II,
the fundamentals of MC-WM are presented. Then, in Section
III, the topologies and control strategies employed in different
MC-WMs are examined, along with a discussion on their ap-
plications and performances. Finally, the research challenges
and research trends are discussed in Section IV, and the con-
clusion is made in Section V.
II. FUNDAMENTALS
A. Principles of magnetic coupled wireless power transfer
MC-WPT can be divided into magnetic coupled inductive
wireless power transfer (MCI-WPT) and magnetic coupled
resonant wireless power transfer (MCR-WPT) [23]. The core
structure of the MCI-WPT system is a loosely coupled trans-
former consisting of a transmitting coil and a receiving coil,
which utilizes electromagnetic induction to realize wireless
power supply. MCI-WPT is generally used in applications
where the transmission distance is in the centimeter range since
the coupling strength between the coils determines the per-
formance of the system. Instead, the MCR-WPT system relies
on the resonance mechanism to transmit energy wirelessly. The
frequency of ac source and the resonant frequencies of the
transmitter as well as the receiver are nearly the same in the
system, and high-efficiency operation can be achieved by op-
timizing parameters such as frequencies, coupling, and quality
factors. Hence, MCR-WPT has a medium transmission range
and supports multi-load wireless power transmission.
B. Topologies and operation principles of magnetic coupled
wireless motor
The wireless motor can be driven by a single transmitting
coil (STC) or multiple transmitting coils (MTC) in the trans-
mitting side, and a single receiving coil (SRC) or multiple
receiving coils (MRC) can be equipped in the receiving side.
SRM
Conv.
DC-DC Conv.

Compensation

Compensation

Rec.

VR DC-DC M
Inverter

multiple-transmitting-coils multiple-receiving-coils (MTC DC-AC

Vin VR DCM
-MRC), single-transmitting-coil multiple-receiving-coils
AC-AC M
(STC-MRC) and multiple-transmitting-coils single-receiving- VR Filter
Tx Rx Conv. ACM
coil (MTC- SRC).
Fig. 3 Topology of the STC-SRC MC-WM.
Recently, various researches have been conducted to im-
proving the performance of wireless motor systems. The key The STC-SRC MC-WM is shown in Fig. 3. The dc voltage is
technical issues can be summarized as follows: 1) design of the converted into a high-frequency ac one by an inverter. Then,
system without controllers or active switches in the motor side; the energy is transferred to the receiving side with the magnetic

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coupling between the transmitting coil (Tx) and the receiving
coil (Rx). In addition, both the transmitter and the receiver are
equipped with passive circuits to compensate the reactive
power of the coils. The power conversion topologies in the
receiving side are different for various motors. The unidirec-
tional motion of a brushed dc motor (BDCM) can be realized
with the passive or active rectifier and the dc-dc converter. At
the same time, the bidirectional drive of a BDCM requires the
bipolar square wave current obtained from ac-dc-ac conversion.
Moreover, ac-dc-ac conversion or ac-ac direct conversion is
adopted to energize the ac motor in the receiving side. In addi-
tion, a specific active power converter (e.g., asymmetrical
half-bridge converter) is needed to excite the windings of
switched reluctance motor.
Inv. Comp.
Inv. switch
Vin #1 #1 Vin
Tx1
Inv. Comp.
#2 #2
Tx2 1 Tx2
Inv. Comp.
#n #n 2 #n
Txn
(a) (b)
Fig. 4 Topology of the MTC MC-WM. (a) MTC-I. (b) MTC-II.
To further improve the reliability and stabilize the output of
the MC-WM system, the MTC or MRC are adopted in
MC-WM, thus combining omnidirectional WPT or multi-load
WPT technology with motor drives. For the wireless drive of
single BDCM, the structure of MTC or MRC improves misa-
lignment tolerance of the system. Moreover, for the wireless
drive of multiphase SM, multiphase SRM, ac motor, and mul-
tiple BDCMs, the integrated multi-load WPT technique pro-
vides the possibility of removing the motor-side controllers or
active switches for the systems.
1
Rec.
MTC-I topology is composed of multiple inverters and com-
pensation networks, which can be equated to the superposition
of multiple conventional single transmitting circuits. To reduce
the number of inverters, a multi-switch is introduced to the
MTC-II topology, and the coils can be compensated at multiple
operating frequencies by selecting the proper compensation
circuits. In addition, two types of MRC topologies in the re-
ceiving side are shown in Fig. 5. The MRC-I topology outputs
dc voltage and is suitable for single-phase dc motors, as well as
pulse-driven multi-phase SMs and SRMs. The MRC-II topol-
ogy outputs ac current, which enables the bidirectional rotation
of dc motors as well as the driving of ac motors.
With the combination of topologies STC, SRC, MTC and
MRC shown in Fig. 3-Fig. 5, four types of WPT topologies in
Multi- Comp. MC-WM can be obtained in Table I, namely STC-SRC,
MTC-MRC, STC-MRC, and MTC-SRC.
#1
Tx1
 STC-SRC MC-WM: Although it is suitable for all types of
Comp.
#2 motors when proper converters are used in the receiving side,
active converters in the motor side are commonly required
for the wireless bidirectional BDCM, wireless ac motor and
Comp.
wireless SRM.
Txn  MTC-MRC MC-WM: The motor-side controllers or active
switches can be removed. However, the complex structure
with multiple inverters and coils increases the system size.
 STC-MRC MC-WM: Only single inverter is needed in the
system which improves the power density of the system.
Generally, the multi-frequency selective WPT can be used
when there are no motor-side controllers, which might lead
to the unbalanced outputs.
 MTC-SRC MC-WM: On the one hand, the use of omnidi-
rectional WPT increases the spatial freedom of the receiver.
On the other hand, it is easier to achieve balanced outputs
and soft switching compared with STC-MRC MC-WM.
However, the transmitting coils should be specially designed
to reduce cross interference.
M TABLE I

Comp. VL
VR1 TOPOLOGY OF WPT SUBSYSTEM IN THE MC-WM AND THE CORRESPONDING
#1 BDCM
Rx1 2 MOTOR APPLICATIONS
Rec. M
Comp. VL1 Topology Transmitter Receiver Applied motor
VR2 #1 M
#2
Rx2 Rec. STC-SRC STC SRC DCM, IM, PMSM, SRM
VL2 M
#2 MTC-I MRC-I DCM, SRM
SRM/SM MTC-I MRC-II IM
Comp. MTC-MRC
VRn Rec. M MTC-II MRC-I SM
#n VLn
#n MTC-II MRC-II /
Rxn
(a) STC MRC-I DCM, SRM
STC-MRC
1 STC MRC-II PMSM
Inv. DCM MTC-I SRC DCM
Comp. Rec. MTC-SRC
VL1 #1 MTC-II SRC DCM
#1 #1 M
Rx1 Inv.
Comp. Rec.
#2 ACM C. Analysis methods of MC-WM
VL2
#2 #2 Mutual inductance circuit modeling is the common analysis
Rx2 Inv. M
#n IM method for MC-WPT system. Different from the traditional
Comp. Rec.
2 MC-WPT system with constant resistance load, the motor
M
Inv.

VLn winding load of the MC-WM system can be equated to a series

#n #n
PMSM
Rxn structure with a reverse electromotive force source, winding
(b) inductance and internal resistance. The STC-SRC MC-WM
Fig. 5 Topology of the MRC MC-WM. (a) MRC-I. (b) MRC-II.
system is analyzed as an example:
There are two types of MTC structures in the transmitting  For the wireless BDCM and SRM, the motor will be in the dc
side, namely MTC-I and MTC-II, as shown in Fig. 4. The side of the rectifier. Hence, winding inductance will not lead

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to the phase difference between the load voltage and current, bling motor commutation, speed and torque regulation, as
and then the voltage will be in the same phase with current on well as facilitating the exchange of electrical and mechanical
the ac side of the rectifier. energy. Moreover, for seamless and uninterrupted positive
 For the wireless ac motors such as IM and PMSM, the ac torque output from a multi-phase motor, MC-WM must
output is required in the receiver. When the ac-dc-ac con- possess the capability to balance multiple power output.
version is adopted, the motor-side dc-ac converter and the Hence, the traditional motor control and WPT methods
winding are behind the rectifier. Then, in the steady state of should be integrated into MC-WM.
motor torque and speed, the dc-link voltage and current will  Wireless communication: In the control of PMSM, SM,
remain stable, and the equivalent load seen from the former and SRM, motor position feedback is essential in addition to
side of the rectifier can be regarded as a constant resistance. voltage and current signals. The delay in wireless commu-
In addition, the input power factor of the ac-ac converter can nication within the GHz frequency range utilized by
be improved to the unit power factor. MC-WPT can hinder motor performance. Hence, for the
Since the motor speed and torque are variable, the motor and second implementation of MC-WM, employing a wireless
its directly connected converter can be regarded as an ensemble resolver is a more viable approach for real-time wireless
to be a variable resistive load. As a result, the MC-WM system feedback of position signals [24]. Moreover, MC-WPT ne-
can be analyzed with mutual inductance circuit modeling under cessitates two sets of independent devices with controllers
variable load conditions. The equivalent circuit of the for the wireless transmission of power and load-side signals
STC-SRC MC-WM system is shown in Fig. 6, where VT is the [25], [26]. However, with specialized designs, drive signals
output voltage of the inverter; LT and LR are the inductances of of MOSFETs can be retrieved from the receivers without the
the coils Tx and Rx, respectively; MTR is the mutual inductance involvement of control units in the motor side.
between the coils Tx and Rx; VR is the ac side voltage of the TABLE II
rectifier; RL is the equivalent resistance before the rectifier COMPARISON OF MC-WM, MC-WPT, AND TRADITIONAL WIRED MOTOR
bridge or the input impedance of the ac-ac converter in the SYSTEM STRUCTURES AND CONTROL STRATEGIES
receiving side. Traditional
Indicators MC-WPT MC-WM
motor
MTR
Comp. Comp. Power supply Isolated Isolated Non-isolated
Operating frequency kHz~MHz kHz~MHz Hz~kHz
LT LR VR RL Capacitive or
Load characteristics Inductive Inductive
VT resistive
Terminal scalability High High Low
Required load
Fig. 6 Equivalent circuit of the STC-SRC MC-WM. DC DC/AC DC/AC
current form
D. Comparison of MC-WM, MC-WPT and the wired motor Freewheeling circuit No Yes Yes
Necessity of load-side
The system structures and control methods of the MC-WM, active converters
No No Yes
MC-WPT, and traditional motor are compared in Table II. Voltage Voltage/current Voltage/current
Monitored signals
As illustrated in Table II, the main differences between /current /rotor position /rotor position
MC-WM and MC-WPT systems are: Real-time commuta-
No Yes Yes
tion control
 Load characteristics: The load of MC-WPT is normally
capacitive or resistive, while the motor winding is inductive. As compared with the traditional motor systems, the
Hence, new modeling methods are required to calculate the MC-WM has the following features:
equivalent resistance of the motors [20], [21].  Power supply topology: MC-WM provides isolated power
 Topology: The predominant loads of MC-WPT are typically supply to the motor. In addition, the output ports of the WPT
DC [6]-[8]. As a result, the receiver only necessitates an part can be expanded, thus facilitating drive of different
AC-DC converter for operation. However, for AC motors types and quantities of motors. More importantly, MC-WM
like IM and PMSM, AC-AC or AC-DC-AC converters are can operate without a controller or active switches in the
required to facilitate the production of AC power within the motor side, while wired motors cannot.
frequency range of Hz to kHz. Additionally, windings of SM  Control strategy: For wired motor systems, traditional
and SRM should be excited sequentially through electrical control strategies include vector control, direct torque con-
pulses, and the provision of multiple receivers or specific trol, and model predictive control and the motor-side con-
converters are needed in the motor side. More importantly, it verter is responsible for all control. However, MC-WM has
is not necessary to install controllers or active switches in the three schemes as follows: 1) With active converters and
motor side. Furthermore, in order to facilitate the demag- controllers in the motor side, MC-WM is compatible with
netization of the inductive winding, the freewheeling circuit WPT and motor control strategies. Take W-PMSM as an
is considered essential. example, the transmitter maintains the power balance of both
 Control strategy: The control of MC-WPT is geared toward sides, and the motor-side converter is used to control the
achieving efficient power transmission and distribution [8], motor speed and torque with vector control; 2) When there
[23]. Conversely, the control of MC-WM is aimed at ena- are active converters but no controllers in the motor side,

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control signals can be wirelessly transmitted to the receiving

side, so that the transmission end converter indirectly com-
pletes all motor control; 3) When there are no active con-
verters in the motor side, the transmission end converter di-
rectly completes all motor control and open-loop operation is
usually adopted. CMC Bipolar coil #1 Bipolar coil #2
Fig. 7 Configuration of CMC.
III. MAGNETIC COUPLED WIRELESS MOTOR SYSTEM W-BDCM systems proposed in [32]-[34] operate without ac-
A. Wireless dc motor system tive converters in the motor side, and the outputs of the system
are only controlled by the transmitter. Hence, the motors are
1) STC-SRC W-DCM
facilitated for working in harsh environments. The systems
With the simple structure, a BDCM is easy to miniaturize,
mentioned above are integrated with multi-frequency selective
and the wireless dc power can be directly supplied by the
WPT, which means the receivers are designed with different
STC-SRC WPT subsystem. Recently, the miniature W-BDCM
resonant frequencies to reduce the cross interference. Receivers
has been used in the gastrointestinal capsule robot, which is
of MRC-I type are adopted in [32], [33], and the speed can be
wirelessly driven by the transmitter set outside the patient’s
continuously adjusted by burst firing control, but only the uni-
body. Hence, the harm of cable implantation to the patient can
directional motion of the W-BDCM is realized. LCL-S com-
be avoided, and the battery-less structure further reduces the
pensation and self-driving circuits are utilized to realize the
size of the system. Due to the complex structure of the gastro-
bidirectional rotation of W-BDCM [34], where the self-driving
intestinal tract, the randomized robot position results in misa-
circuits extract voltage from the LC resonant branches to drive
lignment between the coils. To stabilize the output and improve
the switches, thus providing bidirectional current for motors, as
transmission efficiency, spatial helical coils [15], Helmholtz
shown in Fig. 8. However, to ensure the balanced power output
coils [27]-[29] are often used as the transmitting coils to gen-
during bidirectional motion, the load-independent resonant
erate uniform magnetic fields. Considering the limited space
point of the LCL compensation needs to set between resonant
inside the robot, the receiving coils are designed to be
points of the two receivers. As a result, soft switching of the
three-dimensional cubic coils [30] or spatial helical coils [31].
inverter in two channels cannot be realized.
The transmitter of the wireless capsule robot mainly employs a
Self-driving 1 Forward motion
Class E converter [27], [28] or a bridge converter [31], and circuit #1
CFG Rx1
QF
switched-capacitor array compensation [27] with varia-
ble-frequency control [28] is utilized to realize the regulation of CF QF 130kHz
M
the load voltage. Meanwhile, the transmitter coil current should CFF
Forward QR
be restricted according to the IEEE or ICNIPP standards to Rx1 Tx
M
ensure electromagnetic safety of the human body [15], 2 Reverse motion
CR Reverse Tx QF
[27]-[31]. In addition, the power output capability can be en- CRF
QR
hanced in the receiving side by higher-order compensation [28]. Rx2 Rx2 M
In wireless electric prosthesis applications [16], the battery is Tx
Self-driving QR
mounted on the exterior of the prosthesis to drive the hand joint CRG
circuit #2 160kHz
motors wirelessly. As a result, there is no need to remove the
Fig. 8 Topology and working modes of the receivers in bidirectional W-BDCM
prosthesis during the recharging process of the battery.
with LC voltage sampling self-driving circuits.
2) MTC-MRC W-DCM
Most of the researches related to SRC topology focus on In addition, for automotive seat applications, literature [18]
driving a single motor. To increase the system flexibility, mul- incorporates the MRC structure to enhance the radial misa-
ti-BDCM wireless drive systems are proposed for robotic arms lignment tolerance of the system and transmission efficiency
based on the MRC structure and can remove switches in the can be improved by adjusting the coupling between the induc-
motor side. Based on a compact magnetic coupler (CMC), the tion coils and the resonant coils, as shown in Fig. 9.
MTC-MRC W-BDCM is proposed in [17], which consists of Source coil
Resonant coils
Load coil
MTC-I and MRC-I topologies with multiple rectifiers in the Tx Rx1
receiving side. The orthogonal bipolar coils contained in the
CMC are mutually decoupled, and the dual BDCMs can be Power DC-DC
M
amplifier Rx2 Conv.
separately excited and controlled through the shared power
channel at the resonant frequency, as shown in Fig. 7. However,
the number of switches and coils of the system will increase
Induction coils
with the motors, which will not only bring additional losses but
Fig. 9 Topology of the STC-MRC W-BDCM with induction coils
also increases the difficulty of constructing decoupled coils.
3) STC-MRC W-DCM 4) MTC-SRC W-DCM
Industrial servo control applications require motor systems There are two types of transmitter topologies for MTC-SRC
with high reliability and a wide speed range. The STC-MRC W-BDCM, namely MTC-I and MTC-II.

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For capsule robot application, based on MTC-I, the decou- motors, and the typical applications include pipeline robots and
pled orthogonal Helmholtz coils are adopted in [35] to generate underground sewage pumps.
the uniform and directional magnetic field, and the motor can AC-AC Converter
be stably powered by adjusting the amplitude and phase of the
S1
coils’ current.
Since the topology as discussed in [34] is difficult to realize
soft switching for dual channels, the W-BDCM with MTC-II (b)
VR
topology is proposed in [36]. In this system, the transmitting
S2
circuits with different resonant frequencies are selected by VM M
multi-switches, and the receiver is configured with a Foster
network based multi-frequency resonant compensation
(MFRC), as shown in Fig. 10. Hence, the system can operate at
(a) (c)
a full-resonant state, and the soft switching at dual channels can Fig. 12 Principles of the ac-ac converter in the receiving side. (a) Topology of
be achieved. In addition, the self-driving circuits (SC) are used the converter. (b) Waveform of input voltage VR. (c) Waveform of output
to control the motor-side inverter. Compared with the LC voltage VM.
voltage sampling self-driving circuits in [34], the capacitive
1) STC-SRC W-IM
voltage sampling self-driving circuits in [36] extract the reso-
Generally, an ac-ac converter or ac-dc-ac converter can be
nant capacitor voltage VC as the input source, and take the
used to provide ac power to the motor in the receiving side of
merits of flexible configuration, as shown in Fig. 11.
the STC-SRC W-IM.
Foster network In [37], the high-frequency current for wireless transmission
Inverter
LR1 and the low-frequency one for motor drive are superimposed in
Tx1
CR the transmitter, and a motor-side ac-ac converter is proposed to
CR1
M
filter out the high-frequency components by zero crossing
LC branches detection and amplitude detection, as shown in Fig. 12. Hence,
CP L P the dc-link capacitance is removed, which reduces the system
Tx2 Rx
CN LN size, but the receiver still involves of a controller.

Cap. Cauer net 1

VCP Self-
CP SC #P1 Rec. Vgs
Self-driving driving
VCN CN SC #N1
circuits
Tx Rx Inv.
Compensation

VCP SC #P2
Comp.
CP

Rec.
Inverter

M
VCN CN SC #N2 g
Vin
s
(a)
2
1 Forward motion fo=30kHz 2 Reverse motion fo=90kHz Dx
Comp.
Rec.

Wireless
Tx1 Foster network Tx1 Foster network Foster net Vgs
driving
TVS
LR M LR M
CP LP CP L P
Rx Rx C Fig. 13 STC-SRC W-IM with ac-dc-ac converters in the receiving side.
Tx2 CN L N Tx2 N LN

The W-IM systems with ac-dc-ac converters in the receiving

(b) (c)
side are proposed in [20], [38], [39] to achieve the constant
Fig. 10 Receivers in bidirectional W-BDCM with capacitive voltage sampling
self-driving circuits. (a) Topology of the receivers. (b) Forward motion mode. volt/hertz control without controllers in the motor side. Based
(c) Reverse motion mode. on the variable-frequency-modulated magnetic fields, the
self-driving circuits or wireless switches are utilized in these
Resonant capacitor Self-driving circuit systems to control the motor-side inverter, as shown in Fig. 13.
To eliminate speed sensors and wireless communication mod-
VC CG RG VG ules, the transmitter current is controlled to stabilize the ter-
minal voltage of IM and the switching cycle of operating fre-
quencies is regulated to control the motor speed [20]. In [38],
Fig. 11 Capacitive voltage sampling self-driving circuit.
the IM with dual-stator winding is employed to reduce the
number of switches in the motor side, and multi-frequency
B. Wireless induction motor system resonant compensation ensures the efficient energy transmis-
The W-IM system integrates a motor-side converter to pro- sion of longer distance compared with [20]. Wireless power
vide low-frequency ac power to the IM. Current researches and drive transfer for IM has been proposed in [39], where
mainly focus on the wireless drive of single-phase induction power is transferred through the magnetic link between Tx and

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Rx. Meanwhile, the drive information of the motor-side inverter
can be extracted by the driving coil (Dx) and wireless driving
circuit from the magnetic field of Tx. Although all of the above
solutions can improve the reliability of the W-IM system, the
self-driving circuit requires a transformer, and the wireless
driving circuit involves additional driving coils, which inevi-
tably increases the size of the receiver. In addition, the
above-mentioned two circuits are equipped with first-order
inertial links consisting of the filter capacitor and their dis-
charge resistors. It should be noted that the filter capacitor is
much larger than the parasitic capacitance between the gate and
source of the MOSFET, and there is no additional fast turn-off
circuit for motor-side MOSFETs, which will result in the
switching delay. Hence, the high-frequency switching of the
motor-side converter can hardly be achieved with the
self-driving or wireless driving circuits, and the motor speed
range is limited.
2) MTC-MRC W-IM
Due to the variable-frequency operation, the STC-SRC
W-IM system requires amplitude control of the ac source or a
complex design of higher-order compensation to balance the
bidirectional current of the motor. Hence, the MTC-MRC sys-
tem adopts topologies of MTC-I and MRC-II with single res-
onant frequency to achieve power equalization, and CMC is
utilized to decouple the receivers [40]. Meanwhile, the mo-
tor-side inverter can be self-driven, and the controller in the
receiving side can be removed.
C. Wireless permanent magnet synchronous motor system
In W-PMSM, the energy is wirelessly transferred to Rx, and
then ac-dc-ac or ac-ac converters are required to provide
three-phase ac power to the motor. The typical application of
W-PMSM is the in-wheel motor of the electric vehicle.
1) STC-SRC W-PMSM
For the application of electric vehicles, the wireless in-wheel
motor (W-IWM) is proposed in [41]-[43] to eliminate the risk
of disconnection between the vehicle body and the wheels due
to the vibration and debris impacts.
ωM TM
Circuit Prediction Vdc*
Hysteresis control
model Vdc* M
E* RL P P
E o loss TM
FC
TM* Tr Ir RM
MTR
Active rectifier
DC-DC Conv.
CT CR
Inverter
Vin E VT LT LR VR
Fig. 14 Topology and control of the W-IWM system.
The topology and control strategy of the W-IWM system are
shown in Fig. 14. To improve the stability of the dc-link voltage
in the receiving side, the dual-mode hysteresis control based on
the active rectifier is proposed [41], [42], which turns off all the
MOSFETs and utilizes the body diode bridge rectifier in the
rectifying mode, and the Rx will be short-circuited by turning
on the switches in the bottom side of the active rectifier in
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another mode. In [43], the required output power of the dc-link
is calculated by online prediction of the motor losses, and a
feed-forward controller is introduced to regulate the output
voltage of the bidirectional buck-boost converter to balance the
power of the transmitter and receiver.
The W-IWM system shown in Fig. 14 is powered by an
on-board battery pack and suffers from short battery life, while
the wireless communication delay may lead to insufficient
output power of the transmitter. Hence, supercapacitors are
used to participate in the power regulation of the W-IWM
system, which reduces the negative impacts of communication
delay [44]. To further improve the transmission efficiency,
researchers optimize the dc-link voltage ratio of the transmitter
and receiver to achieve maximum efficiency tracking [45]. An
improved intermittent synchronous rectification control is
proposed in the receiving side to improve the transmission
efficiency in the low power output range [46]. In [47], the
ground power source can dynamically and wirelessly drive the
motor, thus reducing the size of the on-board part, promoting
device integration and improving the system power density.
However, the W-IWM system includes two active converters
in both the transmitting and receiving sides, which makes the
system complicated. Meanwhile, double-sided series compen-
sation-based W-IWM requires additional control to stabilize
the voltage of the constant power load. Moreover, the dc-link
capacitors increase the system size and are prone to malfunc-
tion in harsh environments.
Fig. 15 Topology and control of series-parallel compensated STC-SRC
Vdc* W-PMSM with single converter in both sides [48].
In order to simplify the topology and improve the system
Vdc
performance, the system is proposed in [48], which contains
only a single active converter in both the transmitting side and
3-phase inverter
receiving side. As shown in Fig. 15, the series-parallel (SP)
Vdc M compensation is proposed to enhance the stability of dc-link
voltage and improve the system transient response as well as
current overload capability. In addition, the inverter of the
transmitter is regulated by combining the perturbation obser-
vation method with phase-shift control to track the optimal
dc-link voltage in real- time, while the three-phase inverter in
the receiving side adopts space vector pulse width modulation
(SVPWM) to control the current and speed of the motor. The
system achieves maximum power efficiency tracking (MPET)
without an auxiliary dc-dc converter. However, the coil misa-
lignment will detune the series-parallel compensated system
and lead to a degradation of the transmission efficiency.
 This article has been accepted for publication in IEEE Transactions on Power Electronics. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/TPEL.2024.3372312
IEEE Transactions on Power Electronics
To remove the dc-link capacitors, ac-ac converters are used
to convert single-phase wireless ac power to three-phase ac
power. In [49], amplitude modulation and frequency modula-
tion are utilized to superimpose high-frequency and
low-frequency components in the transmitter, and a three-phase
passive filter, as shown in Fig. 16(a), provides low-frequency
power for the load at 60 Hz. However, there is a dc component
at the input side of the load, and the system suffers from low
overall efficiency and power density. The three-phase matrix
converter illustrated in [50] realizes the direct conversion of
wireless high-frequency ac and low-frequency ac, as shown in
Fig. 16(b), which improves the system stability and power
density. However, the number of switches in the matrix con-
verter is twice that of the traditional full-bridge inverter, which
leads to an increment in the cost and the control complexity.
kHz
kHz
Hz
(a) (b)
Fig. 16 Topologies of ac-ac converters in the receiving side of W-PMSM. (a)
Three-phase passive ac-ac converter. (b) Matrix converter.
2) STC-MRC W-PMSM
A wireless open-winding permanent magnet synchronous
motor is proposed in [51], which uses a single dc source to
power two receivers simultaneously. The isolated wireless
power supply structure shown in Fig. 17 suppresses the ze-
ro-sequence current in the windings and improves the DC
power utilization rate. In addition, with the same resonant
frequencies of the transmitter and receiver, the overlapped
structure of the receiving coils ensures the decoupling between
the dual receivers to obtain the load-independent characteristics
of the dc-link voltage distribution ratio. In terms of control
strategy, the dc-link voltage is regulated by the transmitter,
while the power distribution ratio is controlled by the mo-
tor-side inverters with the SVPWM strategy, which ensures the
reliable operation of the motor when misalignment occurs.
Fig. 17 Topology of the STC-MRC wireless open winding permanent magnet
synchronous motor [51].
D. Wireless stepping motor system
A W-SM with MTC-II and MRC-I topologies is proposed in
[52], which is free of active switches in the receiving side. The
LCL compensation in the transmitting side ensures con-
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stant-current output at variable speeds. Meanwhile, receivers
are designed with the same resonance frequencies, thus facili-
tating the balanced control of the current in the phase windings.
Nevertheless, the coils in one side will be placed in the same
plane with sufficient space to reduce cross interference, re-
sulting in a large system size.
E. Wireless switched reluctance motor system
1) STC-SRC W-SRM
The most direct topology construction method of W-SRM is
the combination of STC-SRC topology with the converter of a
traditional SRM drive system. The traditional x-phase power
converters of SRM can be classified into x, x+1, 1.5x, and 2x
power converters according to the number of switches. The
above converters power the motor windings to meet the elec-
tromechanical energy conversion and provide paths for the
magnetic energy stored in the windings to be discharged. In
order to minimize the number of motor-side switches, the
x-type converter is adopted to drive the three-phase 18/24-pole
SRM, which only needs an active switch and diode in each
Hz
phase with independent control [53]. The system receiving-side
topology is shown in Fig. 18.
The STC-SRC W-SRM operates in a single-frequency res-
onant state and realizes load-independent constant voltage
output with LCC-S compensation. In addition, the system is
compatible with traditional SRM control strategies, such as
angular position control and current chopper control. However,
the active switches of the receiver inevitably deteriorate the
reliability of the system.
Comp. Rec. x-type converter
A++
B+
Ba 或 R C
CR t
M
A-
SRM
B-
Tx Rx C-
Fig. 18 Topology of the receiver in STC-SRC W-SRM based on the x-type
converter.
2) MTC-MRC W-SRM
An MTC-MRC type W-SRM topology with intermediate
coils (Im) is proposed in [54], where multiple output ports are
sequentially connected to the SRM windings in each phase, as
shown in Fig. 19(a). The laminated magnetic coupler (LMC)
consists of a unipolar coil and two bipolar coils, as shown in Fig.
19(b). The three coils contained in the LMC are decoupled from
each other, and separate power transmission paths between the
transmitter coils and their corresponding receiving coils can be
established. Then, the parallel half-bridge inverters are con-
trolled with angular position control, and the motor windings
are energized in a time multiplexed manner. With the consistent
resonant frequency of the transmitter, intermediate and re-
ceivers, self-balanced power distribution among receivers can
be achieved. However, the SRM rotor position signal is trans-
mitted through Bluetooth wireless communication, and the
time delay will result in negative torque output.
To solve the problem mentioned above, a wireless resolver is
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Transmitter Intermediate
S1 S3 S5
Vin
S2 S4 S6
LMC-Tx LMC-Im LMC-Rx
(a)
LMC Bipolar coil #1 Bipolar coil #2
(b)
Fig. 19 Topology and coil structure of the MTC-MRC W-SRM. (a) Equivalent
circuit; (b) Laminated magnetic coupler (LMC).
employed in [24] to transmit the rotor position, which elimi-
nates the additional battery for Bluetooth and realizes real-time
feedback of position signals. Although the MTC-MRC
W-SRM can operate at a full-resonant state and realize
self-balanced power outputs, it is difficult to be applied to
SRMs with more than four phases since it is hard to decouple
more than four coils on one side.
3) STC-MRC W-SRM
The topology of the STC-MRC W-SRM is shown in Fig. 20,
whose receivers are designed with different resonant frequen-
cies to reduce the impact of cross interference. Moreover, the
motor phase commutation can be realized by tuning the oper-
ating frequency to one of the resonant frequencies of the re-
ceivers. The transmitter with a switched-capacitor array is
adopted to achieve resonant operation in [55], and the duty ratio
control is applied to the single inverter to regulate the speed.
However, there are problems such as high voltage stress on the
switched capacitors, imbalanced power of three phases due to
the multi-channel transmission, and nonlinearities in the speed
curve of the motor. Hence, the single-capacitor-compensated
transmitter is proposed in [56], whose resonant point is set near
the resonant frequencies of receivers, and the primary
buck-boost converter is used to balance the outputs. In addition,
the LCC compensation in the transmitting side is adopted in [57]
to equalize the absorbed power of phase windings and pulse
density modulation is employed to obtain linear speed regula-
tion characteristics.
S1 S3
DC-DC
Receiver mitter side with angular position control. However, compared
A+ to the SRC system, the structure of MRC is relatively complex.
A- Moreover, only zero-voltage freewheeling can be achieved in
B+ M MRC systems. Hence, the demagnetization energy is wasted on
B-
C+ SRM
the internal resistance of windings and diodes, and the slow
C- demagnetization process will lead to negative torque. In addi-
tion, the W-SRM is unable to realize dual-phase synchronous
excitation, which limits the SRM performance.
F. Applications and performance analysis
1) Applications
As shown in Table III, the main indicators of MC-WM are
Unipolar coil listed for different applications. In comparison to implantable
medicine applications, the other three types of applications
exhibit significant differences in terms of power levels, coil
sizes, gap widths, and transmission efficiency. The requirement
to reduce the size of capsule robots for free movement in the
intestine necessitates a sufficiently small receiving coil. Fur-
thermore, the wide variation in the robot's position demands the
transmitting coil to generate a uniform and wide magnetic field.
Hence, the transmitting coil is much larger than the receiving
coil and the large gap leads to a decrease in the coil coupling
coefficient, resulting in a transmission efficiency of only
around 10%. Fortunately, it is easy to obtain power sources
above mW level. Hence, efficiency requirements are not high in
low-power applications as long as the heat generation remains
within the specified limits. In industrial automation, under-
ground pipeline, and electrified transportation applications,
MC-WM can achieve a transmission efficiency of over 80% at
power levels ranging from W to kW, demonstrating its signif-
icant potential in industrial applications.
2) Performance analysis
The main indicators of the WPT subsystem are efficiency,
power, and distance. These indicators are associated with the
operating frequency, coil, compensation network, and control
scheme.
Now, the WPT standards in the industrial and medical fields
specify a broad range of operating frequencies. The frequency
in SAE for electric vehicles sets at 85 kHz [53], while ICNIRP
specifies a specific absorption rate limit within the range of 100
kHz to 10 MHz for implantable medical devices [58]. The Qi
standard for portable devices is at 87 kHz to 205 kHz [59]. High
operating frequencies can increase the coil quality factor, but
they also result in increased switch and eddy current losses.
A+
Conversely, lower operating frequencies may result in in-

Comp.

A- creased system volume and decreased transmission distance.

Rx1
Vin S2 S4 Thus, the selection of operating frequency is typically based on
B+
1 Switched the applications and performance requirements. Currently,
Passive 2 M
capacitors network - researchers optimize the indicators primarily by enhancing the
Rx2 B SRM design of coils, compensation networks, and control schemes.
C+
 Efficiency: Two resonant compensation circuits at the
transmitter are introduced to achieve ze-
Tx Rx3 C-
ro-voltage-switching of the inverter [36]. The load qual-
Fig. 20 Topology of the STC-MRC W-SRM. ity factor is optimized by using a hybrid resonant scheme
There are no active switches in the motor side of MRC-type [27]. A multi-frequency resonant network is designed in
W-SRM, and the SRM can be driven reliably by wirelessly [36], [38], [39] to achieve efficient resonant transmission
acquiring the rotor position signals and controlling the trans- under multiple operating frequencies. The coil quality

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TABLE III
APPLICATIONS AND PERFORMANCE INDICATORS OF MC-WM
Coil size (mm)* Air Efficiency Motor
Power Frequency Secondary
Application Ref. gap of WPT Speed Load
(W) Tx Rx (kHz) Type controller
(mm) (%) (rpm) (N•m)
[35] Tx1:4000
0.5 13×15 218 2000 8.15~13.53 DCM - - Yes
Implantable Tx2:4900
medicine [28] 0.7 3500 12×12 250 1700 8.2 DCM - - Yes
[15] 1.5 400 13×12 218 200 - DCM - - Yes
[52] 6 - - 85 50 87.5 SM 150 - No
[34] 27 620×300 300×200 130/160 130 85 DCM 1500 0.17 No
Industrial
[17] 142.6 100 100 85 100 88.7 DCM 3600 0.37 No
automation
[36] 180 - - 30/90 100 90 DCM 2000 0.86 No
[50] 1000 - - 85 100 97.3 PMSM 1900 4.8 Yes
[57] 12 600×220 210×150 90/110/130 150 80 SRM 1500 0.07 No
Underground
[54] 135 300 300 100 200 89.14 SRM 1500 - No
pipes
[20] 110 100 100 109/116 30 86.2 IM 1330 - No
[53] 288.7 256 256 85 100 96 SRM 400 1 Yes
Electrified
[43] 3300 350×218 300×218 85 100 88.8 PMSM 135 238 Yes
transportation
[47] 18000 1086×318 230×230 85 50 95.1 PMSM - 255 Yes
-: It indicates information not available;
*: In implantable medicine application, solenoid coils are utilized. Hence, the diameter of Tx as well as the diameter and length of Rx are presented.
In addition, the diameter of circular pads as well as length and width of rectangular pads are presented in other applications.
factor and coupling coefficient are improved by optimiz- MC-WM can draw inspiration from the aforementioned
ing the coil layers and configuring a disk magnetic core approaches to enhance the power levels.
[20]. The optimal load resistance is obtained by tracking  Distance: As a form of near-field WPT, MC-WPT oper-
the optimal bus voltage and achieved the MPET [48]. ates within a range of several centimeters to several me-
 Power: To ensure the motor operates smoothly, it is es- ters. To maintain a certain level of efficiency, the SAE
sential to maintain power balance in forward and reverse standard specifies an air gap of 10-25 cm [53], and most
rotations, as well as in multiphase operations. Natural researches of MC-WM in the industrial field relies on this
power balance is achieved in multiphase motors by uti- standard for determining the width of the air gap, as
lizing shared-channel single-frequency resonant trans- shown in Table III.
mission [24], [52], [54],. The output power of multiple When the transmission distance increases significantly,
frequency channels is balanced by adjusting the T-type the decrease in the coupling coefficient results in a no-
compensation parameters at the transmitter and the mul- ticeable reduction in the transmission efficiency [23].
ti-frequency resonant compensation parameters at the However, there is relatively limited research on the ex-
receiver [39], [57]. Additionally, the voltage reference ploration of transmission distances in MC-WM, with only
values of the input sources in the multi-channel can be a few cases of extending the distance through the addi-
adjusted online based on the circuit model [38]. tional relay coils [54]. In the future, more attentions
Another concern is to maintain the power stability when should be paid in the transmission distance enhancement
coil misalignment occurs. In [27]-[29], the transmitting of MC-WM.
coil structure is modified to enhance the distribution of the
magnetic field. In [43], the predictive control is adopted to IV. RESEARCH CHALLENGES AND DEVELOPMENT TRENDS
ensure power balance between the transmitter and re- The key issues and the main solutions of the existing re-
ceiver sides. searches are summarizes in Table IV. MC-WM focuses on
Furthermore, the power levels of current MC-WM accommodating a wider range of electric motors and enhancing
systems typically range within 300W, as indicated in Ta- the performance of the motors themselves, with the aim of
ble III. High-power devices like electric vehicles, indus- potentially replacing wired motor drives in the future. Fur-
trial robots, and multi-motor coordinated driving impose thermore, MC-WM represents the fusion of WPT and wired
greater demands on power levels. Three-phase converter motor drives. Hence, the optimization of WPT in terms of
is adopted in [47], [50] as a substitute for single-phase one power transmission efficiency, flexibility, and electromagnetic
to increase the transferred power. However, power en- shielding, as well as the advancement of motor principles and
hancement optimization of MC-WM is still in its early control, will collectively drive the development of wireless
stages. Conventional WPT systems have various ap- motors. The future challenges are summarized in Fig. 21, and
proaches to increase power levels, such as utilizing the details are elaborated as follows.
high-power wide-bandgap switches [60], parallel output
of multiple inverters [61] and maximum power transfer A. Expansion in the field of advanced motors
through passive or active impedance matching [62]. The reported applications of the MC-WM systems are

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TABLE IV
THE KEY ISSUES AND MAIN SOLUTIONS IN THE EXISTING RESEARCHES
Key issues Solution WM types Advantages Disadvantages
 Simple Structure  Low reliability due to the
Preferred motors [16] W-DCM
 Miniaturized system commutators and brushes
 Active switches and coils in-
Shared-channel transmission based W-DCM  Full resonant at a single frequency
crease with the output ports
on decoupled coils W-SM  Self-balanced power distribution
 Difficult for constructing de-
[17], [40], [52], [54], [24] W-SRM among receivers
coupled multiple coils.
Design of the  Special design for power equal-
Multi-channel / multi-frequency  Single inverter is needed for the
system without W-DCM ization of multiple outputs
selective transmission transmitter
controllers or W-SRM  Special design for soft switch-
[32]-[34], [39], [55]-[57]  Easily expandable output ports
active power ing
switches in the  Bidirectional current output of the  Additional high-frequency
motor side Self-driving W-DCM system transformer
[20], [34], [36], [38], [40] W-IM  Without wireless communication  Switching delay restricts the
modules and motor-side batteries motor speed range
 Bidirectional current output of the  Driving coils lead to the addi-
W-DCM system tional losses
Wireless switch [39]
W-IM  Without wireless communication  Switching delay restricts the
modules and motor-side batteries motor speed range
 Distance extendable
Intermediate  Increased loss with the number
W-SRM  Reconfigurable output character-
coils [54] of intermediate coils
Coil istics
Orthogonal
W-DCM  Angular misalignment tolerance  Complex control is required
coils [35]
 Detuned in variable coupling or
 Simple Structure
Series/ loads for series-parallel, paral-
 Load-independent constant cur-
parallel [48] lel-series, and parallel-parallel
rent/voltage output
W-DCM compensated systems
W-IM  Low voltage stress in components
T-type  Complex design for mul-
Efficient energy Compensation W-PMSM  Load-independent constant cur-
[28], [52], [53] ti-channel transmission
transmission and W-SM rent/voltage output
stable output with W-SRM  Multiple zero phase angle points
coupling / load MFRC independent of coupling or loads  Sensitive to the resonant pa-
variation [36], [38], [39]  Load-independent constant cur- rameter
rent/voltage output
Predictive con-
 Real-time operation  Precise modeling is needed
trol [43]
Hysteresis
 Additional power loss in
control  Easy to implement
Control short-circuit mode
[41], [43] W-PMSM
strategy
Maximum
 Motor-side active converter is
efficiency track-
 Without auxiliary dc-dc converter needed to stabilize the speed
ing
and current.
[45], [48]
Topology con-  Low overall efficiency and
Passive circuit design for AC-AC
struction without W-PMSM  High reliability power density due to the dc
conversion [49]
a dc-link capaci- component
tor in the receiv- Active AC-AC converter W-IM  High efficiency operation  Controllers in the receiving side
ing side [37], [50] W-PMSM  Wide range of power rating reduce the reliability
 Real-time feedback of position
 Additional magnetic couplers
Time delay of With wireless resolver [24] W-SRM signals
and loss for wireless resolver
wireless commu-  High robustness
nication The transmitter current feedback  Without wireless communication  Motor-side sensorless control is
W-IM
control [20] modules required

mainly focused on the traditional DCM, IM, PMSM, SRM and
etc. The bearingless motor, multiple-degree-of-freedom motor
and other new motor applications have not been reported.
Magnetic levitation motors [64] and bearingless motors [65]
use magnetic bearing suspension to support stator and rotor
windings, which are suitable for the high-speed field. These
motors are often used in the devices, such as conveying pumps,
centrifugal pumps and blood pumps, which are required to be
sealed and pollution-free. However, the wired motor drive
often destroys the tightness. Multi-degree-of-freedom motors
such as rotary-linear motors [66], spherical motors [67], and
planar motors [68] can achieve high-dimensional motion based
on a single moving part. The main applications include robot
joints, electric vehicle hub motors and ultra-precision motion
positioning platforms, while the cables and wires from the
source to the motor will limit the range of motion of the device,
and there is a risk of disconnection. In addition, the above
motor system generally requires cooperative control of multiple
bridge converters.
The wireless drive technology can provide an isolated power

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IEEE Transactions on Power Electronics

supply for the motor in the sealed terminal while reducing the selective transmission, MTC-MRC topology with decoupled
number of power supplies as well as motor side converters, and coils based on shared-channel transmission and topology with
broadening the motion area of the device. Thus, the application self-driving circuits or wireless switches. The control units of
of wireless motor drive technology in the field of advanced these structures can all be moved to the transmitter, and the
motor systems is one of the future research directions. controller, as well as its auxiliary power supply, is eliminated in
Advanced motor Application-oriented design the receiving side. Meanwhile, the motor-side active switches
Magnetic levitation motor Coordinated drive of multiple can be reduced or even removed and frequent maintenance of
Rotary-linear motor distributed motors the equipment will be avoided. However, a few issues still
Bearingless motor Performance requirements remain to be solved for the reported high-reliability topologies.
Spherical motor Installation environment One of the issues is that when the active converters are re-
Planar motor Economic evaluation moved in the receiving side, the slow demagnetization process
Magnetic coupler High-reliability system topology will result in the poor load capacity of motors, such as SRM and
Decoupling of multi-coils Slow demagnetization process SM. To address the problem, self-driving circuits or wireless
Intelligent modeling Cross interference switches can be utilized to change the paths of the freewheeling
Multi-objective Self driven or wireless current and get the reverse voltage of the windings in the de-
coil optimization driven switch delay magnetization mode. Additionally, the performance of WPT
Anti-misalignment High-performance operation subsystem remains to be further improved. For the reported
Extension of Soft switching with variable- STC-MRC system based on multi-frequency selective trans-
transfer distance frequency operation mission, cross interference can be further reduced between the
Electromagnetic interference Position-tolerant mechanism multiple power channels under light load conditions. One of the
suppression design MPET without active
Anti-interference solutions is to increase the self-inductance of the receiving coil
switches in the motor side
design of motor Motor-side
[69]. However, the coil volume and its voltage stress will be
Magnetic circuit sensorless control added. Another method is to filter the energy of non-target
optimization
Bidirectional power & data transfer frequencies by adding an auxiliary passive circuit in the re-
Integration and cooling Wireless feedback of the
ceiving side [70].
Compact construction demagnetization energy Self-driving circuits and wireless switch drive topology are
Magnetic field considered Low-latency wireless the key technologies to control the active converter in the re-
Effective cooling signal transmission ceiving side when there are no controllers in the motor side.
Fig. 21 Challenges of the MC-WM system. However, the switching delay makes it difficult to achieve
high-frequency switching of the converter, as mentioned in
B. Application-oriented customized design Section-III B. As a result, it is necessary to add or construct
Although attempts have been made to implement MC-WM, passive circuits to accelerate the turn-off process of self-driven
most of them are still in the prototype stage. Hence, design or wireless-driven MOSFETs and expand the speed range of
needs to be application-oriented. Customized design of high-reliability MC-WMs. Particularly, since PMSM requires
MC-WM is based on the considerations of motor performance, relatively complex control of the motor-side active converter to
installation and economic. Due to coupling of multiple physical maintain the stable operation, it is a big challenge to apply
fields, it is challenging to directly determine the motor equiv- self-driving or wireless-driving technology to W-PMSM and
alent resistance, which complicates the design process. Hence, remove the motor-side controller.
simplified models should be established according to different
motors and their load in an early design stage. In robotic arm D. Optimization of the magnetic coupler
joints, high-speed trains, and EVs, design for coordinated The coil construction and modeling methods of MC-WM
driving of multiple distributed motors should be involved. The mainly draw on the solutions of traditional MC-WPT. The
MC-WM based on the second implementation can be free of MC-WM with STC or SRC structure generally follows the coil
maintenance, but with limited number of driven motors and construction methods of a single-load MC-WPT system, while
restricted motor performance. Therefore, topology and control the MC-WM with MTC or MRC structure can use orthogonal
strategies are selected by considering the load capacity of the decoupling or overlapping decoupling schemes to suppress
motor and reliability requirements. Compared to wired motor, cross-interference. However, the increase in the number of
MC-WM may involve additional coils, resonant elements, and receivers will lead to difficulties in constructing decoupled
switches, which inevitably increase the initial construction cost. coils. The inductance modeling of hollow coils (including
Hence, comprehensive economic evaluations, which consider spatial spiral coils, planar spiral coils, etc.) can generally be
maintenance costs and long-term operation benefits, should be established based on the Neumann formula. However, it is
conducted for MC-WM systems with different structures to difficult to obtain the analytical model of coils with magnetic
enhance the benefit-cost ratio. cores with magnetic cores directly, and the coil parameters are
generally calculated by finite element analysis, which will
C. High-reliability power electronic topology construction increase the computation time of coil optimization. Meanwhile,
Recently, some high-reliability topologies have been pro- the reported coil parameter design of MC-WM is often not the
posed, such as STC-MRC topology based on multi-frequency optimal solution, and the transmission performance can be

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 This article has been accepted for publication in IEEE Transactions on Power Electronics. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/TPEL.2024.3372312
IEEE Transactions on Power Electronics
further optimized. Hence, it is necessary to study the decou-
pling construction method of multi-coils, as well as the intel-
ligent modeling and multi-objective optimization method of
magnetic couplers.
The extension of transmission distance and the coil misa-
lignment will reduce the transmission efficiency of the system.
To increase the spatial freedom of the terminal device, quality
factor and coupling coefficient of coils can be optimized. The
possible solutions are as follows: 1) Optimizing the magnetic
core structure to improve the coupling coefficient [71]; 2)
Multilayer parallel coils can be used to replace the traditional
single-layer coils, thereby reducing coil loss [72].
E. High-performance operation of integrated wireless motors
The loss of the WPT subsystem in the MC-WM system is
mainly from the coil copper loss and switching loss. The line
loss can be reduced by optimizing the magnetic couplers, and
soft switching is required to reduce the switching loss. The
MC-WM circuit topology of the STC structure is relatively
compact. However, the variable-frequency operation makes it
difficult for the inverter to achieve soft switching, and the
switched capacitor array can only be used as the dynamic im-
pedance matching network. Hence, based on single transmit-
ting circuit, it is essential to realize low-voltage-stress soft
switching control methods at multiple operating frequencies.
In addition, the variable width of air gap and variable
equivalent load of the motor will lead to the fluctuation of the
transmission efficiency. Recently, parity-time symmetry has
been introduced into MC-WPT, where constant transfer effi-
ciency can be maintained regardless of the coupling coefficient
within the defined parity-time-symmetric region [73]. Fur-
thermore, the position-tolerant topology can be combined with
PT-symmetric WPT [74]. Although MPET control has been
studied, motor-side controllers and active devices are required.
On-off keying modulation is a potential scheme for completing
MPET without an active switch in the motor side [75], [76].
As mentioned in Section-II D, the controller-less topology
for the motor side mainly involves open-loop control or pri-
mary-side control. This is because motor-side sensors require
batteries and wireless communication modules, which in-
creases maintenance costs. However, open-loop control limits
the system's performance. Hence, motor-side sensorless control
with closed-loop in transmitting side has great potential to be
applied in MC-WM to improve the load capacity of the motor.
F. Bidirectional synchronous transmission of power and data
In the process of real-time control of the motor in the
MC-WM system, it is necessary for the receiver to provide
feedback of the motor parameters (e.g., position angle, phase
currents, phase voltages, and measured torque, and etc.) to the
transmitter wirelessly. The transmitter needs to transmit both
wireless energy and switch drive signals to the receiver.
However, the transmission delay often leads to limited motor
performance. The wireless resolver holds great potential for
achieving real-time feedback of position signals [24]. Never-
theless, a dilemma exists in operating frequency and the re-
solver performance.
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As mentioned in Section-III E, the demagnetization energy is
often wasted in the reported systems. With the self-driven or
wireless-driven converters in the receiving side, the system
which can feed back the demagnetization energy to the trans-
mitter, remains to be studied in the future.
G. Electromagnetic interference suppression design
Due to the leakage flux of the magnetic coupler, the coils
become sources of high-frequency electromagnetic interfer-
ence. Without external electromagnetic shielding, the coupling
of high-frequency magnetic fields with copper winding coils
can induce eddy current effects and disrupt the distribution of
magnetic flux in the motor air gap. This may result in increased
motor losses, elevated temperature, diminished efficiency, and
compromised performance. The potential solutions can be
summarized as follows.
1) Solutions in the magnetic coupler
 Passive shielding: Magnetic flux guidance can be achieved
by using soft ferrite [77], nanocrystalline [78], and amor-
phous alloys [79] as magnetic cores. In addition, auxiliary
aluminum plates can be used to further reduce flux leakage
[80]. Furthermore, the magnetic field distribution can be
constrained by optimizing the magnetic core structure, such
as using circular [81] or I-shaped [82] magnetic cores.
Moreover, electromagnetic metamaterials can realize the
convergence [83] or reflection [84] of divergent magnetic
fields, thus exhibiting excellent performance in magnetic
field control and enhancing shielding effectiveness.
 Reactive resonance coil shielding: Reactive resonance
coils utilize the reverse magnetic field induced by the leak-
age field of the transmitting coil to mitigate the interference
of the original magnetic field [85]. However, while weak-
ening the original magnetic field, it inevitably reduces the
magnetic flux entering the receiving coil, resulting in de-
creased mutual inductance.
 Active shielding: Active shielding utilizes suppressing coils
with excitation sources to generate counteracting magnetic
fields opposite to the leakage field. By decoupling the sup-
pression coil and the main magnetic circuit, the suppression
of magnetic leakage can be achieved without affecting the
coupling performance [86].
2) Solutions in the electric motor
Currently, most motor housing materials are cast iron, steel,
and aluminum alloys. A certain thickness of ferromagnetic
metal materials, such as iron and steel, can concentrate mag-
netic flux within the shielding body. Moreover, aluminum alloy
materials have high electrical conductivity, and the eddy cur-
rents induced by the leakage flux can be applied for
high-frequency magnetic field shielding [87]. In the future, new
magnetic materials such as nanocrystalline, amorphous alloys,
and iron-silicon-aluminum with good mechanical strength can
also be used as magnetic field shielding materials to reduce
eddy current losses in the system.
H. Integration and cooling in isolated environments
The motor serves as the core of mechanical equipment, oc-
cupying a substantial amount of space, with its size being
 This article has been accepted for publication in IEEE Transactions on Power Electronics. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/TPEL.2024.3372312
IEEE Transactions on Power Electronics
linked to structure, power rating, and cooling system [88].
Hence, power electronic components should be installed
around the motor compactly. It is also imperative to reduce the
leakage flux of the coils to avoid the eddy current loss in the
metal housing of motors, especially when the receiving coils
are near the motors. Additionally, the housing of terminal
should be constructed from thermally conductive non-magnetic
materials to ensure unhindered penetration of the magnetic
field from the transmitting coil.
As power density increases, the effective cooling devices in
the enclosed terminal are crucial for maintaining stable WPT
and motor operation. Existing literatures have reported the use
of air cooling for prototypes [22], [36]. Furthermore, the motor
can share a liquid cooling system with the electronic compo-
nents and coils, supplemented by advanced heat-conductive
materials [89] and cooling components [90], to establish an
integrated cooling system for the terminal of MC-WM.
V. CONCLUSION
MC-WM has emerged as a new hotspot in motor system
research, and its utilization in implantable medical treatment,
automated manufacturing, pipeline transportation, and electri-
fied transportation is of significant value. In this paper, the
fundamentals of the MC-WM system are first analyzed, in-
cluding the magnetic coupling mechanism, the topologies
formed by combining basic units with varying numbers of coils
as well as the corresponding applicable motors, and then the
analysis method of MC-WM is discussed. Moreover, a detailed
comparison is provided between MC-WM, WPT, and wired
motors. Additionally, an overview of the topologies and control
strategies of W-DCM, W-IM, W-PMSM, W-SM, and W-SRM
is provided, along with analysis of the applications and per-
formance of the wireless motors. Subsequently, the key issues
and corresponding solutions of the reported MC-WM systems
are summarized. Nevertheless, challenges remain in applica-
tion-oriented customized design, constructing high-reliability
power electronic topologies, optimizing magnetic couplers,
ensuring high-performance operation of integrated wireless
motors, suppressing electromagnetic interference, integrating
and cooling in isolated environments and achieving bidirec-
tional synchronous transmission of power and data. Effectively
addressing these problems can further leverage the advantages
of non-contact operation, high compactness, and mainte-
nance-free operation in MC-WM, thereby promoting its ex-
tensive application in new motors, high-speed machining, un-
manned operations, and electric transportation.
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Jun Cai (Senior Member, IEEE) received the Ph.D.
degree in electrical engineering from the Nanjing
University of Aeronautics and Astronautics, Nan-
jing, China, in 2012.
From 2013 to 2015, he was a EPSRC Research
Associate with the Dept. Automatic Control and
Systems Engineering, University of Sheffield, U.K..
Since 2015, he has been a professor with the Nanjing University of
Information Science and Technology (NUIST), China. He is the dep-
uty director of Jiangsu Engineering Research Center on Meteorolog-
ical Energy Using and Control (C-MEIC) and the director of the
NUIST Novel Motor Drive and Control Lab. He is also the academic
dean and professor of School of Mechanical and Electrical Engineer-
ing, Anhui Jianzhu University, Hefei, China. He is the Fellow of the
royal society for the encouragement of arts, manufactures and com-
merce (RSA Fellow), Senior Member of IEEE, and Senior Member of
CES. He has authored or co-authored over 100 journal and conference
papers. He holds 120 patents.
His research interests include sensorless technologies, SR/PMSM
drives, EV power drive systems, wireless power tranfer, power elec-
tronics in renewable energy systems.
Bin Li received the B.Eng. degree in electrical en-
gineering from the School of Automation, Nanjing
University of Information Science and Technology,
China, in 2021. He is currently working toward the
M.Sc. degree in electronic information with Nanjing
University of Information Science and Technology,
China. His research interests include wireless power
transfer and SR motor drives.
Authorized licensed use limited to: Zhejiang University. Downloaded on March 05,2024 at 01:20:15 UTC from IEEE Xplore. Restrictions apply.
© 2024 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.See https://www.ieee.org/publications/rights/index.html for more information.
Wei Hua (Senior Member, IEEE) received the B.Sc.
and Ph.D. degrees in electrical engineering from
Southeast University, Nanjing, China, in 2001 and
2007, respectively.
From 2004 to 2005, he was with the Department
of Electronics and Electrical Engineering, The Uni-
versity of Sheffield, U.K., as a Joint-Supervised
Ph.D. Student. Since 2007, he has been with Southeast University,
where he is currently a Chief Professor and a Distinguished Professor
of Jiangsu Province. Since 2010, he has been with the Yancheng
Institute of New Energy Vehicles, Southeast University. He has co-
authored more than 150 technical articles. He holds 50 patents in his
areas of interest. His research interests include design, analysis, and
control of electrical machines, especially for PM brushless machines
and switching reluctance machines.
Adrian David Cheok (Senior Member, IEEE) re-
ceived the Ph.D. degree in Electrical Engineering
from the University of Adelaide, Adelaide, Australia,
in 1998.
He is currently a Full Professor at Nanjing Uni-
versity of Information Science and Technology,
Director of the Imagineering Institute, Visiting Pro-
fessor at Raffles University, Malaysia, Visiting
Professor at University of Novi Sad-Serbia, on Technical faculty
“Mihailo Pupin”, Serbia, Faculty of Ducere Business School, and CEO
of Nikola Tesla Technologies Corporation. He is Founder and Director
of the Mixed Reality Lab, Singapore. He was formerly Professor of
Pervasive Computing, University of London, Full Professor and Ex-
ecutive Dean at Keio University, Graduate School of Media Design
and Associate Professor in the National University of Singapore. The
Governor General of Australia, Representative of Her Majesty the
Queen Elizabeth II, has awarded Australia’s highest honor the Order
of Australia to Adrian David Cheok for his contribution to interna-
tional education and research.
His research interests include augmented and mixed reality, perva-
sive and ubiquitous computing, and power electronics.
Ying Yan (Member, IEEE) received the Ph.D. degree
in Electrical and Computer Engineering from Uni-
versity of Connecticut, Storrs, U.S., in 2018.
He is currently a lecturer of School of Automation,
Nanjing University of Information Science & Tech-
nology.
His research interests include fault detection, di-
agnosis and prognosis and machine learning.
Xin Zhang (Senior Member, IEEE) received the
Ph.D. degree in automatic control and systems engi-
neering from the University of Sheffield, U.K., in
2016 and in electronic and electrical engineering
from the Nanjing University of Aeronautics and
Astronautics, Nanjing, China, in 2014.
From February 2014 to December 2016, he was a
Research Associate with The University of Sheffield. From January
2017 to September 2017, he was a Research Fellow with the City
University of Hong Kong,Hong Kong. From September 2017 to Au-
gust 2020, he was an Assistant Professor with Nanyang Technological
University. He is currently a Professor with Zhejiang University. He is
the Associated Editor of IEEE Trans. Ind. Electron. He has authored
and coauthored more than 100 SCI journal papers.
His research interests include power electronics, and advanced
control theory.