International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 06 Issue: 06 | June 2019 www.irjet.net p-ISSN: 2395-0072

WIRELESS CHARGING OF ELECTRIC VEHICLES

Elena Paul1, Nimmy Paulson2, Rijo Bijoy3, Benny K.K.4
1,2,3B .Tech Student, Electrical Dept., Christ College of Engineering, Irinjalakuda, Thrissur, Kerala, India
4Professor, Dept. of Electrical Engineering, Christ college of Engineering, Irinjalakuda, Thrissur, Kerala, India
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Abstract - In recent years with the rapid development of the volume of battery storage thus the range of transportation is
electrical vehicle (EV) of new energy industry, higher able to be increased [5].
requirements are put forward for convenience, safety and Here the dynamic WCS have to face mainly two problems
reliability of the charging of electric vehicles. Wireless power such as large air gap and coil misalignment. The coil
charging is done by inductive coupling. Inductive coupling can alignment and air gap distance between the source and
done in both stationary and dynamic conditions. By receiver is used to determine the power transfer efficiency
reconfiguring the transformer and altering high frequency, [3]. In small vehicles the air gap distance ranges from 150 to
energy is being transferred with low energy loss and fewer 300 mm and air gap distance increases for large passenger
demands on the primary circuit. Sufficient power for the vehicles. Since the vehicle can be driven automatically in
battery can be transferred by the primary to the secondary dynamic condition, alignment of required driving position on
without sufficient energy loss. Electric power is then the transmission coil can be made possible.
transmitted to the chargeable battery which is electrically
coupled to the secondary circuit through the air core 2. PRINCIPLE OF OPERATION
transformer. In case of shuttle bus services, buses can be
AC main from the grid is converted into high frequency AC
charged when it waits at bus station. It can also be
through AC/DC and DC/AC converters to enable power
implemented in rental taxi parking. Thus the battery in
transfer from transmission coil to the receiving coil. Series
electric buses only needs enough charge to go to the next stop.
and parallel combinations based compensation topology are
This decreases the battery size and promotes significant cost
used in both receiving and transmitting sides to improve the
saving in electric vehicles. This technology enables efficient
overall system efficiency [6].
opportunities in charging stations, for predefined routes and
planned stops reducing down the time of charging. The Receiving coils are fixed under the vehicle to convert the
dynamic charging will promote the use of electric vehicles and oscillating magnetic field to high frequency AC. The high
reduce petroleum fuel consumption. Delays in traffic signals frequency AC is converted into a stable DC supply which can
can now be provided with longer periods of charging and even be used by the on board batteries.
when the electric vehicle is in movement. Bad weather
To avoid any kind of health and safety issues and stable
conditions like rain and snow do not affect the charging
operation the power control, communications, and battery
capabilities of electric vehicles.
management system (BMS) are used. To reduce any harmful
leakage fluxes and to improve magnetic flux distribution,
Key Words: Electrical Vehicle, Inductive Coupling, Fuel magnetic planar ferrite plates are used at both transmitter
Consumption, Time of Charging and receiver sides.

1.INTRODUCTION
Wireless charging systems can be employed in high
power applications consisting of electric vehicles as well as
plug in electric vehicles in stationary conditions [1]. Wireless
charging system has more simplicity, reliability and user
friendliness, when compared with plug in charging systems
[2]. The main problem of WCS is that it can only be used
when the car is parked or in stationary conditions like car
parks, traffic signals, garages etc. The main challenges faced
by stationary wireless charging are electromagnetic
compatibility issues, low power transfer, large structure, less
range and high efficiency [3].
Fig.1: Schematic WEVCS
Dynamic mode of operation is used to improve the range
and sufficient volume of battery storage. So this method
The systematic overview of wireless EV charging system is
allows the charging of battery storage devices even when the
shown in Fig.1.
vehicle is in motion [4]. Here the vehicles only need low

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 06 | June 2019 www.irjet.net p-ISSN: 2395-0072

maintenance of the structure becomes very critical since it is

an expensive investment. A wide variety of experiments with
simulation oriented methods are encouraged to make user
friendly standards which can be made to ensure worldwide
consistency so as to successfully implement WEVCS.
3. APPLICATION OF WEVCS
Wireless electric vehicle charging systems can be divided
into two different incidents to channel power from the source
to the battery bank and into the car based on their
applications.
3.1 Static wireless electric vehicle charging system
(S-WEVCS)
WEVCS creates an innovative way to provide a user-
friendly environment for users and prevents any safety
related problems with the plug-in charging system. Static
Fig.2: Block diagram of end to end system WEVCS is able to replace easily the plug-in charging system
The Fig.2 below shows the end to end system with less driver participation and it is able to solve related
overview of the modules used in our experiment. safety issues such as trip and electric shock hazards. The
primary coil is usually installed below the electric vehicle’s
The main component of this system is the various ways of front, back or center. The energy received from the electric
stepping down the incoming voltage. A conventional vehicle is first converted from AC to DC by using a power
220Vrms/50 Hz means is stepped down using the converter and then it is transferred and stored in the battery
transformer to our required voltage and then converted to bank. Power control and battery management systems are
DC voltage. By using an inverter, the DC is converted to AC of linked with a wireless communication network so as to
our desired high frequency. The power is then transmitted receive any feedback from the primary side, thus it is able to
through the transmitter coil to the receiver coil through overcome any safety issues. The charging time of the electric
inductive coupling. The receiver coil is placed at a particular vehicle depends upon the power level of the source, size of
distance and AC power is delivered at the end. This power is the charging pad and air-gap distance between the two
then rectified and regulated using a bridge rectifier and windings. In light weight vehicles the average air gap distance
between the two coils is about 150–300mm. By a lever
Zener diode circuit. Afterwards, the energy is harnessed to
mechanism the distance between the coils can be reduced to
charge the battery. The transmitter and the receiver coils
applicable level. Static WEVCS can be implemented in parking
were designed to achieve maximum quality factor to places, car parking facilities, residential areas, commercial
maximize power transfer at the frequency of operation. and industrial buildings, shopping malls etc.
2.1 Challenges and hurdles to the deployment of 3.2 Dynamic wireless electric vehicle charging
WEVCS system (D-WEVCS)
Before the deployment of wireless electric vehicle charging Two major obstacles suffered by the plug-in hybrid
system the problems linked with health and safety, finances, electric vehicles are cost and range. EVs are needed to be
power range limitations, infrastructure development and charged quite frequently or need to install a larger battery
maintenance should be overcome. Issues linked to Health pack which leads to additional issues such cost and weight.
and safety issues like EMC, fire, and electrical hazards have Also frequent charging of an electric vehicle is not
to be marked with the present standards. The power range economical. Thus by implementing dynamic wireless electric
constraints when compared to the plug-in charging system vehicle charging system (D-WEVCS) the problems associated
are another problem to the acceptance of the WEVCS system. with range and cost of electric vehicles can be reduced. Thus
D-WEVCS becomes the only answer for future of electric
By DC fast charging method it is able to provide a range of vehicle automation. It is also known as a ‘‘roadway powered”,
60 to 80 miles in in 20 minute time limit. Even now this “on-line” or “in-motion” WEVCS. With high voltage, high
technology is still in the research and development phase. frequency AC source and compensation circuits to the micro
Advanced network of static and dynamic wireless charging grid, the primary coils are inserted inside the road surface at
stations is required to be installed on the roads in order to a preset distance.
overcome such issues. Due to incompatibility with the
current arrangements these type of network demands for a The secondary coil is placed below the vehicles similar to
modified infrastructure development. To avoid any the static-WEVCS. Whenever the electric vehicles passes over
significant losses due to improper handling, wear and tear, the transmitting coil, the vehicle receives a magnetic field
through the receiving coil and converts it into DC it is used to
and limitations of foreign object identification, the
charge the battery bank by using the power converter and

© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 1039
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 06 | June 2019 www.irjet.net p-ISSN: 2395-0072

BMS. When comparing with the current electric vehicles, here

by using frequent charging facilities of electric vehicles
reduces the overall battery requirement to about 20%.
Necessary transmitting coil pads and power supply
components need to be installed on specific locations and
pre-defined routes. When comparing with the segmented
scheme, the centralized scheme has lower efficiency, higher
losses, higher installation and maintenance costs. However
the initial infrastructure installation of this technology will be
expensive. In future with the help of a self-driving vehicles, it
would be able to produce perfect alignment between the
transmitter and receiver coils, thus it could greatly increase Fig.5: Gate Pulse From IGBTs
the overall efficiency of the power transfer. Dynamic-WEVCS
can be implemented in many electric vehicle transportation
applications like light duty vehicles, bus, and rail and for fast
transportation.
4. EXPERIMENTAL RESULTS
The rectified output signal is shown in fig.3, which is read
from DSO oscilloscope when an AC signals as input. Fig.4
shows arduino pulse given to the optocouplers. According to
the pulse the optocoupler conducts and generates gate pulse.
IGBT switch will conduct if and only if there is a presence of
gate signal. The gate pulse is taken across the gate and Fig.6: Output of Transimitting Coil
emitter pin of IGBT. Fig.5 represents the gate pulses given
from the IGBTs of different links S1 andS3 or S2 and S4. The
fig.6 shows the output of the transmitting coil which is in AC.
The ripples are due to the inductive coil. The Fig.7 shows the
rectified output at receiver coil and which is used to charge
the battery.

Fig.7: Rectified Output from Receiver

Fig.3: Rectified Output Signal

Fig.8: Hardware Prototype

Fig.4: Arduino Pulse to Optocouplers The fig.8 is the hardware prototype of the proposed
project. The mobile phone is successfully charged using this
prototype. The minimum ground clearance from the road is

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 06 | June 2019 www.irjet.net p-ISSN: 2395-0072

shown in Fig.9 as per project prototype and Fig.10 shows the since the power required for the constant loss and the
maximum ground clearance and above it will cause to magnetic leakage will almost remain the same.
decrease the efficiency and wireless transmission will not
take place. ACKNOWLEDGEMENT

Management, teaching and non-teaching staff of Christ

College of Engineering and our parents and friends who
supported us to make this work a grant success.
REFERENCES
[1] K.A. Kalwar, M. Aamir, S. Mekhilef, Inductively coupled
power transfer (ICPT) for electric vehicle charging – a
review, Renew. Sustain. Energy Rev. 47 (2015) 462–475.
[2] H. Barth, M. Jung, M. Braun, B. Schmülling, U. Reker,
‘‘Concept Evaluation of an Inductive Charging System for
Electric Vehicles”, Presented at the 3rd European
Conference SmartGrids and E-Mobility, Munchen,
Germany, 2011.
Fig.9: Minimum Ground Clearance
[3] M. SangCheol, K. Bong-Chul, C. Shin-Young, A. Chi-Hyung,
M. Gun-Woo, Analysis and design of a wireless power
transfer system with an intermediate coil for high
efficiency, Indust. Electr., IEEE Trans. 61 (2014) 5861–
5870.
[4] S. Lukic, Z. Pantic, Cutting the cord: static and dynamic
inductive wireless charging of electric vehicles, Electr.
Magazine, IEEE 1 (2013) 57–64.
[5] M. Fuller, Wireless charging in California: range,
recharge, and vehicle electrification, Trans. Res. Part C:
Emerg. Technol. 67 (2016) 343–356.
[6] J.L. Villa, J. Sallan, J.F.S. Osorio, A. Llombart, High-
misalignment tolerant compensation topology For ICPT
Systems, IEEE Trans. Indust. Electr. 59 (2012) 945–951.
Fig.10: Maximum Ground Clearance AUTHORS
5. CONCLUSION
Here we have found out an innovative technology to Ms. Elena Paul
charge electric vehicles wirelessly through inductive B. Tech Student, Electrical Dept.
coupling. In this prototype, when we gave an input voltage of Christ College of Engineering,
30V DC we were able to get an output voltage of 5V with Irinjalakuda,Thrissur, Kerala, India
700mA at a distance of 20mm.

We can improve the efficiency by following methods,

 By a lever mechanism we can adjust the distances Ms. Nimmy Paulson
between receiving and transmitting coils which B. Tech Student, Electrical Dept.
will increase the power transmission between the Christ College of Engineering,
coils. Irinjalakuda,Thrissur, Kerala, India
 By increasing the frequency level to MHz range.
 By making the system to magnetic resonance
coupling.
 Increasing the no of turns of the coils by proper coil Mr. Rijo Bijoy
design. B. Tech Student, Electrical Dept.
Christ College of Engineering,
The prototype we made is of lower efficiency because Irinjalakuda,Thrissur, Kerala, India
the power input given to the prototype is used for meeting
the constant loss as well as magnetic leakage. But we are
sure that as the power rating of the prototype increases the
overall efficiency of the system also get improved as better,

© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 1041
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 06 | June 2019 www.irjet.net p-ISSN: 2395-0072

Prof. Benny K.K.

Professor, Electrical Dept.
Christ College of Engineering,
Irinjalakuda,Thrissur, Kerala, India

4th
Author
Photo

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