A review of dynamic charging of electric vehicles

2021 7th International Conference on Electrical Energy Systems (ICEES) | 978-1-7281-7612-3/20/$31.00 ©2021 IEEE | DOI: 10.1109/ICEES51510.2021.9383634

KAUSHALENDRA KUMAR SUSHMA GUPTA SAVITA NEMA

PG Student Professor Professor
Electrical Engineering Department, Electrical Engineering Department, Electrical Engineering Department,
Maulana Azad National Institute of Maulana Azad National Institute of Maulana Azad National Institute of
Technology, Bhopal, India Technology, Bhopal, India Technology, Bhopal, India
[email protected] [email protected] [email protected]

A b stract - E lectric veh icles w ill b ecom e m ost used in II. D y n a m ic w ir e l e s s po w e r t r a n s f e r

n e a r fu tu re and to achieve th at th ey should becom e m ore
Electrom agnetic induction and radiation
reliab le and autonom ous. It is v ery p rom isin g to design
an autonom ous electric veh icle that charges w ith w ired Electromagnetic radiation is defined as transfer of
ch argers. D yn am ic w ireless ch argin g is th e solution for power through air but the frequency is about GHz to
the sam e as it charges the veh icle w h ile in m otion . H ere I THz. Here the power transfer takes place such that
w an t to p resen t a review of variou s d ynam ic p ow er distance is far more than wavelength of the
tran sfer m ethods fo r electric v eh icles, coils and ferrite electromagnetic wave [3]. It takes various waves likes
shapes used to get b etter ch arging and also th e health of longitudinal and infrared for the purpose of carrier
and safety con cern s. C u rren t electric vehicles w ith
to deliver power over a distance.
b atteries on board can run fo r m axim u m th ree hundred
k ilom eters but the dynam ic w ireless ch argin g is free Electromagnetic induction is defined as transfer of
from this range an xiety and the size of b attery can also power through air along small air gap. Word dynamic
be redu ced for sam e range. T h e coil and ferrite shapes in dynamic wireless charging means vehicle need not
th at are b ein g used for ch argin g electrical veh icle have to stop and wait for charging, it can be done while in
also been discussed in this p ap er.
motion. Most important advantage it can provide is
reduced overall battery capacity also the charging time
Keywords -: wireless power transfer, inductive power
transfer, dynamic charging o f electric vehicle, coils and reduced.
ferrite design
Electromagnetic charging is for the frequency of
I. In t r o d u c t io n
several GHz. It can be done inductively as well as with
The requirement for an autonomous and long range capacitive links. For electric vehicles, Wireless
electric vehicle motivated to move towards wireless inductive power transfer can be of two type non­
power transfer (WPT). Wireless power transfer makes resonant IPT system and resonant IPT system.
Electric vehicle free from range issue, and to make it Resonant IPT is applicable generally for high power
autonomous new concept of dynamic wireless uses that suits electric vehicles battery charging
charging is introduced. Dynamic charging is very
system. Efficiency of resonant IPT for both stand-still
clean and fast technique. It charges the vehicle going
charging and charging on the move is good. Stand-still
on road enabled with charging coils. It should not to
charging means the vehicle is stationary and stopped
stop for charging purpose. Locating the charging point
for the vehicle is very difficult task as the current by a side. In dynamic wireless charging the car or
charging infrastructure is very sparse. Through WPT motors acquire the required power through flux while
charging wired connection not required. Specialty of it is in motion. Fig. 1 gives the block representation for
WPT is that it charges the vehicle under motion or wireless charging of vehicle [4].
while it is parked. According to Nikola Tesla’s
experiment conducted in 1899 electrical energy
transmission is possible even wirelessly [1]. Nowadays
Inductive Power Transfer has its application in electric
cars, locomotive or metros. According to Halo IPT
report maximum efficiency is up to 95% [2]. Under
my review paper, dynamic wireless charging general
structure and Coil designs to get near perfect
alignment of the EV side have been discussed. We also
discuss health and safety standards or issues under my
paper.
Fig. 1 Block representation for wireless power transfer.

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 iii. D e pl o y m e n t o p t im iz a t io n o f d y n a m ic
WIRELESS CHARGING SYSTEM The primary coils used for charging can absorb
The main purpose of deployment optimization is to maximum energy when it overlaps around 20% o f a
achieve maximum energy from EV, minimize the Urban Dynamometer Driving Schedule UDDS cycle
infrastructure deployment cost and to optimize battery with P in = 40 kW to increase the limit o f distance
power. Various deployment optimization techniques covered to 88% with a suitable amount of state of
are there in the current market. These are On-Line charge of the battery(20%), also consider state of
Electric Vehicle (OLEV) project deployments [5].
charge at the start be 100%
Some deployment optimization models are also
presented by the researchers, including driving- cycle The V2V is another way of dynamic wireless power
based allocation models [6], traffic flow-based transfer to increase the distance covered by EV drivers.
analysis and deployment at signalized intersections This utilizes vehicles that have large battery bank for
[7]. Here we will discuss about deployment of wirelessly transfer power to electric cars in surrounding
dynamic Grid-to-vehicle (G2V) and vehicle to vehicle and are power deficit. These vehicles have primary coil
(V2V) model for wireless charging solutions. fitted at the front and secondary coils are held at the back
The optimal dynamic wireless charging system of receiving vehicle. Energy transfer takes place as shown
deployment problem can be best seen in the following in the fig. 3
three solution space
1. Macro allocation model, this is for vehicles that Link Prim ary coil
with ferrite
are bound to driven in city only. They track the and shielding
charging station on the basis of location history
Secondary coil
and GPS. Its charging requirement is less as they with ferrite
and shielding
are bound to be driven in city.

2. Micro allocation model, here best path can be

chosen after analyzing all the possible paths.
Distance covered under this is greater than
previous. It may vary with route feasibility and
traffic.

3. Deployment on signalized Intersections, utilizes

the speed at intersections, signals, pedestrian and
tolls to ensure maximum energy reception by
vehicles. It can termed q u a s i-d y n a m ic c h a r g in g
as well.
For G2V, primary coil is in the form of inductive coil
laid along the road is powered by grid mains through Fig. 3 Dynamic charging via Vehicle to Vehicle (V2V) model.
rectifiers, high frequency inverters and power factor
corrector. Working together they create magnetic field This concept is also called as mobile energy
that is linked with secondary coil thus the power is disseminators (MED). Care must be taken to avoid
transferred directly from grid o vehicle as shown in accident between vehicles transmitting and receiving the
Fig. 2[8] energy. So MEDs limits the development of new DWS
enabled roads hence reduce the cost. The mobile energy
disseminators (MEDs) are utilized for the optimization
of route taken by EVs. Then, for optimization a
with ferrite
andshielding restricted shortest path is considered upon the presence
of MEDs on that road segment and premeditated time of
ravel. The optimization function now has following
parameters total distance travelled, time of journey and
the energy consumed during the journey by electric
vehicle.

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 iv . Co i l a n d f e r r it e d e s ig n

1) Coil Shape
Coils are very essential while we have to transfer power
over the air via a magnetic field [9] either statically or
dynamically. Magnetic field is generated when current
is supplied through it. This generated magnetic field
interacts with the secondary coil to induce voltage in it.
The frequency of induced voltage is same as the
frequency of current supplied to the primary coil. The
induced voltage mainly depends upon air-gap linking
both coils, number of turns in each coil and the
subordinated magnetic field over the time. Resonant
network are used to maximize the current flow in each
coil. Ferromagnetic cores are used to guide magnetic
flux. Some temperature dependent losses also reduce
efficiency such as ferrite material losses and ohmic
losses. The skin effect losses can be decreased by using
Litz wires [10]. Consider the Fig. 4[11] given below.
Lumped coil pad designs for wireless EV charging can be
listed as Double D pad(DD), Double D quadrature(DDQ), Fig. 5 -Various Ferrite shapes: (a) circular, (b) circular striated, (c) square,
Bipolar pad(BP), Tri-polar pad(TP) and zigzag pad(ZZP). (d) rectangular, (e) T-core, (f) U-core, (g) E-core, (h) Double U and (i)
Striated shape blocks.
Coils and ferrite configuration for dynamic EV charging
applications [12] are shown in fig. 4. DD quadrature coils
V. Sa f e t y a n d h e a l t h s t a n d a r d s
(DDQ) are constructed generally as secondary coils of
electric vehicle. Dimension of wire used for DDQ pad is In dynamic wireless power transfer systems potential
of double the dimensions of wire used for circular coils. health and safety concerns are electrical shock,
electromagnetic field exposure and fire hazards [14].
Resonant inductive power transfer technology has widely
used for electric cars, buses, trains, cardiac pacemaker,
ultrasound imaging, smart cards and RFID systems. The
operating frequency range for dynamic wireless charging
system is in kHz to GHz. The safe transmitter voltage is
10Vrms for wireless power transfer systems. EV wireless
chargers of different ratings are mostly installed in
houses, petrol pumps, metro stations, and public parking
areas. In near future it can also be installed on roads at the
intersections, street signals and highways also. During the
designing and installation phase care must be taken for
following - distortion in pads, risk of electric shock and
Fig. 4 Coil and ferrite configurations for stationary and dynamic EV effect of change in environment. Both electromagnetic
charging applications compatibility and electromagnetic interference must be
monitored in dynamic charging of EV. According to
2) Ferrite Shape
Nishimura et al. if a rat is kept in magnetic field of
Ferrite is the material used inside the coil to improve frequency about 50 kHz there is no harmful effects on
the coupling its shape can be different for different that.
coils. Various designs of ferrite shapes used for ICNIRP publication [15] says, magnetic field of
dynamic electric vehicle charging applications are frequency up to 140 kHz, produces the strength of 6.25
shown in Fig. 5 [13]. These are the designs gT. While at a frequency range of 0.82-65 kHz, field
developed till the now. It is important to use a strength is limited to 30.7 gT [16]. Human body can
suitable shape for charging system. Important withstand magnetic field of 28.3 gT that generated while
constrained to construct a ferrite core are size and charging of electric vehicle with no harm [17]. Fig. 6 shows
shape, working frequency, permeability of material the exposure limits of an 8kW wireless charging vehicle
and cost effectiveness. Main advantage of accuracy in can generate during charging. Research is under way to
the design of magnetic ferrite core is that it redirects reduce the exposure as low as possible to make the
magnetic fluxes from transmitter side to receiver vehicles compact and fast.
side. It also significantly improves mutual inductance
and self-inductance of the coils.

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