CONTENTS

Description Page
No
ABSTRACT I
LIST OF FIGURES II
LIST OF ABBREVATIONS III
CHAPTER 1 INTRODUCTION 1
1.1 Background 2-3
1.2 Objective 3-4
CHAPTER 2 LITERATURE REVIEW 5-7
CHAPTER 3 ELECTRIC VEHICLES AND 8
BATTERY CHARGERS
3.1 Introduction to electric vehicle 9-10
3.2 Present and future scenarios 10
3.3 Advantages and disadvantages 11
3.4 Overview of batteries 12
3.4.1 Types of batteries 12-14
3.4.2 Modes of charging 15-16
3.4.3 WPT technology for ev 16
CHAPTER 4 WIRELESS POWER 17
TRANSFER SYSTEM
4.1 Summary
18
4.2 WPTS technologies
19-26
CHAPTER 5 COIL DESIGN OF WPTS 27
5.1 Basics of electromagnetic 28-33

5.2 Coil types 33-40

CHAPTER 6 SIMULATION AND RESULTS 41-43

CONCLUSION 44
REFERENCES 45
 ABSTRACT

The Project introduces an innovative, high-efficiency wireless power transfer (WPT)

system specifically designed for electric vehicle (EV) charging. The system utilizes a
series-series resonant topology combined with Radio Frequency (RF) feedback control
to optimize power delivery, ensuring minimal energy loss over a practical air gap. By
employing this architecture, the system is able to achieve high wall-to-battery
efficiency, which significantly reduces energy wastage and enhances the overall
performance of the charging process. Additionally, the integration of RF feedback
control allows for precise regulation of the power factor across various power levels,
ensuring that the system consistently operates at optimal efficiency and adapts to a wide
range of input voltages, making it versatile enough to accommodate different EV
models and charging environments .
 LIST OF FIGURES

Figure Title Page no

1 General Scheme of Resonant 4
WPTS
2 Diagram of Ev System 11
3 Principle for Battery Chargers 15
4 Bidirectional Battery Chargers 15
5 WPT for Electric Vehicle 17
Battery Charging

6 WPT Structure 19
7 WPT Equivalent Circuit 20
8 Coupling Devices 21
9 Inductive WPT Circuit 23
10 Capacitive WPT Circuit 26
11 Biot Savart’s Law 31
12 Helix and Spiral Coils 35
13 Magnetic Flux Lines of Helix 36
14 Coil Distance vs Coupling 37
Coefficient

15 Magnetic Flux Density of 38

Coils
Simulation diagram
16 43
17 Pulsating Output Voltage 43
Input Voltage
18 44
19 Transformer Voltage 44
 LIST OF ABBREVATIONS

ACRONYM ABBREVATION
WPTS WIRELESS POWER TRANSFER SYSTEM
EV ELECTRIC VEHICLE
UBCS UNIDIRECTIONAL BATTERY
CHARGERS
BBCS BIDIRECTIONAL BATTERY CHARGERS
IEC INTERNATIONAL ELECTRO
TECHNICAL COMMISSION
CHAPTER-1
 INTRODUCTION

1.1. Background

Growing concern in the reduction of the polluting emissions due to the transportation means
has led to the adoption of vehicles powered by comparatively cleaner sources of energy, such
as batteries, fuel cells and so on, in place of internal combustion engine (ICE) based vehicles.
Differently from ICE vehicles, electric vehicles (EVs) are not a matured technology in terms
of vehicle autonomy, and a lot of research efforts is being carried out by academia and
industries to improve the overall performance of the these vehicles. Various solutions are being
adopted to increase the autonomy of the vehicles such as conceiving batteries of higher energy
density, relaxing the batteries during acceleration and regeneration by supplying and absorbing
the current peaks by means of super capacitors, arranging fast chargers, charging while on
move etc. On-board batteries are typically recharged at home or at stations/parking places
through conductive battery chargers. Generally two types of conductive battery chargers are
used:off-board and on-board. On-board chargers can be used to charge from the utility outlet
at home or at charging stations during the day time. Off- board chargers operate like a gas
station and are designed to manage high powers in order to perform a fast charge.

In most of the battery chargers the power flows only from the utility grid to the battery, and
for this reason they are often termed as unidirectional battery chargers (UBCs); beside circuital
simplicity, UBCs enjoy a reduced grid interconnection and lower battery degradation. On other
hand, some battery chargers manages power flowing in both directions and are able to perform
ancillary operation in favor of the grid, such as peak power shaving or reactive power
compensation. These battery chargers are called bidirectional battery chargers (BBCs).

Charging of an electric vehicle can be performed by either conductive (or wired) charging or
wireless charging. Wired charging uses connection means between electric supply and charge
inlet of the vehicle. Even though wired charging is popular, the problems with messy wires
and safety matter in wet environment are a major drawback of this charging. Since a few years,
a large interest is growing for the supply of the electric loads through a field to dispense from
any wired connection with the grid. The apparatuses that actuate the through- the-field supply
are termed as wireless power transfer systems (WPTSs).
 COUPLING
IG IDC,I Is IT ID IDC,C
IR IL IB

TRASMITTINGCOIL

DIODERECTIFIER
COMPENSATINGC

COMPENSATINGC
RECEIVINGCOIL
PFCRECTIFIER

GRID

INVERTER

APACITOR

APACITOR

CHOPPER
+
VG VDC,I Vs VT VR VL VDC,C VB

INDUCTIVE
SUPPLY SYSTEM

Fig.1.1.General scheme of a resonant WPTS.

The general scheme of a resonant WPTS is shown in Fig.1.1. It consists of two sections:
transmitting and receiving, each of them including a coil that is coupled to the other one with
a large air-gap in between. Both the WPTS sections are equipped with power conversion
circuitry.On the transmitting section ,the grid feeds the relav ant coil through a diode rectifier
with output capacitor and an in-cascade inverter operating at high frequency. Grid, rectifier
and battery constitute the supply of the transmitting coil and are equivalent to a sinusoidal
generator with an in-series resistance, where the frequency of the generator is the inverter
frequency. To achieve a good power factor, the diode rectifier is normally substituted for bya
PFC rectifier. On the receiving section, the voltage induced across the receiving coil charges
the battery pack through another capacitor-output diode rectifier and an in-cascade chopper,
which adapts its output current/voltage to the battery charging requirements. Rectifier, chopper
and battery constitute the load of the receiving coil and are equivalent to a resistance.

Coupling structure crucially affects the performance of a WPT system. Various coil
arrangements are documented in literature but two arrangements are frequently used in EV
charging applications, namely helix and spiral. Spiral coils can take many forms with
rectangular and circular turns, and offer more flexibility for optimizing the coil geometry, what
makes them particularly attractive for EV charging applications. Coil alignment is one of the
major issue for WPT. Because of the tolerance in the vehicle parking maneuver, the receiving
coil may be not perfectly aligned with the transmitting coil during EV charging process. This
reduces the coupling coefficient compared to that one in aligned conditions with a consequent
decrease of the efficiency in the power transfer.
Emerging issues in wireless power charging of the EVs are i) dynamic (or on-line) charging,
ii) shielding the magnetic fields nearby the WPTSs, and iii) standards under issue to regulate
the setup of the WPTS. Online charging is a technique to charge the battery of an EV while
the vehicle is in motion, with the transmitter that is formed by tracks embedded in the ground.
The Korean Advanced Institute of Science and Technology (KAIST) introduced dynamic
charging, termed by its researchers as On Line EV (OLEV) charging technology, in a
commercial application (the zoo of Seoul). Shielding of the magnetic field out of the
transmitting coil is a significant issue to be faced in a WPTS to protect the biological organs
from its effects; two types of shielding are commonly used for this purpose, i.e. passive and
active shielding.

1.2. Objective
• Development of WPT charger for an electric city-car situated in the Laboratory
of Electric Systems for Automation and Automotive of the Department of
Industrial Engineering, University of Padova, where I have developed my thesis.
The electric city-car was taken as the study case.
• Design and analysis of coil system with helix and spiral coil and with different
shapes for the magnetic core to evaluate their inductive characteristics.
• Study of the power circuitry for the WPTS.
• Demonstration of the WPT charger for city-car by building a prototype.
CHAPTER-2
 LITERATURE REVIEW

The advancement of electric vehicles (EVs) has driven a growing interest in innovative technologies to
improve the efficiency and convenience of charging systems. One of the most promising solutions is high-
efficiency wireless power transfer (WPT), which eliminates the need for physical connectors and cables,
making the process of charging electric vehicles more user-friendly. This technology, based on the principles
of inductive or resonant coupling, is gaining traction due to its potential to enhance the driving experience,
reduce wear and tear on connectors, and provide more flexible charging options.

Wireless power transfer for EVs typically relies on two main components: the primary coil, which is located
in the charging station, and the secondary coil, which is integrated into the vehicle. These coils generate a
magnetic field that transfers energy from the station to the vehicle, enabling power to be transferred without
direct contact. One of the primary challenges with this system is achieving high efficiency over varying
distances and misalignment between the coils. Efforts to address these challenges focus on improving the
coupling between the transmitter and receiver, increasing the operational frequency, and optimizing the design
of the coils.

In recent years, significant research has been conducted to improve the efficiency of WPT systems. One
notable area of development is the use of resonant inductive coupling, which allows for more efficient energy
transfer over a larger distance compared to traditional inductive systems. This is achieved by tuning the
transmitter and receiver coils to the same resonant frequency, enhancing energy transfer efficiency.
Additionally, the use of high-frequency alternating current (AC) allows for smaller, more compact systems
that are better suited for integration into EVs and charging stations.

Moreover, the integration of advanced materials, such as high-permeability magnetic materials and
superconducting materials, has been shown to further improve energy transfer efficiency by reducing losses
due to resistance and eddy currents. The use of power electronics, such as advanced rectifiers and inverters, is
another key factor that influences the efficiency of WPT systems. By optimizing these components,
researchers have been able to reduce conversion losses and improve the overall performance of the system.

Despite these advancements, there are still several challenges that need to be addressed to achieve practical
and commercially viable wireless power transfer for electric vehicles. One of the primary concerns is the issue
of heat generation. High-efficiency systems tend to generate significant amounts of heat, which can affect the
longevity and reliability of the components. Therefore, advanced cooling techniques and heat management
systems are critical to ensuring the sustained performance of WPT systems in EV applications.

Another significant challenge is the regulatory and safety aspects of WPT systems. The electromagnetic fields
generated by wireless power transfer can potentially interfere with nearby electronic devices, and ensuring the
safety of both users and the environment is paramount. International standards for WPT systems, such as those
developed by the International Electro technical Commission (IEC) and other regulatory bodies, are evolving
to address these concerns. Additionally, efficient communication between the vehicle and charging station is
essential to monitor the alignment and status of the power transfer, ensuring the safe and effective operation
of the system.

The development of dynamic wireless charging systems, where the vehicle is charged while in motion,
presents an exciting avenue for future research and application. This technology, which enables charging
during driving, could significantly extend the driving range of electric vehicles without the need for long
charging stops. However, the integration of such systems requires overcoming additional technical challenges,
such as the synchronization of power transfer as the vehicle moves and ensuring consistent power delivery at
varying speeds.

In conclusion, high-efficiency wireless power transfer for electric vehicle applications is a rapidly evolving
field that holds considerable promise for the future of electric mobility. While there are still challenges to
overcome, particularly in terms of efficiency, safety, and regulatory concerns, ongoing research and
technological advancements are paving the way for more effective and widespread implementation of wireless
charging systems. As these systems continue to mature, they have the potential to revolutionize the way
electric vehicles are charged, providing a more convenient, efficient, and sustainable solution for the growing
number of electric vehicle users worldwide.
CHAPTER 3
 ELECTRIC VEHICLES AND BATTERY CHARGERS

INTRODUCTION TO ELECTRIC VEHICLE:

Purely Electric Vehicles (EV) can be operated by battery or fuel cell. When operated by
battery, it is recharged by grid supply. In the present global scenario, EVs have most encour-
aging support because of the facts that these ensure zero-emission with lower operating and
maintenance cost, and apart from the grid energy these are able to use recovered energy dur-
ing regenerative braking for range extension. In an electric vehicle energy required for pro-
pulsion as well as for supporting other on-board utilities is carried in on-board batteries, so has
major consequences for the vehicle design and performance around it.

Battery chargers play an important role in the development of EVs .Charging time and battery
life are linked to the characteristics of the battery charger. A battery charger must be efficient
and reliable, with high power density, low cost, low volume and weight. Its operation depends
on components, control and switching strategies, specific integrated circuits, rating, cost, and
types of converter. An EV charger must ensure that the utility current is drawn with low
distortion to minimize power quality impact and at high power factor to maximize there- al
power available from a utility outlet.

For energy storage, it is clear that the energy density of fossil fuels is order of magnitude
greater than that of the battery technologies available today. For the batteries utilization fac-
tor has to be taken into account , sit is good practice to limit the depth of discharge to 80%of
the nominal battery capacity in order to achieve an acceptable life. The efficiency of the all-
electric cars is much better than that of a petrol or diesel internal combustion engine (ICE),
about a factor of four.

Current scenario on electric vehicles and battery chargers provides many important conclu-
sions. Many prominent automotive manufacturers are currently engaged in the research and
development of new electric vehicles .Research conducted by Pearre suggests that current EV
technology is already sufficient to meet the driving needs of a large portion of drivers,alt-
hough Franke indicates that range limitations of current EV models are still a psychologi- cal
 Battery Motor Transmission Wheel

Figure.3.1Schematic diagram of EV system

In present years, a good improvement in electric vehicle (EV) has arisen globally due to the
stressing of the environmental concerns and increasing price of oil. These vehicles with on-
board energy storage devices and electric drives allow power to be recovered, thus im- proving
fuel economy and reducing pollutants. As a product of advanced design philosophy and
component technology, maturing and commercialization of EV technologies demand ex-
tensive research and devolpments.

Present & future scenario of electric vehicle:

Currently,electric vehicles represent a small part of all passenger vehicles in most jurisdic-
tions globally.However,it has become widely accepted that rapid growth in the electric vehi-
cle market will take place within the coming decades.A 2009 study conducted by JPMor- gan
estimated that 11 million electric vehicles could be sold worldwide by 2020; this growth would
represent a nearly 20% share in North America’s passenger vehicle market and 13% globally
at that point in time.Hybrid gasoline –electric vehicles(HEVs),like Toyota Prius ,are gaining a
foothold in the current automotive market, with several models offered by most mainstream
vehicle manufacturers.

Despite the low environmental impact and high energy efficiency, EVs have not been widely
accepted by people to date. The lack of charging infrastructure is one of the reasons. The
charging infrastructure requires a major investment on the part of both the government and the
private sector .There are some barriers to infrastructure installation such as codes and
standards, installation costs, utility infrastructure planning, construction, consumer
knowledge, metering, contractor role, and permitting procedures, etc. There is much uncer-
tainty on the impact of the smart grid on EV batteries and EV charging infrastructure.

Home charging will be important for achieving high rates of EV development, public charging
is more important for moving past the very early stages of EV adoption. This infra- structure
is the most economical because it does not need a wall inlet.
 Advantages &Disadvantages of Electrical vehicle(EV)

The demand for electrical vehicle is growing day by day as it offers most advantages than
conventional vehicle (CV)

Advantages:
(a) Lower energy consumption: If one considers only the vehicle itself, EVs are far more
energy efficient than CVs. For the electrical vehicle about 86% of the electricity used to
charge the battery is used to power te cars motor [6]. Most CVs however convert only
about 20%oftheenergyin gasoline into engine output energy. On the other hand, loss of
energy for generating electricity from a primary source of energy (such as hydroelectric
plant or a coal plant) and transporting it to an electrical outlet is much greater than the
energy loss from extracting, refining and delivering petroleum fuel to a car.

(b) Lower the fuel dependency: EVs can reduce fuel costs dramatically because of the low
cost of electricity relative to conventional fuel. As they relyin whole or part on electric
power, their fuel economy is measured differently than in conventional vehicles.
Electrification of transport would help reduce this dependency.

(c) Environment friendly: The increasing use of EV would have significant positive impact
on the environment because of the reduction of overall energy consumption and air
pollution.

(d) Recyclable: Almost 100 percent of these batteries can be recycled, which keeps old
batteries from becoming a disposal problem.

Disadvantages:
(a) Wastage of fossil fuels: The electricity used to recharge EV batteries has to come from
somewhere (coal, hydro) and, right now most electricity is generated by burning fossil
fuels.
(b) Consumption of time :Electrical vehicles consume more time to recharge battery.
Battery can charge overnight, still it is not convenient as much as conventional vehicles
Overview of batteries:

The challenge of transforming EVs from concept to reality is to make it safe, convenient and
easy for consumers to charge batteries. As an EV is usually parked at home or a storage site at
night, the battery charger in the vehicle can be connected into the domestic single- phase AC
plug for slow night-time charging. Depending on the battery capacity and depth of discharge,
the charging time takes about 6-8 h, and the charging current is usually limited to 15A.

Battery a key component for any kind of pure electric vehicle, since to date it is, together with
fuel cell supply, the only device that can store enough electric energy to give the vehicle a
reasonable driving range. In simple terms, a battery is a device that converts chemical energy
to electric energy. The basic element of any battery is called a “cell”, and is typically
constituted by two electrodes and the electrolyte; the chemical reaction between the electrodes
and the electrolyte is responsible for the generation of electricity. In most batteries(secondary
batteries, or re chargeable batteries),the chemical reaction can be reversed, and electrical en-
ergy can best or ed into chemical form, charging the battery. For traction applications, the most
important functional parameters for a battery are specific energy, specific power, cell voltage,
efficiency, operating temperature, self-discharging rate, life time, lifecycle, recharging rate,
and mass (unit of volume).

Types of batteries:

There several different types of electric car batteries as]

(a) Lead-acid batteries: These are the most widely available, as both battery product and
manufacturing process are proven, economical and reliable. There are concerns how-
ever, over their disposal. Lead-acid battery recycling is popular although an effective
pollution control system is need ed tored cee missions, but due to their larger weight, it
cannot support portability
 (b) Nickel metal hydride batteries: These have a higher energy density than lead-acid bat-
teries. The energy density for nickel metal hydride batteries is approximately 69.4 Wh/kg
and these batteries have been used in many all-electric plug-in vehicles includ- ing the
Toyota RAV4 EV, General Motors EV1 and Honda EV Plus. They have also been used
in hybrid vehicles including Toyota Prius and Honda Civic Hybrid. General- ly they have
a lower environmental impact than nickel-cadmium batteries due to the absence of the
toxic cadmium. Most industrial nickel is also recycled due to its high value.

(c) Lithium-ion batteries: Lithium-ion batteries are widely preferred for electric car usedue
to their superior range per charge. They are also less expensive than nickel andthey have
a low discharge rate of approximately five per cent per month compared to 30 percent
per month from nickel-metal hydride batteries .To pro long the life of a lith- ium-ion
batteries, they should be charged early and often they should never be depleted below
their minimum voltage and they should be kept cool. Different battery chargers
compared in Tab 3.1

Table3.1.Comparisonofdifferentbatteries
Parameters Lead acid Ni MH Li-ion
Nominal cell voltage(V) 2.1 1.2 3.6
Specific energy(Wh/kg) 30-40 50-80 150-250
Specific power(W/kg) 250 <1000 <2000
Energy density(Wh/l) 50-90 150-200 150-250
Charge/discharge efficiency(%) 70-92 66 98

3.1 Power electronic converters for battery chargers:

The power electronics circuitry for battery chargers consist of an AC-DC converter fol- lowed
by a DC-DC converter .The AC-DC converter rectifies the AC voltage from the power grid to
a DC voltage. The DC-DC controls the voltage/current supplied to the battery accord- ing to
its charging profile. In most of commercially available battery charger (BC), the two stages
are separated by an insulation stage formed by a high-frequency inverter, a coupling
transformer and a high-frequency rectifier, as shown in Fig. 2.2.
 vg DCLink DCLink
+
AC/DC HF HF DC/DC
Converter Inverter Rectifier Converter

Fig.3.2. Scheme of principle of or battery chargers

For three phase BC the input state is usually formed by an active rectifier. It is capable of
managing bidirectional power flows and absorbs sinusoidal current with adjustable power
factor so that it can be used for BBC and to perform V2G operations.

Conventional Battery Chargers(CBCs)

There are mainly two types of CBCs are available: unidirectional battery chargers and bi-
directional battery chargers.

(a) Unidirectional battery chargers

These battery chargers charge the battery in single direction only. EVs with unidirectional
batteries can be charged, but cannot inject the power to grid. These chargers normally use a
diode bridge together with a filter and dc-dc converters. These converters are only imple-
mented in single phase supply to lower the cost and size of the equipment.

(b) Bi-directional battery chargers

AC/DC
Lc Converter
+
Utility

Battery

Figure3.3.Schematic of bidirectional batterychargers

 .

Modes of charging:
Depending on the supplied power level and on the charging time, EV charging is classi- fied
into Mode1, Mode 2, Mode 3 and Mode 4

Mode 1: This is the cheapest and most convenient home-based charging method, but it is also
the slowest. EVs are equipped with on-board battery charger, as well as with cords that allow
the vehicle users to plug their car into an outlet in their garage .According to mode 1, EVs can
be charged from standard 230 V household outlet but the supplied current is limited to 16 A.
Charging times vary greatly from vehicle to vehicle, but generally take around 7-15 hours for
a fully depleted battery of a compact electric car to recover its full capacity. Mode1 uses
standard industrial plugs and sockets for the connection of the EV to the outlet. In USA this
mode of charging is prohibited because it requires earth connection that is not a standard
feature in USA domestic electric plants.

Mode 2: This charging method relies on 230 V or 440 V, single phase or three phase ac mains
not exceeding 32 A. Like Mode1, dedicated plugs and socket are not required to con- nect EVs
to wall boxes installed in the garages or to charging stations located in public plac- es, such as
at the shopping mall, restaurant, city park, or even workplaces. Charging boxes
and/orchargingstationsandtheon-boardbatterychargercontainthecircuitryneededtoper- form
safety functions such as i) verification that the vehicle is properly connected, ii) continuous
checking of the continuity of the protective earth conductor, iii) energization of the sys- tem
iv) denergization of the system. Mode 2 charging is generally referred to as “oppor tunity
charging” because vehicle user usually use this type of charging whenever they have the
chance. Mode 2 charging takes around 3-5 hours for a full charge of a compact car.

Mode 3: It typically operates with three phase 440 V ac mains and supplies up to 63 kW to the
on board battery charger by means of dedicated plugs and sockets. Besides safety
functionsofMode2, charging stations and onboard battery chargers implement suitable pro-
tocols to synchronize their operation. As a result of the higher available power, a mode 3
charge provides a compact vehicle with a full charge in less than an hour. Mode 3 charge is
used large vehicles like electric buses, and is available in public and commercial areas, air-
ports, and transportation corridors .
Mode 4: In Mode 4 ac mains voltage is converted in dc voltage by a rectifier installed in the
charging station. An off-board battery chargers supplies up to 400 Ato the EV by means of a
dedicated plug. The Japanese standard “CHAdeMO” is the most diffused implementa- tion of
mode 4 charging. It charges a compact car in less than 30 minutes supplying a power of up to
50 kW.

WPTS technology for electric vehicle:

General Motors in 1996and in 1997 introduced two EVsnamelyEV1 and Chevrolet S-10 EV
were using Magne Charger, also known as J1773 that used the principle of inductive power
transfer. Instead of a plug, a “pad” as containing the primary coil is inserted in slot in the EV.
The slot contains the secondary coil and together with the pad, a Wireless Power Transfer
(WPT), transformer was formed. The performance of these pads was not too prom- ising.
These pads also had to be manually inserted in the EV and hence were as inconvenient as the
traditional plugs. However, with increasing interest in e-mobility in recent times, a lot of
research interest is being shown to make EVs a good option for future transportation.WPT
charging technology has the potential to bring about a positive change in mindset of people
regarding EVs. It is expensive with limited driving range, inconvenient with respect to the
charging process.

BATTERY

ACGRID

Figure2.4Schematics of WPT for electrical vehicle battery charging

CHAPTER-4
 Wireless Power Transfer System (WPTS)

Summary:
A WPTS has the structure of Fig 3.1. It is made of two power sections electrically insulated:
the transmitter and the receiver. The transmitter is buried into the pavement and is fed by the
mains the receiver is embedded into the electric vehicle and delivers power to the battery pack
on board the vehicle, the latter one constitutes the load of the WPTS and is represented
byaresistorinFig3.1.Each section of WPTS consists of a coupling device and a power
converter. The coupling device of the transmitter (briefly, the transmitting device) generates
an alternating field that can be either electric magnetic core electromagnetic .Actually, any
alternating electric field is associated to an alternating magnetic field and vice-versa so that
the above distinct ions may not seem correct, in practice , when the frequency of the
oscillations is relatively low ,quasi static field conditions prevail and the field can be
considered either electric or magnetic depending on the transmitting device. On the other side,
the coupling device of the receiver (briefly, the receiving device) is intersected by the
alternating field generated by the transmitting device and, acting as a pick-up, takes the energy
transported by the field.

Upper Upper
Level Level
ECU

ECU

Lower Lower
Level Level

Mains Load

+
Power
Device Power
Device

TRANSMITTER RECEIVER

Fig4.1WPTS structure

The power converter of the transmitter (shortly, the transmitter converter) comprises of front-
endPFCrectifiercascadedbyaninverterthatfedsthetransmittingdevicewithanalternating voltage.
WPTS technologies:

Three technologies differing in the type of the involved field are used to transfer electric
energy. These three technologies are termed as capacitive, inductive and radiant; they exploit
the coupling property of the electric, the magnetic, and the electric and magnetic fields com
bined together into an electromagnetic wave respectively.

A common feature of the WPTSs is that the transmitting device energizes the surrounding
space. In capacitive and inductive power transfers, the respective energy stored in a unitary
volume of space is

We = 12ε0E2
(3.1)
Wm=1μ0H2
2

RS

VS RL

Fig3.2WPTS equivalent electric circuitry

Capacitive WPTSs

The coupling devices of the capacitive WPTSs are two plane capacitors with the plates on the
transmitter side facing the plates on the receiver side as indicated in Fig.3.3 (a). The main
advantages of the capacitive WPTSs are low losses, insignificant electromagnetic emissions
and ability to transfer power through metal shields without originating eddy currents On the
other hand, the energy density that can best ore din the free space between he plates is
comparatively low and consequently the use of the capacitive WPTSs is limited to very low
power applications.

Inductive WPTSs

The coupling devices of the inductive WPTSs are two coils mutually coupled as shown in
Fig.3.3(b).The transmitting coil is excited by an alternating current at high frequency ,gener-
ally between 10kHz and 150kHz
ones and can operate at higher power levels. In contrast to these advantages, they suffer from
losses in the coils resistances, do not operate if a metallic body is interposed between the coils,
and produce appreciable electromagnetic interferences. The inductive WPTSs utilize two
topologies for transferring power and the relevant systems are termed as inductive coupling
and resonant coupling WPTS.

TRANSMITTER RECEIVER TRANSMITTER RECEIVER

Coupling Coupling Coupling Coupling

Device Device Device Device

Fig4.3Coupling devices for (a)capacitive WPTS and (b)inductive WPTS

Radiant WPTSs

Radiant WPTSs are able to transfer power with high efficiency over a distance several times
longer than the size of the coupling devices. This is obtained by executing a directional
transmission of the electromagnetic waves. In the radiant WPTSs ,the size of the coupling
devices is proportion although the wave length of the electromagnetic waves and hence, in
order to maintain it within practical limits ,high-frequency waves are used such as micro waves
and lasers [4].

Power transmission via radio waves can be made more directional, allowing longer dis- tance
power beaming, with shorter wavelengths of electromagnetic radiation, typically in the
microwave range. A rectina is used to convert the microwave energy back into electricity. The
microwave source consists of a microwave oven magnetron with electronics to control the
output power. The output microwave power ranges from 50 W to 300 W at about 3GHz.
Acoaxialcableconnectstheoutputofthemicrowavesourcetoacoax-to-waveguideadapter. This
adapter is connected to a waveguide ferrite circulator which protects the microwave source
from reflected power. The circulator is connected to a tuning waveguide section to match the
waveguide impedance to the antenna input impedance.
(a) Collimated monochromatic wave front propagation allows narrow beam cross-section ar-
ea for energy confinement over large ranges.
(b) Compact size of solid state lasers-photo voltaic semiconductor diodes allows ease of
integration into products with small form factors.
(c) Ability to operate with zero radio-frequency interference to existing communication de-
vices i.e. Wi-Fi and cell phones.

And Its draw backs are:

(a) Conversion to light ,such as with a laser ,is moderately in efficient

(b) Conversion back into electricity moderately inefficient, with photovoltaic cells achiev-
ing 40%-50% efficiency.
(c) Atmospheric absorption causes losses.
(d) As with micro wave beaming ,this method requires a direct in the of sight with the target.

Figures of Merit:
Key figures of merit (FOM) of a WPTS are defined in (3.2): they are the efficiency , the
power supply sizing factor , the receiving coil sizing factor𝛽 and the p.u. magnitude of the
load current IL,. expressed as a fraction of the base current𝑉𝑆/𝜔𝑀 [5].The variable sin(3.2) are
PL, which is the active power absorbed by the load, PS and AS, which the active and ap- parent
powers are delivered by the power supply, and AR, which is the apparent power of the receiving
coil.

η=P L ;α=A S; β=A R;IL ,p u=IL (3.2)

PS PL PL VS/ω M

Inductive WPTS:
Inductive WPTS uses magnetic fields that are a natural part of current movement through wire.
When electrical current moves through a wire, it creates a circular magnetic field around the
wire. In this system, alternating voltage applied to one part of coil induces a different terminal
voltage of the counterpart at the same frequency.

Theory of operation
Inductive coupling is based on Faraday’s law of electromagnetic induction. The electric
circuitry of an inductive coupling WPT is shown in Fig.3.4,where L T and L Rare the self-
Inductances of the transmitting and the receiving coils, M is the mutual inductance, and RS
And R L are the coil resistances.

RS LT IT IR
+ + +
-jMIT RL

Fig.3.4.Circuital scheme of inductive WPTSs.

Voltage equations of the transmitter and receives sections are

V̅ S=ZT˙I̅T +j ω MI̅R
{
−j ω MI̅T=ZRİ̅R

Where 𝑍𝑇˙and 𝑍𝑅˙are the impedances of the transmitter and receivers sections ,given by
Z˙T=R S+ j ω
LT
Z˙R=RL+jωLR

and𝜔 is the angular frequency of𝑉𝑆, from (3.4), the currents flowing in the transmitter and
receiver sections are derived

I̅=
2
S̅ =V̅ I̅∗= |V̅ S| Z˙∗(Z˙Ż +ω2M2)
S ST 2
|Z˙TZ˙R+ω2M2| R TR

|V̅ |2|Z˙|
A =S |Z˙ Z˙ S+ω2RM2|
T R

𝑅𝐿𝑉2𝜔2𝑀2
𝑆
𝑃𝐿=𝑅𝐿‖𝐼𝑅‖2= ‖˙𝑇˙𝑅+𝜔2𝑀2‖2

Advantages & disadvantages of inductive WPTS

Advantages:

1.Simple method of power transfer

2.Higher efficiency for smaller distances

 1.Low value of mutual inductance and coupling
2.Increased resistive heating
3.It also requires drive electronics and coils that increase manufacturing complexity
and cost.
FOMs of inductive WPTS
It is evident the convenience of having WPTSs characterized by i) high efficiency, to re-
duce the power losses, ii) low PSSF, to reduce the volt-amperesizing of the power supply, iii)
low RCSF, to reduce the volt-ampere sizing of the receiving coil, and iv) high PUMLRC, to
reduce the voltage requirements for the power supply with an equal value of ω M.

To simplify the calculation of the FOMs, the resistances of the coils are neglected. Thus, the
efficiency can be written as

η=RTR
RS+RTR

to the transmitting section. It is given by

Where RTR is the resistance of 1
RTR=ω2M2ℜℯ[ ]
the receiving section referred Z˙ R

The efficiency can be calculated as

ω2M2ℜe[Z˙R] (3.12)
η=
2 22 ˙
|˙
ZR|RT+ωMℜℯ[ZR]

By similar manipulations of the equations of the circuital scheme i,the figuresof merit PSSF
and RCSF are calculated as
˙ ˙ ˙ 2 2
α=|Z R||Z TZ R+ω M |
ω2M2ℜe[Z˙R]

|Z˙R−jωLR|
β=
ℜe[Z˙R]

ω2M2
IL,pu =˙ ˙
|ZTZ R+ω2M2|

The FOMs are conveniently written in terms of the a dimensional quantities where QT and
QR are termed as the quality factors respectively of the transmitting section and of receiving
section, and k is the coupling coefficient of the coils.
 k= M
√LTLR

By substituting and using the FOMs of the inductive WPTSs result in

k2QRQT
η=I
1+QR2+k2QRQT

R
√(1+Q2)[(1+(k2−1)QRQT)2+(QR+QT)2]k2
αI=
QRQT

βI=1

k2QRQT
IL ,p u ,I =
√[1+(k2−1)QRQT]2+(QR+QT)2

Low coupling coefficient and quality factors calls for high values of active and apparent
powers required for the voltage source in relation to the power absorbed by the load. There-
fore, the inductive coupling WPTSs are effective in transferring power when the distance be-
tween the coils is shorter than their size (short-range applications).

Resonant WPTS:
Resonant coupling WPTSs, add capacitors to the coupling coils with the aim of reducing the
amount of voltage and/ or current required to feed the WPTS. At resonance condition, col
lapsing magnetic field of the inductor generates an electric current in its windings that charges
the capacitor, and then the discharging capacitor provides an electric current that builds the
magnetic field in the inductor. In resonance mode power is transferred between inductor and
capacitor and they are equal.

Theory of operation:
Resonant coupling operates on the principles of the works on the principle of resonance
between the coils. Resonant coupling also called the resonant inductive coupling which was
proposed by MIT[6].A number of topologies are possible, with the capacitor insert edinse-
ries and/or in parallel to the transmitting and/or receiving coil. Each topology has a different
impact on the WPTS performance .

IT IR IL

RL

Fig.4.5.Circuital scheme of inductive WPTSs.

Advantages &disadvantages of resonant WPTS

Advantages:

1. Compared to the Inductive WPTS, resonant WPTS are more efficient in terms of
quality factor and power factor

2. Can transfer power to more distance compared to inductive

WPTS

3. Disadvantage:
1Can’t transfer power more than 1or 2 meters

FOMs of resonant WPTS

The efficiency of a resonant coupling WPTS obtained by inserting a capacitor in series to the
coils.

ZR˙=RL +j(ωLR−1 )
ωC R

IfthecapacitorCTisinsertedinseriestothetransmittingcoil,itmodifiesthetransmitter section
impedance as

ZT˙=RS +j(ωLT−1 )
ωC T

Resonant WPTS are operated in order that they branches both at the primary and at the
secondary resonate at the supply frequency of the voltage generator. Then it is

ω2CT=1
LT
 Z˙T=RSZ
˙R=RL

𝜔2𝑀2
𝜂𝑅 =
𝜔2𝑀2+𝑅𝐿𝑅𝑆

Where the subscript R stands for resonant on the receiver section can be rewritten as

k2QTQR
R η=( 2 )
1+kQTQR

The efficiency has an expression similar but, because of the missing term Q2at the denominator,
R it
takes higher values than in an inductive WPT

And calculating the remaining FOMs for resonant case as follows

2Q
α=1+k R QT
=
1
R
k2QRQT ηSS

βR=√1+Q2 R

k2QRQT1+
IL, pu ,R = =ηSS
k2QRQT

From the equations) it emerges that (1)PSSF is inverse of efficiency(2) RCSF is depends only on
quality factor of receiver (3) PULC is same as the efficiency.
CHAPTER 5
 Coil Design of Wireless Power Transfer Systems (WPTS)

Summary
Wireless power transfer system consists of coupling device, made of two coils whose setup is
a crucial issue in building up a WPTS. This chapter deals with the design procedure of the
coils of a WPTS intended to charge the battery pack of electric city car. Two coupling
structures analyze name helix and spiral .The analysis, carried out by help of a FEM code,
encompasses the determination of the inductive parameters as a function of the coil distance,
turn number, turn distance (for spiral coil only) and axial misalignment

Basics of electro magnetics:

The basics of electromagnetic are derived from the Maxwell equations, both in time
independent and time dependent cases. The four Maxwell equations are as follows

The quantities𝐸̅→ , 𝐻̅̅→ , 𝐷̅→and𝐵̅→are the electric field, magnetic intensity ,electric displacement and
magnetic flux density respectively.

There are four laws associated with the Maxwell :they Faraday’ s law of electromagnetism,
Ampere’s law, the third and fourth are Gauss laws for the electric and magnetic fields. They
are explained as follows [1]

i. Faraday’s Law of electromagnetism

The line integral of the electric field around a closed loop is equal to the negative of
the rate of change of the magnetic flux density through the area enclosed by the loop.
ii. Ampere’s Law
This law states that current is as source of the magnetic field, thus the magnetic field
is related to the current density.
iii. Gauss law for electric field
This law states that the amount of total electric flux displacement through a given
closed surface is proportional to the amount of volume charge ρvin the volume
contained by that surface.
 .

Coil parameters

Coil resistance:
It is important to calculate the resistance of the primary and secondary coils in WPTS, as they
represent the main limitation for the power that can be transferred. Actually, if resistances were
zero, the efficiency of the transformer would be 100 %. Coil resistances generate joule effect
and this heat has to be remain at an acceptable level. Minimizing the Joule losses is then a
crucial point while designing WPTS, in terms of efficiency and transferable power.

Coil Inductance and magnetic flux density:

An inductor is a passive two-terminal electrical component that stores energy in its magnetic
field .Inductance (L) results from the magnetic field forming around a current- carrying
conductor and linked with it. Electric current through the conductor creates a magnetic flux
proportional to the current. A change in this current creates a corresponding change in
magnetic flux which, in turn, by law generates an electromotive force (EMF) in the conductor
that opposes this change in current. Thus inductors oppose changes in current through them.
Inductance is a measure of the amount of electromotive force generated per unit change in
current.

The magnetic flux density is a field that is created by a current in a conductor. It is related
to the magnetic field H through the magnetic permeability that characterizes the medium in
which the conductor is situated.

One of the key factors that define the performance of a WPTS is the coupling coefficient of
the coils. It depends on the size and the shape of the coils and on the distance between them.
In some cases, it can be analytically calculated starting from the law.

that gives, for any point P in the free space, the magnetic induction contribution dB̅ → generated
by the current I flowing in the infinitesimal portion d→lo f an electric circuit at distance r from
P. The magnetic induction is calculated by integrating along the full circuit.
 I
dl P

dB
Fig4.1.Biot-Savart Law

A distance d from the center of the coil, the magnetic induction has the same direction of the
axis and magnitude equal to

where R is the radius of the coil, A is its cross-section and d is the distance between coils. The
last expression of B in (4.7) holds when the distance from the coil is much longer than the coil
radius. If the magnitude of the magnetic induction is constant across the coil cross- section, the
self-inductance of the coil is given by [2].

𝐿=µ𝑁02𝑅[𝑙𝑛(8𝑅)−2] (4.8)
𝑟

Where r is radius of wire

Mutual inductance:

It is the phenomenon in which a change of current in one coil causes an induced emf in another
coil placed near to the first coil. This parameter is most dependable for design of WPT system.

Skin effect and proximity effect:

If the conductor is composed of one or more concentric circular elements, then the center
portion of the conductor will be enveloped by a greater magnetic flux than those on the outside.
Consequently the self-induced back e m f will be greater towards the center of the conductor,
thus causing the current density to be less at the center than at the conductor surface
 .

Coil design:

Coil-coupling structures are analyzed with the view of building up a WPT system with
resonant topology for charging the battery pack of the electric city-car of the study case. Its
data, given in Appendix B, to determine the WPT specifications listed in Table 4.1.

Nominal supply voltage follows from the request of charging the electric city-car from a
single-phase domestic socket at 230 V. Maximum output power follows from the charging
current(10A)andmaximumvoltage(56V)ofthebatterypack.Receivercoilradiusandcoil distance
follow from the city-car dimensions. Instead, the specification regarding the operating
frequency follows from the recent resolution of the SAE International J2954 Task Force for
WPT to fix at 85 kHz the nominal frequency of operation of the WPT systems for light-duty
plug-in vehicles.

The transmitting coil of the WPTS is supplied by a high frequency (HF) inverter that, in turn,
is fed by a rectifier connected to the grid. The receiving coil supplies a diode rectifier cascaded
by a DC-DC converter that adjusts the rectified voltage to the battery requirements. In order
to maintain a high overall efficiency, the amplitude of the output voltage of the HF inverter
should not be much lower than the rectified grid voltage and, on the other side of the WPTS,
the rectified voltage at the input of the DC-DC converter should not be much higher than the
battery voltage.

Table5.1.WPTspecifications
Parameter Symbol Value
Nominal supply voltage VN 230Vrms
Nominal output power PN 560W
WPT system operating frequency f 85 kHz
Coil radius R 0.19 m
Distance between coils d 0.15 m
From this quantity, from the battery charging characteristics and considering an efficiency of
95% for the DC-DC converter, the equivalent resistance RO seen at the output of the rectifier
has been computed. From it, the equivalent resistance at the input of the HF rectifier,
i.e RL, has been obtained according to

Given the equivalent R Land the working frequency, the specification for Q Rcan be easily
translated into specification for LR by means of (3.17). From the given values of QT and QR,
normalized load current (IR,L) can be calculated by (4.1.1) terms in brackets, as in this stage
we don’t have the value of M

According to the above requirements and making allowance for the variations in the grid
voltage and the voltage drops across the circuitry, the minimum and maximum values of Vs
should be less than or equal to 280V. so the consideration of preliminary values of VDC is 65
V and minimum and maximum values of resistance of battery is 5.8 Ω to 580 Ω. with this
preliminary values, the peak values of rectified current can be evaluated from

4 VD𝖢
IR,pk=
஠ RL

thevaluecomestobe0.142A≤IR,pk≤14.2A.
In the resonance condition, by neglecting equivalent series resistance(ESR) ,Vs,pk can be
4 VD𝖢ωM
Vs,pk≤ωMIR,pk=
஠ RL

considering the nominal resonant frequency, VDC, Vs,pkand minimum value of RL the value
ofmutualinductancecanbecalculatedfrom(4.13)fortheminimumdistanceof0.1mshould not
exceed 35 µH. With this constraint the transmitter peak current can be calculated as
4 VD𝖢
IT,pk=
஠ ωM

and the value comesouttobe4.42A.

From the manipulation of electrical equations and the data of mutual inductance, self-
inductance of transmitter and secondary comes out to be around 120 µH. In the resonance
condition inductive and capacitive voltages are equal and according to (3.25), capacitance (CT
and CR) becomes 29.71 n F. The numerical values obtained from are reported in Table 5.2.
 Table.5.2

Parameter Symbol Value

Minimum battery voltage VB,m 36V
Maximum battery voltage VB,M 56V
Battery charging current IB 10A
Coils diameter D 0.38 m
Distance between coils d 0.15 m
H F inverter frequency f 85 kHz
Efficiency of coupling  >0.95
Minimum HF voltage VS,m 280V
HF rectifier output voltage VDC 65V
Minimum equivalent RL RL,m 5.8 
Maximum load current IRL,M 10A

Coil Types:

Mainly two types of coil structures are used in WPT. They are helix and spiral coil, and
hereafter, assumption is made that the transmitter and receiver coils have equal geometry,
dimension and turn number, the latter one being denoted with N.

Helix coil:
The left half of Fig. 5.2(a)sketches the arrangement of the helix coil(wire radius is not in scale
with the coil dimension).The turns are packed together in a rectangular section, having base b
and height h, and their mean distance from the coil axis is Rm. The self-inductance of each coil
can be formulated as [14]

0.31(𝑅𝑚𝑁)2
𝐿𝐻̅̅𝑒𝑙𝑖𝑥 =
6𝑅 𝑚+9ℎ+10𝑏

where N is the number of turns. By repeatedly using and adjusting its parameters accounting
for a plausible wire radius of 2.5 mm, it resulted that a coil with 15 turns, arranged in a 5x3
pattern, satisfy the requirement of having a self-inductance.

Spiral coil:
The arrangement of two aligned spiral coils is shown in Fig.5.2 (b). The self-inductance of
a spiral coil can be formulated
Following values apply to the coefficients with the layout in Fig.4.2(b):C1= 1.00,C2=2.46, C3=
0.00, and C4= 0.20. By putting the inner coil radius at 0.08 m, the turn number needed to obtain
a coil with the requested inductance results in N=18.

(a) (b)
Fig.5.2. (a)helix and(b)spiralcoils.

Coil coupling arrangement analysis:

Further to the preliminary sizing, an accurate analysis of the helix and spiral coil arrangements
is here developed to compare their inductive performance for the studycase of Appendix B.

Both helix and spiral coils have been considered and, for each of them, the inductive
parameters have been calculated with the end of identifying the set of geometric data that give
the better achievements in terms of coupling coefficient. Calculations have been executed with
the help of COMSOL FEM code

(a) Helix coil-coupling:

At first, coil misalignment has been set to zero and the FEM analysis [4] has been used to
investigate the impact of turn number and coil distance on the self and mutual inductances and
on the coupling coefficient. Fig.4.3 shows the magnetic flux density lines of helix coil.

The main outcomes of the analysis are illustrated in Figs. 4.4-4.6. Fig. 4.4 plots the self- and
mutual inductances against the turn number for different coil distances, where the turn number
ranges around the value found by the preliminary sizing plot the coupling coefficient
respectively as a function of the turn number for coil distance of
0.15 m and as a function of the coil distance for N=15. Fig. 4.6 (a) gives the magnetic flux
density on the surface of a helix coil with N=15 and current of 1A.
 Fig.5.3.Magneticflux lines of helix coil

250
M(d=0.1m) M(d=0.15m) M(d=0.2m) L
Mutualinductance[uH]

200
Self inductance [uH]

150

100

50

0
10 11 12 13 14 15 16 17 18 19 20
No .of Turns(N)

Fig.5.4.Helixcoil-coupling self-and mutual inductance vs. turn number for different

coil distances in m.
The impact of the coil misalignment on the coupling coefficient is analyzed for the coils laying
on two planes 0.15 m far each other. The outcome of the analysis, plotted in Fig. 4.7, shows
that the coil misalignment has a lower influence in the coupling coefficient than the coil
distance. For example, increasing the coil distanceof0.1 m (from 0.1 to 0.2 m),causes a
decrease of k of about 94% as a percentage of its value at 0.15 m while a coil misalignment of
0.1 m (from 0 to 0.1 m), causes a decrease of k of about 22%.

(b) Spiral coil coupling:

The spiral coil-coupling is analyzed in the same way as the helical one. The main outcomes of
the analysis, calculated for the turn distance td set at the reasonable value of 7 mm, are
illustrated in Figs. 5.8 and 5.5 (b). Fig. 4.8 plots the self- and mutual inductances against the
turn number for different coil distances. Figs. 5.5 (a) and (b) plot the coupling coefficient
respectively as a function of the turn number for coil distance of 0.15 mandasa
Function of the coil distance for N=15.Fig.5.6(b)gives them a magnetic flux density on the
surface of the spiral coil with the current of 1A.

The outcomes can be discussed starting from the inspection of Fig. 5.6 (b). Indeed, the
magnetic flux density is only 38% compared to the helix coil and the surface of the inner turns
is much smaller than the surface of the outer turns so that the flux linked by the inner turns is
less. Therefore, the self- and mutual inductances of the spiral-coil coupling are lower than
those of the helix counterpart. Nevertheless, the flux density is more uniform across the coil
surface and this yields a coupling coefficient that is about 18% greater than the helix
counterpart This feature grants a higher efficiency to a WPT system with spiral coil- coupling.

0.18
Couplingcoefficient

0.16 Helix
Spi

0.14

0.12

0.1
10 11 12 13 14 15 16 17 18 19 20
No .of Turns(N)
(a)
0.3
Helix
Spi
0.25
Couplingcoefficient

0.2

0.15

0.1

0.05
0.1 0.11 0.12 0.13 0.14 0.15 0.16 0.17 0.18 0.19 0.2
CoilDistance[m]

(b)
Fig. 5.5. Coupling coefficient vs. (a) turn number (d=0.15 m), and (b) coil
distance(N=15)for helix and spiral coil-couplings (td=7mmfor the spiral coil-
coupling).
 (a)

(b)
Fig.5.6.Magnetic flux density in To n the surface(a)of a helix coil and (b)of a spiral coil
(N=15, 1 A, td=7 mm for the spiral coil-coupling).

The impact of the coil misalignment is analyzed for the coils lying on planes 0.15 m far. The
out come of the analysis, plotted in Fig. 5.7, shows that the spiral coil-coupling exhibits a larger
coupling coefficients than the circular one even in misalignment conditions .Sensitivity of the
coupling coefficient of the spiral coil-coupling to the coil distance is not much less than for the
circular one while its sensitivity to the coil misalignment becomes greater as the misalignment
increases. For example, increasing the coil distance of 0.1 m (from 0.1 to 0.2 m) causes a
decrease of k of about 85% whilst a coil misalignment of0.1 m (from 0 to 0.1) causes a decrease
of k of 30%; instead, a coil misalignment of 0.2 m (from 0 to 0.2)causes k to fall down to 70%.
depend on the turn distance. The relationship, plotted in Fig. 5.9, shows that a decrease in the
turn distance increases the self- and mutual inductances as it can be readily explained by the
fact that such a decrease makes the coil arrangement more similar to a circular one. The
coupling coefficient, instead, is practically unaffected by the turn distance. Fig.5.10 and
Fig.5.11 shows Magnetic flux density lines of spiral coil and in misalignment.

0.25
Helix
Spi
coupling coefficient

0.2

0.15

0.1

0.05
0 0.05 0.1 0.15 0.2
Misalignment[m]

Fig.5.7.Coupling coefficient vs. misalignment for helix and spiral coil-couplings

(N=15, td=7 mm for the spiral coil-coupling).

100
M(d=0.1m) M(d=0.15m) M(d=0.2m) L

80
Mutualinductance[uH]
Self inductance [uH]

60

40

20

0
10 11 12 13 14 15 16 17 18 19 20
No.ofTurns(N)

Fig.5.8.Spiral coil-coupling self-and mutual inductance vs.turn number of different coil

distances (td =7 mm).
 80
Mutualinductance[uH]
Self inductance [uH]

Lspi
60

40

M d=0.1m
spi d=0.15 m d=0.2m
20

0
6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11
Turn Distance[mm]

Fig.5.9.Self-and mutual inductances of the spiral coil-coupling vs. turn distance for
different coil distances (N=15).

Fig.5.10.Magneticflux lines of spiral coil

Fig.5.11.Misalignment of coilsystem.
CHAPTER-6
SIMULATION AND RESULTS

Fig.6.1 Simulation diagram

Fig.6.2 Pulsating Output Voltage

 Fig.6.3 Input Voltage

Fig.6.4 Transformer Input Voltage

 CONCLUSION

In conclusion, the development of a high-efficiency wireless power transfer (WPT) system for electric vehicle
(EV) battery applications represents a significant step toward enhancing the convenience, safety, and
sustainability of EV charging infrastructure. This project has demonstrated that through careful optimization
of coil design, operating frequency, and impedance matching, it is possible to achieve high energy transfer
efficiency while maintaining system stability under varying operational conditions. The use of resonant
inductive coupling proved particularly effective in enabling efficient mid-range power transmission, which is
essential for practical EV use cases. Experimental validation and simulation results confirmed that the
proposed system can deliver consistent charging performance even under moderate misalignment, making it
a viable solution for both stationary and dynamic wireless charging scenarios. Furthermore, the elimination of
physical connectors not only reduces mechanical wear and the risk of electric shock but also opens up new
possibilities for fully autonomous charging systems in smart transportation ecosystems. Despite the challenges
that remain—such as electromagnetic interference, thermal effects, and standardization—this work provides
a strong foundation for future research and commercial deployment of wireless EV charging systems. As
electric mobility continues to grow, innovations like this will play a critical role in accelerating the global
transition to cleaner, more efficient transportation solutions. This project successfully demonstrates the
feasibility and effectiveness of high-efficiency wireless power transfer (WPT) systems tailored for electric
vehicle (EV) battery applications.
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