EV Wireless Power Transfer

A past, present and future
perspective on wireless power

transfer for electric vehicles
Grant Covic,
Power Electronics Research

Department of Electrical & Computer Engineering
The University of Auckland
SMIEEE
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Ltd. 2013
Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz
The Vision: A Dynamic Highway
Dynamic charging allows lower battery weight. Requires gaps 20-40cm
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Overview
Existing Applications
A Future Vision
Fundamentals
Development of Magnetics
Circular Couplers
Polarized Couplers
Quadrature Couplers with Single or Multiphase
Performance Comparisons
Laboratory Highway
Conclusions
Existing IPT Applications
Professors Grant Covic and John Boys

Power Electronics Research Group
Department of Electrical and Computer Engineering
The University of Auckland, New Zealand
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Materials Handling & Clean Rooms
Daifuku: aFA & eFA
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Automotive Materials Handling
Conductix-Wampfler: IPT Track
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Early Inductive People Movers

Whakarewarewa People Mover,
Rotorua, New Zealand
5 buses with trailer

3 x 10 batteries of 12 V
Charging: 7min /15-20 min
Charging power: 20 kW
Conductix-Wampfler: 20kW Charging stations
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Early Inductive Road Solutions
2000
Inductive charging: 60kW
Conductix-Wampfler
Inductive roadway lighting
3i-Innovation
A Future Vision

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Brief Overview of Roadway IPT
1894
1974
1975
1989-92
1992
1994
1995
1997
2003-5
2009-10
2009-11
2010-11
(Fr) Hutin & Le Blanc (proposed power to rail conductors)

(NZ) Otto (series resonant system for buses)
(US) Bolger (Inductive roadway switched loops)
1982-92 Santa Barbara project (Guided roadway)
1991
Lechner et.al. add improved magnetic design
(US) Mushachio (proposes contact roadway)
(US) Klontz (mining vehicles with coaxial clamp)
(NZ) Boys and Green (bipolar track & multiple receivers)
(JP) Sato (Meander tracks)
(DE) Meins (3-phase tracks with close receivers)
(NZ) Covic & Boys (multiphase track with multi-coil receivers)
(NZ) Covic & Boys (IPT roadpads with multi-coil receivers)
(ROK) Rim and Suh (KAIST in-rail systems)
(DE) Meins & Bombardier (Primemove light rail)
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A Roadway Vision
Sequentially Energised Pads under the Vehicle
Vehicle lane
Pad
Pad
IPT Track
Power
Supply
cabinet
Pad
Pad
Pad
Vehicle lane
Pad
Pad
Pad
Pad
Pad
Pad
Pad
Pad
IPT Track
IPT Track
Power
Supply
cabinet
Power
Supply
cabinet
200m
100m
Pad
Pad Pad
IPT Track
Power
Supply
cabinet
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Roadway Supplies
Higher power units: Modular with redundancy
I1 L21
Cdc
C11
I2 L22
input
Cdc
C12
In L2n
Cdc
L1
C1n
Zload
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Possible Dynamic Highway

Coupled power: Roadway Track to Pads
No DC or mains under roadway
Direct control of each pad
Vehicle wheel
Vehicle wheel
EV Receiver Magnetics
Flux lines
Road surface
Magnetic strips and coils
Intermediate controller
Transformer
pick-up
200A
Track current wires
Concrete
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Dynamic Highway Options

Intermediate Controllers
Single phase pads
Lp1
Single phase in-road power pad at 20kHz or Higher

Frequency
Cp1
200A 20kHz
Track current wires
Lp2
Cs
Full bridge
rectifier
I1
C2
Cp2
Ldc
Diode
Lp3
Cdc
Cp3
(1..n) H Bridge VSIs
Multiphase Pads
N phase in-road power pad at 20kHz or Higher Frequency
Lp1
Cp1
200A 20kHz
Track current wires
Lp2
Cs
Full bridge
rectifier
I1
C2
Cp2
Ldc
Diode
Lp3
Cdc
Cp3
N x H Bridge VSIs
Fundamentals

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Inductive Power Transfer

The transfer of electrical power from one system to
another, without wires.
Reliable
Tolerant of water, chemicals, and dirt.
Ampres Law
Faradays Law
Psu Voc I sc
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The Need for a Tuned Load

To increase the power
Tune at the track frequency
0 1
I2
L2
V2
jMI1
Parallel Tuned
Acts like a current source
L2C
RL
L2
I2
V2
jMI1
Series Tuned
Acts like a voltage source
RL
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The Effect of Tuning

Tuning Boosts power by Q:
But Secondary VA:
But decreases bandwidth by Q:
P SuQ
VA PQ
BW Q
Reflected impedance onto the track is:

Load dependant
Tuning dependant
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Secondary Tuning Impact on Primary
02 M 2
j0 L1
RL
Z r ( 0 ) 2
M R j L j L
L
0 2
0
1
L2
2
series tuned
parallel tuned
Under ideal perfectly tuned conditions
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The Tuned Output Power

2
M
P Voc I sc Q I12
Q V1 I1 k 2 Q
L2
Dependent on:
Loads must be Independent
Frequency
Track current
Magnetic Coupling
Secondary Tuning Factor
2 2
I1
M
Vo (1 D)
L2
Development of Magnetics

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Performance Metrics
Magnetic properties:
L1
L2
Coupling coefficient k (with a given air gap)

Coil Quality factor (QL) - normally 300-400:
Primary circuit VA
V1
I1
regulated for safety

increases power (but also losses)
QL
L
Rac
Pout V1I1k 2Q
Secondary circuit quality: Q

limited by higher k and vice versa
limited by pad losses (Q normally < 6)
limited by sensitivity of tuning
PadLosses Q / QL
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Design Metrics
Secondary: robust, thin and light
Primary: Robust is critical
Cost effective & efficient
Excellent coupling with low leakage
meets ICNIRP
Scalable for cars, trucks or buses

Ground clearance is vehicle dependent and varies with
suspension, loading
Horizontal tolerance aids unassisted parking
Circular Couplers

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Circular Couplers
Plastic Cover
Coil
(Litz Wire)
Coil Former
Ferrites
Aluminium
Ring
Aluminium
Backing Plate
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Performance of Circular Pad

800
700
Psu (VA)
600
500
400
300
200
100
0
0
50
100
150
200
250
Horizontal Offset (mm)

Simulated
Measured
Performance at 210mm Vertical offset and increasing Horizontal offset

Pout =2kW, Horizontal o/s limit Q=6: ~ 130mm
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Circular Couplers Shielding

Installation requires EV chassis modification
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Circular Couplers
Al ring required to improve magnetic field leakage
Complies with ICNIRP

guidelines at EV edge
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Example Stationary System

Vehicle
controller
Pick-up: 2-5kW Power Pad
Charger: 2kW single phase supply

2kW IPT Charger at EVS24
220mm airgap
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Circular Coupler Performance

Power null in all directions
When EV offset by 38% of the Pd
Not suitable for Roadway !
Coil
Rx. Pad
Al
Ferrite
160mm
Tx. Pad
Coil
0
5 mT
Polarized Couplers

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Improving the Magnetic Design

Flux path height, f(Pl/2)
200mm
Flux path height, f(Pd/4)
Pd
(a)
Circular:
Single sided flux paths

High QL (~ 300 at 20kHz)
Pl
z
x
(b)
Polarized:
Doubles height
Power drop-off slow in y axis
But:
LimitedPosition
height
P /4
along contourd(mm)
(c) all directions
Power nulls in
Position along contour (mm)
(d)
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Intra-pad flux
Ferrite
Flux Pipe
Pole face
Leakage
Flux pipe:
encourages pole separation
flux path has greater height
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Front
Back
Flux
out of
end
0 A/m2
But this design produces a flattened solenoid

Shielding with aluminium creates large losses
I1 = 23A/coil at 20kHz
QL = 260 without shielding
QL = 86 with shielding
106
PadLosses Q / QL
Primary Padloss is 210W

Primary Padloss is 470W
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Flux path
height hz
Winding
direction
3.5
lt
Shield
Coils
Ferrite
1a
z
x
0 mT
Fl
lb
Ferrite strips:
Reduce material and inductance
Coil winding:
Creates a flux pipe (minimised winding length)
Has single sided flux paths with height ~ Px /2
Has QL ~400 at 20kHz
Single Sided polarized flux paths
Flux linkage
around return
portions
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2500
DD (x)
DD (y)
Psu (VA)
2000
1500
z
y
1000
500
0
0
50
100
150
200
Offset in either x or y axes (mm)
250
300
Psu profiles of DD polarised pad with lateral offsets in x & y

(air-gap z = 200mm)
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Quadrature EV Secondary
DD Coils
Q Coil
Ferrite
A second coil is added to DD

Spatial quadrature
Improves lateral tolerance
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Bipolar Option
Aluminium backing
Ferrite
DD Coils
Coil 1
Aluminium backing
Coil 2
25-30% less copper

< 10% difference
Ferrite
Quadrature Coil
(a)
(b)
800
250
150
700
BP-Measured
600
DDQ-Simulated
500
BP-Simulated
BP-Measured
DDQ-Measured
Psu (VA)
Psu (VA)
200
BP-Simulated
100
DDQ-Simulated
DDQ-Measured
400
300
200
50
100
Circular Primary
0
0
50
100
150
0
200
250
Y-displacement
300
350
50
100
400
150
200
250
Y-displacement
300
350
400
800
300
BP-Simulated
250
BP-Simulated
700
BP-Measured
BP-Measured
600
DDQ-Simulated
DDQ-Measured
150
100
Psu (VA)
DDQ-Simulated
200
Psu (VA)
DD Primary
500
DDQ-Measured
400
300
200
50
100
Circular Primary
0
0
50
100
150
DD Primary
0
200
250
X-displacement
300
350
400
50
100
150
200
250
X-displacement
300
350
400
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L2DD
C2DD
CsQ (Opt)
Secondary Control
L2Q
C2Q
Ldc
Secondary side coils are independent:

Both have high coil quality factor (QL)
Packaged within the same magnetic design
Have independent coupling coefficients (k) which
vary with position
2
P
V
I
k
Q
complement each other
out
1 1
PadLosses Q / QL
The operational Q is kept low
Use either or both coils if k is high
Can reduce losses by turning off a coil if its k is low
Diode
Cdc
Quadrature couplers on
Multiphase Primaries

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Multiphase Tracks with Ferrite backing

Three Phase Track (ferrite backing)
Horizontal coil only
9.5
9.0
8.5
Psu (kVA)
8.0
7.5
7.0
6.5
6.0
5.5
5.0
2850
0mm
3350
3850
Offset along track (mm)
100mm
200mm
300mm
240A/phase, 20kHz, 200mm height, Q~ 6 enables Pout > 50kW
4350
400mm
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Multiphase Tracks and Multi-coil Pads

Single coil
25-50% more power

Flatter power profile
Multi-coil
Performance Comparisons

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Circular vs. Polarized
(7kW at 125mm)
Transfer height d/4
Transfer height d/2

Flux path
height hz
Winding
direction
Charging Area
Circular < 2x Polarised
7kW zone
7kW zone
Circular on Circular
Polarized on Polarized
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Auckland Pads on Circular or Polarized

(7kW at 125mm)
Circular Primary
Polarised Primary
Charging area 3 x greater
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Example System:
HaloIPT
Affixed vehicle pad &

Transmitter pad
3.5kW IPT Charger at EVS25
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Example Systems:
Rolls Royce Phantom 102Ex with HaloIPT wireless charger
7kW charge system > 90% Efficiency
Delta E4 with Qualcomm-Halo wireless charger
Laboratory Validation

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Laboratory Scale Dynamic Highway

DDQ Receiver
z
Vertical offset, z
Pad Pitch, py
Horizontal tolerance
across road
600mm lateral tolerance @ full power

using multi-coil vehicle pads
Direction of
vehicle travel
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Laboratory Scale Dynamic Highway
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Conclusions
Key to IPT EVs
The magnetic design is critical
Circular pads cannot deliver adequate roadway excitation
Secondary pad must be an excellent flux collector

Must tolerate movement
Be interoperable with either single or multiphase
Suitable for both stationary and roadway applications
Challenge
To create a low cost, rugged roadway primary system

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A past, present and future

perspective on wireless power

Power Electronics Research

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

The Vision: A Dynamic Highway

Dynamic charging allows lower battery weight. Requires gaps 20-40cm

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Existing IPT Applications

Professors Grant Covic and John Boys

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Materials Handling & Clean Rooms

Daifuku: aFA & eFA

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Automotive Materials Handling

Conductix-Wampfler: IPT Track

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Early Inductive People Movers

5 buses with trailer

Conductix-Wampfler: 20kW Charging stations

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Early Inductive Road Solutions

Inductive charging: 60kW

Inductive roadway lighting

Professors Grant Covic and John Boys

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Brief Overview of Roadway IPT

(Fr) Hutin & Le Blanc (proposed power to rail conductors)

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Possible Dynamic Highway

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Dynamic Highway Options

Single phase in-road power pad at 20kHz or Higher

(1..n) H Bridge VSIs

Professors Grant Covic and John Boys

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Inductive Power Transfer

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

The Need for a Tuned Load

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

The Effect of Tuning

Reflected impedance onto the track is:

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Secondary Tuning Impact on Primary

Under ideal perfectly tuned conditions

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

The Tuned Output Power

Loads must be Independent

Professors Grant Covic and John Boys

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Coupling coefficient k (with a given air gap)

regulated for safety

Secondary circuit quality: Q

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Scalable for cars, trucks or buses

Professors Grant Covic and John Boys

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz

Performance of Circular Pad

Horizontal Offset (mm)

Performance at 210mm Vertical offset and increasing Horizontal offset

Contacts: ga.covic@auckland.ac.nz & j.boys@auckland.ac.nz