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Kafeel Kalwar
Muhammad Aamir
University of Malaya
University of Malaya
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Saad Mekhilef
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a b s t r a c t
Article history:
Received 26 July 2014
Received in revised form
12 January 2015
Accepted 8 March 2015
Available online 30 March 2015
The deciency in the availability of petroleum products has given rise to the incorporation of electric vehicles
(EVs) globally as a substitute for the conventional transportation system. Signicant research has been pursued
over last two decades in the development of efcient EV charging methods. A preliminary review of few
methods developed for wireless charging revealed that ICPT is a promising and convenient method for the
wireless charging of EVs. This paper includes the equivalent circuit analysis and characteristics of the ICPT
system and focuses on the research progress in respect of the designs for the charging coil, leakage inductance
compensation topologies, power level enhancement and misalignment toleration. The improvement in these
factors has been essential for the implementation of EV charging. A brief discussion over design process and
control of ICPT system has been added. Conclusions have been made on the basis of the information extracted
from the literature and some future recommendations are provided.
& 2015 Elsevier Ltd. All rights reserved.
Keywords:
Electric vehicle (EV)
Wireless charging of electric vehicle
Inductively coupled power transfer (ICPT)
Contents
1.
2.
3.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EV's impact on energy and environment and their advantages and drawbacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EV battery charging technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.
Microwave power transfer (MPT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2.
Inductive power transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3.
Inductively coupled power transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4. Operating principle for ICPT system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5. Equivalent circuit analysis of ICPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6. Characteristics of ICPT system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1.
Impact of coupling coefcient and frequency on the efciency of the ICPT system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2.
Impact of quality factor (Q) of coils on the efciency of ICPT system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7. Development of ICPT system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.1.
Compensation technologies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2.
Charging distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.3.
Power level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.4.
Misalignment toleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8. Design criteria of ICPT system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9. Control algorithms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10. Future recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11. Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Acknowledgment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
http://dx.doi.org/10.1016/j.rser.2015.03.040
1364-0321/& 2015 Elsevier Ltd. All rights reserved.
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K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
1. Introduction
Petroleum products, including compressed natural gas and
liqueed petroleum gas, have remained the main resources of the
energy demandsupply cycle for transportation [1]. The gradual
increase in energy demand has created a scarcity of these naturally
available resources. Moreover, carbon dioxide emission contributing
global warming and high fuel prices have compelled scientists and
researchers to nd a sustainable alternate solution to these depleting natural energy reserves [24]. Substantial research and development resources are being devoted towards alternate energy
technologies [57].
The incorporation of electric vehicles (EVs) has been considered to
be a suitable replacement for the depleting petroleum resources used
for automotive applications [8,9]. The concept of EV was developed
with the advent of the Hybrid Electric Vehicle (HEV), which later led to
the introduction of plug-in hybrid electric vehicles (PHEVs). But the
PHEV exhibited several disadvantages such as such the need of
connecting cable and plug in charger, galvanic isolation of on-board
electronics, the size and weight of the charger, and more importantly
safety issues concerning their operation in the rain and snow [10]. In
order to incorporate the aforementioned disadvantages in PHEV, pure
EV has been developed [11,12]. Electric vehicles (EV) enable smoke free
transportation, and offer an effective solution to the adverse environmental impacts of the conventional transportation system [13], and are
powered over a large air gap through wireless charging even in bad
weather and harsh environmental conditions without utilizing plugs or
wires [14]. However the EVs are operated by means of electrical energy,
so these are polluting the environment indirectly depending on the
source of energy. They operate with low emissions of greenhouse gases
[15]. Furthermore, they can be used with smart house systems to
supplement the energy storage through bidirectional energy transfer
[16]. Although EV is a possible substitute for depleting energy reserves
and to overcome the environmental issues, the limited mileage and
time needed to recharge, less misalignment toleration and overall cost
involved are still limitations. These issues require special consideration
for the successful implementation of an electrically driven vehicle
system worldwide. The quest for a solution to the aforesaid issues has
led researchers to develop the most useful method of wireless charging
of EVs. Several methods have been pursued to charge both stationary
and moving electric vehicles [17,18]. Static charging of EVs is convenient for the users to utilize at home or ofce parking [19], while
dynamic charging allows powering the moving EVs. Though the static
charging of EVs has the advantage of low cost compared to dynamic
charging, but these require heavy size batteries so to store more charge
[10], while the dynamic charging makes use of several charging coils
paved in the roadbed at a spaced distance which allows more vehicles
to get charged simultaneously [20]. Thus the dynamic charging has the
main advantage of avoiding the need for a high capacity battery and
reduces the battery cost. Inductively coupled power transfer (ICPT) has
been most successful in consideration for the wireless charging of EV.
Due to reasonable electrical isolation between transmitting coil and
receiving coil, the ICPT system has ability to operate in grimy conditions. It is highly reliable and requires less maintenance. Extensive
research over the span of time, in different technical aspects, has
improved the performance of ICPT in terms of charging distance,
misalignment toleration, high power and high efciency [21,22].
This paper reviews the methods developed for the wireless
charging of electric vehicles and their deployment as well as the
evolution of ICPT performance. It begins with the impact of electric
vehicles on energy and the environment and a brief comparison of
the different EV charging methods in Sections 2 and 3 respectively.
The operational mechanism of the ICPT method is discussed in
Section 4. The equivalent circuit analysis and characteristics of the
ICPT system are provided in Sections 5 and 6. A discussion on the
research progress of ICPT is presented in Section 7. The discussion on
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K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
Fig. 1. (a) EV charging through inductive power transfer [30], (b) charging pad [30].
High Frequency
Inductive Link
From Utility
Source
Battery
Charging station
K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
and control over the loss due to low magnetic coupling. The ICPT
has been used for both stationary and moving electric vehicles
[21]. If the vehicle being charged is stationary, it is said to be
charging of the battery electric vehicle (BEV) or static charging,
while, if the vehicle is moving, some names given to it are dynamic
charging and online electric vehicle (OLEV). In the OLEV set-up,
the primary coil is placed in the pavement at spaced locations,
thereby establishing a charging roadbed that allows power transfer at several spaced locations throughout the roadbed. Although it
involves high capital cost for infrastructure installation, its feature
of frequent charging can elude the need for high capacity batteries.
The online electric vehicle (OLEV) uses relatively low resonant
frequency as the system is installed for the charging of moving
electric vehicles in an open public area. Therefore, it is necessary to
maintain safety regulations prescribed by safety regulation organizations, such as the International Committee on Electromagnetic
Safety (ICES), and the International Commission on Non-ionizing
C1
V1
C2
L1
L2
V2
Table 1
ICPT applied projects.
Manufacturer/institute
Power rating
Efciency (%)
2007 [32]
2011 [37]
2011 [38]
2011 [39]
2012 [40]
2012 [26]
2013 [41]
2014 [42]
60 W
1 kW
3.3 kW
60 kW
3.3 kW
30 kW
180 kW
300600 kW
40
88
8490
92
90
92
85
83
200
30
10
40
18
14
10
3
465
Table 2
Comparison of various EV battery charging methods.
Technology
Efciency
Frequency
Power level
Distance
Cost
Medium
High
Medium
130 GHz
15100 kHz
20200 kHz
Low/medium
High
High
Long
Very low
Medium
High
High
Medium
Rectifier
Inverter
Cs
Secondary Coil
Battery
Primary Coil
Cp
High Frequency
Inverter
Fig. 4. Components of wireless power transfer for EV charging.
466
K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
are not linked through a common magnetic core but separated over a
large air gap. The inductively coupled power transfer for the EV
charging system is depicted in Fig. 4, which consists of a utility supply,
high-frequency inverter, primary and secondary resonant circuits and
EV load [22]. The primary coil in Fig. 4 is a charging pad that is xed in
the ground. The EV is parked above the charging pad and a highfrequency AC voltage is applied to the charging pad. The rate of current
ow creates a time variant magnetic eld around the primary coil.
Subsequently, by Ampere's Law and Faraday's law, being in the vicinity
of a variant magnetic eld, a voltage is induced at the terminals of the
secondary coil, as shown in Fig. 5 [43]. The electrical load of EV is
connected to the secondary coil, which completes the circuit and
enables the power transfer.
As the primary and secondary coils are separated by a large air
gap that results in low mutual inductance and the voltage across
the mutual inductance becomes less [31], which creates a delay
between the current and voltage and thus the reactive power is
produced. To overcome the low power factor due to the reactive
power [44], capacitance is added to both the primary and
secondary coils to achieve the resonance phenomenon. This
strengthens the coupling between the loosely coupled coils. The
schematic diagram of the seriesseries compensated circuit topology is as shown in Fig. 6. This ensures the high power transfer
when both the primary and secondary circuits are operated at the
same resonant frequency [20,31].
The power output of an ICPT system P out can be analyzed by
using two observations in the ICPT system [46]:
Open-circuit test
V OC jMI 1
Short-circuit test
I SC
MI 1
L2
P Su Q
jM 2 I 1 2
Q2
L2
jM 2 I 1 2 L2
L2
RL
; Since Q 2
L2
RL
2 M 2 I 1 2
RL
MI 1 jM 2 I 1 2
L2
L2
Cp
I1
R1
I2
Vs
Amperes Law
Lp
I1
Cp
R1
Lp-M
High Frequency
Inverter
Ls
RL
VL
Ls - M
R2
Vs
Rectifier
Faradays
Law
Inductively Coupled
Power Transfer
Mutual
Induction
L 1 Lm
Cs2
L2
Rectifier
Cs
I2
RL
Cs1
AC
Cs
R2
Battery
K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
The total impedance of the equivalent circuit for given parameters may be calculated as:
0
1
2 2
1
M
@
A
8
Z SS R1 j Lp
Cp
R j Ls 1 R
Cs
467
2 p 2
R1 R2 2 f r M 2 R1 R2
18
I1
Vs
1
R1 j Lp C p
2
2 M
R2 j Ls C 1 RL
10
V
s 2 2
2 f r M
11
R2 RL
V 2
s 2 2
2 f r M
12
R2 RL
Or:
P IN
V s 2 R2 RL
2
R1 R2 R1 RL 2 f r M 2
13
P OUT
P IN
14
k=0.2
80
15
Or
k=0.4
70
Efficiency ()
I1
k=0.6
60
50
40
30
RL
2
RL R1 R2 RL = 2 f r M
R2
20
16
10
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
50000
Frequency (Hz)
4000
0.25
7.00E-05
Mutual Inductance
5.00E-05
0.15
4.00E-05
3.00E-05
0.1
2.00E-05
0.05
1.00E-05
0.2
6.00E-05
3500
Coupling Factor
RL=3
3000
RL=3.5
2500
RL=4
2000
RL=4.5
1500
RL=4.5
1000
500
0.2
0.4
0.6
0.8
0.00E+00
0
15000 16000 17000 18000 19000 20000 21000 22000 23000 24000 25000
Frequency (Hz)
Fig. 11. Maximum power transferred at resonant frequencies.
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K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
100
Table 3
Loaded quality factors of ICPT coils.
Secondary series
compensated
Secondary parallel
compensated
Q1
Q1
RL L1
M 2
Q1
Q2
Q1
L2
RL
Q1
95
Maximum Efficiency ()
Quality
factor
L1 L2 2
RL M 2
RL
L2
90
80
90
85
80
75
Efficiency ()
70
70
60
25
45
50
65
85
105
kQ
40
30
20
10
0
5000
Q1 4
Frequency (Hz)
2
2
RL R2 R1 RL R1 R2 k 2 f r L1 L2
19
L1
R1
Q2
L2
R2
20
4Q 2 3
21
4Q 2 2 1
M2
Q
L2 L1 2
P V 1 I1 k Q 2
22
23
max
1
2
1 p
k
24
Q 1Q 2
pFig.
k Q 1 Q 2 . It reveals that the higher the values of the coupling
coefcient and quality factors, the greater the efciency.
K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
Cp
Cs
Cp
I1
I2
V1
Lp
Ls
469
RL
I2
I1
V1
Lp
RL
Ls
Cs
Series-Series Compensated
ICPT
Series-Parallel Compensated
ICPT
Cs
I1
V1
I1
I2
Lp
RL
Ls
V1
I2
Cp
Lp
Ls
RL
Cs
Cp
M
Parallel-Series Compensated
ICPT
M
Parallel-Parallel Compensated
ICPT
Fig. 14. Compensation topologies (a) SS, (b) SP, (c) PS, (d) PP.
Table 4
Characteristics of compensation topologies.
Topology
Acts as
Efciency
Seriesseries (SS)
Voltage
source
Current
source
Voltage
source
Current
source
C2
Low
Very high
Low
Very high
C2
Low
High
Low
Medium
C1
High
Medium
High
Medium
C1
Very high
Medium
High
High
Seriesparallel
(SP)
Parallelseries
(PS)
Parallelparallel
(PP)
Series-Parallel
3
Parallel-Series
0.6
I2/I 2r
I2 /I 2r
Parallel-Parallel
0.8
Series-Series
0.4
0.2
0
-100
-90
-50
50
90
100
X% Misalignment
Fig. 15. The behavior of SS, SP topologies in absence of secondary [50].
the topologies depends upon their suitability for specic applications satisfying the respective requirements, as SS and SP topologies can transfer higher power than the rated, but these offer an
uncertain behavior to the supply [50], and the PS and the PP
compensated ICPT systems are safe for the supply in the absence of
secondary winding but these are unable to transfer the rated
power if the coils are somewhat misaligned. The behavior of
SS and SP topologies when the secondary is absent is shown
in Fig. 15; the current rises due decrease in impedance with
increase in misalignment. The I 2 is load current and I 2r is rated
load current. However in PS, PP the current decreases as the total
impedance increases due to misalignment as shown in Fig. 16.
-100
-75
-50
50
75
100
X% Misalignment
Fig. 16. The behavior of PS, PP topologies in absence of secondary [50].
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K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
Ref
no.
Coupling
coefcient
Ref
no.
Charging
distance (mm)
Coupling
coefcient
0.35
0.25
0.72
[25]
[32]
[60]
200
2000
300
0.16
0.01
0.05
Charging
distance (mm)
[11] 70
[58] 80
[59] 6
K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
471
task force for the wireless power transfer (WPT) of light duty
electric and plug-in electric vehicles [68] has proposed a specic
frequency and power level for the interoperability of EV charging
before commercialization. The proposed frequency that may be
used for charging light electric vehicles is 85 kHz, which lies
within an internationally available 81.3890 kHz frequency band.
The power levels prescribed by this code are presented in Table 7.
Table 6
Power levels dened by code J1772 [69].
Power level type
Charger location
Typical use
Energy supply interface Expected power level Charging time Vehicle technology
1.4 kW (12 A)
1.9 kW(20 A)
411 h
1136 h
4 kW (17 A)
8 kW (32 A)
19.2 kW(80 A)
14 h
26 h
23 h
PHEVs(515 kWh)
EVs(1630 kWh)
EVs(350 kWh)
50 kW
100 kW
0.41 h
EVs(2050 kWh)
472
K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
Table 7
The Power levels dened by code J2954 [68].
SAE TIR J2954 WPT Power class
Classication
Maximum input WPT power rating
Primary Coil
(Ground)
Fig. 20. Single-sided winding transformer misalignment [64].
1
Lp C P
fo
Ferrite Cores
Magnetic
Flux
I1
Cp1
R1
R2
Cs
I2
Cp2
Vs
Lp
Ls
VL
RL
I1
Cp
R1
R2
Cs2
I2
Vs
Lp
1
Ls C s
25
Or
Position
(A)
Primary Transformer
(Ground)
o p p
Secondary Transformer
(Car)
Forward Direction
Position
x
(B)
Magnetic
Flux
Lateral
Direction
Ls Cs1
VL
RL
The ICPT compensation circuits play a signicant role in misalignment toleration. Throngnumchai et al. [54] pointed out that basic
compensation circuit topologies SS, SP, PS and PP are not suitable for
ICPT systems considering the need for low sensitivity to the misalignment requirements of EVs, high power level and larger air gap. A
meritorious study was conducted on the misalignment performance
enhancement of ICPT by selecting a suitable SPS compensation
topology, shown in Fig. 22, that realized the rated power transfer
with the high misalignment of the pick-up coil without any complex
control [62]. In [31], another circuit topology PPS, shown in Fig. 23,
was proposed and validated experimentally, which resulted in
recoverable potency of the circuit to counter the variation in coupling
and thereby permitted power transfer at a reasonably larger air gap.
The circuit topology presented was able to enhance the power factor
of the output of the inverter and that of the transmitter coil to
overcome the low coupling coefcient.
1
1
p p;
Lp C P 2 Ls C s
Since
o 2 f o
26
9. Control algorithms
The variation in air gap and alignment causes the change in
load resistance and magnetic coupling between primary and
secondary coil. There can be a deviation in frequency of inverter
and load can vary over a considerable range. Uncertain characteristics can be expected due to all these issues. The output
voltage of secondary coil may vary excessively from designed
value. To avoid undesirable characteristics under various
K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
473
Reference
Current
Controller
(DSP/FPGA)
Gate
Drive
High Frequency
Converter
Zero Current
Crossing detection
Filter
ICPT
Coil
Current
Detection
Magnitude
Detection
Fig. 25. Control block diagram of ICPT Coil Supply.
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K.A. Kalwar et al. / Renewable and Sustainable Energy Reviews 47 (2015) 462475
11. Conclusion
This paper has provided a brief review and comparison of the
different EV charging methods and their deployment. The equivalent circuit analysis and characteristics of the ICPT system were
presented. The progress of the ICPT method for various factors and
benets from them were reviewed. The implementation of ICPT
was found to be contingent upon the leakage ux compensation
topology, charging distance and proper alignment. A trade-off
between distance, charging pad size and efciency is necessary for
EV charging application. Advanced ux leakage compensating
topologies SPS and PPS topologies offer efcient power transfer
over large air gaps and better misalignment toleration as compared to basic conventional topologies. Power levels 1 and 2 are
designed for slow and moderate charging at home and public
parking, respectively, however, power level 3 provides off board
quick charging. Rectangular and DDQ coils offer good coupling and
high misalignment consideration. Design criteria is utmost to
develop the overall ICPT system for low to high power level. To
cope with the dynamic behavior of ICPT system many controllers
have been developed to maintain input and output parameters.
Future recommendations supporting the implementation of this
technology are included.
Acknowledgment
The authors would like to acknowledge the nancial support
from University of Malaya. This research was carried under the
High Impact Research Grant (UM.C/HIR/MOHE/ENG/24) scheme.
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