This paper reviews the current status and implementation of battery chargers, charging power levels, and infrastructure for plug-in electric vehicles and hybrids. Charger systems are categorized into off-board and on-board types with unidirectional or bidirectional power flow. Unidirectional charging limits hardware requirements and simplifies interconnection issues. Bidirectional charging supports battery energy injection back to the grid. Typical on-board chargers restrict power because of weight, space, and cost constraints. They can be integrated with the electric drive to avoid these problems. The availability of charging infrastructure reduces on-board energy storage requirements and costs. On-board charger systems can be conductive or inductive. An off-board charger can be designed for high charging rates and is less constrained by size and weight. Level 1 (convenience), Level 2 (primary), and Level 3 (fast) power levels are discussed. Future aspects such as roadbed charging are presented. Various power level chargers and infrastructure configurations are presented, compared, and evaluated based on amount of power, charging time and location, cost, equipment, and other factors.

/pdf/review-of-battery-charger-topologies-charging-power-levels-85yy2igx2w.pdf

Review of Battery Charger Topologies, Charging Power Levels, and Infrastructure for Plug-In Electric and Hybrid Vehicles

Wireless power transfer (WPT) using magnetic resonance is the technology which could set human free from the annoying wires. In fact, the WPT adopts the same basic theory which has already been developed for at least 30 years with the term inductive power transfer. WPT technology is developing rapidly in recent years. At kilowatts power level, the transfer distance increases from several millimeters to several hundred millimeters with a grid to load efficiency above 90%. The advances make the WPT very attractive to the electric vehicle (EV) charging applications in both stationary and dynamic charging scenarios. This paper reviewed the technologies in the WPT area applicable to EV wireless charging. By introducing WPT in EVs, the obstacles of charging time, range, and cost can be easily mitigated. Battery technology is no longer relevant in the mass market penetration of EVs. It is hoped that researchers could be encouraged by the state-of-the-art achievements, and push forward the further development of WPT as well as the expansion of EV.

Wireless Power Transfer for Electric Vehicle Applications

Inductive power transfer is a practical method for recharging electric vehicles because it is safe, convenient, and reliable. The performance of the magnetic couplers that transfer power determines the overall feasibility of a complete system. Circular couplers are the most common topology in the literature; however, they have fundamentally limited coupling. Their flux patterns necessarily limit the operational air gap as well as tolerance to horizontal misalignment. A new polarized coupler topology [referred to as a double D (DD)] is presented, which overcomes these difficulties. DDs provide a charge zone five times larger than that possible with circular pads for a similar material cost and are smaller. A 0.31-m2 DD enables 2 kW of power transfer over an oval area measuring 540 mm × 800 mm with a 200-mm air gap. Leakage magnetic fields have been investigated and show that circular and DD couplers operating under similar power transfer conditions produce similar levels. Both topologies can be designed and operated to ensure compliance with international guidelines.

Development of a Single-Sided Flux Magnetic Coupler for Electric Vehicle IPT Charging Systems

Inductive power transfer (IPT) has progressed to be a power distribution system offering significant benefits in modern automation systems and particularly so in stringent environments. Here, the same technology may be used in very dirty environments and in a clean room manufacture. This paper reviews the development of simple factory automation (FA) IPT systems for both today's complex applications and onward to a much more challenging application-IPT roadway. The underpinning of all IPT technology is two strongly coupled coils operating at resonance to transfer power efficiently. Over time the air-gap, efficiency, coupling factor, and power transfer capability have significantly improved. New magnetic concepts are introduced to allow misalignment, enabling IPT systems to migrate from overhead monorails to the floor. However, the demands of IPT roadway bring about significant challenges. Here, compared with the best FA practice, air-gaps need to be 100 times larger, power levels greater than ten times, system losses ten times lower to meet efficiency requirements, and systems from different manufacturers must be interoperable over the full range of operation. This paper describes how roadway challenges are being met and outlines the problems that still exist and the solutions designers are finding to them.

Modern Trends in Inductive Power Transfer for Transportation Applications

Inductive power transfer (IPT) was an engineering curiosity less than 30 years ago, but, at that time, it has grown to be an important technology in a variety of applications. The paper looks at the background to IPT and how its development was based on sound engineering principles leading on to factory automation and growing to a $1 billion industry in the process. Since then applications for the technology have diversified and at the same time become more technically challenging, especially for the static and dynamic charging of electric vehicles (EVs), where IPT offers possibilities that no other technology can match. Here, systems that are ten times more powerful, more tolerant of misalignment, safer, and more efficient may be achievable, and if they are, IPT can transform our society. The challenges are significant but the technology is promising.

Inductive Power Transfer

Electric vehicles (EVs) have been attracting considerable interest recently A contactless power transfer system is required for EVs Transformers can have single-sided or double-sided windings Transformers with double-sided windings are expected to be more compact and lightweight than transformers with single-sided windings A contactless power transfer system for EVs needs to have a high efficiency, a large air gap, good tolerance to misalignment and be compact and lightweight In this paper, a novel transformer using series and parallel capacitors with rectangular cores and double-sided windings that satisfies these criteria has been developed, and its characteristics are described It has an output power of 15 kW and an efficiency of 95% in the normal position To reduce the cost of expensive ferrite cores, a transformer with split cores is also proposed

/pdf/compact-contactless-power-transfer-system-for-electric-33hkngjh3i.pdf

Compact contactless power transfer system for electric vehicles

A wireless power transfer system for electric vehicles is required to have high efficiency, a large air gap, and good tolerance for misalignment in the lateral direction and to be compact and lightweight. A new 3 kW transformer has been developed to satisfy these criteria using a novel H-shaped core and split primary capacitors. The design procedure based on the coupling factor k, the winding's Q, and the core loss is described. An efficiency of 90% was achieved across a 200 mm air gap.

/pdf/a-large-air-gap-3-kw-wireless-power-transfer-system-for-5214yoqfgp.pdf

A large air gap 3 kW wireless power transfer system for electric vehicles

A contactless power transfer system for electric vehicles is required to have high efficiency, a large air gap, good tolerance to misalignment in the lateral direction, and be compact and lightweight. A new 1.5 kW transformer has been developed to satisfy these criteria using novel H-shaped cores, which is more efficient, more robust to misalignment, and lighter than previously employed rectangular cores, and its characteristics are described. An efficiency of 95% was achieved across a 70 mm air gap. The results of test at wide air gap of 100mm, temperature rise test and 3kW operation test are also presented.

/pdf/small-size-light-weight-transformer-with-new-core-structure-2fw3dqjkry.pdf

Small-size light-weight transformer with new core structure for contactless electric vehicle power transfer system

A half-bridge inverter is used for a high frequency alternating current power supply to be connected to a primary side of a contactless power transformer, and a voltage-doubler rectifier is used to convert a secondary-side alternating current output of the contactless power transformer into a direct current

Contactless power transfer system

A new contactless power transfer system using series and parallel resonant capacitors is described. If the primary series resonant capacitor and the secondary parallel resonant capacitor are chosen appropriately, the equivalent circuit of the transformer with these capacitors becomes very simple at the resonant frequency. Ignoring the winding resistance and the core loss, the equivalent circuit is the same as an ideal transformer. Therefore, the circuit analysis is easy, and if the input voltage is constant, the output voltage is also constant regardless the output current. Fig. 1 shows the configuration of our contactless power transfer system. The ferrite-core transformer with 10~20 mm gap is drived by 10 kHz rectangular waveform inverter. As the winding resistance and the ferrite-core loss are very small, the simplified equivalent circuit of Fig. 2 can be used. The parallel capacitor Cp at the secondary winding and the series capacitor Cs at the primary winding are determined as following values. 1 ω0CP = xP = x0 + x2 · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · (1)

/pdf/contactless-power-transfer-systems-using-series-and-parallel-cpw940rf4n.pdf

Contactless Power Transfer Systems using Series and Parallel Resonant Capacitors

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