IRJET- On -the Go Wireless Charging for Electric Vehicle

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ON -THE GO WIRELESS CHARGING FOR ELECTRIC VEHICLE S. Vamsi Krishna1, S. Umar Farooq2, C. Venkatesh3, N. Venkata Sai4, P. K. Dhal5 1Undergraduate

Student, Department of ECE, Vel Tech Rangarajan Dr. Sagunthala R&D Institute of Science and Technology, Chennai, India.

2, 3, 4Undergraduate Student, Department of EEE, Vel Tech Rangarajan Dr. Sagunthala R&D Institute of Science and Technology, Chennai, India.

5Professor, Department of EEE, Vel Tech Rangarajan Dr. Sagunthala R&D Institute of Science and Technology, Chennai, India.

---------------------------------------------------------------------***---------------------------------------------------------------------Abstract - With the gradual improvement of the autonomous motor (E.V.) of a modern technology sector, higher standards for the comfort, safety, and efficiency of electric cars' charging are required. Contactless Power Transfer (CPT) technologies are suitable for charging electric vehicles (E.V.s) with no physical link. These technologies are mostly installed on roads to charge vehicles when traveling. During this journal, Induction Coil on-road for charging systems were analyzed to extend the golf range and reduce the size of the E.V. battery.

The share of roads that Induction coil should shield the power transmission directly connected to the grid. Regarding delivery, specific design considerations are clarified by the Contactless power transfer (CPT) segments' length over the lane. The gross power demand for all vehicles going through the grid is determined. The prospect of using E.V.s directly from renewable energy sources will reduce the thermal powerplant energy production. From an energy point of view, the investigation shows that traffic can have a practical impact on the framework's energy. During a low-traffic scenario, Analyze the power simulated the maximum capacity to supply for the entire road, and during a high-level road scenario with lower average speeds, the total power available for the vehicles on the charging lane increases by quite 50 M.W. By integrating up-to-date connectivity between cars and energy conversion systems. Vehicles may prolong their time without the need for giant batteries or expensive networks.

Also, by incorporating intelligent decision-making processes, we can further enhance the efficiency of the strategies.

and features of the ICPT (Inductively coupled Power Transfer method explored with charging, the topology for leakage compensation, power level improvement, and unbalance tolerance. Electric cars with no local pollution and high energy efficiency evolve into a proper solution for future automotive transportation. Compared to conventionally distributed combustion engine vehicles, the following drawbacks limit their acceptance on the supply chain: Independence, lack of public access infrastructure, fast charging, reduced battery life, battery prices, and compatible weight. Charge while driving (CWD) technology could be an exciting opportunity to promote electric vehicles as a potential solution. By reducing the battery capacity, dynamic charging will help to reduce the E.V.'s cost. In reality, assume that the energy is ready to recharge. In this case, the batteries must not support the entire driving range but supply power only if the Inductive (IPT) system wasn't available. Dynamic charging can expand the range and shrink the battery pack's size, depending on the energy capacity.

(IPT) the system is not available. Depending on the power capability, dynamic charging may increase the driving range and reduce the battery pack's size.

2.0 PRINCIPLE OF OPERATION The primary and secondary coil used to send the power from one coil to another receiver coil is called inductive coupling.

The receiver coils are fixed under the vehicle to convert the oscillating magnetic field to the high-frequency Alternative Current (A.C). The A.C. transformed into a steady Direct Current (D.C). The supply to which has onboard batteries.

Power control, communication, and Battery Management systems (BMS) prevent health and safety issues and stable operation. Magnetic planar ferrite plates are used on both transmitter and receptor sides to reduce harmful leakage streams and improve the magnetic flux distribution. The critical component of this system is the specific ways to minimize the voltage level. D.C. supply converted to A.C. of our desired high frequency through an inverter. The power is then transmitted by inductive coupling through the transmitter coil to the recipient coil. A.C. delivered at the end. The receiver coil was placed at a certain distance. The bridge corroded, and Zener diode circuits then rectify and adjust this power. The energy is utilized for charging the battery. The transmitter and receptor coils are designed to

Key Words: Dynamic Wireless Charging, Traffic simulation, Energy estimation, Inductive coupling, Electric vehicle, Wireless Power Transfer System (WPTS).

1.0 INTRODUCTION Electric vehicles (E.V.s) are most generally regarded as the most partial replacement for electrically powered enginedriven vehicle technology, mainly in CO2 reduction and energy efficiency. Electric vehicles can lower environmental noise and greenhouse emissions—the electric vehicle (E.V.) powered by one or even more electric motors and traction motors. An electric car is fueled by a battery, solar panels, or even an electric generator to transmit fuel into electric power. Research and study progress upon equivalent circuits © 2021, IRJET

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maximize power transfer at operating frequency by achieving maximum quality factor.

therefore the car) combined with magnetism shown in fig-2.

Fields.

Fig 1: The wireless power transfer system

Fig -3. Capacitive WPT through plates attached through electrical fields.

The capacitive Wireless Power Transmission (WPT) is shown in Fig-3 through electricity plate attachments. The high-frequency electronics (including a high-frequency inverter and a semiconductor rectifier and a compensation network for the inductor, condenser, or transformer) allow technology in both cases.

2.1 Near-Field wireless power Transfer Wireless Power Transfer (WPT) systems are near field two inducing types that use a magnetic field couple, which uses an electric field coupling between running plates to transmit electricity, between conductive spindles and capacitive. For medium-range applications (with a distance between the transmitter and the receiving couplers equal to the couplers' size, as for loading E.V.), inductive WPT units are available and traditionally preferred.

2.2 Inductive WPT Systems However, ferrite cores for magnetic flux management and shielding require inductive Wireless Power Transmission systems to make them expensive and bulky. Also, these systems' operating frequencies are stored below 100 kHz to limit losses within the ferrites. It's leading to massive low densities of transmission. Particularly difficult to WPT dynamics are high cost and low power transmission density.

These systems have a very high capacity to supply the vehicle with sufficient energy over a charging spiral.

2.3 Capacitive WPT Systems Wireless Power Transmission capacitive devices have potential benefits over inductive solutions due to specific electrical fields, eliminating the need for electromagnetic field shielding. Wireless Power Transmission ferrite-free capacitive systems can be driven at higher speeds, and they make them smaller and cheaper. Capacitive WPT may make it possible for E.V. to charge. Due to the low capacity between roads and plates, however, successful power transmission can occur at extremely high frequencies, which will make it extremely difficult to build such devices.

Fig -2: Inductive wireless power transmission (WPT) through coils In this method, the wireless power transmits electric power to electric vehicles from a Wireless electric road and diagram representation. The wireless power transmission (WPT) induced through the coil (embedded in the road and © 2021, IRJET

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direct current (DC). A diode rectifier generates an alternating voltage that pulses in time.

3.0 WIRELESS POWER TRANSFER SYSTEM (WPTS)

Chopper High-frequency switching technology in a modular design package converts the secondary AC voltage to a regulated output DC voltage in chopper rectifier designs.

4.0 Dynamic wireless electric vehicle charging system (D-WEVCS)

Fig-3: Resonant Circuit of Wireless Power Transfer System (WPTS)

The plug-in hybrid electric vehicles are cost and scope two significant obstacles. E.V. must be changed quite frequently, or a larger battery pack has to be installed, which leads to other problems such as cost and weight. The recurring charge of an electric vehicle is also not cost-effective. DWEVCS can reduce issues associated with electric vehicles' range and cost by implementing a dynamic wireless electric charging system (D-WEVCS). This makes D-WEVCS the only way to address future automation in electric vehicles. It is also called WEVCS 'roadway powered,' 'online' or 'inmotion.' A.C. high frequency with high voltage. The primary spools insert into the road surface at a predetermined distance, source and compensation circuits to the microgrid.

Same as the static WEVCS is the secondary spindle underneath the vehicle. Whenever the electric cars go through the transmitter coil, the receiving coil receives a magnetic field. Electric power can charge the battery bank with a converter and BMS to D.C. It converts it to D.C. The use of electric vehicles' frequent charging systems reduces the total battery requirement to about 20% compared to current electric vehicles. The car is charged here in motion, as the name suggests. The check from a fixed transmitter to a receiver coil in a driving vehicle is transmitted through the air. By constantly changing its battery on the roads and roads, the traffic range of DWCS could be extended. It eliminates the need for ample energy storage, which reduces the vehicle's weight further. Installed at specific locations and predefined routes, needed coil pads and power supply components are required. The centralized system has lower efficiency, significant losses, higher installation and maintenance costs than its segmented system.

There are three Sections 1.

2.

3.

Supply Coupling System Load

3.1 Supply Section Power Factor Correction (PFC) Rectifier A PFC correction circuit decreases the harmonic distortion of the input current supply. It produces a current waveform near to primary sine wave that raises the power factor to a unit.

Inverter An inverter transforms DC to AC power by changing DC voltage (or current) to the AC voltage (or current) in a predefined line.

3.2 Coupling System Compensating Capacitor It is connected in parallel to the network and must be disconnectable together with the entire installation. If several single capacitors are used to achieve the total capacity, these must be connected in parallel.

Transmitter &Receiving Coil: An electromagnetic spindle is an electrical conductor such as a coil, a spiral, or a helix-shaped wire. The magnetic fields produced by various turns of the coil pass through the coil center point and grow significantly. The stronger the magnetic field strength created and the power, the more turns of wire will increase the magnetic field.

3.3 Load Section Diode The p-n junction diode's primary application is in rectification circuits. In power supplies, these circuits describe the conversion of alternating current (AC) signals to © 2021, IRJET

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detection starts by making a resonant circuit that uses the inductance of coils and a capacitor. When a metallic event is found, the resonance frequencies increase. The technology's priority will be on applications that include the detection of moving parts, such as those used in manufacturing. These systems typically employ Hall effect sensors that necessarily require the use of pricey magnets.

Fig -2: Resonant Magnetic Induction 5.0 MAGNETIC INDUCTION The electromagnetic induction theory is based on the wireless charging system. The transmission of electrical current by a winding (wound-up cable) produces a magnetic field driven by a second winding distance away from another electrical current. This allows coil energy to pass from one system to another without physical touch. Regular induction charging applications remain. The loader and receiver also need to have everyday devices for induction loading next to each other. This is why these charging equipment are often known as "closed zones."

Fig -4: LDC1000 Sensor

5.1 What is the future for induction charging?

Fig -4 shows the LDC1000. Combines all of the external circuitry on-chip that usually is designed to measure an LC resonator's impedance and the resonant frequency at the same time. It regulates the frequency of fluctuations in a closed system to a constant level. At the same time, it scans the resonator's dissipated energy. This allows direct prediction of linear/angular compression, situation, motion, displacement, vibration, metal composition, and new applications created by the design team. Unlike many other alternatives, all of this can be confirmed by the presence of fuel, dust, dirt, but primarily humidity. Inductive sensors can detect metal objects without them being hit. Throughout industrial automation and other applications, they are often used as proximity sensors or position sensors. This same operating principle involves using a coil but an oscillator to generate a magnetic field around the sensor surface. The metallic object, "actuator, dampens the amplitude of an oscillation, that can then be used and identified in a variety of ways to manage, position, as well as control a process.

Inductive sensing technology allows for precise linear/angular position displacement, motion, compression, vibration, metal composition, and a variety of other future applications.

Thanks to dynamic inductive charge, the current future of wireless charging is not at home, but rather it's not for offroad use. The rule the charging coils are placed right on the lane instead of being relegated to car parks. The driving electric car occupies its magnetic field. It turns it into electricity, providing the vehicle with energy during driving and delaying the need to rest at a charging station.

5.2 Introduction to inductive sensing An inductive sensor is a type of electronic motion sensor used to detect metal objects without contacting themselves.

This sensor is with the contact of the induction loop.

Whenever the input electric power is turned off of the induction coil, the electric current generates a magnetic field, resulting in the current that falls asymptotically toward zero from its initial level. The inductance of a loop varies widely depending on the material contained in it. Metals result in an increase flowing through the coil because they're more accurate inductors than most other components. This transition can be detected by the sensor's sensing circuitry, which can send signals to another device anytime motion is detected. Inductive sensors are used in metal detectors, traffic signals, petrol stations, and several automated manufacturing processes. Since the sensor does not require any physical contact, it is useful for applications when exposure is difficult when the dirt is present. Inductive © 2021, IRJET

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4.0 Eco-routing of Electric Vehicles New technologies are being developed and utilized, like electric cars' eco-routing, to limit electric cars' energy utilization. We opted for an eco-route navigation scheme to |

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BIOGRAPHIES

create an environmentally safe route between the trip and its destination. The combination of historical and real-time data minimizes CO2 pollution by a dynamic road network database. They now seek to develop an eco-routing algorithm integrated into the E.V.s based on their previous work. Eco-routing prototype navigation, progressing and building a routing system to expand the range of E.V.s.

Mr. S. Vamsi Krishna is currently pursuing 4th year B. Tech (Electronics and Communication Engineering) at Vel Tech Rangarajan Dr. Sagunthala R&D Institute of science and technology.

Areas of interest are PCB Designing, Wireless Signal communications, Electric vehicles, and solar systems.

CONCLUSIONS We found a revolutionary technology in this respect to wirelessly charge electric vehicles through inductive interconnection. Dynamic charging of electric cars can revolutionize road transport through high performance, reliability, and cost-efficiency. Due to the correct coil configuration, we increase the number of turns of the spindles. There are fascinating technical challenges and endless opportunities. We can improve performance. With a handling mechanism, we can change the receiving spiral sending distance to maximize coils' power transfer.

Mr. C. Venkatesh is currently pursuing 4th year B. Tech (Electrical and Electronics Engineering) at Vel Tech Rangarajan Dr. Sagunthala R&D Institute of science and technology.

Areas of interest are power electronics, power systems, electric vehicles, and renewable energy resources.

REFERENCES [1]

Onar OC, Miller JM, Campbell SL, Coomer C, White CP, Seiber LE. 2013. A novel wireless power transfer system for in-motion EV/PHEV charging. Proceedings of the IEEE Applied Power Electronics Conference and Exposition (APEC), March 17–21, Long Beach, CA.

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G. Jung, B. Song, S. Shin, S. Lee, J. Shin, Y. Kim, C. Lee, and S. Jung, "Wireless charging system for the on-line electric bus(oleb) with the series-connected roadembedded segment," in Environment and Electrical Engineering (EEEIC), 2013 12th International Conference on, 2013.

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Deflorio F, Guglielmi P, Pinna I et al. (2013) Modelling and analysis of wireless "charge while driving" operations for fully electric vehicles. In: Proceedings of the convegno annuale e seminario scientifico della Societ Italiana dei Docenti di Trasporti (SIDT’13), Trieste, Italy, 17–18 Oct 2013.

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M. Fuller, Wireless charging in California range, recharge, and vehicle electrification, Trans. Res. Part C: Emerg. Technol. 67 (2016).

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Wireless charging of electric vehicles, Electr. Magazine, IEEE 1 (2013) 57–64.

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M. Young, The Technical Writer’s Handbook. Mill Valley, CA: University Science, 1989.

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R. Nicole, “Title of paper with only first word capitalized,” J. Name Stand. Abbrev., in press.

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Mr. S. Umar Farooq is currently pursuing 4th year B. Tech (Electrical and Electronics Engineering) at Vel Tech Rangarajan Dr. Sagunthala R&D Institute of science and technology.

Areas of interest are power electronics, power systems, and electrical machines.

Mr. N. Venkata Sai is currently pursuing 4th year B. Tech (Electrical and Electronics Engineering) at Vel Tech Rangarajan Dr. Sagunthala R&D Institute of science and technology.

Areas of interest are power electronics, power systems.

Dr. P. K. Dhal was born in 1969 and received his M.E. degree (Power System) from Madurai Kamaraj University (2002), Madurai, India. He received his Ph.D. in Power System from Satyabhama University. Chennai, India (2014). He published technical papers in International & National Journals and Conferences.

He is currently working as a Professor of Electrical and Electronics Engineering Department at Vel Tech Rangarajan Dr. Sagunthala R&D |

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Institute of Science and Technology, Chennai, India. His interest areas are power system optimization, power quality, and power system application to power electronics. He acquired membership in ISTE and IEEE in India.

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