ISSN 2394-3777 (Print)
ISSN 2394-3785 (Online)
Available online at www.ijartet.com
International Journal of Advanced Research Trends in Engineering and Technology (IJARTET)
Vol. II, Special Issue XXIII, March 2015 in association with
FRANCIS XAVIER ENGINEERING COLLEGE, TIRUNELVELI
DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING
INTERNATIONAL CONFERENCE ON RECENT ADVANCES IN COMMUNICATION SYSTEMS AND
TECHNOLOGIES
(ICRACST’15)
25TH MARCH 2015
The Design Of Wireless Power Transmission For Battery Operated
Electric Vehicle
Dr.M.Rajkumar ME,Phd
N.Tharani
Department of Electrical and Electronics Engineering
National College Of Engineering
Maruthakulam
Department of Electrical and Electronics Engineering
National College Of Engineering
Maruthakulam
Abstract— In this modern world, more numbers of
vehicles are in usage. So rate of fuel is also increased.
Thus we need to think for alternative energy. Electric
vehicle is very economic. But it should be charged for
every particular period. But in long journey, it is
impossible. In this project, we propose a new technology
for charging vehicles in wireless manner. This project
deals with an Online Electric Vehicle (OLEV) system
which utilizes the dc power system for reducing losses such
as peak power, switching losses as well as reducing the size
of the required battery capacity. To reduce the stress in
batteries, Battery switching technique is used. The energy
transmitters are connected at the Regular Intervals.
Whenever the vehicle reaches near the transmitters, it gets
the charge from the transmitter through electromagnetic
waves and thus the battery will be charged. To improve
the power efficiency, solar panel output is also added. By
the MPPT algorithm, both solar power as well as grid
power are combined together to charge the batteries.
Electric vehicle was that, the size of the battery is much larger
for long duration travel. It results high cost and requires more
space for battery occupation [2]
Keywords—
Wireless
power
transfer;
Electriv
Vehicle(EV); Online Electriv Vehicle System(OLEV) ; DC
Distribution system; AC Distribution system;State of
Charge(SOC);Maximum power point Tracking (MPPT);
II. EXISTING SYSTEM
Existing system consist of power supply to the battery of
vehicles using OLEV system. In that technique low speed
operation for charging of Electric trains are employed. But
that system was not applicable for the ordinary electric
vehicles which were used in roads. And also AC distribution
system produces losses. AC power is transmitted from the grid
to the energy transmitters present in regular intervals. Due to
the transmission of AC power more losses occur. Secondly
only one battery is present in the vehicle. Due to this
continuous charging and discharging, stress in battery will be
increased. And also in the existing system SCR is used as a
high frequency inverter. Due to this more switching loss
I. INTRODUCTION
The increase in the interest of energy conservation recently
across industries implies to find reliable technical solution in
order to reduce the energy consumption. In the field of power
systems, the concept of energy efficiency has gained a lot of
attention in the past few years.
Electric Vehicles which are used for road transportation
are responsible for reducing air pollution when compared to
the vehicles run by fuel. [1].The main draw back in the
Due to the high capacity batteries, the charging time need
to be much higher. So batteries were charged, while they were
in bus stop, parking, and petrol bulk etc, to provide required
energy. [3].Study of wireless power transmission through low
speed operation. Wireless power is transmission is possible in
ultra high frequency and voltage. [4] - [5].
If the batteries are charged during the travel the rate of
discharge of a battery is greatly reduced. And also due to
online charging technique, battery size of Electric Vehicle is
also become compact. [6] – [7]. Considering an example, for
the wireless power transmission 3ф, 60HZ, 440V AC is
converted into DC power with 20KHZ ultra high frequency by
using Insulated Gate Bi-polar Transistor (IGBT). [8] – [9].
Large amount of switching losses occurs due to AC
transmission from grid to the energy transmitters. And peak
power loss also occurs due to AC distribution system. [10]
163
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ISSN 2394-3777 (Print)
ISSN 2394-3785 (Online)
Available online at www.ijartet.com
International Journal of Advanced Research Trends in Engineering and Technology (IJARTET)
Vol. II, Special Issue XXIII, March 2015 in association with
FRANCIS XAVIER ENGINEERING COLLEGE, TIRUNELVELI
DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING
INTERNATIONAL CONFERENCE ON RECENT ADVANCES IN COMMUNICATION SYSTEMS AND
TECHNOLOGIES
(ICRACST’15)
25TH MARCH 2015
occur. Hence, instead of SCR, some other switching devices
should be replaced in proposed system.
III. PROPOSED SYSTEM
Proposed system consists of DC distribution system. DC
distribution system is nothing but the transmission of DC
power through the lines towards the energy transmitters from
the Grid. In the Grid side itself rectifiers are placed to convert
AC power into DC power. By the WPT method AC power is
transmitted from the primary side coils placed in the road side
to the secondary side coils placed in the EV. And also instead
of SCR, IGBT is used as a high frequency inverter to reduce
the switching losses. To reduce the stress in batteries, Battery
switching technique is employed. Simulation results are
obtained for reduction in peak power reduction, switching loss
and SOC.
IV. BLOCK DIAGRAM
section. In some cases SCR will also be involved with the
universal bridge, for the AC to DC conversion purpose.
In wireless power transmission, the primary side and the
secondary coils will work only under AC power. The
transmitted power is DC and it is converted into AC power, an
Inverter is required. Especially for the case of wireless power
transmission it is possible only with ultra high frequency and
voltage. To achieve this ultra high frequency and voltage High
frequency inverter block is used. In this High frequency
inverter block an IGBT is present. This IGBT is capable of
transforming the ordinary DC power into high frequency and
high power up to 20KHZ range. Input pulses for the IGBT are
generated from the PWM pulse generator.
There are totally two Mutual Inductor Blocks available.
First block act like a primary coil. It is placed under the
transportation road with the specific design. Second block act
like a secondary coil. It is placed in the transportation vehicle
that is in the Electric Vehicle which needs to be charged. By
the Mutual induction principle, High frequency power from
the primary coil is transmitted to the coil placed in the Electric
Vehicle without any wire connection. Due to rate of change of
flux linkage, there will be induced Electro Motive Force
(EMF) in the coil.
Regulator blocks are placed next to the second mutual
inductor block and rectifier block. This block is responsible to
supply input power to the battery present in the Electric
Vehicle. The regulator block consists of a Buck converter.
Buck converter is a device which is used to regulate the
voltage. In this case, the output from the second mutual block
is the ultra high frequency voltage. This kind of voltage is not
suitable for the battery input. Kilovolt range should be
converted into voltage range to be suitable for charging a
battery. Hence this regulator reduces the range of voltage from
the mutual inductor block which is suitable for charging a
battery.
Fig 4.1 Block Diagram
Grid is a three phase power supply. It is the common three
phase line available in most of the vehicle transportation path.
From this grid AC power is transmitted towards the rectifier
section. In AC distribution system rectifier is placed near the
primary coils. And for the DC distribution system the rectifier
is placed near the three phase grid supply itself.
From the rectifier section, AC power is converted into DC
power. This rectifier consists of diodes which are useful in the
case of rectifying alternating current into direct current. The
rectified DC power is further transmitted towards the Primary
Lithium batteries are used as common. Here the input to
the battery should be a DC supply as well as it must be
suitable for the battery capacity. If the input to the battery
exceeds the battery capacity, then the battery will be damaged.
To reduce stress in batteries battery switching technique is
used. This battery switching technique is done with two
batteries. If battery1 is in the charging condition, the battery2
will be in discharging condition vice versa.
Solar panel is placed over the Electric Vehicle. Solar panel
outputs as well as grid power output from the converter are
combined together by the MPPT algorithm block. From this
MPPT block required output for charging a battery is given to
the battery connected.
164
All Rights Reserved © 2015 IJARTET
ISSN 2394-3777 (Print)
ISSN 2394-3785 (Online)
Available online at www.ijartet.com
International Journal of Advanced Research Trends in Engineering and Technology (IJARTET)
Vol. II, Special Issue XXIII, March 2015 in association with
FRANCIS XAVIER ENGINEERING COLLEGE, TIRUNELVELI
DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING
INTERNATIONAL CONFERENCE ON RECENT ADVANCES IN COMMUNICATION SYSTEMS AND
TECHNOLOGIES
(ICRACST’15)
25TH MARCH 2015
V. METHODOLOGY
5.1 Wireless Power Transmission
Wireless energy transfer or wireless power transfer is the
transmission of electrical energy from a power source to an
electric load without interconnecting man made conductors.
Wireless power transmission is useful in case where
interconnecting wires are inconvenient, hazardous or
impossible.
The setup powered the bulb even when coils were not in
line of sight .The bulb glowed even when wood, metal and
other devices were placed in between the coils. In my project
by the wireless power transmission technique, the battery in
the Electric Vehicle gets charged.
5.2 MPPT Algorithm
5.2.1 Conditions and Operations of MPPT
SL.NO
1
Condition
Solar power is
unavailable/Low
Solar power is available
2
Solar power>load demand
3
If battery limit is attained
Operation
Grid is a main source
for electric vehicle
Both solar and grid
power are used
Battery starts
preserving power
Limit the extra power
4
Table 5.2 Conditions and Operations of MPPT
5.2.2 Flow Chart for MPPT Algorithm
Fig 5.2.2 Flow Chart for MPPT Algorithm
Here
V
Voltage
I
Current
165
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ISSN 2394-3777 (Print)
ISSN 2394-3785 (Online)
Available online at www.ijartet.com
International Journal of Advanced Research Trends in Engineering and Technology (IJARTET)
Vol. II, Special Issue XXIII, March 2015 in association with
FRANCIS XAVIER ENGINEERING COLLEGE, TIRUNELVELI
DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING
INTERNATIONAL CONFERENCE ON RECENT ADVANCES IN COMMUNICATION SYSTEMS AND
TECHNOLOGIES
(ICRACST’15)
25TH MARCH 2015
P
Power
∆P
Change in power
∆V
Change in Voltage
∆D
Change in Duty Cycle
D
Duty Cycle
5.3 Battery Switching Technique
Fig 5.3 Battery Switching Technique
Battery switching technique is employed to reduce the
stress in batteries. If a single battery is used for both charging
and discharging, the life time of that battery will be greatly
reduced. So battery switching technique with at least two
batteries will improve the life time of batteries
From Fig 5.1 to implement Battery switching technique, the
following conditions are used.
When SOC>50%
Breaker 1 is on and charging switched to battery 2.
When SOC <50%
Breaker 1 is off and charging switched to battery 1.
State of Charge (SOC) of each battery is obtained from
the block “compare to constant” and then waveforms were
plotted. The comparator block is assumed with 50.02% as a
starting percentage of state of charge. At first the comparator
will check the SOC of battery1. If the SOC of battery1 is
greater than 50%, then automatically breaker will cut the
charging process of batter1 and will connect the battery to the
EV motor for discharging operation. At the same time battery2
will be connected for charging operation. This process will be
continuously done with the help of components like
comparator, breaker and NOT Gate.
DIAGRAM
OF OLEV SYSTEM
6.1VI.
CircuitCIRCUIT
diagram of
OLEV System
166
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International Journal of Advanced Research Trends in Engineering and Technology (IJARTET)
Vol. II, Special Issue XXIII, March 2015 in association with
FRANCIS XAVIER ENGINEERING COLLEGE, TIRUNELVELI
DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING
INTERNATIONAL CONFERENCE ON RECENT ADVANCES IN COMMUNICATION SYSTEMS AND
TECHNOLOGIES
(ICRACST’15)
25TH MARCH 2015
Fig 6.1 Circuit diagram of OLEV System
VII.
SIMULATION RESULTS
7.1 Solar Panel output without Regulator
Fig 7.1 Solar Panel output without Regulator
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International Journal of Advanced Research Trends in Engineering and Technology (IJARTET)
Vol. II, Special Issue XXIII, March 2015 in association with
FRANCIS XAVIER ENGINEERING COLLEGE, TIRUNELVELI
DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING
INTERNATIONAL CONFERENCE ON RECENT ADVANCES IN COMMUNICATION SYSTEMS AND
TECHNOLOGIES
(ICRACST’15)
25TH MARCH 2015
From the fig 7.3 the first graph is drawn between Sate of
Charge (SOC) and the time. Here the percentage of charge is
started from 50 percentages and it reaches up to 50.04
percentages. When it is greater than 50.02 percentages, the
charging will be changed into battery2. The second graph is
drawn between current and time. It starts from 150 ampere and
when the battery attains rated voltage, the current will become
zero. And the third graph is drawn for battery charging voltage
with respect to time. The rated voltage of battery is 600v. So
when the battery attains 600v, then it is maintained as
constant.
7.2 Solar Panel output with Regulator
7.4 Peak Power in AC Distribution system
Fig 7.2 Solar Panel output with Regulator
7.3 Battery Switching Output
Fig 7.4 Peak Power in AC Distribution system
From the fig 6.3, all the three graphs represent the AC
distribution system power of each phase with respect to time.
It has more peaks and has the peak power greater than the DC
distribution system.
7.5 Peak Power in DC Distribution system
Fig 7.3 Battery Switching Output
168
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International Journal of Advanced Research Trends in Engineering and Technology (IJARTET)
Vol. II, Special Issue XXIII, March 2015 in association with
FRANCIS XAVIER ENGINEERING COLLEGE, TIRUNELVELI
DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING
INTERNATIONAL CONFERENCE ON RECENT ADVANCES IN COMMUNICATION SYSTEMS AND
TECHNOLOGIES
(ICRACST’15)
25TH MARCH 2015
7.7 Change in input power by the switch SCR
Fig 7.5 Peak Power in DC Distribution system
In the fig 7.5, all the three graphs represent the DC
distribution system power of each phase with respect to time.
Here peaks are less when compared to AC distribution system.
Fig 7.7 change in input power by the switch SCR
From the fig 7.7, all the three graphs represent the input
power of each phase with respect to time when IGBT inverter
is used. And the fig 7.7, all the three graphs represent the input
power of each phase with respect to time when SCR inverter is
used. When compared to the SCR, IGBT has less loss in the
input power due to switching. Hence IGBT is used in the high
frequency inverter for OLEV system.
7.6 Change in input power by the switch IGBT
7.8 Output Values
Table 7.1 Output Values
Fig 7.6 change in input power by the switch IGBT
169
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International Journal of Advanced Research Trends in Engineering and Technology (IJARTET)
Vol. II, Special Issue XXIII, March 2015 in association with
FRANCIS XAVIER ENGINEERING COLLEGE, TIRUNELVELI
DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING
INTERNATIONAL CONFERENCE ON RECENT ADVANCES IN COMMUNICATION SYSTEMS AND
TECHNOLOGIES
(ICRACST’15)
25TH MARCH 2015
1. Rated battery output voltage
600 (v)
.
2. Average peak power in AC distribution
System
3. Average peak power in DC distribution
System
4. Input power
16.48*10^6 Watts
5. Average change in input power by the
switch SCR
6. Average change in input power by the
switch IGBT
7.Loss from input power by SCR
18.68*10^6 Watts
8. Loss from input power by IGBT
31.14*10^6 Watts
9.Solar Panel output without Regulator
6.16 Volts
[1]
10. Solar Panel output with Regulator
600 Volts
[2]
11.Power Efficiency With Out Solar Panel
15.02*10^6 Watts
53.83*10^6 Watts
7.1 Future Scope
Electric Vehicle works based both the grid supply
and a renewable energy source using solar panel. This work
can be enhanced by using any other renewable energy sources
available in the nearest area of energy transmitters.
22.69*10^6 Watts
35.2*10^6 Watts
97.5%
References
[3]
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A. F. Bruke, “Batteries and ultracapacitors for electric, hybrid, and fuel
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York, NY, USA: Taylor & Francis, 2010.
N. P. Suh, “Design of on-line electric vehicle,” in Proc. 20th CIRP
Design Conf., 2010
[4] Y. Nagatsuka, N. Ehara, Y. Kaneko, S. Abe, and T. Yasuda, “Compact
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VIII.
99%
contactless power transfer system for electric vehicles,” in Proc. Int.
Power Electron. Conf., 2010, pp. 807–813.
[5] Y. Choi, D. Kang, S. Lee, and Y. Kim, “The autonomous platoon driving
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CONCLUSION
An extensive work on the design of wireless power
transmission has been done so far. Design of wireless power
transmission is clearly done with MATLAB 7.11.0 (R2010b)
and the results have been presented. Existing system was
worked based on the AC distribution system with wireless
power transfer also; the high frequency inverter is made up of
SCR. The proposed system is based on the DC distribution
system with wireless power transfer. Thus the peak power due
to transmission of AC has been reduced and proved through
MATLAB/SIMULINK model. Thus the Power efficiency is
improved with solar panel output.
[6] K. H. Ahmed, M. S. Hamad, S. J. Finney, and B. W. Williams, “DC-side
.
shunt active power filter for line commutated rectifiers to mitigate the
output voltageharmonics,” in Proc. IEEE Energy Convers. Congr.
Expo., Sep. 2010, pp. 151–157
[7] F. van der Pijl, M. Castillia, and P. Bauer, “Control method for wireless
inductive energy transfer systems with relative large air gap,” IEEE
Trans. Ind. Electron., vol. 60, no. 1, pp. 382–390, Jan. 2013
.
170
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