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Abstract: The transportation sector is witnessing a rapid shift towards the use of electric vehicles as a sustainable alternative to conventional combustion vehicles.[34] B. johns, T. Antonacci and K. Siddabattula, 2012, 'Designing a Qi-compliant receiver coil for wireless power systems, Texas Instruments Incorporated, part 1,[14] S. Li and C. Mi, 2015 "Wireless Power Transfer for Electric Vehicle Applications," Journal of Emerging and Selected Topics in Power Electronics, vol. 3, no. 1, pp. 4-17. [15] J. Villa, J. Sallan, J. Osorio, A. Llombart, 2012 High-misalignment tolerant compensation topology For ICPT Systems, IEEE Trans. Indust. Electr. 59, 945-951. [16] K. Kalwar, S. Mekhilef, M. Seyedmahmoudian, B. Horan, 2016 Coil design for high misalignment tolerant inductive power transfer system for EV charging, Energies vol 9 pp. 937. [17] C. Panchal, S. Stegen, J. Lu 2018 'Review of static and dynamic wireless electric vehicle charging system' Griffith School of Engineering, Griffith University, Nathan Campus, Brisbane 4111, Australia

[18] D. Leskarac, C. Panchal, S. Stegen, J. Lu, 2015 PEV Charging Technologies and V2G on Distributed Systems and Utility Interfaces, in J. Lu, J. Hossain (Eds.), Vehicle-to-Grid: Linking Electric Vehicles to the Smart Grid, The Institution of Engineering and Technology (IET), London, United Kingdom, pp. 157-209. [19] C. Panchal, J. Lu, S. Stegen, 2017 Static in-wheel wireless charging systems for electric vehicles, Int. J. Sci. Technol. Res. 6 280-284. [20] D. Vilathgamuwa, J. Sampath, 2015 Wireless Power Transfer (WPT) for Electric Vehicles (EVs)--Present and Future Trends, in: S.F. Rajakaruna, , Springer International Publishing AG, 2015, pp. 33-60. [21] W. Zhang and C. Mi, 2016 Compensation Topologies of High-Power Wireless Power Transfer Systems, IEEE Transactions on Vehicular Technology, vol. 65, no. 6, pp. 4768-4778. [22] C. Wang, G. Covic and O. Stielau, 2004 "Power Transfer Capability and Bifurcation Phenomena of Loosely Coupled Inductive Power Transfer Systems," IEEE Transactions on Industrial Electronics, vol.[6] A. Kurs, A. Karalis, R. Moffatt, J. Joannopoulos, P. Fisher and M. Soljacic, 2007 "Wireless Power Transfer via Strongly Coupled Magnetic Resonances," Science, vol. 317, no. 5834, pp. 83-86,
[7] B. Regensburger, S. Sinha, A. Kumar, J. Vance, Z. Popovic, and K. K. Afridi, 2018 "Kilowatt-Scale Large Air-Gap Multi-Modular Capacitive Wireless Power Transfer System for Electric Vehicle Charging," in IEEE Applied Power Electronics Conference and Exposition (APEC), San Antonio, USA.30, no. 11, pp. 6017-6029, 201
[10] J. Moon, H. Hwang, B. Jo, C. Kwon, T. Kim and S. Kim, 2017 "Design and Implementation of a high-efficiency 6.78MHz resonant wireless power transfer system with a 5W fully integrated power receiver," IET Power Electronics, vol. 10, no. 5, pp. 577-578. [11] V. Esteve, J. Jordan, E. Sanchis-Kilders, E. Dede, E. Maset, J. Ejea and A. Ferreres, 2015 "Comparative Study of a Single Inverter Bridge for Dual-Frequency Induction Heating Using Si and SiC MOSFETs," IEEE Transactions on Industrial Electronics, vol.[25] J. Miller, P. Schrafel, B. Long and A. Daga, 2016, The WPT dilemma - High k or high Q, in IEEE PELS Workshop on Emerging Technologies: Wireless Power Transfer (WoW), Knoxville, USA,
[26] R. Bosshard, J. Muehlethaler, J. Kolar and I. Stevanovic, 2013 Optimized Magnetic Design for Inductive Power Transfer Coils, in Twenty-Eighth Annual IEEE Applied Power Electronics Conference and Exposition (APEC), Long Beach, USA.[28] R. Bosshard, J. Muehlethaler, J. Kolar and I. Stevanovic, 2013, Optimized Magnetic Design for Inductive Power Transfer Coils, in Twenty-Eighth Annual IEEE Applied Power Electronics Conference and Exposition (APEC), Long Beach, USA
[29] W. Chen, C. Liu, C. Lee, Z. Shan, 2016, Cost-effectiveness comparison of coupler designs of wireless power transfer for electric vehicle dynamic charging, Energies 9, 906.[8] M. Kline, I. Izyumin, B. Boser and S. Sanders, 2011 "Capacitive Power Transfer for Contactless Charging," in Twenty-Sixth Annual IEEE Applied Power Electronics Conference and Exposition (APEC), Forth Worth, USA. [9] J. Dai and D. Ludois, 2015 "A Survey of Wireless Power Transfer and a Critical Comparison of Inductive and Capacitive Coupling for Small Gap Application," IEEE Transactions on Power Electronics, vol.[27] R. Laouamer, M. Brunello, J. Ferieux, O. Normand and N. Buchheit, 1997, A Multi-Resonant Converter for Non-Contact Charging with Electromagnetic Coupling, in 23rd International Conference on Industrial Electronics, Control and Instrumentation (IECON), New Orleans, USA.This pioneering invention opened up new horizons for wireless charging.40, pp. 91-100.Transp.1.


النص الأصلي

Abstract: The transportation sector is witnessing a rapid shift towards the use of electric vehicles as a sustainable alternative to conventional combustion vehicles. However, there are challenges to the widespread adoption of electric vehicles, such as the limited driving range and troublesome charging processes of traditional vehicles. To overcome these problems, wireless power charging (WPT) systems have emerged as a promising solution. This paper provides an overview of the current state of electric vehicle charging and explores the potential of WPT systems in transforming vehicle charging infrastructure. It has a particular focus on advances in inductive power transmission (IPT) and magnetic resonance (MR) power transmission for electric vehicles. The paper discusses the working principles of WPT systems and highlights their benefits, such as improved user convenience, reduced charging time, and improved safety. It also delved into design considerations and challenges associated with WPT systems, including compensation topology and wireless adapter design. Through a comprehensive analysis of current research and development in the field of WPT charging systems, this paper aims to highlight the potential of this technology in overcoming the limitations of conventional EV charging methods. The content and ideas presented here are a valuable resource for researchers, engineers, and industries involved in this field.
Keywords: wireless power transmission, electric vehicles, inductive power transfer, magnetic resonance, charging infrastructure, sustainability.



  1. INTRODUCTION
    The transportation sector plays a major role in the current CO2 emissions crises. Recent data shows a significant 6% increase in CO2 emissions compared to the previous year [1]. Traditional vehicles, which consume about 19 million barrels per day, contribute about one-fifth of global oil cons- umption [2]. To address this issue, there is an urgent need for cleaner alternatives, with electric vehicles being a crucial factor in transitioning towards a more energy-conscious soci- ety. And we can see a significant improvement in the EVs in terms of performance and driving range. The number of EVs on the road showed a massive increase, along with the need of charging them effectively and efficiently is still challeng- ing, because it has an impact on the power networks [3], al- most all EVs have an electric cable charge. No matter where you are in the world, cables need to be attached physically to the car, and it could be very dangerous, especially in adverse weather conditions. Besides, the act of plugging and unplug-ging the cables could cause a spark, and also the physical att- achment to the charger causes the vehicle’s battery to heat up, which causes a loss in the battery’s efficiency over time, and This limits the application of EVs under some circumst-ances, such as near gas stations and in airports. The need for a solution and the evolution of wireless charging methods su-


ggests we investigate the ability to apply these charging met-hods to EVs. Several companies, such as Tesla, BMW, and Nissan, started to develop wirelessly charged EVs. Further- more, wireless charging opens a new possibility for dynamic charging [4].
At the end of the 19th century, Nikola Tesla created the first wireless device, and this important invention introduced a new idea of wireless power transmission. The device consists of a wireless lamp that works by means of a high-frequency alternating current generated between two metal plates close to each other [5]. This pioneering invention opened up new horizons for wireless charging. However, some challenges have arisen in this process, such as limited energy density and lower transmission efficiency when the distance is incre- ased.To overcome these challenges, companies have been developing new technologies for wireless energy transfer, including magnetic resonance charging, or strong magnetic resonance. Magnetic resonance charging technology allows devices to be charged wirelessly at distances of more than two meters [6]. There are two main directions in wireless power transmission technologies: inductive power transmis- sion (IPT) and capacitive power transmission (CPT). IPT is based on the use of two coils and is closely related to magnetic resonance (MR) technology, while CPT is based on the interaction of electric fields between double capacitors [7].The choice of power transmission technology depends on the available space in the device. Thus, CPT technology is mainly used in applications with low power and short air gaps between 0.001 and 0.0001 meter, while IPT technology can be used widely for wireless power transmission.


Figure 1 Comparison of output power and air gap length for CPT and IPT [9]
Wireless Power Transfer (WPT) systems offer the great advantage of being able to transmit power without direct contact, and this feature provides us with a safe way to charge due to the separation between the different parts of the system. We use these wireless charging technologies in our daily lives, such as mobile phone chargers, induction heating systems, and even in the field of robotics [11], [12].


Wireless charging systems for electric vehicles can be categorized into three main types: static systems, semi-dynamic systems, and dynamic systems. Static systems are similar to conventional chargers where a 'stop and charge' system can be used, and a semi-dynamic system can be integrated into buses, taxi stops and traffic lights to provide short term charging in a moving environment. Dynamic Wireless Power Transfer (DWPT) systems provide power to the vehicle while it is in motion. These systems will alleviate “range anxiety” [13] and encourage more people to own electric vehicles. They can also reduce battery capacity by 20%, resulting in lower price of the car [14].



  1. MATERIAL AND METHOD
    First of all, the main idea of transferring power from the transmission coil to the receiving coil comes from converting AC mains from the grid into high-frequency (HF) AC through AC/DC and DC/AC converters. And if we want to improve the overall system efficiency, we can combine parallel and series compensation topology on both the transmitting and receiving sides [15,16]. We can state that the receiving coil is located underneath the vehicle and it converts the oscillating magnetic flux field to a high-frequency AC. Then we enter the next stage of converting the AC we get from the transmitter into a DC in the receiver which will be stored in the vehicle’s battery, and it’s explained in Fig. 2. For the health and safety of the system, we include the power control communications, and battery management system (BMS) to ensure a stable operation, and also, we can use magnetic planer ferrite plates at both transmitter and receiver sides, to make sure that there are no harmful leakage fluxes and also to improving the magnetic flux distribution on both sides.


Figure 2 Block diagram of static wireless charging system for EVs.[17]
2.1 Inductive Power Transfer
The IPT has been through an evolution since a long time ago and it’s been applied and tested on several EV charging structures it has a wide range of areas ranging depending on the inner structure it can go from milliwatts to kilowatts to transfer contactless power from the grid to the receiver it is presented in (Fig.3). in 1996, General Motors introduced the Chevrolet S10 EV, and they applied magne-charge IPT (j1773) system providing level 2 (6.6kW) slow and level 3 (50kW) fast charges [18]. The primary coil (inductive coupler) of the magne-charge, was added to the vehicle charging input where the secondary coil received power and supplied it to the EV. A (6.6 kW) level 2 EV charger was expounded by the University of Georgia, which was apple to charge a high voltages battery goes from 200 to 400 V at 77 kHz operating frequency


Figure 3 Traditional Inductive Power Transfer [17]
2.2 Magnetic Resonance Inductive Power Transfer
Magnetic resonance (MR) inductive power transfer technol- ogy is an advanced development of conventional inductive power transmission (IPT) technology specifically designed for its application in wireless power transmission (WPT) in the field of electric vehicles (EVs). The MR system used in electric vehicles is shown in Figure 4. The principle of magn-etic resonance is based on converting mains AC voltage into high frequency alternating current (HF) and transmitting it through the primary coil. A magnetic signal is generated by the primary coil that transfers power to the secondary coil. The received signal is then rectified into a direct current (DC) signal and stored in the vehicle's battery.Compared to conventional IPT, the MR system incorporates additional compensation networks in series and/or parallel connected secondary windings to achieve resonance and reduce additi- onal losses. The resonant frequency (fr) of the primary and secondary coils can be calculated using equation (1):


fr(p,s)=1/(2π√(Lp,s∙Cp,s)) (1)


where fr represents the resonant frequency, Lp and Ls denote the self-inductance of the transmitter and receiver respective-ly, and Cp and Cs refer to the resonant capacitors of the trans- mitter and receiver.


Efficient power transfer in MR systems is achieved when alignment of the primary and secondary coils is achieved. The common frequency range for magnetic resonance covers a frequency range from kilohertz to several hundred kilohe-rtz. However, the lack of a match in this magnetic core band width negatively affects the mutual interaction between the coils, resulting in a lower coupling coefficient (k). The coup- ling coefficient common to MR systems is typically between 0.2 and 0.3 and varies with the minimum gap height require- ments of EVs, which are typically between 150 and 300 mm [19,20]. Equation (2) can be used to calculate the coupling coefficient:
k=Lm/√LpLs (2)


where Lp and Ls represent the self-inductance of the transmitter and receiver coils respectively, and Lm denotes the mutual inductance between the two coils.


To enhance the coupling coefficient, magnetic ferrite with multiple core structures is often employed in wireless transf-ormer designs. Working in a high-frequency range introduc-es challenges such as skin and proximity effects that can im- pact power transfer efficiency. To address these issues, indi-vidually insulated thin twisted wire-based litz wire is comm-only used in the coil design. This approach helps to reduce parasitic resistance and improve the quality factor (Q) of the coil. The quality factor can be determined using equation (3):
Q=(ωLp,s)/(Rp.s)=(2πf∙Lp,s)/(Rp,s) (3)


where Q represents the quality factor, ω denotes the angular frequency, f represents the frequency, Lp and Ls denote the self-inductance of the transmitter and receiver coils respecti- vely, and Rp and Rs refer to the parasitic resistance of the tr- ansmitter and receiver coils.


Figure 4 Schematic diagram of a Magnetic Resonance Inductive Power Transfer [17]


2.3 Compensation topologies
The compensation grids in the system are mutually magnet-ically aligned coils with high leakage caused by the large air gap between the coils. Thus, it includes a small part of the magnetic coupling that connects the two windings, which makes it different from a conventional transformer. The sys- tem operates at the resonant frequency used to achieve phase synchronization between input AC current and voltage to increase the ability to transmit power over long distances. The resonant circuit is formed using multiple interactive ele- ments, such as erasers and capacitors, connected in series and/or parallel combinations. These compensation networks are located between the high-frequency transformer and the primary winding in the grounding unit, and also between the secondary winding and the rectifier in the vehicle unit. Capacitors are added to the transmitter and receiver coils to provide reactive power [21].
The compensation network is added on the primary side of the wireless power transmission system to reduce the reactive power rating (VAr) of the power supply by eliminating the reactive component in the primary winding, and also helps to realize soft switching in the primary power transformer [22]. Compensation network was also added on the secondary side to improve the power transmission capacity of the system by canceling the receiver erasers [23]. Four types of compensation networks are avail-able: series-series (SS), series-parallel (SP), series-parallel (PS), and parallel-parallel (PP), as shown in Figure 5. Table 1 shows the advantages and features of different compensat- tion networks in the case of electric vehicles.


Figure 5 Compensation topology (a) Series-Series (b) Series-Parallel (c) Parallel-Series (d) Parallel-Parallel [17].
Table 1 Advantage and features of compensation networks [17
Features (SS) (SP) (PS) (PP)
Power transfer capability High High Low Low
Sensitivity of power factor over distance Less Less Moderate Moderate
Alignment tolerance High High Moderate Low
Impedance at resonant state Low Low High High
Frequency tolerance on efficiency Low High Low High
Suitable for EV application High High Moderate Moderate


2.3 Coil design
The power transfer system mainly consists of two interconnected coils that create a magnetic field, which can transfer power from the primary coil to the secondary coil. The magnetic field is generated by the flow of electric current in the primary coil. Once a magnetic field is formed in the primary coil, the secondary coil interferes with this magnetic field, causing a voltage to be generated. The voltages generated are affected by several factors, including the air gap between the primary and secondary windings, the number of turns, and the evolution of the magnetic field over time. As a result of these generated voltages, an induced current flow in the secondary coil.
These associated windings form a loose transformer assembly connected to the main flux path, and also include leakage that does not contribute to power transmission. The current in the coils can be increased by connecting each coil to a resonant compensation network. One of the main parameters that is improved during this process is the quality coefficient (Q) of the primary and secondary windings and the coupling coefficient (k) with high contrast, to increase the efficiency due to the large air gap and lateral/longitudinal leakage.
One crucial consideration in the design process is the coupling between coils and ferromagnetic materials, and the use of cores to guide the magnetic flux can effectively enhance this coupling. In wireless energy transfer, losses are inevitable and encompass various phases, including core losses in ferrite materials and losses resulting from coil resistance.
While we cannot completely eliminate these losses, we can minimize them by reducing core losses and ensuring that the flux density remains below saturation levels. The efficiency of power transfer can be enhanced by three primary parameters: mutual inductance (M), self-inductance of the coils (L), and frequency (ω). However, increasing the frequency leads to a higher induced voltage in the secondary coil, which in turn increases system losses associated with the frequency, such as joule losses in the coil, switching losses, and core losses.

Therefore, the selection of an appropriate frequency design becomes crucial for effective cost management due to the high expenses of high-frequency inverters [24,25]. To optimize the self-inductance in the coil design of a vehicle, several factors can be considered. These include increasing both the diameter and the number of turns in the coil, while also taking into account the available space underneath the vehicle structure. Furthermore, maximizing the enclosed area within the winding enhances coupling efficiency.


Figure 6 Wireless Transformer (a) exploded view (b) Top view (c) Cross-section. [17]


When designing wireless power transmission (WPT) systems, the choice of coil design is a crucial consideration. Circular coils are often favored due to their simplicity and the ability to direct the magnetic field within a confined area. The use of a core material surrounding the coil enhances the magnetic flux direction [27, 28]. However, circular coils are sensitive to alignment between the transmitter and receiver. Displacement leads to a significant decrease in the magnetic field. For instance, a lateral displacement of around 40% of the diameter can render circular pads ineffective in distributing energy, as the magnetic flux interferes with the coil equally from both sides. Another limitation of round coils is the restricted flux height, which is a quarter of the coil's diameter. Despite these drawbacks, circular coils exhibit stronger magnetic coupling compared to similar-sized square and rectangular designs (non-polarized pads) [27]. Square and rectangular coils, with their even sides, pose challenges in high-power applications due to sharp angles. These shapes increase inductance, resulting in eddy currents, higher resistance, and hot spots. However, rectangular coils offer better tolerance for horizontal misalignment compared to round and square coils [29]. To address misalignment issues, polarized electrodes (PPs) have been developed. PPs consist of coils of different shapes arranged in various groups and are suitable for both single and triple power applications. Several types of PPs exist, such as Double D (DD), Double D quadrature (DDQ), bipolar (BP), and Quad D quadrature (QDQ). DD pads generate counter flux to the ferrite plate using two square or rectangular coils, reducing flux leakage at the edges. They can be oriented in landscape or portrait configurations and exhibit excellent coupling and quality factors for their intended applications. DD pads find use in both static and dynamic scenarios [30, 31]. DDQ-shaped pads enhance the characteristics of DD-shaped pads and provide double the flux height compared to round pads. The addition of the Q profile helps overcome side misalignment issues. DDQ pads are suitable for primary and secondary applications and can be used with single or ternary power supplies. They are particularly well-suited for secondary pads, as they can implement direct and cosine flux vectors [30, 32, 33]. BP-shaped pads consist of multiple coils of the same size and require 25-30% less copper compared to DDQ-shaped pads. However, they experience a 13% decrease in coupling coefficient with an angular imbalance of up to 30° between the primary and secondary pads in both primary and tertiary applications [31]. The Quad D quadrature (QDQ) pad is an optimal choice for such applications due to overall performance improvements, including zero misalignment and a flush height to reach the receiver. With an air gap of 150 mm, the coupling coefficient achieves a value of 0.33, enabling energy transfer even with a 50% misalignment [15].


Figure 7 Coil shapes (a) Circular (b) Square (c) Rectangular (d) Double D (e) Bi-polar (f) Double-D quadrature (g) Quad-D quadrature [17].


2.4 Magnetic ferrite structure
Magnetic ferrite materials have been developed for high-frequency applications due to their high electrical resistivity and low eddy current losses, ferrite characteristics and cost-effectiveness make it the choice for both conventional and innovative applications. Ferrite has a lot of advantages over other magnetic materials such as High electrical resistivity resulting in low eddy current losses over a wide frequency range and high-temperature stability. The ferrite is used to improve the coupling coefficient of the WPT system, structures with coils placed in ferrite cores of different shapes [34]. The determination of the ferrite shape depends on the size, shape, permeability, operating frequency, and cost of the application. The best ferrite shape for the WCS in the EVs is the basic circular rectangular and square, due to their low flux leakage in the system.


Figure 8 Ferrite shapes (a) Circular (b) circular striated (c) square (d) rectangular (e) [17].
3. RESULTS
Wireless charging employs electromagnetic induction to transfer electricity between devices without requiring physical contact. This technology holds great significance in the electric car industry as it eliminates the need for specialized sockets or cables. Instead, charging pads are utilized, and when the vehicle is parked over the pad, the output and receiver coils align, initiating automatic charging. Furthermore, charging coils can be installed on the roads, enabling electric vehicles to harness the magnetic field and convert it into electricity while in motion, thereby reducing the necessity to halt at charging stations. The introduction of wireless power charging systems for electric vehicles has the potential to revolutionize road transportation, offering a more sustainable, efficient, and convenient approach to charging electric vehicles.



  1. DISCUSSION AND CONCLUSIONS
    The depletion of fossil fuels has created a demand for more streamlined wireless charging methods for electric vehicles. This approach to charging offers cost-effectiveness, efficiency, and the potential for improved air quality by reducing health issues associated with pollution. This paper offers an overview of the inductive power transfer (IPT) technique, discussing its stationary and dynamic applications with current technology. It explores different coil shapes and materials used in wireless charging pad designs, along with safety considerations. Wireless charging represents a novel application in electric vehicle technology that could be readily implemented in urban areas, especially if there is a future need to reduce the battery capacity of electric vehicles.


ACKNOWLEDGMENT

I would like to express my heartfelt gratitude to everyone who contributed to the successful completion of this remarkable endeavor. Your support and encouragement have been instrumental in enabling me to give my utmost efforts. Additionally, I would like to extend my thanks to myself for persevering and refusing to give up. Together, we have come a long way and continue to progress.


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[15] J. Villa, J. Sallan, J. Osorio, A. Llombart, 2012 High-misalignment tolerant compensation topology For ICPT Systems, IEEE Trans. Indust. Electr. 59, 945–951.
[16] K. Kalwar, S. Mekhilef, M. Seyedmahmoudian, B. Horan, 2016 Coil design for high misalignment tolerant inductive power transfer system for EV charging, Energies vol 9 pp. 937.
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تلخيص النصوص العربية والإنجليزية اليا باستخدام الخوارزميات الإحصائية وترتيب وأهمية الجمل في النص

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