This article has been accepted for publication in a future issue of this journal, but has not been

fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2016.2538738, IEEE
Transactions on Industrial Electronics
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Lumped Track Layout Design for Dynamic

Wireless Charging of Electric Vehicles
Giuseppe Buja, Life Fellow, IEEE, Manuele Bertoluzzo, and Hemant K. Dashora

 The ability of charging EVs while moving overcomes all the

Abstract— Dynamic wireless charging (DWC) of electric mentioned shortcomings and could lead to the EV
vehicles (EVs) is an emerging technology that could lead to the breakthrough.
breakthrough of EVs. The technology is based on the inductive Existing prototypes on charging of moving EVs adopt the
coupling between an electrified track deployed under the road
inductive wireless power transfer [1], [2], [3], [4]. This
surface, and a pickup coil fitted in EV. This paper refers to a
lumped track made of DD coils and is concerned with the design technology relies on the magnetic coupling existing between
of the track layout, namely coil dimension in the motion direction coils deployed under the road surface and supplied with a
and track coil distance for a given energy requirement. high-frequency current, and a pickup coil fitted in EV. The on-
The paper starts by comparing the coupling characteristics of road coils constitute a track that continuously transfers power
DD coils with different dimensions by a FEM analysis. to the pickup coil. The power captured by this coil, after being
Afterwards, an analytical procedure is developed to establish the suitably conditioned, charges the EV battery.
track coil distance able to transfer to a moving EV the propulsion
energy required per unit of travelled space. The procedure Complex wireless systems, that make use of short-circuited
utilizes the DD-coil coupling characteristics to calculate the additional coils or resonators, have been proposed to increase
power and, from it, the energy transferred from the track coils to the power transfer efficiency [5]. Low power wireless systems
the pick-up coil along the track. Instrumental in the calculation is have been also developed to transfer power to a device with an
the definition of a parameter, denoted as track flux coverage, embedded pickup coil and moving over a surface containing a
which gives the ratio between the dimension of the track coils in transmitter coil and many resonators, but these systems are not
the motion direction and the coil distance; such a parameter
corresponds to the percentage of road populated with track coils suitable for EVs since they move along a path. [6].
so that it is a cost index of the DWC system implementation. Wireless charging of moving EVs is also denoted as dynamic
Effects of a lateral displacement of the EV motion from the line wireless charging (DWC). Two types of track have been
joining the track coil centers are also analyzed. Design findings devised for the DWC systems: stretched and lumped. A
are checked against the results obtained with a computer-assisted stretched track is constituted by a coil whose dimension in the
analysis. EV moving direction is much longer than the pickup coil; a
lumped track, instead, is built up with a string of coils having
Index Terms Dynamic wireless charging, inductive power
transfer, electric vehicle, lumped track layout. dimensions comparable to the pickup coil. Research on the
stretched tracks has led to the development of the OLEV
prototype by KAIST [7] while research on lumped tracks has
I. INTRODUCTION been initiated by a research group of Auckland University [8].
The lumped track lends itself to the supply of only the track
I N the last few decades electric vehicles (EVs) have emerged
as a viable solution for the green mobility. Indeed,
compared to the thermal vehicles, they utilize much less
portion actually coupled with a pickup coil; this supply
solution, commonly termed as segmentation, is useful both to
increase the DWC efficiency and to avoid the radiation of
energy for the motion, are much more respectful of the
electromagnetic fields from the non-coupled track portions
environment and can exploit the electric energy obtained from
[9].
renewable sources. Despite these merits, some shortcomings
Previous works on coil sizing have been mainly focused on
slow down the proliferation of EVs, such as poor energy
dimensioning the coils [10] and on analyzing the effects of a
density, and battery high cost and long charging time, where
misalignment between the coil axes [11] for static wireless
the poor energy density reflects on the EV range limitation.
charging systems. Regarding DWC systems, some works have
Manuscript received December 9, 2015; revised February 2, 2016; faced the topic of evaluating the optimal length of the coils in
accepted February 8, 2016. a stretched track [12] or have dealt with lumped tracks made
G. Buja is with the Department of Industrial Engineering, University of of coils deployed side-by-side [13]. This paper, instead, is
Padova, via Gradenigo 6a, 35131, Padova, Italy (e-mail:
giuseppe.buja@unipd.it).
concerned with the design of the layout of a lumped track
M. Bertoluzzo is with the Department of Industrial Engineering, University made of DD coils for a moving EV to receive the propulsion
of Padova, via Gradenigo 6a, 35131, Padova, Italy (e-mail: energy required per unit of travelled space. The outcome is a
manuele.bertoluzzo@unipd.it).
H.K. Dashora is with the Department of Industrial Engineering, University
procedure that determines both the coil dimension in the
of Padova, via Gradenigo 6a, 35131, Padova, Italy (e-mail: motion direction and the distance between the track coils as a
dashorahemant@yahoo.co.in).

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2016.2538738, IEEE
Transactions on Industrial Electronics
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function of the transferred energy. As an example, the design directions x and y.

is applied to the study case of a compact-C electric car. Under hypothesis i), when the pickup coil moves between
In details, the paper is organized as follows. Section II the two track coils in Fig. 1, the voltage induced in the pickup
introduces general expressions for both the power and the coil is
energy transferred from the track coils to the pickup coil.
𝑑𝜆𝑏 𝑑𝜆𝑎
Section III evaluates the coupling characteristics of DD coils 𝑣𝑝 = − − (1)
𝑑𝑡 𝑑𝑡
with different dimensions by means of a FEM analysis.
Section IV merges the results of the two previous Sections to where b is the flux linkage originated by the track coil behind
determine the energy transferred to the pickup coil per unit of the pickup coil (coil b) and a is the flux linkage originated by
travelled space along the line joining the track coil centers. the track coil ahead it (coil a).
Section V demonstrates that the voltage induced in the pickup Under hypothesis ii), eq. (1) can be rewritten as
coil due its motion plays a negligible role in the design of the
track layout. Section VI analyzes the effects of an RV motion 𝑑𝑖 𝑑[𝑀𝑏 (𝑥)+𝑀𝑎 (𝑥)]
𝑣𝑝 = −[𝑀𝑏 (𝑥) + 𝑀𝑎 (𝑥)] 𝑑𝑡𝑡 − 𝑖𝑡 (2)
with lateral displacement. Section VII introduces the study 𝑑𝑡

case and derives the specifications of a DWC system to

where Mb(x) and Ma(x) are the mutual inductances between
transfer to EV the required energy. Section VIII sizes the
the pickup coil at the position x and the coils b and a,
DWC system for the case study. Section IX validates the
respectively. As emphasized in (2), they depend on the pickup
design by using a computer-assisted analysis. Section X
coil position x. The first term on the right hand side of (2) is
concludes the paper. An Appendix supports the FEM results
the transformer voltage proper of any static wireless charging
obtained in Section III with experimental data
system. The second term is the motional voltage that arises in
the pickup coil of a DWC system because of its motion with
II. TRANSFERRED POWER AND ENERGY: GENERAL
respect to the track coils. Hereafter, this term is disregarded
EXPRESSIONS
since its amplitude is much less than the first term, as
In a DWC system, the pickup coil interacts with different demonstrated in Section V.
track coils while EV moves along the road, exemplified by Under the hypotheses from i) to iii), the first term of (2) has
axis x in Fig. 1. Both track coils and pickup coil are usually a sinusoidal waveform with peak magnitude 𝑉𝐼 given by
compensated for by capacitors with the end of increasing
efficiency and power transfer capability of the DWC system 𝑉𝐼 = 𝜔𝑠 𝐼𝑡 [𝑀𝑏 (𝑥) + 𝑀𝑎 (𝑥)] (3)
[14], [15]. Here a series-connected capacitor is used for the
pickup coil while it is not of importance for this paper the An equivalent schematic of the DWC system is shown in
compensation topology used for the track coils. Fig. 2, where Lp is the self-inductance of the pickup coil, Lt is
Design of the lumped track layout is carried out under the the self-inductance of the track coils, ip is the current in
following hypotheses: pickup, Cp is the compensation capacitor and RL is the pickup
i) the track coils are deployed at a constant distance D from load resistance. Capacitor Cp is selected in order to resonate
one another, where D is long enough so that, when the pickup with Lp at the supply angular frequency; resistor RL represents
coil is exactly aligned on the top of a track coil, the mutual the battery resistance referred to the pickup coil terminals,
inductances of the pickup coil with the previous and next track henceforth termed as battery equivalent load.
coils are irrelevant; As shown later on, cored track and pickup coils have self
ii) the track coils are supplied with the same sinusoidal current inductances that vary with the pickup coil position. To
it having constant peak magnitude It and angular frequency s; simplify the design, such a variation, in particular that one of
iii) EV moves along the line passing through the track coil Lp, is ignored in the designed stage, leaving to the computer-
centers; this hypothesis is removed in a later stage where a assisted analysis in Section IX to check its relevance. Further
motion with a lateral displacement along axis y of Fig. 1 is it
evaluated;
iv) the EV speed U is constant; Lt ip Cp
v) distance travelled by EV during one period of the supply
current is much shorter than D; +
jsMbip Lp
vi) track and pickup coils are equal and of core-type; the coils
have two axes of symmetry that are directed along the + RL
it -js(Ma+Mb)it
y Motion direction
Lt
Pickup coil
+
0 x x
jsMaip
D
Motion direction
Track coil b Track coil a
Fig.1. Top view of a moving pickup coil along a lumped track. Fig.2. DWC system equivalent schematic.

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2016.2538738, IEEE
Transactions on Industrial Electronics
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS

to this simplification, the series branch Lp, Cp resonates for

any position x of the pickup so that the voltage across the
branch is zero, and the peak magnitude of the current flowing
in RL is
𝑉𝐼 𝜔𝑠𝐼𝑡 [𝑀𝑏 (𝑥)+𝑀𝑎 (𝑥)]
𝐼𝑝 = = (4)
𝑅𝐿 𝑅𝐿

Under hypothesis v), the change of the mutual inductances

due to the EV motion in one period of the track coil supply
current can be disregarded and the average power transferred
to RL in the period is
Fig.3. DD coil set.
1 2 1 𝜔𝑠2 𝐼𝑡2 [𝑀𝑏 (𝑥)+𝑀𝑎 (𝑥)]2
𝑃𝐿 = 𝐼 𝑅
2 𝑝 𝐿
=2 𝑅𝐿
(5)
III. DD COIL CHARACTERISTICS
Let TD be the time taken by EV to cover the distance D. The
energy transferred to RL during TD is given by The mutual inductance M between track and pickup coils is
a key factor in setting efficiency and power transfer capability
𝑇
𝐸 = ∫0 𝐷 𝑃𝐿 (𝑡) 𝑑𝑡 (6) of any DWC system; it depends not only on the relative coil
position, which varies during the EV motion, but also on the
Further to hypothesis iv), it is shape of the coils.
In recent year the so-called DD coils have been proposed
1 [16]. They are conveniently used for the pickups of both
𝑑𝑡 = 𝑈 𝑑𝑥 (7)
stretched and lumped track DWC systems and, in the latter
and (6) can be expressed as case, they are used also in the track [17]. In Fig. 3 a pair of
DD coils, one for the track and the other one for the pickup, is
1 𝑥(0)+𝐷 drawn. The coils are made of two D sections placed back-to-
𝐸 = 𝑈 ∫𝑥(0) 𝑃𝐿 (𝑥) 𝑑𝑥 (8)
back in the same plane. The two sections are electrically
connected to produce, when they are supplied, opposite
where x(0) is the EV position along the axis x at t=0. By (5),
magnetic polarities over the coil faces so that, when the pickup
(8) can be rewritten as
coil is superimposed on a track coil, the flux generated by
1 𝑥(0)+𝐷 each section of the track coil links the corresponding section
𝐸 = 𝑈 𝐾 ∫𝑥(0) [𝑀𝑏 (𝑥) + 𝑀𝑎 (𝑥)]2 𝑑𝑥 (9)
of the pickup coil and the voltage at the pickup coil terminals
is the sum of the voltages induced in its two sections.
where K is given by (10) and accounts for the track coils A FEM code in JMAG environment has been drawn up to
supply current and the battery equivalent load evaluate the dependence of the mutual and self inductances of
1 𝜔𝑠2 𝐼𝑡2
the DD coils on the pickup position x, also termed as
𝐾≜ (10) longitudinal displacement. Four different pairs of DD coils
2 𝑅𝐿
with the dimensions X (longitudinal) and Y (lateral) reported
Further to hypothesis vi), the following relations hold for in Tab. I have been examined. Each pair is made of two equal
the mutual inductances: coils having one wire turn and placed on parallel planes set 0.2
m apart. Both the coils have planar ferrite cores leant on their
𝑀𝑎 (𝑥) = 𝑀𝑎 (−𝑥), 𝑀𝑏 (𝑥) = 𝑀𝑏 (−𝑥) (11) external faces so that most of the flux lines are confined in the
volume between the two coils. The longitudinal displacement
𝑀𝑎 (𝑥) = 𝑀𝑏 (𝑥 − 𝐷) (12)
has been increased from 0, where the coils are aligned, up to a
and (9) can be simplified in distance where their mutual inductances falls below 1% of
their maximum value.
1 𝐷 The resultant dependence of the mutual inductances is
𝐸 = 𝐾 ∫0 [𝑀𝑏 (𝑥) + 𝑀𝑎 (𝑥)]2 𝑑𝑥 (13)
𝑈 plotted Fig. 4, where the lines marked with x, o, □, and * refer
to coil pair #1, #2, #3, and #4 in Tab. I, respectively. The plots
If the track coils are deployed all along a certain EV route,
show that the mutual inductances varies with x in a nearly
the number of track coils coupled with the pickup coil in a
TABLE I
given time interval is proportional to the EV speed; on the COIL PAIR PARAMETERS
other hand, according to (13), the energy transferred to the Coil X dimension Y dimension M0 L0 k0
pickup coil between two track coils is inversely proportional pair [m] [m] [H] [H]
to the speed. Consequently, the total energy transferred to the #1 2.5 1.5 16.6 34.0 0.487
#2 1.5 1.5 9.7 21.1 0.460
pickup coil in a given time interval does not depend on the EV
#3 1.0 1.5 6.3 17.7 0.428
speed. #4 1.5 1.0 5.8 16.4 0.357

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2016.2538738, IEEE
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20 20

Mutual inductance [H]

Mutual Inductance [H]

15 15

10
10

5
5

0
0 0.5 1 1.5 2 2.5 3 0
Displacement [m] 0 1 2 3 4 5
Displacement [m]
Fig.4. Mutual inductance vs. longitudinal displacement.
Fig.6. Mutual inductance vs. longitudinal displacement for different track
coil distance.
linear way, decreasing from the maximum value M0 to about
zero in a space interval S a little longer than the longitudinal results of the FEM analysis for five different distances D,
dimension of the coils. Such a dependence of the mutual namely D=X (i.e. with track coils in contact each other),
inductance with the longitudinal displacement is typical of the D=1.25X, D=1.5X, D=1.75X and D=2X (i.e. with a gap
DD coils and is supported by the experiments in Appendix. between two subsequent track coils equal to the coil length).
Coils with other shapes have a mutual inductance that Longitudinal displacement of the pickup coil with respect to
decreases with the longitudinal displacement in a different the central track coil has been increased from 0 to D/2 and
way; for example, the circular coils exhibit a parabolic then, by exploiting the symmetry of the track layout, inductive
decrease [18]. The results obtained for coil pairs #2 and #4 put parameters have been found for a longitudinal displacement
in evidence that the length of the space interval S is not increasing up to D. The profiles of the mutual inductance for
affected by the lateral dimension of the coils, at least for the the five values of D are traced in Fig.6. They are almost
examined dimension range. Instead, the maximum mutual superimposed, and their values coincide with those in Fig. 4 so
inductance M0 is affected by both the longitudinal and lateral that it can be concluded that the mutual inductance is
dimensions of the coils. Regarding the self-inductance of the unaffected by D. Instead, the self-inductance of the pickup coil
coils, it changes with the longitudinal displacement because changes with respect to Fig. 5: it gets higher values and its
the coils are endowed with ferrite cores, otherwise it would profile becomes flatter. Such a change is more sensible when
remain constant. As shown in Fig. 5, the self-inductance D is small and the longitudinal displacement is large. The
reaches its maximum value Lo when the coils are aligned and extreme condition is reached for D=X, where the self-
then decreases as the longitudinal displacement increases. In inductance is constant over D.
accordance with the simplification posed for the design stage,
Lp is taken constant, equal to its value Lo in aligned conditions. IV. TRANSFERRED POWER AND ENERGY FOR DD COILS
Maximum values of the mutual and self inductances as well On the basis of the outcomes of the previous Section, the
as the corresponding coupling coefficients are reported in the dependence of Ma and Mb on the longitudinal displacement is
right side columns of Tab. I. approximated with a line as exemplified in Fig. 4 for coil pair
Figs. 4 and 5 refer to the inductive parameters of a coil pair #1; note that the line is a bit lower than the actual mutual
made of the pickup coil and one track coil. In real DWC inductance profile all along the displacement. By hypothesis
systems, however, the track is made of a string of coils, whose vi) in Section II, the profiles of Ma and Mb along the axis x are
existence could influence the self-inductance of the pickup as traced in Fig. 7.
coil and its mutual inductance with the track coils, especially The parameter σ, denoted as track flux coverage, is
if the latter ones are deployed at short distance from each introduced in Fig. 7. By referring to coil b, σ is defined as the
other. This influence has been also evaluated by a FEM ratio between the position x at which Mb becomes equal to
analysis, for pickup and track coils having the dimensions of zero and the track coil distance D. According to hypothesis i)
coil pair #1 and for a track section of three coils. Mutual in Section II, it is σ <1. From an inspection of Fig. 4, it
inductance and self-inductance have been worked out from the
emerges that, with good approximation, D is equal to the
35 longitudinal dimension of the coil. Consequently, for a track
of a given length,  represents the portion of track populated
30 with coils and, hence, it gives a useful index of cost of the
Self-inductance [H]

25
DWC system.
Depending on the distance of the track coils and their
20 longitudinal dimension, Mb could become zero before or after
that Ma becomes greater than zero; the first situation,
designated with “separate flux coverage” (SFC), is represented
15

10 in Fig. 7 (a) and occurs for σ<1/2 while the second one,
0 0.5 1 1.5 2 2.5 3
Displacement [m] designated with “overlapped flux coverage” (OFC), is
Fig.5. Self-inductance vs. longitudinal displacement. represented in Fig. 7 (b) and occurs for σ>1/2.

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M expressions of PL,SFC and ESFC because there is no any power

M0 M0 transfer within it.
B. Power and energy analysis under OFC (σ>1/2)
Mb Ma
Under OFC, the expression of the power transferred to the
pickup coil while EV moves from track coil b to track coil a is
0 D D(1-) D x 𝑥 1𝑥 2 𝑥
𝑃𝐿,𝑂𝐹𝐶 (𝐷) = 𝐾𝑀02 (1 − 𝜎 𝐷) , 𝐷
∈ [0, (1 − 𝜎)]
(a)
𝑥 1 2 𝑥
M 𝑃𝐿,𝑂𝐹𝐶 (𝐷) = 𝐾𝑀02 (2 − 𝜎) , 𝐷
∈ [(1 − 𝜎), 𝜎] (19)
M0 M0 𝑥 1 𝑥 2 𝑥
2
{𝑃𝐿,𝑂𝐹𝐶 (𝐷) = 𝐾𝑀0 [1 + 𝜎 (𝐷 − 1)] , ∈ [𝜎, 1]
𝐷
Mb Ma
By (13)-(15), the energy transferred to EV is

𝐷 (1−𝜎) 𝑥 𝑥 𝜎 𝑥
0 D(1-) D D x 𝐸𝑂𝐹𝐶 = 𝐾 {∫0 𝑀b2 ( ) 𝑑 + ∫(1−𝜎) [𝑀𝑏 (𝐷) +
𝑢 𝐷 𝐷
(b) 𝑥
2 1 𝑥 𝑥
Fig.7. Profile of the mutual inductances along the direction x and different 𝑀𝑎 (𝐷)] 𝑑𝑥 + ∫𝜎 𝑀𝑎2 (𝐷) 𝑑 𝐷} (20)
coverage situations: (a) separate flux coverage, and (b) overlapped flux
coverage.
The latter expression, rewritten as
By the linear approximation, Mb and Ma can be expressed as D 𝜎 𝑥 𝑥 𝑥
in (14) and (15), respectively; the expressions are given as a 𝐸𝑂𝐹𝐶 = 𝐸𝑆𝐹𝐶 + 𝐾2 ∫(1−𝜎) 𝑀𝑏 ( ) 𝑀𝑎 ( ) 𝑑 (21)
𝑢 𝐷 𝐷 𝐷
function of x/D in order to make the subsequent analysis
parametric. emphasizes that the transferred energy under OFC is higher
than under SFC because in the interval [D(1-σ), σD] both the
𝑥 1𝑥 𝑥
𝑀𝑏 (𝐷) = 𝑀0 (1 − ), ∈ [0, 𝜎] track coils b and a contribute to the transfer of power, as
𝜎𝐷 𝐷
{ 𝑥 𝑥
(14) described by the second of (19). After simple manipulations,
𝑀𝑏 ( ) = 0,
𝐷
∈ [𝜎, 1] the expression of EOFC can be rewritten as
𝐷

𝑥 𝑥 𝐾𝑀02 3 1 6
𝑀𝑎 (𝐷) = 0, ∈ [0, (1 − 𝜎)] 𝐸𝑂𝐹𝐶 = 2𝜎𝐷 (5 + − 2𝜎3 − 𝜎) (22)
𝐷 3𝑈 𝜎2
{ 𝑥 1 𝑥 𝑥
(15)
𝑀𝑎 ( ) = 𝑀0 [1 + ( − 1)], ∈ [(1 − 𝜎), 1]
𝐷 𝜎 𝐷 𝐷 Eq. (22) highlights that EOFC depends on the product of two
terms, one is 2𝜎𝐷like for ESFC, and the other one is a non-
A. Power and energy analysis under SFC (σ<1/2) linear function of 𝜎.
Under SFC, the power transferred to the pickup coil while The transferred power as a function of x/D and for four
EV moves from track coil b to track coil a is obtained by values of 𝜎 is traced in Fig. 8, where the power is normalized
substituting (14) and (15) in (5). The expression of the to 𝐾𝑀02. The trace marked with crosses refers to SFC with
transferred power is 𝜎=1/4; the trace marked with circles refers to 𝜎=1/2, which is
𝑥 1𝑥 2 𝑥
the boundary condition between SFC and OFC; the traces
𝑃𝐿,𝑆𝐹𝐶 (𝐷) = 𝐾𝑀02 (1 − 𝜎 𝐷) , 𝐷
∈ [0, 𝜎] marked with squares and stars refer to OFC with 𝜎=3/4 and
𝑥
𝑃𝐿,𝑆𝐹𝐶 ( ) = 0,
𝑥
∈ [𝜎, (1 − 𝜎)] (16) 𝜎=1, respectively. The traces points out that OFC is more
𝐷 𝐷
𝑥 1 𝑥 2 𝑥
effective than SFC in transferring power to the pickup coil.
{ 𝑃𝐿,𝑆𝐹𝐶 (𝐷) = 𝐾𝑀0 [1 + 𝜎 (𝐷 − 1)] ,
2
𝐷
∈ [(1 − 𝜎), 1] The transferred energy as a function of 𝜎 is traced in Fig. 9,

By (13)-(15), the energy transferred to EV is

1
D 𝜎 𝑥 𝑥 1 𝑥 𝑥
𝐸𝑆𝐹𝐶 = 𝑈
𝐾 {∫0 𝑀𝑏2 (𝐷) 𝑑 + ∫(1−𝜎) 𝑀𝑎2 (𝐷) 𝑑 𝐷} (17) 0.8
𝐷
2
PL/KM0

Solving (17) yields 0.6

𝐾𝑀02 0.4
𝐸𝑆𝐹𝐶 = 2𝜎𝐷 (18)
3𝑈
0.2
Eq. (18) points out that the energy transferred to EV is
proportional to 2σD, i.e. to the length of the two fractions of 0
0 0.2 0.6 0.4 0.8 1
the track coil distance where either Ma or Mb are greater than x/D
zero. The remaining part of D does not enter in the Fig.8. Normalized transferred power vs. x/D for 𝜎=1/4 (x), 𝜎=1/2 (o), 𝜎=3/4
(□) and 𝜎=1 (*).

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2016.2538738, IEEE
Transactions on Industrial Electronics
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS

𝑥 𝜎
𝐷
= 2 . From (23), (25) and (26), one obtains for SFC and
1
OFC, respectively
0.8
E/(KM0 D/u)

EOFC 𝜎
𝑉𝑀 ( ) 𝑓𝐷 2 2
0.6 𝜎
2
= , 𝜎 ∈ [0, 3]
2

𝑉𝐼 ( ) 𝑓𝑠 𝜋𝜎
2
0.4 𝜎 (27)
𝑉𝑀 ( ) 𝑓𝐷 1 2
2
ESFC
𝜎 = 𝑓𝑠 𝜋(2𝜎−1)
, 𝜎 ∈ [3 , 1]
0.2 { 𝑉𝐼 ( )
2

0
0 0.2 0.4 0.6 0.8 1 The supply frequency fs of the DWC systems has been fixed

Fig.9. Normalized transferred energy vs. .
at 85 kHz by SAE International J2954 Task Force; the
frequency fD, in turn, does not exceed 10 Hz. With these
where the energy is normalized to 𝐾𝑀02 𝐷/𝑈. As expected, frequency values, the first equation of (27) states that VM has a
EOFC is larger than ESFC and increases more than in linear way magnitude as high as to VI only if  is about 75·10-6, i.e. only
with . if 75 mm of coil are deployed for every km of track. And
additionally, the second equation of (27), calculated for =2/3,
V. MOTIONAL VOLTAGE states that VI is more than 8900 times greater than VM. Further
The voltage induced in the pickup coil because of its motion to these data, it can be concluded that in a practical DWC
with respect to the track coils is composed by sine waves; they system the motional voltage is negligible compared to the
have the same angular frequency as the track supply current transformer voltage and, hence, it can be disregarded in
and peak magnitude that varies as given by designing the track layout.

𝑑[𝑀𝑏 (𝑥)+𝑀𝑎 (𝑥)] 𝑑[𝑀𝑏 (𝑥)+𝑀𝑎 (𝑥)] VI. WPTBC COIL-COUPLING SIZING
𝑉𝑀 = | 𝑑𝑡
| 𝐼𝑡 = |
𝑑𝑥
| 𝑈𝐼𝑡 (23)
The EV motion with a lateral displacement along axis y of
Under linear profiles of Ma and Mb, the expression of VM for Fig. 1 reduces the power transferred to EV on account of the
both SFC and OFC is given by lower value of the mutual inductances between track and
pickup coils [19]. Effects of lateral displacement in coil pair
𝑥 1 𝑥
𝑉𝑀 (𝐷) = 𝑀0 𝐼𝑡 𝑓𝐷 , ∈ [0, 𝜎] #1 have been evaluated by a FEM analysis, executing a
𝜎 𝐷
𝑥 𝑥 parametric analysis of the mutual inductances MDD between
𝑉𝑀 ( ) = 0,
𝐷
∈ [𝜎, (1 − 𝜎)] (24) track and pickup coils for lateral displacements increasing
𝐷
𝑥 1 𝑥 from 0 up to Y, the lateral dimension of the pickup coil.
{𝑉𝑀 (𝐷) = 𝑀0𝐼𝑡 𝑓𝐷 𝜎 , ∈ [(1 − 𝜎), 1] 2 ⁄ 2
𝐷 Attention has been focused on the ratio 𝑀𝐷𝐷 𝑀0 because this
quantity is equal to the ratio of the actually transferred power
where fD=1/TD.
By substituting (14) and (15) in (3), the expressions of the to its theoretical maximum, thus giving a clear indication of
peak magnitude VI of the transformer voltage for SFC and the effects of the lateral displacement on the power transfer
2 ⁄ 2
OFC become capability of the DWC system. The profile of 𝑀𝐷𝐷 𝑀0 , traced
in Fig. 10 as a function of the lateral displacement with the
𝑥 1𝑥 𝑥 blue dashed line, shows that a point exists at about 35% of Y
𝑉𝐼,𝑆𝐹𝐶 ( ) = 𝐼𝑡 𝜋𝑓𝑠 𝑀0 (1 − ), ∈ [0, 𝜎]
𝐷 𝜎𝐷 𝐷
𝑥 𝑥
where the mutual inductance of DD coils is zero (null point).
𝑉𝐼,𝑆𝐹𝐶 (𝐷) = 0, 𝐷
∈ [𝜎, (1 − 𝜎)] (25) Then, in the null point there is no power transfer even if the
𝑥 1 𝑥 𝑥 pickup coil is just over the track coil.
{𝑉𝐼,𝑆𝐹𝐶 (𝐷) = 𝐼𝑡 𝜋𝑓𝑠 𝑀0 [1 + 𝜎 (𝐷 − 1)] , ∈ [(1 − 𝜎), 1]
𝐷
A number of solutions has been proposed to reduce the
𝑥
𝑉𝐼,𝑂𝐹𝐶 (𝐷) = 𝐼𝑡 𝜋𝑓𝑠 𝑀0 (1 − 𝜎 𝐷),
1𝑥 𝑥
∈ [0, (1 − 𝜎)] sensitivity of the DWC system to the lateral displacement, by
𝐷 either arranging suitable compensation networks [20], or
𝑥 1 𝑥
𝑉𝐼,𝑂𝐹𝐶 ( ) = 𝐼𝑡 𝜋𝑓𝑠 𝑀0 (2 − ),
𝐷
∈ [(1 − 𝜎), 𝜎] (26) modifying the coil shape [21], [19], or using three phase
𝜎 𝐷
𝑥 1 𝑥 𝑥
{𝑉𝐼,𝑂𝐹𝐶 (𝐷) = 𝐼𝑡 𝜋𝑓𝑠 𝑀0 [1 + 𝜎 (𝐷 − 1)], ∈ [𝜎, 1]
𝐷

where the frequency fs=s/2 is introduced in place of s to

facilitate the comparison between VI and VM.
𝑥 𝑥
If such a comparison were performed at 𝐷 = 𝜎 or at 𝐷 =
(1 − 𝜎), the results would be not significant because the linear
approximations of Ma and Mb have cusps in those positions
that originate discontinuities in VM. Indeed, the effective
profile of the mutual inductances decay to zero smoothly and
VM does not have any discontinuity. The same would occur at
𝑥 𝑥
𝐷
= 0 or at 𝐷 = 1. For this reason, VM and VI are compared at
Fig.10. Squared mutual inductances ratios vs. lateral displacement.

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2016.2538738, IEEE
Transactions on Industrial Electronics
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systems [22]. In [23] and [24], the onset of the null point in the TABLE II
REFERENCE CAR PARAMETERS
DD coils is prevented by inserting an additional coil at the
Quantity Symbol Values
center of the pickup structure, as shown in Fig. 11. The Mass m 1475 kg
additional coil, which is named quadrature coil (Q coil), has Width l 1.77 m
its own power conversion circuitry that adds the Q coil output Wheelbase h 2.7 m
Maximum speed U 39 m/s (140 km/h)
power to that one delivered by the DD coil. Denoting the
Air drag coefficient Cd 0.28
mutual inductance between the Q coil and the track coil with Front area Af 2.23 m2
MQ, the ratio between the power transferred to the Q coil and Rolling friction coefficient Krf 0.01
the maximum power transferred to the DD coil is 𝑀𝑄2 ⁄𝑀02 and Nominal battery voltage VB 365 V
Nominal battery charging power PN 50 kW
is represented by the red dotted line in Fig. 10. The total Pulse battery charging power Ppk 70 kW
power transferred to EV is given the sum of the two powers
and is represented by the blue solid line. As shown by the the car and g is the gravitational acceleration.
traces of Fig. 10, the insertion of the Q coil has the beneficial An overall efficiency of 80% is assumed for the EV
impact of transferring a power equal to 15% of the maximum powertrain, that goes from the DC bus to the wheels and
value in the null point of the DD coil. In any case, lateral includes the traction inverter, the traction motor and a
displacements should be bounded to a small fraction of Y reduction gear. By help of (28)-(30), the average power Pavg
otherwise the transferred power will decrease substantially; that must be entered into the DC bus of the powertrain is 34
f.i., for a lateral displacement greater than 50% of Y, the kW, corresponding to an energy Ekm=874 kJ/km. These data
transferred power falls below 15% of the maximum value. represent the need of power and energy to be transferred from
the DWC system to the pickup coil.
VII. STUDY CASE By assuming, for simplicity, that the DC bus voltage is
As a study case, a compact C-class car moving at high equal to the nominal battery voltage, the EV powertrain
speed for a long distance, for instance in the highways, is appears at the terminals of the compensated pickup coil as an
considered. The main characteristics of the car are reported in average equivalent load of about
Table II. The DWC system is required to transfer to EV all the
energy spent for its motion so that the charge level of the 8 𝑉2
𝑅𝐿 = 𝜋2 𝑃 𝐵 ≅ 3.2Ω (31)
battery when EV leaves the highway is the same as when it 𝑎𝑣𝑔

was entering (transferred energy balance requirement).

The power needed to run a car at constant speed U on a VIII. TRACK LAYOUT SIZING
horizontal road is Being the longitudinal dimension of the track coils much
smaller than 1 km, the number of coils deployed in 1 km of
𝑃 = (𝐹𝑑 + 𝐹𝑟𝑜𝑙𝑙 )𝑈 (28) track can be approximated with 1000/D. By (18), (22) and
(10), the following equations of Ekm apply for SFC and OFC,
where Fd is the air drag force and Froll is the rolling resistance
respectively:
force. The air drag force is expressed as
1000 𝜔𝑠2 𝐼𝑡2 𝑀02 1
1
𝐹𝑑 = 2 𝐶𝑑 𝜌𝑎𝑖𝑟 𝐴𝑓 𝑈2 (29) 𝐸𝑘𝑚 =
3𝑈
𝜎, 𝜎 ∈ [0, ] (32)
𝑅𝐿 2

where Cd is the air drag coefficient, Af is the front area of the 1000 𝜔𝑠2 𝐼𝑡2 𝑀02 3 1 6 1
𝐸𝑘𝑚 = 3𝑈
𝜎 (5 + 𝜎2 − 2𝜎3 − 𝜎) , 𝜎 ∈ [2 , 1] (33)
𝑅𝐿
car andair is the air density, set at 1.167 kg/m 3. The rolling
resistance force is expressed as
For given values of Ekm, 𝜔𝑠 , U and RL, (32) and (33)
𝐹𝑟𝑜𝑙𝑙 = 𝐾𝑟𝑓 𝑚𝑔 (30) establish a relationship between It, M0 and . It is represented
by the diagrams of Fig. 12 for three values of the track supply
where Krf is the rolling friction coefficient, m is the mass of currents: 50 Arms, 100 Arms and 150 Arms. The diagrams give a
guideline to size the track layout. As a matter of fact, they
permit to find out M0 once σ is set or, conversely, to findout
once M0 is known. As an example, for coil pair #1 (horizontal
line in Fig. 12 with M0=16.6 H) the value of is 0.736 for a
track supply current of 50 Arms, 0.208 for 100 Arms, and 0.093
for 150 Arms.
Inspection of Fig. 12 shows that an increase in the supply
current allows the deployment of track coils with a smaller .
However, for a fixed increment in the supply current, the
reduction of  results lower at high supply currents; moreover,
the advantage of increasing the supply current is greater when
coils with lower M0 are employed.
Fig.11. DD pickup coil with Q coil.

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2016.2538738, IEEE
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10
-4
TABLE IV
TRACK PARAMETERS VS. TURNS NUMBER
Coil pair 1 Turn 2 Turns 3 Turns
M0=16.6 H M0=65.1 H M0=0.38mH
#1
=0.208 =0.013 =0.0026
I =50A M0=9.72 H M0=38.1 H M0=0.22 mH
t rms
#2
0

=0.595 =0.039 =0.0075

M

M0=6.29 H M0=24.6 H M0=0.14 mH

It=150Arms I =100A #3
10
-5 t rms
=0.981 =0.090 =0.0178
M0=5.86 H M0=22.9 H M0=0.13 mH
#4
=n.a. =0.104 =0.0206
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

Fig.12. Mutual Inductance vs. for various track currents (Ekm =874 with one turn. Inspection of the table shows that a greater turn
kJ/km). number rewards for smaller coil dimensions. As an example,
coil pair #4 with 2 turns requires a smaller  than coil pair #1
As an example, the diagram can be used to find  for the
with one turn, thus satisfying the transferred energy balance
four coil pairs in Tab. I. Being the longitudinal dimension of requirement by means of a tack made of smaller track coils,
the coils about equal to D, the number of coils to be which is less expensive to be manufactured and installed.
deployed for each km of track is readily obtained. The results On the other hand, transfer of the required energy Ekm using
are summarized in Tab. III, where n.a. stands for not a lower number of track coils leads to an increase of the power
applicable and means that there is no intersection of the M0 sizing of both the coils and the power converters, whether they
line with the specified track supply current. are used to supply the track coils or to condition the power
It is worth to notice that the procedure followed in deriving received by the pickup. Moreover, for given values of the peak
(32) and (33) is based on the hypothesis of a linear profile of charging power of the EV battery and of the power needed to
the mutual inductance, rounding down their actual values. move EV, the transferred power should be limited to their
Therefore, expressions (32) and (33) are conservative for the sum; otherwise an auxiliary storage system, for example based
transferred energy. On the other hand, expressions (4) and (5) on supercapacitors, must be installed onboard EV to absorb
for Ip and PL have been found in the hypothesis of resonance the peaks of the transferred power and to gradually release the
of the couple Lp-Cp, which requires that Lp is constant. stored energy to move EV in the portion of the track coil
Actually, Lp is subjected to a decrease as a function of the distance where the transferred power is not sufficient..
longitudinal displacement so that the impedance of the Lp-Cp-
RL series branch gets a reactive component that causes Ip, and IX. SIZING VALIDATION
hence PL, to decrease. This reduces, or nullifies, the design
safety margin in the transferred power given by the defect Sizing of the track layout has been checked against a
approximation of the mutual inductance. numerical analysis carried out in the Matlab environment with
Equations (32) and (33) point out that the transferred energy the data obtained by the FEM analysis for the mutual and self-
inductances of the track and the pickup coils, and reported in
is proportional to 𝑀02. It is known that if the coil dimensions
Figs. 4 and 5.
and distance are kept fixed, M0 is nearly proportional to the
Coil pair #1 with one turn and a supply current of 100 Arms
square of the turn number of the coils. Therefore, the mutual
inductances of coil pairs with the dimensions of those has been examined. By Tab. III, the required  is of 0.208
considered till now, but made of two or three turns are with a corresponding coil distance of 12 m. On account of the
obtained by multiplying by 4 or 9 the values reported in Tab. large distance between the track coils and according to Figs. 4
I. and 5, the mutual inductance Mb becomes zero before Ma
The resultant values of 𝑀0 and, in correspondence, of , starts to increase and, at the same way, the pick-up coil self-
inductance Lp reaches its minimum and maintains it for a
obtained from (32) or (33) or by using the diagrams of Fig. 12,
comparatively long distance before increasing again with a
are reported in Tab. IV together with those of the coil pairs
symmetric behavior around the position x=D/2.
TABLE III The profile of the power transferred from the track coils to
COILS PARAMETERS the pickup coil is shown in Fig. 13. The dashed curve
Coil pair Current [Arms]  D [m] n [coil/km] represents (16) whilst the solid line is found by the numerical
50 0.736 3.39 294
#1 100 0.208 11.99 83 analysis. When the pickup moves from 0 to about 1m or from
150 0.093 26.98 37 11 to 12 m, the power calculated by (16) is lower because,
50 n.a. n.a. n.a. when Lp is around its nominal value, (16) gives a defect
#2 100 0.595 2.52 397 approximation of the transferred power. When EV moves
150 0.269 5.57 179
50 n.a. n.a. n.a. from 1 to 2 m or from 10 to 11 m, the power calculated by
#3 100 0.981 1.01 981 (16) is higher because of the variation of Lp that causes the
150 0.623 1.60 623 loss of the resonance with Cp. In the central part of the interval
50 n.a. n.a. n.a. between two track coils there is no power transfer because
#4 100 n.a. n.a. n.a.
150 0.683 2.19 455 both Ma and Mb are zeroed. The horizontal dotted line in Fig.

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2016.2538738, IEEE
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250 5

Mutual Inductance [H]

Power [kW] 200 4

150 3

100 2

50 1

0 0
0 2 4 6 8 10 12 0 0.1
0.2 0.3 0.4
Displacement [m] Displacement [m]
Fig.13. Transferred power computed by (16) (dashed blue line) and by Fig.15. Mutual inductance of the experimental DD coils pair vs. longitudinal
numerical analysis (solid red line) for coil pair #1. displacement.

compact C-class car to move at high speed along the route. By

13 represents the average transferred power. From the help of the above results, a sizing procedure has been arranged
numerical analysis it results in 34.55 kW while from (16) it to compute the track coil distance. The sizing procedure has
results in 34.01 kW, i.e. the two data are almost coincident. By been validated by a computer-assisted analysis.
numerical analysis, the transferred energy per km is 888 kJ,
which is about 1.6% higher than the specified one. Peak of the APPENDIX
transferred power is about 250 kW so that an auxiliary storage
A small-scale prototype of coil pair #1 has been built with a
system onboard EV is required with this track layout.
reduction ratio of 6.25. The dimensions X and Y of the coils
When the track coils are set at a shorter distance, because of
have been set at 0.4 m and 0.24 m, respectively. The coils
the combined effects of the cores of the track coils just ahead
have been placed apart of a distance of 0.032 m and leant
and behind the pickup, the self-inductance of the pick-up coil
against two planar ferrite cores having dimension 0.4 m x 0.4
is near to its maximum along the full EV route. In this case the
m. The mutual inductance have been measured by the LCR
transferred power given by (16) results lower than the actual
meter LCR-819 of inSTECK Company. Measurements have
one. As an example, let us consider pair coil #2 with one turn
been executed by increasing the longitudinal displacement
and a track supply current of 100 Arms. By Tab. III, the
from 0 to 0.4 m with steps of 0.01 m. The obtained results are
required  is of 0.595 with a corresponding coil distance of
reported by red circles in Fig. 15. As a comparison, the mutual
2.52 m. The profile of the power transferred with this track
inductance obtained by the FEM analysis and plotted in Figs.
layout is reported in Fig. 14. From numerical analysis the
4 is also reported here, after scaling down its maximum value
average transferred power results in 40.78 kW while from (16)
and the longitudinal displacement in order that they match the
it results in 34.03 kW. The transferred energy per km is 1.05
scale of the experimental prototype. The data of Fig. 15
MJ, which is about 20% higher than that estimated by (33).
confirm the almost linear decrease of the mutual inductance
Peak of the transferred power is about 86 kW so that there is
with the longitudinal displacement thus validating the sizing
no need of any additional storage system onboard EV.
procedure developed in the paper.
X. CONCLUSIONS
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0278-0046 (c) 2015 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2016.2538738, IEEE
Transactions on Industrial Electronics
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Power Electron. Conf. and Expo. (APEC), 2014, pp. 1676-1682. degree in electronic engineering and the
[12] W. Zhang, S.C. Wong, C.K. Tse, and Q. Chen, "An Optimized Track
Length in Roadway Inductive Power Transfer Systems," IEEE Jour. Ph.D. degree in industrial electronics and
Emerging and Selected Topics in Power Electron., vol.2, no. 3, pp. 598- computer science from the University of
608, 2014. Padova, Padova, Italy, in 1993 and 1997,
[13] Z. Zhang and K. Chau, "Homogeneous Wireless Power Transfer for
respectively. From 1998 to 2000, he was a
Move-and-Charge," IEEE Trans. Power Electron., vol.30, no. 11, pp.
6213-6220, 2015. member of the Research and Development
[14] W. Li, H. Zhao, S. Li, J. Deng, T. Kan, and C.C. Mi, “Integrated Division of an electric drive factory. In
Compensation Topology for Wireless Charger in Electric and Plug-in 2000, he joined the Department of
Electric Vehicles,” IEEE Trans. Ind. Electron., vol. 62, no. 7, pp. 4215-
Electrical Engineering, University of Padova, as a Researcher
4225, 2015.
[15] L. Chen, S. Liu, Y.C. Zhou, and T.J. Cui, “An optimizable circuit in the Scientific Disciplines’ Group “electric converters,
structure for high-efficiency wireless power transfer,” IEEE Trans. Ind. machines, and drives.” Since 2015, he is Associate Professor
Electron., vol. 60, no. 1, pp. 339-349, 2013. and holds the lectureships of Enertronics and of Road Electric
[16] M. Budhia, J.T. Boys, G.A. Covic, and C.Y. Huang, "Development of a Vehicles for graduate students. He is currently involved in the
Single-Sided Flux Magnetic Coupler for Electric Vehicle IPT Charging
Systems," IEEE Trans. Ind. Electron., vol. 60, no. 1, pp. 318-328, 2013. analysis and design of power electronics and control systems
[17] A. Zaheer, G.A. Covic, and D. Kacprzak, "A Bipolar Pad in a 10-kHz for electric and hybrid vehicles and for wireless power transfer
300-W Distributed IPT System for AGV Applications," IEEE Trans. systems.
Ind. Electron., vol.61, no. 7, pp. 3288-3301, 2014.
[18] J. Acero, C. Carretero, I. Lope, R. Alonso, O. Lucia, and J.M. Burdio,
"Analysis of the Mutual Inductance of Planar-Lumped Inductive Power Hemant Kumar Dashora received B.E.
Transfer Systems," IEEE Trans. Ind. Electron., vol.60, no. 1, pp. 410- degree from University of Rajasthan,
420, 2013. Jaipur (India) and M. Tech. from Indian
[19] V. Prasanth and P. Bauer, “Distributed IPT Systems for Dynamic Institute of Technology Kharagpur, both
Powering: Misalignment Analysis,” IEEE Trans. Ind. Electron., vol. 61,
no. 11, pp. 6013-6021, 2014. in Electrical Engineering, in years 2009
[20] Q. Zhu, Y. Guo, L. Wang, C. Liao, and F. Li “Improving the and 2011, respectively. After master, he
Misalignment Tolerance of Wireless Charging System by Optimizing joined General Motors Technical Centre
the Compensate Capacitor, “IEEE Trans. Ind. Electron., vol. 62, no. 8, India in Bangalore and worked as a senior
pp. 4832-4836, 2015.
[21] S. Raabe and G.A. Covic, "Practical Design Considerations for engineer for almost 3 years. Since 2014,
Contactless Power Transfer Quadrature Pick-Ups," IEEE Trans. Ind. he is a Ph.D. student at the Department of Industrial
Electron., vol.60, no. 1, pp. 400-409, 2013. Engineering, University of Padova, Italy.
[22] H. Matsumoto, Y. Neba, K. Ishizaka, and R. Itoh, "Comparison of
During master, he worked on wind energy extraction project
Characteristics on Planar Contactless Power Transfer Systems," IEEE
Trans. Power Electron., vol.27, no. 6, pp. 2980-2993, 2012. that includes permanent magnet motor drive, emulation of
[23] A. Zaheer, H. Hao, G.A. Covic, and D. Kacprzak, "Investigation of wind turbine and power converters. While in General Motors,
Multiple Decoupled Coil Primary Pad Topologies in Lumped IPT his activities were focused on modeling and simulation of a
System for interoperable electric vehicle charging,” IEEE Trans. Ind. complete architecture of hybrid and electric vehicles to
Electron., vol. 30, no. 4, pp. 1937-1955, 2015.
[24] J. Deng, W. Li, T.D. Nguyen, S. Li, and C.C. Mi, "Compact and analyze their fuel economy, performance, durability etc. As a
Efficient Bipolar Coupler for Wireless Power Chargers: Design and Ph.D. student, he is involved in a research on dynamic
Analysis," IEEE Trans. Power Electron., vol. 30, no. 11, pp. 6130-6140, wireless charging of electric vehicles. His area of interest are
2015.
coupling coil and power supply analysis.
Giuseppe Buja (M’75–SM’84–F’95-
LF’13) is a Full Professor at the
University of Padova, Italy, heading the
laboratory on “Electric Systems for
Automation and Automotive”. He has
carried out research in the field of power
and industrial electronics and has
authored or co-authored more than 200
papers. His current research is turned to wired and wireless
charging of the electric vehicles, and to power conversion
systems for renewable energies. He was the recipient of the
IEEE Industrial Electronics Society Eugene Mittelmann
Achievement Award “in recognition of his outstanding

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