A Systematic Review of Dynamic Wireless Charging System for Electric Transportation

Abstract

Green electricity and green transportation are the primary requirements for smart cities. Maximizing the EV utilization is the key requirement in the development of green transportation. However, the EV technology faces challenges due to the long battery recharging time and heavy batteries to achieve extended driving ranges. Different approaches are investigated to charge the EV by battery swapping, plugin or wireless. Recently the wireless charging approach is gaining popularity because of safety, extended driving range, dynamic charging and human intervention free recharging. However, multiple factors need to considered in the design of WPT system and requires expertise in different domains. This paper discusses a systematic approach on the various parameters involved in a dynamic wireless charging system design. The major functional units in WPT such as charging couplers, compensation network, and power inverters topologies are addressed. Additionally, this paper discusses the issues involved in grid-tied and renewable integrated dynamic charging systems. Moreover, the step by step procesdure is described to understand the process involved in the dynamic charging system design. Finally, various case studies at different power levels are presented to get more insights into practical design.

Full text

Received 9 November 2022, accepted 1 December 2022, date of publication 6 December 2022,
date of current version 29 December 2022.
Digital Object Identifier 10.1109/ACCESS.2022.3227217
A Systematic Review of Dynamic Wireless
Charging System for Electric Transportation
YUVARAJA SHANMUGAM 1, NARAYANAMOORTHI R 1, PRADEEP VISHNURAM 1,
MOHIT BAJAJ 2, KAREEM M. ABORAS 3, PADMANABH THAKUR 2, AND KITMO 4
1Electric Vehicle Charging Research Centre, Department of Electrical and Electronics Engineering, SRM Institute of Science and Technology,
Chennai 603203, India
2Department of Electrical Engineering, Graphic Era Hill University, Dehradun 248002, India
3Department of Electrical Power and Machines, Faculty of Engineering, Alexandria University, Alexandria 21526, Egypt
4Department of Renewable Energy, National Advanced School of Engineering of University of Maroua, Maroua, Cameroon
Corresponding authors: Narayanamoorthi R (narayanamoorthi.r@gmail.com), Mohit Bajaj (thebestbajaj@gmail.com),
and Kitmo (kitmobahn@gmail.com)
ABSTRACT Green electricity and green transportation are the primary requirements for smart cities.
Maximizing EV utilization is the key requirement in the development of green transportation. However,
EV technology faces challenges due to the long battery recharging time and heavy batteries to achieve
extended driving ranges. Different approaches are investigated to charge the EV by battery swapping, plugin,
or wireless. Recently the wireless charging approach is gaining popularity because of safety, extended driving
range, dynamic charging, and human intervention-free recharging. However, multiple factors need to be
considered in the design of the WPT system and require expertise in different domains. This paper discusses
a systematic approach on the various parameters involved in a dynamic wireless charging system design.
The major functional units in WPT such as charging couplers, compensation network, and power inverters
topologies are addressed. Additionally, this paper discusses the issues involved in grid-tied and renewable
integrated dynamic charging systems. Moreover, the step-by-step procedure is described to understand the
process involved in the dynamic charging system design. Finally, various case studies at different power
levels are presented to get more insights into practical design.
INDEX TERMS Inductive charging, dynamic charging, electric vehicle, charging couplers, in-motion
charging.
ABBREVIATIONS
EV Electric Vehicle.
GHG Green House Gas.
SWC stationary wireless charging.
DWC Dynamic Wireless Charging.
IPT Inductive Power Transfer.
KRRI Korean Rail Road Research Institute.
ORNL Oak Ridge National Laboratory.
OLEV On-Line Electric Vehicle.
SUV Sports Utility Vehicle.
KAIST Korea Advanced Institute of Science and
Technology.
The associate editor coordinating the review of this manuscript and
approving it for publication was Wei Xu .
FOD Foreign Object Detection.
PV Photo Voltaic.
CP Circular Pad.
RP Rectangular Pad.
DDP Double D-Pad.
DDQ Double D Quadrature Pad.
BP Bipolar Pad.
SS Series-Series.
SP Series-Parallel.
PS Parallel-Series.
PP Parallel-Parallel.
HF High frequency.
a.c. alternating current.
d.c. direct current.
DPC Direct Power Control.
VOLUME 10, 2022 This work is licensed under a Creative Commons Attribution 4.0 License. For more information, see https://creativecommons.org/licenses/by/4.0/ 133617

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
MOD Metal Object Detection.
LOD Living Object Detection.
ZVS Zero Voltage Switching.
ZPA Zero Phase Angle.
CC Constant Current.
CV Constant Voltage.
SoC State of Charge.
RES Renewable Energy Sources.
V2G Vehicle to Grid.
ESS Energy storage system.
SAE Society of Automotive Engineers.
EMI Electromagnetic interference.
EMC Electromagnetic compatibility.
I. INTRODUCTION
A Market for EV is increased rapidly by 168% globally in
2021 to decrease the emission of GHG. The usage of EVs
on road transportation protects the environment from GHG
emissions. During the year 2020, higher than 500 lakh tones
of CO2equivalent GHG emissions were reduced by EVs [1].
The development of charging infrastructure should
increase proportionately to the EVs market. The requirement
for automotive lithium-ion energy storage elements is also
increased to overcome the EVs market demand. Battery
swapping, conductive, and inductive charging are energizing
EV storage devices [2]. A battery swapping system for an EV
is a charging method in which a drained battery is swapped
with a fully charged battery. The different types of battery
swapping are sideways, rear, and bottom [3]. A vehicle may
alert the information system that it needs a battery swap
when the battery is dead. The charging station will get the
information from the EV through wave communication about
EVs position, estimated arrival time, and identifications so
that the battery is ready when the vehicle arrives at the
station. When the EV arrives at the station, the computer
system finds the pertinent information associated with the
EVs membership card. The charging station’s operator will
confirm the information and guide the EV to the swapping
zone, where the necessary battery change will be performed
using an automatic arm system [4]. In conductive charging,
mechanical conductors are used to transmit electricity to
the battery of the EV. Thus, it is more effective. These
technologies have two categories: a.c. and d.c., depending
on how EV batteries are linked to the grid.
Furthermore, the charging method is classified into two
types based on charger arrangement [5]: onboard charging,
where the charger is mounted within the vehicle, and off-
board charging, where the charger is deployed outside the
vehicle. Off-board chargers might be rapid chargers whilst
on-board chargers are often slow ones. The power flow in the
chargers may be unidirectional or bidirectional. The battery
must be linked to the earth throughout the charging process,
regardless of whether the EV body includes onboard or off-
board. When there is no physical barrier between the charger
and the battery, isolation monitoring is essential. A fast-
charging station [6], [7] proposed to charge an EV up to 80%
SoC within 30 minutes of charging time. The CHAdeMO
group recently unveiled a new charging methodology. The
power rating is increased, such as d.c. They are charging with
more than 500 kW power with 600 A maximum current.
Additionally, they suggest liquid cooling and a proper
locking mechanism for connectors [5]. Due to the nonlinear
nature of EV load, EV load penetration in the grid causes a
considerable voltage deviation, an increase in losses of the
transformer, peak demand, and a higher order harmonics dis-
tortion in current. The distribution side equipment’s lifetime
will decrease due to these issues. ESS [8] may reduce these
effects by using a fast-charging station V2G design to shape
the peak demand with few extra facilities. Additionally, grid
problems associated with fast charging may be mitigated by
integrating RES into the distribution grid [9].
The battery swapping and conductive charging systems are
driver-dependent on the charging process and require bulk
energy storage devices. The dependency of the driver can
be overcome by inductive charging. The different types of
inductive charging systems are stationary and dynamic charg-
ing systems. The inductive charging system during driving
conditions (DWC System) is used to reduce the require-
ment for a high-volume energy storage device, the vehicle’s
weight, and extends the vehicle’s driving range. Because of
the frequent charging infrastructure built under highways,
dynamic charging enables smaller and lighter energy storage
devices to be employed. Despite the knowledge that the DWC
needs more investments in electrical lines rather than static
charging, smaller batteries with longer battery life might save
more costs for the system. The researchers from KAIST
demonstrated these advantages with the help of OLEV. When
the dynamic charging system is used instead of stationary, the
overall cost is estimated to be reduced by 20.8% [10]. The
barriers to battery swapping are inadequate standardization
among EV batteries, increased number of batteries required
to power the same number of EVs, shorter commercial life
of battery packs due to customer preference for new batteries
with more excellent range, and higher life-cycle expenses of
battery leasing [11]. A long track is embedded on the road-
side, and the receiver pad(s) is positioned under the vehicle
in a DWC system. The track embedded on the roadside might
be a long continuous track or continuous segmental charging
pad [12]. The receiver pad which is installed under the vehicle
initiates the charging process whenever it is positioned over
the transmitter track. The control of the energizing process of
a long track is simple, but the power loss due to a portion
of the non-interactive track is high. The energization process
of the segmental pad structure is complex. Still, the particular
pad is energized only during the receiver pad is positioned
over it, and the remaining pads are in ideal condition. There
are several organizations from various countries that are ana-
lyzing the DWC system. The University of California from
Berkeley successfully developed and demonstrated the 60 kW
IPT charging system on behalf of California PATH [14].
A 100 m long track was installed with a 50 kW powered
IPT charging system under project VICTORIA. The DWC
133618 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
FIGURE 1. Overall structure of review article.
system was successfully demonstrated with the help of a
20-kWh lithium-ion energy storage device. The dimension of
the receiver coil was designed to be higher than the transmit-
ter coil to be comfortable with static IPT and dynamic IPT
charging systems [15]. The German government installed the
200-kW IPT charging system with the help of Bombardier
PRIMOVE and energized the Electrified public transport
system speedily [16]. A 128 m, 1 MW, 60 kHz IPT charg-
ing system for a high-speed Electric train was successfully
demonstrated by KRRI [17]. ORNL researchers developed
a 120 kW DWC system, and the power transfer efficiency is
97% with a 15.24 cm air gap between charging couplers [18].
A 60 kW DWC system for an OLEV bus and a 20 kW DWC
system for SUV were designed and demonstrated by KAIST
with higher than 70 % power transfer efficiency [19].
The structure of this review article is represented in fig. 1.
In this article, the significant components of the DWC
system, challenges involved in the DWC system, Grid-tied
DWC system, and PV-integrated DWC system are discussed.
The components of the DWC system are charging couplers
(transmitter and receiver), Impedance matching networks
(transmitter-side and receiver-side), Power Modulators
(transmitter-side and receiver-side), Sensing Unit (FOD and
Vehicle Position), and a Controller Unit. The charging cou-
plers are used to transmit and receive power based on IPT
technology. The impedance matching network is used as a
compensator and assists the couplers in attaining resonant
conditions. The maximum power is transferred between
charging couplers during this resonant condition. The power
modulators convert the a.c.-d.c. or d.c.-a.c. on the receiver or
transmitter sides, respectively.
Based on the transformer working principle, the transmit-
ter is considered the primary side, and the receiver is the
secondary side of the IPT system. The parameters involved
in wireless charging are the systems’ operating frequency,
alignment of charging couplers, the geometry of the charg-
ing coupler, selection of proper resonant network, and the
system power. The factors involved in the design of charging
couplers are inductance parameters, rated power level, airgap
distance, proper ventilation, and interoperable characteristics.
The weight of the receiver pad should be within the permissi-
ble value. The factors involved in the compensation network
are maintaining the resonant frequency during the misalign-
ment and transferring the maximum power. The selection of
compensation network elements is based on these conditions.
The selection of inverter is based on power level and operating
frequency. The DWC system impacts the operational param-
eters of the utility grid, such as voltage instability, harmonics,
and sudden transients during the charging process. The sud-
den rise in a utility grid by the DWC process generates volt-
age instability problems and improper demand curves. Many
transportation-related systems rely on solar energy for their
power source. A grid-integrated photovoltaic array will be
installed in an EV charging station. Depending on the differ-
ent parameters, the charging methodologies might be wired
or wireless. Additionally, there are many systems operated
by photovoltaic sources. An independent solar-powered road
surveillance system is proposed to detect moving vehicles
VOLUME 10, 2022 133619

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
FIGURE 2. Renewable energy integrated grid-tied DWC System.
that exceed the speed limit and report them. The integrated
solar energy assists the grid system in achieving a smooth
peak demand profile and decreasing the grid utility cost. The
essential representation of the renewable energy integrated
grid-tied DWC system is shown in fig. 2.
II. DYNAMIC WIRELESS CHARGING SYSTEM
The DWC system is an in-motion charging system for EVs.
The transmitter track contains multiple transmitter pads that
are positioned along the roadside. The receiver pad is posi-
tioned under the vehicle with an allowable ground clearance
level. The main components of the DWC system are Charging
pads (Ground-side transmitter pad and vehicle-side receiver
pad), a Compensation network, and Power Modulators to
control the input and output power. Table 1, Table 2, and
Table 3 represent the factors of the different coil, compen-
sation, and power inverter topologies, respectively.
A. CHARGING COUPLERS
The charging couplers are an essential part of the DWC
system. The transmitter and receiver pad structures can be
classified by their production of flux direction. A Vertical or
horizontal flux-producing coil is considered a non-polarized
coil. A Vertical and horizontal flux-producing coil is con-
sidered a polarized coil [20]. The non-polarized coils are
circular, square, rectangular, and hexagonal. A single-shaped
coil produces the charging flux in a charging pad. The polar-
ized coils are DDP, DDQP, BP, tripolar, and Quadrapule. The
charging flux is produced by more than one coil in a single
charging pad. The charging couplers are loosely coupled,
and the air is a medium for transferring power. The leakage
inductance between the loosely coupled charging couplers
is higher than the magnetizing inductance of the couplers.
Normally, CP is preferable in stationary charging and not
suitable for dynamic charging. The design of CP is compact
and simple.
Additionally, the absence of corners in CP reduces the
eddy current and low leakage flux for the CP receiver. But
CP is unsuitable for In-motion charging due to lateral and
longitudinal movements [21]. A flux pipe coil is proposed to
increase lateral misalignment tolerance and coupling factor.
But the intercepting flux by shielding affects the quality
factor [22]. An RP is remedying the problems associated with
CP and flux pipe. The transmission efficiency of the RP is
high, and the required area and mass of the coil are low. But
the stray magnetic field of the pad is high, and the flux density
of the core is low. DDP can avoid these problems. It has
half of the stray magnetic field compared with a rectangular
pad, and the degree of freedom for magnetic coupling is
high [23]. An additional quadrature pad is added with a
double D-pad to increase the power transfer efficiency. This
decoupled quadrature coil can eliminate the null point of the
DDP [24]. The required volume of coil for the DDQP is high.
BP can reduce it. A misalignment tolerance of the BP is better
than other proposed pads [25]. The RP, DDP, and BP are
more suitable on the transmitter side, and BP and DDQP are
suitable on the receiver side.
For a single coil IPT system, the uncompensated power Psu
is given by the multiplication of open circuit voltage (Voc) and
short circuit current (Isc) in (1) [26]
Psu =Voc×Isc =ωr
M2I2
pr
Ls
(1)
where, ωr,Ipr,M,Lsdenotes the angular resonant frequency,
resonant current at the primary side, mutual inductance
between the transmitter and receiver coil, and secondary side
inductance, respectively. Additionally, the output power of
133620 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
the dual coil pad system can be calculated by adding the
power of two coils [27].
For coil 1,Voc1 =ωrMp1s1 +Mp2s1Ipr1 (2)
For coil 2,Voc2 =ωrMp1s2 +Mp2s2Ipr2 (3)
For coil 1,Isc1 =Voc1
ωrLs1 =Mp1s1 +Mp2s1Ipr1
Ls1
(4)
For coil 2,Isc2 =Voc2
ωrLs2 =Mp1s2 +Mp2s2Ipr2
Ls2
(5)
Total,Psu =
Mp1s1 +Mp2s12I2
pr1
Ls1
+Mp1s2 +Mp2s22I2
pr2
Ls2 
ωr(6)
The SAE suggested that the operating frequency of the
DWC system is 85 kHz [28]. The skin effect and proximity
effects are high in this HF range. The usage of Litz wire
can reduce these losses significantly. The total power loss
of the core per unit volume when the magnetic materials
are experiencing the external dynamic magnetic field can be
calculated by using Steinmetz’s equation (7) [29].
Average power loss per unit volume in mW per cm3,
Pv=kfaBb(7)
where k. a and b are Steinmetz’s co-efficient, f is system
frequency, and kHz and B are the peak magnetic flux density
of the core. Generally, ferrite material is used for a core, and
aluminum material is used for shielding. The magnetic field
emission exposure limits are standardized by ICNIRP [30].
1) INFERENCES
WPT charging coupler requirements include high misalign-
ment tolerance, interoperability, high power transfer effi-
ciency with low cost and less weight, efficient thermal
management, and SAE and ICNIRP recommendations. It is
essential to optimize the charging coupler to develop a suit-
able construction. The weight of the Litz wire, ferrite bars,
and aluminum increases in direct proportion to their dimen-
sion. Therefore, the coupler structure must be adequately
developed. The height of the flux path depends on the dimen-
sion of the charging pad.
•The circular, square, hexagonal, and rectangular non-
polarized pads are appropriate for stationary WPT
charging. Polarized pads like DD, DDQ, and BP are
ideal for dynamic WPT charging.
•The maximum efficiency will be transferred through
charging couplers when the outer dimensions of the
couplers are equal.
•High misalignment tolerance is provided by the BP and
DDQ pads, however, this needs effective decoupling
between pads and complex converter control to ener-
gize the pads.
•High-power WPT charging requires efficient shielding.
The materials such as aluminum, ferrite, and Mu metal
will be considered to design the shielding.
•The spacing between the turns of the charging coil and
the gap between the charging coil and the shielding
must be tuned to minimize the capacitance’s influence.
B. COMPENSATION NETWORK TOPOLOGIES
The network consisting of a passive element assisting the
charging pads in transferring maximum power during mis-
alignment conditions is called a compensation network or
impedance matching network. The apparent minimizing
power and maximizing power transferring capability of the
charging pad. The network consists of only one mono-
resonant capacitor, and more than one capacitor combined
with an inductor is considered a multi-resonant network [31].
A series compensation where the capacitor is connected with
the charging pad is suitable for long distributed tracks, and
A parallel compensation where the capacitor is connected
in parallel with the charging pad is suitable for concen-
trated winding pads and high current systems. The basic
mono-resonant topologies are SS, SP, PP, and PS concerning
transmitter-receiver. The transmitter-side capacitance (CT)
of the basic topologies is represented using transmitter pad
self-inductance (LT), receiver pad self-inductance (LR), the
resonant frequency (ωr), and mutual inductance (M) [32]
CT_SS =1
ω2
rLT
(for SS topology) (8)
CT_SP =1
LT−M2
LRω2
r
(for SP topology) (9)
CT_ps =LT
ω2
rM2
R2+ω2
rL2
T
(for PS topology) (10)
CT_pp =LT−M2
LR
M2R
L2
R2
+LT−M2
LR2
ω2
r
(for PP topology)
(11)
where T and R represent the transmitter side and receiver side
of the charging couplers. The efficiency of the transmitter
side coil (ηT) and receiver side coil (ηR) can be represented
using reflected impedance (Z reflected) from the receiver to the
transmitter [33].
ηT=Re (Zreflected)
RT_eq+Re(Zreflected )(12)
ηs=Re (ZR)−RR_eq
Re(ZR)(13)
Zreflected =ω2
rM2
ZR
(14)
The receiver side total impedance, ZTis given in (15)
Zr=jωrLR+1
jωrCs+RR_eq +RL(15)
VOLUME 10, 2022 133621

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
where RT_eq and RR_eq represent the equivalent resis-
tance concerning transmitter and receiver, the multi-resonant
topologies such as LCC, LCL, SP, and LCCL are formed by
combinations of passive elements. Among these topologies,
the LCC and LCL are used to achieve more than 95% at a
particular point.
1) INFERENCES
The WPT system can accomplish CC/CV output, total
impedance control, maximum transfer during misalignment,
and smooth switching operations with the help of the com-
pensation circuits. Mono-resonant networks may be used
for stationary WPT, whereas double-sided LCC/LCC can be
used for dynamic WPT. High input current is needed for the
PS and PP network and low d.c. link voltage is needed for
the SP and SS network. The LCC/S and LCC/SP networks
provide more design flexibility and smooth ZVS operation.
The LCCC/LCCC network employs a fast and precise tuning
technique. The addition of excess passive elements in the
compensation network to smoothen the operation may create
a circulating current in the adjacent pads.
•The design of the compensation network concerns load
variations and misalignment conditions.
•The design of the compensation network depends on
the inverter’s rating.
•High-frequency inductors with ferrite cores and
capacitors are required for compensating network
design.
C. POWER CONVERTER TOPOLOGIES
A flow of power to energize and de-energize the transmitter
coils is controlled by an HF high-power inverter. Inverters
can energize a single transmitter coil or multiple transmitter
coils simultaneously. Additionally, the power converter is
used on the receiver side to provide constant d.c. to the energy
storage device. The inverter should have low switching losses.
By utilizing soft-switching combined with the compensation
networks, switching stress can be reduced. An HF pulse must
be generated by the driver circuit of the inverter based on the
vehicle position. It is feasible to achieve high power and HF
with wide band gap GaN and SiC switches because they have
low on-state resistance and high-temperature co-efficient.
A conventional H-bridge inverter [34], [35], [36] is used
to drive DWC coils embedded in the road. The number of
switches is constant irrespective of the number of charg-
ing couplers. Despite the simple switching control, a single
resonant inverter is required for all coils, which increases
the switches’ power rating and the operation’s complexity.
Alternatively, The N number of coils is energized by the N
number of conventional H-bridge inverters [37], [38], [39].
This will increase the size and cost of the system and
drive the switches. Multiple switching patterns are required.
The N-legged inverter is proposed [12], [13] to limit the
number of switches concerning the charging couplers. But,
the control complexity of this inverter is high. The fea-
tures of the different types of primary side power converters
are represented in the table. The instantaneous output volt-
age, Voof the conventional H-bridge inverter is mentioned
in (16) [40]
Vo=∞
X
n=1,3,5...
4vs
nπsin nωt (16)
where vsis the input voltage and RMS value of the fun-
damental component, vo1 =4vs
√2π=0.9vsand von is the
RMS value of the nth harmonic component. Total harmonic
distortion,
THD =1
vo1 

∞
X
n=2,3..
v2
on

0.5
(17)
1) INFERENCES
The charging pads of the WPT system are driven by power
converters. The considerations of power converter design
are current and voltage rating, and the number of charging
pads. The output of the HF high-power inverter is fed to the
charging pad through the compensation network. The power
rating and operating frequency of the system are the factors in
the choice of power semiconductor switches, The controller
can produce the driving pulses for the switches. The detection
circuit provides input to the controller. The driving pulse
generation of the converter needs to be synchronized to suit
vehicle speed.
•The concerns of the power inverter are smooth ener-
gization of charging couplers, reduced switching stress
and losses, and simple control algorithms.
•The considerations of high-power HF inverters are
compactable (may experience EMI issues due to
lengthy connections), reduced harmonic injections, and
active protection circuits.
D. FOREIGN OBJECT DETECTION
Power is transferred from the coils embedded on the road to
the receiver coil whenever the coil is placed over it through
the air medium. The high magnetic field generated by the
transmitter coil will transfer the power to any metal object
or living object placed on the coil instead of the receiver
coil [41]. A sufficient object mass will allow the rated power
to flow through it. In worst-case scenarios, heat and fire may
be generated when the transferred power circulates in the
objects. Additionally, the inductance parameters of the coil
are disturbed by the introduction of the foreign object. So,
it is necessary to integrate the foreign object detection system
with the DWC system to detect the availability of foreign
objects on the charging pads. The detecting mechanism helps
the charging system avoid foreign object-induced efficiency
losses and temperature increases. Depending on the power
level and detecting objects, FOD can be classified as MOD
and LOD [42]. Field-based detection, wave-based detection,
and system parameters can also be used to classify FOD.
133622 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
Systems with low-rated power usually use the system param-
eter detection method, while the high-power-rated system
uses the other two methods. Due to the large air gap in a
high-power system (i.e., the power transferring distance is
proportional to the operating system power), the LOD applies
to those systems. The system parameters method relates to
non-electrical parameters such as temperatures and pressure
and electrical parameter such as eddy current. Hence, sensors
measure the changes in pressure and temperature on the
charging pad due to metal objects. But these sensors failed
to differentiate between metallic and non-metallic objects.
The eddy current due to metal objects can be sensed by
allowing a small signal through the charging pad. A wave-
based detection requires an additional sensing device and a
field-based detection method to sense the object by changes
in an electric or magnetic field.
1) INFERENCES
The charging pads must be able to identify a vehicle that
needs to be charged. A detecting circuit must deliver the
signal to the inverter’s driving circuit. The adjacent charging
stations should be detected by a detecting circuit installed in
the vehicle. These operations must be synchronized with the
speed of the vehicle. The additional detecting circuit is used
to detect external living or metal objects.
•The controller unit drives the switches of the power
inverter depending on the signal received from the
detection circuits.
•The response of the detection circuit must be synchro-
nized with the vehicle speed.
•A controller circuit must coordinate the vehicle and
object detection sensor.
III. GRID-CONNECTED DYNAMIC WIRELESS
CHARGING SYSTEM
The DWC system receives the power supply from a grid-
tied power converter. The components of a grid-tied DWC
system are a grid interface system with PFC, a bridge inverter,
an impedance-matching network, charging couplers, and a
diode rectifier on the vehicle side. Grid interfaces regu-
late power flow from the power grid to maintain d.c.-bus
voltage. The d.c. voltage is converted into high-frequency
a.c using a bridge inverter that energizes the receiver coil.
This high-frequency a.c. power is converted to constant d.c.
by a diode rectifier to charge the EV batteries [65]. Gener-
ally, an effective grid-tied converter control strategy is vector
control, which regulates the grid current using a rotating ref-
erence frame to individual active and reactive power. In this
method, active and reactive power is indirectly controlled
by tuning current controllers [65]. But, the DPC technique
directly controls [66] the active and reactive power with-
out depending on current regulators. This method directly
identifies the voltage required by the converter within every
switching period. A further benefit of this method is that it
improves the dynamic response under fast power changes by
controlling the converter voltage.
In the grid voltage synchronous dq reference frame, the
equivalent circuit from the grid interface converter is shown
in fig. 3. Grid voltage and current are defined as positive and
negative sequences at the fundamental frequency due to the
inherent imbalance of the distribution network. As a result,
in the positive and negative synchronous reference frames,
the grid-tied converter is expressed from (18) to (31) [65]
V+
grid_dq+=Lgrid
di+
grid_dq+
dt +jωLgridi+
grid_dq+
+V+
converter_dq+(18)
V−
grid_dq−=Lgrid
di−
grid_dq
dt −jωLgridi−
grid_dq−+V−
converter_dq
(19)
Positive sequence components of grid voltage,
V+
grid_dq+=V+
grid_d++jV+
grid_q+(20)
Positive sequence components of converter voltage,
V+
converter_dq+=V+
converter_d++jV+
converter_q+(21)
Positive sequence components of grid current,
i+
grid_dq+=i+
grid_d++ji+
grid_q+(22)
Negative sequence components of grid voltage,
V−
grid_dq−=V−
grid_d−+jVgrid_q (23)
Negative sequence components of converter voltage,
V−
converter_dq−=V−
converter_d−+jV−
converter_q (24)
1.5×Re Vconverter ׈
igrid =1.5×Re (" V+
grid_dq+−Lgrid
di+
grid_dq+
dt −jω1Lgridi+
grid_dq+!×ejω1t!
+ V−
grid_dq−−Lgrid
di−
grid_dq
dt −jω1Lgridi−
grid_dq−!×e−jω1t!#
×i+
grid_dq+×ejω1t+i−
grid_dq−×e−jω1to (27)
1.5×Re Vconverter ׈
igrid =Pout0 +Poutsin_2nd +Poutcos_2nd (28)
VOLUME 10, 2022 133623

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
Negative sequence components of grid current,
i−
grid_dq−=i−
grid_d−+ji−
grid_q (25)
Grid-tied converters can be described by the power balance
equation as follows
Cdc
dvdc
dt ×vdc =1.5×Re Vconverter׈
igrid
−(idc×vdc )(26)
where Cdc, idc,and vdc are d.c. link capacitors, d.c. side
current, and d.c. side voltage respectively. In the grid-tied
converter, an instantaneous active (real) power flow can be
calculated by [65], as in (27) and (28), shown at the bottom
of the previous page, where the average active (real) power
can be represented as
Pout0 =1.5hV+
grid_d+×i+
grid_d+
+V+
grid_q+×i+
grid_q++V−
grid_d−×i−
grid_d−
+V−
grid_q−×i−
grid_qi (29)
and the 2nd order of active (real) power ripples are
expressed by
Poutsin_2nd =1.5hV−
grid_q−×i+
grid_d+
−V−
grid_d−×i+
grid_q+
−V+
grid_q+×i−
grid_d−
+V+
grid_d+×i−
grid_q−i
+3ω1Lgrid i+
grid_d+×i−
grid−d−
+i+
grid_q+×i−
grid_q (30)
Poutcos_2nd =1.5hV−
grid_d−×i+
grid_d+
+V−
grid_q−×i+
grid_q+
+V+
grid_d+×i−
grid_d−
+V+
grid_q+×i−
grid_q−i
+3ω1Lgrid i+
grid_q+×i−
grid−d−
−i+
grid_d+×i−
grid_q (31)
In the power equations (18) to (31), the 2nd-order active
power ripples Poutsin_2nd and Poutcos_2nd,causing the d.c.
voltage ripple will introduce the 2nd order power ripple in
DWC output power. Furthermore, pulsating output power
disturbs the d.c. bus voltage with large oscillations would
further degrade the whole DWC system. Hence, to operate the
DWC system without oscillations, the average output power
and 2nd-order active power ripples should be regulated accu-
rately and immediately. The proportional-integral-resonant
controller is used to regulate the voltage, and the controller
parameters are framed from the stochastic traffic model
(24h DWC system demand model) [67]. The model was
developed with the help of the IEEE 13 bus distribution
network.
The different scenarios [68] include sub-transmission
based on the IEEE 9 bus system, distributed energy stor-
age system connected to the distribution transformer’s sec-
ondary side, and the d.c. Infrastructure through a solid-state
power substation connected with the distribution transformer
to maintain the voltage stability. The infrastructure cost of
d.c. distribution is cheaper than energy storage but requires
a flexible substation. The solar energy and electric storage
system [69] is proposed to minimize the impact of the DWC
system on the grid.
A. INFERENCES
Power quality difficulties such as voltage sag, harmonics,
voltage and frequency instability, and EMI/EMC issues are
among the hurdles in grid-connected WPT charging. The
energy requirement of WPT charging stations should be con-
sidered while formulating the power flow diagram. The load
changes of various charging system influence the dynamic
responsiveness of the grid system. The energy demand of
the grid system losses its stability due to the DWC system.
It is difficult to forecast the energy requirements of various
charging stations. During peak traffic on the roads, energy
consumption is at its height. As a result, it is proposed that
a local energy generating or storage facility be developed to
deal with abrupt increases or decreases in energy demand.
•The requirement of grid integration with WPT charging
is power quality improvement, energy demand man-
agement, effective load forecasting, and a standalone
energy source system.
IV. PV INTEGRATED DYNAMIC WIRELESS
CHARGING SYSTEM
Evaluation in the EV market is depressed by the charg-
ing station. The utility grid will be affected if more charg-
ing stations are deployed. Hence, the energy demand will
increase, resulting in more fossil fuel requirements. In recent
years, the source of fossil fuels has been decaying. Also,
the atmospheric temperature keeps on increasing. To avoid
such issues, several countries aim to zero emissions by
2050. As a base, renewable energy-based power generation
increased by 3% in the year 2020, which reduced the other
fuels demand [70]. Also, the effect of decarbonization is
accomplished by using renewable energy-based power gen-
eration. Such power generation has been booming in recent
years in all sectors. The emission of greenhouse gases is
reduced by PV-based sources. Hence, renewable energy-
based EV charging will enhance road transport electrifica-
tion. The PV-integrated DWC system is illustrated in Fig. 4.
This scheme results in the growth of public charging stations,
reducing the per unit energy consumption cost. It also reduces
power integration and quality issues, saves costs with easy
installation, and supports governing policy. A DWC system
133624 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
TABLE 1. Different coil topologies.
is upgraded to a green transportation system by integrating
renewable energy sources. E-bike charging stations [71] and
road surveillance systems [72] with solar panels promote
green transportation. Solar energy is abundant along the long
national highways. Along the roadside, solar energy can be
extracted to the maximum extent. Solar panels are installed
along many countries’ roadsides to generate power, which
is transferred through long transmission lines to users [73].
France develops the first solar road measuring 1 km and
2800 m2[74]. This solar energy might be used to operate
the DWC system and to improve the dynamic response of
the grid-tied DWC system [75]. A demand-side management
algorithm is proposed to decrease the carbon footprint gen-
erated by road transportation. The developed methodology
VOLUME 10, 2022 133625

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
TABLE 2. Different compensation topologies.
133626 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
TABLE 3. Different primary side converter topologies.
VOLUME 10, 2022 133627

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
TABLE 3. (Continued.) Different primary side converter topologies.
FIGURE 3. Grid-tied DWC System.
considered the optimized algorithm smoothens the power
demand profile by reducing the energy drawn from the grid,
improving system fairness, and reducing carbon emissions by
22% through local renewable energy generation. The power
demand profile of the DWC system is smoothly maintained
by integrating wind energy [76] with the grid system. When
the wind energy system satisfies the requirement of DWC
demand, the power demand satisfied by the grid becomes
zero. The wind energy system assists the grid system in
maintaining the smooth load curve by assisting in the peak
133628 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
demand period. The wind, solar, and energy storage system
are integrated with the DWC system [77], and the optimized
algorithm was developed to maintain the smooth load profile
at peak demand periods. The developed algorithm reduces the
operational cost of the DWC system by decreasing the impact
of the grid on the DWC system.
A. INFERENCES
The PV-integrated grid-tied WPT technology helps the grid
system to maintain a consistent voltage profile and power
flow. Peak demand for the grid system may be fulfilled by
solar electricity produced at that time.
The optimized algorithms are used to smoothen the
demand profile of the PV-integrated grid-tied WPT charging
system. This renewable energy integration may lower the
charging system’s energy consumption cost.
•Weather forecasting is necessary to satisfy the energy
deficit of the grid system during peak hours.
•An additional storage set-up is required in the absence
of renewable sources.
•Power system planning is a prerequisite of the renew-
able integrated grid-connected WPT system.
V. DESIGN AND CHALLENGES OF THE DWC SYSTEM
In a DWC system, the main objective of the DWC system is
that the power delivered by the charging system should be
greater than the battery power taken by the vehicle to cover
the entire track. And also, the impact of the DWC system on a
grid side and the energization of transmitter coils concerning
vehicle speed are complex parameters that a proper design
process can overcome. The vehicle should be charged within
a specified time. The charging period is similar to a transient
condition. The longitudinal and lateral misalignment toler-
ance will affect the power transfer in the vehicle’s movement.
The misalignment tolerance level is improved by designing
a proper coil structure and impedance-matching network.
The positioned coil should be interoperable. So, the system
will be effective irrespective of the vehicle’s coil symmetry
and charging power levels. The design of the system should
be adaptable to international standards. The initial infras-
tructure cost decides the implementation of the system on
the roadside. The economics of the system will be analyzed
based on the number of DWC charging vehicles utilizing the
roadways. The cost will be reduced when the number of users
utilizing the road is increased. Fig. 5. addresses the objectives
of the various parameters in the DWC system. An increase
the vehicle usage on the track will decrease the volume of
the battery. The life span of the system will be considered
based on the location of the system and environmental factors.
A dynamic charging system also improves the efficiency and
life span of the battery. The different topologies and sectors
are involved in designing the DWC system. The step-by-step
design process is represented in fig. 6. The first stage of the
DWC system is deciding the power level. The transmitter
and receiver coil should be designed according to that power
level. Then, the impedance matching network is considered
based on coil parameters. The resonant network is designed
to resonate based on the inductance of the charging pads.
This will help the system achieve frequency tolerance and
maximum power transfer. Then, the power converters will
be designed based on coil and compensation networks. The
power converter switches must withstand the operating power
and frequency. The driver unit of the power converters should
generate signals for power switches with vehicle position or
coil alignment concerns. The identification of foreign objects
is mandatory to avoid the unwanted temperature rise in the
charging system.
The energization and de-energization of the coil are con-
trolled by the power inverter. The power inverter is gener-
ated the control signal based on the signal acquired from
the detection circuit. The system will operate depending on
the signal acquired from the vehicle identification unit. The
power transfer frequency and magnetic and electric field
strength around the coil should be unharmful to living objects.
This could be possible by providing proper aluminum shield-
ing. Additional efforts are required beyond the WPT3 level.
Finally, all the designed parameters strictly adapt to the inter-
national standards developed by mobility organizations
VI. DIFFERENT CASE STUDIES
A. 50 kW SYSTEM
Various organizations are developed a 50-kW inductive
power transfer charging system [78], [79]. A researcher,
Roman boss demanding from SFIT, Zurich, developed a
50-kW charging pad [79] and analyzed the different charg-
ing pad structures [80] and semiconductor switches [81].
Varghese, Benny et al. [82] developed modified coils embed-
ded in the concrete structure for dynamic charging. The
researchers from ORNL developed a 3 8, 50 kW charg-
ing system with a bipolar structure [83]. Then the modi-
fied 3 8, LCC-LCC compensation method was discussed by
ORNL with Non-Zero coupling in the interphase system [84].
Additionally, the researchers allowed 22 kHz and 85 kHz
frequencies in a 50-kW system and analyzed them [78]. The
proper shield for a 50-kW system was designed and analyzed
by ORNL [85]. The Zhejiang University researcher proposed
[86] a three-channel charging system to reduce the stray
magnetic field like a DD pad. A researcher, Roman boss
hard, developed a 50-kW rectangular pad and analyzed the
advantages of that pad over the DD pad. The charging pad was
energized by a full-bridge ZVS inverter. A single switch in a
full-bridge inverter is formed by three parallelly connected
SiC C2M0025120D (1200 V/ 0.025 ) MOSFET to handle
the high RMS current (120 A). The same configuration of SiC
MOSFET is used in the receiver-side synchronous rectifier.
The efficiency achieved by the developed rectangular
charging pad system is 95,8% at a 16 cm gap on Z-axis
and 92% at a 15 cm gap. The system achieved 96.16% peak
efficiency at 33,2 kW power. The mentioned efficiency is
based on d.c.- d.c. conversion stages. The dimension of the
charging pad is 630∗400∗50 mm3(L∗
coil W∗
coil wcu). The Litz
VOLUME 10, 2022 133629

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
FIGURE 4. PV integrated DWC system.
FIGURE 5. Objectives and parameters of DWC components.
wire with 2500 strands is used to design the coil with a 7.4 mm
outer diameter, and the diameter of the individual stand is
0.1 mm. The manganese-zinc power ferrite K2004 is used
as a core to distribute the uniform flux. The 2 mm thickness
of oxygen-free copper shields the magnetic field emission.
The series-series compensation is used due to the symmetric
topology of charging pads, and the circulating VAr through
the charging pads is low with light load conditions.
A charging pad structure and converter topology of the
50-kW charging system are mentioned in fig. 7. In the
compensation, CSP 120-200 polypropylene film capacitors
with forced-air cooling (aluminum heat sink mounted on
133630 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
FIGURE 6. Design flow chart of DWC components.
VOLUME 10, 2022 133631

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
the capacitor) are used in this system. Thermocouples mea-
sure the temperature of the system. The designed system
parameters are mentioned in Table 4. A researcher compared
the performance of the designed rectangular pad with the
DD-pad [80] and ABB Switzerland supports the work.
A group of researchers from Utah University [82] investi-
gated the mechanical features of concrete pavements and
the effect of ferrite spacing on losses in a 50-kW dynamic
charging system. Providing optimal spacing and using fiber-
class rebar in a concrete structure will improve efficiency. The
50-kW rectangular and double D-pad charging structure was
analyzed by [80] and represented in Table 5. Ibrahim from
Zhejiang University developed a 50 kW three-channel induc-
tive charging system to chase the advantages of the proposed
structure [79], [86]. The three-channel structure decreases
the cross-coupling effect of the adjacent charging pads and
reduces the effect of the stray magnetic field. The achieved
stray magnetic field of the proposed structure is 4.8 µT, where
13 µT for the DD pad and 24 µT for the rectangular pad. The
proposed asymmetric three-channel structure with optimal
power distribution of 20:60:20 reduces the stray magnetic
field by 63% of the DD pad and 80% of the rectangular pad.
The achieved stray magnetic field reduction is 58% of the
rectangular pad and 23 % of the DD pad by utilizing average
power distribution. The stray magnetic fields can be reduced
by using three pad structure. (Table 6.)
FIGURE 7. 50-kW IPT charging system (a) coil shape and (b) power
inverter.
B. 11 kW SYSTEM
A Researcher from SAE developed an 11-kW bench test set
up with DD coil structures [87]. The efficiency achieved by
the designed coil is >85% in aligned conditions and >80%
in misaligned conditions. The test results are performed in
>0.96 power factor. The strength level of the magnetic field
throughout the test is less than 21 A/m, and the electric field
TABLE 4. Parameters of 50 kW system [83].
is 80 V/m. The receiver charging pad, ferrite, compensation
circuits, rectifier unit, aluminum shielding, and a standard-
ized steel mimic plate are placed inside a strut frame made of
fiberglass.
The effect of heating should be considered while design-
ing the systems. The interoperable performance of the DD
pad was also analyzed by using a different power level
of vehicle assemblies. The azimuth pattern represents the
emission level of the charging pads in various misalignment
conditions. A [56] and [88] 11-kW charging system with
an asymmetric DD coupler was implemented with different
133632 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
TABLE 5. Comparative evaluation of DD and rectangular pad [80].
control topologies represented in fig. 8. In [56] and [88],
the LCC-SP compensation network with a secondary side
current doubler was developed. A developed system achieved
91.286% of efficiency at the maximum offset condition in
the horizontal direction. A researcher at Tongji University
developed this system to improve power transmission effi-
ciency by VAr compensation. The developed LCC-SP topol-
ogy has a high degree of freedom, reduced complex design
of secondary, reduction of higher-order harmonics, and soft
switching can be achieved. The current doubler rectifier is
integrated with the receiver side to overcome the restriction
of limited battery voltage. The designer should consider the
effect of higher-order harmonics increasing the turn-off cur-
rent. A researcher from TU delft [89] analyzed and optimized
an 11-kW dynamic charging system. He proposed a multi-
objective optimization method to determine the Pareto front
of the double D-pad. The efficiency of the optimized system is
96.82%. The SS compensation is used to compensate the VAr.
The Agilent 4294A impedance analyzer measured the param-
eters of the magnetic components. The estimated tolerance of
L is 1%, and M is 3%. An 11-kW integrated boost interleaved
multi-level converter with LCC compensation was developed
by Auckland university [90]. An 11-kW charging system
with a secondary side current doubler is mentioned in fig.8c.
TABLE 6. Reduction of a stray magnetic field by 3 coil pads with different
power distributions [89], [90].
TABLE 7. Optimized parameters of 11 kW system [89].
Table 7 and Table 8 represent optimized parameters of an
11-kW system developed by different researchers.
C. 20 kW AND 25 kW SYSTEM
In [92], Utah State University developed a 25-kW dynamic
charging system for the bus with a 35 cm circular pad.
Additionally, they developed the system with the vehicle
detection system. The dual loop controller (current controller
and power controller) is integrated into the primary converter
side to regulate the current and power within the permissi-
ble limit. The generalized state-space averaging method is
used to design the dual loop controller. The purpose of the
dual-loop controller is to provide a good dynamic response
while regulating the primary side current and energizing
the primary pads effectively. In the EV detection system
VOLUME 10, 2022 133633

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
TABLE 8. Parameters of 11 kW system [88], [91].
single primary coil is positioned under the vehicle, and three
secondary coils are placed in front of the primary charging
track. The operating voltage level of the detection system is
0-5.1 V. The reference value of the primary current is main-
tained within 75 A by the current controller, and the battery
charging power is limited to 20 kW by the power controller.
The track is developed with two circular charging pads.
One pad is mounted within fiberglass grates, and another
within a concrete structure. The achieved energy efficiency
of the developed system is 86%, and the power efficiency is
around 90%. Reference [93] developed a testing model for
EMF and the effect of touch currents on the living object from
a 25-kW dynamic charging system on the NREL campus. The
charging system is used to power the shuttle on the NREL
campus. The charging pad structure of the 20 kHz, 25-kW
wireless charger is symmetrical and square with 35 inch2.
The S-S topology is used in the compensation segment.
The radio frequency and low-power excitation systems are
integrated into the system, which assists the automatic vehicle
alignment with pad structures. The safe perimeter boundary
is set by 4 feet around the shuttle. A 25-kW system with a
primary side controller is represented in fig. 9a.
Rs=1500, R1=10000 , RB=500,
C1=0.022µF,Cs=0.22µF
FIGURE 8. 11-kW IPT charging system (a) DD coil shape by SAE
(b) asymmetric DD pad (c) LCC-SP topology with switching current
doubler [88], [91].
Weighted touch current (perception/ reaction)
=U2
500 (32)
The peal value of weighted touch current can be deter-
mined by (32). An EMF is measured using a probe
analyzer with a low-frequency isotropic field (EHP-50D
5 Hz-100 kHz). The EMF level could be measured and lim-
ited based on IEEE C.95.1, ICNIRP 2010, IEC 61980-3,
and ACGIH TLV 2017. Leakage current tester TOS3200
measures the touch current. The circuit represented in fig. 9b.
is developed by IS/IEC standards and used to measure the
touch current [94]. The measured data from the different
misalignment conditions was used to analyze the exposure
level. As per ICNIRP, the nominal touch current is 5.66 mA
at 20 kHz. The measured touch current value between the
vehicle door and ground is 5.943 mA at an operating fre-
quency of 21 kHz. Delft university [95] designed a 20-kW
dynamic charging system and optimized the selection of pad
structures and compensation networks. The optimization pro-
cedure suggests that the S-S topology and rectangular pad are
more suitable for this 20-kW design. The P compensation on
the secondary side is not valuable where the misalignment
tolerance is considered. The series of LCC compensation
is favorable on the receiver side due to reduced size and
improved power transfer efficiency. On the primary side, the
same types of compensations are also satisfactory due to
having ZPA and the reduced power requirement of power
switches. The efficiency of the S-S compensation is higher
133634 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
FIGURE 9. (a) 25-kW IPT charging system with primary-side controller
[82] (b) Measuring network, weighted touch current (perception or
reaction) [96].
than the D-LCC compensation at the same level of mutual
inductance and output power. The power transfer capability
on the secondary side of the system can be maximized by
812 =5/2.
The size of the receiver pad might be small compared with
the transmitter pad at a high-power level due to vehicle size
constraints. The power transfer efficiency of the rectangular
pad is higher than the other polarized and non-polarized pads.
An ORNL researcher [85] developed a stationary wireless
charging system for Toyota RAV4 electric vehicles. The sym-
metrical coil transferred a 22 kHz, 20 kW power with nominal
coupling co-efficient of 0.265- and 162-mm airgap. The d.c.
input parameters of the designed system are 424 V, 83.16 A,
and the output parameters of the designed inverter are 384 V,
58.27 A. The inverter is developed by using 600 V/ 600 A
Powerex PM600DV1A060 IGBT modules. The d.c.- d.c. the
efficiency of the system is 95.037%. Table 9 represents the
optimized parameters of the 20-kW system developed by a
researcher.
D. 7.7 kW SYSTEM
A researcher Weihan Li from Hefei University has worked
with other researchers and developed a 7.7 kW charging
system. The feasibility of the charging system [25], [97] is
analyzed and a bipolar coil is developed. The S-S compensa-
tion is compared with LCC compensation and the LCC com-
pensation network is suggested for high misalignment toler-
ance conditions [98]. The LCL network assists the inverter to
supply the active power required by the load at the resonant
TABLE 9. Optimized parameters of 20 kW system [95].
condition and makes the transmitter current independent of
load. The features of S-S topology and double-sided LCC
topology are specified in Table 11. The LCC network is used
to perform the switching operation in zero current modes
by tuning the compensation circuit parameters and ensuring
the unity power factor pick-up on the receiver side [52]. The
600 mm ∗800 mm bipolar charging pad is made of AWG38
Litz wire with 800 strands. The TDK PC40 ferrite bars are
used to support the charging pads. The system parameters are
mentioned in Table 10.
The maximum power transfer capacity is [26]
Pout =|V2×Isc|=ωI2
1M2Q2
L2
(33)
VOLUME 10, 2022 133635

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
TABLE 10. Optimized parameters of 7.7 kW system [52].
The output power can be controlled by varying transmit-
ter current (I1), Mutual inductance (M), Quality factor (Q),
system frequency (f), and inductance of the receiver coil.
Hence, increasing the value of M is limited to charging pad
dimensions, and receiver coil inductance and system resonant
frequency is prefixed. Increasing the quality factor will lead
to an increase in receiver-side reactive power. A wide range
of power regulations is possible by controlling the primary
current. But the efficiency will reduce and stress due to
high current will increase. The current controller is preferred
on the primary and secondary sides to regulate the system
power [92]. The S-S compensation network is preferred
for a full position-aligned system, and double-sided LCC
compensation is preferred for a high position misaligned sys-
tem. The circular and rectangular pads are favorable for trans-
ferring the maximum power with high efficiency. The circular
pad is suitable for stationary charging, and the rectangular
pad is preferable for dynamic charging. But the bipolar pads
are preferable in a highly misalignment dynamic charging
system.
The I-shaped ferrite core is favorable in several charging
pads. The 600 V and 1200 V SiC MOSFET are preferable
in power inverters due to their power-saving capability by
decreasing switching losses and low on-state resistance. The
power flow in grid-tied converter and voltage imbalance due
to sudden rise in power demand are essential factors in a
grid-integrated DWC system. An effective control technique
is necessary to attain a smooth voltage profile and adequate
power flow. Integration of renewable energy sources assists
the grid-connected DWC system in achieving a smooth power
demand curve. These renewable energy integrations can solve
the peak power demand. Additionally, renewable energy
sources are reducing grid utilization and its utilization cost.
TABLE 11. Comparison of S-S and D-LCC [98].
E. BIRDS VIEW
The parameters of the charging system, such as charging cou-
plers, compensation networks, power converters, and detec-
tion systems are developed vastly by researchers.
133636 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
i. Regardless of the orientation, the charging couplers
must transmit the optimum power. The vehicle pad’s
weight should be decreased without compromising
the power transfer ratio. Utilizing the Litz coil will
decrease the voltage drop of the pads. The charging
pad’s magnetic field emissions must be within allowed
limits regardless of power rating.
ii. During power transmission, the compensation network
must aid the charging couplers. It must also provide
filtering and smooth switching assistance to the power
converters. Additional harmonics or circulating cur-
rents should not be introduced via the network. For
significant load variations, the network must be con-
structed with fewer passive components to transmit
maximum power.
iii. The development of high-power, wide-bandgap semi-
conductors, such as SiC and GaN, inspires researchers
to create a high-power WPT system. The power con-
verter should perform under specific parameters such
as soft switching, constant current, and voltage. The
power converter’s switching sequence must be synced
with the vehicle’s speed.
The effect of wireless charging on the power grid was elabo-
rated by many studies [67], [68], [69], [99].
vi. The wireless charging station’s demand may drasti-
cally affect the load profile of the existing electric grid
distribution network. In addition, these modifications
will affect the maximum permissible deployment level.
It will cause the distribution network to break techni-
cal norms in terms of thermal limitations (line loads
and transformers on the distribution side) and voltage
restrictions (Vmax and Vmin at nodes).
v. Wireless charging influences the distribution network’s
functioning in terms of voltage and current profile
(harmonics) and total network losses. The factors
needed to estimate the influence of demand include the
number of EV trips made on a given day, emergency
charging by an EV user, EV traffic on highways, and
vehicle speed.
vi. The significant changes in network voltage are com-
pensated by an appropriate controller, such as a dual-
active bridge converter.
vii. The energy storage devices may reduce demand fluctu-
ation to an unlimited degree. However, to fully address
this problem, demand-side management approaches
are also necessary.
viii. Solar energy is a good way to reduce the overall impact
of wireless charging on the grid. This is relevant in
the morning when solar energy and traffic are naturally
synchronized.
ix. Secure EV charging on the wireless charging lane is
mandatory to avoid security threats [103], [104], [105]
in an intelligent grid system. There should be proper
communication between the user and the charging lane
control center to predict the power demand to the
grid.
The high-power wireless charging systems were elaborated
by different researchers [17], [18], [100], [101], [102].
i. The KRRI developed a 1-MW, 128-m long IPT charg-
ing system for electric trains with an efficiency of
82.7% for a 5-cm air gap. The induced a.c. the voltage
on the rail was 31 V which is less than the permissible
value. The developed system was tested at the electric
train’s 10 km/hr speed. And it is proven that the IPT
charging systems can apply to railroads.
ii. SAE has studied the 450 kW super DWC system and
the system’s d.c. parameters are 700 V, 300 A, and
180 kW. The power transmission distance is 1.3 m,
and the vehicle speed is 5-155 km/hr. The d.c. power
demand is satisfied by the high-volume storage devices.
The parameters such as voltage, current, and power
have maintained constant throughout the charging pro-
cess. When driving at roughly 200 km/hr, the aver-
age utilized power is 95.6 kW, and the energy usage
is 27 kWh. Under these circumstances, the vehicle
could continue to operate if it could charge 29.3 kWh
over a 12.7 km portion. The dynamic charging time is
3.81 minutes.
iii. ORNL develops the 800 V, 200 kW system with an
efficiency of 92%. The minimum ground clearance
considered is 15 cm.
The high-power fast charging techniques eliminate the fol-
lowing obstacles to the development of wireless charging
i. Restrictions on the cruising range of EVs
ii. Decrease the waiting time of charging to zero
iii. Decrease the weight of the vehicle by reducing the
battery volume
iv. Enhance driving enjoyment by eliminating EV power
restrictions.
F. FUTURE CONCERNS
Despite the immaturity of the wireless charging technology
for an EV, several firms are developing charging solutions.
Future concentration is necessary for the development of
these wireless charging technologies. The following aspects
might be considered in the wireless charging area from a
future perspective.
1) CYBER SECURITY AND MACHINE LEARNING
i. The risks to wireless charging systems from cyberspace
should be prioritized. It will lessen the risks that were
highlighted during the energy consumption billing pro-
cedure and communication from the vehicle to the
charging lane.
ii. The cloud server must be updated with the loca-
tion and status of the WPT charging stations. The
EV’s onboard communication system must communi-
cate with the roadside charging stations to convey the
charging demand. In addition, the charging stations’
energy demand must be reported to the grid system.
The vehicle’s position must be notified to roadside
VOLUME 10, 2022 133637

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
DWC stations. In order to prevent the energy demand
of the charging system from affecting the grid’s stabil-
ity communication is needed. This vehicle-to-station
and station-to-grid communication protocol have a
lot of security threats. Future research may be con-
ducted using this protected communication infrastruc-
ture inside the wireless charging system.
iii. Machine learning techniques will make the optimiza-
tion process easier. The charging pad’s optimization
comprises dimensions of coil and ferrite. FEA datasets
may be used to optimize the spacing between turns, the
number of turns, and the inner/outer dimensions of a
coil. In addition, the location of the ferrite, the number
of ferrite strips, and the size of the ferrite were adjusted
to decrease the charging pad’s weight.
2) RES INTEGRATION
i. By incorporating RES, the effect of wireless charging
systems on the grid may be reduced. The charging
profile will be improved, and the load demand curve
may be smoothened by this integration.
ii. In several countries, solar roads are developing technol-
ogy. The DWC system may use the solar road’s produc-
tion. Additionally, the WPT system may be designed
with different non-conventional energy sources based
on geographical locations.
iii. The standalone RES system will mitigate the effects of
DWC on a grid system.
1) When RES is connected with the grid system, load
scheduling that incorporates wireless charging stations’
consideration is essential.
iv. Therefore, load scheduling, demand side management,
and route optimization are potential components of the
on-road WPT charging system.
3) SUSTAINABLE ENERGY STORAGE
i. The development of sustainable batteries will enhance
the environmental friendliness of EVs.
ii. Green transportation systems promote the advantages
of fuel cells and ultracapacitors.
iii. Currently, researchers are working to improve a battery
management system for EVs that will significantly
lessen the risks posed by energy storage devices.
4) THERMAL MANAGEMENT
i. The thermal management system will work better if
phase-change materials are introduced to the construc-
tion of the charging pad.
ii. Many researchers are interested in developing an
appropriate cooling system for power converters and
charging pads as part of the thermal management for
the high-power charging system.
5) HIGH-POWER CHARGING SYSTEM
i. The high-power fast charging system must be
developed without affecting the vehicle speed, and the
charging time must be reduced. The wireless charging
system’s efficiency might meet the level of plug-in
charging.
ii. The criteria might be considered by the researcher that
multiple vehicles with different power ratings traveling
on the charging lane at a time.
iii. The high-power charging system’s EMI/EMC concerns
will encourage researchers to develop superior shield-
ing solutions.
iv. The compact high power high-frequency system is
necessary to mitigate the EMI issues in the output
response.
6) ECONOMICAL ASPECTS
i. The installation cost of the DWC system may be mini-
mized by optimizing the economic factors.
ii. The optimization of material used to develop the WPT
system will help the cost reduction
iii. The cost saving is achievable by installing the WPT
charging in high-traffic regions.
VII. CONCLUSION
The main focus of this paper is to expose the parameters
involved in grid-tied and PV-integrated DWC systems. The
charging couplers involved in a dynamic charging system
were tabulated and described. Those are used in the developed
system. The different compensation networks, with their mer-
its and demerits, are also discussed in this paper. The different
power converters and their coil-energizing capability is dis-
cussed clearly. The driving pulses to the power converters are
based on the vehicle’s position. There may be sensors, or there
may not be sensors. The detection circuit detects the presence
of a foreign object, and the detection of the vehicle’s position
is also associated with it. The novel parameters of this article
are this paper addresses the common challenges involved
in the design of dynamic charging systems and challenges
involved in grid-tied and PV-integrated dynamic charging
systems. The step-by-step design process of the dynamic
charging system is explained using a brief flow chart. The
parameters involved in the existing developed system are
addressed under case studies. This article helps to understand
the factors involved in grid-tied and PV-integrated dynamic
charging systems and how the dynamic charging system is
designed.
REFERENCES
[1] The Global Electric Vehicle Market in 2022—Virta. Accessed:
May 2, 2022. [Online]. Available: https://www.virta.global/global-
electric-vehiclemarket?__hstc=51530422.a4119e1ebb088c79a85539e9c
7f610ae.1651463928498.1651463928498.1651463928498.1&__hssc=
51530422.1.1651463928499&__hsfp=3432168314&hsutk=a4119e1e
bb088c79a85539e9c7f610ae&contentType=standard-page#six
[2] Introduction to Electric Vehicle Charging Method. Accessed:
May 2, 2022. [Online]. Available: https://www.linkedin.com/pulse/
introduction-electric-vehicle-charging-method-saket-dongre
[3] F. Ahmad, M. Saad Alam, I. Saad Alsaidan, and S. M. Shariff, ‘‘Battery
swapping station for electric vehicles: Opportunities and challenges,’’
IET Smart Grid, vol. 3, no. 3, pp. 280–286, Jun. 2020, doi: 10.1049/iet-
stg.2019.0059.
133638 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
[4] F. Ahmad, M. S. Alam, and S. M. Shariff, ‘‘A cost-efficient energy
management system for battery swapping station,’’ IEEE Syst. J., vol. 13,
no. 4, pp. 4355–4364, Dec. 2019, doi: 10.1109/JSYST.2018.2890569.
[5] M. Khalid, F. Ahmad, B. K. Panigrahi, and L. Al-Fagih, ‘‘A com-
prehensive review on advanced charging topologies and methodologies
for electric vehicle battery,’’ J. Energy Storage, vol. 53, Sep. 2022,
Art. no. 105084, doi: 10.1016/j.est.2022.105084.
[6] M. Khalid, F. Ahmad, and B. K. Panigrahi, ‘‘Design, simulation and
analysis of a fast charging station for electric vehicles,’’ Energy Storage,
vol. 3, no. 6, Dec. 2021, doi: 10.1002/est2.263.
[7] W. Khan, A. Ahmad, F. Ahmad, and M. S. Alam, ‘‘A comprehensive
review of fast charging infrastructure for electric vehicles,’’ Smart Sci.,
vol. 6, pp. 256–270, Jul. 2018, doi: 10.1080/23080477.2018.1437323.
[8] F. Ahmad, M. Khalid, and B. K. Panigrahi, ‘‘Development in
energy storage system for electric transportation: A comprehensive
review,’’ J. Energy Storage, vol. 43, Nov. 2021, Art. no. 103153, doi:
10.1016/j.est.2021.103153.
[9] S. M. Shariff, M. S. Alam, F. Ahmad, Y. Rafat, M. S. J. Asghar, and
S. Khan, ‘‘System design and realization of a solar-powered electric
vehicle charging station,’’ IEEE Syst. J., vol. 14, no. 2, pp. 2748–2758,
Jun. 2020, doi: 10.1109/JSYST.2019.2931880.
[10] S. Jeong, Y. J. Jang, and D. Kum, ‘‘Economic analysis of the dynamic
charging electric vehicle,’’ IEEE Trans. Power Electron., vol. 30, no. 11,
pp. 6368–6377, Nov. 2015, doi: 10.1109/TPEL.2015.2424712.
[11] Version-1 Prepa, Electric Vehicle Charging Infrastructure Implementa-
tion, NITI Aayog, Ministry Power, Government India, India.
[12] F. Faradjizadeh, M. Vilathgamuwa, D. Jovanovic, P. Jayathurathnage,
G. Ledwich, and U. Madawala, ‘‘Expandable N-legged converter to
drive closely spaced multitransmitter wireless power transfer systems
for dynamic charging,’’ IEEE Trans. Power Electron., vol. 35, no. 4,
pp. 3794–3806, Apr. 2020, doi: 10.1109/TPEL.2019.2939848.
[13] S. Yuvaraja and R. Narayanamoorthi, ‘‘A five leg converter with
multi-transmitter for an in-motion charging system,’’ J. Phys., Conf.,
vol. 2335, no. 1, Sep. 2022, Art. no. 012054, doi: 10.1088/1742-
6596/2335/1/012054.
[14] S. E. Shladover, ‘‘Highway electrification and automation,’’ Inst. Transp.
Stud., Univ. California, Berkeley, CA, USA, Tech. Rep. UCB-ITS-PRR-
92-17, Dec. 1992.
[15] K. Chen, K. W. E. Cheng, Y. Yang, and J. Pan, ‘‘A fast self-positioning-
based optimal frequency control for inductive wireless power transfer
systems without communication,’’ IEEE Trans. Ind. Electron., vol. 70,
no. 1, pp. 334–343, Jan. 2023, doi: 10.1109/TIE.2022.3148758.
[16] BombardierRail. (Mar. 27, 2014). World’s First Electric Bus With
Bombardier’s PRIMOVE System Begins Revenue Service. [Online].
Available: https://bombardier.com/en/media/news/worlds-first-electric-
bus-bombardiers-primove-system-begins-revenue-service
[17] J. H. Kim, B.-S. Lee, J.-H. Lee, S.-H. Lee, C.-B. Park, and S.-M. Jung,
‘‘Development of 1-MW inductive power transfer system for a high-
speed train,’’ IEEE Trans. Ind. Electron., vol. 62, no. 10, pp. 6242–6250,
Oct. 2015, doi: 10.1109/TIE.2015.2417122.
[18] Department of Energy’s Oak Ridge National Laboratory. (Oct. 19, 2018).
ORNL Demonstrates 120-Kilowatt Wireless Charging for Vehicles.
[Online]. Available: https://www.ornl.gov/news/ornl-demonstrates-
120-kilowatt-wireless-charging-vehicles#:~:text=19%2C%202018%E2
%80%94Researchers%20at%20the,a%20gas%20station%20fill%2Dup
[19] Application of Shaped Magnetic Field in Resonance (SMFIR) Technol-
ogy to Future Urban Transportation, Garduation School Green Transp.,
KAIST, Daejeon, South Korea.
[20] A. A. S. Mohamed, A. A. Shaier, H. Metwally, and S. I. Selem, ‘‘A com-
prehensive overview of inductive pad in electric vehicles stationary
charging,’’ Appl. Energy, vol. 262, Mar. 2020, Art. no. 114584, doi:
10.1016/j.apenergy.2020.114584.
[21] D. De Marco, A. Dolara, M. Longo, and W. Yaïci, ‘‘Design and perfor-
mance analysis of pads for dynamic wireless charging of EVs using the
finite element method,’’ Energies, vol. 12, no. 21, p. 4139, Oct. 2019, doi:
10.3390/en12214139.
[22] D. Patil, M. K. McDonough, J. M. Miller, B. Fahimi, and P. T. Balsara,
‘‘Wireless power transfer for vehicular applications: Overview and chal-
lenges,’’ IEEE Trans. Transport. Electrific., vol. 4, no. 1, pp. 3–37,
Mar. 2018, doi: 10.1109/TTE.2017.2780627.
[23] G. Yang, K. Song, Y. Sun, X. Huang, J. Li, Y. Guo, H. Zhang, Q. Zhang,
R. Lu, and C. Zhu, ‘‘Interoperability improvement for rectangular pad
and DD pad of wireless electric vehicle charging system based on
adaptive position adjustment,’’ IEEE Trans. Ind. Appl., vol. 57, no. 3,
pp. 2613–2624, May 2021, doi: 10.1109/TIA.2021.3056639.
[24] M. Budhia, J. T. Boys, G. A. Covic, and C.-Y. Huang, ‘‘Development of a
single-sided flux magnetic coupler for electric vehicle IPT charging sys-
tems,’’ IEEE Trans. Ind. Electron., vol. 60, no. 1, pp. 318–328, Jan. 2013,
doi: 10.1109/TIE.2011.2179274.
[25] T.-D. Nguyen, S. Li, W. Li, and C. C. Mi, ‘‘Feasibility study on bipo-
lar pads for efficient wireless power chargers,’’ in Proc. IEEE Appl.
Power Electron. Conf. Exposit. (APEC), Mar. 2014, pp. 1676–1682, doi:
10.1109/APEC.2014.6803531.
[26] J. T. Boys, G. A. Covic, and A. W. Green, ‘‘Stability and control of
inductively coupled power transfer systems,’’ IEE Proc. Electr. Power
Appl., vol. 147, no. 1, ppp. 37–43, 2000, doi: 10.1049/ip-epa:20000017.
[27] H. Jafari, T. O. Olowu, M. Mahmoudi, and A. Sarwat, ‘‘Optimal design
of IPT bipolar power pad for roadway-powered EV charging systems,’’
IEEE Can. J. Electr. Comput. Eng., vol. 44, no. 3, pp. 350–355, Jul. 2021,
doi: 10.1109/ICJECE.2021.3075639.
[28] Wireless Power Transfer for Light-Duty Plug-in/Electric Vehicles and
Alignment Methodology J2954_202010, SAE International, Warrendale,
PA, USA, Oct. 2020
[29] Steinmetz’s Equation—Wikipedia. Accessed: May 5, 2022. [Online].
Available: https://en.wikipedia.org/wiki/Steinmetz%27s_equation
[30] G. Ziegelberger, ‘‘Guidelines for limiting exposure to electromagnetic
fields (100 kHz to 300 GHz),’’ Health Phys., vol. 118, no. 5, pp. 483–524,
May 2020, doi: 10.1097/HP.0000000000001210.
[31] V. Shevchenko, S. Member, O. Husev, and S. Member, ‘‘Compen-
sation topologies in IPT systems: Standards, requirements, classifi-
cation, analysis, comparison and application,’’ IEEE Access, vol. 7,
pp. 120559–120580, 2019, doi: 10.1109/ACCESS.2019.2937891.
[32] A. Mahesh, B. Chokkalingam, and L. Mihet-Popa, ‘‘Inductive wireless
power transfer charging for electric vehicles—A review,’’ IEEE Access,
vol. 9, pp. 137667–137713, 2021, doi: 10.1109/ACCESS.2021.3116678.
[33] W. Zhang and C. C. Mi, ‘‘Compensation topologies of high-power wire-
less power transfer systems,’’ IEEE Trans. Veh. Technol., vol. 65, no. 6,
pp. 4768–4778, Jun. 2016, doi: 10.1109/TVT.2015.2454292.
[34] R. Mai, Y. Chen, Y. Li, Y. Zhang, G. Cao, and Z. He, ‘‘Inductive power
transfer for massive electric bicycles charging based on hybrid topology
switching with a single inverter,’’ IEEE Trans. Power Electron., vol. 32,
no. 8, pp. 5897–5906, Aug. 2017, doi: 10.1109/TPEL.2017.2654360.
[35] T. Fujita, T. Yasuda, and H. Akagi, ‘‘A dynamic wireless power transfer
system applicable to a stationary system,’’ IEEE Trans. Ind. Appl., vol. 53,
no. 4, pp. 3748–3757, Jul. 2017, doi: 10.1109/TIA.2017.2680400.
[36] B.-V. Vu, V.-T.Phan, M. Dahidah, and V. Pickert, ‘‘Multiple output induc-
tive charger for electric vehicles,’’ IEEE Trans. Power Electron., vol. 34,
no. 8, pp. 7350–7368, Aug. 2019, doi: 10.1109/TPEL.2018.2882945.
[37] Y. Guo, L. Wang, Q. Zhu, C. Liao, and F. Li, ‘‘Switch-on modeling and
analysis of dynamic wireless charging system used for electric vehicles,’’
IEEE Trans. Ind. Electron., vol. 63, no. 10, pp. 6568–6579, Oct. 2016,
doi: 10.1109/TIE.2016.2557302.
[38] H. Zhou, J. Chen, Q. Deng, F. Chen, A. Zhu, W. Hu, and X. Gao, ‘‘Input-
series output-equivalent-parallel multi-inverter system for high-voltage
and high-power wireless power transfer,’’ IEEE Trans. Power Electron.,
vol. 36, no. 1, pp. 228–238, Jan. 2021, doi: 10.1109/TPEL.2020.3000244.
[39] E. S. Lee, M. Y. Kim, S. M. Kang, and S. H. Han, ‘‘Segmented IPT
coil design for continuous multiple charging of an electrified monorail
system,’’ IEEE Trans. Power Electron., vol. 37, no. 3, pp. 3636–3649,
Mar. 2022, doi: 10.1109/TPEL.2021.3115511.
[40] M. H. Rashid, Power Electronics: Devices, Circuits, and Applications.
London, U.K.: Pearson.
[41] S. Yuvaraja, J. S. Mohamed Ali, and D. Almakhles, ‘‘A com-
prehensive review of the on-road wireless charging system for E-
mobility applications,’’ Frontiers Energy Res., vol. 10, Jul. 2022, doi:
10.3389/fenrg.2022.926270.
[42] Y. Zhang, Z. Yan, J. Zhu, S. Li, and C. Mi, ‘‘A review of foreign object
detection (FOD) for inductive power transfer systems,’’ eTransportation,
vol. 1, Aug. 2019, Art. no. 100002, doi: 10.1016/j.etran.2019.04.002.
[43] M. Budhia, G. A. Covic, and J. T. Boys, ‘‘Design and optimization of cir-
cular magnetic structures for lumped inductive power transfer systems,’’
IEEE Trans. Power Electron., vol. 26, no. 11, pp. 3096–3108, Nov. 2011,
doi: 10.1109/TPEL.2011.2143730.
[44] C. Panchal, S. Stegen, and J. Lu, ‘‘Review of static and dynamic wireless
electric vehicle charging system,’’ Eng.Sci. Technol., Int. J., vol. 21, no. 5,
pp. 922–937, 2018, doi: 10.1016/j.jestch.2018.06.015.
[45] I. U. Castillo-Zamora, P. S. Huynh, D. Vincent, F. J. Perez-Pinal,
M. A. Rodriguez-Licea, and S. S. Williamson, ‘‘Hexagonal geometry
coil for a WPT high-power fast charging application,’’ IEEE Trans.
Transport. Electrific., vol. 5, no. 4, pp. 946–956, Dec. 2019, doi:
10.1109/TTE.2019.2941636.
VOLUME 10, 2022 133639

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
[46] R. Narayanamoorthi, V. Juliet, S. Padmanaban, L. Mihet-Popa, and
C. Bharatiraja, ‘‘Frequency splitting elimination and cross-coupling
rejection of wireless power transfer to multiple dynamic receivers,’’ Appl.
Sci., vol. 8, no. 2, p. 179, Jan. 2018, doi: 10.3390/app8020179.
[47] R. Narayanamoorthi and A. V. Juliet, ‘‘Capacitor-less high-strength
resonant wireless power transfer using open bifilar spiral coil,’’ IEEE
Trans. Appl. Supercond., vol. 29, no. 1, pp. 1–8, Jan. 2019, doi:
10.1109/TASC.2018.2848268.
[48] A. Ahmad, M. S. Alam, and A. A. S. Mohamed, ‘‘Design and interop-
erability analysis of quadruple pad structure for electric vehicle wireless
charging application,’’ IEEE Trans. Transport. Electrific., vol. 5, no. 4,
pp. 934–945, Dec. 2019, doi: 10.1109/TTE.2019.2929443.
[49] S. Kim, G. A. Covic, and J. T. Boys, ‘‘Tripolar pad for inductive
power transfer systems for EV charging,’’ IEEE Trans. Power Elec-
tron., vol. 32, no. 7, pp. 5045–5057, Jul. 2017, doi: 10.1109/TPEL.2016.
2606893.
[50] S. Wang, J. Chen, Z. Hu, C. Rong, and M. Liu, ‘‘Optimisation design for
series-series dynamic WPT system maintaining stable transfer power,’’
IET Power Electron., vol. 10, no. 9, pp. 987–995, Jul. 2017, doi:
10.1049/iet-pel.2016.0839.
[51] Y. Wang, S. Zhao, H. Zhang, and F. Lu, ‘‘High-efficiency bilateral
S–SP compensated multiload IPT system with constant-voltage outputs,’’
IEEE Trans. Ind. Informat., vol. 18, no. 2, pp. 901–910, Feb. 2022, doi:
10.1109/TII.2021.3072394.
[52] S. Li, W. Li, J. Deng, T. D. Nguyen, and C. C. Mi, ‘‘A double-sided LCC
compensation network and its tuning method for wireless power transfer,’’
IEEE Trans. Veh. Technol., vol. 64, no. 6, pp. 2261–2273, Jun. 2015, doi:
10.1109/TVT.2014.2347006.
[53] Y. Yao, Y. Wang, X. Liu, F. Lin, and D. Xu, ‘‘A novel parameter
tuning method for a double-sided LCL Compensated WPT system
with better comprehensive performance,’’ IEEE Trans. Power Electron.,
vol. 33, no. 10, pp. 8525–8536, Oct. 2018, doi: 10.1109/TPEL.2017.
2778255.
[54] Z. Yan, Y. Zhang, B. Song, K. Zhang, T. Kan, and C. Mi, ‘‘An LCC-P
compensated wireless power transfer system with a constant current out-
put and reduced receiver size,’’ Energies, vol. 12, no. 1, p. 172, Jan. 2019,
doi: 10.3390/en12010172.
[55] J. Yang, X. Zhang, K. Zhang, X. Cui, C. Jiao, and X. Yang,
‘‘Design of LCC-S compensation topology and optimization of mis-
alignment tolerance for inductive power transfer,’’ IEEE Access, vol. 8,
pp. 191309–191318, 2020, doi: 10.1109/ACCESS.2020.3032563.
[56] J. Yang, X. Zhang, K. Zhang, X. Cui, C. Jiao, and X. Yang,
‘‘An LCC-SP compensated inductive power transfer system and
design considerations for enhancing misalignment tolerance,’’ IEEE
Access, vol. 8, pp. 193285–193296, 2020, doi: 10.1109/ACCESS.2020.
3032793.
[57] C. Xiao, B. Cao, and C. Liao, ‘‘A fast construction method of res-
onance compensation network for electric vehicle wireless charging
system,’’ IEEE Trans. Instrum. Meas., vol. 70, pp. 1–9, 2021, doi:
10.1109/TIM.2021.3055783.
[58] L. Yang, X. Li, S. Liu, Z. Xu, and C. Cai, ‘‘Analysis and design of
an LCCC/S-compensated WPT system with constant output charac-
teristics for battery charging applications,’’ IEEE J. Emerg. Sel. Top-
ics Power Electron., vol. 9, no. 1, pp. 1169–1180, Feb. 2021, doi:
10.1109/JESTPE.2020.2971583.
[59] N. S. González-Santini, H. Zeng, Y. Yu, and F. Z. Peng, ‘‘Z-source
resonant converter with power factor correction for wireless power
transfer applications,’’ IEEE Trans. Power Electron., vol. 31, no. 11,
pp. 7691–7700, Nov. 2016, doi: 10.1109/TPEL.2016.2560174.
[60] V. Z. Barsari, D. J. Thrimawithana, and G. A. Covic, ‘‘An inductive
coupler array for in-motion wireless charging of electric vehicles,’’ IEEE
Trans. Power Electron., vol. 36, no. 9, pp. 9854–9863, Sep. 2021, doi:
10.1109/TPEL.2021.3058666.
[61] P. S. Huynh and S. S. Williamson, ‘‘Analysis and design of soft-switching
active-clamping half-bridge boost inverter for inductive wireless charg-
ing applications,’’ IEEE Trans. Transport. Electrific., vol. 5, no. 4,
pp. 1027–1039, Dec. 2019, doi: 10.1109/TTE.2019.2930199.
[62] J. Liu, Q. Deng, W. Wang, and Z. Li, ‘‘Modeling and con-
trol of inverter zero-voltage-switching for inductive power trans-
fer system,’’ IEEE Access, vol. 7, pp. 139885–139894, 2019, doi:
10.1109/ACCESS.2019.2943398.
[63] X.-J. Ge, Y. Sun, Z.-H. Wang, and C.-S. Tang, ‘‘Dual-independent-
output inverter for dynamic wireless power transfer system,’’ IEEE
Access, vol. 7, pp. 107320–107333, 2019, doi: 10.1109/ACCESS.2019.
2933017.
[64] W. V. Wang and D. J. Thrimawithana, ‘‘A novel converter topology for
a primary-side controlled wireless EV charger with a wide operation
range,’’ IEEE J. Emerg. Sel. TopicsInd. Electron., vol. 1, no. 1, pp. 36–45,
Jul. 2020, doi: 10.1109/jestie.2020.3003357.
[65] R. Zeng, V. P. Galigekere, O. C. Onar,and B. Ozpineci, ‘‘Improved control
strategy of grid interface for EV high-power dynamic wireless charging,’’
in Proc. IEEE Appl. Power Electron. Conf. Exposit. (APEC), Jun. 2021,
pp. 2574–2579, doi: 10.1109/APEC42165.2021.9487243.
[66] L. Xu, D. Zhi, and L. Yao, ‘‘Direct power control of grid connected
voltage source converters,’’ in Proc. IEEE Power Eng. Soc. General
Meeting, Jun. 2007, pp. 1–6.
[67] R. Zeng, V. P. Galigekere, O. C. Onar, and B. Ozpineci, ‘‘Grid integration
and impact analysis of high-power dynamic wireless charging system in
distribution network,’’ IEEE Access, vol. 9, pp. 6746–6755, 2021, doi:
10.1109/ACCESS.2021.3049186.
[68] S. Debnath, A. Foote, O. C. Onar, and M. Chinthavali, ‘‘Grid impact
studies from dynamic wireless charging in smart automated high-
ways,’’ in Proc. IEEE Transp. Electrific. Conf. Expo. (ITEC), Jun. 2018,
pp. 650–655, doi: 10.1109/ITEC.2018.8450149.
[69] T. Theodoropoulos, A. Amditis, J. Sallán, H. Bludszuweit, and
B. Berseneff, ‘‘Impact of dynamic EV wireless charging on the grid,’’ in
Proc. IEEE Int. Electric Vehicle Conf. (IEVC), Dec. 2014, pp. 1–7, doi:
10.1109/IEVC.2014.7056234.
[70] F. Birol. (2021). Global Energy Review 2021. IEA Executive Director.
[Online]. Available: https://www.iea.org/reports/global-energy-review-
2021
[71] G. R. Chandra Mouli, P. Van Duijsen, F. Grazian, A. Jamodkar, P. Bauer,
and O. Isabella, ‘‘Sustainable E-bike charging station that enables AC,
DC and wireless charging from solar energy,’’ Energies, vol. 13, no. 14,
p. 3549, Jul. 2020, doi: 10.3390/en13143549.
[72] T. Celik and H. Kusetogullari, ‘‘Solar-powered automated road
surveillance system for speed violation detection,’’ IEEE Trans.
Ind. Electron., vol. 57, no. 9, pp. 3216–3227, Sep. 2010, doi:
10.1109/TIE.2009.2038395.
[73] Indian Highway to Host 250 MW Solar Plant—PV Magazine Interna-
tional. Accessed: May 16, 2022. [Online]. Available: https://www.pv-
magazine.com/2021/06/08/indian-highway-to-host-250-mw-solar-plant/
[74] B. Zhou, J. Pei, J. K. Calautit, J. Zhang, and F. Guo, ‘‘Solar self-powered
wireless charging pavement—A review on photovoltaic pavement and
wireless charging for electric vehicles,’’ Sustain. Energy Fuels, vol. 5,
no. 20, pp. 5139–5159, Oct. 2021, doi: 10.1039/d1se00739d.
[75] H. Humfrey, H. Sun, and J. Jiang, ‘‘Dynamic charging of electric vehicles
integrating renewable energy: A multi-objective optimisation problem,’’
IET Smart Grid, vol. 2, no. 2, pp. 250–259, Jun. 2019, doi: 10.1049/iet-
stg.2018.0066.
[76] X. Mou, Y. Zhang, J. Jiang, and H. Sun, ‘‘Achieving low carbon
emission for dynamically charging electric vehicles through renewable
energy integration,’’ IEEE Access, vol. 7, pp. 118876–118888, 2019, doi:
10.1109/ACCESS.2019.2936935.
[77] R. Zeng, V. Galigekere, O. Onar, and B. Ozpineci, ‘‘Optimized renew-
able energy integration for EV high-power dynamic wireless charging
systems,’’ in Proc. IEEE Power Energy Soc. Innov. Smart Grid Tech-
nol. Conf. (ISGT), Feb. 2021, pp. 1–5, doi: 10.1109/ISGT49243.2021.
9372265.
[78] M. Shahidul Haque, M. Mohammad, J. L. Pries, and S. Choi, ‘‘Com-
parison of 22 kHz and 85 kHz 50 kW wireless charging system using
Si and SiC switches for electric vehicle,’’ in Proc. IEEE 6th Workshop
Wide Bandgap Power Devices Appl. (WiPDA), Oct. 2018, pp. 192–198.
[Online]. Available: http://energy.gov/downloads/doe-public-
[79] R. Bosshard and J. W. Kolar, ‘‘Multi-objective optimization of
50 kW/85 kHz IPT system for public transport,’’ IEEE J. Emerg. Sel.
Topics Power Electron., vol. 4, no. 4, pp. 1370–1382, Dec. 2016, doi:
10.1109/JESTPE.2016.2598755.
[80] R. Bosshard, U. Iruretagoyena, and J. W. Kolar, ‘‘Comprehensive eval-
uation of rectangular and double-D coil geometry for 50 kW/85 kHz
IPT system,’’ IEEE J. Emerg. Sel. Topics Power Electron., vol. 4, no. 4,
pp. 1406–1415, Dec. 2016, doi: 10.1109/JESTPE.2016.2600162.
[81] R. Bosshard and J. W. Kolar, ‘‘All-SiC 9.5 kW/dm3 on-board power
electronics for 50 kW/85 kHz automotive IPT system,’’ IEEE J. Emerg.
Sel. Topics Power Electron., vol. 5, no. 1, pp. 419–431, Mar. 2017, doi:
10.1109/JESTPE.2016.2624285.
[82] B. J. Varghese, A. Kamineni, N. Roberts, M. Halling, D. J. Thrimawith-
ana, and R. A. Zane, ‘‘Design considerations for 50 kW dynamic wireless
charging with concrete-embedded coils,’’ in Proc. IEEE PELS Workshop
Emerg. Technol., Wireless Power Transf. (WoW), Nov. 2020, pp. 40–44,
doi: 10.1109/WoW47795.2020.9291275.
133640 VOLUME 10, 2022

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
[83] J. Pries, V. P. N. Galigekere, O. C. Onar, and G.-J. Su, ‘‘A 50-kW
three-phase wireless power transfer system using bipolar windings and
series resonant networks for rotating magnetic fields,’’ IEEE Trans.
Power Electron., vol. 35, no. 5, pp. 4500–4517, May 2020, doi:
10.1109/TPEL.2019.2942065.
[84] M. Mohammad, J. L. Pries, O. C. Onar, V. P. Galigekere, G. J. Su,
and J. Wilkins, ‘‘Three-phase LCC-LCC compensated 50-kW wireless
charging system with non-zero interphase coupling,’’ in Proc. IEEE
Appl. Power Electron. Conf. Expo. (APEC), Jun. 2021, pp. 456–462, doi:
10.1109/APEC42165.2021.9487224.
[85] M. Mohammad, J. L. Pries, O. C. Onar, V. P. Galigekere, and G. J. Su,
‘‘Shield design for 50 kW three-phase wireless chargingsystem,’’ in Proc.
IEEE Energy Convers. Congr. Expo. (ECCE), Oct. 2020, pp. 842–849,
doi: 10.1109/ECCE44975.2020.9236371.
[86] A. U. Ibrahim, W. Zhong, and M. D. Xu, ‘‘A 50-kW three-channel
wireless power transfer system with low stray magnetic field,’’ IEEE
Trans. Power Electron., vol. 36, no. 9, pp. 9941–9954, Sep. 2021, doi:
10.1109/TPEL.2021.3064373.
[87] J. Schneider, R. Carlson, J. Sirota, and R. Sutton, ‘‘Validation of wireless
power transfer up to 11 kW based on SAE J2954 with bench and vehi-
cle testing,’’ SAE, Warrendale, PA, USA, Tech. Papers 2019-01-0868,
Apr. 2019, doi: 10.4271/2019-01-0868.
[88] M. Xiong, H. Dai, Q. Li, Z. Jiang, Z. Luo, and X. Wei, ‘‘Design
of the LCC-SP topology with a current doubler for 11-kW wireless
charging system of electric vehicles,’’ IEEE Trans. Transport. Elec-
trific., vol. 7, no. 4, pp. 2128–2142, Dec. 2021, doi: 10.1109/TTE.2021.
3074007.
[89] W. Shi, F. Grazian, S. Bandyopadhyay, J. Dong, T. B. Soeiro, and
P. Bauer, ‘‘Analysis of dynamic charging performances of optimized
inductive power transfer couplers,’’ in Proc. IEEE 19th Int. Power
Electron. Motion Control Conf. (PEMC), Apr. 2021, pp. 751–756, doi:
10.1109/PEMC48073.2021.9432541.
[90] W. V. Wang, D. J. Thirmawithana, B. Riar, and R. Zane, ‘‘A novel
integrated boost modular multilevel converter for high power wireless EV
charging,’’ in Proc. IEEE Energy Convers. Congr. Expo. (ECCE), 2018,
pp. 81–88, doi: 10.1109/ECCE.2018.8557404.
[91] Y. Wang, M. Xiong, X. Wang, Q. Li, Z. Jiang, X. Wei, and H. Dai,
‘‘Research on 11 kW wireless charging system for electric vehi-
cle based on LCC-SP topology and current doubler,’’ in Proc. IEEE
Energy Convers. Congr. Exposit. (ECCE), Oct. 2020, pp. 820–827, doi:
10.1109/ECCE44975.2020.9235377.
[92] R. Tavakoli and Z. Pantic, ‘‘Analysis, design, and demonstration of a
25-kW dynamic wireless charging system for roadway electric vehicles,’’
IEEE J. Emerg. Sel. Topics Power Electron., vol. 6, no. 3, pp. 1379–1393,
Sep. 2018, doi: 10.1109/JESTPE.2017.2761763.
[93] A. A. S. Mohamed, A. Meintz, P. Schrafel, and A. Calabro, ‘‘Testing
and assessment of EMFs and touch currents from 25-kW IPT system
for medium-duty EVs,’’ IEEE Trans. Veh. Technol., vol. 68, no. 8,
pp. 7477–7487, Aug. 2019, doi: 10.1109/TVT.2019.2920827.
[94] Methods of Measurement of Touch Current and Protective Conductor
Current, Bureau of Indian Standards, document IS/IEC 60990, 1999.
[95] W. Shi, J. Dong, T. B. Soeiro, C. Riekerk, F. Grazian, G. Yu, and
P. Bauer, ‘‘Design of a highly efficient 20-kW inductive power trans-
fer system with improved misalignment performance,’’ IEEE Trans.
Transport. Electrific., vol. 8, no. 2, pp. 2384–2399, Jun. 2022, doi:
10.1109/TTE.2021.3133759.
[96] O. C. Onar, M. Chinthavali, S. L. Campbell, L. E. Seiber, C. P. White, and
V. P. Galigekere, ‘‘Modeling, simulation, and experimental verification of
a 20-kW series-series wireless power transfer system for a toyota RAV4
electric vehicle,’’ in Proc. IEEE Transp. Electrific. Conf. Expo. (ITEC),
Jun. 2018, pp. 436–441, doi: 10.1109/ITEC.2018.8450085.
[97] F. Grazian, W. Shi, T. B. Soeiro, J. Dong, P. van Duijsen, and P. Bauer,
‘‘Compensation network for a 7.7 kW wireless charging system that uses
standardized coils,’’ in Proc. IEEE Int. Symp. Circuits Syst. (ISCAS),
2020, pp. 1–5, doi: 10.1109/ISCAS45731.2020.9181016.
[98] W. Li, H. Zhao, J. Deng, S. Li, and C. C. Mi, ‘‘Comparison study on SS
and double-sided LCC compensation topologies for EV/PHEV wireless
chargers,’’ IEEE Trans. Veh. Technol., vol. 65, no. 6, pp. 4429–4439,
Jun. 2016, doi: 10.1109/TVT.2015.2479938.
[99] I. Karakitsios, E. Karfopoulos, and N. Hatziargyriou, ‘‘Impactof dynamic
and static fast inductive charging of electric vehicles on the distribution
network,’’ Electr. Power Syst. Res., vol. 140, pp. 107–115, Nov. 2016, doi:
10.1016/j.epsr.2016.06.034.
[100] T. Tajima, H. Tanaka, T. Fukuda, and Y. Nakasato, ‘‘Study of high power
dynamic charging system,’’ SAE, Warrendale, PA, USA, Tech. Papers
2017-01-1245, Mar. 2017, doi: 10.4271/2017-01-1245.
[101] T. Tajima and H. Tanaka, ‘‘Study of 450-kW ultra power dynamic charg-
ing system,’’ SAE, Warrendale, PA, USA, Tech. Papers 2018-01-1343,
Apr. 2018, doi: 10.4271/2018-01-1343.
[102] L. Xue, V. Galigekere, G.-J. Su, R. Zeng, M. Mohammad, and
E. Gurpinar, ‘‘Design and analysis of a 200 kW dynamic wire-
less charging system for electric vehicles,’’ in Proc. IEEE Applied
Power Electron. Conf. Expo. (APEC), Mar. 2022, pp. 1096–1103, doi:
10.1109/APEC43599.2022.9773670.
[103] Y. Wang, H. T. Luan, Z. Su, N. Zhang, and A. Benslimane, ‘‘A secure
and efficient wireless charging scheme for electric vehicles in vehic-
ular energy networks,’’ IEEE Trans. Veh. Technol., vol. 71, no. 2,
pp. 1491–1508, Feb. 2022, doi: 10.1109/TVT.2021.3131776.
[104] Y. Wang, Z. Su, J. Li, N. Zhang, K. Zhang, K.-K.-R. Choo, and
Y. Liu, ‘‘Blockchain-based secure and cooperative private charging pile
sharing services for vehicular networks,’’ IEEE Trans. Veh. Technol.,
vol. 71, no. 2, pp. 1857–1874, Feb. 2022, doi: 10.1109/TVT.2021.
3131744.
[105] Y. Wang, Z. Su, N. Zhang, and R. Li, ‘‘Mobile wireless rechargeable UAV
networks: Challenges and solutions,’’ IEEE Commun. Mag., vol. 60, no. 3,
pp. 33–39, Mar. 2022, doi: 10.1109/MCOM.001.2100731.
YUVARAJA SHANMUGAM received the B.E.
degree in electrical and electronics engineering
from the Dhanalakshmi College of Engineer-
ing, Chennai, and the M.Tech. degree in power
electronics and drives from SRM University,
Kattankulathur, Chennai. He is a Research Scholar
with the Department of EEE, SRM University. His
research interests include wireless power trans-
fer, resonant inductive power charging, and green
transportation. He is a Lifetime Member of IETE
and IAENG.
NARAYANAMOORTHI R received the bachelor’s
degree in electrical engineering and the master’s
degree in control and instrumentation from Anna
University, India, in 2009 and 2011, respectively,
and the doctoral degree from the SRM Institute of
Science and Technology, India, in 2019. He is an
Associate Professor with the Department of Elec-
trical and Electronics Engineering, SRM Institute
of Science and Technology. His research interests
include wireless power transfer, electric vehicles,
power electronics, artificial intelligence and machine learning in renewable
energy systems, and embedded system for smart sensors.
PRADEEP VISHNURAM received the B.E.
degree from the J. J. College of Engineering and
Technology, Trichy, in 2012, the M.E. degree in
power electronics and drives from the Jerusalem
College of Engineering, Chennai, in 2014, and the
Ph.D. degree from VIT, Chennai, India, in 2022.
He is an Assistant Professor with the Department
of Electrical and Electronics Engineering, SRM
Institute of Science and Technology, Chennai.
He has published more than 45 research articles in
various renowned international journals. His research interests include reso-
nant converters for induction heating, wireless power transfer, solar MPPT,
intelligent controllers, and high power factor rectifiers. He is a reviewer of
various reputed journals.
VOLUME 10, 2022 133641

Y. Shanmugam et al.: Systematic Review of Dynamic Wireless Charging System for Electric Transportation
MOHIT BAJAJ received the B.Tech. degree in
core electrical engineering from the Gurukula
Kangri Vishwavidyalaya (one of the oldest and
premier universities), Haridwar,India, the master’s
degree in electrical engineering from the Motilal
Nehru National Institute of Technology (one of the
premier engineering institutes), Allahabad, India,
in the disciplines of power electronics and ASIC
design, and the Ph.D. degree in electrical engi-
neering from the National Institute of Technology,
Delhi, India, in 2022. He has published extensively in his research areas.
He has authored more than 100 research publications in reputed journals,
international conferences, and book chapters. He has published more than
80 research articles in SCI/SCIE indexed journals of reputed publishers, such
as IEEE, Elsevier, Wiley, Taylor and Francis, Springer, etc. Much work is in
the process of publication. His primary research interests include electric
vehicles, renewable energy sources, distributed generation, power quality,
and smart grids. He also serves as a Reviewer for many international journals
of repute, such as IEEE TRANSACTIONS/Journals. He is ranked among the
World’s Top 2% Scientists as per the recent study conducted by researchers
of ICSR Laboratory, Elsevier B.V., and Stanford University, USA.
KAREEM M. ABORAS received the B.Sc.,
M.Sc., and Ph.D. degrees in electrical engineer-
ing from the Faculty of Engineering, Alexan-
dria University, Alexandria, Egypt, in 2010, 2015,
and 2020, respectively. His Ph.D. research work
was focused on the performance enhancement of
renewable energy conversion systems. Currently,
he is an Assistant Professor with the Electrical
Power and Machines Department, Faculty of Engi-
neering, Alexandria University. His research inter-
ests include power electronics, control, drives, powersystems, and renewable
energy systems. He is a reviewer of the IET journal.
PADMANABH THAKUR received the B.Tech.
degree in electrical engineering from MIT,
Muzaffarpur, India, in 1997, the M.Tech. degree in
electrical engineering from RVDU,Udaipur, India,
in 2008, and the Ph.D. degree in electrical engi-
neering from MNNIT, Allahabad, India, in 2014.
Currently, he is a Professor with the Department
of Electrical Engineering, Graphic Era (Deemed
to be University), Dehradun. He is an Associate
Editor of IEEE ACCESS.
KITMO was born in Lokoro, Cameroon.
He received the B.E. and master’s degrees in
electrical engineering from the University of
Ngaoundere, Cameroon. He is currently a Teacher
with the National Advanced School of Engineer-
ing of Maroua, Cameroon. Currently, he is work-
ing on the optimization of multi-source power
plants for Smart Grids using artificial intelligence.
He developed several models for the prediction
of energy consumption in stand Alone and Grid-
connected systems. This aspect of energy control is focused on the reduction
of total harmonics of distortion (THD) and the design of multicellular active
filters dedicated to high-voltage systems. His current research interests
include renewable energy, smart grids, and embedded systems.
133642 VOLUME 10, 2022