INTERNATIONAL JOURNAL OF INNOVATIVE TRENDS IN ENGINEERING (IJITE) ISSN: 2395-2946

ISSUE: 86, VOLUME 63, NUMBER 01, MARCH 2020

Design and Implementation of Z Source

Resonant Converter for EV Wireless Charging
Application
Athira Rajan1, Saneep K2, Sreenath K M3, Prasanth R K 4
1
PG Student, 2PG Student, 3PG Student, 4Asst. Professor,
EEE Dept., NSS College of Engineering, Palakkad, Kerala, India

Abstract - Wireless Power Transfer (WPT) technology is an power WPT systems is below 100 kHz due to high
emerging research area due to its safety and convenience. A switching losses at a high frequency. Additionally,
Conventional WPT system has Front End PFC and DC-DC resonant circuits reduce the reactive power requirement for
Boost Converter, which makes the system bulkier. The Z Source
the system thereby boosting the overall power transfer
Inverter (ZSI) was introduced into WPT systems to improve the
capability and minimizing the VA (Volt-Ampere) ratings
system performance. The ZSI regulates the input voltage in
WPT systems without Front End Converters and makes the of the system.
inverter bridge immune to Shoot Through (ST) states. This WPT technology deliver power through an
paper includes the design and implementation of an inductive electromagnetic field without any physical connection
power transfer system for wireless charging of future electric
between the transmitter and receiver [1]-[3]. Recent
transportation using Z Source Resonant Converter. In addition,
advancements in this field have led to more stringent
fabrication and control of an efficient series-series resonant
inductive power transfer (SS-RIPT) system for electric vehicle design requirements being proposed and studied by
battery charging application. The results are through researchers, such as efficiency improvement [4]-[8],
simulations and finally, the designed system is implemented coupling variation [9], [10], foreign object detection [11],
experimentally. [12], and output regulation [13]-[15]. Electronic
Keywords - Wireless, Power Transmission, Electric Vehicle,
technology plays a crucial role in these research studies
Charging and spurs WPT technology development. The voltage
source inverter (VSI) is an essential part of a WPT system
I. INTRODUCTION that generates high-frequency ac power for transmission
Wireless Power Transfer (WPT) systems are designed to across a wireless media. Unfortunately, the output voltage
transfer power efficiently from a stationary primary coil to of conventional VSI is always is equal to or lower than the
a stationary or movable secondary coil through an air gap. input voltage, which limits this inverter‘s application in
Contactless means inductive coupling between two objects small-voltage or wide input situations. To address this
through an air gap. The fundamental principle of a WPT barrier, front-end converters, such as boost converter or
system is similar to the closely coupled electrical and buck-boost converter are inserted between a dc source and
electromechanical devices such as transformers and a VSI to boost the dc-rail voltage [16], [17]. However, this
induction motors in which leakage inductance is very low require more space and increase the cost of the system. To
due to high magnetic coupling. But WPT systems are add one additional IGBT/MOSFET one extra heat sink and
operated at a large air gap resulting in high leakage associated drive circuitry is to be accommodated.
inductances and low magnetic coupling. Due to high Considering the incremental cost and design
leakages and low magnetic coupling, WPT systems have complications, the ZSI presents a better alternative to
very poor power transfer efficiency. In order to offset the front-end converters in WPT system.
effect of low magnetic coupling due to high magnetic When compared with a conventional VSI, the ZSI has an
leakages, WPT systems are generally operated at high input diode DS and a Z-source network added between the
frequencies to improve the quality factor of the WPT dc voltage source and the VSI [18]. The Z-source network
transformer. On the other hand, at high frequencies, losses consists of two identical inductors (L1 and L2) and
in the system will be increased due to high switching capacitors (C1 and C2) to boost the output voltage by
losses of the inverter and thereby affecting the overall shorting one or two legs of the rear-end inverter bridge.
power transfer efficiency of the system. To overcome this This is also referred to as the shoot-through (ST) state.
drawback, WPT systems are commonly operated at
resonant frequency by incorporating compensating Guidelines to design Z-source network based on steady
capacitors. Presently, the operational frequency for high state parameters were presented in [19]. Since the network

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 INTERNATIONAL JOURNAL OF INNOVATIVE TRENDS IN ENGINEERING (IJITE) ISSN: 2395-2946
ISSUE: 86, VOLUME 63, NUMBER 01, MARCH 2020

is connected to a three-phase VSI, the output current of the about 1.5 hrs, to fully charge the battery pack of the
network is regarded as a constant current. Meanwhile, the Chevrolet Volt [16]. Besides this, charging stations are not
current in the network of WPT system is approximately as readily available as fuel stations. These limitations of
sinusoidal over part of one switching period due to a EVs have been termed as 'range anxiety‘ issue for obvious
sinusoidal resonant current. The mathematical analysis in reasons.
[19] is modified when applied to a WPT system. In [20],
The aforementioned limitations of EVs can be overcome
the benefits of a ZSI in resonant converters are analyzed.
by adopting wireless charging technology for EV battery
These benefits include improved robustness and reliability,
charging which provides the following advantages over
buck/boost function, and high efficiency over wide input
conventional wired charging: reasons.
and load ranges.
Range Extension: Wireless charging has the scope for
The ZSN in the proposed ZSRI provides the unique feature
‗opportunity charging‘ i.e. charging the vehicle little and
of inherent power factor correction (PFC) without adding
often during the day when the EV is not in use [17]. For
extra switching devices. It is possible because it adds the
example, in addition for residential garage, public and
unique features of immunity to the H-bridge inverter
private parking areas, the wireless charger can also be
during shoot-through states. This characteristic makes the
installed at: traffic lights; bus stops; high traffic congestion
input current as a sinusoidal waveform and in phase with
area where vehicles are slow moving; and taxis ranks that
the ac input voltage. This variable also provides a boost
move forward as taxis are hired [18]. These opportunity
factor to the system. However, to regulate the output
charging are possible since wireless charging does not
voltage, the proposed ZSN-based inverter uses the active
require human intervention and therefore charging can be
state duty cycle, which is a common control variable used
carried out automatically. This in turn leads to significant
in series resonant inverters. Both control variables are used
improvements in range compared to that available from a
in the series resonant H-bridge inverter and the ZSRI does
single overnight plug-in charge.
not require additional control circuitry to provide power
factor correction. In other words, because of the ZSN, the Safety and Convenience: Wireless charging provides
ZSRI can perform power factor correction as well as dc/ac galvanic isolation between load and source. Therefore it
conversion in single stage. eliminates the disadvantages of plug-in charging
technology such as: risk of electrocution, especially in wet
II. WIRELESS CHARGING SYSTEM FOR EVS
and hostile environment from aging wiring and bad
The transport sector alone accounts for approximately 23% connections; failure to plug in; trip hazard from a long
of the total energy-related emissions [13]. EVs are seen as connecting wire; poor visual appeal due to hanging cords;
a viable solution to the growing pollution problem. contactor wear caused by excessive use and thermal
However, the major hurdle in the broad acceptance of EVs cycling; and, most importantly, discomfort in handling a
is attributed to their high battery cost and limited driving plug-in charger in a harsh climate that commonly has snow
range. and where the charge point may become frozen onto the
vehicle [14], [19], [20].
The Li-Ion battery is widely used as the primary power
source for the EV's drivetrain due to their high specific Battery Volume Reduction: Due to the scope of
energy (100-265 Wh/kg) and specific power density (250- opportunity charging, charging can take place more
340 W/kg) compared to other battery technology. Despite frequently. Therefore, EVs can travel the same distance
its superior characteristics, it still adds considerable weight with a reduced battery pack [13], [20]. This, in turn, can
and size to the vehicle. For example, Nissan Leaf‘s 24 lower the price of EVs and make them more efficient due
kWh battery pack weighs around 200 kg. In addition to to the reduced weight. Frequent charging also extends the
high weight and size, the estimated cost of the battery pack battery life by reducing the depth of discharge in the
is about US$700/kWh. Therefore, the price of an EV is battery.
almost double that of a gasoline counterpart with nearly
Weather Proof: In a wireless charger, power transfer takes
half of the cost for the battery itself [14].
place due to an electromagnetic link, therefore charging is
The limited driving range is an even greater obstacle to the not affected by the presence of snow, rain, or dust storms.
market penetration of EVs than their higher cost. For Besides, a transmitter is embedded underground, therefore,
example, gasoline vehicles can go over 500 km before is safe from extreme weather condition and requires less
refuelling which takes about 2-3 minutes at a filling station frequent maintenance or replacement than a plug-in
which are located every few kilometers. On the other hand, charger would require.
most EVs can only go about 100-200 km before
In 2010 the Society of Automotive Engineers (SAE)
recharging, and take a long charging time [15]. For
assembled an international committee, known as
example, Level 2 charging circuit of 9.6 kW power takes
SAEJ2954, to develop a working industry standard that

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ISSUE: 86, VOLUME 63, NUMBER 01, MARCH 2020

establishes the interoperability, frequency band,

electromagnetic compatibility, minimum performance,
safety, testing criteria as well as coils definitions for
wireless charging of light duty electric and plug-in electric
vehicles. The international committee includes automotive
equipment manufacturers (OEMs), such as GM, BMW,
Ford, Nissan and Toyota; Tier 1 suppliers Delphi,
Panasonic and Magna; WPT suppliers, such as Qualcomm
and LG, and a collection of other organizations, such as Fig.1. Circuit of WPT System with a ZSI
the Argonne National Laboratory, the EPA, the DOT, UL
Active State: During the two active states time interval
and the University of Tennessee.
[see Fig. 6(c) and (g)], the diagonal switches are on, and
Table-1: SAE J2954 Light Duty Vehicle WPT charging the input side diode D1 is conducting. The resonant
classes network draws current from both the ZSN inductor and
capacitor. The difference between load current and ZSN
inductor current is provided by a series connection of the
two ZSN capacitor and dc source.

The current version of SAEJ2954 technical information

report (TIR) was made available for purchase from the
SAE website on May 31, 2016. The latest version
addresses unidirectional charging from grid to vehicle and
is intended to be used for static charging applications.
Dynamic charging (charging while the vehicle is in-
motion) and bidirectional power may be considered in the
future based on industry feedback. This TIR specifies a
common frequency band using 85 kHz band (81.39 kHz–
90 kHz) for all light duty vehicle systems. In addition, it
defines the power levels in four classes as shown in Table
1.
III. Z SOURCE RESONANT CONVERTER
The ZSRC has more states in one switching cycle
compared with other DC- AC systems. It is important to
clarify all these states to understand the ZSRC. The boost
ratio of ZSN is still related to the total shoot-through state
duty cycle among these states. The operation principle of
the ZSRC is described based here with an example of the
phase-shift control method. Assuming that the ZSN is
symmetrical (C1 = C2 = C, and L1 = L2 = L) therefore,
VC1 = VC2 = VC, and VC1 = VC2= VC. Also, the
resonant frequency of L and C in ZSN is at least ten times
smaller than the switching frequency. Hence, the ZSN
inductor current and the ZSN capacitor voltage are
considered to be constant in one switching cycle. Fig. 2
shows the conducting devices in different states—active Fig.2. ZSRC circuit diagram in different states
state, shoot through state, and zero state. The current going through the switches are only load
current The ZSN inductor voltage for this time interval is
given as,

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ISSUE: 86, VOLUME 63, NUMBER 01, MARCH 2020

IV. Z SOURCE RESONANT CONVERTER WPT

….(1)
SYSTEMS
Shoot-Through State: Three of the switches are ON. The
The charging of plugin Electric Vehicles has always a
two horizontal switches are carrying the load current and
safety risk of direct contact of metal to metal. To avoid this
the switches in one-phase leg are carrying the ZSN
concern, the design of Electric Vehicle charging system
inductor current. Hence, there is one switch carrying the
were developed based on Inductive Power Transfer. The
sum of the two currents. Since the flow of ZSN inductor
IPT works on Electromagnetic Induction phenomena to
current is always in one direction and the load current
transfer power through the air cored transformer with
would be bipolar, these two currents either subtract from
closely spaced primary and secondary coils.
each other or add together, contributing to the sum with
their absolute value. Fortunately, phase-shift control only
allows different polarity currents going through the same
switch in shoot-through state. Here, the ZSN capacitors
will charge ZSN inductors (this is how the ZSRC can
boost the voltage). The ZSN inductor voltage for this time
interval is given as,

…(2)
Zero State: During the zero state‘s time interval, two
horizontal switches are ON. The ZSN is isolated from the
load. The load current is freewheeling and the ZSN
inductors charge the ZSN capacitors. The ZSN inductors
voltage for this time interval is given as,

….(3)
These three states are all the possible states in ZSRC. Fig.4. Block Diagram
Different allocation of these three states along one The figure 4.1 gives the block of the Wireless power
switching period would generate different load regulation transfer for EV charging with high power transfer
characteristic. capability. There are mainly four blocks in the system, the
power supply, Diode Bridge, converter block and the
Wireless network. at first ac voltage Vac (phase voltage) is
rectified into DC voltage Vdc by a diode bridge rectifier.
This DC link voltage serves as the DC input voltage to the
Z-source network. The DC output voltage of the Z source
network is converted into a high frequency single phase ac
voltage by an MOSFETs-based full-bridge resonant
inverter for WPT system.
The Microcontroller block that sends corresponding pulses
that varies the output accordingly at the converter stage.
The voltage pulses send by the microcontroller might not
be large enough to drive the MOSFETs in the converter
stage, so these pulses are fed to the MOSFET driver stage
where the signals will be amplified enough to drive the
MOSFET in the converter stage.
In the proposed system we use ATMEGA 328 as the
microcontroller. Its operating voltage range is 2.5V-5.5V.
The MOSFET used in converter section is the IRFP250N.
In the MOSFET driver stage opto coupler is used. The
opto coupler which is used here is TLP250H.
V. CIRCUIT DIAGRAM
Fig.3. Time domain waveforms for phase shift control in According to the placement of the compensation capacitors
ZSRC on the primary and secondary sides, there are four basic

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ISSUE: 86, VOLUME 63, NUMBER 01, MARCH 2020

topologies: Series–Series (SS), Series–Parallel (SP),

Parallel– Series (PS) and Parallel–Parallel (PP). The ZSI
creates a new control state, called the ST state, where at
least one leg of the inverter is shorted. Thus, the inverter is
effectively short-circuited at that time. If the primary side
adopts a parallel compensation capacitor (PS and PP), the
resonance path breaks because the terminals of the
transmission coil and compensation capacitor are shorted
at the ST state, and the energy stored in the compensation
capacitor is discharged through switches. Therefore, series
compensation on the primary side (i.e., SS and SP) is
recommended.

Fig.6. Simulation Diagram of ZSRC for WPT

Fig.5. Circuit Schematic of the Z Source Resonant

Converter.
VI. SIMULATION RESULTS
The input voltage of the ZSRC is Vs=33V and the output
voltage and current is Vo=88v and Io=2.28A with the Fig.7. Waveform of gating signal for MOSFETS
resonant frequency of 20kHZ. Assuming that the ZSN is
symmetrical (C1 = C2 = C, and L1 = L2 = L) therefore,
VC1 = VC2 = VC, and VL1 = VL2 = VL. Also, the
resonant frequency of L and C in ZSN is at least ten times
smaller than the switching frequency. Hence, the ZSN
inductor current and the ZSN capacitor voltage are
constant in one switching cycle.
The significant part of the design is choosing the inductor
and capacitor values and operating frequency. On the
contrary, use of the low frequency leads to increases both
on the size and also the cost of inductors and capacitors. Fig.8. Waveform of output voltage and output current of
Thus, there is a trade-off between the size and efficiency in the ZSRC
determining the operating frequency of the converter. The
frequency is selected as 20kHz.
Simulation has been performed and the results are
presented for each converter stage. The circuit consists of a
high frequency (HF) Z Source Resonant Converter. High
frequency switching is implemented using MOSFET
switches. This is the high frequency link. A HF
transformer provides voltage transformation and isolation
between the DC source and the load. At the output side, a
full bridge rectifier is connected to load. For analytical
study, a resistive load is selected. The closed loop is
controlled for constant output. Fig.9. Voltage across the H Bridge at the primary side

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ISSUE: 86, VOLUME 63, NUMBER 01, MARCH 2020

VII. HARDWARE IMPLEMENTATION system with the insertion of shoot-through modes of the Z-
source inverter have been investigated. In simulation, ideal
The main circuit diagram consists of four sections,
MOSFETs and diodes were used. The output voltage of 27
converter section, control section, driver section and power
V and output current of 0.9 A, i.e output of 23.5 W is
circuit. The converter section consists of four IRFP460N
obtained for the coupling coefficient k of 0.2. In the
MOSFETs. Even if there is any fluctuations in the input
experiment, an output current of 0.9 A, and output voltage
the output will be maintained constant by the program
of 16 V was obtained. The slight difference between the
stored in the microcontroller. Microcontroller sends the
simulation and experimental results is due to the following
corresponding signals, which will be too feable to drive the
reasons: Core losses, simulation-ideal diode and MOSFET
MOSFET switches, so a driver circuit consisting of
switches were used. Nevertheless, in both the simulation
TLP250 Driver are used which boosts the amplitude of the
and experiment, the results obtained are very close to the
signals enough to drive the switches.
analytical design value. This, in turn, validates the
designed parameters.
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ISSUE: 86, VOLUME 63, NUMBER 01, MARCH 2020

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AUTHOR'S PROFILE
Athira Rajan has received her Bachelor of Technology
degree in Electrical & Electronics Engineering from
University of Calicut, in the year 2017. And she completed
her M.Tech with the specialization of Power Electronics
from NSS College of Engineering, Palakkad. Her area of