Received 8 August 2024; revised 13 September 2024; accepted 30 September 2024.

Date of publication 4 October 2024;

date of current version 22 October 2024. The review of this article was arranged by Associate Editor Lingxiao Xue.
Digital Object Identifier 10.1109/OJPEL.2024.3474707

Research Insights on Recent Power Converter

Topologies and Control Strategies for Wireless
EV Chargers: A Comprehensive Study
VENUGOPAL RAMADOSS 1 , BALAJI CHANDRASEKAR 1 , M.M.R. AHMED 2 , DOMINIC SAVIO A 1,

NARAYANAMOORTHI RAJAMANICKAM 1 , AND THAMER A. H. ALGHAMDI 3,4

1
Department of Electrical and Electronics Engineering, SRM Institute of Science and Technology, Kattankulathur, Chennai 603203, India
2
Department of Electrical Technology, Faculty of Technology and Education, Helwan University, Cairo 11795, Egypt
3
School Engineering, Al-Baha University, Al-Baha 65779, Saudi Arabia
4
Wolfson Centre for Magnetics,School of Engineering, Cardiff University, CF24 3AA Cardiff, U.K.
Corresponding authors: Balaji Chandrasekhar; Thamer A. H. Alghamdi (e-mail: balaji2work@gmail.com; alghamdit1@cardiff.ac.uk)
This work was supported in part by the Council of Scientific & Industrial Research (CSIR), India, in part by Extramural Research-II (EMR II) Research Scheme
under Grant 22/0901/23/EMR-II and in part by the Government of India, Department of Science and Technology (DST) State University Research Excellence
(SERB - SURE) program, under Grant SUR/2022/000149.

ABSTRACT Electric vehicles (EVs) penetrating the transportation sector are accelerated through environ-
mental concerns, low prices, and increased power density. At the same time, the technologies for wireless
charging of EVs are advancing due to their convenience, cost-effectiveness, and reliability as charging
solutions. The crucial part of Wireless EV (W-EV) chargers, apart from charging pads and compensation,
is the power electronics converters. These converters are essential for converting electrical energy into an
appropriate form for efficient transmission and reception. This article provides a comprehensive review of
the recent advancements in power converter topologies and their control methods used in W-EV chargers.
Depending on the specific requirements of the W-EV charger, these converters can be classified into DC-DC,
DC-AC, AC-AC, and AC-DC converters. In addition, the article explores specialized converters such as
multiple-stage, multiple-phase, multiple transmitter and multiple receiver-based converters, discussing their
technical details, merits and limitations. The control techniques for the power electronics converters utilised
in W-EV chargers such as transmitter-side control, receiver-side control and dual controls are presented
along with various technical comparative analyses. Challenges and future research directions in advanced
power converter topologies for W-EV chargers are outlined at last. This article assists researchers in gaining
insights into the recent technological advancements and developments aimed at enhancing the performance
of the W-EV charger.

INDEX TERMS Electric Vehicle (EV), Wireless power transfer (WPT), Power Electronics (PE) converters,
Control Techniques, Compensation Techniques, WPT coil.

I. INTRODUCTION wireless charging methodology. Conductive charging charges

With the increase in global environmental concern, the market EV batteries by making a wired connection or physical con-
for EVs are drastically increased recently. However, there tact [2]. Compared to wireless charging, wired charging has
is tremendous development in electric motor drives, power demerits like inconvenience in plugging during each charge,
electronics, digital processing control, and battery technology damage to cables, and so on. To overcome the drawbacks of
which remains an impairment for EV transportation systems conductive charging, the wireless charger’s methodology pre-
[1]. EVs can be classified into different types based on the ferred for EV charging. The W-EV chargers classified based
battery and ICE combination such as pure EVs and hy- on coupling is presented in Fig. 1. They are classified as
brid EVs. The EV can be charged wired (conductive) and capacitive and inductive charging. The capacitive charging is

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RAMADOSS ET AL.: RESEARCH INSIGHTS ON RECENT POWER CONVERTER TOPOLOGIES AND CONTROL STRATEGIES FOR WIRELESS

high efficient W-EV charging system. The wireless coils sim-

plify the charging process by eliminating the establishment
of a physical connection. Wireless coils in electric vehicle
(EV) charging systems are a crucial component of wireless
power transfer systems since the poor alignment of these coils
directly affects the efficiency of the system. The typical fre-
quency of operation is 85kHz as per the standard SAE J2954.
FIGURE 1. Coupling Based WPT Classification. Recent research presents these coils aim to operate for high
efficiency above 90% at tight alignment. On the other hand,
the initial cost is higher compared to the traditional plugin
chargers. Though wireless chargers achieve an efficiency, of
more than 90%, there are still a long way on par with wired
charging efficiencies. The multiple charging coils help in
charging the vehicle in motion, which helps in reducing the
range, size, and weight of EV battery [7], [8].
FIGURE 2. WPT- inductive coupling. The prime objectives of the compensations techniques in
the WPT system is to match the impedance between the pri-
mary and secondary coils and to achieve resonance, which
helps in reducing the losses and increases the efficiency. The
design of compensation network depends on the operating
frequency; coils design and the power transmission distance
(i.e., distance between the transmitter and receiver coils) [9],
[10], [11]. Many review articles extensively communicated
FIGURE 3. WPT-capacitive coupling.
the charge couplers and compensation topologies. Hence, this
article focuses on recent power converters and their control
techniques in W-EV chargers.
The crucial part of the WPT in EV chargers, apart from
charging pads and compensation is the power electronics con-
verters. These converters are essential for converting electrical
energy into an appropriate form for efficient transmission
and reception. Depending on the specific requirements, these
FIGURE 4. WPT- resonant inductive coupling.
converters can be DC-DC, DC-AC, AC-AC, AC-DC convert-
ers. To handle the constraints of DC-DC converters such as
less attractive compared to inductive charging due to limited switching losses, size, volume and high electromagnetic inter-
efficiency, safety anxieties, interference and compatibility, ference (EMI), resonant and multiport converters are widely
complexity, expensive and reduced power transfer efficiency. adopted for high-voltage EV applications. The soft switch-
Convenient use, enhanced safety, weather flexibility, good ing techniques were implemented in the resonant converters
efficiency, flexibility and scalability are the notable merits of to surpass the issues of the hard switching. The resonant
inductive charging, which makes it suitable for EV charging. converters can be series, parallel or hybrid [12]. The mul-
Inductive EV chargers can be resonant inductive chargers tilevel converters eliminate the demerits of the conventional
and non-resonant inductive chargers [3], [4]. The resonant two-level converters. The merits of the multi-level converters
inductive charging can be classified as static (charging at rest claimed in [13], [14] are the utilization of lower voltage-rated
condition) and dynamic charging (charging on the go). EV components, reduced switching losses, and high efficiency.
chargers based on power levels can be classified as Level-1 Multiport converters help integrate more energy sources (like
(Up to 3.7 kW), Level 2 (7.7 kW to 11 kW), and Level-3 the grid, wind, solar, etc.) and multi-output EV applications
(20 kW to 50 kW or more). providing the merits of economic operations, reduced con-
Fig. 2 presents a wireless inductive power transfer system. verter size, inexpensive, high efficiency and reliability. The
Figs. 3 and 4 present the capacitive and resonating induc- power electronic inverters combine multiple topologies like
tive WPT systems respectively. The prime components of the multi-port, multilevel and resonant converters. Bidirectional
inductive wireless power transfer system (WPT) system are power converters enable power flows in both directions, which
1. Charging pads (transmitter and receiver), 2. Compensation enable Vehicle to Vehicle (V2V), Vehicle to Grid (V2G)
topologies and 3. Power electronic converters for the input and and Grid to Vehicle (G2V) operations. The work [15] dis-
output power control [5], [6]. cusses different control schemes for establishing DC fast
The various components of WPT based EV charging sys- charging and enhancing the power flow between the grid
tem with functions are presented in Fig. 5. The geometry of and the vehicle. Also it enhances AC side power quality
the coils and compensation techniques are key equipment in by reducing voltage stress across the switch, total harmonic

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FIGURE 5. Various Components of static WPT system and its functions.

distortion (THD) and EMI (electromagnetic interference). the future directions for power electronic converters and their
Other converters utilized for EV charging are cyclo or ma- controls for W-EV charging.
trix converters in combination with resonant and multiport
converters without employing DC link capacitors with var- II. POWER ELECTRONICS CONVERTER TOPOLOGIES FOR
ious merits. However, these power converters have various WPT EV CHARGING SYSTEM
challenges and affect the performance and efficiency of EV The power electronic converters (PEC) are unavoidable com-
charger [16]. ponents of a WPT-based EV charging system. The majorly
To address the challenges and enhance the performance of utilized PECs are DC-AC, DC-DC, AC-AC and AC-DC. With
the power electronics converters, various control techniques the direction of power flow, the converters are classified as
have been developed. The Pulse Width Modulation (PWM) unidirectional and bidirectional. In addition, the converters
control is employed to control the output current or voltage of can be classified as isolated and non-isolated. An exhaustive
the charger with high-frequency switching. The PWM signal review of DC-AC converters were found in various literatures
of the PWM controller obtained by altering the duty cycle to [2], [6], [7], [12], [19]. To avoid redundancy, this article does
regulate the average output voltage or current is discussed in not include a dedicated sub-section on DC-AC converters for
[17]. Single phase-shift control, dual phase-shift control, triple WPT EV charging applications.
phase-shift control, model predictive control, sliding mode
control, current control, and many controls were employed to A. DC-DC CONVERTERS UTILIZED IN W-EV CHARGERS
power electronics converter for achieving high efficiency, soft This sub section describes and examines various topologies
switching for all power converter switches, reducing losses, of the DC-DC converter related WPT system. In [22], 150 W
improve power quality, constant current (CC), constant volt- single stage inductive power transfer using S-S compensa-
age (CV) or constant power (CP). tion with switched capacitor compensation. This converter
From literature, it is clear that, many review articles are operates are 48 V input voltage, where the battery voltage is
discussing the coils geometry and design of compensators 51–84.6 V. Constant power charging and maximum efficiency
for either static or dynamic wireless charging. There were no of this converter are ensured by the receiver-side control and
review articles focusing on the recent power converters and switched compensation. The duty ratio of the switched capac-
their controls. This review tried to bridge the research gap. itor and secondary side semi-active bridge ensures constant
This article presents a comprehensive review of various power and maximum efficiency even during misalignment
power electronics converters recently reported to highlight conditions. The converter structure of [22] utilized for DC-DC

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FIGURE 6. Oak DC-DC converter [27].

FIGURE 7. CP charger discussed in [22].

FIGURE 9. Typical CC/CV charging profile of EV battery.

FIGURE 8. Circuit of voltage source inverter (VSI) based DC-DC converter

for WPT system [24].

operation is presented in Fig. 7. Based on the charging infras-

tructure and power level of charging, the DC-DC converters
FIGURE 10. DC-DC wireless converter [25].
are explored sufficiently in [23]. The multi-phase converter
increases the cost, loss and size of the system. While the
stability of the converter is lost, the dual side is variable, loss is not optimised and the charging time of the battery is not
frequency modulation. Hence [24] proposes a single-phase limited [26].
wireless power transfer converter for charging the battery A 50 kW bidirectional DC-DC converter was developed
through constant operative frequency and without wireless in [27] with an air gap of 6 inches for the output voltage of
feedback as presented in Fig. 8. The receiver regulates the 560 V DC. 95.4% efficiency is achieved through experimental
output directly for CC/CV charging profile. results during step-up operation and 93.6% during step-down
The efficiency obtained is 94.35% for a 1 kW power trans- operation. The circuit utilised for bidirectional 50 kW DC-DC
fer. The key contributions or benefits of the work are 1. converter conversion is shown in Fig. 6. Input voltage ranges
Constant frequency operation throughout the charging profile. from 400 to 800 V DC, the operating frequency for step
2. No wireless feedback communication, which enhances the up operation is 93.5 kHz while the operating frequency of
stability issues during charging. 3. Improved charging effi- step-down operation is 83.5 kHz. The dead time is 600 ns.
ciency for various load ranges. 4. Simple control 5. Constant This work enables the charging of energy-storing elements,
output voltage and current at the same time high efficiency EV batteries, etc. The experimental results were in line with
is achieve. Fig. 9 presents the CC/CV charging status of the the theoretical analysis.
battery. From the above discussion, the converter reported in [27]
The constant current charging profile for the battery while is suitable for high power applications with high efficiency,
charging is essential until the battery voltage reaches the cut- whereas the converter proposed in [24] is more appropriate
off voltage at power [25] as shown in Fig. 10. It is expected for for low power applications.
the power electronic converter to reduce the number of phases
to achieve high efficiency for wide range of load variations. B. AC-DC CONVERTERS IN W-EV CHARGING SYSTEM
The converter is optimised to provide high efficiency for entire The conventional AC to DC conversion with power factor
load range of operation. The disadvantages of the multiphase correction uses two-phase converter topology [28] as shown
converters are 1. More converters utilized 2. Complicated con- in Fig. 11. The primary phase being boost converter-based
trol needs the coordination between the controls. 3. The power power factor correction and the secondary phase is DC-DC

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 of an inductive wireless power transfer system. Recent de-
velopments of power converters make high power wireless
power transfer system possible. Generally, these converters
take 50 or 60 Hz frequency from supply mains and convert it
as a high frequency using AC to DC to AC power conversion
stages. Voltage source inverter with pulse with modulation is
the preferred choice of front-end converter in most of the high
power and high frequency applications. This is principally due
FIGURE 11. Two stage conventional Power factor correction topology [28]. to a simple, cheap solution [32]. Otherwise, this dual-phase
topology has low-frequency harmonics and the DC and AC
input line, which uses a bulky electrolytic capacitor for the DC
conversion phase. The primary phase includes full bridge rec- link. So many power converter topologies have been proposed
tifier and boost converter for power factor correction while the to address the difficulties of conventional AC-DC-AC power
secondary phase uses DC-DC choppers for resonant wireless converters. Matrix converters are an alternative to two-phase
power transfer system. power converters that can convert AC of any frequency to an-
It is well known that two power conversion phase based other frequency without changing the amplitude. These power
topologies cannot achieve high efficiency due to more amount electronics converters have the highest merits compact, less
of power loss in multiple power conversion phases. In ad- complicated, high-quality input current, variable input power
dition, it is not preferred in economical aspects since more factor, bidirectional power flow, and load-independent oper-
components are needed for multiple power conversion phases. ation. Three phase AC Matrix converter with soft switching
Recently, single-phase topologies that integrate both power operation is introduced for a WPT in [33]. The soft switching
factor correction and DC/DC conversion in single power con- operation of the converter reduces the switching losses by
version phase to overcome the drawbacks mentioned above. reducing the switching stress across the switches and the elec-
Many research literature reported, focuses mainly on applying tromagnetic interference of the converter. A flexible frequency
single-phase topologies such as full-bridge converters [29] controller has been used for oscillation-free output power. A
half-bridge converter, forward converters, fly-back converters 650 W AC-AC converter is proposed in [34] as presented
and so on. Most of these converters are designed for low- in Fig. 13. The input is 110VAC RMS and the frequency is
power applications. 60 Hz while the output voltage is also 110 V AC RMS. There
In [30] the article proposes a novel single-phase converter was no trace of load AC frequency. The resonant frequency is
for high-power applications for enhanced efficiency at lower 85 kHz and the coupling coefficient is 0.15. The efficiency was
cost. A novel 3-phase AC to DC converter is presented in measured to be 89%. Dead time is considered is 500 ns. The
[31] for W-EV charging applications. The 277VAC RMS at 60 primary converter with hybrid compensation which converts
Hz grid acts as the input and the output voltage is 675 VDC . AC of low frequency to high frequency with the significant
The rated power considered is 35 kW, the input current THD merits of compactness, cost-effectiveness and high efficiency
measures to be 5% while the power factor is 0.98. The oper- was reported in [35]. The WPT system utilises various other
ating frequency selected for the system is 88.5 kHz and the high frequency inverters such as resonant converter, active
dead time considered is 600 ns. The coefficient of coupling clamping half-bridge, boost inverter, interleaved boost con-
is considered to be 0.15. The compensation network utilized verter and many more as primary side converter. Moreover,
is LCC-LCC. The efficiency of the wireless power conversion this converter operates multi-phase power conversion for con-
was not discussed. The oak converter used for 3-phase AC to verting line frequency AC to high frequency. Though these
DC conversion is presented in Fig. 12. converters are simple in design and controller, they have se-
It is clear from the above discussion, it is evident that rious effect on volume, price and efficacy of the converter
the converter in [31], which combines boost converter-based and overall WPT system. Hence, researchers focus on multi-
rectification with DC-DC conversion, is suggested for applica- phase primary converters where AC-AC converters can be
tions requiring improved power quality within the standards. used for primary side to reduce the power conversion stages.
Conversely, the converter in [30] can be utilized for high- Matrix converter is AC-AC conversion system without DC
power applications which offer cost efficiency. link. Hence, the bulky electrolytic capacitor requirement is
eliminated. Due to this benefit, the Matrix converter is widely
used for WPT applications [33].
C. AC-AC CONVERTERS BASED W-EV CHARGERS The passive filters in the secondary circuit will increase the
Wireless inductive power transfer system uses loosely coupled mass to the circuit. Hence, use of active filter is increased but
coils, which require a robust magnetic field to transfer high it uses complex control circuit. Hence, the efficiency of the
power at a huge air gap. The technology uses power converters system is further reduced. To overcome the drawbacks of ma-
that can cause large current at high frequency. The transmitter- trix converter, totem pole bridgeless rectifier was introduced.
side power converter plays a major role in the performance In [36], the direct boost based full bridge AC-AC converter

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FIGURE 12. Oak ridge AC-DC converter [31].

D. ADVANCED CONVERTER TOPOLOGIES FOR W-EV

CHARGING
1) MULTI-PHASE CONVERTERS IN W-EV CHARGING SYSTEM
The multi phase converters are generally used to establish
strong coupling between transmitter and receiver coils for
enhanced efficiency. An optimization method that improves
FIGURE 13. AC-AC converter [34].
efficiency of the power transfer and the power transferred
against load variation is proposed in the article [41], which
is introduced with the merits of reduced component count adopts automatic tuning circuit that can provide robustness.
and low interface of common mode disturbances. The voltage Maximum efficiency tracking method satisfies the require-
ripple of the boost based AC-AC converter is suppressed by ment of coupling coefficient, load variation and output control
the bulky capacitor (electrolytic). Symmetrical modulation stability. The study applied for bidirectional WPT system
scheme is used for obtaining CC/CV at the output in single uses GaN device for class E rectifier [42] is shown in
phase single stage WPT system is reported in [37] as seen in Fig. 17. Almost all the single-phase single stage WPT con-
Fig. 15. A single stage AC-AC converter which can converter verters provide either constant current or constant voltage
low to high frequency is reported in [38]. These topologies output [43], and there is no additional hardware required
reduces the number components required, hence, the overall for power conversion phases or load independent closed-loop
system losses are reduced and therefore the system efficiency control.
is enhanced. Additional the volume and mass of the converter Recently, several articles in the reported literature have
is considerably reduced. These converters often offers ZVS adapted load independent output characteristics of various
to power electronic switches which guarantees good power WPT systems using compensation topology to achieve con-
factor at the input. Switched compensation topologies were stant current and constant voltage outputs. However, this
utilized for achieving CC/CV. Bidirectional AC-DC /DC-AC requires a large amount of additional reconfigurable passive
converter based W-EV charger is proposed [39] which is pre- elements.
sented in Fig. 14. The input voltage 110 V AC RMS with grid Method proposed in [44], as shown in Fig. 19 uses the
frequency is 60 Hz. The output voltage is 200 V DC. The simple series-series compensation with zero phase angle with
coupling coefficient is taken as 0.17. the simulation results input and delivers constant voltage mode. This wireless charg-
presented proves that the THD is 4% and the power factor is ing technique did not consider the recharge process for deeply
0.99% with the efficiency obtained as 86%. The rated power discharged batteries, which affects battery life. More than the
is 1 kW. The distance between transmitter and receiver coils typical CC/CV charging profile multi-phase constant current
taken is 152.4 mm. the resonant frequency is 91.5 kHz. the charging (MPCCC) profile is suitable for lithium ion battery
dead time considered is 500 ns. [45] and is presented in Fig. 18. While comparing multi-
Oak Ridge three phase AC-to-AC converter is presented in stage constant current charging profile with the conventional
[40] for the rated power of 10 kW. The circuit proposed in [40] CC/CV charging several merits are listed such as less charg-
is presented in Fig. 16. The input and output voltage being 277 ing time, higher flexibility and lower temperature rise. The
VAC RMS while the input frequency is 60 Hz. The resonant recharging time of MPCCC method is less compared to CC/
frequency is 88.5 kHz. The Oak Ridge converter combines CV charging due to the cut-off voltage of the MPCCC method
the front-end Power Factor Correction (PFC) rectifier with is marginally higher than the CC/CV charging. This higher
a high-frequency inverter into a single integrated unit. The cut-off voltage negatively influences adversely on the lifetime
power factor obtained is 0.99 and the current THD obtained is of the battery.
3%. The coupling coefficient is k = 0.15. There was no data
on mutual inductance and the dead time considered is 600 ns.
The simulation results satisfy the theoretical design. 2) MULTI TRANSMITTERS-BASED W-EV CHARGING SYSTEMS
Comparing these AC-AC converters, the converter in [39] Single transmitter-receiver coil pair exhibits dynamically
provides bidirectional power flow with lesser component varying efficiency as load conditions, coefficient of coupling
count and increase system efficiency. and quality factor changes. To achieve constant efficiency, the

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FIGURE 14. Bidirectional AC-DC-DC-AC converter [39].

3) MULTI RECEIVERS UTILIZED IN W-EV CHARGERS

Charging multiple loads simultaneously from the single trans-
mitter is a special feature of wireless power transfer system.
The multi-receiver WPT system has notable features like con-
venient, safe and offers high degrees of freedom. On the other
hand, multiple receivers, have many challenges in analysis
and optimization on considering load characteristics, power
FIGURE 15. Schematic of an AC-AC converter [37].
demand, placement of coil and relationship between the coils
as reduce the cost and size of the overall system.
However, this results in cross-coupling within the system.
research focus in various possible ways are 1. Auto tuning This cross-coupling effect causes each receiver coil to interact
the frequency at the optimal operating frequency 2. Match with others, degrading the independent, multiple outputs of
the impedance at the optimal 3. Configuration of coils for the system. The input impedance of the system is not com-
uniform magnetic field generation [46]. This PE converter pletely resistive, hence, reducing the power transfer capability
is shown in Fig. 20. Fig. 21 shows the equivalent circuit of of the system due to the cross-coupling effect, which in turn
W-EV charger with multiple transmitter coils. The position causes power loss, therefore the efficiency is pulled down
of the transmitter and receiver also affects the efficiency of significantly [49].
the converter because the coefficient of coupling is unstable. Therefore, measures are taken to eliminate this cross-
Hence many researchers paid attention to developing multi- coupling effect to improve output independence and system
transmitter structure for WPT system. This approach increases efficiency. To mitigate the cross-coupling effect in the multi-
the effective charging range and can improve efficiency even receiver optimal compensation reactance is calculated. How-
under misalignment conditions [47]. The respective converter ever, calculating dynamically altering the compensation re-
is presented in Fig. 22. It is essential to find the relationship actance precisely during the operation is a great challenge.
between the system efficiency and the mutual inductance so With the regulation in the frequency of the input or the
that the maximum efficiency can be attained. The relationship coil’s resonant frequency cross-coupling effect can be erad-
between the amplitude and the phase of the voltage in each icated. An adaptive tuning capacitor in the circuit eliminates
transmitter coil is used to achieve high efficiency for multi the cross-coupling effect without altering the parameters for
transmitter based system [48]. By regulating the current of measurement is a promising method. Based on this method,
the transmitter coils, the mutual flux linking transmitter and auto tuning assist circuit has been proposed in [50]. In [51],
receiver can be controlled without any additional component, variable switched capacitance was used for eliminating the
which improves the efficiency considerably. cross-coupling effect. The fast and safe charging methods for
To avoid communication link between the primary and sec- lead acid and lithium-ion batteries are CC and CV charging.
ondary coils, researchers estimate mutual flux while the value It is hard to maintain stable load current while the coupling
of the load and the receiver already known. This estimation coefficient is oscillating. Hence, closed loop converter may be
process is complex due to high frequency operation and heavy an effective method to maintain the constant load curve when
computational burden. The maximum efficiency point has a the coupling coefficient fluctuates. The close loop control
relationship to the receiver load and coupling coefficient with- can be operating frequency control or phase shift control. In
out any communication link is depicted in Fig. 23 as reported operating frequency control the system, output will be dis-
in [49]. The practical implementation of multiple receivers in turbed when the operating frequency is away from the optimal
a limited region aims to primary and secondary sides. The frequency. This will reduce the efficiency of the system and
impedance matching method is implemented by adjusting the increase the cost [52].
input impedance to allocate the power transfer between the Constant current output control based cross coupling com-
transmitter and receiver to attain high efficiency even under pensation for multi-receiver-based WPT system was proposed
misalignment. in shown in Fig. 24. Its performance is independent of load

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FIGURE 16. Schematic of a three-phase AC-AC converter WPT system [40].

FIGURE 19. Controlled bridge inverter for multi-phase constant current

charging [44].
FIGURE 17. GaN device based class E rectifier [42].

FIGURE 18. Schematic of a multi-stage wireless power transfer (WPT) FIGURE 20. Multi transmitter with single receiver presented in [46].
system with two transmitter circuits [45].

offer CV, CC, and CP charging to EV battery, ensure the sys-

variation, coupling coefficient variations and polarity of the tem operates at resonance, and ensure high system efficiency
mutual inductance. Here, In order to obtain the constant load with reduced losses and to cope up with misalignment of coils.
current, the phase shift control method is employed in the ac- Control strategies can be categorised in to three groups 1.
tive rectifier. In addition, the modulation strategy is employed Transmitter-side control 2. Receiver-side control and 3. Dual
to obtain the equivalent impedance. The proposed system has control. Transmitter-side power is controlled with the help of
been verified both theoretically, and experimentally. Table 1. transmitter-side power converters control with the input from
compares the technical aspects of the recently reported con- the battery measurements. The receiver-side control is im-
verter topologies in W-EV charging systems. plemented directly to control receiver-side power converters.
This section explored advanced converter topologies re- Dual control is employing to control both primary and sec-
ported recently such as multi-phase, multi-transmitter, and ondary side converters/ compensations to ensure the optimal
multi-receiver topologies for W-EV charging. efficiency and constant load regulation.

IV. CONTROL TECHNIQUE A. TRANSMITTER-SIDE CONTROL

The power electronic converters play a major role in W-EV The transmitter-side converter control is employed to reduce
charging system. The main objectives of the control tech- the complication, cost and overall mass of the converter. The
niques implemented in wireless power transfer systems are to measurements from the receiver side or the load is transmitted

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TABLE 1. Technical Comparison OF Various Converter Topologies

FIGURE 21. Equivalent diagram of typical multi transmitter WPT system.

FIGURE 22. Schematic of a multi-transmitter coil structure with two

parallel transmitter circuits [47].

through a wireless network. However, this wirelessly trans-

mitted data is subject to delayed, incorrect and confusing, moves over the coils in a fast pace. Hence, this commu-
especially variables varying dynamically while employing nication medium is not preferred; instead, the SOC of the
dynamic wireless charging in the case when the vehicle battery, CC/CV charging phase, and mutual inductance can

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FIGURE 26. Transmitter-side control.

FIGURE 23. Two receiver with mono transmitter structure [49].

The PWM control mode is proposed in [55] controlling

the capacitor voltages Vc1 and Vc2 indirectly controls the
output voltage. The control system dictates the input as battery
voltage from the battery management system. The capacitor
voltage is altered to compensate for the intermittence in the
input voltage. To maintain the symmetry in operation each
controller operates individually. The controllers are designed
to maintain voltage stability at the output at the rate of one per
second. Fig. 26 presents the typical transmitter-side control
diagram.
The cascaded PI controller is proposed in [56]. Cascaded
PI controller uses two separate PI controllers one for voltage
FIGURE 24. Multiple receiver coils with single transmission presented in control and other for current control. The current PI controller
[61]. operates at the constant current charging mode of the battery
while in the constant voltage mode, the voltage PI controller
will take charge. With the state of the SoC, PI controllers
decide the current state of operation (i.e., CC/CV operation
demanded by the battery). The PI controller takes the input
from the battery management system which senses the actual
voltage and current of the battery at that instant. The current PI
controller ensures the constant current charging for the battery
FIGURE 25. PID employed in Transmitter-side control.
while the voltage PI controller ensures the constant voltage
mode. When SoC of the battery is less than 80% constant
be estimated in the transmitter-side itself. The transmitter-side current mode is active, on the other cases constant voltage
control can be broadly classified into two groups: one is work- modes is activated.
ing on the transmitter-side DC-DC converter and the other is In the paper [57] current control technique is engaged to
on the transmitter-side inverter. PID employed in Transmitter- ensure power factor correction action. The introduced cur-
side control is presented in Fig. 25. rent control technique tracks the input current and voltage to
In general, a transmitter-side DC-DC converter is em- generate the duty cycle for the power converters to ensure
ployed, when LCL / LCC compensation is used to manage power factor correction. Any variations in the input voltage
the coil misalignment condition. The frequency is usually kept is compensated by the equivalent duty ratio by the current
constant by the inverter showing the control action can be control technique. This is true only if the input voltage stays
performed in a DC-DC converter. The transmitter-side voltage within the design limits. By examining the closed loop current
is regulated by controlling the primary side DC converter to control system, the input current error is used to determine the
meet the demand of the charger level. Hence, the efficiency needed duty ratio value. In this application, a linear fixed gain
of the wireless power transferring system is increased as the controller is recommended over a nonlinear control because
losses of the inverter are reduced. If the controller fails to set it can monitor the reference amplitude and phase with zero
the appropriate value for the inverter input, the excess power steady state error [58].
will be transferred to the receiver which results in the battery
overcharging.
The work presented in [53], [54] combines proportional and B. RECEIVER-SIDE CONTROLLERS
derivative control and one cycle control two generate the gate Receiver-side control uses power electronic converters addi-
signals required for the transmitter DC-DC converter. tionally on the vehicle for controlling the charging process,

1650 VOLUME 5, 2024

which adds weight and cost to this system. However, this tech-
nology is simple and robust and can be utilized, in the absence
of communication between receiver and transmitter-side. Fur-
thermore, this technology enables to have a new goal such as
high power transfer, and efficacy. Receiver-side control can be
categorized into two groups. The first control technique acts
on the receiver-side DC-DC converter; the second operates the
receiver-side control rectifier.

1) CONTROL OF RECEIVER-SIDE DC-DC CONVERTER FIGURE 27. Receiver-side DC/DC converter control.
Due to low computational requirements, the simplest option
suitable is controlling the receiver-side DC-DC converter for
The control used in [62], coefficient of coupling was
charging regulation. This charging technique can be utilized
estimated using parameters like coil resistance, charger resis-
for various battery types across different vehicle models,
tance, voltage at input, and frequency of operation. With the
accommodating batteries with different input voltages. This
estimated coupling coefficient, the duty ratio for the converter
controlled charging can be compatible with batteries man-
was generated to maximize the power transfer. Meanwhile the
ufactured by different manufacturers. This issue of CC/CV
coefficient of coupling of the system is measured, the con-
charging can be resolved by employing constant controlled
trol technique used is adaptable for misalignment conditions.
charge method or by complex multiple stages of power con-
Real-time estimation of the coupling coefficient enables the
versions. the control of DC-DC converter is simple and easy
system to achieve supreme efficacy even during misalignment
compared to inverter or rectifier control since these operates
conditions. The authors claim that the efficacy is improved by
at 85kHz frequency. In [59] the DC-DC converter’s switching
10% using this control technique. DC-DC converter control
frequency is 10 kHz though the system works at 85 kHz.
on the receiver-side is shown in Fig. 27.
A similar implementation was found in [60] the converter
operating frequency is 10 kHz while the system frequency is
38.4 kHz. 2) RECEIVER SIDE-CONTROLLED RECTIFIER CONTROL
Article [51] uses a boost converter with LCL compensa- Controlling the control rectifier is complex compared to
tion to reduce the nonlinear effects of the rectifier and to uncontrolled rectifier circuits since the control involves con-
improve efficiency of the system. PID controller is simplest trolled switches which is to achieve the rectification process.
control method, which generates error based on the set value This becomes more complex when it is used in a wire-
of the charging current and charging voltage . These con- less power transfer system since the synchronization between
trol techniques can handle the misalignment conditions under the transmitter and receiver must be established. The cost
constant monitoring of the measurements, which ensures the involved is also high controlled switches need additional
controlled output. Nevertheless, the misalignment result in gate driving circuits. The cost is reduced while deploying
exceeding the input voltage beyond the limits where the poor receiver-side single-stage converters. The merits of utilized
regulation the output voltage is achieved. These limitations the controlled rectifiers are 1. DC voltage regulation without
can be eliminated by utilising buck- boost converter which can any additional circuitry. 2. Reduced voltage drop, which en-
operate for a wide range of voltages. This ensures the voltage hances the efficiency of the system. 3. Fewer components in
regulation at the output while the input supply variation is case of multi-stage reduction. 4. Ease control over the reactive
generated by misalignment conditions. However, the design power. 5. Bidirectional operability [59]. In case of commu-
of the converter must consider that the output polarity is re- nication is not used, the transmitter-side precise control is
versed compared to the input polarity [61]. The output voltage not possible, this is matched by the compensation techniques.
entirely depends upon the duty cycle of the converter. The In a few conventional topologies, the receiver-side converter
problem of the bug boost configuration is illuminated while fails to charge the battery since the receiver-side control only
employing SEPIC converter since the output voltage polarity steps down the voltage for the battery. A single-stage receiver
same as the input voltage polarity. rectifier was proposed in [63] with the prime objective of
In [22], 150W single-stage inductive power transfer using controlled charging using a bridgeless symmetrical active rec-
S- S compensation with switched capacitor compensation. tifier.
This converter operates are 48V input voltage where the This [64] article utilizes two control variables: the conduc-
battery voltage is 51-84.6V. Constant power charging and tion angle β and phase control angle α which indicate the
maximum efficiency of this converter are ensured by the con- rising and falling edges of the rectifier voltage and transmitter
trol on the receiver-side converter and switched compensation. resonant tank voltage respectively. With the values obtained
The duty ratio of the switched capacitor and secondary side from the operating frequency of the system, the phase dif-
semi-active bridge ensures constant power and maximum ef- ference between the receiver coil voltage and current, the
ficiency even during misalignment conditions. coefficient of coupling, and the effective impedance of the

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RAMADOSS ET AL.: RESEARCH INSIGHTS ON RECENT POWER CONVERTER TOPOLOGIES AND CONTROL STRATEGIES FOR WIRELESS

FIGURE 29. Typical dual control employed in W-EV charging systems.

FIGURE 28. Receiver-side bridge rectifier control.

main objective of the controller is to regulate the load by

battery, the output voltage is regulated using the PI controller.
controller both receiver and transmitter-side together to obtain
The appropriate phase shift and delay are provided to the op-
the maximum efficiency under various load and misalignment
erating switches based on the output of the PI controller. The
conditions. The control is expected to perform in the aspects
system can handle the misalignment conditions meanwhile
of 1. Both receiver and transmitter operate at resonance with
the control signals are created based on coupling coefficient
the operating frequency, 2. Buck converter is used to control
estimation. The secondary side symmetrical bridgeless active
the input voltage and compensate the increased voltage that
rectifier is controlled using the pulse density modulation in the
occurs in the receiver-side for Series- series compensation
article [29]. The main objective considered in the article is to
topology under misalignment condition, 3. Provide constant
attain soft switching and handle misalignment events of the
voltage for the battery with the help of boost converter of the
coils. Receiver-side-controlled rectifier control is presented in
receiver. The controller has no control in altering the operating
Fig. 28.
frequency of the converter; however, the input voltage and
equivalent resistance of the battery can be altered and control
C. DUAL CONTROL the charging voltage of the battery in [64].
To have better control, dual control is employed in W-EV An algorithm has been proposed in [68] to attain high effi-
charging system. The dual control is highly complicated to cacy by computing the CV charging. An upgraded form of the
implement, since two controllers for two converters should controller is reported in [69], which considers misalignment
perform simultaneously. It is expected to establish wireless conditions as the variation in mutual inductance. The control
communication from receiver to transmitter of the EV charg- technique estimates the coefficient of coupling by identifying
ing system. However, dual controls are preferred when more the variation in the output voltage/load resistance. With the
flexibility in control and robustness are needed. Especially help of the data obtained, the controller alters the duty cycle
during occurrence of misalignment events, both the transmit- of the converter. The efficiency is improved by 20% through
ter and receiver-side controls can perform to ensure the high the proper control of the buck-boost converter. Pulse density
efficiency, resist overcurrent and high power charging for the modulation (PDM) for full bridge converter topology of trans-
battery. mitter inverter is proposed [60], [70] for merged merits of
The work presented in [65], employees full bridge inverter PDM and ZVS technique. This topology uses ZVS branch,
on the transmitter-side and full bridge rectifier on the receiver which connects the output terminal of the converter which
side, makes the configuration dual active bridge for optimiz- confirms ZVS for the traditional full bridge inverter. Fig. 29
ing the efficiency under various loading conditions as well as presents the typical dual side control of WPT system. The
various coupling coefficient. The communication between the receiver-side active rectifier using the PWM technique. This
receiver and transmitter-sides of the charger is not necessary converter eliminates the requirement of DC-DC converter on
always is presented in [66]. However, the robust control so- the receiver side, which considerably reduces the conver-
lution can be obtained from transmitter-side, CC/CV curve sion loss and the number of components. The author with
of the battery charging is ensured by the receiver controller. various coupling coefficients verifies the effectiveness of the
Phase shifting technique is used for transmitter-side control technique. Autonomous output voltage regulation even with
while the load is regulated by the receiver-side control. The misalignment conditions is introduced by switching voltage
key merit claimed in the article is that there was no com- regulator reported in [71]. Dual-sided control strategy imple-
munication between the receiver and transmitter-side of the mented for achieving optimal load impedance by adjusting
charger and maximum value of the transmitter current does the inverter output voltage is a method for updating constant
not exceeded. output current are voltage using active rectifier control. To
In [67] buck converter with half-bridge high frequency provide constant voltage at the output, semi semi-impedance
inverter was utilized as the transmitter-side while boost in- matching strategy under load variations is presented in [72],
tegrated half wave converter was used for rectifier side. The [73]. The optimal efficiency and constant output were ensured

1652 VOLUME 5, 2024

TABLE 2. Technical Comparison of Various Controllers Reported for Converter Topologies

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RAMADOSS ET AL.: RESEARCH INSIGHTS ON RECENT POWER CONVERTER TOPOLOGIES AND CONTROL STRATEGIES FOR WIRELESS

by actively controlling the receiver side rectifier and switched converter topologies for WPT systems will continue to find
compensation at both transmitter and receiver is presented in solutions related to efficiency improvement, misalignment tol-
[73], [75]. Table 2 compares the controllers of PE converters erance, reduced packaging, and reliability. Since the resonant
in W-EV charging systems. circuits incorporated in WPT systems rely on high-frequency
[76] Introduces an internal model-based regulator com- operation, a growing interest is emerging in developing power
bined with a disturbance observer to achieve precise distur- converters based on SiC or GaN devices.
bance rejection in dynamic wireless charging systems. The Currently, another key area of focus is electromagnetic,
internal model-based approach allows for accurate model- which suggests the impact of material is significant. This high-
ing of the system dynamics, while the disturbance observer lights the importance of converter electromagnetics and mate-
estimates and compensates for unknown disturbances. The rials in manufacturing. Research groups have already started
combined method enhances the system’s ability to handle dis- working on the technology for integrated power electronic
turbances and maintain high performance, offering improved converters to effectively addresses both the electromagnetic
charging efficiency and reliability. Model-free control strategy impact and manufacturing developments [80], [81].
designed to enhance disturbance rejection in dynamic wireless In the transition to clean energy, power electronic convert-
charging systems for electric vehicles (EVs) in [77]. The ap- ers play a major role in efficient integration of renewable
proach influences online parameter identification to adapt to resources and W-EV charging systems. High-efficiency, low-
changes and uncertainties in the system. The proposed control powered power electronics converters are essential for this
strategy does not rely on a predefined model of the system, integration.
making it versatile and robust against various types of distur- The components involved in wireless charging, especially
bances. The effectiveness of the control in the WPT system at higher power levels, generate heat. Effective cooling sys-
performance and stability despite external disturbances and tems are required to manage this heat to maintain the perfor-
parameter variations were demonstrated. mance and reliability of the charging system. Additionally, it
In [78], a finite-time disturbance rejection control method necessitates complex control algorithms to achieve higher effi-
using an observer-based approach is presented. The con- ciency, misalignment tolerance, increased power density, etc.,
trol strategy aims to regulate the output voltage of dynamic which adds to the system’s complexity. High-performance
wireless charging systems consistently while rejecting distur- components can increase costs, and high-frequency opera-
bances. The observer-based technique helps in estimating and tion may cause electromagnetic interference, requiring careful
compensating for disturbances in real-time, ensuring that the mitigation.
system has output voltage remains unaltered. The use of Machine Learning (ML) and Artificial Intelli-
[79] Present a robust adaptive output regulation strategy gence (AI) in the control of power electronics converters has
designed for dynamic wireless charging systems in EVs, become one of the most exciting developments in modern
specifically addressing sinusoidal disturbances with unknown control techniques. Modern power electronic systems are be-
frequencies. The adaptive control approach adjusts to the coming increasingly complex and interconnected; therefore,
changing nature of the disturbances, ensuring that the out- they produce a huge amount of data that can be exploited to
put regulation remains effective even when the frequency of achieve better system performance and efficiency. ML and AI
the disturbance is not known in advance. This robustness is have potential applications to change how the data is analyzed,
crucial for maintaining stable and efficient operation of the make decisions, and finally control power electronic systems.
charging system under varying disturbance conditions. There lies a huge potential for machine learning and AI
Each of these papers contributes to improving the robust- in power electronics control; however, its implementation is
ness and efficiency of dynamic wireless charging systems challenging. One major challenge is that high quality, labelled
for electric vehicles, focusing on different aspects such as data is needed for training the machine learning algorithms.
model-free control, finite-time disturbance rejection, precise Collecting and labelling this data is time-consuming and often
disturbance estimation, and adaptation to unknown distur- expensive. However, there is still significant potential to en-
bance frequencies. hance and adapt power converters and their controls to rapidly
advance toward developing a compact, highly efficient EV
V. RESEARCH CHALLENGES AND FUTURE DIRECTIONS charger.
This section briefs the challenges and future trends of power
electronic converters and control techniques for WPT appli-
cations are presented. The W-EV chargers use multiple power VI. CONCLUSION
electronic converters such as inverter, rectifier and DC–DC The rapid penetration of EVs and the evolving growth of
converters, which makes the overall system bulky and costly. W-EV charging highlight the critical role of PE converters in
The main challenges to address are the losses due to mis- enhancing the efficiency and effectiveness of W-EV charg-
alignment and added weight in EVs due to on-board coil. ers. This article carefully and briefly reviewed the recent
Also, proper heat management will be required so that it does advancements in power converter topologies and their control
not overheat because of high power densities and switching methods used in W-EV chargers. The detailed survey was
frequencies. Therefore, future research in advanced power presented under the categories DC-DC converter topology,

1654 VOLUME 5, 2024

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[64] N. Fu, J. Deng, Z. Wang, and D. Chen, “An LCC-LCC compensated [81] P. Deng, C. Tang, Y. Fan, M. Sun, Z. Liu, and X. Li, “A frequency
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[66] A. Aktas, E. Aydin, O. C. Onar, G. J. Su, B. Ozpineci, and L. M.
VENUGOPAL RAMADOSS received the B.E. de-
Tolbert, “Medium-duty delivery truck integrated bidirectional wireless
gree in electrical and electronic engineering and
power transfer system with grid and stationary energy storage system
the M.E. degree in power electronics and drives
connectivity,” IEEE J. Emerg. Sel. Top. Power Electron., vol. 12, no. 5,
from the Jerusalem College of Engineering, Anna
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University, Chennai, India, in 2009 and 2011, re-
[67] K. Li and W. Ding, “An improved one-to-three WPT system with
spectively. He is currently working toward the
tunable compensation network and enhanced pulse density voltage
Full-Time Ph.D. degree in electrical and electronic
control,” IEEE J. Emerg. Sel. Top. Power Electron., vol. 11, no. 3,
engineering with the SRM Institute of Science and
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Technology, Chennai. From 2011 to 2012, he was
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an Assistant Professor with Sri Lakshmi Ammal
charging system based on three decoupled non-overlapping unipolar
Engineering College, Chennai. From 2012 to 2014,
transmitting coils,” IEEE Trans. Transp. Electrific., early access, Jan.
he was an Assistant Professor with the Dhanalakshmi College of Engineering,
8, 2024, doi: 10.1109/TTE.2024.3351077.
Chennai. From 2014 to 2017 he was an Assistant Professor with Kingston
[69] F. N. Esfahani, S. M. Madani, M. Niroomand, and A. Safaee,
Engineering College, Vellore, India, and from 2017 to 2021, he was with the
“Maximum wireless power transmission using real-time single
Saranathan College of Engineering, Trichy, India, as an Assistant Professor.
iteration adaptive impedance matching,” IEEE Trans. Circuits
He is also a Life Member of Indian Society for Technical Education (ISTE),
Syst. I, Reg. Papers, vol. 70, no. 9, pp. 3806–3817, Sep. 2023,
Institution of Engineering and Technology (IET), and International Associa-
doi: 10.1109/TCSI.2023.3284218.
tion of Engineers (INEAG).
[70] E. S. Lee, “Frequency-modulation-based IPT with magnetic communi-
cation for EV wireless charging,” IEEE Trans. Ind. Electron., vol. 70,
no. 2, pp. 1398–1408, Feb. 2023, doi: 10.1109/TIE.2022.3158027.
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and reactive power for a fully controllable V2G wireless charger,” IEEE
Trans. Transp. Electrific., vol. 10, no. 1, pp. 1070–1079, Mar. 2024,
doi: 10.1109/TTE.2023.3265189. BALAJI CHANDRASEKAR was born in
[72] T. Hamada, T. Fujita, and H. Fujimoto, “Fast start-up control of Arakkonam, India. He received the B.E. degree
both-side current without overshoot focusing on rectification tim- in electrical and electronics engineering from the
ing for dynamic wireless power transfer systems,” IEEE J. Emerg. IFET College of Engineering, Villupuram,India,
Sel. Top. Ind. Electron., vol. 5, no. 3, pp. 1039–1047, Jul. 2024, and the M.E. degree in control and instrumentation
doi: 10.1109/jestie.2023.3288476. engineering from the College of Engineering,
[73] N. Fu, J. Deng, Z. Wang, and D. Chen, “Dual-phase-shift control strat- Guindy, Anna University, Chennai, India. He
egy with switch-controlled capacitor for overall efficiency optimization completed his research in the area of power
in wireless power transfer system,” IEEE Trans. Veh. Technol., vol. 72, electronics from the Department of Electrical
no. 6, pp. 7304–7317, Jun. 2023, doi: 10.1109/TVT.2023.3241695. and Electronics Engineering, SRM Institute
[74] A. Aktas, E. Aydin, O. C. Onar, G. J. Su, B. Ozpineci, and L. M. of Science and Technology, Chennai. He is
Tolbert, “Medium-duty delivery truck integrated bidirectional wireless currently an Assistant Professor with the Department of Electrical and
power transfer system with grid and stationary energy storage system Electronics Engineering, SRMIST, Chennai. He has authored more than
connectivity,” IEEE J. Emerg. Sel. Top. Power Electron., vol. 12, no. 5, 18 technical papers published in journals and conference proceedings.
pp. 5364–5382, Oct. 2024, doi: 10.1109/JESTPE.2024.3429509. He has also authored a book titled Measurement and Instrumentation for
[75] Z. Huang, B. Zou, Z. Huang, H. H.-C. Iu, and C. K. Tse, “A undergraduate students. His research interests include multi-port power
single-stage IPT converter with optimal efficiency tracking and con- electronic converters, renewable energy systems, electric vehicles, and
stant voltage output against dynamic variations of coupling and wireless power transfer system for EVs. He is a member of the Institution of
load,” IEEE Trans. Transp. Electrific., early access, May 31, 2024, Engineers and Indian Society for Technical Education.
doi: 10.1109/TTE.2024.3407717.
[76] J. Yue, Z. Liu, and H. Su, “Model-free composite disturbance rejec-
tion control for dynamic wireless charging system based on online M.M.R. AHMED was born in Cairo, Egypt, in
parameter identification,” IEEE Trans. Ind. Electron., vol. 71, no. 7, 1967. He received the Ph.D. degree in electrical
pp. 7777–7785, Jul. 2024, doi: 10.1109/TIE.2023.3317869. power engineering from Northumbria University,
[77] J. Yue, Z. Liu, and H. Su, “Observer-based finite-time disturbance Newcastle-upon-Tyne, U.K., in 2002. In 2002,
rejection control for dynamic wireless charging systems with constant he was a Lecturer with the Industrial Education
output voltage regulation,” IEEE Trans. Ind. Electron., vol. 71, no. 9, College, Helwan University, Cairo, Egypt. From
pp. 11398–11407, Sep. 2024, doi: 10.1109/TIE.2023.3333040. 2006 to 2007, he was a Research Fellow with
[78] M. Zhang, Z. Liu, and H. Su, “Precise disturbance rejection Northumbria University, U.K., he was involved in
for dynamic wireless charging system of electric vehicle using research on Grid-connected Induction generators.
internal model-based regulator with disturbance observer,” IEEE From 2007 to 2009, he was a Research Fellow
Trans. Ind. Electron., vol. 71, no. 7, pp. 7695–7705, Jul. 2024, with Warwick University, Coventry, U.K.. He was
doi: 10.1109/TIE.2023.3314907. involved in developing a Solid State Power Controller to be used in Electric
[79] M. Zhang, Z. Liu, and H. Su, “Robust adaptive output regulation Aircraft in collaboration with GE Aviation. Since 2010, he has been an
for EV dynamic wireless charging system with sinusoidal disturbance Associated Professor with the Faculty of Technology and Education, Helwan
of unknown frequency,” IEEE Trans. Ind. Electron., vol. 71, no. 7, University, Cairo, Egypt. He has more than 18 years of research experience
pp. 7301–7311, Jul. 2024, doi: 10.1109/TIE.2023.3308131. in electrical power engineering and has authored or coauthored more than
[80] P. Deng, C. Tang, M. Sun, Z. Liu, H. Hu, and T. Lin, “EMI sup- 20 publications in journals and conferences. His research interests include
pression method for LCC-S MC-WPT systems by parameter optimiza- application of power electronics in power systems, particularly flexible ac
tion,” IEEE Trans. Power Electron., vol. 39, no. 9, pp. 11134–11147, transmission systems (FACTS), custom power technology, distributed gener-
Sep. 2024, doi: 10.1109/TPEL.2024.3414343. ation, and active control of power distribution networks.

VOLUME 5, 2024 1657

RAMADOSS ET AL.: RESEARCH INSIGHTS ON RECENT POWER CONVERTER TOPOLOGIES AND CONTROL STRATEGIES FOR WIRELESS

DOMINIC SAVIO A received the B.E. degree THAMER A. H. ALGHAMDI, received the B.Sc.
in electrical engineering from Anna University, degree from Al-Baha University, Al-Baha, Saudi
Chennai, India, in 2007, M.Tech degree in con- Arabia, in 2012, the M.Sc. degree from Northum-
trol and instrumentation from Karunya University, bria Newcastle University, Newcastle, U.K., in
Coimbatore, India, in 2010, and the Ph.D degree 2016, and the Ph.D. degree from Cardiff Univer-
from the SRM Institute of Science and Technol- sity, Cardiff, U.K., in 2023. He is currently an
ogy, Chennai, in 2020. He is currently an Assistant Assistant Professor with Electrical Power Engi-
Professor with the Department of Electrical and neering, Electrical Engineering Department, Al-
Electronics Engineering, SRM Institute of Science Baha University. He worked as a power distribution
and Technology. He has authored more than 17 engineer for the Saudi Electricity Company (SEC)
technical papers published in journals and confer- untill 2013. He received From 2016 to 2018, he
ence proceedings. His research interests include power management and was a Lecturer Assistant with Al-Baha University. His main research interests
control in electric vehicle charging infrastructure, electric vehicle charging include power systems, power quality, the integration of renewables, and AI
converter. He is a member of the Institution of Engineers, India. applications in electrical power engineering.

NARAYANAMOORTHI RAJAMANICKAM re-

ceived the bachelor’s degree in electrical engi-
neering and the master’s degree in control and
instrumentation from Anna University, Chennai,
India, in 2009 and 2011, respectively, and the doc-
toral degree from the SRM Institute of Science and
Technology, Chennai, in 2019. He is currently 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.

1658 VOLUME 5, 2024