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Navigant Research forecasts global annual sales of wireless charging equipment for light-duty EVs will surpass 300,000 units by 2022

27 February 2014

Navigant
Navigant projections of wireless EVSE sales. Click to enlarge.

In a new report, “Wireless Charging Systems for Electric Vehicles”, Navigant Research forecasts that worldwide sales of wireless EV charging equipment for light-duty vehicles will grow by a compound annual growth rate (CAGR) of 108% from 2013 to 2022, reaching annual sales of slightly less than 302,000 units in 2022.

Until recently, wireless charging systems were in the R&D and pilot stages only, but now products have begun to reach the market. In 2013, Bosch announced a sales and distribution agreement with Evatran, maker of the Plugless Power system, with products scheduled to reach the market in the first quarter of 2014. Toyota has begun verification testing of its newly developed wireless battery charging system based on WiTricity technology. (Earlier post.)

Current status of SAE Standards for wireless charging
  • SAE J2954: Wireless charging for electric vehicles − Current draft is version 27. Frequency of 85kHz has been selected

  • SAE J2836 Wireless Charging Use Cases

  • SAE J2847 Application messages. Work in progress on J2847/6, time schedule to sync up with J2954. Current draft is 0.7

  • SAE J2931 Protocol. PHY/MAC selection required. Leading Candidates are 802.11a/b/g/n

Further, the SAE International J2954 Task Force for Wireless Power Transfer (WPT) of Light Duty, Electric and Plug-in Electric Vehicles, has agreed upon two key factors for the Technical Information Report (TIR) on interoperability for the first phase of pre-commercial development: a common frequency of operation (85 kHz) and the definition of three power classes for light duty vehicles: WPT 1, 2 and 3. (Earlier post.)

At the recent SAE 2014 Hybrid & Electric Vehicle Technologies Symposium, engineers addressed different aspects of the development of wireless electric vehicle charging (WEVC) in three different presentations.

Paul Guckian from Qualcomm, which is developing the Halo wireless charging technology (3.3 kW, 6.6 kW and 20 kW) emphasized that the main factor for the projected growth of WEVC is its ease of use.

Guckian said that Qualcomm views this as a long-term engagement, with capabilities moving beyond static wireless charging to semi-dynamic (i.e., waiting in traffic, taxi lines, wherever driving is at a slow pace), to fully dynamic charging. Each of these has distinct technology challenges, as well as regulatory challenges.

The key criteria for wireless charging, Guckian said, are:

  • Safety
  • Coexistence—i.e., not interfering with other wireless systems
  • Compliance with worldwide regulations
  • Standards compliance
  • Efficiency of more than 90%
  • Packaging—i.e., volume and weight
  • Ease of use—e.g., tolerance to misalignment

The top three regulatory challenges, according to Guckian (who is VP, EMC and Regulatory Engineering at Qualcomm), are:

  • Power Transfer Frequency: Meeting regulatory emission limits to prevent harmful interference. SAE has select 85 kHz for WEVC; Qualcomm has worked with Halo implementations at 40, 85 and 145 kHz.

  • RF Exposure Compliance: Worldwide existing regulation based on ICNIRP (International Commission on Non-Ionizing Radiation Protection). The use of WEVC raises issues about living object protection (including human factors, detection mechanisms and emergency shutdown time) and foreign object protection—i.e., safety considerations for Induction heating occurring with objects which are made from conductive or ferromagnetic materials.

  • Interference to Implantable Devices: Complying with magnetic field immunity limits to prevent upset to implantable medical devices (IMD).

Matt Shirk from the Idaho National Laboratory reported on the testing of the PLUGLESS Level 2 EV Charging System (3.3 kW) by EvatranGroup being done at the lab (as well as testing of DC fast charging and conductive charging).

Perry Jones from Oak Ridge National Laboratory (ORNL) took a longer-range approach, describing analysis being done at the lab on dynamic WEVC. ORNL researcher Zhenghon Lin will present a paper at the upcoming SAE World Congress (2014-01-1965) describing the potential impact on plug-in electric vehicle adoption given dynamic wireless power transfer.

Results show that the impact of DWC varies greatly across consumer segments. Consumers with home charge only are most sensitive to the provision of DWC, while consumers with both home and workplace charging or neither are less so.

February 27, 2014 in Infrastructure, Plug-ins, Smart charging, Wireless | Permalink | Comments (10) | TrackBack (0)

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Comments

A lot of posters on EV websites don't see the point of wireless charging, focussing on the cost and efficiency losses.

I think that there are several advantages which make it worthwhile:

In much of Europe and Asia street furniture is impractical in crowded cities, so that it is wireless charging or very limited charging possibilities.

Related to the first point, notions that the huge numbers of cars, in the US also, which are not kept in garages can go electric using cords seem to me wholly unrealistic.

Not only will the cords not be allowed, but other than enthusiasts no one is going to add 10 minutes at least to their commute time to charge daily, or alternatively perhaps half an hour once a week.
It simply will not happen, and it is either fuel cells or wireless charging.

As touched on above, static charging can lead on to dynamic charging.
This has the potential to reduce battery requirements for practical electric cars enormously, with the true electric highway.

So be bold folks!
Dare to dream!

Wireless charging and autonomous driving are not dreams. They both will become mass produced realities in the next 10 years or so.

They will probably be extra cost options that future vehicle owners will consider when buying their future PHEV-BEV-FCEV.

I knew wireless charging would be popular.

@DaveMart,

You've made some very valid comments on why wireless charging is the way to go. Certainly, I would consider it even in my garage since a couple of percent of additional energy loss on 3,000 to 4,000 kW annual electricity usage equates to less than $100 yearly.

Well worth the convenience with the added bonus of opportunistic charging, at work, the mall, etc., all at lower rates due to an excess of available power due to low usage, or excess wind/solar power.

other than enthusiasts no one is going to add 10 minutes at least to their commute time to charge daily

It takes me about 10 seconds to plug and un-plug my car at home.  It takes slightly longer at a ChargePoint station, because the cable is stiffer (especially in this bitter cold!) and I have to get the RFID card next to the face of the unit to activate it.

The time argument is bogus.

It more a question of convenience. The majority do not like to handle stiff cold charging cables, charge cards etc while it can all be fully automated.

Future autonomous drive electrified vehicles will find the closest appropriate wireless charge station and do it all automatically while the driver and passengers if any, relax and attend basic body needs.

The majority won't like paying another kilobuck per vehicle, either.  The only way this makes a big difference is if it is installed in roadways to provide power while not parked.  That WOULD be a game-changer, but the cost of adding inductive charging to roadways is going to make the fees for pads look cheap.  Then there's the cost of repair when an over-weight truck drives over them and breaks them.

I expect this option will be not kilobuck size in the future.

One can be amazed at the number of useless $1500 electric car roof and many other costly useless options around.

We already appreciate the keyless blue tooth door lock and ignition system, blue tooth hand free telephone system, large LCD displays, rear camera, blind spot warning and the many other useful costly options in our hybrid.

I'm sure that my first extended range (2020/2021) BEV may have wireless charging and autonomous drive factory installed options.

The 90% efficiency rate is a concern.

The prospect of opportunistic surplus Renewable E production is attractive.

If the V2G round trip losses start to approach 30% it again becomes a concern.

That needs to be seen in relation to the other options available. That could be H2 injection to the NG pipes at ~ 50% return currently.

Adding convenenience for the benefit of the aged infirm or just pampered in rain ,cold or high wind or dark and scary places plus the possibility of tamper or vandal proofing makesesirability too high to dismiss.

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