Dynamic Wireless Power Transfer (DWPT) is attracting increasing interest as a promising solution to extend the operating range of battery electric vehicles while reducing stationary charging needs. In this study, a DWPT system for Electric Vehicle charging is investigated through a comparative simulation-based case study focused on the Italian A4 highway, a strategic transport corridor characterized by high traffic intensity and long-distance mobility demand. The proposed system is based on a segmented magnetic coupling architecture with planar circular coils installed along the roadway and a vehicle-side pickup coil. Under common roadway, vehicle, and magnetic coupling assumptions, a benchmark Tesla Model 3 Long Range traveling at a constant speed of 90 km/h and characterized by an estimated energy consumption of 0.129 kWh/km is considered. Two compensation solutions are comparatively assessed, namely the Series–Series (SS) topology and the Inductor-Capacitor-Capacitor (LCC) topology. The methodology evaluates the two topologies under the same benchmark conditions in terms of peak power, average transferred power, transferred energy per kilometer, and effect on vehicle State Of Charge (SOC). The SS topology provides a peak power of 22.52 kW, an average power of 12.30 kW, and an energy transfer of 0.14 kWh/km, whereas the LCC topology reaches a peak power of 20.44 kW, an average power of 13.47 kW, and an energy transfer of 0.15 kWh/km. Starting from an initial SOC of 30%, the final SOC after traveling through the usable electrified highway section reaches 37.48% with SS compensation and 44.28% with LCC compensation. The results show that both topologies enable effective dynamic charging, with the LCC solution exhibiting better energy transfer capability and higher operational stability, while the SS topology delivers higher instantaneous power peaks. From a comparative simulation perspective, the study supports the technical feasibility of DWPT deployment in highway environments and provides useful design insights for selecting compensation topologies in dynamic electric vehicle charging applications.
Colombo et al. (2026) studied this question.