Brusa Launches Inductive Charging System Using WiTricity Licenses

MAY 15 2015 BY MARK KANE 10

Brusa ICS - Inductive Charging System ICS115

Brusa ICS – Inductive Charging System ICS115

BRUSA Elektronik recently introduced an Inductive Charging System rated at 3.7 kW.

BRUSA offers wireless charging only to car manufacturers, expecting that some of them will integrate it in EVs:

“The ICS currently features a pre-series maturity level. If you are interested in our inductive charging system, we would be pleased to bring the product to a production maturity level with your support.”

The ground pad module is 600 x 800 x 60 mm and can send power from 100-160 mm (There is a possibility to order a modified version 160-210 mm). At 130 mm ground clearance & central alignment, efficiency exceeds 90%.

Separately, WiTricity announced an intellectual property licensing agreement with BRUSA.

“Under the terms of the agreement, BRUSA will license WiTricity’s patented intellectual property to commercialize efficient, high-performance wireless charging systems for carmakers that will enable next generation electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs) to charge effortlessly by simply parking over a BRUSA wireless charging pad.”

WiTricity CEO Alex Gruzen said:

“During the past year, several leading European and Japanese carmakers have publicly announced plans to introduce wireless charging for next-generation electrified vehicles. BRUSA is well positioned to be a Tier 1 supplier to these carmakers, and we look forward to the introduction of vehicles equipped with BRUSA wireless charging systems.”

Technical Characteristics (pdf):

Charging power    3.7 kW
Input voltage range    85-264 V
Input frequency    50/60 Hz
Max input current    16 A
Charging voltage    170-440 V
Max. charging current    10 A
Efficiency    >90%
Ground clearance    100-160 mm*
X-alignment range    +/-75 mm
Y-alignment range    +/- 150 mm
Car Pad Module
Operation temperature range    -40 to +85°C
Weight    <4 kg
Ground Pad Module
Operation temperature range    -40 to +50°C
Weight    <20 kg

*Optional: 160-210 mm available with modifications

Categories: Charging

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10 Comments on "Brusa Launches Inductive Charging System Using WiTricity Licenses"

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Would the receiving pad convert the voltage to DC and directly connect to the DC bus? I guess, what I’m asking is, would it be more efficient to charge wirelessly (at 90%) or through a 120V EVSE (85%)?

kdawg, I’m pretty sure the 10% (or more) loss from wireless transmission of power will be on top of normal charging losses. TANSTAAFL — There Ain’t No Such Thing As A Free Lunch.

As I understand it, wireless EV charging uses high frequency magnetic resonance inductive charging. That means the transmitter has to convert electricity to high frequency magnetic waves, and the receiver has to convert that to DC electricity.

According to one press release: “Among other things, the scientists in Freiburg have developed a resonant power converter. With a resonance circuit and a stationary coil, this device creates a high frequency magnetic field which transfers the power to the mobile coil located in the electric vehicle. Another converter reshapes the high frequency current of the coil into direct current for charging the battery.”


Wireless charging can be convenient, but will never be as efficient as plugging in.

It depends on what is more efficient; converting from 120V to DC using the car’s onboard charger, or converting using the wireless system’s converter. When they quote 90% efficiency, we need to know from where to where. What is point A and what is point B for them to claim 90%? Wi-tricity, who I have followed for years, has claimed efficiencies of 96%, but again, point A & B need to be defined.

Point A is the transmitter; point B is the receiver. The, optimistically, 10% loss from wireless transmission will be in addition to other charging losses.

Every time you convert power from one form to another (such as from electricity to magnetic fields, and back again), you lose some to inefficiency. That’s what the Second Law of Thermodynamics says. TANSTAAFL is another way of expressing the same concept.

What’s amazing is that, as I understand it, they actually have demonstrated 90% efficiency with this. Whether or not that high an efficiency can be achieved with a commercial system in non-laboratory conditions, is something I haven’t seen reported yet.

I agree with Lensman, wireless charging will always add losses, and while it may be convenient I hope it will not be a great trend for home charging because looking forward to a future where e-cars are the normality even 1% of additional losses would mean a LOT of energy.

However I think that wireless charging could possibly be an option at traffic lights, as that would help to increase range and therefore reduce the battery sizes needed.

Even if this is possible (Position, payment, …) the 3,7kW would mean ~10mph charging speed. For a typical traffic light 15s-120s this would be at best a 0.3mile recharge. Not good. Especially during town drives you need little range, long range EVs are still needed for Highway travel. You created a solution for no Problem.

Agreed on all points.

Just would like to note that actual 25′ cable loss (for charging my 6.6kW Leaf with Clipper Creek EVSE) amounts to about 1-2%. That particular loss doesn’t happen with wireless (although you do have to get the AC power from the wall to the pad).
Advantages of wireless also include no wear and tear on the J1772 connector and no fiddling around in the rain getting plugged in.
Do it in the garage you say? Hah! You haven’t seen my garage!

Being a user of Plugless System for over a year now, i have a different opinion.

The system losses can be from 10% to 20% tru wireless compared to a typical 2% tru a plug.
See a few here:

What is important to me is the running cost of this convenience compared to a plug.
I typically use half of my battery every day so, say, 6Kwh at 8 cents a Kwh is $0.48 * 20% loss is $0.58, less than a dime.

I can afford that, nevermind the losses!

Note that it’s only a 3.7kW charger.

I can see it having particular appeal to owners of shorter range PHEVs like the Prius Plug-in who would end up spending more time “filling up” than they would in a conventional hybrid because they get a low number of miles per plug-unplug.

Sounds to me more like a 3.3 kw charger that happens to draw around 3.7 kw. Which makes it perfect for the base Leafs, Volts, Sparks, I-Miev’s and Smart ED’s.

I’m in agreement with most that 90% efficiency is not bad at all. Even the one person who mentioned 80% efficiency is still high enough to be perfectly serviceable.

The locale (and the area’s electric rates) make the wireless charging the more viable if the electric rates are inexpensive enough, and/or the EV owner supplements the utility’s electricity with his own.