IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 64, NO.

2, FEBRUARY 2015

421

Advanced Modeling of a 2-kW SeriesSeries

Resonating Inductive Charger for
Real Electric Vehicle
Mohammad Ibrahim, Lionel Pichon, Laurent Bernard, Adel Razek, Fellow, IEEE,
Jeanne Houivet, and Olivier Cayol

AbstractThis paper focuses on the design of a contactless

charging system for electric vehicles (EVs) using inductive loops
connected to a resonance converter. The study carries out the
system operation, electromagnetic radiation, and testing. It is
shown that the presence of the chassis leads to a double resonance
and has a strong influence on the radiated fields.
Index TermsElectric vehicle (EV), inductive charging, radiated electromagnetic fields (EMFs), resonance converter.

N OMENCLATURE
L1
L2
M
C1
C2
C2F
i1
i2
u1
u2
Vin , dc
Iin , dc
U0
I0
S
P
SS
A
n1
n2
s1

Primary winding self-inductance value.

Secondary winding self-inductance value.
Mutual inductance value.
Primary capacitance value.
Secondary capacitance value.
Output filter (dc) capacitance value.
Primary winding current.
Secondary winding current.
Primary circuit input voltage (ac)(output of inverter
bridge).
Secondary circuit output voltage (ac)(input of rectifier
bridge).
Input dc voltage of the IPT system.
Input dc current of the IPT system.
Output dc voltage of the IPT system load.
Output dc current of the IPT system load.
Series compensation.
Parallel compensation.
Seriesseries compensation topology.
Azimuthal component of the magnetic vector potential in the cylindrical coordinate system.
Number of turns of primary coil.
Number of turns of secondary coil.
Cross section of primary coil.

Manuscript received November 5, 2013; revised February 14, 2014 and

April 11, 2014; accepted May 9, 2014. Date of publication May 19, 2014; date
of current version February 9, 2015. The review of this paper was coordinated
by Dr. C. Mi.
M. Ibrahim, L. Pichon, L. Bernard, and A. Razek are with the Laboratoire de
Gnie Electrique de Paris (LGEP), SUPELEC, 91192 Gif-Sur-Yvette Cedex,
France (e-mail: mohammad.ibrahim@lgep.supelec.fr).
J. Houivet and O. Cayol are with the RENAULT Vehicles Company, Department of Power Electronics, 78084 Guyancourt, France.
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TVT.2014.2325614

s2
v1
v2
k
d
sh
RL
Re
s
0
N
VL1N
VL2N
VC1N
VC2N
Pin
P0
|B|

Cross section of secondary coil.

Volume of primary coil.
Volume of secondary coil.
Coupling factor.
Air gap distance (distance between the coils).
Shift axes distance between the coils.
Load resistance.
Effective load resistance seen by the secondary.
Pulsation.
Resonance pulsation.
Normalized pulsation.
Normalized voltage of L1 to voltage u2 .
Normalized voltage of L2 to voltage u2 .
Normalized voltage of C1 to voltage u2 .
Normalized voltage of C2 to voltage u2 .
Input power (dc).
Output power (dc).
Magnetic flux density norm.

I. I NTRODUCTION

HE automotive industry is currently undergoing a profound technological transformation in a context where environmental concerns are at the forefront. Restrictions in terms
of CO2 emissions lead manufacturers to work on cleaner
concept cars as the electric vehicle (EV). Such a vehicle currently uses a regular cable connection for its recharge (on-board
battery), which may include elements that are tedious and/or
inconvenient for the user. In this context, contactless charging
by inductive power transfer (IPT) is an attractive alternative.
This solution provides ease of use and quick and good robustness to vandalism [1]. The goal is to transfer energy from the
ground to the vehicle (on-board battery) by an inductive loop
system (on the principle of a transformer), as shown in Fig. 1,
which takes place in a KANGOO-RENAULT full electrical car
[2]. This principle requires obtaining good yield and tolerance
to positioning (transmitter/receiver coupling). The design of
such a system requires advanced modeling of the radiated
electromagnetic fields (EMFs) and of power electronics from
the source to the battery [3].
In fact, many works were dedicated before to IPT system
design and its applications. In [4], theoretical and analytical
calculations for the self and mutual inductances of a planar
inductive transformer are performed for the general application

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Fig. 2. Three-dimensional structure of an ICT with shielding, simple EV

chassis, and measurement positions (stars) for the magnetic field density.
Fig. 1. IPT charging system for EV (KANGOO-RENAULT).

of wireless energy transfer. An optimized arrangement of ferrite

sectors is proposed in [5]. The simulations in [4][6] also
included the influences of variation of the distance and position
of the secondary coil on the electrical parameters. Moreover, the
whole system control and efficiency were studied in [6]. As the
power transferred is relatively large, it is necessary to control
the level of the EMF exposure inside and around the vehicle to
ensure that the values are consistent with acceptable standards
[5], [6].
In addition, some designers add other materials (such as
aluminum) that cover the ferrites to enhance the mutual inductance. This solution is expensive, increases the weight embedded in the EV, and may generate additional losses at high
frequencies [4], [7]. Moreover, in the real configuration, the
presence of the EV chassis above the ferrites already provides
additional shielding. In [1], Matsuda et al. studied an inductive
coupler transformer (ICT) with no ferrite shielding over the secondary coil, which makes it cheaper but may cause unwanted
heating by induced current losses and increases radiated fields
that exceed the human exposure recommendation limits [8].
A maximum power transfer is a main goal during the process
of contactless charging; hence, the best solution is to use resonant converters in the design of the IPT systems for suited high
frequency. Resonant converters are needed to compensate the
inductive parts of the system and, on the other hand, improve
the coupling of the magnetic link [9]. Several works highlighted the criteria of inductive compensation using series (S)
or parallel (P) connections, and they made comparisons between them [10][13].
In this paper, a new advanced modeling using 3-D finiteelement (FE) simulations for the ICT with circuit modeling of
the converter as in [11] and [13] is analyzed. The radiated EMF
is studied to validate the system design with respect to human
exposure guidelines. In the scope of the study, the effect of
magnetic shielding using closed circular ferrites is quantified.
Moreover, an EV chassis is modeled in the structure of the IPT
system, which was not taken into account in [4][6]. In fact,
the presence of the EV chassis modifies the EMF values, as
well as the values of the matching inductances of the power
system and the electromagnetic compatibility radiation level.
Once the mutual coupling and inductances of the transformer
are deduced from the EMF values, an electrical circuit model

of the whole system is established, including the resonance

topology using seriesseries (SS) compensation (see Fig. 1).
An equivalent circuit that simplifies the whole system is given,
and the systems behavior with double resonance is discussed.
Finally, a 2-kW transmission power test is carried out to measure the magnetic field density |B| levels at some points located
within the vehicle and in the nearby surrounding. The proposed
model is validated due to electrical circuit and radiated field
measurements of an experimental setup, including a part of a
real EV chassis (RENAULT KANGOO), a positioning system,
and the power electronics stages (as shown in Fig. 1) for an SS
compensation topology.
II. I NDUCTIVE C OUPLING T RANSFORMER
A. Modeling
One of the most efficient magnetic flux transfers can be
achieved using planar parallel axes shielded coils [14]. In such a
case, the energy transfer takes place on the whole receiver area.
Two magnetic circular plates are used to improve the mutual
inductance M by increasing the magnetic flux between the
two coils. To avoid induced current losses, they are made of
nonconducting (or almost nonconducting) material, and ferrite
is usually used [4], [15].
The 3-D structure of the coupler can be constructed as in
Fig. 2. It consists of a transmitter coil, a receiver coil, and
two ferrite plates that completely cover the coils. A steel plate,
which describes a simplified model of the EV chassis, is added
in the design. The presence of the chassis has a significant effect
on the values of (L1 , L2 , M ) and ensures better protection
for the embedded electronic devices and reduces passenger
exposure to magnetic field.
The two coils in this model are identical with an air gap
distance (d) and axes shift (sh), which corresponds to the EV
position. The problem is solved in the frequency domain using
a magnetodynamic A, V formulation, i.e.,
(1 A) = J.

(1)

In conducting regions, i.e.,

J = (iA V)
and J = Je in the coils.

(2)

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423

A is the magnetic vector potential, V is the electric scalar

potential, is the permeability, is the frequency pulsation,
is electric conductivity, and Je is the imposed current density.
Ferrites are considered as linear materials because the induction
does not exceed 0.4 T.
Eddy currents in the ferrites are taken into account, and the
chassis is considered as a perfect electric conductor. This is
because the skin depth considering the EV chassis material,
which is made of steel (r 1000 (H/m), 106 S/m), is
very thin (100 m) at f = 30 kHz.
The self and mutual inductances (L1 , L2 , and M ) are calculated in the presence of the EV chassis for different values of
the parameters d and sh. These inductances are computed by
volume integrals derived from the expression of the magnetic
energy [16]. We denote by A the azimuthal component of the
magnetic vector potential in the cylindrical coordinate system
associated with the considered coil, i.e.,

n1 A
v when I2 = 0
(3)
L1 =
I1 .s1
v1

n2 A
L2 =
v when I1 = 0
(4)
I2 .s2
v2


n2 A
n1 A
M=
v =
v
(5)
I1 .s2
I2 .s1
v2,I2 =0

v1,I1 =0

where s1 , s2 are the coil cross sections, and n1 , n2 are the

number of turns of each coil. In this model, s1 = s2 and n1 =
n2 , v1 and v2 are the volume of the coils. The coils are made
of isolated Litz wire, for which skin and proximity effects are
very small in the considered frequency range [5], [17].
The resistances of the coils are small, and they are neglected
in the design. Moreover, coupling parasitic capacitors may
appear only at very high frequencies (in the megahertz range)
[18]; however, for our 2-kW application, the frequency range
we are interested in remains at around a few tens of kilohertz
[4]. The coupling factor is given by
M
.
(6)
k=
L1 L2

Fig. 3. Values of L1 , L2 , and M due to variation of air gap d(m). (a) sh = 0,

and (b) sh = 0.1 m.

B. Effects of d and sh Variations

Based on the 3-D FEM modeling, the values of L1 , L2 , and
M are calculated using (3)(5). The calculation also includes
the influences of variation of the parameters (d and sh). Fig. 3
shows the influence of d (m) variations at axes shift 0 and
0.1 m. Moreover, the coupling factor is plotted in Fig. 4 due
to variation of d and sh. It can be noticed in Fig. 3 that the
variations in the self-inductances L1 and L2 are large at a small
air gap d, and they are small for large air gaps. This is because
the ferrites and the EV chassis highly contribute to the magnetic
flux distribution in the coupler for small air gaps. The mutual
inductance M always decreases by increasing the air gap due
to the increase in the leakage magnetic flux, and hence, the
coupling factor k drops, as shown in Fig. 4. Because of the
presence of the chassis, the ICT is not symmetrical, and hence,
L1 = L2 in general. It can also be noticed that L1 and L2 do
not have exactly the same variations with respect to d and sh.

Fig. 4. Variation of k values due to air gap d(m) when sh = 0 and 0.1 m.

Hence, without the chassis, the two inductances of L1 and L2

have the same value; this value varies with the position changes.
The presence of the chassis leads to unsymmetrical magnetic
field distributions for L1 and L2 , and hence, their inductances
will be different. The two values of these inductances independently vary with the position changes. The magnetic flux
density norm B (mT) is plotted in Fig. 5, and also, the arrows
for B are shown for a 3-kW 400-V battery, with i1 = 40 A and
f = 30 kHz at d = 15 cm and two values of sh (0, 10 cm).
Resonance capacitors can be tuned with respect to L1 and L2
in a reference configuration (i.e., d = 0.15 m and sh = 0) to
work with a single resonance frequency. Then, when the
configuration is changed, the resonant frequencies at primary
and secondary are different. This must be taken into account in
the global system control.

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Fig. 6. Electrical circuit of IPT charging with SS resonance topology. (a) Full
circuit and (b) equivalent circuit.

Fig. 5. Magnetic flux density (arrows) and norm B (mT) for a distance d =
0.15 m. (a) sh = 0. (b) sh = 0.1 m.

III. E QUIVALENT E LECTRICAL C IRCUIT OF I NDUCTIVE

P OWER T RANSFER S YSTEM
A. Resonance Topology for Inductive Compensation
The full electrical circuit model of the system and the simplified model are shown in Fig. 6. The model includes two
coils (inductive coupler) and two resonant capacitors (C1 , C2 )
to compensate and tune out (L1 , L2 ) at resonance frequency f0 .
The design of the resonant IPT system will depend on the
chosen topology. In some applications, the type of resonant
topology is determined and needed by the designer. However,
comparisons between the topologies can be made, and decisions for a suitable type will be drawn depending on the
result obtained from numerical calculations, simulations, and
experimental tests. The SS resonant converter is chosen since
it was shown that SS compensation is better than the other
topologies for many of the following reasons. It requires less
copper mass [11]; a series primary compensation is independent
of the load so it is not necessary to retune the system every time
the load changes. Moreover, series-compensated secondary has
zero reflected reactance, whereas a parallel-compensated system reflects a capacitive load [10][12], [19].
We assume that the input voltage is controlled to work, for
any frequency, at the same operating point of the battery char-

acteristic. In consequence, the load voltage U0 is constant (i.e.,

U0 = 400 V) and corresponds to the desired power transferred
to the load (P0 = U0 I0 ). Thus, the battery can be modeled by
a resistive load RL = U0 /I0 [6], [9], [10], [13], [14], [20]. The
output filter capacitor C2f is large enough to absorb the current
variations due to the ac/dc converter and maintain the output
voltage U0 continuous. Taking into account the first harmonic
approximation (FHA), the analysis is taken for the fundamental
switching frequency fs ; hence, the whole circuit can be simplified to an equivalent circuit shown in Fig. 6(b). The effective
resistance Re seen by the secondary (series compensation) is
equal to the FHA of (u2 (t)/i2 (t)): Re = (8/ 2 )RL [11], [13],
[20], [23]. The voltage u2 (t) at the input of the bridge rectifier
is a squared waveform (U0 , U0 ); hence, its first harmonic
is (4/)U0 , and current i2 (t) is sinusoidal with a peak value
equal to (2/pi)I0 . In this paper, Re is fixed for all calculations
and simulations since the output voltage of the charger is
maintained unchanged at U0 , and the current absorbed by the
load (battery) is kept at a value I0 , as previously explained.
The input impedance is a good key to get information about
the operation behavior of the circuit, the switching mode of the
inverter, the amplitude of the input primary current [13], and
the power factor (P F ) can be also drawn from the phase of this
impedance.
The impedance Zin seen by the input of the equivalent circuit
and the power P0 that can be delivered to the load are given by


1
2 M 2
 (7)
 s
Zin = j s L1
+
s C 1
Re +j s L2 s1C2
P2 = Su.Qs = (Voc Isc ).Qs =

02 M 2 I12
Re

(8)

where s = 2fs , 0 = 2f0 , Su is the uncompensated power

drawn from the supply, Voc is the open-circuit secondary
voltage, Isc is the short-circuit secondary current, and Qs is the

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425

Fig. 8. P F as a function of the normalized frequency N for different k.

Fig. 7. Zin as a function of the normalized frequency N for different k.

(a) Magnitude. (b) Phase.

series compensation quality factor [5], [11]. The capacitors C1 ,

C2 are found as in (9) considering an air gap d = 0.15 m, a coil
axes shift sh = 0 m (reference case; see Fig. 2), and a frequency
f0 , which is 30 kHz in this design, i.e.,


(9)
f0 = 1/2 L1 C1 = 1/2 L2 C2 .

B. Operating Resonance
It is desired for the switching frequency of the inverter bridge
driver fs to be always equal to the resonance frequency f0 to
ensure the maximum power transfer at a resistive load (Zin =
(02 M 2 )/Re ). In fact, it is hard to achieve a single resonance
for this system as seen before in (9), because of the presence
of the EV chassis and the changes in the coupler parameters
(d, sh).
That means that the primary resonance frequency f1 =
1/2 L1 C1 differs from the secondary resonance frequency
f2 = 1/2 L2 C2 , and hence, the dcdc converter is a double
resonance converter. The impedance in (7) is expressed in Fig. 7
as a function of the normalized frequency N = s /1 , for
different coupling factors k. These values of k are chosen from
Fig. 4 as follows:

Fig. 9. Normalized frequencies for the primary, the secondary, and the whole
system for different values of k.

Fig. 7(b) shows that the input impedance of the SS double

resonance converter is resistive if the circuit resonance is almost
equal or close to the primary resonance frequency, that is
N 1. This will facilitate the design of the power inverter
switches controller. In fact, the primary resonance is dominant
since C1 will appear in series connection with all the inductive
parts seen by the source (including the secondary resonance)
as in (7), whereas C2 appears as in series connection only
to the secondary inductive part [11], [24]. Hence, for control
operation, the adjustment at the primary resonance is achieved
first [24].
The P F can be derived from the phase of the input
impedance as in (10) and plotted in Fig. 8 for different values
of k. Thus
P F = cos(in ) =

(Zin )
.
|Zin |

(10)

The P F in Fig. 8 is maximum as N 1, and the frequency

range to get a good P F is larger for high values of k; on the
other hand, the frequency band to have a good P F gets narrow
for bad-quality linkage between the coils (low values of k).
In Fig. 7(b), the normalized resonance frequency for the
total system 0N = 0 /01ref (01ref = 2f01ref , f01ref =
30 kHz) for the different values of coupling factor k is plotted
in Fig. 9. It also contains the plots of the normalized primary
and secondary resonance frequencies 01N and 02N (02N =
01 /01ref , 02N = 02 /01ref ) that are computed from the
corresponding values of L1 and L2 , and the chosen values of C1
and C2 . As previously stated, the resonance of the system for
each value of k is very close or equal to the primary resonance
frequency.
Hence, in general, if the system is not symmetrical, the
resonance frequency may change differently on the primary
and secondary sides while modifying their relative position.

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Fig. 10. Gv as a function of the normalized frequency N (at fixed U0 ) for

different k.

Fig. 12. Gv as a function of the normalized frequency N (at fixed U0 ) for

fixed k and different Re .

considered as limits). Here, it can be seen that the independence

of Gv when the SS resonant circuit works at N = 0.87 or 1.2.
At these frequencies, the gain is always 1 for all cases; however,
at these two frequencies, the input impedance Zin seen by the
source will be either highly inductive or capacitive, as shown
in Fig. 7.
C. Voltage Behaviors of SS Resonance Elements
Fig. 11. 1/Gv as a function of the normalized frequency N (at fixed U0 )
for different k.

For our system, L1 and L2 are very close; hence, the double
resonance has no significant effect. However, for other systems, the occurrence of double resonance may require a more
complicated determination of the resonance frequency of the
system, allowing for maximum power transfer; this permits an
appropriate control of the inverter driver.
The voltage gain Gv (11), which is the ratio between the output voltage u2 and the input voltage vin in the equivalent circuit
considered in Fig. 6(b) is also plotted in Fig. 10 (following
the same approach as in [13]). As previously mentioned (see
Section III-A), the value of Re is fixed as the charger output
voltage U0 and the absorbed current I0 are unchanged. Thus

 


js M i1


Re 
1

Re +j s L2 s C
|i2 Re |
|u2 |
2
|Gv | =
=
=
|vin |
|i1 Zin |
|i1 Zin |
|j M Re |
.

 s
= 

 Re + j s L2 s1C2 Zin 

(11)

It is interesting to plot the inverse of Gv as the secondary

voltage is unchanged since the charger output is always U0 .
This gives information about the input primary voltage at the
inverter output u1 in Fig. 6(a), as shown in Fig. 11.
The SS resonant circuit can be used to step up the input
voltage if the operation normalized frequency is near 1, as
observed in Fig. 10. At these frequencies, Gv depends on the
circuit elements that are described by k and s . If the load
in (11) is changed (Re changed), the plot of Gv is shown in
Fig. 12 for a certain k (see the reference case for example).
Three values Re are considered: a reference value of Re (U0 =
400 V, P0 = 3 kW, I0 = 7.5 A, Re = 43.23 ), Re very high
(Re ), and very low (Re 0) (the last two cases are

Here, the voltages across the SS resonance elements

(Ls and Cs) for the primary and secondary sides [see Fig. 6(b)]
are derived for a fixed output battery voltage and absorbed
current I0 (i.e., U0 = 400 V, I0 = 7.5 A); hence, as usual, in
all derivations, Re is fixed. In the predesign of the system,
the circuit elements should be carefully chosen regarding their
electrical ratings, thus avoiding any failure or damage because
of high voltages and currents. Here, the normalized voltages
VL1N , VC1N , VL2N , and VC2N on the Ls and Cs are derived
in (12)(15), shown below. These are the ratio of the voltage
on an element to the output voltage u2 in the equivalent circuit
shown in Fig. 6(b). Their variations as a function of N are also
traced in Fig. 13. Thus


|vL1 |  js L1 1 
(12)
=
|VL1N | =
|u2 |
Zin Gv 


|vC1 |  1
js M 
|VC1N | =
(13)
=
VL1N +
|u2 |
Gv
Re 


|vL2 |  js L2 
|VL2N =
(14)
=
|u2 |
Re 



|vC2 |  js M 1
|VC2N =
(15)
=
VL2N 1 .
|u2 |
Zin Gv
The plots in Fig. 13 illustrate that the voltage drops on
the elements of the primary circuit are very high for weak
coupling, because primary resonance is dominant, as previously
mentioned in Section III-B. It can be seen that the voltage drops
can reach very high values (several times u2 ), particularly if
the operating frequency is far from N = 1. These high values
should be avoided by controlling the operation frequency of
the system. On the contrary, for the secondary part, the values
of voltage drops are high with higher values of k but with
less factor ratio with respect to u2 than the primary side. It is
found from the plot of VC2N in Fig. 13(d) that the ratio of the
C2 voltage to u2 is not changed by changing k. This can be

IBRAHIM et al.: ADVANCED MODELING OF A 2-kW SERIESSERIES RESONATING INDUCTIVE CHARGER

427

Fig. 14. Experimental test equipment installation.

IV. E XPERIMENTAL T EST

Fig. 13. Normalized Ls and Cs voltages of the resonance circuit as a function

of the normalized frequency N for different k.

easily shown if (15) is simplified, the result (16), shown below,

depends only on s , and the other elements are fixed. Thus



1
|vC2 | 
.
(16)
=
|VC2N | =
|u2 |
js C2 Re 
The frequency domain analysis and plots shown here for
the input impedance Zin , P f , and Gv and the voltage drops
across the resonance elements that express their stress take
into account three coupling factor k cases derived from the
previous section (see Section II) and corresponding to typical
EV positions. These parameter variations for different k can
help in system control and in designing the elements ratings, as
shown in the following section.

In the framework of this project, the 1998 recommendations

of the International Commission on Non-Ionizing Radiation
Protection hold [8], even if these recommendations have been
updated in 2010 [21]. Working at a safety point for humans,
the maximum magnetic field density |B| should not exceed
6.25 T with an operating frequency of 10100 kHz [8].
As a validation for the developed full model shown in Fig. 6(a),
a 2-kW IPT existing system for charging a 300 Vdc battery is
used. Measurements have been carried out to check the |B|
levels at various points close to the EV (KANGOO-RENAULT)
chassis and in the nearby environment using a magnetic field
HiTester 3470 (HIOKI) [22]. The test equipment installation is
shown in Fig. 14.
The primary inverter is made of four insulated-gate bipolar
transistors, the secondary bridge rectifier is constructed by four
diodes, and the two bridges (inverter and rectifier) are modules
of INFINEON technology. For a resonance frequency of f0 =
30 kHz, C1 and C2 values can be found from (9). In Fig. 3(a),
the values of L1 and L2 at the reference case (d = 15 cm, sh =
0) are as follows: L1 = 274 H, L2 = 263 H; hence, C1
=
100 nF and C2
= 100 nF. The maximum current of the primary coil i1 is 40 A for a 3-kW power transfer at a 400-V
battery; hence, I1,rms 30 A. In Fig. 13(b), the maximum
normalized voltage for the worst case (k = 0.1332) across C1
at resonance
(N = 0.97) VC1N
5.8. Hence, Vc1,max rms =
VC1N (4/ 2)U0 = 5.8 (4/ 2)400 = 2088 V. These
values are also taken for C2 . The value of C2F is taken as
300 F with maximum rated voltage of 450 V, and a protection
is designed to open the load above this value.
The positioning parameters were taken as d = 10 cm, sh = 0
and the inverter driver frequency as fs = 33 kHz. The design
dimensions of the ICT elements with the EV chassis are listed
in Table I. The values of self and mutual inductances previously
shown in Fig. 3 are presented here with their corresponding
measurements in Fig. 15. The results of simulations show good
agreement with respect to those measured.
The simulations and test results are shown in Table II.
Table III includes the measurements of |B| levels at the points

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TABLE I
D IMENSIONS OF ICT PARTS W ITH THE EV C HASSIS

TABLE III
|B| L EVEL VALUES

Fig. 16. Cartography in 3-D for |B| in T. The maximum data range is
2.2481 10 T, and the maximum color range is 6.25 T.

Fig. 15. Values of (L1 , L2 , M ) for different air gap d (m). Simulated (solid
lines) and measured (dashed lines). (a) sh = 0; (b) sh = 0.1 m.

TABLE II
S YSTEM PARAMETER VALUES

shown in Fig. 2 (points H, D, I, J, and K) for an input resonance

current I1 = 15 A and secondary resonance I2 = 12 A with
a /2 phase shift. These values are compared with the 3-D
FEM computation cartography of |B| shown in Fig. 16. The
tables show good coherence between the simulated and tested
results. It is found that the maximum level is at point K and
Ktest = 4.84 T, Ksim = 5.01 T for a current I1 = 15 A.
The two values are under the maximum allowed magnetic flux
density level for human exposure (6.25 T), and thus, all other
points are below the limit. Finally, the measured output voltage
of the inverter, which is the input voltage applied to the primary
V1 and the input primary current I1 of the experimental test
are plotted in Fig. 17. The current is nearly sinusoidal with
very little higher harmonics content, which validates the first
harmonics approach and frequency domain simulations. The
behavior of the four antiparallel diodes that are connected to
each inverter power switch appears in Fig. 17. Because of
their conduction periods during the transitions of the inverter
leg switches, they give a path for the current to flow toward
the load.
The efficiency presented in Table II can be calculated as


P0
P0
P bat
P out
=
=
=
=
P in
Pin dc P in(dc) (V in, dc)(Iin, dc)
=

1812
90%.
271 V 7.5 A

For the full model, the same formula is used for the efficiency.
The only losses that are considered come from power electronic
components (due to commutations and conduction) modeled
with Simulink library. Resistive losses in the coils and losses in
the materials (chassis and ferrites) due to the radiated field are

IBRAHIM et al.: ADVANCED MODELING OF A 2-kW SERIESSERIES RESONATING INDUCTIVE CHARGER

429

ACKNOWLEDGMENT
The authors would like to thank all partners who supported
this work under the Charge Inductive Electrique Interoprable
(CINELI) project, including the companies Renault, SchneiderElectric, and Newtech Concept. The project is labeled by
Movo, and the funding organizations are Oso (Fond Unique
Interministriel) and Ile-de-France region.
R EFERENCES

Fig. 17. Experimental test measurements of V1 and I1 .

neglected. The design shows a high efficiency (90%), and it

shows safety to human exposure, reliability for the commercial
industry of EV cars, and no harm to the environment. The future
test will carry out higher energy transfer (up to 7 kW) so as
to decrease the charging time. This can be done by increasing
the resonance frequency (100 kHz), and hence, it is possible
to reduce the inductances (less turns, smaller coils). However,
the main problem that should be overcome for the SS topology
consists of the electrical constraints of resonance capacitors C1
and C2 that will increase as the transfer power is increased.
Hence, careful design should be taken for the elements of the
power system.

V. C ONCLUSION
In this paper, a study of an IPT using advanced modeling for
a real EV has been presented. It highlights the influence of the
EV chassis and the system positioning parameters. The chassis
greatly affects the EMF radiation, and together with the axes
shift and the air gap, it has a significant influence on the self
and mutual inductances. The asymmetry of the ICT combined
with changes in the positioning implies different resonances at
the primary and secondary sides. The whole system behavior
is studied considering an SS resonance topology: The battery
voltage is assumed to be constant, and the main characteristics
of the system (impedance and gain) are studied as a function of
frequency. The presented results will be helpful for the design
of a frequency-controlled power transfer for this system. The
voltages appearing on the resonant elements are also presented
in detail and should be considered for their dimensioning. The
proposed design is tested using an experimental setup, which
includes a part of the EV (KANGOO RENAULT) chassis to
validate the modeling, and simulations for 2-kW power transmission. The validation of the system with its control will lead
to the examination of new designs using the interoperability of
different ICT structures built by our industrial partners.

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Mohammad Ibrahim was born in Ramallah,

Palestine, on June 11, 1985. He received the B.Sc.
degree in electrical engineering (in Power and Control, Communication) from the University of Birzeit,
Birzeit, Palestine, in 2008 and the Masters degree in
2R PIE (Physique et Ingnierie de lEnergie) from
ENS Cachan with the University Paris Sud, Orsay,
France, in 2011. He is currently working toward
the Ph.D. degree in electrical engineering with the
Laboratoire de Gnie Electrique de Paris, from the
University Paris Sud, Orsay, France.
His research interests include electromagnetic modeling, electromagnetic
compatibility, resonant converters, and inductive charging.

Lionel Pichon was born in Romorantin, France, in

1961. He received the Dip. Eng. degree from the
Ecole Suprieure dIngnieurs en Electronique et
Electrotechnique, Noisy Le Grand, France, in 1984.
In 1985, he joined the Laboratoire de Gnie Electrique de Paris, Gif sur Yvette, France, where he
received the Ph.D. degree in electrical engineering
in 1989.
He then joined the Centre National de la
Recherche Scientifique (CNRS), Paris, France, in
1989. He is currently the Directeur de Recherche
with the CNRS. His research interests include computational electromagnetics
for wave propagation, scattering electromagnetic compatibility, and nondestructive testing.

Laurent Bernard received the B.Sc. and M.Sc. degrees from the Institut National Polytechnique de
Grenoble, Saint-Martin-dHres, France, in 2004 and
the Ph.D. degree from the Ecole Centrale de Lyon,
cully, France, and the Universidade Federal de
Minas Gerais, Belo Horizonte, Brazil (cosupervision), in 2007.
He is currently a Research Engineer with the
CNRS, Paris, France, where he works with the Laboratoire de Gnie Electrique de Paris. His research
interests include mesh-based numerical methods for
electromagnetics and coupled problems.

Adel Razek (F99) was born in Cairo, Egypt. He

received the Dip. Eng. and M.Sc. Eng. degrees from
Cairo University, Giza, Egypt, in 1968 and 1971,
respectively.
Since 1986, he has been a Research Director
with the Centre National de la Recherche Scientifique (CNRS), Paris, France. Joining the Institut
National Polytechnique de Grenoble (INPG), SaintMartin-dHres, France, in 1971, he became Docteur
dEtats Sciences Physiques in 1976. In 1977, he
was a Postdoctoral Researcher with the INPG. He
moved to the Laboratoire de Gnie Electrique de Paris associated with CNRS,
SUPELEC, and the University of Paris, as a Research Scientist with the CNRS
in 1978, a Senior Research Scientist in 1981, the Research Director in 1986,
and the Senior Research Director in 1997. He is the author or coauthor of
over 150 scientific papers. His current primary research includes computational
electromagnetics (electromagnetic compatibility, nondestructive testing, and
computer-aided design), the design of electrical drives and actuators, and
electrical vehicle technology.
Dr. Razek is a Fellow of the Institution of Electrical Engineers in London,
U.K., and a Membre mrite of the Socit des Ingnieurs lectriciens, France.
He received the Andr Blondel medal in 1985 for his research.

Jeanne Houivet was born in Rouen, France, in

1986. After a specialization in power electronics
and renewable energies, she received the Diploma
in electrical engineering from Toulouse, France, in
2009.
She is an Engineer with the Ecole Nationale Suprieure dElectrotechnique, dElectronique, dInformatique, dHydraulique et de Tlcommunication,
Toulouse, France. At the end of 2009, after a sixmonth internship on electric vehicles, she started
working for Renault. She has worked on different
subjects linked to electrical vehicles: battery management systems, particularly
on the wireless charging system as a Power Electronics Engineer in the
Research Department.

Olivier Cayol received the Diploma from the Ecole

Suprieurs dIngnieurs en Gnie Electrique (ESIGELEC), Rouen, France, in 1990.
He has been an Engineer with the ESIGELEC,
Rouen, France, since 1990. He started his career in
safety critical systems with Humelec SSII. He works
on the A340 airbus, MATRA transport, and SNCF
for the innovative signaling system project. In 1996,
he joined the Alstom transport signaling group as the
Manager of the Advanced Engineering Department
for safety critical equipment. He managed electronic
and software applications for 20 projects, including the French suburban
train C and Istanbul city train. In June 1999, he joined Renault as Team
Manager for chassis system development with the Normandy test center, where
he was until 2008. During this period, he managed the development of the
4-control system that equipped the Laguna GT. Since June 2008, he has been
a project leader of EV advanced technology solutions. As such, he is in charge
of projects for future charging systems. He is also in charge of the relationship
with Nissan on the contactless charging system. As a team manager for the
chassis system, he has filed more than 14 patents in this domain. Since 2008,
he has filed patents on electric engine and inductive charging domains.