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fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2016.2529561, IEEE
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Applying LCC Compensation Network to
Dynamic Wireless EV Charging System
Qingwei Zhu, Lifang Wang, Member, IEEE, Yanjie Guo, Chenglin Liao, Member, IEEE, and Fang Li
AbstractBased on wireless power transfer (WPT) technology,
dynamic wireless charging of electric vehicle (EV) is gaining
increasing attentions since it promotes the popularization of EV
and also serves a new form of clean transportation. In this paper,
we introduce the LCC compensation network to WPT system
oriented for dynamic wireless EV charging application. Firstly,
characteristics of symmetrical T-type network, which is the origin
of the favorable LCC compensation network, are summarized.
Then, parametric design for both the LCC network used in the
secondary side and the LCC network used in the primary side is
elaborated theoretically. Furthermore, neighboring effects
resulting from the combination of the LCC compensation network
and the inevitable inter-coupling between adjacent segments, are
investigated. Finally, a 2-segment LCC compensated dynamic EV
charging system is built up and tested with both intra-segment
and inter-segment experiments. Spatially averaged output power
and dc-dc efficiency of the prototype are measured to be 2.34kW,
91.3% respectively. High consistency of the experimental results
validates the correctness of the proposed analyses and parametric
design method, as well as the suitability of applying LCC network
in dynamic wireless EV charging applications.
Index TermsDynamic wireless charging, electric vehicle,
LCC compensation network, neighboring effect, wireless power
transfer.
W
I. INTRODUCTION
IRELESS powertransfer (WPT) for electric vehicle (EV)
charging [1, 2] is an eye-catching and rapidly developing
technology. Based on inductive power transfer [3] technique,
wireless charging can eliminate the unwieldy EV charging cord
and free people from the tiresome plugging action. Moreover,
with WPT transmitters embedded along the lane, EV batteries
can even be continuously recharged while the EV is moving.
This is termed as online [4-6], on-road [7], roadway powered
[8-11], in-motion[12], or dynamic[13-15] wireless EV charging.
Based on typical urban driving circle and highway driving
Manuscript received September 21, 2015; revised November 25, 2015 and
December 26, 2015; accepted January 9, 2015.
Copyright (c) 2016 IEEE. Personal use of this material is permitted.
However, permission to use this material for any other purposes must be
obtained from the IEEE by sending a request to pubs-permissions@ieee.org.
This work is supported by Ministry of Science and Technology of People's
Republic of China under National Key Technologies R&D Program
2015BAG17B06, and by Beijing Municipal Commission of Science and
Technology under program D15110900290000.
The authors are with Key Laboratory of Power Electronics and Electric
Drive, Institute of Electrical Engineering, Chinese Academy of Sciences,
Beijing 100190, China (e-mail: zhuqingwei@mail.iee.ac.cn; wlf@mail.iee.ac
.cn; yjguo@mail.iee.ac.cn; liaocl@mail.iee.ac.cn; lifang@mail.iee.ac.cn).
Lifang Wang and Fang Li are also with Collaborative Innovation Center of
Electric Vehicles in Beijing, Beijing 100081, China.
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1
circle, case studies[7, 16] have shown that the driving range of
an EV could be considerably extended with an acceptable
percentage of the roadway covered with this WPT facility. That
is to say, the battery capacity or size an EV requires to cover a
certain distance would significantly reduce if the EV were
dynamically charged while driving on the lane. Taking electric
buses for example, according to [4], the battery capacity could
be reduced by as much as a factor of 5. With WPT transmitters
well distributed along the roadway and the battery capacity for
each vehicle optimally allocated [5], this new transportation
form -the roadway powered electric bus- could be economical
[15], even though it is costly to install the dynamic wireless
charging infrastructure. Economic analysis [15] also shows that
dynamic charging can even be beneficial to battery life.
Due to these advantages, demonstrations of dynamic wireless
EV charging have been trialed and great progress has been
made. Researchers from Korea Advanced Institute of Science
and Technology (KAIST), have developed U-type, W-type, and
narrow width I-type WPT systems [4] for online EV, and the
power level has been enlarged to tens of kilowatts. 100-kW
system [9] has also been implemented. Further, an improved
I-type DQ rail [6] has been developed to smooth output power
along the vehicle moving direction. Besides the WPT power,
tolerance to lateral misalignment is another critical issue in real
practice of dynamic wireless EV charging. Refinement of coil
structure is the ultimate solution. Recently, a novel ultra-slim
S-Type [11] power supply rail for dynamic wireless charging
has been proposed, besides high immunity to misalignments,
advantages of easy construction and low radiation make it quite
practical for deployment. So far, the online EV has deployed in
the trolley system at Seoul Grand Park, served as shuttle bus at
KAIST campus, and operated on a metro bus line in Gumi City
[15]. Besides these long-track-powered deployments of online
EV, dynamic wireless EV charging systems powered by
multiple transmit coils [12-14] have also been developed.
However, all these high power demonstrations of dynamic
charging adopt the basic series-series compensation topology
[17], and in these systems, a constant supply current[4, 9, 11-13]
needs to be maintained. Thus, meticulous control and tuning of
the inverter is necessary since the load varies violently as the
receive coil moves with the online EV. This adds to the control
complexity and may reduce systematic reliability. Recently, a
new compensation topology called LCC compensation network
[18-22] has been successfully utilized in stationary wireless
charging. Its advantages of facilitating zero voltage switch
(ZVS) [18, 19] or zero current switch (ZCS)[21] of the inverter,
increasing lateral misalignment tolerance[22], and improving
WPT efficiency [20] have been demonstrated.
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In this paper, we introduce this LCC compensation network
to WPT system for dynamic wireless EV charging application.
Firstly, two principal merits of symmetrical T-type network,
which is the origin of the favored LCC compensation network,
are summarized. Then, considering the particular functioning
mode of a dynamic wireless EV charging system, we present
the parametric design method of the LCC network. For the
secondary side LCC network, transforming the real load to the
spatially averaged optimal load is aimed; whereas for the
primary side LCC compensation network, meeting the power
requirement and ZVS condition is the design objective. Further,
neighboring effects caused by the inevitable inter-coupling of
adjacent transmit coils and the LCC compensation network, are
investigated. Lastly, a 2-segment LCC compensated dynamic
wireless EV charging system is built up to verify the proposed
parametric design method and theoretical analyses.
II. IDEAL SYMMETRICAL T-TYPE COMPENSATION NETWORK
T-type compensation network is the parent class of the LCC
compensation network which has been introduced to WPT
systems recently. As shown in Fig. 1, an ideal symmetrical
T-type compensation network consists of three ideal inductive
or capacitive hands. Particularly, the left hand and the right
hand have the same pure inductive reactance of jX, while the
down hand is pure capacitive with reactance of -jX.
Fig. 1 Diagram of a symmetrical T-type compensation network.
For a given impedance of Zo, when such symmetrical T-type
compensation network is applied as shown in Fig. 1, the overall
impedance seen from the input side becomes:
jX ( jX Z o ) X 2
Z i jX ( jX Z o ) || ( jX ) jX
jX Z o jX
If the circuit were supplied by a constant voltage source Ui,
with the symmetrical T-type compensation network, then the
output current flowing in Zo can be derived as:
U ( jX Z o ) || ( jX ) jX ( jX Zo ) U i
Io i
Zi jX Z o ( jX Zo ) Zo X 2 / Z o
Alternately, if the circuit were supplied by a constant current
source Ii, with the symmetrical T-type compensation network,
then the output voltage of Zo can be calculated as:
Zo
Uo I i ( jX Z o ) || ( jX )
jX Z o
jX ( jX Z o ) Ii Zo
jXI i
jX Z o jX jX Z o
Equation (1) clearly shows that the symmetrical T-type
compensation network provides a reciprocal transformation of
the applied impedance. On the other hand, (2) and (3) indicate
that this symmetrical network transforms voltage source and
current source alternately, besides, constant current source or
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constant voltage source is achieved regardless of the impedance
of the load. These two characteristics make the symmetrical
T-type network considerably practical in WPT applications
because of the impedance matching needs, and also for the
reason that voltage source inverter is dominant but constant
-current exciting the transmit coil is often preferred.
There are many variants of T-type compensation network,
among them the LCC compensation network is a fundamental
but practical one. As its name suggests, an LCC compensation
network is composed of an inductor serving as the left hand, a
lumped capacitor acting as the down hand, and another lumped
capacitor series-connected in the right hand. It should be noted
that it is the integration of this series-connected capacitor and
the WPT coil together forms the right hand.
III. PARAMETRIC DESIGN OF LCC COMPENSATION NETWORK
IN A DYNAMIC EV CHARGING ORIENTED WPT SYSTEM
A. WPT System for Dynamic Wireless EV Charging
Fig. 2 shows the configuration of a general WPT system for
dynamic wireless EV charging, in which, LCC compensation
networks are applied to each transmit coil on the primary side
and the receive coil on the secondary side. The receive coil LR is
installed beneath the EV chassis, whereas, transmit coil LT1,
LT2, ... , LTk, LTm, ... , LTn are mounted on the road surface along
with the traffic lane. As the dotted line enclosed, one transmit
coil and the receive coil make up a basic functional WPT unit of
the whole dynamic wireless EV charging system. Here we call
it the dynamic WPT unit. The lane arrayed with transmit coils is
called the dynamic wireless charging lane. The lane is split to
different segments continuously, and the transmit coils within
each segment are grouped correspondingly. Each segment has
its own separate inverter, which powers all the transmit coils on
the segment. As Fig. 2 shows, LT1, ... , LTk belong to segment S1
and they are communally connected to the segmental inverter
#1 through their LCC compensation networks.
(1)
Zo
U
i (2)
jX
(3)
Fig. 2 Configuration of a general wireless power transfer system for dynamic
wireless EV charging.
As the EV travels in the lane, the receive coil traverses from
one transmit coil to another transmit coil, from one segment to
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another segment. Position detectors are set at the ends of each
segment, once an EV has been detected of getting into a certain
segment, this segment starts to work and wirelessly charge the
EV, and once the EV is detected of getting out the segment, the
segment turns to idle and stops working. For the dynamic
wireless EV charging system, only the segments on which there
are EVs running are excited, all the other segments without EV
are not powered.
As the EV moves, coupling coefficient between the transmit
coil and the receive coil varies, the reflected impedance as well
as the throughput power fluctuates. It is this parametric
oscillation that distinguishes dynamic wireless EV charging
from common stationary charging. The LCC compensation
network, due to its two merits discussed in the former section,
is advantageous to be applied on both the primary side for the
transmit coils and on the secondary side for the receive coil.
However, since the transmit coil and receive coil play different
roles in a WPT system, their LCC compensation network need
to be designed in different ways.
B. Design the LCC Compensation Network for Receive Coil
For every WPT system, there is a particular load to maximize
the WPT efficiency [23, 24]. In the secondary side, the
aforementioned reciprocal transformation characteristic of
LCC compensation network makes it a good choice for easy
matching the real load with this very optimum load. Parametric
a symmetrical T-type compensation network. As the equivalent
load 8Rl /2 is pure resistive, after a reciprocal transformation as
(1), the resultant impedance is still pure resistive. Hence, the
first prerequisite is satisfied naturally. Based on (1), to meet the
second prerequisite, the value of XS should be:
X S 8Rl Ropt / 2 (4)
However, the optimal load Ropt for a dynamic wireless EV
charging oriented WPT system is a little different from that in
(A6). In dynamic wireless EV charging applications, mutual
inductance M between the transmit coil and receive coil varies
all the time while the receive coil is moving with the vehicle.
Rather than the WPT efficiency with a certain M in (A1), WPT
efficiency in spatial-average manner is to be maximized. This
averaged efficiency is defined by dividing the accumulated
output energy to the integrated input energy over the time while
the vehicle traverses the whole dynamic wireless charging lane.
Assuming that all the transmit coils are identical, and then the
overall WPT efficiency of dynamic wireless charging can be
represented by the averaged efficiency in a dynamic WPT unit.
Supposing the longitudinal span (length in the lane direction) of
a dynamic WPT unit is l, and the vehicle is moving at a constant
velocity of v. It takes a period of l/v to cross over a dynamic
WPT unit. Then, by dividing the integral of P1 by the integral of
P2 in (A1) over l/v, the overall dynamic WPT efficiency can be
expressed and deduced as in (5).
I
l /v l /v

design is elaborated as follows. P2 ( t ) dt 2

( t ) R2 dt
E2
2

Fig. 3 shows the analytical circuit of the receive coil with its WD
I r I 22 (t ) R2 I 22 (t ) r2 dt
0 0

E1
l /v l /v
LCC compensation network and load. LS is the self inductance P1 (t )dt 2

of the receive coil, Rl is the given battery load. Series-connected

1 1
0 0

capacitor CSS, parallel-connected capacitor CSP, and inductor L2 I12 2 M 2 (vt )

r
2 R2

v
l /v l/v
R2 dt M 2 ( vt )dt
compose a horizontally mirrored LCC compensation network. R ( r R2 ) l 0
2 2
jMIP is the induced voltage in the receive coil, with a current l/v 2
0 2 2

2 v
0 I1 r1 r R dt r1 r2 R2 l 0 M (vt )dt
2 I12 2 M 2 ( vt ) (5)
l /v
IP flows in the transmit coil. is the operating angular 2

frequency and M is the mutual inductance between the transmit 2 2

coil and the receive coil. XS is the magnitude of the reactance of 2 R2
M ( x )dx
1
l

the hands composing the symmetrical LCC compensation

2

( r2 R2 ) l 0 2
R2
network for the receive coil.
2 1 r1 r2 R2

l 2
r1 M 2
( x ) dx r2 R2
r2 R2 l 0
M ( x )dx
1
l
2
2
l0
Comparing (5) and (A3) we can see that they share exactly
the same form. The only difference is that M 2 in (A3) is
replaced by the spatially averaged square value of the mutual
inductance, which is defined as

l 0
l
Fig. 3 Equivalent circuit of the receive coil with its symmetrical LCC 1
compensation network, the reactance magnitude of all hands is XS. For the left M avs M 2 ( x )dx (6)
hand: jXS = jLS+1/jCSS, the right hand: jXS = jL2, and the down hand: -jXS =
1/jCSP. Therefore, by substituting the spatially averaged square value
According to the derivation in the Appendix, there are two of the mutual inductance Mavs for M 2 in (A6), we can get the
optimal load Roptav for a dynamic wireless EV charging oriented
prerequisites to meet to achieve the theoretical maximal WPT
WPT system as:
efficiency of a general 2-coil system. Firstly, imaginary part of
the overall impedance of the secondary side should be zero; Roptav M avs r2 / r1 (7)
secondly, real part should be well matched to the very optimum Substituting Roptav in (7) for Ropt in (4), and according to the
value Ropt according to (A6). Resistance of all the three hands of impedance definition of the compensation network hands, the
the LCC compensation network is negligible compared to their required capacitance and inductance of the three hands of the
reactance. Hence, the applied LCC network can be regarded as LCC compensation network can be calculated as:

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CSP 1 / / X S Ui 8U dc
2
Rrefave
XP (12)
L2 X S / (8) I rq Poav
2
C 1 / / ( L X )
SS S S Then well choose and to achieve Irq. For a general LCC
compensation network, IP is a function of , , and Rref :
C. Design the LCC Compensation Network for Transmit Coil U jX P || ( Rref j X P )
IP i
There are two main considerations when designing the LCC Zi Rref j X P
compensation network for the transmit coil. Firstly, the given (13)
Ui
DC-link voltage of Udc should be matched with the designated
Rref ( 1) jX P ( )
average output power Poav of the dynamic WPT system.
Secondly, ZVS of the inverter should be reached. Over a dynamic WPT unit, the spatial average of IP can be got
by substituting Rref with the average reflected impedance Rrefav.
Ui
I Pav (14)
Rrefav ( 1) jX P ( )

Fig. 4 Equivalent circuit of the primary coil with a general LCC compensation
network, the reactance magnitude of whose down hand is XP. Ui is the
fundamental element of the inverter output voltage.

Fig. 4 shows the analytical circuit of the transmit coil with its
LCC compensation network. Inductor L1, parallel-connected
capacitor CPP, and series-connected capacitor CPS compose the
LCC compensation network. LP is the self inductance of the
transmit coil. Rrefav is the spatially average value of the reflected (a) (b)
impedance with the receive coil well matched to the optimal Fig. 5 Sensitivity of averaged transmit coil current IPav to and , Ui=300 V,
Rrefav =8 , XP=12 . (a) surface figure of IPav VS and (b) contour of IPav.
load according to (7). Expression of Rrefav is in (9).
How the spatially averaged IPav varies with and is studied
1 2 M 2 ( x)
l 0 l 0 Roptav
l l
1
Rrefav Rref ( x ) dx dx M avs r1 / r2 (9) by parametric sweeping. Fig. 5 depicts the sweeping results of
an exemplary case. The surface figure manifests a saddle-shape
Since the overall impedance of an inverter should be profile, and it is centrosymmetrical by the central point (=1,
somewhat inductive to achieve ZVS, perfectly symmetrical =1), i.e. the saddle point. If both and bias 1 in the same
network is not the best solution at the primary side. Certain direction, the further the offset is, the larger IPav rises up to;
variation [18] on the hands is needed. Thus, we introduce here a whereas if and deviates from 1 in opposite directions, the
general LCC compensation network with impedance of jXP, further the offset is, the lower IPav drops down to.
-jXP, and jXP for the left hand, down hand, and right hand Fig. 5(b) shows the hyperbolic contour lines of the spatially
respectively. XP is the magnitude of the capacitive reactance of averaged IPav. One interesting point is that IPav maintains a
the down hand, XP =1/CPP , is the ratio of the composite constant value of 25-A if =1, regardless of the value of . For
inductive reactance of the left hand to the capacitance of the any certain Irq estimated by (11), we would get a hyperbola pair
down hand, and is the ratio of the overall composite inductive of - solutions satisfying the current requirement IPav = Irq.
reactance of the right hand to the capacitance of the down hand. Then, the ZVS requirement is resorted to determine and .
For the typical LCC network shown in Fig. 4, and are
defined as: jX P ( Rref j X P )
Z i j X P
L1 /X P jX P ( Rref j X P )
(10) (15)
(LP 1/ /CPS )/X P
jRref X P ( 1) X P2 ( )
Annotating the estimated efficiency from the transmit coil to Rref jX P ( 1)
the dc load is e, then, the required average transmit current can imag Zi
be deduced according to (11). tan 1
real Zi
I rq Poav / e Rrefav (16)
(11) Rref
2
( 1) X P2 ( 1)( )
tan 1
Considering the fact that IP varies little over the whole Rref X P
dynamic WPT unit when the value of approximates 1, XP can For voltage source inverters, in order to achieve ZVS
be determined by substituting (11) into (2). operation, a certain switch-off current big enough needs to be
maintained [18, 25]. It means that the output current should lag

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the output voltage and this lagging angle should be larger than
a certain threshold value. For a general LCC compensation
network with a reflected impedance of Rref, terminal impedance
Zi of the inverter can be deduced as in (15), and phase angle of
Zi is expressed as in (16). It should be noted that, Rref varies
continuously over a dynamic WPT unit. Therefore, should be
larger than the threshold, not only when Rref gets its maximum
value but also when Rref gets its minimum value.
(a) (b)
Fig. 6 Contour figures of the impedance angle by which the inverter current
lags the inverter voltage, Ui=300 V, XP=12 . (a) when Rref has its maximum
value of 10 (b) when Rref has its minimum value of 2.
Take the case mentioned in Fig. 5 for example, the averaged
value of the reflected impedance is 8 . Assuming that its
maximum and minimum value is 10 and 2, respectively.
Then according to (16) we can draw the concerned two contour
figures of in Fig. 6. The maximum Rref case should be paid
more attention to because output power of the dynamic WPT
system climaxes in that situation. Supposing that the required
value Irq of averaged transmit current is 24.8A, and the critical
impedance angle is 10 degree, then we copy the specific 24.8-A
hyperbolic contour lines in Fig. 5(b) to Fig. 6(a) as the black
curves shown. It can be seen that the 10 contour line of
intersects with the 24.8-A hyperbolic contour line at two points,
which are markd with a circle and a square. It means that there
are two combinations of and that can meet both the
currentrequisite and the ZVS requisite. However, when Rref gets
(a)
Fig. 7 Phasor diagram of the concerned voltage and current of each inductor and capacitor composing the LCC compensation network. Blue phasor indicates
voltage and brown phasor indicates current. is the impedance angle of the right hand of the LCC network. Dashed black lines with arrow in (b) and (c) are copied
from (a) for reference. Dashed line with arrow in both ends indicates how UL1 varies with proportionally.
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its minimum value of 2, it can be seen from Fig. 6(b) that, of
the square-marked - solution becomes negative and the inverter
would fail to maintain ZVS. Therefore, the solution indicated
by the circle should be chosen as the final value of and .
At last, after and are chosen, parameter of the three hands,
CPP, L1, and CPS can be determined by (17).
CPP 1 / / X P
L1 X P / (17)
C 1 / / ( L X )
PS P P
Voltage and/or current stress of LCC components should be
taken into account as well when choosing and , especially
when the power level is extremely high. With (11) and (17),
voltage and current of these elements can be estimated by (18).
U Cps I rq / CPS I rq ( LP X P )
U Cpp I rq / CPP I rq Rref X P (18)
2 2 2
I Cpp U Cpp /X P I rq Rref
2
2 X P2 X P
Phasor diagram is also drawn in Fig. 7 to illustrate how these
concerned parameters vary with and . The current driven
into the transmit coil and the voltage across it are determined by
the throughput power requisite, i.e. Irq and ULp= jLPIrq are
fixed, regardless of and . Thus, we use Irq and ULp as two
reference phasors in Fig. 7. The phasor diagram manifests that,
UCps decreases with linearly, while UL1 increases with
linearly; both UCpp and ICpp increases with ; phase difference
between coil current IP and inverter current IL1 decreases with ,
but amplitude of IL1 hardly varies.
IV. NEIGHBORING EFFECTS IN DYNAMIC WIRELESS EV
CHARGING SYSTEM USING LCC COMPENSATION NETWORK
The transmit coils in a WPT system for dynamic wireless EV
charging are closely arranged, mutual coupling between two
adjacent transmit coils is inevitable. The resultant neighboring
effects in such dynamic WPT system with LCC compensation
network is investigated in this section.
(b) (c)
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and its LCC compensation network in Fig. 8 can be equalized to

the circuit in Fig. 10. In which, Uind is the electromotive force
induced by the adjacent trasmit coil L1 together with the receive
coil LR. Before the receive coil LR enters L2, coupling between
LR and L2 can be neglected compared to the inter-coupling, i.e.
M12 the mutual inductance between L1 and L2. Thus, proximity
of Uind can be made as in (20):

Fig. 8 A normally activated segment and its adjacent idle segment in a typical
scenario of dynamic wireless EV charging. In which the receive coil is leaving
the activated segment and is about to enter the neighboring about-to-activate
Fig. 10 Equivalent circuit of the adjacent transmit coil L2 with its compensation
segment whose inverter is shut off at the moment.
network and the equivalent impedance Ze of the about-to-activate inverter.
As mentioned before, segment switching is necessary to Z snb rsnb 1 / jCsnb 1 / jCsnb (19)
increase the systematic efficiency and security of the dynamic
WPT system. For a certain segment upon which there are EVs Uind I1 jM12 I R jM 2 R I1 jM12 (20)
moving, its inverter is normally working and all its transmit Then, the induced current I2 in L2 can be deduced as in (21).
coils are powered. But the inverter of its neighboring segment is U I j M 12
I 2 ind 1 (21)
shut and all the transmit coils are supposed to be idle. Fig. 8 Z' Z'
shows a typical activated segment with a normally operating where Z is the resultant impedance trasfomated from the
inverter and its neighboring idle segment with a shut inverter. integrated impedance Ze by the LCC compensation network:
Together with the EV, the receive coil is leaving the activated jX P ( Z snb j X P )
segment which is about to shut off, towards the adjacent idle Z ' j X P
jX P ( Z snb j X P )
segment which will be activated once the EV enters. During (22)
this transitional period, power is transferred from the transmit X P2
j ( 1) X P j ( 1) X P
coil L1 in the about-to-shut segment, to the receive coil LR as Z snb j ( 1) X P
well as the transmit coil L2 in the neighboring about-to-activate Z has an similar expression as Zi in (15) since a mirrored
segment.
impedance transformation is just exerted here. Commonly, the
Since the inverter of the about-to-activate segment is shut off,
snubber capacitor is much smaller than the capacitor tank used
it actually turns to a backward rectifier consists of the reverse
as the down hand of the LCC network, i.e. Zsnb>>XP. In addition,
diodes and the snubber capacitors of the power switches, as
the value of is close to 1.Thus, approximatation of Z in (22)
shown in Fig. 8. The DC-link smoothing capacitor Cdc becomes
can be made.
the filter capacitor of this backward rectification. Since Cdc has
It can be seen from (21) and (22) that, although M12 and Uind
no discharging circuit, when Cdc is fully charged and the
are usually very small, I2 could be very large if is designed too
backward rectification reaches steady state, there is no current close to 1. When this happens, the about-to-activate transmit
flowing in the diodes, i.e. ID = 0. Therefore, analysis of the coil L2 is not literally idle as supposed at all. Instead, a certain
shut-down inverter can be decoupled to a 5-capacitor network large current would be induced in L2 by the neighboring about
and an ideal rectifier circuit as Fig .9 depicts. At steady state, -to-shut transmit coil, extra power loss would dissipate in the
terminal voltage U and current I completely depends on the supposedly idle segment and the systematic efficiency would
complex network composed by the filter capacitor ZC and four drop. This is one negative effect caused by the combination of
snubber capacitors Zsnb. Moreover, since ID = 0, DC voltage neighboring coupling and the LCC compensation.
across Cdc will be clamped to the peak voltage of the terminal Another potential issue is the overvoltage of the DC-link bus.
voltage U. Based on the simplified circuit in Fig. 10, terminal voltage U
can be deduced according to (23). Then the DC voltage on the
capacitor Cdc can be evaluated by the peak of the U as in (24).
jX P ( Z snb j X P )
U ind
Z snb jX P ( Z snb j X P )
U
Z snb j X P j X jX P ( Z snb j X P )
jX P ( Z snb j X P ) (23)
P

U ind Z snb
Fig. 9 Decoupling of the shutdown inverter with RC snubber.

Z snb ( 1) jX P ( )
Applying the delta-to-star conversion method, the 5-capacitor
impedance network can be equalized to a single impedance Ze, U Cdc 2U (24)
and Ze = Zsnb. Then, circuit of the about-to-activate transmit coil Again, taking the case mentioned in Fig. 5 for example, XP

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=12, assuming the induced voltage Uind is 10V and a 1nF film
capacitor is used as the snubber, we investigate the sensitivity
of the terminal voltage U to and based on (23). Parametric
sweeping results are shown in Fig. 11. It shows that exerts a
predominant effect on U whereas hardly makes a difference
on U. If the value of is too close to 1, tremendously high
voltage would be inflicted on the DC-link capacitor as well as
the power switch devices, which would breakdown the inverter.
Fig. 11 Sensitivity of the terminal voltage U to and , Ui =10 V, =50 kHz.
Fig. 12 Photograph of our dynamic EV charging oriented WPT prototype.
V. PROTOTYPE DESIGN AND EXPERIMENTAL VALIDATION
A. Experimental set
A dynamic EV charging oriented WPT prototype is built up
to verify the parametric design method and neighboring effects
analysis presented in the former sections. The WPT prototypes
photo is shown in Fig. 12. As a basic version, the prototype
consists two identical rectangular transmit coils and one square
receive coil. The tightly-bundled transmit coil has seven turns,
and its size is 72cm*27cm. Magnetic strips of 37cm*5.3cm are
laterally and equidistantly arranged along with the lane. Eight
strips and a transmit coil compose one dynamic WPT unit,
which is fixed in one plastic board as shown in Fig. 12. Each
WPT unit is 80-cm long. Each transmit coil has a set of LCC
compensation network, which is encircled and marked. The
receive coil is mounted upon a movable cart. The widely used
spiral plane structure is adopted, so that the receive coil in this
dynamic charging system is also compatible in conventional
stationary wireless charging system. The size of the receive coil
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7
is 36cm*36cm and its turn number is 20. Coil-to-coil wireless
charging distance of our miniature 2-segment prototype is 10.5
cm. The two inverters for each segment are connected to a
sharing DC bus with separate bus switches. The compensation
capacitor and rectifier on the secondary side are all integrated
upon the cart. For safety and mobility concern, the DC resistor
load is put far away and the outlet pair of the rectifier is put in a
long wire casing to reach the DC load, which is annotated with
a white arrow at the top of the picture.
Fig. 13 shows the simulated and measured mutual inductance
between transmit coil T1 and the receive coil placed at different
positions. The moving direction of the cart is noted as x-axis
and the coordinates are marked in Fig. 12.
Fig. 13 Measured mutual inductance with different receive coil positions.
Then we calculate the spatially averaged square value Mavs to
be 695 uH2. The operating frequency of our system is 50 kHz
and the DC input voltage is 300V, and the average output
power is supposed to be 2.5 kW. According to (7), the optimal
impedance of our dynamic WPT system actually is calculated
to be 11.5 using the measured coil resistances and mutual
inductance. However, since the equivalent load of our 15- DC
resistor is 12.1, very close to 11.5, we didnt apply an LCC
network at the secondary side. Using 12.1- and according to
(9)~(11), all the critical design parameters are calculated and
listed in Table I. Considering the snubber capacitor, dead time,
and the DC input voltage of our inverter, according to [25], the
turn-off current should be larger than 3.44A for our dynamic
wireless charging prototype. Referring to the approximation of
the turn-off current for an LCC-connected inverter proposed in
[18], the expected impedance angle to ensure ZVS is
determined to be 10. Then, IPav contour lines and contour
lines are drawn accordingly and compared. Two combinations
of and , satisfying both the ZVS condition = 10 and the
current requirement Ipav= 21.8A, are derived.
TABLE I THEORETICALLY CALCULATED PARAMETRIC VALUES
Mavs(uH2) rT() rR() Roptav() Rrefav() Ui(V) Po(kW) e
695 0.075 0.145 12.1 5.65 300 2.5 93%
Irq(A) XP() 1 1 2 2
21.8 12.36 10 1.05 0.85 1.26 0.99
TABLE II MEASURED DATA OF OUR LCC COMPENSATION NETWORKS
case
LCC network for transmit coil T1 LCC network for transmit coil T2
L1T1(*) CPP(nF) CPS(nF) L1T2(*) CPP(nF) CPS(nF)
1-1 87.5uH+216.7nF 257.3 186.3 113.4uH+140.3nF 257.4 189.3
2-2 87.5uH+268.6nF 257.3 207.6 113.4uH+158.7nF 257.4 211.5
* The left hand of our LCC networks is composed by an inductor and a series
capacitor instead of a single inductor to obtain higher accuracy of . Since by
tuning this series capacitor, can be much more easily and precisely adjusted.
In this case, like the right hand, composite reactance of the left hand should be
used when computing .
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B. Experimental result
Two sets (two for each set) of LCC compensation network are
designed according to the parameters in Table I. Inductance and
capacitance of the LCC networks are listed in Table II. For the
two sets of -, both intra-segment experiments and inter
-segments experiments are conducted to verify the theoretical
analyses.
In the intra-segment experiments, the two transmit coils T1
and T2 are communally connected to the inverter #1, forming
one dynamic charging segment. Output power Po and dc-dc
efficiency are measured with various receive-coil positions
covering full range of a dynamic WPT unit. Measured results of
Po, are shown in Fig. 14 and Fig. 15, respectively.
Fig. 14 Measured Po at different position within a dynamic WPT unit.
Fig. 15 Measured at different position within a dynamic WPT unit.
It can be seen from Fig. 14 and Fig. 15 that, for the two totally
different sets of and , both the Po profiles and the profiles
show high proximity and consistency. As expected, over a
dynamic WPT unit, Po climaxes when the receive coil is well
aligned with the transmit coils, and Po bottoms when the
receive coil moves to the margin of the dynamic WPT unit.
Fluctuation of the output power appears - the maximal value of
Po is about four times as large as the minimal value of Po. On
the other hand, profile shows a relatively even curve, even
when the receive coil moves to the margin, efficiency still
maintains as high as 84%. After spline interpolation, spatially
averaged output power of the dynamic charging WPT system
with the aforementioned two sets of - is evaluated to be 2.28
kW, 2.34 kW, respectively. And the averaged efficiency is
90.9%, 91.3% respectively. The little shortage in the measured
Po is caused by the overestimate of e and neglect of the voltage
drop on the power switch in (11). This deviation leads to a little
deficiency on the averaged transmit coil current IPav, which is
measured to be 21.30A and 21.35A, for the two sets of -.
Overall, the high consistency between 1-1 and 2-2 and the
agreement between the measured data and design requirements
validates the effectiveness of our parametric design method.
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8
(a) (b)
Fig. 16 Under maximum Rref condition when the receive coil is put at x=0,
measured waveforms of transmit coil current, as well as output current, output
voltage, and of the inverter. (a) waveforms with 1-1, =11, I1= 21.39A,
I2=21.22A (b) waveforms with 2-2, =8, I1= 21.47A, I2=21.43A.
(a) (b)
Fig. 17 Under minimum Rref condition when the receive coil is put at x=40,
measured waveforms of transmit coil current, as well as output current, output
voltage of the inverter. (a) waveforms with 1-1, I1= 21.63A, I2=21.00A (b)
waveforms with 2-2, I1= 20.99A, I2=21.80A.
Moreover, for these two - cases, output current, voltage of
the inverter as well as coil currents under maximum Rref, and
minimum Rref condition are measured and shown in Fig. 16, Fig.
17, respectively. Tiny variation of the coils current and almost
identical waveforms under different cases has been obtained.
As marked with the ellipses, ZVS has been obtained under both
the maximum Rref and minimum Rref condition. All are in good
agreement with the theoretic analyses in section III.
On the other hand, in the inter-segment experiments, the two
transmit coils are separately connected to inverter #1 and #2,
forming two adjacent segments S1 and S2, respectively. S2 is
set as the about-to-shut segment, #2 is normally operating and
the receive coil is put on S2 at the position of x=80.
Accordingly, S1 is the about-to-open segment and #1 is
shutdown as a rectifier. DC link voltage of inverter #1, output
voltage of #2, as well as the coil currents of T1 and T2 are
measured and shown in Fig.18.
(a) (b)
Fig. 18 Measured coil currents and DC-link voltages of the inverter #1 on the
about-to-activate segment S1. (a) waveforms with 1-1, I1= 2.31A, I2=10.76A,
UCdc=40.3V. (b) waveforms with 2-2, I1= 24.06A, I2=7.04A, UCdc=424V.
Besides experiments, theoretical prediction by (23), (24) and
simulation are also conducted to investigate the neighboring
effects of our LCC-network compensated WPT system for
dynamic wireless EV charging. Table III compares the results
of UCdc and Fig. 18 depicts the measured waveform during the
inter-segment experiments for the two sets of -.
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TABLE III RECTIFIED DC-LINK VOLTAGE OF THE SHUTDOWN INVERTER #1 transmit coil current; I2, receive coil current; R2, real part of the
case Csnb Udc Uind Umea Usim Ucal mea terminal impedance of the receive coil; X2, imaginary part of
1-1 0.66nF 150 4.37 40.3 43.1 41.9 92.7%
the terminal impedance of the receive coil.
2-2 0.66nF 100 2.85 424 445 544 79.5%
Dividing the power output from the terminals of the receive
With 1-1, the induced current in T1 is small; accordingly, coil by the power input into the transmit coil, wireless power
the rectified voltage of the shutdown inverter #1 is also much transfer efficiency of a general WPT system is calculated as:
lower than the normal DC input voltage. However, when 2-2 P I 22 R2
is adopted, the induced current in T1 rises to three times larger W 2 2 (A1)
P1 I1 r1 I 22 R2 I 22 r2
than the normal value. This idle segment S1 is not idle at all,
The receive coil current can be expressed as
huge loss is dissipated in T1, and the systematic efficiency
drops to only 79.5%, much lower than the normal level. What is j MI1
I2 (A2)
worse, only with a 100-V DC input on the normally operating r2 j L2 R2 jX 2
segment S2 adjacent to S1, the rectified voltage on DC link of Substituting (A2) to (A1) results in:
inverter #1 has surged up to 424V, which means under nominal R2 R2
W
r1 r2 R2
300-V condition this voltage would get 1272V, high enough to
r r j L2 R2 jX 2
2 2

breakdown all the power switches of inverter #1. The measured r2 R2 1 2 r R

2M 2 2 M 2
2 2
data are accord with the simulation in Fig. 11. When is close
to 1, U rises sharply. This also explains why (24) gives a much (A3)
better prediction of the rectified voltage in the case of 1-1 than Which means the imaginary part of the overall impedance
2-2 as Table III shows. The reason is that a tiny variation of seen by the receive coil should be compensated to the very zero
causes by the measurement error of capacitance or inductance to achieve the maximal efficiency, i.e. jX2 + jL2 = 0 (A4)
will result in a big difference of the calculated U based on (24) Further, expanding (A3) and applying the inequality theory of
when is too close to 1. arithmetic and geometric means on the denominator,
R2 1

VI. CONCLUSION r r R 2r r 2 r1r2 ( r1r2 2 M 2 ) (A5)
2

Applying the favorable LCC compensation network to WPT
system oriented for dynamic wireless EV charging is the main
focus of this paper. Features and merits of symmetrical T-type
network, which is the origin of the LCC network, are studied
firstly. Then, parametric design of the LCC compensation
network for dynamic charging WPT system is elaborated and
analyzed theoretically. Further, considering the operation mode
of a typical dynamic EV charging systems, the neighboring
effects caused by the inevitable inter-coupling of adjacent
segments and the introduction of LCC network are investigated.
Finally, a 2-segment WPT prototype for dynamic wireless EV
charging is built and tested with intra-segment and
inter-segment experiments. Two different sets of LCC network
are designed according to the proposed parametric design
method and their performances are compared. During the intra
-segment experiments, the averaged output power and DC-DC
efficiency of our dynamic charging system are measured to be
2.34kW, 91.3% respectively. In the inter-segment experiments,
distinct results between the two sets of LCC compensation
networks are observed just as expected. High consistency of the
measurements with theoretical analyses and simulation has
been achieved. The proposed theoretic analyses and parametric
design method can serve as guidelines for practical implement
of dynamic wireless EV charging systems.
APPENDIX
For a general 2-coil inductive wireless power transfer system,
the theoretical maximal WPT efficiency and the very optimal
terminal load to achieve it are derived in this appendix.
Nomenclature: r1, transmit coil resistance; r2, receive coil
resistance; L1, transmit coil inductance; L2, receive coil
inductance; M, mutual inductance between the transmit coil and
the receive coil; , angular frequency of the WPT system; I1,
r2 R2 1 2 2 22 1 2 1 22
M M 2M 2
W climaxes if and only if:
r2 rr r
R2 2 M 2 1
1 2
2 2 M 2 Ropt (A6)
r1 2M 2 r1
Equation (A4) and (A6) determine the imaginary part and real
part of the optimal terminal load for a general WPT system to
reach its theoretical maximum efficiency.
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Transactions on Industrial Electronics
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Qingwei Zhu received the B.E. degree in Electrical
Engineering from China Agricultural University in
2011. He then attended the University of Chinese
Academy of Sciences for further studies in Power
Electronics and Electric Drive. He is currently
working towards his Ph.D degree in the Institute of
Electrical Engineering, Chinese Academy of
Sciences.
His research interests include stationary wireless
EV charging, on-road dynamic wireless EV charging,
wireless power transfer applications on biomedical
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10
field and consumer electronic products, power electronics and drive, as well as
intelligent vehicle technology.
Lifang Wang (M09) received the Ph.D degree in
1997 from Jilin University. After that she joined the
Institute of Electrical Engineering (IEE), Chinese
Academy of Sciences. During the Chinese tenth-five
year plan(2001-2005), she was a member of the
national specialist group of Key Special Electric
Vehicle Project of the National 863 Program, and she
was the Head of the 863 Special EV Project Office.
She is currently the director of Department of
Vehicle Energy System and Control Technology at
IEE. She is also the vice director of Key Laboratory
of Power Electronics and Electric Drive, Chinese Academy of Sciences. Her
research interests include Electric Vehicle control systems, EV battery
management systems, wireless charging systems for EV, electromagnetic
compatibility and smart electricity use. She has directed more than 15 projects
in these fields and has published more than 60 papers and 30 patents.
Yanjie Guo received the Ph.D degree in 2013 from
Institute of Electrical Engineering, Chinese Academy
of Sciences (IEECAS).
Now he is with the Department of Vehicle Energy
System and Control Technology, Institute of
Electrical Engineering. His research interests include
wireless power transfer modeling and design,
electromagnetic field analysis, wireless charging
system for electric vehicle (EV), power electronics
applications, and electromagnetic compatibility
(EMC).
Chenglin Liao (M09) received the Ph.D. degree in
Power Machinery and Engineering from Beijing
Institute of Technology, Beijing, China, in 2001.
After that he had spent 2 years as a postdoctoral
researcher with Tsinghua University.
He is currently the deputy director of Department
of Vehicle Energy System and Control Technology,
Institute of Electrical Engineering, Chinese Academy
of Sciences. For the past 9 years at Institute of
Electrical Engineering, he had been involved in
research on battery management systems, vehicle
control and wireless charging systems for electric vehicles. His currently
research work is mainly concerned with the development of high power
wireless charging system for commercial Electric Vehicles.
Fang Li received the Ph.D. degree in 2009 from the
Institute of Electrical Engineering, Chinese Academy
of Sciences.
She is currently an associate professor at the
Department of Vehicle Energy System and Control
Technology, Institute of Electrical Engineering. Her
research interests include EV-oriented wireless
charging system, in-vehicle network applications and
X-by-wire systems.