Innovative Inductive Components for xEVs Switch Mode Power ... · INNOVATIVE OMPONENTS OR S CHED-MODE WER 3 Abstract The aim of this e-paper is to present the PREMO global and more

Innovative Inductive Components for

xEVs Switch Mode Power Supplies

www.grupopremo.com

INNOVATIVE INDUCTIVE COMPONENTS FOR XEVS SWITCHED-MODE POWER SUPPLIES

2

Índex

Abstract .................................................................................................................. 3

The magnetics challenge in electrical automotive power systems .................. 4

Inductive components for OBC ............................................................................. 8

Inductive component for DCDC HV/LV ................................................................15

Inductive components for DCDC 48V ................................................................ 19

Increasing the power density – Integrated magnetics – 3Dpower™ ............... 24

The thermal challenge – Potted solutions – CoolMag™ .................................... 31

Wireless Charging ............................................................................................... 37

PREMO power test lab ........................................................................................ 40

About the author ................................................................................................. 43

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AbstractThe aim of this e-paper is to present the PREMO global and

more advanced solutions of power magnetic components for

e-mobility. It focuses on onboard battery chargers and DC-DC

converters from signal to kW-range power inductive devices

used in switching frequency operations, measurements or

communications.

These solutions will be presented from the standard catalogue

portfolio to the most innovative integrations assuming less

space and a better cooling performance.

grupopremo.com/automotive

The Magnetics Challenge in Electrical Automotive Power Systems

01

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The Magnetics Challenge in Electrical Automotive Power Systems

Nowadays, the market of hybrid and electrical vehicles (xEV) is

growing quite fast. These are alternative solutions to common

thermal engine (ICE) cars to reduce the global pollution,

especially in terms of rejected CO2 or other NOˣ pollutants as

well as thin particles that are toxic for our health. Such new

models require more and more power electronics inside, not

only for the electrical motor supply with speed and torque

control, but also for high-voltage (HV) battery chargers and

stable in-car continuous low-voltage (LV) power supplies.

ÌÌ Trend in xEVs on 2015-2040

100

80

60

40

20

0

2015 2020 2025 2030 2035 2040

ICE

PHEV

BEV

ÌÌ New SUV cars become plug-in hybrids too

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In-car power supplies require sets of magnetic components

dedicated to power conversion, filtering, EMI cleaning,

feedback and control loop. It appears that their total weight

is approximately one-third of the final electronic equipment

(and are also a third of the volume and cost). For instance, a

3-4kW onboard battery charger is already close to a stack

of A4 paper of 50-60mm in height with approximately 1kg of

magnetics inside. Thus, more powerful systems can become an

issue because of their additional weight to the already heavy

HV batteries set… A compromise has to be found for global

pollution reduction.

Inverters and DC-DC battery chargers for electric and hybrid

vehicles require minimum space and maximum power handling

per cubic centimeter. Consequently, the size ratio of every

electronic component must to be well optimized for an as

efficient as possible cooling when thermally connected to a

cold-plate. Those usually consist of a heatsink with a coolant

flowing inside the outer metallic case (its maximum temperature

is generally stated at +85°C). This is particularly true for the

magnetic components which show relatively high-power losses

(10-50W) in a reduced volume (close to only 15-100cm3).

Their temperature rise is sometimes monitored to secure the

equipment by reducing the output power so to not exceed the

maximum allowed operating temperature (for example 150°C

with a possible ambient temperature up to +125°C for electronics

mounted close to the thermal engine). To avoid any overheating,

the current density is consequently fixed around 6 to 10A/mm²

and the targeted power density is around 20-30W/cm3.

Moreover the voltage level conversion, transformers also

have to provide the isolation from hazardous voltages (mains

network, high-voltage from the battery) to prevent any damage

to the end-user that can be directly in contact with many

metallic parts inside the car (the chassis acts like the ground or

earth at 0V reference). On the other hand, inductors are used in

a wide range of topologies from storage to filtering operations.

For the power conversion stage, they can be directly connected

to the power transformer for soft-switching purposes and we

will see hereafter how this function can be integrated within the

power transformer itself.

Of course, the trends in the semiconductor industry, especially

with the new SiC and GaN transistors, also push the magnetic

designers to find solutions adapted to the increased switching

frequency by reducing the size and the heating.

ÌÌ 3-4kW power modules show #250in3

volume including cooling system

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As a conclusion, the targets for magnetics in xEV market are :

Increase(+)

Easy Mechanical Mounting

Easy to Plug Connections

Isolation

Switching Frequency

Efficiency

Power

Thermal Management

Reliability

Reduce (-)

Heating

Total Losses

Weight

Volume

Cost

ÌÌ Targets for magnetics in xEV market

EETimes Article Nov 2018

Inductive Components for OBC

02

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Inductive Components for OBCOnboard high-voltage batteries (400-800V) are first and

foremost used to supply the electrical motor (power train). This

energy source is also used in the vehicle to feed in energy

the whole set of embedded electrical or electronic equipment

(lamps, air conditioning system, GPS system, radio-set, ECUs…)

that require a lower voltage. As for the electrical car, the plug-in

hybrid version enables the charging of the battery through an

external power cord connected to the mains.

For battery chargers, different power electronic topologies like quasi- or resonant half- or full-

bridge can be used. They enable the development of high efficiency converters (> 90%) with a

switching frequency commonly in the 70-350kHz range. A power of 3.5kW enables a complete

charge of the batteries for one night (around 6-8 hours through a 10/16Arms domestic plug)

whereas 7kW reduces the duration to approx. half-a-day charging (32Arms plug). The power can

be increased from 11-22kW (AC 3-phase network) to 50kW (DC network) for ultra-fast charging

in 30-60 minutes but it requires dedicated charging stations to be installed throughout the cities.

For modularity concept, 3.5kW bricks can be connected together with the selection of 1-phase

3.5 or 7kW, or 3-phase 11kW charging configurations.

ÌÌ BEV/PHEV electrical network (motor –

batteries – converters)

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PREMO offers a wide range of high-quality magnetics

dedicated to the onboard battery chargers. Most of them are

already AEC-Q200 fully qualified. High performances materials

are used for the best efficiency, high temperature stability and

reinforced insulation :

ÌÌ OBC generic topology (in red places where

magnetics are needed)

PREMO Inductive Components

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EMI AC & output DC filters with CM & DM Chokes (iron powder, high permeability ferrite or nanocrystalline cores)

PFC chokes (different powder grades can be used for the core depending on the best compromise between

saturation and losses)

CMCF-0R9-16V

Output DC

2x0.9mH/16Adc

DCR < 3.5mΩ

Low cost ferrite

Ø 36x25mm

PFC-001

L0 = 310uH

L27Apk > 80µH

17Arms/6App@67kHz

DCR < 30mΩ

Sendust + heatsink

60x60x30mm

CMCN-10R-16V

Monophasic AC

2x10mH/16Arms

DCR < 6mΩ

Nanocrystalline

Ø 32x11mm

PFCA500-8H

L0 = 500uH

L22Apk > 115µH

8Arms/5App@90kHz

DCR < 60mΩ

Amorphous dust powder

Ø 41x35mm

CMCN-4R3-16H3

Three-phase 11kW

4.3mH/3x16+48Arms

DCR < 5.5/3.2mΩ

Nanocrystalline

Ø 44x36mm

Similar to PFCA500-8H

with low cost core

Iron-silicon powder

+ platic cup

16Arms with potting

in cooled cavity

Three-phase 11kW

5mH@100kHz/2x16+2x32Arms

DCR < 18.2/9.8mΩ

Nanocrystalline or high-perm

ferrite core

Ø 76x37mm

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Transformer and associated resonant chokes (custom optimized low-loss high-temperature stability ferrite

cores, special insulated Litz wire, special connectors)

Current measurement transformers for feedback and protection (high primary current up to 35A, high isolation

management)

BC3.5LHB0.5T

LLC transformer

3.5kW 100-250kHz

Half-bridge 1:2

Lp=Lmag=36uH

CS-35A

Highly insulated SMD current

transformer

1:100 35Arms MAX

50-250kHz

Creepage distance>5mm/3kV

RINDZ14R-14

ZVS resonant inductor for

2-3kW full-bridge converter

L=22uH up to 14Apk

CSAU-100

1:100 35Arms MAX

50-250kHz

Low-profile 8.5mm Max

Operation -40/+155ºC

2x11kW potted module

Two LLC 60-120kHz

tranformers including 15uH

serial inductor 4kV isolation

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Gate-drive transformers for transistors control (special techniques to ensure creepage distance requirements)

GDAU-001

150Vus ET MAX

90-125kHz

Lmag=400-800uH

3kV isolation

0.5Arms MAX

GDAU-002

16Vus ET MAX

Small 11x10x9mm size

Lmag=60-110uH

1:1.5 turn-ratio

3kV isolation

Flyback auxiliary transformers (multi-outputs coupling and isolation management)

FLYT-001

Flyback transformer for

3.5kW OBC

5W/100kHz

2x3.3V/12V/5Vdc outputs

3kV isolation

FLYT-002

Multi-output flyback

transformer for 3-phase OBC

16W/100kHz

Creepage distance > 5mm

4.5kW isolation prim/sec

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PLC transformer for communication between the charger and the charging point or the smart grid surement

transformers for feedback and protection (high primary current up to 35A, high isolation management)

PLC-001

Meets IEC 15118/61851-1

standards 2-30MHz

1:1:1 turn-ratio

Lmag = 400-800uH

500V isolation

PLC-002

Signal transformer for

HomePlug Green PHY™ PLC

modems

1:1 or 1:1:1 turn-ratio

Lmag = 10µH MIN

Small components are usually mounted on PCB whereas power

products must be cooled down through a water-plate system.

Most of the time resin and potting in a cavity are used for

mechanical fixing, isolation and thermal link.

ÌÌ Example of a 7kW OBC mechanical

integration (magnetics potted in cavities)

Inductive Components for DCDC HV/LV

03

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Inductive Components for DCDC HV/LVThe DC-DC power module used to supply energy to all

the electronic devices present in the vehicle (lamps, air

conditioning system, GPS system, radio-set, electronic

computer units ECUs, etc.) converts the high voltage from the

batteries (200-450V) to the 12V to 14V low voltage (10-16V in

the extended range). It is generally designed using a ZVS full-

bridge topology.

ÌÌ DC-DC generic topology (in red places

where magnetics are needed)

The corresponding power range depends on the car size and energy need. It can vary from

1.6kW for small electrical city cars to 3-4kW for full-hybrid medium to big sedan, estate or SUV

cars. Moreover, a reinforced isolation is mandatory between high-voltage live parts and the end

low-voltage with which the user can be in direct contact through conventional 12V plugs. The

switching frequency is normally fixed between 70 and 150kHz.

PREMO offers a wide range of low-profile components dedicated to the 400V/14V DC-DC

onboard converters. They can present easy mounting, fast connection and thermal link.

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Power planar transformers (mixed technology Litz wire / isolated copper frames)

High current output DC filtering chokes (using edgewise flat winding)

DCDC214-002

400-800V/14Vdc 2.5kW ZVS

100kHz

30:1+1 full-bridge

Lmag = 915uH

3kV isolation

HPC2R0-230

Output DC filtering choke for

ZVS converter

L0 = 2.6uH / L230A > 1.5uH

Ripple 14App@200kHz

Isolation 500V

Copper pressed terminals

DCDC2400-001

16-32V/400Vdc push-pull

2kW transformer 100kHz

Lmag = 18.5uH

HPC1R0-180

Inductance value 1uH up to

180Adc

Ripple 35App@200kHz MAX

Isolation 500V

Electrically soldered copper tabs

7kW ZVS PSFB transformer

For electrical bus 28Vdc

network

Vin = 400-800Vdc battery

Iout = 250Adc MAX

3kW ZVS PSFB transformer

400V/14V 100kHz

12:1+1 turn ratio

Output current up to

230Arms

3kV isolation

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The high current DC-DC magnetic solutions are usually directly

mounted on a cold-plate for a proper cooling. Most of the

interconnection secondary side is made by busbars to carry

currents in the 200-300Adc range.

ÌÌ Example of a 3.2kW DCDC converter

(magnetics mounted on a cold-plate heatsink)

Inductive Components for DCDC 48V

04

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Inductive Components for DCDC 48VMild-hybrid systems are improving a lot the current Start&Stop

systems. Better than just launching the thermal engine at every

start, it enables the car to operate like an electrical vehicle up

to a 20km/h speed before the thermal engine takes the lead.

The topology is based on a starter-generator electrical motor

coupled to the train and also to an additional 48V Lithium-ion

battery for interim energy storage. The small electrical motor

can also boost the engine during a high acceleration phase.

On the other hand, it can supply back energy to the battery

during regenerative breaking. Based on such a principle, the

announced CO2 emission reduction is so interesting (up to

-30%) that this system should become a must in any next

generation cars.

ÌÌ Mild-hybrid electrical network

(booster – batteries – converter)

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Additionally, a 48V/12V DC-DC converter can be used to ensure

the interoperability with the low-voltage 12V electrical network.

Its power is commonly around 2-3kW and the topology is

usually a multi-stage buck-boost converter to share the

current and reduce the output ripple. Symmetrical ZVS bridge

that switches in the 70-150kHz range can be used too if the

reversible mode is not mandatory.

PREMO offers high current solutions for 48V filtering and

48V/12V converters. Depending on whether reversibility

applies or not, chokes or transformers can be used.

ÌÌ 48V/12V generic topology (in red places

where magnetics are needed)

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48V filtering chokes

Planar transformers

DCDC choke 1.8uH

140Arms/175Apk MAX

DCR < 0.3mΩ

500V isolation

Ferrite gapped core

NPT-001

2kW ZVS PSFB transformer 80-100kHz

1.5:1 turn-ratio with current-doubler

Creepage idtance > 3mm prim/sec

2.5kV isolation

Connection by M4 screws

1uH/200Adc/500Apk

filter coil

L0=1.65uH

DCR < 3.5mΩ

Iron-silicon core

Inner potting for better cooling

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By reducing a lot the current ripple in each choke, it has been

demonstrated that the use of coupled inductors shows a real

advantage for the reduction of both the AC copper losses (in

large cross section solid wire used) and the fringing flux effect

(due to a large gap in ferrite cores). PREMO has developed a

strong theoretical approach linked to FEA simulation to optimize

the geometry of those components to fit your application.

In this example of a 3.8µH/53Adc coupled inductor, the ripple

is only 8App at 120kHz which dramatically reduces the copper

losses to 7W max in a volume of approx.70x40x28mm.

ÌÌ Replacing single chokes by coupled ones

(4x800W reversible 48V/12V interleaved

converter)

ÌÌ 2 coupled inductors use instead of 4 single

chokes for better performances

Increasing the Power Density – Integrated Magnetics – 3Dpower™

05

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Increasing the Power Density – Integrated Magnetics – 3Dpower™The big challenge in embedded power electronics is size,

weight and cost reduction. This is even truer for magnetic

components which suffer from the switching frequency

increase following new trends in SiC and GaN transistors.

Beyond conventional wire wound or planar products, integrated

magnetics are then a possible solution to substitute a multi-

component set by a single magnetic device including both

the transformer function for voltage conversion and galvanic

isolation and one or two additional choke values required for

quasi resonant or fully resonant converters. This is for example

the case for LLC resonant topologies where both one power

transformer and two chokes are needed (parallel and serial).

ÌÌ The power density roadmap

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In such a way, the parallel choke can be normally equaled to

the magnetizing inductance of the transformer, and by sharing

a common part of the transformer core the serial choke can be

added by using only half a core to close its magnetic circuit.

PREMO has developed expertise in this design technique and a

set of products have been already developed accordingly. Such

solutions usually remain custom since every customer normally

specifies their values in regard to the global system approach.

However, PREMO can recommend technologies and starting

point values for fast developments.

ÌÌ Integration of the parallel inductance

value (Lp) as the transformer’s magnetizing

inductance and the serial one (Lr) in a choke

sharing a common part of the core

BODO’S Article Nov. 2016

EENews Article Nov. 2018

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Another way to include the serial inductance value in ZVS or

LLC transformers is to consider it as the leakage inductance

value (Llk) of the transformer. This is possible by playing with

the windings’ arrangement as long as the required value is not

too high (5-10µH max.) or by introducing some material with

permeability between windings to concentrate the leakage and

increase the corresponding (serial) inductance value.

Unfortunatelly, making the coupling worse to reach the

expected Lr value increases the extra AC copper losses too

much due to proximity effect between winding layers. As a

consequence, we always have to find a compromise in terms

of Lr integration as Llk and size of the product according to its

cooling capability.

ÌÌ The leakage inductance as the serial LLC

value to have 3 magnetics in 1 component

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Eventually, PREMO invented a new patented concept of

magnetic integration with its 3Dpower™ products. The

underlying idea is to use the orthogonal axis of the core to

accomodate sets of windings with no coupling between them.

Cubic or pot-core geometries can be considered to include 2 to

3 inductance values within the same core volume.

The pot-core solution has been tried on 3-7-11kW

configurations of transformer including their related resonant

choke values. The most impressive results in terms of power

density increase is on the biggest one making it as a reference

for the 11-22kW resonant magnetic modules used in fast

chargers.

ÌÌ PREMO 3Dpower™ concept

3dpower.grupopremo.com

ÌÌ Effect of the coupling reduction on the AC

copper losses (BIFI = bifilar winding, CONC =

concentric windings, PLAS = 2mm of plastic

between windings, FILM = 2mm of µ30

magnetic material between windings

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The use of advanced thermal conductive materials wherever

it is possible to reduce the global Rth value to the cold-plate

is a must. The performance of the resin used in a possible

potting can also reduce the global heating of the solution by a

significant margin, but this compromise comes at a higher cost.

ÌÌ 3Dpower™ pot-core principle

ÌÌ Testing of the PREMO 11kW 3Dpower™

pot-core solution

BODO’S Article Nov. 2016

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ÌÌ Improved variations of the

3Dpower™concept in planar technology

The Thermal Challenge– Potted Solutions – CoolMag™

06

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The Thermal Challenge – Potted Solutions – CoolMag™To address the challenge of integrating more magnetic

functions in a single component module, the heat dissipation

management is a must. As a matter of fact, increasing the

power density automatically leads to more volume loss which

must be properly dissipated through a thermal interface in the

application.

In the recent years, PREMO has been testing many thermal

conductive resins and compounds to try to optimize the

performance-to-cost compromise. Of course, such additives

will also help in the mechanical fixing and isolation of the part in

the application. The question is to find the best formulation to

offer the most competitive solution.

ÌÌ A 30-sample DOE (Design of Experiments)

was performed at PREMO’s Innovation Lab

with heat conductive materials from the major

resin suppliers for comparison

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To benchmark the solutions, 30 chokes and transformers for

a 3.3kW OBC with each material were encapsulated in an

aluminum housing and connected to a cooling plate and with 6

thermocouples placed in the hottest locations of the devices.

ÌÌ Position of the thermocouples for thermal

characterization of magnetic components

under real operation

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ÌÌ View of the experiment for one sample and results

The first finding was that the transformers that are not filled or that have air

present reached up to 140-150°C while the average filled transformer and choke

showed temperatures below 80°C. So, an efficient cooling system in a 3.3kW

device can save up to 60°C of temperature increase while reducing unwanted

feedback effects (Curie temperature, dilatation, magnetostriction, electrical

insulation deterioration versus time, etc.).

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The second finding was that PCM (Phase-Change Materials),

like Waxoline base fillers, absorb a much higher amount of heat

thanks to the enthalpy with a total temperature 85°C cooler

than just air.

The third finding was that, benchmarked by supplier, the

company that made a customized solution for PREMO with

superior performance in almost all categories to the better

known suppliers is KADION. This proved that a customized

thermal solution can provide better performances at a lower

cost than the market standards.

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ÌÌ Comparison of cooling performances of

different compounds

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The next very important finding is that there is no direct

correlation between thermal conductivity and actual

stabilization temperature as thermal diffusivity, specific

heat, electrical conductivity (eddy currents) and minimum

wall thicknesses are very relevant aspects besides thermal

conductivity to achieve the lowest possible combination of

series thermal resistance.

Finally, we have determined through testing that the most

expensive thermal conductive compound does not at all mean it

provides the best performances in terms of actual stabilization

temperature in real conditions.

Today, PREMO uses and recommends the CoolMagTM resin

references developed in collaboration with KADION which

has shown the best compromise between thermal as well as

mechanical performance, and also in terms of cost.

TYPICAL PROPERTIES*

Appearance

Viscosity, cps@ 25ºC

Ratio

Pot Life (min)

CUred time (min)(125ºC)

COOLMAG 28

Rersin

COOLMAG 28

Hardener

COOLMAG 28

Mixed

Beige Liquid

3200

1

Beige Liquid

3200

1

Beige Liquid

2400

40

60

TYPICAL CURED PROPERTIES**

Termal conductivity, W/mk (Hot Disc Transiet Method)

Hardness (Shore A, UNE-ISO 7619-1:20111)

Tensile Strenght, N (ISO 37:2011)

Elongation at Break, % (ISO 37:2011)

Water Absorption % (ASTM D570-98:2018)

**Property values represent typical results only and are not be considered sperdifications.

Cure schedule of 60 minutes at 125ºC.

1,5

42

11,25

50

0,04

ÌÌ Fully finished unit with integrated

CoolMag™ compound encapsulation

Wireless Charging07

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Wireless ChargingPREMO also works on new series of compact secondary coils

for wireless charging as the WC-RX-Series, that boosts high

efficiency and durability.

In Wireless Power Transfer (WPT) systems for EVs, the

secondary coils (also known as the receiver antenna) are

installed on the vehicle, while the primary coils are installed

on the floor. When the EV is parked in the correct spot, energy

flows from the primary coils to the secondary coils, allowing the

vehicle to charge.

WPT is convenient, but conventional ferrite cores found in high-

frequency transformers are too fragile for EV applications. Over

the past three years, PREMO thought to create a technology

that can support EV WPT in the range of 90 kHz. It sourced €1

million in public and private funding and gathered a team of

scientists from various universities and research institutes to

join its own team of materials scientists.

The result, PREMO’s WC-Rx-Series, provides high-efficiency

power transfer (above 95%) by combining and optimizing the

coil (composed of Litz wire) with a flexible-core configuration

that avoids air gaps and reduces heating areas. The magnetic

core itself combines Flex-Ferrite blocks with PBM (Soft-Polymer

Bonding Magnetic).

ÌÌ Simulation of the magnetic field in a WPT system

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PREMO says the secondary coil boasts a high Q-factor and

high reliability. The 7.7kW model shows a 94.5% efficiency, 20%

K-factor and 12uH mutual inductance. Samples of the 7 to 11kW

models will be available by the end of 2019. Samples of the

22kW model will be available by Q1 2020.

ÌÌ PREMO WC-Rx-Series offers the best

robustness and efficiency

PREMO Wireless Charging Solution

Premo Test Lab08

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Premo Test Lab

ÌÌ PREMO power test bench

ÌÌ PREMO advanced characterization means

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www.grupopremo.com

ÌÌ Load test : cooling capabilities

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About the Author

Patrick FouassierÌÌ R&D Manager Inductive Components PREMO FRANCE

Patrick holds a degree in Engineering, as well as a PhD in

Electrical Engineering. He has more than 20 years of experience

in magnetic components related to signal and power electronics.

He studied at Grenoble INPG/ENSE3 engineering school and

did his thesis in the G2ELab close to the Alps. After his prior

position as R&D Manager at MICROSPIRE (now part of EXXELIA

Group), a French company oriented towards professional

markets like defense, avionics and space, he joined the Spanish

PREMO Group in 2008 when participating in the creation of the

PREMO FRANCE office located in the Grenoble area.

Now his activity within his team is fully focused on the

development and project management of innovative solutions

for the automotive sector with components for battery chargers

and DC/DC converters from some kW to tens of kW used in

new electrical and hybrid cars.

His R&D expertise is renowned on a worldwide scale and in a

fully multidisciplinary context: from customer technical support

to internal training.

PREMO S.L.Severo Ochoa 47

Parque Tecnológico de Andalucóa

29590 Campanillas - Málaga - Spain

+34 951 231 320

+34 609 556 716

Jorge Hermoso Global Sales Manager

[email protected]

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Innovative Inductive Components for xEVs Switch Mode Power ... · INNOVATIVE OMPONENTS OR S CHED-MODE WER 3 Abstract The aim of this e-paper is to present the PREMO global and more