## 1 Introduction  
In response to the mounting concerns regarding energy exhaustion and environmental contamination, there has been an increasing demand for environmentally friendly energy solutions in recent years. Consequently, Electric Vehicles (EVs) have emerged as an integral facet of the envisioned smart cities of the future [1, 2]. At present, the prevailing lithium batteries employed in EVs are characterized by a low energy density, substantial weight, and elevated cost. Hence, organic photovoltaic devices, postured as an emergent battery technology, are perceived to hold considerable developmental potential and have been the subject of proactive research endeavors [3, 4]. On the other hand, regarding the charging method for EVs, inductive power transfer (IPT) technology has the advantages of convenience, safety, reliability, etc. ; therefore, it has also attracted considerable societal attention [5, 6]. As shown in Figure 1, a typical IPT system includes a power supply, a power factor correction converter, an inverter, a compensation resonant network, a loosely coupled transformer (LCT), a rectifier, and a battery load. Because perfect alignment parking is a very difficult task for most drivers, several parking lots use parking limit blocks located at the rear of parking spaces to significantly reduce front-to-rear (\(Y\)-axis) misalignment. However, as mentioned in [7], the door-to-door (X-axis) misalignment between EVs is critical. Because it is rather inconvenient to adjust the X-axis misalignment when the EVs are parked, it is necessary to further improve the door-to-door misalignment performance. Meanwhile, to improve the efficiency of the IPT system for EVs, the main research directions currently include coil design, the compensation resonant network, power converters, corresponding control methods, and environmental performance reference. Particularly, compensation topologies are the most crucial part that affects system performance. Interestingly, four traditional topologies have successively emerged: series-series (S-S) [8; 9; 10], parallel-parallel (P-P) [11], parallel-series (P-S) [12], and series-parallel (S-P) [13]. Additionally, many scholars have also developed high-order compensation topologies [14; 15; 16; 17]. Among them, the double capacitances and inductance-series (LCCL-S) topology has been widely adopted. This is primarily because it can achieve good power stability and efficiency for a constant voltage (CV) output when charging EV batteries. The most attractive advantage of the LCCL-S topology is that it uses a small number of components, which can reduce the weight, size, and cost of the IPT system. Furthermore, optimizing the magnetic coupling structure is one of the key techniques to improve the misalignment tolerance of the IPT system. Therefore, several magnetic structures have been studied, such as the solenoid structure coil [18], the magnetic structure of the unipolar coil [19], the double-D (DD) structure coil [20], and the double quadrature (DDQ) structure coil [21; 22]. In [23], a new coil structure in which a large rectangular coil is connected in series with two small rectangular coils in a zigzag shape internally was studied. Small rectangular coils are connected back-to-back in series and are referred to as extended DD coils. More precisely, the advantage of an extended DD coil is that it maintains an almost uniform magnetic induction density when the EVs are charged in a misaligned state, which can greatly improve output power fluctuation. Meanwhile, to make the IPT system lighter and simpler, the compensation inductor is integrated with the transmitter coil [24; 25; 26; 27; 28]. [PERSON] et al. proposed two different methods for the integrated coil using the LCCL-LCCL compensation topology; one method involves integrating the compensation inductors into the unipolar main coils (IU method) [29], and the compensation inductors are bipolar coils.