A Comprehensive Review

on Non-isolated Bidirectional DC–DC

Converter Topologies for Electric Vehicle
Application

V. Mounica and Y. P. Obulesu

Abstract This paper provides a comprehensive review of bidirectional non-isolated

DC–DC converter topologies for electric vehicle application. Various non-isolated
bidirectional DC–DC converters are thoroughly investigated and comparison among
certain converter topologies is made. In this paper, only non-isolated DC–DC
converters are considered because of less complexity and easy for implementation.
Extensive literature work is carried out from latest reputed journals in the year 2018
and 2019 to know up-to-date research on non-isolated DC–DC converters for EV
applications. Hybrid energy sources such as super capacitors, fuel cell, and a battery
to provide integrate power supply to electric vehicle through bidirectional DC–DC
converter. In this paper, design flexibility, wide voltage gain, and high conversion
efficiency of the converters in addition to the merits and demerits of each converter
topology are considered. Further comparison among different converter topologies
is also made to understand salient features of each converter circuit.

Keywords Bidirectional non-isolated type of DC–DC converter · Electrical

vehicle · Hybrid energy sources

1 Introduction

Bidirectional DC–DC converters play a vital role in power flow control among
different energy sources like super capacitors, batteries, etc. Electric vehicle power
train using hybrid energy sources like fuel cells, batteries, and super capacitors plays
a major role in pollution-free environment [1]. To integrate hybrid energy sources to
electric vehicle, an interface circuit is required. A bidirectional DC–DC converter act
as an interface circuit to control the bidirectional power flow among multiple energy
sources and a DC link. A highly efficient bidirectional DC–DC converter helps to

V. Mounica (B) · Y. P. Obulesu

School of Electrical Engineering, Vellore Institute of Technology, Vellore 632014, India
e-mail: v.mounica2018@vitstudent.ac.in
Y. P. Obulesu
e-mail: yp.obulesu@vit.ac.in

© Springer Nature Singapore Pte Ltd. 2021 2097

V. Komanapalli et al. (eds.), Advances in Automation, Signal Processing, Instrumentation,
and Control, Lecture Notes in Electrical Engineering 700,
https://doi.org/10.1007/978-981-15-8221-9_195
2098 V. Mounica and Y. P. Obulesu

attain high voltage conversion ratio, high efficiency, better performance of electric
vehicle (EV) in acceleration, deceleration, and braking. Bidirectional converters are
divided into two types [2, 3].
(1)Isolated DC–DC bidirectional (BDC) converters.
(2)Non-isolated DC–DC bidirectional (BDC) converters.
In [4], a flyback-isolated bidirectional DC–DC converter was proposed, this circuit
topology is simple, zero voltage switching (ZVS) condition is developed by all the
power semiconductor switches but the structure of the converter has an issue with,
higher voltage stresses across switches and efficiency of the converter is also low. In
[5, 6], half-full bridge bidirectional DC–DC converter are proposed; this topology
requires a high frequency transformer for controlling of duty ratios in input and output
sides. In [7], dual active bridge bidirectional DC–DC converters were developed; it
can attain ZVS condition with phase shift control but the converter structure suffers
from more power loss and high circulating energy. In [8, 9], resonant converter-based
bidirectional DC–DC converters with ZVS and ZCS feature were developed with
all the active power switches in converter structure. This converter structure requires
complex control which effects the efficiency. These converters provide higher voltage
gain, higher efficiency, less stress on active switches.
In [10] buck-boost bidirectional DC–DC converters was implemented. It has a
simple circuit, voltage gain of the converter is high, and less current stress in input
and output side. In [11], multilevel bidirectional DC–DC converters has proposed
that has flexibility in structure of the converter, but bidirectional power flow control
is complex. In [12], coupled inductor and coupled capacitor bidirectional DC–DC
converters were proposed, common ground type H-bridge bidirectional DC–DC
converter and asymmetric H-bridge bidirectional DC–DC converter, voltage clamped
bidirectional DC–DC converters were also proposed; these converters have reduced
switch count, less cost, less complexity but synchronous rectification process is
required to attain ZVS condition. These circuit topologies have high flexibility in
structure, less complexity, wide voltage gain range, bidirectional power flow control,
and high efficiency. Bidirectional DC–DC converter with hybrid energy sources in
electric vehicle overall system is shown in Fig. 1.
In this paper, comprehensive overview of different non-isolated bidirectional
topologies for electric vehicle application has been carried out to focus on future
research on this area. The advantages and disadvantages of each converter circuits
are mentioned clearly. The comparison of different topologies is made based on effi-
ciency, switching components, and voltage gain. Extensive literature review has been
carried out on latest reputed publications. So that, one can know the latest happenings
in this area of research work globally.
A Comprehensive Review on Non-isolated … 2099

Tire

Vehicular Energy and Power Management Units

Main
Energy
Proposed Storage
Bidirectional
DC-DC
Converter Auxiliary
Energy
Propulsion Driving
Storage
Motor Inverter
DC-
BUS DC-DC
Converter Fuel Cell

Super
Capacitor

Tire

Fig. 1 Bidirectional DC–DC converter with hybrid energy sources in EV

2 Non-isolated Bi-directional DC–DC Converters

2.1 Modified Hybrid Bidirectional Converter (BDC)

In [3], Yun Zhang et al. implemented a modified hybrid-switched capacitor cell and
a switched quazi z-source network BDC converter. The circuit topology is given in
Fig. 2.
Circuit model has five bidirectional power semiconductor switches, two inductors,
and six capacitors. In this paper, the electric drive train consists of bidirectional DC–
DC converter, ultra-capacitor, and battery pack [4]. Cost analysis of the energy storage
system is given in Table 1.
The battery pack and ultra-capacitor help to attain high voltage to maintain voltage
of the DC bus and to provide sequential power during the process of starting, braking,

Switched quazi z-source network

C2
L1 S2 L2 S3
IL1 IL2

D3 C4
D2 Vhigh
C3 D4
Vlow Clow S1 D1
C1
D5 S5 S4
C5

Switched capacitor cell

Fig. 2 Modified hybrid BDC converter

2100 V. Mounica and Y. P. Obulesu

Table 1 Cost analysis of energy storage system

Energy source system Component cost Sources operating cost Sources maintenance cost
One battery pack Low High High
Battery pack and High Low Low
ultra-capacitor (UC)

Switched quazi z-source network

C2
L1 S2 L2 S3

D3
D2
V low C low S1 D1 C4 Vhigh
C1

Fig. 3 Switched quazi z- source BDC with common ground

and acceleration of electric vehicle [5]. The converter has low voltage stress across
semiconductor switches. Authors developed a 400 W prototype converter to validate
converter topology.

2.2 Switched Quazi-Z-Source BDC with Common Ground

In [16], Yun Zhang et al. proposed switched quazi z-source BDC converter with a
common ground. The developed model of the DC–DC converter is shown in Fig. 3.
The converter has simple structure which consists of three switches, four capacitors,
and two inductors.
In this topology, the low voltage rated, low on-state resistance switches are selected
to improve the overall efficiency. However, this converter has limited voltage gain
range, it can meet the requirement of application in electric vehicles (EV’s). The
dv/dt issues in input ground, output ground can be avoided by an absolute common
ground [17, 18]. Authors developed a 3 kW prototype to validate the feasibility of
proposed topology with a V high = 240 V, V low = 40–120 V.

2.3 Switched Capacitor BDC with Hybrid Energy Sources

In [12] Yung Zhang et al. developed a switched capacitor structure with hybrid energy
sources. The developed converter is given in Fig. 4.
A Comprehensive Review on Non-isolated … 2101

Vc1
Step up
Step down C1
L i low S2 S3 S4 i high

D2 D3 D4
S1
Vlow Clow D1 C2 V c2 C high V high

Fig. 4 Switched capacitor BDC with hybrid energy sources

This topology has an advantage of higher range of voltage in boost and buck
mode with a smaller number of switches and better utilization of switching devices
[3]. Extra hardware requirement for turn on and turn off at zero voltage switching
conditions can be eliminated by synchronous rectification process [2].
Therefore, the efficiency is improved. Authors implemented a 300 W prototype
using 40–100 V in low voltage side to supply a constant 300 V at high voltage side.
Converter maximum efficiencies are 94.39% and 94.45% in boost and buck mode,
respectively.

2.4 Interleaved Switched Capacitor BDC Converter

Yung Zhang et al., in [13], designed interleaved switched capacitor bidirectional

DC–DC converter circuit. The circuit topology is shown in Fig. 5.
In comparison to the two-phase novel interleaved bidirectional DC–DC converter
circuit referred in [13] and bidirectional 3-level DC–DC converter structure given

L1 D4
i low i L1 i high

D1 S4 C2
Vlow Clow S1 VC2
Vhigh

Step up D3
D2 S3 C3
Step down L2 D5
S2 V C1 V C3

i L2 C1 S5

Fig. 5 Interleaved switched capacitor BDC converter

2102 V. Mounica and Y. P. Obulesu

S2 i S2
i in C1
ic1
VC1
L iL
Vhigh
Vlow
i out
S1 iS1
C2
ic2
VC2
S3 iS3

Fig. 6 Reduced switch count hybrid BDC converter

in [5], the proposed circuit in [3] attains less ripples in current, lower voltage stress
across semiconductor devices, and higher voltage gain because, the input ground and
output ground are connected by capacitor rather than MOSFET switching device. The
synchronous rectification process helps to attain high efficiency. 1.0 kW prototype
was developed by authors with input side of 50–120 V to provide a constant voltage
of 400 V at output side to validate merits of the proposed topology.

2.5 Reduced Switch Count Hybrid BDC Converter

In [14], Shouxiang Li et al. modelled a hybrid BDC converter with less number
of components. The proposed converter is given in Fig. 6. A hybrid converter was
proposed in [7] that has a normal duty cycle of 0.67. This converter has an issue
with overall efficiency if the battery parameters changes. To overcome this issue, in
[6], a hybrid converter topology was proposed which is based on a hybridization of
switched capacitor circuit and a switched inductor circuit with reduced switch count.
The duty cycle is 0.5. Based on the inductor, the ripples in input current and peak
charging current are low. Therefore, the overall efficiency is high, and the converter
has wide range of input voltage. Authors implemented a 42 and 14 V converter
prototype for 20–120 W to evaluate the performance of the proposed converter.

2.6 Two Half Bridge Cells Soft Switching BDC Converter

Hyeonju Jeong et al. developed a combination of two half bridge cell soft-switching
BDC converter with high gain in [15]. The developed topology is illustrated in
Fig. 7. Two half bridge cells are placed through auxiliary capacitor and two output
A Comprehensive Review on Non-isolated … 2103

S4
S2 C2 VC2 IH
Lf Ca La i La
IL i Lf
Vhigh
V Ca
V bc S3
Vlow S1
CL
C1 VC1

Fig. 7 Two half bridge cells soft-switching BDC converter

capacitors are inserted in series to get a high step up gain. This converter has design
flexibility, wide voltage range, increased soft switching range, and same voltage
rating components when compared to soft-switching bidirectional DC–DC converter
circuit with pulse width modulation (PWM) control as proposed in [2]. Authors
developed a 3 kW laboratory prototype to validate the performance of proposed
converter.

2.7 Three-Level Current-Controlled BDC Converter

Xinan Zhang et al. implemented a new 3-level model predictive current-controlled

bidirectional DC–DC converter in [16]. Figure 8 shows the implemented converter
circuit diagram. The above circuit can effectively integrate the energy storage devices
such as battery and super capacitor (SC). Due to the three voltage levels, the ripples
of inductor current can be mitigated. So that, the converter can provide flexibility
for independent regulation of energy storage systems (battery and SC). The rating of

DC Bus L1 i L1 L2 i
L2

SA1 SB1
C1 SA2 i UC
Vbat
Vdc C UC
Vdc/2 SB2
C2 SA3
V UC

SA4
Stage 1 Stage 2

Fig. 8 Three-level current-controlled BDC converter

2104 V. Mounica and Y. P. Obulesu

Fig. 9 BDC converter with

common grounded
asymmetric H-bridge D1
S1

Vhigh Ch
S3 D3
L

D2
S2
S4 D4 iL
Ci Vlow
g

bidirectional switches is low. The finite set of model predictive type current control
(FS-MPCC) technique was used to keep constant switching frequency and to obtain
less complexity when compared to model predictive type current control (MPCC)
proposed in [7]. Authors constructed a 3-level DC–DC converter incorporating lead
acid batteries and super capacitors (SC).

2.8 BDC Converter with Common-Grounded Asymmetric

H-Bridge

In [17], Yun Zhang et al. developed a common ground BDC converter with asym-
metric H-bridge configuration. The proposed topology is shown in Fig. 9. This
topology consists of one LC energy storage devices, an asymmetric H-bridge with
common ground, and four bidirectional switches. This converter structure of the
converter eliminates the need of transformer as suggested in [5], a switched capac-
itor (or) a z-source impedance in [6] and coupled inductor networks in [7]. Authors
designed a 300 W converter prototype to evaluate the effectiveness of proposed
topology. The converter has maximum and minimum efficiencies of 93.5% and 94.7%
in the step-up and step-down modes of operation.

2.9 Capacitor Clamped H-Bridge Converter with Common

Ground

In [18], Huakun Bi et al. proposed a capacitor clamped common grounded H-

type BDC converter. Figure 10 shows the converter circuit diagram proposed
by the authors. This converter aims at reducing switching losses and eliminates
narrow pulses of pulse width modulated (PWM) voltage waveforms which results
in high voltage gain, good dynamic response, and improves efficiency [18]. Authors
validated the proposed topology with a prototype of 320 W.
A Comprehensive Review on Non-isolated … 2105

ilow L

iL
Step up
D1 Step down
S1 S3
D3

S4 ihigh
Vlow C1
Clow

Vc1
D4
D4 S4 Chigh Vhigh
S2 D2

Fig. 10 Capacitor-clamped H-bridge converter with common ground

3 Comparision

Comparison was made among different converter topologies based on number of

switching devices of the converter, efficiency in buck and boost mode of operation
and voltage gain of the converter. The comparision is presented in Table 2. Various
commercially available electric vehicles throughout the world are given in Table
3 in appendix. Table 3 provides an information about the model, battery capacity,
charging time, etc.

4 Conclusion

Bidirectional DC–DC converters are broadly classified as isolated and non-isolated

bidirectional DC–DC converters. The bidirectional DC–DC converters play a major
role in electric vehicles and renewable energy sources. As compared to isolated bidi-
rectional DC–DC converters, these non-isolated topologies give flexibility in struc-
ture of circuit, bidirectional power flow control, increased conversion efficiency,
reduced voltage stress across the active power switching devices. In this paper, a
comprehensive of non-isolated bidirectional DC–DC converter topologies for EV
application has been carried out along with merits and de-merits of each converter
topology. The comparison was made among different converter topologies and it
is presented in Table 2. Compared to all the non-isolated bidirectional DC–DC
converters, hybrid converters give less complexity in structure. Lower stress across
the switches can be achieved by interleaved converter topologies.

Table 2 Comparison between various bidirectional DC–DC converters
S. No Bidirectional DC–DC
converter
1 Converter [3]
2 Converter [6]
3 Converter [9]
4 Converter [11]
5 Converter [12]
6 Converter [13]
7 Converter [14]
8 Converter [18]
2106
Number of devices Efficiency (%) Voltage gain
(Boost/Buck)
Switches Inductors Capacitors Step up Step down
5 2 6 94.09/94.41 (2 + DBoost )/(1-DBoost ) DBuck /(3-DBuck )
3 2 4 96.44/96.24 (1 + DBoost )/ (1 –DBoost ) DBuck / (2 –DBuck )
4 1 4 94.39/94.45 2/(1-DBoost ) 2/1-DBuck
3 1 4 95.21/95.30 2/(1-Dboost ) 2/1-DBuck
3 1 4 97.78/97.62 (2-DBoost )/(1-DBoost ) (2-DBuck )/(1-DBuck )
4 2 4 97.4/97.6 2/(1-DBoost ) 2/(1-DBuck )
4 1 2 83/93.5 1/(1-DBoost ) 1/(1-DBuck )
4 3 1 94.80/95.30 1/(1-2DBoost ) (2DBuck -1)
V. Mounica and Y. P. Obulesu
A Comprehensive Review on Non-isolated … 2107

Appendix

See Table 3.

Table 3 Specifications of commercial electric vehicles

S.no Manufact-urer Top speed Nominal Range Battery charging time
Model
1 BMW (i3) 150 km/h (93 mph) 246 km 4–6 h with the 240 V
(153mi) charging unit or
(120A·h) 30–40 min at public
DC charging stations
(when charging from 0
to 80%)
2 Chevrolet (Spark 142 km/h (88 mph) 130 km/h (81 20 h,8 h @ 120 V AC
EV) mph) and 240 V AC
DC fast charging
30 min (80% of battery
charge)
3 Ford (Focus 135 km/h (84 mph) 185 km 30 h when charged
Electric) (115 mi) from 120 V, 5.5 h when
charged from 240 V
and 0.5 h charge to
80% with DC Fast
Charge
4 Hyundai (Ionic 185 km/h (115 mph) 169–250 km 4 h when charged from
Electric) (105–155mi) 240 V outlet. DC Fast
Charging, 33 min for
an 80% charge at
50 kW and 24 min at
100 kW
5 Kia (Soul EV) 145 km/h (90 mph) 150 km (93 mi) 4–5 h (208 V—6.6 kW:
4 h 50 min, 240 V -
6.6 kW: 4 h 10 min.)
6 Mahindra 82 km/h (53 mph) 110–140 km 5–8 h (Home socket:
(e20plus) (68–87 mi) 220 V, 16 A), 1.5 h
(Fast Charge:
Commercial 3-phase
AC, up to 12 kW)
7 Mahindra 85 km/h (53 mph) 110–180 km 6–8 h (Home Socket:
(e-Verito) (68–112 mi) 220 V, 16 A), 2.01 h
(Fast Charging: with
15 kW charger)
8 Mercedes-Benz 160 km/h (99 mph) 200 km 9 h when charging
(B-Class) (124 mi) from 220/240 V outlet;
2.4 h from 400 V
2108 V. Mounica and Y. P. Obulesu

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