1578 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO.

5, MAY 2009

Novel Forward–Flyback Hybrid Bidirectional

DC–DC Converter
Fanghua Zhang, Member, IEEE, and Yangguang Yan

Abstract—This paper presents a novel topology named

forward–flyback bidirectional dc–dc converter (BDC), which is
a hybrid of forward and flyback converters. The windings of
forward and flyback transformers are connected in series on the
primary side and in parallel on the secondary side. The proposed
converter has no startup problem and no high voltage spikes
on the switches, which otherwise are inherent for current- and
voltage-fed-type bidirectional converters. It is easy to achieve soft
switching by proper control and design. The built-in flyback trans-
former acts as a filter inductor, so the current ripple is smaller
than flyback BDCs. In this paper, the operation principles and
characteristics of the proposed topology are analyzed in detail. The
advantages aforementioned are verified with experimental results
of a 300-W prototype.
Index Terms—Bidirectional, converter, dc–dc, forward–flyback.

I. I NTRODUCTION

B IDIRECTIONAL dc–dc converters (BDCs) are increas-

ingly needed in applications such as uninterruptible power
supplies, electric vehicles, and energy-storage systems [1]–[4].
Fig. 1. Three types of existing isolated BDCs.

In the cases where isolation is required, most of the existing
BDCs fall into three types as shown in Fig. 1.
Fig. 1(a) shows one type of BDC that applies voltage sources
on both input and output terminals [5], [6]. The leakage in-
ductance is used for storing and transferring all the power,
demanding better manufacturability and performance of the
transformer. Fig. 1(b) shows another type characterized by a
current-fed high-frequency (HF) inverter/rectifier on one side
of the HF transformer Tr and a voltage-fed HF rectifier/inverter
on the other side [7]–[9]. The current-fed converters have
some severe performance limitations, i.e., lack of self-starting
capability and high voltage spikes on the switches [9], [10]. The
purpose of using a startup circuit for a current-fed converter is to
establish an initial output voltage before the converter operates
in the normal boost mode. The initial output voltage should
not be lower than the input voltage (reflected). Otherwise, over
current of the boost inductor may occur in the startup process.
An additional flyback winding, coupled with the boost choke,
is needed to implement the startup function. The proposed
BDC has a built-in flyback converter, so there is no startup
problem. Moreover, an active or a passive clamping circuit
is needed because the transformer leakage inductance causes
high transient voltage across the main switches in current-
fed converter. The switches of the proposed converters have
smaller voltage spikes, for the energy that causes the spikes
is less than that in current-fed ones. Fig. 1(c) shows flyback-
type BDC, which is usually applied in low-power applications
[11], [12]. High current ripple is a severe drawback of the
flyback converter. Large input and output filters are required to
improve the performance. Interleaving is an effective but com-
plex concept to improve the performance [13], [14]. The built-
in flyback converter acts as a filter inductor in the proposed
BDC; therefore, the current ripple is smaller than the flyback
counterpart.
The operation principles of an active-clamped forward–
flyback BDC are discussed in Section II. Design considera-
tions are studied in Section III. Section IV gives a family
of forward–flyback hybrid BDCs. Experimental results of a
300-W prototype are presented in Section V, followed by the
conclusions.

Manuscript received June 6, 2008; revised June 9, 2008, August 21, 2008,
and October 9, 2008. First published November 18, 2008; current version
published April 29, 2009. This work was supported by the National Basic
Research Program of China under Grant 2007CB210303.
The authors are with the College of Automation Engineering, Nanjing
University of Aeronautics and Astronautics, Nanjing 210016, China (e-mail:
zhangfh@nuaa.edu.cn).
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TIE.2008.2009561
II. O PERATION P RINCIPLES OF F ORWARD –F LYBACK BDC
A. Proposed Topology
The active-clamped forward–flyback BDC is shown in Fig. 2.
The windings Np1 and Np2 are in series on the high-voltage
side; Ns1 and Ns2 are in parallel on the low-voltage side.
The turns ratios of the forward transformer T1 and the flyback

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 ZHANG AND YAN: NOVEL FORWARD–FLYBACK HYBRID BIDIRECTIONAL DC–DC CONVERTER
Fig. 2. Proposed active-clamp forward–flyback hybrid BDC.
Fig. 3. Equivalent circuit in backup mode.
transformer T2 are n1 and n2 , respectively. Cc1 is the clamping
capacitor, Llk represents leakage inductance of T1 and T2 ,
S1 −S4 are power switches, and D1 −D4 are antiparallel diodes
of S1 −S4 . C1 −C4 are intrinsic capacitors of S1 −S4 . It has
both charging and backup modes, depending on the power flow
of the converter.
B. Operation Principles
In charging mode, S1 and S2 are main power switch and
clamping switch, respectively. S3 and S4 are working as diodes
D3 and D4 (or synchronous rectifiers). The proposed BDC
works as a conventional forward–flyback converter. A compre-
hensive study of this converter has been presented in [15]–[17].
The power flows from the battery to the bus if the bus voltage
is lower than some certain set voltage. In backup mode, S3 and
S4 are main power switches, S2 is clamping switch, and S1
serves as a diode D1 (or synchronous rectifier). Fig. 3 shows
the equivalent circuit in backup mode.
1) Feasible Switching Points for S4 : Suppose that the
driving signal of S3 is strictly complementary to the driving
signals of S2 and S4 ; there will be two operation stages.
Stage 1) S4 is on; the energy is stored in T2 ; and at the
same time, T1 will be demagnetized by the voltage
of Cc1 .
Stage 2) S4 is turned off while S3 is simultaneously turned
on; the energy stored in T2 plus the energy obtained
via T1 is being transferred from the battery to
the bus.
But in fact, the driving signals of S2 and S3 are complemen-
tary with proper dead time, and the driving signals of S3 and S4
cannot be complementary as supposed. Fig. 4(a) shows possible
switching points for S4 . Possible turn-on points are “a” to “c”
and “d” to “f” are the possible turn-off points. During the off
duty of S4 , Np2 can be seen as a current source. Moreover,
during the off duty of S3 , Np1 can be also seen as another
current source. If the gate signals of S3 and S4 have dead time,
the two equivalent current sources with different initials will be
connected in series! This cannot be accepted in circuitry theory.
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1579
Hence, only “a” and “f” are the feasible switching points of S4
[Fig. 4(b)].
2) Operation Stages in Backup Mode: There are nine stages
in backup mode. Key waveforms are shown in Fig. 4(b),
and equivalent circuits for each interval are shown in Fig. 5.
Vgs2 −Vgs4 are driving signals of S2 −S4 ; is3 and ip1 are the
currents flowing through the transformer windings Ns1 and
Np1 . im1 and im2 are the magnetizing currents of T1 and T2 ;
Vds1 is the voltage across the diode D1 .
Stage 1) [t0 − t1 ] At t0 , S3 is on, and S4 is zero-voltage
turn-off because C4 limits the rising rate of Vds4 .
The inductance of Np2 acts as the filter inductor.
The magnetizing current of T1 , im1 , increases
to the first quadrant, and the current of T2 , im2 ,
decreases. The energy stored in T2 plus the energy
obtained via T1 is being transferred from the bat-
tery to the bus.
Stage 2) [t1 − t2 ] At t1 , S4 is turned on. im2 increases,
the energy is stored in T2 . im1 increases with the
same slope as in stage 1). The reflected voltage of
Np1 and Np2 equals to (n1 − n2 )Vbat , which is
lower than Vbus . The current flowing through Llk
decreases to zero at t2 .
Stage 3) [t2 − t3 ] The diode D1 is turned off naturally.
Because the reflected load current flowing through
the windings Ns1 decreases to zero, S3 is turned
off with only magnetizing current of T1 at t3 .
Stage 4) [t3 − t4 ] After S3 is turned off, im1 charges the
capacitor C3 and discharges the capacitor C2 . The
voltage across C2 decreases to zero at t4 .
Stage 5) [t4 − t5 ] The magnetizing current flows through
D2 ; S2 can be turned on at t5 under zero-voltage-
switching (ZVS).
Stage 6) [t5 − t6 ] The voltage across Np1 , which is clamped
at Vcc1 − n2 Vbat , demagnetizes the forward trans-
former T1 . im2 increases, and the energy is stored
in T2 .
Stage 7) [t6 − t7 ] At t6 , S2 is turned off with C2 snubber.
The magnetizing current of T1 discharges C1 and
charges C2 , and the voltage across Np1 increases
to n1 Vbat at t7 .
Stage 8) [t7 − t8 ] The magnetizing current flows through
D3 after t7 , so the voltage across the switch S3
is zero. In fact, there is no load current flowing
through S3 . Therefore, S3 achieves zero-current
ZVS (ZCZVS) at t8 .
Stage 9) [t8 − t9 ] S4 is zero-voltage turn-off at t9 (t0 ), and
the next switching cycle begins.
III. D ESIGN C ONSIDERATIONS
A. Basic Equations
During stage 1) in backup mode, part of the energy is
transferred via T1 to the bus, and the other part is stored in T2 .
As shown in Fig. 4(b), the effective duty ratio is defined as
D = TS3 ∗S4 /Ts . (1)
 1580
Fig. 4. Key waveforms in backup mode. (a) Possible switching time of S4 . (b) Key waveforms in backup mode.
1) Input–Output Relationship: The steady-state relationship
between output and input voltages can be derived from voltage-
seconds balance of the transformer T2
Vbus = [n1 D + n2 (1 − D)] Vbat /D.
The equation can be simplified when the two transformers
have the same turns ratio as n
Vbus = nVbat /D.
2) Clamping Voltage Vcc1 : The voltage across Cc1 can be
obtained from voltage-seconds balance of T1
Vcc1 = DVbus /(1 − D).
3) Power Allocation of the Two Transformers: The power is
transferred via the transformers to the other side when the diode
D1 is on. The distribution proportion of the transferred power
in the two transformers is proportional to the voltage across the
windings Np1 and Np2 when D1 is on, for Np1 and Np2 are
connected in series. The proportion of power transferred in the
forward transformer is
PT 1 /PTotal = n1 Vbat /Vbus
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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO. 5, MAY 2009
where PT 1 is the power transferred via T1 and PTotal is the total
power transferred to the bus.
As we know, the forward converter has higher efficiency than
the flyback converter for its smaller leakage inductance and
(2) lower magnetizing current. If T1 has higher turns ratio, the
converter will transfer more power efficiently. The proposed
bidirectional converter is more suitable for higher power ap-
plications than the flyback counterpart.
(3) 4) Current Ripple in Battery: Ibat decreases during stage 1),
and the change in Ibat is
Δ(Ibat )− = n1 (1 − D)Vbat Ts /(n2 Ls2 ). (6)
(4) Ibat increases during the off duty of S4 , and the change in
Ibat equals to
Δ(Ibat )+ = (1 − D)Vbat Ts /Ls2 (7)
where Ls2 is the inductance of Ns2 . As can be obtained from
(6) and (7), Δ(Ibat )− is equal to Δ(Ibat )+ when n1 is equal
to n2 .
T1 and T2 absorb energy from the battery alternately, so the
(5) output (and input) current of the battery is continuous. The
 ZHANG AND YAN: NOVEL FORWARD–FLYBACK HYBRID BIDIRECTIONAL DC–DC CONVERTER 1581

Fig. 6. Control scheme for the proposed BDC. (a) Block diagram of the
control scheme. (b) Gate signals of the switches, Sas1 and Sas2 are analog
switches.

current ripple in the proposed bidirectional converter is small.

It is a desirable feature for a battery-type voltage source.

B. Control Scheme
Fig. 6(a) shows the block diagram of the control scheme for
the proposed BDC [18]. The commercial IC UC3525 is used
as the pulsewidth-modulation controller. When the bus voltage
is higher than some certain set voltage, the BDC operates in
charging mode. The output of operational amplifier OP1 is
negatively saturated, for the feedback voltage Vbus−f is al-
ways higher than the reference voltage Vref−bus . Therefore, the
charging current is given by VI−lmt−char , which is a negative
value. The converter is controlled by single current loop in
charging mode. When Vbus is lower than Vset , the BDC operates
in backup mode. With the average current-mode control, the
battery provides energy to obtain a stable bus voltage.
Fig. 6(b) shows the logic of the gate signals of the proposed
converter’s switches. When the bus voltage is higher than the
set voltage, the analog switches (Sas1 and Sas2 ) are put on “a”
channel; they are put on “b” channel otherwise. The commer-
cial IC CD4053BC is used for the analog switches. There is
no need for control of startup process, so the control scheme is
simpler than current- and voltage-fed-type BDCs. Although it
is more complicated than a flyback BDC, it is simpler than an
interleaving flyback BDC.

IV. F AMILY OF F ORWARD –F LYBACK BDCs

The operation principles of active-clamp forward–flyback
BDCs are proposed as an example in this paper. In fact, forward
and flyback converters have many kinds of reset and clamping
Fig. 5. Equivalent circuits for each stage in backup mode. circuits [19]–[22], so a family of the hybrid forward–flyback

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 1582 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO. 5, MAY 2009

TABLE I
SPECIFICATION AND DESIGN PARAMETERS OF THE BDC

Fig. 7. Family of forward–flyback hybrid BDCs.

BDCs can be derived. Fig. 7 shows a family of forward–flyback

hybrid BDCs.
Generally, topologies in Fig. 7(a)–(g) are used in the high-
voltage side for reducing the voltage stress of the switches;
topologies in Fig. 7(h)–(m) are used in the low-voltage side for
improving the current ripple of the battery.

V. E XPERIMENTAL R ESULTS
A prototype is built to verify the performance of the proposed
BDC. The specification and the parameters of the prototype are
listed in Table I.

A. Soft Switching
Fig. 8(a) and (b) shows experimental waveforms in charging
mode. The converter operates at Vbus = 155 V, Vbat = 15 V,
and Ibat = 3.5 A. Two channels of Fig. 8(a) are gate–source
voltage (Vgs1 ) and drain–source voltage (Vds1 ) of S1 . Two
channels of Fig. 8(b) are gate–source voltage (Vgs2 ) and drain-
Fig. 8. Experimental waveforms of soft switching. (a) Waveforms of S1 in
source voltage (Vds2 ) of S2 . The waveforms in Fig. 8(a) and (b) charging mode. (b) Waveforms of S2 in charging mode. (c) Waveforms of S3
shows that S1 and S2 are all ZVS. in backup mode. (d) Waveforms of S4 in backup mode.

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 ZHANG AND YAN: NOVEL FORWARD–FLYBACK HYBRID BIDIRECTIONAL DC–DC CONVERTER 1583

Fig. 9. Experimental waveforms of current ripple in battery.

Fig. 10. Startup process in backup mode.

Fig. 8(c) and (d) shows experimental waveforms in backup Fig. 11. Current flows through Ns1 and Ns2 in charging mode. (a) n1 and
mode. The circuit operates at Vbat = 14 V, Vbus = 150 V, and n2 are equal to 4.5. (b) n1 and n2 are equal to 6 and 3, respectively.
Ibus = 0.75 A. Three channels of Fig. 8(c) are gate–source
voltage (Vgs3 ), drain–current (Is3), and drain-source voltage
(Vds3 ) of S3 . S3 is ZCZVS. Two channels of Fig. 8(d) are
gate–source voltage (Vgs4 ) and drain-source voltage (Vds4 ) of
S4 . The waveforms in Fig. 8(d) show that S4 is ZVS.

B. Current Ripple in Battery

The flyback transformer absorbs energy from the battery
during S4 is on. The forward transformer absorbs energy from
the battery and transfers it to the bus during S3 is on. Therefore,
the output current of the battery is continuous in backup mode.
Similar processes occur in charging mode. Energy is transferred
to the battery via Ns1 and D3 during S1 is on, and the stored
energy of T2 is transferred to the battery via Ns2 and D4 during
S1 is off.
Fig. 9 shows experimental waveforms in backup mode. The
converter operates at Vbat = 12 V, Vbus = 149.8 V, and Ibus = Fig. 12. Overall efficiency of the proposed BDC with different turns ratios
1.5 A. Three channels of Fig. 9(a) are gate–source voltage of of the forward and the flyback transformers. (a) Efficiency curves in charging
S1 (Vgs1 ), gate–source voltage of S2 (Vgs2 ), and discharging mode at Vin = 160 V. (b) Efficiency curves in backup mode at Vin = 12 V.
current of battery (Ibat ). The output current of the battery is
continuous owing to the alternately working of T1 and T2 .
Therefore, the current ripple of the battery is smaller than D. Power Allocation and System Efficiency
flyback-type BDC; hence, the input filter is no longer needed Fig. 11 shows the current flowing through the secondary
in the converter. windings of T1 and T2 in charging mode. The converter op-
erates at Vbus = 155 V, Vbat = 12.4 V, and Ibat = 20 A. The
turns ratios of T1 and T2 are 4.5 : 1 in Fig. 11(a), and they are
C. Startup Process
6 : 1 and 3 : 1, respectively, in Fig. 11(b). The first channel in
Fig. 10 shows the startup process in backup mode. The Fig. 11 is driving signals of synchronous rectifier S3 (Vgs3 ).
converter operates at Vbat = 12.4 V, Vbus = 150 V, and Ibus = The other two channels of Fig. 11 are the current flowing
1.2 A. The proposed converter has a built-in flyback converter, through the windings Ns2 and Ns1 , respectively (IN s2 and
so there is no startup problem. Although the current-fed con- IN s1 ). The current in forward transformer windings Ns1 is
verter need an additional flyback winding and more complex larger than that in flyback transformer windings Ns2 , so T1
control scheme for implementation of the startup function [8], transfers more power than T2 . The system efficiency improves
[9], [17]. approximately 0.5% at full load, which is shown in Fig. 12.

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 1584
Fig. 12 shows the efficiency curves of the converter.
Fig. 12(a) and (b) shows the efficiency curves in the charging
and backup modes, respectively. When the transformer turns
ratios n1 , n2 are equal to 4.5, the efficiency curve shows in
solid line. While n1 is equal to six and n2 is equal to three,
the efficiency curve shows in dashed line. When the forward
transformer transfers more power, the converter has higher
overall efficiency.
VI. C ONCLUSION
Forward–flyback BDCs have been proposed in this paper.
Conclusions are summarized as follows.
1) Compared with current- and voltage-fed-type BDCs, they
have smaller voltage spikes on switches; moreover, they
have no startup problems and, therefore, additional fly-
back windings coupled with the boost chokes are no
longer needed.
2) Compared with flyback-type BDCs, the proposed BDCs
have smaller current ripples on parallel-winding side,
which is a valuable merit in battery charging and dis-
charging applications.
3) Soft switching of all switches, plus the proper design of
the two transformers’ turns ratios, helps to improve the
conversion efficiency and power density.
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Fanghua Zhang (M’05) was born in Shandong
Province, China, in 1976. He received the B.S. de-
gree in automation and electrical engineering from
Jinan University, Jinan, China, in 1999, and the Ph.D.
degree in electrical engineering from Nanjing Uni-
versity of Aeronautics and Astronautics (NUAA),
Nanjing, China, in 2004.
In June 2004, he became a Lecturer with the
College of Automation Engineering, NUAA, where
he has been an Associate Professor since March
2006. His research focuses on dc–dc converters,
high-performance aeronautical static inverters for aerospace applications, and
power-electronic systems stability and power quality.
Yangguang Yan was born in Zhejiang Province,
China, in 1935. He received the B.S. degree in elec-
trical engineering from Nanjing Aeronautical Insti-
tute, Nanjing, China, in 1958.
He is currently a Professor with the College of Au-
tomation Engineering, Nanjing University of Aero-
nautics and Astronautics, Nanjing. His main research
interests include aeronautical power supply systems
and secondary power supplies for aircraft.