Journal of Applied Science and Engineering, Vol.

25, No 3, Page 389-399 389

Modular Multi-Input Bidirectional DC to DC Converter for Multi-Source

Hybrid Electric Vehicle Applications
Kothandan Suresh1 , Harini Sampath 1 , Nallaperumal Chellammal1 , Satish R. Jondhale2 ,
and Chokkalingam Bharatiraja1*
1 Department of Electrical and Electronics Engineering, SRM Institute of Science and Technology, SRM Nagar, Kattankulathur,
603203, Kanchipuram, Chennai, TN, India
2 Department of Electronics and Telecommunication, Amrutvahini COE, Sangamner, India,
* Corresponding author. E-mail: bharatic@srmist.edu.in

Received: June 16, 2021; Accepted: Aug. 10, 2021

This paper proposes an integration of renewable energy sources based on a modular multi-input bidirectional
DC/DC buck-boost converter. The proposed four-port converter is realized with a reduced component count
and simplified control strategy, which makes the converter more reliable and cost-effective. Also, this converter
exhibits bidirectional power flow functionality, making it suitable for charging the battery during regenerative
braking of an electric vehicle or hybrid electric vehicle. Photovoltaic (PV) panel, battery, and ultra-capacitor are
the three different energy sources for the suggested topology. Dynamic modeling is derived, and the steady-state
performance of the converter is well analyzed in MATLAB/Simulink platform. Experimental results obtained
from a 100 W prototype model validate the performance of the proposed four-port bidirectional buck/boost
(FPB3 C) DC/DC converter.

Keywords: DC/DC multi-port converter, battery energy storage system (BESS), ultracapacitor (UC)
© The Author(’s). This is an open access article distributed under the terms of the Creative Commons Attribution License (CC
BY 4.0), which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and
source are cited.
http://dx.doi.org/10.6180/jase.202206_25(3).0004

1. Introduction

Increasing cost of fuel, pollution problems, and depletion

of fossil fuels are the main set backs of internal combustion
engine-powered automobiles. To overcome the issues men-
tioned above, automobile industries have started showing
interest in vehicles with alternate power sources. Therefore,
electric vehicles (EV) and plug-in hybrid EV are gaining
popularity nowadays. Thus, conversion of conventional ve-
hicular systems into electric, hybrid electric vehicles can be Fig. 1. Functional diagram of an electric vehicle system
achieved by adding energy storage units such as batteries
and ultra-capacitors. as batteries, ultra-capacitors, and solar panels can be used
The architecture of a typical electric vehicle is shown in to achieve high power in EV during acceleration and in
Fig. 1. The power system of an EV comprises of a DC/DC regenerative braking also. The exchange of energy between
converter, drive train, battery, ultra-capacitor, and solar such sources in EV can be controlled by the proper design
panel as primary source. A combination of diversified of power electronic converters.
sources having different voltage and power levels, such Researchers in various literatures have proposed differ-
390 Kothandan Suresh et al.

Table 1. Comparison Table of Proposed Multiport Bidirectional Buck-Boost Converter

with Other Conventional Similar Converters

No. of No. of No. of No. of No. of No. of

Topology of the Converters
Inputs Outputs Inductors Switches Diodes Capacitors
Consider conventional one boost converter
3 1 3 5 1 1
and two bidirectional buck-boost converter
Ref. [1] 1 1 1 4 - 1
Ref. [2] 3 1 3 5 3 1
Ref. [3] 3 1 2 4 5 2
Ref. [4] 3 1 2 4 4 2
Single input
→ Three output 2 5 1 2
Proposed Converter (FPB3 C) (or)
Three input
→ Single output

ent configurations of power electronic interfaces. In EV
systems, to connect variety of energy storage units and
sources, the use of a multi-input converter is inevitable as
it is simpler in structure and low cost when compared with
its counterpart, which uses several single input convert-
ers. A systematic approach of developing multi-input [MI]
topologies by decomposing the basic converter structure is
reported in [5, 6].
Different configurations of multilevel converter circuits,
including summation, subtraction, double circuit, half cir-
cuit, lifting and the inverting circuit are presented in [7,
8]. DC voltage sources having different magnitudes con-
nected in parallel through an active switch, power the load
individually using a coupling reactor. Such types of connec-
tions applicable to conventional and special converters are
suggested in [9–12]. A multiple-input power electronic con-
verter with on-board storage units operating in step-down
and step-up mode is discussed in [13, 14]. This converter
works to control the bidirectional power flow [15]. Nami et
al. [16] proposed a topological approach to the steady-state
and dynamic analysis of single-input multi-output (SIMO)
diode clamped boost converter.
A single inductor multi-input and multi-output (MIMO)
converter design is proposed for EV applications [17] with-
out an energy storage system. Different configurations
of multi-input (MI) power electronic converter to manage
power flow between various input sources are discussed
in [18]. To have an extended life, high power density, and
low-cost hybrid system, hybridization of different energy
storage systems, for example, ultra-capacitor and batteries
are required [1, 19–21]. However, EV/HEV applications
of this converter do not permit the adjustment of DC bus
power [22, 23]. Bidirectional ON/OFF-board charger to
have vehicle to grid (V2G) capability is analyzed in [24].
The main disadvantage of solar-assisted EV is that the
driving range is limited. A bidirectional device interleaved
with DC/DC and DC/AC converter, to optimize the perfor-
mance of powertrain, is proposed in [25, 26]. Various types
of multi-port converters with and without transformer em-
ploying power flow control strategy are discussed in [27–
30]. Hybrid energy fed MISO structures with multiple in-
ductors for every input source are illustrated in [2, 31]. A
variety of multiple-input DC/DC converters with energy
storage devices and EV architectures are discussed in [32].
A family of buck-boost three-port and multi-port con-
verters is widely investigated for EV applications in [3, 4,
33]. These converters are operated either in MIDO or MISO
operating modes and require additional inductors for every
new input source added into the system.
In any EV power train, to handle bidirectional power
flow between vehicle drive and energy resources, power
electronic converters with buck-boost capability are em-
ployed. This paper presents a hybrid modular multi-port
bidirectional DC/DC buck-boost converter for integrating
various energy sources. The proposed (FPB3 C) converter
can operate either as single input-three output (SITO) or
three input-single output (TISO) converters with bidirec-
tional capability. This property of the converter with a
compact structure makes the converter to find a place in
electric vehicle applications.
The proposed FPB3 C converter employs buck, boost,
and buck-boost techniques, and it is possible to connect
multi-input sources with limited number of inductors (see
Table 1). The multi-port structures with steady-state anal-
ysis and modes of operation are explained in Section II.
In Section III, modeling and small-signal analysis are pre-
sented. Validation of control algorithms with experimental
results, efficiency, and loss analyses are described in Section
IV and V, respectively. The conclusion of this paper is given
in Section VI.
 Journal of Applied Science and Engineering, Vol. 25, No 3, Page 389-399
Fig. 2. Proposed converter (a) Four-port bidirectional buck-boost converter (FPB3 C),
(b) Multi-port bidirectional buck-boost converter (MPB3 C)
2. Operation of multi-port Structure
Functional diagram (see Fig. 1) of an electric vehicle system
consists of a PV panel, a battery backup, ultra-capacitor,
and a DC/DC multi-port converter with a power inverter
drive system. Here, the input PV source is connected across
the proposed multiport converter, and the output of the
converter is connected to the drive train of the vehicle. A
battery unit can be integrated with an ultra-capacitor to
maximize the output.
The DC/DC bidirectional converter thus developed (see
Fig. 2) consists of two inductors L1 & L2 , two capacitors
C1 & Cb , five active switches S1 , S2 , S3 , Q1 , Q2 , and one
diode. Switches S1 , S2 , S3 , Q1 , Q2 are operated with proper
selection of duty cycles (d1 , d2 , d3 , d11 , d22 ).
The proposed universal DC/DC converter is a four-port
bidirectional buck-boost converter (FPB3 C) in which PV is
the prime generation unit; battery and ultra-capacitor form
the other storage units. The storage units present in the cir-
cuit can store regenerative energy and provide extra energy
during acceleration. Apart from the energy storage devices,
there is a possibility of interfacing more than one source of
different voltage (see Fig. 2(b)-MPB3C) and current levels,
independent power flow control between the sources and
simultaneous operation of buck and boost modes.
FPB3 C works in four different conditions in continuous
conduction mode (CCM) (see Fig. 3):
• Case 1 VPV or VDC transfer the power between source
and load (ultra-capacitor and battery charge).
• Case 2 Battery (VBat ) to load (battery discharges and
ultra-capacitor charges).
391
• Case 3 Ultra-capacitor (VUC ) to load (battery charges
and ultra-capacitor discharges).
• Case 4 Regenerative power supplies power to the ultra-
capacitor and battery (ultra-capacitor and battery in
charging action).
2.1. Case 1 [Vpv −→ (VBat &VUC (Buck), Vo (Boost)]
During this case1, the converter involves two modes, while
diode D1 is permanently ON.
Mode (a): Switches S1 , S2 , Q2 , and D1 are turned ON and
Q1 , S3 are OFF. Hence, both inductors L1 , L2 are ener-
gized to provide PV power to the load. During this
mode, the battery charges (see Fig. 3(a)).
Mode (b): During this mode, switches S1 and S2 are turned
OFF. The S3 , Q1 , and Q2 are turned ON. Therefore,
L1 discharges to stream the boosted output. In this
course of time, the battery continuously charges via
the inductor L2 (see Fig. 3(b)). Thus, in this case, the
converter provides simultaneous buck output across
the battery, ultra-capacitor, and boosted output across
the load.
2.1.1. Derivation of Continuous Conduction Modes (CCM)
(a) Ideal FPB3 C To investigate the converter case 1 steady-
state performance (see Table 2) in CCM, the parasitic
parameters such as inductor resistance, switch resis-
tance, the switches voltage drop (S1 −→ d1 duty cycle),
and diodes are considered as negligible. Employing
voltage-second balance concept to mode (a) and (b),
392 Kothandan Suresh et al.

the converter provides a boosted output and is derived When the PV source charges the battery during buck
across the capacitor C1 as operation, the battery charging current Ibat is

Vdc IBat
Vo = (1) I L2 = (11)
(1 − d1 ) (1 − d2 )
Where Vdc is input PV voltage, V L1 is the inductor L1 Accordingly, the battery charging voltage can be written
voltage. After switch S2 is ON, the battery voltage can
be derived as 
1 r (1 − d2 ) r (1 − d2 )
VBat = d2 Vpv (2) − VD1 + i + i
(1 − d2 ) r L2 d2 rsw2
VUC = d2 Vpv (3)
) (12)
2
+ 2
Where VBat −→ battery voltage. Therefore, the change Csw2 vsw2 FS (1 − d2 ) ri
in battery voltage is given by

Io d1 VUC = Vpv I pv
∆Vo = − (4)
r (1 − d2 ) r (1 − d2 )

C1 Fs 1
− VD2 + i + i
During case 1, the battery is charged because of the (1 − d2 ) r L2 d2 rSw2 (13)
)
bucked output voltage available across it. 2
+ 2
Iob d2 vsw2 FS (1 − d2 ) ri
∆VBat = − (5)
Cb Fs
2.2. Case 2 [VBat → (VUC ( Boost) , V◦ ( Boost))]
similarly in the case of ultra capacitor also
Mode (c): During this mode, switches S1 , S2 , and S3 are
Io d2 turned ON, while Q1 and Q2 are turned OFF. There-
∆VUC = − (6) fore, inductor L1 and L2 energize via the battery source
Fs
(see Fig. 3(c)).
(b) Non-deal FPB3 C When the parasitic parameters are
included in the converter elements, the non-ideal ac- Mode (d): During the turned OFF position of S1 and S3 ,
tivities of the converter can be described as follows. the switches S2 , Q1, and Q2 are turned ON. Hence, in-
During boosting the total power can be written as ductors L1 , L2 , and battery discharge through switches
Vpv I pv = Vo I0 + PrL + Psw + PD1 Q1 and Q2 , respectively. (see Fig. 3(d)). During this
mode of operation, inductor current ripples (I L1 and
Vpv I pv = Vo I0 + r L2 IL22 + d1 rsw1 IL1 2 I L2 ) reduce as L1 and L2 are in series with the load.
 
1 (7) Thus, in this case, the battery sinks power to the ultra-
2
+ Csw1 Vsw F + (1 − d1 ) VD2 IL2
1 s
2 capacitor and the load.
Where PD1 , PrL , and PsW are the losses across the diodes,
2.3. Case 3 [VBat → (VUC ( Boost) , Vo ( Boost))]
inductor, and switches, respectively. Now the load current,
I◦ can be written as In this case, when VUC → VBat and V◦ the ultracapaci-
tor delivers power to the load. Concurrently, the battery
I0 charges. Here, the current path will be through switches
IL1 = (8)
(1 − d1 ) S1 , Q1 , S2 , Q2 and Q3 . During this operation, S2 is always
Therefore, the converter boosted output is in the ON position.


Vo = Vpv I pv + (d1 − 1) VD1 × Mode (e) : While switches S1 , S2 , and Q2 are ON, Q1 and
R (1 − d1 ) R (1 − d1 )

1 S3 are OFF. Now, L1 and L2 energize due to ultra-
+ + + (9)
(1 − d1 ) r L1 d1 rsw1 capacitor potential. Consequently, there is a linear

2 increase in the inductor current. Discharging of capac-
(1 − d1 ) RCsw1 Vsw1 2 Fs itor C1 provides the output voltage (see Fig. 3(e)).
Similarly, the Non-ideal buck output can be derived as
Mode (f) : Switches Q1 , S2 , S3 are ON and S1 , Q2 are OFF.
Vpv I pv = VBat IBat + r L2 IL22 + d2 rsw2 IL22 Thus, inductor L1 and L2 discharge through C1 (see
 
1 (10) Fig. 3(f)). This operating condition of the converter
+ Csw2 v2sw2 Fs + VD1 IL2 provide reduced ripple at the output.
2
 Journal of Applied Science and Engineering, Vol. 25, No 3, Page 389-399 393

Table 2. STEADY STATE RESULTS OF FPB3 C

FPB3 C Modes in Fig. 3 Steady-state

n outputs
o Outputs
Case 1 Mode (a) and Vo = Vpv (1−1d ) Buck
  1
Vpx > (VBat & VUC , Vo ) Mode (b) vBat = vpv {d2 }v vn o { d2 }
UC = vpv and Boost
1
Case 2 Mode (c) and VUC = VBat
n (1−d3 )o Boost
1
[VBat > (VUC , Vo )] Mode (d) Vo = VBat (1− d1 )
Case 3 Mode (e) and n {d22 }o
vBat = VUC Buck
[VUC ≥ (VBat , Vo )] Mode (f) Vo = VUC (1−1d ) and Boost
1
Case 4 Mode (g) and VBat = Vo {d11 }
Buck
[Vo > (VBat , VUC )] Mode (h) VUC = Vo {d11 }

Fig. 3. Operation of FPB3C, (1) Case 1 [Mode (a) and Mode (b)], (2) Case 2 [Mode (c) and Mode (d)], (3) Case 3 [Mode (e)
and Mode (f)],(4) Case 4 [Mode (g) and Mode (h)].
394 Kothandan Suresh et al.

Table 3. EXPERIMENTAL SPECIFICATION OF FPB3 C

Components Ratings
IRFP250N (VDS =0.27 V, 200 V,
MOSFET
30 A, 0.075 Ω)
Inductor (L1 ) 1 mH
Inductor (L2 ) 120 µH
Capacitor (C1 , C2 ) 1000 µF, 63 V
UF5408 (VF =1.7 V,
Diodes (D1 , D2 )
3 A,50 to 1000 V)

Thus, the ultracapacitor does the action of a primary

source by powering the battery with buck operation.
During this period, the converter has boosted output
voltage delivered to it.

2.4. Case 4 [VBat → (VUC ( Boost) , Vo ( Boost))]

Mode (g) : Switches S1 , S3 are OFF and Q1 , S2 , Q2 are
turned ON. L1 and L2 inductors get energized. (see
Fig. 3(g)).

Mode (h) : Switches S1 , S2 , Q2 , S3 are in ON condition,

and the switch Q1 is turned OFF. L1 and L2 inductors
discharge to the load (see Fig. 3(h)).
Fig. 4. Control strategy using dSPACE
Thus, in this case, regenerative power generated across
the load charges the battery and the ultracapacitor. Dif-
ferent working modes FPB3 C are tabulated in Table 2
for easy reference.

3. Simulation and Experimentation of proposed

MCRSVPWM
As illustrated in Fig. 4, a closed loop control can be imple-
mented using proportional-integral (PI) controller for each
case with different combinations of duty cycles (see Table 2).
The duty cycles of switches regulate the load voltage, the
charging/discharging operations of Vbat and VUC .
Each of these operations is simulated in dSPACE real
time environment to maintain constant output voltage of
the load. Table 3 shows the component configurations of
the FPB3 C converter. The prototype has been designed for
a 100 W multi-port converter. The four-port experimental
set up is shown in Fig. 5. Fig. 6 shows the experimental
result under different cases converter operations and Fig. 7
shows the relation between output voltages and duty cycle
under different operating conditions.
Fig. 5. Experimental setup of FPB3 C
Case 1 : VDC ON, VBat (buck), VUC (buck), Vo (boost):
The input voltage Vin is kept at a constant voltage
of 25 V. When the PV power is larger than the load
power, the additional PV power is transferred to ESU
1 and ESU 2 by the buck operation as shown in Fig. 6
(a). The boosted output power is available across the
 Journal of Applied Science and Engineering, Vol. 25, No 3, Page 389-399 395

Fig. 6. Experimentation results of (a) Case 1 (b) Case 2 (c) Case 3 (d) Case 4
396 Kothandan Suresh et al.

load. During that time, the output voltage (V◦ ) is 35 V
(average) and the current is observed as 2.71 A.
Case 2 : VBat ON, VDC OFF, VUC (boost), Vo (boost): En-
ergy storage unit (ESU 1-Battery) supplies power to
the load as well as ESU 2 (ultracapacitor). In this case,
ESU 1 (VBat ) = 11.6 V acts as primary source of the
converter. Boosted output voltage of 26.5 V is avail-
able across ESU 2 (VUC), simultaneously the boosted
output voltage of the load is observed as 32 V. The
corresponding experimentation results are presented
in Fig. 6 (b).
Case 2 (boost),
In between the conduction path of battery and ultra-
capacitor, as no additional switching components are
present the change in losses that occur can be esti-
mated as
∆ploss (boost ) = PS3 + PS2 (16)
PS1 is power across the switch and PS2 is the power
across the common switch interfacing load and source.
Case 3 (buck and boost),

Case 3 : VUC ON, VDC OFF, VBat (buck), Vo (boost) :In Similar to case 2, as no additional components partici-
this case, ESU 2 (ultracapacitor) serves as primary pate in the conduction path between loads and battery,
source with voltage of 11.7 V. The power transferred the change in losses
is shared between load and ESU 1. The step down
output voltage of 8.3 V charges ESU 1 (VBat ). The con- ∆ploss ( boost ) = PQ2 + PS2 (17)
verter provides boosted output voltage of 29 V and a
corresponding load current of 3.25 A. Case 4 (buck),

Case 4 : VLoad ON, VDC OFF, VBat (buck), VUC (buck) :

∆ploss (buck ) = PQ2 + PS2 + PS3 (18)
The step down output power to charge the auxiliary
energy sources of battery (ESU 1) and ultra-capacitor For, example case 1 (boost),
(ESU 2) is shown in Fig. 6(d). During this operation,
braking voltage V◦ (30 V) is supplied to the energy
35 × 2.71 35 × 2.71
storage units which charges ESU 1 and ESU 2 to a ∆η1 = η1 − η10 = −
25 × 3.83 (25 × 3.83) + [(1.7 × 3.83)]
voltage of 11.6 V simultaneously.
∆η1 = 0.9906 − 0.9275 = 06.31%
(19)
4. Experimentation Efficiency and Loss Analysis
Similarly, during case 1(buck)
The losses of the proposed FPB3 C are very closer to the
basic positive output buck-boost converter. The change in
10 × 9.5
efficiency of the FPB3 C converter under various operating ∆η1 = η1 − η10 =
25 × 3.83
is calculated as follows, 10 × 9.5
− (20)
p p0
(25 × 3.83) + [(0.27 × 9.5)]
∆η = η − η 0 = 0 − (14)
pin pin + ∆ploss ∆η1 = 0.9921 − 0.9663 = 02.57%
Where, ∆η stands for change in efficiency, η is efficiency of
0
Case 2 (boost),
the converter, η is assumed to be efficiency of the proposed
(FPB3 C) converter., p◦ is output power, pin is input power 32 × 2.96
∆η2 = η2 − η20 =
11.6 × 8.3
and ∆ploss is change in the power loss.
32 × 2.96 (21)
−
Case 1 (boost and buck), (11.6 × 8.3) + [(0.27 × 2.96) + (0.27 × 2.96)]

In the conduction path between PV to load, the extra ∆η2 = 0.9837 − 0.9677 = 1.59%
power loss in (33) is contributed by additional switch-
Case 3 (boost),
ing components like diode and MOSFET.

∆ploss ( boost ) = PD1 29 × 3.25

(15) ∆η3 = η3 − η30 =
11.7 × 8.2
∆ploss ( buck ) = PQ2
29 × 3.25 (22)
−
Here, PD1 is the diode power and PQ2 is the power (11.7 × 8.2) + [(0.27 × 3.25) + (0.27 × 3.25)]
across bidirectional switch. ∆η3 = 0.9823 − 0.9647 = 1.75%
 Journal of Applied Science and Engineering, Vol. 25, No 3, Page 389-399 397

Fig. 7. Output voltages vs duty cycles (a) Case 1 (b) Case 2 (c) Case 3 (d) Case 4

Case 4 (buck), converter has been well studied under various operating
conditions to prove the effectiveness of the design.
The detailed simulation study is performed using
0 11.6 × 8.17
∆η4 = η4 − η4 = MATLAB-Simulink. A laboratory experimental proto-
30 × 3.2
type model is developed and the performance of the con-
11.6 × 8.17
− verter (FPB3 C) is analyzed in real time environment using
(30 × 3.2) + [(0.27 × 8.17) + (0.27 × 8.17) + (0.27 × 8.17)]
dSPACE DS1104 and results have been provided for vali-
∆η4 = 0.9872 − 0.9235 = 6.36%
(23) dation purpose.

References
5. Conclusions
In this paper, a four-port bidirectional buck-boost converter
(FPB3 C) has been proposed for HEV/EV applications. The
converter has the capability to accommodate various en-
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a single module. The converter has reduced number of
components which reduces the complexity and can also
provide a positive output voltage without the use of trans-
former. The converter also has the competence of operating
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buck-boost with bidirectional power flow.
The FPB3 C has been analyzed under ideal and non-ideal
conditions for the continuous conduction mode (CCM). In
addition, a PI controller is designed and developed for
the output voltage regulation. The performance of the
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