A Non-isolated Onboard Charger for Electric
Vehicle
Utsav Sharma, Member, IEEE and Bhim Singh, Fellow, IEEE
utsav.sharma@ee.iitd.ac.in, bsingh@ee.iitd.ac.in,
Department of Electrical Engineering, Indian Institute of Technology Delhi
New Delhi-110016, India
Abstract— A non-isolated onboard charger (OBC) using the
interleaved bidirectional buck/boost converter is presented in this
work. The bidirectional operation of the charger enhances the
serviceability of light electric vehicles (LEVs). During the peak load
time, it gives the power to the grid. Moreover, it behaves as the
power backup source for the home loads, i.e., vehicle to home
operation (V2H). The proposed OBC operates to deliver 1kW power.
The interleaved operation is implemented to lessen the ripples from
the battery current.
Keywords— Onboard Charger, Electric Transport, Power Quality.
I. INTRODUCTION
2021 IEEE Transportation Electrification Conference & Expo (ITEC) | 978-1-7281-7583-6/21/$31.00 ©2021 IEEE | DOI: 10.1109/ITEC51675.2021.9490193
The electric vehicle (EV) industry is one of the fastest-
growing industries nowadays. The commitment of the
countries to reduce the pollution level increases the interest
in EVs. The faster adoption rate of e-rickshaw and e-bike than
the e-cars and other heavy vehicles, increases the number of
e-fleet owners. These light electric vehicles (LEVs) reduce
the dependency of fleet owners on fossil fuels. The
development of EV infrastructure boosts the development of
new technologies such as battery technology for the
drivetrain. The advances in battery chemistry allow an EV to
charge at a faster rate. The fast-charging operation enhances
the serviceability of the EVs. It enables the user to save
halting time for charging an EV fleet. The development of
the charging infrastructure increases the development of off-
board chargers and onboard chargers (OBC). The
advancement in onboard charger schemes requires the study
of different topologies for the high-power density, low
complexity, and lower cost.
Different charging schemes have been developed to charge
the battery. The widely used scheme for charging is a
constant-current constant-voltage scheme. In this charging
method, a constant current is supplied to the battery till a
predefined level of state of charge. Then the constant voltage
charging is used to charge the battery till the trickle charging
level. The OBC introduces a new option to the user to refuel
the vehicle at home. It reduces the dependency of the EV on
public chargers. Moreover, it makes the charging operation
less costly as public chargers are subjected to the commercial
price. Recent studies on OBCs are done for high power
applications for heavy electric vehicles such as electric cars
and buses. Light electric vehicle such as e-rickshaw uses a
charging system of less than 1kW power [1].
Recent studies have characterized the single-phase OBC in
single-stage OBC and two-stage OBC. Further, it is
characterized as the unidirectional OBC and bidirectional
OBC. The single-stage topology for single-phase onboard
charger has presented in [2]. The authors have proposed a
solution to increase the efficiency of the single-stage single-
phase charger. It consists of a diode bridge rectifier followed
by the power factor correction (PFC) circuit. It is used to
shape the grid current in phase with the grid voltage. It is used
to follow the IEC 61000-3-2 standard. However, the diode
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bridge rectifier used in the presented topology restricts its
operation to the unidirectional power flow. In [3], a two-stage
electric vehicle charging system is presented. A diode bridge
rectifier with a PFC circuit is the first-stage of the OBC. A
DC/DC converter is the second stage of the OBC. Two stages
in an OBC increase the degree of freedom in operation. The
first stage of the charger controls the injection of the
harmonics into the grid current while maintaining the DC link
voltage. Furthermore, the DC/DC converter of the OBC
regulates the charging process. The DC/DC converter for the
second stage is characterised into two parts- isolated DC/DC
converter and non-isolated DC/DC converter. In an isolated
OBC, a high-frequency transformer provides an isolation to
the battery side circuit from the DC link circuit. However, it
increases the cost and weight of the charger. The ground of
the complete electric system in an EV is floating ground [4].
The grounding of the electrical systems in an electric vehicle
is done on the EV body. This floating ground provides
relaxation from the need for isolation, which in turn reduces
the cost and weight of the OBC. The non-isolated charger
topology has been presented in [5]. The use of coupled
inductor increases the power density of the OBC. However,
it increases the cost and complexity of the OBC. Bidirectional
operation is needed to increase the utilization of the EV
battery. The non-isolated bidirectional charging system has
been studied in [6]. The authors have proposed the four-
quadrant operation of the non-isolated charging system. The
proposed charger operates as the emergency back-up power
supply for home loads. A non-isolated onboard charger is
presented in [7]. The authors have presented the bidirectional
buck/boost converter. The simple design, lower switch count
and lower count of the energy storing element makes it
popular for the OBC. For a light electric vehicle, the voltage
at battery terminals is much lower than the electric car. It
restricts the use of bidirectional buck/boost converter for
lower power range. The extreme duty ratio operation
decreases the usability of the devises and EMI noises in the
system. The EMI noises cause operation failure. For high
power OBC, the current rating increases. The increased
current rating increases the current stress on the switches of
the bidirectional buck/boost converter.
In this paper, a bidirectional non-isolated onboard charger for
a 1kW operation is presented. The detailed design of the
presented OBC is given. A two-stage topology is selected.
The advantage of simple design of the bidirectional
buck/boost converter is used here. The high-power operation
is presented with the interleaving operation. Moreover, the
interleave operation lessen the battery current ripples. The
performance and operation of the designed OBC are
discussed. The charging scheme used here is the hybrid of
pulse charging scheme and constant-current charging scheme.
In this scheme, the amount of charging current is regulated at
different steps.
446
 II. SYSTEM ARCHITECTURE AND OPERATION
The proposed bidirectional OBC for 1 kW operation is S1 S3 Q1 Q3
Ls
presented in Fig. 1. The OBC has two stages. The front-end Lf L2 + +
converter (FEC) is the first stage of the OBC. To decouple is + CO
rf
the FEC from the second stage converter, a DC link capacitor CDC -
vs Cf - Q
(DLC) is employed. The FER maintains the DLC voltage S4 S2 4 Q2 L1 - Vba ttery
(VDC) at the set-point. It controls the power quality (PQ) of up Iba ttery
SOGI SS1,S2,S3,S4
the grid current during (dis)charging operation. The DC/DC SQ1,Q4 SQ2,Q3
converter employed in the OBC is an interleaved X - -
+ +
isp PWM Vba ttery,SP
bidirectional buck/boost DC/DC converter. It regulates the -
battery current. The interleaved converter serves two Iba ttery b + + PI +- DI PI + PI
VDC
purposes- it reduces current stress from the individual switch VSP Iba ttery,SP
and lessens the battery current ripples. Fig. 1. System Architecture of i-BBDC based OBC

A. Design of Proposed OBC

The FEC is a voltage source converter. It is carefully chosen
for the bidirectional operation. It upholds the DLC voltage
(VDC) at the pre-specified value. The controller of VSC
ensures the grid current power quality as per the IEC 61000-
3-2 standard. The filter inductor (LC) of the VSC is selected
to diminish the grid current switching noises.
The interleaved bidirectional buck/boost DC/DC converter
(i-BBDC) is selected for the second stage of the OBC. The i-
BBDC operates to control the (dis)charging current. The
interleaving operation ensures the elimination of the
(dis)charging current ripples. Appendix has the rating of
voltage, current, power flow and switching frequency of the
proposed OBC.
B. Bidirectional Operation of Proposed OBC
The current at the output of the OBC is controlled as the i-
BBDC regulates the duty ratio of the switches. The battery
charging operation employs the i-BBDC as a buck converter.
The FER regulates the input voltage of the i-BBDC and
ensures the grid current power quality under the standard. The
charging operation of i-BBDC in the proposed OBC is
discussed in four different modes.
Mode-I: The i-BBDC delivers the power to the battery in this
mode. Fig. 2(a) shows that the switch Q1 is ON and inductor
L1 starts charging in this mode. The inductor L2 delivers the
stored energy in this mode and the same is depicted in Fig.
2(a). The switch Q2 is ON from the previous state. The
currents through the switches are presented in Fig. 3. The
positive current through the switch Q1 shows the IGBT
conduction. The negative current through the switch Q4
shows the conduction of the diode in switch Q4. This mode
ends when the switch Q1 is OFF.
Mode-II: The switch Q2 is a complementary switch with the
switch Q1. This mode starts with switch Q2 ‘ON’ operation.
Fig. 2(b) depicts that the switch Q4 is ON from the previous
mode. The inductors L1 and L2 release the stored energy for
the battery charging operation. The decreasing inductor
currents are shown in Fig. 3. The current through the switches
Q2 and Q4 are negative as shown in Fig. 3. It depicts the
conduction of the diodes of the switches. The switch Q4 is
OFF at the end of this mode.
Mode-III: The switch Q2 and Q3 are conducting in this mode
as presented in Fig. 2(c). As displayed in Fig. 3, the inductor
current iL2 increases. The inductor L1 continues to release its
energy from the previous state as given in Fig. 2(c). The
positive switch current through the switch Q3 is shown in Fig.
3, which shows the conduction of IGBT. In Fig. 2(c), the
conduction of the diode of switch Q2 is shown with the
negative current through it. This mode ends when switch Q3
is OFF and switch Q4 is ON.

Ls S1 S3 Q1 Q 3 Ibattery Ls S1 S3 Q1 Q 3 Ibattery Ls S1 S 3 Q1 Q3 Ibattery

Lf L2 + Lf L2 + + Lf L2 + +
is
rf
+ Co + is
rf
+ Co is
rf
+ Co
CDC L1 - CDC L1 - CDC L1 -
vs Cf - Q2 Q - vs Cf - Q2 Q - vs Cf -Q -
S4 S2 4 S4 S2 4 S4 S 2 2 Q4

(a) (b) (c)

Ls S1 S3 Q1 Q 3 Ibattery Ls S1 S3 Q1 Q 3 Ibattery Ls S1 S3 Q1 Q3 Ibattery

Lf L2 + + Lf L2 + Lf L2 + +
is
rf
+ Co is
rf
+ Co + is
rf
+ Co
CDC L1 - CDC L1 - CDC L1 -
vs Cf vs Cf vs Cf
S4 S2 - Q2 Q4 - S4 S2 - Q2 Q4 - S4 S2 - Q2 Q4 -

(d) (e) (f)

Ls S1 S3 Q1 Q3 Ibattery Ls S1 S3 Q1 Q3 Ibattery
Lf L2 + + Lf L2 + + * Charging
is + Co is + Co
rf L1 rf L1 * Discharging
CDC - CDC -
vs Cf -Q vs Cf
S4 S2 2 Q4 - S4 S2 - Q2 Q4 -

(g) (h)
Fig. 2 Circuit diagrams under different operating conditions during (a)-(d) charging operation and (e)-(h) V2G operation

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Mode-IV: The diodes of the switches Q2 and Q4 are
conducting in this mode, shown in Fig. 2(d). In Fig. 3, it is
shown that the current through the switches is negative. The
inductor currents iL1 and iL2 decrease in this mode, which is
depicted in Fig. 3. This mode ends when the IGBT of switch
Q1 starts conducting. The cycle of these four modes repeats
in the grid to vehicle charging operation.
The i-BBDC operates as a boost converter during the V2G
operation. This operation has the following modes,
Mode-I: The switch Q1 starts conducting in this mode,
presented in Fig. 2(e). The current through the switch Q1 is
negative, as shown in Fig. 3. It shows the conduction of the
diode of switch Q1. The switch Q4 is conducting and the
current through this switch is positive as presented in Fig. 3.
The decreasing current iL1, depicted in Fig. 3, shows the
discharging of inductor L1. The increasing current iL2, shown
in Fig. 3, represents the charging of inductor L 2. This mode
ends with the end of conduction of switch Q1.
Mode-II: The switch Q2 starts conducting in this mode and
the same is depicted in Fig. 2(f). The current through switch
Q2 is positive. This shows that the IGBT of the switch starts
conducting. The switch Q4 is conducting. The inductor
current iL1 increases, presented in Fig. 3. The negative
currents through the inductors depict the grid to vehicle
operation. In Fig. 3, the current iL2 continues to increase since
the previous mode. This mode ends with the end of the
conduction of switch Q4.
Mode-III: The conduction of switch Q3 starts this mode,
shown in Fig. 2(g). The current through the switch Q3 is
negative which depicts the conduction of the diode of switch
Q3. The switch Q2 conducts continuously from the previous
mode. In Fig. 3 the inductor current iL1 increases and iL2
decreases. This mode ends when the conduction of switch Q3
stopped.
Mode-IV: The conduction of IGBT of the switches Q2 and Q4
starts this mode. The currents iL1 and iL2 increase as displayed
in Fig. 3. The conduction of the switch Q2 stopped at the end
of this mode.
III. KEY PARAMETERS DESIGN OF PROPOSED OBC
The design of FER and i-BBDC is presented in this section.
The selection of DC link capacitor and design of output
inductor of i-BBDC is discussed. For the 1kW power rating, Fig. 3. Key voltage/current waveforms across/through the elements
the selected voltage and operational frequency ratings are with zoom view during charging and discharging operation
given in appendix. The DC link voltage value is selected for
the 0.9 modulation factor. The value of the DC link voltage Vb 48
Dnom = = = 0.13 (2)
is estimated as follows, VDC 360
2Vrms 2  230 The selected gain for the calculation of inductor of the i-
VDC = = = 360V BBDC is 0.13. The 20% ripples are allowed in the inductor
m 0.9
The selected value of the DC link voltage is 360V. This current and the value is estimated as,
voltage is used to calculate the value of the capacitor with ( Dnom Vin ) ( 0.13  360 )
L1 =L2 = = = 0.52mH (3)
30% allowable ripple content in the voltage. The value is ( fsw IL ) ( 20000  0.3 15)
estimated as follows,
I DC The 1mH inductor is selected.
1000 360
CDC = = = 2457.34 F
( )
2    vripple ( 2  50  0.01 360 ) IV. DESIGN OF CONTROLLER
(1) The two-stage OBC has two controllers. The VSC controller
The 2500uF capacitor is used for DCL capacitor. The kept the voltage at the DCL capacitor constant, whereas the
estimated IGBT switch voltage rating in FER is VDC/2. grid current quality is maintained under the IEC standard. The
The i-BBDC converter is designed for the 1kW bidirectional i-BBDC control algorithm ensures the constant (dis)charging
power flow. The voltage gain of the i-BBDC is estimated as, current. It performs the charging operation of the vehicle

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battery (G2V operation) and the discharging operation of the
vehicle battery (V2G operation). Fig. 1 depicted the block
diagram of both the controllers.
A. Controller of FER
The FER regulates the VDC. The error is calculated using the
measured VDC and the set-point voltage, VSP. The equation
for this step is given as,
VDC , err (n) = VSP (n) − VDC (n − 1) (4)
The voltage error is used to estimate the intermediary set-
point of the current as,
I i (n) = I i (n − 1) + K P (VDC , err (n)
(5)
− VDC , err (n − 1)) + K I VDC , err (n)
This intermediary reference current is useful to estimate the
grid reference current. The unit template is used for the grid
current set-point value estimation. The selected set-point
value of the grid current generates the error signal as,
iSP (n) =  I i (n) + b  I battery (n) sin t
 
(6)
ig , err ( n) = iSP ( n) − ig ( n − 1) (7)
This error is used bounded within the hysteresis controller
band. The hysteresis controller generates the control signal
for the switches of VSC. The designed controller is
responsible for regulating the VDC and maintains the PQ of
the grid current.
B. Controller of i-BBDC
The i-BBDC regulates battery charging current during the
buck operation. Moreover, it regulates the discharging
current during the boost operation i.e. V2G operation. To
perform the mentioned operation, the current of the battery is
sensed and the difference is calculated from the set-point
value as,
I battery , err ( n) = I battery , SP ( n) − I battery ( n − 1) (11)
The calculated error is the input signal for the current
controller. The output of the controller is the duty ratio as,
DI = K P , I ( I battery ,err (n) − I battery ,err (n − 1))
(12)
+ K I , I I battery ,err (n)
The estimated duty ratio is the input to generate the PWM
pulses for the i-BBDC. To regulate the bidirectional flow of
the power from the i-BBDC set-point gain k is changed
between 1 and -1. The value of k is 1 for the charging
operation and -1 for the discharging operation.
V. RESULTS ANALYSIS
The operation and performance of the proposed onboard
charger for LEV are verified through simulation. The
simulation results are given in Figs. 4(a)-(d) and Figs. 5(a)-(c).
To validate the performance of the OBC, experimental
analysis is also done. The experimental analysis is presented
in Figs. 6(a)-(c) and Figs. 7(a)-(d). Fig. 4(a) shows the grid
voltage and the grid current waveforms. The unity power
factor (UPF) operation during G2V operation is verified in
Fig. 4(a). The grid current is in phase with the grid voltage.
The UPF operation is observed during the V2G operation in
Fig. 4(a). VDC is kept at 360 V, displayed in Fig. 4(a). The 14A
charging current is maintained constant, presented in Fig. 4(a).
The discharging current presented in Fig. 4(a) is regulated at -
14 A in V2G operation. The negative sign represents the
outgoing current of the battery. In Fig. 4(b), the performance
of the proposed OBC is shown with the grid voltage
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distortions. The performance is verified with the variation in
grid voltages such as 15% sag and 6% swell. Under the 15%
voltage sag, the increased grid current is depicted in Fig. 4(b).
Moreover, Fig. 4(b) displays the UPF operation during the
voltage sag condition. VDC maintains its steady-state operation
as shown in Fig. 4(b). The i-BBDC restricts any disturbance
from the charging current due to the grid voltage variation,
presented in Fig. 4(b). The grid current amplitude reduces with
6% swell in the grid voltage as shown in Fig. 4(b). This
operation is performed with UPF as presented in Fig. 4(b).
VDC is kept at the set-point value throughout the operation of
OBC. In Fig. 4(b), the i-BBDC rejects the disturbances from
the charging current due to the voltage swell condition. The
proposed OBC performed the V2G operation as shown in Fig.
4(c). Moreover, the performance of the OBC under the grid
voltage variation during the V2G operation is verified. 15%
sag in the grid voltage increases the grid current demand. The
increased grid current is depicted in Fig. 4(c). The outgoing
current from the battery remains unchanged as the power flow
remains unchanged, as depicted in Fig. 4(c). The 6% swell in
the grid voltage reduces the amplitude of the grid current for
a similar power flow operation. The operation is achieved with
UPF, presented in Fig. 4(c). The i-BBDC maintained the
discharging current of the battery, given in Fig. 4(c), as the
power flow is maintained constant.
The harmonic spectra of the grid current are given in Figs.
5(a)-(b) in normal grid voltage conditions. The grid current
total harmonic distortion during the charging operation is
0.89% and the harmonic spectrum, presented in Fig. 5(a). The
THD during the V2G operation is 0.9%, presented in Fig. 5(b).
The voltage sags and swell condition increase and reduce the
grid current amplitude. The harmonic spectra of bidirectional
operation under these conditions are presented in Fig. 5(c)-(f).
Fig. 5(c) presents the grid current harmonic spectrum under
15% voltage sag condition. The THD of the grid current
during this charging operation is 0.87%. Fig. 5(d) shows the
V2G operation with 15% sag in the grid voltage. The 0.76%
grid current THD is observed in this operation. The observed
grid current THD is 0.99% during the 6% swell in the grid
voltage and 0.92% during the V2G operation. The same is
presented in Figs. 5(e)-(f), respectively.
In Fig. 6(a), experimental results of the grid voltage and the
grid current are shown. Fig. 6(b) presents the unity power
factor operation during the grid to the vehicle (G2V) charging
operation. A 2.6% grid current THD is observed and the same
is shown in Fig. 6(c). The proposed OBC has performed
satisfactorily within the IEC standard.
Fig. 7(a) presents the satisfactory performance of the proposed
OBC. The grid voltage, vg, grid current, ig, DCL voltage, VDC
and the charging current, Ib are shown in Fig. 7(a). The voltage
is constant at the DC link capacitor of the order of 360 V,
throughout the charging operation. The charging current is at
set-point value of 15 A as presented in Fig. 7(a). Fig. 7(b)
shows the satisfactory performance of the V2G operation. In
Fig. 7(c), voltage stress across the switches of the i-BBDC is
shown. The voltage waveforms across the switches of i-
BBDC show the interleaving operation as these are 180o
displaced to each other. The voltage across the i-BBDC
switches during the V2G operation is shown in Fig. 7(d).
VI. CONCLUSION
The design of the OBC is made for 1kW operation. The
performance of the OBC during the G2V operation under the
 (a) (b)

(c) (d)
Fig. 4 Operating voltage, current and state of charge (SoC) waveforms under (a) normal grid condition and bidirectional operation, (b) voltage sag and
swell condition with bidirectional operation, (c) zoom view during charging operation, and (d) zoom view during V2G operation.

(a) (b)

(a) (b)
(c) (d)

(e) (f)

Fig. 5 The grid current harmonic spectrum (a)-(b) under the normal
grid voltage during charging operation and V2G operation, (c)-(d)
under the voltage variation with 15% sag during charging operation
and V2G operation, and (e)-(f) under the voltage variation with 6%
swell during charging operation and discharging operation.
(c)
Fig. 6 Waveforms of (a) the grid voltage (vg) and the grid current (ig), (b)
UPF operation, and (c) harmonic spectra

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Grid Voltage (vg)
Grid Current (ig)
DC Link Voltage (VDC)
Battery Charging Current (Ib)
(a)
Voltage across Q1 (VQ1)
Inductor Current (IL1)
Voltage across Q3 (VQ3)
Battery Charging Current (Ib)
(b)
Grid Voltage (vg)
Grid Current (ig)
DC Link Voltage (VDC)
Battery Discharging Current (Ib)
(c)
Voltage across Q1 (VQ1)
Inductor Current (IL1)
Voltage across Q3 (VQ3)
Battery Charging Current (Ib)
(d)
Fig. 7 Experimental waveforms of (a) LEV charging operation, (b) key
parameters during the charging operation, (c) V2G operation, and (d)
key parameters during the V2G operation.
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Ch. 1 (vg)=500 V/div.
Ch. 2 (ig)=10 A/div.
Ch. 3 (VDC)=500 V/div.
Ch. 4 (Ib)=20 A/div.
Ch. 1 (vg)=500 V/div.
Ch. 2 (ig)=5 A/div.
Ch. 3 (VDC)=500 V/div.
Ch. 4 (Ib)=18 A/div.
Ch. 1 (vg)=500 V/div.
Ch. 2 (ig)=10 A/div.
Ch. 3 (VDC)=500 V/div.
Ch. 4 (Ib)=20 A/div.
Ch. 1 (vg)=500 V/div.
Ch. 2 (ig)=5 A/div.
Ch. 3 (VDC)=500 V/div.
Ch. 4 (Ib)=20 A/div.
451
grid voltage variations is verified. The charging operation
with 15A charging current is verified through simulation.
Moreover, this operation is verified through hardware
experimentation. The grid voltage variations are 15% voltage
sag and 6% voltage swell. The 15% voltage sag condition
increases in grid current for the 1kW power transfer to the
battery. This increases in grid current reduces its THD
slightly. And the decreasd grid current is observed during the
voltage swell condition . Moreover, the grid current THD is
kept under the IEC standard that is less than 5%. The UPF
operation is achieved under the normal grid voltage
condition. Moreover, under the grid voltage variation such as
15% sag and 6% swell, the operation is at UPF. The
performance of the OBC under the V2G operation is
discussed. The smooth transition from G2V to V2G mode is
achieved. The 1kW power transfer from the battery to the grid
is useful when it comes to fleet owners. The fleet owners own
more than one e-rickshaw. In this case, this V2G operation is
useful during idle hours of the fleet vehicles. The V2G
operation under different voltage conditions is achieved. The
THD of the grid current is maintained at less than 5%
throughout the V2G operation.
APPENDIX
Selected value of the RMS grid voltage, vg is 230V, grid
frequency is 50Hz, power rating is 1kW, maximum frequency
of FER is 10kHz, switching frequency of i-BBDC is 20kHz;
VDC is 360V and the nominal battery voltage of the LEV is
48V.
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