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fully edited. Content may change prior to final publication. Citation information: DOI
10.1109/TIA.2015.2388862, IEEE Transactions on Industry Applications

Performance Analysis of Bi-directional DC-DC

Converters for Electric Vehicles
Mehnaz Akhter Khan(1)

Adeeb Ahmed(1)

Iqbal Husain(1)

Yilmaz Sozer(2)

(1)

Department of ECE
North Carolina State University
Raleigh, North Carolina, USA
AbstractThe paper presents the performance analysis
and comparison of two types of bidirectional DC-DC
converters - Cascaded Buck-Boost-Capacitor in the
middle (CBB-CIM) and Cascaded Buck-Boost-Inductor
in the middle (CBB-IIM) for use in plug-in electric and
hybrid electric vehicles. The comparison of the two
converters is based on device requirements, rating of
switches and components, control strategy and
performance. Each of the converter topologies has some
advantages over the other in certain aspects. Efficiency
analysis has been carried out for specific scenarios in
vehicle applications. The simulation and experimental
results are provided for both converter types.
Index
termsBidirectional, DC-DC converter,
Comparison, Electric vehicle, Cascaded Buck-Boost.
I.

INTRODUCTION

The DC-DC converter between the energy storage device

and the inverter in an electric powertrain of an electric and
hybrid electric vehicle (EV/HEV) is used to condition the
voltage levels and provide stable DC bus voltage [1].
Furthermore, the DC-DC converter needs to have bidirectional power flow capability so that regenerative energy
can be captured and stored in the energy storage. In addition,
some applications may require overlapping input-output
voltage ranges.
The two DC-DC converters analyzed and compared in this
research can be used for DC fast charging in EV/HEVs to
extend the all-electric drive range. A municipal parking deck
charging station with DC power distribution bus can employ
bi-directional DC-DC charger to allow Vehicle to Grid (V2G)
operation [3]. V2G operation can be useful to inject real or
reactive power to the grid to ensure current harmonic filtering
or load balancing.
A bi-directional converter with
overlapping input output voltage range would enhance the
operational flexibility for G2V or V2G applications.
Several different types of bi-directional DC-DC
converters along with their comparison appear in the literature
[2-4]. Most of them require fewer components and simple

Mohamed Badawy(2)

(2)

Department of ECE
The University of Akron
Akron, Ohio, USA
control techniques but cannot provide bi-directional buckboost power flow capability. In [3], R. M. Schupbach
addressed the active and passive components stress issues
due to the wide input voltage range of hybrid electric vehicle
power management converters. Different non-isolated bidirectional DC-DC converters have been analyzed and
compared for PHEV charging applications in [4]. Three-level
bi-directional DC-DC converters have been found to be more
efficient than other converters. The output voltage is smoother
with these three level converters having three possible values
of the output voltage. These converters have low switch
voltage stress and smaller energy storage devices.
The comparison of two bi-directional buck-boost
converters analyzing the benefits and drawbacks of the
topologies for electric vehicle applications is presented in [5].
The comparison is based on system stability, and component
sizing and ratings. One of the converters is the Cascaded
Buck-Boost Inductor in the middle (CBB-IIM) converter
proposed in [6]; the converter topology is shown in Fig.1. The
other converter topology, shown in Fig.2, was introduced in
[7] and is called the Cascaded Buck-Boost Capacitor in the
middle (CBB-CIM) converter. This paper presents the
analysis of those two converters including experimental
evaluation of the converters with multiple input and multiple
output considerations.

II.

CONVERTER TOPOLOGIES OF INTEREST

Fig.1 and Fig.2 show the two different converters of

interest. Fig.1 presents the conventional Cascaded Buck
Boost Inductor in the middle (CBB-IIM) having an
interfacing inductor between the input and output sides [6].
Fig.2 on the other hand presents the Cascaded Buck Boost
Capacitor in the middle (CBB-CIM) topology where the two
half bridge converters are cascaded together with a common
dc bus capacitor [7].
The DC bus voltage is typically higher than the battery
voltage in electric vehicles with a boost stage, but depending
on the characteristics of the batteries and design of the
propulsion system the battery voltage may overlap with the

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nominal DC bus voltage. Therefore, the converter must have

the capability to handle the input and output side voltages
with overlapping ranges. Both the converters, CBB-IIM and
CBB-CIM, have the input and output voltage overlap
capability.
S1
V1

V2

C2

S2

S4

Fig.1: Cascaded Buck Boost Inductor in the middle

(CBB-IIM)
S1

L2

= (
C2

C1

The CBB-IIM on the other hand has a second order

transfer function since at most two energy storing elements
experience the switching at any given time. The following
state space model is applicable for CBB-IIM considering
switching of 1 and 4 . 1 and 4 are the duty cycles of 1
and 4 respectively. The derivation of the equations is given
in Appendix B.
(

CM
V1

S2

V2

4 2
2 +

1
1

3 2

B=

)
3
2

2
2

2
2 2 + 2

0
0

2 (2 + )

0
0
(0)

0
L1

2
2

3 2

C = (0

2
2 +

2 + )

+2

1
2 +2 2

2 + )

) = ( ),
0

=0

For analyzing the stability of the open loop circuit, two

situations are considered for the CBB-CIM and CBB-IIM.
First, the effects of input voltage variation while maintaining
a constant output voltage level for constant loads are
evaluated. The input battery voltage is considered to vary
between 100 V to 400 V. The analysis showed that the system
model has two complex conjugate poles with the real part
trajectories always in the negative x-axis as shown in Fig.
3(a), which means that the system is stable. The real part of
the CBB-IIM pole trajectory is also found to be in the stable
region as shown in Fig. 3(b).
-120
-140
-160

Pole Pair1

-180
-200
-220
-240
-260

-280
100

2 2 + 2

150

200

Pole Pair 2
250
300
Input Voltage (V)

(a)

2 (2 + )

= ( ), 4 = 1 4

Real part of system pole

STABILITY ANALYSIS

For CBB-CIM, the following state space matrix was

developed considering the switching of 2 and 3 . 2 and 3
are the duty cycles of 2 and 3 respectively. The derivation
of the equations is given in Appendix A.
2

+2
4

= (

S4

System stability of high power converters should be

considered during the design stage [8-10]. The stability
analysis of the open loop system is provided in terms of state
space model for the two converters. The basic CBB-CIM and
CBB-IIM topologies with single-input, single-output case
have the following transfer function containing unavoidable
non-idealities.
= +
= +

4 2

2 +2 2

Fig.2: Cascaded Buck Boost Capacitor in the middle

(CBB-CIM)
III.

, 2 = 1 2

S3

L1

( )
where 1 , 2 , 1 , 2 , are the resistances of the passive
elements.

S3

C1

D=0

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350

400

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IV. COMPARISON OF THE TWO TOPOLOGIES

Comparisons of the two converter topologies are done for
the following aspects: i) Switching mechanism ii) Stresses
on switches and diodes, iii) Ratings of the passive
components, iv) Size of the passive components, v)
Interleaving capability, and vi) Multi input, output capability.

Real Part of System Pole

-28
-30
-32
-34
-36
-38
100

150

200

250
300
Input Voltage (V)

350

400

(b)
Fig. 3: Effect of input voltage change in system poles (a) Pole
trajectories of CBB-CIM (b) Pole trajectory of CBB-IIM.

The sensitivity to load changes was also analyzed for the

two converters. The converter output varies to meet the
required power level, and the system must be robust over a
wide range of power level. The load resistance was varied
from 1 to 50 with output voltage maintained at 300V,
which corresponds to output power levels of 90 kW to 1.8
kW. The real part pole trajectories of CBB-CIM are shown
in Fig. 4(a), while the real part pole trajectory for CBB-IIM
is shown in Fig. 4(b). Both the converters have real poles in
the negative x-axis at all power levels.

Real part of system pole

-150
Pole Pair1

-200
-250

Pole Pair2

-300
-350

-400

10

15

20
25
30
35
Load Resistance ( )

40

45

50

(a)

Real Part of System Pole

-50

A. Switching Mechanism
Both the converters basically require only one switch to be
switched at a particular frequency to operate either as buck or
boost converter. The other switch is required to be in the ON
mode for the full switching period for current conduction [6].
An alternative strategy for switching both the switches with
different duty ratios and maintaining a particular intermediate
voltage for CBB-CIM appears in [7]; this strategy results in a
higher intermediate voltage across the central capacitor
which can be used as for a multi-output converter.
B. Switch Rating and Size
Stress on the switches is one of the major concerns when
going for final implementation of the converters. Equipment
size, weight and cost are largely dependent on the ratings of
the switches. Comparison tables including the component
ratings are given in this section. All the tables presented in this
section are based on single input, single output circuits shown
in Fig.1 and Fig.2.
Both the basic converters with single input single output
configuration comprise of four switches with freewheeling
diodes. For the CBB-IIM, peak voltage across any switch
depends on the operation mode as given in Table I. For CBBCIM, all the switches and diode experience the same voltage
stress which is equal to the voltage across the center capacitor.
Therefore, voltage across the center capacitor must be limited
up to the maximum voltage that the switches are designed to
withstand. Average currents through all switches and diodes
are given in Table II; these currents play a significant role in
the selection of the converter topology. Significant losses
occur during switching and switching losses increase if the
current is high. Thus, lower current and voltage across
switches are desirable. Table II shows that both of the
converters have essentially the same type of average current
through the switches if similar control methods are applied
(maintaining duty cycle at 100% for one of the switches in all
operating modes).
Table I. Peak Voltages for CBB-IIM

-100

-150

-200

10

15

20

25

30

35

40

45

Load Resistance ( )

(b)
Fig. 4: Effect of output load power level in system poles (a) Pole
trajectories of CBB-CIM (b) Pole trajectory of CBB-IIM.

50

to
Buck

to
Boost

to
Buck

to
Boost

D1/ S1

V1

V1

D2/ S2

V1

V1

V1

V1

D3/ S3

V2

V2

D4/ S4

V2

V2

V2

V2

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Table II. Average Currents through Switches and Diodes

(CBB-IIM and CBB-CIM)
V1 to V2
Buck

D3

V2 to V1
Buck

V2to V1
Boost

CB
BIIM

CBBCIM

CBBIIM

CBBCIM

CBBIIM

CBBCIM

CBBIIM

CBBCIM

P/V1

P/V1

P/V1

P/V2

P/V1

P/V1

P/V2

P/V2

D1
D2

V1 to V2
Boost

P/V
2

P/V
2

D4

P/V2

P/V1

S1

P/V

P/V1

P/V1

P/V1

S2

P/V1

P/V2

S3

P/V2

P/V2

P/V1

P/V2

S4

P/V1

P/V2

V1 to V2
Boost

1 24

V2 to V1
Buck

1 2(1 3 )

V2 to V1
Boost

1 2(1 2 )2 2

12 (1 1)

1
1

P/V1

P/V1

P/V2

P/V1

P/V1

P/V2

P/V2

P/V1

P/V2

Table IV. Capacitor Ratings

V1 to V2
Buck

V1 to V2
Boost

V2 to V1
Buck
(1 3 )

8 2 1
1

C1
(1 1 )

8 2 2
2

C2

V2 to V1
Boost
2
1
1

V12

22 2
2

C. Inductor and Capacitor Ratings and Sizes

Inductors are the largest and expensive passive element in
any high power converter. The inductor size can strongly
influence the selection of one topology over the other. CBBIIM requires only one inductor whereas CBB-CIM requires
two. For the final selection, inductor ratings and sizes must
be calculated. In both circuits, required inductor rating
depends on the operating condition. The inductor must be
sized and designed considering the worst case scenario.
Table III provides the inductor ratings of the two converters
for different modes of operation.

D. Interleaving Capability
Interleaving technique can be applied to both converter
topologies to reduce the switching stresses and the voltage and
current ratings of the switches. Effective switching frequency
also increases with the introduction of interleaving which in
turn helps in reducing output voltage and inductor currents
ripples [11-13]. In both converters, there is the flexibility of
applying input side interleaving or output side interleaving or
both. The CBB-CIM can be used as a DC-to-AC converter by
adding one extra half-bridge leg, but for CBB-IIM an extra Hbridge converter is needed.

Table III also provides the values for average inductor

currents. For CBB-IIM, average current through inductor
largely depends on mode of operation and operating voltages
at any side. Considering the worst case design scenario, the
inductor must be capable of carrying the maximum of four
possible currents provided in the designated column for
CBB-IIM in Table III. On the contrary, the inductor currents
in CBB-CIM are fixed for each inductor depending on the
operating voltage it is connected.

E. Multiple Inputs and Outputs

DC-DC converter with multi-input and multi-output
capability is useful for EV/HEVs that use multiple input
sources or require multiple auxiliary outputs. Multiple input
options are needed to connect two sources such as an ultracapacitor and a battery pack combination [14-16]. In heavy
hybrid vehicles such as fleet trucks, multiple auxiliary outputs
would require different output voltage levels [17-18]. In
recent days, mechanical engine-belt compressor for air
conditioning system has been replaced by electrically driven
compressor to reduce emissions and improve gas mileage. The
compressor motor is driven by high voltage (220 V 400 V)
at 3-5 kW power requirements [19-21]. The use of CBB-CIM
and CBB-IIM topologies with multiple input and/or multiple
outputs is analyzed in the following. The CBB-CIM topology
with auxiliary outputs connected to 1 and 2 is shown
in Fig.5.

Table IV provides the required capacitance values for

both the converters. Both the converters have the same
expression for minimum required capacitance. The required
values are calculated considering certain allowed voltage
ripple across the capacitor.
Table III. Inductor Ratings and Average Currents
Inductance
CBB-IIM
2

V1 to V2
Buck

CBB-CIM
L1

2 (1 1)

L2
2 2(1 3 )

2
2

Average Inductor
Current
CBBCBB-CIM
IIM
L
L1
L2
P/V1

S3

IL1

Vin

P/V2

S5

S1

P/V2

Vout1

L2
CM

L1
C1

IL2

Vout2

L3
IL3
S2

S6

S4

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C3

C4

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(a)

(b)
Fig.6: (a) Multi input case in CBB-CIM (b) 1 and 2 < (Boost
mode) and > (Buck mode)

S2
IL1

S3
IL2

S5
IL3

(b)
Fig.5: (a) Multi output case in CBB-CIM (b) < (Boost mode)
and >1 and 2 (Buck mode)

The duty cycles 2 , 3 and 5 for the gate switching

signals of 2 , 3 and 5 , respectively can be represented with
respect to port voltages:

2 = 1

01
3 =

02
5 =

The CBB-CIM converter can also be used in V2G

operation with the battery pack and ultra-capacitor bank
serving as multiple input sources, and an external DC load
connected across C4 at Vout as shown in Fig.6. C4 port
connects the inverter to the grid for V2G mode of operation.
The duty cycles 2 , 4 and 5 for the gate switching signals
of S2 , S4 and S5 , respectively are:

2 = 1
1

4 = 1
2

5 =

where is the intermediate stage voltage.

IL1
L1

S1

S3

6 = 1
2
4 = 1

The gate signal control of the CBB-IIM topology is

complex for certain operating modes. In case of multiple
output buck operation, an extra freewheeling mode is
required for the lower output branch as shown in Fig.7(c).
Both the converters are suitable for multiple output
capabilities. However, CBB-IIM topology is not suitable for
multi-input operation since there will be circulating current
in the input loop due to the common connection point of the
two inductors in the output leg of the converter.
Vout1

Vin

Vout2
S1

IL1
L1

S3

S5
C11
C12

C1
L2
IL2
S2

S4

S6

(a)
S4

S1

IL1

IL1

S6

S6

IL2

IL2

(b)
(c)
Fig.7: (a) Multi output case in CBB-IIM (b) Vin <Vout1 and Vout2 (Boost
mode) (c) Vin >Vout1 and Vout2 (Buck mode)

S5

Vin1

The CBB-CIM converter can also be used in the G2V

charging mode with the battery pack and ultra-capacitor bank
serving as multiple outputs. C4 then becomes the charging
port connected to a rectified DC source for charging of
battery or ultra-capacitor at the C1 and C2 ports.
The CBB-IIM converter can be used with one input and
multiple outputs similar to the CBB-CIM topology. The duty
cycles 4 and 6 for the gate switching signals of 4 and 6 ,
respectively are:

IL3
Vout
CM

Vin2
C1

L2
IL2

C4

C2
S2

S4

(a)
S2
IL1

S4
IL2

L3

S6

V.

SIMULATION RESULTS

Efficiency analysis has been carried out for different load

conditions for both converter topologies using PLECs circuit
simulator. Inductor DCR loss, conductor loss and switching
loss have been considered in the analysis. In simulation, input
and output voltages were set at 155 V and 400 V for both
converter topologies. Table V and VI show the losses and
efficiency of the two converter topologies. The efficiency
results for the two topologies are also shown in Fig.8.

S5

IL3

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1001.30

4.80

4.53

54.78

937.19

93.60%

2052.20

20.06

11.5

70.39

1950.25

95.03%

4068.75

78.87

28.08

100.55

3861.25

94.90%

6048.10

174.01

48.15

130.57

5695.37

94.17%

8264.60

323.94

72.86

164.47

7703.33

93.21%

10364.85

508.71

98.89

196.87

9560.37

92.24%

Table VI. Losses and Efficiency of CBB-IIM

Inductor
DCR
Loss(W)

Conduction
Loss(W)

Switching
Loss(W)

Pout(W)

1002.85

4.19

8.24

54.82

935.60

93.29%

2018.1

16.95

20.38

69.90

1910.86

94.69%

4081.15

69.33

51.17

100.89

3859.76

94.58%

6108.55

155.31

88.24

131.62

5733.38

93.86%

8311.1

287.51

133.33

165.44

7724.82

92.95%

10490.4

458.06

184.15

199.26

9648.93

91.98%

Pin(W)

95

280
260
240
1.5
1
0.5
0
130
120
110
1.5
1
0.5
0
20
0
-20

2.0001

2.0002

2.0003

2.0001

2.0002

2.0003

2.0001

2.0002

2.0003

2.0001

2.0002

2.0003

2.0001

2.0002

2.0003

2.0001

2.0002

2.0003

Time(sec)

Fig.9: Simulation results for CBB-CIM with multiple outputs.

CBB-CIM
CBB-IIM

94

Simulation was also carried out for the CBB-CIM with

converter specifications chosen for a typical passenger
electric vehicle. Voltages considered for multi-input
simulation are: ultra-capacitor voltage, 1 = 400 V, battery
voltage, 2 = 200 V, and intermediate stage voltage,
= 600 V. The load is assumed to be 20 kW. The results
in Fig.10 show satisfactory operation of the CBB-CIM
topology with multiple inputs.
The input voltage chosen for charging mode simulation
is rectified DC voltage of 1102 V. The multiple storage
devices are ultracapacitor bank at 1 = 400 V and battery
pack at 2 = 200 V. The charging loads used are 4 kW
and 10 kW for ultra-capacitor and battery, respectively. The
results in Fig.11 show satisfactory operation of the CBB-CIM
topology in the G2V mode of operation.

93.5
93
Gate2

92.5
92
2

5
6
Load(kW)

10

Fig.8. Efficiency with load variation for CBB-CIM and CBB-IIM.

Simulations were carried out for CBB-CIM multiple

output case with an input battery voltage of 300 V. The
intermediate stage voltage is set to 750 V, output1 voltage is
controlled at 650 V and output2 voltage is controlled at 350
V. Load1 is 80kW and load2 is 5 kW. Fig.9 shows the
simulation result of the gate signals, and input and output
inductor currents.

IL1

Gate4

91.5

IL2

% Efficiency

1.5
1
0.5
0

Efficiency

95.5

94.5

Gate2

Efficiency

IL1

Pout(W)

Gate3

Switching
Loss(W)

IL2

Conduction
Loss(W)

Gate5

Inductor
DCR
Loss(W)

Pin(W)

IL3

Table V. Losses and Efficiency of CBB-CIM

1.5
1
0.5
0
1.2
20

1.2001

1.2001 1.2001

1.2002

1.2003

1.2003 1.2003

1.2004

1.2001

1.2001 1.2001

1.2002

1.2003

1.2003 1.2003

1.2004

1.2001

1.2001 1.2001

1.2002

1.2003

1.2003 1.2003

1.2004

1.2001

1.2001 1.2001

1.2002 1.2003
Time(sec)

1.2003 1.2003

1.2004

10
0
1.2
1.5
1
0.5
0
1.2
90
80
70
1.2

Fig.10: Simulation results for CBB-CIM with multiple inputs (V2G mode).

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IL2

Gate3

IL1

Gate1

IL3

Gate6

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1.5
1
0.5
0
3.2
100
90
80
3.2
1.5
1
0.5
0
3.2
20
10
0
3.2
1.5
1
0.5
0
3.2
60
50
40
3.2

3.2001

3.2002

3.2003

3.2004

3.2001

3.2002

3.2003

3.2004

3.2001

3.2002

3.2003

3.2004

3.2001

3.2002

3.2003

3.2004

3.2001

3.2002

3.2003

3.2004

3.2001

3.2002
Time(sec)

3.2003

3.2004

Fig.11: Simulation results for CBB-CIM with multiple inputs (G2V mode).

Gate4

The multiple output case for the CBB-IIM is considered

the same as that of the CBB-CIM for the simulation. The input
battery voltage is 300 V, 1 = 650V and 2 = 350 V.
The loads are 80 kW and 5 kW for traction inverter and
auxiliary power, respectively. The results in Fig.12 show
satisfactory operation of the CBB-IIM topology with multiple
outputs.
1.5
1
0.5

IL2

260

Gate6

0
3.5
280

240
3.5
1.5
1
0.5
0
3.5
20

IL3

800 inductance was used as the center inductor while

TI2812 processor was chosen for controller implementation.
Experimental results for CBB-CIM and CBB-IIM are
given in Fig. 14 and Fig. 15, respectively. Steady state and
transient responses are provided for both topologies. Fig.
14(a) shows steady state output voltage (Ch2) for CBB-CIM
at 68.1 V while supplying a 1 kW load with 14.2 A current
(Ch4). The converter was operated in buck mode with 123 V
intermediate stage voltage (Ch1) across the center capacitor.
Another test run performed to observe the transient response
is presented in Fig. 14(b). In Fig. 14(b), intermediate stage
voltage (Ch1) changes from 80V to 100 V, while output
voltage (Ch2) changes from 0V to 50 V.
Fig. 15(a) shows steady state response of CBB-IIM with
630 V input (Ch2) and 410V output (Ch1) voltage. The total
output current of 174 A (ChM) was maintained which was
measured using two separate current probes (Ch3, Ch4) as
seen in the figure. Two separate signals Iout1 and Iout2 were
added and shown in Fig. 15(a) indicated as M and labeled
Icharging. Fig. 15(b) shows the transient response of the system
while charging current (Ch3) was changed from 0 to 90 A
and then from 90 A to 50 A while maintaining average output
voltage (Ch1) close to 360 V. The battery voltage labeled as
Vout in Fig. 15(b) was found to increase when 90 A current
was flowing.

3.5001

3.5002

3.5003

3.5004

3.5001

3.5002

3.5003

3.5004

Control Circuit for

CBB-CIM

Whole set up for

CBB-CIM

Control Circuit
CBB-IIM
3.5001

3.5002

3.5003

3.5004

3.5001

3.5002
Time (sec)

3.5003

3.5004

15
10
3.5

Fig. 13: Experimental Set up

Fig.12: Simulation results for CBB-IIM with multiple outputs.

VI.

EXPERIMENTAL RESULTS

Fig. 13 shows the setup experimental set-up developed for

evaluating the CBB-CIM and CBB-IIM converter topologies.
Interleaved converters were developed for both topologies.
For CBB-CIM, 450 inductance was used both at the
input and output sides. Intermediate stage capacitor, is
3300F. Microchip dSPIC33 was used for the controller
implementation. For the CBB-IIM, a larger unit was built
with 4950 capacitors at both input and output terminals.

(a)

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Efficiency of CBB-CIM topology for multiple output

with load variation in the experiments is shown in Fig. 17.
It is observed that the efficiency increases as load is
increased.
95

(b)
Fig. 14: Experimental results for CBB-CIM. (a) Results for steady state
(Ch1- intermediate stage voltage, Ch2- output voltage, Ch3- input
current, Ch4- output current). (b) Experimental result shows the initial
transient response of voltages and current (Ch1- intermediate stage
voltage, Ch2- output voltage).

% Efficiency

94.5
94
93.5
93
92.5
92

1.5

2.5

3
3.5
Load(kW)

4.5

5.5

Fig. 17: Efficiency with load variation of CBB-CIM

topology for multiple output case
The multiple input case for CBB-CIM was also
experimentally evaluated with two input ports. Fig. 18
shows the gate signals and currents of input inductors
where input1 voltage is 250 V, input2 voltage is 150 V,
and output voltage is 170 V. Experiment has been
completed up to 5.2 kW.
(a)

Fig. 18: Gate signals and currents of input inductors

The multiple output case for CBB-CIM was

experimentally evaluated with two output ports. Fig. 16
shows the gate signals and currents of output inductors
where input voltage is 330 V, intermediate stage voltage is
400 V, load1 voltage is 170 V and load2 voltage is 150 V,
load1 is 4.1 kW and load2 is 1.1kW.

Efficiency of CBB-CIM for multiple inputs with load

variation in the experiments is shown in Fig. 19. It is
observed that the efficiency increases with the increased
load.
95.5
95

% Efficiency

(b)
Fig. 15: Experimental results for CBB-IIM (a) Results for steady state
(Ch1- output voltage, Ch2- input voltage, (ChM=Ch3+Ch4)- charging
current at steady state) (b) Response while battery charging current
changes from 0A to 90 A and 90 A to 50 A(Ch1-output voltage, Ch2input voltage, Ch3-charging current).

94.5

94
93.5

93

1.5

2.5

3
Load(kW)

3.5

4.5

Fig. 19: Efficiency with load variation of CBB-CIM

topology for multiple input case
VII. CONCLUSION
Fig. 16: Gate signals and currents of output inductors

The performance analysis and comparison for two bidirectional DC-DC converters for EV/HEV applications are

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI
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presented. Both the converters have their own advantages and

disadvantages. The appropriate converter can be chosen
based on the specific application. For EV charging station,
multi-input and multi-output case, CBB-CIM can have better
performance since input side and output side controls are
independent. System control flexibility and reliability is
better with CBB-CIM. CBB-IIM on the other hand requires
fewer components.
Appendix A
State space modeling for CBB-CIM:
S1
iL1
L1

rL1

iL2

+
vCM

CM

L2

rL2

Vin

S2

+
vC2 C2
_

S4

When 1 and 3 are on, the state equations are as follows:

2

( + 2 +

2
2 +

) 2 +

2 (2 + )

1
=

2
2

1
=

2 (2 + ) 2 2 (2 + ) 2

=
=

1
1

2 (2 + )

( + 1 )1 +
1
2

( + 2 +

2
2

1
1

2 +

RL v
o

2
=

2 +

1
1

(2 + 1 ) 1 +

2
2

2
1

2
1

2
1
=
1

2
2

1
=
2

2 (2 + )
2 (2 + ) 2

2 (2 + )

3 2
1

2
1

3 2
1
=(
+ ) 1

2
2

1
=

2 (2 + ) 2 2 (2 + ) 2

S1

S3

rc2
+
vC2 C2
_

iL

Vin

rL
S2

+
RL vo

S4

Fig. B: CBB-IIM converter with parasitic resistances.

When 1 and 4 are on, the state equations are:

1
1
( + 2 + 2
) +

2
2 + 2 2

2 (2 + ) 2

) 2

(2 + 1 ) 1 +

Combining the above equations and then rearranging, the

equations for the on condition of 3 with 2 as the duty cycle
of gate 2 and 2 = 1 2 can be obtained as follows:

2
3 2

1
=
1 (3 + 2 + 2
)

2
2
2 + 2
3

2 2 (2 + ) 2

1
1
=

1 2
2

1
=

2 (2 + ) 2 2 (2 + ) 2

(2 +

Appendix B
State space modeling for CBB-IIM:

) 2 +

(2 + 1 ) 1

1
2

1
=
2

2 (2 + )
2 (2 + ) 2

When 1 is off and 3 is on, the state equations are:

1

1
1

Fig. A: CBB-CIM converter with parasitic resistances.

= 1 1 +

1
1

+
rc2

Combining the equations for the on and off conditions of 3 ,

the state space model equations for CBB-CIM with 3 as the
duty cycle of 3 and 3 = 1 3 can be obtained as follows:

S3

rCM

Using the same approach, the equations for the off condition
of 3 can be obtained as follows:

=
+

2
1
=

2 (2 + ) 2

When 1 is on and 4 is off, the state equations are:

1
2

= ( +
) +
+

2 + (2 + ) 2

2 (2 + )

1
2 (2 + )

Combining the above equations and then rearranging, the

equations for the on condition of 1 with 4 as the duty cycle
of 4 and 4 = 1 4 are

4 2

1
4

= ( +
) +
2 +

2 +

(2 + )

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI
10.1109/TIA.2015.2388862, IEEE Transactions on Industry Applications

2 (2 + )

1
2 (2 + )

Using the same approach, the equations for the off condition
of 1 can be obtained as follows:

[8]

[9]

4 2

1
4
= ( +
) +

2 +
(2 + ) 2
2

2 (2 + )

1
2 (2 + )

Combining the equations for the on and off conditions of 1 ,

the state space model equations for CBB-IIM with 1 as the
duty cycle of 1 and 1 = 1 1 can be obtained as follows:

4 2

1
4
1
= ( +
) +
2 +

2 +

(2 + )
2

2 (2 + )

1
2 (2 + )

2 .

[10]
[11]

[12]

[13]

[14]

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