VEHICLE TO VEHICLE BIDIRECTIONAL CHARGING

USING DUAL ACTIVE BRIDGE TOPOLOGY

PROJECT REPORT

Submitted by

KAVYA M TCR21EE076
LIVIN LINTO LTCR21EE145
PARVATHY O G TCR21EE105
SREEPRIYA S TCR21EE122
MOHAMMED SUFAID K P TCR21EE090

to
The APJ Abdul Kalam Technological University
in partial fulfillment of the requirements for the award of the Degree
of
Bachelor of Technology
in
Electrical and Electronics Engineering

Department of Electrical Engineering

Government Engineering College Thrissur
680009
FEBRUARY 2025
 DECLARATION

We, the undersigned, declare that the project report titled VEHICLE TO
VEHICLE BIDIRECTIONAL CHARGING USING DUAL ACTIVE BRIDGE
TOPOLOGY submitted for partial fulfillment of the requirements for the award of
the degree of Bachelor of Technology of the APJ Abdul Kalam Technological Uni-
versity, Kerala, is a bonafide work done by us under supervision of [Link] K.
Damodaran. This submission represents our ideas in our own words and where
ideas or words of others have been included, we have adequately and accurately
cited and referenced the sources. We also declare we have adhered to the ethics of
academic honesty and integrity and have not misrepresented or fabricated any data
or idea or fact or source in our submission. We understand that any violation of the
above will be a cause for disciplinary action by the institute and/or the University
and can also evoke penal action from the sources that have thus not been properly
cited or from whom proper permission has not been obtained. This report has not
been previously formed the basis for the award of any degree, diploma, or similar
title of any other University.

Signature of student : Signature of student :

Name of student : KAVYA M Name of student : LIVIN LINTO
Signature of student : Signature of student :
Name of student : PARVATHY O G Name of student : SREEPRIYA S
Signature of student :
Name of student : MOHAMMED SUFAID K P

Place : Thrissur
Date : March 24, 2025

2
 DEPARTMENT OF ELECTRICAL ENGINEERING
Government Engineering College Thrissur
Thrissur
680009

CERTIFICATE

This is to certify that the report entitled VEHICLE TO VEHICLE

BIDIRECTIONAL CHARGING USING DUAL ACTIVE BRIDGE
TOPOLOGY submitted by KAVYA M, LIVIN LINTO, PARVATHY O G,
SREEPRIYA S, MOHAMMED SUFAID K P to the APJ Abdul Kalam Tech-
nological University in partial fulfillment of the requirements for the award of the
Degree of Bachelor of Technology in Electrical and Electronics Engineering is a
bonafide record of the project work carried out by him/her under my/our guidance
and supervision. This report in any form has not been submitted to any other Uni-
versity or Institute for any purpose.

Internal Supervisor Project Coordinator

Name : [Link] K. Damodaran Name : Prof. Lalgy Gopi
Signature : Signature :

Project Coordinator Head of Department

Name : Dr. Jaison Mathew Name : [Link] B.
Signature : Signature :
 ACKNOWLEDGMENT

We wish to record our indebtedness and thankfulness to all who helped us

prepare this project report titled VEHICLE TO VEHICLE BIDIRECTIONAL
CHARGING USING DUAL ACTIVE BRIDGE TOPOLOGY and present it
satisfactorily.
We are especially thankful to our guide and supervisor [Link] K. Damodaran
in the Department of Electrical Engineering for giving us valuable suggestions and
critical inputs in the preparation of this report. We would like to extend our sincere
gratitude to Prof. Lalgy Gopi for the invaluable support and guidance. We are also
grateful to [Link] B., the head of the Department of Electrical Engineeringfor
encouragement.
Our friends in the class have always been helpful, and we are grateful to
them for patiently listening to our presentations on the work related to the project.

KAVYA M
LIVIN LINTO
PARVATHY O G
SREEPRIYA S
MOHAMMED SUFAID K P
B. Tech. (Electrical and Electronics Engineering)
Department of Electrical Engineering
Government Engineering College Thrissur

i
 ABSTRACT

As electric vehicles (EVs) continue to proliferate, developing efficient and

flexible charging solutions becomes essential for a sustainable and resilient energy
infrastructure. This project explores the concept of Vehicle-to-Vehicle (V2V) bidi-
rectional charging, a technology that enables energy exchange between two electric
vehicles. As electric vehicles (EVs) continue to proliferate, developing efficient and
flexible charging solutions becomes essential for a sustainable and resilient energy
infrastructure. This project involves designing and optimizing the DAB converter
parameters to suit the dynamic nature of EV battery systems, as well as imple-
menting control strategies to manage the bidirectional power flow [Link]
challenges addressed include voltage and current management across varying bat-
tery states of charge, real-time control algorithms for power balancing, and ensur-
ing safety and stability during the charging/discharging [Link] results
demonstrate the effectiveness of the dual active bridge in providing stable, efficient
V2V charging under different load and battery conditions. This project provides
valuable insights into the design and potential of V2V charging systems, contribut-
ing to the future of flexible, resilient EV energy networks.

ii
LIST OF ABBREVIATIONS AND SYMBOLS

Abbreviation Definition
EV Electric Vehicle
V2V Vehicle to Vehicle
ZVS Zero Voltage Switching
DAB Dual Active Bridge
V2G Vehicle to Grid
SoC State of Charge
CAN Controller Area Network
EMI Electromagnetic Interference
PWM Pulse Width Modulation

iii
 CONTENTS

ACKNOWLEDGEMENT i

ABSTRACT ii

LIST OF ABBREVIATIONS AND SYMBOLS iii

LIST OF FIGURES vi

Chapter 1. INTRODUCTION 1
1.1 BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . 2

Chapter 2. 4
2.1 PROBLEM STATEMENT . . . . . . . . . . . . . . . . . . 4
2.2 OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.3 IMPORTANCE OF BIDIRECTIONAL V2V CHARGING . 4

Chapter 3. LITERATURE SURVEY 6

3.1 V2V BIDIRECTIONAL CHARGING . . . . . . . . . . . . 6
3.2 DC-DC CONVERTERS . . . . . . . . . . . . . . . . . . . 6
3.3 DUAL ACTIVE BRIDGE CONVERTER . . . . . . . . . . 7

Chapter 4. METHODOLOGY 9
4.1 SYSTEM SPECIFICATION . . . . . . . . . . . . . . . . . 9
4.2 SELECTION OF CONVERTER TOPOLOGY . . . . . . . 10
4.3 CONTROL PLAN . . . . . . . . . . . . . . . . . . . . . . 10

Chapter 5. DAB AND MODES OF OPERATION 12

5.1 ZERO VOLTAGE SWITCHING . . . . . . . . . . . . . . . 12

iv
 5.1.1 ZERO VOLTAGE SWITCHING RANGE . . . 13
5.2 GALVANIC ISOLATION . . . . . . . . . . . . . . . . . . 13
5.3 BIDIRECTIONAL FLOW . . . . . . . . . . . . . . . . . . 14
5.4 SWITCHING FREQUENCY . . . . . . . . . . . . . . . . . 14
5.5 DC BLOCKING CAPACITOR . . . . . . . . . . . . . . . . 15
5.6 MODES OF OPERATION . . . . . . . . . . . . . . . . . . 15
5.6.1 MODE 1 . . . . . . . . . . . . . . . . . . . . 16
5.6.2 MODE 2 . . . . . . . . . . . . . . . . . . . . 17
5.6.3 MODE 3 . . . . . . . . . . . . . . . . . . . . 17
5.6.4 MODE 4 . . . . . . . . . . . . . . . . . . . . 18
5.6.5 ILLUSTRATION OF WAVEFORMS . . . . . 18

Chapter 6. DESIGN 21
6.1 DAB DESIGN . . . . . . . . . . . . . . . . . . . . . . . . 22
6.1.1 DESIGN OF TRANSFORMER . . . . . . . . 23
6.1.2 DESIGN OF INDUCTOR . . . . . . . . . . . 24

Chapter 7. SIMULATION AND RESULTS 25

7.1 OPEN LOOP SIMULATION . . . . . . . . . . . . . . . . . 25
7.1.1 SIMULATION DIAGRAM FOR POSITIVE
PHASE SHIFT . . . . . . . . . . . . . . . . . 25
7.1.2 SIMULATION DIAGRAM FOR NEGATIVE
PHASE SHIFT . . . . . . . . . . . . . . . . . 29
7.2 CLOSED LOOP SIMULATION . . . . . . . . . . . . . . . 33
7.2.1 SIMULATION DIAGRAM FOR CLOSED LOOP
SIMULATION . . . . . . . . . . . . . . . . . 33

Chapter 8. HARDWARE AND EXPERIMENTATION 35

8.1 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . 35
8.1.1 STM32F303RET6 . . . . . . . . . . . . . . . 35
8.1.2 BATTERY . . . . . . . . . . . . . . . . . . . 36

v
 8.1.3 HCPL3120 . . . . . . . . . . . . . . . . . . . 36
8.1.4 IRF540 . . . . . . . . . . . . . . . . . . . . . 36
8.2 ALGORITHM OF PROGRAM . . . . . . . . . . . . . . . . 36
8.3 HARDWARE SETUP . . . . . . . . . . . . . . . . . . . . . 38
8.4 RESULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Chapter 9. CONCLUSION 39

Chapter 10. FUTURE PROSPECTS 40

REFERENCES 41

vi
 LIST OF FIGURES

2.1 Block diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

5.1 DAB circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

5.2 Interval 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.3 Interval 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5.4 Interval 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5.5 Interval 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.6 Waveforms in different intervals . . . . . . . . . . . . . . . . . . . 20

7.1 Simulation diagram of positive phase shift . . . . . . . . . . . . . . 26

7.2 Input waveforms obtained on scope . . . . . . . . . . . . . . . . . 27
7.3 Output waveforms positive phase shift . . . . . . . . . . . . . . . . 27
7.4 Inductor current and voltage across transformer of DAB for positive
phase shift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
7.5 ZVS with positive phase shift . . . . . . . . . . . . . . . . . . . . . 29
7.6 simulation diagram of negative phase shift . . . . . . . . . . . . . . 30
7.7 input waveforms of negative phase shift simulation . . . . . . . . . 31
7.8 output waveforms of negative phase shift simulation . . . . . . . . . 31
7.9 ZVS for negative phase shift . . . . . . . . . . . . . . . . . . . . . 32
7.10 inductor current and voltage across transformer of DAB for nega-
tive phase shift . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
7.11 closed loop simulation diagram . . . . . . . . . . . . . . . . . . . . 34

vii
 Chapter 1
INTRODUCTION

EVs are providing a cleaner alternative to traditional vehicles. They signifi-

cantly improve air quality, especially in urban areas, by cutting down pollutants like
nitrogen oxides and particulate matter. EVs also reduce our dependence on fossil
fuels, enhancing energy security and economic stability. As the world strives for
carbon neutrality, EVs play a crucial role in achieving sustainability goals. How-
ever, the limited availability and uneven distribution of charging stations create
”range anxiety” for EV owners, which can hinder the widespread adoption of elec-
tric [Link] offer quieter operation, reducing noise pollution in cities. They also
have lower maintenance costs as they have fewer moving parts compared to vehi-
cles with internal combustion engines. Governments and industries are investing
heavily in EV infrastructure and incentives to encourage adoption of EVs. Despite
the challenges, the future of transportation is leaning towards EVs, promising a
greener and more sustainable world.
This project focuses on designing a bidirectional charger that enables electric ve-
hicles (EVs) to share power, allowing one vehicle to charge another in remote lo-
cations. By implementing this system, EVs with sufficient battery levels can trans-
fer energy to stranded vehicles, reducing the risk of being stuck without access to
charging infrastructure. This solution enhances the practicality of EVs for long-
distance travel, promotes energy sharing, and contributes to the development of a
more resilient and interconnected EV charging network.
The choice of power conversion topology is critical in V2V systems, as it deter-
mines the efficiency, cost, size, and operational stability of the system. Among
various topologies, the Dual Active Bridge (DAB) converter is one of the most fa-
vorable choices for V2V applications due to its bidirectional energy transfer capa-
bility, high efficiency, and effective galvanic isolation. The DAB converter operates
using phase-shift modulation, which allows precise control of the energy flow be-
tween EVs, reducing switching losses and increasing efficiency across a wide volt-
age range. This is especially important in V2V applications, where different EVs
may have batteries with varying charge levels and voltage ranges. The compact
design of the DAB topology and the high power density also make it suitable for
integration into the limited space available in EVs, providing a robust and flexible
option for bidirectional V2V charging.
In this project, the DAB converter is analyzed and optimized for V2V ap-
plications, with a focus on handling voltage fluctuations, maintaining power stabil-
ity, and minimizing energy losses during bidirectional transfer. Simulation results
are presented to evaluate the performance, efficiency and control of the DAB un-
der varying load [Link]-aware experiments were performed using a DAB
converter and the results were observed.

1.1 BACKGROUND

Bidirectional converter topologies encompass a variety of types, each dis-

tinguished by unique characteristics and applications. Single-stage topologies in-
clude both non-resonant and resonant dual-bridge converters, which cater to varying
power levels and efficiency needs. Among these, non-resonant dual-bridge con-
verters, such as the bidirectional full-bridge DC-DC converter and the Dual Ac-
tive Bridge (DAB) configuration, are particularly notable for their efficiency stem-
ming from reduced switching losses, although simpler isolated converters may en-
counter limitations in high-power applications. The single-phase DAB converter,
with its symmetrical structure, facilitates bidirectional power flow while utilizing
minimal passive components and achieving low switching losses; however, it strug-
gles to maintain soft switching under low-load conditions. Conversely, the three-
phase DAB converter enhances performance through its multiple active components
but introduces greater complexity and potential losses. The bidirectional and iso-
lated full-bridge converter enhances efficiency by employing zero-voltage and zero-

2
current switching techniques, though it faces constraints related to transformer turns
ratio utilization. Alternative topologies, such as modified half-bridge converters, of-
fer flexibility but may deal with high RMS currents. Lastly, two-stage topologies
improve voltage ratio alignment, albeit at the expense of requiring additional com-
ponents to sustain efficiency. Overall, DAB converters excel in their capacity to
manage versatile power levels and high efficiency, making them particularly well-
suited for applications like electric vehicle charging and grid integration.

3
 Chapter 2

2.1 PROBLEM STATEMENT

The widespread adoption of electric vehicles (EVs) is primarily hindered

by the limited availability and accessibility of charging infrastructure, especially in
deserted areas. Existing charging technology often suffers from long wait times,
reliability issues, and lack of standardization, limiting its efficiency and flexibility.
To address these challenges and promote the growth of EVs, a bidirectional V2V
charging system using dual active bridge converter can be a solution.

2.2 OBJECTIVES

The objective of this project is to design and implement a V2V bidirectional

charging system using the dual active bridge (DAB) topology to enable efficient en-
ergy transfer between electric vehicles. This involves a comprehensive analysis of
the DAB converter’s performance across various operating conditions, along with
the development of control strategies that ensure reliable, safe, and efficient bidirec-
tional energy flow. The control algorithms optimizes energy transfer by taking into
account factors such as state of charge (SOC), power demand, and vehicle status
during both charging and discharging phases.

2.3 IMPORTANCE OF BIDIRECTIONAL V2V CHARGING

V2V charging utilizing the Dual Active Bridge (DAB) topology facilitates
efficient, bidirectional energy transfer between electric vehicles by enabling precise
power flow control between two active H-bridges interconnected through an iso-
lated [Link] topology is well-suited for V2V due to its high efficiency,
power density, and simplified control, making it ideal for compact, vehicle-based
applications. DAB-based V2V systems optimize energy sharing, reduce reliance
on stationary chargers, and support a resilient, decentralized network for EV en-
ergy exchange.
In the proposed V2V bidirectional charging system, each electric vehicle
(Vehicle A and Vehicle B) is equipped with a battery and a DAB converter, as
illustrated in the block diagram.

Figure 2.1: Block diagram.

When one vehicle needs to transfer energy to another, the control system
evaluates the state of charge (SOC) of both vehicles’ batteries, assesses power re-
quirements, and decides the direction of energy flow. For instance, if Vehicle A has
surplus energy and Vehicle B requires a charge, Vehicle A can initiate the transfer.
The control system coordinates the operation of the DAB converters in both
vehicles. It adjusts the power output, monitors the battery conditions, and ensures
that the energy transfer occurs within safe limits. The control algorithms are de-
signed to adapt to changing conditions, such as variations in battery voltage.

5
 Chapter 3
LITERATURE SURVEY

3.1 V2V BIDIRECTIONAL CHARGING

Several charging topologies exist, each with its own advantages and disad-
vantages. Conductive charging, which includes AC and DC charging, is the most
common method. AC charging is further categorized into Level 1, Level 2, and
Level 3 (DC Fast Charging), with increasing power levels and charging speeds. In-
ductive charging, on the other hand, offers wireless charging convenience but is less
efficient and has limited power transfer capabilities.
V2V bidirectional charging allow EVs to exchange energy with each other,
creating a decentralized energy network. This technology offers several benefits, in-
cluding enhanced grid resilience, emergency charging, and optimized energy man-
agement. To fully realize the potential of V2V bidirectional charging, several ad-
vancements are required: high-power, high-efficiency power electronics, advanced
battery management systems, robust communication protocols, standardized charg-
ing interfaces, and viable economic models.

3.2 DC-DC CONVERTERS

Several DC-DC converter topologies have been proposed for V2V charging
applications, each with its own advantages and disadvantages. Non-isolated topolo-
gies like the Buck-Boost and Cuk converters offer simplicity and low cost but suffer
from limited voltage gain and power density. Isolated topologies, on the other hand,
provide galvanic isolation and higher power density. The Flyback, Half-Bridge, and
Full-Bridge converters are examples of isolated topologies, each with its own trade-
offs in terms of complexity, efficiency, and power density.
 Among the isolated topologies, the Dual Active Bridge (DAB) converter
stands out as a promising solution for V2V charging applications. It offers high
efficiency, high power density, and bidirectional power flow capabilities. The DAB
converter achieves high efficiency through soft-switching techniques and can han-
dle a wide range of voltage gain by adjusting the phase-shift angle between the two
bridges.
In conclusion, the selection of a suitable DC-DC converter topology for V2V
charging depends on various factors, including power level, voltage gain, efficiency,
and cost. While non-isolated topologies offer simplicity and low cost, isolated
topologies provide galvanic isolation and higher power density. Among the iso-
lated topologies, the Dual Active Bridge (DAB) converter stands out as a promising
solution due to its high efficiency, high power density, and bidirectional power flow
capabilities.

3.3 DUAL ACTIVE BRIDGE CONVERTER

The Dual Active Bridge (DAB) converter has emerged as a highly effective
solution for bidirectional power conversion in various applications, especially in
DC microgrids and Vehicle-to-Grid (V2G) systems. Several studies have focused
on the design, simulation, and implementation of DAB converters, demonstrating
their versatility and efficiency across different domains. Joarder and Ghosh (2022)
explored the design and implementation of a DAB converter for DC microgrid ap-
plications, highlighting its ability to manage varying power flows and ensure system
stability. Their work emphasized the converter’s high efficiency, reduced current
stresses, and suitability for energy storage systems, which are crucial for enhancing
the reliability of DC microgrids. Similarly, Panchanathan et al. (2022) provided
an in-depth review of various bidirectional converter topologies for V2G systems,
underscoring the critical role of the DAB in enabling seamless power exchange
between electric vehicles and the grid. They noted the importance of optimizing
control strategies to improve power flow efficiency and mitigate reverse power loss
and harmonics in V2G systems. In addition, Yin et al. (2021) compared differ-

7
ent simulation methods for DAB converters across various simulation platforms
like MATLAB/Simulink and PSIM. Their study emphasized how different simu-
lation tools influence results, particularly in terms of accuracy and computation
time, offering valuable insights into the trade-offs between simulation approaches
for power electronics systems. A foundational contribution by Rodrı́guez Alonso
et al. (2010) provided a comprehensive study of DAB converters for bidirectional
DC/DC conversion, focusing on the principles of zero-voltage switching (ZVS)
and its impact on system efficiency. Their findings highlighted the DAB’s potential
in applications such as renewable energy integration, battery storage, and electric
vehicles, demonstrating its ability to achieve high efficiency and power density un-
der various operating conditions. Krismer and Kolar (2010) further contributed by
developing an accurate small-signal model of a bidirectional DAB converter for
automotive applications, emphasizing the importance of robust digital control to
maintain stability under dynamic load conditions. This small-signal model aids in
designing more precise control systems for automotive power electronics, where
fast response times are essential for safe and efficient operation. Collectively, these
studies highlight the significant advantages of the DAB converter, such as its bidi-
rectional power flow, high efficiency due to ZVS, and galvanic isolation, which are
essential for applications in microgrids, energy storage, and electric vehicles. How-
ever, challenges remain, including the complexity of designing control strategies
that ensure fast and stable operation, particularly in automotive and V2G applica-
tions, and the need for careful system design to mitigate parasitic losses. Further-
more, the transformer used in the DAB converter for isolation adds size and cost to
the system, which must be balanced with the performance benefits. Despite these
challenges, the DAB converter is poised for continued development, particularly in
its integration with renewable energy systems, electric vehicles, and future smart
grid applications, where bidirectional power conversion, efficiency, and reliability
are of paramount importance.

8
 Chapter 4
METHODOLOGY

The methodology for designing and implementing a Vehicle-to-Vehicle (V2V)

charging system involves several key steps. such as analysing the system’s power
requirements, including voltage levels and power output, are determined based on
the specific needs of the vehicles. the systematic approach and technical frame-
work employed in the design, development, and implementation of a bidirectional
Vehicle-to-Vehicle (V2V) charging system. This innovative system allows for the
exchange of electrical energy between two electric vehicles (EVs), facilitating not
only the charging of a vehicle’s battery but also enabling one vehicle to supply
power to another when needed. By adopting a structured process, this methodology
ensures a safe, efficient, and scalable solution for V2V charging, with an emphasis
on minimizing energy loss, maintaining battery health, and promoting sustainabil-
ity.

4.1 SYSTEM SPECIFICATION

A high-efficiency DC-DC converter is used to step down the voltage, typi-

cally from 36V to 24V, while supporting bidirectional power flow for both charging
and [Link] power output is 200W. Power control mechanism, such as cur-
rent limiting, balance the transfer of energy based on the vehicles’ battery levels,
with an automatic cutoff when either battery reaches a critical level. Communi-
cation between vehicles is facilitated through a CAN bus or proprietary protocol,
allowing for real-time data exchange regarding battery status and power manage-
ment. The system incorporates robust safety features, like electrical isolation, to
ensure safe operation.

4.2 SELECTION OF CONVERTER TOPOLOGY

A bidirectional DC-DC converter is the ideal choice, power transfer happens

in a dual-active bridge where two high-frequency square waves are created in the
primary and secondary side of the transformer by the switching action of MOS-
FETs. These high-frequency square waves are phase shifted with respect to each
other. Power transfer takes place from the leading bridge to the lagging bridge,
and this power flow direction can be easily changed by reversing the phase shift
between the two bridges. Hence, it is possible to obtain bidirectional power trans-
fer with ease in a dual-active [Link] Dual Active Bridge (DAB) converter for
bidirectional energy transfer in Vehicle-to-Vehicle (V2V) charging systems is taken
due to its inherent advantages in handling high power levels with high efficiency
and bidirectional capability. The DAB converter utilizes two active switches on
both the primary and secondary sides, enabling controlled power transfer in both
directions (from vehicle to vehicle and vice versa).

4.3 CONTROL PLAN

In a Vehicle-to-Vehicle (V2V) charging system using a Dual Active Bridge

(DAB) converter, the current control strategy ensures efficient and safe power trans-
fer between vehicles. The strategy typically involves current mode control on both
the primary and secondary sides of the converter, regulating the flow of current
through feedback loops. By adjusting the phase shift between the primary and sec-
ondary switches, the system controls the power transfer, maintaining stable current
flow. This strategy is essential for both charging and discharging operations, ensur-
ing that energy moves in the correct direction and at the desired rate. The feedback
control helps prevent overcurrent conditions and ensures smooth energy flow, opti-

10
mizing the efficiency of the V2V charging system.

11
 Chapter 5
DAB AND MODES OF OPERATION

A single-phase Dual Active Bridge (DAB) DC/DC converter topology of-

fers advantages like soft-switching commutations, a decreased number of devices
and high efficiency. The design is beneficial where power density, cost, weight,
galvanic isolation, high-voltage conversion ratio, and reliability are critical factors,
making this design an excellent choice for EV charging stations and energy storage
applications. Modularity and symmetrical structure in the DAB allow for stack-
ing converters to achieve high power throughput and facilitate a bidirectional mode
of operation to support battery charging and discharging applications. Advanced
control strategies, particularly phase-shift modulation, regulate power flow in both
charging (buck mode) and discharging (boost mode) operations, allowing for flexi-
ble energy transfer between vehicles.

5.1 ZERO VOLTAGE SWITCHING

Zero-Voltage Switching (ZVS) is employed in the converter to minimize

switching losses. ZVS ensures that the voltage across a power switch is zero during
the switching transition, significantly reducing power dissipation.
In a DAB converter, ZVS is achieved by carefully controlling the phase shift
between the primary and secondary sides. During the on-time of the primary side
switches, energy is stored in the primary side inductor. When the secondary side
switches turn on, the stored energy is transferred to the secondary side, resulting in
zero-voltage conditions for the secondary side switches. This enables the secondary
side switches to turn on with ZVS, minimizing switching losses. The secondary side
switches, in turn, induce a voltage across the primary side switches, allowing them
to turn on with ZVS as well.
By effectively employing ZVS, DAB converters offer numerous advantages,
including high efficiency, reduced electromagnetic interference (EMI), improved
thermal performance, and extended component lifespan. Achieving optimal ZVS
performance requires careful design considerations, such as precise phase shift con-
trol, appropriate inductor design, and mitigation of parasitic capacitances. In addi-
tion to ZVS, DAB converters can also achieve zero-current switching (ZCS) under
certain conditions. This further reduces switching losses and improves efficiency.

5.1.1 ZERO VOLTAGE SWITCHING RANGE

The ZVS range in a DAB converter is determined by the phase shift between
the primary and secondary sides. A minimum phase shift is required to ensure ZVS
for all switching [Link] minimum phase shift depends on the input and
output voltage ratio and the inductor current.
By analyzing the inductor current waveform and the timing of the switching
transitions, it can be determined that the ZVS range is bounded by specific condi-
tions on the inductor current. These conditions ensure that the inductor current is
sufficient to discharge the output capacitances of the MOSFETs and achieve ZVS.
It’s important to note that the ZVS range is influenced by various factors,
including the load conditions, the input and output voltage levels, and the parasitic
capacitances of the MOSFETs. Careful design and control of the DAB converter
are essential to optimize ZVS operation and maximize efficiency.

5.2 GALVANIC ISOLATION

Dual Active Bridge converter has ability to provide galvanic isolation be-
tween the input and output stages. This isolation is achieved through the use of a
high-frequency transformer.
Galvanic isolation offers several benefits like physically separating the in-
put and output stages, galvanic isolation significantly reduces the risk of electric

13
shock. The transformer acts as a barrier, preventing the propagation of common-
mode noise, which can interfere with sensitive electronic components. Galvanic
isolation can increase the reliability of the converter by minimizing the impact of
faults or disturbances in one stage on the other.

5.3 BIDIRECTIONAL FLOW

The bidirectional capability is achieved through precise control of the phase

shift between the primary and secondary sides of the converter. Power transfer
happens in a dual-active bridge where two high-frequency square waves are created
in the primary and secondary side of the transformer by the switching action of
MOSFETs. These high-frequency square waves are phase shifted with respect to
each other. Power transfer takes place from the leading bridge to the lagging bridge,
and this power flow direction can be easily changed by reversing the phase shift
between the two bridges. Hence, it is possible to obtain bidirectional power transfer
with ease in a dual-active bridge.

5.4 SWITCHING FREQUENCY

Switching frequency is an important parameter which affects the efficiency

and power density of the power converter. The input and output voltage levels
primarily determine the type of switches used in the power stage. Usage of SiC
MOSFETs in the power stage enables high switching frequencies. Operating at
higher switching frequencies enables a reduced size of magnetics which improves
thermal conditions, thereby improving the power density of the converter. There-
fore, selection of switching frequency is primarily a tradeoff between the allowable
heat sink design and the transformer size for a given efficiency target.

14
5.5 DC BLOCKING CAPACITOR

DC Blocking capacitors are introduced in the power stage to avoid satura-

tion of the transformer in case of unbalanced currents, which can be caused by
mismatched PWM signals, mismatched propagation delays in gate drivers or other
asymmetries in the system. Especially during start-up and load transients unbal-
anced currents can occur. The DC blocking capacitors should be able to withstand
the full-voltage and provide enough capacitance to not influence the switch node
voltage waveforms in a significant manner.

5.6 MODES OF OPERATION

WORKING: dual active bridge converter is a DC-AC-DC converter which

has bidirectional current [Link] consist of 2 H bridge one acting as a rectifier and
the other as inverter in one direction and vice versa in other direction. It has a high
frequency transformer to provide galvanic [Link] leakage inductance in the
high frequency provide energy storage capability in the energy [Link] is a single
stage topology.
The gate pulses are given to switch S1 and S4 and the complement of this
pulse is given to S2 and S3 . A delay is provided to the gating pulse of s1 and s4 and
this delayed pulse is given to S5 and S8 and the complement of this is given to S7
and S6

Figure 5.1: DAB circuit.

15
5.6.1 MODE 1

Here Switch S1 ,S4 and S7 ,S6 are on.I1 enters the transformer through dot
here and lives through the other dot as as I2 . The current flow in circuit as in the
loop.v1 is the primary voltage which is positive. the v2 in the secondary is negative
as per the dot convection.
As v1 positive v2 negative The voltage vL will be a large positive value the current
IL is the integral of vL which will be a rapidly increasing ramp.
vL = v12
vL = v1 − v2
v1 > 0, v2 < 0
vL = v1 − (−v2 ) = v1 + v2
1R
IL = L vL dt

Figure 5.2: Interval 1.

16
5.6.2 MODE 2

Here Switch S1 ,S4 remains on and S5 ,S8 are turned on.I1 enters the trans-
former through dot here and lives through the other dot The current flow in circuit
as in the in the loops. v1 is the primary voltage which is positive. the v2 in the
secondary is also positive as per the dot convection and direction of current.
As v1 positive v2 positive The voltage vL will be a small positive value the current
IL is the integral of vL which will be a ramp increasing in small rate.
vL = v12
vL = v1 − v2
v1 > 0, v2 > 0
vL = v1 − (v2 ) = v1 − v2
1R
IL = L vL dt

Figure 5.3: Interval 2.

5.6.3 MODE 3

Here Switch S2 ,S3 turned on keeping the switch S7 ,S6 on are [Link] current
flow in circuit as in the [Link] v1 is is negative and the v2 in the secondary is
positive as per the dot convection.
As v1 negative and v2 negative The voltage vL will be a large negative value as
shown in the wave form. the current IL is the integral of vL which will be a ramp
with large negative valued slope.

17
 vL = v12
vL = v1 − v2
v1 < 0, v2 > 0
vL = −v1 − (v2 ) = −v1 − v2
1R
IL = L vL dt

Figure 5.4: Interval 3.

5.6.4 MODE 4

Here Switch S2 ,S3 , S7 ,S6 are turned on. The current flow in circuit as in the
[Link] v1 is is negative and the v2 in the secondary is also negative as per the
dot convection.
As v1 negative and v2 negative The voltage vL will be a small negative value the
current IL is the integral of vL which will give a ramp of small negative slope.
vL = v12
vL = v1 − v2
v1 < 0, v2 < 0
vL = −v1 − (−v2 ) = −v1 + v2
1R
IL = L vL dt

5.6.5 ILLUSTRATION OF WAVEFORMS

Figure 4.6 illustrate the switching pulses given to various switches at dif-
ferent modes 1,2,3,4. Depending upon the gate pulses the primary voltage v1 and

18
 Figure 5.5: Interval 4.

secondary voltage v2 is [Link] is the inductor voltage and IL is the inductor

current which is drawn here.

19
 1 2 3 4

S1,S4

t
S2,S3

S5,S8

S6,S7

t
V1

V2

VL

iL

Figure 5.6: Waveforms in different intervals

20
 Chapter 6
DESIGN

Design of a dual active bridge DC-DC converter with an input voltage of 36V
and output voltage of 24V at a switching frequency of 50kHz, power as 200W
and a duty ratio of 50% with a phase shift of 90 degree for bidirectional flow.
The high frequency transformer for dual active bridge converter is designed
with primary voltage V1 as 36V secondary voltage V2 as 24V with primary
current I1 as 5.55A and secondary current I2 as [Link] power is taken
as 200W. The leakage inductance required for the DC-DC converter is pro-
vided with a leakage inductor of leakage inductance calculated from the DAB
design and considering transformer inductance.
6.1 DAB DESIGN

Input Voltage,Vin = 36V

Out put Voltage,Vo = 24V
Switching Frequency, fs = 50kHz
Out put Power = 200W
Duty Ratio, D = 0.5
Turns Ratio, n = VVino = 24
36 = 0.666
Inductor Design,
ZV S region depends on L
L = Vin ×Von×P
×D(1−D)
o
= 36×24×0.5(1−0.5)
0.667×200 = 32.3838H
Vin ×D(1−D)×Td
Out put Current, Iout = n×L = 8.33A
Phase Shi f t, φ = 2π fs Td = πD
Time Delay, Td = 5s

22
6.1.1 DESIGN OF TRANSFORMER

V1 = 36V V2 = 24V P = 200W

So,
V1 I1RMS 200
AC AW = 2KW BM Jf = 2×0.35×0.2×4×50×106
= 714.2857mm4
Selected Core EE 42/15/21
No. of turns
V
N= 4BM fAC
36
N1 = 4×0.2×125×10−6 ×5×104
= 7.2 turns, Taken as 8 Turns
24
N2 = 4×0.2×125×10 −6 ×5×104 = 4.8 turns, Taken as 5 Turns
aW1 = IJ1 = 25
4 = 6.25mm
2

aW2 = IJ2 = 16.8

4 = 4.2mm
2

1
Skin depth = √π×µ×c×f = 0.3mm
We are using copper stranded wire of 24 SWG , AC = 0.25 mm2
4.2
Parallel turn in primary = 0.26 = 16 Turns
Parallel turn in secondary = 6.25
0.26 = 24 Turns
Mean Length = 69 mm
Take = 1.68 × 10−5 ohm mm
N1 l 8×1.68×10−5 ×69×10−6
Internal Resistance in primary Rp1 = A = 125×10−6
= 74.16 µohm
−5 ×69×10−6
Internal Resistance in secondary Rp2 = NA2 l = 5×1.68×10
125×10−6
= 46.35 µohm
Magnetising Inductance,
Le = 92.2 mm AC = 125mm2 µr = 1590
Le 92.2×10−3
Reluctance = µr µo AC = 1590×4×3.14×10−7 ×125×10−6
= 369159/H
N21 82 −4
Primary inductance = reluctance = 369159 = 1.73 × 10 H = 173 µH
N22 52
Secondary inductance = reluctance = 369159 = 6.77 × 10−5 H = 68 µH
36 −6 = 1.035 A
Magnetising Current = 2×1.73×10 −4 10 × 10

Energy Stored = L2m × I2m = 0.5 × 1.73 × 10−4 × 1.035 = 1.2 × 10−4 J
2
2N2 µ bW 2×82 ×4×3.14×10−7 ×(12.8×10−3 )
Leakage Inductance = 13ho = 3×2×14.2×10 −3 = 0.3093 µH [4][8]

23
6.1.2 DESIGN OF INDUCTOR

A leakage inductor of inductance ,Lleak is required for dual active bridge

after consider the inductance provided by the transformer, it is designed as follows:
T1 (Vout −n×Vin +2×n×D×Vin ) −6
Lleak = 5.09 × 10−6 I1 = 2×n×Lleak = 10×10 ×(24−0.667×36+2×0.667×0.5×36
2×0.667×32.3838×10−6
= 5.57A
T1 (2×D×Vin +n×Vin −Vout ) −6 (2×0.5×24+0.667×36−24)
I2 = 2×n×Lleak = 10×102×0.667×32.3838×10−6

= 5.57A
q q
I21 I22 I1 I2 2×Φ 5.572 5.572
+ 5.57×5.57 1 − 2×90



ILrms = 3 + 3 + 3 1− 180 = 3 + 3 3 180
= 4.547A
Take Ip = 5.57A
Core Area calculation;
L×Ip
AC = N×Bm Bm = 0.2T
Conductor selection;
Let J = 4A/mm2
Irms 4.547
a = J = 4 = 1.1369mm2 , From SWG chart select 18SWG.
Core Window Area Calculation ;
KW = 0.4
N × a ⩽ AW × KW
L×Ip ×Irms 32.3838×10−6 ×5.57×4.547
AW AC = Bm×J×KW = 0.2×4×0.4 = 0.2544 × 104 mm4
Select the core E 42/15/21 with
Ac = 40 mm2
L×IP 32.3838×10−6 ×5.57
N= AC ×Bm = = 22.4775 ≈ 23 Turns
40 × 10−6 × 0.2
To find air gap ;
µ×N×Ip −7 ×23×5.57
Ig = Bm = 4π×10 0.2 = 0.804mm ≈ 1mm
Ig ×Bm −3
1×10 ×0.2
N= µ0×Ip = 4π×10−7 ×5.57 = 29 Turns

A DAB converter was designed to meet the required specifications. A transformer

with a 0.667 turns ratio was designed,providing a leakage inductance of [Link]
additional required leakage inductance is supplied by an inductor with an induc-
tance of 32.3838Henry.

24
 Chapter 7
SIMULATION AND RESULTS

The simulation for the dual active bridge bidirectional DC-DC converter was
implemented using MATLAB.A 36V,6Ah and 24V 9Ah batteries were used for the
simultion as per the design.A phase delay of ±5e-6 for 90°phase shift was given for
bidirectional power flow. The power flow was observed with SOC 60% and 10%.
The simulation of the Dual Active Bridge (DAB) converter was conducted with an
input voltage of 36 V and a target output voltage of 24 V. The simulation results
indicate successful operation of the converter.

7.1 OPEN LOOP SIMULATION

7.1.1 SIMULATION DIAGRAM FOR POSITIVE PHASE SHIFT

The simulation results obtained are; Output Voltage: The output voltage sta-
bilized at a constant DC value of 24.96 V, confirming that the second battery
was successfully charged.
Output Current: The output current exhibited a periodic waveform, with an
average value of 7.058 A. This waveform aligns with the expected behavior
of the converter in steady-state conditions.
Power Transfer: The instantaneous and average power waveforms demon-
strate effective power transfer from the input to the output. The average power
output was measured to be 176.2 W, which is consistent with the converter’s
design objectives.
Battery Charging: A gradual increase in the State of Charge (SOC) of the sec-
ond battery was observed, indicating that the converter is efficiently charging
the battery.
Figure 7.1: Simulation diagram of positive phase shift

26
 Figure 7.2: Input waveforms obtained on scope

During the experiment, a DC input voltage of 38.58V was applied to the sys-
tem. The observed input current waveform exhibited an average value of 4.708A,
while the corresponding input power waveform had an average value of 181.7W.

Figure 7.3: Output waveforms positive phase shift

The system’s output was observed to have a DC voltage of 24.96V. The out-
put current waveform exhibited an average value of 7.058A, while the output power
waveform had an average value of 176.2W.

27
Figure 7.4: Inductor current and voltage across transformer of DAB for positive
phase shift

The waveforms of voltage across the primary and secondary of the trans-
former and current through the inductor were [Link] inductor current of av-
erage value 4.708A was obtained.

It is verified that switching of the MOSFET occurs when the voltage across
it is zero.

28
 Figure 7.5: ZVS with positive phase shift

7.1.2 SIMULATION DIAGRAM FOR NEGATIVE PHASE SHIFT

To observe power flow in opposite direction, the SOC of 36V battery was set
to 10% and that of 24V battery was set as 60%. a negative phase shift of 90°was
given to the converter for the powerflow. The phase daley corresponding to that is
-5 micro Seconds.
Results: Output Voltage: .
Output Current: s.
Power Transfer: T
Battery Charging: A gradual increase in the State of Charge (SOC) of the
first battery was observed, indicating that the converter is efficiently charging the
battery.

29
Figure 7.6: simulation diagram of negative phase shift

30
Figure 7.7: input waveforms of negative phase shift simulation

Figure 7.8: output waveforms of negative phase shift simulation

31
 Figure 7.9: ZVS for negative phase shift

Figure 7.10: inductor current and voltage across transformer of DAB for negative
phase shift

32
7.2 CLOSED LOOP SIMULATION

LARGE SIGNAL MODEL OF DAB

Inductor current depends on input and output voltages,control parameters such as
turns ratio(n),inductance(L).Output average current can be computed from the given
control parameters in [Link] average output current,

nV1 δ (2 − δ )
Io , K = (7.1)
8 fs L

DAB can be modelled as a current source which is feeding RC load,cab be used as

large signal model
v2 (s) R
= (7.2)
io (s) 1 + sCR
.
nV1 δ (2 − δ )
Io = (7.3)
8 fs L

I0
δ 2 − 2δ + nV1
=0 (7.4)
8 fs L

s
I0
δ = 1− 1− nV1
(7.5)
8 fs L

Keeping the output current constant according to the C rating of the battery
used,different values of δ are obtained for different input voltage values.

7.2.1 SIMULATION DIAGRAM FOR CLOSED LOOP SIMULATION

The closed loop simulation for the dual active bridge bidirectional DC-DC
converter was implemented using MATLAB.A 36V,6Ah and 24V and a 9Ah bat-
teries were used for the simultion as per the design.A phase delay of δ calculated
based on the input voltage was given. The power flow was observed with SOC
60% and 10%. The simulation of the Dual Active Bridge (DAB) converter was
conducted with an input voltage of 36 V and a target output voltage of 24 V. The

33
simulation results indicate successful operation of the converter:

Figure 7.11: closed loop simulation diagram

Results; Output Voltage:The output side stabilizes at a constant DC voltage of 25.03

V. This voltage level is also reflected across Battery 1, which becomes 38.49V, indi-
cating efficient voltage transfer between the batteries. Output Current: The output
current is a rectified version of the inductor current. It has an average value of
9.324 A. Power Flow: The instantaneous power at the output side measures 233 W,
indicating reverse power flow. This demonstrates the bidirectional power transfer
capability of the DAB converter, allowing power to flow from Battery 2 to Battery
1 as configured by the phase shift control.

34
 Chapter 8
HARDWARE AND EXPERIMENTATION

This chapter presents the hardware implementation and experimental vali-

dation of the proposed system. It details the integration of key hardware compo-
nents, followed by a systematic evaluation of their performance under real-world
[Link] chapter outlines the selection of components, circuit design, PCB
development, and assembly, ensuring compliance with the system’s operational re-
quirements. Additionally, experimental procedures, test setups, and measurement
methodologies are described to assess the system’s efficiency, reliability, and over-
all performance.

8.1 COMPONENTS

8.1.1 STM32F303RET6

STM32F303RET6 is based on the high-performance ARM®Cortex®-M4

32-bit RISC core with FPU operating at a frequency of 72 MHz, and embedding a
floating point unit (FPU), a memory protection unit (MPU) and an embedded trace
macrocell (ETM). The family incorporates high-speed embedded memories (512-
Kbyte Flash memory, 80-Kbyte SRAM), a flexible memory controller (FSMC) for
static memories (SRAM, PSRAM, NOR and NAND), and an extensive range of
enhanced I/Os and peripherals connected to an AHB and two APB [Link] operates
in the -40 to +85°C and -40 to +105°C temperature ranges from a 2.0 to 3.6 V power
[Link] devices offer four fast 12-bit ADCs (5 Msps) and five general-purpose
16-bit timers.
8.1.2 BATTERY

36V 6Ah and 24 V 9Ah batteries are needed. Inorder to get 36V, three 12V
6Ah batteries are connected in series, similarly inorder to get 24V, two 12V 9Ah
batteries are connected in series.

8.1.3 HCPL3120

The HCPL-3120 gate drive optocouplers contain a GaAsP LED. The LED is
optically coupled to an integrated circuit with a power output stage. It is used for
driving MOSFETs. The high operating voltage range of the output stage provides
the drive voltages required by gate controlled devices.

8.1.4 IRF540

It is an N-Channel power Metal Oxide Silicon Field Effect Transistor (MOS-

FET) and operates in enhancement mode. MOSFET is a lot sensitive in comparison
to an FET (Field Effect Transistor) due to its very high input impdence. IRF540
can perform very fast switching as compared to the normal transistor. It is based on
HEXFET technology and operates at a temperature ranging from -55 to 175°C.

8.2 ALGORITHM OF PROGRAM

Step 1: System Initialization

1. Initialize the STM32 HAL Library which resets peripherals, initializes the
Flash interface, and sets up the system tick timer.

2. Configure the System Clock:

[Link] Type: Use HSI (High-Speed Internal) clock.
ii. PLL (Phase Locked Loop) Settings: Enable PLL to generate the required
system clock frequency.
[Link] Clock Configuration: Define clock dividers for AHB, APB1, and
APB2 buses to optimize peripheral operation.

36
Step 2:GPIO Configuration Enable the clock for GPIO ports A, B, and [Link]
the GPIO pins associated with TIM1 and TIM8 PWM outputs with the following
parameters:

1. Setting the pins in Alternate Function Mode.

2. Configuring the pins for high-speed operation.

3. Mapping them to the corresponding timer’s alternate function.

. For TIM1, main output on PA8, complementary output on [Link] TIM 8,main
output on PC6, complementary output on PA7 .
Step 3: Timer Configuration

1. For both timers prescaler is set to 0 (ensuring no frequency division).

2. Configure counter mode as up-counter.

3. Both timers have a period of 1439 (counter rolls over at this value)

4. Both use PWM1 mode with a pulse width of 720 for 50%

5. TIM1 is configured as the master [Link] 2 of TIM1 is used as a trigger

output (reference point at 360)for 5s. Slave mode triggered by TIM1.

6. TIM8 is configured as a slave timer triggered by TIM1.

Step 4:Pulse Generation The system will produce four synchronized PWM
signals:

1. TIM1 Channel 1 (PA8) and TIM1 Channel 1(Complement)(PB13): First

pulse pair (in phase)

2. TIM8 Channel 1 (PC6) and TIM8 Channel 1(Complement)(PA7): Second

pulse pair (delayed by 5s)

Step 5:Infinite Execution Loop Enter an infinite while loop to allow the
STM32 microcontroller to keep [Link] timers operate independently, gener-
ating continuous PWM pulses with the specified phase shift.

37
8.3 HARDWARE SETUP

8.4 RESULTS

38
 Chapter 9
CONCLUSION

Our project on V2V bidirectional charging utilizing DAB topology high-

lights a significant advancement in electric vehicle energy management. The DAB
architecture offers efficient power conversion and enhanced control capabilities,
making it well-suited for dynamic energy transfer between [Link] analysis
demonstrated that the DAB topology not only facilitates effective energy exchange
but also optimizes the overall efficiency of the charging process. This is critical for
reducing energy losses and improving the feasibility of V2V systems in real-world
applications. While our findings showcase the advantages of using DAB for V2V
charging, challenges such as system complexity, cost, and the need for standardized
communication protocols must be addressed to realize its full potential. Continued
advancements in semiconductor technology and control algorithms will play a piv-
otal role in overcoming these [Link], the integration of DAB topology in
V2V bidirectional charging represents a promising step toward a sustainable and
efficient energy ecosystem. Future research and collaboration will be essential to
explore its applications further, paving the way for a more interconnected and re-
silient energy landscape.
 Chapter 10
FUTURE PROSPECTS

• To develop efficient current control strategies to enhance system performance.

• To transition to hardware development by creating a physical prototype to

validate our simulation results and test real-world applications.

• Address the need for standardized communication protocols to ensure inter-

operability among different vehicles and charging systems.

• Field testing will be conducted to refine the system design and tackle prac-
tical challenges, ultimately contributing to a more effective V2V charging
solution.
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42