Master’s in On-Board and Bidirectional Chargers Engineering
Online master's programme of 1,900 hours in on-board and bidirectional charger engineering. 12 modules covering EV charging, on-board charger architecture, power factor correction, isolated converters, V2L/V2H/V2G operation, charging communication to ISO 15118, grid connection, DC charging, thermal management, safety and EMC, and energy services, with an assigned technical tutor.
Master’s in On-Board and Bidirectional Chargers Engineering — studying from Australia
Australia holds significant critical mineral resources, including lithium, nickel and cobalt, which supports a growing interest in battery supply chains and processing. The government's hydrogen and battery strategies aim to build domestic capability in clean energy technologies. Electric vehicle adoption is increasing, and charging infrastructure is expanding across major cities and highways. Engineers contribute to battery design, electrical systems, hydrogen production and storage, and charging networks. Employers include mining companies, energy firms, research institutions and emerging battery and hydrogen developers.
Fees for Australia: A$14,200 (AUD), with instalments and employer sponsorship available.
Relevant bodies in Australia
Typical roles
Questions from Australia
Which Australian bodies cover batteries, electromobility and hydrogen engineering?
Engineers Australia is the main professional body, and Standards Australia develops relevant technical standards. Hydrogen and battery projects also fall under state and federal energy and safety regulators. SEIUM's private qualifications are not accredited by these bodies, so recognition depends on the employer or regulator.
What careers in Australia's batteries and hydrogen sectors could this support?
Australia has growing battery manufacturing and storage projects, hydrogen developments, and electric vehicle and charging infrastructure work. Employers typically value demonstrated technical competence and project experience. A SEIUM qualification may help, but acceptance is decided by each employer.
Can I manage this online alongside a job in Australia?
Yes, the programmes are fully online and taught in English, so you can study from Australia with no student visa required. Specialist courses are 300 hours, postgraduate diplomas 800 and master's 1,900, with an assigned technical tutor and final project. Fees are payable in instalments, and employer sponsorship may be possible.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Design single-phase and three-phase on-board chargers.
Implement power factor correction and isolated conversion stages.
Develop V2L, V2H and V2G bidirectional functions.
Implement charging communication in line with the applicable standards.
Meet power quality and distribution grid connection requirements.
Validate chargers for efficiency, thermal performance, EMC and safety.
Develop a bidirectional on-board charger for an electric vehicle.
Who it's for
- On-board charger engineers
- Power electronics engineers
- Vehicle-grid integration engineers
- Charging software engineers
- Charging validation engineers
- Grid-connected equipment certification engineers
- Engineering or science graduates looking to join electric vehicle manufacturers
What you'll work with
- IEC 61851-1 (electric vehicle conductive charging systems — general requirements)
- ISO 15118-20 (vehicle-to-grid communication interface, second generation)
- IEC 61851-23 (DC electric vehicle charging stations)
- SAE J1772 (EV conductive charge coupler)
- IEC 62196-2 (plugs, socket-outlets and vehicle connectors for AC charging)
- IEC 61000-3-12 (limits for harmonic currents)
- EN 50549-1 (requirements for generating plants connected to low-voltage distribution networks)
- IEEE 1547 (interconnection of distributed energy resources with the grid)
- PLECS
- MATLAB/Simulink
- LTspice
- Altium Designer
- Typhoon HIL
12 modules · 1900 h
1.1Charging modes1.2AC and DC charging1.3Connectors and standards1.4Charging power levels1.5On-board versus off-board charger1.6400 V and 800 V systems1.7User experience1.8Charger market1.9Technology trends in the sector1.10Case study: charging profiles of three vehicles
2.1Charger stages2.2Rectification and PFC2.3Isolated DC-DC converter2.4Intermediate DC bus2.5Charger control2.6Integration with the auxiliary DC-DC2.7Integration with the inverter2.8Power density2.9Costs and associated budget2.10Practical exercise: specification of an 11 kW charger
3.1IEC 61000-3-12 harmonic standards3.2Boost power factor corrector3.3Totem-pole power factor corrector3.4Three-phase power factor corrector3.5Current control3.6Inductor design3.7Wide-bandgap semiconductors3.8System energy efficiency3.9System simulation3.10Lab: simulation of a totem-pole PFC
4.1Dual active bridge4.2LLC resonant converter4.3Bidirectional CLLC converter4.4High-frequency transformers4.5Soft-switching techniques4.6Power control4.7Wide voltage range4.8Power losses and efficiency4.9Magnetic component design4.10Workshop: design of a CLLC converter
5.1Vehicle-to-load supply5.2Vehicle-to-home supply5.3Vehicle-to-grid services5.4Operating modes5.5Islanded control5.6Grid synchronisation5.7Battery management5.8Cycling degradation5.9Use cases5.10Practical exercise: simulation of a V2H mode
6.1PWM pilot signal6.2Power line communication6.3ISO 15118-2 and -206.4Plug and Charge6.5Digital charging certificates6.6Bidirectional services in ISO 15118-206.7Interoperability between systems6.8Conformance testing6.9Charging cybersecurity6.10Lab: ISO 15118 communication sequence
7.1Connection requirements7.2EN 50549-1 standard7.3IEEE 1547 requirements7.4Grid protections7.5Anti-islanding protection7.6Power quality7.7Voltage and frequency support7.8Generator certification7.9Distribution network operator requirements7.10Case study: requirements for V2G in Spain
8.1DC fast charging8.2DC charging protocols8.3Bidirectional DC stations8.4Vehicle compatibility8.5Insulation during charging8.6Thermal management in fast charging8.7800 V charging8.8Wireless inductive charging8.9Heavy-vehicle charging8.10Practical exercise: comparison between AC and DC V2G
9.1Charger losses9.2System liquid cooling9.3Vehicle integration9.4Equipment packaging and mounting9.5Vibration and equipment mounting9.6Sealing against water and dust9.7Product environmental tests9.8In-service system reliability9.9Series production of the product9.10Workshop: thermal model of the charger
10.1Charger electrical safety10.2Galvanic isolation between stages10.3Leakage currents10.4Residual current protection during charging10.5Conducted emissions measurement10.6Electromagnetic immunity tests10.7Input filters10.8EMC tests10.9Charger certification10.10Lab: conducted emissions measurement
11.1Control software11.2Smart charging management11.3OCPP integration11.4Flexibility aggregators11.5Balancing services markets11.6Dynamic electricity tariffs11.7Integration with self-consumption11.8Optimisation algorithms11.9Business models11.10Case study: charging optimisation with a time-of-use tariff
12.1Charger specification12.2Topology and components12.3PFC design12.4DC-DC design12.5Bidirectional power flow control12.6Communication and grid connection12.7Thermal and EMC analysis12.8Validation plan12.9Master's Thesis report12.10Master's Thesis: defence before a panel
How you'll learn
100% online programme on the SEIUM campus, with downloadable material, recorded classes and an assigned technical tutor. There are no fixed timetables: you progress at your own pace within each intake, so you can combine it with your job.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is PLECS, MATLAB/Simulink, LTspice, Altium Designer and Typhoon HIL, in free, academic or evaluation versions. Real procedures are studied: design of an 11 kW bidirectional on-board charger, simulation of a converter with power factor correction, and a grid-injection test in vehicle-to-home mode. Assessment is continuous by module, plus the final Master's Thesis.
Standards covered: IEC 61851-1, ISO 15118-20, IEC 61851-23, SAE J1772, IEC 62196-2, IEC 61000-3-12, EN 50549-1, IEEE 1547.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- University degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- Internet connection and a computer able to run the programme's software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with PLECS, MATLAB/Simulink, LTspice, Altium Designer and Typhoon HIL, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture (or equivalent professional experience), a computer able to run the software, and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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