CN110722999A - 车载充电器和具有其的电动车辆、及功率因数校正装置 - Google Patents

车载充电器和具有其的电动车辆、及功率因数校正装置 Download PDF

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CN110722999A
CN110722999A CN201811311426.3A CN201811311426A CN110722999A CN 110722999 A CN110722999 A CN 110722999A CN 201811311426 A CN201811311426 A CN 201811311426A CN 110722999 A CN110722999 A CN 110722999A
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inductor
boost circuit
power
power factor
vehicle
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CN110722999B (zh
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金钟弼
崔帝赫
李宇宁
尹汉信
文建又
白在一
韩晶奎
朴武铉
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Hyundai Motor Co
Korea Advanced Institute of Science and Technology KAIST
Kia Corp
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Korea Advanced Institute of Science and Technology KAIST
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/42—Circuits or arrangements for compensating for or adjusting power factor in converters or inverters
    • H02M1/4208—Arrangements for improving power factor of AC input
    • H02M1/4225—Arrangements for improving power factor of AC input using a non-isolated boost converter
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/44—Circuits or arrangements for compensating for electromagnetic interference in converters or inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0048—Circuits or arrangements for reducing losses
    • H02M1/0054—Transistor switching losses
    • H02M1/0058—Transistor switching losses by employing soft switching techniques, i.e. commutation of transistors when applied voltage is zero or when current flow is zero
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0083—Converters characterised by their input or output configuration
    • H02M1/0085—Partially controlled bridges
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1584—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel
    • H02M3/1586—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel switched with a phase shift, i.e. interleaved
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B70/00—Technologies for an efficient end-user side electric power management and consumption
    • Y02B70/10—Technologies improving the efficiency by using switched-mode power supplies [SMPS], i.e. efficient power electronics conversion e.g. power factor correction or reduction of losses in power supplies or efficient standby modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

公开了一种车载充电器和具有其的电动车辆、及功率因数校正装置，电动车辆及其充电装置能够通过减少可能在电动车辆的充电装置中发生的开关损耗来改善充电装置的充电效率。为此，车载充电器的功率因数校正装置包括：第一升压电路，通过第一电感器接收AC电力以对负载充电；第二升压电路，通过第二电感器接收AC电力以对负载充电；以及第三电感器，设置在第一升压电路的引线和第二升压电路的引线之间，使得第一升压电路和第二升压电路的寄生电容器放电。

Description

车载充电器和具有其的电动车辆、及功率因数校正装置
技术领域
本公开涉及一种车辆，更具体地，涉及一种包括车载充电器的电动车辆。
背景技术
本节中的陈述仅提供与本公开相关的背景信息，并且可不构成现有技术。
与使用化石燃料作为其主要能源的内燃机车辆不同，电动车辆使用电能作为其主要能量来源。因此，电动车辆需要能够存储电能的高压电池，作为电源的电动机和用于驱动电动机的逆变器。
用于对电动车辆的电池充电的充电器可分为慢速充电器和快速充电器。快速充电器将商用AC电力转换为DC电力并将DC电力传输到车辆，而慢速充电器以AC电力的形式将商用AC电力传输到车辆。慢速充电器有利于提高穿透率(penetration rate)，因为它结构简单，价格低廉。但是，为了使用慢速充电器，电动车辆必须安装有车载充电器(OBC)。
通过慢速充电器提供的AC电力根据安装慢速充电器的国家/地区而有很大差异。为了使用各种类型的AC电力对电动车辆的电池充电，车载充电器必须能够应对各种类型的商用AC电力。
发明内容
本公开的一个方面是通过减少在电动车辆的充电装置中可能发生的开关损耗来提高充电装置的充电效率。
本公开的其他方面将部分地在以下描述中阐述，并且部分地将从描述中显而易见，或者可通过本公开的实践来学习。
根据本公开的一个方面，功率因数校正装置包括：第一升压电路，被配置为通过第一电感器接收AC电力以对负载充电；第二升压电路，被配置为通过第二电感器接收AC电力以对所述负载充电；以及第三电感器，设置在所述第一升压电路的引线和所述第二升压电路的引线之间，使得所述第一升压电路和所述第二升压电路的寄生电容器放电。
功率因数校正装置满足由以下等式1表示的电特性，
(等式1)
Figure BDA0001855092290000021
其中，在等式1中，LA是第三电感器的幅度，iLA是第三电感器的电流，LB1是第一电感器的幅度，iLB1是第一电感器的电流，Coss和V0是功率因数校正装置的输出端的电容和电阻的幅度。
在功率因数校正装置中，第一升压电路和第二升压电路彼此并联连接。
在功率因数校正装置中，第一升压电路具有以下结构：两个开关元件串联连接并且第一电感器连接在串联连接的两个开关元件之间。
在功率因数校正装置中，第二升压电路具有以下结构：两个开关元件串联连接并且第二电感器连接在串联连接的两个开关元件之间。
在功率因数校正装置中，第一电感器连接在输入AC电源和第一升压电路之间，并且第二电感器连接在输入AC电源和第二升压电路之间。
根据本公开的另一方面，车载充电器包括：第一升压电路，通过第一电感器接收AC电力以对负载充电；第二升压电路，通过第二电感器接收AC电力以对负载充电；第三电感器，设置在第一升压电路的引线和第二升压电路的引线之间，使得第一升压电路和第二升压电路的寄生电容器放电；以及控制器，被配置为控制第一升压电路和第二升压电路的开关操作。
车载充电器满足由以下等式1表示的电特性，
(等式1)
Figure BDA0001855092290000031
其中，在等式1中，LA是第三电感器的幅度，iLA是第三电感器的电流，LB1是第一电感器的幅度，iLB1是第一电感器的电流，并且Coss和V0是车载充电器的输出端的电容和电阻的幅度。
在车载充电器中，第一升压电路和第二升压电路彼此并联连接。
在车载充电器中，第一升压电路具有以下结构：两个开关元件串联连接并且第一电感器连接在串联连接的两个开关元件之间。
在车载充电器中，第二升压电路具有以下结构：两个开关元件串联连接并且第二电感器连接在串联连接的两个开关元件之间。
在车载充电器中，第一电感器连接在输入AC电源和第一升压电路之间，并且第二电感器连接在输入AC电源和第二升压电路之间。
根据本公开的另一方面，一种电动车辆包括车载充电器，该车载充电器包括：第一升压电路，通过第一电感器接收AC电力以对负载充电；第二升压电路，通过第二电感器接收AC电力以对负载充电；第三电感器，设置在第一升压电路的引线和第二升压电路的引线之间，使得第一升压电路和第二升压电路的寄生电容放电；控制器，被配置为控制第一升压电路和第二升压电路的开关操作；以及电池，被配置为通过车载充电器充电。
电动车辆满足由以下等式1表示的电特性，
(等式1)
其中，在等式1中，LA是第三电感器的幅度，iLA是第三电感器的电流，LB1是第一电感器的幅度，iLB1是第一电感器的电流，Coss和V0是车载充电器的输出端的电容和电阻的幅度。
从本文提供的描述中，其他适用领域将变得显而易见。应该理解的是，描述和具体实例仅用于说明的目的，并不旨在限制本公开的范围。
附图说明
为了能够很好地理解本公开，现在将参考附图描述其各种形式，通过实例的方式给出，其中：
图1示出了本公开的一种形式的电动车辆；
图2示出了本公开的一种形式的电动车辆的充电系统；
图3示出了本公开的一种形式的电动车辆的车载充电器(OBC)；
图4示出了图3中所示的车载充电器(OBC)的电路配置；
图5是示出本公开的一种形式的功率因数校正器的操作特性的曲线图；以及
图6是分别示出图5中所示的曲线图中的电感器的电压和电流波形的曲线图。
本文描述的附图仅用于说明目的，并不旨在以任何方式限制本公开的范围。
具体实施方式
以下描述本质上仅是示例性的，并不旨在限制本公开、应用或用途。应该理解的是，在整个附图中，相应的附图标记表示相同或相应的部件和特征。
图1示出了根据本公开的形式的电动车辆。
图1中所示的电动车辆100包括电动机212(参见图2)。因此，需要高压电池102来存储用于驱动电动机212的电力。普通的内燃机车辆还在发动机舱的一侧具有辅助电池。然而，在电动车辆100的情况下，需要具有大尺寸和大容量的高压电池102。在本公开的一些形式的电动车辆100中，高压电池102安装在两排乘客座椅的下部空间中。存储在高压电池102中的电力可用于驱动电动机212以产生动力。在本公开的一些形式中的高压电池102可以是锂电池。
电动车辆100提供有充电插座104。外部慢速充电器150的充电连接器152连接到充电插座104，使得可执行高压电池102的充电。也就是说，当慢速充电器150的充电连接器152连接到电动车辆100的充电插座104时，电动车辆100的高压电池102被充电。
图2示出了本公开的一些形式的电动车辆的充电系统。
慢速充电器150可用于对电动车辆100的高压电池102充电。高压电池102可具有在400V和800V之间的充电电压。慢速充电器150以AC电力的形式向电动车辆100提供商用AC电力。通过慢速充电器150供应的AC电力被转换为电动车辆100内的预设等级的DC电压。
在电动车辆100内部，车载充电器(OBC)202涉及对高压电池102充电。车载充电器202(也称为OBC)将从慢速充电器150供应的商用AC电力转化为800V的DC电压，以便对高压电池102充电。慢速充电器150以AC电力的形式向电动车辆100提供商用AC电力。从慢速充电器150提供的AC电压用于在由电动车辆100内部的车载充电器202转换成DC电压之后对高压电池102充电。
在图2中，逆变器206转化高压电池102的电力以具有电动机212所需的电特性，并将转换后的电力传送到电动机212。电动机212通过由逆变器206传输的电力而旋转来产生动力。
图3示出了本公开的一些形式的电动车辆的车载充电器(OBC)。如图3所示，在本公开的一些形式中，电动车辆100的车载充电器202包括EMI滤波器320、功率因数校正器(PFC)322以及DC/DC转换器324。功率因数校正器322可以是单独的独立功率因数校正装置。
提供EMI滤波器320以去除包含在从慢速充电器150输入的商用AC电力中的噪声。
将参考图4详细描述功率因数校正器322，其是交错的图腾柱升压功率因数校正器(totem pole boost power factor corrector)，这将在后面描述。
DC/DC转换器324通过链路电容器Clink连接到功率因数校正器322。当功率因数校正器322的输出电压对链路电容器Clink充电时，DC/DC转换器324将链路电容器Clink的充电电压转换为对高压电池102充电所需的预定等级的DC电压，并向高压电池102发送DC电压，从而可执行高压电池102的充电。
图4示出了图3中所示的车载充电器(OBC)的电路配置。
如上面参考图3所描述的，功率因数校正器322是交错的升压功率因数校正器。也就是说，如图4所示，四个开关Q1H、Q1L、Q2H和Q2L，两个二极管D1和D2，以及三个电感器LA、LB1和LB2构成交错的升压PFC转换器。两个开关Q1H和Q1L串联连接以构成单个升压电路，另外两个开关Q2H和Q2L也串联连接以构成另一个单个升压电路。四个开关Q1H、Q1L、Q2H和Q2L都由相同特性的元件组成，并且两个单个升压电路以彼此180度的相位差工作。
串联连接的两对开关Q1H和Q1L以及开关Q2H和Q2L彼此并联连接。也就是说，两个单个升压电路彼此并联连接。作为升压电感器的电感器LB1和LB2的一端分别连接到由开关Q1H和Q1L形成的升压电路的一个引线和由开关Q2H和Q2L形成的升压电路的另一个引线。电感器LB1和LB2的另一端连接到车辆外部的慢速充电器150，即AC电源Vac的一侧。两个二极管D1和D2也串联连接。串联连接的两个二极管D1和D2之间的节点连接到慢速充电器150，即AC电源Vac的另一侧。在本公开的一些形式中附加的电感器LA连接在由开关Q1H和Q1L形成的升压电路的引线与由开关Q2H和Q2L形成的升压电路的另一引线之间。功率因数校正器322的输出端提供有电容器Coss和电阻器Ro。
在图4中，电流iLB1和iLB2分别是在电感器LB1和电感器LB2中流动的电流，并且电流iLA是在电感器LA中流动的电流。而且，电流iQ1H和iQ1L以及电流iQ2H和iQ2L分别是流过开关Q1H和Q1L以及开关Q2H和Q2L的电流。电压VDSQ1H和VDSQ1L分别是开关Q1H和Q1L的寄生电容器两端的电压。四个开关Q1H、Q1L、Q2H和Q2L中的每一个上所示的箭头表示电流的方向。
图5是示出本公开的一些形式中的功率因数校正器的操作特性的曲线图，图6是分别示出图5中所示的曲线图中的电感器的电压和电流波形的曲线图。图5示出了本公开的一些形式中的功率因数校正器322的整体操作特性。图6示出了在电感器LA的电压VLA和电流iLA改变的每个区间中接通的开关。
如上面参考图4所述，在本公开的一些形式中，三个电感器LA、LB1和LB2设置在车载充电器202的功率因数校正器322中。在三个电感器中，电感器LA旨在减少由开关Q1H、Q1L、Q2H和Q2L的硬开关引起的开关损耗。也就是说，通过对开关Q1H、Q1L、Q2H和Q2L的各个寄生电容的所有电压放电，在开关Q1H、Q1L、Q2H和Q2L的开关期间能够进行零电压开关，从而减少开关损耗。
在描述图5之前参见图6，当功率因数校正器322工作时，四个开关Q1H、Q1L、Q2H和Q2L中的两个断开而另外两个接通。例如，在图6所示的四个区间t1、t2、t3和t4中的每一个中接通的开关如下。除了接通的两个开关外，其他两个开关均断开。
Q1L和Q2H：ON
Figure BDA0001855092290000091
Q1H和Q2H：ON或Q1L和Q2L：ON
Figure BDA0001855092290000092
Q1H和Q2L：ON
Figure BDA0001855092290000093
Q1H和Q2H：ON或Q1L和Q2L：ON
如图5所示，施加到电感器LA的电压的幅度根据接通的开关而变化。另外，在电感器LA中流动的电流在零附近反复增加和减少。流入电感器LA的电流与流过剩余电感器LB1和LB2的电流之差或总和流到接通的开关。由于在施加正(+)输入电压时两个开关Q1L和Q2L执行集聚(build-up)操作，因此两个开关Q1L和Q2L必须执行零电压开关。在两个开关Q1L和Q2L接通之前流过反向电流，并且两个开关Q1L和Q2L的寄生电容器中充电的电压被电感器LA完全放电。
因此，本公开的一些形式的功率因数校正器322通过电感器LA的动作减小了在高频开关操作中可能发生的开关损耗，使得功率因数校正器322的热负载可减少。而且，通过降低作为最重要损耗的开关损耗，功率因数校正器322具有比传统功率因数校正器更高的效率。此外，还有一个很大的优点是，本发明可通过添加电感器LA来实现，而无需添加有源元件或驱动电路或改变结构。
如图5和图6所示，由于功率因数校正器322的结构和操作是对称的，所以输入正(+)AC输入电压的情况或输入负(-)AC输入电压的情况的描述可类似地(对称地)应用于另一种情况的描述。也就是说，假设施加正(+)AC输入电压，没有电流流过二极管D1，并且只有电流流过二极管D2。流过作为升压电感器的电感器LB1和LB2的电流iLB1和iLB2分别在开关Q1L和Q2L接通时随Vac/LB的斜率增加，并且分别在开关Q1H和Q2H接通时随着(Vac-V0)/LB减小。根据接通的开关(参考图6)向电感器LA提供电压VO、0和-VO，并且当满足开关周期T和占空比D时，在电感器LA中流动的电流iLA重复-VODT/2LA和VODT/2LA。
流过开关Q1L和开关Q1H的电流是iLB1-iLA，流过开关Q2L和开关Q2H的电流是iLB2+iLA。由于在开关Q1L和Q2L接通之前流过每个开关的电流具有负(-)值并且流过每个开关的体二极管(body diode)，因此实现零电压开关。进一步地，因为相应的开关通过零电流开关而断开，从而流过开关Q1H和开关Q2H的电流可减少相应开关的体二极管的反向恢复。
为了实现功率因数校正器322的零电压开关，必须在功率因数校正器322的每个开关接通之前对所有输出电容器放电。由于使用电感器LA的能量执行放电，因此功率因数校正器322的电特性必须是满足以下等式1的条件。
(等式1)
在等式1中，LA是电感器LA的幅度，iLA是电感器LA的电流，LB1是电感器LB1的幅度，iLB1是电感器LB1的电流，并且Coss和V0是功率因数校正器322的输出端的电容和电阻的幅度。
因此，可在电流iLB1小的区间中容易地实现零电压开关，但是在电流iLB1大的区间中可以不实现零电压开关。如果电感器LA的值减小，则电流iLA增加以在更宽的区间中实现零电压开关，从而减小开关损耗。然而，在这种情况下，RMS电流可能增加，从而导电损耗可能增加。因此，优选地选择电感器LA的值作为可通过损耗分析获得最大效率的值。
从以上显而易见，本公开可通过减少可能在电动车辆的充电装置中发生的开关损耗来提高充电装置的充电效率。
本公开的描述本质上仅是示例性的，并且因此，不脱离本公开的实质的变型旨在落入本公开的范围内。不应将这些变型视为脱离本公开的精神和范围。

Claims (14)

1.一种功率因数校正装置，包括：
第一升压电路，被配置为通过第一电感器接收AC电力以对负载充电；
第二升压电路，被配置为通过第二电感器接收AC电力以对所述负载充电；以及
第三电感器，设置在所述第一升压电路的引线和所述第二升压电路的引线之间，使得所述第一升压电路和所述第二升压电路的寄生电容器放电。
2.根据权利要求1所述的功率因数校正装置，其中，所述装置包括基于以下等式计算的电特性：
Figure FDA0001855092280000011
其中，LA是所述第三电感器的幅度，iLA是所述第三电感器的电流，LB1是所述第一电感器的幅度，iLB1是所述第一电感器的电流，Coss是所述功率因数校正装置的输出端的电容的幅度，并且V0是所述功率因数校正装置的输出端的电阻的幅度。
3.根据权利要求1所述的功率因数校正装置，
其中，所述第一升压电路和所述第二升压电路彼此并联连接。
4.根据权利要求1所述的功率因数校正装置，
其中，所述第一升压电路具有以下结构：两个开关元件串联连接并且所述第一电感器连接在所述两个开关元件之间。
5.根据权利要求1所述的功率因数校正装置，
其中，所述第二升压电路具有以下结构：两个开关元件串联连接并且所述第二电感器连接在所述两个开关元件之间。
6.根据权利要求1所述的功率因数校正装置，
其中，所述第一电感器连接在输入AC电源和所述第一升压电路之间；并且
所述第二电感器连接在所述输入AC电源和所述第二升压电路之间。
7.一种车载充电器，包括：
第一升压电路，被配置为通过第一电感器接收AC电力以对负载充电；
第二升压电路，被配置为通过第二电感器接收AC电力以对所述负载充电；
第三电感器，设置在所述第一升压电路的引线和所述第二升压电路的引线之间，使得所述第一升压电路和所述第二升压电路的寄生电容器放电；以及
控制器，被配置为控制所述第一升压电路和所述第二升压电路的开关操作。
8.根据权利要求7所述的车载充电器，其中，所述车载充电器包括基于以下等式计算的电特性：
Figure FDA0001855092280000021
其中，LA是所述第三电感器的幅度，iLA是所述第三电感器的电流，LB1是所述第一电感器的幅度，iLB1是所述第一电感器的电流，Coss是所述车载充电器的输出端的电容的幅度，并且V0是所述车载充电器的输出端的电阻的幅度。
9.根据权利要求7所述的车载充电器，
其中，所述第一升压电路和所述第二升压电路彼此并联连接。
10.根据权利要求7所述的车载充电器，
其中，所述第一升压电路具有以下结构：两个开关元件串联连接并且所述第一电感器连接在所述两个开关元件之间。
11.根据权利要求7所述的车载充电器，
其中，所述第二升压电路具有以下结构：两个开关元件串联连接并且所述第二电感器连接在所述两个开关元件之间。
12.根据权利要求7所述的车载充电器，
其中，所述第一电感器连接在输入AC电源和所述第一升压电路之间；并且
所述第二电感器连接在所述输入AC电源和所述第二升压电路之间。
13.一种电动车辆，包括：
车载充电器，所述车载充电器包括：
第一升压电路，被配置为通过第一电感器接收AC电力以对负载充电；
第二升压电路，被配置为通过第二电感器接收AC电力以对所述负载充电；以及
第三电感器，设置在所述第一升压电路的引线和所述第二升压电路的引线之间，使得所述第一升压电路和所述第二升压电路的寄生电容器放电；
控制器，被配置为控制所述第一升压电路和所述第二升压电路的开关操作；以及
电池，被配置为通过所述车载充电器充电。
14.根据权利要求13所述的电动车辆，其中，所述电动车辆包括基于以下等式计算的电特性：
Figure FDA0001855092280000041
其中，LA是所述第三电感器的幅度，iLA是所述第三电感器的电流，LB1是所述第一电感器的幅度，iLB1是所述第一电感器的电流，Coss是所述车载充电器的输出端的电容的幅度，并且V0是所述车载充电器的输出端的电阻的幅度。
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