CN111464033A - 具有感应导体的dc-dc转换器 - Google Patents
具有感应导体的dc-dc转换器 Download PDFInfo
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Abstract
在根据本公开的各方面的一个示例实施方式中,提供了一种DC‑DC转换器,其将电力从第一电压和电流组合的第一功率设备传输到第二电压和电流组合的第二功率设备。该DC‑DC转换器包括具有第一端和第二端的第一电导体以及具有第三端和第四端的第二电导体。第一端和第三端电联接到第一功率设备,并且第二端和第四端电联接到第二功率设备。第一电导体和第二电导体一起提供的电路电感基本上等于并代替具有圆形绕组的电感器。
Description
技术领域
本公开涉及一种具有感应导体的直流(DC)-DC转换器。
背景技术
DC-DC转换器使用将电流从一个设备携带到另一设备的一个或多个电导体。例如,可以使用DC-DC转换器将第一电动车辆(例如轿车、摩托车、船或任何其他类型的汽车)联接至第二电动车辆(例如轿车、摩托车、船或任何其他类型的汽车),以使第一电动车辆的一个或多个电池为第二电动车辆的一个或多个电池充电。在另一示例中,可以使用DC-DC转换器将车辆内的两个功率设备(即电气部件)联接在一起,以将功率从一个功率设备传输到另一个功率设备。
发明内容
在一示例性实施例中,提供了一种直流(DC)-DC转换器,其将电力从第一电压和电流组合的第一功率设备传输到第二电压和电流组合的第二功率设备。该DC-DC转换器包括具有第一端和第二端的第一电导体以及具有第三端和第四端的第二电导体。第一端和第三端电联接到第一功率设备,并且第二端和第四端电联接到第二功率设备。第一电导体和第二电导体一起提供的电路电感基本上等于并代替具有圆形绕组的电感器。
在另外的示例中,第一功率设备设置在第一电动车辆中,第二功率设备设置在第二电动车辆中,并且DC-DC转换器有助于对设置在第二电动车辆中的第二功率设备进行充电。在另外的示例中,第一功率设备设置在车辆的第一位置,第二功率设备设置在车辆的第二位置,并且DC-DC转换器有助于从第一功率设备向第二功率设备提供电力。在另外的示例中,基于具有圆形绕组的电感器的电感值来确定第一电导体的长度。在另外的示例中,第一端和第三端设置在第一壳体中。在另外的示例中,第一壳体包括第一风扇,其配置为迫使空气流过设置在第一壳体中的第一散热器,以冷却第一电导体和第二电导体的至少一部分。在另外的示例中,第二端和第四端设置在第二壳体中。在另外的示例中,第二壳体包括第二风扇,其配置为迫使空气流过设置在第二壳体中的第二散热器,以冷却第一电导体和第二电导体的至少一部分。在另外的示例中,第一电导体和第二电导体同轴地布置。在另外的示例中,第一电导体包括铁合金。在另外的示例中,第一电导体包括铁氧体环。在另外的示例中,第一电导体包括彼此绝缘的细铁丝。
在另一示例性实施例中,一种系统包括具有第一功率设备的第一车辆、具有第二功率设备的第二车辆以及直流(DC)-DC转换器。该DC-DC转换器包括具有第一端和第二端的第一电导体以及具有第三端和第四端的第二电导体。第一端和第三端电联接到第一功率设备,并且第二端和第四端电联接到第二功率设备。第一电导体和第二电导体一起提供的电路电感基本上等于并代替具有圆形绕组的电感器。
在另外的示例中,基于具有圆形绕组的电感器的电感值来确定第一电导体的长度。在另外的示例中,第一电导体和第二电导体同轴地布置。在另外的示例中,第一电导体包括铁合金。在另外的示例中,第一电导体包括铁氧体环。在另外的示例中,第一电导体包括彼此绝缘的细铁丝。
在另一示例性实施例中,一种车辆包括第一功率设备、第二功率设备以及直流(DC)-DC转换器。该DC-DC转换器包括具有第一端和第二端的第一电导体以及具有第三端和第四端的第二电导体。第一端和第三端电联接至第一功率设备,并且第二端和第四端电联接至第二功率设备。第一电导体和第二电导体一起提供的电路电感基本上等于并代替具有圆形绕组的电感器。
在另外的示例中,基于具有圆形绕组的电感器的电感值来确定第一电导体的长度。
当结合附图考虑时,根据以下详细描述,本公开的以上特征和优点以及其他特征和优点将显而易见。
附图说明
在下面的详细描述中,仅通过示例的方式出现其他特征、优点和细节,该详细描述参考附图,其中:
图1A描绘了根据本文描述的一个或多个实施例的电联接第一车辆的第一功率设备和第二车辆的第二功率设备的DC-DC转换器;
图1B描绘了根据本文描述的一个或多个实施例的电联接第一车辆的第一功率设备和第二功率设备的DC-DC转换器;
图2A描绘了根据本文描述的一个或多个实施例的图1A和1B的DC-DC转换器;
图2B描绘了根据本文描述的一个或多个实施例的同轴DC-DC转换器;
图2C和2D描绘了根据本文描述的一个或多个实施例的图2B的同轴DC-DC转换器的剖视图;以及
图3描绘了根据本文描述的一个或多个实施例的将第一电路电联接至第二电路的图1A和1B的DC-DC转换器。
具体实施方式
以下描述本质上仅是示例性的,并且无意于限制本公开、其应用或用途。应当理解,在所有附图中,相应的附图标记表示相同或相应的部分和特征。如本文所用,术语模块是指可以包括专用集成电路(ASIC)、电子电路、处理器(共享的、专用的或组)以及执行一个或多个软件或固件程序的存储器的处理电路、组合逻辑电路和/或提供所述功能的其他合适部件。
本文描述的技术方案提供了使用具有感应导体的DC-DC转换器,以使得从第一功率设备传输到第二功率设备的电力能够从第一电压和电流组合转换为第二电压和电流组合。车辆尤其是电动车辆利用一个或多个电池来向车辆内的部件比如电动机、电子设备等供电。如本文所述,术语“功率设备”用于描述供应、存储、调节和/或消耗功率的设备、部件、模块等。根据本文描述的一个或多个实施例,在车辆的一个位置中的第一功率设备(例如电池)和车辆的另一部分中的第二功率设备(例如功率逆变器)之间供应功率。根据本文描述的一个或多个实施例,在第一车辆中的第一功率设备(例如第一电池)和第二车辆中的第二功率设备(例如第二电池)之间供应功率。
特别地,本技术利用包括一个或多个电导体的DC-DC转换器,该电导体将电流从一个功率设备携带到另一功率设备作为电感器,使得该转换器不需要或不包含分立电感器(即具有圆形绕组的电感器)。例如,车辆到车辆的DC-DC充电电缆组或电动车辆动力系统可以利用本技术的DC-DC转换器。当前描述的使用感应导体的DC-DC转换器消除了对分立电感器的需要,这减小了当前使用的传统DC-DC转换器中的电感器的质量、尺寸、成本和传导损耗。根据本文描述的一个或多个实施例,本技术提供了一种DC-DC导体,以使用设备之间的导体作为电感器将功率从一个功率设备交换到另一功率设备,这可以通过以下实现:(1)具有机械限定间距的配对导体;(2)围绕一个(或两个)导体的具有导磁材料的导体;和/或(3)导磁材料的导体,比如铁丝。例如,本技术的原理可以应用于电动车辆或混合电动车辆中的车辆到车辆的DC充电器或升压转换器的电缆。
本技术使得能够构造DC-DC转换器,该DC-DC转换器使从输入到输出的电流流过电感器,并利用相对较低的电感来连续地操作。例如,“同步”DC-DC转换器电路(下面参考图3描述)、降压-升压电路、pi电路、Cuk电路等可以实现本文描述的DC-to-DC转换器。现有方法利用彼此电串联的单独的电感器和导体。然而,由于导体执行导体和电感器两者的功能,因此本技术使得能够消除单独的电感器。这可以称为“电感器-导体”。
根据本文描述的一个或多个实施例,通过两导体电缆的构造,电感器-导体与返回导体分开固定的非零距离。根据本文所述的其他实施例,电感器-导体与返回导体之间的间隔可以变化并且不需要是恒定的/固定的。在这种情况下,可以使用控制器或其他合适的电路来补偿分离的变化。根据本文描述的一个或多个实施例,电感器-导体被具有高相对磁导率和低涡流损耗的材料包围,比如铁合金(即线材合金含量最少的铁,比如低碳钢)、小铁氧体环、围绕纯导电(例如铜)线芯的纯铁线的混合体等。根据本文描述的一个或多个实施例,电感器-导体由单一材料制成,该材料为导电的,具有相对高磁导率并且具有低涡流损耗,比如彼此绝缘的细铁丝电缆(例如由铁制成的利兹线)。
图1A描绘了根据本文描述的一个或多个实施例的电联接第一车辆111的第一功率设备113和第二车辆112的第二功率设备114的DC-DC转换器100。如上所述,功率设备113、114可以是任何合适的电子部件,比如电动机、电池等。功率设备113、114可以包括集成在其中的升压开关和电容装置。为了说明的目的,在图1A的示例中的功率设备113、114被视为电池。在这样的示例中,DC-DC转换器100使功率设备113、114中的一个能够对功率设备113、114中的另一个进行充电。这在车辆111、112是电动车辆和/或混合动力车辆的情况下是有益的。
DC-DC转换器100包括第一电导体101(也称为“电感器导体”)和第二电导体102(也称为“返回导体”)。第一电导体101包括第一端101a和第二端101b,第二电导体包括第三端102a和第四端102b。第一端101a和第三端102a电联接至第一功率设备113,第二端101b和第四端102b联接至第二功率设备114。
电力例如由功率设备113经由利用第一电导体101和第二电导体102的DC-DC转换器100提供给功率设备114。第一电导体101提供的电感基本上等于由圆形绕组提供的电感。这使得第一电导体101能够替代具有圆形绕组的传统电感器,从而减小DC-DC转换器100的质量、尺寸、成本、复杂性及传导损耗。根据本文描述的一个或多个实施例,DC-DC转换器100可以具有基于具有圆形绕组的传统电感器的电感值确定的长度,从而可以消除具有圆形绕组的传统电感器并且其可由DC-DC导体100的第一电导体101代替。
DC-DC转换器100用作在将大功率DC电力从一种电压和电流组合转换成另一种电压和电流组合的同时来传输其的设备。这是通过使用传输导体(例如第一电导体101)中的电感来实现DC电力的转换而无需具有圆形绕组的分立电感器来实现的。
根据本文所述的一个或多个实施例,DC-DC转换器100将具有相对高磁导率和低损耗的材料(比如钢丝或铁氧体)结合到导体(例如第一电导体101)中,以实现将能量从一个电压的第一功率设备113传输到更大电压的第二功率设备114。
图1B描绘了根据本文描述的一个或多个实施例的电联接第一车辆111的第一功率设备113和第二功率设备114的DC-DC转换器100。在该示例中,第一功率设备设置在车辆的第一位置(例如在车辆的前部附近),并且其中第二功率设备设置在车辆的第二位置(例如在车辆的后部附近)。在这种情况下,DC-DC转换器100有利于将电力从第一功率设备113提供至车辆111内的第二功率设备114。因此,DC-DC转换器100用作电缆,其用作用于调节(降压或升压)电压的电感。根据本文所述的一个或多个实施例,第一车辆111包括DC-DC控制器(未示出),其可以动态地适应于改变来自DC-DC转换器100的潜在运动的电感以及在功率传输期间改变电压。
图2A描绘了根据本文描述的一个或多个实施例的图1A和1B的DC-DC转换器100。在图2A的示例中,第一电导体101和第二电导体102彼此分离。第一电导体101和第二电导体102可分开固定距离、非零距离、可变距离等。
如上所述,DC-DC转换器100包括第一电导体101和第二电导体102。第一电导体101包括第一端101a和第二端101b,第二电导体包括第三端102a和第四端102b。第一端101a和第三端102a包含在第一壳体221内,该第一壳体221将第一和第三端101a、102a电联接到第一功率设备113。类似地,第二端101b和第四端102b包含在第二壳体222内,该第二壳体222将第二和第四端101b、102b电联接到第二功率设备114。
第一壳体221可以包括第一风扇(未示出),其配置为迫使空气流过设置在第一壳体221中的第一散热器(未示出)。这使得第一电导体101和第二电导体102的至少一部分能够被冷却。类似地,第二壳体222可以包括第二风扇(未示出),其配置为迫使空气流过设置在第一壳体221中的第二散热器(未示出)。这使得第一电导体101和第二电导体102的至少一部分能够被冷却。
图2B描绘了根据本文描述的一个或多个实施例的同轴DC-DC转换器200。在图2的示例中,同轴DC-DC转换器200包括围绕轴线布置的第一电导体203(即“电感器-导体”)和第二电导体204(即“返回导体”)。这种布置在图2C中进一步示出,图2C描绘了根据本文描述的一个或多个实施例的图2B的同轴DC-DC转换器200的剖视图。可以看出,第一电导体203可以围绕第二电导体204形成。在其他示例中,比如图2D的示例,第二电导体204可以围绕第一电导体203形成。同轴DC-DC转换器200可以产生比其他DC-DC转换器比如DC-DC转换器100更少的磁干扰。
图3描绘了根据本文描述的一个或多个实施例的将第一电路301电联接至第二电路302的图1A和1B的DC-DC转换器100。在该示例中,第一电路301和第二电路302一起形成同步DC-DC转换器电路。第一电路301设置在一个功率设备(例如第一功率设备113)中,第二电路302设置在另一个功率设备(例如第二功率设备114)中。DC-DC转换器100(或DC-DC转换器200)电联接在第一电路301和第二电路302之间以“完成”电路。第一电导体101在第一电路301和第二电路302之间提供电感,该电感基本上等于(并且代替)具有圆形绕组的电感器。第二电导体102用作第一电路301和第二电路302之间的返回导体。
已经出于说明的目的给出了本公开的各种示例的描述,但这些描述并不旨在是穷举的或限于所公开的实施例。在不脱离所描述的技术的范围和精神的情况下,许多修改和变化对于本领域普通技术人员将是显而易见的。选择本文使用的术语是为了最好地解释本技术的原理、相对于市场上发现的技术的实际应用或技术改进,或者使本领域其他普通技术人员能够理解本文公开的技术。
尽管已经参考示例性实施例描述了以上公开,但本领域技术人员将理解,在不脱离本发明范围的情况下,可以进行各种改变并且可以用等同物代替其要素。另外,在不脱离本公开的实质范围的情况下,可以做出许多修改以使特定情况或材料适应本公开的教导。因此,意图是本技术不限于所公开的特定实施例,而是将包括落入本申请范围内的所有实施例。
Claims (10)
1.一种直流(DC)-DC转换器,其将电力从第一电压和电流组合的第一功率设备传输到第二电压和电流组合的第二功率设备,该DC-DC转换器包括:
具有第一端和第二端的第一电导体;以及
具有第三端和第四端的第二电导体,
其中,所述第一端和第三端电联接到第一功率设备,并且其中,所述第二端和第四端电联接到第二功率设备,并且
其中,所述第一电导体和第二电导体一起提供的电路电感基本上等于并代替具有圆形绕组的电感器。
2.根据权利要求1所述的DC-DC转换器,其中,所述第一功率设备设置在第一电动车辆中,并且其中,所述第二功率设备设置在第二电动车辆中,其中,所述DC-DC转换器有助于对设置在第二电动车辆中的第二功率设备进行充电。
3.根据权利要求1所述的DC-DC转换器,其中,所述第一功率设备设置在车辆的第一位置,并且其中,所述第二功率设备设置在车辆的第二位置,其中,所述DC-DC转换器有助于从第一功率设备向第二功率设备提供电力。
4.根据权利要求1所述的DC-DC转换器,其中,基于具有圆形绕组的电感器的电感值来确定所述第一电导体的长度。
5.根据权利要求1所述的DC-DC转换器,其中,所述第一端和第三端设置在第一壳体中。
6.根据权利要求5所述的DC-DC转换器,其中,所述第一壳体包括第一风扇,其配置为迫使空气流过设置在第一壳体中的第一散热器,以冷却所述第一电导体和第二电导体的至少一部分。
7.根据权利要求5所述的DC-DC转换器,其中,所述第二端和第四端设置在第二壳体中,其中,所述第二壳体包括第二风扇,其配置为迫使空气流过设置在第二壳体中的第二散热器,以冷却所述第一电导体和第二电导体的至少一部分。
8.根据权利要求1所述的DC-DC转换器,其中,所述第一电导体和第二电导体同轴地布置。
9.一种系统,包括:
具有第一功率设备的第一车辆;
具有第二功率设备的第二车辆;以及
直流(DC)-DC转换器,其将电力从第一电压和电流组合的第一功率设备传输到第二电压和电流组合的第二功率设备,该DC-DC转换器包括:
具有第一端和第二端的第一电导体;和
具有第三端和第四端的第二电导体,
其中,所述第一端和第三端电联接到第一功率设备,并且其中,所述第二端和第四端电联接到第二功率设备,并且
其中,所述第一电导体和第二电导体一起提供的电路电感基本上等于并代替具有圆形绕组的电感器。
10.一种车辆,包括:
第一功率设备;
第二功率设备;以及
直流(DC)-DC转换器,其将电力从第一电压和电流组合的第一功率设备传输到第二电压和电流组合的第二功率设备,该DC-DC转换器包括:
具有第一端和第二端的第一电导体;和
具有第三端和第四端的第二电导体,
其中,所述第一端和第三端电联接到第一功率设备,并且其中,所述第二端和第四端电联接到第二功率设备,并且
其中,所述第一电导体和第二电导体一起提供的电路电感基本上等于并代替具有圆形绕组的电感器。
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CN102577018A (zh) * | 2009-07-31 | 2012-07-11 | 热之王公司 | 双向电池电压转换器 |
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US4870814A (en) * | 1988-04-29 | 1989-10-03 | Orscheln Co. | Process for manufacturing corrosion resistant cable |
US20080053682A1 (en) * | 2003-07-16 | 2008-03-06 | Jay Victor | Cable Structure |
DE102012207341A1 (de) * | 2012-05-03 | 2013-11-07 | Rohde & Schwarz Gmbh & Co. Kg | Ultrabreitbandige Messbrücke |
JP6396533B1 (ja) * | 2017-04-26 | 2018-09-26 | レノボ・シンガポール・プライベート・リミテッド | プレート型熱輸送装置、電子機器及びプレート型熱輸送装置の製造方法 |
US11532946B2 (en) * | 2017-11-30 | 2022-12-20 | The Board Of Trustees Of The University Of Alabama | Power electronics charge coupler for vehicle-to-vehicle fast energy sharing |
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CN102577018A (zh) * | 2009-07-31 | 2012-07-11 | 热之王公司 | 双向电池电压转换器 |
CN104253464A (zh) * | 2013-06-28 | 2014-12-31 | 比亚迪股份有限公司 | 电动汽车之间相互充电的系统及充电连接器 |
US20150217654A1 (en) * | 2014-02-05 | 2015-08-06 | Tesla Motors, Inc. | Cooling of charging cable |
US20190001833A1 (en) * | 2016-08-31 | 2019-01-03 | Faraday&Future Inc. | Method and system for vehicle-to-vehicle charging |
DE102016216565A1 (de) * | 2016-09-01 | 2018-03-01 | Bayerische Motoren Werke Aktiengesellschaft | Ladekabel für ein Fahrzeug |
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