CN111756084A - 双向车载充电器及其控制方法 - Google Patents

双向车载充电器及其控制方法 Download PDF

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Publication number
CN111756084A
CN111756084A CN201911154559.9A CN201911154559A CN111756084A CN 111756084 A CN111756084 A CN 111756084A CN 201911154559 A CN201911154559 A CN 201911154559A CN 111756084 A CN111756084 A CN 111756084A
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China
Prior art keywords
switch
circuit
output terminal
factor corrector
power factor
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Pending
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CN201911154559.9A
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English (en)
Inventor
梁时熏
金钟弼
梁珍荣
杨真明
李宇宁
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
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Priority claimed from KR1020190034323A external-priority patent/KR102682808B1/ko
Application filed by Hyundai Motor Co, Kia Motors Corp filed Critical Hyundai Motor Co
Publication of CN111756084A publication Critical patent/CN111756084A/zh
Pending legal-status Critical Current

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    • 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
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    • H02M1/00—Details of apparatus for conversion
    • H02M1/10—Arrangements incorporating converting means for enabling loads to be operated at will from different kinds of power supplies, e.g. from ac or dc
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    • 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
    • B60L53/10—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 the energy transfer between the charging station and the vehicle
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    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
    • 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

本发明涉及一种双向车载充电器及其控制方法，该双向车载充电器，包括：输入电源，其作为充电系统的电源；功率因数校正器，其连接到输入电源；直流/直流电路，其连接到功率因数校正器并具有开关单元和输出端子；第一开关，其连接第一线和第二线中的任何一个，其中第一线用于连接输入电源和功率因数校正器，第二线用于连接功率因数校正器和直流/直流电路的输出端子；以及第二开关，其设置在直流/直流电路的开关单元和输出端子之间，并且选择性地连接开关单元和输出端子。

Description

双向车载充电器及其控制方法
技术领域
本发明涉及一种双向车载充电器及其控制方法，更具体涉及一种通过将两个开关应用到单向车载充电器结构并实现双向电力传输，而在不增加尺寸和材料成本的情况下提高电力转换效率的方法。
背景技术
近来，车辆市场对环保车辆的需求迅速增长。对于作为环保车辆的电动汽车(EV)和插电式混合动力电动汽车(PHEV)而言，需要用于对高压电池充电的充电装置。
充电装置分为车载充电器(OBC)和快速充电器。标准化且无论哪种类型车辆均可互换的车载充电器，通过向车辆提供普通的、市售的交流电(例如220V)来为电池充电。车载充电器是指通过从电动车辆供电设备(EVSE)获得电能(例如，交流电(AC))，利用便携式充电电缆(例如，电缆控制箱，ICCB)为高压电池充电的设备。根据电池容量，充电时间约为4至6小时。使用外部电源为电池充电的快速充电器，通过向电动车辆可变地供应约100至450V的直流电压来对电池充电，并且与车载充电器相比，其缩短了高电压和大容量充电的充电时间(例如，约30分钟到40分钟)。
如上所述，随着环保车辆使用量的扩增，存在使用智能电网中的能源来应对应急电力的积极趋势。为了将电力传输到智能电网，需要将用于从电池反向向电网传输电力的双向充电系统应用到现有技术中的具有单向电源电路结构的OBC。
然而，这就需要添加将现有技术中的单向OBC改变成双向OBC的电路和组件，但是如果以这种方式添加了电路和组件，就会增大尺寸和材料成本。
发明内容
本发明提供一种通过将两个开关应用到单向车载充电器结构并实现双向电力传输，而在不增加尺寸和材料成本的情况下提高电力转换效率的方法和装置。
本发明构思要解决的技术问题不限于上述问题，本发明所属领域的技术人员从以下描述中将清楚地理解本文未提及的任何其他技术问题。
本发明的示例性实施方式提供一种双向车载充电器，包括：输入电源，其作为充电系统的电源；功率因数校正器(PFC)，其连接到输入电源；直流/直流(DC/DC)电路，其连接到功率因数校正器并具有开关单元和输出端子；第一开关，其连接第一线和第二线中的任何一个，其中第一线用于连接输入电源和功率因数校正器，第二线用于连接功率因数校正器和直流/直流电路的输出端子；以及第二开关，其设置在直流/直流电路的开关单元和输出端子之间，并且选择性地连接开关单元和输出端子。
在一个示例性实施方式中，在充电操作期间，第一开关接通且第二开关断开以连接第一线。此外，在放电操作期间，第一开关接通且第二开关接通以连接第二线。
在本发明的另一个示例性实施方式中提供一种双向车载充电器，包括：输入电源，其作为充电系统的电源；功率因数校正器(PFC)，其连接到输入电源；直流/直流电路，其连接到功率因数校正器并具有开关单元和输出端子；第三开关，其设置在输入电源和功率因数校正器的输入端子之间，并选择性地连接输入电源和功率因数校正器的输入端子；第四开关，其设置在输入电源和直流/直流电路的输出端子之间，并选择性地连接输入电源和直流/直流电路的输出端子；以及第五开关，其设置在开关单元和直流/直流电路的输出端子之间，并选择性地连接开关单元和输出端子。
在一个示例性实施方式中，在充电操作期间，第三开关接通，第四开关断开，并且第五开关断开。此外，在放电操作期间，第三开关断开，第四开关接通，并且第五开关接通。功率因数校正器是用于三相充电的3脚功率因数校正器。
在一个示例性实施方式中，直流/直流电路包括：变压器，在变压器的初级侧的全桥，在变压器的次级侧的桥式二极管，以及输出端子的电容器。高压电池连接到所述直流/直流电路的输出端子。
在本发明的又一个示例性实施方式中提供一种控制双向车载充电器的方法，包括以下步骤：接通包含在车载充电器的功率因数校正器中的第一开关，以连接用于连接车载充电器的输入电源和功率因数校正器的第一线；断开连接在车载充电器的直流/直流电路的开关单元和输出端子之间的第二开关；以及当第一开关接通且第二开关断开从而连接第一线时，通过车载充电器开始充电操作。
在本发明的又一个示例性实施方式中提供一种控制双向车载充电器的方法，包括以下步骤：接通包含在车载充电器的功率因数校正器中的第一开关，以连接用于连接车载充电器的功率因数校正器和直流/直流电路的输出端子的第二线；接通连接在所述直流/直流电路的开关单元和输出端子之间的第二开关；以及当第一开关接通且第二开关接通以连接第二线时，通过车载充电器开始放电操作。下面将描述根据本发明的双向OBC及其控制方法的效果：
首先，在现有技术中，需要增加电路和组件，并且需要改变拓扑结构来传输双向电力，但是根据本发明，仅通过在现有技术中的OBC的电路中增加两个开关，即可传输双向电力；
第二，根据本发明，通过两级电路配置，与现有技术中的OBC的电路相比，在传输双向电力时，可将电力转换效率提高约1％；
第三，根据本发明，可以通过在现有技术中的单向OBC的电路中增加两个开关来传输双向电力，因此，与现有技术中的电路相比，能够降低材料成本和尺寸。
本发明所获得的效果不限于上述效果，并且根据以下描述，本领域技术人员会清楚地理解上述未提及的其他效果。
附图说明
提供以下附图以帮助理解本发明，并同时提供本发明的示例性实施方式和详细说明。然而，本发明的技术特征不限于特定附图，并且在各个附图中示出的特征可以组合，以构成新的示例性实施方式，其中：
图1示出现有技术中的单向充电系统的示意图，该单向充电系统仅在使用电网电力的充电模式下操作电动车辆电池；
图2示出现有技术中的双向充电系统的示意图，该双向充电系统通过使用双向基础设施的电力对电动车辆电池进行充电和放电；
图3示出现有技术中的单向车载充电器(OBC)的功率因数校正器(PFC)的结构和DC/DC电路结构的结构图；
图4示出现有技术中的应用了双向充电系统的OBC的PFC的结构、DC/DC电路的结构以及降压转换器的结构的结构图；
图5示出根据本发明示例性实施方式的双向车载充电器(OBC)的功率因数校正器(PFC)的结构和DC/DC电路的结构的结构图；
图6示出根据本发明示例性实施方式的双向OBC的充电操作的结构图；
图7A示出根据本发明示例性实施方式的双向OBC的放电操作的结构图；
图7B示出图7A的结构图的等效电路的结构图；以及
图8示出根据本发明另一示例性实施方式的双向车载充电器(OBC)的功率因数校正器(PFC)的结构和DC/DC电路的结构的结构图。
具体实施方式
应当理解的是，本文所使用的术语“车辆”或“车辆的”或者其它相似术语包括一般的机动车辆，例如包括运动型多功能车(SUV)、客车、货车、各种商用车辆在内的载客车辆，包括各种艇和船在内的水运工具，以及航空器等等，并且包括混合动力车辆、电动车辆、插电式混合动力电动车辆、氢动力车辆和其它替代燃料车辆(例如，从石油以外的资源取得的燃料)。如本文所提及的，混合动力车辆是具有两个或更多动力源的车辆，例如兼备汽油动力和电动力的车辆。
虽然示例性实施方式被描述为使用多个单元来执行示例性过程，但是应理解，示例性过程也可以由一个或多个模块执行。另外，应理解术语控制器/控制单元是指包括存储器和处理器的硬件装置。存储器配置为存储模块，并且处理器具体配置为执行所述模块，以执行下面进一步说明的一个或多个过程。
此外，本发明的控制逻辑可以体现为包含由处理器、控制器/控制单元等执行的可执行程序指令的计算机可读介质上的非暂时性计算机可读介质。计算机可读介质的示例包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存驱动器、智能卡以及光学数据存储设备。计算机可读介质还可以分布在网络连接的计算机系统中，使得计算机可读介质以分布式方式存储和执行，例如通过远程信息处理服务器或控制器局域网(CAN)。
本文所使用的术语仅用于说明特定实施方式的目的，而非旨在限制本发明。如本文所使用的，单数形式“一个”、“一种”和“该”旨在同样包括复数形式，除非上下文另外明确指明。将进一步理解的是，当在本说明书中使用时，词语“包括”和/或“包含”规定所述特征、整数、步骤、操作、元件和/或组件的存在，但不排除一个或多个其他特征、整数、步骤、操作、元件、组件和/或其群组的存在或添加。如本文所使用的，词语“和/或”包括一个或多个相关列出项目的任何和所有的组合。
除非特别说明或从上下文明显可见，如本文所使用的，词语“约”应理解为在本领域的正常容差范围内，例如在平均值的2个标准偏差内。“约”可理解为在所述值的10％、9％、8％、7％、6％、5％、4％、3％、2％、1％、0.5％、0.1％、0.05％或0.01％之内。除非从上下文另外明确，否则本文提供的所有数值均由词语“约”修饰。
在下文中，将参照附图详细描述本发明。然而，本发明并不受示例性实施方式的限制或制约。在各个附图中指示的相同附图标记指代执行基本相同功能的构件。
根据以下描述，可以自然地理解本发明的目的和效果，或者可以使本发明的目的和效果更加清楚，并且本发明的目的和效果不仅限于以下描述。另外，在描述本发明时，当确定特定描述可能不必要地模糊了本发明的要旨时，将省略与本发明相关的公知技术的具体描述。
环保车辆的充电方法可分为快速充电方法和慢速充电方法。在慢速充电操作期间，车载充电器(OBC)可被配置成通过对输入电力(例如，外部交流(AC)电力)进行整流、升压，并将其转换为直流(DC)电力来对环保车辆的电池充电。OBC可包括功率因数校正器(PFC)，该功率因数校正器被配置成将交流输入电力转换成直流电力并改善功率因数。
对此，将参照现有技术的图1和图2描述OBC的单向充电系统和双向充电系统的一般结构，并基于结构的描述，参照现有技术的图3和图4描述在现有技术中将双向充电系统应用到OBC的电路时发生的问题。此后，将参照图5、图6、图7A以及图7B描述根据本发明示例性实施方式的OBC的结构及其控制方法，在OBC的结构中，单向操作和双向操作可互换。
图1示出了现有技术中的单向充电系统的示意图，该单向充电系统仅在使用电网电力的充电模式中操作电动车辆电池。参照图1，用于车辆的OBC的单向充电系统大致具有以下结构：其使用交流电源110作为输入电源，并且利用电动车辆供电设备(EVSE)120、整流器130、功率因数校正器(PFC)140、DC/AC转换器150、变压器160和整流器170，将能量存储在高压电池180中。图1中所示的元件不是必需元件，并且充电控制系统可被实施为具有更多或更少的元件。
图2示出现有技术中的双向充电系统的示意图，该双向充电系统利用双向基础设施的电力对电动车辆电池进行充电和放电。参照图2，用于车辆的OBC的双向充电系统大致具有以下结构：使用交流电源210作为输入电源，并且利用双向电动车辆供电设备(EVSE)220、双向功率因数校正器(PFC)230、DC/AC转换器240、变压器250和AC/DC转换器260，将能量存储在高压电池270中。图2所示的元件不是必需元件，并且充电控制系统可被实施为具有更多或更少的元件。
图3是示出现有技术中的单向OBC的电路的结构图，而图4是示出应用了双向充电系统的现有技术中的OBC的电路的结构图。参照图3，单向OBC可配置成通过PFC电路320和DC/DC电路330，以经由AC输入滤波器310从AC输入端施加的电压，对高压电池进行充电。PFC电路320是功率因数校正器，其被配置成减少在将交流电转换成直流电的过程中发生的功率损失。DC/DC电路330被配置成增加或减小电压，并将通过PFC电路320整流成直流电压的输出电压作为输入电压。在下文中，将详细描述PFC电路320和DC/DC电路330的每一个中的元件。
PFC电路320可包括其中连接有桥式二极管，即四个二极管的桥接电路。二极管是一种半导体元件，其使电流沿一个方向流动，但阻止电流沿相反方向流动，并且二极管执行整流作用，将交流电转换为直流电。PFC电路320可包括升压转换器。升压转换器可被配置成将电感器L中存储的能量传输到电容器C，并通过调整调制脉冲(PWM)的占空比来增加PFC电路320的输出电压。
DC/DC电路330可使用全桥，以将PFC电路320的输出电压传输到变压器。全桥可包括四个开关，它们交替地开关并输出直流电。DC/DC电路330被配置成将从PFC电路320通过全桥接收的电压施加到变压器，并且可通过变压器和整流器将电能存储在DC/DC电路330的输出端子的电容器中。
参照图4，双向OBC可被配置成通过使用PFC电路420、DC/DC电路430和降压转换器440，以通过AC输入滤波器410从AC输入端施加的电压对高压电池进行充电。PFC电路420可包括逆变器结构，DC/DC电路430可包括全桥和双向转换器，并且降压转换器440包括开关元件、电感器和电容器，以降低从DC/DC电路430输入的电压。
当参照下面的表1比较现有技术中的图3的单向OBC的电路结构和图4的双向OBC的电路结构时，与现有技术中的单向电路结构相比，将单向电路结构更改为双向电路结构时，需要改变PFC电路的拓扑，需要改变DC/DC电路次级侧的半导体元件，并且需要增加降压转换器。
表1
Figure BDA0002284456140000071
具体地，如图3和图4所示，在现有技术的单向电路中，PFC电路的拓扑结构是应用了桥式二极管和升压转换器结构的PFC 320，但是在双向电路中，拓扑结构被改变成应用了逆变器结构的PFC 420。另外，在现有技术中的DC/DC电路的拓扑结构包括单向电路中的全桥，但是在双向电路中，由于提供了应用双向转换器的全桥，因此次级侧的半导体元件发生了变化，并增加了降压转换器电路440。由于如上所述增加了电路，因此功率转换效率降低，增加了组件的数量，使得尺寸和材料成本也增加。
下面详细描述解决了现有技术中双向电路结构的上述问题的根据本发明的单向/双向可互换OBC的结构。
图5是示出根据本发明示例性实施方式的双向车载充电器(OBC)的功率因数校正器(PFC)的结构和DC/DC电路结构的结构图。参照图5，根据本发明示例性实施方式的双向OBC大致具有如下结构：使用交流电源作为输入电源，并使用电磁干扰(EMI)滤波器510、PFC电路520和DC/DC电路530将能量存储在高压电池中的结构。图5中示出的元件不是必需元件，并且双向OBC可被实施为具有更多或更少的元件。
在下文中，将详细描述根据本发明示例性实施方式的PFC电路520的元件。参照图5，根据本发明示例性实施方式的PFC电路520，是用于三相充电的3脚PFC电路，并且可包括：第一开关S1(521)，电感器L1、L2和L3，开关模块Q1、Q2、Q3、Q4、Q5和Q6，以及电容器C1。对于用于三相充电的3脚PFC电路来说，随着电池容量的增加以增加行进距离，减少充电时间变得越来越必要，因此实施了用于实现高容量充电的基础设施，因此，正在开发用于应对单相/三相输入的大容量OBC。
在本发明的示例性实施方式中，开关模块Q1、Q2、Q3、Q4、Q5和Q6可包括场效应晶体管(FET)，并被配置成增大电压。当向栅极施加电压时，电流从漏极流到源极或者从源极流到漏极。
电流可基于施加到栅极的电压的大小而变化，并且在本发明的示例性实施方式中，FET可用于执行开关功能。在本发明的示例性实施方式中，如图5所示，第一开关S1(521)可连接用于连接输入电源和PFC电路520的第一线和用于连接PFC电路520和DC/DC电路530的输出端子的第二线中的任何一个。
参照图5，根据本发明示例性实施方式的DC/DC电路530可包括全桥、变压器、桥式二极管、第二开关S2(531)和电容器C。全桥可包括四个交替地开关并输出直流电的开关(例如，FET)。第二开关S2(531)可设置在DC/DC电路530的开关单元(全桥)和输出端子(电容器C)之间，并且选择性地连接开关单元和输出端子。
根据本发明的单向/双向可互换的OBC，通过将两个开关S1和S2应用到响应单相/三相输入的OBC结构中，能够进行双向电力传输，因此，由于仅通过增加两个开关S1和S2就能够进行双向电力传输，因此与现有技术的电路相比，本发明具有提高功率转换效率且不增加材料成本和尺寸的优点。
根据本发明示例性实施方式的OBC被设计成，通过使用两个开关S1和S2的混合控制技术，可单向/双向互换。下面将具体描述使用两个开关S1和S2的混合控制技术。
图6是示出根据本发明示例性实施方式的双向OBC的充电操作的结构图。参照图6，第一开关S1(521)连接用于连接输入电源和PFC电路520的第一线1，第二开关S2断开。特别地，如图6中的箭头所示，来自输入电源的电能可经由EMI输入滤波器510、PFC电路520和DC/DC电路530存储在高压电池中，其示出具有PFC电路和隔离型DC/DC电路组合在一起的电路结构的OBC的充电操作。
图7A是示出根据本发明示例性实施方式的双向OBC的放电操作的结构图。参照图7A，第一开关S1(521)连接用于连接PFC电路520和DC/DC电路530的输出端子的第二线2，第二开关S2(531)接通。特别地，如图7A中的箭头所示，存储在高压电池中的电能可从DC/DC电路530的输出端子C直接传输到PFC电路520，例如，可以在依次穿过三脚PFC电路520的电感器L3、第一开关模块Q6、电容器C1和第二开关模块Q2之后，通过EMI输入滤波器510，将电能传输到输入电源。
图7B示出了图7A所示电路的等效电路，上述操作是具有非隔离型DC/DC电路720和DC/AC转换器710组合在一起的电路结构的OBC的放电操作。参照图7B所示的放电操作期间的等效电路，OBC的放电操作利用3脚PFC电路的一个脚作为升压转换器720，并利用其余的两个脚来执行DC/AC转换和放电。
图8是示出根据本发明的另一示例性实施方式的双向OBC的PFC820的结构和DC/DC电路830的结构的结构图。图8示出了其中应用三个开关S3、S4和S5而不是图5所示结构中的两个开关S1和S2的结构。
在根据本发明的又一个示例性实施方式中，如图8所示，第三开关S3(821)可设置在输入电源和PFC电路820的输入端子之间，并且可选择性地连接输入电源和PFC电路820的输入端子，并且第四开关S4(822)可设置在输入电源和DC/DC电路830的输出端子之间，并且可选择性地连接输入电源和DC/DC电路830的输出端子。另外，第五开关S5(831)可设置在DC/DC电路830的开关单元(全桥)与输出端子(电容器C)之间，并且可选择性地连接开关单元和输出端子。
在如图8所示的根据本发明又一个示例性实施方式的OBC结构中，在充电操作期间，第三开关S3(821)接通，第四开关S4(822)断开，第五开关S5(831)断开。在放电操作期间，第三开关S3(821)断开，第四开关S4(822)接通，第五开关S5(831)接通。
下面将逐步说明使用混合控制技术的双向OBC的充电/放电方法。
首先，可通过以下步骤执行双向OBC的充电操作：接通包含在OBC的PFC中的第一开关S1，以连接用于连接OBC的输入电源和PFC的第一线；断开连接在OBC的开关单元和DC/DC电路的输出端子之间的第二开关S2；当第一开关S1接通且第二开关S2断开以连接第一线时，通过OBC开始充电操作。
此外，可通过以下步骤执行双向OBC的放电操作：接通包含在OBC的PFC中的第一开关S1，以连接用于连接充电器的PFC和DC/DC电路的输出端子的第二线；接通连接在DC/DC电路的开关单元和输出端子之间的第二开关S2；当第一开关S1接通且第二开关S2接通以连接第二线时，通过OBC开始放电操作。
例如，在诸如V2G(车辆到电网)、V2V(车辆到车辆)和V2H(车辆到家庭)的电力传输期间(即，在车辆电池的放电操作期间)，三脚PFC电路端子的1脚可通过混合控制技术用作DC/DC电源转换器。因此，其优点在于，可以仅通过添加两个开关S1和S2来设计双向OBC，而无需改变现有技术中的单向OBC的拓扑或添加另一个电路。
尽管上面已经参考代表性的示例性实施方式对本发明进行了详细描述，但是本发明所属领域的技术人员应该理解，在不脱离本发明范围的情况下，可以对示例性实施方式进行各种修改。因此，本发明的范围不应限于所描述的示例性实施方式，而是应该不仅由所附权利要求书来限定，而且还应由与权利要求书等效的概念引起的所有改变或修改形式来限定。

Claims (11)

1.一种双向车载充电器，包括：
输入电源，其作为充电系统的电源；
功率因数校正器，其连接到所述输入电源；
直流/直流电路，其连接到所述功率因数校正器并具有开关单元和输出端子；
第一开关，其连接第一线和第二线中的任何一个，其中所述第一线用于连接所述输入电源和所述功率因数校正器，所述第二线用于连接所述功率因数校正器和所述直流/直流电路的输出端子；以及
第二开关，其设置在所述直流/直流电路的开关单元和输出端子之间，并且选择性地连接所述开关单元和所述输出端子。
2.如权利要求1所述的双向车载充电器，其中，在充电操作期间，所述第一开关接通且所述第二开关断开以连接所述第一线。
3.如权利要求1所述的双向车载充电器，其中，在放电操作期间，所述第一开关接通且所述第二开关接通以连接所述第二线。
4.一种双向车载充电器，包括：
输入电源，其作为充电系统的电源；
功率因数校正器，其连接到所述输入电源；
直流/直流电路，其连接到所述功率因数校正器并具有开关单元和输出端子；
第三开关，其设置在所述输入电源和所述功率因数校正器的输入端子之间，并选择性地连接所述输入电源和所述功率因数校正器的输入端子；
第四开关，其设置在所述输入电源和所述直流/直流电路的输出端子之间，并选择性地连接所述输入电源和所述直流/直流电路的输出端子；以及
第五开关，其设置在所述开关单元和所述直流/直流电路的输出端子之间，并选择性地连接所述开关单元和所述输出端子。
5.如权利要求4所述的双向车载充电器，其中，在充电操作期间，所述第三开关接通，所述第四开关断开，并且所述第五开关断开。
6.如权利要求4所述的双向车载充电器，其中，在放电操作期间，所述第三开关断开，所述第四开关接通，并且所述第五开关接通。
7.如权利要求4所述的双向车载充电器，其中，所述功率因数校正器是用于三相充电的3脚功率因数校正器。
8.如权利要求4所述的双向车载充电器置，其中，所述直流/直流电路包括：变压器，在所述变压器的初级侧的全桥，在所述变压器的次级侧的桥式二极管，以及所述输出端子的电容器。
9.如权利要求4所述的双向车载充电器，其中，高压电池连接到所述直流/直流电路的输出端子。
10.一种控制双向车载充电器的方法，包括以下步骤：
通过控制器接通包含在所述车载充电器的功率因数校正器中的第一开关，以连接用于连接所述车载充电器的输入电源和功率因数校正器的第一线；
通过所述控制器断开连接在所述车载充电器的直流/直流电路的开关单元和输出端子之间的第二开关；以及
当所述第一开关接通且所述第二开关断开从而连接所述第一线时，通过所述车载充电器开始充电操作。
11.一种控制双向车载充电器的方法，包括以下步骤：
通过控制器接通包含在所述车载充电器的功率因数校正器中的第一开关，以连接用于连接所述车载充电器的功率因数校正器和直流/直流电路的输出端子的第二线；
通过所述控制器接通连接在所述直流/直流电路的开关单元和输出端子之间的第二开关；以及
当所述第一开关接通且所述第二开关接通以连接所述第二线时，通过所述车载充电器开始放电操作。
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