CN210693773U - Vehicle-mounted auxiliary power supply DC-DC converter - Google Patents
Vehicle-mounted auxiliary power supply DC-DC converter Download PDFInfo
- Publication number
- CN210693773U CN210693773U CN201922050330.2U CN201922050330U CN210693773U CN 210693773 U CN210693773 U CN 210693773U CN 201922050330 U CN201922050330 U CN 201922050330U CN 210693773 U CN210693773 U CN 210693773U
- Authority
- CN
- China
- Prior art keywords
- converter
- power switch
- switch tube
- pulse generator
- pwm pulse
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Images
Abstract
The utility model aims at providing a vehicle-mounted auxiliary power supply DC-DC converter, including input capacitance C1, Buck converter, Boost converter, output capacitance C2, LLC resonant converter; the Buck converter and the Boost converter are respectively composed of two branches, the two branches of the Buck converter and the two branches of the Boost converter are correspondingly connected in series one by one to form two groups of Buck-Boost branch structures connected in parallel; the Buck-Boost branch structure is connected with an input capacitor C1 in parallel and then is connected with an automobile power battery, and the Buck-Boost branch structure is connected with an output capacitor C2 in parallel and then is connected with the input end of the LLC resonant converter. The converter overcomes the defects of the prior art and has the characteristics of wide input voltage range, low conduction loss, lower cost and the like.
Description
Technical Field
The utility model relates to a new energy automobile power auxiliary assembly field, concretely relates to on-vehicle auxiliary power supply DC-DC converter.
Background
The traditional fuel oil automobile consumes a large amount of energy, and also brings a series of problems of environmental pollution, greenhouse effect and the like, the energy shortage and the environmental pollution become the most prominent problems in the world at present, and the development of new energy automobiles becomes inevitable. In the power system scheme of the new energy automobile, a power battery (high-voltage battery) serving as a main energy source generally supplies power to a motor to provide power for the running of the automobile; the low-voltage auxiliary battery supplies power for vehicle-mounted auxiliary equipment such as an automobile air conditioner, a sound entertainment system, a front and back wiper motor, a front and back washing motor, a headlamp, a fog lamp and the like. As for the used low-voltage auxiliary battery, the traditional fuel oil automobile mostly adopts a lead-acid storage battery, and the low-voltage auxiliary battery of the new energy automobile can select a lithium ion battery with more excellent performance. Generally, the low-voltage auxiliary battery has limited stored energy and cannot supply power for a long time, and the current new energy automobile adopts the following solutions: the power battery charges the low-voltage auxiliary battery through the auxiliary power supply DC-DC converter and can temporarily supply power for the vehicle-mounted auxiliary equipment. Although lithium ion batteries have excellent performance in various aspects, the requirements on the charging mode are strict, the charging mode is generally a constant-current and constant-voltage charging mode, and the service life and the capacity of the batteries are changed depending on various factors such as cycle times, charging modes and the like. Therefore, the auxiliary power supply DC-DC converter is required to accurately control the voltage and current during the charging process, so as to ensure the constant current-constant voltage charging process of the lithium ion battery. On the other hand, the output voltage of the power battery is used as the input of the auxiliary power supply DC-DC converter, but the voltage fluctuation range is large, and is generally 200V-450V, so the auxiliary power supply DC-DC converter has to meet the requirement of wide input voltage range. In addition, the auxiliary power DC-DC converter is generally required to have high conversion efficiency, low voltage and current ripple, and low voltage and current stress of the power switch tube.
Most of the existing vehicle-mounted auxiliary power supply DC-DC converters have a plurality of defects: the input voltage range is not wide enough; zero voltage conduction of the power switch tube is not easy to realize; the conduction loss is large, and the conversion efficiency is low; the power switch tube bears higher thermal stress and electrical stress; the required capacity is large; overall higher cost, etc.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a vehicle-mounted auxiliary power supply DC-DC converter, this converter overcomes prior art defect, has that the input voltage range is wide, conduction loss is low, characteristics such as cost are lower.
The technical scheme of the utility model as follows:
a vehicle-mounted auxiliary power supply DC-DC converter comprises an input capacitor C1, a Buck converter, a Boost converter, an output capacitor C2 and an LLC resonant converter;
the Buck converter and the Boost converter are respectively composed of two branches, the two branches of the Buck converter and the two branches of the Boost converter are correspondingly connected in series one by one to form two groups of Buck-Boost branch structures connected in parallel;
the Buck-Boost branch structure is connected with an input capacitor C1 in parallel and then is connected with an automobile power battery, and the Buck-Boost branch structure is connected with an output capacitor C2 in parallel and then is connected with the input end of the LLC resonant converter.
Preferably, the Buck converter comprises a power switch tube D1, a power switch tube D2, a diode D1, a diode D2, an inductor L1 and an inductor L2; the collectors of the power switch tube D1 and the power switch tube D2 are both connected with the anode of the input capacitor C1 and are connected with the anode of the automobile power battery as a terminal S1; the emitter of the power switch tube D1 and the cathode of the diode D1 are both connected with one end of the inductor L1; the emitter of the power switch tube D2 and the cathode of the diode D2 are both connected with one end of the inductor L2; and the anode of the diode d1 and the anode of the diode d2 are both connected with the cathode of the input capacitor C1 and are connected with the cathode of the automobile power battery as a terminal S2.
Preferably, the Boost converter comprises a power switch tube D3, a power switch tube D4, a diode D3, a diode D4, an inductor L1 and an inductor L2; the collector of the power switch tube D3 and the anode of the diode D3 are both connected with the other end of the inductor L1; the collector of the power switch tube D4 and the anode of the diode D4 are both connected with the other end of the inductor L2; the emitter of the power switch tube D3 and the emitter of the power switch tube D4 are both connected with a terminal S2, the cathodes of the diode D3 and the diode D4 are both connected with the anode of an output capacitor C2, the cathode of the output capacitor C2 is connected with a terminal S2, and an inductor L1, an inductor L2 and a Buck converter are shared.
Preferably, the LLC resonant converter includes power switch tube D5, power switch tube D6, resonant inductor L3, transformer T1, resonant capacitor C3, MOSFET tube M1, MOSFET tube M2, filter capacitor C4; the collector of the power switch tube D5 is connected with the anode of a capacitor C2, and the emitter of the power switch tube D5 and the collector of the power switch tube D6 are both connected with one end of a resonant inductor L3; an emitter of the power switch tube D6 and one end of the resonant capacitor C3 are both connected with a terminal S2, and a primary-side dotted end of the transformer T1 is connected with the other end of the resonant inductor L3; the non-dotted terminal of the primary side of the transformer T1 is connected with the other end of the resonant capacitor C3; the dotted terminal of the secondary side of the transformer T1 is connected with the source electrode of the MOSFET tube M1; the drain electrode of the MOSFET tube M1 and the drain electrode of the MOSFET tube M2 are both connected with the anode of the filter capacitor C4 and serve as a terminal O1; the secondary side intermediate tap f1 of the transformer T1 is connected to the negative terminal of the filter capacitor C4 as the terminal O2; the transformation ratio of the primary side of the transformer T1 to the two secondary sides separated by the secondary side middle tap f1 is n:1: 1;
the terminal S1 is connected with the positive end of the power battery, and the terminal S2 is connected with the negative end of the power battery; the terminal O1 is used as the positive output end of the vehicle-mounted auxiliary power supply DC-DC converter; and the terminal O2 is connected with the negative electrode output end of the vehicle-mounted auxiliary power supply DC-DC converter.
Preferably, the power switch device further comprises a controller, a PWM pulse generator I, a PWM pulse generator II, a PWM pulse generator III, a PWM pulse generator IV, a PWM pulse generator V and an inverter, wherein pulse output ends of the PWM pulse generator I, the PWM pulse generator II, the PWM pulse generator III, the PWM pulse generator IV, the PWM pulse generator V and the inverter are respectively connected with a gate g1 of the power switch tube D1, a gate g2 of the power switch tube D2, a gate g3 of the power switch tube D3, a gate g4 of the power switch tube, a gate g5 of the power switch tube D6 and a gate g6 of the power switch tube D6; the input ends of the PWM pulse generator I, the PWM pulse generator II, the PWM pulse generator III, the PWM pulse generator IV and the PWM pulse generator V are connected with the controller and receive control signals sent by the controller; and the input end of the inverter is connected with the pulse output end of the PWM pulse generator V.
The utility model discloses control process of on-vehicle auxiliary power source DC-DC converter includes following step:
the input capacitor C1 is connected with an automobile power battery and used as input, output voltage regulation is realized through the LLC resonant converter after Buck conversion of the Buck converter and Boost conversion of the Boost converter, and finally power supply to a low-voltage auxiliary battery or vehicle-mounted auxiliary equipment is realized through the output capacitor C2.
The utility model adopts the Buck-Boost-LLC converter system with unique structural layout, compared with a similar system with the same power capacity, the high-precision large-scale voltage regulation is realized; the utility model discloses the scheme can adopt the inductor of less inductance to Buck transform and Boost transform share inductor L1, L2 and condenser C1, C2; the Buck converter and the Boost converter adopt a two-phase staggered parallel topological structure to form two parallel branches, current balance is easy to realize between the parallel branches, and the parallel branches have lower inductive current ripples, so that switching loss is reduced; each power switching tube can realize Zero Voltage Switching (ZVS) in the full input voltage and full load range, so that the loss of the power switching tube is further reduced; in addition, the converter of the utility model can be integrated to be used for all different operation modes, such as Buck, Boost, a Continuous Conduction Mode (CCM) when Buck-Boost and a high power load and a Discontinuous Conduction Mode (DCM) when a low power load, without switching between respective independent control strategies like the traditional mode, and the condition that the dynamic response of the converter is deteriorated or even deteriorated due to switching does not exist; in addition, constant current-constant voltage charging of the auxiliary battery is realized, and the service life of the auxiliary battery is prolonged.
The utility model discloses provide a controller cooperation each PWM impulse generator's control circuit structure among the preferred scheme, each PWM impulse generator of user's accessible controller control is realized the control to Buck converter, Boost converter and LLC resonant converter by each PWM impulse generator, realizes the power supply to low pressure auxiliary battery or on-vehicle auxiliary assembly.
Drawings
Fig. 1 is a schematic diagram of a circuit structure of an integrated vehicle-mounted auxiliary power supply DC-DC converter provided in embodiment 1 of the present invention;
fig. 2 is a schematic circuit diagram of an integrated vehicle-mounted auxiliary power DC-DC converter provided in embodiment 1 of the present invention;
FIG. 3 is a circuit schematic diagram of a conventional single-stage vehicle-mounted auxiliary power supply DC-DC converter provided by comparative example 1;
fig. 4 is a schematic circuit diagram of a conventional cascaded on-board auxiliary power DC-DC converter provided in comparative example 2.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings and examples.
Example 1
As shown in fig. 1-2, the vehicle-mounted auxiliary power DC-DC converter provided by this embodiment includes an input capacitor C1, a Buck converter, a Boost converter, an output capacitor C2, and an LLC resonant converter;
the Buck converter and the Boost converter are respectively composed of two branches, the two branches of the Buck converter and the two branches of the Boost converter are correspondingly connected in series one by one to form two groups of Buck-Boost branch structures connected in parallel;
the Buck-Boost branch structure is connected with an input capacitor C1 in parallel and then is connected with an automobile power battery, and the Buck-Boost branch structure is connected with an output capacitor C2 in parallel and then is connected with the input end of the LLC resonant converter;
the Buck converter comprises a power switch tube D1, a power switch tube D2, a diode D1, a diode D2, an inductor L1 and an inductor L2; the collectors of the power switch tube D1 and the power switch tube D2 are both connected with the anode of the input capacitor C1 and are connected with the anode of the automobile power battery as a terminal S1; the emitter of the power switch tube D1 and the cathode of the diode D1 are both connected with one end of the inductor L1; the emitter of the power switch tube D2 and the cathode of the diode D2 are both connected with one end of the inductor L2; the anode of the diode d1 and the anode of the diode d2 are both connected with the cathode of the input capacitor C1 and are connected with the cathode of the automobile power battery as a terminal S2;
the Boost converter comprises a power switch tube D3, a power switch tube D4, a diode D3, a diode D4, an inductor L1 and an inductor L2; the collector of the power switch tube D3 and the anode of the diode D3 are both connected with the other end of the inductor L1; the collector of the power switch tube D4 and the anode of the diode D4 are both connected with the other end of the inductor L2; an emitter of the power switch tube D3 and an emitter of the power switch tube D4 are both connected with a terminal S2, cathodes of the diode D3 and the diode D4 are both connected with an anode of an output capacitor C2, a cathode of the output capacitor C2 is connected with a terminal S2, wherein an inductor L1 and an inductor L2 are shared with the Buck converter;
the LLC resonant converter comprises a power switch tube D5, a power switch tube D6, a resonant inductor L3, a transformer T1, a resonant capacitor C3, a MOSFET tube M1, a MOSFET tube M2 and a filter capacitor C4; the collector of the power switch tube D5 is connected with the anode of a capacitor C2, and the emitter of the power switch tube D5 and the collector of the power switch tube D6 are both connected with one end of a resonant inductor L3; an emitter of the power switch tube D6 and one end of the resonant capacitor C3 are both connected with a terminal S2, and a primary-side dotted end of the transformer T1 is connected with the other end of the resonant inductor L3; the non-dotted terminal of the primary side of the transformer T1 is connected with the other end of the resonant capacitor C3; the dotted terminal of the secondary side of the transformer T1 is connected with the source electrode of the MOSFET tube M1; the drain electrode of the MOSFET tube M1 and the drain electrode of the MOSFET tube M2 are both connected with the anode of the filter capacitor C4 and serve as a terminal O1; the secondary side intermediate tap f1 of the transformer T1 is connected to the negative terminal of the filter capacitor C4 as the terminal O2; the transformation ratio of the primary side of the transformer T1 to the two secondary sides separated by the secondary side middle tap f1 is n:1: 1;
the terminal S1 is connected with the positive end of the power battery, and the terminal S2 is connected with the negative end of the power battery; the terminal O1 is used as the positive output end of the vehicle-mounted auxiliary power supply DC-DC converter; the terminal O2 and the negative electrode output end of the vehicle-mounted auxiliary power supply DC-DC converter;
the power switch tube power supply further comprises a controller, a PWM pulse generator I, a PWM pulse generator II, a PWM pulse generator III, a PWM pulse generator IV, a PWM pulse generator V and a phase inverter, wherein pulse output ends of the PWM pulse generator I, the PWM pulse generator II, the PWM pulse generator III, the PWM pulse generator IV, the PWM pulse generator V and the phase inverter are respectively connected with a gate g1 of the power switch tube D1, a gate g2 of the power switch tube D2, a gate g3 of the power switch tube D3, a gate g4 of the power switch tube, a gate g5 of the power switch tube and a gate g6 of the power switch tube D6; the input ends of the PWM pulse generator I, the PWM pulse generator II, the PWM pulse generator III, the PWM pulse generator IV and the PWM pulse generator V are connected with the controller and receive control signals sent by the controller; and the input end of the inverter is connected with the pulse output end of the PWM pulse generator V.
The working process of the vehicle-mounted auxiliary power supply DC-DC converter of the embodiment is as follows:
the input capacitor C1 is connected with an automobile power battery and used as input, output voltage regulation is realized through the LLC resonant converter after Buck conversion of the Buck converter and Boost conversion of the Boost converter, and finally power supply to a low-voltage auxiliary battery or vehicle-mounted auxiliary equipment is realized through the output capacitor C2.
Comparative example 1
To further illustrate the present invention, a conventional single-stage vehicle-mounted auxiliary power DC-DC converter recorded in the prior art is provided, and as shown in fig. 3, the single-stage vehicle-mounted auxiliary power DC-DC converter is a full-bridge phase-shift LLC converter, and includes power switching tubes D9, D10, D11, D12, a resonant inductor L4, a transformer T2, a resonant capacitor C4, diodes D5, D6, and a filter capacitor C5. The converter has a simple topological structure, uses fewer components, can utilize resonance between a leakage inductance of a transformer and a parasitic capacitor of a power switch tube, can realize ZVS by all the power switch tubes without any auxiliary circuit, and clamps the voltage stress to the input voltage, so that the converter is widely applied to occasions with medium and small power. It also suffers from the following two major disadvantages: (1) the requirement of wide input voltage range cannot be completely met, if the input voltage range is to be increased, the transformer excitation inductance of the converter needs to be designed to be small enough, but the resonant current is increased, the conduction loss and the hysteresis loss are increased, and the efficiency of the converter is reduced. (2) With the reduction of the load, the ZVS range of the converter hysteresis bridge arm power switching tube is narrowed, and the efficiency of the converter is reduced. Although the ZVS range of the switching tube of the lagging bridge arm can be expanded by increasing the leakage inductance of the transformer of the converter, the duty ratio of the trigger pulse is easy to lose, and the conduction loss of the primary side is increased; or the ZVS range is enlarged by reducing the excitation inductance of the transformer, but the effective value stress and the conduction loss of the current on the primary side are increased, and in addition, the output inductance is also larger.
Comparative example 2
In order to overcome the main problems presented in comparative example 1, a cascaded converter, i.e. a preceding DC/DC converter plus an LLC resonant converter, may be used. The output voltage of the front-stage DC-DC converter is stable, so that the LLC resonant converter has fixed input voltage, the model selection and the component parameter design are easy, and the efficiency of the whole converter system is improved. Fig. 4 shows a conventional cascaded vehicle-mounted auxiliary power DC-DC converter recorded in the prior art, which includes a Buck-Boost converter and a half-bridge LLC resonant converter. The Buck-Boost converter is formed by connecting power switching tubes D13, D14, D15, D16, an inductor L5 and a capacitor C7; half-bridge LLC resonant transformation ware with the utility model discloses the LLC resonant transformation ware of embodiment has the same topological structure, all adopts the half-bridge form (D17 and D18, D5 and D6), compare with comparative example 1, because preceding stage DC-DC converter (Buck-Boost converter) has the step-down, function that steps up, and output more stable voltage, the voltage stress that makes LLC resonant transformation ware's power switch pipe bear reduces, consequently can adopt the half-bridge form, reduce power switch pipe's quantity, and the utility model discloses embodiment 1 replaces rectifier diode D7, D8 with power switch pipe M1, M2, is favorable to the low pressure heavy current operating condition of converter output side more to but and work is in synchronous rectification state in order to reduce its conduction loss.
Compared with the system of comparative example 2 shown in fig. 4, the embodiment 1 of the present invention mainly differs in that: the embodiment of the utility model provides an 1 preceding stage Buck-Boost converter adopts the two-phase crisscross parallel topological structure, and the voltage level and the power capacity requirement of the power switch tube of each parallel branch become low, easily realize current balance, have lower inductance current ripple to reduce switching loss; the power switch tube can have higher switching frequency, so that the whole converter system has higher power density; the input current is shared by two inductors which are connected in parallel in a staggered mode, and the energy stored by the inductors is only half of that stored by the inductors in comparative example 2, so that the size of the inductors can be effectively reduced; zero Voltage Switching (ZVS) of each power switching tube is easy to realize in the full input voltage and full load range, the loss of the power switching tube is further reduced, and the efficiency and the reliability of the converter are improved.
Compared with the comparative example 2, the embodiment 1 of the invention can be integrated and used for all different operation modes (such as Buck, Boost, Buck-Boost, Continuous Conduction Mode (CCM) in high-power load and Discontinuous Conduction Mode (DCM) in low-power load), does not need to switch between independent control strategies like the traditional mode, and does not have the condition that the dynamic response of the converter is deteriorated or even deteriorated due to switching; in addition, constant current-constant voltage charging of the auxiliary battery is realized, and the service life of the auxiliary battery is prolonged; and two parallel branches realize current balance, and the inductive current ripple is then littleer.
In summary, the scheme of the embodiment 1 of the present application has significant advancement compared with the prior art scheme.
Claims (5)
1. A vehicle-mounted auxiliary power supply DC-DC converter comprises an input capacitor C1, a Buck converter, a Boost converter, an output capacitor C2 and an LLC resonant converter;
the method is characterized in that:
the Buck converter and the Boost converter are respectively composed of two branches, the two branches of the Buck converter and the two branches of the Boost converter are correspondingly connected in series one by one to form two groups of Buck-Boost branch structures connected in parallel;
the Buck-Boost branch structure is connected with an input capacitor C1 in parallel and then is connected with an automobile power battery, and the Buck-Boost branch structure is connected with an output capacitor C2 in parallel and then is connected with the input end of the LLC resonant converter.
2. The vehicle-mounted auxiliary power supply DC-DC converter according to claim 1, wherein:
the Buck converter comprises a power switch tube D1, a power switch tube D2, a diode D1, a diode D2, an inductor L1 and an inductor L2; the collectors of the power switch tube D1 and the power switch tube D2 are both connected with the anode of the input capacitor C1 and are connected with the anode of the automobile power battery as a terminal S1; the emitter of the power switch tube D1 and the cathode of the diode D1 are both connected with one end of the inductor L1; the emitter of the power switch tube D2 and the cathode of the diode D2 are both connected with one end of the inductor L2; and the anode of the diode d1 and the anode of the diode d2 are both connected with the cathode of the input capacitor C1 and are connected with the cathode of the automobile power battery as a terminal S2.
3. The vehicle-mounted auxiliary power supply DC-DC converter according to claim 2, wherein:
the Boost converter comprises a power switch tube D3, a power switch tube D4, a diode D3, a diode D4, an inductor L1 and an inductor L2; the collector of the power switch tube D3 and the anode of the diode D3 are both connected with the other end of the inductor L1; the collector of the power switch tube D4 and the anode of the diode D4 are both connected with the other end of the inductor L2; the emitter of the power switch tube D3 and the emitter of the power switch tube D4 are both connected with a terminal S2, the cathodes of the diode D3 and the diode D4 are both connected with the anode of an output capacitor C2, and the cathode of an output capacitor C2 is connected with a terminal S2; wherein inductor L1, inductor L2 are common to the Buck converter.
4. The vehicle-mounted auxiliary power supply DC-DC converter according to claim 3, wherein:
the LLC resonant converter comprises a power switch tube D5, a power switch tube D6, a resonant inductor L3, a transformer T1, a resonant capacitor C3, a MOSFET tube M1, a MOSFET tube M2 and a filter capacitor C4; the collector of the power switch tube D5 is connected with the anode of a capacitor C2, and the emitter of the power switch tube D5 and the collector of the power switch tube D6 are both connected with one end of a resonant inductor L3; an emitter of the power switch tube D6 and one end of the resonant capacitor C3 are both connected with a terminal S2, and a primary-side dotted end of the transformer T1 is connected with the other end of the resonant inductor L3; the non-dotted terminal of the primary side of the transformer T1 is connected with the other end of the resonant capacitor C3; the dotted terminal of the secondary side of the transformer T1 is connected with the source electrode of the MOSFET tube M1; the drain electrode of the MOSFET tube M1 and the drain electrode of the MOSFET tube M2 are both connected with the anode of the filter capacitor C4 and serve as a terminal O1; the secondary side intermediate tap f1 of the transformer T1 is connected to the negative terminal of the filter capacitor C4 as the terminal O2; the transformation ratio of the primary side of the transformer T1 to the two secondary sides separated by the secondary side middle tap f1 is n:1: 1;
the terminal S1 is connected with the positive end of the power battery, and the terminal S2 is connected with the negative end of the power battery; the terminal O1 is used as the positive output end of the vehicle-mounted auxiliary power supply DC-DC converter; and the terminal O2 is connected with the negative electrode output end of the vehicle-mounted auxiliary power supply DC-DC converter.
5. The vehicle-mounted auxiliary power supply DC-DC converter according to claim 4, characterized in that:
the power switch tube power supply further comprises a controller, a PWM pulse generator I, a PWM pulse generator II, a PWM pulse generator III, a PWM pulse generator IV, a PWM pulse generator V and a phase inverter, wherein pulse output ends of the PWM pulse generator I, the PWM pulse generator II, the PWM pulse generator III, the PWM pulse generator IV, the PWM pulse generator V and the phase inverter are respectively connected with a gate g1 of the power switch tube D1, a gate g2 of the power switch tube D2, a gate g3 of the power switch tube D3, a gate g4 of the power switch tube, a gate g5 of the power switch tube and a gate g6 of the power switch tube D6; the input ends of the PWM pulse generator I, the PWM pulse generator II, the PWM pulse generator III, the PWM pulse generator IV and the PWM pulse generator V are connected with the controller and receive control signals sent by the controller; and the input end of the inverter is connected with the pulse output end of the PWM pulse generator V.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922050330.2U CN210693773U (en) | 2019-11-25 | 2019-11-25 | Vehicle-mounted auxiliary power supply DC-DC converter |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922050330.2U CN210693773U (en) | 2019-11-25 | 2019-11-25 | Vehicle-mounted auxiliary power supply DC-DC converter |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210693773U true CN210693773U (en) | 2020-06-05 |
Family
ID=70904032
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922050330.2U Expired - Fee Related CN210693773U (en) | 2019-11-25 | 2019-11-25 | Vehicle-mounted auxiliary power supply DC-DC converter |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210693773U (en) |
-
2019
- 2019-11-25 CN CN201922050330.2U patent/CN210693773U/en not_active Expired - Fee Related
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108448913B (en) | Single-stage isolated AC-DC converter based on staggered parallel bridgeless PFC circuit and LLC resonance | |
| US11496054B2 (en) | High-gain quasi-resonant DC-DC converter based on voltage doubling rectifier circuit | |
| CN109560711B (en) | Isolated bidirectional DC-DC converter and modulation method thereof | |
| CN206211844U (en) | The new two-way DC/DC converters of crisscross parallel | |
| CN107968471B (en) | LCLC resonance circuit, wide-range constant-power output direct-current charger and control method | |
| CN111725993B (en) | High-efficiency Sepic soft switch converter and control method thereof | |
| CN110620502B (en) | DC/DC converter for high-power charging device of electric automobile | |
| CN107222100A (en) | A kind of integrated Buck Boost and LLC circuits single-stage LED drive circuit | |
| CN210807100U (en) | Power transmission circuit | |
| CN111342664A (en) | Integrated DC-DC converter and control method thereof | |
| CN215934730U (en) | DC-DC converter with high step-up ratio | |
| CN112968603B (en) | Wide-transformation-ratio transformerless buck-boost converter | |
| Amiri et al. | A CCM bridgeless single-stage soft-switching AC-DC converter for EV charging application | |
| CN201312262Y (en) | High-frequency switch power supply with higher conversion efficiency | |
| CN111181411B (en) | Variable/fixed bus voltage ultra-wide gain range bidirectional dc/dc converter | |
| CN110198124B (en) | Switched capacitor type three-phase interleaved parallel bidirectional wide-gain direct current converter | |
| CN210693773U (en) | Vehicle-mounted auxiliary power supply DC-DC converter | |
| CN110768538A (en) | Vehicle-mounted auxiliary power supply DC-DC converter and control method thereof | |
| Wang et al. | High-efficiency high-power bridgeless integrated AC-DC converter for on-board vehicle battery charger | |
| CN109194165A (en) | AC-DC power converter | |
| CN115001284A (en) | Isolated single-stage bidirectional multipurpose topological circuit and control strategy thereof | |
| CN114079384A (en) | Variable-structure LLC converter with wide output voltage range and method | |
| CN214412377U (en) | Three-level topology charging structure compatible with single-phase and three-phase alternating-current input | |
| CN220457296U (en) | High-efficiency boosting DC-DC converter | |
| CN113328620B (en) | Three-phase harmonic current injection type voltage-raising and voltage-dropping converter |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200605 Termination date: 20211125 |