CN212366903U - Vehicle-mounted charger with better working frequency point and efficiency - Google Patents
Vehicle-mounted charger with better working frequency point and efficiency Download PDFInfo
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- CN212366903U CN212366903U CN202021125792.2U CN202021125792U CN212366903U CN 212366903 U CN212366903 U CN 212366903U CN 202021125792 U CN202021125792 U CN 202021125792U CN 212366903 U CN212366903 U CN 212366903U
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Abstract
The utility model discloses a vehicle-mounted charger with better working frequency point and efficiency, which comprises a PFC module, a primary side conversion module, a transformer T1, a secondary side conversion module and a controller, wherein the PFC module, the primary side conversion module, the transformer T1, the secondary side conversion module and the controller are connected in sequence, the primary side conversion module comprises a first bridge arm and a second bridge arm which are composed of four power switches, and switching modules are arranged between the middle point of the first bridge arm E and the primary side of a transformer T1 and between the negative bus of the primary side conversion module and the primary side winding of the transformer T1; the controller controls the switching module to perform switching action according to whether an external power grid connected with the PFC module is a single-phase power grid or a three-phase power grid, and switches the primary side conversion module into a full-bridge structure or a half-bridge structure; the utility model discloses current topological structure who charges the machine increases a small amount of change over switch, realizes the switching of half-bridge, full-bridge for the machine that charges DCDC level is in best operating frequency point when single phase alternating current input, three-phase alternating current input, improves the machine charge efficiency that charges.
Description
Technical Field
The utility model belongs to the technical field of the power, concretely relates to vehicle-mounted machine that charges with preferred operating frequency point and efficiency.
Background
In the prior art, when a single-phase alternating current is input into a vehicle-mounted charger, the voltage of a PFC-level bus capacitor is approximately 400V; the voltage of a PFC-stage bus capacitor at the time of three-phase alternating current input is approximately 800V, the voltage of a later-stage DCDC is wide input voltage, and the output voltage of the DCDC stage is approximately 400V. When the input is three-phase alternating current, the voltage of a capacitor of a PFC bus is approximately 800V, the high-voltage output voltage is required to be 400V, and a transformer needs to be configured to be approximately 2: the optimal efficiency point can be reached only by 1 turn ratio; when the input is single-phase alternating current, the voltage of a PFC bus capacitor is approximately 400V, the high-voltage output voltage requirement is 400V, and according to the transformer 2: the turn ratio of 1 and the DCDC gain are required to be larger than 1, and for the traditional LLC, the exciting current is larger at the moment, so that the DCDC conduction loss is increased, and the converter efficiency is reduced.
Therefore, how to design a charger that is adaptive to single-three phase input voltage, reduces conduction loss of power devices, and improves charging efficiency of the charger is an urgent technical problem to be solved in the industry.
SUMMERY OF THE UTILITY MODEL
In order to solve the above-mentioned defect that exists among the prior art, the utility model provides an on-vehicle machine that charges with preferred operating frequency point and efficiency.
The utility model adopts the technical scheme that a vehicle-mounted charger with better working frequency point and efficiency is designed, which comprises a PFC module, a primary side conversion module, a transformer T1, a secondary side conversion module and a controller which are connected in sequence, wherein the primary side conversion module comprises a first bridge arm and a second bridge arm which are composed of four power switches, and switching modules are arranged between the middle point of the first bridge arm E and the primary side of the transformer T1 and between the cathode bus of the primary side conversion module and the primary side winding of the transformer T1; the controller controls the switching module to perform switching action according to whether an external power grid connected with the PFC module is a single-phase power grid or a three-phase power grid, and switches the primary side conversion module into a full-bridge structure or a half-bridge structure.
The vehicle-mounted charger comprises a charging mode and an inversion mode; in the charging mode, when an external power grid connected with the PFC module is a three-phase power grid, the primary side conversion module is controlled to be switched into a half-bridge structure; in the charging mode, when an external power grid connected with the PFC module is a single-phase power grid, the primary side conversion module is controlled to be switched into a full-bridge structure; and in the inversion mode, the primary side conversion module is controlled to be switched into a full-bridge structure.
The primary side conversion module comprises a first switch Q1, a second switch Q2, a third switch Q3 and a fourth switch Q4, the first switch Q1 and the third switch Q3 are connected in series to form a first bridge arm, and the connection point of the first switch Q1 and the third switch Q3 is an E middle point; the second switch Q2 and the fourth switch Q4 are connected in series to form a second bridge arm, and the connection point of the second switch Q2 and the fourth switch Q4 is an F middle point; the switching module comprises a first switch Relay1 and a second switch Relay2, the middle point E is connected with a fixed contact of a first switch Relay1, the middle point F is connected with a first movable contact of a first switch Relay1, the middle point F is connected with one end of a primary winding of a transformer T1, the other end of the primary winding of the transformer T1 is connected with a second movable contact of a first switch Relay1, and the second switch Relay2 is connected in series between the other end of the primary winding of the transformer T1 and a negative bus of the primary conversion module.
The primary winding of the transformer T1 is connected in series with a first capacitor C1.
The primary winding of the transformer T1 is connected in series with a first inductor L1.
The first switch Relay1 adopts a single-pole double-throw Relay or a selective switch, and the second switch Relay2 adopts a single-pole single-throw Relay.
The secondary side conversion module comprises a secondary side high-voltage conversion module and a secondary side low-voltage conversion module.
The secondary high-voltage conversion module is connected with a high-voltage driving battery in the vehicle, and the secondary low-voltage conversion module is used for converting a low-voltage load in the vehicle.
The utility model provides a technical scheme's beneficial effect is:
the utility model discloses the topological structure of current machine that charges increases a small amount of change over switch, realizes the switching of half-bridge, full-bridge, compatible single-phase, three-phase input electric wire netting for the machine that charges is in best operating frequency point at single-phase alternating current input, three-phase alternating current input DCDC level, improves the machine charge efficiency; in addition, the utility model can reduce the circulation of the DCDC level resonant cavity, reduce the conduction loss of the power device and improve the efficiency; furthermore, the utility model discloses when the machine that charges is in the contravariant mode for DCDC operating frequency reduces, reduces power device switching loss, raises the efficiency.
Drawings
The invention is explained in more detail below with reference to exemplary embodiments and the accompanying drawings, in which:
FIG. 1 is a schematic circuit diagram of a preferred embodiment of the present invention;
FIG. 2 is a schematic diagram of switching modules in a full-bridge configuration;
FIG. 3 is a graph of the voltage waveforms across the primary winding of the transformer T1 in a full bridge configuration;
FIG. 4 is a switching schematic of a half-bridge switching module;
FIG. 5 is a graph of the voltage waveform across the primary winding of a transformer T1 in a half bridge configuration;
FIG. 6 is a graph comparing the full-bridge gain curves of the prior art and the present invention;
FIG. 7 is a prior art full bridge excitation current waveform;
fig. 8 is the excitation current waveform of the present invention;
fig. 9 is a comparison graph of the full-bridge operating frequency of the prior art and the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention will be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The utility model discloses a vehicle-mounted charger with better working frequency point and efficiency, which comprises a PFC module, a primary side conversion module, a transformer T1, a secondary side conversion module and a controller, wherein the PFC module, the primary side conversion module, the transformer T1, the secondary side conversion module and the controller are connected in sequence, the primary side conversion module comprises a first bridge arm and a second bridge arm which are composed of four power switches, and switching modules are arranged between the middle point of the first bridge arm E and the primary side of a transformer T1 and between the negative bus of the primary side conversion module and the primary side winding of the transformer T1; the controller controls the switching module to perform switching action according to whether an external power grid connected with the PFC module is a single-phase power grid or a three-phase power grid, and switches the primary side conversion module into a full-bridge structure or a half-bridge structure.
The utility model discloses utilize the topological structure of current machine that charges, increase a small amount of change over switch, according to the work needs, will realize the switching of half-bridge, full-bridge, compatible single-phase, three-phase input electric wire netting for the machine that charges is in best operating frequency point at single phase alternating current input, three-phase alternating current input DCDC level, improves the machine charge efficiency that charges.
In a preferred embodiment, the vehicle-mounted charger comprises a charging mode and an inversion mode; in the charging mode, when an external power grid connected with the PFC module is a three-phase power grid, the primary side conversion module is controlled to be switched into a half-bridge structure; in the charging mode, when an external power grid connected with the PFC module is a single-phase power grid, the primary side conversion module is controlled to be switched into a full-bridge structure; and in the inversion mode, the primary side conversion module is controlled to be switched into a full-bridge structure.
Referring to the preferred embodiment shown in fig. 1, the primary side conversion module comprises a first switch Q1, a second switch Q2, a third switch Q3 and a fourth switch Q4, the first switch Q1 and the third switch Q3 are connected in series to form a first bridge arm, and the connection point of the first switch Q1 and the third switch Q3 is an E middle point; the second switch Q2 and the fourth switch Q4 are connected in series to form a second bridge arm, and the connection point of the second switch Q2 and the fourth switch Q4 is an F middle point; the switching module comprises a first switch Relay1 and a second switch Relay2, the middle point E is connected with a fixed contact (point O) of a first switch Relay1, the middle point F is connected with a first moving contact (point A) of a first switch Relay1, the middle point F is connected with one end of a primary winding of the transformer T1, the other end of the primary winding of the transformer T1 is connected with a second moving contact (point B) of the first switch Relay1, and the second switch Relay2 is connected in series between the other end of the primary winding of the transformer T1 and a negative bus of the primary conversion module.
In the preferred embodiment, the primary winding of the transformer T1 is connected in series with a first capacitor C1. The primary winding of the transformer T1 is connected in series with a first inductor L1.
In a preferred embodiment, the first switch Relay1 is a single-pole double-throw Relay or a selection switch, and the second switch Relay2 is a single-pole single-throw Relay.
In a preferred embodiment, the secondary side conversion module comprises a secondary side high voltage conversion module and a secondary side low voltage conversion module.
The secondary high-voltage conversion module is connected with a high-voltage driving battery in the vehicle, and the secondary low-voltage conversion module is used for converting a low-voltage load in the vehicle. The low-voltage load can be electric equipment of the whole vehicle, such as a navigator, a sound device, lighting and the like.
The working principle of the present invention will be explained with reference to the accompanying drawings. In this example, the turn-on and turn-off of the Relay1 and Relay2 switches in fig. 1 are controlled by the control circuit to switch the operation mode of the DCDC dc converter, so that the dc converter is compatible with both half-bridge and full-bridge operation modes.
As shown in fig. 2, when single-phase AC input is performed, the input voltage is approximately 400V, the point O and the point B of the first switch Relay1 are closed, the second switch Relay2 is opened, a full bridge circuit is formed, the voltage applied to the two ends of the primary winding C, D of the transformer T1 is as shown in fig. 3, the peak-to-peak value is approximately 800V, the single-side voltage is approximately 400V, and the LLC optimum operating frequency point with the gain of 1 can be realized when the output voltage is required to be approximately 400V; when three-phase AC input is carried out, as shown in FIG. 4, the input voltage is approximately 800V, the point A and the point O of the first switch Relay1 are closed, the point A of the second switch Relay2 are closed, at the moment, Q1 and Q2 are connected in parallel, Q3 and Q4 are connected in parallel to form a half-bridge circuit, due to the existence of the capacitor C1, the voltage at two ends of the primary winding C, D is loaded, as shown in FIG. 5, the peak-peak value is approximately 800V, the unilateral voltage is approximately 400V, and the LLC optimal working point with the gain of 1 can be realized when the output voltage is required to be approximately 400V, so that the DCDC is at the optimal working frequency point of the LLC power level under the application conditions of single phase and three phases. Fig. 6 shows a comparison of the gain curves of the prior art and the full bridge of the present invention, from which it can be seen that the gain requirement of the present application is significantly lower than that of the conventional full bridge topology.
Additionally, the utility model discloses can reduce the machine conduction loss that charges. In the conventional full-bridge topology, when three-phase ac input is performed, the bus capacitor voltage is approximately 800V, the high-voltage output voltage requirement is 400V, and the transformer needs to be configured as 2: 1 turn ratio to achieve an optimum efficiency operating point with a gain of 1; when single-phase alternating current is input, the voltage of a bus capacitor is approximately 400V, the requirement of high-voltage output voltage is 400V, and the voltage is calculated according to the following formula 2: 1, the gain needs to reach 2 to meet the requirement of high-voltage output voltage 400V, and the ratio of the excitation inductance to the resonance inductance is K. The embodiment of the utility model provides an among the circuit, use half-bridge full-bridge switching topology, no matter be three-phase AC input or single-phase AC input, the gain demand all is 1, and the transformer all configures to 1: 1, the ratio of the excitation inductance to the resonance inductance is approximately 2K. Can reach the utility model discloses in, excitation inductance configuration is 2 times of traditional full-bridge circuit to reduce resonant cavity loop current, reduce conduction loss, raise the efficiency. FIG. 7 shows a prior art full bridge excitation current waveform; fig. 8 shows the excitation current waveform of the present invention. FIG. 7 shows a prior art full bridge excitation current waveform; fig. 8 shows the excitation current waveform of the present invention. As can be seen from the comparison, the excitation current of the present invention is significantly smaller than the full bridge excitation current of the prior art.
Additionally, the utility model discloses can reduce switching loss under the contravariant mode. The prior art shown in conjunction with fig. 9 is compared with the full-bridge resonant frequency of the present invention. In a conventional full-bridge circuit, when three-phase alternating current is input, the voltage of a capacitor of a PFC bus is approximately 800V, the high-voltage output voltage needs 400V, and a transformer needs to be configured to be approximately 2: the optimal efficiency point can be reached only by 1 turn ratio; the circuit is configured in a single-phase inversion state according to the transformer, the gain requirement is about 0.5, and the switching frequency is higher, so that the switching loss is increased. According to the utility model discloses circuit configuration is the half-bridge, can maintain 1: 1 transformer turn ratio, and the gain requirement is reduced, so that the frequency is reduced, the switching loss is reduced, and the inversion state efficiency is improved.
In the preferred embodiment shown in fig. 1, the secondary side first conversion module adopts a full-bridge structure, and includes a fifth power switch Q5, a sixth power switch Q6, a seventh power switch Q7 and an eighth power switch Q8; the fifth power switch Q5 and the seventh power switch Q7 are a pair of legs, the sixth power switch Q6 and the eighth power switch Q8 are a pair of legs, the fifth power switch Q5 and the sixth power switch Q6 are upper legs, and the seventh power switch Q7 and the eighth power switch Q8 are lower legs. The first power switch Q1, the second power switch Q2, the third power switch Q3, the fourth power switch Q4, the fifth power switch Q5, the sixth power switch Q6, the seventh power switch Q7 and the eighth power switch Q8 adopt one of a MOSFET, a SiC MOSFET, an IGBT parallel diode and a GAN HEMT.
The secondary side low-voltage conversion module comprises a ninth power switch Q9, a tenth power switch Q10 and an eleventh power switch Q11; the drain of the ninth power switch Q9 is connected to the dotted terminal of the fourth secondary winding W3, the drain of the tenth power switch Q10 is connected to the dotted terminal of the third secondary winding W4, the dotted terminal of the fourth secondary winding W3 and the dotted terminal of the third secondary winding W4 are connected to the eleventh power switch Q11 and the output inductor L2 in series, and then connected to the positive output terminal of the secondary low-voltage conversion module, and the sources of the ninth power switch Q9 and the tenth power switch Q10 are grounded.
The foregoing examples are illustrative only and are not intended to be limiting. Any equivalent modifications or variations without departing from the spirit and scope of the present application should be included in the claims of the present application.
Claims (8)
1. The utility model provides a vehicle-mounted charger with preferred operating frequency point and efficiency, includes PFC module, former limit conversion module, transformer T1, vice limit conversion module and the controller that connects gradually, former limit conversion module includes the first and second bridge arm that comprises four power switches, its characterized in that: a switching module is arranged between the middle point of the first bridge arm E and the primary side of the transformer T1, and between the negative bus of the primary side conversion module and the primary side winding of the transformer T1; the controller controls the switching module to perform switching action according to whether an external power grid connected with the PFC module is a single-phase power grid or a three-phase power grid, and switches the primary side conversion module into a full-bridge structure or a half-bridge structure.
2. The vehicle-mounted charger with better working frequency point and efficiency as claimed in claim 1, characterized in that: the vehicle-mounted charger comprises a charging mode and an inversion mode;
in the charging mode, when an external power grid connected with the PFC module is a three-phase power grid, the primary side conversion module is controlled to be switched into a half-bridge structure;
in the charging mode, when an external power grid connected with the PFC module is a single-phase power grid, the primary side conversion module is controlled to be switched into a full-bridge structure;
and in the inversion mode, the primary side conversion module is controlled to be switched into a full-bridge structure.
3. The vehicle-mounted charger with better working frequency point and efficiency as claimed in claim 1, characterized in that: the primary side conversion module comprises a first switch Q1, a second switch Q2, a third switch Q3 and a fourth switch Q4, the first switch Q1 and the third switch Q3 are connected in series to form a first bridge arm, and the connection point of the first switch Q1 and the third switch Q3 is an E middle point; the second switch Q2 and the fourth switch Q4 are connected in series to form a second bridge arm, and the connection point of the second switch Q2 and the fourth switch Q4 is an F middle point; the switching module comprises a first switch Relay1 and a second switch Relay2, the middle point E is connected with a fixed contact of a first switch Relay1, the middle point F is connected with a first movable contact of a first switch Relay1, the middle point F is connected with one end of a primary winding of a transformer T1, the other end of the primary winding of the transformer T1 is connected with a second movable contact of a first switch Relay1, and the second switch Relay2 is connected in series between the other end of the primary winding of the transformer T1 and a negative bus of the primary conversion module.
4. The vehicle-mounted charger with better working frequency point and efficiency as claimed in claim 3, characterized in that: the primary winding of the transformer T1 is connected in series with a first capacitor C1.
5. The vehicle-mounted charger with better working frequency point and efficiency as claimed in claim 4, is characterized in that: the primary winding of the transformer T1 is connected in series with a first inductor L1.
6. The vehicle-mounted charger with better working frequency point and efficiency as claimed in claim 3, characterized in that: the first switch Relay1 adopts a single-pole double-throw Relay or a selective switch, and the second switch Relay2 adopts a single-pole single-throw Relay.
7. The vehicle-mounted charger with better working frequency point and efficiency as claimed in any one of claims 1 to 6 is characterized in that: the secondary side conversion module comprises a secondary side high-voltage conversion module and a secondary side low-voltage conversion module.
8. The vehicle-mounted charger with better working frequency point and efficiency as claimed in claim 7 is characterized in that: the secondary high-voltage conversion module is connected with a high-voltage driving battery in the vehicle, and the secondary low-voltage conversion module is used for converting a low-voltage load in the vehicle.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202021125792.2U CN212366903U (en) | 2020-06-17 | 2020-06-17 | Vehicle-mounted charger with better working frequency point and efficiency |
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| CN202021125792.2U CN212366903U (en) | 2020-06-17 | 2020-06-17 | Vehicle-mounted charger with better working frequency point and efficiency |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112865263A (en) * | 2021-03-15 | 2021-05-28 | 阳光电源股份有限公司 | Charging and discharging control method and application device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112865263A (en) * | 2021-03-15 | 2021-05-28 | 阳光电源股份有限公司 | Charging and discharging control method and application device |
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Address after: 518000 Fengyun Science and Technology Building, No. 5 Industrial Zone, North Ring Road, Nanshan District, Shenzhen City, Guangdong Province, 501 Patentee after: Shenzhen Weimeisi New Energy (Group) Co.,Ltd. Country or region after: China Address before: 518000, 5 floor, Fengyun mansion, five road north, Nanshan District science and Technology Park, Shenzhen, Guangdong Patentee before: Shenzhen Vmax Power Co.,Ltd. Country or region before: China |
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