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WO2018113507A1 - 多功能车载功率变换器和包含其的电动汽车 - Google Patents

多功能车载功率变换器和包含其的电动汽车 Download PDF

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Publication number
WO2018113507A1
WO2018113507A1 PCT/CN2017/114284 CN2017114284W WO2018113507A1 WO 2018113507 A1 WO2018113507 A1 WO 2018113507A1 CN 2017114284 W CN2017114284 W CN 2017114284W WO 2018113507 A1 WO2018113507 A1 WO 2018113507A1
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WIPO (PCT)
Prior art keywords
circuit
converter
switch
isolation transformer
rectifier circuit
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.)
Ceased
Application number
PCT/CN2017/114284
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English (en)
French (fr)
Inventor
何亮
邓小嘉
方杰
龚骁
袁圣杰
范君
钱威
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.)
NIO Nextev Ltd
Original Assignee
NIO Nextev Ltd
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Filing date
Publication date
Application filed by NIO Nextev Ltd filed Critical NIO Nextev Ltd
Priority to JP2018549344A priority Critical patent/JP2020515206A/ja
Priority to KR1020187027124A priority patent/KR20190100018A/ko
Publication of WO2018113507A1 publication Critical patent/WO2018113507A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/02—Conversion of AC power input into DC power output without possibility of reversal
    • H02M7/04—Conversion of AC power input into DC power output without possibility of reversal by static converters
    • H02M7/12—Conversion of AC power input into DC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/21—Conversion of AC power input into DC power output without possibility of reversal 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
    • H02M7/217—Conversion of AC power input into DC power output without possibility of reversal 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
    • H02M7/219—Conversion of AC power input into DC power output without possibility of reversal 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 in a bridge configuration
    • 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
    • B60L53/10—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
    • B60L53/12—Inductive energy transfer
    • 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
    • B60L53/10—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
    • B60L53/12—Inductive energy transfer
    • B60L53/122—Circuits or methods for driving the primary coil, e.g. supplying electric power to the coil
    • 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
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J7/90—
    • 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
    • H02M3/22—Conversion of DC power input into DC power output with intermediate conversion into AC
    • H02M3/24—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters
    • H02M3/28—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC
    • H02M3/325—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33561—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having more than one ouput with independent control
    • 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
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/02—Conversion of AC power input into DC power output without possibility of reversal
    • H02M7/04—Conversion of AC power input into DC power output without possibility of reversal by static converters
    • H02M7/06—Conversion of AC power input into DC power output without possibility of reversal by static converters using discharge tubes without control electrode or semiconductor devices without control electrode
    • 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • H02J2105/37—
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/40—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries adapted for charging from various sources, e.g. AC, DC or multivoltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • 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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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • 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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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Definitions

  • the present invention relates to automotive electronic power technology, and more particularly to a multi-function vehicle power converter for an electric vehicle and an electric vehicle including the multi-function vehicle power converter.
  • the electric vehicle's charging converter is used to charge the power battery when the electric vehicle's power battery is too low, thereby powering the electric vehicle.
  • Electric vehicle charging converters include conductive charging (vehicle/off-board charging) and non-conducting charging (wireless charging) converters.
  • the non-conducting wireless charging converter is divided into an on-board unit and a ground unit. Through the cooperative operation of the two units, energy from the alternating current grid is converted into direct current to charge the power battery.
  • 1 is a circuit schematic diagram of a wireless charging converter in accordance with the prior art.
  • the wireless charging converter 100 shown in FIG. 1 includes a ground unit 110 and an onboard unit 120.
  • the ground unit 110 includes an input electromagnetic compatibility (EMC) circuit 111, a power factor correction circuit 112 connected to the input electromagnetic compatibility circuit 111, and a direct current-direct current (DC-DC) primary side rectifier circuit 113 connected to the power factor correction circuit 112. And an isolation transformer T1 whose primary side is connected to the output side of the DC-DC primary rectifier circuit 113.
  • EMC electromagnetic compatibility
  • DC-DC direct current-direct current
  • the in-vehicle unit 120 includes a secondary side rectifying circuit 121 and an output electromagnetic compatibility circuit 122 connected to the secondary side rectifying unit 121, wherein the input side of the secondary side rectifying circuit 121 is connected to the secondary side of the isolating transformer T1.
  • the power of the AC grid is input to the DC-DC primary rectifier circuit 113 via the input electromagnetic compatibility (EMC) circuit 111 and the power factor correction circuit 112, and is generated at the primary side of the isolation transformer T1 after DC-DC conversion.
  • EMC electromagnetic compatibility
  • the secondary side rectifier circuit 121 rectifies the high frequency direct current from the secondary side of the isolation transformer T1, and outputs it to the high voltage power battery via the output electromagnetic compatibility circuit 122.
  • a conductive on-board charge converter is provided on an electric vehicle that converts energy from the AC grid to DC power to charge the power battery.
  • 2 is a circuit schematic diagram of an on-board charging converter in accordance with the prior art.
  • the on-board charging converter 200 shown in FIG. 2 includes an input electromagnetic compatibility (EMC) circuit 211, a power factor correction circuit 212 connected to the input electromagnetic compatibility circuit 211, and a DC-DC (DC-DC) connected to the power factor correction circuit 212.
  • EMC electromagnetic compatibility
  • DC-DC DC-DC
  • the power of the AC grid is input to the DC-DC primary rectifier circuit 213 via the input electromagnetic compatibility (EMC) circuit 211 and the power factor correction circuit 212, and is generated at the primary side of the isolation transformer T2 after DC-DC conversion.
  • EMC electromagnetic compatibility
  • the secondary side rectifier circuit 214 rectifies the high frequency direct current from the secondary side of the isolation transformer T2, and outputs it to the high voltage power battery via the output electromagnetic compatibility circuit 215.
  • the electric vehicle is also equipped with a DC-DC converter capable of converting the high-voltage power of the power battery into low-voltage power, thereby supplying power to the low-voltage power equipment of the electric vehicle and charging the low-voltage battery.
  • the DC-DC converter 300 shown in FIG. 3 includes an input EMC circuit 311, a DC-DC primary rectifier circuit 312 connected to the input EMC circuit 311, an isolation transformer T3, a DC-DC secondary rectifier circuit 313, and an output EMC circuit 314.
  • the output side of the DC-DC primary side rectifier circuit 312 is connected to the primary side of the isolation transformer T3, and the input side of the DC-DC secondary side rectifier circuit 313 is connected to the secondary side of the isolation transformer T3.
  • the DC power of the high voltage power battery is input to the DC-DC primary side rectification circuit 312 via the input electromagnetic compatibility (EMC) circuit 311, and the high frequency direct current is generated on the primary side of the isolation transformer T3 after the DC-DC conversion.
  • the DC-DC secondary side rectifier circuit 313 rectifies and filters the high frequency direct current from the secondary side of the isolation transformer T3, and outputs it to the low voltage power device or the low voltage battery via the output electromagnetic compatibility circuit 314.
  • An onboard power converter for an electric vehicle includes at least a DC-DC converter and a wireless charging converter onboard unit, wherein the DC-DC The primary side of the converter and the secondary side of the wireless charging converter share a rectifier circuit, a filter circuit, and an electromagnetic compatibility circuit.
  • the above-described onboard power converter for an electric vehicle further includes an onboard charging converter, and the filter circuit and the electromagnetic compatibility circuit are also shared by the secondary side of the onboard charging converter.
  • the above-mentioned vehicle power converter for an electric vehicle includes a first switch, a second switch, a first isolation transformer, a second isolation transformer, a first electromagnetic compatibility circuit, and is connected to a secondary side of the first isolation transformer.
  • a DC-DC converter secondary side unit a primary charging unit of the on-board charging converter connected to the primary side of the second isolation transformer, a first rectifier circuit and a second rectifier circuit,
  • the input side of the first rectifier circuit is connected to the primary side of the first isolation transformer via the first switch and to the ground unit of the wireless charging converter via the second switch, the second rectifier circuit
  • the input side is connected to the secondary side of the second isolation transformer, and the output sides of the first rectifier circuit and the second rectifier circuit are connected in parallel to the first electromagnetic compatibility circuit
  • the high-voltage direct current output by the high-voltage power battery is converted into low-voltage direct current by the first rectifier circuit and the DC-DC converter secondary unit
  • direct current from the wireless charger ground unit is converted to high voltage direct current output to the high voltage power battery via the first rectifier circuit
  • the direct current output from the primary charging unit of the on-board charging converter is converted by the second rectifying circuit into a high-voltage direct current output to the high-voltage power battery.
  • the above-mentioned vehicle power converter for an electric vehicle includes a first switch, a second switch, an isolation transformer, a DC-DC converter secondary unit, a first electromagnetic compatibility circuit, and a first rectifier circuit,
  • the input side of the first rectifier circuit is connected to the primary side of the isolation transformer via the first switch and is connected to the ground unit of the wireless charging converter via the second switch, and the output side and the first electromagnetic a compatibility circuit is connected, and the secondary side unit of the DC-DC converter is connected to a secondary side of the isolation transformer,
  • the high-voltage direct current output by the high-voltage power battery is converted into low-voltage direct current by the first rectifier circuit and the DC-DC converter secondary side unit, and
  • the first switch is open and the second switch is closed
  • the direct current output from the ground unit of the wireless charging converter is converted by the first rectifier circuit into a high voltage direct current output to the high voltage power battery.
  • the first rectifier circuit and the second rectifier circuit are bridge rectifier circuits.
  • the above-described onboard power converter for an electric vehicle further includes a filter capacitor connected to an output side of the first rectifier circuit and the second rectifier circuit.
  • the DC-DC converter secondary unit includes a DC-DC secondary rectifier circuit connected to a secondary side of the first isolation transformer, and A second electromagnetic compatibility circuit connected to the DC-DC secondary side rectifying unit.
  • the on-board charging converter primary side unit includes a third electromagnetic compatibility circuit, and a DC-DC primary side connected to a primary side of the second isolation transformer. And a rectifier circuit and a power factor correction circuit connected between the third electromagnetic compatibility circuit and the DC-DC primary side rectifier circuit.
  • An onboard power converter for an electric vehicle includes at least an in-vehicle charging converter and a wireless charging converter on-board unit, characterized in that a secondary side of the on-board charging converter and a wireless charging converter The secondary side shares a rectifier circuit, a filter circuit, and an electromagnetic compatibility circuit.
  • the above-mentioned vehicle power converter for an electric vehicle includes:
  • a primary side unit of the onboard charging converter connected to a primary side of the isolation transformer
  • the input side of the secondary side rectifier circuit is connected to the ground unit of the wireless charging converter and the secondary side of the isolation transformer of the onboard charging converter via the first switch and the second switch, respectively.
  • the direct current output by the wireless charging converter ground unit is converted into high voltage direct current by the rectifier circuit
  • the first switch is turned off
  • the direct current outputted by the primary side unit of the on-board charging converter is converted into high-voltage direct current by the rectifier circuit
  • Still another object of the present invention is to provide an electric vehicle which has the advantages of compact structure, light weight, and small space occupation.
  • An electric vehicle includes the on-vehicle power converter as described above.
  • FIG. 1 is a circuit schematic diagram of a wireless charging converter in accordance with the prior art.
  • FIG. 2 is a circuit schematic diagram of an on-board charging converter in accordance with the prior art.
  • FIG. 3 is a circuit schematic diagram of a DC-DC converter in accordance with the prior art.
  • FIG. 4 is a circuit schematic diagram of a multi-function on-board power converter for an electric vehicle according to a first embodiment of the present invention.
  • Figure 5 is a circuit schematic diagram of a multi-function on-board power converter for an electric vehicle in accordance with a second embodiment of the present invention.
  • Figure 6 is a circuit schematic diagram of a multi-function on-board power converter for an electric vehicle in accordance with a third embodiment of the present invention.
  • the on-board unit of the wireless charging converter and the high-voltage battery side of the DC-DC converter share a set of rectifier circuits, filter circuits and EMC circuits, wherein the rectifier circuits are respectively transformed by two independent switches and wireless charging Ground unit isolation
  • the secondary side of the transformer is connected to the primary side of the isolation transformer of the DC-DC converter.
  • the on-board charging converter employs a separate rectifying circuit on the secondary side of the isolation transformer, but shares the filtering circuit and the EMC circuit with the high-voltage battery side of the wireless charging converter and the DC-DC converter, currently When both independent switches are in the off state, the filter circuit and the EMC circuit can be used by the on-board charging converter.
  • the on-board unit of the wireless charging converter and the secondary side of the on-board charging converter share a secondary side rectification circuit, a filter circuit, and an output EMC circuit, and the input side of the secondary side rectifier circuit is respectively passed through two
  • a separate switch is connected to the secondary side of the isolation transformer of the wireless charging converter and the secondary side of the isolation transformer of the on-board charging converter.
  • FIG. 4 is a circuit schematic diagram of an on-board power converter for an electric vehicle according to a first embodiment of the present invention.
  • the on-vehicle power converter 40 for an electric vehicle shown in FIG. 4 includes a first electromagnetic compatibility circuit 411, a first rectifier circuit 412 connected to the first electromagnetic compatibility circuit 411, an isolation transformer T, and a DC-DC converter pair.
  • the side unit 413, the first switch S1 and the second switch S2, the primary side and the secondary side of the isolation transformer T41 are connected to the first rectifier circuit 412 and the DC-DC converter secondary unit 413, respectively.
  • the first rectifier circuit 412 is a bridge rectifier circuit composed of diodes D1-D4, and one input end of the bridge rectifier circuit is connected to the isolation transformer T41 via the first switch S1 and the second switch S2, respectively.
  • the primary side and the secondary side of the isolation transformer T' of the wireless charging converter, and the other input is directly connected to the primary side of the isolation transformer T41 and the secondary side of the isolation transformer T'.
  • the onboard power converter 40 further includes a filter capacitor C1 as a filter circuit connected between the positive output terminal and the negative output terminal of the bridge rectifier circuit.
  • isolation transformer T' is usually disposed in the ground unit of the wireless charging converter, this layout is not necessary, and the present invention is also suitable for integrating the isolation transformer T' into the wireless charging converter. The situation inside the onboard unit.
  • the DC-DC converter secondary unit 413 includes a DC-DC secondary rectifier circuit 4131 connected to the secondary side of the first isolation transformer T41 and a second electromagnetic connection to the DC-DC secondary rectifier unit 4131. Compatibility circuit 4132.
  • the on-board unit of the wireless charging converter and the high-voltage battery side of the DC-DC converter share a set of rectifier circuits, filter circuits, and EMC circuits.
  • the first electromagnetic compatibility circuit 411, the smoothing capacitor C1, and the first filter circuit 412 are used as the secondary side circuit unit of the isolation transformer of the wireless charging converter.
  • the first electromagnetic compatibility circuit 411, the smoothing capacitor C1 and the first filter circuit 412 are used as the primary side of the isolation transformer of the DC-DC converter.
  • Side circuit unit The switching of the above two modes of operation is achieved by controlling the states of the first switch S1 and the second switch S2.
  • the first switch S1 When it is required to supply power to the low voltage electrical device or to charge the low voltage battery using the high voltage power battery, the first switch S1 is closed and the second switch S2 is opened. At this time, the high-voltage direct current outputted by the high-voltage power battery is input to the smoothing capacitor C1 and the first rectifying circuit 412 via the first electromagnetic compatibility (EMC) circuit 411, and is filtered and DC-DC converted to generate a high side of the isolation transformer T41. Frequency direct current.
  • the DC-data converter secondary unit 413 rectifies the high frequency direct current from the secondary side of the isolation transformer T41 and outputs it to a low voltage electrical device or a low voltage battery.
  • the first switch S1 When it is required to wirelessly charge, for example, a high voltage power battery, the first switch S1 is turned off and the second switch S2 is closed.
  • the power of the AC power grid is input to the DC-DC primary side circuit after inputting the electromagnetic compatibility (EMC) circuit and the power factor correction circuit, and after the DC-DC conversion, the isolation transformer T 'The primary side produces high frequency direct current.
  • the first rectifying circuit 412 rectifies the high frequency direct current from the secondary side of the isolation transformer T', and the smoothing capacitor C1 filters the rectified direct current, and then outputs it to the high voltage power battery via the first electromagnetic compatibility circuit 411.
  • the vehicle-mounted part of the wireless charging converter can share the rectifier circuit, the filter circuit, the output EMC circuit and the corresponding control unit (for example, the CAN communication circuit) with the DC-DC converter. And signal acquisition circuits, etc., and can be easily switched between the two modes of operation.
  • the number of cooling circuits is also reduced, and the space and weight occupied by the on-vehicle power converter are reduced.
  • Figure 5 is a circuit schematic diagram of an onboard power converter for an electric vehicle in accordance with a second embodiment of the present invention.
  • the onboard power converter 50 for an electric vehicle shown in FIG. 5 includes a first electromagnetic compatibility circuit 411, a first rectifier circuit 412 connected to the first electromagnetic compatibility circuit 411, a first isolation transformer T41, and a DC-DC conversion. a secondary side unit 413, a second isolation transformer T42, an on-board charging converter primary side unit 414, a second rectifier circuit 415, a first switch S1 and a second switch S2 connected to the primary side of the second isolation transformer T42,
  • the primary side and the secondary side of the first isolation transformer T41 are respectively connected to the first rectifier circuit 412 and the DC-DC converter secondary side unit 413, and the primary and secondary sides of the second isolation transformer T42 are respectively associated with the primary side of the on-board charging converter.
  • the side unit 414 is connected to the second rectifier circuit 415.
  • the first rectifier circuit 412 is a bridge rectifier circuit composed of diodes D1-D4, and one input end of the bridge rectifier circuit is connected to the first isolation via the first switch S1 and the second switch S2, respectively.
  • the primary side of the transformer T41 and the secondary side of the isolation transformer T1' of the ground unit of the wireless charging converter, and the other input is directly connected to the primary side of the first isolation transformer T41 and the secondary side of the isolation transformer T1'.
  • the multi-function vehicle power converter 50 of the present embodiment further includes a filter capacitor C1 as a filter circuit connected between the positive output terminal and the negative output terminal of the bridge rectifier circuit 412.
  • the second rectifier circuit 415 is a bridge rectifier circuit composed of diodes D5-D8.
  • the input side of the bridge rectifier circuit is connected to the second isolation transformer T42, and the output side and the output side of the first rectifier circuit 412.
  • the filter capacitor C1 and the first electromagnetic compatibility circuit 411 are connected in parallel.
  • the DC-DC converter secondary side unit 413 includes a DC-DC secondary rectifier circuit 4131 connected to the secondary side of the first isolation transformer T41 and a second connection to the DC-DC secondary rectifier unit 4131. Electromagnetic compatibility circuit 4132.
  • the in-vehicle charging converter primary side unit 414 includes a third electromagnetic compatibility circuit 4141, a DC-DC primary side rectification circuit 4143 connected to the primary side of the second isolation transformer T42, and a third electromagnetic compatibility connection.
  • a power factor correction circuit 4142 between the polarity circuit 4141 and the DC-DC primary side rectification circuit 4143.
  • isolation transformer T1' is usually disposed in the ground unit of the wireless charging converter, this layout is not essential, and the present invention is equally suitable for The case where the isolation transformer T1' is integrated in the onboard unit of the wireless charging converter.
  • the on-board unit of the wireless charging converter and the high-voltage battery side of the DC-DC converter share a set of rectifier circuits, filter circuits, and EMC circuits, and the filter circuit and the EMC circuit are also shared by the on-board charge converter.
  • the first electromagnetic compatibility circuit 411, the smoothing capacitor C1, and the first filter circuit 412 are used as an on-board unit of the wireless charging converter when utilizing a high-voltage power battery
  • the first electromagnetic compatibility circuit 411, the smoothing capacitor C1, and the first filter circuit 412 are used as primary side circuit units of the isolation transformer of the DC-DC converter, when conducted in a conductive manner
  • the first electromagnetic compatibility circuit 411, the smoothing capacitor C1, and the second filter circuit 415 are used as the secondary side circuit unit of the isolation transformer of the in-vehicle charging converter.
  • the switching of the above three operating modes is achieved by controlling the states of the first switch S1 and the second switch S2.
  • the first switch S1 When it is required to supply power to the low voltage electrical device or to charge the low voltage battery using the high voltage power battery, the first switch S1 is closed and the second switch S2 is opened. At this time, the high-voltage direct current outputted by the high-voltage power battery is input to the filter capacitor C1 and the first rectifier circuit 412 via the first electromagnetic compatibility (EMC) circuit 411, and is filtered and DC-DC converted to the primary side of the first isolation transformer T41. Generate high frequency direct current.
  • the DC-DC converter secondary side unit 413 rectifies the high frequency direct current from the secondary side of the isolation transformer T41 and outputs it to a low voltage electrical device or a low voltage battery.
  • the first switch S1 When it is required to wirelessly charge, for example, a high voltage power battery, the first switch S1 is turned off and the second switch S2 is closed. At this time, the DC power of the ground unit of the wireless charging converter is coupled to the first rectifier circuit 412 via the isolation transformer T1', and the rectified current is sent to the first electromagnetic compatibility circuit 411 after being filtered by the filter capacitor C1, and then output. To high voltage power battery.
  • the first switch S1 When it is necessary to charge, for example, a high voltage power battery with an onboard charging converter, the first switch S1 is turned off and the second switch S2 is also turned off.
  • the electric energy of the AC grid is input to the DC-DC primary rectification circuit 4143 via the input electromagnetic compatibility (EMC) circuit 4141 and the power factor correction circuit 4142, and after DC-DC conversion
  • EMC electromagnetic compatibility
  • the primary side of the isolation transformer T42 generates high frequency direct current.
  • the second rectifying circuit 415 rectifies the high frequency direct current from the secondary side of the isolation transformer T42, and the smoothing capacitor C1 filters the rectified direct current, and then outputs it to the first electromagnetic compatibility circuit 411 to High-voltage power battery.
  • the rectifier circuit, the filter circuit, the output EMC circuit, and the corresponding control unit can be implemented in the conductive charging converter, wireless.
  • the onboard part of the charging converter is shared with the DC-DC converter and a convenient switching between the three operating modes is possible.
  • the sharing of circuit units also reduces the number of cooling circuits and reduces the space and weight occupied by the on-board power converter.
  • Figure 6 is a circuit schematic diagram of an on-board power converter for an electric vehicle in accordance with a third embodiment of the present invention.
  • the onboard power converter 60 for an electric vehicle shown in FIG. 6 includes an output electromagnetic compatibility circuit 611, a rectifier circuit 612 connected to the output electromagnetic compatibility circuit 611, an isolation transformer T61, a DC-DC converter primary side unit 613, The first switch S1 and the second switch S2, the primary side and the secondary side of the isolation transformer T61 are connected to the DC-DC converter primary side unit 613 and the rectifier circuit 612, respectively.
  • the rectifier circuit 612 is a bridge rectifier circuit composed of diodes D9-D12, and one input end of the bridge rectifier circuit is connected to the pair of the isolation transformer T61 via the first switch S1 and the second switch S2, respectively.
  • the side is connected to the secondary side of the isolation transformer T' of the wireless charging converter, and the other input is directly connected to the secondary side of the isolation transformer T61 and the secondary side of the isolation transformer T'.
  • the onboard power converter 60 further includes a filter capacitor C1 as a filter circuit connected between the positive output terminal and the negative output terminal of the bridge rectifier circuit.
  • isolation transformer T' is usually disposed in the ground unit of the wireless charging converter, this layout is not necessary, and the present invention is also suitable for integrating the isolation transformer T' into the wireless charging converter. The situation inside the onboard unit.
  • the DC-DC converter primary side unit 613 includes an input electromagnetic compatibility circuit 6131, a DC-DC primary side rectification circuit 6133 connected to the primary side of the isolation transformer T61, and an input electromagnetic compatibility circuit 6131 and A power factor correction circuit 6132 between the DC-DC primary side rectification circuits 6133.
  • the onboard unit of the wireless charging converter shares a set of rectifier circuits, filter circuits, and output EMC circuits with the secondary side of the on-board charge converter.
  • the output electromagnetic compatibility circuit 611, the smoothing capacitor C1, and the rectifying circuit 612 are used as the secondary side circuit unit of the isolation transformer of the wireless charging converter, and when performing conduction charging, the output The electromagnetic compatibility circuit 611, the smoothing capacitor C1, and the rectifying circuit 612 are used as the secondary side circuit unit of the isolation transformer of the in-vehicle charging converter.
  • the switching of the above two modes of operation is achieved by controlling the states of the first switch S1 and the second switch S2.
  • the first switch S1 When charging with the onboard charging converter is required, the first switch S1 is closed and the second switch S2 is turned off. At this time, the electric energy of the AC grid generates high frequency direct current on the primary side of the isolation transformer T61 after passing through the DC-DC converter primary side unit 613.
  • the rectifier circuit 612 rectifies the high frequency direct current from the secondary side of the isolation transformer T61, and outputs it via the output electromagnetic compatibility circuit 611.
  • the first switch S1 When it is required to charge in a wired manner, the first switch S1 is turned off and the second switch S2 is closed. At this time, the electric energy of the AC grid is coupled to the rectifying circuit 612 via the isolation transformer T' of the wireless charging converter, and is rectified and sent to the smoothing capacitor C1, and then the filtered DC power is outputted through the output electromagnetic compatibility circuit 612.
  • the vehicle-mounted part of the wireless charging converter can share the rectifier circuit, the filter circuit, the output EMC circuit and the corresponding control unit (for example, CAN communication circuit and signal) with the vehicle charger. Acquisition circuit, etc.) and easy switching between the two charging modes.
  • the control unit for example, CAN communication circuit and signal
  • the number of cooling circuits is also reduced, and the space and weight occupied by the charging converter are reduced.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Dc-Dc Converters (AREA)
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Abstract

一种用于电动汽车的多功能车载功率变换器和包含该多功能车载功率变换器的电动汽车。通过引入两个独立的开关，即可使整流电路、滤波电路、输出EMC电路和相应的控制单元(例如CAN通信电路和信号采集电路等)在传导式充电变换器、无线充电变换器的车载部分与直流-直流变换器之间共用，并且可在三种工作模式之间实现便捷的切换。此外，电路单元的共用也减少了冷却回路的数量，并减少了车载功率变换器占用的空间和重量。

Description

多功能车载功率变换器和包含其的电动汽车 技术领域
本发明涉及汽车电子电力技术，特别涉及一种用于电动汽车的多功能车载功率变换器和包含该多功能车载功率变换器的电动汽车。
背景技术
电动汽车的充电变换器被用于在电动汽车动力电池电量过低时，对动力电池进行充电，从而为驱动电动汽车提供动力。电动汽车充电变换器包括传导式充电(车载/非车载充电)和非传导式充电(无线充电)变换器。
非传导式无线充电变换器分为车载单元和地面单元，通过这两个单元的协同工作，来自交流电网的能量被转换为直流电以对动力电池充电。图1为按照现有技术的无线充电变换器的电路原理图。图1所示无线充电变换器100包括地面单元110和车载单元120。地面单元110包括输入电磁兼容性(EMC)电路111、与输入电磁兼容性电路111相连的功率因素校正电路112、与功率因素校正电路112相连的直流-直流(DC-DC)原边整流电路113以及隔离变压器T1，其原边与直流-直流原边整流电路113的输出侧相连。车载单元120包括副边整流电路121和与副边整流单元121相连的输出电磁兼容性电路122，其中，副边整流电路121的输入侧与隔离变压器T1的副边相连。
在充电时，交流电网的电能经输入电磁兼容性(EMC)电路111和功率因素校正电路112之后输入直流-直流原边整流电路113，经直流-直流变换后在隔离变压器T1的原边产生高频直流电。副边整流电路121对来自隔离变压器T1的副边的高频直流电进行整流，并经输出电磁兼容性电路122输出至高压动力电池。
传导式车载充电变换器被设置于电动汽车上，其将来自交流电网的能量转换为直流电以对动力电池充电。图2为按照现有技术的车载充电变换器的电路原理图。图2所示车载充电变换器200包括输入电磁兼容性(EMC)电路211、与输入电磁兼容性电路211相连的功率因素校正电路212、与功率因素校正电路212相连的直流-直流(DC-DC)原边整流电路213、隔离变压器T2、副边整流电路214和 与副边整流电路214相连的输出电磁兼容性电路215，其中，隔离变压器T2的原边与直流-直流原边整流电路213的输出侧相连，副边与副边整流电路214的输入侧相连。
在充电时，交流电网的电能经输入电磁兼容性(EMC)电路211和功率因素校正电路212之后输入直流-直流原边整流电路213，经直流-直流变换后在隔离变压器T2的原边产生高频直流电。副边整流电路214对来自隔离变压器T2的副边的高频直流电进行整流，并经输出电磁兼容性电路215输出至高压动力电池。
另一方面，电动汽车还配备有直流-直流变换器，其能够将动力电池的高压电转换为低压电，从而向电动汽车的低压用电设备供电以及对低压电池充电。
图3为按照现有技术的直流-直流变换器的电路原理图。图3所示直流-直流变换器300包括输入EMC电路311、与输入EMC电路311相连的直流-直流原边整流电路312、隔离变压器T3、直流-直流副边整流电路313和输出EMC电路314，其中直流-直流原边整流电路312的输出侧与隔离变压器T3的原边相连，直流-直流副边整流电路313的输入侧与隔离变压器T3的副边相连。
在工作时，高压动力电池的直流电能经输入电磁兼容性(EMC)电路311输入直流-直流原边整流电路312，经直流-直流变换后在隔离变压器T3的原边产生高频直流电。直流-直流副边整流电路313对来自隔离变压器T3的副边的高频直流电进行整流滤波，并经输出电磁兼容性电路314输出至低压用电设备或低压电池。
上述传导式车载充电变换器、非传导式无线充电变换器和直流-直流变换器都存在制造成本高、体积庞大和重量较重等缺点。这对于降低电动汽车的成本和能耗都是不利，因此迫切需要能够解决上述技术问题的车载功率变换器。
发明内容
本发明的目的是提供一种用于电动汽车的车载功率变换器，其具有结构紧凑、重量轻和占用空间小等优点。
按照本发明一个方面的用于电动汽车的车载功率变换器至少包括直流-直流变换器和无线充电变换器车载单元，其中，在所述直流-直流 变换器的原边侧和无线充电变换器的副边侧共用整流电路、滤波电路和电磁兼容性电路。
优选地，上述用于电动汽车的车载功率变换器还包含车载充电变换器，所述滤波电路和电磁兼容性电路还被所述车载充电变换器的副边侧共用。
优选地，上述用于电动汽车的车载功率变换器包括第一开关、第二开关、第一隔离变压器、第二隔离变压器、第一电磁兼容性电路、与所述第一隔离变压器的副边相连的直流-直流变换器副边单元、与所述第二隔离变压器的原边相连的车载充电变换器原边单元、第一整流电路和第二整流电路，
其中，所述第一整流电路的输入侧经所述第一开关与所述第一隔离变压器的原边相连并且经所述第二开关与无线充电变换器地面单元相连，所述第二整流电路的输入侧与所述第二隔离变压器的副边相连，所述第一整流电路和第二整流电路的输出侧并联于所述第一电磁兼容性电路，
其中，当所述第一开关闭合而所述第二开关断开时，高压动力电池输出的高压直流电由所述第一整流电路和直流-直流变换器副边单元变换为低压直流电，当所述第一开关断开而所述第二开关闭合时，来自无线充电器地面单元的直流电经由所述第一整流电路变换为向高压动力电池输出的高压直流电，以及当所述第一开关和第二开关断开时，车载充电变换器原边单元输出的直流电由所述第二整流电路变换为向高压动力电池输出的高压直流电。
优选地，上述用于电动汽车的车载功率变换器包括第一开关、第二开关、隔离变压器、直流-直流变换器副边单元、第一电磁兼容性电路和第一整流电路，
其中，所述第一整流电路的输入侧经所述第一开关与所述隔离变压器的原边相连并且经所述第二开关与无线充电变换器地面单元相连，输出侧与所述第一电磁兼容性电路相连，所述直流-直流变换器副边单元与所述隔离变压器的副边相连，
其中，当所述第一开关闭合而所述第二开关断开时，高压动力电池输出的高压直流电由所述第一整流电路和直流-直流变换器副边单元变换为低压直流电，并且当所述第一开关断开而所述第二开关闭合 时，无线充电变换器地面单元输出的直流电由所述第一整流电路变换为向高压动力电池输出的高压直流电。
优选地，在上述用于电动汽车的车载功率变换器中，所述第一整流电路和所述第二整流电路为桥式整流电路。
优选地，上述用于电动汽车的车载功率变换器进一步包括连接在所述第一整流电路和第二整流电路输出侧的滤波电容器。
优选地，在上述用于电动汽车的车载功率变换器中，所述直流-直流变换器副边单元包括与所述第一隔离变压器的副边相连的直流-直流副边整流电路和与所述直流-直流副边整流单元相连的第二电磁兼容性电路。
优选地，在上述用于电动汽车的车载功率变换器中，所述车载充电变换器原边单元包括第三电磁兼容性电路、与所述第二隔离变压器的原边相连的直流-直流原边整流电路和连接在所述第三电磁兼容性电路和直流-直流原边整流电路之间的功率因素校正电路。
按照本发明另一个方面的用于电动汽车的车载功率变换器至少包括车载充电变换器和无线充电变换器车载单元，其特征在于，在所述车载充电变换器的副边侧和无线充电变换器的副边侧共用整流电路、滤波电路和电磁兼容性电路。
优选地，上述用于电动汽车的车载功率变换器包括：
第一开关；
第二开关；
隔离变压器；
与所述隔离变压器的原边相连的所述车载充电变换器原边单元；
副边整流电路；以及
与所述副边整流电路相连的输出电磁兼容性电路，
其中，所述副边整流电路的输入侧分别经所述第一开关和所述第二开关与无线充电变换器的地面单元和车载充电变换器的隔离变压器的副边相连，
其中，当所述第一开关闭合而所述第二开关断开时，无线充电变换器地面单元输出的直流电由所述整流电路变换为高压直流电，并且并且当所述第一开关断开而所述第二开关闭合时，所述车载充电变换器原边单元输出的直流电由所述整流电路变换为高压直流电。
本发明的还有一个目的是提供一种电动汽车，其具有结构紧凑、重量轻和占用空间小等优点。
按照本发明的还有一个方面的电动汽车包括如上所述的车载功率变换器。
附图说明
本发明的上述和/或其它方面和优点将通过以下结合附图的各个方面的描述变得更加清晰和更容易理解，附图中相同或相似的单元采用相同的标号表示，附图包括：
图1为按照现有技术的无线充电变换器的电路原理图。
图2为按照现有技术的车载充电变换器的电路原理图。
图3为按照现有技术的直流-直流变换器的电路原理图。
图4为按照本发明第一实施例的用于电动汽车的多功能车载功率变换器的电路原理图。
图5为按照本发明第二实施例的用于电动汽车的多功能车载功率变换器的电路原理图。
图6为按照本发明第三实施例的用于电动汽车的多功能车载功率变换器的电路原理图。
具体实施方式
下面参照其中图示了本发明示意性实施例的附图更为全面地说明本发明。但本发明可以按不同形式来实现，而不应解读为仅限于本文给出的各实施例。给出的上述各实施例旨在使本文的披露全面完整，从而使对本发明保护范围的理解更为全面和准确。
诸如“包含”和“包括”之类的用语表示除了具有在说明书和权利要求书中有直接和明确表述的单元和步骤以外，本发明的技术方案也不排除具有未被直接或明确表述的其它单元和步骤的情形。
诸如“第一”和“第二”之类的用语并不表示单元在时间、空间、大小等方面的顺序而仅仅是作区分各单元之用。
按照本发明的一个方面，无线充电变换器的车载单元与直流-直流变换器的高压电池侧共用一组整流电路、滤波电路和EMC电路，其中整流电路分别经两个独立的开关与无线充电变换器地面单元的隔离 变压器的副边和直流-直流变换器的隔离变压器的原边相连，通过不同的开关状态组合可以使该组整流电路、滤波电路和EMC电路由无线充电变换器和直流-直流变换器使用。
按照本发明的另一个方面，车载充电变换器在其隔离变压器的副边侧采用独立的整流电路，但是与无线充电变换器和直流-直流变换器的高压电池侧共用滤波电路和EMC电路，当前述两个独立的开关都处于断开状态时，滤波电路和EMC电路可由车载充电变换器使用。
按照本发明的还有一个方面，无线充电变换器的车载单元与车载充电变换器的副边侧共用副边整流电路、滤波电路和输出EMC电路，并且使副边整流电路的输入侧分别经两个独立的开关与无线充电变换器的隔离变压器的副边和车载充电变换器的隔离变压器的副边相连。
以下借助附图具体描述本发明的实施例。
第一实施例
图4为按照本发明第一实施例的用于电动汽车的车载功率变换器的电路原理图。
图4所示的用于电动汽车的车载功率变换器40包括第一电磁兼容性电路411、与第一电磁兼容性电路411相连的第一整流电路412、隔离变压器T、直流-直流变换器副边单元413、第一开关S1和第二开关S2，隔离变压器T41的原边和副边分别与第一整流电路412和直流-直流变换器副边单元413相连。
在本实施例中，第一整流电路412为由二极管D1-D4构成的桥式整流电路，该桥式整流电路的其中一个输入端分别经第一开关S1和第二开关S2连接至隔离变压器T41的原边和无线充电变换器的隔离变压器T'的副边，而另一个输入端直接连接至隔离变压器T41的原边和隔离变压器T'的副边。优选地，车载功率变换器40进一步包含滤波电容器C1作为滤波电路，该电容器连接在桥式整流电路正极输出端与负极输出端之间。
需要指出的是，虽然隔离变压器T'通常被设置在无线充电变换器的地面单元内，但是这种布局方式并非是必需的，本发明同样适合于将隔离变压器T'集成在无线充电变换器的车载单元内的情形。
在本实施例中，直流-直流变换器副边单元413包括与第一隔离变压器T41的副边相连的直流-直流副边整流电路4131和与直流-直流副边整流单元4131相连的第二电磁兼容性电路4132。
如上所述，无线充电变换器的车载单元与直流-直流变换器的高压电池侧共用一组整流电路、滤波电路和EMC电路。具体而言，在本实施例中，当进行无线充电时，第一电磁兼容性电路411、滤波电容器C1和第一滤波电路412被用作无线充电变换器的隔离变压器的副边侧电路单元，而当利用高压动力电池向低压电器设备供电或对低压电池充电时，第一电磁兼容性电路411、滤波电容器C1和第一滤波电路412则被用作直流-直流变换器的隔离变压器的原边侧电路单元。上述两种工作模式的切换则通过控制第一开关S1和第二开关S2的状态来实现。
以下描述图4所示车载功率变换器的工作原理。
当需要利用高压动力电池向低压电器设备供电或对低压电池充电时，第一开关S1闭合并且第二开关S2断开。此时，高压动力电池输出的高压直流电经第一电磁兼容性(EMC)电路411之后输入滤波电容器C1和第一整流电路412，经滤波和直流-直流变换后在隔离变压器T41的原边产生高频直流电。直流-资料变换器副边单元413对来自隔离变压器T41的副边的高频直流电进行整流并输出至低压电器设备或低压电池。
当需要以无线方式对例如高压动力电池进行充电时，第一开关S1断开并且第二开关S2闭合。此时，在无线充电变换器的地面单元侧，交流电网的电能经输入电磁兼容性(EMC)电路和功率因素校正电路之后输入直流-直流原边电路，经直流-直流变换后在隔离变压器T'的原边产生高频直流电。第一整流电路412对来自隔离变压器T'的副边的高频直流电进行整流，滤波电容器C1对整流后的直流电进行滤波，随后经第一电磁兼容性电路411输出至高压动力电池。
在本实施例中，通过引入两个独立的开关，即可使无线充电变换器的车载部分与直流-直流变换器共用整流电路、滤波电路、输出EMC电路和相应的控制单元(例如CAN通信电路和信号采集电路等)，并且可在两种工作模式之间实现便捷的切换。此外，由于在隔离变压器T的副边侧共用一组电路单元，因此也减少了冷却回路的数量，并减少了车载功率变换器占用的空间和重量。
第二实施例
图5为按照本发明第二实施例的用于电动汽车的车载功率变换器的电路原理图。
图5所示的用于电动汽车的车载功率变换器50包括第一电磁兼容性电路411、与第一电磁兼容性电路411相连的第一整流电路412、第一隔离变压器T41、直流-直流变换器副边侧单元413、第二隔离变压器T42、与第二隔离变压器T42的原边相连的车载充电变换器原边侧单元414、第二整流电路415、第一开关S1和第二开关S2，第一隔离变压器T41的原边和副边分别与第一整流电路412和直流-直流变换器副边侧单元413相连，第二隔离变压器T42的原边和副边分别与车载充电变换器原边侧单元414和第二整流电路415相连。
在本实施例中，第一整流电路412为由二极管D1-D4构成的桥式整流电路，该桥式整流电路的其中一个输入端分别经第一开关S1和第二开关S2连接至第一隔离变压器T41的原边和无线充电变换器地面单元的隔离变压器T1'的副边，而另一个输入端直接连接至第一隔离变压器T41的原边和隔离变压器T1'的副边。优选地，本实施例的多功能车载功率变换器50进一步包含滤波电容器C1作为滤波电路，该电容器连接在桥式整流电路412的正极输出端与负极输出端之间。
继续参考图5，第二整流电路415为由二极管D5-D8构成的桥式整流电路，该桥式整流电路的输入侧与第二隔离变压器T42相连，输出侧与第一整流电路412的输出侧并接于滤波电容器C1和第一电磁兼容性电路411。
在本实施例中，直流-直流变换器副边侧单元413包括与第一隔离变压器T41的副边相连的直流-直流副边整流电路4131和与直流-直流副边整流单元4131相连的第二电磁兼容性电路4132。
在本实施例中，车载充电变换器原边侧单元414包括第三电磁兼容性电路4141、与第二隔离变压器T42的原边相连的直流-直流原边整流电路4143和连接在第三电磁兼容性电路4141和直流-直流原边整流电路4143之间的功率因素校正电路4142。
需要指出的是，虽然隔离变压器T1'通常被设置在无线充电变换器的地面单元内，但是这种布局方式并非是必需的，本发明同样适合于 将隔离变压器T1'集成在无线充电变换器的车载单元内的情形。
如上所述，无线充电变换器的车载单元与直流-直流变换器的高压电池侧共用一组整流电路、滤波电路和EMC电路，并且其中的滤波电路和EMC电路还被车载充电变换器共用。具体而言，在本实施例中，当进行无线充电时，第一电磁兼容性电路411、滤波电容器C1和第一滤波电路412被用作无线充电变换器的车载单元，当利用高压动力电池向低压电器设备供电或对低压电池充电时，第一电磁兼容性电路411、滤波电容器C1和第一滤波电路412被用作直流-直流变换器的隔离变压器的原边侧电路单元，当以传导方式充电时，第一电磁兼容性电路411、滤波电容器C1和第二滤波电路415被用作车载充电变换器的隔离变压器的副边侧电路单元。上述三种工作模式的切换则通过控制第一开关S1和第二开关S2的状态来实现。
以下描述图5所示车载功率变换器的工作原理。
当需要利用高压动力电池向低压电器设备供电或对低压电池充电时，第一开关S1闭合并且第二开关S2断开。此时，高压动力电池输出的高压直流电经第一电磁兼容性(EMC)电路411之后输入滤波电容器C1和第一整流电路412，经滤波和直流-直流变换后在第一隔离变压器T41的原边产生高频直流电。直流-直流变换器副边侧单元413对来自隔离变压器T41的副边的高频直流电进行整流并输出至低压电器设备或低压电池。
当需要以无线方式对例如高压动力电池进行充电时，第一开关S1断开并且第二开关S2闭合。此时，无线充电变换器地面单元的直流电经隔离变压器T1'耦合至第一整流电路412，整流后的电流经滤波电容器C1的滤波处理之后被送至第一电磁兼容性电路411，随后被输出至高压动力电池。
当需要利用车载充电变换器对例如高压动力电池进行充电时，第一开关S1断开并且第二开关S2也断开。此时，在车载充电变换器原边侧，交流电网的电能经输入电磁兼容性(EMC)电路4141和功率因素校正电路4142之后输入直流-直流原边整流电路4143，经直流-直流变换后在隔离变压器T42的原边产生高频直流电。第二整流电路415对来自隔离变压器T42的副边的高频直流电进行整流，滤波电容器C1对整流后的直流电进行滤波，随后经第一电磁兼容性电路411输出至 高压动力电池。
在本实施例中，通过引入两个独立的开关，即可使整流电路、滤波电路、输出EMC电路和相应的控制单元(例如CAN通信电路和信号采集电路等)在传导式充电变换器、无线充电变换器的车载部分与直流-直流变换器之间共用，并且可在三种工作模式之间实现便捷的切换。此外，电路单元的共用也减少了冷却回路的数量，并减少了车载功率变换器占用的空间和重量。
第三实施例
图6为按照本发明第三实施例的用于电动汽车的车载功率变换器的电路原理图。
图6所示的用于电动汽车的车载功率变换器60包括输出电磁兼容性电路611、与输出电磁兼容性电路611相连的整流电路612、隔离变压器T61、直流-直流变换器原边单元613、第一开关S1和第二开关S2，隔离变压器T61的原边和副边分别与直流-直流变换器原边单元613和整流电路612相连。
在本实施例中，整流电路612为由二极管D9-D12构成的桥式整流电路，该桥式整流电路的其中一个输入端分别经第一开关S1和第二开关S2连接至隔离变压器T61的副边和无线充电变换器的隔离变压器T'的副边，而另一个输入端直接连接至隔离变压器T61的副边和隔离变压器T'的副边。优选地，车载功率变换器60进一步包含滤波电容器C1作为滤波电路，该电容器连接在桥式整流电路正极输出端与负极输出端之间。
需要指出的是，虽然隔离变压器T'通常被设置在无线充电变换器的地面单元内，但是这种布局方式并非是必需的，本发明同样适合于将隔离变压器T'集成在无线充电变换器的车载单元内的情形。
在本实施例中，直流-直流变换器原边单元613包括输入电磁兼容性电路6131、与隔离变压器T61的原边相连的直流-直流原边整流电路6133和连接在输入电磁兼容性电路6131和直流-直流原边整流电路6133之间的功率因素校正电路6132。
如上所述，无线充电变换器的车载单元与车载充电变换器的副边侧共用一组整流电路、滤波电路和输出EMC电路。具体而言，在本 实施例中，当进行无线充电时，输出电磁兼容性电路611、滤波电容器C1和整流电路612被用作无线充电变换器的隔离变压器的副边侧电路单元，而当进行传导式充电时，输出电磁兼容性电路611、滤波电容器C1和整流电路612则被用作车载充电变换器的隔离变压器的副边侧电路单元。上述两种工作模式的切换则通过控制第一开关S1和第二开关S2的状态来实现。
以下描述图6所示充电变换装置的工作原理。
当需要利用车载充电变换器进行充电时，第一开关S1闭合并且第二开关S2断开。此时，交流电网的电能经直流-直流变换器原边单元613之后在隔离变压器T61的原边产生高频直流电。整流电路612对来自隔离变压器T61的副边的高频直流电进行整流，并经输出电磁兼容性电路611输出。
当需要以有线方式充电时，第一开关S1断开并且第二开关S2闭合。此时，交流电网的电能经无线充电变换器的隔离变压器T'耦合至整流电路612，经过整流之后送至滤波电容器C1，随后经过滤波处理的直流电被经输出电磁兼容性电路612输出。
在本实施例中，通过引入两个独立的开关，即可使无线充电变换器的车载部分与车载充电器共用整流电路、滤波电路、输出EMC电路和相应的控制单元(例如CAN通信电路和信号采集电路等)，并且在两种充电方式之间实现便捷的切换。此外，由于在隔离变压器的副边侧共用一组电路单元，因此也减少了冷却回路的数量，并减少了充电变换器占用的空间和重量。
虽然已经展现和讨论了本发明的一些方面，但是本领域内的技术人员应该意识到：可以在不背离本发明原理和精神的条件下对上述方面进行改变，因此本发明的范围将由权利要求以及等同的内容所限定。

Claims (11)

  1. 一种用于电动汽车的车载功率变换器，所述车载功率变换器至少包括直流-直流变换器和无线充电变换器车载单元，其特征在于，在所述直流-直流变换器的原边侧和无线充电变换器的副边侧共用整流电路、滤波电路和电磁兼容性电路。
  2. 如权利要求1所述的用于电动汽车的车载功率变换器，其中，所述车载功率变换器还包含车载充电变换器，所述滤波电路和电磁兼容性电路还被所述车载充电变换器的副边侧共用。
  3. 如权利要求2所述的用于电动汽车的车载功率变换器，其中，包括第一开关、第二开关、第一隔离变压器、第二隔离变压器、第一电磁兼容性电路、与所述第一隔离变压器的副边相连的直流-直流变换器副边单元、与所述第二隔离变压器的原边相连的车载充电变换器原边单元、第一整流电路和第二整流电路，
    其中，所述第一整流电路的输入侧经所述第一开关与所述第一隔离变压器的原边相连并且经所述第二开关与无线充电变换器地面单元相连，所述第二整流电路的输入侧与所述第二隔离变压器的副边相连，所述第一整流电路和第二整流电路的输出侧并联于所述第一电磁兼容性电路，
    其中，当所述第一开关闭合而所述第二开关断开时，高压动力电池输出的高压直流电由所述第一整流电路和直流-直流变换器副边单元变换为低压直流电，当所述第一开关断开而所述第二开关闭合时，来自无线充电器地面单元的直流电经由所述第一整流电路变换为向高压动力电池输出的高压直流电，以及当所述第一开关和第二开关断开时，车载充电变换器原边单元输出的直流电由所述第二整流电路变换为向高压动力电池输出的高压直流电。
  4. 如权利要求2所述的用于电动汽车的车载功率变换器，其中，包括第一开关、第二开关、隔离变压器、直流-直流变换器副边单元、第一电磁兼容性电路和第一整流电路，
    其中，所述第一整流电路的输入侧经所述第一开关与所述隔离变压器的原边相连并且经所述第二开关与无线充电变换器地面单元相连，输出侧与所述第一电磁兼容性电路相连，所述直流-直流变换器副 边单元与所述隔离变压器的副边相连，
    其中，当所述第一开关闭合而所述第二开关断开时，高压动力电池输出的高压直流电由所述第一整流电路和直流-直流变换器副边单元变换为低压直流电，并且当所述第一开关断开而所述第二开关闭合时，无线充电变换器地面单元输出的直流电由所述第一整流电路变换为向高压动力电池输出的高压直流电。
  5. 如权利要求3或4所述的用于电动汽车的车载功率变换器，其中，所述第一整流电路和所述第二整流电路为桥式整流电路。
  6. 如权利要求5所述的用于电动汽车的车载功率变换器，其中，进一步包括连接在所述第一整流电路和第二整流电路输出侧的滤波电容器。
  7. 如权利要求3或4所述的用于电动汽车的车载功率变换器，其中，所述直流-直流变换器副边单元包括与所述第一隔离变压器的副边相连的直流-直流副边整流电路和与所述直流-直流副边整流单元相连的第二电磁兼容性电路。
  8. 如权利要求3或4所述的用于电动汽车的车载功率变换器，其中，所述车载充电变换器原边单元包括第三电磁兼容性电路、与所述第二隔离变压器的原边相连的直流-直流原边整流电路和连接在所述第三电磁兼容性电路和直流-直流原边整流电路之间的功率因素校正电路。
  9. 一种用于电动汽车的车载功率变换器，所述车载功率变换器至少包括车载充电变换器和无线充电变换器车载单元，其特征在于，在所述车载充电变换器的副边侧和无线充电变换器的副边侧共用整流电路、滤波电路和电磁兼容性电路。
  10. 一种用于电动汽车的车载功率变换器，其特征在于，包括：
    第一开关；
    第二开关；
    隔离变压器；
    与所述隔离变压器的原边相连的所述车载充电变换器原边单元；
    副边整流电路；以及
    与所述副边整流电路相连的输出电磁兼容性电路，
    其中，所述副边整流电路的输入侧分别经所述第一开关和所述第 二开关与无线充电变换器的地面单元和车载充电变换器的隔离变压器的副边相连，
    其中，当所述第一开关闭合而所述第二开关断开时，无线充电变换器地面单元输出的直流电由所述整流电路变换为高压直流电，并且并且当所述第一开关断开而所述第二开关闭合时，所述车载充电变换器原边单元输出的直流电由所述整流电路变换为高压直流电。
  11. 一种电动汽车，其特征在于，包括如权利要求1-10中任一项所述的车载功率变换器。
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