TI6.6kw车载充电器设计参考指南_UCC21520输出问题资源-CSDN文库

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Driver

Vdc

Vdc Sense

Line

Voltage

Sense

Neutral

Voltage

Sense

SiC MOSFET

(High Frequency)

Si/SiC (Low

Frequency)

Power Grid

V_N

Ineu

Vdc Sense

F28004x

C2000

MCU

V_L

UCC28700-Q1

TLV71333-Q1

Vdc

5 V

3.3 V

F28004x Control Card

SN6501-Q1

Ineu

15 V & -4 V

PFC Vout

Hall

Sensor

Hall Sensor

x 3

ISO7721-Q

Fault

Reset

5 V

15 V & -4 V

UCC21520-Q1

4 × TIDA-01605

G1 G2 G3 G4 G5 G6 G7 G8

ZHCU459A–March 2018–Revised August 2018

TIDUE54 — http://www-s.ti.com/sc/techlit/TIDUE54

效率为

98.6%

且适用于

HEV/EV

车载充电器的

6.6kW

图腾柱

PFC

参考设计

TI Designs

：：

TIDA-01604

效效率率为为

98.6%

且且适适用用于于

HEV/EV

车车载载充充电电器器的的

6.6kW

图图腾腾柱柱

PFC

参参考考设设计计

说说明明

此参考设计介绍了适用于车载充电器的 6.6kW 图腾柱

(TTPL) 无桥功率因数校正 (PFC) 解决方案。功率级由

C2000™微控制器 (MCU) 通过 SiC 隔离式栅极驱动器

实现碳化硅 (SiC) MOSFET 的驱动。此设计采用了三相

交错技术并在连续导通模式 (CCM) 中运行，在 240V 输

入电压和 6.6kW 全功率下可实现 98.60% 的效率。

C2000 控制器可实现切相和自适应死区时间控制，从而

改善轻载条件下的功率因数。栅极驱动器板（参见

TIDA-01605）实现了增强型隔离，可承受超过 100V/ns

的共模瞬态抗扰度 (CMTI)。栅极驱动器板还包含两级关

断电路，可在短路情况下保护 MOSFET 抵御电压过

冲。

资资源源

TIDA-01604 设计文件夹

UCC21520-Q1 产品文件夹

TMS320F280049 产品文件夹

UCC28700-Q1 产品文件夹

TL1963A-Q1 产品文件夹

ISO7731-Q1 产品文件夹

C2000WARE-

DIGITALPOWER-SDK

工具文件夹

咨询我们的 E2E™ 专家

特特性性

• 高功率密度、高效率 PFC 设计，可为高达 6.6kW

的系统供电

• SiC MOSFET 具有 TI 驱动器，能够为客户提供更高

的集成度

• 具有增强型隔离和两级关断保护功能的半桥型和紧

凑型隔离式栅极驱动器

• 完全数字化控制，通过高性能 C2000™ 控制器实现

先进的控制方案

• 峰值效率为 98.86%，功率因素大于 0.99，且总谐波

失真 (THD) 小于 2%

• 三相交错运行方式，具有切相控制功能

• 400V 至 600V 的可编程输出电压

应应用用

• HEV/EV 牵引逆变器

• HEV/EV 车载充电器

• 电子控制单元

• HEV/EV 直流/直流转换器

System Description

www.ti.com.cn

ZHCU459A–March 2018–Revised August 2018

TIDUE54 — http://www-s.ti.com/sc/techlit/TIDUE54

效率为

98.6%

且适用于

HEV/EV

车载充电器的

6.6kW

图腾柱

PFC

参考设计

该 TI 参考设计末尾的重要声明表述了授权使用、知识产权问题和其他重要的免责声明和信息。

1 System Description

WARNING

Do not leave the device powered when unattended.

High voltage! There are accessible high voltages present

on the board. Electric shock is possible. The board operates at

voltages and currents that may cause shock, fire, or injury if not

properly handled. Use the equipment with necessary caution and

appropriate safeguards to avoid injury or damage to property. For

safety, use of isolated equipment with overvoltage and overcurrent

is highly recommended. TI considers it the user's responsibility to

confirm that the voltages and isolation requirements are identified

and understood before energizing the board or simulation. When

energized, do not touch the design or components connected to

the design.

Hot surface! Contact may cause burns. Do not touch!

Some components may reach high temperatures > 55°C when the

board is powered on. The user must not touch the board at any

point during operation or immediately after operating, as high

temperatures may be present.

1.1 Benefits of Totem-Pole Bridgeless PFC

All plug-in hybrid electric vehicles (PHEVs) require an onboard charger (OBC) between the power grid and

the high-voltage battery pack located inside the vehicle. Implementing a power factor correction (PFC)

converter is mandatory to connect directly to the power grid for AC/DC power conversion and maximize

the real power that flows to the downstream DC/DC converters.

Conventional PFC converters implement a passive diode bridge for rectification, which is now known as a

passive PFC technique. The advantages of such a scheme are: simple design, reliability, slow-system

control loop, and low cost. However, the disadvantages are also very obvious: the passive components

are heavy with a low-power factor and generate significant power losses, which results in bulky heat sinks

and a lot of heat dissipation. Further investigation into the matter shows that an input bridge consumes

Power Grid

Load

SiC

(b)

Power Grid

Load

SiC

(a)

www.ti.com.cn

System Description

ZHCU459A–March 2018–Revised August 2018

TIDUE54 — http://www-s.ti.com/sc/techlit/TIDUE54

效率为

98.6%

且适用于

HEV/EV

车载充电器的

6.6kW

图腾柱

PFC

参考设计

approximately 2% of the input power at the low line of a wide mains application. If the designer can

suppress one of the series diodes, then they can save 1% of the input power, which allows the efficiency

to rise from 94% to 95% (Turchi; Dalal; Wang; Lenck 2014). Due to previously-mentioned drawbacks, the

power rating of bridged traditional PFCs is limited under hundreds of watts, especially in a hybrid-electric

vehicle (HEV) or electric vehicle (EV) where reduced space and weight are the key design parameters.

As a result, the trend continues to move toward a bridgeless architecture with the elimination of the

traditional diode bridge. The OBC is based on a silicon power device and has limitations such as low

efficiency, low power density, and high weight. With the advantages of the SiC MOSFET, the designer can

greatly improve these limitations by utilizing the superior performance of fast switching, low reverse

recovery charge, and a low R

DS(ON).

图 1 shows the basic structure of the totem-pole bridgeless PFC boost rectifier. The component consists

of a boost inductor, two high-frequency boost SiC switches (SiC

and SiC

), and two components for

conducting current at the line frequency. The line frequency components can be two slow diodes, as 图 1

shows. Side (A) shows two silicon MOSFETs (Si

and Si

). Side (B) shows that the use of Si

and Si

further increases the efficiency.

图图 1. Totem-Pole Bridgeless PFC Boost Converter Topology:

(A) Diode for Line Rectification (B) MOSFET for Line Rectification

The inherent issue in the totem-pole PFC is the operation mode transition at the AC voltage zero-crossing.

When the AC input changes from the positive half line to the negative half line at the zero-crossing, the

duty ratio of the low-side high-frequency switch SiC

changes from 100% to 0%, and the duty cycle of SiC

changes from 0% to 100%. Because of the slow reverse recovery of the high-side diode (or body diode of

the MOSFET), the voltage at the cathode of D

cannot jump from ground to DC+ voltage instantly (this

causes a large current spike). Because of this issue, the designer cannot use an Si MOSFET in a

continuous-conduction mode (CCM) totem-pole PFC. Therefore SiC

and SiC

must be either SiC

MOSFET or gallium nitride (GaN) field-effect transistors (FETs), which have a low reverse recovery.

The biggest advantage of the totem-pole PFC is the reduced power losses in the conduction path. 表 1

shows the device comparison between a conventional PFC and a totem-pole PFC.

System Description

www.ti.com.cn

ZHCU459A–March 2018–Revised August 2018

TIDUE54 — http://www-s.ti.com/sc/techlit/TIDUE54

效率为

98.6%

且适用于

HEV/EV

车载充电器的

6.6kW

图腾柱

PFC

参考设计

表表 1. Device Comparison of Conventional Bridged PFC and Totem-Pole Bridgeless PFC

PARAMETER

LOW-FREQUENCY

DIODES

HIGH-FREQUENCY

DIODES

HIGH-FREQUENCY

SWITCHES

CONDUCTION PATHS

Conventional bridged

PFC

Four One One

Two low-speed diodes + one

switch or (two low-speed diodes +

one high-speed diode)

Totem-pole bridgeless

PFC

Two Zero Two

One high-speed SiC switch + one

low-speed Si (or SiC) MOSFET

The following list summarizes the benefits of the totem-pole PFC:

• Although the conventional PFC boost converter is the most popular topology, its efficiency suffers from

the conduction losses of the front-end diode bridge rectifier and it is not bidirectional. A totem-pole PFC

is inherently capable of bidirectional operation.

• Bridgeless PFC boost converters greatly reduce the number of diodes, increase the power density, and

increase the efficiency.

• This PFC is superior in terms of: high efficiency, small common mode noise, small AC current ripple,

small reverse recovery current, and fewer components.

• The low reverse recovery charge of the SiC body diode and the low turnon resistance of the SiC

MOSFET make the converter an efficient and cost-effective solution for bidirectional onboard chargers.

1.2 Totem-Pole Bridgeless PFC Operation

The totem-pole PFC operates in the positive and negative cycles of the AC mains input, respectively, and

determines the current flow depending on how the high frequency SiC MOSFETs are switched (see 图 2

and 图 3, respectively).

The high-frequency SiC MOSFETs together with the inductor create a synchronous mode boost converter.

During the positive half cycle, S

is the boost switch which is driven with duty cycle D and S

is driven with

a complementary pulse-width modulation (PWM) signal (1-D). 图 2 (A) shows the direction in which the

current flows. Similarly, during the period when S

is switched with 1-D, S

is switched with D; 图 2 (B)

shows the direction in which the current flows. Note that, during this cycle, S

conducts continuously.

During the negative half cycle, the operation is similar except that the role of the high-side- and low-side,

high-frequency switches are swapped. 图 3 shows the direction in which the current flows. Note that,

during this cycle, S

conducts continuously.

剩余76页未读，继续阅读

评论收藏

内容反馈

吉利吉利

2023-07-25

对于初学者来说，这份指南易于理解，语言简洁明了，能够帮助他们快速入门车载充电器设计领域。
月小烟

2023-07-25

这份指南提供了详实而实用的信息，对于设计车载充电器的人来说是一份不可多得的参考。
精准小天使

2023-07-25

该文件全面介绍了TI 6.6kw车载充电器的设计方案，让人能够深入了解其中的技术细节。
王元祺

2023-07-25

指南中的案例分析和示意图非常实用，能够帮助读者更好地理解和应用相关知识。
永远的12

2023-07-25

这份文件对于解决实际问题提供了有价值的建议和指导，减少了设计者在实践中遇到的困惑和错误。

起名真TM的难

粉丝: 0
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TI 6.6kw车载充电器设计参考指南

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