詳解ucc28C43-Q1PWM控制方案（特性,指標(biāo),框圖,電路圖）

TI公司的ucc28C43-Q1是 BiCMOS高性能低功耗電流模式PWM控制器,滿足AEC-Q100規(guī)范,工作溫度-40?C到125?C,HBM分類為Level 2: ±2 kV, CDM分類Level C4B: 750 V,工作頻率1MHz,峰值輸出電流±1-A,主要用在汽車電源,混合和電動汽車,開關(guān)電源,DC/DC轉(zhuǎn)換器,板安裝電源模塊.本文介紹了UCC28C43-Q1主要特性,功能框圖, 汽車應(yīng)用電路圖,以及汽車應(yīng)用40V-1kV輸入反激參考設(shè)計TIDA-01505主要特性和系統(tǒng)指標(biāo),框圖,電路圖和材料清單.

The UCC28C4x-Q1 family devices are high?performance current-mode PWM controllers. They?are enhanced BiCMOS versions with pin-for-pin?compatibility to the industry standard UC28C4x family?PWM controllers.

Providing necessary features to control fixed?frequency, peak current mode power supplies, this?family offers several performance advantages. These?devices offer high frequency operation up to 1 MHz?with low start up and operating currents, thus?minimizing start up loss and low operating power?consumption for improved efficiency. The devices

also feature a fast current sense to output delay time?of 35 ns, and a ±1-A peak output current capability?with improved rise and fall times for driving large?external MOSFETs directly.

The UCC28C4x-Q1 family is offered in the 8-pin?SOIC (D) package.

UCC28C43-Q1主要特性:

1? AEC-Q100 Qualified with the Following Results:

– Device Temperature Grade 1:-40?C to 125?C

– Device HBM Classification Level 2: ±2 kV

– Device CDM Classification Level C4B: 750 V

? 1-MHz Operation

? 50-μA Standby Current, 100-μA Maximum

? Low Operating Current of 2.3 mA at 52 kHz

? Fast 35-ns Cycle-by-Cycle Over-Current Limiting

? ±1-A Peak Output Current

? Rail-to-Rail Output Swings With 25-ns Rise and?20-ns Fall Times

? ±1% Initial Trimmed 2.5-V Error Amplifier?Reference

? Trimmed Oscillator Discharge Current

? New Undervoltage Lockout Versions

? Create a Custom Design Using the UCC28C4x-Q1 With the WEBENCH? Power Designer

UCC28C43-Q1應(yīng)用:

? Automotive Power Supplies

? Hybrid and Electric Vehicles in Automotive

? Switch Mode Power Supplies

? DC-to-DC Converters

? Board Mount Power Modules

圖1.?UCC28C43-Q1功能框圖

圖2.?UCC28C43-Q1汽車應(yīng)用電路圖

圖3.?UCC28C43-Q1典型離線應(yīng)用電路圖

圖4.?UCC28C43-Q1典型應(yīng)用電路圖

汽車應(yīng)用40V-1kV輸入反激參考設(shè)計TIDA-01505

This power supply reference design for automotive?auxiliary circuits generates a 15-V, 4-A output from a?wide input range of 40 V to 1 kV and up to a 1.2-kV?transient. The design fits ideally into an 800-V batterydriven?hybrid-electric vehicle (HEV) or electric vehicle?(EV) traction inverter system. The 40-V minimum input?voltage supports the functional safety test for the?regenerative braking from the traction motor. This?reference design implements a silicon carbide (SiC)?MOSFET with high blocking voltage and low gate?charge to reduce switching losses. A non-isolated level?shifter enables driving the SiC MOSFET from the Si?MOSFET driver embedded in the flyback controller.

The board includes two flyback converter variants:

primary-side regulation (PSR) and optocoupler?feedback to make comparisons and address different?needs. The transformer design meets qualifications for?Automotive AEC-Q200 Grade 1 with reinforced?isolation.

This reference design is a 60-W power supply which enables an ultra-wide input range from a 40-V?(minimum) to 1-kV (maximum) DC voltage targeted for use in 800-V battery systems. A primary feature of?this design is that the converter can power up at the 40-V minimum input voltage, which allows support for?the system safety test during the regenerative braking for traction inverters. This design is an auxiliary?power supply solution that generates a 15-V output for the traction inverter subsystems. The design also

implements reinforced isolation for safety enhancement. The single-ended, flyback topology has been?chosen due to its low cost, high isolation rating, and design simplicity. Moreover, the design includes two?onboard converter variants, with optocoupler and primary side regulation (PSR) for performance?comparisons.

Carefully consider the following criteria to fulfill the design requirements:

? Voltage blocking capability of the switching device –

Because of the high voltage, the Si MOSFET, which has a lower design margin for blocking voltage?and high channel resistance, is not suitable. The design requires use of an SiC MOSFET with a higher?blocking capability.

? Pulse-width modulated (PWM) switching duty cycle –

Support for such an ultra-wide input voltage range requires a controller that is able to operate within?the corresponding, wide PWM duty-cycle range.

? Active start-up circuit –

The traditional, resistive start-up circuit causes high quiescent losses at high input voltage. This design?implements an active start-up circuit for reduced leakage current.

? Noise coupling –

The high-voltage input and fast switching of the SiC MOSFET leads to high dv/dt switching nodes,?which generates a large amount of noise and antenna loops. The essential switching nodes must be?kept small and away from quiet areas to reduce the noise coupling.

? Safety clearance –

The distance between the high-voltage area at the primary side and low-voltage area at the secondary?side must have enough clearance to comply with safety requirements. Reinforced isolations are?normally imposed according to automotive safety requirements. The ground of the low-voltage side?may be connected to a 12-V battery or vehicle chassis, which is touchable by the human body.

? Printed-circuit board (PCB) clearance and high-voltage components selection –

The PCB clearance must be carefully designed to avoid electrical breakdown failure. Carefully select?components that tolerate high voltages to properly handle the high-voltage stress.

This reference design is capable of powering up from a 40-V minimum input voltage for the purpose of?enabling engineers to work safely and allow them to test the regenerative braking mechanism.

Regenerative braking utilizes the same insulated-gate bipolar transistor (IGBT)-based traction inverter to?force the power flow in the reverse direction from the motor and send the power back to the battery. The?IGBTs are controlled in a different algorithm to regulate the DC output from AC. Regenerative braking?technology funnels the energy created by the braking process back into the system in the form of charging?the battery for further use. Typically, in a regenerative braking system, the energy loss from the braking?process transfers to the generator from the rotating axel before transferring to the battery, thus saving?energy.

參考設(shè)計TIDA-01505主要特性:

? 40-V to 1-kV input, 15-V Output Flyback Auxiliary?Power Supply With Output Power up to 60 W

? Regulated 15 V With Active Start-Up Circuit for?Reduced Standby Power

? Extendable to Higher Voltage and Higher Power?Range to Utilize High-Voltage Capability of SiC?MOSFET

? Automotive Grade 1 Qualified Transformer With?Reinforced Isolation (Qualified With 5.7-kV High-?Pot Test)

? Two Converter Variants With PSR and Optocoupler?Feedback Included on Board

? Constant Switching Frequency Type of Controller?With Maximum Switching Frequency of 1 MHz and?Duty Cycle Range From 0% to 96%

參考設(shè)計TIDA-01505應(yīng)用:

? HEV/EV Traction Inverter

? HEV/EV On Board Charger

? Electronic Control Units

? HEV/EV DC/DC Converters

圖5.?參考設(shè)計TIDA-01505外形圖

圖6.?參考設(shè)計TIDA-01505框圖

圖7.?800V電池驅(qū)動逆變系統(tǒng)和實現(xiàn)TIDA-01505的框圖

主要系統(tǒng)指標(biāo):

圖6.?參考設(shè)計TIDA-01505框圖