An integrated electrical system and vehicle

Abstract

The application provides an integrated electrical system and a vehicle, and belongs to the technical field of vehicles.The integrated electrical system comprises a motor module, a rectifier module, a detection module and a control module; the rectifier module is connected with the motor module and a high-voltage battery; the detection module detects the current of a charging terminal and generates a detection signal; the control module is connected with the motor module, the rectifier module and the detection module, and controls the integrated electrical system to work in a first or second working mode based on the detection signal; in the first working mode, the motor module is disconnected with the branch circuit where the charging terminal is located, and the rectifier module is bypassed; in the second working mode, the control module controls the motor module to be connected with the branch circuit where the charging terminal is located, and controls the rectifier module to work. The system can realize charging and driving based on a set of system, reduces the manufacturing cost, reduces the occupied area in the vehicle, thereby reducing the volume of the vehicle and the weight of the vehicle, and further improving the power density level of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more particularly, to an integrated electrical system and a vehicle. Background Art

[0002] New energy vehicles are generally equipped with power batteries. When the vehicle is in driving mode, the power battery provides power for the vehicle to enable normal operation; when the vehicle is in charging mode, an off-board charging system or on-board charger (OBC) is used to charge the power battery.

[0003] However, the driving system and charging system corresponding to the driving mode and charging mode in the related art are two systems that operate independently of each other, occupying a large volume in the vehicle, resulting in a larger vehicle weight and higher production costs. Summary of the Invention

[0004] The present application provides an integrated electrical system and vehicle, aiming to solve the problem that the drive system and charging system corresponding to the drive mode and the charging mode are two independently operated systems, which occupy a large volume in the vehicle, resulting in a large vehicle weight and high production cost.

[0005] In a first aspect, an integrated electrical system is provided, which includes a motor module, a rectifier module, a detection module and a control module; the rectifier module is connected to the motor module and a high-voltage battery; the detection module is connected to the charging terminal, and the detection module is used to detect the current of the charging terminal and generate a detection signal; the control module is connected to the motor module, the rectifier module and the detection module, and the control module is used to receive the detection signal and control the integrated electrical system to operate in a first working mode or a second working mode based on the detection signal; wherein, in the first working mode, the control module controls the motor module to be disconnected from the branch where the charging terminal is located, the rectifier module is bypassed, and the high-voltage battery outputs voltage to the motor module; in the second working mode, the control module controls the motor module to be connected to the branch where the charging terminal is located, the rectifier module works, and the charging terminal outputs voltage to the high-voltage battery via the motor module and the rectifier module.

[0006] In the above technical solution, the detection module can detect the current information of the charging terminal in real time and send the detection signal corresponding to the current information to the control module. The detection accuracy is high. The control module can obtain the current working mode of the integrated electrical system in real time based on the detection signal and control the integrated electrical system to work in the corresponding working mode. The adjustment flexibility and control accuracy are high. In this way, the integrated electrical system provided by the present application can realize charging and driving based on a set of systems, without the need to set up independently operating drive systems and charging systems, thereby reducing the production cost and reducing the area occupied by the integrated electrical system in the vehicle, thereby reducing the volume of the vehicle, reducing the weight of the vehicle, and thus improving the power density level, efficiency and performance of the vehicle. Moreover, in the first working mode and the second working mode, the motor module is in a working state, which improves the utilization rate of the vehicle-mounted equipment.

[0007] In combination with the first aspect, in some possible implementations, the motor module includes a drive motor, a motor control unit, and a first switch unit; one end of the motor control unit is connected to one end of the drive motor, and the other end of the motor control unit is connected to one end of the rectifier module; the first end of the first switch unit is connected to the other end of the drive motor, the second end of the first switch unit is connected to the charging terminal, and the controlled end of the first switch unit is connected to the control module.

[0008] In the above technical solution, the control module realizes precise control of the on-off state of the branch where the drive motor and the charging terminal are located by controlling the on-off state of the first switch unit, and the control safety and flexibility are high.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first switch unit includes multiple single-pole double-throw switches, the first ends of the multiple single-pole double-throw switches are connected to the other end of the drive motor, the second ends of the multiple single-pole double-throw switches are connected to the charging terminal, the third ends of the multiple single-pole double-throw switches are respectively connected to each other to form a common node, and the controlled ends of the multiple single-pole double-throw switches are connected to the control module; wherein, in the first working mode, the control module controls the first end of the single-pole double-throw switch to be connected to the third end of the single-pole double-throw switch; in the second working mode, the control module controls the first end of the single-pole double-throw switch to be connected to the second end of the single-pole double-throw switch.

[0010] In the above technical solution, when the first switch unit adopts a single-pole double-throw switch, it can achieve the purpose of connecting one input to one of two different output paths, so as to realize flexible switching of the branch where the drive motor and the charging terminal are located. Compared with using multiple ordinary switches, the single-pole double-throw switch can reduce the number of required components to simplify the circuit layout, making the integrated electrical system more compact, and further reducing the production cost.

[0011] In combination with the first aspect and the above-mentioned implementations, in some possible implementations, the integrated electrical system further includes a filter module, one end of the filter module is connected to the charging terminal, and the other end of the filter module is connected to the second end of the first switch unit.

[0012] In the above technical solution, AC power may be subject to interference during transmission, generating harmonics. The filter module removes these high-frequency harmonics to reduce voltage and current waveform distortion, thereby protecting other electrical devices in the integrated electrical system from damage. Furthermore, the filter module effectively suppresses and filters electromagnetic interference signals generated by the integrated electrical system's circuits, protecting other sensitive electronic devices within the vehicle from external electromagnetic noise.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the rectifier module includes a full-bridge topology unit and a second switch unit; the first end and the second end of the full-bridge topology unit are connected to the high-voltage battery, and the third end and the fourth end of the full-bridge topology unit are connected to the motor module; the first end of the second switch unit is connected to the first end of the full-bridge topology unit, the second end of the second switch unit is connected to the third end of the full-bridge topology unit, and the controlled end of the second switch unit is connected to the control module; wherein, in the first working mode, the control module controls the second switch unit to turn on so that the full-bridge topology unit is bypassed; in the second working mode, the control module controls the second switch unit to turn off, and the full-bridge topology unit works.

[0014] In the above technical solution, the control module can achieve precise control of the working state of the full-bridge topology unit by controlling the on-off of the second switch unit, and the control safety and flexibility are high.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the integrated electrical system also includes a transformer and a DC conversion module; the primary coil of the transformer is connected to the fifth end and the sixth end of the full-bridge topology unit; one end of the DC conversion module is connected to the secondary coil of the transformer, and the other end of the DC conversion module is connected to the low-voltage battery.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the DC conversion module includes a step-down unit, a first switching tube and a second switching tube; the first end of the step-down unit is connected to the low-voltage battery; the first end of the first switching tube is connected to the second end of the step-down unit, the second end of the first switching tube is connected to the secondary coil of the transformer, and the controlled end of the first switching tube is connected to the control module; the first end of the second switching tube is connected to the third end of the step-down unit, the second end of the second switching tube is connected to the secondary coil of the transformer, and the controlled end of the second switching tube is connected to the control module.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the integrated electrical system also includes a pre-charging module and a first capacitor; one end of the pre-charging module is connected to the positive pole of the high-voltage battery; the first plate of the first capacitor is connected to the other end of the pre-charging module and the rectifier module, and the second plate of the first capacitor is connected to the negative pole of the high-voltage battery.

[0018] In the above technical solution, the pre-charging module can pre-charge the first capacitor to improve the safety of the connection between the charging terminal and the AC power supply and the output voltage of the high-voltage battery, thereby ensuring the operational reliability of the integrated electrical system.

[0019] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the pre-charging module includes a resistor, a third switch unit and a fourth switch unit; one end of the resistor is connected to the positive electrode of the high-voltage battery; the first end of the third switch unit is connected to the other end of the resistor, the second end of the third switch unit is connected to the first plate of the first capacitor, and the controlled end of the third switch unit is connected to the control module; the first end of the fourth switch unit is connected to the positive electrode of the high-voltage battery, the second end of the fourth switch unit is connected to the first plate of the first capacitor and the rectifier module, and the controlled end of the fourth switch unit is connected to the control module.

[0020] In a second aspect, an embodiment of the present application provides a vehicle comprising a high-voltage battery, a low-voltage battery, and an integrated electrical system as described in any optional manner of the first aspect, wherein the integrated electrical system is connected to the high-voltage battery and the low-voltage battery, respectively. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a schematic diagram of the module structure of an integrated electrical system provided in an embodiment of the present application;

[0022] Figure 2 This is a schematic diagram of a partial circuit structure of an integrated electrical system provided in an embodiment of the present application;

[0023] Figure 3 This is a schematic diagram of the circuit structure of an integrated electrical system provided in an embodiment of the present application;

[0024] Figure 4 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0025] Figure 5 This is a circuit structure diagram of another integrated electrical system provided in an embodiment of the present application;

[0026] Figure 6 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0027] Figure 7This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0028] Figure 8 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0029] Figure 9 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0030] Figure 10 This is a circuit structure diagram of another integrated electrical system provided in an embodiment of the present application.

[0031] Among them, the reference numerals in the figures are:

[0032] 1. Integrated electrical system; 11. Motor module; 111. Drive motor; 112. Motor control unit; 113. First switch unit; 12. Rectifier module; 121. Full-bridge topology unit; 122. Second switch unit; 13. Detection module; 14. Control module; 141. Main control unit; 142. First drive unit; 143. Second drive unit; 144. Third drive unit; 145. Fourth drive unit; 15. Filter module; 16. DC conversion module; 161. Buck unit; 17. Pre-charge module; 171. Third switch unit; 172. Fourth switch unit; 2. High-voltage battery; 3. Charging terminal; 4. Low-voltage battery; SPDT, single-pole double-throw switch; T, transformer; Q1, first switch tube; Q2, second switch tube; Q3, third switch tube; Q4, fourth switch tube; C1, first capacitor; C2, second capacitor; L, inductor; R, resistor. DETAILED DESCRIPTION

[0033] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0034] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0035] Currently, new energy vehicles are widely used in various scenarios, replacing internal combustion engine vehicles. Compared with internal combustion engine vehicles, new energy vehicles produce less noise during driving and do not directly emit exhaust gas, making them more environmentally friendly. At the same time, new energy vehicles are intelligent, have higher energy efficiency conversion rates, and have lower maintenance costs. Therefore, more and more people are starting to use new energy vehicles as a means of transportation. New energy vehicles are usually equipped with a power battery to provide a power source for the vehicle and drive motor. For example, the power battery outputs direct current to the motor. The motor controller (MCU) converts the DC power provided by the power battery into three-phase alternating current to drive the motor according to the target torque and speed sent by the vehicle control unit (VCU). This controls the motor to complete functions such as starting, acceleration and deceleration, braking, and energy recovery, thereby ensuring the normal operation of the vehicle.

[0036] New energy vehicles are usually equipped with two electrical systems, high voltage and low voltage. Among them, the high voltage electrical system is equipped with a high voltage battery (such as a power battery). The high voltage battery is used to power high-power electrical equipment (such as a motor) in the vehicle to drive the vehicle to maintain normal driving. At the same time, the power battery will also charge the low voltage battery in the vehicle under the control of the vehicle controller, and the charging voltage is usually about several hundred volts. The low voltage electrical system is equipped with a low voltage battery (such as a 12V battery) and a direct current to direct current converter (DCDC). The DC converter can convert the high voltage electricity of the high voltage battery into low voltage electricity to meet the transmission / control of signals in the vehicle. For example, the low voltage electricity can power the signal / control part of the motor controller, vehicle controller, battery management system (BMS), electronic control unit (ECU) corresponding to the on-board charger, vehicle entertainment system and lighting system, etc. in the vehicle to meet the transmission / control of signals in these electronic devices.

[0037] When the vehicle is in driving mode, the high-voltage battery provides the vehicle with power to enable normal operation. When the vehicle is in charging mode, an off-board charging system or on-board charger is used to charge the power battery. The off-board charging system is integrated into a charging pile or a large charger and is usually installed in a fixed location such as a parking lot or garage. The off-board charging system can output DC power to charge the high-voltage battery. The charging speed is relatively fast, but the charging location is limited. To make charging more convenient, an on-board charger can make the vehicle no longer dependent on the charging pile. The on-board charger is usually installed directly on the vehicle. After the vehicle is connected to three-phase or single-phase AC power, the on-board charging system can convert the three-phase or single-phase AC power into DC power to charge the high-voltage battery. The charging power level is low and the charging time is relatively long. It is usually only suitable for vehicles that are in an idle state.

[0038] Currently, in related technologies, the drive system and charging system corresponding to the driving mode and charging mode in a vehicle are two independently operated systems. That is, the inverter, motor, motor controller and other components in the vehicle operate in the driving mode. When the high-voltage battery is low on energy, the charging system (i.e., an independent onboard charging system) charges the high-voltage battery. The same applies to the DC converter. As a result, the drive system and charging system occupy a large area in the vehicle, resulting in increased vehicle size, weight, and manufacturing costs. In addition, greater driving force is required to achieve the same acceleration or driving performance, resulting in a lower power density level for the vehicle.

[0039] To this end, an embodiment of the present application provides an integrated electrical system and a vehicle, which can realize charging and driving based on a set of systems, without the need to set up independently operating driving systems and charging systems, thereby reducing production costs and reducing the area occupied by the integrated electrical system in the vehicle, thereby reducing the size of the vehicle, reducing the weight of the vehicle, and further improving the power density level, efficiency and performance of the vehicle.

[0040] The integrated electrical system and vehicle provided in the embodiments of the present application are exemplarily introduced below with reference to the accompanying drawings.

[0041] The embodiment of the present application provides a vehicle, in which a high-voltage battery, a low-voltage battery and an integrated electrical system are arranged, and the integrated electrical system is connected to the high-voltage battery and the low-voltage battery. Figure 1As shown, in one example, the integrated electrical system 1 provided by the present application may include a motor module 11, a rectifier module 12, a detection module 13, and a control module 14. The rectifier module 12 is connected to the motor module 11 and the high-voltage battery 2, the detection module 13 is connected to the charging terminal 3, and the control module 14 is connected to the motor module 11, the rectifier module 12, and the detection module 13. Here, it can be understood that the charging terminal 3 is an interface configured on the vehicle, and the vehicle can be connected to an external charging power source through the charging terminal 3 to charge the high-voltage battery 2 in the vehicle.

[0042] The detection module 13 is used to detect the current at the charging terminal 3 and generate a detection signal. The detection module 13 sends the detection signal to the control module 14. The control module 14 can determine the operating mode that the integrated electrical system 1 currently needs to execute based on the received detection signal, and control the integrated electrical system 1 to operate in the corresponding operating mode to ensure the operating reliability of the integrated electrical system 1. It is worth noting that the operating modes of the integrated electrical system 1 generally include a first operating mode and a second operating mode. The first operating mode is a driving mode, in which the high-voltage battery 2 outputs AC power to the motor module 11 to drive the motor module 11 to operate; the second operating mode is a charging mode, in which the high-voltage battery 2 needs to be charged via the charging terminal 3.

[0043] For example, when detection module 13 detects that there is no current flowing through charging terminal 3, it sends a detection signal indicating that there is no current flowing through charging terminal 3 to control module 14. Based on this detection signal, control module 14 determines that charging terminal 3 is not connected to a charging power source. This means that control module 14 determines that integrated electrical system 1 currently needs to operate in the first operating mode (i.e., the drive mode). In the first operating mode, control module 14 disconnects motor module 11 from the branch circuit containing charging terminal 3, bypasses rectifier module 12, and causes high-voltage battery 2 to output voltage to motor module 11, thereby enabling integrated electrical system 1 to operate in the first operating mode.

[0044] For example, when detection module 13 detects that current is flowing through charging terminal 3, it sends a detection signal indicating that current is flowing through charging terminal 3 to control module 14. Based on this detection signal, control module 14 determines that charging terminal 3 is connected to a charging power source. This means that integrated electrical system 1 now needs to operate in the second operating mode (i.e., charging mode). In the second operating mode, control module 14 connects motor module 11 to the branch containing charging terminal 3 and operates rectifier module 12. Charging terminal 3 outputs voltage to high-voltage battery 2 via motor module 11 and rectifier module 12, enabling integrated electrical system 1 to operate in the second operating mode.

[0045] Optionally, the charging terminal 3 can be a single-phase AC terminal or a three-phase AC terminal. When the charging terminal 3 is a single-phase AC terminal, the charging terminal 3 is connected to a single-phase AC power supply; when the charging terminal 3 is a three-phase AC terminal, the charging terminal 3 is connected to a three-phase AC power supply. This application does not impose any specific restrictions on this.

[0046] In this example, the detection module 13 can detect the current information of the charging terminal 3 in real time and send the detection signal corresponding to the current information to the control module 14. The detection accuracy is high. The control module 14 can determine the working mode of the integrated electrical system 1 based on the detection signal, and adjust the on-off state of the branch where the motor module 11 and the charging terminal 3 are located and the working state of the rectifier module 12 accordingly, thereby realizing the adjustment and control of the working mode of the integrated electrical system 1, with high adjustment flexibility and control accuracy. In this way, the integrated electrical system 1 provided in the present application can realize charging and driving based on a set of systems, without the need to set up independently operating drive systems and charging systems, thereby reducing production costs, and at the same time reducing the occupied area of ​​the integrated electrical system 1 in the vehicle, thereby reducing the volume of the vehicle, reducing the weight of the vehicle, and thereby improving the power density level, efficiency and performance of the vehicle. Moreover, in both the first working mode and the second working mode, the motor module 11 is in working state, which improves the utilization rate of the vehicle-mounted equipment.

[0047] In one example, if Figure 2As shown, the motor module 11 includes a drive motor 111 and a motor control unit 112. One end of the motor control unit 112 is connected to one end of the drive motor 111, and the other end of the motor control unit 112 is connected to one end of the rectifier module 12. The drive motor 111 and the motor control unit 112 are both connected to the control module 14. In the first operating mode, the drive motor 111 is disconnected from the branch where the charging terminal 3 is located, the rectifier module 12 is bypassed, and the high-voltage battery 2 outputs voltage to the drive motor 111 through the motor control unit 112. At the same time, the motor control unit 112 converts the DC power provided by the high-voltage battery 2 into three-phase AC power suitable for the operation of the drive motor 111 according to the target torque and speed sent by the control module 14. This controls the drive motor 111 to complete functions such as starting, acceleration and deceleration, braking, and energy recovery, thereby ensuring the normal operation of the vehicle. In the second operating mode, the drive motor 111 is connected to the branch where the charging terminal 3 is located, and the rectifier module 12 is in operation. At this time, the AC power supply outputs voltage to the high-voltage battery 2 through the charging terminal 3, the drive motor 111, the motor control unit 112, and the rectifier module 12, thereby charging the high-voltage battery 2. In this example, the drive motor 111 and the motor control unit 112 participate in both the first and second operating modes, improving the utilization of the drive motor 111 and the motor control unit 112.

[0048] Among them, such as Figure 2As shown, the drive motor 111 includes three-phase windings (Lu, Lv, Lw), and the motor control unit 112 is composed of multiple groups of insulated gate bipolar transistors (IGBTs). The multiple IGBTs are respectively connected to the three-phase windings (Lu, Lv, Lw) of the drive motor 111, and the controlled terminals of the multiple IGBTs are connected to the control module 14. In the first operating mode, the three-phase windings (Lu, Lv, Lw) are disconnected from the branch where the charging port 3 is located. The multiple IGBTs convert the DC power provided by the high-voltage battery 2 into three-phase AC power (U, V, W) to drive the drive motor 111. In the second operating mode, the three-phase windings (Lu, Lv, Lw) are connected to the branch where the charging port 3 is located. In this case, the three-phase windings (Lu, Lv, Lw) act as inductors and together with the multiple IGBTs form a power factor correction (PFC) circuit to correct the power factor, reduce reactive power loss, and thus improve overall energy utilization. In this example, when the AC power supply is a three-phase AC power supply, the three-phase windings (Lu, Lv, Lw) and the corresponding multiple IGBTs all participate in the PFC function; when the AC power supply is a single-phase AC power supply, two windings (Lu, Lv) in the three-phase windings (Lu, Lv, Lw) and the corresponding multiple IGBTs participate in the PFC function. The multiple IGBTs here refer to the two half-bridges connected to the two windings (Lu, Lv) in the motor control unit 112.

[0049] It is worth noting here that reactive power can cause the power factor of the power grid (i.e., single-phase AC power supply or three-phase AC power supply) to decrease and fail to meet grid standards. For this reason, a PFC circuit is usually installed in the vehicle to effectively improve the power factor. In the second operating mode, the three-phase winding (Lu, Lv, Lw) provided in this application can be used as an inductor to form a PFC circuit together with multiple IGBTs to correct the power factor of the charging device, further improving the utilization rate of the drive motor 111 and the motor control unit 112, and no additional PFC circuit is required, further saving manufacturing costs. Secondly, IGBTs can support large currents and high voltages and are easy to switch. When the switching unit in the motor control unit 112 is an IGBT, the stability of the current in the connection line between the IGBT and the drive motor 111 can be guaranteed. At the same time, because the IGBT is easy to switch and easy to operate, it has a high flexibility in achieving high-frequency switching. The switching unit can also be a relay or other circuit with a switching function. This application does not impose specific restrictions on this.

[0050] In order to achieve precise control of multiple IGBTs in the motor control unit 112, in one example, Figure 2As shown, the control module 14 may include a main control unit 141 and a first drive unit 142. The first drive unit 142 is connected to the main control unit 141 and the motor control unit 112. Here, it can be understood that the first drive unit 142 is connected to the controlled ends of multiple IGBTs in the motor control unit 112. The main control unit 141 can determine the working mode of the integrated electrical system 1 based on the detection signal, and realize precise control of multiple IGBTs through the first drive unit 142 to ensure the reliability of the integrated electrical system 1 operating in the corresponding working mode.

[0051] Optionally, the main control unit 141 may be a microcontroller unit (MCU), or other control units in the vehicle may be reused. This application does not impose any specific restrictions on this.

[0052] In order to achieve precise control of the on-off of the branch where the drive motor 111 and the charging terminal 3 are located, so as to achieve precise switching and control of the working mode of the integrated electrical system 1, in one example, Figure 3 As shown, the motor module 11 further includes a first switch unit 113, a first end of the first switch unit 113 and the other end of the drive motor 111 (such as Figure 3 The three-phase winding is connected to one end of the first switching unit 113 away from the motor control unit 112, the second end of the first switching unit 113 is connected to the charging terminal 3, and the controlled end of the first switching unit 113 is connected to the control module 14. In this example, the control module 14 controls the on / off state of the first switching unit 113 to achieve precise control of the on / off state of the branch where the drive motor 111 and the charging terminal 3 are located, and the control safety and flexibility are high.

[0053] For example, Figure 4 As shown, the first switch unit 113 includes a plurality of single-pole double-throw switches (SPDT), the first ends of the plurality of single-pole double-throw switches SPDT (ie, Figure 4 The circle "○" shown in FIG. 1 is connected to the other end of the drive motor 111, and the second ends of the multiple single-pole double-throw switches SPDT (ie, Figure 4 The triangle "△" shown in FIG. 1 is connected to the charging terminal 3, and the third end of the multiple single-pole double-throw switches SPDT (ie, Figure 4 The squares "□" shown in the figure are connected to each other to form a common node A, and the controlled ends of the multiple single-pole double-throw switches SPDT are connected to the control module 14. Figure 4As shown, the number of single-pole double-throw switches SPDT corresponds to the number of three-phase windings (Lu, Lv, Lw) of the drive motor 111, that is, the first switch unit 113 can include three single-pole double-throw switches SPDT, and the first ends of the three single-pole double-throw switches SPDT are respectively connected one-to-one with the three-phase windings (Lu, Lv, Lw).

[0054] In the first operating mode, the control module 14 controls the first end of the single-pole double-throw switch SPDT to connect to the third end of the single-pole double-throw switch SPDT, so that the drive motor 111 is disconnected from the branch where the charging terminal 3 is located. At this time, the third ends of multiple single-pole double-throw switches SPDT are interconnected to form a common node A, that is, at this time, the drive motor 111 operates normally as a motor. In the second operating mode, the control module 14 controls the first end of the single-pole double-throw switch SPDT to connect to the second end of the single-pole double-throw switch SPDT, so that the drive motor 111 is connected to the branch where the charging terminal 3 is located. At this time, the three-phase winding (Lu, Lv, Lw) acts as an inductor and together with the multiple IGBTs in the motor control unit 112 constitutes a PFC circuit. The AC power provided by the AC power supply will be output to the high-voltage battery 2 through the charging terminal 3, the PFC circuit, and the rectifier module 13. When the first switch unit 113 adopts a single-pole double-throw switch SPDT, it can achieve the purpose of connecting one input to one of two different output paths, so as to realize flexible switching of the branch where the drive motor 111 and the charging terminal 3 are located. Compared with using multiple ordinary switches, the single-pole double-throw switch can reduce the number of required components to simplify the circuit layout, making the integrated electrical system 1 more compact, while further reducing the production cost.

[0055] In order to achieve precise control of the multiple single-pole double-throw switches SPDT in the first switch unit 113, in one example, Figure 4 As shown, the control module 14 may further include a second drive unit 143, which is connected to the main control unit 141 and the first switch unit 113. Here, it can be understood that the second drive unit 143 is connected to the controlled ends of multiple single-pole double-throw switches SPDT in the first switch unit 113. The main control unit 141 can determine the working mode of the integrated electrical system 1 based on the detection signal, and realize precise control of multiple single-pole double-throw switches SPDT through the second drive unit 143 to ensure the reliability of the integrated electrical system 1 operating in the corresponding working mode.

[0056] In one example, if Figure 5As shown, the integrated electrical system 1 also includes a filter module 15. One end of the filter module 15 is connected to the charging terminal 3, and the other end of the filter module 3 is connected to the second end of the first switch unit 113. During AC power transmission, interference may occur, generating harmonics. The filter module 15 can filter out these high-frequency harmonics to reduce voltage and current waveform distortion, thereby protecting other electrical equipment in the integrated electrical system 1 from damage. Simultaneously, the filter module 15 can effectively suppress and filter out electromagnetic interference signals generated by the circuits of the integrated electrical system 1, protecting other sensitive electronic equipment within the vehicle from external electromagnetic noise.

[0057] Optionally, the filtering module 15 may be an electromagnetic interference filter (EMI filter) or other circuits or devices capable of achieving the above functions, and this application does not impose any specific limitation on this.

[0058] In order to achieve flexible control of the working state of the rectifier module 12, in one example, Figure 6 As shown, the rectifier module 12 includes a full-bridge topology unit 121 and a second switch unit 122. The first end and the second end of the full-bridge topology unit 121 are connected to the high-voltage battery 2, the third end and the fourth end of the full-bridge topology unit 122 are connected to the motor module 11, the first end of the second switch unit 122 is connected to the first end of the full-bridge topology unit 121, the second end of the second switch unit 122 is connected to the third end of the full-bridge topology unit 121, and the controlled end of the second switch unit 122 is connected to the control module 14.

[0059] In order to achieve precise control of the second switch unit 122, as shown in FIG. Figure 6 As shown, the control module 14 may further include a third drive unit 144, which is connected to the main control unit 141 and the second switch unit 122. Here, it can be understood that the third drive unit 144 is connected to the controlled ends of multiple switches in the second switch unit 122. The main control unit 141 can determine the working mode of the integrated electrical system 1 based on the detection signal, and realize precise control of the on and off of the second switch unit 122 through the third drive unit 144 to ensure the reliability of the integrated electrical system 1 working in the corresponding working mode.

[0060] In the first operating mode, the control module 14 controls the second switch unit 122 to conduct, thereby bypassing the full-bridge topology unit 121. That is, in the driving mode, the full-bridge topology unit 121 does not participate in the driving process between the high-voltage battery 2 and the motor module 11. In the second operating mode, the control module 14 controls the second switch unit 122 to be turned off, and the full-bridge topology unit 121 is in operation. That is, in the charging mode, the full-bridge topology unit 121 participates in the charging process between the charging terminal 3 and the high-voltage battery 2. In this way, the control module 14 can achieve precise control of the operating state of the full-bridge topology unit 121 by controlling the on and off of the second switch unit 122, and the control is highly secure and flexible.

[0061] Optional, such as Figure 6 As shown, the full-bridge topology unit 121 can be a full-bridge circuit (Full Bridge), which is composed of four switching devices, and these four switching devices are symmetrically arranged between the positive and negative poles of the high-voltage battery to achieve bidirectional conversion of electrical energy, wherein the controlled ends of the four switching devices are all connected to the third drive unit 144.

[0062] In one example, if Figure 7 As shown, the integrated electrical system 1 also includes a transformer T and a DC conversion module 16. The primary coil of the transformer T is connected to the fifth end and the sixth end of the full-bridge topology unit 121. One end of the DC conversion module 16 is connected to the secondary coil of the transformer T, and the other end of the DC conversion module 16 is connected to the low-voltage battery 4.

[0063] In the first operating mode, the control module 14 connects the first terminal of the single-pole double-throw switch (SPDT) in the first switch unit 113 to the third terminal of the SPDT, thereby disconnecting the drive motor 111 from the branch containing the charging terminal 3. The third terminals of the multiple SPDT switches are then interconnected to form a common node A, indicating that the drive motor 111 operates normally as a motor. The control module 14 then turns on the second switch unit 122, bypassing the full-bridge topology unit 121. The high-voltage battery 2 outputs voltage to the drive motor 111 via the second switch unit 122. Simultaneously, the motor control unit 112 converts the DC power provided by the high-voltage battery 2 into three-phase AC power suitable for the operation of the drive motor 111, according to the target torque and speed transmitted by the first drive unit 142. This allows the drive motor 111 to complete functions such as starting, acceleration and deceleration, braking, and energy recovery, thereby ensuring normal operation of the vehicle. At this time, the full-bridge topology unit 121 does not participate in the driving process between the high-voltage battery 2 and the motor module 11, but forms a phase-shifted full-bridge circuit with the transformer T and the DC conversion module 16 to charge the low-voltage battery 4.

[0064] In the second operating mode, the control module 14 controls the first terminal of the single-pole double-throw switch (SPDT) in the first switch unit 113 to connect to the second terminal of the single-pole double-throw switch (SPDT), thereby connecting the drive motor 111 to the branch where the charging terminal 3 is located. In this state, the three-phase windings (Lu, Lv, Lw) function as inductors, together with the multiple IGBTs in the motor control unit 112, to form a PFC circuit. The control module 14 controls the second switch unit 122 to turn off, thereby enabling the full-bridge topology unit 121 to operate. This means that the full-bridge topology unit 121 participates in the charging process between the charging terminal 3 and the high-voltage battery 2. The AC power provided by the three-phase AC power source or the single-phase AC power source is converted to DC power by the PFC circuit. To ensure that the converted DC power matches the ideal charging voltage of the high-voltage battery 2, the DC power is voltage-matched by the buck-boost circuit formed by the full-bridge topology unit 121 and the primary coil of the transformer T. This ensures that the DC power ultimately output by the full-bridge topology unit 121 to the high-voltage battery 2 is suitable for the high-voltage battery 2, thereby preventing overcharging or undercharging of the voltage provided by the external AC power source and ensuring reliable charging of the high-voltage battery 2.

[0065] It is worth mentioning here that in the first working mode and the second working mode, the main control unit 141 will control the first drive unit 142, the second drive unit 143 and the third drive unit 144 according to the preset control logic to correspondingly drive and change the on and off of the corresponding switches in the motor control unit 112, the first switch unit 113 and the full-bridge topology unit 121 to achieve power factor correction, DC conversion and other functions, so that the motor control unit 112, the first switch unit 113 and the full-bridge topology unit 121 can operate in the current working mode. This will not be repeated here.

[0066] In one example, if Figure 8 As shown, the DC conversion module 16 may include a step-down unit 161, a first switch tube Q1 and a second switch tube Q2. The first end of the step-down unit 161 is connected to the low-voltage battery 4, the first end of the first switch tube Q1 is connected to the second end of the step-down unit 161, the second end of the first switch tube Q1 is connected to the secondary coil of the transformer T, the controlled end of the first switch tube Q1 is connected to the control module 14, the first end of the second switch tube Q2 is connected to the third end of the step-down unit 161, the second end of the second switch tube Q2 is connected to the secondary coil of the transformer T, and the controlled end of the second switch tube Q2 is connected to the control module 14.

[0067] In order to avoid the problem of charging failure of the low-voltage battery 4 caused by the conflict between the buck-boost circuit composed of the full-bridge topology unit 121 and the primary coil of the transformer T and the circuit that charges the low-voltage battery 4 after the transformer T in the second working mode, the transformer T provided in this application is set to a relatively high value, that is, the turns ratio of the primary and secondary coils of the transformer T is designed to be relatively large. This ensures that under the lowest voltage received by the primary coil of the transformer T, after the boost effect of the transformer T, the voltage of the secondary coil can still reach or exceed the minimum operating voltage required by the low-voltage battery 4 connected thereto. For example, the voltage value at the connection point B of the first switch tube Q1 and the second switch tube Q2 in the second working mode is not less than the voltage required to charge the low-voltage battery 4. If the voltage after the boost of the transformer T is too high, the voltage can be further reduced to a voltage that meets the operating voltage of the low-voltage battery 4 through the step-down unit 161 to achieve voltage matching. In this way, even if the voltage of the primary coil of the transformer T fluctuates, it can ensure that the voltage delivered to the low-voltage battery 4 and the low-voltage electrical equipment is sufficient to maintain normal charging or power supply of the low-voltage battery 4 and the low-voltage electrical equipment, avoiding low charging efficiency or equipment failure due to insufficient voltage, thereby improving the charging and power supply reliability of the low-voltage battery 4. It is worth noting that the transformation ratio value of the transformer T is set to a higher value and can also be applied to the first working mode.

[0068] In this example, the integrated electrical system 1 provided in this application can reliably supply power to the low-voltage battery 4 and low-voltage electrical equipment while completing the driving mode and charging mode in a time-sharing manner, so as to ensure the operating reliability of the low-voltage battery 4 and low-voltage electrical equipment.

[0069] For example, Figure 8 As shown, the step-down unit 161 can be a step-down converter (BUCK), which includes a second capacitor C2, an inductor L, a third switch tube Q3 and a fourth switch tube Q4. The first plate of the second capacitor C2 is connected to one end of the inductor L and the low-voltage battery 4, the other end of the inductor L is connected to the first end of the third switch tube Q3 and the first end of the fourth switch tube Q4, the second end of the third switch tube Q3 is connected to the first end of the first switch tube Q1 and the first end of the second switch tube Q2, and the second end of the fourth switch tube Q4 is connected to the secondary coil of the transformer T, the second plate of the second capacitor C2 and the low-voltage battery 4.

[0070] In the first working mode, the control module 14 controls the third switch tube Q3 and the fourth switch tube Q4 to remain turned on, so that the full-bridge topology unit 121 can form a phase-shifted full-bridge circuit with the transformer T and the first switch tube Q1 and the second switch tube Q2 to charge the low-voltage battery 4.

[0071] In order to achieve precise control of the on / off of the first switch tube Q1, the second switch tube Q2, the third switch tube Q3 and the fourth switch tube Q4 in the DC conversion module 16, in one example, Figure 8 As shown, the control module 14 may further include a fourth drive unit 145, which is connected to the main control unit 141 and the DC conversion module 16. Here, it can be understood that the fourth drive unit 145 is connected to the controlled ends of the first switch tube Q1, the second switch tube Q2, the third switch tube Q3 and the fourth switch tube Q4 in the DC conversion module 16. The main control unit 141 can determine the working mode of the integrated electrical system 1 based on the detection signal, and realize precise control of the on and off of the first switch tube Q1, the second switch tube Q2, the third switch tube Q3 and the fourth switch tube Q4 through the fourth drive unit 145 to ensure the reliability of the integrated electrical system 1 operating in the corresponding working mode.

[0072] Optionally, the first switch tube Q1, the second switch tube Q2, the third switch tube Q3, the fourth switch tube Q4 and the switches in the above-mentioned other modules / units can be N-type metal oxide semiconductor (NMOS) field effect transistors, P-type metal oxide semiconductor (PMOS) field effect transistors, insulated gate bipolar transistors (IGBTs), transistors, relay circuits or other devices or circuits that can achieve on-off functions. This application does not impose any specific restrictions on this.

[0073] In one example, if Figure 9 As shown, the integrated electrical system 1 also includes a pre-charging module 17 and a first capacitor C1. One end of the pre-charging module 17 is connected to the positive electrode of the high-voltage battery 2, the first plate of the first capacitor C1 is connected to the other end of the pre-charging module 17 and the rectifier module 12, and the second plate of the first capacitor is connected to the negative electrode of the high-voltage battery 2.

[0074] The first capacitor C1 is a bus capacitor. When the charging terminal 3 is not connected to the AC power supply, there is no current at both ends of the bus capacitor and the voltage is zero. When the charging terminal 3 is connected to the AC power supply, in order to avoid the high-voltage power grid directly charging the bus capacitor, which may cause the bus capacitor to be burned or even trip, the pre-charging module 17 provided in this application can pre-charge the first capacitor C1 to improve the safety of the connection between the charging terminal 3 and the AC power supply and the output voltage of the high-voltage battery 2, thereby ensuring the operation reliability of the integrated electrical system 1.

[0075] In one example, if Figure 10As shown, the pre-charge module 17 includes a resistor R, a third switch unit 171 and a fourth switch unit 172, one end of the resistor R is connected to the positive electrode of the high-voltage battery 5, the first end of the third switch unit 171 is connected to the other end of the resistor R, the second end of the third switch unit 171 is connected to the first plate of the first capacitor C1, the controlled end of the third switch unit 171 is connected to the control module 14, the first end of the fourth switch unit 172 is connected to the positive electrode of the high-voltage battery 2, the second end of the fourth switch unit 172 is connected to the first plate of the first capacitor C1 and the rectifier module 12, and the controlled end of the fourth switch unit 172 is connected to the control module 14.

[0076] In both the first and second operating modes, the control module 14 turns on the third switch unit 171 and turns off the fourth switch unit 172, allowing the high-voltage battery 2 to pre-charge the first capacitor C1 via the resistor R and the third switch unit 171. At this point, the voltage output by the high-voltage battery 2 is pre-charged and current-limited via the resistor R before flowing to the first capacitor C1. When pre-charging is complete, the control module 14 turns off the third switch unit 171 and turns on the fourth switch unit 172, then controls the on / off of the corresponding switches based on the current operating mode.

[0077] In order to achieve precise control over the on and off of the third switch unit 171, the fourth switch unit 172 and the second switch unit 122, in one example, the control module 14 may further include a fifth drive unit (not shown in the figure), and the fifth drive unit is connected to the main control unit 141 and the controlled ends of the third switch unit 171, the fourth switch unit 172 and the second switch unit 122. The main control unit 141 can determine the working mode of the integrated electrical system 1 based on the detection signal, and achieve on and off control of the third switch unit 171 and the fourth switch unit 172 through the fifth drive unit to achieve pre-charging, and then achieve precise control over the on and off of the second switch unit 122 through the fifth drive unit to ensure the reliability of the integrated electrical system 1 operating in the corresponding working mode.

[0078] In summary, the integrated electrical system 1 provided in this application can achieve charging and driving based on a single system, eliminating the need for independently operated drive and charging systems, thereby reducing manufacturing costs and reducing the footprint of the integrated electrical system 1 within the vehicle, thereby reducing the size and weight of the vehicle, and thereby improving the vehicle's power density level, efficiency, and performance. Furthermore, in both the first and second operating modes, the motor module 11 is in operation, improving the utilization rate of the on-board equipment. Secondly, control of multiple modules / units is achieved through a single control module 14, improving the real-time nature of communications and the concurrency and efficiency of data processing.

[0079] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0080] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0081] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. An integrated electrical system, applied to a vehicle, wherein the vehicle is equipped with a charging terminal, characterized in that: The integrated electrical system includes: Motor module; a rectifier module, the rectifier module being connected to the motor module and the high-voltage battery; a detection module, the detection module being connected to the charging terminal, the detection module being configured to detect the current of the charging terminal and generate a detection signal; and a control module, the control module being connected to the motor module, the rectifier module, and the detection module, the control module being configured to receive the detection signal and control the integrated electrical system to operate in a first operating mode or a second operating mode based on the detection signal; In the first operating mode, the control module controls the motor module to be disconnected from the branch where the charging terminal is located, the rectifier module is bypassed, and the high-voltage battery outputs voltage to the motor module; in the second operating mode, the control module controls the motor module to be connected to the branch where the charging terminal is located, the rectifier module is operated, and the charging terminal outputs voltage to the high-voltage battery via the motor module and the rectifier module; The rectifier module includes: a full-bridge topology unit, wherein a first end and a second end of the full-bridge topology unit are connected to the high-voltage battery, and a third end and a fourth end of the full-bridge topology unit are connected to the motor module; and a second switch unit, wherein a first end of the second switch unit is connected to the first end of the full-bridge topology unit, a second end of the second switch unit is connected to the third end of the full-bridge topology unit, and a controlled end of the second switch unit is connected to the control module; The integrated electrical system further comprises: a transformer, wherein the primary coil of the transformer is connected to the fifth terminal and the sixth terminal of the full-bridge topology unit; and a DC conversion module, one end of which is connected to the secondary coil of the transformer, and the other end of which is connected to the low-voltage battery; Among them, in the first working mode, the control module controls the second switch unit to be turned on so that the full-bridge topology unit is bypassed, and the full-bridge topology unit does not participate in the driving process between the high-voltage battery and the motor module. The full-bridge topology unit, the transformer and the DC conversion module form a phase-shifted full-bridge circuit to charge the low-voltage battery; in the second working mode, the control module controls the second switch unit to be turned off, and the full-bridge topology unit works. The DC power will achieve voltage matching through the buck-boost circuit composed of the full-bridge topology unit and the primary coil of the transformer, so that the DC power finally output by the full-bridge topology unit to the high-voltage battery can be suitable for the high-voltage battery.

2. The integrated electrical system according to claim 1, wherein: The motor module includes: Drive motor; a motor control unit, one end of which is connected to one end of the drive motor, and the other end of which is connected to one end of the rectifier module; and A first switch unit, wherein a first end of the first switch unit is connected to the other end of the drive motor, a second end of the first switch unit is connected to the charging terminal, and a controlled end of the first switch unit is connected to the control module.

3. The integrated electrical system according to claim 2, wherein: The first switch unit includes: a plurality of single-pole double-throw switches, wherein first ends of the plurality of single-pole double-throw switches are connected to the other end of the drive motor, second ends of the plurality of single-pole double-throw switches are connected to the charging terminal, third ends of the plurality of single-pole double-throw switches are respectively connected to each other to form a common node, and controlled ends of the plurality of single-pole double-throw switches are connected to the control module; Wherein, in the first working mode, the control module controls the first end of the single-pole double-throw switch to be connected to the third end of the single-pole double-throw switch; in the second working mode, the control module controls the first end of the single-pole double-throw switch to be connected to the second end of the single-pole double-throw switch.

4. The integrated electrical system according to claim 2, wherein: The integrated electrical system further comprises: A filter module, one end of the filter module is connected to the charging terminal, and the other end of the filter module is connected to the second end of the first switch unit.

5. The integrated electrical system according to claim 1, wherein: The DC conversion module includes: a step-down unit, wherein a first end of the step-down unit is connected to the low-voltage battery; a first switching tube, wherein a first end of the first switching tube is connected to a second end of the step-down unit, a second end of the first switching tube is connected to a secondary coil of the transformer, and a controlled end of the first switching tube is connected to the control module; and A second switching tube, wherein a first end of the second switching tube is connected to the third end of the step-down unit, a second end of the second switching tube is connected to the secondary coil of the transformer, and a controlled end of the second switching tube is connected to the control module.

6. The integrated electrical system according to any one of claims 1 to 5, characterized in that: The integrated electrical system further comprises: a pre-charging module, one end of which is connected to the positive electrode of the high-voltage battery; and A first capacitor, wherein a first plate of the first capacitor is connected to the other end of the pre-charging module and the rectifier module, and a second plate of the first capacitor is connected to the negative electrode of the high-voltage battery.

7. The integrated electrical system according to claim 6, wherein: The pre-charge module includes: a resistor, one end of which is connected to the positive electrode of the high-voltage battery; a third switch unit, wherein a first end of the third switch unit is connected to the other end of the resistor, a second end of the third switch unit is connected to the first plate of the first capacitor, and a controlled end of the third switch unit is connected to the control module; and A fourth switch unit, wherein the first end of the fourth switch unit is connected to the positive electrode of the high-voltage battery, the second end of the fourth switch unit is connected to the first plate of the first capacitor and the rectifier module, and the controlled end of the fourth switch unit is connected to the control module.

8. A vehicle, characterized in that: The vehicle includes a high-voltage battery, a low-voltage battery, and an integrated electrical system according to any one of claims 1 to 7, wherein the integrated electrical system is connected to the high-voltage battery and the low-voltage battery, respectively.

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