An integrated on-vehicle charger with wide-range output

Abstract

The present invention discloses an integrated in-vehicle charger with wide-range output, which includes an AC power switch, a charging drive integrated module, and a motor connected in sequence. The AC power switch is connected to the AC power grid and is turned on during charging or reverse power feeding to the AC power grid. The charging drive integrated module is connected to the in-vehicle power battery, and can convert alternating current into direct current to charge the power battery, or convert the direct current in the power battery into alternating current to supply power to the motor or the AC power grid. Based on the original motor drive power circuit, the present invention adds fewer components to realize the charging function, the motor drive function, and the inversion function, achieve wide-range voltage output, match different battery voltages, different motor drive powers, and different AC charging powers, reduce the power frequency leakage current, and simultaneously balance the EMC performance.

Description

Technical Field

[0001] The present invention relates to a charging circuit, and more particularly to an integrated in-vehicle charger with a wide range of outputs. Background Art

[0002] With the development of electric vehicles, the development of in-vehicle high-voltage components has entered the direction of integration, miniaturization, and low cost. Integrating high-voltage components together can bring many benefits such as reducing the high-voltage wiring harness of the whole vehicle, reducing the layout space of the whole vehicle, and lowering the system cost of the whole vehicle. The existing treatment method is to arrange some high-voltage components in a housing and share connectors, water channels, control circuits, etc., which can already bring significant benefits after the integration of high-voltage components. Further integration, miniaturization, and low cost require more targeted designs in the power topology circuit design.

[0003] Figure 1 is a typical high-voltage component architecture in current electric vehicles. After the high-voltage power battery is connected through PDU distribution, it is connected to each high-voltage component. The motor driver cooperates with the drive motor to convert the chemical energy of the power battery into mechanical energy to provide power for the vehicle to travel. The in-vehicle charger converts the energy of the AC power grid connected to the AC charging port into a voltage / current that matches the requirements of the power battery to charge the power battery.

[0004] Figure 2 is a typical application block diagram of the current motor drive module (INVERTER). The high-voltage DC voltage / current of the power battery is converted into AC voltage / current through the INVERTER and provided to the drive motor to drive the vehicle to travel.

[0005] Figure 3 is a typical topology circuit diagram of the current motor drive module (INVERTER). 301 is the power battery, 302 is the DC bus capacitor, 303 is the three-phase six-switch full bridge, and 304 is the drive motor. The core devices inside the INVERTER are the DC bus capacitor and the three-phase six-switch full bridge. It is necessary to determine the appropriate voltage / current parameters of the six-switch device according to the battery voltage level and the drive motor power level.

[0006] Therefore, designing an integrated in-vehicle charger with a wide range of outputs, which can not only realize the function of in-vehicle charging but also the function of in-vehicle motor drive; can share power devices to the greatest extent, and can freely match different battery voltage levels and power levels; does not cause additional voltage level and power level constraint requirements for external application matching, and well realizes the integration of the system circuit scheme of the charging function and the electric drive function; so as to be widely applied to the vehicle requirements of different voltage levels, different drive powers, and different charging powers is a technical problem urgently to be solved in the industry. Summary of the Invention

[0007] To solve the above-mentioned defects existing in the prior art, the present invention proposes an integrated in-vehicle charger with a wide-range output.

[0008] The technical solution adopted by the present invention is to design an integrated in-vehicle charger with a wide-range output, including an AC power switch, a charging drive integrated module, and a motor connected in sequence. The AC power switch is connected to the AC power grid and is turned on when charging or feeding power reversely to the AC power grid. The charging drive integrated module is connected to the in-vehicle power battery and can convert AC power into DC power to charge the power battery, or convert the DC power in the power battery into AC power to supply power to the motor or the AC power grid.

[0009] A filtering module is provided between the AC power switch and the charging drive integrated module. A power factor correction module is provided between the filtering module and the charging drive integrated module. The charging drive integrated module includes three bridge arms composed of 6 power switches. The positive busbar output by the power factor correction module is connected to the midpoint of the first bridge arm of the charging drive integrated module. The negative busbar output by the power factor correction module is connected to the negative busbar of the charging drive integrated module and the negative pole of the power battery. The positive busbar of the charging drive integrated module is connected to the positive pole of the power battery. The midpoints of the three bridge arms of the charging drive integrated module are connected to the motor. A high-frequency inductor is provided between the power factor correction module and the charging drive integrated module. A filtering circuit switching module is provided between the filtering module and the charging drive integrated module.

[0010] The filtering circuit switching module includes a Y-capacitor bank, a first switch K1, a second switch K2, and an X-capacitor bank. The charging drive integrated module is connected to the in-vehicle power battery through the positive busbar and the negative busbar. The Y-capacitor bank includes a first Y-capacitor Cy1 and a second Y-capacitor Cy2 connected in series between the positive busbar and the negative busbar. The midpoint of the first Y-capacitor Cy1 and the second Y-capacitor Cy2 is connected to one end of the first switch K1 and the second switch K2. The other end of the first switch K1 is grounded. The X-capacitor bank is connected to the live wire output by the filtering module, and the midpoint of the X-capacitor bank is connected to the other end of the second switch K2.

[0011] In a design scheme, the AC power grid is a three-phase AC power grid. The X-capacitor bank includes a first X-capacitor Cx1, a second X-capacitor Cx2, and a third X-capacitor Cx3. One ends of the first X-capacitor Cx1, the second X-capacitor Cx2, and the third X-capacitor Cx3 are respectively connected to the three live wires output by the filtering module, and the other ends of the first X-capacitor Cx1, the second X-capacitor Cx2, and the third X-capacitor Cx3 are connected to the midpoint of the X-capacitor bank.

[0012] In another design, the AC power grid is a single-phase AC power grid, the X-capacitor bank includes a first X-capacitor Cx1 and a second X-capacitor Cx2. One end of the first X-capacitor Cx1 and the second X-capacitor Cx2 are respectively connected to a live wire and a neutral wire output by the filtering module, and the other ends of the first X-capacitor Cx1 and the second X-capacitor Cx2 are connected to the midpoint of the X-capacitor bank.

[0013] The power factor correction module adopts one of a totem-pole PFC module, a bridge-type PFC module, and a three-phase bridge-type PFC module.

[0014] In one design, the high-frequency inductor is connected in series in the positive busbar output by the power factor correction module.

[0015] In another design, the charging drive integration module has three bridge arms. The high-frequency inductor includes three inductors 901. One ends of these three inductors are connected to the positive busbar output by the power factor correction module, and the other ends are respectively connected to the midpoints of the three bridge arms of the charging drive integration module. The three inductors are connected in series with a charging mode switching switch 902 having three pairs of contacts.

[0016] In another design, the high-frequency inductor includes two inductors, which are respectively connected in series in the positive busbar and the negative busbar output by the power factor correction module.

[0017] The beneficial effects of the technical solution provided by the present invention are as follows:

[0018] 1. A reasonable shared motor drive module is used to implement a power conversion circuit, which can achieve a wide range of voltage outputs; at the same time, the circuit modular design can easily match different battery voltages, different motor drive powers, and different AC charging powers.

[0019] 2. On the basis of the original motor drive power circuit, adding a small amount of circuit can achieve the AC charging function; the AC charging can be realized at low cost, especially for high-power AC charging.

[0020] 3. During the switching between the driving mode and the charging mode, there is no need to switch relays or contactors in the large current loop from the power battery to the driving motor, which reduces the cost and enhances the reliability of the electric drive function.

[0021] 4. It can easily achieve the adaptive switching between single-phase and three-phase charging, improving the market adaptability of the product. At the same time, according to actual needs, the working state of semiconductor switching devices is automatically adjusted to achieve as efficient as possible charging energy conversion.

[0022] 5. By adding a simple filter circuit switching device, the power frequency leakage current in the charging mode caused by the shared motor drive module can be effectively reduced, while taking into account the balance of EMC performance. Description of the Drawings

[0023] The present invention will be described in detail below in conjunction with embodiments and the accompanying drawings, where:

[0024] Figure 1 is the architecture diagram of high-voltage components of an existing electric vehicle;

[0025] Figure 2 is the application block diagram of the motor drive module in an existing electric vehicle;

[0026] Figure 3 is the circuit diagram of the motor drive module in an existing electric vehicle;

[0027] Figure 4 is the application block diagram after integrating the motor drive module and the charging module of the present invention;

[0028] Figure 5 is the circuit diagram of the output of the charging drive integration module with a boost circuit and a switch;

[0029] Figure 6 is the principle block diagram of a preferred embodiment of the present invention;

[0030] Figure 7 is the circuit diagram of a preferred embodiment of the present invention;

[0031] Figure 8 is a variant embodiment of a dual high-frequency inductor;

[0032] Figure 9 is an embodiment in which three high-frequency inductors are connected in series with a charging mode switching switch;

[0033] Figure 10 is an embodiment of single-phase input charging;

[0034] Figure 11 is another embodiment of single-phase input charging;

[0035] Figure 12 is an embodiment in which the power factor correction module adopts a three-phase BUCK type PFC circuit. Detailed implementation manners

[0036] In order to make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0037] Objective of the present invention: Through reasonable design of the high-voltage power conversion circuit and corresponding control methods, it is possible to achieve both the function of in-vehicle charging and the function of in-vehicle motor drive. At the same time, a reasonable power circuit integration scheme can not only share power devices to the greatest extent but also freely match different battery voltage levels and power levels. It does not impose additional voltage level and power level constraint requirements on external application matching, and a system circuit scheme integration of the charging function and the electric drive function is well achieved. So as to be widely applied to the vehicle requirements of different voltage levels, different driving powers, and different charging powers.

[0038] Figure 4 It is a typical application block diagram of a motor driver and charging integrated product. The drive and charging integrated product can not only convert the energy of the battery and provide it to the drive motor but also convert the energy of the AC power grid and provide it for battery charging.

[0039] The present invention discloses an integrated in-vehicle charger with wide-range output. Refer to Figure 6 , the integrated in-vehicle charger includes an AC power switch, a charging and driving integrated module, and a motor connected in sequence, where the AC power switch is connected to the AC power grid and is turned on during charging or reverse power feeding to the AC power grid; the charging and driving integrated module is connected to the in-vehicle power battery and can convert alternating current into direct current to charge the power battery, or convert the direct current in the power battery into alternating current to supply power to the motor or the AC power grid.

[0040] In a preferred embodiment, the charging and driving integrated module adopts a three-bridge-arm six-switch conversion module capable of bidirectional power transmission.

[0041] In a preferred embodiment, a filtering module is provided between the AC power switch and the charging and driving integrated module.

[0042] In a preferred embodiment, a power factor correction module is provided between the filtering module and the charging and driving integrated module. The charging and driving integrated module includes three bridge arms composed of 6 power switches. The positive busbar output by the power factor correction module is connected to the midpoint of the first bridge arm of the charging and driving integrated module. The negative busbar output by the power factor correction module is connected to the negative busbar of the charging and driving integrated module and the negative pole of the power battery. The positive busbar of the charging and driving integrated module is connected to the positive pole of the power battery. The midpoints of the three bridge arms of the charging and driving integrated module are connected to the motor.

[0043] In a preferred embodiment, a high-frequency inductor is provided between the power factor correction module and the charging and driving integrated module.

[0044] In a preferred embodiment, a filtering circuit switching module is provided between the filtering module and the charging and driving integrated module.

[0045] Refer toFigure 7 The circuit diagram of the preferred embodiment shown, the filter circuit switching module includes a Y-capacitor bank, a first switch K1, a second switch K2, and an X-capacitor bank; the charging drive integration module is connected to the in-vehicle power battery through the positive bus and the negative bus. The Y-capacitor bank includes a first Y-capacitor Cy1 and a second Y-capacitor Cy2 connected in series between the positive bus and the negative bus. The midpoint of the first Y-capacitor Cy1 and the second Y-capacitor Cy2 is connected to one end of the first switch K1 and the second switch K2, and the other end of the first switch K1 is grounded; the X-capacitor bank is connected to the live wire output by the filter module, and the midpoint of the X-capacitor bank is connected to the other end of the second switch K2.

[0046] The present invention can be applied to a three-phase AC power grid. Refer to Figure 7 、 8 、9、12. The X-capacitor bank includes a first X-capacitor Cx1, a second X-capacitor Cx2, and a third X-capacitor Cx3. One end of the first X-capacitor Cx1, the second X-capacitor Cx2, and the third X-capacitor Cx3 are respectively connected to the three live wires output by the filter module, and the other ends of the first X-capacitor Cx1, the second X-capacitor Cx2, and the third X-capacitor Cx3 are connected to the midpoint of the X-capacitor bank.

[0047] The present invention can also be used in a single-phase AC power grid. Refer to Figure 10 、 11 ,The X-capacitor bank includes a first X-capacitor Cx1 and a second X-capacitor Cx2. One end of the first X-capacitor Cx1 and the second X-capacitor Cx2 are respectively connected to a live wire and a neutral wire output by the filter module, and the other ends of the first X-capacitor Cx1 and the second X-capacitor Cx2 are connected to the midpoint of the X-capacitor bank.

[0048] The power factor correction module adopts one of a totem-pole PFC module, a bridge PFC module, and a three-phase bridge PFC module.

[0049] In some embodiments, the high-frequency inductor includes an inductor. Refer to Figure 7 、 10 、11、12. It is connected in series in the positive bus output by the power factor correction module.

[0050] In other embodiments, the charging drive integration module has three bridge arms, and the high-frequency inductor includes three inductors 901. Refer to Figure 9 ,One end of these three inductors is connected to the positive bus output by the power factor correction module, and the other ends are respectively connected to the midpoints of the three bridge arms of the charging drive integration module.

[0051] In still other embodiments, the three inductors are connected in series with a charging mode switching switch 902 having three pairs of contacts.

[0052] There are also some embodiments. Refer toFigure 8 , the high-frequency inductor includes two inductors, which are respectively connected in series in the positive bus and the negative bus output by the power factor correction module.

[0053] The following will describe various embodiments of the present invention in detail with reference to the accompanying drawings.

[0054] Figure 5 is the circuit diagram of the output of the charging drive integrated module with a boost circuit and a switch. 501 is the power battery, 502 is the motor, 503 is the AC grid input, 504 is the AC power switch and filter module, 505 is the PFC inductor, 506 is the three-phase six-switch full-bridge and DC bus capacitor, 507 is the first-stage BUCK converter, 508 is the DC switching relay, and 509 is the motor switch (when the motor needs to be driven, the controller controls this switch to conduct). This solution realizes the sharing of the three-phase six-switch full-bridge and DC bus capacitor in 506. 506, together with 505, 504, and 503, can realize the BOOST-type PFC function, raise the output voltage above the peak voltage of the AC grid, and at the same time realize the power factor correction function of the AC input current. The voltage selection of the three-phase six-switch device and the DC bus capacitor device in 506 is directly related to the peak voltage of the AC grid. With the BUCK bucking circuit of 507 and the DC switching relay 508, a wide range of output voltage coverage can be achieved. At the same time, when working in the charging mode, the motor switch 509 is disconnected to avoid the driving motor forming a rotating magnetic field and causing the motor to generate torque. When working in the driving mode, by closing the DC switching relay 508 and the motor switch 509, together with the charging drive integrated module (506), it constitutes Figure 3 the typical motor driver circuit in. Generally speaking, the charging power is less than the power of the driving motor, and the power / current requirements of the driving motor are directly related to the current parameter selection of the three-phase six-switch device and the DC bus capacitor in the charging drive integrated module (506). The voltage range of the power battery will also directly affect the voltage parameter selection of the three-phase six-switch device and the DC bus capacitor.

[0055] Figure 6It is a principle block diagram of a preferred embodiment of the present invention. The integrated in-vehicle charger with wide-range output is composed of an AC power switch, a filtering module, a power factor correction module, a high-frequency inductor, a charging drive integrated module, and a control module. Due to the working characteristics of the whole vehicle, the charging mode and the electric drive mode are completely separated and will not work simultaneously. The charging drive integrated module can be directly shared in the charging mode and the electric drive mode. Generally, the motor drive power is much greater than the charging power, and the design selection of the charging drive integrated module is determined by the motor drive power, current, and power battery voltage. In this integrated solution, on the basis of the charging drive integrated module necessary for the whole vehicle, an AC power switch, a filtering module, a power factor correction module, and a high-frequency inductor are added, and the AC charging function can be realized. The design selection of this additional part of power circuit devices can be flexibly selected according to the charging power, AC input current range, and AC input voltage range, and the matching with the power battery voltage will be completed by the charging drive integrated module. At the same time, in order to cope with the large power frequency leakage current when charging from the grid caused by sharing the charging drive integrated module, a filtering circuit switching module is added. The control module is responsible for the control of the power circuit and the switching circuit, as well as functions such as internal sampling, monitoring, and internal and external information interaction.

[0056] Figure 7This is the circuit diagram of a preferred embodiment of the present invention. 701 is a power battery, 702 is an electric motor, and 703 is a grid input, all of which are associated peripheral devices / components. 704 is an AC power switch and filtering module, which realizes the functions of AC input switching and EMC filtering. 705 is a power factor correction module, which is actually a three-phase BUCK-type PFC circuit and realizes the power factor correction function. 706 is a high-frequency inductor, which smooths the output current of the 705 module and is used for energy storage and high-frequency filtering functions. 707 is a charging drive integrated module, which is actually a three-phase six-switch full-bridge and DC bus capacitor circuit. In the charging mode, 707 works together with the 706 module to transfer energy to 701 for charging. In the electric drive mode, 707 can invert the energy of 701 to 702 to generate the power required for the vehicle to travel. 708 is a filtering circuit switching module, which consists of a Y-capacitor bank, a first switch K1, a second switch K2, and an X-capacitor bank. The Y-capacitor bank includes a first Y-capacitor Cy1 and a second Y-capacitor Cy2, and the X-capacitor bank includes a first X-capacitor Cx1, a second X-capacitor Cx2, and a third X-capacitor Cx3. In the charging mode, the connection between the midpoint of the Y-capacitor and the chassis is disconnected (the first switch K1 is opened), and the midpoint of the Y-capacitor is connected to the midpoint of the X-capacitor bank (the first switch K2 is closed). In the electric drive mode, the connection between the midpoint of the Y-capacitor and the midpoint of the X-capacitor bank is disconnected (the first switch K2 is opened), and the midpoint of the Y-capacitor is connected to the chassis (the first switch K1 is closed). Switching is performed between the two modes to balance the EMC performance and suppress the power frequency leakage current during AC charging. 709 is an AC input current sampling circuit, and through this current sampling, the power factor correction function of the AC input current is realized. 710 is a three-phase bridge arm current sampling circuit, and through this current sampling, the torque control function of the motor is realized. 711 is an output current sampling circuit, and through this current sampling, the constant current control function of the charging output current is realized. 712 is a control module, which performs sampling signal processing, driving timing control, internal monitoring, external interaction, etc. on the above internal circuits. By sampling the AC voltage and current, sampling the output DC bus voltage and current, and performing internal driving timing control, the functions of power factor correction and constant output voltage or current during AC charging are realized. By sampling the three-phase bridge arm current and the motor position signal, the functions of motor drive and torque control are realized.

[0057] In the three-phase AC input charging mode, 705 and 706 together achieve the power factor correction of the AC input current. Working together with 707, while achieving power factor correction, the output voltage can be either higher than the peak voltage of the AC power grid or lower than the peak voltage of the AC power grid, enabling a wide range of charging voltage outputs. 707 can perform switching conversion boost operation or direct-through operation according to the actual AC input voltage situation and the required output voltage. During direct-through operation, internal losses can be reduced to improve the efficiency of charging energy conversion. When 707 is in switching operation, it needs to synchronize the frequency and phase with the switch of 705 to reduce output fluctuations.

[0058] In the single-phase AC input charging mode, the switching circuit in 704 can only cut in and connect the zero and live wires of the single phase to two bridge arms in 705 to achieve compatibility with single-phase AC input charging operation. When in single-phase AC input, 706 and 707 modules together achieve the power factor correction of the AC input current. Working together with 705, while achieving power factor correction, the output voltage can be either higher than the peak voltage of the AC power grid or lower than the peak voltage of the AC power grid, enabling a wide range of charging voltage outputs. 705 can perform switching conversion buck operation or direct-through operation according to the actual AC input voltage situation and the required output voltage. During direct-through operation, internal losses can be reduced to improve the efficiency of charging energy conversion. When 705 is in switching operation, it needs to synchronize the frequency and phase with the switch of 707 to reduce output fluctuations. At the same time, when in single-phase AC input, the output power is relatively small, and the average working current corresponding to the inductor of 706 is relatively small, and the margin from the maximum allowable working current point of the 706 inductor design is relatively large. The switching frequency can be reduced, and while ensuring that the maximum current point of the 706 inductor design is not exceeded, the current fluctuation range of the 706 inductor during single-phase operation can be increased. Reducing the switching frequency will reduce the losses of the switching devices and improve the efficiency of energy conversion during charging.

[0059] In the electric drive mode, the switching devices in 705 are all in the off state without drive signals, and the half-switching devices in the three-phase bridge arms of 707 can operate according to the switching timing required by a general motor driver to drive the whole vehicle. There is no need to place an additional large-current relay in the electric drive circuit to switch the working mode, reducing system costs and enhancing product reliability.

[0060] The switches shown in the figure can be implemented using contactors, relays, semiconductor devices, etc. The diodes shown in the figure can also be replaced by MOSFETs or IGBTs in parallel with diodes. The IGBTs in the shown circuit can also be replaced by MOSFETs. The current sampling unit in the shown circuit can be implemented using circuits such as current mutual inductance transformers, Hall current transformers, and sampling resistors.

[0061] Figure 8It is a modified embodiment of a dual high-frequency inductor. The high-frequency inductor shown in 801 is symmetrically placed compared with 706, and the circuit and structure layout can be optimized to achieve better EMC performance. The sampling and control module is the same as that in Figure 7 and is not shown in the figure. The other parts shown are the same as those in Figure 7 in the relevant description.

[0062] Figure 9 It is an embodiment in which three high-frequency inductors are connected in series with a charging mode switching switch. The high-frequency inductor is shown in 901. 902 is the charging mode switching switch. 903 is the three-phase six-switch full-bridge and DC bus capacitor circuit of the motor drive module. Compared with 706, 901 includes three high-frequency inductors. After being connected in series with 902, they are respectively connected to the midpoints of the three bridge arms in 903. In the charging mode, the switch in 902 is closed, and the three bridge arms in 903 can all work to provide greater charging power. At the same time, by controlling the synchronous state of the three bridge arms in 903, the rotation magnetic field of the motor can be avoided, and the driving torque of the motor can be avoided. In the driving mode, the switch in 902 is disconnected to avoid the connection of the inductor in 901 affecting the motor drive performance. The sampling and control module is the same as that in Figure 7 and is not shown in the figure. The other parts shown are the same as those in Figure 7 in the relevant description.

[0063] Figure 10 It is an embodiment of single-phase input charging. 1001 is the AC power switch and filtering module, 1002 is the single-phase BUCK-type PFC circuit, 103 is the freewheeling diode, and 1004 is the high-frequency inductor. Compared with 704, 1001 is simplified to single-phase input. Compared with 705, 1002 is simplified to two bridge arms, and at the same time, the power semiconductor switch devices are reduced. 1003 can be used or deleted as needed. The implementation of 1004 is the same as that of 706, and it can also be deformed into the implementation of 801 or 901 plus 902. The sampling and control module is the same as that in Figure 7 and is not shown in the figure. The other parts shown are the same as those in Figure 7 in the relevant description.

[0064] Figure 11 It is another embodiment of single-phase input charging. Compared with 1102, the position of the power semiconductor switch device is adjusted in 1101. The sampling and control module is the same as that in Figure 7 and is not shown in the figure. The other parts shown are the same as those in Figure 7 in the relevant description.

[0065] Figure 12This is an embodiment where the power factor correction module adopts a three-phase BUCK type PFC circuit. 1201 is the three-phase BUCK type PFC circuit. 1202 is the added rectifier bridge arm. 1201 and 1202 cooperate to be directly compatible with three-phase input and single-phase input without additional input switching. 1203 is the high-frequency inductor. The implementation of 1203 is the same as that of 706 and can also be deformed into the implementation of 801 or 901 plus 902. The sampling and control module is basically the same as that in Figure 7 and is not shown in the figure. The other parts shown are the same as those in Figure 7 the relevant description.

[0066] The above embodiments are only for illustration and not for limitation. Any equivalent modification or change made without departing from the spirit and scope of this application shall be included in the scope of the claims of this application.

Claims

1. An integrated in-vehicle charger with wide-range output, characterized in that: It includes an AC power switch, a charging drive integrated module, and a motor connected in sequence. Among them the AC power switch is connected to the AC power grid and is turned on during charging or reverse power feeding to the AC power grid; the charging drive integrated module is connected to the in-vehicle power battery, and can convert alternating current into direct current to charge the power battery, or convert the direct current in the power battery into alternating current to supply power to the motor or the AC power grid; a filtering module is provided between the AC power switch and the charging drive integrated module; a filtering circuit switching module is provided between the filtering module and the charging drive integrated module; the filtering circuit switching module includes a Y-capacitor bank, a first switch K1, a second switch K2, and an X-capacitor bank; the charging drive integrated module is connected to the in-vehicle power battery through a positive bus bar and a negative bus bar. The Y-capacitor bank includes a first Y-capacitor Cy1 and a second Y-capacitor Cy2 connected in series between the positive bus bar and the negative bus bar. The midpoint of the first Y-capacitor Cy1 and the second Y-capacitor Cy2 is connected to one end of the first switch K1 and the second switch K2, and the other end of the first switch K1 is grounded; the X-capacitor bank is connected to the live wire output by the filtering module, and the midpoint of the X-capacitor bank is connected to the other end of the second switch K2.

2. The integrated in-vehicle charger with wide-range output according to claim 1, characterized in that: a power factor correction module is provided between the filtering module and the charging drive integrated module; the charging drive integrated module includes three arms composed of 6 power switches. The positive bus bar output by the power factor correction module is connected to the midpoint of the first arm of the charging drive integrated module. The negative bus bar output by the power factor correction module is connected to the negative bus bar of the charging drive integrated module and the negative pole of the power battery. The positive bus bar of the charging drive integrated module is connected to the positive pole of the power battery. The midpoints of the three arms of the charging drive integrated module are connected to the motor.

3. The integrated in-vehicle charger with wide-range output according to claim 2, characterized in that: a high-frequency inductor is provided between the power factor correction module and the charging drive integrated module; 4. The integrated in-vehicle charger with wide-range output according to claim 1, characterized in that: the AC power grid is a three-phase AC power grid. The X-capacitor bank includes a first X-capacitor Cx1, a second X-capacitor Cx2, and a third X-capacitor Cx3. One ends of the first X-capacitor Cx1, the second X-capacitor Cx2, and the third X-capacitor Cx3 are respectively connected to the three live wires output by the filtering module, and the other ends of the first X-capacitor Cx1, the second X-capacitor Cx2, and the third X-capacitor Cx3 are connected to the midpoint of the X-capacitor bank.

5. The integrated in-vehicle charger with wide-range output according to claim 1, characterized in that: the AC power grid is a single-phase AC power grid. The X-capacitor bank includes a first X-capacitor Cx1 and a second X-capacitor Cx2. One ends of the first X-capacitor Cx1 and the second X-capacitor Cx2 are respectively connected to a live wire and a neutral wire output by the filtering module, and the other ends of the first X-capacitor Cx1 and the second X-capacitor Cx2 are connected to the midpoint of the X-capacitor bank.

6. The integrated in-vehicle charger with wide-range output according to claim 2, characterized in that: the power factor correction module adopts one of a totem pole PFC module, a bridge-type PFC module, and a three-phase bridge-type PFC module; 7. The integrated in-vehicle charger with wide-range output according to claim 3, characterized in that: the high-frequency inductor is connected in series in the positive bus bar output by the power factor correction module; 8. The integrated in-vehicle charger with wide-range output according to claim 7, characterized in that: the charging drive integrated module has three arms. The high-frequency inductor includes three inductors (901). One ends of these three inductors are connected to the positive bus bar output by the power factor correction module, and the other ends are respectively connected to the midpoints of the three arms of the charging drive integrated module.

9. The integrated in-vehicle charger with wide-range output according to claim 8, characterized in that: The three inductors are connected in series with a charging mode switching switch (902) having three pairs of contacts.

10. The integrated in-vehicle charger with wide-range output according to claim 3, characterized in that: The high-frequency inductor includes two inductors, which are respectively connected in series in the positive bus and the negative bus output by the power factor correction module.

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