Integrated electrical system and vehicle

Abstract

The invention 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 the high-voltage battery; the detection module detects the current of the 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 and the branch where the charging terminal is located are disconnected, and the rectification module is bypassed; in the second working mode, the control module controls the motor module to be communicated with the branch where the charging terminal is located, and the rectifier module works. According to the system, charging and driving can be achieved based on one set of system, the manufacturing cost is reduced, the occupied area of the system in the vehicle is reduced, the size of the vehicle is reduced, the weight of the vehicle is reduced, and then the power density level of the vehicle is improved.

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 the vehicle to operate normally; 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 manufacturing cost. Summary of the invention

[0004] The present application provides an integrated electrical system and vehicle, aiming to solve the problem that the driving system and the charging system corresponding to the driving mode and the charging mode are two systems that operate independently of each other, occupy a large volume in the vehicle, resulting in a large vehicle weight and high manufacturing 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 a 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 a 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, with high detection accuracy. 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, with high adjustment flexibility and control accuracy. 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 operated driving systems and charging systems, thereby reducing the production cost and reducing the occupied area of ​​the integrated electrical system in the vehicle, thereby reducing the size 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, while further reducing the manufacturing 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, the AC power may be disturbed during transmission, generating harmonics. The filter module can filter out these high-frequency harmonics to reduce the distortion of the voltage and current waveforms, thereby protecting other electrical equipment in the integrated electrical system from damage. At the same time, the filter module can also effectively suppress and filter out the electromagnetic interference signals generated in the circuit of the integrated electrical system, protecting other sensitive electronic equipment inside the vehicle from the influence of 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 switch tube and a second switch tube; the first end of the step-down unit is connected to the low-voltage battery; the first end of the first switch tube is connected to the second end of the step-down unit, the second end of the first switch tube is connected to the secondary coil of the transformer, and the controlled end of the first switch tube is connected to the control module; the first end of the second switch tube is connected to the third end of the step-down unit, the second end of the second switch tube is connected to the secondary coil of the transformer, and the controlled end of the second switch 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 electrode 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 electrode 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 operating 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 It is a schematic diagram of a module structure of an integrated electrical system provided in an embodiment of the present application;

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

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

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

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

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

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

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

[0030] Fig.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 figure 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. Step-down 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 technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present 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 the present application, "multiple" means two or more than two.

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

[0035] At present, new energy vehicles are widely used in various scenarios instead of 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, which is more environmentally friendly. At the same time, new energy vehicles are intelligent, have higher energy efficiency conversion rate and lower maintenance cost, so more and more people are starting to use new energy vehicles as a means of transportation. New energy vehicles are usually equipped with power batteries to provide power sources for vehicles and drive motors. For example, the power battery will output direct current to the motor, and the motor controller (Motor Control Unit, MCU) will convert the direct current provided by the power battery into three-phase alternating current for the drive motor according to the target torque and speed sent by the vehicle control unit (VCU), so as to control the motor to complete functions such as starting, acceleration and deceleration, braking, energy recovery, etc., so as to ensure 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), which 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 direct current 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 a power source so that the vehicle can operate normally; when the vehicle is in charging mode, an off-board charging system or an 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 fixed places such as parking lots and garages. The off-board charging system can output direct current to charge the high-voltage battery, and the charging speed is fast, but the charging place is limited. In order to make charging more convenient, the 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 direct current to charge the high-voltage battery. The charging power level is low, and the charging time is long. It is usually only suitable for vehicles in an idle state.

[0038] At present, the driving system and charging system corresponding to the driving mode and charging mode in the vehicle in the related technology are two systems that operate independently of each other, that is, the inverter, motor, motor controller and other components in the vehicle operate in the driving mode. When the high-voltage battery is insufficient, the high-voltage battery is charged by the charging system (that is, an independent on-board charging system), and the DC converter is the same. In this way, the driving system and the charging system occupy a large area in the vehicle, resulting in an increase in the size, weight and production cost of the vehicle, and at this time, a greater driving force is required to achieve the same acceleration or driving performance, which leads to a lower power density level of 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 operated driving systems and charging systems, thereby reducing manufacturing costs and reducing the occupied area of ​​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 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] Among them, the detection module 13 is used to detect the current of the charging terminal 3 and generate a detection signal. The detection module 13 will send the detection signal to the control module 14. The control module 14 can determine the working mode that the integrated electrical system 1 currently needs to execute according to the received detection signal, and control the integrated electrical system 1 to work in the corresponding working mode to ensure the working reliability of the integrated electrical system 1. Here, it is worth noting that the working mode of the integrated electrical system 1 usually includes a first working mode and a second working mode, wherein the first working mode is a driving mode, at which time the high-voltage battery 2 outputs AC power to the motor module 11 to drive the motor module 11 to work; the second working mode is a charging mode, at which time the high-voltage battery 2 needs to be charged through the charging terminal 3.

[0043] Exemplarily, when the detection module 13 detects that there is no current in the charging terminal 3, the detection module 13 will send a detection signal indicating that there is no current in the charging terminal 3 to the control module 14. The control module 14 knows from the detection signal that the charging terminal 3 is not connected to the charging power source, that is, at this time, the control module 14 determines that the integrated electrical system 1 currently needs to execute the first working mode (i.e., the driving mode). In the first working mode, the control module 14 will control the motor module 11 to be disconnected from the branch where the charging terminal 3 is located, and at the same time control the rectifier module 12 to be bypassed, and the high-voltage battery 2 outputs voltage to the motor module 11, so that the integrated electrical system 1 works in the first working mode.

[0044] Exemplarily, when the detection module 13 detects that there is current at the charging terminal 3, the detection module 13 sends a detection signal indicating that there is current at the charging terminal 3 to the control module 14. The control module 14 learns from the detection signal that the charging terminal 3 is connected to the charging power source, that is, at this time, the control module 14 determines that the integrated electrical system 1 currently needs to execute the second working mode (i.e., the charging mode). In the second working mode, the control module 14 controls the motor module 11 to be connected to the branch where the charging terminal 3 is located, and controls the rectifier module 12 to work, and the charging terminal 3 outputs voltage to the high-voltage battery 2 through the motor module 11 and the rectifier module 12, so that the integrated electrical system 1 works in the second working 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 make 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, with high detection accuracy. The control module 14 can determine the working mode of the integrated electrical system 1 according to the detection signal, and correspondingly 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, 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 operated drive systems and charging systems, reducing the production cost, 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 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 11 is in a 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 working 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 will convert the DC power provided by the high-voltage battery 2 into three-phase AC power that meets the operation of the drive motor 111 according to the target torque and speed sent by the control module 14, so as to control the drive motor 111 to complete functions such as starting, acceleration and deceleration, braking, energy recovery, etc., so as to ensure the normal operation of the vehicle. In the second working mode, the drive motor 111 is connected to the branch where the charging terminal 3 is located, and the rectifier module 12 is working. At this time, the AC power supply will output 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 to charge the high-voltage battery 2. In this example, the drive motor 111 and the motor control unit 112 both participate in the first working mode and the second working mode, which improves the utilization rate of the drive motor 111 and the motor control unit 112.

[0048] Among them, 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). Multiple IGBTs are respectively connected to the drive motor 111 including the three-phase windings (Lu, Lv, Lw), and the controlled ends of the multiple IGBTs are connected to the control module 14. In the first working mode, the three-phase windings (Lu, Lv, Lw) are disconnected from the branch where the charging port 3 is located, and the multiple IGBTs will 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 to operate; in the second working mode, the three-phase windings (Lu, Lv, Lw) are connected to the branch where the charging port 3 is located. At this time, the three-phase windings (Lu, Lv, Lw) are used as inductors to form a power factor correction (Power Factor Correction, PFC) circuit together with multiple IGBTs to correct the power factor and reduce reactive power loss, thereby improving the overall power utilization rate. 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, and the multiple IGBTs here refer to the two half-bridges connected to the two windings (Lu, Lv) in the motor control unit 112.

[0049] Here, it is worth noting that reactive power will cause the power factor of the power grid (i.e., single-phase AC power supply or three-phase AC power supply) to decrease, which does not meet the power grid standard. For this reason, a PFC circuit is usually provided in the vehicle to effectively improve the power factor. In the second working 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 there is no need to set up an additional PFC circuit, further saving the production cost. Secondly, IGBT can support large current and high voltage, and is easy to switch. When the switch unit in the motor control unit 112 is IGBT, the stability of the current on 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 switch unit can also be a relay or other circuit with a switch function. This application does not make specific restrictions.

[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 working in the corresponding working mode.

[0051] Optionally, the main control unit 141 may be a microcontroller unit (MCU), or may reuse other control units in the vehicle, and this application does not impose any specific limitation 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 is connected to the other end of the drive motor 111 (such as Figure 3 The three-phase winding shown is connected to one end away from the motor control unit 112), the second end of the first switch unit 113 is connected to the charging terminal 3, and the controlled end of the first switch unit 113 is connected to the control module 14. In this example, the control module 14 controls the on-off state of the first switch unit 113 to achieve precise control of the on-off 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), and the first ends of the plurality of single-pole double-throw switches SPDT (i.e., Figure 4 The circle “○” shown in the figure is connected to the other end of the drive motor 111, and the second ends of the multiple single-pole double-throw switches SPDT (i.e. Figure 4 The triangle “△” shown in FIG. 1 is connected to the charging terminal 3, and the third terminals of the multiple single-pole double-throw switches SPDT (i.e., 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 to the three-phase windings (Lu, Lv, Lw) one by one.

[0054] Among them, in the first working mode, the control module 14 controls the first end of the single-pole double-throw switch SPDT to be connected with 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 connected to each other to form a common node A, that is, at this time, the drive motor 111 operates normally as a motor. In the second working mode, the control module 14 controls the first end of the single-pole double-throw switch SPDT to be connected with 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 forms a PFC circuit together with multiple IGBTs in the motor control unit 112. 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 manufacturing cost.

[0055] In order to achieve precise control of 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 also 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 working in the corresponding working mode.

[0056] In one example, if Figure 5As shown, the integrated electrical system 1 further includes a filter module 15, one end of which 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. The AC power may be disturbed during transmission, generating harmonics. The filter module 15 can filter out these high-frequency harmonics to reduce the distortion of the voltage and current waveforms, thereby protecting other electrical devices in the integrated electrical system 1 from damage. At the same time, the filter module 15 can also effectively suppress and filter out the electromagnetic interference signals generated in the circuit of the integrated electrical system 1, protecting other sensitive electronic devices inside the vehicle from the influence of 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 the present 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 accurate control of the second switch unit 122, as 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 achieve 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 operating in the corresponding working mode.

[0060] Among them, in the first working mode, the control module 14 controls the second switch unit 122 to be turned on so that the full-bridge topology unit 121 is bypassed, 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 working mode, the control module 14 controls the second switch unit 122 to be turned off, and the full-bridge topology unit 121 works, 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 working state of the full-bridge topology unit 121 by controlling the on and off of the second switch unit 122, and the control safety and flexibility are high.

[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 the four switching devices are symmetrically arranged between the positive and negative poles of the high-voltage battery to achieve bidirectional conversion of electric energy, wherein the controlled ends of the four switching devices are all connected to the third driving 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] Among them, in the first working mode, the control module 14 controls the first end of the single-pole double-throw switch SPDT in the first switch unit 113 to be connected 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 connected to each other to form a common node A, that is, at this time, the drive motor 111 operates normally as a motor, and the control module 14 controls the second switch unit 122 to be turned on, so that the full-bridge topology unit 121 is bypassed. The high-voltage battery 2 outputs voltage to the drive motor 111 through the second switch unit 122. At the same time, the motor control unit 112 will convert the DC power provided by the high-voltage battery 2 into three-phase AC power that meets the operation of the drive motor 111 according to the target torque and speed sent by the first drive unit 142, so as to control the drive motor 111 to complete functions such as starting, acceleration and deceleration, braking, energy recovery, etc., so as to ensure the 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 working mode, the control module 14 controls the first end of the single-pole double-throw switch SPDT in the first switch unit 113 to be connected 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) is used as an inductor to form a PFC circuit together with multiple IGBTs in the motor control unit 112. The control module 14 controls the second switch unit 122 to be turned off, so that the full-bridge topology unit 121 works, that is, 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 supply or the single-phase AC power supply is converted into DC power after the PFC circuit. In order to match the converted DC power with the ideal charging voltage of the high-voltage battery 2, the DC power will be matched with the voltage by the buck-boost circuit composed of the full-bridge topology unit 121 and the primary coil of the transformer T, so that the DC power finally output by the full-bridge topology unit 121 to the high-voltage battery 2 can be suitable for the high-voltage battery 2, so as to avoid the problem of overcharging or undercharging of the voltage provided by the external AC power supply, and ensure the charging reliability of the high-voltage battery 2.

[0065] Here, it is worth explaining that in the first working mode and the second working mode, the main control unit 141 will control the first driving unit 142, the second driving unit 143 and the third driving unit 144 according to the preset control logic, so as 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, so as to realize 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 work in the current working mode, which will not be elaborated 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 circuit for charging the low-voltage battery 4 and the circuit for charging the low-voltage battery 4 after the transformer T, the transformer T provided in the present application has a transformation ratio value set to a higher value, that is, the turns ratio between the primary and secondary of the transformer T is designed to be relatively large. To ensure that under the lowest voltage received by the primary coil of the transformer T, after the boosting effect of the transformer T, the voltage of the secondary coil can still reach or exceed the minimum working voltage required by the low-voltage battery 4 connected thereto, for example, so that the voltage value of 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 for charging the low-voltage battery 4. If the voltage of the transformer T after the boost is too high, the voltage can be reduced to a voltage that meets the working 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 the normal charging or power supply of the low-voltage battery 4 and the low-voltage electrical equipment, avoid the low charging efficiency or the equipment being unable to operate normally due to insufficient voltage, and improve the charging and power supply reliability of the low-voltage battery 4. It is worth noting here that the transformation ratio 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 the present 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 time-sharing, so as to ensure the operating reliability of the low-voltage battery 4 and the 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 working 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 other modules / units mentioned above can be N-type metal oxide semiconductor (NMOS) field effect transistors, P-type metal oxide semiconductor (PMOS) field effect transistors, insulated gate bipolar transistors (IGBT), transistors, relay circuits or other devices or circuits that can achieve on-off functions. This application does not make any specific restrictions on this.

[0073] In one example, if Fig. 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 burn out or even trip, the pre-charging module 17 provided in the present 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 operating reliability of the integrated electrical system 1.

[0075] In one example, if Fig.10As shown, the pre-charging 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 the first working mode and the second working mode, the control module 14 controls the third switch unit 171 to be turned on and the fourth switch unit 172 to be turned off, so that the high-voltage battery 2 pre-charges the first capacitor C1 through the resistor R and the third switch unit 171. At this time, the voltage output by the high-voltage battery 2 is pre-charged and current-limited through the resistor R and then flows to the first capacitor C1. When the pre-charging is completed, the control module 14 first controls the third switch unit 171 to be turned off and the fourth switch unit 172 to be turned on, and then controls the on and off of the corresponding switch according to the current working 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 also 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 on and off control 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 the present application can realize charging and driving based on a set of systems, without the need to set up independently operated driving systems and charging systems, thereby reducing the manufacturing cost and 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 further 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 11 is in a working state, which improves the utilization rate of the vehicle-mounted equipment. Secondly, the control of multiple modules / units is realized through a control module 14, which improves the real-time communication 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 assigned to 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 the present 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 only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, 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 contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. An integrated electrical system, applied to a vehicle, wherein the vehicle is provided with a charging terminal, characterized in that: The integrated electrical system comprises: Motor module; A rectifier module, the rectifier module is 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 used to detect the current of the charging terminal and generate a detection signal; and, A control module, the control module is connected to the motor module, the rectifier module and the detection module, 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; Among them, 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.

2. The integrated electrical system according to claim 1, characterized in that: The motor module comprises: 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, characterized in that: The first switch unit comprises: a plurality of single-pole double-throw switches, wherein the first ends of the plurality of single-pole double-throw switches are connected to the other end of the drive motor, the second ends of the plurality of single-pole double-throw switches are connected to the charging terminal, the third ends of the plurality of single-pole double-throw switches are respectively connected to each other to form a common node, and the controlled ends of the plurality of single-pole double-throw switches are connected to the control module; Among them, in the first working mode, the control module controls the first end of the single-pole double-throw switch to be connected with 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 with the second end of the single-pole double-throw switch.

4. The integrated electrical system according to claim 2, characterized in that: 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, characterized in that: The rectifier module comprises: 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 a first end of the full-bridge topology unit, a second end of the second switch unit is connected to a third end of the full-bridge topology unit, and a 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 be turned on so that the full-bridge topology unit is bypassed; in the second working mode, the control module controls the second switch unit to be turned off so that the full-bridge topology unit works.

6. The integrated electrical system according to claim 5, characterized in that: 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.

7. The integrated electrical system according to claim 6, characterized in that: The DC conversion module comprises: A step-down unit, wherein a first end of the step-down unit is connected to the low-voltage battery; a first switch tube, wherein a first end of the first switch tube is connected to a second end of the step-down unit, a second end of the first switch tube is connected to a secondary coil of the transformer, and a controlled end of the first switch tube is connected to the control module; and A second switch tube, wherein a first end of the second switch tube is connected to a third end of the step-down unit, a second end of the second switch tube is connected to a secondary coil of the transformer, and a controlled end of the second switch tube is connected to the control module.

8. The integrated electrical system according to any one of claims 1 to 7, 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 electrode plate of the first capacitor is connected to the other end of the pre-charging module and the rectifier module, and a second electrode plate of the first capacitor is connected to the negative electrode of the high-voltage battery.

9. The integrated electrical system according to claim 8, characterized in that: The pre-charging module comprises: 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 a first end of the fourth switch unit is connected to the positive electrode of the high-voltage battery, a second end of the fourth switch unit is connected to the first plate of the first capacitor and the rectifier module, and a controlled end of the fourth switch unit is connected to the control module.

10. A vehicle, characterized in that: The vehicle comprises a high-voltage battery, a low-voltage battery and an integrated electrical system as described in any one of claims 1 to 9, wherein the integrated electrical system is connected to the high-voltage battery and the low-voltage battery, respectively.

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