Integrated electrical system and vehicle

Abstract

The utility model provides an integrated electrical system and a vehicle, and belongs to the technical field of vehicles, the integrated electrical system comprises a driving motor, a motor controller, a switch module and a control module; the driving motor comprises first, second and third windings; the control module acquires current information of the charging terminal, and controls the integrated electrical system to work in a first or second working mode based on the current information; in the first working mode, the switch module is switched off; and in the second working mode, the switch module is switched on, and the driving motor, the motor controller and the switch module form a power factor correction circuit. Charging and driving are achieved based on a set of integrated electrical system so as to reduce the manufacturing cost and the size, secondly, in the charging mode and the driving mode, the driving motor and the motor controller are both in the working state, and the driving motor, the motor controller and the switch module can form a PFC circuit in the second working mode so as to correct the power factor. The utilization rate is improved, and the problem of resource waste is avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, and more particularly, to an integrated electrical system and vehicle. BACKGROUND

[0002] New energy vehicles are generally configured with power batteries. When the vehicle is in a driving mode, the power battery provides a power source for the vehicle to enable the vehicle to operate normally. When the vehicle is in a charging mode, a non-vehicle-mounted charging system or a vehicle-mounted charger is used to charge the power battery.

[0003] However, the driving system and the charging system corresponding to the driving mode and the charging mode in the related art are two sets of systems that operate independently of each other, the manufacturing cost is relatively high, the utilization rate of the vehicle-mounted equipment is relatively low, there is a certain waste of resources, and the power utilization rate is relatively low when the independent charging system is working. UTILITY MODEL CONTENT

[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 sets of systems that operate independently of each other, the manufacturing cost is relatively high, the utilization rate of the vehicle-mounted equipment is relatively low, there is a certain waste of resources, and the power utilization rate is relatively low when the independent charging system is working.

[0005] In a first aspect, an integrated electrical system is provided, comprising a driving motor, a motor controller, a switching module, and a control module; the driving motor comprises a first winding, a second winding, and a third winding, one end of the first winding, one end of the second winding, and one end of the third winding are connected to each other to form a common node, the common node is connected to a charging terminal; the motor controller is connected to the other end of the first winding, the other end of the second winding, and the other end of the third winding; the switching module is connected to the motor controller, the charging terminal, and a high-voltage battery; the control module is connected to the driving motor, the motor controller, the switching module, and the charging terminal, and is configured to acquire current information of the charging terminal and control the integrated electrical system to operate in a first operating mode or a second operating mode based on the current information; in the first operating mode, the control module controls the switching module to be turned off, so that the charging terminal is suspended, and the high-voltage battery outputs a voltage to the driving motor; in the second operating mode, the control module controls the switching module to be turned on, the driving motor, the motor controller, and the switching module form a power factor correction circuit, and the charging terminal outputs a voltage to the high-voltage battery through the driving motor, the motor controller, and the switching module.

[0006] In the technical solution, the control module can acquire the current information of the charging terminal in real time, determine the working mode of the integrated electrical system based on the current information, and correspondingly switch the working state of the switch module, so as to realize the adjustment and control of the working mode of the integrated electrical system, and the adjustment flexibility is high. In this way, the application can realize charging and driving based on a set of integrated electrical system, without setting an independently operated driving system and a charging system, thereby reducing the manufacturing cost, reducing the occupied area of the integrated electrical system in the vehicle, and reducing the volume and weight of the vehicle, thereby improving the power density level, efficiency and performance of the vehicle. In addition, in the first working mode and the second working mode, the driving motor and the motor controller are in the working state, and the driving motor and the motor controller can also be used in cooperation with the switch module to form a PFC circuit in the second working mode to correct the power factor, thereby reducing the loss of reactive power and the power grid, improving the overall efficiency of the integrated electrical system, improving the charging reliability of the high-voltage battery and the overall power utilization, and further improving the utilization rate of the driving motor and the motor controller, thereby avoiding the problem of resource waste.

[0007] In combination with the first aspect, in some possible implementation manners, the switch module comprises a first switch unit and a second switch unit; a first end of the first switch unit is connected with the motor controller and the high-voltage battery, and a controlled end of the first switch unit is connected with the control module; a first end of the second switch unit is connected with a second end of the first switch unit and the charging terminal, a second end of the second switch unit is connected with the motor controller and the high-voltage battery, and a controlled end of the second switch unit is connected with the control module; in the first working mode, the control module controls the first switch unit and the second switch unit to be turned off; and in the second working mode, the control module controls the first switch unit and the second switch unit to be turned on.

[0008] In the technical solution, in different working modes, the control module controls the on-off state of the first switch unit and the second switch unit, thereby correspondingly controlling the on-off state of the switch module, to realize the precise control of the switch module. In addition, in the second working mode, the control module controls the first switch unit and the second switch unit to be intermittently turned on, so that the first switch unit, the second switch unit, the driving motor and the motor controller together constitute a PFC circuit, to adjust the waveform of the input current provided by the charging terminal, so that the waveform of the input current can be consistent with the waveform of the input voltage, so that the phase difference between the input current and the input voltage is zero, thereby achieving the purpose of correcting the power factor, and the switching action of the intermittent turning on of the first switch unit and the second switch unit can effectively reduce the harmonic component in the input current, thereby reducing the loss of the power grid.

[0009] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the first switch unit comprises any one of a hardware switch, a metal oxide semiconductor field effect transistor, an insulated gate bipolar transistor, a triode or a relay; and / or, the second switch unit comprises any one of a hardware switch, a metal oxide semiconductor field effect transistor, a triode, an insulated gate bipolar transistor or a relay.

[0010] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the integrated electrical system further comprises a filtering module, the filtering module being connected with the charging terminal, the switching module and the common node.

[0011] In the above technical solution, the alternating current may be disturbed during transmission and generate harmonics, and the filtering module 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 from damage. At the same time, the filtering module can also effectively suppress and filter out electromagnetic interference signals generated in the circuit of the integrated electrical system, thereby protecting other sensitive electronic devices inside the vehicle from external electromagnetic noise.

[0012] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the integrated electrical system further comprises a rectifying module, the rectifying module comprising a full-bridge topology unit and a third switch unit; a first end and a second end of the full-bridge topology unit being connected with the high-voltage battery, a third end and a fourth end of the full-bridge topology unit being connected with the switching module, a first end of the third switch unit being connected with the first end of the full-bridge topology unit, a second end of the third switch unit being connected with the third end of the full-bridge topology unit, and a controlled end of the third switch unit being connected with the control module; wherein, in the first working mode, the control module controls the third switch unit to be turned on, and the full-bridge topology unit is bypassed; and in the second working mode, the control module controls the third switch unit to be turned off, and the full-bridge topology unit works.

[0013] In the above technical solution, the control module can precisely control the working state of the full-bridge topology unit by controlling the on-off state of the third switch unit, and the control safety and flexibility are relatively high.

[0014] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the integrated electrical system further comprises a transformer and a direct current conversion module; a primary coil of the transformer being connected with a fifth end and a sixth end of the full-bridge topology unit; one end of the direct current conversion module being connected with a secondary coil of the transformer, and the other end of the direct current conversion module being connected with the low-voltage battery.

[0015] In the technical solution, in the second working mode, the direct current converted by the PFC circuit passes through the boost-buck circuit composed of the full-bridge topology unit and the primary coil of the transformer to realize voltage matching, so that the direct current output from the full-bridge topology unit to the high-voltage battery can be suitable for the high-voltage battery, thereby avoiding the problems of overcharging or undercharging caused by the voltage provided by the external alternating power supply, and ensuring the charging reliability of the high-voltage battery.

[0016] With reference to the first aspect and the implementation manner above, in some possible implementation manners, the direct current conversion module comprises a buck unit, a first switch tube and a second switch tube; the first end of the buck unit is connected with the low-voltage battery; the first end of the first switch tube is connected with the second end of the buck unit, the second end of the first switch tube is connected with the secondary coil of the transformer, and the controlled end of the first switch tube is connected with the control module; the first end of the second switch tube is connected with the third end of the buck unit, the second end of the second switch tube is connected with the secondary coil of the transformer, and the controlled end of the second switch tube is connected with the control module.

[0017] In the technical solution, the integrated electrical system can complete the driving mode and the charging mode in time sharing, and reliably supply power to the low-voltage battery and the low-voltage electrical equipment, so as to ensure the operation reliability of the low-voltage battery and the low-voltage electrical equipment.

[0018] With reference to the first aspect and the implementation manner above, in some possible implementation manners, the integrated electrical system further comprises a pre-charging module and a first capacitor; one end of the pre-charging module is connected with the positive electrode of the high-voltage battery; the first plate of the first capacitor is connected with the other end of the pre-charging module and the first end of the full-bridge topology unit, and the second plate of the first capacitor is connected with the second end of the full-bridge topology unit and the negative electrode of the high-voltage battery.

[0019] In the technical solution, the pre-charging module can pre-charge the first capacitor, so as to improve the safety of the charging terminal connected with the alternating power supply and the output voltage of the high-voltage battery, and further ensure the operation reliability of the integrated electrical system.

[0020] With reference to the first aspect and the implementation manner above, in some possible implementation manners, the pre-charging module comprises a resistor, a fourth switch unit and a fifth switch unit, one end of the resistor is connected with the positive electrode of the high-voltage battery; the first end of the fourth switch unit is connected with the other end of the resistor, the second end of the fourth switch unit is connected with the first plate of the first capacitor, and the controlled end of the fourth switch unit is connected with the control module; the first end of the fifth switch unit is connected with the positive electrode of the high-voltage battery, the second end of the fifth switch unit is connected with the first plate of the first capacitor and the first end of the full-bridge topology unit, and the controlled end of the fifth switch unit is connected with the control module.

[0021] 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

[0022] Figure 1 This is a schematic diagram of the module structure of an integrated electrical system provided in an embodiment of the present application;

[0023] Figure 2 This is a schematic diagram of the circuit structure of an integrated electrical system provided in an embodiment of the present application;

[0024] Figure 3 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0025] Figure 4 This is a circuit structure diagram of another integrated electrical system provided in an embodiment of the present application;

[0026] Figure 5 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0027] Figure 6 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0028] Figure 7 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0029] Figure 8 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0030] Figure 9 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0031] Figure 10 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of the present application;

[0032] Figure 11 This is a circuit structure diagram of another integrated electrical system provided in an embodiment of the present application.

[0033] Among them, the reference numerals in the figures are:

[0034] 1, integrated electrical system; 11, drive motor; 12, motor controller; 13, switch module; 131, first switch unit; 132, second switch unit; 14, control module; 141, detection unit; 142, main control unit; 143, first drive unit; 144, second drive unit; 145, third drive unit; 146, fourth drive unit; 15, filter module; 16, rectifier module; 161, full-bridge topology unit; 162, third switch unit; 17, DC conversion module; 171, step-down unit; 18, pre-charge module; 181, fourth switch unit; 182, fifth switch unit; 2, high-voltage battery; 3, charging terminal; U, first winding; V, second winding; W, third winding; A, common node; B, connection point; T, transformer; Q1, first switch tube; Q2, second switch tube; Q3, third switch tube; Q4, fourth switch tube; L, inductor; C1, first capacitor; C2, second capacitor; R, resistor. DETAILED DESCRIPTION

[0035] The technical solutions in the present application will be described in detail below with reference to the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent: A exists alone, A and B exist together, and B exists alone, and in addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0036] Hereinafter, the terms "first", "second" are only used for description purposes, and cannot be understood as implying or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features.

[0037] At present, new energy vehicles instead of internal combustion engine vehicles are widely used in various scenes. Compared with internal combustion engine vehicles, new energy vehicles produce less noise during driving and do not directly emit exhaust gas, and have higher environmental protection. At the same time, new energy vehicles are more intelligent, have higher energy conversion efficiency, and have lower maintenance cost, so more and more people begin to use new energy vehicles as a means of transportation. New energy vehicles are usually configured with power batteries to provide power sources for vehicles and drive motors. For example, the power battery outputs direct current to the motor, and the motor controller (MCU) converts the direct current provided by the power battery into three-phase alternating current for driving the motor to run 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, accelerating / decelerating, braking, energy recovery, etc., thereby ensuring the normal operation of the vehicle.

[0038] New energy vehicles are usually configured with two sets of electrical systems, high-voltage and low-voltage. Among them, the high-voltage electrical system is provided with a high-voltage battery (such as a power battery), which is used to supply power to high-power electrical equipment (such as a motor) in the vehicle to drive the vehicle to keep 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 control unit, and the charging voltage is usually about several hundred volts. The low-voltage electrical system is provided with a low-voltage battery (such as a 12V storage battery) and a direct current converter (DCDC), which can convert high-voltage power of the high-voltage battery into low-voltage power to meet the transmission / control of signals in the vehicle, for example, the low-voltage power can supply power to the signal / control part in the electronic control unit (ECU) of the motor controller, the vehicle control unit, the battery management system (BMS), the on-board charger (OBC), the vehicle entertainment system and the lighting system, etc. to meet the transmission / control of signals in these electronic devices.

[0039] When the vehicle is in the driving mode, the high-voltage battery provides a power source for the vehicle to enable the vehicle to operate normally; when the vehicle is in the charging mode, the power battery is charged by using a non-vehicle charging system or a vehicle charging machine, wherein the non-vehicle charging system is integrated in a charging pile or a large charging machine, and is usually installed in a fixed place such as a parking lot, a garage, etc. The non-vehicle charging system can output direct current to charge the high-voltage battery, and the charging speed is relatively fast, but the charging place is limited. In order to make the charging more convenient, the vehicle charging machine can make the vehicle no longer rely on the charging pile. The vehicle charging machine is usually directly installed on the vehicle. After the vehicle is connected to three-phase or single-phase alternating current, the vehicle charging system can convert the three-phase or single-phase alternating current into direct current to charge the high-voltage battery. The charging power level is low, and the charging time is long, and it is usually only suitable for vehicles in an idle state.

[0040] At present, the driving system and the charging system corresponding to the driving mode and the charging mode in the vehicle in the related technology are two sets of systems running independently, that is, the components such as the inverter, the motor and the motor controller in the vehicle run in the driving mode. When the high-voltage battery energy is insufficient, the high-voltage battery is charged by the charging system (that is, an independent set of vehicle charging system), and the direct current converter is the same. In this way, the utilization rate of the vehicle-mounted equipment (such as the motor, the motor controller, etc.) is low, and there is a certain waste of resources. Moreover, the driving system and the charging system occupy a large area in the vehicle, which leads to an increase in the volume, weight and manufacturing cost of the vehicle. At the same time, a larger driving force is needed to achieve the same acceleration or driving performance, which further leads to a lower power density level of the vehicle. Moreover, the independent charging system has a low electric energy utilization rate when working, which leads to a large loss of the power grid.

[0041] Therefore, the embodiments of the present application provide an integrated electrical system and a vehicle, which can realize charging and driving based on one set of integrated electrical system to reduce the manufacturing cost and the volume. In addition, in the charging mode and the driving mode, the driving motor and the motor controller are in the working state, and the driving motor, the motor controller and the switching module can also form a PFC circuit in the second working mode to correct the power factor, which improves the utilization rate of the driving motor and the motor controller and avoids the problem of resource waste.

[0042] The integrated electrical system and the vehicle provided by the embodiments of the present application will be described below with reference to the accompanying drawings.

[0043] The embodiments of the present application provide a vehicle. In one example, as shown in Figure 1As shown, the vehicle is provided with an integrated electrical system 1, a high-voltage battery 2 and a charging terminal 3, the integrated electrical system 1 is connected with the high-voltage battery 2 and the charging terminal 3, when the vehicle needs to be in the driving mode, the integrated electrical system 1 can enable the high-voltage battery 2 to provide a power source for the vehicle to enable the vehicle to operate normally, when the vehicle needs to be in the charging mode, the charging terminal 3 charges the high-voltage battery 2 through the integrated electrical system 1, that is, the vehicle provided by the application can realize charging and driving through an integrated electrical system 1. Here, it can be understood that the charging terminal 3 is an interface configured on the vehicle, and the vehicle can be externally connected to a charging power supply through the charging terminal 3 to charge the high-voltage battery 2 in the vehicle.

[0044] In order to enable the application to realize charging and driving based on a set of integrated electrical system 1, in one example, as shown in the figure, Figure 2 As shown, the integrated electrical system 1 can include a driving motor 11, a motor controller 12, a switching module 13 and a control module 14, the driving motor 11 includes a first winding U, a second winding V and a third winding W, one end of the first winding U, one end of the second winding V and one end of the third winding W are connected to each other to form a common node A, the common node A is connected with the charging terminal 3, the motor controller 12 is connected with the other end of the first winding U, the other end of the second winding V and the other end of the third winding W, the switching module 13 is connected with the motor controller 11, the charging terminal 3 and the high-voltage battery 2, and the control module 14 is connected with the driving motor 11, the motor controller 12, the switching module 13 and the charging terminal 3.

[0045] Here, it is worth noting that the charging terminal 3 in the application is a two-phase alternating current terminal, that is, the charging terminal 3 corresponds to a two-phase alternating current power supply, and the charging terminal 3 will supply one phase (for example, as shown in Figure 2 L1) to the driving motor 11, that is, in the second working mode, the driving motor 1 is connected to a single-phase alternating current, and the other phase (for example, as shown in Figure 2 L1) is used to output to the switching module 13.

[0046] In this example, the control module 14 is configured to obtain current information of the charging terminal 3, and determine a working mode currently required by the integrated electrical system 1 based on the current information, so as to control the integrated electrical system 1 to work in the corresponding working mode, thereby ensuring 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 the driving mode, at this time the high-voltage battery 2 outputs alternating current to the driving motor 11 to drive the driving motor 11 to work; the second working mode is the charging mode, at this time the high-voltage battery 2 needs to be charged through the charging terminal 3.

[0047] For example, when the current information acquired by the control module 14 indicates that there is no current at the charging terminal 3 at this time, the control module 14 determines, according to the current information, that the charging terminal 3 is not connected with the charging power supply at this time, i.e., the control module 14 determines that the integrated electrical system 1 currently needs to execute the first working mode (i.e., the driving mode) at this time. In the first working mode, the control module 14 controls the switch module 13 to be off, i.e., the switch module 13 does not work at this time, so that the high-voltage battery 2 can output voltage to the driving motor 11, so that the integrated electrical system 1 works in the first working mode. It should be pointed out that, in the first working mode, when the switch module 13 is off, the other phase alternating current connected with the charging terminal 3 of the switch module 13 at this time cannot be accessed, so that the charging terminal 3 is in a suspended state at this time, and the charging terminal 3 cannot provide power for the equipment (i.e., it cannot charge the high-voltage battery 2) and no current passes through, avoiding the problem that, in the first working mode, when the high-voltage battery 2 outputs voltage to the driving motor 11, the charging terminal 3 also outputs power, causing system failure. In this way, when the control module 14 controls the switch module 13 to be off, not only can the power transmission path be provided for the high-voltage battery 2, but also the charging terminal 3 can be suspended, so as to improve the stability of the integrated electrical system 1 working in the first working mode.

[0048] Optionally, in order to further improve the stability of the integrated electrical system 1 working in the first working mode, a charging relay can also be added between the common node A of the driving motor 11 and the charging terminal 3, which is controlled by the control module 14. In the first working mode, the control module 14 also controls the charging relay to be off synchronously, so that the driving motor 11 and the charging terminal 3 are disconnected, thereby further improving the stability of the integrated electrical system 1 working in the first working mode.

[0049] For example, when the current information acquired by the control module 14 indicates that there is current at the charging terminal 3 at this time, the control module 14 determines, according to the current information, that the charging terminal 3 has been connected with the charging power supply at this time, i.e., the control module 14 determines that the integrated electrical system 1 currently needs to execute the second working mode (i.e., the charging mode) at this time. In the second working mode, the control module 14 controls the switch module 13 to be on, so that the other phase alternating current connected with the charging terminal 3 of the switch module 13 at this time can be accessed, so that the charging terminal 3 is out of the suspended state, and simultaneously, as shown in the figure, the power source accessed by the driving motor 11 is a single-phase alternating current power source, at this time, the first winding U and the second winding V of the driving motor 11 form a power factor correction circuit (PFC) with the motor controller 12 and the switch module 13, and the charging terminal 3 outputs voltage to the high-voltage battery 2 through the driving motor 11, the motor controller 12 and the switch module 13, so that the integrated electrical system 1 works in the second working mode. Figure 2 ​

[0050] It is worth mentioning that the reactive power will cause the power factor of the power grid (i.e. single-phase alternating power supply) to decrease, which does not meet the power grid standard, and the driving motor 11 is a nonlinear load, which will cause the input current waveform provided by the charging terminal 3 to be distorted in the second working mode, thereby generating harmonics, which not only increases the loss of the power grid, but also causes interference to the normal work of other circuit modules in the integrated electrical system 1. Therefore, in the second working mode, the first winding U, the second winding V, the motor controller 12 and the switching module 13 in the driving motor 11 of the present application can form a PFC circuit together, at this time, the single-phase alternating current provided by the charging terminal 3 will be converted into direct current through the PFC circuit formed by the driving motor 11, the motor controller 12 and the switching module 13, and then output to the high-voltage battery 2. In this way, the input current provided by the charging terminal 3 can be adjusted through the PFC circuit, so that the input current is in phase with the input voltage, thereby correcting the power factor to reduce the loss of the reactive power, thereby improving the overall efficiency of the integrated electrical system 1, and the PFC circuit can also reduce the harmonic components in the input current provided by the charging terminal 3, thereby reducing the loss of the power grid, thereby improving the charging reliability of the high-voltage battery 2 and the overall power utilization rate. Secondly, the PFC circuit can also reduce electromagnetic interference (EMI) to improve the electromagnetic compatibility (EMC) of the integrated electrical system 1, thereby improving the working stability of the entire integrated electrical system 1 to improve the operation reliability of the vehicle.

[0051] In summary, the control module 14 can obtain the current information of the charging terminal 3 in real time to determine the working mode of the integrated electrical system 1 based on the current information, and correspondingly switch the working state of the switch module 13, so as to realize the adjustment and control of the working mode of the integrated electrical system 1, and the adjustment flexibility is high. In this way, the application can realize charging and driving based on a set of integrated electrical system 1, without setting up an independently running driving system and a charging system, which reduces the manufacturing cost, and at the same time reduces the occupied area of the integrated electrical system 1 in the vehicle, thereby reducing the volume of the vehicle and the weight of the vehicle, and further improving the power density level, efficiency and performance of the vehicle. Secondly, in the first working mode and the second working mode, the driving motor 11 and the motor controller 12 are in working state, and the driving motor 11 and the motor controller 12 can also be used in cooperation with the switch module to form a PFC circuit in the second working mode to correct the power factor, thereby reducing the loss of reactive power and the loss of power grid, improving the overall efficiency of the integrated electrical system 1, to improve the charging reliability of the high-voltage battery 2 and the overall power utilization rate, and further improve the utilization rate of the driving motor 11 and the motor controller 12, avoiding the problem of resource waste.

[0052] Please refer to Figures 2 to 3 As shown in FIG. 1, the motor controller 12 is composed of multiple groups of insulated gate bipolar transistors (IGBT), and the multiple IGBTs are respectively connected with the driving motor 11, the other end of the first winding U, the other end of the second winding V and the other end of the third winding W. At this time, the multiple IGBTs will form three half-bridges respectively connected with the other end of the first winding U, the other end of the second winding V and the other end of the third winding W. In the first working mode, the multiple IGBTs will convert the direct current provided by the high-voltage battery 2 into three-phase alternating current to drive the driving motor 11 to run; in the second working mode, the first winding U, the second winding V and the third winding W are used as inductors to constitute a PFC circuit together with the multiple IGBTs and the switch module 13 to correct the power factor, reduce the loss of reactive power, and improve the overall efficiency of the integrated electrical system 1 to improve the charging reliability of the high-voltage battery 2 and the overall power utilization rate.

[0053] In order to realize real-time and accurate detection of the current information of the charging terminal 3, in one example, as shown in FIG. 2, the control module 14 is connected with the charging terminal 3 through a current sensor 21, and the current sensor 21 is used to detect the current information of the charging terminal 3 and transmit the current information to the control module 14. Figure 3As shown, the control module 14 comprises a detection unit 141 and a main control unit 142, the detection unit 141 is connected with the charging terminal 3, the detection unit 141 is used for detecting the current information of the charging terminal 3 and generating a detection signal, the main control unit 142 is connected with the driving motor 11, the switch module 13 and the detection unit 141, the main control unit 142 is used for receiving the detection signal, and controlling the integrated electrical system 1 to work in the first working mode or the second working mode based on the detection signal.

[0054] In this example, when the detection unit 141 detects that the charging terminal 3 has no current, the detection unit 141 will send a detection signal to the main control unit 142 indicating that the charging terminal 3 has no current; when the detection unit 141 detects that the charging terminal 3 has current, the detection unit 141 will send a detection signal to the main control unit 142 indicating that the charging terminal 3 has current, the main control unit 142 can determine the working mode of the integrated electrical system 1 based on different detection signals, and control the integrated electrical system 1 to work in the corresponding working mode based on the detection signal. The detection unit 141 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 main control unit 142, the detection accuracy is high, the main control unit 142 can obtain the working mode of the integrated electrical system 1 in real time based on the detection signal, and control the integrated electrical system 1 to work in the corresponding working mode, the adjustment flexibility and control accuracy are high.

[0055] Optionally, the detection unit 141 can be a current transformer (CT), a Hall Effect Sensor, an Optocoupler or other circuits or devices that can achieve the above functions, and the present application does not make specific limitations.

[0056] Optionally, the main control unit 142 can be a microcontroller unit (MCU), or can be multiplexed with other control units in the vehicle, and the present application does not make specific limitations.

[0057] In order to realize accurate control of multiple IGBTs in the motor controller 12, in one example, as shown in the figure, Figure 3 As shown, the control module 14 can also comprise a first driving unit 143, the first driving unit 143 is connected with the main control unit 142 and the motor controller 12, here, it can be understood that the first driving unit 143 is connected with the controlled ends of the multiple IGBTs in the motor controller 12, the main control unit 142 can determine the working mode of the integrated electrical system 1 based on the current information, and realize accurate control of the multiple IGBTs through the first driving unit 143, to ensure the reliability of the integrated electrical system 1 working in the corresponding working mode.

[0058] In one example, if Figure 4 As shown, the switch module 13 includes a first switch unit 131 and a second switch unit 132, the first end of the first switch unit 131 is connected to the motor controller 12 and the high-voltage battery 2, the controlled end of the first switch unit 131 is connected to the control module 14, the first end of the second switch unit 132 is connected to the second end of the first switch unit 131 and the charging terminal 3, the second end of the second switch unit 132 is connected to the motor controller 12 and the high-voltage battery 2, and the controlled end of the second switch unit 132 is connected to the control module 14.

[0059] For example, in the first working mode, the control module 14 controls the first switch unit 131 and the second switch unit 132 to be turned off, and the high-voltage battery 2 outputs voltage to the drive motor 11 through the motor controller 12, so that the vehicle can operate normally; in the second working mode, the control module 14 controls the first switch unit 131 and the second switch unit 132 to be turned on. At this time, the control module 14 controls the first switch unit 131 and the second switch unit 132 to be intermittently turned on, so that the drive motor 11, the motor controller 12, the first switch unit 131 and the second switch unit 132 together form a PFC circuit, and the AC power supply will output voltage to the high-voltage battery 2 through the charging terminal 3 and the PFC circuit to realize charging of the high-voltage battery 2.

[0060] In this example, in different operating modes, the control module 14 controls the on / off state of the first switch unit 131 and the second switch unit 132 to correspondingly control the on / off state of the switch module 13, thereby achieving precise control of the switch module 13. Secondly, in the second operating mode, the control module 14 controls the intermittent conduction of the first switch unit 131 and the second switch unit 132, so that the first switch unit 131, the second switch unit 132, the drive motor 11, and the motor controller 12 together constitute a PFC circuit to adjust the waveform of the input current provided by the charging terminal 3 so that the waveform of the input current can be consistent with the waveform of the input voltage, so that the phase difference between the input current and the input voltage is zero, thereby achieving the purpose of power factor correction. In addition, the intermittent conduction of the first switch unit 131 and the second switch unit 132 can effectively reduce the harmonic components in the input current, thereby reducing power grid losses.

[0061] Optionally, the first switch unit 131 can be a hardware switch, an N-type metal oxide semiconductor (NMOS) field effect transistor, a P-type metal oxide semiconductor (PMOS) field effect transistor, an IGBT, a transistor, a relay circuit or other devices or circuits that can achieve on-off functions. This application does not impose any specific restrictions on this.

[0062] Optionally, the second switch unit 132 may be a hardware switch, an NMOS field effect transistor, a PMOS field effect transistor, an IGBT, a transistor, a relay circuit, or other devices or circuits capable of achieving on-off functions, and this application does not impose any specific restrictions on this.

[0063] For example, Figure 5 As shown, the first switch unit 131 is NMOS1, and the second switch unit 132 is NMOS2. The drain of NMOS1 is connected to the motor controller 12 and the high-voltage battery 2, the source of NMOS1 is connected to the drain of NMOS2 and the charging terminal 3, the source of NMOS2 is connected to the motor controller 12 and the high-voltage battery 2, and the gate of NMOS1 and the gate of NMOS2 are respectively connected to the main control unit 142. The first switch unit 131 and the second switch unit 132 can also use other devices or circuits with switching functions, and this application does not impose specific limitations on this.

[0064] In order to achieve precise control of the first switch unit 131 and the second switch unit 132, in one example, Figure 5 As shown, the control module 14 may further include a second drive unit 144, which is connected to the main control unit 142, the first switch unit 131 and the second switch unit 132. Here, it can be understood that the second drive unit 144 is connected to the controlled end of the first switch unit 131 and the controlled end of the second switch unit 132. The main control unit 142 can determine the working mode of the integrated electrical system 1 based on the current information, and realize precise control of the first switch unit 131 and the second switch unit 132 through the second drive unit 144 to ensure the reliability of the integrated electrical system 1 working in the corresponding working mode.

[0065] In one example, if Figure 6As shown, the integrated electrical system 1 further comprises a filtering module 15 connected with the charging terminal 3, the common node A and the switching module 13. During transmission, the alternating current may be interfered to generate harmonics, and the filtering module 15 can filter out these high-frequency harmonics to reduce the distortion of the voltage and current waveform, thereby protecting other electrical equipment in the integrated electrical system 1 from damage. At the same time, the filtering module 15 can also effectively suppress and filter out electromagnetic interference signals generated in the circuit of the integrated electrical system 1, thereby protecting other sensitive electronic equipment inside the vehicle from the influence of external electromagnetic noise.

[0066] Optionally, the filtering module 15 can be an electromagnetic interference filter (EMI filter) or other circuit or device capable of achieving the above functions, and the present application does not make specific limitations thereto.

[0067] In one example, as shown in Figure 7 The integrated electrical system 1 further comprises a rectifying module 16, which comprises a full-bridge topology unit 161 and a third switching unit 162. The first end and the second end of the full-bridge topology unit 161 are connected with the high-voltage battery 2, the third end and the fourth end of the full-bridge topology unit 161 are connected with the switching module 13, the first end of the third switching unit 162 is connected with the first end of the full-bridge topology unit 161, the second end of the third switching unit 162 is connected with the third end of the full-bridge topology unit 161, and the controlled end of the third switching unit 162 is connected with the control module 14. In the first working mode, the control module 14 controls the third switching unit 162 to be conductive, and the full-bridge topology unit 161 is bypassed. In the second working mode, the control module 14 controls the third switching unit 162 to be non-conductive, and the full-bridge topology unit 161 works.

[0068] In order to realize accurate control of the third switching unit 162, as shown in Figure 7 The control module 14 can further comprise a third driving unit 145 connected with the master control unit 142, the full-bridge topology unit 161 and the third switching unit 162. It can be understood that the third driving unit 145 is connected with the controlled end of the third switching unit 162 and the controlled ends of the switches in the full-bridge topology unit 161. The master control unit 142 can determine the working mode of the integrated electrical system 1 based on the detection signal, and accurately control the on-off of the third switching unit 162 and the switches in the full-bridge topology unit 161 through the third driving unit 145, so as to ensure the reliability of the integrated electrical system 1 working in the corresponding working mode.

[0069] In the first working mode, the control module 14 controls the third switch unit 162 to be turned on, so that the full-bridge topology unit 161 is bypassed, that is, in the driving mode, the full-bridge topology unit 161 does not participate in the driving process between the high-voltage battery 2 and the driving motor 11; in the second working mode, the control module 14 controls the third switch unit 162 to be turned off, and the full-bridge topology unit 161 works, that is, in the charging mode, the full-bridge topology unit 161 participates in the charging process between the charging terminal 3 and the high-voltage battery 2. In this way, the control module 14 can accurately control the working state of the full-bridge topology unit 161 by controlling the on-off state of the third switch unit 162, and the control safety and flexibility are high.

[0070] Optionally, as shown in Figure 7 The full-bridge topology unit 161 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 electrodes of the high-voltage battery to realize bidirectional conversion of electric energy, wherein the controlled ends of the four switching devices are connected with the third driving unit 145.

[0071] In one example, as shown in Figure 8 The integrated electrical system 1 further includes a transformer T and a direct current conversion module 17, the primary coil of the transformer T is connected with the fifth end and the sixth end of the full-bridge topology unit 161, one end of the direct current conversion module 17 is connected with the secondary coil of the transformer T, and the other end of the direct current conversion module 17 is connected with the low-voltage battery 4.

[0072] In the first working mode, the driving motor 11 operates normally as a motor, the control module 14 controls the third switch unit 162 to be turned on, so that the full-bridge topology unit 161 is bypassed. The high-voltage battery 2 outputs voltage to the driving motor 11 through the third switch unit 162, and at the same time, the motor controller 12 converts the direct current provided by the high-voltage battery 2 into three-phase alternating current that meets the operation of the driving motor 11 according to the target torque and speed sent by the first driving unit 143, to control the driving motor 11 to complete functions such as starting, accelerating and decelerating, braking, energy recovery, etc., thereby ensuring the normal operation of the vehicle. At this time, the full-bridge topology unit 161 does not participate in the driving process between the high-voltage battery 2 and the driving motor 11, but forms a phase-shifted full-bridge circuit with the transformer T and the direct current conversion module 17 to charge the low-voltage battery 4.

[0073] In the second operating mode, the first winding U, the second winding V, and the third winding W serve as inductors, together with the multiple IGBTs and the switch module 13 in the motor controller 12, to form a PFC circuit. The control module 14 controls the third switch unit 162 to be turned off, thereby enabling the full-bridge topology unit 161 to operate. This means that the full-bridge topology unit 161 participates in the charging process between the charging terminal 3 and the high-voltage battery 2. The AC power provided by the single-phase AC power source is converted to DC power by the PFC circuit. To ensure that the converted DC power matches the ideal charging voltage of the high-voltage battery 2, the DC power is voltage-matched by a buck-boost circuit consisting of the full-bridge topology unit 161 and the primary coil of the transformer T. This ensures that the DC power ultimately output by the full-bridge topology unit 161 to the high-voltage battery 2 is suitable for the high-voltage battery 2, thereby preventing overcharging or undercharging of the voltage provided by the external AC power source and ensuring reliable charging of the high-voltage battery 2.

[0074] It is worth noting here that in the first working mode and the second working mode, the main control unit 142 will control the first drive unit 143, the second drive unit 144 and the third drive unit 145 according to the preset control logic to correspondingly drive and change the on and off of the corresponding switches in the motor controller 12, the first switch unit 131, the second switch unit 132, the third switch unit 162 and the full-bridge topology unit 161 to achieve power factor correction, DC conversion and other functions, so that the motor controller 12, the first switch unit 131, the second switch unit 132, the third switch unit 162 and the full-bridge topology unit 161 can work in the current working mode. This will not be repeated here.

[0075] In one example, if Figure 9 As shown, the DC conversion module 17 may include a step-down unit 171, a first switch tube Q1 and a second switch tube Q2. The first end of the step-down unit 171 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 171, 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 171, 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 (i.e., the main control unit 142).

[0076] To avoid the conflict between the circuit of the boost-buck circuit composed of the full-bridge topology unit 161 and the primary coil of the transformer T charging the low-voltage battery 4 and the circuit of charging the low-voltage battery 4 through the transformer T in the second working mode, resulting in the problem of charging failure of the low-voltage battery 4, the transformation ratio of the transformer T is set to a high value, that is, the turns ratio of the primary and secondary of the transformer T is designed to be relatively large. To ensure that, under the condition of the lowest voltage received by the primary coil of the transformer T, the voltage of the secondary coil after the voltage boosting of the transformer T can still reach or exceed the minimum working voltage required by the low-voltage battery 4 connected thereto, for example, 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 after the voltage boosting of the transformer T is too high, the voltage can be reduced to a voltage suitable for the working of the low-voltage battery 4 through the voltage reduction unit 171 at this time, so as to realize voltage matching. In this way, even if the voltage of the primary coil of the transformer T fluctuates, the voltage delivered to the low-voltage battery 4 and the low-voltage electrical equipment can be sufficient to maintain the normal charging or power supply of the low-voltage battery 4 and the low-voltage electrical equipment, avoid the situation that the charging efficiency is low or the equipment cannot normally operate due to insufficient voltage, and improve the charging and power supply reliability of the low-voltage battery 4. It is worth noting that the transformation ratio of the transformer T set to a high value can also be applied to the first working mode.

[0077] In this example, the integrated electrical system 1 provided by the present application can complete the driving mode and the charging mode at different times while reliably supplying power to the low-voltage battery 4 and the low-voltage electrical equipment to ensure the operation reliability of the low-voltage battery 4 and the low-voltage electrical equipment.

[0078] For example, as shown in Figure 8 The voltage reduction unit 171 can be a step-down converter (BUCK), and the voltage reduction unit 171 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 with one end of the inductor L and the low-voltage battery 4, the other end of the inductor L is connected with 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 with 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 with the secondary coil of the transformer T, the second plate of the second capacitor C2, and the low-voltage battery 4.

[0079] In the first working mode, the control module 14 controls the third switch tube Q3 and the fourth switch tube Q4 to keep conducting, so that the full-bridge topology unit 161 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.

[0080] In order to realize accurate control of the on-off of the first switch Q1, the second switch Q2, the third switch Q3 and the fourth switch Q4 in the direct current conversion module 17, in an example, as shown in Figure 9 It can be understood that the fourth driving unit 146 is connected with the controlled ends of the first switch Q1, the second switch Q2, the third switch Q3 and the fourth switch Q4 in the direct current conversion module 17. The master control unit 142 can determine the working mode of the integrated electrical system 1 based on the current information, and realize accurate control of the on-off of the first switch Q1, the second switch Q2, the third switch Q3 and the fourth switch Q4 through the fourth driving unit 146, so as to ensure the reliability of the integrated electrical system 1 working in the corresponding working mode.

[0081] Optionally, the first switch Q1, the second switch Q2, the third switch Q3 and the fourth switch Q4 and the switches in the above-mentioned other modules / units can be switches, NMOS field effect transistors, PMOS field effect transistors, IGBTs, triodes, relay circuits or other devices or circuits capable of realizing on-off function. This application does not make specific limitations.

[0082] Optionally, the direct current conversion module 17 can also use other circuits capable of realizing the above-mentioned functions. This application does not make specific limitations.

[0083] In an example, as shown in Figure 10 The integrated electrical system 1 further includes a pre-charging module 18 and a first capacitor C1. One end of the pre-charging module 18 is connected with the positive pole of the high-voltage battery 2. The first plate of the first capacitor C1 is connected with the other end of the pre-charging module 18 and the first end of the full-bridge topology unit 161. The second plate of the first capacitor C1 is connected with the negative pole of the high-voltage battery 2 and the second end of the full-bridge topology unit 161.

[0084] The first capacitor C1 is a bus capacitor. When the charging terminal 3 is not connected with the alternating current power supply, there is no current between the bus capacitor and the voltage is zero. When the charging terminal 3 is connected with the alternating current power supply, in order to avoid that the high-voltage power grid directly charges the bus capacitor, resulting in that the bus capacitor is burned out or even tripped, the pre-charging module 18 provided by the application can pre-charge the first capacitor C1, so as to improve the safety of the connection between the charging terminal 3 and the alternating current power supply and the output voltage of the high-voltage battery 2, and further ensure the operation reliability of the integrated electrical system 1.

[0085] In an example, as shown in Figure 11As shown, the pre-charging module 18 includes a resistor R, a fourth switch unit 181, and a fifth switch unit 182. One end of the resistor R is connected to the positive pole of the high-voltage battery 5. The first end of the fourth switch unit 181 is connected to the other end of the resistor R. The second end of the fourth switch unit 181 is connected to the first pole plate of the first capacitor C1. The controlled end of the fourth switch unit 181 is connected to the control module 14 (not shown in the figure). The first end of the fifth switch unit 182 is connected to the positive pole of the high-voltage battery 2. The second end of the fifth switch unit 182 is connected to the first pole plate of the first capacitor C1 and the first end of the full-bridge topology unit 161. The controlled end of the fifth switch unit 182 is connected to the control module 14 (not shown in the figure).

[0086] In the first working mode and the second working mode, the control module 14 controls the fourth switch unit 181 to be turned on and the fifth switch unit 182 to be turned off, so that the high-voltage battery 2 pre-charges the first capacitor C1 through the resistor R and the fourth switch unit 181. At this time, the voltage output by the high-voltage battery 2 flows to the first capacitor C1 through the resistor R for pre-charging and current limiting. After the pre-charging is completed, the control module 14 first controls the fourth switch unit 181 to be turned off and the fifth switch unit 182 to be turned on, and then controls the on-off of the corresponding switch according to the current working mode.

[0087] In order to accurately control the fourth switch unit 181 and the fifth switch unit 182, in one example, the control module 14 can further include a fifth driving unit (not shown in the figure). The fifth driving unit is connected to the controlled end of the fourth switch unit 181 and the fifth switch unit 182, and the main control unit 142. The main control unit 142 can determine the working mode of the integrated electrical system 1 based on the detection signal, and control the on-off of the fourth switch unit 181 and the fifth switch unit 182 through the fifth driving unit to realize pre-charging, thereby improving the safety of the charging terminal 3 connected to the alternating current power supply and the voltage output by the high-voltage battery 2, and further ensuring the operation reliability of the integrated electrical system 1.

[0088] It can be understood that, in order to realize control synchronization, the driving unit can not be provided in the present application, but the control module 14 can directly control the switches in different modules / units, or a plurality of driving units can be used, each driving unit corresponding to the control of one or more switches in a module / unit. The specific setting can be made according to the actual demand. For example, if it is desired to improve the control synchronization, the control module 14 can directly control the switches in different modules / units. For example, if it is desired to improve the control accuracy, a driving unit can be provided for each module / unit. The present application does not make specific limitations in this regard.

[0089] In summary, the control module 14 can obtain the current information of the charging terminal 3 in real time, determine the working mode of the integrated electrical system 1 based on the current information, and correspondingly switch the working state of the switch module 13, so as to realize the adjustment and control of the working mode of the integrated electrical system 1, and the adjustment flexibility is high. In this way, the application can realize charging and driving based on a set of integrated electrical system 1, without setting up an independently running driving system and a charging system, thereby reducing the manufacturing 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 and the weight of the vehicle, and further improving the power density level, efficiency and performance of the vehicle. Secondly, in the first working mode and the second working mode, the driving motor 11 and the motor controller 12 are in working state, and the driving motor 11 and the motor controller 12 can also be used in cooperation with the switch module to form a PFC circuit in the second working mode to correct the power factor, thereby reducing the loss of reactive power and the loss of the power grid, improving the overall efficiency of the integrated electrical system 1, to improve the charging reliability of the high-voltage battery 2 and the overall power utilization rate, and further improve the utilization rate of the driving motor 11 and the motor controller 12, avoiding the problem of resource waste.

[0090] Through the description of the above embodiments, those skilled in the art can understand that, for the convenience and brevity of description, only the division of the above functional modules is exemplified, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0091] 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, and the division of the modules or units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another device, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the shown or discussed mutual ones can be indirect coupling or communication connection through some interfaces, devices or units, and can be electrical, mechanical or other forms.

[0092] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, and any skilled person in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An integrated electrical system applied to a vehicle configured with a charging terminal, characterized in that, The integrated electrical system comprises: a driving motor comprising a first winding, a second winding and a third winding, one end of the first winding, one end of the second winding and one end of the third winding being connected to each other to form a common node, the common node being connected to the charging terminal; a motor controller connected to the other end of the first winding, the other end of the second winding and the other end of the third winding; a switch module connected to the motor controller, the charging terminal and a high-voltage battery; and a control module connected to the driving motor, the motor controller, the switch module and the charging terminal, the control module being configured to acquire current information of the charging terminal and control the integrated electrical system to operate in a first operating mode or a second operating mode based on the current information; wherein in the first operating mode, the control module controls the switch module to be turned off, so that the charging terminal is suspended, and the high-voltage battery outputs voltage to the driving motor; and in the second operating mode, the control module controls the switch module to be turned on, the driving motor, the motor controller and the switch module form a power factor correction circuit, and the charging terminal outputs voltage to the high-voltage battery through the driving motor, the motor controller and the switch module.

2. The integrated electrical system of claim 1, wherein, The switch module comprises: a first switch unit, a first end of the first switch unit being connected to the motor controller and the high-voltage battery, and a controlled end of the first switch unit being connected to the control module; and a second switch unit, a first end of the second switch unit being connected to a second end of the first switch unit and the charging terminal, a second end of the second switch unit being connected to the motor controller and the high-voltage battery, and a controlled end of the second switch unit being connected to the control module; wherein in the first operating mode, the control module controls the first switch unit and the second switch unit to be turned off; and in the second operating mode, the control module controls the first switch unit and the second switch unit to be turned on.

3. The integrated electrical system of claim 2, wherein, The first switch unit comprises any one of a hardware switch, a metal oxide semiconductor field effect transistor, an insulated gate bipolar transistor, a triode or a relay; and / or The second switch unit comprises any one of a hardware switch, a metal oxide semiconductor field effect transistor, a triode, an insulated gate bipolar transistor or a relay.

4. The integrated electrical system of claim 1, wherein, The integrated electrical system further comprises: a filter module connected to the charging terminal, the switch module and the common node.

5. The integrated electrical system of claim 1, wherein, The integrated electrical system further comprises: a rectifier module comprising a full-bridge topology unit and a third switch unit; The first end and the second end of the full-bridge topology unit are connected with the high-voltage battery, the third end and the fourth end of the full-bridge topology unit are connected with the switch module, the first end of the third switch unit is connected with the first end of the full-bridge topology unit, the second end of the third switch unit is connected with the third end of the full-bridge topology unit, and the controlled end of the third switch unit is connected with the control module. In the first working mode, the control module controls the third switch unit to be turned on, and the full-bridge topology unit is bypassed; in the second working mode, the control module controls the third switch unit to be turned off, and the full-bridge topology unit works.

6. The integrated electrical system of claim 5, wherein, The integrated electrical system further comprises: a transformer, a primary coil of the transformer being connected with the fifth end and the sixth end of the full-bridge topology unit; and a direct-current conversion module, one end of the direct-current conversion module being connected with a secondary coil of the transformer, and the other end of the direct-current conversion module being connected with a low-voltage battery.

7. The integrated electrical system of claim 6, wherein, The direct-current conversion module comprises: a step-down unit, a first end of the step-down unit being connected with the low-voltage battery; a first switch tube, a first end of the first switch tube being connected with a second end of the step-down unit, a second end of the first switch tube being connected with the secondary coil of the transformer, and a controlled end of the first switch tube being connected with the control module; and a second switch tube, a first end of the second switch tube being connected with a third end of the step-down unit, a second end of the second switch tube being connected with the secondary coil of the transformer, and a controlled end of the second switch tube being connected with the control module.

8. The integrated electrical system of claim 5, wherein, The integrated electrical system further comprises: a pre-charging module, one end of the pre-charging module being connected with a positive electrode of the high-voltage battery; and a first capacitor, a first pole plate of the first capacitor being connected with the other end of the pre-charging module and the first end of the full-bridge topology unit, and a second pole plate of the first capacitor being connected with the second end of the full-bridge topology unit and a negative electrode of the high-voltage battery.

9. The integrated electrical system of claim 8, wherein, The pre-charging module comprises: a resistor, one end of the resistor being connected with the positive electrode of the high-voltage battery; a fourth switch unit, a first end of the fourth switch unit being connected with the other end of the resistor, a second end of the fourth switch unit being connected with the first pole plate of the first capacitor, and a controlled end of the fourth switch unit being connected with the control module; and a fifth switch unit, a first end of the fifth switch unit being connected with the positive electrode of the high-voltage battery, a second end of the fifth switch unit being connected with the first pole plate of the first capacitor and the first end of the full-bridge topology unit, and a controlled end of the fifth switch unit being connected with the control module.

10. A vehicle characterized by comprising: The vehicle comprises a high-voltage battery, a low-voltage battery, and an integrated electrical system according to any one of claims 1-9, the integrated electrical system being connected with the high-voltage battery and the low-voltage battery, respectively.

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