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 switch module, a motor module, a rectifier module and a control module; 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 second end and the third end of the switch module are communicated, the rectification module is bypassed, and the high-voltage battery outputs voltage to the motor module; and in the second working mode, the first end and the second end of the switch module are communicated, the rectifier module works, and the charging terminal outputs voltage to the high-voltage battery through the switch module, the motor module and the rectifier module. According to the system, the working modes of the integrated electrical system and the vehicle can be flexibly switched by correspondingly adjusting the connection state of the switch module, so that the integrated electrical system can be charged and driven, the manufacturing cost is reduced, and the power density grade, the efficiency and the performance of the vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to an integrated electrical system and vehicle. Background Technology

[0002] New energy vehicles are generally equipped with power batteries. When the vehicle is in driving mode, the power battery provides power to enable the vehicle to operate normally. When the vehicle is in charging mode, the power battery is charged using an off-board charging system or an on-board charger.

[0003] However, the driving and charging systems corresponding to the driving and charging modes in the relevant technologies are two independent systems that occupy a large volume in the vehicle, resulting in a large vehicle weight and high manufacturing costs. Utility Model Content

[0004] This application provides an integrated electrical system and vehicle, which aims to solve the problem that the drive system and charging system corresponding to the drive mode and charging mode are two independent systems that 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 for use in a vehicle. The vehicle is equipped with a charging terminal. The integrated electrical system includes a switch module, a motor module, a rectifier module, and a control module. A first terminal of the switch module is connected to the charging terminal. The motor module is connected to a second terminal and a third terminal of the switch module. The rectifier module is connected to the motor module and a high-voltage battery. The control module is connected to the controlled terminal of the switch module, the motor module, the rectifier module, and the charging terminal. The control module is used to acquire current information from the charging terminal and, based on the current information, control the integrated electrical system to operate in a first operating mode or a second operating mode. In the first operating mode, the control module controls the second terminal and the third terminal of the switch module to connect, the branch where the motor module and the charging terminal are located are disconnected, the rectifier module is bypassed, and the high-voltage battery outputs voltage to the motor module. In the second operating mode, the control module controls the first terminal and the second terminal of the switch module to connect, the rectifier module operates, and the charging terminal outputs voltage to the high-voltage battery via the switch module, the motor module, and the rectifier module.

[0006] In the above 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 adjust the connection state of the switch module accordingly to adjust the on / off state of the branch where the motor module and the charging terminal are located. At the same time, the control module can also control the working state of the rectifier module based on the current information, thereby realizing the adjustment and control of the working mode of the integrated electrical system, with high adjustment flexibility. Thus, the integrated electrical system provided by this application can flexibly switch the working mode of the integrated electrical system and the vehicle by adjusting the connection state of the switch module accordingly. That is, this application can enable the vehicle to work in the first working module (driving mode) or the second working module (charging mode) through an integrated electrical system, without the need to set up a separate driving system and charging system, reducing manufacturing costs, and reducing the area occupied by the integrated electrical system in the vehicle, thereby reducing the vehicle's size and weight, and thus improving the vehicle's power density level, efficiency and performance. Furthermore, the motor module is in operation in both the first and second working modes, which improves the utilization rate of the motor module. Secondly, the connection and disconnection between the motor module and the branch where the charging terminal is located can be precisely controlled by controlling the connection status of the switch module, which provides high control safety and switching flexibility.

[0007] In conjunction with the first aspect, in some possible implementations, the motor module includes a drive motor and a motor control unit; the drive motor includes a first winding, a second winding and a third winding, one end of the first winding and one end of the second winding are respectively connected to the second end of the switch module, and one end of the third winding is connected to the third end of the switch module; the motor control unit is connected to the other end of the first winding, the other end of the second winding, the other end of the third winding and the rectifier module.

[0008] In the above technical solution, both the drive motor and the motor control unit participate in the first working mode and the second working mode, which improves the utilization rate of the drive motor and the motor control unit.

[0009] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the switch module includes a first single-pole double-throw switch and a second single-pole double-throw switch; the first end of the first single-pole double-throw switch serves as the first end of the switch module and is connected to the charging terminal; the second end of the first single-pole double-throw switch serves as the second end of the switch module and is connected to one end of the first winding; the controlled end of the first single-pole double-throw switch is connected to the control module; the first end of the second single-pole double-throw switch serves as the first end of the switch module and is connected to the charging terminal; the second end of the second single-pole double-throw switch serves as the second end of the switch module and is connected to one end of the second winding; the third end of the second single-pole double-throw switch is connected to the third end of the first single-pole double-throw switch to form a common node; the common node serves as the third end of the switch module and is connected to one end of the third winding; the controlled end of the second single-pole double-throw switch is connected to the control module.

[0010] In the above technical solution, when the switching module uses a first single-pole double-throw switch and a second single-pole double-throw switch, it can achieve the purpose of connecting one input to one of two different output paths. By switching the connection state of the first single-pole double-throw switch and the second single-pole double-throw switch, the connection state of the switching module can be switched accordingly, thereby realizing flexible switching of the on / off state of the branch where the drive motor and the charging terminal are located. Compared with using multiple ordinary switches, single-pole double-throw switches can reduce the number of required components, simplify the circuit layout, make the integrated electrical system more compact, and further reduce manufacturing costs. Secondly, by using two single-pole double-throw switches, the on / off state of the branch where the three windings are located can be controlled, eliminating the need to set a corresponding switch on each branch, further reducing the number of components and simplifying the circuit layout.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the integrated electrical system further includes a protection module. The first end of the protection module is connected to the first end of the first single-pole double-throw switch and the charging terminal, the second end of the protection module is connected to the first end of the second single-pole double-throw switch and the charging terminal, and the third end of the protection module is connected to the motor control unit. In the second operating mode, the motor control unit, the first winding, the second winding, and the protection module form a power factor correction circuit.

[0012] In the above technical solution, the PFC circuit formed by the first winding, the second winding, the motor control unit, and the protection module can adjust the input current provided by the charging terminal, making the input current and input voltage in phase, thereby correcting the power factor and reducing reactive power loss, thus improving the overall efficiency of the integrated electrical system. Furthermore, the PFC circuit can reduce harmonic components in the input current provided by the charging terminal, reducing grid losses and improving the charging reliability of the high-voltage battery and the overall energy utilization rate. Secondly, the PFC circuit can also reduce electromagnetic interference, improving the electromagnetic compatibility of the integrated electrical system, thereby improving the operational stability of the entire integrated electrical system and enhancing the vehicle's operational reliability.

[0013] In combination with the first aspect and the above implementation, in some possible implementations, the protection module includes a first diode and a second diode; the cathode of the first diode serves as the first end of the protection module and is connected to the first end of the first single-pole double-throw switch and the charging terminal; the cathode of the second diode serves as the second end of the protection module and is connected to the first end of the second single-pole double-throw switch and the charging terminal; the anode of the second diode is connected to the anode of the first diode and serves as the third end of the protection module and is connected to the motor control unit.

[0014] In the above technical solution, the first diode and the second diode have unidirectional conductivity, which can prevent the current from flowing in reverse. When the second terminal of the switching module is connected to the third terminal, so that the filter module is disconnected from the branch where the drive motor is located, the diode can allow the current in the inductor in the drive motor to continue to flow, avoiding voltage spikes caused by sudden current changes, thereby reducing voltage spikes and electromagnetic interference, and improving the overall operational stability of the integrated electrical system.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the integrated electrical system also includes a filter module, one end of which is connected to the charging terminal, and the other end of which is connected to the first end of the switch module.

[0016] In the above technical solution, alternating current may be subject to interference and generate harmonics during transmission. The filtering module can filter out these high-frequency harmonics to reduce voltage and current waveform distortion, thereby protecting other electrical equipment in the integrated electrical system from damage. Simultaneously, the filtering module can also effectively suppress and filter out electromagnetic interference signals generated in the circuitry of the integrated electrical system, protecting other sensitive electronic devices inside the vehicle from external electromagnetic noise.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the control module includes a detection unit and a main control unit; the detection unit is connected to the charging terminal and is used to detect the current information of the charging terminal and generate a detection signal; the main control unit is connected to the switch module, the motor module, the rectifier module and the detection unit, and is used to receive the detection signal and control the integrated electrical system to work in the first working mode or the second working mode based on the detection signal.

[0018] In the above technical solution, the detection unit can detect the current information of the charging terminal in real time and send the detection signal corresponding to the current information to the main control unit. The detection accuracy is high. The main control unit can obtain the current working mode of the integrated electrical system in real time based on the detection signal and control the integrated electrical system to work in the corresponding working mode. The adjustment flexibility and control accuracy are high.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the rectifier module includes a full-bridge topology unit and a first switching unit; the first and second ends of the full-bridge topology unit are connected to the high-voltage battery, and the third and fourth ends of the full-bridge topology unit are connected to the motor module; the first end of the first switching unit is connected to the first end of the full-bridge topology unit, the second end of the first switching unit is connected to the third end of the full-bridge topology unit, and the controlled end of the first switching unit is connected to the control module.

[0020] 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 and off of the first switching unit, and the control has high security and flexibility.

[0021] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the integrated electrical system also includes a transformer and a DC-DC converter module; the primary coil of the transformer is connected to the fifth and sixth terminals of the full-bridge topology unit; one end of the DC-DC converter module is connected to the secondary coil of the transformer, and the other end of the DC-DC converter module is connected to the low-voltage battery.

[0022] In the above technical solution, in the first operating mode, the full-bridge topology unit does not participate in the driving process between the high-voltage battery and the motor module. Instead, it forms a phase-shifted full-bridge circuit with the transformer and the DC-DC converter to charge the low-voltage battery, ensuring the reliability of the low-voltage battery's power supply. In the second operating mode, the DC power is matched through a step-up / step-down circuit composed of the full-bridge topology unit and the primary coil of the transformer, ensuring that the DC power output from the full-bridge topology unit to the high-voltage battery is suitable for the high-voltage battery, thus guaranteeing the reliability of the high-voltage battery's charging. Therefore, the integrated electrical system provided in this application can reliably power the low-voltage battery and low-voltage electrical equipment while simultaneously completing the driving and charging modes in a time-sharing manner, ensuring the operational reliability of the low-voltage battery and the low-voltage electrical equipment connected to it.

[0023] Secondly, embodiments of this application provide a vehicle including 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. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the modular structure of an integrated electrical system provided in an embodiment of this application;

[0025] Figure 2 This is a schematic diagram of the module structure of another integrated electrical system provided in the embodiments of this application;

[0026] Figure 3 This is a schematic diagram of the circuit structure of an integrated electrical system provided in an embodiment of this application;

[0027] Figure 4 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of this application;

[0028] Figure 5 This is a schematic diagram of the circuit structure of another integrated electrical system provided in the embodiments of this application;

[0029] Figure 6 This is a schematic diagram of the circuit structure of another integrated electrical system provided in the embodiments of this application;

[0030] Figure 7 This is a schematic diagram of the circuit structure of another integrated electrical system provided in the embodiments of this application;

[0031] Figure 8 This is a schematic diagram of the circuit structure of another integrated electrical system provided in the embodiments of this application;

[0032] Figure 9 This is a schematic diagram of the circuit structure of another integrated electrical system provided in the embodiments of this application;

[0033] Figure 10 This is a schematic diagram of the circuit structure of another integrated electrical system provided in the embodiments of this application;

[0034] Figure 11 This is a schematic diagram of the circuit structure of another integrated electrical system provided in the embodiments of this application.

[0035] The following are the labeling elements in the figure:

[0036] 1. Integrated electrical system; 11. Switching module; 12. Motor module; 121. Drive motor; 122. Motor control unit; 13. Rectifier module; 131. Full-bridge topology unit; 132. First switching unit; 14. Control module; 141. Main control unit; 142. First drive unit; 143. Second drive unit; 144. Third drive unit; 145. Detection unit; 146. Fourth drive unit; 15. Filtering module; 16. Protection module; 17. DC-DC converter module; 171. Step-down unit ; 18. Precharge module; 181. Second switching unit; 182. Third switching unit; U. First winding; V. Second winding; W. Third winding; SPDT1. First single-pole double-throw switch; SPDT2. First single-pole double-throw switch; A. Common node; T. Transformer; B. Connection point; Q1. First switching transistor; Q2. Second switching transistor; Q3. Third switching transistor; Q4. Fourth switching transistor; C1. First capacitor; C2. Second capacitor; L. Inductor; R. Resistor; D1. First diode; D2. Second diode. Detailed Implementation

[0037] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0038] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting 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 that feature.

[0039] Currently, new energy vehicles are widely used in various scenarios, replacing internal combustion engine vehicles. Compared to internal combustion engine vehicles, new energy vehicles produce less noise and do not directly emit exhaust fumes, making them more environmentally friendly. Furthermore, new energy vehicles are more intelligent, have higher energy conversion efficiency, and lower maintenance costs, leading to a growing number of people using them as their mode of transportation. New energy vehicles typically include a power battery to provide power to the vehicle and drive motor. For example, the power battery outputs direct current (DC) to the motor. The motor control unit (MCU) converts this DC power into three-phase alternating current (AC) to control the motor, controlling functions such as starting, acceleration, deceleration, braking, and energy recovery, thus ensuring the normal operation of the vehicle.

[0040] New energy vehicles typically have two electrical systems: a high-voltage system and a low-voltage system. The high-voltage system contains a high-voltage battery (e.g., a power battery) that powers high-power electrical equipment (e.g., motors) to drive the vehicle. Simultaneously, the power battery, under the control of the vehicle controller, charges the low-voltage battery, typically at several hundred volts. The low-voltage system contains a low-voltage battery (e.g., a 12V battery) and a DC-DC converter (DCDC). The DCDC converter converts the high-voltage electricity from the high-voltage battery to low-voltage electricity to meet the signal transmission and control requirements of the vehicle. For example, the low-voltage electricity powers the motor controller, vehicle controller, battery management system (BMS), the signal / control sections of the electronic control unit (ECU) corresponding to the on-board charger (OBC), the vehicle entertainment system, and the lighting system, enabling signal transmission and control in these electronic devices.

[0041] When the vehicle is in drive mode, the high-voltage battery provides power to enable normal operation. When the vehicle is in charging mode, an off-board charging system or an on-board charger is used to charge the battery. Off-board charging systems are integrated into charging stations or large chargers, typically installed in fixed locations such as parking lots or garages. These systems output DC power to charge the high-voltage battery, offering faster charging speeds, but their location is limited. To make charging more convenient, on-board chargers allow vehicles to operate independently of charging stations. On-board chargers are usually installed directly on the vehicle. After the vehicle is connected to three-phase or single-phase AC power, the on-board charging system converts the AC power to DC power to charge the high-voltage battery. However, these systems have lower charging power and require longer charging times, and are generally only suitable for vehicles that are not in use.

[0042] Currently, in related technologies, the drive and charging systems in vehicles operate as two independent systems, corresponding to the driving and charging modes. In drive mode, components such as the inverter, motor, and motor controller operate. When the high-voltage battery is low on power, it is charged via a separate on-board charging system, and the DC-DC converter operates similarly. This results in a larger footprint for both the drive and charging systems, increasing vehicle size, weight, and manufacturing costs. Furthermore, greater driving force is required to achieve the same acceleration or driving performance, leading to a lower power density level for the vehicle.

[0043] Therefore, this application provides an integrated electrical system and a vehicle. By adjusting the connection state of the switch module, the integrated electrical system and the vehicle can be flexibly switched, enabling the integrated electrical system to achieve charging and driving without the need for separate driving and charging systems. This reduces manufacturing costs and improves the power density, efficiency, and performance of the vehicle.

[0044] The integrated electrical system and vehicle provided in the embodiments of this application are described below with reference to the accompanying drawings.

[0045] This application provides a vehicle, in one example, such as Figure 1As shown, the vehicle is equipped with an integrated electrical system 1, a high-voltage battery 2, and a charging terminal 3. The integrated electrical system 1 is connected to the high-voltage battery 2 and the charging terminal 3. When the vehicle needs to be in driving mode, the integrated electrical system 1 enables the high-voltage battery 2 to provide power to the vehicle so that it can operate normally. When the vehicle needs to be in charging mode, the charging terminal 3 charges the high-voltage battery 2 through the integrated electrical system 1. That is, the vehicle provided in this application can achieve 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, through which the vehicle can connect an external charging power source to charge the high-voltage battery 2 inside the vehicle.

[0046] 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 source; when the charging terminal 3 is a three-phase AC terminal, the charging terminal 3 is connected to a three-phase AC power source. This application does not impose specific restrictions on this.

[0047] In order to enable this application to achieve charging and driving based on an integrated electrical system 1, in one example, such as Figure 2 As shown, the integrated electrical system 1 may include a switch module 11, a motor module 12, a rectifier module 13, and a control module 14. The first end of the switch module 11 is connected to the charging terminal 3. The motor module 12 is connected to the second end and the third end of the switch module 14. The rectifier module 13 is connected to the motor module 12 and the high-voltage battery 2. The control module 14 is connected to the controlled end of the switch module 11, the motor module 12, the rectifier module 13, and the charging terminal 3.

[0048] In this example, the control module 14 acquires the current information of the charging terminal 3. Based on this current information, the control module 14 determines the current operating mode that the integrated electrical system 1 needs to execute and controls the connection state of the switch module 14 accordingly, so that the integrated electrical system 1 can operate in the corresponding operating mode, thereby ensuring the reliability of the integrated electrical system 1. It is worth noting that the operating modes of the integrated electrical system 1 typically include a first operating mode and a second operating mode. The first operating mode is the drive mode, in which the high-voltage battery 2 outputs AC power to the motor module 12 to drive the motor module 12. The second operating mode is the charging mode, in which the high-voltage battery 2 needs to be charged via the charging terminal 3.

[0049] For example, when the current information obtained by the control module 14 indicates that there is no current at the charging terminal 3, the control module 14 determines that the charging terminal 3 is not connected to the charging power supply based on the current information. That is, the control module 14 determines that the integrated electrical system 1 needs to execute the first working mode (i.e., the drive mode). In the first working mode, the control module 14 controls the second terminal of the switch module 11 to connect with the third terminal of the switch module 11. That is, the connection state of the switch module 11 is that the second terminal and the third terminal of the switch module 11 are connected, so that the motor module 12 is disconnected from the branch where the charging terminal 3 is located. At the same time, the rectifier module 13 is bypassed, so that the high-voltage battery 2 can output voltage to the motor module 12, so that the integrated electrical system 1 works in the first working mode.

[0050] For example, when the current information obtained by the control module 14 indicates that there is current at the charging terminal 3, the control module 14 determines that the charging terminal 3 is connected to the charging power supply based on the current information. That is, the control module 14 determines that the integrated electrical system 1 needs to execute the second working mode (i.e., charging mode). In the second working mode, the control module 14 controls the first end of the switch module 11 to connect with the second end of the switch module 11. That is, the connection state of the switch module 11 is that the first end and the second end of the switch module 11 are connected, so that the motor module 12 is connected to the branch where the charging terminal 3 is located. At the same time, the control module 14 controls the rectifier module 13 to work. The charging terminal 3 outputs voltage to the high-voltage battery 2 through the switch module 11, the motor module 12, and the rectifier module 13, so that the integrated electrical system 1 works in the second working mode.

[0051] In this example, the control module 14 can acquire 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 adjust the connection state of the switch module 11 accordingly to adjust the on / off state of the branch where the motor module 12 and the charging terminal 3 are located. At the same time, the control module 14 can also control the working state of the rectifier module 13 based on the current information, thereby realizing the adjustment and control of the working mode of the integrated electrical system 1, with high adjustment flexibility.

[0052] Thus, the integrated electrical system 1 provided in this application can flexibly switch between the working modes of the integrated electrical system 1 and the vehicle by adjusting the connection state of the switch module 11. That is, this application can enable the vehicle to operate in either the first working module (drive mode) or the second working module (charging mode) through a single integrated electrical system 1, eliminating the need for separate drive and charging systems, reducing manufacturing costs, and minimizing the area occupied by the integrated electrical system 1 within the vehicle, thereby reducing the vehicle's size and weight, and ultimately improving the vehicle's power density, efficiency, and performance. Furthermore, the motor module 12 is operational in both the first and second working modes, improving the utilization rate of the motor module 12. Moreover, by controlling the connection state of the switch module 11, the connection and disconnection of the branch containing the motor module 12 and the charging terminal 3 can be precisely controlled, resulting in high control safety and switching flexibility.

[0053] In one example, such as Figure 3 As shown, the motor module 12 includes a drive motor 121 and a motor control unit 122. The drive motor 121 includes a first winding U, a second winding V, and a third winding W. One end of the first winding U and one end of the second winding V are respectively connected to the second end of the switch module 11, and one end of the third winding W is connected to the third end of the switch module 11. The motor control unit 122 is connected to the other end of the first winding U, the other end of the second winding V, the other end of the third winding W, and the rectifier module 13.

[0054] In this example, in the first operating mode, the control module 14 connects the second and third terminals of the control module 11, disconnecting the drive motor 121 from the branch containing the charging terminal 3. The rectifier module 13 is bypassed, and the high-voltage battery 2 outputs voltage to the drive motor 121 via the motor control unit 122. Simultaneously, the motor control unit 122 converts the DC power provided by the high-voltage battery 2 into three-phase AC power suitable for the operation of the drive motor 121 according to the target torque and speed sent by the control module 14. This controls the drive motor 121 to perform functions such as starting, acceleration / deceleration, braking, and energy recovery, thereby ensuring the normal operation of the vehicle. In the second operating mode, the control module 14 connects the first and second terminals of the control module 11, connecting the drive motor 121 to the branch containing the charging terminal 3. The rectifier module 13 operates, and the AC power outputs voltage to the high-voltage battery 2 via the charging terminal 3, the control module 11, the drive motor 121, the motor control unit 122, and the rectifier module 13 to charge the high-voltage battery 2. In this example, both the drive motor 121 and the motor control unit 122 participate in the first and second operating modes, which improves the utilization rate of the drive motor 121 and the motor control unit 122.

[0055] The motor control unit 122 is composed of multiple sets of Insulated Gate Bipolar Transistors (IGBTs). These IGBTs are connected to the first winding U, the second winding V, and the third winding W of the drive motor 121, respectively. The controlled terminals of these IGBTs are connected to the control module 14. In the first operating mode, the first winding U, the second winding V, and the third winding W are disconnected from the branch containing the charging port 3. The IGBTs convert the DC power supplied by the high-voltage battery 2 into three-phase AC power to drive the drive motor 121. In the second operating mode, the first winding U, the second winding V, and the third winding W are connected to the branch containing the charging port 3. In this mode, the three-phase windings act as three inductors (Lu, Lv, Lw), and the AC power outputs voltage to the high-voltage battery 2 via the charging terminal 3, the switching module 11, the three inductors (Lu, Lv, Lw), the motor control unit 122, and the rectifier module 13. IGBTs can support high current and high voltage, and are easy to switch. When the switch in the motor control unit 122 is an IGBT, the stability of the current in the connection line between the IGBT and the drive motor 121 can be guaranteed. At the same time, because IGBTs are easy to switch and operate, they offer high flexibility in achieving high-frequency switching. The switching unit can also be a relay or other circuits with switching functions; this application does not impose specific limitations on this.

[0056] To achieve precise control of multiple IGBTs in the motor control unit 122, in one example, such as Figure 4 As 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 122. Here, it can be understood that the first drive unit 142 is connected to the controlled terminals of multiple IGBTs in the motor control unit 122. The main control unit 141 can determine the working mode of the integrated electrical system 1 based on the current information, 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.

[0057] Optionally, the main control unit 141 may be a microcontroller unit (MCU) or may reuse other control units in the vehicle. This application does not impose specific restrictions on this.

[0058] To enable the switch module 11 to connect the first terminal to the second terminal or the second terminal to the third terminal, the switch module 11 provided in this application can be equipped with a single-pole double-throw (SPDT) switch. In one example, such as... Figure 3As shown, the switch module 11 includes a first single-pole double-throw switch SPDT1 and a second single-pole double-throw switch SPDT2. The first terminal of the first single-pole double-throw switch SPDT1 (i.e., as shown in the figure) Figure 3 The triangle “△” shown is connected to the charging terminal 3 as the first end of the switch module 11, and the second end of the first single-pole double-throw switch SPDT1 (i.e., as shown in the diagram) is connected to the charging terminal 3. Figure 3 The circular "○" shown is connected to one end of the first winding U as the second end of the switch module 11. The controlled end of the first single-pole double-throw switch SPDT1 is connected to the control module 14. The first end of the second single-pole double-throw switch SPDT2 (i.e., as shown in the diagram) is connected to one end of the first winding U. Figure 3 The triangle “△” shown is connected to the charging terminal 3 as the first end of the switch module 11, and the second end of the second single-pole double-throw switch SPDT2 (i.e., as shown in the diagram) is connected to the charging terminal 3. Figure 3 The circular "○" shown is connected to one end of the second winding V as the second terminal of the switch module 11, and the third terminal of the second single-pole double-throw switch SPDT2 (i.e., as shown in the diagram) is connected to one end of the second winding V. Figure 3 The square "□" shown is connected to the third terminal of the first single-pole double-throw switch SPDT1 (i.e., as shown in the diagram). Figure 3 The square “□” shown is connected to form a common node A. The common node A is connected to one end of the third winding W as the third end of the switch module 11. The controlled end of the second single-pole double-throw switch SPDT2 is connected to the control module 14.

[0059] In the first working mode, the control module 14 controls the second end of the first single-pole double-throw switch SPDT1 to connect with the third end of the first single-pole double-throw switch SPDT1, and the second end of the second single-pole double-throw switch SPDT2 to connect with the third end of the second single-pole double-throw switch SPDT2, so that the second end of the switch module 11 is connected with the third end, thereby disconnecting the drive motor 121 from the branch where the charging terminal 3 is located. At this time, the third end of the first single-pole double-throw switch SPDT1 and the third end of the second single-pole double-throw switch SPDT2 are connected to each other to form a common node A, that is, at this time the drive motor 121 is operating normally as a motor.

[0060] In the second working mode, the control module 14 controls the first terminal of the first single-pole double-throw switch SPDT1 to connect with the second terminal of the first single-pole double-throw switch SPDT1, and the first terminal of the second single-pole double-throw switch SPDT2 to connect with the second terminal of the second single-pole double-throw switch SPDT2, so that the first terminal of the switch module 11 is connected with the second terminal, so that the drive motor 121 is connected to the branch where the charging terminal 3 is located. At this time, the first winding U, the second winding V and the third winding W act as inductors (Lu, Lv, Lw), and the AC power supply will output voltage to the high-voltage battery 2 through the charging terminal 3, the switch module 11, the three inductors (Lu, Lv, Lw), the motor control unit 122 and the rectifier module 13.

[0061] When the switching module 11 uses a first single-pole double-throw switch (SPDT1) and a second single-pole double-throw switch (SPDT2), it can achieve the purpose of connecting one input to one of two different output paths. By switching the connection state of the first single-pole double-throw switch (SPDT1) and the second single-pole double-throw switch (SPDT2), the connection state of the switching module 11 can be switched accordingly, thereby realizing the flexible switching of the on / off state of the branch where the drive motor 121 and the charging terminal 3 are located. Compared with using multiple ordinary switches, single-pole double-throw switches can reduce the number of required components, simplify the circuit layout, make the integrated electrical system 1 more compact, and further reduce manufacturing costs. Secondly, the on / off state of the branch where the three windings are located can be controlled by two single-pole double-throw switches, eliminating the need to set a corresponding switch on each branch, further reducing the number of components and simplifying the circuit layout.

[0062] To achieve precise control of the first single-pole double-throw switch SPDT1 and the second single-pole double-throw switch SPDT2, in one example, such as Figure 4 As shown, the control module 14 may further include a second drive unit 143, which is connected to the main control unit 141 and the switch module 11. Here, it can be understood that the second drive unit 143 is connected to the controlled terminals of the first single-pole double-throw switch SPDT1 and the second single-pole double-throw switch SPDT2 in the switch module 11. The main control unit 141 can determine the working mode of the integrated electrical system 1 based on the current information, and realize the precise control of the first single-pole double-throw switch SPDT1 and the second single-pole double-throw switch SPDT2 through the second drive unit 143, so as to ensure the reliability of the integrated electrical system 1 working in the corresponding working mode.

[0063] In one example, such as Figure 5 As shown, the integrated electrical system 1 also includes a filter module 15. One end of the filter module 15 is connected to the charging terminal 3, and the other end is connected to the first terminal of the switching module 11. During transmission, AC power may be subject to interference, generating harmonics. The filter module 15 can filter out these high-frequency harmonics to reduce voltage and current waveform distortion, thereby protecting other electrical equipment in the integrated electrical system 1 from damage. Simultaneously, the filter module 15 can also effectively suppress and filter electromagnetic interference signals generated in the circuit of the integrated electrical system 1, protecting other sensitive electronic devices inside the vehicle from external electromagnetic noise.

[0064] Optionally, the filtering module 15 can be an electromagnetic interference filter (EMI filter) or other circuits or devices that can achieve the above functions. This application does not impose specific limitations on this.

[0065] It is worth noting that reactive power can reduce the power factor of the power grid (i.e., single-phase or three-phase AC power supply), failing to meet grid standards. Furthermore, the motor module 12 is a non-linear load; in the second operating mode, it can cause distortion of the input current waveform supplied by the charging terminal 3, generating harmonics. These harmonics not only increase grid losses but also interfere with the normal operation of other circuit modules in the integrated electrical system 1. Therefore, the integrated electrical system 1 provided in this application also includes a power factor correction (PFC) circuit. In one example, such as… Figure 5 As shown, the integrated electrical system 1 also includes a protection module 16. The first end of the protection module 16 is connected to the first end of the first single-pole double-throw switch SPDT1 and the charging terminal 3. The second end of the protection module 16 is connected to the first end of the second single-pole double-throw switch SPDT2 and the charging terminal 3. The third end of the protection module 16 is connected to the motor control unit 122.

[0066] For example, in the second working mode, when the control module 14 controls the drive motor 121 to connect with the branch where the charging terminal 3 is located, the first winding U and the second winding V, as inductors (Lu, Lv), together with the motor control unit 122 and the protection module 16, form a PFC circuit. At this time, the AC power provided by the charging terminal 3 will be converted into DC power through the PFC circuit formed by the first winding U, the second winding V, the motor control unit 122 and the protection module 16, and then output to the high-voltage battery 2 through the rectifier module 13.

[0067] In this example, the PFC circuit formed by the first winding U, the second winding V, the motor control unit 122, and the protection module 16 can adjust the input current provided by the charging terminal 3, making the input current in phase with the input voltage, thereby correcting the power factor and reducing reactive power loss, thus improving the overall efficiency of the integrated electrical system 1. Furthermore, the PFC circuit can reduce harmonic components in the input current provided by the charging terminal 3, thereby reducing grid losses and improving the charging reliability of the high-voltage battery 2 and the overall energy 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 operational stability of the entire integrated electrical system 1 and enhancing the vehicle's operational reliability.

[0068] In one example, such as Figure 6As shown, the protection module 16 includes a first diode D1 and a second diode D2. The cathode of the first diode D1 serves as the first terminal of the protection module 16 and is connected to the first terminal of the first single-pole double-throw switch SPDT1 and the charging terminal 3. The cathode of the second diode D2 serves as the second terminal of the protection module 16 and is connected to the first terminal of the second single-pole double-throw switch SPDT2 and the charging terminal 3. The anode of the second diode D2 is connected to the anode of the first diode D1 and serves as the third terminal of the protection module 16 and is connected to the motor control unit 122.

[0069] In this example, under the second operating mode, when the control module 14 controls the drive motor 121 to connect with the branch where the charging terminal 3 is located, the first winding U and the second winding V, as inductors (Lu, Lv), together with the first diode D1, the second diode D2, and the motor control unit 122, form a PFC circuit to correct the power factor. At this time, the AC power provided by the charging terminal 3 will be converted into DC power by the PFC circuit formed by the first winding U, the second winding V, the first diode D1, the second diode D2, and the motor control unit 122, and then output to the high-voltage battery 2 through the rectifier module 13. Secondly, the first diode D1 and the second diode D2 have unidirectional conductivity characteristics, which can prevent the current from flowing in reverse. When the second and third terminals of the switching module 11 are connected, so that the filter module 15 is disconnected from the branch where the drive motor 121 is located, the diodes can allow the current in the inductors (Lu, Lv) in the drive motor 121 to continue to flow, avoiding voltage spikes caused by sudden current changes, thereby reducing voltage spikes and electromagnetic interference, and improving the overall operating stability of the integrated electrical system 1.

[0070] To achieve flexible control over the operating state of the rectifier module 13, in one example, such as Figure 6 As shown, the rectifier module 13 includes a full-bridge topology unit 131 and a first switching unit 132. The first and second ends of the full-bridge topology unit 131 are connected to the high-voltage battery 2. The third and fourth ends of the full-bridge topology unit 132 are connected to the single-switch correction module 12. The first end of the first switching unit 132 is connected to the first end of the full-bridge topology unit 131. The second end of the first switching unit 132 is connected to the third end of the full-bridge topology unit 131. The controlled end of the first switching unit 132 is connected to the control module 14.

[0071] In order to achieve precise control of the first switching unit 132, such as Figure 6As shown, the control module 14 may also include a third drive unit 144, which is connected to the main control unit 141 and the first switch unit 132. Here, it can be understood that the third drive unit 144 is connected to the controlled terminals of multiple switches in the first switch unit 132. The main control unit 141 can determine the working mode of the integrated electrical system 1 based on the current information, and achieve precise control of the on / off state of multiple switches in the first switch unit 132 through the third drive unit 144, so as to ensure the reliability of the integrated electrical system 1 working in the corresponding working mode.

[0072] In the first operating mode, the main control unit 141 controls the first switch unit 132 to be turned on, thereby bypassing the full-bridge topology unit 131. That is, in the drive mode, the full-bridge topology unit 131 does not participate in the drive process between the high-voltage battery 2 and the motor module 12. In the second operating mode, the main control unit 141 controls the first switch unit 132 to be turned off, and the full-bridge topology unit 131 operates. That is, in the charging mode, the full-bridge topology unit 131 participates in the charging process between the charging terminal 3 and the high-voltage battery 2. In this way, the main control unit 141 can achieve precise control of the operating state of the full-bridge topology unit 131 by controlling the on / off state of the first switch unit 132, and the control safety and flexibility are high.

[0073] Optional, such as Figure 6 As shown, the full-bridge topology unit 131 can be a full-bridge circuit, which consists of four switching devices. These four switching devices are symmetrically arranged between the positive and negative terminals of the high-voltage battery 2 to achieve bidirectional conversion of electrical energy. The controlled terminals of the four switching devices are all connected to the third drive unit 144.

[0074] To achieve real-time and accurate detection of the current information at charging terminal 3, in one example, such as Figure 7 As shown, the control module 14 also includes a detection unit 145, which is connected to the charging terminal 3. The detection unit 145 is used to detect the current information of the charging terminal 3 and generate a detection signal. The main control unit 141 is connected to the switch module 11, the motor module 12, the rectifier module 13, and the detection unit 145. The main control unit 141 is used to receive the detection signal and control the integrated electrical system 1 to operate in a first operating mode or a second operating mode based on the detection signal. It can be understood that, as Figure 7 As shown, the main control unit 141 is indirectly connected to the motor control unit 122, the switch module 11, and the full-bridge topology unit 131 through the first drive unit 142, the second drive unit 143, and the third drive unit 144, respectively.

[0075] In this example, when the detection unit 145 detects no current at the charging terminal 3, it sends a detection signal indicating no current at the charging terminal 3 to the main control unit 141. When the detection unit 145 detects current at the charging terminal 3, it sends a detection signal indicating current at the charging terminal 3 to the main control unit 141. The main control unit 141 can determine the operating mode of the integrated electrical system 1 based on different detection signals and control the integrated electrical system 1 to operate in the corresponding operating mode based on the detection signals. The detection unit 145 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 141, with high detection accuracy. The main control unit 141 can obtain the current operating mode of the integrated electrical system 1 in real time based on the detection signal and control the integrated electrical system 1 to operate in the corresponding operating mode, with high adjustment flexibility and control accuracy.

[0076] Optionally, the detection unit 145 may be a current transformer (CT), a Hall effect sensor, an optocoupler, or other circuits or devices capable of performing the above functions. This application does not impose specific limitations on this.

[0077] Vehicles typically also include a low-voltage battery 4, which powers the vehicle's low-voltage system. In one example, to ensure the low-voltage battery 4 can provide power, such as... Figure 8 As shown, the integrated electrical system 1 also includes a transformer T and a DC-DC converter module 17. The primary coil of the transformer T is connected to the fifth and sixth terminals of the full-bridge topology unit 131. One end of the DC-DC converter module 17 is connected to the secondary coil of the transformer T, and the other end of the DC-DC converter module 17 is connected to the low-voltage battery 4.

[0078] In the first operating mode, the control module 14 disconnects the drive motor 121 from the branch containing the charging terminal 3, allowing the drive motor 121 to operate normally as a motor. The control module 14 also controls the first switching unit 132 to conduct, bypassing the full-bridge topology unit 131. The high-voltage battery 2 outputs voltage to the drive motor 121 via the first switching unit 132. Simultaneously, the motor control unit 122 converts the DC power supplied by the high-voltage battery 2 into three-phase AC power suitable for the drive motor 121's operation, according to the target torque and speed sent by the third drive unit 144. This allows the drive motor 121 to perform functions such as starting, acceleration / deceleration, braking, and energy recovery, ensuring the vehicle's normal operation. At this time, the full-bridge topology unit 131 does not participate in the driving process between the high-voltage battery 2 and the motor module 12, but instead forms a phase-shifting full-bridge circuit with the transformer T and the DC-DC converter module 17 to charge the low-voltage battery 4.

[0079] In the second operating mode, the control module 14 controls the drive motor 121 to connect with the branch where the charging terminal 3 is located. At this time, the control module 14 controls the first switch unit 132 to turn off, so that the full-bridge topology unit 131 works, that is, the full-bridge topology unit 131 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 passing through the PFC circuit. In order to make the converted DC power supply match the ideal charging voltage of the high-voltage battery 2, the DC power supply will achieve voltage matching through the step-up and step-down circuit composed of the full-bridge topology unit 131 and the primary coil of the transformer T. This ensures that the DC power finally output by the full-bridge topology unit 131 to the high-voltage battery 2 is suitable for the high-voltage battery 2, so as to avoid the problem of overcharging or undercharging by the external AC power supply and ensure the charging reliability of the high-voltage battery 2.

[0080] In this example, in the first operating mode, the integrated electrical system 1 provided by this application does not participate in the driving process between the high-voltage battery 2 and the motor module 12. Instead, it forms a phase-shifting full-bridge circuit with the transformer T and the DC-DC converter module 17 to charge the low-voltage battery 4, ensuring the reliability of the power supply to the low-voltage battery 4. In the second operating mode, the DC power is matched through a step-up / step-down circuit composed of the full-bridge topology unit 131 and the primary coil of the transformer T, so that the DC power finally output by the full-bridge topology unit 131 to the high-voltage battery 2 is suitable for the high-voltage battery 2, ensuring the reliability of the charging of the high-voltage battery 2. Thus, the integrated electrical system 1 provided by this application can reliably supply power to the low-voltage battery 4 and low-voltage electrical equipment while simultaneously completing the driving mode and charging mode in a time-sharing manner, ensuring the operational reliability of the low-voltage battery 4 and the low-voltage electrical equipment connected to the low-voltage battery 4.

[0081] In one example, such as Figure 9 As shown, the DC-DC converter module 17 may include a step-down unit 171, a first switch Q1, and a second switch Q2. The first terminal of the step-down unit 171 is connected to the low-voltage battery 4. The first terminal of the first switch Q1 is connected to the second terminal of the step-down unit 171. The second terminal of the first switch Q1 is connected to the secondary coil of the transformer T. The controlled terminal of the first switch Q1 is connected to the control module 14 (not shown in the figure). The first terminal of the second switch Q2 is connected to the third terminal of the step-down unit 171. The second terminal of the second switch Q2 is connected to the secondary coil of the transformer T. The controlled terminal of the second switch Q2 is connected to the control module 14 (not shown in the figure).

[0082] To avoid a conflict between the step-up / step-down circuit (composed of the full-bridge topology unit 121 and the primary coil of transformer T) charging the low-voltage battery 4 in the second operating mode, which could lead to a charging failure of the low-voltage battery 4, the transformer T provided in this application has a relatively high turns ratio. Specifically, the turns ratio of the primary to secondary windings of transformer T is designed to be relatively large. This ensures that even with the lowest voltage received by the primary coil of transformer T, the voltage of the secondary coil after the step-up action of transformer T still reaches or exceeds the minimum operating voltage required by the connected low-voltage battery 4. For example, the voltage at the connection point B of the first switch Q1 and the second switch Q2 in the second operating mode is not less than the voltage required for charging the low-voltage battery 4. If the voltage after the step-up action of transformer T is too high, the voltage can be reduced to a voltage suitable for the operation of the low-voltage battery 4 via the step-down unit 171 to achieve voltage matching. In this way, even if the voltage of the primary coil of transformer T fluctuates, the voltage supplied 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, avoiding situations where the charging efficiency is low or the equipment cannot operate normally due to insufficient voltage, thus improving the reliability of the charging and power supply of the low-voltage battery 4. It is worth noting here that setting the transformer T to a higher turns ratio can also be applied to the first operating mode.

[0083] For example, such as Figure 9 As shown, the step-down unit 171 can be a step-down converter (BUCK). The step-down unit 171 includes a first capacitor C1, an inductor L, a third switch Q3, and a fourth switch Q4. The first plate of the first capacitor C1 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 Q3 and the first end of the fourth switch Q4. The second end of the third switch Q3 is connected to the first end of the first switch Q1 and the first end of the second switch Q2. The second end of the fourth switch Q4 is connected to the secondary coil of the transformer T, the second plate of the first capacitor C1, and the low-voltage battery 4.

[0084] In the first working mode, the control module 14 controls the third switch Q3 and the fourth switch Q4 to remain on, so that the full bridge topology unit 121 can form a phase-shifted full bridge circuit with the transformer T, the first switch Q1 and the second switch Q2 to charge the low-voltage battery 4.

[0085] To achieve precise control over the on / off switching of the first switch Q1, the second switch Q2, the third switch Q3, and the fourth switch Q4 in the DC-DC converter module 17, in one example, such as Figure 9As shown, the control module 14 may further include a fourth drive unit 146, which is connected to the main control unit 141 and the DC-DC converter module 17. Here, it can be understood that the fourth drive unit 146 is connected to the controlled terminals of the first switch Q1, the second switch Q2, the third switch Q3, and the fourth switch Q4 in the DC-DC converter module 17. 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 / off state of the first switch Q1, the second switch Q2, the third switch Q3, and the fourth switch Q4 through the fourth drive unit 146, so as to ensure the reliability of the integrated electrical system 1 working in the corresponding working mode.

[0086] Optionally, the switches in the first switch Q1, the second switch Q2, the third switch Q3, and the fourth switch Q4, as well as the switches in the other modules / units mentioned above, can be N-Metal Oxide Semiconductor (NMOS) field-effect transistors, P-Metal Oxide Semiconductor (PMOS) field-effect transistors, Insulated Gate Bipolar Transistors (IGBTs), transistors, relay circuits, or other devices or circuits capable of switching on and off. This application does not impose specific limitations on these.

[0087] In one example, such as Figure 10 As shown, the integrated electrical system 1 also includes a precharge module 18 and a second capacitor C2. One end of the precharge module 18 is connected to the positive terminal of the high-voltage battery 2. The first plate of the second capacitor C2 is connected to the other end of the precharge module 18 and the rectifier module 13. The second plate of the first capacitor is connected to the negative terminal of the high-voltage battery 2.

[0088] Among them, the second capacitor C2 is the bus capacitor. When the charging terminal 3 is not connected to the AC power supply, there is no current and the voltage is zero across the bus capacitor. When the charging terminal 3 is connected to the AC power supply, in order to avoid the high-voltage grid directly charging the bus capacitor, which could lead to the bus capacitor being burned out or even tripping, the pre-charge module 18 provided in this application can pre-charge the second capacitor C2 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 operational reliability of the integrated electrical system 1.

[0089] In one example, such as Figure 11As shown, the precharge module 18 includes a resistor R, a second switch unit 181, and a third switch unit 182. One end of the resistor R is connected to the positive terminal of the high-voltage battery 5. The first end of the second switch unit 181 is connected to the other end of the resistor R. The second end of the second switch unit 181 is connected to the first plate of the second capacitor C2. The controlled end of the second switch unit 181 is connected to the control module 14. The first end of the third switch unit 182 is connected to the positive terminal of the high-voltage battery 2. The second end of the third switch unit 182 is connected to the first plate of the second capacitor C2 and the rectifier module 13. The controlled end of the third switch unit 182 is connected to the control module 14.

[0090] In both the first and second operating modes, the control module 14 controls the second switch unit 181 to turn on and the third switch unit 182 to turn off, allowing the high-voltage battery 2 to pre-charge the second capacitor C2 through the resistor R and the second switch unit 181. During this time, the voltage output from the high-voltage battery 2 is pre-charged and current-limited through the resistor R before flowing to the second capacitor C2. After pre-charging is complete, the control module 14 first controls the second switch unit 181 to turn off and the third switch unit 182 to turn on, and then controls the corresponding switch to turn on or off according to the current operating mode.

[0091] To achieve precise control over the on / off states of the second switch unit 181 and the third switch unit 182, in one example, the control module 14 may further include a fifth drive unit (not shown in the figure). The fifth drive unit is connected to the main control unit 141 and the controlled terminals of the second switch unit 181 and the third switch unit 182. The main control unit 141 can determine the operating mode of the integrated electrical system 1 based on the detection signal, and control the on / off states of the second switch unit 181 and the third switch unit 182 through the fifth drive unit to achieve pre-charging, thereby ensuring the reliability of the integrated electrical system 1 operating in the corresponding operating mode.

[0092] In summary, the integrated electrical system 1 provided in this application allows for flexible switching of the operating modes of both the integrated electrical system 1 and the vehicle by adjusting the connection state of the switch module 11. This means that the integrated electrical system 1 enables the vehicle to operate in either the first operating module (drive mode) or the second operating module (charging mode) without the need for separate drive and charging systems, reducing manufacturing costs and minimizing the footprint of the integrated electrical system 1 within the vehicle, thereby reducing the vehicle's size and weight and ultimately improving its power density, efficiency, and performance. Furthermore, the motor module 12 is operational in both the first and second operating modes, increasing its utilization rate. Moreover, precise control of the connection between the motor module 12 and the branch containing the charging terminal 3 can be achieved by controlling the connection state of the switch module 11, resulting in high control safety and switching flexibility.

[0093] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above 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.

[0094] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0095] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An integrated electrical system for use in a vehicle, the vehicle being equipped with a charging terminal, characterized in that, The integrated electrical system includes: A switch module, wherein a first end of the switch module is connected to the charging terminal; A motor module, wherein the motor module is connected to the second terminal and the third terminal of the switch module; A rectifier module, wherein the rectifier module is connected to the motor module and the high-voltage battery; and, The control module is connected to the controlled terminal of the switch module, the motor module, the rectifier module, and the charging terminal. The control module is used to acquire the current information of the charging terminal and control the integrated electrical system to work in a first working mode or a second working mode based on the current information. In the first operating mode, the control module controls the second terminal of the switch module to connect with the third terminal of the switch module, the motor module is disconnected from the branch where the charging terminal is located, the rectifier module is bypassed, and the high-voltage battery outputs voltage to the motor module. In the second operating mode, the control module controls the first terminal of the switch module to connect with the second terminal of the switch module, the rectifier module operates, and the charging terminal outputs voltage to the high-voltage battery through the switch module, the motor module, and the rectifier module.

2. The integrated electrical system according to claim 1, characterized in that, The motor module includes: A drive motor, comprising a first winding, a second winding, and a third winding, wherein one end of the first winding and one end of the second winding are respectively connected to a second terminal of the switch module, and one end of the third winding is connected to a third terminal of the switch module; and, A motor control unit is connected to the other end of the first winding, the other end of the second winding, the other end of the third winding, and the rectifier module.

3. The integrated electrical system according to claim 2, characterized in that, The switching module includes: A first single-pole double-throw (SPD) switch, wherein a first terminal of the first SPD switch is connected to the charging terminal as the first terminal of the switch module, a second terminal of the first SPD switch is connected to one end of the first winding as the second terminal of the switch module, and a controlled terminal of the first SPD switch is connected to the control module; and... The second single-pole double-throw switch has its first end connected to the charging terminal as the first end of the switch module, its second end connected to one end of the second winding as the second end of the switch module, and its third end connected to the third end of the first single-pole double-throw switch to form a common node. The common node is connected to one end of the third winding as the third end of the switch module. The controlled end of the second single-pole double-throw switch is connected to the control module.

4. The integrated electrical system according to claim 3, characterized in that, The integrated electrical system also includes: The protection module has a first end connected to the first end of the first single-pole double-throw switch and the charging terminal, a second end connected to the first end of the second single-pole double-throw switch and the charging terminal, and a third end connected to the motor control unit. In the second operating mode, the motor control unit, the first winding, the second winding, and the protection module form a power factor correction circuit.

5. The integrated electrical system according to claim 4, characterized in that, The protection module includes: A first diode, the cathode of which serves as the first terminal of the protection module, is connected to the first terminal of the first single-pole double-throw switch and the charging terminal; and... The second diode has its cathode connected to the first terminal of the second single-pole double-throw switch and the charging terminal as the second terminal of the protection module, and its anode connected to the anode of the first diode and as the third terminal of the protection module connected to the motor control unit.

6. The integrated electrical system according to claim 1, characterized in that, The integrated electrical system also includes: A filtering module, one end of which is connected to the charging terminal, and the other end of which is connected to the first end of the switching module.

7. The integrated electrical system according to any one of claims 1-6, characterized in that, The control module includes: A detection unit, connected to the charging terminal, is used to detect the current information of the charging terminal and generate a detection signal; and, The main control unit is connected to the switch module, the motor module, the rectifier module and the detection unit. The main control unit is used to receive the detection signal and control the integrated electrical system to work in the first working mode or the second working mode based on the detection signal.

8. The integrated electrical system according to any one of claims 1-6, characterized in that, The rectifier module includes: A full-bridge topology unit, wherein the first and second ends of the full-bridge topology unit are connected to the high-voltage battery, and the third and fourth ends of the full-bridge topology unit are connected to the motor module; and, A first switching unit, wherein a first end of the first switching unit is connected to a first end of the full-bridge topology unit, a second end of the first switching unit is connected to a third end of the full-bridge topology unit, and a controlled end of the first switching unit is connected to the control module.

9. The integrated electrical system according to claim 8, characterized in that, The integrated electrical system also includes: A transformer, the primary coil of which is connected to the fifth and sixth terminals of the full-bridge topology; and, A DC-DC converter module, one end of which is connected to the secondary coil of the transformer, and the other end of which is connected to a low-voltage battery.

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

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