An integrated electrical system and vehicle

Abstract

The application provides an integrated electrical system and a vehicle, and belongs to the technical field of vehicle electrical systems. The system comprises an electric drive system, a transformer, a synchronous rectification circuit and a conversion circuit. The electric drive system is connected with a charging pile and a high-voltage battery. The transformer comprises a primary coil and a secondary coil, and the primary coil is connected with the electric drive system. The first end of the synchronous rectification circuit is connected with one end of the secondary coil, and the second end of the synchronous rectification circuit is connected with the other end of the secondary coil. The conversion circuit is connected with the third end of the synchronous rectification circuit, the fourth end of the synchronous rectification circuit and a low-voltage battery. The synchronous rectification circuit is configured to charge the low-voltage battery through the conversion circuit based on the output voltage of the transformer. In the system, the secondary coil of the transformer participates in energy transmission throughout the process, thereby improving the utilization rate of the transformer. Moreover, the rectification function can be realized without setting an additional intermediate tap, thereby simplifying the design complexity of the transformer and reducing the manufacturing cost.

Description

TECHNICAL FIELD

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

[0002] New energy vehicles are generally configured with a high-voltage battery. When the vehicle is in a 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 a charging mode, a non-vehicle-mounted charging system or a vehicle-mounted charger is used to charge the high-voltage battery. In the charging mode, a transformer is usually provided to supply power to a low-voltage battery and low-voltage electrical equipment.

[0003] In the related art, a center tap is usually arranged in the middle of the winding of the secondary coil of the transformer to achieve full-wave rectification. However, this approach results in low utilization of the secondary coil and requires an additional center tap, increasing the complexity of the transformer design and manufacturing costs. CONTENT OF THE UTILITY MODEL

[0004] The present application provides an integrated electrical system and a vehicle, aiming to solve the problem of low utilization of the transformer and high design complexity and manufacturing costs when supplying power to a low-voltage battery and low-voltage electrical equipment through a transformer in the related art.

[0005] In a first aspect, an integrated electrical system is provided, applied to a vehicle, and the integrated electrical system comprises: an electric drive system, a transformer, a synchronous rectification circuit, and a conversion circuit; the electric drive system is connected with a charging pile and a high-voltage battery; the transformer comprises a primary coil and a secondary coil, and the primary coil is connected with the electric drive system; a first end of the synchronous rectification circuit is connected with one end of the secondary coil, and a second end of the synchronous rectification circuit is connected with the other end of the secondary coil; the conversion circuit is connected with a third end of the synchronous rectification circuit, a fourth end of the synchronous rectification circuit, and a low-voltage battery; wherein the synchronous rectification circuit is configured to charge the low-voltage battery based on an output voltage of the transformer through the conversion circuit.

[0006] In the above technical solution, part of the circuit of the electric drive system can form a phase-shifted full-bridge circuit with the transformer and the synchronous rectification circuit to charge the low-voltage battery. The first end of the synchronous rectification circuit and the second end of the synchronous rectification circuit are respectively connected with the two end points of the secondary coil to achieve current-doubled synchronous rectification. Compared with full-wave rectification, current-doubled synchronous rectification does not require an intermediate tap to achieve rectification function, simplifying the complexity of the transformer design and reducing the manufacturing cost. Secondly, throughout the entire working cycle, the secondary coil of the transformer participates in energy transmission throughout the entire cycle, i.e., "full-time use of all windings of the secondary coil", rather than "half-time use of half windings of the secondary coil" in full-wave rectification, to significantly reduce the current effective value of the secondary coil of the transformer, improve the utilization of the transformer, reduce copper loss, and improve overall efficiency.

[0007] In conjunction with the first aspect, in some possible implementations, the synchronous rectification circuit includes a first switching module and an energy storage module; the first terminal of the first switching module serves as the first terminal of the synchronous rectification circuit and is connected to one end of the secondary coil; the second terminal of the first switching module serves as the second terminal of the synchronous rectification circuit and is connected to the other end of the secondary coil; the third terminal of the first switching module serves as the fourth terminal of the synchronous rectification circuit and is connected to the first terminal of the conversion circuit; the first terminal of the energy storage module serves as the third terminal of the synchronous rectification circuit and is connected to the second terminal of the conversion circuit; the second terminal of the energy storage module is connected to the first terminal of the first switching module and one end of the secondary coil; and the third terminal of the energy storage module is connected to the second terminal of the first switching module and the other end of the secondary coil.

[0008] In the above technical solution, since the secondary coil participates in conduction throughout the entire cycle, and the current is alternately borne by the branches corresponding to the first switching module and the energy storage module, the effective value of the current in the secondary coil is significantly reduced, thereby reducing copper losses in the winding. Secondly, the energy storage module is connected to the output side, with its two ends connected to both the first switching module and the two ends of the secondary coil, forming a symmetrical current path. This structure allows the output current to be shared by the two branches, reducing the thermal stress of a single switch in the first switching module while smoothing the output current ripple through energy storage and release, thus improving dynamic response characteristics.

[0009] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the first switch module includes a first switch and a second switch; the first end of the first switch serves as the first end of the first switch module and is connected to one end of the secondary coil and the second end of the energy storage module; the second end of the first switch serves as the third end of the first switch module and is connected to the first end of the conversion circuit; the first end of the second switch is connected to the second end of the first switch and the first end of the conversion circuit; the second end of the second switch serves as the second end of the first switch module and is connected to the other end of the secondary coil and the third end of the energy storage module.

[0010] In the above technical solution, the first and second switches are connected to the two ends of the secondary coil, respectively. This means that the secondary coil participates in energy transfer throughout the entire switching cycle, achieving a full-cycle operation mode that utilizes the entire winding, significantly improving transformer utilization. Compared to traditional full-wave rectification, which only utilizes half of the winding and suffers from dead time, this structure effectively improves power density and energy conversion efficiency. Furthermore, replacing traditional diode rectifier elements with a synchronous rectifier bridge arm composed of the first and second switches results in a lower on-state voltage drop, significantly reducing rectification losses. Especially in high-current output scenarios, on-state losses can be reduced by more than 50%, significantly improving system efficiency.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the energy storage module includes a first inductor and a second inductor; one end of the first inductor serves as the first end of the energy storage module and is connected to the second end of the conversion circuit, and the other end of the first inductor serves as the second end of the energy storage module and is connected to the first end of the first switch and one end of the secondary coil; one end of the second inductor serves as the third end of the energy storage module and is connected to the second end of the first switch module and the other end of the secondary coil, and the other end of the second inductor is connected to one end of the first inductor and the second end of the conversion circuit.

[0012] In the above technical solution, the first inductor and the second inductor are connected in series in two rectifier branches, and their output terminals are connected to the same reference node, forming the basic structure of a "current-doubling rectification" topology. This structure allows the currents in the two branches to be interleaved in time, significantly reducing the output current ripple amplitude, reducing dependence on external output capacitors, and improving dynamic response capability. At the same time, each inductor only needs to bear about half of the average output current, effectively reducing the size and thermal stress of a single magnetic component, reducing the temperature rise and loss of a single inductor L, which is beneficial to improving power density and the reliability and efficiency of the overall system.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the synchronous rectification circuit further includes a first capacitor, the first plate of the first capacitor is connected to the first terminal of the energy storage module and the second terminal of the conversion circuit, and the second plate of the first capacitor is connected to the third terminal of the first switching module and the first terminal of the conversion circuit.

[0014] In the above technical solution, the first capacitor serves as a resonant capacitor or a buffer capacitor to suppress voltage spikes and smooth current / voltage fluctuations on the circuit, thereby improving the rectification efficiency and reliability of the synchronous rectifier circuit.

[0015] In conjunction with the first aspect and the above-described implementations, in some possible implementations, the integrated electrical system further includes a first filter circuit, a first terminal of which is connected to a third terminal of the conversion circuit, a second terminal of which is connected to a low-voltage battery, and a third terminal of which is connected to a first terminal of the conversion circuit, a fourth terminal of the synchronous rectification circuit, and the low-voltage battery.

[0016] In the above technical solution, the first filter circuit is positioned between the conversion circuit and the low-voltage battery, forming a composite filter path through a multi-point connection. The first filter circuit receives the output signal from the conversion circuit at its first terminal and uses its internal passive components to suppress high-frequency components. The second terminal of the first filter circuit is directly coupled to the low-voltage battery to achieve energy transfer. The third terminal of the first filter circuit is shared with the reference ground / power supply terminal of the conversion circuit, the loop terminal of the synchronous rectification circuit, and the low-voltage battery, thereby constructing a low-impedance return path and effectively reducing common-mode noise and ground bounce.

[0017] In combination with the first aspect and the above implementation, in some possible implementations, the first filter circuit includes a third inductor and a second capacitor; one end of the third inductor serves as the first terminal of the first filter circuit and is connected to the third terminal of the conversion circuit, and the other end of the third inductor serves as the second terminal of the first filter circuit and is connected to the low-voltage battery; the first plate of the second capacitor is connected to the other end of the third inductor and the low-voltage battery, and the second plate of the second capacitor serves as the third terminal of the first filter circuit and is connected to the first terminal of the conversion circuit, the fourth terminal of the synchronous rectification circuit, and the low-voltage battery.

[0018] In the above technical solution, the third inductor, as an inductive element, presents high impedance to high-frequency signals, which can prevent high-frequency harmonics and electromagnetic interference generated during the switching process in the conversion circuit and synchronous rectification circuit from propagating to the low-voltage battery side. The second capacitor, as a parallel capacitor, provides a low-impedance bypass path for high-frequency noise, quickly discharging it to ground, thereby significantly reducing ripple and spike components in the output voltage. In addition, the LC low-pass filter formed by the third inductor and the second capacitor, through the energy storage characteristics of the inductor and the voltage stabilization effect of the capacitor, jointly achieves smoothing of pulsating voltage, making the voltage delivered to the low-voltage battery more stable, which is beneficial to improving charging efficiency and battery life.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the electric drive system includes a second switch module, a motor module, and a full-bridge topology module; the first end of the second switch module is connected to the charging terminal, and the motor module is connected to the second end of the second switch module; the full-bridge topology module is connected to the motor module, the primary coil, and the high-voltage battery; wherein, in the first operating mode, the second switch module is in the first conducting state, the branch where the motor module and the charging terminal are located is disconnected, the full-bridge topology module is bypassed, and the high-voltage battery outputs voltage to the motor module; in the second operating mode, the second switch module is in the second conducting state, the branch where the motor module and the charging terminal are located are connected, the full-bridge topology module is working, and the charging terminal outputs voltage to the high-voltage battery through the second switch module, the motor module, and the full-bridge topology module.

[0020] In the above technical solution, by adjusting the connection state of the second switch module accordingly, the working mode of the integrated electrical system and the vehicle can be flexibly switched. 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 an independent driving system and charging system, which reduces manufacturing costs and reduces the area occupied by the integrated electrical system in the vehicle, thereby reducing the size and weight of the vehicle, and thus improving the power density level, efficiency and performance of the vehicle.

[0021] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the electric drive system further includes a third switch module, the first end of which is connected to the first end of the full-bridge topology module, and the second end of which is connected to the second end of the full-bridge topology module; wherein, in the first operating mode, the third switch module is turned on, and in the second operating mode, the third switch module is turned off.

[0022] In the above technical solution, in the first operating mode, the third switch module is on, and the full-bridge topology module does not participate in the driving process between the high-voltage battery and the motor module. In the second operating mode, the third switch module is off, the full-bridge topology module operates, and the full-bridge topology module participates in the charging process between the charging terminals and the high-voltage battery. Thus, by controlling the on / off state of the third switch module, precise control of the operating state of the full-bridge topology module can be achieved, with high control safety and flexibility.

[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; Figure 2 This is a schematic diagram of the circuit structure of an integrated electrical system provided in an embodiment of this application; Figure 3 This is a schematic diagram of the circuit structure of another integrated electrical system provided in an embodiment of this application; Figure 4 This is a schematic diagram of the circuit structure of another integrated electrical system provided in the embodiments of this application; Figure 5 This is a schematic diagram of the circuit structure of another integrated electrical system provided in the embodiments of this application.

[0025] The following are the labeling elements in the figure: 1. Integrated electrical system; 11. Electric drive system; 111. Second switch module; 112. Motor module; 113. Full-bridge topology module; 114. Third switch module; 12. Synchronous rectifier circuit; 121. First switch module; 122. Energy storage module; 13. Conversion circuit; 14. First filter circuit; 15. Control module; 151. Main control unit; 152. First drive unit; 153. Second drive unit; 154. Third drive unit; 155. Fourth drive unit; 156. Detection unit; 16. Second filter circuit; 17. Fourth switch module; 18. Fifth switch module; 2. High-voltage battery; 3. Charging terminal; 4. Low-voltage battery; Q1, First switch; Q2, Second switch; L1, First inductor; L2, Second inductor; L3, Third inductor; C1, First capacitor; C2, Second capacitor; C3, Third capacitor; T, Transformer; P, Primary coil; S, Secondary coil; SPDT, Single-pole double-throw switch; R, Resistor. Detailed Implementation

[0026] 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.

[0027] 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.

[0028] Currently, new energy vehicles are widely used in various scenarios to replace internal combustion engine vehicles. Compared to internal combustion engine vehicles, new energy vehicles produce less noise and do not directly emit exhaust fumes during operation, making them more environmentally friendly. Furthermore, new energy vehicles are more intelligent, have higher energy conversion efficiency, and lower maintenance costs. Therefore, more and more people are starting to use new energy vehicles as their mode of transportation. New energy vehicles are typically equipped with 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 the DC power from the power battery into three-phase alternating current (AC) to control the motor, according to the target torque and speed sent by the vehicle control unit (VCU). This AC power controls the motor to perform functions such as starting, acceleration, deceleration, braking, and energy recovery, thereby ensuring the normal operation of the vehicle.

[0029] 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 components 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.

[0030] 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.

[0031] Currently, when a vehicle is in charging mode, a transformer is typically used to supply power to the low-voltage battery and low-voltage electrical equipment. Related technologies usually involve placing a center tap in the middle of the transformer's secondary winding to achieve full-wave rectification. However, this method only allows half of the secondary winding to conduct at any given time, resulting in low utilization of the secondary winding. Furthermore, the addition of an extra center tap increases the transformer's design complexity and manufacturing cost.

[0032] Therefore, embodiments of this application provide an integrated electrical system and vehicle. In this integrated electrical system, the secondary coil of the transformer participates in energy transmission throughout the entire process to improve the utilization rate of the transformer. Furthermore, the rectification function can be achieved without setting an additional intermediate tap, which simplifies the design complexity of the transformer and reduces manufacturing costs.

[0033] The integrated electrical system and vehicle provided in the embodiments of this application are described below with reference to the accompanying drawings.

[0034] This application provides a vehicle, in one example, such as Figure 1 As 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.

[0035] 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.

[0036] In one example, such as Figure 2 As shown, the integrated electrical system 1 includes an electric drive system 11, a transformer T, a synchronous rectifier circuit 12, and a conversion circuit 13. The electric drive system 11 is connected to the charging pile and the high-voltage battery 2; the transformer T includes a primary coil P and a secondary coil S, with the primary coil P connected to the electric drive system 11. The first terminal of the synchronous rectifier circuit 12 is connected to one end of the secondary coil S, and the second terminal of the synchronous rectifier circuit 12 is connected to the other end of the secondary coil S. The conversion circuit 13 is connected to the third and fourth terminals of the synchronous rectifier circuit 12 and the low-voltage battery 4.

[0037] It is worth noting that the integrated electrical system 1 of this application also includes a control module. The control module is used to acquire the current information of the charging terminal 3. Based on this current information, the control module can determine the current operating mode that the integrated electrical system 1 needs to execute, and correspondingly control the electric drive system 11, so that the integrated electrical system 1 can work in the corresponding operating mode, thereby ensuring the reliability of the integrated electrical system 1. Here, 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 driving mode, in which the high-voltage battery 2 outputs AC power to the electric drive system 11 to drive the electric drive system 11 to work; the second operating mode is the charging mode, in which the high-voltage battery 2 needs to be charged through the charging terminal 3.

[0038] In the second operating mode, the synchronous rectifier circuit 12 also charges the low-voltage battery 4 via the conversion circuit 13 based on the output voltage of the transformer T. Specifically, part of the circuit of the electric drive system 11, together with the transformer T and the synchronous rectifier circuit 12, forms a phase-shifted full-bridge circuit to charge the low-voltage battery 4.

[0039] In this example, the first and second terminals of the synchronous rectifier circuit 12 are connected to the two endpoints of the secondary coil S, respectively, to achieve current-doubling synchronous rectification. Compared to full-wave rectification, current-doubling synchronous rectification does not require a center tap to achieve the rectification function, simplifying the transformer design complexity and reducing manufacturing costs. Secondly, throughout the entire operating cycle, the secondary coil S of the transformer T participates in energy transmission, that is, "the entire winding of the secondary coil S is used for the whole time," rather than "half the time is spent using half the winding of the secondary coil S" under full-wave rectification. This significantly reduces the effective value of the current in the secondary coil S of the transformer T, improves the utilization rate of the transformer T, reduces copper losses, and improves overall efficiency.

[0040] In one example, such as Figure 3 As shown, the synchronous rectifier circuit 12 includes a first switching module 121 and an energy storage module 122. The first terminal of the first switching module 121 serves as the first terminal of the synchronous rectifier circuit 12 and is connected to one end of the secondary coil S. The second terminal of the first switching module 121 serves as the second terminal of the synchronous rectifier circuit 12 and is connected to the other end of the secondary coil S. The third terminal of the first switching module 121 serves as the fourth terminal of the synchronous rectifier circuit 12 and is connected to the first terminal of the conversion circuit 13. The first terminal of the energy storage module 122 serves as the third terminal of the synchronous rectifier circuit 12 and is connected to the second terminal of the conversion circuit 13. The second terminal of the energy storage module 122 is connected to the first terminal of the first switching module 121 and one end of the secondary coil S. The third terminal of the energy storage module 122 is connected to the second terminal of the first switching module 121 and the other end of the secondary coil S.

[0041] During operation, when an alternating voltage is induced in the secondary coil S of transformer T, during the positive half-cycle, the upper switch in the first switching module 121 is turned on. Current flows through the upper switch and the load circuit to the energy storage module 122, and then returns to the secondary coil S, forming the first energy transmission path. During the negative half-cycle, the lower switch in the first switching module 121 is turned on. Current flows through the lower switch and the load circuit to the energy storage module 122 and returns to the secondary coil S, forming the second energy transmission path. The two branches alternately conduct under the control of the controller, achieving synchronous rectification. It can be concluded that because the secondary coil S always participates in energy transmission throughout the entire switching cycle, a highly efficient operating mode of "using all windings at all times" is achieved. Compared to the traditional full-wave rectification method of "using only half the windings at half the time," this significantly improves the utilization efficiency of the magnetic core and copper wire, reduces the effective value of the secondary current, decreases winding copper losses, and improves the overall conversion efficiency.

[0042] Furthermore, the energy storage module 122, acting as a current smoothing element, stores and releases energy during the alternating conduction of the switches in the first switching module 121, resulting in a continuous and stable DC current at the output terminal. It is understood that the second and third terminals of the energy storage module 122 are connected to the two ends of the secondary coil S, respectively. This means that different branches of the energy storage module 122 share the output current, with each path carrying only about half of the average output current. This not only effectively reduces the current stress and temperature rise of individual switching devices but also effectively suppresses output current ripple and improves dynamic response characteristics.

[0043] Thus, since the secondary coil S participates in conduction throughout the entire cycle, and the current is alternately borne by the branches corresponding to the first switching module 121 and the energy storage module 122, the effective value of the current in the secondary coil S is significantly reduced, thereby reducing copper losses in the winding. Secondly, the energy storage module 122 is connected to the output side, with its two ends connected to both the first switching module 121 and the two ends of the secondary coil S, forming a symmetrical current path. This structure allows the output current to be shared by the two branches, reducing the thermal stress on a single switch in the first switching module 121 while smoothing the output current ripple through energy storage and release, thus improving dynamic response characteristics.

[0044] In one example, such as Figure 3As shown, the first switch module 121 includes a first switch Q1 and a second switch Q2. The first end of the first switch Q1 serves as the first end of the first switch module 121 and is connected to one end of the secondary coil S and the second end of the energy storage module 122. The second end of the first switch Q1 serves as the third end of the first switch module 121 and is connected to the first end of the conversion circuit 13. The first end of the second switch Q2 is connected to the second end of the first switch Q1 and the first end of the conversion circuit 13. The second end of the second switch Q2 serves as the second end of the first switch module 121 and is connected to the other end of the secondary coil S and the third end of the energy storage module 122.

[0045] During operation, the first switch Q1 and the second switch Q2 are alternately turned on and off according to the voltage polarity of the secondary coil S of transformer T. Specifically, when one end of the secondary coil S is positive and the other end is negative, the first switch Q1 is turned on and the second switch Q2 is turned off. The current path is: one end of the secondary coil S, the first switch Q1, the energy storage module 122, and the other end of the secondary coil S, forming the first conducting loop. When the polarity of the secondary coil S is reversed, i.e., one end is negative and the other end is positive, the second switch Q2 is turned on and the first switch Q1 is turned off. The current path is: the other end of the secondary coil S, the second switch Q2, the energy storage module 122, and the other end of the secondary coil S, forming the second conducting loop. By precisely adjusting the on / off sequence of the first switch Q1 and the second switch Q2, it is ensured that they do not conduct simultaneously to avoid short circuits, thus achieving synchronous rectification.

[0046] It is understandable that the first switch Q1 and the second switch Q2 are connected to the two ends of the secondary coil S, meaning that the secondary coil S always participates in energy transfer throughout the entire switching cycle, achieving a full-cycle operation mode that utilizes all windings and significantly improving the utilization rate of the transformer T. Compared to traditional full-wave rectification, which only utilizes half of the windings and has a dead time, this structure effectively improves power density and energy conversion efficiency. Furthermore, the use of a synchronous rectifier bridge arm composed of the first switch Q1 and the second switch Q2 instead of traditional diode rectifier components results in a lower on-state voltage drop, significantly reducing rectification losses. Especially in high-current output scenarios, on-state losses can be reduced by more than 50%, significantly improving system efficiency.

[0047] Optionally, the first switch Q1 and the second switch Q2 can be an N-type metal-oxide-semiconductor (NMOS) field-effect transistor, a P-type metal-oxide-semiconductor (PMOS) field-effect transistor, an insulated gate bipolar transistor (IGBT), a transistor, a relay circuit, or other devices or circuits capable of switching on and off. This application does not impose specific limitations on these devices or circuits.

[0048] In one example, such as Figure 3 As shown, the energy storage module 122 includes a first inductor L1 and a second inductor L2. One end of the first inductor L1 serves as the first terminal of the energy storage module 122 and is connected to the second terminal of the conversion circuit 13. The other end of the first inductor L1 serves as the second terminal of the energy storage module 122 and is connected to the first terminal of the first switch Q1 and one end of the secondary coil S. One end of the second inductor L2 serves as the third terminal of the energy storage module 122 and is connected to the second terminal of the first switch module 121 and the other end of the secondary coil S. The other end of the second inductor L2 is connected to one end of the first inductor L1 and the second terminal of the conversion circuit 13.

[0049] During operation, when the first switch Q1 is on and the second switch Q2 is off, the upper end of the secondary coil S is positively charged, and current flows out through the first switch Q1 to supply power to the output terminal, while simultaneously storing energy in the first inductor L1. The current path is: one end of the secondary coil S, the first switch Q1, the first output node (i.e., the node where the first inductor L1 is connected to the first switch Q1 and one end of the secondary coil S), the first inductor L1, the conversion circuit 13, and the other end of the secondary coil S. At this time, the first inductor L1 is in a charging state. Meanwhile, the second inductor L2, since it is not connected to the main energy transmission path, mainly undertakes the function of filtering and suppressing reverse current.

[0050] When the polarity is reversed, the second switch Q2 is turned on and the first switch Q1 is turned off. The lower end of the secondary coil S is positively charged, and current flows out through the second switch Q2 to supply power to the output terminal and store energy in the second inductor L2. The current path is: lower end of the secondary coil S, second switch Q2, second output node (i.e., the node where the second inductor L2 is connected to the second switch Q2 and the other end of the secondary coil S), second inductor L2, conversion circuit 13, and the other end of the secondary coil S. At this time, the second inductor L2 is in a charging state, while the first inductor L1 enters the freewheeling or discharging stage.

[0051] Since the first inductor L1 and the second inductor L2 are connected in series in the two rectifier branches, and their outputs are connected to the same reference node, they form the basic structure of an "interleaved current-doubler" topology. This structure allows the currents in the two branches to be interleaved in time, significantly reducing the output current ripple amplitude, reducing dependence on external output capacitors, and improving dynamic response. At the same time, each inductor only needs to bear about half of the average output current, effectively reducing the size and thermal stress of individual magnetic components, reducing the temperature rise and losses of individual inductors, and contributing to improved power density and overall system reliability and efficiency.

[0052] In one example, such as Figure 3As shown, the synchronous rectifier circuit 12 also includes a first capacitor C1. The first plate of the first capacitor C1 is connected to the first end of the energy storage module 122 and the second end of the conversion circuit 13. The second plate of the first capacitor C1 is connected to the third end of the first switch module 121 and the first end of the conversion circuit 13.

[0053] In this example, the first capacitor C1 acts as a resonant capacitor or a buffer capacitor to suppress voltage spikes and smooth current / voltage fluctuations on the path, thereby improving the rectification efficiency and reliability of the synchronous rectifier circuit 12.

[0054] To improve the reliability of the voltage output to low-voltage battery 4, in one example, such as Figure 4 As shown, the integrated electrical system 1 also includes a first filter circuit 14. The first end of the first filter circuit 14 is connected to the third end of the conversion circuit 13, the second end of the first filter circuit 14 is connected to the low-voltage battery 4, and the third end of the first filter circuit 14 is connected to the first end of the conversion circuit 13, the fourth end of the synchronous rectification circuit 12, and the low-voltage battery 4.

[0055] The synchronous rectifier circuit 12 efficiently rectifies the signal, and the conversion circuit 13 converts the input electrical energy to output an AC or pulsating DC signal with a certain frequency and amplitude. During this process, the switching action of the conversion circuit 13 inevitably introduces high-frequency noise, voltage spikes, and current ripple, which may affect the charging quality and lifespan of the low-voltage battery 4, and even interfere with the normal operation of other control circuits in the system. Therefore, this example introduces a first filter circuit 14, which is located between the conversion circuit 13 and the low-voltage battery 4, and forms a composite filter path through a multi-point connection.

[0056] Specifically, the first filter circuit 14 receives the output signal from the conversion circuit 13 through its first terminal and uses its internal passive components to suppress high-frequency components. The second terminal of the first filter circuit 14 is directly coupled to the low-voltage battery 4 to achieve energy transfer. The third terminal of the first filter circuit 14 is connected to the reference ground / power supply terminal of the conversion circuit 13, the loop terminal of the synchronous rectification circuit 12, and the low-voltage battery 4, thereby constructing a low-impedance return path and effectively reducing common-mode noise and ground bounce effect.

[0057] In one example, such as Figure 4As shown, the first filter circuit 14 includes a third inductor L3 and a second capacitor C2. One end of the third inductor L3 serves as the first terminal of the first filter circuit 14 and is connected to the third terminal of the conversion circuit 13. The other end of the third inductor L3 serves as the second terminal of the first filter circuit 14 and is connected to the low-voltage battery 4. The first plate of the second capacitor C2 is connected to the other end of the third inductor L3 and the low-voltage battery 4. The second plate of the second capacitor C2 serves as the third terminal of the first filter circuit 14 and is connected to the first terminal of the conversion circuit 13, the fourth terminal of the synchronous rectification circuit 12, and the low-voltage battery 4.

[0058] In this example, the third inductor L3 and the second capacitor C2 constitute an LC low-pass filter, which has good high-frequency attenuation characteristics. Specifically, the third inductor L3, as an inductor, presents high impedance to high-frequency signals, which can prevent high-frequency harmonics and electromagnetic interference (EMI) generated by the switches in the switching circuit 13 and synchronous rectification circuit 12 during the switching process from propagating to the low-voltage battery 4. The second capacitor C2, as a parallel capacitor, provides a low-impedance bypass path for high-frequency noise, quickly discharging it to ground, thereby significantly reducing the ripple and spike components in the output voltage. In addition, the LC low-pass filter composed of the third inductor L3 and the second capacitor C2, through the energy storage characteristics of the inductor and the voltage stabilizing effect of the capacitor, jointly achieves smoothing of pulsating voltage, making the voltage delivered to the low-voltage battery 4 more stable, which is beneficial to improving charging efficiency and battery life.

[0059] Optionally, the first filter circuit 14 may also be configured as a π-type filter structure or other devices or circuits that can achieve the above functions. This application does not impose specific restrictions on this.

[0060] In one example, such as Figure 4 As shown, the switching circuit 13 includes a third switch Q3 and a fourth switch Q4. This switching circuit 13 is a conventional circuit, which will not be described in detail in this application.

[0061] In one example, such as Figure 5 As shown, the electric drive system 11 includes a second switch module 111, a motor module 112, and a full-bridge topology module 113. The first end of the second switch module 111 is connected to the charging terminal 3, and the motor module 112 is connected to the second end of the second switch module 111. The full-bridge topology module 113 is connected to the motor module 112, the primary coil P, and the high-voltage battery 2.

[0062] In the first working mode, the second switch module 111 is in the first conducting state, the motor module 112 is disconnected from the branch where the charging terminal 3 is located, the full bridge topology module 113 is bypassed, and the high voltage battery 2 outputs voltage to the motor module 112.

[0063] In the second operating mode, the second switch module 111 is in the second conducting state, the motor module 112 is connected to the branch where the charging terminal 3 is located, the full bridge topology module 113 is working, and the charging terminal 3 outputs voltage to the high-voltage battery 2 through the second switch module 111, the motor module 112, and the full bridge topology module 113.

[0064] In this example, the integrated electrical system 1 provided by this application can flexibly switch the working modes of the integrated electrical system 1 and the vehicle by adjusting the connection state of the second switch module 111. 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 1, without the need to set up independent driving system and charging system, reducing manufacturing costs, and reducing the area occupied by the integrated electrical system 1 in the vehicle, thereby reducing the size and weight of the vehicle, and thus improving the power density level, efficiency and performance of the vehicle.

[0065] In one example, such as Figure 5 As shown, the motor module 112 includes a drive motor and a motor control unit. The drive motor 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 second switch module 111. One end of the third winding W is connected to the third end of the second switch module 111. The motor control unit 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 full-bridge topology module 113.

[0066] In this example, in the first operating mode, the second switch module 111 is in the first conducting state, meaning the control module controls the first terminal of the second switch module 111 to disconnect from the second terminal, thus disconnecting the drive motor from the branch containing the charging terminal 3. The full-bridge topology module 113 is bypassed, and the high-voltage battery 2 outputs voltage to the drive motor via the motor control unit. Simultaneously, the motor control unit converts the DC power provided by the high-voltage battery 2 into three-phase AC power suitable for the drive motor's operation according to the target torque and speed sent by the control module, thereby controlling the drive motor to perform functions such as starting, acceleration, deceleration, braking, and energy recovery, ensuring the normal operation of the vehicle. In the second operating mode, the second switch module 111 is in the second conducting state, meaning the control module controls the first terminal of the second switch module 111 to connect to the second terminal, thus connecting the drive motor to the branch containing the charging terminal 3. The full-bridge topology module 113 operates, and at this time, AC power outputs voltage to the high-voltage battery 2 via the charging terminal 3, the second switch module 111, the drive motor, the motor control unit, and the full-bridge topology module 113 to charge the high-voltage battery 2. In this example, both the drive motor and the motor control unit participate in the first and second operating modes, which improves the utilization rate of the drive motor and the motor control unit.

[0067] Among them, such as Figure 5 As shown, the motor control unit consists 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, respectively. The controlled terminals of these IGBTs are connected to the control module. 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 terminal 3. The IGBTs convert the DC power supplied by the high-voltage battery 2 into three-phase AC power to drive the drive motor. 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 terminal 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 second switch module 111, the three inductors (Lu, Lv, Lw), the motor control unit, and the full-bridge topology module 113. IGBTs can support high current and high voltage, and are easy to switch. When the switch in the motor control unit is an IGBT, the stability of the current in the connection line between the IGBT and the drive motor can be guaranteed. Furthermore, 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.

[0068] Optional, such as Figure 5As shown, the second switch module 111 includes three single-pole double-throw (SPDT) switches, and the first terminals of the three SPDT switches (i.e., as shown in the diagram) are... Figure 5 The triangles “△” shown are connected to charging terminal 3 respectively, and the second terminals of the three single-pole double-throw switches SPDT (i.e., as shown in the diagram) are connected to the charging terminal 3 respectively. Figure 5 The circles “○” shown are connected to one end of the first winding U, one end of the second winding V, and one end of the third winding W, respectively. The third terminal of the three single-pole double-throw switches SPDT (i.e., as shown in the diagram) is connected to the third terminal of the first winding U, one end of the second winding V, and one end of the third winding W. Figure 5 The squares “□” shown are connected to each other at the same common node.

[0069] In the first operating mode, the second terminal of the control single-pole double-throw switch (SPDT) is connected to the third terminal of the control single-pole double-throw switch (SPDT). In the second operating mode, the first terminal of the control single-pole double-throw switch (SPDT) is connected to the second terminal of the control single-pole double-throw switch (SPDT).

[0070] When the second switch module 111 uses three single-pole double-throw (SPDT) switches, it can achieve the purpose of connecting one input to one of two different output paths. By switching the connection state of the SPDT switches, the connection state of the second switch module 111 can be switched accordingly, thereby realizing the flexible switching of the on / off state of the branch where the drive motor and the charging terminal 3 are located. Compared with using multiple ordinary switches, the 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 the manufacturing cost.

[0071] In one example, such as Figure 5 As shown, the integrated electrical system 1 also includes a second filter circuit 16. One end of the second filter circuit 16 is connected to the charging terminal 3, and the other end is connected to the first terminal of the second switching module 111. During transmission, AC power may be subject to interference, generating harmonics. The second filter circuit 16 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 second filter circuit 16 can also effectively suppress and filter electromagnetic interference signals generated in the circuitry of the integrated electrical system 1, protecting other sensitive electronic devices inside the vehicle from external electromagnetic noise.

[0072] Optionally, the second filter circuit 16 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.

[0073] Optional, such as Figure 5As shown, the full-bridge topology module 113 can be a full-bridge circuit, which consists of four switching devices symmetrically arranged between the positive and negative terminals of the high-voltage battery 2 to achieve bidirectional conversion of electrical energy.

[0074] In one example, such as Figure 5 As shown, the electric drive system 11 also includes a third switch module 114, the first end of which is connected to the first end of the full-bridge topology module 113, and the second end of which is connected to the second end of the full-bridge topology module 113.

[0075] In the first operating mode, the third switch module 114 is turned on, and the full-bridge topology module 113 does not participate in the driving process between the high-voltage battery 2 and the motor module 112. In the second operating mode, the third switch module 114 is turned off, and the full-bridge topology module 113 operates, participating in the charging process between the charging terminal 3 and the high-voltage battery 2. Thus, by controlling the on / off state of the third switch module 114, precise control of the operating state of the full-bridge topology module 113 can be achieved, with high control safety and flexibility.

[0076] In one example, such as Figure 5 As shown, the integrated electrical system 1 also includes a resistor R, a fourth switch module 17, a fifth switch module 18, and a third capacitor C3. One end of the resistor R is connected to the positive terminal of the high-voltage battery 5. The first end of the fourth switch module 17 is connected to the other end of the resistor R. The second end of the fourth switch module 17 is connected to the first plate of the third capacitor C3. The controlled end of the fourth switch module 17 is connected to the control module. The first end of the fifth switch module 18 is connected to the positive terminal of the high-voltage battery 2. The second end of the fifth switch module 18 is connected to the first plate of the third capacitor C3 and the full-bridge topology module 113. The controlled end of the fifth switch module 18 is connected to the control module. The third capacitor C3 is a bus capacitor.

[0077] In both the first and second operating modes, the control module will turn on the fourth switch module 17 and turn off the fifth switch module 18, allowing the high-voltage battery 2 to pre-charge the third capacitor C3 through the resistor R and the fourth switch module 17. 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 third capacitor C3. After pre-charging is complete, the control module will first turn off the fourth switch module 17 and turn on the fifth switch module 18, and then control the on / off state of the corresponding switches according to the current operating mode.

[0078] In this example, by pre-charging the third capacitor C3, 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 are improved, thereby ensuring the operational reliability of the integrated electrical system 1 and preventing the high-voltage grid from directly charging the bus capacitor, which could lead to the bus capacitor being burned out or even tripping.

[0079] To achieve reliable control of the aforementioned multiple switches, in one example, such as ​ As shown, the control module 15 may include a main control unit 151, a first drive unit 152, a second drive unit 153, a third drive unit 154, and a fourth drive unit 155. The main control unit 151 precisely controls the switches in the drive motor module 112, the second switch module 111, the full-bridge topology module 113, the conversion circuit 13, and the synchronous rectification circuit 12 through the first drive unit 152, the second drive unit 153, the third drive unit 154, and the fourth drive unit 155. The specific number of drive units can be flexibly set according to actual needs, and this application does not impose specific limitations on this.

[0080] Furthermore, the control module 15 may also include a detection unit 156, which is connected to the charging terminal 3 and the main control unit 151.

[0081] In this example, when the detection unit 156 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 151. When the detection unit 156 detects current at the charging terminal 3, it sends a detection signal indicating current at the charging terminal 3 to the main control unit 151. The main control unit 151 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 156 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 151, with high detection accuracy. The main control unit 151 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.

[0082] Optionally, the detection unit 156 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.

[0083] In summary, in the integrated electrical system 1 provided by this application, the first and second terminals of the synchronous rectification circuit 12 are respectively connected to the two endpoints of the secondary coil S to achieve current-doubling synchronous rectification. Compared with full-wave rectification, current-doubling synchronous rectification can achieve rectification without setting an intermediate tap, simplifying the transformer design complexity and reducing manufacturing costs. Secondly, throughout the entire working cycle, the secondary coil S of the transformer T participates in energy transmission throughout, that is, "the entire winding of the secondary coil S is used for the whole time", rather than "half the winding of the secondary coil S is used for half the time" under full-wave rectification. This significantly reduces the effective value of the current in the secondary coil S of the transformer T, improves the utilization rate of the transformer T, reduces copper losses, and improves overall efficiency.

[0084] 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.

[0085] 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.

[0086] 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, characterized in that, The integrated electrical system includes: The electric drive system is connected to the charging station and the high-voltage battery. A transformer, comprising a primary coil and a secondary coil, wherein the primary coil is connected to the electric drive system; A synchronous rectifier circuit, wherein a first terminal of the synchronous rectifier circuit is connected to one end of the secondary coil, and a second terminal of the synchronous rectifier circuit is connected to the other end of the secondary coil; and, A conversion circuit is connected to the third terminal of the synchronous rectification circuit, the fourth terminal of the synchronous rectification circuit, and the low-voltage battery. The synchronous rectifier circuit is configured to charge the low-voltage battery via the conversion circuit based on the output voltage of the transformer.

2. The integrated electrical system according to claim 1, characterized in that, The synchronous rectification circuit includes: A first switching module, wherein a first terminal of the first switching module serves as the first terminal of the synchronous rectification circuit and is connected to one end of the secondary coil; a second terminal of the first switching module serves as the second terminal of the synchronous rectification circuit and is connected to the other end of the secondary coil; and a third terminal of the first switching module serves as the fourth terminal of the synchronous rectification circuit and is connected to the first terminal of the conversion circuit; and, An energy storage module, wherein the first end of the energy storage module serves as the third end of the synchronous rectification circuit and is connected to the second end of the conversion circuit; the second end of the energy storage module is connected to the first end of the first switching module and one end of the secondary coil; and the third end of the energy storage module is connected to the second end of the first switching module and the other end of the secondary coil.

3. The integrated electrical system according to claim 2, characterized in that, The first switch module includes: A first switch, wherein a first end of the first switch serves as a first end of the first switch module and is connected to one end of the secondary coil and a second end of the energy storage module; and a second end of the first switch serves as a third end of the first switch module and is connected to a first end of the conversion circuit; and, The second switch has its first end connected to the second end of the first switch and the first end of the conversion circuit. The second end of the second switch serves as the second end of the first switch module and is connected to the other end of the secondary coil and the third end of the energy storage module.

4. The integrated electrical system according to claim 3, characterized in that, The energy storage module includes: A first inductor, one end of which serves as the first terminal of the energy storage module and is connected to the second terminal of the conversion circuit; the other end of the first inductor serves as the second terminal of the energy storage module and is connected to the first terminal of the first switch and one end of the secondary coil; and... The second inductor has one end serving as the third terminal of the energy storage module, connected to the second terminal of the first switching module and the other end of the secondary coil, and the other end of the second inductor is connected to one end of the first inductor and the second terminal of the conversion circuit.

5. The integrated electrical system according to claim 2, characterized in that, The synchronous rectification circuit further includes: The first capacitor has its first plate connected to the first terminal of the energy storage module and the second terminal of the conversion circuit, and its second plate connected to the third terminal of the first switch module and the first terminal of the conversion circuit.

6. The integrated electrical system according to claim 1, characterized in that, The integrated electrical system also includes: A first filter circuit has a first terminal connected to the third terminal of the conversion circuit, a second terminal connected to the low-voltage battery, and a third terminal connected to the first terminal of the conversion circuit, the fourth terminal of the synchronous rectification circuit, and the low-voltage battery.

7. The integrated electrical system according to claim 6, characterized in that, The first filter circuit includes: A third inductor, one end of which serves as the first terminal of the first filter circuit and is connected to the third terminal of the conversion circuit; the other end of which serves as the second terminal of the first filter circuit and is connected to the low-voltage battery; and, The second capacitor has its first plate connected to the other end of the third inductor and the low-voltage battery. The second plate of the second capacitor serves as the third terminal of the first filter circuit and is connected to the first terminal of the conversion circuit, the fourth terminal of the synchronous rectification circuit, and the low-voltage battery.

8. The integrated electrical system according to any one of claims 1-7, characterized in that, The electric drive system includes: The second switch module has its first end connected to the charging terminal. A motor module, wherein the motor module is connected to the second terminal of the second switch module; and, A full-bridge topology module, wherein the full-bridge topology module is connected to the motor module, the primary coil, and the high-voltage battery; In the first operating mode, the second switch module is in the first conducting state, the motor module is disconnected from the branch where the charging terminal is located, the full-bridge topology module is bypassed, and the high-voltage battery outputs voltage to the motor module. In the second operating mode, the second switch module is in the second conduction state, the motor module is connected to the branch where the charging terminal is located, the full-bridge topology module is working, and the charging terminal outputs voltage to the high-voltage battery through the second switch module, the motor module, and the full-bridge topology module.

9. The integrated electrical system according to claim 8, characterized in that, The electric drive system also includes: A third switch module, wherein the first end of the third switch module is connected to the first end of the full-bridge topology module, and the second end of the third switch module is connected to the second end of the full-bridge topology module; In the first operating mode, the third switch module is turned on, and in the second operating mode, the third switch module is turned off.

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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