Vehicle battery arrangement and vehicle

Abstract

The application discloses a vehicle battery device and a vehicle. The vehicle battery device comprises a first battery module, N1 M1-phase motor controllers, the first battery module being electrically connected with the N1 M1-phase motor controllers, and the N1 M1-phase motor controllers being electrically connected with N2 M2-phase motors. N1, N2, M1 and M2 are all positive integers, N1*M1=N2*M2, M1 and M2 are multiples of 3, and at least one of M1 and M2 is greater than 3. In this way, by integrating the first battery module and the N1 M1-phase motor controllers into the vehicle battery device, the redundancy of high-voltage wiring caused by scattered arrangement can be reduced, the vehicle space can be saved, and the complexity of the system can be reduced. Furthermore, compared with one-to-one motor controllers and motors, the embodiment of the application uses multi-phase motors and multi-phase motor controllers, forms different combination schemes according to the number of bridge arms of the motor controllers and the number of inductances of the motors, realizes multi-scene performance adaptation, and improves the stability of the system to a certain extent.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle battery device and a vehicle. Background Technology

[0002] In related technologies, the high-voltage wiring harnesses between the battery module and the motor controller module, and between the various motor controller modules, are quite long, which to some extent increases the complexity and cost of the system. Utility Model Content

[0003] This application provides a vehicle battery device and a vehicle.

[0004] This application provides a vehicle battery device, the device comprising: First battery module; N1 M1-phase motor controllers, the first battery module is electrically connected to the N1 M1-phase motor controllers, and the N1 M1-phase motor controllers are electrically connected to N2 M2-phase motors; Where N1, N2, M1 and M2 are all positive integers, N1×M1=N2×M2, M1 and M2 are both multiples of 3, and at least one of M1 and M2 is greater than 3.

[0005] Thus, in this embodiment, by integrating the first battery module and N1 M1-phase motor controllers into a vehicle battery device, the redundancy of high-voltage wiring harnesses caused by dispersed layout can be reduced, vehicle space can be saved, and the complexity of the system can be reduced to some extent. Furthermore, compared to a one-to-one correspondence between motor controllers and motors, this embodiment uses multi-phase motors and multi-phase motor controllers, and forms different combination schemes based on the number of bridge arms of the motor controllers and the number of inductors of the motors, enabling performance adaptation for multiple scenarios and improving system stability to some extent.

[0006] In some embodiments, the N2 M2-phase motors are disposed outside the device.

[0007] Thus, the N2 M2-phase motors are positioned outside the vehicle battery pack. This allows for flexible placement of the N2 M2-phase motors outside the vehicle battery pack, depending on the vehicle's drive type and requirements, minimizing the length of the high-voltage wiring harness between the motors and the motor controller, thereby reducing cost and system complexity.

[0008] In some embodiments, each of the M1-phase motor controllers includes M1 bridge arms, each of the M2-phase motors includes M2 inductors, and each bridge arm is electrically connected to one of the inductors.

[0009] Thus, each M1-phase motor controller includes M1 bridge arms, and each M2-phase motor includes M2 inductors, with each bridge arm electrically connected to an inductor. In this way, the M1-phase motor controller can invert DC power into AC power adapted to the M2 inductors by turning the bridge arms on or off. The precise delivery of the inverted AC power to each inductor group by each bridge arm's electrical connection avoids signal loss during power transmission and provides a stable power source for the magnetic field generated by the inductors. By adjusting the frequency and amplitude of the AC power output from the M1-phase motor controller, precise control of the rotor speed and torque in the M2-phase motor can be achieved, meeting the vehicle's driving force requirements in different scenarios.

[0010] In some implementations, when the N1 M1-phase motor controllers are a six-phase motor controller and the N2 M2-phase motors are two three-phase motors, one of the three-phase motors is located on a first side of the six-phase motor controller, and the other three-phase motor is located on a second side of the six-phase motor controller. The first side is the side closer to the front of the vehicle, and the second side is the side closer to the rear of the vehicle.

[0011] Thus, with N1 M1-phase motor controllers forming one six-phase motor controller and N2 M2-phase motors forming two three-phase motors, one three-phase motor is positioned on the first side of the six-phase motor controller, and the other three-phase motor is positioned on the second side. The first side is closer to the front of the vehicle, and the second side is closer to the rear. This allows the two sets of bridge arms of the six-phase motor controller to be independently adjustable yet work in tandem, adjusting the output power of the front and rear motors according to the vehicle's driving needs to optimize power distribution. Furthermore, by splitting a six-phase motor controller into two sets of bridge arms connecting dual motor inductors, hardware redundancy is reduced, lowering costs and space requirements, and improving space utilization to suit vehicles with high power output and spacious comfort needs.

[0012] In some embodiments, when the vehicle is driven in a two-wheel drive configuration, the N1 M1 phase motor controllers are located on the target side of the first battery module, which is the side closest to the drive shaft of the vehicle.

[0013] Thus, when the vehicle is driven in a two-wheel drive configuration, N1 M1-phase motor controllers are positioned on the target side of the first battery module, which is the side closest to the vehicle's drive shaft. This allows multiple three-phase motor controllers to collaboratively control a single six-phase motor in a two-wheel drive configuration, ensuring continued vehicle operation even in the event of a single motor controller failure, making it suitable for vehicles with high reliability requirements, such as electric trucks. Furthermore, a single M1-phase motor controller can control a single M2-phase motor, reducing torque ripple during rotor rotation to some extent, meeting the demands for smoothness and high-performance vehicles, achieving multi-scenario performance adaptation, and improving system stability to a certain degree.

[0014] In some embodiments, the device further includes a second battery module, wherein the maximum output voltage of the first battery module is higher than the maximum output voltage of the second battery module.

[0015] Thus, the vehicle battery unit also includes a second battery module, with the maximum output voltage of the first battery module being higher than that of the second battery module. By integrating the second battery module into the vehicle battery unit, an appropriate voltage can be provided for the vehicle's low-voltage control components without adding extra space or wiring harnesses, saving vehicle space and improving system stability to some extent.

[0016] In some embodiments, the device further includes a step-down module, through which the first battery module is electrically connected to the second battery module to charge the second battery module.

[0017] Thus, the vehicle battery device also includes a step-down module. The first battery module is electrically connected to the second battery module through the step-down module to charge the second battery module. In this way, the step-down module is used to reduce the high-voltage DC output from the first battery module to a low-voltage DC adapted to the second battery module, thereby charging the second battery module. By integrating the step-down module into the vehicle battery device, voltage adaptation can be achieved without adding extra space and wiring harnesses, which improves the stability of the system to a certain extent.

[0018] In some embodiments, the device further includes an electrical equipment controller, wherein the first battery module is electrically connected to the electrical equipment controller, and the electrical equipment controller is electrically connected to the electrical equipment.

[0019] Thus, the vehicle battery unit also includes an electrical equipment controller. The first battery module is electrically connected to the electrical equipment controller, and the electrical equipment controller is electrically connected to the electrical equipment. By integrating the electrical equipment controller into the vehicle battery unit, the amount of high-voltage wiring harness used can be reduced, costs can be lowered, vehicle space utilization can be optimized, and the wiring harness layout process can be simplified, reducing assembly steps. At the same time, signal loss or failure risks caused by excessive wiring harness length can be avoided, and system maintenance difficulty can be reduced.

[0020] In some embodiments, the device further includes a charging control module, wherein when the first battery module is in a charging state, the first battery module is electrically connected to a charging power source through the charging control module.

[0021] Thus, the vehicle battery device also includes a charging control module. When the first battery module is charging, it is electrically connected to the charging power source through the charging control module. By integrating the charging control module into the vehicle battery device, the length of charging-related wiring harnesses can be reduced, avoiding the redundancy and increased costs caused by traditional distributed wiring, while ensuring the energy conversion efficiency during the charging process.

[0022] This application provides a vehicle including the vehicle battery device described above.

[0023] The vehicle provided in this application includes a first battery module and N1 M1-phase motor controllers. The first battery module is electrically connected to the N1 M1-phase motor controllers, and the N1 M1-phase motor controllers are electrically connected to N2 M2-phase motors. By integrating the first battery module and the N1 M1-phase motor controllers into a vehicle battery device, redundancy in high-voltage wiring harnesses caused by distributed layouts can be reduced, vehicle space can be saved, and system complexity can be reduced to some extent. Furthermore, compared to a one-to-one correspondence between motor controllers and motors, this application uses multi-phase motors and multi-phase motor controllers, and forms different combination schemes based on the number of bridge arms of the motor controllers and the number of inductors in the motors, enabling performance adaptation for multiple scenarios and improving system stability to some extent.

[0024] Additional aspects and advantages of embodiments of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of embodiments of this application. Attached Figure Description

[0025] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein: Figure 1 This is one of the structural schematic diagrams of a vehicle battery device according to certain embodiments of this application; Figure 2 This is a second schematic diagram of the structure of a vehicle battery device according to certain embodiments of this application; Figure 3 This is one of the circuit diagrams of a vehicle battery device according to certain embodiments of this application; Figure 4 This is the third of the structural schematic diagrams of a vehicle battery device according to certain embodiments of this application; Figure 5 This is a second circuit diagram of a vehicle battery device according to certain embodiments of this application; Figure 6 This is the fourth of the structural schematic diagrams of a vehicle battery device according to certain embodiments of this application; Figure 7This is the third circuit diagram of a vehicle battery device according to certain embodiments of this application. Detailed Implementation

[0026] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the embodiments of this application, and should not be construed as limiting the embodiments of this application.

[0027] In related technologies, depending on the needs of the vehicle, such as acceleration, deceleration, and steering, the motor controller can be powered by the battery module to control the motor's speed, torque, and steering.

[0028] However, the motor controller modules are mostly distributed in the front engine compartment or the lower part of the rear luggage compartment of the vehicle. The high-voltage wiring harnesses between the battery module and the motor controller module, as well as between the individual motor controller modules, are quite long, which increases the complexity and cost of the system to some extent.

[0029] Furthermore, there is a one-to-one correspondence between the battery module and the motor controller module. If the vehicle requires dual-motor drive, it needs to be equipped with two independent motor controller modules. This may cause the motor controller to occupy more internal space of the battery pack. In addition, if a single motor controller fails, the corresponding motor will fail directly, which may affect the driving safety of the vehicle.

[0030] Based on the above issues, please refer to Figure 1 This application provides a vehicle battery device 100, which includes: First battery module 110; N1 M1-phase motor controllers 120, the first battery module 110 is electrically connected to the N1 M1-phase motor controllers 120, and the N1 M1-phase motor controllers 120 are electrically connected to the N2 M2-phase motors 200. Where N1, N2, M1 and M2 are all positive integers, N1×M1=N2×M2, M1 and M2 are both multiples of 3, and at least one of M1 and M2 is greater than 3.

[0031] Specifically, the vehicle battery device 100 includes a first battery module 110 and N1 M1 phase motor controllers 120.

[0032] The first battery module 110 may include two or more battery modules for storing externally input electrical energy. By being electrically connected to N1 M1-phase motor controllers 120, the electrical energy can be converted into a power supply signal to provide power support for the N1 M1-phase motor controllers 120. The M1 phase motor controller 120 is a controller containing M1 pairs of power devices for precise control and output of electrical energy. A pair of power devices can form a bridge arm. For example, the six-phase motor controller 120 contains 6 pairs of insulated gate bipolar transistors (IGBTs) that can form 6 bridge arms.

[0033] The M2-phase motor 200 is a vehicle drive component containing M2 inductors. Inductors are wire coils used to generate electromagnetic induction and realize the conversion of electrical energy into mechanical energy. For example, the three-phase motor 200 contains 3 sets of independent inductors that can work together at an electrical angle of 120° to generate a rotating magnetic field.

[0034] The N1 M1-phase motor controller 120 is electrically connected to the N2 M2-phase motors 200. It can output the appropriate power supply signal through the N1 M1 bridge arms to control the N2 M2-phase motors 200 to convert electrical energy into mechanical energy and drive the vehicle.

[0035] By integrating the first battery module 110 and the N1 M1-phase motor controllers 120 into the vehicle battery device 100, the length of the high-voltage wiring harness between the battery module in the first battery module 110 and the N1 M1-phase motor controllers 120 can be minimized. This reduces the material and processing costs of the high-voltage wiring harness, lowers the signal loss and fault risk caused by the long wiring harness, saves vehicle space, and reduces the complexity of the system to a certain extent.

[0036] Compared to the one-to-one correspondence between the motor controller 120 and the motor 200, the embodiments of this application use multi-phase motors 200 and multi-phase motor controllers 120, namely N1 M1-phase motor controllers 120 and N2 M2-phase motors 200. By forming different combination schemes based on the number of motor controllers 120 N1 and the number of bridge arms M1, and the number of motors 200 N2 and the number of inductors M2, while satisfying N1×M1=N2×M2, it provides support for the performance requirements of different vehicle models and improves the stability of the system to a certain extent.

[0037] Understandably, the number of bridge arms of the motor controller 120 determines its control capability. If the number of bridge arms M1 equals 3, it is a three-phase motor controller 120 that can output three-phase power. By adjusting the amplitude, phase, and frequency of the output current, it can provide a suitable power supply signal for the corresponding three-phase motor 200. If the number of bridge arms M1 equals 3, it is a six-phase motor controller 120 that can output two sets of three-phase power or six-phase power.

[0038] The number of inductors in motor 200 determines the type of motor 200. If the number of inductors M2 is equal to 3, it is a three-phase motor 200, which requires three-phase power drive. If the number of inductors M2 is equal to 6, it is a six-phase motor 200, which requires six-phase power drive or two sets of three-phase power drive in tandem.

[0039] Depending on the vehicle's performance requirements, different combinations of bridge arms of the motor controller 120 and inductors of the motor 200 can be formed to ensure that the total number of bridge arms of the motor controller 120 matches the total number of inductors of the motor 200, thus avoiding redundancy or loss of control signals. This means that N1×M1=N2×M2, and both M1 and M2 are greater than or equal to 3 but not both equal to 3 at the same time. In other words, there is at least one motor controller 120 or motor 200 with more than 3 bridge arms.

[0040] In one example, a combination of a six-phase motor controller 120 and two three-phase motors 200 can be used. The six-phase motor controller 120 outputs two sets of three-phase electricity, which can be adjusted to drive the two three-phase motors 200 respectively according to the vehicle's driving needs, thereby adjusting their output power, optimizing power distribution, and meeting the requirements of high power output and spatial comfort.

[0041] Alternatively, two three-phase motor controllers 120 and one six-phase motor 200 can be combined. The two three-phase motors 200 can work together to increase the output power of the six-phase motor 200, meeting the needs of heavy-load and high-speed scenarios. At the same time, the two three-phase motor controllers 120 can form redundancy, so that the basic driving of the vehicle will not be affected in the event of a failure of a single three-phase motor controller 120, which can improve the fault tolerance of the system to a certain extent.

[0042] Alternatively, a combination of a six-phase motor controller 120 and a six-phase motor 200 can be used. The six-phase power output of the six-phase motor controller 120 is precisely matched with the six-phase motor 200, making the magnetic field generated by the motor 200 more uniform, reducing torque pulsation, and meeting the requirements of high-speed stability, smooth driving and low noise.

[0043] In summary, in this embodiment, by integrating the first battery module 110 and N1 M1-phase motor controllers 120 into a vehicle battery device 100, the redundancy of high-voltage wiring harnesses caused by dispersed layout can be reduced, vehicle space can be saved, and the complexity of the system can be reduced to a certain extent. Furthermore, compared to a one-to-one correspondence between the motor controllers 120 and the motors 200, this embodiment uses multi-phase motors 200 and multi-phase motor controllers 120, and forms different combination schemes based on the number of bridge arms of the motor controllers 120 and the number of inductors of the motors 200, which can achieve performance adaptation for multiple scenarios and improve the stability of the system to a certain extent.

[0044] In some embodiments, N2 M2 phase motors 200 are disposed outside the vehicle battery device 100.

[0045] Specifically, the N2 M2 phase motors 200 can be located outside the vehicle battery device 100 according to the vehicle's drive type. For example, in front-wheel drive vehicles, the motors 200 need to be close to the front drive shaft, and in rear-wheel drive vehicles, the motors 200 need to be close to the rear drive shaft. This avoids power transmission loss caused by excessive distance between the motors 200 and the drive shaft, and ensures that mechanical energy is efficiently transmitted to the external drive device.

[0046] Understandably, different vehicle models have different requirements for space and performance, and the arrangement of N2 M2 phase motors 200 outside the vehicle battery device 100 can be flexibly adapted.

[0047] In one example, the six-phase motor 200 can be positioned at the front or rear of the battery pack, and combined with the small size of the single six-phase motor controller 120, it can meet the requirements of vehicle lightweighting and compact layout.

[0048] Furthermore, the N2 M2-phase motors 200 and the N1 M1-phase motor controllers 120 integrated in the vehicle battery device 100 can be arranged close together to shorten the length of the high-voltage wiring harness between them. This reduces the cost of wiring harness materials and processing, as well as the signal loss and failure risk caused by the long wiring harness, thereby reducing the complexity of the system to a certain extent.

[0049] Thus, the N2 M2-phase motors 200 are positioned outside the vehicle battery unit 100. This allows for flexible placement of the N2 M2-phase motors 200 outside the vehicle battery unit 100 according to the vehicle's drive type and requirements, minimizing the length of the high-voltage wiring harness between the motors 200 and the motor controller 120, thereby reducing cost and system complexity.

[0050] In some implementations, each M1-phase motor controller 120 includes M1 bridge arms, each M2-phase motor 200 includes M2 inductors, and each bridge arm is electrically connected to an inductor.

[0051] Specifically, each M1-phase motor controller 120 includes M1 bridge arms, and each bridge arm consists of a pair of power devices. For example, a three-phase motor controller 120 includes 6 IGBTs, and two IGBTs connected together can form 3 bridge arms.

[0052] The first battery module 110 is electrically connected to N1 M1 phase motor controllers 120. The M1 phase motor controllers 120 can switch the switching states of the M1 bridge arms in a specific sequence, so that the direction and magnitude of the output current change periodically, thereby inverting DC power into M1 phase AC power.

[0053] Each M2-phase motor 200 includes M2 inductors, and each bridge arm is electrically connected to one inductor. The M1-phase motor controller 120 outputs M1-phase AC power to the M2-phase motor 200. When AC power with a phase difference is applied to the M2 inductors, a magnetic field that rotates with the phase change of the current is generated, i.e., a continuously rotating composite magnetic field. The rotor in the motor 200 is driven to rotate by the electromagnetic force of the rotating magnetic field.

[0054] The rotational speed of the magnetic field can be controlled by adjusting the frequency of the AC power output by the motor controller 120, and the magnetic field strength can be controlled by adjusting the amplitude of the AC power output by the motor controller 120. This enables precise control of the rotor speed and torque in the motor 200, meeting the vehicle driving force requirements in different scenarios.

[0055] For example, when the vehicle accelerates, the motor controller 120 increases the frequency and amplitude of the AC power, which makes the motor 200 rotate faster and increase the torque, thereby driving the wheels to accelerate; when the vehicle decelerates, the motor controller 120 decreases the frequency and amplitude, and the motor 200 rotates slower.

[0056] Thus, each M1-phase motor controller 120 includes M1 bridge arms, and each M2-phase motor 200 includes M2 inductors, with each bridge arm electrically connected to an inductor. In this way, the M1-phase motor controller 120 can invert DC power into AC power adapted to the M2 inductors by turning the bridge arms on or off. The fact that each bridge arm is electrically connected to an inductor allows for precise delivery of the inverted AC power to each inductor, avoiding signal loss during power transmission and providing a stable power source for the magnetic field generated by the inductors. By adjusting the frequency and amplitude of the AC power output by the M1-phase motor controller 120, precise control of the rotor speed and torque in the M2-phase motor 200 can be achieved, meeting the vehicle's driving force requirements in different scenarios.

[0057] Please participate Figure 2 In some embodiments, when N1 M1-phase motor controllers 120 constitute one six-phase motor controller 120 and N2 M2-phase motors 200 constitute two three-phase motors 200, one three-phase motor 200 is disposed on the first side of the six-phase motor controller 120 and the other three-phase motor 200 is disposed on the second side of the six-phase motor controller 120. The first side is the side closer to the front of the vehicle and the second side is the side closer to the rear of the vehicle.

[0058] Specifically, in the case where N1 M1-phase motor controllers 120 constitute one six-phase motor controller 120, and N2 M2-phase motors 200 constitute two three-phase motors 200, as follows: Figure 3 The six-phase motor controller 120 shown includes six pairs of bridge arms, and each three-phase motor 200 includes three inductors. The six-phase motor controller 120 controls two three-phase motors 200 located on different sides respectively.

[0059] One three-phase motor 200 is located on the first side of the six-phase motor controller 120, near the front of the vehicle, and the other three-phase motor 200 is located on the second side of the six-phase motor controller 120, near the rear of the vehicle. The six-phase motor controller 120 can be flexibly integrated into any position of the vehicle battery device 100. To optimize the rationality of the wiring harness layout, the six-phase motor controller 120 can be integrated above the vehicle battery device 100.

[0060] A six-phase motor controller 120 has six pairs of bridge arms that can be divided into two groups, each group including three pairs of bridge arms. One group of three pairs of bridge arms outputs adapted three-phase AC power to control the three sets of resistors of the first three-phase motor 200 to generate a rotating magnetic field, driving the front motor 200 to run; the other group of three pairs of bridge arms synchronously outputs three-phase AC power to control the three sets of inductors of the rear three-phase motor 200, driving the rear motor 200 to run.

[0061] The two sets of axle arms are independently adjustable but work in tandem, adjusting the output power of the front and rear motors 200 according to the vehicle's driving needs to optimize power distribution. For example, when the vehicle is turning right, the outer three-phase motor 200 needs slightly higher power to increase the speed, while the inner three-phase motor 200 needs slightly lower power to reduce the speed. By adjusting the wheel speed matching through the power difference between the two three-phase motors 200, tire friction loss during steering can be reduced, improving driving stability.

[0062] By splitting a six-phase motor controller 120 into two sets of bridge arms connected to dual motors 200 inductors, hardware redundancy can be reduced, while the connection harnesses of the bridge arms and inductors can be shortened, reducing costs and space occupation, improving space utilization, and adapting to vehicles with high power output and space comfort requirements.

[0063] Thus, with N1 M1-phase motor controllers 120 forming one six-phase motor controller 120 and N2 M2-phase motors 200 forming two three-phase motors 200, one three-phase motor 200 is positioned on the first side of the six-phase motor controller 120, and the other three-phase motor 200 is positioned on the second side of the six-phase motor controller 120. The first side is closer to the front of the vehicle, and the second side is closer to the rear. In this way, the two sets of bridge arms of the six-phase motor controller 120 can be independently controlled but work in concert, adjusting the output power of the front and rear motors 200 according to the vehicle's driving needs to optimize power distribution. Furthermore, by splitting one six-phase motor controller 120 into two sets of bridge arms connecting the inductors of the two motors 200, hardware redundancy is reduced, costs and space occupation are lowered, and space utilization is improved to suit vehicles with high power output and spacious comfort requirements.

[0064] In some implementations, when the vehicle is driven in a two-wheel drive configuration, N1 M1 phase motor controllers 120 are located on the target side of the first battery module 110, which is the side closest to the vehicle's drive shaft.

[0065] Specifically, when the vehicle is driven by two-wheel drive, the vehicle only needs to drive one side of the wheels. The N1 M1 phase motor controllers 120 can be set on the target side of the first battery module 110, that is, the side close to the drive shaft of the vehicle. At the same time, the N2 M2 phase motors 200 are set on the drive shaft.

[0066] The N1 M1 phase motor controllers 120 can be arranged on the front or rear side of the vehicle battery device 100 to match the front-wheel drive or rear-wheel drive design of the vehicle, ensuring that the high-voltage wiring harness between the N1 M1 phase motor controllers 120 and the N2 M2 phase motors 200 is as short as possible, so as to save vehicle space.

[0067] Taking a six-phase motor 200 as an example, as shown in the figure. Figure 4 The single six-phase motor 200 shown can be controlled collaboratively by two three-phase motor controllers 120.

[0068] Please see Figure 5 The three bridge arms of the first three-phase motor controller 120 are connected one-to-one with three inductors of the six-phase motor 200, and the three bridge arms of the second three-phase motor controller 120 are connected one-to-one with the other three inductors of the six-phase motor 200.

[0069] Based on the control characteristics of the six-phase motor 200, the two sets of three inductors can work independently. If one of the bridge arms of the three-phase motor controller 120 fails, such as a pair of IGBTs being damaged and unable to output current, the bridge arm of the other three-phase motor controller 120 can still output AC power to the corresponding three inductors, driving the six-phase motor 200 to continue operating at a reduced power. Compared to the one-to-one correspondence between the motor controller 120 and the motor 200, this method can ensure the vehicle continues to run even if a single motor controller 120 fails, making it suitable for vehicles with high reliability requirements, such as electric trucks.

[0070] A single six-phase motor 200 can also be made from, for example Figure 6 The six-phase motor controller 120 shown controls the six inductors of the six-phase motor 200 directly through the six bridge arms of the six-phase motor controller 120. This eliminates the need for splitting or coordinated control, simplifies the integrated layout, further shortens the wiring harness length, reduces cost and space occupation, and improves space utilization.

[0071] Please see Figure 7 The six bridge arms of the six-phase motor controller 120 are connected one-to-one with the six inductors of the six-phase motor 200.

[0072] The six-phase motor controller 120 has six bridge arms that can output six-phase AC power to six inductors. Compared to the three-phase motor 200, the rotating magnetic field generated by the inductors in the six-phase motor 200 is more uniform, which can reduce the torque ripple of the motor 200 rotor to a certain extent. At the same time, the six inductors have a strong current carrying capacity, and together with the high current output of the six bridge arms, higher power density can be achieved within the same motor 200 volume, meeting the needs of vehicle smoothness and high-performance vehicles.

[0073] Understandably, the phase difference of the three-phase AC current supplied to the three-phase motor 200 is 120°, while the phase difference of the six-phase AC current supplied to the six-phase motor 200 is 60°. Based on the magnetic effect of the current, the magnetic fields generated by the six inductors can be superimposed to form a uniform rotating magnetic field. Compared with the three-phase motor 200, the gap in the magnetic field rotation process is smaller, which can achieve more precise magnetic field control.

[0074] It should be noted that in the embodiment of this application, when the vehicle is driven by two-wheel drive, the N1 M1-phase motor controllers 120 being two three-phase motor controllers 120 or one six-phase motor controller is only for illustrative purposes and should not be construed as limiting the number N1 of N1 M1-phase motor controllers 120 and the number M1 of axle arms. The N1 M1-phase motor controllers 120 can also be two six-phase motor controllers 120, four three-phase motor controllers 120, one twelve-phase motor controller 120, etc., and are not limited here. They can be set according to the actual situation.

[0075] Thus, when the vehicle is driven in a two-wheel drive configuration, N1 M1-phase motor controllers 120 are positioned on the target side of the first battery module 110, which is the side closest to the vehicle's drive shaft. In this way, with the vehicle in a two-wheel drive configuration, multiple three-phase motor controllers 120 can collaboratively control a single six-phase motor 200, ensuring continued vehicle operation even if a single motor controller 120 fails, making it suitable for vehicles with high reliability requirements, such as electric trucks. Furthermore, a single M1-phase motor controller 120 can control a single M2-phase motor 200, which can reduce torque ripple during motor 200 rotor rotation to a certain extent, meeting the requirements for vehicle smoothness and high-performance vehicles, achieving multi-scenario performance adaptation, and improving system stability to a certain degree.

[0076] Please refer to it again. Figure 1 In some embodiments, the vehicle battery device 100 further includes a second battery module 130, wherein the maximum output voltage of the first battery module 110 is higher than the maximum output voltage of the second battery module 130.

[0077] Specifically, the vehicle battery device 100 also includes a second battery module 130. The maximum output voltage of the first battery module 110 is higher than the maximum output voltage of the second battery module 130. The second battery module 130 is used to provide an adapter voltage for the vehicle's low-voltage control components. For example, chips, sensors, and signal processing units in the internal control circuit typically require a low voltage power supply of 12V or 24V.

[0078] By integrating the second battery module 130 into the vehicle battery device 100, voltage adaptation can be achieved without increasing additional space and wiring harnesses, thereby improving the stability of the system to a certain extent.

[0079] Thus, the vehicle battery device 100 also includes a second battery module 130, and the maximum output voltage of the first battery module 110 is higher than the maximum output voltage of the second battery module 130. In this way, by integrating the second battery module 130 into the vehicle battery device 100, an adaptive voltage can be provided for the vehicle's low-voltage control components without increasing additional space and wiring harnesses, saving vehicle space and improving system stability to a certain extent.

[0080] Please refer to it again. Figure 1 In some embodiments, the vehicle battery device 100 further includes a step-down module 140, through which the first battery module 110 is electrically connected to the second battery module 130 to charge the second battery module 130.

[0081] Specifically, the first battery module 110 is electrically connected to the second battery module 130 through a step-down module 140. The step-down module 140 is used to reduce the high-voltage DC output of the first battery module 110 to a low-voltage DC that is compatible with the second battery module 130, thereby charging the second battery module 130 and supplying power to the low-voltage control components.

[0082] By integrating the step-down module 140 into the vehicle battery device 100, voltage adaptation can be achieved without increasing additional space and wiring harnesses, thereby improving the stability of the system to a certain extent.

[0083] Thus, the vehicle battery device 100 also includes a step-down module 140. The first battery module 110 is electrically connected to the second battery module 130 through the step-down module 140 to charge the second battery module 130. In this way, the step-down module 140 is used to reduce the high-voltage DC output from the first battery module 110 to a low-voltage DC adapted to the second battery module 130, thereby charging the second battery module 130. By integrating the step-down module 140 into the vehicle battery device 100, voltage adaptation can be achieved without increasing additional space and wiring harnesses, thereby improving the stability of the system to a certain extent.

[0084] Please refer to it again. Figure 1 In some embodiments, the vehicle battery device 100 further includes an electrical device controller 150, the first battery module 110 is electrically connected to the electrical device controller 150, and the electrical device controller 150 is electrically connected to the electrical device 300.

[0085] Specifically, the electrical equipment controller 150 is used to control the vehicle's electrical equipment 300, such as a compressor controller and a PTC (Positive Temperature Coefficient) controller.

[0086] The first battery module 110 is electrically connected to the electrical equipment controller 150, enabling the first battery module 110 to supply power to the electrical equipment controller 150, so as to quickly respond to the vehicle control commands and control the electrical equipment 300 electrically connected to it.

[0087] Compared to a distributed power device controller 150, the embodiments of this application integrate the power device controller 150 into the vehicle battery device 100, which can reduce the amount of high-voltage wiring harness, reduce costs, optimize vehicle space utilization, simplify the wiring harness layout process, reduce assembly steps, and avoid signal loss or failure risks caused by excessive wiring harness length, thereby reducing the difficulty of system maintenance.

[0088] Thus, the vehicle battery unit 100 also includes an electrical equipment controller 150. The first battery module 110 is electrically connected to the electrical equipment controller 150, and the electrical equipment controller 150 is electrically connected to the electrical equipment 300. By integrating the electrical equipment controller 150 into the vehicle battery unit 100, the amount of high-voltage wiring harness used can be reduced, costs can be lowered, vehicle space utilization can be optimized, and the wiring harness layout process can be simplified, reducing assembly steps. At the same time, signal loss or failure risks caused by excessive wiring harness length can be avoided, and system maintenance difficulty can be reduced.

[0089] Please refer to it again. Figure 1 In some embodiments, the vehicle battery device 100 further includes a charging control module 160. When the first battery module 110 is in a charging state, the first battery module 110 is electrically connected to the charging power supply 400 through the charging control module 160.

[0090] Specifically, the charging control module 160 is used to receive electrical energy input from the charging power supply 400, which can be an external charging device such as a charging pile.

[0091] When the first battery module 110 is in a charging state, the first battery module 110 is electrically connected to the charging power supply 400 through the charging control module 160. The internal circuit can convert it into high-voltage DC power adapted to the vehicle battery device 100 to charge the first battery module 110 and replenish the energy reserves of the vehicle battery device 100.

[0092] By integrating the charging control module 160 into the vehicle battery device 100, the length of charging-related wiring harnesses can be reduced, avoiding wiring harness redundancy and increased costs caused by traditional distributed layouts, while ensuring the energy conversion efficiency during the charging process.

[0093] Thus, the vehicle battery device 100 also includes a charging control module 160. When the first battery module 110 is in a charging state, the first battery module 110 is electrically connected to the charging power supply 400 through the charging control module 160. In this way, by integrating the charging control module 160 into the vehicle battery device 100, the length of charging-related wiring harnesses can be reduced, avoiding wiring harness redundancy and increased costs caused by traditional distributed layouts, while ensuring the energy conversion efficiency during the charging process.

[0094] In this specification, the terms "specifically," "furthermore," "particularly," "understandably," etc., refer to specific features, structures, materials, or characteristics described in connection with embodiments or examples that are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0095] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of executable request code comprising one or more steps for implementing a particular logical function or process, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order according to the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0096] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle battery device, characterized in that, The device includes: First battery module; N1 M1-phase motor controllers, the first battery module is electrically connected to the N1 M1-phase motor controllers, and the N1 M1-phase motor controllers are electrically connected to N2 M2-phase motors; Where N1, N2, M1 and M2 are all positive integers, N1×M1=N2×M2, M1 and M2 are both multiples of 3, and at least one of M1 and M2 is greater than 3.

2. The vehicle battery device according to claim 1, characterized in that, The N2 M2-phase motors are located outside the device.

3. The vehicle battery device according to claim 1, characterized in that, Each of the M1 phase motor controllers includes M1 bridge arms, each of the M2 phase motors includes M2 inductors, and each bridge arm is electrically connected to one of the inductors.

4. The vehicle battery device according to claim 1, characterized in that, In the case where the N1 M1-phase motor controllers are a six-phase motor controller and the N2 M2-phase motors are two three-phase motors, one of the three-phase motors is located on the first side of the six-phase motor controller, and the other three-phase motor is located on the second side of the six-phase motor controller. The first side is the side closer to the front of the vehicle, and the second side is the side closer to the rear of the vehicle.

5. The vehicle battery device according to claim 1, characterized in that, When the vehicle is driven in a two-wheel drive configuration, the N1 M1 phase motor controllers are located on the target side of the first battery module, which is the side closest to the vehicle's drive shaft.

6. The vehicle battery device according to claim 1, characterized in that, The device further includes a second battery module, wherein the maximum output voltage of the first battery module is higher than the maximum output voltage of the second battery module.

7. The vehicle battery device according to claim 6, characterized in that, The device further includes a step-down module, through which the first battery module is electrically connected to the second battery module to charge the second battery module.

8. The vehicle battery device according to claim 1, characterized in that, The device further includes an electrical equipment controller, the first battery module is electrically connected to the electrical equipment controller, and the electrical equipment controller is electrically connected to the electrical equipment.

9. The vehicle battery device according to claim 1, characterized in that, The device further includes a charging control module, which connects the first battery module to a charging power source when the first battery module is in a charging state.

10. A vehicle, characterized in that, The vehicle includes the vehicle battery device according to any one of claims 1-9.

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