Drive system of dual motor architecture, thermal management control method and vehicle

Abstract

The application provides a dual-motor architecture driving system, a thermal management control method and a vehicle, and belongs to the technical field of automobile driving. The first end of a first inverter circuit is electrically connected with the positive output end of a power battery through a second switch, the third end of the first inverter circuit is electrically connected with the positive output end of the power battery through a first switch, and the first end of a second inverter circuit is electrically connected with the positive output end of the power battery through the second switch. Therefore, according to the actual working condition of the vehicle, the switches of the first switch and the second switch can be controlled to execute a single-motor driving working mode or a dual-motor driving working mode, so that the high-efficiency area of the motor can be more fully utilized by the vehicle power system, the energy consumption of the vehicle is further reduced, the cost is reduced, the power performance and the economy of the system are optimized, the system integration degree is high, the volume is more compact, and the cost is more optimal.

Description

Technical Field

[0001] This application relates to the field of automotive drive technology, and more particularly to a dual-motor drive system, thermal management control method, and vehicle. Background Technology

[0002] With the increasing demands for energy conservation and emission reduction, coupled with rising fuel prices, major OEMs are focusing their efforts on pure electric vehicles. As a core component of pure electric vehicles, the electric drive system is evolving towards integration, lightweight design, high power density, and a high torque-to-weight ratio. Besides passenger cars, electric drive axle technology for commercial vehicles is also rapidly developing. Currently, electric drive systems for heavy-duty commercial trucks mainly use a single motor paired with a four- or six-speed AMT (Automated Mechanical Transmission) product. This system has low integration, large size, and heavy weight. Furthermore, AMT experiences power interruption during gear shifts, resulting in a poor driving experience and safety issues in certain special vehicles (such as mining trucks). Due to the complex actual operating conditions of the vehicle, a single motor may operate in an inefficient range for extended periods, leading to high overall vehicle energy consumption. In addition, some manufacturers are exploring dual-motor integrated electric drive axles, but these often have low reduction ratios or involve adding planetary reduction mechanisms at the wheel ends. This structure suffers from poor heat dissipation, particularly during obstacle removal operations, which can easily damage the wheel-side planetary mechanisms. Summary of the Invention

[0003] The main objective of this application is to propose a dual-motor drive system, a thermal management control method, and a vehicle. The aim is to enable the use of a first switch and a second switch, based on the actual operating conditions of the vehicle, to execute either a single-motor drive mode or a dual-motor drive mode. This allows the vehicle's powertrain to more fully utilize the high-efficiency range of the motors, further reducing overall vehicle energy consumption, lowering costs, optimizing system performance and economy, and achieving high system integration, a more compact size, and lower costs.

[0004] To achieve the above objectives, a first aspect of the present application provides a dual-motor drive system, the system comprising: a power battery, a first motor controller, a first motor, a second motor controller, a second motor, a first switch, a second switch, a control module, a clutch, and a reducer;

[0005] The first motor controller includes a first inverter circuit. The first terminal of the first inverter circuit is electrically connected to the positive output terminal of the power battery through the second switch. The second terminal of the first inverter circuit is electrically connected to the negative output terminal of the power battery. The third terminal of the first inverter circuit is electrically connected to the positive output terminal of the power battery through the first switch. Each phase output terminal of the first inverter circuit is electrically connected to one winding of the first motor.

[0006] The second motor controller includes a second inverter circuit. The first terminal of the second inverter circuit is electrically connected to the positive output terminal of the power battery through the second switch. The second terminal of the second inverter circuit is electrically connected to the negative output terminal of the power battery. The second terminal of the second inverter circuit is also electrically connected to the second terminal of the first inverter circuit. Each phase output terminal of the second inverter circuit is electrically connected to one winding of the second motor.

[0007] The first motor is connected to the clutch, the clutch is connected to the reducer, the second motor is connected to the reducer, and the reducer is used to connect to the vehicle wheel end;

[0008] The control module is electrically connected to the first switch and the second switch, and is used to input control signals to the first switch and the second switch to control the opening and closing of the first switch and the second switch.

[0009] In this embodiment, by setting the first switch and the second switch, the switching of the first switch and the second switch can be controlled according to the actual working conditions of the vehicle to execute the single motor drive mode or the dual motor drive mode, so that the vehicle power system can make full use of the high efficiency range of the motor, further reduce the energy consumption of the vehicle, reduce the cost, optimize the power and economy of the system, and the system has a high degree of integration, a more compact size, and a lower cost.

[0010] In one embodiment of this application, the control module is configured to:

[0011] A first control signal is input to the first switch and a second control signal is input to the second switch to control the first switch to close and the second switch to open, so as to execute a single motor drive working mode;

[0012] Input the second control signal to the first switch and input the first control signal to the first switch to control the first switch to open and control the second switch to close, so as to execute the dual-motor parallel drive working mode.

[0013] In this embodiment, the first switch can be closed by inputting a first control signal to the first switch, and the second switch can be opened by inputting a second control signal to the second switch. Thus, by controlling the first switch to close and the second switch to open, the first motor can be stopped and the second motor can be started, thereby enabling the drive system to perform a single-motor drive mode.

[0014] In one embodiment of this application, the control module is connected between the negative output terminal of the power battery and the second terminal of the second inverter circuit. The control module is also electrically connected to the first motor controller to input a duty cycle signal to the first motor controller.

[0015] In this embodiment, the control module is electrically connected not only to the first switch and the second switch, but also to the first motor controller. This allows the first inverter circuit and the first motor to form a boost circuit when the first motor is not operating, providing a higher voltage for the second motor. At this time, the control module sends a duty cycle signal to the first motor controller, which then adjusts the duty cycle of the first inverter circuit accordingly to regulate the boost voltage.

[0016] In one embodiment of this application, the first inverter circuit includes a first bridge arm group, a second bridge arm group, and a third bridge arm group; the first bridge arm group includes a first bridge arm and a second bridge arm connected in series, the second bridge arm group includes a third bridge arm and a fourth bridge arm connected in series, and the third bridge arm group includes a fifth bridge arm and a sixth bridge arm connected in series; the first bridge arm includes a first controllable switch and a first diode connected in parallel, the second bridge arm includes a second controllable switch and a second diode connected in parallel, the third bridge arm includes a third controllable switch and a third diode connected in parallel, the fourth bridge arm includes a fourth controllable switch and a fourth diode connected in parallel, the fifth bridge arm includes a fifth controllable switch and a fifth diode connected in parallel, and the sixth bridge arm includes a sixth controllable switch and a sixth diode connected in parallel; the connection point between the first bridge arm and the second bridge arm is connected to the first winding of the first motor; the connection point between the third bridge arm and the fourth bridge arm is connected to the second winding of the first motor; the connection point between the fifth bridge arm and the sixth bridge arm is connected to the third winding of the first motor; the structure of the second inverter circuit is the same as that of the first inverter circuit.

[0017] In this embodiment of the application, by setting up the first inverter circuit and connecting it with the first motor, the first inverter circuit and the first motor can form a BOOST circuit to play a boosting role.

[0018] In one embodiment of this application, the control module includes a first sampling circuit, a second sampling circuit, and a microcontroller;

[0019] The first terminal of the first sampling circuit is connected between the second terminal of the first inverter circuit and the negative output terminal of the power battery, and the second terminal of the first sampling circuit is electrically connected to the microcontroller.

[0020] The first terminal of the second sampling circuit is connected between the second terminal of the second inverter circuit and the second terminal of the first inverter circuit, and the second terminal of the second sampling circuit is electrically connected to the microcontroller.

[0021] The microcontroller is electrically connected to the first switch and the second switch, and the microcontroller is also electrically connected to the first motor controller.

[0022] In this embodiment, the control module includes a first sampling circuit, a second sampling circuit, and a microcontroller. The first sampling circuit acquires the input voltage to the first inverter circuit, and the second sampling circuit acquires the output voltage after passing through the first inverter circuit and the first motor. The microcontroller compares the output voltage with the input voltage to determine the boost level after passing through the first inverter circuit and the first motor. Simultaneously, the microcontroller generates a corresponding duty cycle signal based on the boost level and transmits this signal to the first motor controller. The first motor controller then adjusts the duty cycle of the first inverter circuit based on this duty cycle signal to adjust the boost level.

[0023] In one embodiment of this application, the microcontroller is configured to:

[0024] The system receives a first voltage acquired by the first sampling circuit and a second voltage acquired by the second sampling circuit, and outputs a corresponding duty cycle signal to the first motor controller based on the first voltage and the second voltage, so that the first motor controller controls the switching frequency of the first controllable switch and the second controllable switch according to the duty cycle signal.

[0025] In this embodiment, the microcontroller is connected to a first sampling circuit and a second sampling circuit, thereby acquiring a first voltage sampled by the first sampling circuit, i.e., the input voltage to the first inverter circuit. It can also acquire a second voltage sampled by the second sampling circuit, i.e., the output voltage after passing through the first inverter circuit and the first motor. The first voltage and the second voltage can then be compared, and a corresponding duty cycle signal can be generated based on the comparison result and transmitted to the first motor controller. This allows the first motor controller to control the switching frequencies of the first and second controllable switches according to the duty cycle signal, thereby adjusting the second voltage.

[0026] In one embodiment of this application, the system further includes a first capacitor, a second capacitor, and a first inductor;

[0027] The first capacitor is connected in parallel with the power battery, and the first capacitor is connected between the first switch and the negative output terminal of the power battery;

[0028] The second capacitor is connected in parallel with the power battery, and the second capacitor is connected between the first terminal of the second inverter circuit and the second terminal of the second inverter circuit;

[0029] The first inductor is connected between the first switch and the third terminal of the first inverter circuit.

[0030] In this embodiment, by connecting a first capacitor in parallel with the power battery and connecting the first capacitor between the first switch and the negative output terminal of the power battery, the first capacitor can serve as both an energy storage and power supply unit. Similarly, by connecting a second capacitor in parallel with the power battery and connecting the second capacitor between the first and second terminals of the second inverter circuit, the second capacitor can also serve as both an energy storage and power supply unit. By connecting a first inductor between the first switch and the third terminal of the first inverter circuit, the first motor controller and the first motor can be further guaranteed to perform a voltage boosting function. Simultaneously, the first inductor can also be used for filtering and energy storage.

[0031] To achieve the above objectives, a second aspect of this application provides a thermal management control method, applied to a drive system proposed in any embodiment of this application, the method comprising:

[0032] The current temperature of the power battery is obtained, and it is determined whether the current temperature of the power battery is less than a first threshold.

[0033] When the current temperature of the power battery is less than the first threshold, calculate the temperature difference between the current temperature and the requested temperature of the power battery.

[0034] Based on the temperature difference, the target voltage input to the second inverter circuit is determined, and a target duty cycle signal is generated based on the target voltage.

[0035] A first control signal is input to the first switch and a second control signal is input to the second switch to control the first switch to close and the second switch to open. The target duty cycle signal is input to the first motor controller so that the first motor controller adjusts the voltage input to the second inverter circuit to the target voltage.

[0036] In this embodiment, when the current temperature of the power battery is detected to be lower than a first threshold, it indicates that the power battery temperature is too low and heating is required. At this time, the target voltage input to the second inverter circuit is determined based on the temperature difference between the current and requested temperatures of the power battery. The control module can then generate a corresponding target duty cycle signal based on the target voltage. Simultaneously, by inputting a first control signal to the first switch and a second control signal to the second switch, the first switch can be closed and the second switch opened, allowing the second motor to drive the battery independently. Simultaneously, the target duty cycle signal is input to the first motor controller, enabling the controller to adjust the voltage after passing through the first inverter circuit and the first motor (i.e., the voltage input to the second inverter circuit) to the target voltage. This allows the second motor to operate at the target voltage at this less efficient point, enabling it to generate more heat that can be utilized by the thermal management system, reducing the overall vehicle's reliance on the thermal management system and lowering costs.

[0037] In one embodiment of this application, determining the target voltage input to the second inverter circuit based on the temperature difference includes:

[0038] Calculate the output current of the power battery based on the temperature difference;

[0039] The target voltage input to the second inverter circuit is determined based on the output current of the power battery and the target efficiency point of at least one pre-calibrated second motor.

[0040] In this embodiment, based on the temperature difference between the current temperature and the desired temperature of the power battery, the output current of the power battery can be calculated first. Then, based on the output current of the power battery and the pre-calibrated target efficiency point of at least one second motor, the operating voltage point of the second motor can be determined, thereby determining the target voltage input to the second inverter circuit. This allows the second motor to operate at the voltage corresponding to the lower efficiency point, enabling the second motor to generate more heat that can be utilized by the thermal management system, thus reducing the overall vehicle's demand on the thermal management system.

[0041] To achieve the above objectives, a third aspect of the present application provides a vehicle including the drive system proposed in any embodiment of the present application.

[0042] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the drive system with a dual-motor architecture provided in the embodiments of this application;

[0044] Figure 2This is a circuit diagram of two motors connected in parallel and in series provided in an embodiment of this application;

[0045] Figure 3 This is a structural block diagram of the control module provided in the embodiments of this application;

[0046] Figure 4 This is another circuit diagram of dual motors connected in parallel and in series provided in the embodiments of this application;

[0047] Figure 5 This is a flowchart of the thermal management control method provided in the embodiments of this application;

[0048] Figure 6 This is a flowchart illustrating the steps of determining the target voltage input to the second inverter circuit based on the temperature difference, as provided in an embodiment of this application.

[0049] Figure label:

[0050] Power battery-100; First motor controller-110; First motor-120; Second motor controller-130; Second motor-140; First switch-150; Second switch-160; Control module-170; Clutch-180; Reducer-190; First inverter circuit-111; Second inverter circuit-131; First sampling circuit-171; Second sampling circuit-172; Microcontroller-173. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0052] It should be noted that although functional modules are divided in the device schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0053] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0054] With the increasing severity of energy shortages and environmental pollution, people have higher and higher demands for energy conservation and environmental protection. my country has successively promulgated a series of green and environmentally friendly policies, and electric vehicles and hybrid vehicles powered by power batteries will inevitably become the mainstream of the automotive industry. As the core component of pure electric vehicles, the electric drive system is developing towards integration, lightweighting, high power density, and high torque-to-weight ratio. In addition to passenger cars, electric drive axle technology for commercial vehicles has also developed rapidly. At present, the electric drive system of heavy-duty commercial trucks mainly adopts a single motor matched with a four-speed or six-speed AMT (Automated Mechanical Transmission) product. Its system integration is low, and its size and weight are large. At the same time, there is a power interruption during AMT shifting, resulting in a poor driving experience. It also has shortcomings such as insufficient safety when applied to certain special vehicles (such as mining trucks). Due to the complex actual operating conditions of the vehicle, the single motor may work in an inefficient range for a long time, resulting in high energy consumption of the whole vehicle. In addition, some manufacturers are exploring integrated electric drive axles with dual motors, but their reduction is relatively small or they add planetary reduction mechanisms to the wheel side. This structure has poor heat dissipation, which can easily damage the wheel side planetary mechanism, especially in the case of getting out of trouble.

[0055] Based on this, this application proposes a dual-motor drive system. By setting a first switch and a second switch, the switching of the first switch and the second switch can be controlled according to the actual working conditions of the vehicle to execute a single-motor drive mode or a dual-motor drive mode. This allows the vehicle power system to make fuller use of the high-efficiency range of the motor, further reducing the vehicle's energy consumption, reducing costs, optimizing the system's power and economy, and also resulting in a high degree of system integration, a more compact size, and a lower cost.

[0056] Reference Figure 1 , Figure 1 This is a schematic diagram of the drive system with a dual-motor architecture provided in the embodiments of this application. Figure 1 As shown, the dual-motor drive system includes a power battery 100, a first motor controller 110, a first motor 120, a second motor controller 130, a second motor 140, a first switch 150, a second switch 160, a control module 170, a clutch 180, and a reducer 190. Wherein:

[0057] The first motor controller 110 includes a first inverter circuit 111. The first terminal of the first inverter circuit 111 is electrically connected to the positive output terminal of the power battery 100 through a second switch 160. The second terminal of the first inverter circuit 111 is electrically connected to the negative output terminal of the power battery 100. The third terminal of the first inverter circuit 111 is electrically connected to the positive output terminal of the power battery 100 through a first switch 150. Each phase output terminal of the first inverter circuit 111 is electrically connected to a winding of the first motor 120.

[0058] The second motor controller 130 includes a second inverter circuit 131. The first terminal of the second inverter circuit 131 is electrically connected to the positive output terminal of the power battery 100 through a second switch 160. The second terminal of the second inverter circuit 131 is electrically connected to the negative output terminal of the power battery 100. The second terminal of the second inverter circuit 131 is also electrically connected to the second terminal of the first inverter circuit 111. Each phase output terminal of the second inverter circuit 131 is electrically connected to a winding of the second motor 140.

[0059] The first motor 120 is connected to the clutch 180, the clutch 180 is connected to the reducer 190, the second motor 140 is connected to the reducer 190, and the reducer 190 is used to connect to the wheel end 20 of the vehicle.

[0060] The control module 170 is electrically connected to the first switch 150 and the second switch 160, and is used to input control signals to the first switch 150 and the second switch 160 to control the switching of the first switch 150 and the second switch 160.

[0061] In this embodiment, the main function of the motor controller is to convert the DC power from the power battery into AC power and control the operation of the drive motor according to the vehicle control commands. Its main functions include: power-on / off management, torque control, motor forward and reverse rotation, active discharge function, creep control, hill-start assist / zero-speed control, anti-shake, energy recovery, and thermal management. The motor controller mainly consists of a main control board, a drive board, IGBTs, a current sensor, a supporting capacitor, a passive bleeder resistor, copper busbars, a heat sink, a housing, connectors, and wiring harnesses. The main control board is the core of the motor controller. Its circuitry includes: a main chip circuit, a power chip circuit, a communication circuit, a decoder circuit, a memory chip circuit, a temperature acquisition circuit, a signal amplification circuit, and a PWM output circuit. The drive board is mainly used to control, drive, and protect the IGBTs for normal operation. Its circuitry includes IGBT high-voltage device drive, a memory chip circuit, and a power supply circuit. IGBTs (Insulated Gate Bipolar Transistors) primarily function as AC-DC converters within the controller. By controlling the IGBT's on / off sequence, they transform DC power into three-phase AC power to drive the motor. Current sensors are mainly used to detect the DC bus current and the three-phase AC current. The support capacitor, a thin-film capacitor, is a key component in the electric vehicle's drive circuit, primarily serving a smoothing function. The support capacitor mainly keeps voltage fluctuations on the DC bus within acceptable limits and prevents voltage overshoot and transient overvoltages from the DC bus from affecting the IGBT. After the vehicle is subjected to high voltage, a discharge resistor is used to discharge the capacitors within the motor controller for safety. The copper busbars inside the motor driver are divided into DC and AC busbars. The DC busbar connects the DC high-voltage connector to the thin-film capacitors in the motor controller; the AC busbar connects the AC high-voltage connector to the IGBT in the motor controller. The heat sink is a key component of the motor driver cooling system, primarily used to cool the power devices and components generated during operation. Cooling methods generally include air cooling, forced air cooling, and water cooling. IGBT power modules typically use water cooling, while MOSFET power devices can be either air-cooled or water-cooled; the choice of method depends on the voltage platform. Connectors include current Hall effect connectors, connectors for transmitting external signals, connectors for signal connections between the motor controller main board and the driver board, and connectors for controlling the cooling system.

[0062] In this embodiment, through circuit design, when the first switch 150 is closed and the second switch 160 is open, the circuit corresponding to the first motor 120 is not conductive, and the first motor 120 does not work; only the second motor 140 can work normally. The first inverter circuit 111 and the first motor 120 form a BOOST circuit, which can boost the voltage, that is, it can boost the voltage input to the second inverter circuit 131, thereby improving the driving efficiency of the second motor 140. At this time, the second motor 140 drives the vehicle wheel to rotate, that is, the vehicle wheel is driven to rotate through a single-motor drive mode. In the single-motor drive mode, the clutch 180 disengages, which disconnects the first motor 120 from the vehicle wheel 20, thereby preventing the second motor 140 from driving the vehicle wheel 20 to rotate. This prevents the rotating vehicle wheel 20 from driving the non-working first motor 120 to rotate, thus avoiding damage to the first motor 120.

[0063] In this embodiment, through circuit design, when the first switch 150 is open and the second switch 160 is closed, the circuits corresponding to the first motor 120 and the second motor 140 are both connected, and both the first motor 120 and the second motor 140 can work normally. At this time, the first motor 120 and the second motor 140 together drive the vehicle wheel end 20 to rotate, that is, the vehicle wheel end is driven to rotate through a dual-motor drive working mode. At this time, the clutch 180 is engaged, so that the vehicle wheel end 20 can be driven by the first motor 120 and the second motor 140 together.

[0064] In this embodiment, when the first motor 120 fails, it can be driven by the second motor 140. This effectively improves system safety.

[0065] In this embodiment, the first switch 150 and the second switch 160 can be used to execute either a single-motor drive mode or a dual-motor drive mode, allowing for flexible selection of the operating mode based on the actual working conditions of the vehicle. For example, if the vehicle is on an uphill section requiring strong power output, the dual-motor drive mode can be selected to meet the power demand. When the vehicle's power demand is low but warm-up is needed, selecting the single-motor drive mode can reduce energy consumption and improve the system's economy.

[0066] In this embodiment, through circuit design, when executing the single-motor drive mode, the first inverter circuit 111 and the first motor 120 form a BOOST circuit to boost the voltage, thereby increasing the voltage input to the second inverter circuit 131 and improving the drive efficiency of the second motor 140. In other words, even when the single-motor drive mode is selected, the drive efficiency of the drive system can be maximized.

[0067] In this embodiment of the application, by setting a first switch 150 and a second switch 160, the first motor 120 and the second motor 140 can be connected in parallel and in series in the circuit. Thus, the switching of the first switch 150 and the second switch 160 can be controlled according to the actual working conditions of the vehicle to execute a single motor drive mode or a dual motor drive mode. This allows the vehicle power system to make fuller use of the high-efficiency range of the motor, further reducing the energy consumption of the vehicle, reducing costs, optimizing the power and economy of the system, and resulting in a high degree of system integration, a more compact size, and a lower cost.

[0068] In one embodiment of this application, the control module 170 is configured to:

[0069] A first control signal is input to the first switch 150 and a second control signal is input to the second switch 160 to control the first switch 150 to close and the second switch 160 to open, so as to execute the single motor drive working mode.

[0070] A second control signal is input to the first switch 150 and a first control signal is input to the second switch 160 to control the first switch 150 to open and the second switch 160 to close, so as to execute the dual-motor parallel drive working mode.

[0071] In this embodiment, the control module 170 can control the first switch 150 to close by inputting a first control signal, and can control the second switch 160 to open by inputting a second control signal. Thus, by controlling the first switch 150 to close and the second switch 160 to open, the control module 170 can prevent the first motor 120 from operating and allow the second motor 140 to operate. Simultaneously, the first motor 120 and the second motor 140 are connected in series in the circuit. The first inverter circuit 111 and the first motor 120 act as a boost converter, providing a higher input voltage to the second motor 140, thereby improving drive efficiency when executing the single-motor drive mode.

[0072] In this embodiment, the control module 170 can control the first switch 150 to open by inputting a second control signal to the first switch 150. It can control the second switch 160 to close by inputting a first control signal to the second switch. Thus, by controlling the first switch 150 to open and the second switch 160 to close, the control module 170 enables both the first motor 120 and the second motor 140 to operate. Furthermore, since the first motor 120 and the second motor 140 are connected in parallel in the circuit, a dual-motor drive mode can be achieved. Because the first motor 120 and the second motor 140 are connected in parallel, even if one motor fails, the other motor can still drive the vehicle. This improves vehicle safety.

[0073] In one embodiment of this application, reference is made to Figure 2 , Figure 2 This is a circuit diagram of two motors connected in parallel and series according to an embodiment of this application. Figure 2 As shown, the first terminal of the first inverter circuit 111 is electrically connected to the positive output terminal of the power battery 100 via the second switch 160; the second terminal of the first inverter circuit 111 is electrically connected to the negative output terminal of the power battery 100; the third terminal of the first inverter circuit 111 is electrically connected to the positive output terminal of the power battery 100 via the first switch 150; and each phase output terminal of the first inverter circuit 111 is electrically connected to one winding of the first motor 120. The first terminal of the second inverter circuit 131 is electrically connected to the positive output terminal of the power battery 100 via the second switch 160; the second terminal of the second inverter circuit 131 is electrically connected to the negative output terminal of the power battery 100; the second terminal of the second inverter circuit 131 is also electrically connected to the second terminal of the first inverter circuit 111; and each phase output terminal of the second inverter circuit 131 is electrically connected to one winding of the second motor 140. Wherein:

[0074] The first inverter circuit 111 includes a first bridge arm group, a second bridge arm group, and a third bridge arm group; the first bridge arm group includes a first bridge arm and a second bridge arm connected in series, the second bridge arm group includes a third bridge arm and a fourth bridge arm connected in series, and the third bridge arm group includes a fifth bridge arm and a sixth bridge arm connected in series. The first bridge arm includes a first controllable switch Q1 and a first diode D1 connected in parallel; the second bridge arm includes a second controllable switch Q2 and a second diode D2 connected in parallel; the third bridge arm includes a third controllable switch Q3 and a third diode D3 connected in parallel; the fourth bridge arm includes a fourth controllable switch Q4 and a fourth diode D4 connected in parallel; the fifth bridge arm includes a fifth controllable switch Q5 and a fifth diode D5 connected in parallel; and the sixth bridge arm includes a sixth controllable switch Q6 and a sixth diode D6 connected in parallel. The connection point between the first and second bridge arms is connected to the first winding L1 of the first motor 120; the connection point between the third and fourth bridge arms is connected to the second winding L2 of the first motor 120; and the connection point between the fifth and sixth bridge arms is connected to the third winding L3 of the first motor 120.

[0075] The structure of the second inverter circuit 131 is the same as that of the first inverter circuit. Specifically, the second inverter circuit 131 includes a fourth bridge arm group, a fifth bridge arm group, and a sixth bridge arm group; the fourth bridge arm group includes a seventh bridge arm and an eighth bridge arm connected in series, the fifth bridge arm group includes a ninth bridge arm and a tenth bridge arm connected in series, and the sixth bridge arm group includes an eleventh bridge arm and a twelfth bridge arm connected in series; the seventh bridge arm includes a seventh controllable switch Q7 and a seventh diode D7 connected in parallel, the eighth bridge arm includes an eighth controllable switch Q8 and an eighth diode D8 connected in parallel, and the ninth bridge arm includes a ninth controllable switch Q9 and a ninth diode D8 connected in parallel. 9. The tenth bridge arm includes a tenth controllable switch Q10 and a tenth diode D10 connected in parallel; the eleventh bridge arm includes an eleventh controllable switch Q11 and an eleventh diode D11 connected in parallel; the twelfth bridge arm includes a twelfth controllable switch Q12 and a twelfth diode D12 connected in parallel; the connection point between the seventh and eighth bridge arms is connected to the fourth winding L4 of the second motor 140; the connection point between the ninth and tenth bridge arms is connected to the fifth winding L5 of the second motor 140; and the connection point between the eleventh and twelfth bridge arms is connected to the sixth winding L6 of the second motor 140.

[0076] The control module 170 is connected between the negative output terminal of the power battery 100 and the second terminal of the second inverter circuit 131. The control module 170 is also electrically connected to the first motor controller 110, and the control module 170 is also electrically connected to the first switch 150 and the second switch 160.

[0077] It is understandable that the aforementioned controllable switching transistors can be IGBTs, MOSFETs (abbreviated as MOS transistors, specifically including PMOS and NMOS types), SiC MOSFETs, etc.

[0078] In this embodiment, since the control module 170 is electrically connected to the first switch 150 and the second switch 160, the first motor 120 and the second motor 140 can be controlled in series or in parallel by controlling the switching of the first switch 150 and the second switch 160. Because the control module 170 is located between the negative output terminal of the power battery 100 and the second terminal of the second inverter circuit 131, when the first switch is closed and the second switch is open, the boost level of the BOOST circuit composed of the first inverter circuit 111 and the first motor 120 can be determined by detecting the difference between the input voltage Vin (i.e., the first voltage) input to the first inverter circuit 111 and the output voltage Vout (i.e., the second voltage) after passing through the first inverter circuit 111 and the first motor 120. A duty cycle signal can be generated and sent to the first motor controller 110, allowing the first motor controller to adjust the second voltage by controlling the duty cycle of the first inverter circuit 111, thus making the voltage input to the second inverter circuit 131 adjustable. This allows the second motor to operate at voltage points corresponding to different efficiencies.

[0079] In one embodiment of this application, reference is made to Figure 2 , Figure 1 The drive system of the dual-motor architecture shown also includes a first capacitor C1, which is connected in parallel with the power battery 100 and is connected between the first switch 150 and the negative output terminal of the power battery 100.

[0080] In this embodiment, the first capacitor C1 serves both energy storage and filtering functions. By connecting the first capacitor C1 between the first switch 150 and the negative output terminal of the power battery 100, electrical energy can be stored when the power battery 100 supplies power to the first motor 120 and the second motor 140. Specifically, the first capacitor C1 is connected in parallel across the two ends of the power battery 100, primarily functioning as a protective device to reduce voltage fluctuations in the circuit. When the voltage of the power battery 100 decreases, the voltage of the first capacitor C1 also decreases, and the first capacitor C1 discharges; when the voltage of the power battery 100 increases, the voltage of the first capacitor C1 also increases, and the first capacitor C1 charges.

[0081] In one embodiment of this application, reference is made to Figure 2 , Figure 1 The dual-motor drive system shown also includes a second capacitor C2, which is connected in parallel with the power battery 100 and is connected between the first terminal of the second inverter circuit 131 and the second terminal of the second inverter circuit 131.

[0082] Similarly, in this embodiment, the second capacitor C2 serves both energy storage and filtering functions. By connecting the second capacitor C2 between the first and second terminals of the second inverter circuit 131, energy storage is possible when the power battery 100 supplies power to the first motor 120 and the second motor 140. Specifically, the second capacitor C2 is connected in parallel across the two terminals of the power battery 100, primarily acting as a protective device to reduce voltage fluctuations in the circuit. When the voltage of the power battery 100 decreases, the voltage of the second capacitor C2 also decreases, causing it to discharge; when the voltage of the power battery 100 increases, the voltage of the second capacitor C2 also increases, causing it to charge.

[0083] In one embodiment of this application, reference is made to Figure 2 , Figure 1 The drive system of the dual-motor architecture shown also includes a first inductor L, which is connected between the first switch 150 and the third terminal of the first inverter circuit 111.

[0084] In this embodiment, by providing a first inductor L between the first switch 150 and the third terminal of the first inverter circuit 111, it can be further ensured that the first inverter circuit 111 and the first motor 120 perform a voltage boosting function. Furthermore, the first inductor L can also serve as a filter and energy storage unit.

[0085] In one embodiment of this application, reference is made to Figure 3 , Figure 3 This is a structural block diagram of the control module provided in an embodiment of this application. Figure 3 As shown, the control module 170 includes a first sampling circuit 171, a second sampling circuit 172, and a microcontroller 173. (Refer to...) Figure 4 , Figure 4 This is another circuit diagram showing two motors connected in parallel and series, provided in an embodiment of this application. Figure 4 As shown, the first terminal of the first sampling circuit 171 is connected between the second terminal of the first inverter circuit 111 and the negative output terminal of the power battery 100, and the second terminal of the first sampling circuit 171 is electrically connected to the microcontroller 173. The first terminal of the second sampling circuit 172 is connected between the second terminal of the second inverter circuit 131 and the second terminal of the first inverter circuit 111, and the second terminal of the second sampling circuit 172 is electrically connected to the microcontroller 173. The microcontroller 173 is electrically connected to the first switch 150 and the second switch 160, and is also electrically connected to the first motor controller 110.

[0086] In this embodiment, since the first terminal of the first sampling circuit 171 is connected between the second terminal of the first inverter circuit 111 and the negative output terminal of the power battery 100, and the second terminal of the first sampling circuit 171 is electrically connected to the microcontroller 173, the first sampling circuit 171 can acquire the input voltage Vin (i.e., the first voltage) input to the first inverter circuit 111 and transmit it to the microcontroller 173. Since the first terminal of the second sampling circuit 172 is connected between the second terminal of the second inverter circuit 131 and the second terminal of the first inverter circuit 111, and the second terminal of the second sampling circuit 172 is electrically connected to the microcontroller 173, the second sampling circuit 172 can acquire the output voltage Vout (i.e., the second voltage) after passing through the first inverter circuit 111 and the first motor 120 and transmit it to the microcontroller 173. Therefore, the microcontroller 173 can generate a duty cycle signal based on the first voltage and the second voltage and transmit it to the first motor controller 110. This allows the first motor controller 110 to control the duty cycle of the first inverter circuit 111 according to the duty cycle signal, so as to adjust the second voltage.

[0087] In one embodiment of this application, the microcontroller 173 is configured to:

[0088] The system receives a first voltage collected by the first sampling circuit 171 and a second voltage collected by the second sampling circuit 172, and outputs a corresponding duty cycle signal to the first motor controller 110 based on the first voltage and the second voltage, so that the first motor controller 110 controls the switching frequency of the first controllable switch Q1 and the second controllable switch Q2 according to the duty cycle signal.

[0089] In this embodiment, the first voltage, the second voltage, and the duty cycle have the following relationship:

[0090]

[0091] In the formula, D is the duty cycle, and V out For the second voltage, V in This is the first voltage.

[0092] It can be seen that by adjusting the duty cycle, at the first voltage V in While keeping the voltage constant, the second voltage V can be adjusted accordingly by changing the duty cycle. out For the first inverter circuit 111, the duty cycle of the first inverter circuit 111 can be adjusted by controlling the switching frequencies of the first controllable switch Q1 and the second controllable switch Q2. Therefore, the microcontroller 173 can adjust the duty cycle of the first inverter circuit 111 by controlling the switching frequencies of the first controllable switch Q1 and the second controllable switch Q2, thereby adjusting the second voltage V. out .

[0093] This application also proposes a vehicle including a drive system with a dual-motor architecture as proposed in any embodiment of this application.

[0094] Since the vehicle includes the dual-motor architecture drive system proposed in any embodiment of this application, the vehicle proposed in this application has the advantages of the drive system. It can control the switching of the first switch and the second switch to execute the single-motor drive mode or the dual-motor drive mode according to the actual working conditions of the vehicle. This allows the vehicle power system to make full use of the high-efficiency range of the motor, further reduce the energy consumption of the vehicle, reduce the cost, optimize the power and economy of the system, and has a high degree of system integration, a more compact size, and a lower cost.

[0095] Reference Figure 5 , Figure 5 This is a flowchart of the thermal management control method provided in the embodiments of this application. It is applied to the drive system of the dual-motor architecture proposed in any embodiment of this application. Specifically, it can be executed by the control module of the drive system, including but not limited to steps S510 to S540.

[0096] Step S510: Obtain the current temperature of the power battery and determine whether the current temperature of the power battery is less than the first threshold.

[0097] Step S520: When the current temperature of the power battery is less than the first threshold, calculate the temperature difference between the current temperature of the power battery and the requested temperature.

[0098] Step S530: Determine the target voltage input to the second inverter circuit based on the temperature difference, and generate a target duty cycle signal based on the target voltage;

[0099] In step S540, a first control signal is input to the first switch and a second control signal is input to the second switch to control the first switch to close and the second switch to open. A target duty cycle signal is input to the first motor controller so that the first motor controller adjusts the voltage input to the second inverter circuit to the target voltage.

[0100] The core component of electric vehicles is the power battery. Temperature is the primary factor affecting power battery performance. Both excessively high and low temperatures can lead to performance degradation and even compromise safety. High temperatures cause battery performance decline and even explosions, while low temperatures render batteries inoperable. These issues have consistently hindered the development of electric vehicles. Therefore, thermal management is essential. Efficient and energy-saving thermal management solutions can effectively ensure the battery operates within its optimal temperature range, thereby significantly improving battery performance and lifespan while ensuring safe operation. Thus, the improvement and development of thermal management technology has become a key technology for further enhancing power battery performance and developing electric vehicles.

[0101] In this embodiment, considering that excessively high or low temperatures can lead to performance degradation or even compromise safety, it is necessary to acquire the current temperature of the power battery in real time and determine whether it is within the optimal operating temperature range. When the current temperature of the power battery is too high, the thermal management system needs to cool it to lower its temperature. When the current temperature of the power battery is too low, the thermal management system needs to heat it to raise its temperature. In this embodiment, when the power battery temperature is too low and heating is required, the drive system of the dual-motor architecture proposed in any embodiment of this application is controlled to execute a single-motor drive mode (i.e., driven by the second motor). By adjusting the second motor to operate at a voltage point with lower efficiency, more heat generated by the second motor can be utilized by the thermal management system, thereby effectively reducing the vehicle's demand on the thermal management system and lowering costs.

[0102] Specifically, this embodiment acquires the current temperature of the power battery in real time and determines whether the current temperature is lower than a first threshold. The first threshold can be the lower limit of the optimal operating temperature range of the power battery. When the current temperature of the power battery is lower than the first threshold, it indicates that the power battery temperature is too low and needs to be heated. In this case, the vehicle's demand on the thermal management system can be reduced. The control module needs to control the dual-motor architecture drive system to execute a single-motor drive mode. That is, the control module needs to input a first control signal to the first switch and a second control signal to the second switch to control the first switch to close and the second switch to open, so that the first motor does not work and the second motor works. To further increase the heat generation of the second motor, the control module needs to input a target duty cycle signal to the first motor controller, so that the first motor controller controls the voltage input to the second inverter circuit to the target voltage according to the target duty cycle signal, thereby allowing the second motor to operate at a lower efficiency voltage point to achieve the effect of increasing the heat generation of the second motor. The target duty cycle signal is generated by the control module based on the target voltage determined by the temperature difference between the current temperature and the requested temperature of the power battery. Specifically, based on the temperature difference between the current temperature and the requested temperature of the power battery, the target voltage input to the second inverter circuit can be determined. The control module then generates a target duty cycle signal based on this target voltage and transmits it to the first motor controller. This allows the first motor controller to control the duty cycle of the first inverter circuit according to the target duty cycle signal, thereby boosting the output voltage of the power battery, i.e., the input voltage to the first inverter circuit. This ensures that the output voltage after passing through the first inverter circuit and the first motor, which is then input to the second inverter circuit, is the target voltage. This allows the second motor to operate at this target voltage, corresponding to a lower efficiency point, thus generating more heat that can be utilized by the thermal management system.

[0103] Reference Figure 6 , Figure 6 This is a flowchart of the steps for determining the target voltage input to the second inverter circuit based on the temperature difference, provided in the embodiments of this application, including but not limited to steps S610 to S620.

[0104] Step S610: Calculate the output current of the power battery based on the temperature difference;

[0105] Step S620: Determine the target voltage input to the second inverter circuit based on the output current of the power battery and the target efficiency point of at least one pre-calibrated second motor.

[0106] In this embodiment, the effect of temperature on battery discharge performance is directly reflected in discharge capacity and discharge voltage. Lower temperatures increase battery internal resistance, slow down electrochemical reactions, rapidly increase polarization resistance, and decrease battery discharge capacity and discharge plateau, affecting battery power and energy output. For lithium-ion batteries, discharge capacity decreases sharply under low-temperature conditions. Improving the thermal management capability of the battery pack in low-temperature environments is a critical technical issue. The temperature rise of the power battery cell is affected by the cell's internal resistance, the current flowing through the cell, ambient temperature, and the vehicle's thermal management system. Specifically, the temperature rise of the power battery cell is related to the cell's internal resistance, the current flowing through the cell, ambient temperature, and several coefficients of the vehicle's thermal management system as shown in Equation 1:

[0107] In Equation 1, Ι represents the output current of the power battery, R represents the total internal resistance of the cell, h represents the convection coefficient, m represents the mass of the power battery, and T represents the current temperature of the power battery. env Here, Δt represents the ambient temperature, ΔT represents the time interval, and ΔT represents the temperature rise of the power battery pack after time Δt, i.e., the temperature difference. Cp represents the specific heat capacity of the power battery, S represents the surface area of ​​the power battery, and k represents the temperature rise rate of the vehicle's thermal management system. This is an offline calibration value, which can be obtained by looking up a table based on the temperature value and the requested flow rate during the calculation process.

[0108] In this embodiment, after obtaining the temperature difference between the current temperature and the requested temperature of the power battery, the output current of the power battery can be calculated according to Equation 1. As can be seen from Equation 1, under the same driving conditions at lower temperatures, increasing the output current of the power battery can save heating time for the power battery, thereby improving heating efficiency and reducing the vehicle's demand for a thermal management system, thus reducing the cost of the thermal management system.

[0109] In this embodiment, by obtaining the motor operating point (speed n, torque T), the efficiency points of the motor under different voltages can be calculated. Different operating voltage points Vout of the motor correspond to different output currents I of the power battery. To reduce the vehicle's demand on the thermal management system, the target voltage input to the second inverter circuit needs to be determined based on the power battery's output current and a pre-calibrated target efficiency point for at least one second motor. The pre-calibrated target efficiency point for the second motor is a lower efficiency point, i.e., a non-high-efficiency point.

[0110] In this embodiment of the application, if the current temperature of the power battery is not less than the first threshold, that is, when the current temperature of the power battery is in the optimal operating temperature range, the second motor can be controlled to work at the high efficiency point.

[0111] In this embodiment, by controlling the second motor to operate at a target voltage at a point of poor efficiency, the power battery can be heated at a higher heating rate. At the same time, more heat generated by the second motor can be utilized by the thermal management system, thereby reducing the vehicle's demand on the thermal management system.

[0112] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0113] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0114] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0115] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0116] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0117] In the several 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 the units described above 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 system, 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 apparatuses or units may be electrical, mechanical, or other forms.

[0118] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0119] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0120] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0121] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A drive system with a dual-motor architecture, characterized in that, The system includes: a power battery, a first motor controller, a first motor, a second motor controller, a second motor, a first switch, a second switch, a control module, a clutch, and a reducer; The first motor controller includes a first inverter circuit. The first terminal of the first inverter circuit is electrically connected to the positive output terminal of the power battery through the second switch. The second terminal of the first inverter circuit is electrically connected to the negative output terminal of the power battery. The third terminal of the first inverter circuit is electrically connected to the positive output terminal of the power battery through the first switch. Each phase output terminal of the first inverter circuit is electrically connected to one winding of the first motor. The second motor controller includes a second inverter circuit. The first terminal of the second inverter circuit is electrically connected to the positive output terminal of the power battery through the second switch. The second terminal of the second inverter circuit is electrically connected to the negative output terminal of the power battery. The second terminal of the second inverter circuit is also electrically connected to the second terminal of the first inverter circuit. Each phase output terminal of the second inverter circuit is electrically connected to one winding of the second motor. The first motor is connected to the clutch, the clutch is connected to the reducer, the second motor is connected to the reducer, and the reducer is used to connect to the vehicle wheel end; The control module is electrically connected to the first switch and the second switch, and is used to input control signals to the first switch and the second switch to control the opening and closing of the first switch and the second switch; The control module is used to perform the following steps: The current temperature of the power battery is obtained, and it is determined whether the current temperature of the power battery is less than a first threshold. When the current temperature of the power battery is less than the first threshold, calculate the temperature difference between the current temperature and the requested temperature of the power battery. Based on the temperature difference, the target voltage input to the second inverter circuit is determined, and a target duty cycle signal is generated based on the target voltage; A first control signal is input to the first switch and a second control signal is input to the second switch to control the first switch to close and the second switch to open. The target duty cycle signal is input to the first motor controller so that the first motor controller adjusts the voltage input to the second inverter circuit to the target voltage.

2. The system according to claim 1, characterized in that, The control module is configured as follows: A first control signal is input to the first switch and a second control signal is input to the second switch to control the first switch to close and the second switch to open, so as to execute a single motor drive working mode; Input the second control signal to the first switch and input the first control signal to the second switch to control the first switch to open and control the second switch to close, so as to execute the dual-motor parallel drive working mode.

3. The system according to claim 1, characterized in that, The control module is connected between the negative output terminal of the power battery and the second terminal of the second inverter circuit. The control module is also electrically connected to the first motor controller to input a duty cycle signal to the first motor controller.

4. The system according to claim 1, characterized in that, The first inverter circuit includes a first bridge arm group, a second bridge arm group, and a third bridge arm group; the first bridge arm group includes a first bridge arm and a second bridge arm connected in series, the second bridge arm group includes a third bridge arm and a fourth bridge arm connected in series, and the third bridge arm group includes a fifth bridge arm and a sixth bridge arm connected in series; the first bridge arm includes a first controllable switch and a first diode connected in parallel, the second bridge arm includes a second controllable switch and a second diode connected in parallel, the third bridge arm includes a third controllable switch and a third diode connected in parallel, the fourth bridge arm includes a fourth controllable switch and a fourth diode connected in parallel, the fifth bridge arm includes a fifth controllable switch and a fifth diode connected in parallel, and the sixth bridge arm includes a sixth controllable switch and a sixth diode connected in parallel; the connection point between the first bridge arm and the second bridge arm is connected to the first winding of the first motor; the connection point between the third bridge arm and the fourth bridge arm is connected to the second winding of the first motor; the connection point between the fifth bridge arm and the sixth bridge arm is connected to the third winding of the first motor; the structure of the second inverter circuit is the same as that of the first inverter circuit.

5. The system according to claim 4, characterized in that, The control module includes a first sampling circuit, a second sampling circuit, and a microcontroller; The first terminal of the first sampling circuit is connected between the second terminal of the first inverter circuit and the negative output terminal of the power battery, and the second terminal of the first sampling circuit is electrically connected to the microcontroller. The first terminal of the second sampling circuit is connected between the second terminal of the second inverter circuit and the second terminal of the first inverter circuit, and the second terminal of the second sampling circuit is electrically connected to the microcontroller. The microcontroller is electrically connected to the first switch and the second switch, and the microcontroller is also electrically connected to the first motor controller.

6. The system according to claim 5, characterized in that, The microcontroller is configured to: The system receives a first voltage acquired by the first sampling circuit and a second voltage acquired by the second sampling circuit, and outputs a corresponding duty cycle signal to the first motor controller based on the first voltage and the second voltage, so that the first motor controller controls the switching frequency of the first controllable switch and the second controllable switch according to the duty cycle signal.

7. The system according to claim 1, characterized in that, The system also includes a first capacitor, a second capacitor, and a first inductor; The first capacitor is connected in parallel with the power battery, and the first capacitor is connected between the first switch and the negative output terminal of the power battery; The second capacitor is connected in parallel with the power battery, and the second capacitor is connected between the first terminal of the second inverter circuit and the second terminal of the second inverter circuit; The first inductor is connected between the first switch and the third terminal of the first inverter circuit.

8. The system according to claim 1, characterized in that, Determining the target voltage input to the second inverter circuit based on the temperature difference includes: Calculate the output current of the power battery based on the temperature difference; The target voltage input to the second inverter circuit is determined based on the output current of the power battery and the target efficiency point of at least one pre-calibrated second motor.

9. A vehicle, characterized in that, Includes the drive system as described in any one of claims 1-8.

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