Charging and discharging system having dual-electric motor architecture, and new energy vehicle

Abstract

A charging and discharging system having a dual-electric motor architecture, and a new energy vehicle. In the system, a first end of a first inverter circuit is connected to a positive electrode of a traction battery by means of a second switch, a second end of the first inverter circuit is connected to a negative electrode of the traction battery and a negative electrode of a charging and discharging port, and an output end of each phase of the first inverter circuit is connected to one winding of a first electric motor; a lead-out neutral line of the first electric motor is connected to the positive electrode of the traction battery by means of the first switch; a first end of a second inverter circuit is connected to the traction battery by means of a second switch, and a second end of the second inverter circuit is connected to the negative electrode of the traction battery and the negative electrode of the charging and discharging port; and a lead-out neutral line of a second electric motor is connected to a positive electrode of the charging and discharging port. The system can operate in a buck charging mode, a boost charging mode, a buck discharging mode and a boost discharging mode.

Description

Dual-motor architecture charging and discharging system and new energy vehicles

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application number 2023108669304, filed with the Patent Office of China on July 14, 2023, entitled “Charging and discharging system and new energy vehicle with dual-motor architecture”, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the technical field of pure electric dual-motor new energy vehicles, and more specifically, to a charging and discharging system and a new energy vehicle with a dual-motor architecture. Background Art

[0004] Currently, common public charging stations primarily use 400V. 800V vehicles cannot be directly charged using these 400V stations. Furthermore, 1000V stations cannot directly charge 400V vehicles, significantly reducing charging compatibility and convenience, hindering user experience. Therefore, to address this issue, additional voltage-boosting (voltage-reducing) devices are required to increase the voltage from 400V to 800V (or from 1000V to 400V) to ensure compatibility with charging stations.

[0005] The existing solution usually involves adding additional boost (buck) DC-DC, which will greatly increase the cost of the entire vehicle and bring challenges to the layout space of the entire vehicle.

[0006] Application Contents

[0007] The present application aims to solve the problem of high cost of the existing charging and discharging system with additional boost (buck) DC / DC.

[0008] In order to solve the above problems, the present application provides a dual-motor architecture charging and discharging system, the system includes a first charging and discharging unit and a second charging and discharging unit; the first charging and discharging unit includes a first motor controller and a first motor, the second charging and discharging unit includes a second motor controller and a second motor; the first motor controller includes a first inverter circuit, the first end of the first inverter circuit is connected to the positive pole of the power battery through a second switch, and the second end is connected to the negative pole of the power battery and the negative pole of the charging and discharging port, each phase output end of the first inverter circuit is respectively connected to a winding of the first motor; the neutral line drawn out of the first motor is connected to the first motor through the first switch The positive pole of the power battery; the second motor controller includes a second inverter circuit, the first end of the second inverter circuit is connected to the power battery through the first switch, and the second end is connected to the negative pole of the power battery and the negative pole of the charge and discharge port, and each phase output end of the second inverter circuit is respectively connected to a winding of the first motor; the neutral line of the second motor is connected to the positive pole of the charge and discharge port; the first charge and discharge unit and the second charge and discharge unit are configured to control the first switch, the second switch, the first inverter circuit, and the second inverter circuit, so that the system operates in buck charging mode, boost charging mode, buck discharge mode and boost charging mode.

[0009] Optionally, the system operates in a boost charging mode, and the second motor controller is configured to control the second inverter circuit and the second motor to form a BOOST circuit.

[0010] Optionally, the system operates in a buck charging mode, and the first motor controller is configured to control the first inverter circuit and the first motor to form a BUCK circuit.

[0011] Optionally, the system operates in a boost discharge mode, and the first motor controller is configured to control the first inverter circuit and the first motor to form a BOOST circuit.

[0012] Optionally, the system operates in a step-down discharge mode, and the second motor controller is configured to control the second inverter circuit and the second motor to form a BUCK circuit.

[0013] Optionally, the first charge and discharge unit and the second charge and discharge unit are configured to determine whether to start one-way charge and discharge, two-way charge and discharge, or three-way charge and discharge according to the size of the charging power.

[0014] Optionally, a third switch is provided between the negative pole of the charge and discharge port and the second ends of the first inverter circuit and the second inverter circuit, and a fourth switch is provided between the positive pole of the charge and discharge port and the neutral line of the second motor.

[0015] Optionally, a first capacitor is further included, and the first capacitor is connected in parallel with the power battery.

[0016] Optionally, 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 tube and a first diode connected in parallel, the second bridge arm includes a second controllable switch tube and a second diode connected in parallel, the third bridge arm includes a third controllable switch tube and a third diode connected in parallel, the fourth bridge arm includes a fourth controllable switch tube and a fourth diode connected in parallel, the fifth bridge arm includes a fifth controllable switch tube and a fifth diode connected in parallel, and the sixth bridge arm includes a sixth controllable switch tube 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; and the connection point between the fifth bridge arm and the sixth bridge arm is connected to the third winding of the first motor;

[0017] The second inverter circuit 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;

[0018] The seventh bridge arm includes a seventh controllable switch tube and a seventh diode connected in parallel, the eighth bridge arm includes an eighth controllable switch tube and an eighth diode connected in parallel, the ninth bridge arm includes a ninth controllable switch tube and a ninth diode connected in parallel, the tenth bridge arm includes a tenth controllable switch tube and a tenth diode connected in parallel, the eleventh bridge arm includes an eleventh controllable switch tube and an eleventh diode connected in parallel, and the twelfth bridge arm includes a twelfth controllable switch tube and a twelfth diode connected in parallel;

[0019] The connection point between the seventh bridge arm and the eighth bridge arm is connected to the fourth winding of the second motor; the connection point between the ninth bridge arm and the tenth bridge arm is connected to the fifth winding of the second motor; and the connection point between the eleventh bridge arm and the twelfth bridge arm is connected to the sixth winding of the second motor.

[0020] An embodiment of the present application provides a new energy vehicle, comprising a charging and discharging system of the dual-motor architecture described in any one of the above.

[0021] The embodiment of the present application utilizes the existing motor controller and motor to achieve both boosting and bucking charging and discharging, without the need to add other controllers, thereby reducing costs and the difficulty of vehicle layout. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0023] FIG1 is a schematic diagram of a boost charging circuit of a charging and discharging system of a dual-motor architecture provided in an embodiment of the present application;

[0024] FIG2 is a schematic diagram of a step-down charging circuit of a dual-motor charging and discharging system provided in an embodiment of the present application;

[0025] FIG3 is a schematic diagram of a boost discharge circuit of a dual-motor charging and discharging system provided in an embodiment of the present application;

[0026] FIG4 is a schematic diagram of a step-down discharge circuit of a charging and discharging system with a dual-motor architecture provided in an embodiment of the present application. DETAILED DESCRIPTION

[0027] In order to make the above-mentioned objectives, features and advantages of the present application more clearly understood, the following detailed description of the specific embodiments of the present application is given in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application.

[0028] In addition to voltage incompatibility issues between existing charging stations and new energy vehicles, new energy passenger vehicles that support V2V also face voltage incompatibility issues between the charging and discharging vehicles. For example, pure electric medium and heavy-duty trucks, with their large built-in power batteries, are themselves powerful power banks. There is still a market for using the discharged power from these trucks to charge other vehicles.

[0029] Based on the objective shortcomings of the existing charging and discharging system solutions, the embodiment of the present application uses a dual electric drive system to achieve the boost / buck function, and realizes both boost and buck charging and discharging by multiplexing the motor electronic control and the motor. There is no need to add other controllers (such as DCDC for conversion), which reduces costs.

[0030] Specifically, in this embodiment, the neutral lines of the two motors need to be drawn out. By utilizing the inductance characteristics of the dual-motor stators and the switching characteristics of the dual-motor controller power tubes, the motor controller's control strategy is used to boost the output voltage of the 400V charging pile and charge the 800V vehicle, or to step down the output voltage of the 1000V charging pile and charge the 400V vehicle. By utilizing the inductance characteristics of the dual-motor stators and the switching characteristics of the motor controller power tubes, the motor controller's control strategy is used to step down the 800V voltage of a discharged vehicle and charge the 400V vehicle, or to step up the 400V voltage of a discharged vehicle and charge the 800V vehicle.

[0031] An embodiment of the present application provides a dual-motor charging and discharging system, which includes a first charging and discharging unit and a second charging and discharging unit.

[0032] The first charge-discharge unit includes a first motor controller and a first motor, and the second charge-discharge unit includes a second motor controller and a second motor. Both the first and second charge-discharge units are already in the vehicle and are reused to achieve step-up / step-down charging and discharging.

[0033] Specifically, the structures of the first charge-discharge unit and the second charge-discharge unit are as follows:

[0034] The first motor controller includes a first inverter circuit, the first end of the first inverter circuit is connected to the positive pole of the power battery through the second switch, and the second end is connected to the negative pole of the power battery and the negative pole of the charge and discharge port. Each phase output end of the first inverter circuit is respectively connected to a winding of the first motor; the neutral line drawn out of the first motor is connected to the positive pole of the power battery through the first switch.

[0035] The second motor controller includes a second inverter circuit, the first end of the second inverter circuit is connected to the power battery through a first switch, and the second end is connected to the negative pole of the power battery and the negative pole of the charge and discharge port. Each phase output end of the second inverter circuit is respectively connected to a winding of the first motor; the neutral line of the second motor is connected to the positive pole of the charge and discharge port.

[0036] The neutral lines of the two motors need to be drawn out. For example, if the two motors each have three windings, they can be controlled as three paths, thus achieving one-path charging and discharging, two-path charging and discharging, or three-path charging and discharging.

[0037] Exemplarily, the inverter circuit is in the form of a three-phase two-level inverter circuit or the like.

[0038] The first charge and discharge unit and the second charge and discharge unit are configured to control the first switch, the second switch, the first inverter circuit and the second inverter circuit to make the system work in buck charging mode, boost charging mode, buck discharge mode and boost charging mode.

[0039] The dual-motor architecture charging and discharging system provided in the embodiment of the present application utilizes the existing motor controller and motor to achieve both step-up and step-down charging and discharging, without the need to add other controllers, thereby reducing costs and the difficulty of vehicle layout.

[0040] Optionally, if the system operates in a boost charging mode, the second motor controller is configured to control the second inverter circuit and the second motor to form a BOOST circuit. In this case, the first inverter circuit and the first motor are in a short-circuit state.

[0041] Optionally, if the system operates in buck charging mode, the first motor controller is configured to control the first inverter circuit and the first motor to form a BUCK circuit. In this case, the second inverter circuit and the second motor are in a direct-on state, performing a conduction function without performing a buck-boost function.

[0042] Optionally, if the system operates in boost discharge mode, the first motor controller is configured to control the first inverter circuit and the first motor to form a BOOST circuit. In this case, the second inverter circuit and the second motor are in a direct-on state, performing a conduction function without any step-up or step-down function.

[0043] Optionally, if the system operates in a step-down discharge mode, the second motor controller is configured to control the second inverter circuit and the second motor to form a BUCK circuit. In this case, the first inverter circuit and the first motor are in a short-circuit state.

[0044] In actual use, the charging power can be used to determine whether to initiate one, two, or three simultaneous discharges. Based on this, the first and second charging / discharging units are configured to determine whether to initiate one, two, or three simultaneous discharges based on the charging power. In the case of one-way charging / discharging, one winding of the motor is used; in the case of two-way charging / discharging, two windings of the motor are used; and in the case of three-way charging / discharging, all three windings of the motor are used.

[0045] Furthermore, a third switch is provided between the negative pole of the charging and discharging port and the second ends of the first inverter circuit and the second inverter circuit, and a fourth switch is provided between the positive pole of the charging and discharging port and the neutral line of the second motor.

[0046] Furthermore, the above-mentioned charging and discharging system also includes a first capacitor, which is connected in parallel with the power battery. The first capacitor can play the role of energy storage and power supply.

[0047] Specifically, the first inverter circuit may include a first bridge arm group, a second bridge arm group and a third bridge arm group;

[0048] 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 tube and a first diode connected in parallel, the second bridge arm includes a second controllable switch tube and a second diode connected in parallel, the third bridge arm includes a third controllable switch tube and a third diode connected in parallel, the fourth bridge arm includes a fourth controllable switch tube and a fourth diode connected in parallel, the fifth bridge arm includes a fifth controllable switch tube and a fifth diode connected in parallel, and the sixth bridge arm includes a sixth controllable switch tube 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; and the connection point between the fifth bridge arm and the sixth bridge arm is connected to the third winding of the first motor;

[0049] The second inverter circuit may include a fourth bridge arm group, a fifth bridge arm group and a sixth bridge arm group;

[0050] 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;

[0051] The seventh bridge arm includes a seventh controllable switch tube and a seventh diode connected in parallel, the eighth bridge arm includes an eighth controllable switch tube and an eighth diode connected in parallel, the ninth bridge arm includes a ninth controllable switch tube and a ninth diode connected in parallel, the tenth bridge arm includes a tenth controllable switch tube and a tenth diode connected in parallel, the eleventh bridge arm includes an eleventh controllable switch tube and an eleventh diode connected in parallel, and the twelfth bridge arm includes a twelfth controllable switch tube and a twelfth diode connected in parallel;

[0052] The connection point between the seventh bridge arm and the eighth bridge arm is connected to the fourth winding of the second motor; the connection point between the ninth bridge arm and the tenth bridge arm is connected to the fifth winding of the second motor; and the connection point between the eleventh bridge arm and the twelfth bridge arm is connected to the sixth winding of the second motor.

[0053] Exemplarily, the controllable switch tube may be an IGBT, a MOSFET (MOS tube for short, specific types include PMOS and NMOS), a SiC MOSFET, etc.

[0054] FIG1 shows a schematic diagram of a boost charging circuit of a dual-motor charging and discharging system in an embodiment of the present application. The charging and discharging system includes a first charging and discharging unit 11 and a second charging and discharging unit 12 .

[0055] The first charge-discharge unit 11 includes a first motor controller, which includes a first inverter circuit. This inverter circuit comprises a first bridge arm group, a second bridge arm group, and a third bridge arm group, and is composed of controllable switches Q1-Q6 and six parallel diodes. A neutral line is drawn from the motor 1 and connected to the positive terminal of the battery via a switch K1.

[0056] The second charge-discharge unit 12 includes a second motor controller, which includes a second inverter circuit. This second inverter circuit comprises a fourth bridge arm group, a fifth bridge arm group, and a sixth bridge arm group, and is composed of controllable switches Q7-Q12 and six parallel diodes. A neutral line is drawn from motor 2 and connected to the positive terminal of the DC charging port via switch K4.

[0057] The boost charging principle is as follows: Q9 is off, Q10 is on, and the current flows through K4, L5, Q10, and K3 to charge L5. Then, Q10 is off, Q9 is on, and the current flows through K4, L5, Q9, and K2 to charge the power battery. In actual use, the charging power can be used to determine whether to start charging one, two, or all three channels simultaneously.

[0058] Figure 2 shows a schematic diagram of the step-down charging circuit of the dual-motor architecture charging and discharging system in an embodiment of the present application. The step-down charging principle is as follows: Q10 and Q4 are turned off, Q9 and Q3 are turned on, and the current passes through K4, L5, Q9, Q3, L2, and K1 to the power battery and then to the charging port. Since the voltage of the charging port is equal to the voltage of the power battery plus the voltage on L2, the voltage at the power battery end is lower than the voltage at the charging port, thereby achieving the effect of stepping down the voltage. Among them, motor 2 and the second inverter circuit act as a path. In actual use, it can be determined whether to start charging one way, two ways, or three ways at the same time according to the size of the charging power. Accordingly, by controlling Q7-Q12, one or more of L4, L5, and L6 are connected to the circuit.

[0059] Figure 3 shows a schematic diagram of the boost discharge circuit of the dual-motor charging and discharging system in an embodiment of the present application. The boost discharge principle is as follows: Q10 and Q4 are cut off, Q9 and Q3 are turned on, and the current is discharged to the charging port through K1, L2, Q3, Q9, L5, and K4. Since the voltage of the charging port is equal to the voltage of the power battery plus the voltage on L2, the voltage of the charging port is higher than the voltage of the power battery, thereby achieving the effect of boosting. Among them, motor 2 and the second inverter circuit act as a path. In actual use, it can be determined whether to start one discharge, two discharges, or three discharges at the same time according to the size of the charging power.

[0060] Figure 4 shows a schematic diagram of the step-down discharge circuit of the dual-motor charging and discharging system in an embodiment of the present application. The step-down discharge principle is as follows: Q10 is turned off, Q9 is turned on, and the current is supplied to the charging port through K2, Q9, L5, and K4. Since the voltage of the charging port is equal to the voltage of the power battery minus the voltage on L5, the voltage at the charging port is lower than the power battery voltage, thereby achieving the effect of stepping down the voltage. The first inverter circuit and motor 1 are in a short-circuited state. In actual use, it can be determined whether to start one discharge, two discharges, or three discharges at the same time based on the size of the charging power.

[0061] Existing solutions use motor windings as inductors but lack a neutral line. These achieve buck-boost by connecting motor inductors A and B, or A and C, or B and C in series. This generates significant motor heat and poses the risk of motor demagnetization. Furthermore, the series connection of inductors requires simultaneous operation of two inverter circuits to achieve buck-boost, resulting in low charging current and power. In this embodiment, the charging power determines whether to initiate single-circuit, two-circuit, or three-circuit charging. The inductors are connected in parallel, allowing for adjustable charging power.

[0062] Some existing vehicles with V2V functions only have a boost function or a buck function. In this embodiment, the same vehicle can perform both boost charging and buck charging, as well as boost discharge and buck discharge.

[0063] An embodiment of the present application also provides a new energy vehicle, including a charging and discharging system of the above-mentioned dual-motor architecture.

[0064] Although the present application is disclosed as above, the present application is not limited thereto. Any person skilled in the art may make various changes and modifications without departing from the spirit and scope of the present application. Therefore, the scope of protection of the present application shall be based on the scope defined by the claims.

[0065] In this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

[0066] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0067] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present application. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein. Industrial Applicability

[0068] The dual-motor architecture charging and discharging system and new energy vehicle provided in the embodiments of the present application can utilize existing motor controllers and motors to achieve both step-up and step-down charging and discharging without the need to add other controllers, thereby reducing costs and the difficulty of vehicle layout, and having significant economic benefits.

Claims

1. A dual-motor charging and discharging system, characterized in that: The system includes a first charging and discharging unit and a second charging and discharging unit; The first charge and discharge unit includes a first motor controller and a first motor, and the second charge and discharge unit includes a second motor controller and a second motor; The first motor controller includes a first inverter circuit, a first end of the first inverter circuit is connected to the positive electrode of the power battery through a second switch, and a second end is connected to the negative electrode of the power battery and the negative electrode of the charge and discharge port, and each phase output end of the first inverter circuit is respectively connected to a winding of the first motor; the neutral line of the first motor is connected to the positive electrode of the power battery through the first switch; The second motor controller includes a second inverter circuit, a first end of the second inverter circuit is connected to the power battery through the first switch, and a second end is connected to the negative electrode of the power battery and the negative electrode of the charge and discharge port, and each phase output end of the second inverter circuit is respectively connected to a winding of the first motor; the second motor leads out a neutral line connected to the positive electrode of the charge and discharge port; The first charge and discharge unit and the second charge and discharge unit are configured to control the first switch, the second switch, the first inverter circuit, and the second inverter circuit to enable the system to operate in a buck charging mode, a boost charging mode, a buck discharge mode, and a boost charging mode.

2. The charging and discharging system according to claim 1, characterized in that: The system operates in a boost charging mode, and the second motor controller is configured to control the second inverter circuit and the second motor to form a BOOST circuit.

3. The charging and discharging system according to claim 1, characterized in that: The system operates in a buck charging mode, and the first motor controller is configured to control the first inverter circuit and the first motor to form a BUCK circuit.

4. The charging and discharging system according to claim 1, characterized in that: The system operates in a boost discharge mode, and the first motor controller is configured to control the first inverter circuit and the first motor to form a BOOST circuit.

5. The charging and discharging system according to claim 1, characterized in that: The system operates in a step-down discharge mode, and the second motor controller is configured to control the second inverter circuit and the second motor to form a BUCK circuit.

6. The charging and discharging system according to any one of claims 1 to 5, characterized in that: The first charging and discharging unit and the second charging and discharging unit are configured to determine whether to start one-way charging and discharging, two-way charging and discharging, or three-way charging and discharging according to the size of the charging power.

7. The charging and discharging system according to any one of claims 1 to 5, characterized in that: A third switch is provided between the negative pole of the charging and discharging port and the second ends of the first inverter circuit and the second inverter circuit, and a fourth switch is provided between the positive pole of the charging and discharging port and the neutral line of the second motor.

8. The charging and discharging system according to any one of claims 1 to 5, characterized in that: It also includes a first capacitor, which is connected in parallel with the power battery.

9. The charging and discharging system according to any one of claims 1 to 5, 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 tube and a first diode connected in parallel, the second bridge arm includes a second controllable switch tube and a second diode connected in parallel, the third bridge arm includes a third controllable switch tube and a third diode connected in parallel, the fourth bridge arm includes a fourth controllable switch tube and a fourth diode connected in parallel, the fifth bridge arm includes a fifth controllable switch tube and a fifth diode connected in parallel, and the sixth bridge arm includes a sixth controllable switch tube 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 second inverter circuit 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 tube and a seventh diode connected in parallel, the eighth bridge arm includes an eighth controllable switch tube and an eighth diode connected in parallel, the ninth bridge arm includes a ninth controllable switch tube and a ninth diode connected in parallel, the tenth bridge arm includes a tenth controllable switch tube and a tenth diode connected in parallel, the eleventh bridge arm includes an eleventh controllable switch tube and an eleventh diode connected in parallel, and the twelfth bridge arm includes a twelfth controllable switch tube and a twelfth diode connected in parallel; The connection point between the seventh bridge arm and the eighth bridge arm is connected to the fourth winding of the second motor; the connection point between the ninth bridge arm and the tenth bridge arm is connected to the fifth winding of the second motor; the connection point between the eleventh bridge arm and the twelfth bridge arm is connected to the sixth winding of the second motor.

10. A new energy vehicle, characterized in that: A charging and discharging system comprising a dual-motor architecture as described in any one of claims 1-9.

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