A real-time energy management method based on double-motor driving, a motor controller and a vehicle

Abstract

The application discloses a kind of based on real-time energy management method of double motor drive, motor controller and vehicle, it is related to motor control field.The method comprises: obtaining the wheel edge demand torque and real-time vehicle speed of vehicle;According to real-time vehicle speed, calculate the motor peak torque under different motor operating modes;According to wheel edge demand torque and motor peak torque, determine the optimal motor operating mode, and corresponding expected energy consumption power and expected power distribution ratio;Obtain the historical energy consumption power under the historical motor operating mode of historical time, determine the final power distribution ratio in combination with the expected energy consumption power, the preset reward and punishment factor;According to final power distribution ratio, wheel edge demand torque is distributed to first motor and second motor.Compared with prior art, the error caused by table lookup method can be greatly reduced, and by introducing the reward and punishment factor, the driving comfort is improved while ensuring economy.

Description

Technical Field

[0001] This invention relates to the field of motor control technology, and more specifically, to a real-time energy management method, motor controller, and vehicle based on dual-motor drive. Background Technology

[0002] New energy technologies, represented by electric drive, have developed rapidly in recent years, especially in the field of electric vehicles. These vehicles use electric motors as the drive source and feature high torque, fast acceleration, and high power transmission efficiency. Traditional electric vehicles mostly use single-motor drive systems, which have low fault tolerance, and their peak torque and power characteristics directly limit the dynamic performance of electric vehicles.

[0003] To address these issues, current electric vehicle drive technology has adopted a "multi-motor" approach, such as using dual-motor drive systems. However, most current energy management strategies for dual-motor drive systems are based on vehicle driving conditions, solving for the optimal power distribution ratio offline. During actual driving, the motor operating mode and power distribution ratio are determined by looking up tables. The actual vehicle economy is affected by lookup table errors, preventing the achievement of optimal efficiency. Furthermore, improved economy often comes with frequent gear shifting, so simply focusing on improving motor efficiency will reduce driving comfort. Summary of the Invention

[0004] To overcome the shortcomings of the prior art that cannot balance economy and driving comfort, the present invention provides a real-time energy management method based on dual-motor drive.

[0005] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows:

[0006] Firstly, a real-time energy management method based on dual-motor drive includes...

[0007] Obtain the required wheel torque and real-time vehicle speed;

[0008] Calculate the peak torque of the motor under different motor operating modes based on the real-time vehicle speed;

[0009] Based on the required torque at the wheel end and the peak torque of the motor, determine the optimal motor operating mode and the corresponding expected energy consumption and expected power allocation ratio;

[0010] Obtain the historical energy consumption power of the motor in the operating mode at a historical moment, and combine the reward and punishment factors with the expected energy consumption power to determine the final power allocation ratio;

[0011] Based on the final power distribution ratio, the wheel-side required torque is distributed to the first motor and the second motor.

[0012] In a second aspect, a motor controller includes: a memory; and a processor coupled to the memory, the processor being configured to perform the real-time energy management method described in the first aspect based on at least one instruction, at least one program, code set, or instruction set stored in the memory.

[0013] Thirdly, a motor controller includes:

[0014] The optimal motor operating mode determination module is used to receive the wheel-side torque demand and real-time vehicle speed of the vehicle, and calculate the peak motor torque under different motor operating modes based on the real-time vehicle speed; it is also used to determine the optimal motor operating mode, as well as the corresponding expected energy consumption power and expected power allocation ratio, based on the wheel-side torque demand and the peak motor torque.

[0015] The wheel-side demand torque distribution module is used to receive the historical energy consumption power of the motor operating mode at a historical moment, and determine the final power distribution ratio by combining the reward and penalty factor with the expected energy consumption power; it is also used to distribute the wheel-side demand torque to the first motor and the second motor of the vehicle according to the final power distribution ratio.

[0016] Fourthly, a vehicle including the aforementioned motor controller.

[0017] Compared with the prior art, the beneficial effects of the technical solution of the present invention are:

[0018] This invention discloses a real-time energy management method, motor controller, and vehicle based on dual-motor drive. The method calculates the peak torque of the motors under different motor operating modes based on the vehicle's real-time speed. Based on the wheel-side torque demand and the motor peak torque, it determines the optimal motor operating mode, along with the corresponding expected energy consumption and expected power allocation ratio. It acquires the historical energy consumption power of the motors under different operating modes at historical moments, and combines this with a preset reward / penalty factor and the expected energy consumption power to determine the final power allocation ratio. Based on the final power allocation ratio, it allocates the wheel-side torque demand to the vehicle's first and second motors. According to these technical means, this invention can significantly reduce errors caused by lookup table methods, improving economy. By using reward / penalty factors to balance the weights of economy and comfort, it can obtain motor operating modes and their corresponding power allocation ratios that combine economy and comfort, improving driving comfort while ensuring economy. Furthermore, adjusting the magnitude of the reward / penalty factor can also adjust the emphasis on economy and comfort, improving the flexibility of the energy management strategy. Attached Figure Description

[0019] Figure 1 This is a flowchart illustrating a real-time energy management method based on dual-motor drive in Embodiment 1 of the present invention.

[0020] Figure 2This is another flowchart illustrating a real-time energy management method based on dual-motor drive in Embodiment 1 of the present invention.

[0021] Figure 3 This is a schematic diagram of the structure of a motor controller in Embodiment 2 of the present invention. Detailed Implementation

[0022] The terms "first," "second," etc., used in the specification, claims, 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 terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0023] The accompanying drawings are for illustrative purposes only and should not be construed as limiting the scope of this patent.

[0024] To better illustrate this embodiment, some parts in the accompanying drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions;

[0025] It will be understood by those skilled in the art that certain well-known structures and their descriptions may be omitted in the accompanying drawings.

[0026] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0027] Example 1

[0028] This embodiment provides a real-time energy management method based on dual-motor drive, as shown in Figure 1, including:

[0029] Obtain the required wheel torque and real-time vehicle speed;

[0030] Calculate the peak torque of the motor under different motor operating modes based on the real-time vehicle speed;

[0031] Based on the required torque at the wheel end and the peak torque of the motor, determine the optimal motor operating mode and the corresponding expected energy consumption and expected power allocation ratio;

[0032] The historical energy consumption power of the motor in the operating mode at a historical moment is obtained, and the final power allocation ratio is determined by combining the preset reward and punishment factors with the expected energy consumption power.

[0033] Based on the final power distribution ratio, the wheel-side required torque is distributed to the first motor and the second motor.

[0034] In this embodiment, a reward / penalty factor is introduced to determine whether to switch the motor operating mode, balancing the weights of economy and comfort. This results in a motor operating mode that combines both economy and comfort, along with its corresponding power allocation ratio (i.e., the final power allocation ratio), improving driving comfort while ensuring economy. Furthermore, adjusting the magnitude of the reward / penalty factor can also adjust the emphasis on economy and comfort, increasing the flexibility of the control strategy and significantly reducing errors caused by lookup table interpolation.

[0035] In some examples, the wheel-side torque requirement and real-time vehicle speed are provided by the vehicle control unit (VCU).

[0036] In some preferred embodiments, the motor operating mode includes the number of motors operating and the corresponding motor operating gears;

[0037] Determining the optimal motor operating mode includes:

[0038] Based on the required torque at the wheel end, combined with the preset speed ratio and preset power distribution ratio, the target torque of the motor is calculated for single motor working mode, dual motor working mode, and when different motors are connected to different working gears.

[0039] Determine whether the target torque of the motor under different motor operating modes is less than or not greater than the corresponding peak torque of the motor: if so, calculate the energy consumption power, or energy consumption power and overall efficiency under the corresponding motor operating mode; otherwise, do not perform the operation.

[0040] Based on the overall efficiency or energy consumption power under different motor operating modes, the optimal motor operating mode is determined, and the energy consumption power under the optimal motor operating mode is taken as the expected energy consumption power, and the preset power allocation ratio under the optimal motor operating mode is taken as the expected power allocation ratio.

[0041] Those skilled in the art should understand that the dual-motor operating mode means that both the first motor and the second motor of the vehicle are in operation, while the single-motor operating mode means that only the first motor or the second motor is in operation.

[0042] In some examples, the instantaneous energy consumption power matrix under different motor operating modes is calculated in real time based on the vehicle driving conditions (including wheel-side torque demand and real-time vehicle speed) to determine the optimal motor operating mode, including the number of motors operating, the motor operating gear, and the motor power distribution ratio.

[0043] In some examples, the operating modes of each motor and their corresponding power consumption are stored as key-value pairs.

[0044] In some optional embodiments, the target motor torque includes a first target motor torque and / or a second target motor torque, and the preset speed ratio includes a first preset speed ratio and / or a second preset speed ratio; wherein,

[0045] In the dual-motor working mode, the target torque of the first motor is calculated based on the wheel-side required torque, the first preset speed ratio, and the preset power distribution ratio, and the target torque of the second motor is calculated based on the wheel-side required torque, the second preset speed ratio, the preset power distribution ratio, and the target torque of the first motor.

[0046] In single-motor operation mode, the target torque of the first motor or the target torque of the second motor is calculated based on the wheel-side required torque and the corresponding first preset speed ratio or second preset speed ratio.

[0047] It should be noted that the first preset speed ratio and the second preset speed ratio can be the same or different.

[0048] In some examples, in dual-motor mode:

[0049] The formula for calculating the target torque of the first motor is as follows:

[0050] ;

[0051] The formula for calculating the target torque of the second motor is as follows:

[0052] .

[0053] In one specific implementation, the first preset speed ratio is the same as the second preset speed ratio, and the preset power distribution ratios of the first motor are stored in matrix form:

[0054]

[0055] in, It is a positive integer representing the precision of the power allocation ratio, the matrix. The dimension is ,and The larger the dimension, the higher the power allocation ratio matrix, and the higher the accuracy of the power allocation ratio.

[0056] Then, the target torque of the first motor is the product of the preset power distribution ratio and the wheel-side required torque divided by the speed ratio corresponding to the working mode, while the target torque of the second motor is the product of the preset power distribution ratio and the wheel-side required torque divided by the speed ratio corresponding to the working mode, minus the target torque of the first motor. That is, the power distribution ratio matrix of the second motor is [1, ..., 3 / m, 2 / m, 1 / m, 0].

[0057] It should be noted that when the preset power distribution ratio of one of the motors is 0, it means that the motor is not working, while the other motor is working and its preset power distribution ratio is 1. At this time, the vehicle's transmission system is in single-motor working mode, and the torque required at the wheel is provided by the first motor or the second motor alone.

[0058] As an example, the preset power allocation ratio of the first motor is 1, and the preset power allocation ratio of the second motor is 0, indicating that the vehicle is in a single-motor operation mode with the first motor as the sole drive source.

[0059] In some preferred embodiments, the step of obtaining the historical energy consumption power of the motor operating mode at a historical moment, and determining the final power allocation ratio by combining the reward / penalty factor with the expected energy consumption power, includes:

[0060] The motor operating mode at the previous moment is recorded as the historical motor operating mode, the preset power allocation ratio in the historical motor operating mode is recorded as the historical power allocation ratio, and the energy consumption power in the historical motor operating mode is used as the historical energy consumption power.

[0061] Calculate the product of the reward / penalty factor and the historical energy consumption power, and determine whether the difference between the expected energy consumption power and the product is less than or not greater than a preset threshold: if so, use the optimal motor operating mode as the motor operating mode for the next moment, and use the expected power allocation ratio as the final power allocation ratio; otherwise, use the historical motor operating mode as the motor operating mode for the next moment (i.e., maintain the motor operating mode of the previous moment), and use the historical power allocation ratio as the final power allocation ratio.

[0062] It should be noted that the reward / penalty factor is a number between 0 and 1, representing the weight of economy and comfort, and is set by those skilled in the art based on actual conditions such as vehicle appearance, vehicle weight, motor model, and motor power.

[0063] In some examples, the closer the reward / penalty factor is to 1, the greater the weight of economic efficiency; the closer it is to 0, the greater the weight of driving comfort.

[0064] It should be noted that the reward and punishment factor can be a constant or a variable, such as setting different reward and punishment factors according to different working gears of the motor.

[0065] It is important to emphasize that, unlike existing technologies that use a lookup table approach, this embodiment performs real-time calculations based on the vehicle's real-time operating conditions to determine the motor's operating mode and corresponding power allocation ratio at the next moment. The amount of expected energy consumption obtained is limited, and the overall requirements for computing resources are controllable. Given the continuous improvement of current hardware computing power, this is entirely acceptable.

[0066] In some preferred embodiments, the step of calculating the peak torque of the motor under different motor operating modes based on the real-time vehicle speed includes:

[0067] The motor speeds in single-motor operation mode, dual-motor operation mode, and different motor operation gears are calculated based on the real-time vehicle speed.

[0068] Based on the motor speed, the peak torque of the motor under different motor operating modes is obtained.

[0069] In some alternative embodiments, the power consumption The formula for calculation is:

[0070]

[0071] In the formula, These represent the motor speeds of the first motor and the second motor in their respective operating modes; These represent the target torques of the first motor and the second motor in their respective operating modes, i.e., the target torque of the first motor and the target torque of the second motor. Represents the symbolic function. These are the corresponding motor efficiencies of the first and second motors, obtained by searching a preset motor efficiency map based on the motor speed and the target motor torque.

[0072] It should be noted that the energy consumption calculated in this embodiment can be regarded as the instantaneous energy consumption of the transmission system. Since the dual-motor power transmission system has only one power source, as long as the instantaneous energy consumption of the system is optimized, the global energy consumption can be optimized during the entire operating process.

[0073] Furthermore, determining the optimal motor operating mode based on the overall efficiency or energy consumption under different motor operating modes includes any one of the following:

[0074] (1) The motor operating mode with the highest overall efficiency is taken as the optimal motor operating mode; wherein, the overall efficiency The formula for calculation is:

[0075]

[0076] (2) The motor operating mode with the lowest energy consumption power is taken as the optimal motor operating mode.

[0077] It should be noted that the above embodiments provide two preferred methods for determining the optimal motor operating mode. Either the operating mode and power allocation ratio corresponding to the maximum comprehensive efficiency can be compared and used as the optimal operating mode and expected power allocation ratio under the current operating condition, respectively, or the energy consumption power under different motor operating modes can be compared to determine the optimal operating mode and its corresponding expected power allocation ratio under the current operating condition.

[0078] In some examples, the motor operating mode at the lowest energy consumption is taken as the motor operating mode at the next moment, and the corresponding power allocation ratio is output as the final power allocation ratio, see Figure 2;

[0079] In other examples, the motor operating mode with the highest overall efficiency is selected as the motor operating mode for the next moment, and the corresponding power allocation ratio is output as the final power allocation ratio.

[0080] Example 2

[0081] This embodiment provides a motor controller, including: a memory; and a processor coupled to the memory, the processor being configured to execute the real-time energy management method as described in Embodiment 1 based on at least one instruction, at least one program, code set, or instruction set stored in the memory.

[0082] This embodiment also provides another motor controller, as shown in Figure 3, including:

[0083] The optimal motor operating mode determination module is used to receive the wheel-side torque demand and real-time vehicle speed of the vehicle, and calculate the peak motor torque under different motor operating modes based on the real-time vehicle speed; it is also used to determine the optimal motor operating mode, as well as the corresponding expected energy consumption power and expected power allocation ratio, based on the wheel-side torque demand and the peak motor torque.

[0084] The wheel-side demand torque distribution module is used to receive the historical energy consumption power of the motor operating mode at a historical moment, and determine the final power distribution ratio by combining the reward and penalty factor with the expected energy consumption power; it is also used to distribute the wheel-side demand torque to the first motor and the second motor of the vehicle according to the final power distribution ratio.

[0085] In some examples, the motor controller is a TCU (Transmission Control Unit) controller.

[0086] This embodiment also provides a vehicle, including the motor controller described above.

[0087] It is understood that the apparatus / system of this embodiment corresponds to the method of embodiment 1 above, and the options in embodiment 1 above are also applicable to this embodiment, so they will not be described again here.

[0088] Example 3

[0089] This embodiment provides a computer-readable storage medium storing at least one instruction, at least one program, code set, or instruction set. The at least one instruction, at least one program, code set, or instruction set is loaded and executed by a processor, causing the processor to perform some or all of the steps of the method provided in Embodiment 1 of this application.

[0090] It is understood that the storage medium can be transient or non-transient. Exemplarily, the storage medium includes, but is not limited to, various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0091] By way of example, the processor may be a central processing unit (CPU), a microprocessor unit (MPU), a digital signal processor (DSP), or a field programmable gate array (FPGA), etc.

[0092] In some examples, a computer program product is provided, which can be implemented by hardware, software, or a combination thereof. As a non-limiting example, the computer program product can be embodied in the storage medium, or it can be embodied in a software product, such as an SDK (Software Development Kit).

[0093] As a non-limiting example, a computer program product is provided, comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer program or computer-executable instructions from the computer-readable storage medium, and executes the computer-executable instructions, causing the electronic device to perform some or all of the steps of the method described in the embodiments of this application.

[0094] In some examples, a computer program is provided, including computer-readable code, wherein, when the computer-readable code is run in a computer device, a processor in the computer device performs some or all of the steps for implementing the method.

[0095] This embodiment also proposes an electronic device, including a memory and a processor. The memory stores at least one instruction, at least one program, code set, or instruction set. When the processor executes the at least one instruction, at least one program, code set, or instruction set, it implements some or all of the steps of the method described in Embodiment 1.

[0096] In some examples, a hardware entity of the electronic device is provided, including: a processor, a memory, and a communication interface; wherein the processor typically controls the overall operation of the electronic device; the communication interface is used to enable the electronic device to communicate with other terminals or servers via a network; the memory is configured to store instructions and applications executable by the processor, and may also cache data to be processed or already processed (including but not limited to image data, audio data, voice communication data, and video communication data) to be processed by the processor and various modules in the electronic device, and may be implemented by flash memory or random access memory (RAM).

[0097] Furthermore, data can be transferred between the processor, communication interface, and memory via a bus, which can include any number of interconnected buses and bridges, connecting various circuits of one or more processors and memories together.

[0098] The same or similar labels correspond to the same or similar parts;

[0099] The terms used to describe positional relationships in the accompanying drawings are for illustrative purposes only and should not be construed as limiting this application.

[0100] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0101] Obviously, the above embodiments of this application are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of this application. For those skilled in the art, other variations or modifications can be made based on the above description. The functional modules or units can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part. It is neither necessary nor possible to exhaustively describe all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A real-time energy management method based on dual-motor drive, characterized in that, include: Obtain the required wheel torque and real-time vehicle speed; Calculate the peak torque of the motor under different motor operating modes based on the real-time vehicle speed; Based on the required torque at the wheel end and the peak torque of the motor, determine the optimal motor operating mode and the corresponding expected energy consumption and expected power allocation ratio; The historical energy consumption power of the motor in the operating mode at a historical moment is obtained, and the final power allocation ratio is determined by combining the preset reward and punishment factors with the expected energy consumption power. Based on the final power distribution ratio, the wheel-side torque requirement is allocated to the first motor and the second motor; The process of obtaining historical energy consumption power under the motor's operating mode at historical moments, and combining this with reward / penalty factors and the expected energy consumption power to determine the final power allocation ratio includes: The motor operating mode at the previous moment is recorded as the historical motor operating mode, the preset power allocation ratio in the historical motor operating mode is recorded as the historical power allocation ratio, and the energy consumption power in the historical motor operating mode is used as the historical energy consumption power. Calculate the product of the reward / penalty factor and the historical energy consumption power, and determine whether the difference between the expected energy consumption power and the product is less than or not greater than a preset threshold: if so, use the optimal motor operating mode as the motor operating mode at the next moment, and use the expected power allocation ratio as the final power allocation ratio. Otherwise, the historical motor operating mode is used as the motor operating mode for the next moment, and the historical power allocation ratio is used as the final power allocation ratio.

2. The real-time energy management method based on dual-motor drive according to claim 1, characterized in that, The motor operating mode includes the number of motors operating and the corresponding motor operating speed; Determining the optimal motor operating mode includes: Based on the required torque at the wheel end, combined with the preset speed ratio and preset power distribution ratio, the target torque of the motor is calculated for single motor working mode, dual motor working mode, and when different motors are connected to different working gears. Determine whether the target torque of the motor under different motor operating modes is less than or not greater than the corresponding peak torque of the motor; if so, calculate the energy consumption power or energy consumption power and overall efficiency under the corresponding motor operating mode. Otherwise, no operation will be performed; Based on the overall efficiency or energy consumption power under different motor operating modes, the optimal motor operating mode is determined, and the energy consumption power under the optimal motor operating mode is taken as the expected energy consumption power, and the preset power allocation ratio under the optimal motor operating mode is taken as the expected power allocation ratio.

3. The real-time energy management method based on dual-motor drive according to claim 2, characterized in that, The target torque of the motor includes a first target torque of the motor and / or a second target torque of the motor, and the preset speed ratio includes a first preset speed ratio and / or a second preset speed ratio; wherein... In the dual-motor working mode, the target torque of the first motor is calculated based on the wheel-side required torque, the first preset speed ratio, and the preset power distribution ratio, and the target torque of the second motor is calculated based on the wheel-side required torque, the second preset speed ratio, the preset power distribution ratio, and the target torque of the first motor. In single-motor operation mode, the target torque of the first motor or the target torque of the second motor is calculated based on the wheel-side required torque and the corresponding first preset speed ratio or second preset speed ratio.

4. The real-time energy management method based on dual-motor drive according to claim 2, characterized in that, The calculation of peak motor torque under different motor operating modes based on real-time vehicle speed includes: The motor speeds in single-motor operation mode, dual-motor operation mode, and different motor operation gears are calculated based on the real-time vehicle speed. Based on the motor speed, the peak torque of the motor under different motor operating modes is obtained.

5. The real-time energy management method based on dual-motor drive according to claim 4, characterized in that, The energy consumption power The formula for calculation is: In the formula, These represent the motor speeds of the first motor and the second motor in their respective operating modes; These represent the target torques of the first motor and the second motor in their respective operating modes, i.e., the target torque of the first motor and the target torque of the second motor. Represents the symbolic function. These are the corresponding motor efficiencies of the first and second motors, obtained by searching a preset motor efficiency chart based on the motor speed and the target motor torque.

6. The real-time energy management method based on dual-motor drive according to claim 5, characterized in that, The determination of the optimal motor operating mode based on the overall efficiency or energy consumption under different motor operating modes includes any one of the following: (1) The motor operating mode with the highest overall efficiency is taken as the optimal motor operating mode; wherein, the overall efficiency The formula for calculation is: (2) The motor operating mode with the lowest energy consumption power is taken as the optimal motor operating mode.

7. A motor controller, characterized in that, include: Memory; as well as A processor coupled to the memory, the processor being configured to execute the real-time energy management method as described in any one of claims 1-6 based on at least one instruction, at least one program, code set, or instruction set stored in the memory.

8. A motor controller, characterized in that, Performing the real-time energy management method as described in any one of claims 1-6 includes: The optimal motor operating mode determination module is used to receive the wheel-side torque demand and real-time vehicle speed of the vehicle, and calculate the peak motor torque under different motor operating modes based on the real-time vehicle speed; it is also used to determine the optimal motor operating mode, as well as the corresponding expected energy consumption power and expected power allocation ratio, based on the wheel-side torque demand and the peak motor torque. The wheel-side demand torque distribution module is used to receive the historical energy consumption power of the motor operating mode at a historical moment, and determine the final power distribution ratio by combining the reward and penalty factor with the expected energy consumption power; it is also used to distribute the wheel-side demand torque to the first motor and the second motor of the vehicle according to the final power distribution ratio.

9. A vehicle, characterized in that, include: A motor controller as described in claim 7 or 8.

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