CN109017752B - 混合动力汽车及其控制方法 - Google Patents

混合动力汽车及其控制方法 Download PDF

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Publication number
CN109017752B
CN109017752B CN201711280560.7A CN201711280560A CN109017752B CN 109017752 B CN109017752 B CN 109017752B CN 201711280560 A CN201711280560 A CN 201711280560A CN 109017752 B CN109017752 B CN 109017752B
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engine
torque
state
motor
failure
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CN109017752A (zh
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朴俊泳
金渊馥
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Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract

本发明公开了一种混合动力汽车及其控制方法，其可以使发动机离合器故障情况下的行驶距离最大化。一种控制在第一电动机和发动机之间安装有发动机离合器的混合动力汽车的方法包括：响应于发动机离合器发生故障的确定，确定发动机离合器恰好故障之前的状态，响应于发动机离合器恰好故障之前的状态是打开状态的确定，仅驱动第一电动机，和响应于发动机离合器恰好故障之前的状态不是打开状态的确定，启动发动机。

Description

混合动力汽车及其控制方法
本申请要求于2017年6月8日提交的韩国专利申请No.10-2017-0071473优先权，其通过引用结合于此，如同在本文中全面阐述一样。
技术领域
本公开涉及混合动力汽车及其控制方法，并且更具体地，涉及可以使发动机离合器故障情况下的行驶距离最大化的混合动力汽车及其控制方法。
背景技术
通常，混合动力汽车(HEV)是使用两种动力源的汽车，并且这两种动力源主要是发动机和电动机。这种混合动力汽车与具有单独的内燃机的汽车相比，具有优异的燃料效率和动力性能，并且有利于减少排放废气，因此得到了蓬勃发展。
根据被驱动的动力系统的类型，混合动力汽车可以以两种驾驶模式运行。一种是仅使用电动机来驱动混合动力汽车的电动汽车(EV)模式，另一种是通过同时运行电动机和发动机驱动的混合动力汽车(HEV)模式。在采用在发动机和变速器之间安装电动机和发动机离合器(EC)的并联型混合动力系统的混合动力汽车中，发动机离合器在EV模式下处于打开状态，并且在HEV模式下处于闭合状态。闭合状态可以被分成滑动状态和锁定状态，其中滑动状态允许离合器片之间的滑动，并且因此输入端和输出端的RPMs(每分钟转数)可以不同，而锁定状态，其中通过离合器片的直接连接，输入端和输出端的RPMs是相同的。
然而，由于机械故障或控制误差，可能发生发动机离合器固定到任意状态(在下文中，为了便于描述，称之为“卡住”)。特别地，为了提高燃油经济性而改变干式发动机离合器的状态时，如果采用自锁结构来保持相应的状态，而没有单独的控制，卡住变得更加糟糕。
如果发生这样的卡住或发生不能确定发动机离合器的状态的故障，则一般的混合动力汽车被控制为在所有情况下仅使用电动机来驱动。然而，无论发动机离合器的状态或驱动负荷如何，这种控制都会使混合动力汽车仅使用电动机进行驱动，因此在一些情况下，会导致快速的电池消耗，并在发生故障的情况下，难以确保足够的移动距离将混合动力汽车转移到安全区域，增加事故风险。
发明内容
因此，本公开涉及一种混合动力汽车及其控制方法，其基本上消除了由于相关技术的限制和缺点而导致的一个或多个问题。
本公开的目的是提供一种混合动力汽车及其控制方法，其可以在发动机离合器故障情况下，使行驶距离最大化。
本公开的另一个目的是提供一种混合动力汽车及其控制方法，其可以鉴于发动机离合器卡住情况下汽车的行驶状态，使行驶距离最大化。
本公开的另外的优点，目的和特征将部分地在下面的描述中阐述，并且对于本领域的普通技术人员来说在研究以下内容时将变得显而易见，或者可以从本发明的实践中获得教导。本发明的目的和其它优点可以通过在说明书和权利要求书以及附图中特别指出的结构来实现和获得。
为了实现这些目的和其它优点，并且根据本公开的目的，如在此呈现并具体描述的，一种控制在第一电动机和发动机之间安装有发动机离合器的混合动力汽车的方法包括：响应于发动机离合器发生故障的确定，确定发动机离合器在恰好故障之前的状态，响应于发动机离合器恰好故障之前的状态是打开状态的确定，仅驱动第一电动机，和响应于发动机离合器恰好故障之前的状态不是打开状态的确定，启动发动机。
本公开的另一方面，一种混合动力汽车包括：第一控制器，配置为控制第一电动机，第二控制器，配置为控制发动机，第三控制器，配置为控制位于第一电动机和发动机之间的发动机离合器，以及第四控制器，第四控制器被配置为：如果第三控制器检测到发动机离合器的故障，确定发动机离合器在恰好故障之前的的状态，响应于发动机离合器恰好故障之前的的状态是打开状态的确定，控制第一控制器单独驱动第一电动机，和响应于发动机离合器恰好故障之前的的状态不是打开状态的确定，控制第二控制器启动发动机。
应该理解的是，本公开的上述一般描述和下面的详细描述是示例性和解释性的，并且旨在提供对所要求保护的本公开的进一步解释。
附图说明
为提供对本公开的进一步理解所包含的、并被并入构成本申请的一部分的附图，示出了本公开的实施例并且与说明书一起用于解释本公开的原理。在附图中：
图1为示例性示出并联型混合动力汽车的动力系统结构的示意图；
图2为示例性示出可应用本公开的实施例的混合动力汽车的控制系统的框图；
图3为示出干式发动机离合器的运行原理的视图；
图4为示出发动机离合器故障时仅使用电动机驱动控制的问题的视图；
图5为示例性地示出根据本公开的一个实施例，混合动力汽车中的发动机离合器故障时，控制动力系统的方法的流程图；并且
图6至图8为示出在根据本公开的一个实施例的相应情况下，控制动力系统的思路的视图。
具体实施方式
现在将详细参考本公开的优选实施例，其示例在附图中示出。在附图中，相同或相似的元件即使在不同的附图中示出，也由相同的附图标记表示。在下面的描述中使用的后缀“模块”和“单元”仅在考虑到易于准备说明的情况下一起给出或使用，并不具有区别的含义或功能。
在本公开的以下描述中，当其可能使得本公开的主题相当不清楚时，将省略对包含于此的已知功能和配置的详细描述。进一步地，附图仅用于更好的理解本发明，并不用于限制本发明的技术范围和实质，其旨在本发明包含了本发明提供的这些修改和变型，只要它们在所附权利要求及其等同物的范围内。
首先参考图1，将描述本公开的实施例适用的混合动力汽车结构。
图1为示例性示出可应用本公开的实施例的并联型混合动力汽车的动力系统结构的示意图。
图1示出了采用并联型混合动力系统的混合动力汽车的动力系统，其中电动机140(或驱动电动机)和发动机离合器130安装在内燃机(ICE)110与变速器150之间。
在这样的汽车中，如果驾驶员在启动之后踩下油门，则首先在发动机离合器130的打开状态下使用主电池的电力来驱动电动机140，然后电动机140的动力经由变速器150和末端传动(FD)160使车轮移动(即处于EV模式)。如果汽车逐渐加速并且因此需要更大的驱动动力，则启动发电电动机120运行并且可以因此驱动ICE 110。
因此，当ICE 110和电动机140的RPMs相等时，发动机离合器130闭合，汽车由ICE110和电动机140两者驱动(即，从EV模式转换到HEV模式)。如果满足预定的关闭发动机条件，即汽车减速，则发动机离合器130打开并且ICE 110停止(即，从HEV模式转换到EV模式)。这里，电动机140利用车轮的驱动力对主电池充电，这被称为制动能量再生或再生制动。因此，启动发电电动机120在ICE 110启动时作为启动电动机发挥作用，在启动后发动机的旋转能量恢复时或ICE 110关闭时作为发电机发挥作用，因此可称为混合动力启动发电机(HSG)。
在图2中示出应用了上述动力系统的汽车中的控制单元之间的相互关系。
图2为示例性示出可应用本公开的实施例的混合动力汽车的控制系统的框图。
参考图2，在可应用本公开的实施例的混合动力汽车中，内燃机110可由发动机控制单元210控制，启动发电电动机120和电动机140的扭矩可由电动机控制单元(MCU)220控制，并且发动机离合器130可由离合器控制单元230控制。这里，发动机控制单元210可以被称为发动机管理系统(EMS)。此外，变速器150由变速器控制单元250控制。根据实施例，启动发电电动机120和电动机140可以由单独的电动机控制单元控制。
各个控制单元连接到上级控制单元，即，执行混合动力汽车的动力系统的总体控制的控制单元(在下文中，“混合动力控制单元”或“HCU”)240，并且因此可以向混合动力控制单元240提供在驱动模式转换和换挡中控制发动机离合器130所必需的信息和/或提供控制内燃机110停止所必需的信息，或者在混合动力控制单元240的控制下，根据控制信号执行操作。
更详细地，混合动力控制单元240根据汽车的行驶状态确定是否执行模式转换。例如，混合动力控制单元240确定发动机离合器130打开的时间点，并且在发动机离合器130打开时，执行液压控制(如果发动机离合器130是湿式发动机离合器)或扭矩容量控制(如果发动机离合器130是干式发动机离合器)。此外，混合动力控制单元240可以通过离合器控制单元230确定发动机离合器130的状态(锁定，滑动，打开或卡住)，控制内燃机110的燃料喷射停止的时间点，并且使用关于内燃机110的运行状态信息来确定发动机停转是否发生。此外，混合动力控制单元240可以通过电动机控制单元220确定电动机120和140的运行状态，并且将相应的电动机120，140的扭矩命令传递到电动机控制单元220。
当然，上述控制单元之间的连接关系与各控制单元的功能/分类是示例性的，因此对于本领域技术人员来说显而易见的是，控制单元的名称不受限制。例如，除了混合动力控制单元240之外的其他控制单元可以被实现为具有混合动力控制单元240的功能，或者混合动力控制单元240的功能可以被分配给除了混合动力控制单元240之外的两个或更多个其他控制单元。
如果感测移动发动机离合器130的离合器片致动器的位置的行程传感器故障，或者低于正常值(即，预定值)的电压被供应给控制发动机离合器130的离合器控制单元230，那么无法基于致动器的位置确定发动机离合器130的状态(即，未知状态)。这将参照图3来描述。
图3是表示干式发动机离合器的动作原理的视图。
参考图3，为了驱动发动机离合器130，提供了静液压式离合器致动器(HCA)310，中央从动缸(CSC)330，在HCA310和CSC 330之间提供液压传输路径的管道320以及混合动力控制单元(HCU)240。
更详细地，HCU 240将控制命令传送给HCA 330，HCA 330根据控制命令通过驱动E电动机来移动活塞，并且根据活塞的位置，液压通过管道320传递到CSC 330。CSC 330向发动机离合器130施加液压，使得离合器片之间的距离可以改变。
如果发生发动机离合器130卡住或发动机离合器130故障，其中不能确定发动机离合器130的状态，则一般的混合动力汽车被控制为在所有情况下仅使用电动机。但是，如上所述，无论发动机离合器的状态或驱动负荷如何，这种控制都会使混合动力汽车仅使用电动机进行驱动，并且因此在一些情况下可能导致快速的电池消耗，并在发生故障的情况下，难以确保足够的移动距离将混合动力汽车转移到安全区域，增加事故风险。这将参照图4更详细地描述。
图4为示出发动机离合器故障时，仅使用电动机的驱动控制中的问题的视图。在图4中，横轴表示以秒为单位的时间，纵轴表示各种操作状态的变化。
参考图4，在混合动力汽车以HEV模式高速上坡行驶时，在大约1270秒的时间点附近，发生不能确定发动机离合器状态的未知故障。当发动机离合器在HEV模式下卡住时，发动机离合器保持锁定状态，从而发动机和电动机都旋转并且其速度持续相等。
当发生这种故障时，仅执行EV控制(EV驱动开启)。当仅执行EV控制时，发动机关闭，此时，发动机和电动机的速度暂时降低。即使发动机关闭，油门踏板传感器(APS)值也保持较高值，因此电动机以高负荷运行以满足所需的输出，从而发动机和电动机的速度立即恢复。此外，在发生故障之后，可以输出“不要驾驶”的警告，如图4的下图所示。
然而，由于仅使用电动机的输出来处理高负荷的上坡行驶是困难的，因此车速以及发动机和电动机的速度连续降低，并且由于电动机高负荷运行，电池的所有SOC(充电状态)在从仅执行EV控制开始起约25秒内(即，水平轴上1300秒之前)消耗。因此，混合动力汽车进入对应于通用内燃机汽车的点火关闭状态的“HEV准备关闭”状态，并且混合动力汽车不再能够行驶。
因此，当在高驱动负荷情况下仅执行EV控制时，发动机离合器被锁定，处理发动机负荷的电动机迅速降低电池的SOC，并且由此驾驶员可能无法确保将汽车移动到安全区域的时间/距离。
因此，在本发明的实施例中，提出了一种控制方法，其中电池的SOC的消耗通过HSG充电延缓，根据发动机离合器的状态或发动机扭矩控制HSG用于参考发动机离合器恰好在故障之前的状态驱动车轮。
图5为示例性示出根据本公开的一个实施例的混合动力汽车中发动机离合器故障时，控制动力系统的方法的流程图。
参考图5，可以确定监测发动机离合器的状态中是否发生故障(S510)。例如，如果不能获取HCA 310的行程传感器的值，离合器控制单元230可以通过输出故障代码等来向混合动力控制单元240通知该事实。此外，如果混合动力控制单元240从离合器控制单元230接收到故障代码信息或者不能正常地与离合器控制单元230通信，混合动力控制单元240可以确定发生发动机离合器130故障。
一旦确定发动机离合器130发生故障，混合动力控制单元240可以识别恰好在故障之前最终获得的发动机离合器130的状态(S520)。这里，恰好在故障之前的状态可以是指在混合动力控制单元240检测或确定发动机离合器130故障之前，由混合动力控制单元240识别的最后状态(即，最近状态)。
作为参考的结果，如果发动机离合器130未处于打开状态，则混合动力控制单元240可以确定发动机是否能够启动(S530)。发动机是否能够启动可以基于发动机速度和电动机速度中的较小值是发动机的最小启动速度还是更高来确定。这里，发动机的最小启动速度可以表示发动机不停止，并且可以保持发动机启动的发动机的最小RPM。
作为发动机离合器130的状态的参考的结果，如果发动机离合器130处于打开状态(S520中为“是”)，或者发动机不能启动(S530中为“否”)，则可仅执行EV控制，其中仅利用电动机140的驱动力驱动汽车(S550A)。
不同的是，如果发动机能够启动(在S530中为“是”)，则混合动力控制单元240可以根据恰好在故障之前最终获得的发动机离合器130的状态，来确定使用发动机的动力的方式(S540)。
更详细地说，如果恰好在故障之前获得的发动机离合器130的状态是锁定状态(S540中为“是”)，则混合动力控制单元240可以执行控制，其中使用发动机的动力驱动车轮，即HEV行驶控制(S550B)。这里，发动机扭矩可以定义为从即将发生故障之前的发动机离合器扭矩容量中减去指定裕量所获得的值，并且电动机扭矩可以被定义为从所需扭矩中减去发动机扭矩所获得的值。如果执行HEV控制，则即使在发动机离合器故障情况下，混合动力汽车也可以连续驱动。
不同的是，如果恰好在故障之前确定的发动机离合器130的状态是滑动状态(S540中为“否”)，则混合动力控制单元240可以执行控制，其中HSG 120以发电机模式运行，使用发动机110的动力并因此对电池充电，即HSG充电控制(S550C)。这里，发动机扭矩被控制为等于HSG120的充电扭矩，因此传递到发动机离合器130的输入轴的扭矩可以基本变为零。这用于使发动机离合器130的滑动的发生最小化，并且因此防止附加故障。由于发动机扭矩不通过发动机离合器130传递到驱动轴，所以可以将电动机扭矩控制为等于所需扭矩。如果执行HSG充电控制，则用HSG 120产生的电力对电池进行充电，并且使用电动机的混合动力汽车的行驶距离增加。
当然，如果发动机离合器130不发生故障，则执行正常的行驶控制(S550D)。
下面的表1总结了图5中所示的上述过程，将参考表1和图6到8来描述各个控制中动力系统的操作。图6到8为示出根据本公开的一个实施例的在相应情况下控制动力系统的思想的视图。
表1 (表1中的数字仅仅是一个例子)
Figure BSA0000155054720000081
在表1中，根据具有相应特性的汽车和具有相应特性的发动机离合器，传递扭矩可以具有预定的数值。这种信息可以是混合动力控制单元240预先获取的信息，离合器控制单元230发送给混合动力控制单元240的信息，或通过混合动力控制单元240最终接收到的发动机离合器130的状态信息而预测的信息。
首先，图6示出了仅执行EV控制中的动力系统的操作。在仅执行EV控制中，不管发动机离合器130的状态如何，只有电动机140被电池170的动力驱动，而内燃机110未启动。
此外，在HSG充电控制情况下，如图7中示例性所示，发动机离合器130处于滑动状态，内燃机110的扭矩被控制(前馈控制)以对应于HSG 120的充电扭矩，并且因此发动机离合器130的滑动被最小化。由HSG 120产生的电力对电池170进行充电，并且电动机140由电池170的电力驱动。
在HEV模式驾驶情况下，如图8示例性所示，发动机离合器130处于锁定状态，并且内燃机110的驱动动力通过处于锁定状态的发动机离合器130传递到驱动轴，从而与通过电池170的电力驱动的电动机140的驱动动力一起使车辆移动。这里，内燃机110的输出被限制为通过从发动机离合器130恰好发生故障之前的扭矩容量中减去指定扭矩裕量而获得的值。其原因是为了防止在内燃机110的扭矩大于发动机离合器130的扭矩容量的情况下可能产生的发动机离合器130的滑动。
根据发动机离合器130的状态的上述控制具有以下优点。
如果发动机离合器130恰好故障之前的状态是打开状态，则汽车以低负荷行驶的可能性很高，并且用于撤离到安全区域所需的能量的量相对较少，因此汽车移动到安全区域的可能性很高。
如果发动机离合器130恰好故障之前的状态是滑动状态，则可以通过HSG充电来提供当发动机能够启动时驱动电动机所需的能量，并且因此与仅执行EV控制相比，可以增加行驶距离。这里，由于发动机扭矩被控制以补偿HSG120的充电扭矩，滑动可以被最小化并且可以预期附加的故障预防效果。
此外，如果发动机离合器130恰好故障之前的状态是锁定状态，则能够进行HEV模式行驶，并且因此汽车可以被连续地驱动。当然，即使在这种情况下，也可以将发动机扭矩维持为等于或小于发动机离合器130恰好发生故障之前的传递扭矩，从而防止发动机离合器130滑动。
根据该实施例的上述方法可以被实现为记录有程序的计算机可读记录介质中的计算机可读代码。计算机可读记录介质包括其中存储有可由计算机系统读取的数据的各种记录设备。计算机可读记录介质包括硬盘驱动器(HDD)、固态驱动器(SSD)、硅盘驱动器(SDD)、ROM、RAM、CD-ROM、磁带、软盘、光学数据存储系统等。此外，计算机可读记录介质可以被实现为载波(例如，通过互联网传输)。
本文所公开的各种实施例，包括混合动力控制单元、发动机控制单元、电动机控制单元、离合器控制单元、变速器控制单元或任何其它控制器或控制单元的实施例，可以使用一个或多个耦合到存储器(或上述计算机可读记录介质)的处理器实现，存储器存储用于使处理器执行上述功能的计算机可执行指令，包括关于混合动力控制单元、发动机控制单元、电动机控制单元、离合器控制单元、变速器控制单元或任何其他控制器或控制单元的所述功能。
从以上描述中显而易见的是，根据本公开的至少一个实施例的混合动力汽车可确保发动机离合器故障状况下的最大行驶距离。
特别地，考虑到恰好发生故障之前的发动机离合器状态下的传递扭矩，发动机的动力被有效地使用，并且因此混合动力汽车的空转距离(DTE)可以被最大化。
对于本领域的技术人员显而易见的是，在不脱离本公开的实质或范围的情况下，可以在本公开中进行各种修改和变化。因此，本公开旨在覆盖本公开的修改和变化，只要它们落入所附权利要求及其等同物的范围内。

Claims (17)

1.一种控制在第一电动机和发动机之间安装有发动机离合器的混合动力汽车的方法，该方法包括：
响应于当致动器的位置无法确定时发动机离合器发生故障的确定，确定发动机离合器在恰好故障之前的状态；
响应于发动机离合器恰好故障之前的状态是打开状态的确定，单独驱动第一电动机；
确定是否满足发动机启动条件；和
响应于发动机离合器恰好故障之前的状态不是打开状态的确定，当发动机启动条件满足时启动发动机。
2.根据权利要求1所述的方法，其中，发动机启动条件包括第一电动机速度和发动机速度中的较低值为发动机的最小启动速度或更高。
3.根据权利要求1所述的方法，其中，启动发动机包括响应于发动机离合器恰好故障之前的状态是锁定状态的确定，执行HEV模式驱动控制。
4.根据权利要求3所述的方法，其中，执行HEV模式驱动控制包括：控制发动机的扭矩小于或等于从发动机离合器恰好故障之前的扭矩容量减去指定扭矩裕量所获得的扭矩。
5.根据权利要求4所述的方法，其中，执行HEV模式驱动控制还包括：控制第一电动机的扭矩以对应于从所需扭矩中减去发动机的扭矩所获得的值。
6.根据权利要求1所述的方法，其中，启动发动机包括，响应于发动机离合器恰好故障之前的状态是滑动状态的确定，执行第二电动机充电控制，以通过使用发动机的动力将连接到发动机的第二电动机操作在发电机模式下来对电池充电。
7.根据权利要求6所述的方法，其中，执行第二电动机充电控制包括控制发动机的扭矩以补偿第二电动机的充电扭矩。
8.根据权利要求7所述的方法，其中，执行第二电动机充电控制还包括控制第一电动机的扭矩以对应于所需扭矩。
9.一种非暂时性计算机可读记录介质，具有记录在其中的程序以实现根据权利要求1的方法。
10.一种混合动力汽车，包括：
第一控制器，配置为控制第一电动机；
第二控制器，配置为控制发动机；
第三控制器，配置为控制位于第一电动机和发动机之间的发动机离合器；以及
第四控制器，配置为：
如果第三控制单元检测到发动机离合器的故障，则确定发动机离合器在恰好故障之前的状态，响应于发动机离合器恰好故障之前的状态是打开状态的确定，控制第一控制器单独驱动第一电动机，
确认发动机启动条件是否满足；并且
响应于发动机离合器恰好故障之前的状态不是打开状态的确定，当满足发动机启动条件时控制第二控制器启动发动机。
11.根据权利要求10所述的混合动力汽车，其中，发动机启动条件包括：第一电动机速度和发动机速度中的较小值为发动机的最小启动速度或更高。
12.根据权利要求10所述的混合动力汽车，其中，响应于发动机离合器恰好故障之前的状态是锁定状态的确定，第四控制器执行HEV模式驱动控制。
13.根据权利要求12所述的混合动力汽车，其中，第四控制器控制发动机的扭矩小于或等于从发动机离合器恰好故障之前的扭矩容量中减去指定扭矩裕量所获得的扭矩。
14.根据权利要求13所述的混合动力汽车，其中，第四控制器控制第一电动机的扭矩以对应于从所需扭矩中减去发动机的扭矩所获得的值。
15.根据权利要求10所述的混合动力汽车，其中，响应于确定恰好在故障之前发动机离合器的状态是滑动状态，第四控制器执行第二电动机充电控制，以通过使用发动机的动力将连接到发动机的第二电动机操作在发电机模式下来对电池充电。
16.根据权利要求15所述的混合动力汽车，其中，第四控制器控制发动机的扭矩以补偿第二电动机的充电扭矩。
17.根据权利要求16所述的混合动力汽车，其中，第四控制器控制第一电动机的扭矩以对应于所需扭矩。
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