CN113824169A - 车辆用驱动*** - Google Patents

车辆用驱动*** Download PDF

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Publication number
CN113824169A
CN113824169A CN202110642645.5A CN202110642645A CN113824169A CN 113824169 A CN113824169 A CN 113824169A CN 202110642645 A CN202110642645 A CN 202110642645A CN 113824169 A CN113824169 A CN 113824169A
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China
Prior art keywords
battery
inverter
switch
motor
drive system
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Granted
Application number
CN202110642645.5A
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English (en)
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CN113824169B (zh
Inventor
古川晶博
宇佐美郁央
平野晴洋
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Mazda Motor Corp
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Mazda Motor Corp
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
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    • B60K6/28—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
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Abstract

本发明公开了一种车辆用驱动***。串联连接的电池(Batt1、Batt2)的连接节点接地。控制逆变器(15a)工作，以便使电动机驱动电压比各电池(Batt1、Batt2)的输出电压都高。平衡电路(30)通过进行电池(Batt1、Batt2)间的充放电控制，而使电池(Batt1、Batt2)的充电量平衡。就利用行驶用电动机的车辆用驱动***而言，在抑制车辆重量和成本增大的同时，却使电动机高输出化，长时间地向电动机供电，并且使该***充分地发挥其所具有的潜在能力。

Description

车辆用驱动***
技术领域
此处所公开的技术涉及一种车辆用驱动***，该车辆用驱动***利用行驶用电动机和电池。
背景技术
到目前为止，用高电压电池驱动行驶用电动机的车辆用驱动***已为众人所知。电动机的输出取决于电流和电压(P＝I·V·cosθ)，因此为了实现电动机的高输出化，有效的办法是将电池高电压化。一般而言，为了驱动行驶用电动机，要利用60V以上的高电压电池。
此处，在利用高电压电池的装置中，需要对部件和布线采取应对高电压的各种措施，这将导致成本和重量增加。例如，导致连接逆变器与电池的布线大型化，重量变重。此外，不得不使用能够承受高电压的价格昂贵的部件作为逆变器的连接器和电池的连接器。另一方面，通过进行高电压化，用于获得规定的电动机输出的电流值就会变小(根据P＝I·V·cosθ)，因此能够减少电动机的损耗(Ploss＝R·I2)。这样一来，能够降低车辆的功耗。近年来，与车辆重量和成本增加的缺点相比，优先考虑减少功耗的优点，而使电池高电压化的结构成了主流。
在专利文献1中，公开了一种以电动机的驱动力为主要驱动力的混合动力驱动装置的结构。在该结构下，串联连接低电压电池与电容器，形成用于驱动电动机的高电压电源。
专利文献1：日本公开专利公报特开2019－162964号公报
发明内容
－发明要解决的技术问题－
一般而言，与普通电池相比，电容器能够瞬间地供给大电流。在专利文献1的结构下，例如车辆在起步时是利用响应性良好的该电容器进行加速的。然而，由于电容器的能量密度小，所以难以长时间地向电动机供电。因此，从确保续航距离的观点出发，优选的做法是不利用电容器而利用电池。
此处所公开的技术，其目的在于：利用行驶用电动机的车辆用驱动***，在抑制车辆重量和成本增大的同时，却能够使电动机高输出化，能够长时间地向电动机供电，并且还能够充分地发挥该车辆用驱动***所具有的潜在能力。
－用于解决技术问题的技术方案－
此处，发明人通过实验和研究等，针对上述结构的车辆用驱动***得到了以下见解。
也就是说，在结构如上所述的车辆用驱动***中，让串联连接的第一电池与第二电池的连接节点接地，而将从电池部输出的电压低电压化。而且，采用三电平逆变器作为逆变器，由逆变器生成比电池电压高的电动机驱动电压。由此而能够实现重量小、成本低且电动机输出高的车辆用驱动***。
然而，发明人的实验结果表明，结构如上所述的车辆用驱动***不能确保所期待的输出性能。从研究的结果可知，其原因在于电池的充电量(SOC)及电压存在偏差。
也就是说，如果向逆变器供给电源的各电池的充电量及电压存在偏差，电动机驱动电压的振幅就会产生偏差，这将引起电动机的扭矩发生变化。在驱动车辆时，电动机的扭矩发生变化会成为大大地破坏驾驶舒适性的主要原因，因此需要尽量抑制该扭矩发生变化。但是，为了抑制扭矩发生变化，不得不配合着充电量及电压较低的电池限制逆变器的输出。这会产生无法让车辆用驱动***充分地发挥其所具有的潜在能力这样的问题。
也就是说，得到了如下见解：在结构如上所述的车辆用驱动***中，为了充分地确保电动机的输出性能，重要的是使向逆变器供给电源的各电池的充电量及电压平衡。基于该见解，本申请发明人提出了如下所述的结构。
也就是说，此处所公开的技术为一种车辆用驱动***，其包括电动机、逆变器、电池部以及控制装置，所述电动机产生对驱动轮的驱动力，所述逆变器与所述电动机电连接，所述电池部向所述逆变器供电，所述控制装置控制所述逆变器工作，所述电池部具有串联连接的第一电池和第二电池，并且所述第一电池的负极和所述第二电池的正极相互连接并接地，所述控制装置控制所述逆变器工作，以便从所述逆变器向所述电动机输出的电压比所述第一电池的输出电压和所述第二电池的输出电压都高，所述车辆用驱动***包括平衡电路，所述平衡电路通过进行所述第一电池与所述第二电池间的充放电控制，而使所述第一电池和所述第二电池的充电量平衡。
根据该构成方式，在电池部，串联连接的第一电池与第二电池的连接节点接地，因此，从电池部输出其值与第一电池的输出电压相等的正电压和其绝对值与第二电池的输出电压相等的负电压，其中，正电压的值和负电压的绝对值都以接地电位为基准。并且，控制逆变器工作，以便使从逆变器输出的电动机驱动电压比第一电池的输出电压和第二电池的输出电压都高。这样一来，在使电池部的输出低电压化而抑制车辆重量和成本的同时，却能够使电动机高输出化。进而，通过由平衡电路(balance circuit)进行第一电池与第二电池间的充放电控制，能够使第一电池和第二电池的充电量平衡。因此，在抑制电动机的扭矩发生变化的同时，却能够让车辆用驱动***充分地发挥其所具有的潜在能力，最终能够充分地确保电动机的输出性能。
也可以是这样的，所述平衡电路包括第一开关、第二开关、第三开关、第四开关以及电容器，所述第一开关与所述第二开关串联连接在所述第一电池的正极与负极之间，所述第三开关与所述第四开关串联连接在所述第二电池的正极与负极之间，所述电容器的一端和所述第一开关与所述第二开关之间的节点相连接，另一端和所述第三开关与所述第四开关之间的节点相连接。
这样一来，通过一简单的结构，便能够实现进行第一电池与第二电池间的充放电控制的平衡电路。
也可以是这样的，所述车辆用驱动***包括控制部，所述控制部控制所述平衡电路所具有的所述第一开关到所述第四开关的接通与切断，所述控制部判断所述第一电池和所述第二电池所具有的能量的大小，在所述第一电池的能量大于所述第二电池的能量时，所述控制部进行将所述第一开关和所述第三开关都接通且将所述第二开关和所述第四开关都切断的第一工作，然后，所述控制部进行将所述第一开关和所述第三开关都切断且将所述第二开关和所述第四开关都接通的第二工作，在所述第二电池的能量大于所述第一电池的能量时，所述控制部进行所述第二工作，然后进行所述第一工作。
这样一来，在第一电池的能量大于第二电池的能量时，通过进行第一工作而能够将第一电池的能量的一部分蓄积到电容器中，通过进行第二工作而能够使蓄积到电容器中的能量向第二电池移动。此外，在第二电池的能量大于第一电池的能量时，通过进行第二工作而能够将第二电池的能量的一部分蓄积到电容器中，通过进行第一工作而能够使蓄积到电容器中的能量向第一电池移动。
也可以是这样的，在该车辆通过所述电动机行驶时，所述平衡电路进行所述第一电池与所述第二电池间的充放电控制。
这样一来，在车辆通过电动机行驶时，能够使第一电池和第二电池的充电量平衡而充分地确保电动机输出性能。
也可以是这样的，所述第一电池具有串联连接的多个电池单元，所述车辆用驱动***包括电池单元平衡电路，所述电池单元平衡电路是对所述第一电池设置的，所述电池单元平衡电路通过进行多个所述电池单元间的充放电控制，而使多个所述电池单元的充电量平衡。
这样一来，利用电池单元平衡电路能够使第一电池内部的各电池单元的充电量平衡，因此能够充分地确保第一电池的输出。
也可以是这样的，所述第一电池从多个所述电池单元中的一个所述电池单元输出具有与所述第一电池的输出电压不同的电压的电力。
这样一来，能够从第一电池输出电池单元的电压即例如12V的电力。由此而不再需要另外设置供给12V电力的电池。
也可以是这样的，所述电池部构成为已盒化的第三电池和第四电池能够安装、拆卸，安装上的所述第三电池与所述第一电池并联连接，安装上的所述第四电池与所述第二电池并联连接。
这样一来，能够将能够安装、拆卸的第三电池和第四电池用作第一电池和第二电池的辅助电池。
也可以是这样的，所述逆变器是多电平逆变器。
这样一来，则容易控制逆变器工作，以便使从逆变器向电动机输出的电压比第一电池的输出电压和第二电池的输出电压都高。
例如，所述第一电池和所述第二电池的输出电压都在60V以下。
－发明的效果－
如上所述，根据此处所公开的技术，利用行驶用电动机的车辆用驱动***，在抑制车辆重量和成本增大的同时，却能够使电动机高输出化，能够长时间地向电动机供电，并且能够使该车辆用驱动***充分地发挥其所具有的潜在能力。
附图说明
图1示出将实施方式所涉及的车辆用驱动***安装在车辆上后的布局例；
图2示出实施方式所涉及的车辆用驱动***的结构例；
图3示出实施方式所涉及的车辆用驱动***中电动机驱动的主要电路结构；
图4示出比较例所涉及的电动机驱动的主要电路结构；
图5(a)示出三电平逆变器的大致结构，图5(b)示出三电平逆变器的工作情况；
图6示出三电平逆变器的一个相的逆变器电路；
图7是示出三电平逆变器的详细工作情况的图；
图8示出在实施方式所涉及的车辆用驱动***中与电池控制相关的电路结构之一例；
图9示出图8中的平衡电路的电路结构例；
图10示出图8中的电池单元平衡电路的电路结构；
图11是示出平衡电路的工作情况的流程图；
图12(a)、图12(b)是示出使能量从电池Batt1朝着电池Batt2移动的工作情况的图；
图13(a)、13(b)是示出使能量从电池Batt2朝着电池Batt1移动的工作情况的图。
－符号说明－
1－车辆；2a－驱动轮；10－车辆用驱动***；15a－逆变器；16－电动机；18－电池部；18a、18b、18c、18d－电池；24－控制装置；30－平衡电路；31、32、33、34－电池单元平衡电路；42－控制部；181、182、183、184－电池单元；Batt1、Batt2、Batt3、Batt4－电池；C30－电容器；S4、S5、S6、S7－开关。
具体实施方式
下面，参照附图对示例性实施方式进行详细的说明。
图1示出将实施方式所涉及的车辆用驱动***安装在车辆上后的布局例，是从侧面观看车辆而得到的透视图。图2示出实施方式所涉及的车辆用驱动***的结构例。
如图1和图2所示，在车辆1上安装有车辆用驱动***10。车辆用驱动***10包括：驱动后轮2a的发动机12；向后轮2a传递驱动力的动力传递机构14；驱动后轮2a的主驱动电动机16；驱动前轮2b的副驱动电动机20；与主驱动电动机16电连接的逆变器15a；与副驱动电动机20电连接的逆变器15b；向逆变器15a、15b供电的电池部18；控制装置24；以及存储供向发动机12的燃料的燃料箱30。也就是说，车辆用驱动***10是混合动力驱动***。
发动机12是用于产生对车辆1的主驱动轮即后轮2a的驱动力的内燃机，发动机12在本实施方式中是转子发动机。需要说明的是，发动机12也可以是转子发动机以外的发动机，例如往复式发动机。发动机12布置在车辆1的前部，经由动力传递机构14驱动后轮2a。
动力传递机构14构成为将由发动机12产生的驱动力传递给主驱动轮即后轮2a。动力传递机构14包括与发动机12连接的传动轴14a、离合器14b以及有级变速器即变速器14c。传动轴14a在传动轴通道(未图示)中从布置在车辆1前部的发动机12朝着车辆1后方延伸。传动轴14a的后端经由离合器14b连接到变速器14c上。变速器14c的输出轴与后轮2a的车轴(未图示)相连接，驱动后轮2a。
主驱动电动机16是用于产生对车辆1的主驱动轮即后轮2a的驱动力的电动机，主驱动电动机16与发动机12相邻而设，且主驱动电动机16位于发动机12的后侧。主驱动电动机16与发动机12串联连接，主驱动电动机16产生的驱动力也经由动力传递机构14传递给后轮2a。在本实施方式中，采用以48V驱动的25kW永磁同步电动机作为主驱动电动机16。
逆变器15a与主驱动电动机16相邻而设，将从电池部18供来的直流电转换为交流电，并将该交流电供向主驱动电动机16。
副驱动电动机20是用于产生对副驱动轮即前轮2b的驱动力的电动机，在本实施方式中，副驱动电动机20是分别收纳在各前轮2b轮内的轮内电动机(in-wheel motor)。在本实施方式中，作为副驱动电动机20，分别采用17kW的感应电动机。
逆变器15b将从电池部18供来的直流电转换为交流电，并将该交流电分别供向副驱动电动机20。
在本实施方式中，电池部18布置在座椅3的后方且燃料箱30的前方。在本实施方式中，电池部18包括四个电池18a、18b、18c、18d。需要说明的是，各电池18a～18d的输出电压例如为48V，在其内部分别包括串联连接的四个12V电池单元。
电池18a、18b电气串联连接，并安装在电池部18内。此外，如后所述，电池18a、18b的连接节点即电池18a的负极及电池18b的正极和逆变器15a共同接地。电池18c与电池18a并联连接，电池18d与电池18b并联连接。此处，电池18c、18d是已盒化的电池盒，相对于电池部18能够安装、拆卸。电池部18构成为：在将已盒化的电池18c、18d安装到电池部18时，让电池18c与电池18a并联连接，让电池18d与电池18b并联连接。
控制装置24构成为控制发动机12、与主驱动电动机16电连接的逆变器15a、以及与副驱动电动机20电连接的逆变器15b，以便让车辆1适当地执行发动机行驶模式和电动机行驶模式。具体而言，控制装置24能够由微处理器、存储器、接口电路以及让它们工作的程序(以上未图示)等构成。
发动机行驶模式和电动机行驶模式的切换控制例如按以下所述进行。此处，在车辆1上设置有选择发动机行驶模式或电动机行驶模式的开关。
在城市街道上等以较低的速度行驶且反复起步、停止的期间内，将模式设定为电动机行驶模式。在电动机行驶模式下，控制装置24进行控制，以便向逆变器15a供给电池部18的电力，驱动主驱动电动机16。另一方面，控制装置24进行控制，以便不向发动机12供给燃料，保证发动机12不产生扭矩。在此情况下，车辆1纯粹作为电动汽车(EV)发挥作用。
就是在车辆1以规定车速以上的车速行驶的状态下，只要没有进行规定量以上的加速，车辆1也仍然会保持着电动机行驶模式不变，由主驱动电动机16驱动。
此处，假设由驾驶员操作上述开关，切换为成发动机行驶模式，踩下油门踏板。在发动机行驶模式下，控制装置24进行控制，以便开始向发动机12供给燃料，发动机12由此产生扭矩。另一方面，控制装置24停止控制逆变器15a，让主驱动电动机16停止驱动。结果，驾驶员就能够尽情享受驾驶由发动机12驱动的车辆1的驾驶愉快感。
图3示出在实施方式所涉及的车辆用驱动***中与电动机驱动相关的主要电路结构。图4示出比较例所涉及的电动机驱动的主要电路结构。
如图3所示，在本实施方式中，电池部18的连接器4a与逆变器15a的连接器4b经由三根导线5(5a、5b、5c)电连接在一起。在电池部18，电池18a、18b串联连接，其连接节点即电池18a的负极和电池18b的正极都接地。导线5a与电池18a的正极相连接，导线5b与电池18a的负极及电池18b的正极相连接，导线5c与电池18b的负极相连接。也就是说，从电池部18输出±48V的电压。
在逆变器15a中，电容器15c、15d串联连接，其连接节点连接在导线5b上。电容器15c的另一端连接在导线5a上，电容器15d的另一端连接在导线5c上。也就是说，96V的电压施加给电容器15c、15d。
此处，在60V以下的低电压下，基本上不需要采取应对高电压的安全措施，能够使用低成本的元件和部件。具体而言，在图3所示的结构中，连接器4a、4b以及导线5能够利用用于低电压的廉价部件。此外，也能够大幅度降低电线束等的重量。
另一方面，在图4所示的结构中，在电池部118，电池118a、118b串联连接，其两端的电压即96V从电池部118输出。因此，电池部118的连接器104a、逆变器115a的连接器104b必须采用能够应对高电压的部件。此外，连接连接器104a、104b的导线105必须采用用于高电压的价格昂贵且较重的布线。
也就是说，在本实施方式的结构下，在电池部18，串联连接的电池18a、18b的连接节点接地，因此，从电池部18输出其值与电池18a的输出电压相等的正电压和其绝对值与电池18b的输出电压相等的负电压，其中，正电压的值和负电压的绝对值都以接地电位为基准。因此，电池部18的输出被低电压化，由此而能够抑制车辆重量和成本。
而且，在本实施方式中，为了得到比电池电压48V高的电动机驱动电压，采用了三电平逆变器作为逆变器15a。
图5(a)是示出三电平逆变器的概要电路结构，图5(b)示出三电平逆变器的输出电压的波形。如图5(a)所示，在三电平逆变器中，在正侧和负侧分别布置有串联连接的两个开关元件。为了控制三相电动机，共计需要十二(2×2×3)个开关元件。在已施加了±48V的电池电压时，如图5(b)所示，通过控制开关元件能够生成96V的电动机驱动电压。此外，作为开关元件，能够采用击穿电压比IGBT低的MOS-FET。
图6示出一个相的逆变器电路的结构例。在图6中，开关元件Q5、Q6之间的连接节点接地。对开关元件Q5施加与开关元件Q3相同的驱动信号，对开关元件Q6施加与开关元件Q2相同的驱动信号。
图7示出各相下开关元件的驱动波形和相间电压之例。如图7所示，按照驱动波形驱动的各相的电压的差值就是其相间电压。例如，按照驱动波形Q1u～Q4u驱动的u相电压与按照驱动波形Q1v～Q4v驱动的v相电压之间的差值就是相间电压Vu-v。通过图7所示的逆变器控制，例如能够从±48V的电池电压生成96V的电动机驱动电压。
图8示出在实施方式所涉及的车辆用驱动***中与电池控制相关的电路结构之一例。在图8所示的结构中，Batt1、Batt2、Batt3、Batt4表示48V的电池，分别与图2所示的结构中的电池18a、18b、18c、18d相对应。电池Batt1的负极与电池Batt2的正极相连接，其连接节点接地(中性点)。电池Batt3与电池Batt1并联连接，电池Batt4与电池Batt2并联连接。需要说明的是，可以省去电池Batt3、Batt4不用。
在电池Batt1的正极与逆变器15a之间***有开关S1，在电池Batt2的负极与逆变器15a之间***有开关S2。此外，能够从电池Batt1向车辆1内的电子元器件等供给48V和12V的电力。在电池Batt1的正极与48V的电力线之间***有开关S3。在电池Batt1内的一个电池单元的正极与12V的电力线之间***有开关S0。开关S0～S3例如由MOSFET构成。DC/DC转换器41将从电池Batt1供给的48V的电力转换为12V的电力并将该12V的电力输出。
对各电池Batt1、Batt2设置有平衡电路30(在图中标记为平衡0)。平衡电路30具有通过进行电池Batt1、Batt2间的充放电控制而使电池Batt1、Batt2的充电量平衡的功能。此外，针对各电池Batt1、Batt2、Batt3、Batt4分别设置有电池单元平衡电路31、32、33、34(在图中标记为平衡1～4)。电池单元平衡电路31～34具有使对应的电池内部的电池单元的充电量达到平衡的功能。
控制部42进行开关S0～S3的接通与切断控制，还对平衡电路30和电池单元平衡电路31～34进行控制。控制部42能够由微处理器、存储器、接口电路以及让它们工作的程序等构成。需要说明的是，控制部42可以与图2所示的控制装置24构成为一体，也可以单独构成。
图9示出平衡电路30的电路结构例。图9的平衡电路30包括：串联布置在电池Batt1的正极与负极之间的开关S4、S5；串联布置在电池Batt2的正极与负极之间的开关S6、S7；以及设置在开关S4、S5间的节点与开关S6、S7间的节点之间的电容器C30。通过控制开关S4～S7的接通与切断，能够使能量从电池Batt1、Batt2中的一者经由电容器C30朝着电池Batt1、Batt2中的另一者移动。平衡电路30的详细工作情况后述。
图10示出电池单元平衡电路31的电路结构例。需要说明的是，电池单元平衡电路32～34也可以采用与图10一样的电路结构。电池Batt1包括串联连接的四个电池单元181～184。图10的电池单元平衡电路31首先包括开关S11～S14和电容器C31a，开关S11～S14和电容器C31a作为用于使电池单元181、182的充电量的平衡更好的结构。电池单元平衡电路31还包括开关S15～S18和电容器C31b，开关S15～S18和电容器C31b作为用于使电池单元183、184的充电量的平衡更好的结构。电池单元平衡电路31进一步包括开关S21～S24和电容器C31c，开关S21～S24和电容器C31c作为用于使电池单元181、182与电池单元183、184的充电量的平衡更好的结构。需要说明的是，关于电池单元平衡电路31的工作情况，很容易从以下说明的平衡电路30的工作情况类推出来，因此省略详细的说明。
下面，说明平衡电路30的工作情况。图11是示出平衡电路30的工作情况的流程图。图12(a)、图12(b)示出使能量从电池Batt1朝着电池Batt2移动的工作情况，图13(a)、图12(b)示出使能量从电池Batt2朝着电池Batt1移动的工作情况。需要说明的是，为了简化图示，在图12和图13中，省略图示电池Batt3、Batt4和与它们相关的构成要素。
在平衡电路30开始工作时，控制部42获取电池Batt1、Batt2的电压值和电流值(步骤S11)。然后，控制部43判断电池Batt1、Batt2所具有的能量的大小。
在电池Batt1的能量大于电池Batt2的能量时(步骤S12中为“是”)，平衡电路30使电池Batt1的能量朝着电池Batt2移动。也就是说，控制部42将平衡电路30中的开关S4、S6都接通且将开关S5、S7都切断(步骤S13)。这样一来，如图12(a)所示，电池Batt1的能量便开始朝着电容器C30移动。经过规定时间后(步骤S14)，控制部42将平衡电路30中的开关S4、S6都切断且将开关S5、S7都接通(步骤S15)。这样一来，如图12(b)所示，蓄积在电容器C30中的能量便开始朝着电池Batt2移动。经过规定时间后(步骤S16)，控制部42将开关S4～S7(步骤S17)都切断。通过平衡电路30这样工作，能够使电池Batt1的能量的一部分朝着电池Batt2移动。
另一方面、在电池Batt2的能量大于电池Batt1的能量时(步骤S21中为“是”)，平衡电路30使电池Batt2的能量朝着电池Batt1移动。也就是说，控制部42将平衡电路30中的开关S4、S6都切断且将开关S5、S7都接通(步骤S22)。这样一来，如图13(a)所示，电池Batt2的能量便开始朝着电容器C30移动。经过规定时间后(步骤S23)，控制部42将平衡电路30中的开关S4、S6都接通且将平衡电路30中的开关S5、S7都切断(步骤S24)。这样一来，如图13(b)所示，蓄积在电容器C30中的能量便开始朝着电池Batt1移动。经过规定时间后(步骤S25)，控制部42将开关S4～S7都切断(步骤S17)。通过平衡电路30这样工作，能够使电池Batt2的能量的一部分朝着电池Batt1移动。
需要说明的是，在电池Batt1、Batt2所具有的能量大小不同的情况下，只要大小差在规定值以下，就可以不让平衡电路30工作，不进行电池Batt1、Batt2间的能量的移动。也就是说，也可以是这样的，在电池Batt1的能量大于电池Batt2的能量规定值以上时，才判断为电池Batt1的能量大于电池Batt2的能量。还可以是这样的，在电池Batt2的能量大于电池Batt1的能量规定值以上时，才判断为电池Batt2的能量大于电池Batt1的能量大。
根据电容器C30的容量、电池Batt1、Batt2的容量等事先决定将来自电池Batt1、Batt2的能量蓄积到电容器C30中的规定时间即可。
平衡电路30既可以在车辆1通过电动机行驶的电动机行驶模式下工作，也可以在车辆1发动机行驶模式下工作。
在图9所示的平衡电路30的结构下，也可以将电感器L***电池Batt1、Batt2的连接节点与开关S5、S6的连接节点之间的电气路径上。这样一来，即使在电池Batt1、Batt2间的电压差较小时，也能够利用LC谐振使能量朝着电容器C30移动。
在图8所示的结构下，也可以省去电池单元平衡电路31～34不用。不过，就电池Batt1而言，由于从一个电池单元输出12V的电力，因此在电池单元之间很有可能失去充电量的平衡。结果是，优选设置针对电池Batt1的电池单元平衡电路31。
如上所述，根据本实施方式，车辆用驱动***10包括电动机16、逆变器15a、电池部18以及控制装置24。电动机16产生对驱动轮2a的驱动力，逆变器15a与电动机16电连接，电池部18向逆变器15a供电，控制装置24控制逆变器15a工作。在电池部18，串联连接的电池Batt1、Batt2的连接节点接地，因此，从电池部18输出其值与电池Batt1的输出电压相等的正电压、和其绝对值与电池Batt2的输出电压相等的负电压，其中，正电压的值和负电压的绝对值都以接地电位为基准。逆变器15a是三电平逆变器，控制逆变器15a工作，以便从逆变器15a输出的电动机驱动电压比电池Batt1的输出电压和电池Batt2的输出电压都高。这样一来，在能够使电池部18的输出低电压化而抑制车辆重量和成本的同时，却能够使电动机16高输出化。
进而，车辆用驱动***10具有针对电池Batt1、Batt2的平衡电路30。通过由平衡电路30进行电池Batt1、Batt2间的充放电控制，便能够使电池Batt1、Batt2的充电量平衡。这样一来，在抑制电动机16的扭矩发生变化的同时，却能够让车辆用驱动***10充分地发挥其所具有的潜在能力，最终能够充分地确保电动机输出性能。
需要说明的是，在本实施方式中，逆变器15a为三电平逆变器，但本公开并不限于此。例如，作为逆变器15a，也可以采用四电平逆变器、五电平逆变器等具有其他电平的多电平逆变器。也可以是这样的，不让逆变器15a为多电平逆变器，而控制逆变器工作，以便让从逆变器15a输出的电动机驱动电压比电池Batt1的输出电压和电池Batt2的输出电压都高。
在本实施方式中，电池部18构成为：包括安装在车辆1上的电池18a、18b，并且已盒化的电池18c、18d能够安装、拆卸，但电池的个数、形态并不限于此。例如，电池部也可以构成为：包括安装在车辆上的两个电池，而不使用已盒化的电池。或者，也可以让电池18a、18b中的一者或电池18a、18b都采用已盒化的电池。
电池的电压、构成电池的电池单元的个数、电压并不限于本实施方式所示的电压、个数。不过，从本公开的通过使电池部的输出低电压化而抑制车辆重量和成本这样的目的出发，优选电池的输出电压在例如60V以下。
在本实施方式中，假设车辆用驱动***为混合动力驱动***并进行了说明，但本公开也可以应用于电动机驱动***。
所述实施方式仅为示例而已，不得对本公开的范围做限定性解释。本公开的范围由权利要求书的范围定义，属于权利要求书的等同范围的任何变形、变更都包括在本公开的范围内。

Claims (14)

1.一种车辆用驱动***，其特征在于：包括电动机、逆变器、电池部以及控制装置，
所述电动机产生对驱动轮的驱动力，
所述逆变器与所述电动机电连接，
所述电池部向所述逆变器供电，
所述控制装置控制所述逆变器工作，
所述电池部具有串联连接的第一电池和第二电池，且所述第一电池的负极和所述第二电池的正极相互连接并接地，
所述控制装置控制所述逆变器工作，以便使从所述逆变器向所述电动机输出的电压比所述第一电池的输出电压和所述第二电池的输出电压都高，
所述车辆用驱动***包括平衡电路，所述平衡电路通过进行所述第一电池与所述第二电池间的充放电控制，而使所述第一电池和所述第二电池的充电量平衡。
2.根据权利要求1所述的车辆用驱动***，其特征在于：
所述平衡电路包括第一开关、第二开关、第三开关、第四开关以及电容器，
所述第一开关与所述第二开关串联连接在所述第一电池的正极与负极之间，
所述第三开关与所述第四开关串联连接在所述第二电池的正极与负极之间，
所述电容器的一端和所述第一开关与所述第二开关之间的节点相连接，所述电容器的另一端和所述第三开关与所述第四开关之间的节点相连接。
3.根据权利要求2所述的车辆用驱动***，其特征在于：
所述车辆用驱动***包括控制部，所述控制部控制所述平衡电路所具有的所述第一开关到所述第四开关的接通与切断，
所述控制部判断所述第一电池和所述第二电池所具有的能量的大小，
在所述第一电池的能量大于所述第二电池的能量时，所述控制部进行将所述第一开关和所述第三开关都接通且将所述第二开关和所述第四开关都切断的第一工作，然后，所述控制部进行将所述第一开关和所述第三开关都切断且将所述第二开关和所述第四开关都接通的第二工作，
在所述第二电池的能量大于所述第一电池的能量时，所述控制部进行所述第二工作，然后进行所述第一工作。
4.根据权利要求1所述的车辆用驱动***，其特征在于：
在该车辆利用所述电动机行驶时，所述平衡电路控制进行所述第一电池与所述第二电池间的充放电控制。
5.根据权利要求1所述的车辆用驱动***，其特征在于：
所述第一电池具有串联连接的多个电池单元，
所述车辆用驱动***包括电池单元平衡电路，
所述电池单元平衡电路是针对所述第一电池设置的，所述电池单元平衡电路通过控制多个所述电池单元间的充放电，而使多个所述电池单元的充电量平衡。
6.根据权利要求5所述的车辆用驱动***，其特征在于：
所述第一电池向该车辆内的所述逆变器以外的电子元器件输出具有第一电压的电力，并且从多个所述电池单元中的一个所述电池单元输出具有与所述第一电压不同的第二电压的电力。
7.根据权利要求1所述的车辆用驱动***，其特征在于：
所述电池部构成为已盒化的第三电池和第四电池能够安装、拆卸，安装上的所述第三电池与所述第一电池并联连接，安装上的所述第四电池与所述第二电池并联连接。
8.根据权利要求1所述的车辆用驱动***，其特征在于：
所述逆变器是多电平逆变器。
9.根据权利要求1所述的车辆用驱动***，其特征在于：
所述第一电池和所述第二电池的输出电压都在60V以下。
10.根据权利要求1所述的车辆用驱动***，其特征在于：
所述车辆用驱动***包括发动机和动力传递机构，所述发动机驱动后轮，
所述动力传递机构向所述后轮传递驱动力，
所述电动机包括驱动所述后轮的主驱动电动机和驱动前轮的副驱动电动机，
所述逆变器包括与所述主驱动电动机电连接的第一逆变器和与所述副驱动电动机电连接的第二逆变器，
所述电池向所述第一逆变器和所述第二逆变器供电，
所述控制装置控制所述发动机、所述第一逆变器以及所述第二逆变器。
11.根据权利要求10所述的车辆用驱动***，其特征在于：
所述发动机是转子发动机，布置在车辆前部。
12.根据权利要求10所述的车辆用驱动***，其特征在于：
所述主驱动电动机与所述发动机相邻而设，且所述主驱动电动机位于所述发动机的车辆后侧。
13.根据权利要求10所述的车辆用驱动***，其特征在于：
所述副驱动电动机是收纳在所述前轮轮内的轮内电动机。
14.根据权利要求10所述的车辆用驱动***，其特征在于：
在该车辆上设置有选择发动机行驶模式或电动机行驶模式的开关，
在所述电动机行驶模式下，所述控制装置进行控制，以便向所述第一逆变器供给所述电池部的电力，驱动所述主驱动电动机，另一方面，不向所述发动机供给燃料，
在所述发动机行驶模式下，所述控制装置进行控制，以便向所述发动机供给燃料，另一方面，所述控制装置停止控制所述第一逆变器，让所述主驱动电动机停止驱动。
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