CN112039136A - 车辆驱动装置 - Google Patents

车辆驱动装置 Download PDF

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Publication number
CN112039136A
CN112039136A CN202010404774.6A CN202010404774A CN112039136A CN 112039136 A CN112039136 A CN 112039136A CN 202010404774 A CN202010404774 A CN 202010404774A CN 112039136 A CN112039136 A CN 112039136A
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China
Prior art keywords
vehicle
battery
voltage
capacitor
drive motor
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CN202010404774.6A
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CN112039136B (zh
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古川晶博
平野晴洋
佐内英树
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Mazda Motor Corp
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Mazda Motor Corp
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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

本发明提供一种以轻量且简易的结构供给至少三种电源电压的车辆驱动装置。车辆驱动装置（10）具备：主驱动马达（16）及副驱动马达（20）；电池（18）；与电池（18）串联连接的电容器（22）；供给电池（18）和电容器（22）的总合电压的第一电力线路（5a）；供给电池电压的第二电力线路（5b）；和供给单体电压的第三电力线路（5c），第一电力线路（5a）、第二电力线路（5b）及第三电力线路（5c）构成为电池电压大于单体电压，总合电压大于电池电压。

Description

车辆驱动装置
技术领域
本发明涉及车辆驱动装置，尤其涉及用于供给大小不同的至少三种电源电压从而驱动车辆的车辆驱动装置。
背景技术
日本特开2018－26973号公报（专利文献1）中记载了车辆用电源装置。该车辆用电源装置向车辆的驱动系统（包括马达）提供高压电源（36V），向电气负荷提供低压电源（12V）。该车辆用电源装置有12个蓄电组件串联连接。各蓄电组件是3V的锂离子电池。高压电源由该串联回路提供。又，由12个中通过开关选择的4个蓄电组件的串联回路提供低压电源。该车辆用电源装置中，为了提供低压电源而无需对高压电源进行降压变换，因此能降低伴随降压变换的电力损失。
现有技术文献：
专利文献：
专利文献1：日本特开2018－26973号公报。
发明内容
发明要解决的问题：
但是，专利文献1的车辆用电源装置仅是供给两个电源电压，无法电力供给需要比高压电源更高压的电源的负荷。根据专利文献1，为了供给更高压的电源，需要增加蓄电组件的数量，或额外设置昂贵的DC/DC转换器。而且，如此改变后，会出现车辆重量增加或成本增加等问题。
因此，本发明的目的在于提供一种能以轻量且简易的结构供给至少三种电源电压的车辆驱动装置。
解决问题的技术手段：
为解决上述问题，本发明是一种装载于车辆的车辆驱动装置，特征在于，具备：用于驱动车辆的第一车辆驱动马达及第二车辆驱动马达；包括串联连接的多个电池单体的电池；与电池串联连接的电容器；将由电池供给的电池电压和由电容器供给的电容器电压的总合电压供给至第一车辆驱动马达的第一电力线路；将电池电压供给至第二车辆驱动马达的第二电力线路；和将多个电池单体的一部分电池单体的单体电压向车辆的车载电器供给的第三电力线路；第一电力线路、第二电力线路及第三电力线路构成为电池电压比单体电压大且总合电压比电池电压大。
在如上构成的本发明中，电源具备与电池和电容器的串联连接，并具备与电容器连接的第一电力线路、与电池连接的第二电力线路和由电池的一部分电池单体供给的第三电力线路。第二电力线路由电池直接提供，第三电力线路由电池的一部分电池单体直接提供。此外，第一电力线路由电池和电容器的总合电压提供。如此，本发明中，无需设计DC/DC转换器，便能以容易且简易的结构供给三种电源电压。
本发明中，优选地，第一车辆驱动马达是装载于车辆的车轮上的轮内马达。根据如此构成的本发明，能以电池和电容器的总合电压得到的高电压使第一车辆驱动马达工作。如此，本发明中，无需通过DC/DC转换器使电池电压升压从而获得高电压。
本发明中，优选地，第二车辆驱动马达装载于车辆的车身，通过动力传递机构将驱动力提供至所述车辆的车轮。根据如此构成的本发明，能以容易设计为电源容量大于电容器的电池使第二车辆驱动马达工作。
本发明中，优选地，第三电力线路是辅助电源。根据如此构成的本发明，由电池的一部分电池单体提供的单体电压能用作辅助电源。如此，本发明中，无需通过DC/DC转换器使电池电压降压从而获得低电压。
本发明中，优选地，第三电力线路上设有用于使一部分电池单体和车载电器之间电气连接及切断的开关。根据如此构成的本发明，能以简易的结构使一部分电池单体和车载电器之间电气连接及切断。
发明效果：
根据本发明的车辆驱动装置，能够以轻量且简易的结构供给至少三种电源电压。
附图说明
图1是装载有本发明的实施形态的车辆驱动装置的车辆的布局图；
图2是示出本发明的实施形态的车辆驱动装置的各马达的输出和车速的关系的图；
图3是本发明的实施形态的车辆驱动装置的电气框图；
图4是本发明的实施形态的车辆驱动装置的电池、电容器及充电回路的电气回路的说明图；
图5是示出本发明的实施形态的车辆驱动装置在外部充电时各阶段中电气开关的开闭位置及电流的流动的图；
图6是示出本发明的实施形态的车辆驱动装置在电容器充电处理时各阶段中电气开关的开闭位置及电流的流动的图；
符号说明：
1 车辆
3 电源
5a 第一电力线路
5b 第二电力线路
5c 第三电力线路
10 车辆驱动装置
16 主驱动马达（第二车辆驱动马达）
17 外部电源
18 电池
18a 电池单体
19 充电回路
19b 充电用电容器
20 副驱动马达（第一车辆驱动马达）
22 电容器
24 控制回路
28 电气负荷
G 车身接地
N0、N1、N2、N3 连接点
SWbatt、SWcap 开关
SW1～SW4 开关。
具体实施方式
接着参照添加的附图说明本发明的优选实施形态。首先，参照图1及图2说明本发明的实施形态的车辆驱动装置的结构。图1是装载了车辆驱动装置的车辆的布局图，图2是示出车辆驱动装置的各马达的输出和车速的关系的图。
如图1所示，装载了本发明的实施形态的车辆驱动装置10的车辆1是在比驾驶席靠近前方的车辆的前部内装载内燃机关、即发动机12，且驱动作为主驱动轮的左右一对后轮2a的所谓的FR（Front engine, Rear drive；前置引擎后置驱动）车。
本发明的实施形态的车辆驱动装置10具备：驱动一对后轮2a的主驱动马达16；驱动一对前轮2b的副驱动马达20；向该些马达电力供给的电源3（电池18、电源用电容器22）；充电回路19；和控制回路24。
发动机12是用于产生针对车辆1的作为主驱动轮的后轮2a的驱动力的内燃机关。本实施形态中，作为发动机12采用直列四缸发动机，配置于车辆1的前部的发动机12通过动力传递机构14驱动后轮2a。
动力传递机构14构成为将发动机12及主驱动马达16产生的驱动力传递至作为主驱动轮的后轮2a。如图1所示，动力传递机构14具备与发动机12及主驱动马达16连接的作为动力传递轴的传动轴14a、及作为变速机的变速器（transmission）14b。
主驱动马达16是用于产生针对主驱动轮的驱动力的电动机，设于车辆1的车身上，在发动机12的后侧与发动机12邻接地配置。又，与主驱动马达16邻接地配置逆变器（inverter）16a，通过该逆变器16a，电池18的直流电压被变换为交流电压供给至主驱动马达16。此外，如图1所示，主驱动马达16与发动机12串联连接，主驱动马达16产生的驱动力也通过动力传递机构14传递至后轮2a。又，本实施形态中，作为主驱动马达16采用以较低电压（本例中为48V以下）驱动的25kW的永久磁石电动机（永久磁石同步电动机）。
副驱动马达20以产生针对作为副驱动轮的前轮2b的驱动力的形式设于前轮2b各轮。又，副驱动马达20为轮内马达，分别容纳于前轮2b各轮的轮内。又，电容器22的直流电压通过配置于隧道（tunnel）部15内的逆变器20a变换为交流电压，供给至各副驱动马达20。此外，本实施形态中，副驱动马达20上未设置有作为减速机构的减速机，副驱动马达20的驱动力直接传递至前轮2b，直接驱动车轮。又，本实施形态中，作为各副驱动马达20分别采用以较高电压（本例中为120V以下）驱动的17kW的诱导电动机。
电源3与电池18和电容器22串联连接地构成（参照图3）。即，电池18的负极端子与车辆1的车身接地G连接，电池18的正极端子与电容器22的负极端子连接。
电池18是主要用于储蓄使主驱动马达16工作的电能的蓄电器。本实施形态中，作为电池18使用48V、3.5kWh的锂离子电池（LIB）。具体地，电池18为多个电池单体18a（参照图3）串联连接地构成。本实施形态中，一个电池单体18a的额定电压约为3V，十二个电池单体18a串联连接。
电容器22是用于向设于车辆1的前轮2b各轮的副驱动马达20供给电力的蓄电器。电容器22在车辆1后部配置于与插入式的充电回路19大概对称的位置。本实施形态中，电容器22具有耐压72V、数法拉左右的静电容量。另，副驱动马达20是以高于主驱动马达16的电压驱动的马达，主要由储蓄于电容器22的电能驱动。
充电回路19与电池18及电容器22电气连接。充电回路19构成为通过主驱动马达16及副驱动马达20的再生电力以及从与给电口23连接的充电座等外部电源17供给的电力，对电池18及电容器22进行充电。
给电口23是设于车辆1的后部侧面的连接器，与充电回路19电气连接。给电口23的连接器形成为能与从充电座等外部电源17延伸的电缆17a的插头连接的结构，并通过给电口23向充电回路19供给电力。如此，本实施形态的车辆驱动装置10通过电缆17a使供给直流电力的外部电源17与给电口23连接，以此形成为能对电池18及电容器22进行充电的结构。
控制回路24形成为控制发动机12、主驱动马达16及副驱动马达20从而执行电动机行驶模式及内燃机关行驶模式的结构。又，控制回路24形成为控制充电回路19从而使电池18及电容器22充放电的结构。具体地，控制回路24可由微处理器（microprocessor）、存储器（memory）、接口（interface）回路以及使它们工作的程序（以上未图示）等构成。
接着，参照图2示出车辆驱动装置10中车速和各马达的输出的关系。图2中，虚线表示主驱动马达16的输出，单点划线表示一个副驱动马达20的输出，双点划线表示两个副驱动马达20的输出的总合，实线表示全部马达的输出的总合。另，图2将车辆1的速度示为横轴，将各马达的输出示为纵轴，但车辆1的速度和马达的转速存在一定的关系，因此将横轴作为马达转速时，各马达的输出也绘制与图2相同的曲线。
本实施形态中主驱动马达16采用永久磁石电动机，如图2虚线所示，马达转速较低的低车速域内主驱动马达16的输出较大，随着车速变快可输出的马达输出减少。即，本实施形态中，主驱动马达16以约48V驱动，达到1000rpm左右输出最大转矩约200Nm的转矩，约1000rpm以上随转速的增加转矩降低。又，本实施形态中，主驱动马达16构成为在最低速域内能获得约20kW左右的连续输出且能获得最大输出约25kW。
对此，副驱动马达20采用诱导电动机，如图2单点划线和双点划线所示，低车速域内副驱动马达20的输出极小，随着车速变快输出增大，在车速约130km/h附近获得最大输出后，马达输出减少。本实施形态中，副驱动马达20以约120V驱动，构成为在车速约130km/h附近能获得每台约17kW，两台总合约34kW的输出。即，本实施形态中，副驱动马达20在约600至800rpm下转矩曲线达到峰值，获得最大转矩约200Nm。
图2的实线示出该些主驱动马达16及两台副驱动马达20的输出的总合。从该表可明确，本实施形态中，在车速约130km/h附近获得最大输出约53kW，该车速下以该最大输出能满足WLTP试验中要求的行驶条件。另，图2的实线中，低车速域内也合算两台副驱动马达20的输出值，但实际上低车速域内各副驱动马达20不驱动。即，发车时及低车速域内仅通过主驱动马达16驱动车辆，仅在高车速域内需要大输出时（高车速域使车辆1加速时等）两台副驱动马达20产生输出。如此，高旋转区域内能产生大输出的诱导电动机（副驱动马达20）仅在高速域使用，从而能将车辆重量的增加抑制得较低同时在必要时（规定速度以上的加速时等）获得足够的输出。
接着，参照图3说明本发明的实施形态的车辆驱动装置10的电气结构。图3是车辆驱动装置的电气框图。
本实施形态中，车辆驱动装置10构成为供给三种大小不同的电源电压。即，车辆驱动装置10内设有最大供给120V电压的第一电力线路5a、最大供给48V电压的第二电力线路5b和最大供给12V电压的第三电力线路5c。
第一电力线路5a与电容器22的正极端子连接，通过逆变器20a向副驱动马达20供给120VDC电压。即，在电容器22的正极端子与车辆1的车身接地G之间，通过电池18的端子间电压和电容器22的端子间电压的总合电压，最大生成120VDC的电位差。与各副驱动马达20连接的逆变器20a在将电池18及电容器22的输出变换为交流之后驱动作为诱导电动机的副驱动马达20。
第二电力线路5b与电池18的正极端子连接，通过逆变器16a，向主驱动马达16供给48VDC电压。即，在电池18的正极端子与车辆1的车身接地G之间，通过电池18的端子间电压，最大生成48VDC的电位差。逆变器16a在将电池18的输出变换为交流之后驱动作为永久磁石电动机的主驱动马达16。
第三电力线路5c与串联连接的多个电池单体18a中特定的电池单体18a的正极端子连接。即，在该特定的电池单体18a的正极端子和车辆1的车身接地G之间，通过规定数量（本例中为四个）的电池单体18a的串联连接回路，生成约12VDC的电位差。第三电力线路5c为辅助电源，通过开关18c向车辆1的电气负荷28供给12VDC电压。电气负荷为车载电器（例如，空调装置，音频装置等）。
如此，主驱动马达16被电池18的基准输出电压约48V驱动。又，副驱动马达20被电池18的输出电压和电容器22的端子间电压合算后的总合电压驱动，因此被高于48V的最大120V的电压驱动。电容器22内储蓄有供给至副驱动马达20的电能，副驱动马达20由始终通过电容器22供给的电力驱动。
如图3所示，充电回路19与电容器22的正极端子、电池18的正极端子和电容器22的负极端子的连接点N0、以及车身接地G连接。控制回路24在规定时（马达再生时、外部电源17的外部充电时），利用充电回路19执行电池18及电容器22的充电处理。
另，控制回路24利用未图示的多个电压传感器及多个电流传感器监视第一电力线路5a、第二电力线路5b和第三电力线路5c的电压及电流。此外，控制回路24利用该些电压值及电流值，计算电池18的端子间电压（以下称为“电池电压”）、电容器22的端子间电压（以下称为“电容器电压”）以及它们的充电状态（SOC；State of Charge）。
在车辆1的减速时等，主驱动马达16及各副驱动马达20作为发电机发挥功能，使车辆1的运转能量再生从而生成电力。由主驱动马达16再生的电力储蓄于电池18，由各副驱动马达20再生的电力主要储蓄于电容器22。
又，利用外部电源17充电时，外部电源17与给电口23连接，则充电回路19和电容器22上施加外部电源17的充电电压，能够向电池18及电容器22充电。
另，电容器22的静电容量比较小，因此通过马达再生及外部充电进行向电容器22的充电时，电容器电压比较急速地上升。电容器电压通过充电达到规定电压时，控制回路24控制充电回路19，利用储蓄于电容器22的静电能量（电荷）对电池18充电。由此，电容器电压降低，因此能再次向电容器22充电。重复这些处理，从而能使电池电压慢慢升压。即，由各副驱动马达20再生的电力及来自外部电源17的电力暂时储蓄于电容器22后，向电池18充电。
又，一般而言，充电座等的外部电源17构成为：在与车辆的给电口连接时，取得车辆的电压（即、给电口的对接地电压），在该电压小于规定的下限电压（例如50V）时，为确保安全性而不执行充电处理。
本实施形态中，电池18的额定电压（48V）设定为低于下限电压（50V）的电压，但外部电源17取得电池电压Vbatt和电容器电压Vcap的总合电压（即、第一电力线路5a的电压）作为车辆1的电压。因此，本实施形态中，总合电压为下限电压以上，则与电池电压Vbatt的大小无关，外部电源17开始充电处理，控制回路24能控制充电回路19对电池18及电容器22充电。
另一方面，外部电源17与给电口23连接时总合电压（＝Vbatt＋Vcap）小于下限电压的话，外部电源17不开始充电处理。此时，控制回路24控制充电回路19，利用储蓄于电池18的电能的一部分，使电容器电压升压。此时，电池18的储蓄电荷量较大，从而电池电压几乎不会下降。由此，能将总合电压升压至下限电压以上。
又，在外部充电时以外（即、车辆1的行驶中），因电容器22的放电使电容器电压低于规定电压时，控制回路24也能在从电容器22向副驱动马达20给电前，利用电池18的电力对电容器22充电。
另，本说明书中，电池18的额定电压意味着一般条件下的工作电压的最大值（满充电电压），电容器22的额定电压意味着给与电容器22的最大的电压（满充电电压）。又，电池在一般条件下放电时的平均工作电压被称为电池的公称电压。此外，形成为电池18的额定电压（48V）设定得低于电容器22的额定电压（72V），但可储蓄于电池18的电荷（电气量：库仑；Coulomb）远多于可储蓄于电容器22的电荷的结构。
接着，参照图4～图6说明本发明的实施形态的车辆驱动装置10的充电处理。图4是电池、电容器及充电回路的电气回路的说明图。图5是示出外部充电时各阶段的电气开关的开闭位置及电流的流动的图。图6是示出电容器充电处理时各阶段的电气开关的开闭位置及电流的流动的图。
如图4所示，电池18的正极端子与开关SWbatt连接，电容器22的正极端子与开关SWcap连接，可切换电池18及电容器22的连接、非连接。
充电回路19相对于串联连接的电池18及电容器22并联连接。充电回路19上内置有四个串联连接的开关，开关SW1、SW2、SW3、SW4以该顺序连接。开关SW1的一端与电容器22的正极端子连接，开关SW4的一端与电池18的负极端子（车身接地G）连接。又，开关SW2和SW3的连接点N2与电池18和电容器22的连接点N0连接。
开关SW1～SW4、SWbatt、SWcap由控制回路24控制开闭。此外，开关SW1和SW2的连接点N1与开关SW3和SW4的连接点N3之间连接有充电用电容器19b。另，本实施形态中，作为各开关而采用半导体开关，但也可将机械触点的继电器作为开关使用。
为进行外部充电处理，外部电源17与车辆1连接时，由外部电源17对电容器22及电池18充电（图5的阶段（1））。由此，电容器电压Vcap上升。接着，电容器电压Vcap上升到规定值时，控制回路24将开关SW1、SW3变为闭状态，将开关SW2、SW4变为开状态（图5的阶段（2））。由此，积蓄于电容器22的电荷被放出，电流Ic流入充电回路19的充电用电容器19b，充电用电容器19b的端子间电压Vc上升。
端子间电压Vc上升至规定值时，控制回路24将开关SW1、SW3变为开状态，将开关SW2、SW4变为闭状态（图5的阶段（3））。由此，来自外部电源17的电流流入电容器22及电池18，并且积蓄于充电用电容器19b的电荷也通过开关SW2向电池18流入。由此，电池电压Vbatt上升。
本实施形态中，以交替地重复图5的阶段（2）及（3）的状态的形式，控制回路24使开关SW1～SW4交替开/关（ON/OFF）。由此，能通过暂时积蓄于电容器22的电荷使电池18慢慢升压。又，电容器22也升压所以输入电压（Vin＝Vbatt＋Vcap）整体升压。如此，本实施形态中，通过外部电源17，能对电池18及电容器22充电。
又，输入电压（Vin）低于外部电源17的下限电压时，控制回路24利用电池18的电力使电容器电压Vcap升压。此时，相比于电容器电压Vcap的电压增加量，电池18的电压降低量较小，因而输入电压（Vin）整体上升。控制回路24将开关SW1、SW3变为开状态，将开关SW2、SW4变为闭状态（图6的阶段（11））。由此，电流从电池18通过开关SW2流入充电用电容器19b（Ic＞0）。接着，充电用电容器电压Vc上升至规定值时，控制回路24将开关SW1、SW3变为闭状态，将开关SW2、SW4变为开状态（图6的阶段（12））。由此，积蓄于充电用电容器19b的电荷被放出，向电容器22流入（Icap＞0）。由此，电容器22升压。
本实施形态中，以交替地重复图6的阶段（11）及（12）的状态的形式，控制回路24使开关SW1～SW4交替开/关。由此，能利用电池18的电荷使电容器22慢慢升压。控制回路24，输入电压（Vin）达到规定的外部充电开始阈值（＞下限电压），则使开关SW1～SW4变为开状态（图6的阶段（13）），继续进行图5所示的外部充电处理。
以下说明本发明的实施形态的车辆驱动装置10的作用；
根据本实施形态，是装载于车辆1的车辆驱动装置10，具备：用于驱动车辆1的副驱动马达20（第一车辆驱动马达）及主驱动马达16（第二车辆驱动马达）；包括串联连接的多个电池单体18a的电池18；与电池18串联连接的电容器22；将由电池18供给的电池电压Vbatt和由电容器22供给的电容器电压Vcap的总合电压（Vin）供给至副驱动马达20的第一电力线路5a；将电池电压Vbatt供给至主驱动马达16的第二电力线路5b；和将多个电池单体18a的一部分电池单体18a的单体电压向车辆1的车载电器28供给的第三电力线路5c；第一电力线路5a、第二电力线路5b及第三电力线路5c构成为电池电压Vbatt大于单体电压，总合电压（Vin）大于电池电压Vbatt。
如此构成的本实施形态中，电源3具备与电池18和电容器22的串联连接，并具备与电容器22连接的第一电力线路5a、与电池18连接的第二电力线路5b和由电池18的一部分电池单体18a供给的第三电力线路5c。第二电力线路5b由电池18直接提供，第三电力线路5c由电池18的一部分电池单体18a直接提供。此外，第一电力线路5a由电池18和电容器22的总合电压提供。如此，本实施形态中，无需设置DC/DC转换器，能以容易且简易的结构供给三种电源电压。
又，本实施形态中优选地，副驱动马达20是装载于车辆1的车轮（前轮2b）的轮内马达。如此构成的本实施形态中，能通过电池18和电容器22的总合电压的高电压使副驱动马达20工作。如此，本实施形态中，无需通过DC/DC转换器对电池电压Vbatt升压而得到高电压。
又，本实施形态中优选地，主驱动马达16装载于车辆1的车身，通过动力传递机构14将驱动力提供至车辆1的车轮（后轮2a）。如此构成的本实施形态中，能通过容易将电源容量设计得大于电容器22的电池18使主驱动马达16工作。另，本实施形态中，也可构成为副驱动马达20驱动后轮2a，主驱动马达16驱动前轮2b。
又，本实施形态中优选地，第三电力线路5c为辅助电源。如此构成的本实施形态中，由电池18的一部分电池单体18a提供的单体电压能用作辅助电源。如此，本实施形态中，无需通过DC/DC转换器对电池电压Vbatt降压而得到低电压。
又，本实施形态中优选地，第三电力线路5c上设有用于使一部分电池单体18a和车载电器28之间电气连接及切断的开关18c。如此，本实施形态中，能以简易的结构使一部分电池单体和车载电器之间电气连接及切断。

Claims (7)

1.一种车辆驱动装置，其特征在于，
是装载于车辆的车辆驱动装置，具备：
用于驱动所述车辆的第一车辆驱动马达及第二车辆驱动马达；
包括串联连接的多个电池单体的电池；
与所述电池串联连接的电容器；
将由所述电池供给的电池电压和由所述电容器供给的电容器电压的总合电压供给至所述第一车辆驱动马达的第一电力线路；
将所述电池电压供给至所述第二车辆驱动马达的第二电力线路；和
将所述多个电池单体的一部分电池单体的单体电压向所述车辆的车载电器供给的第三电力线路；
所述第一电力线路、所述第二电力线路及所述第三电力线路构成为所述电池电压大于所述单体电压，所述总合电压大于所述电池电压。
2.根据权利要求1所述的车辆驱动装置，其特征在于，
所述第一车辆驱动马达是装载于所述车辆的车轮的轮内马达。
3.根据权利要求1所述的车辆驱动装置，其特征在于，
所述第二车辆驱动马达装载于所述车辆的车身，通过动力传递机构将驱动力提供至所述车辆的车轮。
4.根据权利要求2所述的车辆驱动装置，其特征在于，
所述第二车辆驱动马达装载于所述车辆的车身，通过动力传递机构将驱动力提供至所述车辆的车轮。
5.根据权利要求1至4中任一项所述的车辆驱动装置，其特征在于，
所述第三电力线路为辅助电源。
6.根据权利要求1至4中任一项所述的车辆驱动装置，其特征在于，
所述第三电力线路上设有用于使所述一部分电池单体和所述车载电器之间电气连接及切断的开关。
7.根据权利要求5所述的车辆驱动装置，其特征在于，
所述第三电力线路上设有用于使所述一部分电池单体和所述车载电器之间电气连接及切断的开关。
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