Vehicle

Abstract

To inhibit a high voltage part from being affected by damage when a casing of a unit is damaged.SOLUTION: A vehicle may include: a motor; a battery connected to the motor through a system main relay; a first unit connected to the battery through the system main relay; and a second unit disposed adjacent to the first unit on a first side in a vehicle front-rear direction. The first unit includes: a casing; an isolation transformer disposed within the casing; a first electric circuit that is disposed in the casing and electrically connected to a primary coil of the isolation transformer and with which the battery is electrically connected; and a second electric circuit that is disposed within the casing and electrically connected to a secondary coil of the isolation transformer. The first electric circuit is located at the other side in the vehicle front-rear direction relative to the isolation transformer in the casing.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The technology disclosed in this specification relates to a vehicle. [Background technology]

[0002] Patent Document 1 describes a vehicle equipped with a charging unit. The charging unit is arranged in the front compartment of the vehicle body and has a built-in charger for charging the battery using an external AC power source. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2022-185687 Summary of the Invention [Problem to be solved by the invention]

[0004] Bidirectional chargers are known as on-board chargers for vehicles. A bidirectional charger not only functions as a charger for charging a battery, but also as a power converter for supplying power from the battery to a power outlet provided in the vehicle. It is generally desirable for the power outlet to be usable even while the vehicle is running. Therefore, a bidirectional charger is electrically connected to the battery not only when charging the battery, but also while the vehicle is running.

[0005] In the event of a vehicle collision, a charging unit incorporating a bidirectional charger may come into contact with another adjacent unit. In this case, the casing of the charging unit may be damaged. While the vehicle is running, the bidirectional charger may be subject to high voltage from the battery. Therefore, even if the casing of the charging unit is damaged, it is desirable to minimize the impact on the parts to which high voltage is applied.

[0006] The above-mentioned problem is not limited to charging units with built-in bidirectional chargers, but is also common to units that are electrically connected to the battery while the vehicle is running. This specification provides a technology that can at least partially solve this problem. [Means for solving the problem]

[0007] The technology disclosed in this specification is embodied in a vehicle. The vehicle may include a vehicle body, a plurality of wheels supporting the vehicle body, a motor driving at least one of the wheels, a battery connected to the motor via a system main relay, a first unit connected to the battery via the system main relay, and a second unit disposed adjacent to the first unit on one side in the vehicle longitudinal direction. The first unit may include a casing, an isolation transformer disposed within the casing and having a primary coil and a secondary coil, a first electric circuit disposed within the casing, electrically connected to the primary coil of the isolation transformer and electrically connected to the battery, and a second electric circuit disposed within the casing and electrically connected to the secondary coil of the isolation transformer. The first electric circuit may be located within the casing on the other side of the isolation transformer in the vehicle longitudinal direction.

[0008] In the above-described vehicle, when the vehicle is running, the system main relay is closed, electrically connecting the motor to the battery. When the system main relay is closed, the first unit is also electrically connected to the battery. That is, while the vehicle is running, the first unit is also connected to the battery via the system main relay. As a result, a high voltage from the battery is applied to the first electrical circuit of the first unit. Meanwhile, the second unit is disposed adjacent to the first unit on one side in the vehicle longitudinal direction. Therefore, for example, in the event of a vehicle collision, contact between the first unit and the second unit may damage the casing of the first unit. However, the first electrical circuit is located on the other side in the vehicle longitudinal direction than the isolation transformer within the casing. That is, the first electrical circuit is disposed at a position away from the second unit within the casing. Therefore, even if the casing of the first unit is damaged due to contact between the first unit and the second unit, exposure of the first electrical circuit, to which high voltage from the battery is applied, to the outside of the casing is avoided or suppressed. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram illustrating a schematic configuration of a vehicle. [Figure 2] FIG. 2 is a plan view schematically showing the internal configuration of a main part of the vehicle. [Figure 3] FIG. 1 is a block diagram showing the configuration of a vehicle. [Figure 4] FIG. 2 is a cross-sectional view showing the internal configuration of the charging unit. [Figure 5] 1 shows an electrical circuit diagram of the charging unit. DETAILED DESCRIPTION OF THE INVENTION

[0010] In a first aspect of the present technology, as described above, a vehicle may include a vehicle body, a plurality of wheels supporting the vehicle body, a motor driving at least one of the plurality of wheels, a battery connected to the motor via a system main relay, a first unit connected to the battery via the system main relay, and a second unit disposed adjacent to the first unit on one side (e.g., the rear side) in the vehicle longitudinal direction. The first unit may include a casing, an isolation transformer disposed within the casing and having a primary coil and a secondary coil, a first electric circuit disposed within the casing, electrically connected to the primary coil of the isolation transformer and electrically connected to the battery, and a second electric circuit disposed within the casing and electrically connected to the secondary coil of the isolation transformer. The first electric circuit may be located within the casing on the other side (e.g., the front side) of the isolation transformer in the vehicle longitudinal direction.

[0011] In a second aspect of the present technology, in addition to the first aspect described above, the vehicle may further include a power supply outlet to which an electric device can be detachably attached and which is electrically connected to the second electric circuit of the first unit. In this case, the isolation transformer, the first electric circuit, and the second electric circuit in the first unit may form a power converter that converts DC power supplied from the battery into AC power supplied to the power supply outlet. With this configuration, while the vehicle is running, the first unit is electrically connected to the battery and can supply power from the battery to the power supply outlet.

[0012] In a third aspect of the present technology, in addition to the second aspect described above, the first electric circuit may include a first power conversion circuit that converts the DC power supplied from the battery into high-frequency AC power that is input to the isolation transformer. In this case, the second electric circuit may include a second power conversion circuit that converts the high-frequency AC power output from the isolation transformer into DC power, and a third power conversion circuit that converts the DC power output from the second power conversion circuit into the AC power that is supplied to the power outlet.

[0013] In a fourth aspect of the present technology, in addition to the third aspect, the vehicle may further include a charging inlet to which an external AC power source can be attached and which is electrically connected to the second electric circuit of the first unit. The isolation transformer, the first electric circuit, and the second electric circuit in the first unit may further configure a bidirectional charger that converts AC power supplied from the external AC power source into DC power for charging the battery.

[0014] In a fifth aspect of the present technology, in addition to the above-described fourth aspect, the third power conversion circuit of the second electric circuit may be capable of converting AC power supplied from the external AC power supply into DC power. The second power conversion circuit of the second electric circuit may be capable of converting the DC power output from the third power conversion circuit into high-frequency AC power input to the isolation transformer, and the first power conversion circuit of the first electric circuit may be capable of converting the high-frequency AC power output from the isolation transformer into the DC power that charges the battery.

[0015] In a sixth aspect of the present technology, in addition to any one of the first to fifth aspects described above, the second unit may have a housing made of metal. A housing made of metal has relatively high rigidity. If a highly rigid housing is present in the second unit, there is a high risk that the casing of the first unit will be damaged when the first unit and the second unit come into contact. However, by adopting the present technology, it is possible to avoid or suppress exposure of the first electric circuit, to which a high voltage from the battery is applied, to the outside of the casing. Note that the metal making up the second unit may be, for example, an aluminum-based metal or a steel-based metal.

[0016] In a seventh aspect of the present technology, in addition to the sixth aspect, the second unit may have a hydraulic device including a brake master cylinder. In this case, the housing may constitute a part of the hydraulic device. In brake-system hydraulic devices, high rigidity is required for the housing. Therefore, when the first unit and the second unit come into contact, the casing of the first unit is more likely to be damaged. However, by adopting the present technology, it is possible to avoid or suppress exposure of the first electric circuit, to which a high voltage from the battery is applied, to the outside of the casing.

[0017] In an eighth aspect of the present technology, in addition to any one of the first to seventh aspects, the second unit may be disposed offset to one side (e.g., left side) in the vehicle left-right direction relative to the first unit. In this case, a recess may be provided in a side surface of the housing on the other side (e.g., right side) in the vehicle left-right direction, in an area close to the first unit. With this configuration, the distance between the first unit and the second unit can be increased. Therefore, contact between the first unit and the second unit and damage to the casing of the first unit due to such contact can be avoided or suppressed.

[0018] In a ninth aspect of the present technology, in addition to any one of the first to eighth aspects, the vehicle body may have a cabin and a front compartment located in front of the cabin. In this case, the first unit and the second unit may be disposed in the front compartment of the vehicle body.

[0019] In a tenth aspect of the present technology, in addition to the ninth aspect, the vehicle may further include a power control unit that controls power supply between the battery and the motor. In this case, the first unit and the second unit may be disposed above the power control unit.

[0020] In an eleventh aspect of the present technology, in addition to the ninth or tenth aspect described above, the vehicle may be a plug-in hybrid vehicle (PHEV) and further include an engine disposed in the front compartment. If the engine is further disposed in the front compartment, the remaining space in the front compartment is limited, and the first unit and the second unit may be disposed closer to each other. Therefore, the first unit and the second unit may come into contact with each other, further increasing the risk of damaging the casing of the first unit. However, by employing the present technology, it is possible to avoid or suppress exposure of the first electric circuit, to which a high voltage from the battery is applied, to the outside of the casing.

[0021] In a twelfth aspect of the present technology, in addition to any one of the first to eleventh aspects, the casing of the first unit may have a first connector port, a second connector port, and a third connector port. In this case, the first connector port may be configured to allow a first connector of a cable electrically connected to the battery to be detachably attached. The second connector port may be configured to allow a second connector of a cable electrically connected to a power outlet to be detachably attached. The third connector port may be configured to allow a third connector of a cable electrically connected to a charging inlet to be detachably attached. The first connector port may be located on the other side (e.g., forward) of the second connector port and the third connector port in the vehicle longitudinal direction. With this configuration, it is possible to avoid or reduce damage to the first connector electrically connected to the battery from the second unit when a vehicle collision occurs.

[0022] In a thirteenth aspect of the present technology, in addition to any one of the first to twelfth aspects, the first electric circuit may be located on the other side (e.g., forward) in the vehicle longitudinal direction relative to a center position of the first unit in the vehicle longitudinal direction. With this configuration, the first electric circuit is located at a position farther away from the second unit within the casing.

[0023] In a fourteenth aspect of the present technology, in addition to any one of the first to thirteenth aspects, the one side in the vehicle longitudinal direction may be a rear side in the vehicle longitudinal direction, and the other side in the vehicle longitudinal direction may be a front side in the vehicle longitudinal direction.

[0024] Representative, non-limiting examples of the present invention will now be described in detail with reference to the accompanying drawings. This detailed description is intended simply to provide those skilled in the art with details for implementing preferred examples of the present invention, and is not intended to limit the scope of the present invention. Additionally, additional features and inventions disclosed below can be used separately or in conjunction with other features and inventions to provide further improved vehicles.

[0025] Furthermore, the combinations of features and steps disclosed in the following detailed description are not essential to practicing the invention in its broadest sense, but are described solely to specifically illustrate exemplary embodiments of the invention. Furthermore, the various features of the exemplary embodiments described above and below, and those described in the independent and dependent claims, do not necessarily have to be combined in the exact embodiments described herein, or in the exact order listed, to provide additional and useful embodiments of the invention.

[0026] All features described in this specification and / or claims are intended to be disclosed individually and independently of one another as limitations on the original disclosure and claimed particulars, apart from any configuration of features described in the examples and / or claims. Furthermore, all numerical ranges and group or aggregation descriptions are intended to disclose intermediate configurations thereof as limitations on the original disclosure and claimed particulars. [Example]

[0027] A vehicle 10 according to the embodiment will be described with reference to the drawings. The vehicle 10 according to the embodiment is a plug-in hybrid electric vehicle (PHEV). However, the vehicle 10 is not limited to a plug-in hybrid vehicle, and may be another type of electric vehicle such as a battery electric vehicle (BEV) or a hybrid electric vehicle (HEV).

[0028] Here, the direction FR in the drawings indicates the front in the vehicle's longitudinal direction, and the direction RR indicates the rear in the vehicle's longitudinal direction. The direction LH indicates the left in the vehicle's lateral direction (or width direction), and the direction RH indicates the right in the vehicle's lateral direction. The direction UP indicates the upward direction in the vehicle's vertical direction, and the direction DW indicates the downward direction in the vehicle's vertical direction. In this specification, the forward side in the vehicle's longitudinal direction, the rear side in the vehicle's longitudinal direction, the left side in the vehicle's lateral direction, the right side in the vehicle's lateral direction, the upward side in the vehicle's vertical direction, and the downward side in the vehicle's vertical direction may be referred to simply as the forward side, the rear side, the left side, the right side, the upward side, and the downward side, respectively.

[0029] As shown in Figures 1 to 3, the vehicle 10 includes a body 12 and a plurality of wheels 14f, 14r. The body 12 is made of a metal such as a steel-based material or an aluminum-based material. The plurality of wheels 14f, 14r support the body 12. The plurality of wheels 14f, 14r include a pair of front wheels 14f located at the front of the body 12 and a pair of rear wheels 14r located at the rear of the body 12. The pair of front wheels 14f are located on the left and right sides of the body 12, respectively. The pair of rear wheels 14r are located on the left and right sides of the body 12, respectively.

[0030] The interior of the vehicle body 12 defines a cabin 12c and a front compartment 12f located in front of the cabin 12c. The cabin 12c is configured to allow a user to board. The vehicle body 12 has a floor panel 12b and a dash panel 12d. The floor panel 12b defines the floor of the cabin 12c. The dash panel 12d is located between the cabin 12c and the front compartment 12f.

[0031] The vehicle 10 includes a battery 16, an engine 18, a motor unit 20, a power control unit (PCU) 22, a charging unit 24, a brake unit 42, a charging inlet 40, a power supply outlet 38, and a system main relay 48.

[0032] The battery 16 is disposed under the floor panel 12b. The battery 16 has one or more secondary battery cells and is configured to be chargeable and dischargeable. The secondary battery cells are not particularly limited, but may be, for example, lithium-ion battery cells or all-solid-state battery cells.

[0033] The engine 18 is disposed in the front compartment 12f. The engine 18 is a heat engine that generates power by burning fuel, and may be, but is not limited to, a gasoline engine, a diesel engine, a hydrogen engine, or the like. The engine 18 is connected to a pair of front wheels 14f via a reduction gear 19 and a power split mechanism (not shown). The engine 18 drives the pair of front wheels 14f.

[0034] The motor unit 20 is disposed in the front compartment 12f. The motor unit 20 is connected to the battery 16 via a PCU 22. The motor unit 20 is connected to the pair of front wheels 14f via a speed reducer 19. The motor unit 20 has a traction motor that drives the pair of front wheels 14f using power supplied from the battery 16. However, the motor unit 20 is not limited to driving the pair of front wheels 14f, and may drive at least one of the multiple wheels 14f, 14r.

[0035] The PCU 22 is disposed in the front compartment 12f. The PCU 22 is connected to the battery 16 via a system main relay 48. The PCU 22 is electrically connected to both the battery 16 and the motor unit 20. The PCU 22 includes an inverter, a converter, and the like. The PCU 22 controls the power supplied between the battery 16 and the motor unit 20. For example, when the vehicle 10 accelerates, the PCU 22 controls the drive power supplied from the battery 16 to the motor unit 20. Alternatively, when the vehicle 10 decelerates, the PCU 22 controls the regenerative power supplied from the motor unit 20 to the battery 16. The PCU 22 is disposed between the motor unit 20 and the charging unit 24. The PCU 22 is disposed on the motor unit 20 and is integrated into the motor unit 20.

[0036] The charging inlet 40 is configured so that the external AC power supply 2 can be attached and detached. The external AC power supply 2 is, for example, a commercial power supply for home use. The charging inlet 40 receives charging power from the external AC power supply 2 to charge the battery 16. In this embodiment, the charging inlet 40 is connected to the external AC power supply 2 via a cable. However, in another embodiment, the charging inlet 40 may be connected to the external AC power supply 2 wirelessly.

[0037] The power supply outlet 38 is disposed inside the cabin 12c. The power supply outlet 38 is configured so that an electrical device can be attached and detached. The power supply outlet 38 outputs AC power to the electrical device. Examples of electrical devices include home appliances, personal computers, smartphones, and tablet terminals.

[0038] The charging unit 24 is disposed in the front compartment 12f. More specifically, the charging unit 24 is disposed on the PCU 22, which is located above the motor unit 20. For example, the charging unit 24 may be placed in contact with the upper surface of the PCU 22. The charging unit 24 is electrically connected to the battery 16 via a first cable 17 and a system main relay 48. The first cable 17 has a first connector 17a. The first connector 17a is configured to be detachable from the charging unit 24. The charging unit 24 is electrically connected to the power supply outlet 38 via a second cable 39. The second cable 39 has a second connector 39a. The second connector 39a is configured to be detachable from the charging unit 24. The charging unit 24 is connected to the charging inlet 40 via a third cable 41. The third cable 41 has a third connector 41a. The third connector 41a is configured to be detachable from the charging unit 24.

[0039] The charging unit 24 includes a casing 26 and a bidirectional charger 28 housed in the casing 26. The casing 26 is made of metal. The metal constituting the casing 26 may be, for example, an aluminum-based metal or a steel-based metal. The bidirectional charger 28 is a type of power converter. The bidirectional charger 28 can convert AC power supplied from the external AC power source 2 into DC power for charging the battery 16. In addition, the bidirectional charger 28 can convert DC power supplied from the battery 16 into AC power supplied to the power outlet 38. As will be described in more detail below, the charging unit 24 is electrically connected to the battery 16 not only when charging the vehicle 10 but also while the vehicle 10 is traveling. This allows the bidirectional charger 28 to supply power from the battery 16 to the power outlet 38 even while the vehicle 10 is traveling.

[0040] The casing 26 has a first connector port 26a, a second connector port 26b, and a third connector port 26c. The first connector port 26a is configured to detachably receive a first connector 17a of a first cable 17 and is electrically connected to the battery 16 via the first cable 17. The second connector port 26b is configured to detachably receive a second connector 39a of a second cable 39 and is electrically connected to a power outlet 38 via the second cable 39. The third connector port 26c is configured to detachably receive a third connector 41a of a third cable 41 and is electrically connected to a charging inlet 40 via the third cable 41. The first connector port 26a, the second connector port 26b, and the third connector port 26c are located on the top surface of the casing 26. The first connector port 26a is located forward of the second connector port 26b and the third connector port 26c.

[0041] The internal structure of the charging unit 24 will be described with reference to FIGS. 4 and 5. As described above, the charging unit 24 accommodates the bidirectional charger 28 inside the casing 26. The bidirectional charger 28 includes an isolation transformer 30, a first electric circuit 32, and a second electric circuit 34. The isolation transformer 30 is disposed between the first electric circuit 32 and the second electric circuit 34 and provides electrical insulation between the first electric circuit 32 and the second electric circuit 34. The isolation transformer 30 includes a primary coil 30a, a secondary coil 30b, and a core 30c. The core 30c is made of a magnetic material. The primary coil 30a and the secondary coil 30b are wound around the core 30c. The primary coil 30a and the secondary coil 30b are electrically insulated from each other and magnetically connected to each other via the core 30c.

[0042] The first electric circuit 32 is electrically connected to the primary coil 30a. The first electric circuit 32 is also electrically connected to the first connector port 26a. That is, the first electric circuit 32 is interposed between the first connector port 26a and the primary coil 30a of the isolation transformer 30, and is electrically connected to the battery 16 via the first cable 17. The first electric circuit 32 includes a first power conversion circuit 32a. The first power conversion circuit 32a has a plurality of switching elements 32a1. A free wheel diode is connected in parallel to each of the switching elements 32a1.

[0043] The second electric circuit 34 is electrically connected to the secondary coil 30b. The second electric circuit 34 is also electrically connected to the second connector port 26b and the third connector port 26c. That is, the second electric circuit 34 is interposed between the second connector port 26b and the secondary coil 30b of the isolation transformer 30, and is electrically connected to the power supply outlet 38 via a second cable 39. In addition, the second electric circuit 34 is interposed between the third connector port 26c and the secondary coil 30b of the isolation transformer 30, and is electrically connected to the charging inlet 40 via a third cable 41.

[0044] The second electric circuit 34 includes a second power conversion circuit 34a, a third power conversion circuit 34b, and a filter circuit 34f. The second power conversion circuit 34a is electrically connected to the secondary coil 30b. The third power conversion circuit 34b is electrically connected to the second power conversion circuit 34a. The third power conversion circuit 34b is electrically connected to the second connector port 26b and the third connector port 26c (i.e., the power outlet 38 and the charging inlet 40) via the filter circuit 34f. Like the first power conversion circuit 32a, the second power conversion circuit 34a includes multiple switching elements 34a1, and the third power conversion circuit 34b includes multiple switching elements 34b1.

[0045] As described above, the bidirectional charger 28 can convert DC power supplied from the battery 16 into AC power supplied to the power outlet 38 (see the left-pointing arrow in FIG. 5). In this case, the first power conversion circuit 32a converts the DC power supplied from the battery 16 into high-frequency AC power that is input to the primary coil 30a of the isolation transformer 30. When high-frequency power is input to the primary coil 30a, the isolation transformer 30 outputs the high-frequency power from the secondary coil 30b. The second power conversion circuit 34a then converts the high-frequency AC power output from the isolation transformer 30 into DC power. The third power conversion circuit 34b then converts the DC power output from the second power conversion circuit 34a into AC power that is supplied to the power outlet 38.

[0046] Furthermore, the bidirectional charger 28 can convert AC power supplied from the external AC power supply 2 into DC power for charging the battery 16 (see the right-pointing arrow in FIG. 5). In this case, the third power conversion circuit 34b converts the AC power supplied from the external AC power supply 2 into DC power. The second power conversion circuit 34a then converts the DC power output from the third power conversion circuit 34b into high-frequency AC power that is input to the secondary coil 30b of the isolation transformer 30. When high-frequency power is input to the secondary coil 30b, the isolation transformer 30 outputs the high-frequency power from the primary coil 30a. The first power conversion circuit 32a then converts the high-frequency AC power output from the isolation transformer 30 into DC power for charging the battery 16.

[0047] The brake unit 42 is disposed in the front compartment 12f. The brake unit 42 is disposed adjacent to the rear side of the charging unit 24. The brake unit 42 is disposed offset to the left of the charging unit 24. The brake unit 42 has hydraulic equipment 44 including a brake master cylinder and the like. The hydraulic equipment 44 is mechanically connected to a brake pedal (not shown) and generates high pressure in the hydraulic oil within the hydraulic equipment 44 in response to operation of the brake pedal. The hydraulic equipment 44 has a housing 46. The housing 46 holds the hydraulic oil in a liquid-tight manner. Because the high pressure of the hydraulic oil acts on the housing 46, the housing 46 has relatively high rigidity. Although not particularly limited, the housing 46 in this embodiment is made of metal. The metal constituting the housing 46 is, for example, an aluminum-based metal. In a modified example, the metal constituting the housing 46 may be a steel-based metal. A recess 46r is provided on the right side surface of the housing 46 in an area close to the charging unit 24. Similar to the housing 46, a recess 26r is provided on the left side surface of the casing 26 in an area adjacent to the brake unit 42.

[0048] In the vehicle 10 of this embodiment, when the vehicle 10 is traveling, the system main relay 48 is closed, electrically connecting the motor unit 20 to the battery 16. When the system main relay 48 is closed, the charging unit 24 is also electrically connected to the battery 16. That is, while the vehicle 10 is traveling, the charging unit 24 is also connected to the battery 16 via the system main relay 48. As a result, a high voltage from the battery 16 is applied to the first electrical circuit 32 of the charging unit 24. Meanwhile, a brake unit 42 is disposed adjacent to the rear side of the charging unit 24. Therefore, for example, if the vehicle 10 collides, contact between the charging unit 24 and the brake unit 42 may damage the casing 26 of the charging unit 24.

[0049] 4, in the charging unit 24 of this embodiment, the first electric circuit 32 is located further forward than the isolation transformer 30 within the casing 26. That is, the first electric circuit 32 is located away from the brake unit 42 within the casing 26. Therefore, even if the casing 26 of the charging unit 24 is damaged due to contact between the charging unit 24 and the brake unit 42, the first electric circuit 32, to which a high voltage from the battery 16 is applied, is prevented or suppressed from being exposed to the outside of the casing 26.

[0050] Note that if the casing 26 of the charging unit 24 is damaged, there is a risk that the second electric circuit 34 will be exposed to the outside. However, the second electric circuit 34 is insulated from the first electric circuit 32 by the isolation transformer 30. That is, the second electric circuit 34 is insulated from the battery 16 by the isolation transformer 30. Therefore, even if the second electric circuit 34 is exposed to the outside of the casing 26, the electric circuit electrically connected to the battery 16 will not be exposed to the outside of the casing 26.

[0051] The brake unit 42 in this embodiment has a housing 46 made of metal and has relatively high rigidity. If the brake unit 42 includes a highly rigid housing 46, there is a high risk that the casing 26 of the charging unit 24 will be damaged when the charging unit 24 comes into contact with the brake unit 42. However, by employing this technology, it is possible to avoid or reduce exposure of the first electric circuit 32, to which a high voltage from the battery 16 is applied, to the outside of the casing 26.

[0052] The brake unit 42 in this embodiment has brake-system hydraulic equipment 44. High rigidity is required for the housing 46 of the hydraulic equipment 44. Therefore, if the brake unit 42 has a highly rigid housing 46 or other components, there is an increased risk of the casing 26 of the charging unit 24 being damaged when the brake unit 42 comes into contact with the charging unit 24. However, by employing the present technology, it is possible to avoid or reduce exposure of the first electric circuit 32, to which a high voltage from the battery 16 is applied, to the outside of the casing 26.

[0053] The brake unit 42 in this embodiment is disposed offset to the left with respect to the charging unit 24. Therefore, a recess 46r is provided on the right side surface of the housing 46 of the brake unit 42 in an area close to the charging unit 24. With this configuration, the distance between the charging unit 24 and the brake unit 42 can be increased. This prevents or suppresses contact between the charging unit 24 and the brake unit 42 and damage to the casing 26 of the charging unit 24 due to such contact. Note that, although not particularly limited, the charging unit 24 in this embodiment has a recess 26r on the left side surface of the casing 26 in an area close to the brake unit 42. With this configuration, the distance between the charging unit 24 and the brake unit 42 can be further increased.

[0054] The vehicle 10 in this embodiment is a plug-in hybrid vehicle and includes an engine 18 disposed in a front compartment 12f. The presence of the engine 18 in the front compartment 12f limits the available space in the front compartment 12f. Therefore, the charging unit 24 and the brake unit 42 may be disposed closer to each other. In this case, the charging unit 24 and the brake unit 42 may come into contact with each other, further increasing the risk of damage to the casing 26 of the charging unit 24. However, by employing the present technology, the first electric circuit 32, to which a high voltage from the battery 16 is applied, is prevented or suppressed from being exposed to the outside of the casing 26. While this embodiment illustrates an example of a collision in which the first electric circuit 32 is exposed to the outside of the casing 26, the severity of the collision is not limited to this. According to the present technology, the impact of a collision on the first electric circuit 32 can be reduced regardless of the severity of the collision of the vehicle 10.

[0055] In the casing 26 of the charging unit 24 in this embodiment, the first connector port 26a is located further forward than the second connector port 26b and the third connector port 26c. With this configuration, the first connector 17a is located in the casing 26 at a position relatively far from the brake unit 42. This makes it possible to avoid or reduce damage to the first connector 17a, which is electrically connected to the battery 16, from the brake unit 42 when the vehicle 10 collides.

[0056] (Correspondence) The charging unit 24 is an example of a "first unit" according to the present technology. The "first unit" is a unit that has an isolation transformer built in and is electrically connected to the battery 16 even while the vehicle 10 is traveling. The brake unit 42 is an example of a "second unit" according to the present technology. The rear side in the vehicle's fore-and-aft direction is an example of "one side in the vehicle's fore-and-aft direction" according to the present technology, and the front side in the vehicle's fore-and-aft direction is an example of "the other side in the vehicle's fore-and-aft direction" according to the present technology. The left side in the vehicle's lateral direction is an example of "one side in the vehicle's lateral direction" according to the present technology, and the right side in the vehicle's lateral direction is an example of "the other side in the vehicle's lateral direction" according to the present technology. [Explanation of symbols]

[0057] 2: external AC power supply, 10: vehicle, 12: vehicle body, 14f, 14r: wheels, 16: battery, 17: first cable, 17a: first connector, 18: engine, 20: motor unit, 22: PCU, 24: charging unit, 26: casing, 26a, 26b, 26c: connector port, 28: bidirectional charger, 30: isolation transformer, 30a: primary coil, 30b: secondary coil, 32: first electric circuit, 32a: first power conversion circuit, 34: second electric circuit, 34a: second power conversion circuit, 34b: third power conversion circuit, 38: power supply outlet, 39: second cable, 39a: second connector, 40: charging inlet, 41: third cable, 41a: third connector, 42: brake unit, 44: hydraulic equipment, 46: housing, 46r: recess, 48: system main relay, CP: center position

Claims

1. The car body and A plurality of wheels supporting the vehicle body; a motor that drives at least one of the plurality of wheels; a battery connected to the motor via a system main relay; a first unit connected to the battery via the system main relay; a second unit disposed adjacent to the first unit on one side in the vehicle longitudinal direction; Equipped with The first unit is A casing; an isolation transformer disposed within the casing and having a primary coil and a secondary coil; a first electric circuit disposed within the casing, electrically connected to the primary coil of the isolation transformer, and electrically connected to the battery; a second electric circuit disposed within the casing and electrically connected to the secondary coil of the isolation transformer; the first electric circuit is located inside the casing on the other side of the isolation transformer in the vehicle longitudinal direction; vehicle.

2. a power outlet to which an electrical device can be detachably attached and which is electrically connected to the second electrical circuit of the first unit; 2. The vehicle according to claim 1, wherein the isolation transformer, the first electric circuit, and the second electric circuit in the first unit form a power converter that converts DC power supplied from the battery into AC power supplied to the power outlet.

3. the first electric circuit includes a first power conversion circuit that converts the DC power supplied from the battery into high-frequency AC power that is input to the isolation transformer, 3. The vehicle according to claim 2, wherein the second electric circuit includes a second power conversion circuit that converts the high-frequency AC power output from the isolation transformer into DC power, and a third power conversion circuit that converts the DC power output from the second power conversion circuit into the AC power supplied to the power outlet.

4. a charging inlet to which an external AC power supply is detachably attached and electrically connected to the second electric circuit of the first unit; 4. The vehicle according to claim 3, wherein the isolation transformer, the first electric circuit, and the second electric circuit in the first unit constitute a bidirectional charger that converts AC power supplied from the external AC power supply into DC power for charging the battery.

5. the third power conversion circuit of the second electric circuit is capable of converting the AC power supplied from the external AC power supply into DC power, the second power conversion circuit of the second electric circuit is capable of converting the DC power output from the third power conversion circuit into high-frequency AC power input to the isolation transformer, 5. The vehicle according to claim 4, wherein the first power conversion circuit of the first electric circuit is capable of converting the high-frequency AC power output from the isolation transformer into the DC power that charges the battery.

6. The vehicle of claim 5 , wherein the second unit has a housing constructed of metal.

7. 7. The vehicle according to claim 6, wherein the second unit has hydraulic equipment including a brake master cylinder, and the housing forms a part of the hydraulic equipment.

8. the second unit is disposed offset to one side in the left-right direction of the vehicle with respect to the first unit, The vehicle according to claim 7 , wherein a recess is provided in a side surface of the housing on the other side in the vehicle left-right direction in a range adjacent to the first unit.

9. the vehicle body has a cabin and a front compartment located in front of the cabin, The vehicle according to claim 1 , wherein the first unit and the second unit are disposed in the front compartment of the vehicle body.

10. a power control unit that controls power supply between the battery and the motor; The vehicle according to claim 9 , wherein the first unit and the second unit are disposed above the power control unit.

11. the vehicle is a plug-in hybrid vehicle, The vehicle of claim 9 further comprising an engine disposed in the front compartment.

12. the casing of the first unit has a first connector port, a second connector port, and a third connector port; the first connector port is configured to allow a first connector of a cable electrically connected to the battery to be detachably attached thereto; the second connector port is configured to allow a second connector of a cable electrically connected to the power supply outlet to be detachably attached thereto; the third connector port is configured to allow a third connector of a cable electrically connected to the charging inlet to be detachably attached thereto; The vehicle according to claim 1 , wherein the first connector port is located on the other side in the vehicle longitudinal direction relative to the second connector port and the third connector port.

13. The vehicle according to claim 1 , wherein the first electric circuit is located on the other side in the vehicle longitudinal direction relative to a center position of the first unit in the vehicle longitudinal direction.

14. the one side in the vehicle front-rear direction is a rear side in the vehicle front-rear direction, The vehicle according to claim 1 , wherein the other side in the vehicle longitudinal direction is a front side in the vehicle longitudinal direction.

15. The vehicle of claim 1 , wherein the second unit has a housing constructed of metal.

16. 16. The vehicle according to claim 15, wherein the second unit has hydraulic equipment including a brake master cylinder, and the housing forms a part of the hydraulic equipment.

17. the second unit is disposed offset to one side in the left-right direction of the vehicle with respect to the first unit, The vehicle according to claim 16, wherein a recess is provided in a side surface of the housing on the other side in the vehicle left-right direction in an area adjacent to the first unit.

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