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 the present specification relates to a vehicle. [Background Art]

[0002] Patent Document 1 describes a vehicle including a charging unit. The charging unit is arranged in a front compartment of a vehicle body, and incorporates a charger for charging a battery with an external AC power supply. [Prior Art Literature] [Patent Literature]

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

[0004] A bidirectional charger is known as a charger mounted on a vehicle. The bidirectional charger functions not only as a charger for charging a battery, but also as a power converter for supplying electric power from the battery to a power supply outlet provided in the vehicle. Normally, it is desired that the power supply outlet can be used even while the vehicle is traveling. Therefore, the bidirectional charger is electrically connected to the battery not only when charging the battery, but also while the vehicle is traveling.

[0005] When a collision occurs to a vehicle, another adjacent unit may come into contact with the charging unit incorporating the bidirectional charger. At this time, it is also assumed that the casing of the charging unit may be damaged. Here, there is a possibility that high voltage from the battery is applied to the bidirectional charger while the vehicle is traveling. Therefore, even if the casing of the charging unit is damaged, it is desirable that the influence on the portion to which high voltage is applied is suppressed.

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

[0007] The technology disclosed herein is embodied in a vehicle. The vehicle may comprise a body, a plurality of wheels supporting the 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 positioned adjacent to the first unit on one side in the vehicle's longitudinal direction. The first unit may comprise a casing, an isolation transformer disposed within the casing and having a primary coil and a secondary coil, a first electrical circuit disposed within the casing and electrically connected to the primary coil of the isolation transformer and to the battery, and a second electrical circuit disposed within the casing and electrically connected to the secondary coil of the isolation transformer. The first electrical circuit may be located within the casing on the other side in the vehicle's longitudinal direction from the isolation transformer.

[0008] In the vehicle described above, when the vehicle is running, the system main relay closes, and the motor is electrically connected to the battery. When the system main relay closes, 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. On the other hand, the second unit is located adjacent to the first unit on one side in the vehicle's longitudinal direction. Therefore, for example, in the event of a collision with the vehicle, the casing of the first unit may be damaged by contact between the first unit and the second unit. However, the first electrical circuit is located within the casing on the other side in the vehicle's longitudinal direction from the isolation transformer. That is, the first electrical circuit is located within the casing at a distance from the second unit. Therefore, even if the casing of the first unit is damaged by contact between the first unit and the second unit, the first electrical circuit, to which the high voltage from the battery is applied, is prevented or suppressed from being exposed to the outside of the casing. [Brief explanation of the drawing]

[0009] [Figure 1] This is a schematic diagram illustrating the configuration of a vehicle. [Figure 2] This is a schematic plan view showing the internal structure of the main parts of the vehicle. [Figure 3] This is a block diagram showing the vehicle configuration. [Figure 4] This is a cross-sectional view showing the internal configuration of the charging unit. [Figure 5] The electrical circuit diagram of the charging unit is shown. [Modes for carrying out the invention]

[0010] In a first aspect of this technology, as previously described, the vehicle may comprise 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 positioned adjacent to the first unit on one side (e.g., the rear side) in the vehicle's longitudinal direction. The first unit may comprise a casing, an isolation transformer disposed within the casing and having a primary coil and a secondary coil, a first electrical circuit disposed within the casing and electrically connected to the primary coil of the isolation transformer and to the battery, and a second electrical circuit disposed within the casing and electrically connected to the secondary coil of the isolation transformer. The first electrical circuit may be located within the casing on the other side (e.g., the front side) in the vehicle's longitudinal direction relative to the isolation transformer.

[0011] In a second aspect of this technology, in addition to the first aspect described above, the vehicle may further include a power outlet to which electrical equipment can be attached and detached and which is electrically connected to the second electrical circuit of the first unit. In this case, the isolation transformer, the first electrical circuit and the second electrical circuit in the first unit may constitute a power converter that converts DC power supplied from the battery into AC power supplied to the power outlet. With such a 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 outlet.

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

[0013] In a fourth aspect of this technology, in addition to the third aspect described above, the vehicle may further include a charging inlet to which an external AC power source can be detached and electrically connected to the second electrical circuit of the first unit. The isolation transformer, the first electrical circuit and the second electrical circuit within the first unit may further constitute 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 this technology, in addition to the fourth aspect described above, the third power conversion circuit of the second electrical circuit may be capable of converting AC power supplied from the external AC power source into DC power. The second power conversion circuit of the second electrical 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 electrical circuit may be capable of converting the high-frequency AC power output from the isolation transformer into DC power for charging the battery.

[0015] In a sixth aspect of this 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, the casing of the first unit is more likely to be damaged when the first unit and the second unit come into contact. However, by employing this technology, the first electrical circuit to which a high voltage from the battery is applied is prevented or suppressed from being exposed to the outside of the casing. The metal constituting the second unit may be, for example, an aluminum-based metal or a steel-based metal.

[0016] In a seventh aspect of this technology, in addition to the sixth aspect described above, the second unit may have hydraulic equipment including a brake master cylinder. In this case, the housing may constitute part of the hydraulic equipment. High rigidity is required for the housing of hydraulic equipment in a brake system. Therefore, when the first unit and the second unit come into contact, the risk of damage to the casing of the first unit increases even further. However, by employing this technology, the first electrical circuit to which a high voltage from the battery is applied is avoided or suppressed from being exposed to the outside of the casing.

[0017] In an eighth aspect of this technology, in addition to any one of the first to seventh aspects described above, the second unit may be positioned offset from the first unit to one side in the vehicle lateral direction (e.g., the left side). In this case, a recess may be provided on the other side of the housing in the vehicle lateral direction (e.g., the right side) in a range close to the first unit. With such a 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 described above, the vehicle body may include a cabin and a front compartment positioned forward of the cabin. In this case, the first unit and the second unit may be arranged in the front compartment of the vehicle body.

[0019] In a tenth aspect of the present technology, in addition to the ninth aspect described above, 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 arranged above the power control unit.

[0020] In an eleventh aspect of the present technology, in addition to the ninth aspect or the tenth aspect described above, the vehicle is a plug-in hybrid electric vehicle (PHEV), and may further include an engine arranged in the front compartment. When the engine is additionally present in the front compartment, the surplus space in the front compartment is limited, and the first unit and the second unit can be arranged closer to each other. Accordingly, the risk that the casing of the first unit is damaged due to contact between the first unit and the second unit further increases. However, by employing the present technology, exposure of the first electric circuit, to which high voltage from the battery is applied, to the outside of the casing is avoided or suppressed.

[0021] In a twelfth aspect of the present technology, in addition to any one of the first to eleventh aspects described above, a casing of the first unit may include a first connector port, a second connector port, and a third connector port. In this case, the first connector port may be configured such that a first connector of a cable electrically connected to the battery is attachable to and detachable from the first connector port. The second connector port may be configured such that a second connector of a cable electrically connected to a power feeding outlet is attachable to and detachable from the second connector port. The third connector port may be configured such that a third connector of a cable electrically connected to a charging inlet is attachable to and detachable from the third connector port. Further, the first connector port may be located on the other side (for example, a front side) in the vehicle front-rear direction relative to the second connector port and the third connector port. According to such a configuration, when a collision of a vehicle occurs, damage to the first connector electrically connected to the battery from the second unit can be avoided or suppressed.

[0022] In a thirteenth aspect of the present technology, in addition to any one of the first to twelfth aspects described above, the first electric circuit may be located on the other side (for example, a front side) in the vehicle front-rear direction relative to a center position of the first unit in the vehicle front-rear direction. According to such a configuration, the first electric circuit is disposed at a position farther away from the second unit in the casing.

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

[0024] Hereinafter, representative and non-limiting examples of the present invention will be described in detail with reference to the drawings. This detailed description is simply intended to show those skilled in the art details for carrying out preferred examples of the present invention and is not intended to limit the scope of the present invention. Furthermore, additional features and inventions disclosed below may be used separately from or in conjunction with other features and inventions to provide a further improved vehicle.

[0025] Furthermore, the combinations of features and processes disclosed in the following detailed description are not essential for carrying out the present invention in the broadest sense, and are described solely to illustrate representative examples of the present invention. Moreover, the various features of the representative examples described above and below, as well as the various features described in the independent and dependent claims, do not necessarily have to be combined in the same way as the examples described herein or in the order listed, in order to provide additional and useful embodiments of the present invention.

[0026] All features described herein and / or in the claims are intended to be disclosed individually and independently of each other, as limitations to the original disclosure and claimed specific subject matter, separate from the features described in the examples and / or claims. Furthermore, all descriptions of numerical ranges and groups or clusters are intended to disclose intermediate configurations as limitations to the original disclosure and claimed specific subject matter. [Examples]

[0027] Vehicle 10 of this embodiment will be described with reference to the drawings. Vehicle 10 of this embodiment is a plug-in hybrid electric vehicle (PHEV). However, vehicle 10 is not limited to a plug-in hybrid vehicle, and may be other types of electric vehicles such as a battery electric vehicle (BEV) or a hybrid electric vehicle (HEV).

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

[0029] As shown in Figures 1-3, the vehicle 10 comprises a body 12 and a plurality of wheels 14f, 14r. The body 12 is made of metal, such as steel or aluminum. 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 is defined as 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 interposed 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 located beneath the floor panel 12b. The battery 16 has one or more secondary battery cells and is configured to be rechargeable 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 located in the front compartment 12f. The engine 18 is a heat engine that generates power by burning fuel, and is not particularly limited, but examples include a gasoline engine, diesel engine, hydrogen engine, etc. 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 located in the front compartment 12f. The motor unit 20 is connected to the battery 16 via the PCU 22. The motor unit 20 is connected to a pair of front wheels 14f via a reduction gear 19. The motor unit 20 has a drive 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 the pair of front wheels 14f, but only needs to drive at least one of multiple wheels 14f, 14r.

[0035] The PCU22 is located in the front compartment 12f. The PCU22 is connected to the battery 16 via the system main relay 48. The PCU22 is electrically connected to both the battery 16 and the motor unit 20. The PCU22 includes an inverter and a converter, etc. The PCU22 controls the power supply between the battery 16 and the motor unit 20. For example, when the vehicle 10 is accelerating, the PCU22 controls the drive power supplied from the battery 16 to the motor unit 20. Alternatively, when the vehicle 10 is decelerating, the PCU22 controls the regenerative power supplied from the motor unit 20 to the battery 16. The PCU22 is located between the motor unit 20 and the charging unit 24. The PCU22 is located on the motor unit 20 and is integrated with the motor unit 20.

[0036] The charging inlet 40 is configured to allow a detachable external AC power supply 2. The external AC power supply 2 is, for example, a household commercial power supply. 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 other embodiments, the charging inlet 40 may be connected wirelessly to the external AC power supply 2.

[0037] The power outlet 38 is located inside the cabin 12c. The power outlet 38 is configured to allow electrical equipment to be attached and detached. The power outlet 38 outputs AC power to the electrical equipment. Electrical equipment here includes, for example, home appliances, personal computers, smartphones, tablet devices, etc.

[0038] The charging unit 24 is located in the front compartment 12f. More specifically, the charging unit 24 is located on the PCU 22, which is situated above the motor unit 20. For example, the charging unit 24 may be mounted in contact with the top 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 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 within 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 an external AC power source 2 into DC power to charge 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 later, 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 running. As a result, the bidirectional charger 28 can supply power from the battery 16 to the power outlet 38 even while the vehicle 10 is running.

[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 electrically connected to the battery 16 via the first cable 17, with the first connector 17a of the first cable 17 being detachably configured. The second connector port 26b is electrically connected to the power supply outlet 38 via the second cable 39, with the second connector 39a of the second cable 39 being detachably configured. The third connector port 26c is electrically connected to the charging inlet 40 via the third cable 41, with the third connector 41a of the third cable 41 being detachably configured. The first connector port 26a, the second connector port 26b, and the third connector port 26c are located on the upper 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 Figures 4 and 5. As previously mentioned, the charging unit 24 houses a bidirectional charger 28 inside the casing 26. The bidirectional charger 28 has an isolation transformer 30, a first electrical circuit 32, and a second electrical circuit 34. The isolation transformer 30 is located between the first electrical circuit 32 and the second electrical circuit 34, electrically insulating the two circuits. The isolation transformer 30 has 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, while being magnetically connected to each other via the core 30c.

[0042] The first electrical circuit 32 is electrically connected to the primary coil 30a. The first electrical circuit 32 is also electrically connected to the first connector port 26a. That is, the first electrical 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 electrical circuit 32 includes a first power conversion circuit 32a. The first power conversion circuit 32a has a plurality of switching elements 32a1. Each switching element 32a1 has a freewheeling diode connected in parallel.

[0043] The second electrical circuit 34 is electrically connected to the secondary coil 30b. Furthermore, the second electrical circuit 34 is electrically connected to the second connector port 26b and the third connector port 26c. Specifically, the second electrical 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 the second cable 39. In addition, the second electrical 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 the third cable 41.

[0044] The second electrical 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 supply outlet 38 and the charging inlet 40) via the filter circuit 34f. Similar to the first power conversion circuit 32a, the second power conversion circuit 34a has a plurality of switching elements 34a1, and the third power conversion circuit 34b has a plurality of switching elements 34b1.

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

[0046] Furthermore, the bidirectional charger 28 can convert AC power supplied from an external AC power source 2 into DC power to charge the battery 16 (see the rightward arrow in Figure 5). In this case, the third power conversion circuit 34b converts the AC power supplied from the external AC power source 2 into DC power. Then, the second power conversion circuit 34a converts the DC power output from the third power conversion circuit 34b into high-frequency AC power to be input to the secondary coil 30b of the isolation transformer 30. When high-frequency power is input to the secondary coil 30b of the isolation transformer 30, it outputs high-frequency power from the primary coil 30a. Then, the first power conversion circuit 32a converts the high-frequency AC power output from the isolation transformer 30 into DC power to charge the battery 16.

[0047] The brake unit 42 is located in the front compartment 12f. The brake unit 42 is located adjacent to the charging unit 24 on the rearward side. The brake unit 42 is located offset to the left of the charging unit 24. The brake unit 42 has hydraulic equipment 44, including a brake master cylinder, etc. The hydraulic equipment 44 is mechanically connected to a brake pedal (not shown) and generates high pressure in the hydraulic fluid within the hydraulic equipment 44 in response to the operation applied to the brake pedal. The hydraulic equipment 44 has a housing 46. The housing 46 holds the hydraulic fluid in a liquid-tight manner. Because the high pressure force of the hydraulic fluid 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 of the housing 46 in a range close to the charging unit 24. Similar to the housing 46, a recess 26r is provided on the left side of the casing 26 in an area close to the brake unit 42.

[0048] In this embodiment, when the vehicle 10 is running, the system main relay 48 is closed, and the motor unit 20 is electrically connected 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 running, 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. On the other hand, the brake unit 42 is located adjacent to the rear of the charging unit 24. Therefore, for example, if a collision occurs with the vehicle 10, the casing 26 of the charging unit 24 may be damaged due to contact between the charging unit 24 and the brake unit 42.

[0049] In this regard, as shown in Figure 4, in the charging unit 24 of this embodiment, the first electrical circuit 32 is located in front of the isolation transformer 30 within the casing 26. That is, the first electrical 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 by contact between the charging unit 24 and the brake unit 42, the first electrical 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] Furthermore, if the casing 26 of the charging unit 24 is damaged, there is a risk that the second electrical circuit 34 may be exposed to the outside. However, the second electrical circuit 34 is insulated from the first electrical circuit 32 by the isolation transformer 30. In other words, the second electrical circuit 34 is insulated from the battery 16 by the isolation transformer 30. Therefore, even if the second electrical circuit 34 is exposed to the outside of the casing 26, the electrical circuit electrically connected to the battery 16 will not be exposed to the outside of the casing 26.

[0051] In this embodiment, the brake unit 42 has a housing 46 made of metal and has relatively high rigidity. When the brake unit 42 has a highly rigid housing 46, there is a higher risk that the casing 26 of the charging unit 24 will be damaged when the charging unit 24 and the brake unit 42 come into contact. However, by employing this technology, the first electrical 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.

[0052] In this embodiment, the brake unit 42 has hydraulic equipment 44 for the brake system. The housing 46 of the hydraulic equipment 44 requires high rigidity. Therefore, if the brake unit 42 has a housing 46 or other components with high rigidity, the risk of damage to the casing 26 of the charging unit 24 when the brake unit 42 and the charging unit 24 come into contact increases further. However, with the adoption of this technology, the exposure of the first electrical circuit 32, to which a high voltage from the battery 16 is applied, to the outside of the casing 26 is avoided or suppressed.

[0053] In this embodiment, the brake unit 42 is positioned offset to the left of the charging unit 24. Therefore, a recess 46r is provided on the right side of the housing 46 of the brake unit 42 in a range close to the charging unit 24. With this configuration, the distance between the charging unit 24 and the brake unit 42 can be increased. Thus, 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, can be avoided or suppressed. Although not particularly limited, in this embodiment, the charging unit 24 has a recess 26r on the left side of its casing 26 in a range 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] In this embodiment, the vehicle 10 is a plug-in hybrid vehicle and is equipped with an engine 18 located in the front compartment 12f. Due to the presence of the engine 18 in the front compartment 12f, the available space in the front compartment 12f is limited. Therefore, the charging unit 24 and the brake unit 42 may be positioned closer together. In this case, the risk of the charging unit 24 and the brake unit 42 coming into contact and damaging the casing 26 of the charging unit 24 increases. However, by employing this technology, the exposure of the first electrical circuit 32, to which a high voltage from the battery 16 is applied, to the outside of the casing 26 is avoided or suppressed. In this embodiment, a collision in which the first electrical circuit 32 is exposed to the outside of the casing 26 is used as an example, but the degree of the collision is not limited to this. According to this technology, the impact of a collision on the first electrical circuit 32 can be reduced regardless of the degree of the collision in the vehicle 10.

[0055] In this embodiment, the casing 26 of the charging unit 24 has a first connector port 26a located further forward than the second connector port 26b and the third connector port 26c. With this configuration, the first connector 17a is positioned relatively far from the brake unit 42 in the casing 26. This prevents or suppresses damage to the first connector 17a, which is electrically connected to the battery 16, from the brake unit 42 when a collision occurs with the vehicle 10.

[0056] (Correspondence) The charging unit 24 is an example of the "first unit" according to this technology. The "first unit" is a unit that incorporates an isolation transformer and is electrically connected to the battery 16 even while the vehicle 10 is running. The brake unit 42 is an example of the "second unit" according to this technology. The rear side in the vehicle's longitudinal direction is an example of "one side in the vehicle's longitudinal direction" according to this technology, and the front side in the vehicle's longitudinal direction is an example of "the other side in the vehicle's longitudinal direction" according to this technology. The left side in the vehicle's left-right direction is an example of "one side in the vehicle's left-right direction" according to this technology, and the right side in the vehicle's left-right direction is an example of "the other side in the vehicle's left-right direction" according to this technology. [Explanation of Symbols]

[0057] 2: External AC power supply, 10: Vehicle, 12: 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 ports, 28: Bidirectional charger, 30: Isolation transformer, 30a: Primary coil, 30b: Secondary coil, 32: First electrical circuit, 32a: First power conversion circuit, 34: Second electrical circuit, 34a: Second power conversion circuit, 34b: Third power conversion circuit, 38: Power 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, Multiple wheels supporting the vehicle body, A motor that drives at least one of the aforementioned plurality of wheels, The battery connected to the motor via the system main relay, A first unit connected to the battery via the system main relay, A second unit is positioned adjacent to the first unit on one side in the vehicle's longitudinal direction, Equipped with, The first unit is, Casing and, An isolation transformer having a primary coil and a secondary coil is disposed within the aforementioned casing, A first electrical circuit is located within the casing, is electrically connected to the primary coil of the isolation transformer, and is electrically connected to the battery. It has a second electrical circuit, which is located within the casing and is electrically connected to the secondary coil of the isolation transformer, The first electrical circuit is located within the casing, on the other side of the isolation transformer in the vehicle's longitudinal direction, vehicle.

2. The electrical equipment is detachable, and the unit further includes a power outlet that is electrically connected to the second electrical circuit of the first unit. The vehicle according to claim 1, wherein the isolation transformer, the first electrical circuit, and the second electrical circuit within the first unit constitute a power converter that converts DC power supplied from the battery into AC power supplied to the power outlet.

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

4. The unit further includes a charging inlet that allows for the attachment and detachment of an external AC power supply and is electrically connected to the second electrical circuit of the first unit, The vehicle according to claim 3, wherein the isolation transformer, the first electrical circuit, and the second electrical circuit within the first unit constitute a bidirectional charger that converts AC power supplied from the external AC power source into DC power for charging the battery.

5. The third power conversion circuit of the second electrical circuit is capable of converting the AC power supplied from the external AC power source into DC power. The second power conversion circuit of the second electrical 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. The vehicle according to claim 4, wherein the first power conversion circuit of the first electrical circuit is capable of converting the high-frequency AC power output from the isolation transformer into DC power for charging the battery.

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

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

8. The second unit is positioned offset to one side in the left-right direction of the vehicle relative to the first unit. The vehicle according to claim 7, wherein a recess is provided on the other side of the housing in the left-right direction of the vehicle, 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 arranged in the front compartment of the vehicle body.

10. The system further comprises a power control unit that controls the power supplied between the battery and the motor. The vehicle according to claim 9, wherein the first unit and the second unit are positioned above the power control unit.

11. The aforementioned vehicle is a plug-in hybrid vehicle. The vehicle according to claim 9, further comprising an engine located 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 such that the first connector of the cable electrically connected to the battery can be detachably attached. The second connector port is configured such that the second connector of the cable electrically connected to the power outlet is detachable. The third connector port is configured such that the third connector of the cable electrically connected to the charging inlet is detachable. The vehicle according to claim 1, wherein the first connector port is located on the other side in the longitudinal direction of the vehicle than the second connector port and the third connector port.

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

14. The aforementioned one side in the vehicle's longitudinal direction is the rear side in the vehicle's longitudinal direction, The vehicle according to claim 1, wherein the other side in the longitudinal direction of the vehicle is the front side in the longitudinal direction of the vehicle.

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

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

17. The second unit is positioned offset to one side in the left-right direction of the vehicle relative to the first unit. The vehicle according to claim 16, wherein a recess is provided on the other side of the housing in the left-right direction of the vehicle, in a range adjacent to the first unit.

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