Vehicle

Abstract

The invention discloses a vehicle. The ECU executes a process including: a step (S106) for determining that there is an electric leakage in the battery pack when the resistance value of the insulation resistor of each battery pack is equal to or less than a threshold value (NO in S102); and a step (S114) for determining that there is an electric leakage in the vehicle body when the resistance value of the insulation resistance of the arbitrary battery pack is greater than a threshold value (YES in S102) and the resistance value of the insulation resistance of the vehicle body is equal to or less than the threshold value.

Description

Technical Field

[0001] The present disclosure relates to a vehicle having a replaceable battery. Background Art

[0002] For example, Japanese Patent Application Laid-Open No. 2015-082350 discloses a configuration in which a battery management device provided in a battery pack is communicably connected to various electronic control devices on the vehicle side via a Controller Area Network (CAN) communication network to transmit information indicating leakage detection results. Summary of the Invention

[0003] However, for example, in vehicles equipped with replaceable batteries, multiple leakage detectors are sometimes installed on the battery and vehicle sides. Therefore, if the leakage detectors are used in parallel to detect leakage, they may interfere with each other and fail to detect leakage properly.

[0004] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to provide a vehicle that can appropriately detect electric leakage when a plurality of electric leakage detection devices are mounted.

[0005] A certain aspect of the present disclosure provides a vehicle, comprising:

[0006] vehicle body;

[0007] The battery can be loaded and unloaded from the vehicle body;

[0008] A first detection device, provided on the battery, to detect leakage; and

[0009] The second detection device is installed on the vehicle body to detect whether there is leakage.

[0010] The first and second detection devices each detect the presence of leakage in a first state where the battery and the vehicle electrical equipment are electrically disconnected. The second detection device detects the presence of leakage in a second state where the battery and the electrical equipment are electrically connected.

[0011] Thus, in the first state, the first and second detection devices detect leakage in the battery and the vehicle's electrical equipment, respectively. In the second state, the second detection device detects leakage in both the battery and the vehicle's electrical equipment. Leakage detection is therefore performed based on the battery's attachment or removal status, avoiding interference and pinpointing the leakage location. Consequently, even when multiple leakage detection devices are installed, leakage detection can be performed appropriately.

[0012] In one embodiment, the second detection device detects the presence of leakage while the second state is in the second state and the detection of the presence of leakage by the first detection device is stopped.

[0013] This makes it possible to detect leakage using the second detection device while avoiding interference from other detection devices.

[0014] Furthermore, in one embodiment, the vehicle further includes a control device that obtains information regarding the presence or absence of leakage detection results from the first detection device and the second detection device. When in the second state, the control device obtains the execution status of leakage detection. Using the obtained execution status, the control device either requests the first detection device to detect leakage or requests to stop detecting leakage.

[0015] This makes it possible to accurately detect leakage by avoiding interference between leakage detection by the first detection device and leakage detection by the second detection device.

[0016] According to the present disclosure, it is possible to provide a vehicle that can appropriately detect electric leakage when a plurality of electric leakage detection devices are mounted. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and in which:

[0018] Figure 1 This is a diagram showing an example of the structure of a vehicle according to the present embodiment.

[0019] Figure 2 This is a diagram showing an example of the configuration of a battery replacement system for replacing a battery pack.

[0020] Figure 3 This is a flowchart showing an example of a battery pack replacement method.

[0021] Figure 4 It shows Figure 3 A flowchart of an example of leakage determination processing.

[0022] Figure 5 This is a flowchart showing an example of the leakage determination process during Ready-Off.

[0023] Figure 6 This is a flowchart showing an example of a process for setting a state of earth leakage detection. DETAILED DESCRIPTION

[0024] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, identical or corresponding parts are denoted by identical reference numerals and their description will not be repeated.

[0025] Figure 1 1 is a diagram showing an example of the structure of the vehicle 100 according to the present embodiment. Figure 1The vehicle 100 includes a vehicle body 10 and battery packs 20A and 20B. The vehicle body 10 is the portion of the vehicle 100 other than the battery packs 20A and 20B. The vehicle body 10 includes a vehicle drive device that serves as a driving source. The vehicle drive device includes a motor generator (MG) 11a and an inverter 11b. The vehicle drive device is configured to use the power output from each of the battery packs 20A and 20B to drive the vehicle 100. The battery packs 20A and 20B are configured to be connected in parallel with respect to the inverter 11b. The vehicle 100 is, for example, a battery electric vehicle that does not have an internal combustion engine. However, this is not limiting, and the vehicle 100 may also be a plug-in hybrid vehicle with an internal combustion engine, or may be another electric vehicle. In this embodiment, the battery packs 20A and 20B have the same structure, so they are referred to as "battery pack 20" below without distinguishing between them.

[0026] Vehicle body 10 includes circuits CR11 and CR12. Battery pack 20 includes circuits CR21 and CR22. Circuit CR12 includes auxiliary battery 17. Circuit CR21 includes battery 21. Battery 21 is a secondary battery such as a lithium-ion battery, a nickel-metal hydride battery, or a sodium-ion battery. The secondary battery can be either a liquid-type secondary battery or an all-solid-state secondary battery. A battery pack can also be formed from multiple secondary batteries. Auxiliary battery 17 is equivalent to a low-voltage power supply that outputs power at a voltage lower than that of battery 21. A DC / DC converter 16 is provided between circuits CR11 and CR12.

[0027] Circuit CR11 within vehicle body 10 includes MG 11a, inverter 11b, DC charging relay 14a, DC inlet 14b, AC charger 15a, and AC inlet 15b. Circuit CR11 also includes leakage detector 12. Circuit CR21 within battery pack 20 includes a battery management system (BMS) 22a and leakage detector 22b.

[0028] Vehicle body 10 also includes a terminal T11A for detachably attaching battery pack 20A and a terminal T11B for detachably attaching battery pack 20B. Vehicle body 10 also includes a parallel circuit CR13 connecting terminals T11A and T11B in parallel, and a system main relay (SMR) 13 disposed between parallel circuit CR13 and the vehicle drive device (inverter 11b). Circuit CR11 is connected to terminals T11A and T11B via SMR 13 and parallel circuit CR13. Battery packs 20A and 20B each include a terminal T21 detachably attachable to vehicle body 10, and an SMR 23 disposed between terminal T21 and circuit CR21. Circuit CR21 is connected to terminal T21 via SMR 23.

[0029] Terminal T21 of battery pack 20A is connected to terminal T11A of vehicle body 10. SMR 23 of battery pack 20A is located between terminal T21 of battery pack 20A and battery 21. Terminal T21 of battery pack 20B is connected to terminal T11B of vehicle body 10. SMR 23 of battery pack 20B is located between terminal T21 of battery pack 20B and battery 21. Relays can be used to easily and appropriately switch the connection / disconnection between inverter 11b and each of battery packs 20A and 20B.

[0030] The vehicle body 10 further includes a terminal T12A for detachably attaching and detaching the battery pack 20A and a terminal T12B for detachably attaching and detaching the battery pack 20B. The circuit CR12 in the vehicle body 10 is connected to the terminals T12A and T12B via a parallel circuit CR13. The parallel circuit CR13 connects the terminals T12A and T12B in parallel. The communication line CL1 ( Figure 1 The battery packs 20A and 20B each further include a terminal T22. In each of the battery packs 20A and 20B, the circuit CR22 and the communication line CL2 ( Figure 1 The dotted line in the figure) is connected to the terminal T22.

[0031] Auxiliary battery 17 supplies power for driving auxiliary equipment mounted on vehicle 100. Auxiliary battery 17 outputs DC power to circuit CR12. Circuit CR12 includes ECUs 18a, 18b, 18c, and 18d in addition to auxiliary battery 17. Circuit CR22 also includes ECUs 28a and 28b. Auxiliary battery 17 receives power from ECU 18a, which is connected to a low-voltage power line, to ECUs 18d and 28a and 28b, respectively.

[0032] ECU 18a corresponds to a control device (EV-ECU) that oversees various controls related to vehicle 100. ECU 18b corresponds to a control device (Plg-ECU) that detects the status of each of DC inlet 14b and AC inlet 15b. ECU 18c corresponds to a control device (Bat-C-ECU) that controls DC charging relay 14a and AC charger 15a. ECU 18d corresponds to a control device (first leakage ECU) that monitors the leakage status of circuit CR11. ECU 28a corresponds to a control device (Bat-ECU) that monitors the status of battery 21 and controls SMR 23. ECU 28b corresponds to a control device (second leakage ECU) that monitors the leakage status of circuit CR21.

[0033] Each ECU includes a processor and a storage device. The storage device is configured to store information. In addition to programs, the storage device also stores various information used by the programs. In this embodiment, various controls are performed by the processor executing the programs stored in the storage device. However, these processes can also be performed solely by hardware (electronic circuitry) without using software.

[0034] In vehicle 100, the ECUs are communicatively connected to each other via an in-vehicle network (eg, CAN). ECU 18a obtains information from other ECUs to control inverter 11b, DC / DC converter 16, and SMRs 13 and 23, or sends control commands to ECU 18c and ECU 28a.

[0035] Leakage detector 12 detects the leakage state (e.g., insulation resistance) of circuit CR11 and outputs the detection result to ECU 18d. BMS 22a detects the state of battery 21 (current, voltage, temperature, etc.) and outputs the detection result to ECU 28a. Leakage detector 22b detects the leakage state of circuit CR21 and outputs the detection result to ECU 28b. ECU 18a obtains information indicating the battery state and leakage state from ECUs 18d, 28a, and 28b.

[0036] DC / DC converter 16 transforms DC power between circuit CR11 and circuit CR12. Specifically, DC / DC converter 16 steps down the DC power from battery 21 and outputs it to auxiliary battery 17 and other auxiliary machines connected to circuit CR12. Battery 21 has a larger capacity than auxiliary battery 17.

[0037] The terminals T21 and T22 of the battery pack 20A are connected to the terminals T11A and T12A, or the terminals T21 and T22 of the battery pack 20B are connected to the terminals T11B and T12B, whereby the battery pack 20A and / or the battery pack 20B are mounted on the vehicle body 10, thereby forming the vehicle 100. In the vehicle 100, the communication line CL1 of the vehicle body 10, the communication line CL2 of the battery pack 20A, and the communication line CL2 of the battery pack 20B are connected. These communication lines constitute the in-vehicle network of the vehicle 100.

[0038] The DC inlet 14b and AC inlet 15b each have terminals for detecting whether a charging cable (plug) is connected or not, and output signals indicating whether a charging cable is connected to the ECU 18b. The ECU 18a obtains information indicating the inlet status from the ECU 18b and sends control commands to the ECU 18c. The AC charger 15a performs AC / DC conversion. Through the collaboration of the ECUs 18a to 18c, plug-in charging of the battery 21 is performed.

[0039] The vehicle body 10 also includes a human machine interface (HMI) 19a and a communication device 19b. Furthermore, the HMI 19a and the communication device 19b also receive power from the auxiliary battery 17. The HMI 19a includes an input device and a display device installed in the vehicle interior. The HMI 19a may also include a touch panel display. The input device outputs a signal corresponding to the user's input to the ECU 18a. The communication device 19b is configured to communicate with the server 380 (described later). Figure 2 ) for wireless communication. In addition, various sensors (representatively described as vehicle-mounted sensors 19c) not shown are also mounted on the vehicle body 10. The ECU 18a is configured to obtain detection results of these sensors directly or through other ECUs.

[0040] In this embodiment, HMI 19a includes a start switch. Generally, a start switch is referred to as a "power switch" or "ignition switch." By operating the start switch, a user of vehicle 100 can start or stop the control system (including each ECU) of vehicle 100 or place vehicle 100 in a Ready-ON or Ready-OFF state.

[0041] The Ready-ON state is a state in which the voltage of at least one of the battery 21 of the battery packs 20A and 20B connected to the vehicle body 10 is applied to the circuit CR11 of the vehicle body 10. In the Ready-ON state, the SMR 13 is in a closed state, and the SMR 23 of at least one of the battery packs 20A and 20B is also in a closed state. Power is supplied to the vehicle drive device (MG 11a and inverter 11b) from the battery 21 corresponding to the closed SMR 23. The Ready-OFF state is a state in which the voltage of the battery 21 is not applied to the circuit CR11. In the Ready-OFF state, the SMR 13 is in an open state, and power is not supplied to the vehicle drive device from any of the battery 21 of the battery packs 20A and 20B.

[0042] The battery packs 20A and 20B mounted on the vehicle 100 can be replaced with other battery packs. Figure 2 This is a diagram showing an example of the configuration of a battery replacement system for replacing a battery pack. Figure 2 The battery swap system 300 shown is installed at a battery swap station, for example.

[0043] Reference Figure 2 The battery replacement system 300 is configured to remove a battery pack mounted on the vehicle 100 from the vehicle body 10 and to install another battery pack on the vehicle body 10. Below, an example is described in which two battery packs (battery packs 20A and 20B) are removed from the vehicle 100 at the same time and two replacement battery packs are installed on the vehicle 100 at the same time. However, this is not limiting, and the battery packs 20A and 20B may be replaced one by one. In addition, the replacement of the battery packs includes the case where, after removing the two battery packs, only one battery pack is installed in the mounting position of either the battery pack 20A or the battery pack 20B.

[0044] Hereinafter, the two battery packs recovered from the vehicle 100 are referred to as "battery packs B11 and B12," and the two battery packs installed in the vehicle 100 in place of the battery packs B11 and B12 are referred to as "battery packs B21 and B22." The battery packs B11, B12, B21, and B22 each have Figure 1 The battery packs B21 and B22 serve as the battery packs 20A and 20B in the vehicle 100. Figure 1 ) to perform its function.

[0045] In detail, the battery replacement system 300 includes a first storage device 310, a second storage device 320, a collection device 330, a filling device 340, a replacement device 350, a server 380, and a display device 390. The first storage device 310 stores a plurality of battery packs supplied to the vehicle. In addition to a pack storage unit (e.g., a storage warehouse), the first storage device 310 also includes a charger and a supply device. The second storage device 320 stores a plurality of battery packs recovered from a plurality of vehicles. In addition to a pack storage unit, the second storage device 320 also includes an inspection device and a sorting device. The server 380 includes a processor, a storage device, and a communication device, and functions as a control device. The storage device uses the identification information (pack ID) of the battery pack to distinguish and store information related to each battery pack present in the battery replacement system 300 (e.g., specification information). The display device 390 displays information according to instructions from the server 380.

[0046] Below, use Figures 1 to 4 , which explains how to replace the battery. Figure 3 This is a flowchart showing an example of a battery pack replacement method. Figure 4 It shows Figure 3 After the vehicle 100 stops in a predetermined area within the battery exchange station, the ECU 18a starts executing Figure 3 The process flow from S11 to S14 is shown. This process flow may be started in response to a request from a terminal (user terminal) of a user of the vehicle 100 or an input device within the vehicle 100. The ECU 18a and the server 380 are configured to be capable of wireless communication.

[0047] In step (hereinafter referred to as S) 10, the ECU 18a transmits a signal requesting replacement of the battery pack (hereinafter referred to as a "replacement request signal") to the server 380. The replacement request signal includes identification information (vehicle ID) of the vehicle 100 and specification information of each battery pack (battery packs B11 and B12) mounted on the vehicle 100. The replacement request signal may include specification information of the vehicle body 10 in place of or in addition to the specification information of the battery packs B11 and B12.

[0048] In S12, the ECU 18a determines whether the battery pack has been replaced. While the battery pack replacement is not completed ("No" in S12), the determination in S12 is repeated.

[0049] When the server 380 receives the above-mentioned replacement request signal, it starts Figure 3 The processing flow from S31 to S33.

[0050] In S31, server 380 selects a battery pack that meets the specifications of vehicle 100 indicated by the replacement request signal from among the battery packs (inventory) held by first storage device 310. If server 380 determines that there are no battery packs meeting the specifications of vehicle 100 in inventory, server 380 may display a predetermined message on display device 390 to terminate the battery replacement process. If a battery pack is selected in S31, processing proceeds to S32.

[0051] In S32, the server 380 controls the replacement device 350 to remove the battery packs B11 and B12 from the vehicle body 10. As a result, the vehicle body 10 and the battery packs B11 and B12 are separated. The process then proceeds to S33.

[0052] In S33, the server 380 controls the charger of the first storage device 310 to charge the battery pack B21 or B22 selected in S31. The charging timing may be changed as appropriate. Alternatively, the first storage device 310 may be filled with a charged battery pack. After charging is completed, the server 380 controls the supply device of the first storage device 310 to transport (supply) the battery pack B21 or B22 from the first storage device 310 to the replacement device 350. Next, the server 380 controls the replacement device 350 to install the battery pack B21 or B22 on the vehicle body 10. At this time, the SMR 23 of the installed battery pack B21 or B22 is disconnected. The server 380 then transmits a signal notifying the ECU 18a that the battery pack installation is complete (hereinafter referred to as the "replacement completion signal").

[0053] exist Figure 2 , an example of removing the battery pack and installing the battery pack at different positions is shown. The position of the vehicle may be adjusted before removing the battery pack, before installing the battery pack, or both. The vehicle may also be moved by a transporting device (e.g., a conveyor-type transporting device) or a transporting robot not shown. The battery pack may be removed and installed at the same position. The battery pack may also be replaced (removed and installed) while the vehicle is stationary. The transporting methods of the recovery device 330, the supply device, and the filling device 340 are also arbitrary. These transporting methods may be either a conveyor method or a method using a transport robot. In addition, the battery replacement system (station) and the vehicle may not communicate, and the user may replace the battery pack (power storage device) by manual operation.

[0054] For example, when the battery packs B21 and B22 are mounted on the vehicle body 10, the terminals T21 and T22 of the battery pack B21 are connected to the terminals T11A and T12A of the vehicle body 10, respectively, and the terminals T21 and T22 of the battery pack B22 are connected to the terminals T11B and T12B of the vehicle body 10, respectively. Figure 1When the battery packs B21 and B22 are mounted on the vehicle body 10, the circuits CR12 and CR22 and the communication lines CL1 and CL2 are connected between the vehicle body 10 and the battery packs B21 and B22, respectively. Figure 3 The processing flow from S21 to S24 is shown.

[0055] In S21, ECU 28a is activated by the electric power supplied from the power source (auxiliary battery 17) in vehicle body 10. Thereafter, the process proceeds to S22.

[0056] In S22, ECU 28a sends information indicating the state of the battery pack (hereinafter referred to as "state information") to ECU 18a. The state information includes, for example, information about the current voltage of the battery 21 detected by BMS 22a. In addition, the state information may also include information about the leakage detection result (leakage state) detected by the leakage detector 22b and the leakage ECU 28b. The voltage of the battery 21 may fluctuate according to the state of charge (SOC) of the battery 21. SOC is a parameter that represents, for example, the ratio of the current storage capacity to the storage capacity in a fully charged state using 0 to 100%. Thereafter, the process transfers to S23.

[0057] In S23, the ECU 28a determines whether an SMR on command has been received from the vehicle body 10. While maintaining the SMR 23 in the off state, the ECU 28a waits in S23 for an SMR on command from the vehicle body 10. If the ECU 28a receives the SMR on command (YES in S23), the process proceeds to S24.

[0058] In S24 , the ECU 28 a switches the SMR 23 from the open state (disconnected state) to the closed state (connected state).

[0059] On the other hand, when the battery packs B21 and B22 are mounted on the vehicle body 10, the ECU 18a receives a replacement completion signal (S33) from the server 380. Therefore, the determination in S12 is "YES", and the process proceeds to S13.

[0060] In S13, the ECU 18a determines whether the state information has been received from the ECU 28a of the battery pack B21 or B22. If the ECU 18a has received the state information from the battery pack (YES in S13), the process proceeds to S14.

[0061] In S14, the ECU 18a executes the leakage determination process. Figure 4 The flowchart of FIG. 1 illustrates the leakage determination process.

[0062] In S100, the ECU 18a obtains the insulation resistance values of each of the battery packs 20A and 20B and the vehicle body 10. The ECU 18a may obtain the insulation resistance values from either the status information received from the ECU 28a for the battery packs 20A and 20B, or from the ECU 28b. Furthermore, the ECU 18a obtains the insulation resistance value of the vehicle body 10 from the ECU 18d. The process then proceeds to S102.

[0063] In S102, the ECU 18a determines whether the insulation resistance values of each battery pack 20A, 20B are both greater than a threshold value α. Threshold α is a predetermined value used to determine the presence of leakage and is more suitable for experiments, etc. If both values are determined to be greater than threshold α ("YES" in S102), the process proceeds to S104.

[0064] In S104, the ECU 18a determines whether the insulation resistance value of the vehicle body 10 is greater than a threshold value α. Threshold value α has been described above, so its detailed description will not be repeated. Furthermore, the threshold values used in the processing of S102 and the threshold values used in the processing of S104 may be different values. If it is determined to be greater than threshold value α ("Yes" in S104), the processing transfers to S110. Furthermore, if at least one of the insulation resistance values of battery packs B21 and B22 is less than threshold value α ("No" in S102), the processing transfers to S106.

[0065] In S106, the ECU 18a determines that a battery pack 20A or 20B whose insulation resistance value is below the threshold value α has leakage. For example, the ECU 18a sets a flag associated with the pack ID of the battery pack whose insulation resistance value is below the threshold value α to the ON state. The process then shifts to S108.

[0066] In S108, the ECU 18a executes a first failsafe process. The first failsafe process may include at least one of controlling the SMR 23 of the battery pack with the group ID corresponding to the ON state flag to be in the OFF state, prohibiting the SMR 23 from being switched to the ON state, controlling the SMR 13 to be in the OFF state, and prohibiting the SMR 13 from being switched to the ON state. The process then terminates.

[0067] In S110, the ECU 18a disables leakage detection for the battery packs 20A and 20B. Specifically, the ECU 18a turns off the switch of the circuit (leakage detector 22b) used to detect the insulation resistance of each battery pack 20A and 20B, disabling leakage detection (detection disabled). The process then shifts to S112.

[0068] In S112, ECU 18a sets each SMR to the on state. ECU 18a sends an SMR on command to SMR 13 and SMR 23 of battery packs 20A and 20B. The process then ends. Furthermore, if it is determined that the insulation resistance value of vehicle body 10 is below threshold value α ("No" in S104), the process moves to S114.

[0069] In S114, the ECU 18a determines that there is a leakage on the vehicle body 10. The ECU 18a sets a flag indicating that there is a leakage on the vehicle body 10 to an ON state, for example. Thereafter, the process proceeds to S116.

[0070] In S116, the ECU 18a executes the second failsafe process. The second failsafe process may include controlling the SMR 13 to the OFF state, prohibiting the SMR 13 from switching to the ON state, prohibiting the SMR 23 of the battery packs 20A and 20B from switching to the ON state, and the like. The process then terminates.

[0071] Furthermore, the ECU 18a may also perform leakage detection in each battery pack when the battery pack is in the Ready-OFF state.

[0072] Below, refer to Figure 5 , explaining the leakage judgment processing during Ready-OFF. Figure 5 This is a flowchart showing an example of the leakage determination process during Ready-OFF.

[0073] In S200, the ECU 18a determines whether the state is Ready-OFF. Alternatively, the ECU 18a may determine that the state is Ready-OFF if, after receiving a start switch operation (off operation) during Ready-ON, no start switch operation (on operation) is subsequently received. If the state is Ready-OFF ("YES" in S200), the process proceeds to S202.

[0074] In S202, the ECU 18a sets the SMR 13 and the SMRs 23 of the battery packs 20A and 20B to the OFF state. Thereafter, the process proceeds to S204.

[0075] In S204, the ECU 18a turns on the leakage detection function of each of the battery packs 20A and 20B. The process then proceeds to S206.

[0076] In S206, the ECU 18a obtains the insulation resistance value from each of the battery packs 20A and 20B. The process then proceeds to S208.

[0077] In S208, the ECU 18a determines whether the insulation resistance values of the battery packs 20A and 20B are both greater than the threshold value α. If it is determined that the insulation resistance values are greater than the threshold value α (YES in S208), the process proceeds to S210.

[0078] In S210, the ECU 18a determines that there is no leakage in the battery packs 20A and 20B. The process then proceeds to S212.

[0079] In S212, the ECU 18a turns off the leakage detection function. The process then ends. If it is determined that at least one of the insulation resistance values of the battery packs 20A and 20B is below the threshold value α ("No" in S208), the process proceeds to S214.

[0080] In S214, the ECU 18a determines that a battery pack whose insulation resistance value is less than or equal to the threshold value α has leakage. For example, the ECU 18a sets a flag associated with the pack ID of the battery pack whose insulation resistance value is less than or equal to the threshold value α to the ON state. The process then shifts to S216.

[0081] In S216, the ECU 18a executes a failsafe process. The failsafe process may include at least one of controlling the SMR 23 of the battery pack with the group ID corresponding to the ON state flag to be in the OFF state, prohibiting the SMR 23 from being switched to the ON state, controlling the SMR 13 to be in the OFF state, and prohibiting the SMR 13 from being switched to the ON state. The process then terminates.

[0082] Thus, in the vehicle 100 , when the SMR 13 is in the disconnected state during the Ready-OFF state, it is possible to detect the presence or absence of leakage in each of the battery packs 20A and 20B.

[0083] Various information is communicated between the vehicle body 10 and each battery pack. Specifically, the ECU 28a transmits information about whether the leakage detection of each battery pack is in the on or off state and information about the resistance value of the insulation resistance to the ECU 18a of the vehicle body 10. On the other hand, the ECU 18a transmits to the ECU 28a any one of a request to set the leakage detection to the on state and a request to set the leakage detection to the off state. The ECU 28a of each battery pack sets the leakage detection to either the on state or the off state according to the request from the ECU 18a. Figure 6 An example of a process in which the ECU 18a (body ECU) requests the ECU 28a (battery ECU) of each battery pack to execute leakage detection will be described. Figure 6 This is a flowchart showing an example of a process for setting a state of earth leakage detection.

[0084] like Figure 6 As shown in (A) of FIG. 1 , for example, when a start operation of a start switch is received, the ECU 18a is started, and as shown in FIG. Figure 6 As shown in (a), the ECU 28a is started.

[0085] like Figure 6 As shown in (B), the ECU 18a turns on the leakage detection of the vehicle body 10 (turns on the leakage detector 12) and starts communicating with the ECU 28a. Figure 6 As shown in (b), the ECU 28a sets the leakage detection of the battery pack 20 to the on state, as shown in FIG. Figure 6 As shown in (c), the execution status indicating that the leakage detection is in the ON state is transmitted to the ECU 18d.

[0086] like Figure 6 As shown in (C), when the ECU 18a receives the execution status, Figure 6 As shown in (D), the ECU 28a is requested to turn off the leakage detection of the battery pack 20.

[0087] like Figure 6 As shown in (d) of FIG. 1 , the detection request determination process is executed in the ECU 28a. Figure 6As shown in the flowchart on the left side of FIG, the process includes: a step of determining whether there is a request to turn on the leakage detection (S300); if there is a request to turn on the leakage detection ("Yes" in S300), setting the leakage detection to the ON state (S302); if there is no request to turn on the leakage detection ("No" in S300), a step of determining whether there is a request to turn off the leakage detection (S304); and if there is a request to turn off the leakage detection ("Yes" in S304), setting the leakage detection to the OFF state (S306). Therefore, when the request to turn off the leakage detection is received from the ECU 18a, the leakage detection is set to the OFF state.

[0088] like Figure 6 As shown in (e), when the ECU 28a sends an execution status indicating that the leakage detection is in the off state, as shown in Figure 6 As shown in (E), the execution status is received in the ECU 18a. Then, when the SMR 13 is set to the disconnected state at the time of Ready-OFF, as shown in Figure 6 (F) indicates that the ECU 28 a is requested to activate the leakage detection in the battery pack 20 .

[0089] like Figure 6 (f) and Figure 6 As shown in (g), the detection request determination process is executed in the ECU 28a, and the leakage detection is set to the ON state. After the leakage detection is performed, the ECU 28a becomes the OFF state. On the other hand, in the ECU 18a, as shown in Figure 6 (G) and Figure 6 As shown in (H), the execution sequence ends and the ECU 18a becomes OFF. By using the execution status to set the timing for turning on the leakage detection of the battery packs 20A and 20B, the ECU 18a can avoid interference between the leakage detection of the battery packs 20A and 20B and between the battery pack 20 and the vehicle body 10. For example, when the ECU 18a Figure 3 as well as Figure 4 The ECU 18a may also use the state of leakage detection on the vehicle body 10 to request a change in the state of leakage detection of the battery packs 20A, 20B.

[0090] As described above, according to the vehicle 100 of this embodiment, when the battery packs 20A, 20B and the electrical equipment of the vehicle body 10 are electrically disconnected, the ECU 28b and ECU 18d detect whether there is leakage in each of the battery packs 20A, 20B and the electrical equipment of the vehicle body 10. Therefore, leakage can be detected with high accuracy in each of the battery packs 20A, 20B and the electrical equipment of the vehicle body 10. Furthermore, when the battery packs 20A, 20B and the electrical equipment of the vehicle body 10 are electrically connected, the ECU 18d detects whether there is leakage in the battery packs 20A, 20B and the electrical equipment of the vehicle body 10. Since leakage detection for the battery packs 20A, 20B is set to off, interference between leakage detection by the ECU 28b using the battery pack 20 and leakage detection by the ECU 18d can be avoided, and leakage detection can be performed while the battery packs 20A, 20B and the electrical equipment of the vehicle body 10 are connected. In this way, leakage detection is performed according to the attachment and detachment status of the battery packs 20A and 20B, so that the leakage occurrence location can be identified while avoiding interference. Therefore, a vehicle can be provided that can appropriately detect leakage when multiple leakage detection devices are installed.

[0091] Modifications are described below.

[0092] In the above embodiment, the case where the vehicle 100 is equipped with two battery packs 20A and 20B is shown as an example, but the number of battery packs mounted may be one or three or more.

[0093] Furthermore, in the above embodiment, the case where the execution entity of the leakage determination process is ECU 18a is used as an example for explanation, but the execution entity of the leakage determination process or the switching entity of SMR 13, 23 is not limited to ECU 18a. For example, it can also be ECU 18d or other ECUs mounted on the vehicle body 10.

[0094] and then, Figure 1 The illustrated vehicle body structure can be modified as appropriate. For example, SMR 13 of vehicle body 10 or SMR 23 of battery pack 20 can be omitted. Furthermore, at least one of DC inlet 14b and AC inlet 15b can be omitted, or a single inlet can be used for both AC and DC. These inlets can also be configured to transmit power bidirectionally. The vehicle body can also use power output from the installed battery pack to perform external power supply (Vehicle to Everything: V2X).

[0095] Furthermore, all or part of the above-mentioned modifications may be appropriately combined and implemented.

[0096] The embodiments disclosed herein are to be considered in all respects as illustrative and non-restrictive. The scope of the present invention is indicated by the claims rather than the above description, and is intended to encompass all modifications within the meaning and scope equivalent to the claims.

Claims

1. A vehicle comprising: vehicle body; a battery capable of being loaded and unloaded from the vehicle body; A first detection device is provided on the battery to detect whether there is leakage; as well as The second detection device is provided on the vehicle body to detect whether there is leakage. The first detection device and the second detection device each detect the presence of the leakage in a first state where the battery and the electrical equipment of the vehicle body are electrically disconnected. The second detection device detects the presence or absence of the electrical leakage in a second state in which the battery and the electrical device are electrically connected.

2. The vehicle according to claim 1, wherein The second detection device detects the presence of the electrical leakage while the detection of the presence of the electrical leakage by the first detection device is stopped in the second state.

3. The vehicle according to claim 1, wherein The vehicle further includes a control device that obtains information on the detection results of the presence or absence of the leakage from the first detection device and the second detection device. In the second state, the control device obtains the execution status of the leakage detection, The control device uses the acquired execution status to make one of a request to use the first detection device to detect the electrical leakage and a request to stop detecting the electrical leakage.

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