Vehicle and control method

Abstract

This prevents gases generated from the energy storage device from entering the vehicle's interior. [Solution] The electric vehicle 100 comprises a vehicle body, a battery module 50, a hydrogen sulfide sensor 70, an air conditioning unit 170, and an ECU 150. When the hydrogen sulfide sensor 70 detects the generation of gas or predicts the generation of gas, the ECU 150 reduces the airflow from the air conditioning unit 170 compared to a comparison state. The comparison state includes a state in which the hydrogen sulfide sensor 70 does not detect the generation of gas.

Description

Technical Field

[0007] ,

[0001] The present disclosure relates to a vehicle and a method for controlling the vehicle.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2024-127556 (Patent Document 1) discloses that, in a vehicle equipped with all individual batteries housed in a case, when gas is generated in the case, a shut-off process for separating the interior of the vehicle from the outside air is executed. Japanese Unexamined Patent Application Publication No. 2024-127556 (Patent Document 1) discloses, as an example of the shut-off process, a process of switching the air circulation path to the recirculation path by an air conditioner.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, when suddenly switching to the recirculation path during the operation of the air conditioner, the generated gas may enter the vehicle interior due to the pressure difference.

[0005] Here, as one of the factors causing the pressure difference, it is considered that negative pressure is generated between the valve that blocks the outside air and the fan disposed in the air conditioner. As a result, the generated gas may flow in through the gap of the valve that blocks the outside air.

[0006] The present disclosure has been made to solve the above problems, and an object thereof is to provide a vehicle and a control method capable of suppressing the gas generated from the power storage device from entering the vehicle interior.

Means for Solving the Problems

[0007] The vehicle relating to the first aspect of this disclosure comprises a vehicle body, an energy storage device mounted on the vehicle body, a detection device for detecting the generation of gas from the energy storage device, an air conditioning system capable of adjusting the airflow in the passenger compartment and switching between an internal air mode for circulating the air in the passenger compartment and an external air mode for bringing in outside air, and a control device. When the detection device detects the generation of gas, the control device switches to internal air mode after reducing the airflow from the air conditioning system to a specified value or stopping the airflow.

[0008] The vehicle relating to the second aspect of this disclosure comprises a vehicle body, an energy storage device mounted on the vehicle body, a detection device that detects the generation of gas from the energy storage device or that gas generation is predicted, an air conditioning system capable of adjusting the airflow rate inside the vehicle cabin, and a control device. When the detection device detects the generation of gas or that gas generation is predicted, the control device reduces the airflow rate from the air conditioning system compared to the comparison state. The comparison state includes a state in which the detection device does not detect the generation of gas.

[0009] The vehicle relating to the third aspect of this disclosure comprises a vehicle body, an energy storage device mounted on the vehicle body, a detection device for detecting the generation of gas from the energy storage device or for detecting the expected generation of gas, an air conditioning system capable of adjusting the airflow rate inside the vehicle and the amount of outside air taken into the vehicle, and a control device. When the detection device detects the generation of gas or for which the generation of gas is expected, the control device reduces the amount of outside air taken into the vehicle after the airflow rate from the air conditioning system has been reduced to a specified value or stopped. [Effects of the Invention]

[0010] According to this disclosure, when the detection device detects the generation of gas, the control device switches to recirculation mode after reducing the airflow from the air conditioning system to a specified value or stopping the airflow. Furthermore, according to this disclosure, when the detection device detects the generation of gas or the generation of gas is predicted, the control device reduces the airflow from the air conditioning system compared to a comparison state. The comparison state includes a state in which the detection device does not detect the generation of gas. Furthermore, according to this disclosure, when the detection device detects the generation of gas or the generation of gas is predicted, the control device reduces the amount of outside air taken into the vehicle interior after reducing the airflow from the air conditioning system to a specified value or stopping the airflow. These disclosures make it possible to suppress the entry of gas into the vehicle interior. [Brief explanation of the drawing]

[0011] [Figure 1] This figure shows the configuration of an electric vehicle according to one embodiment. [Figure 2] This is a perspective view showing the configuration of a battery case according to one embodiment. [Figure 3] This is a cross-sectional view along line III-III in Figure 2. [Figure 4] This figure shows the configuration of an air conditioning system according to one embodiment. [Figure 5] This is a diagram showing an example of the settings for an air conditioning system. [Figure 6] This flowchart shows an example of a process performed by the ECU. [Figure 7] This diagram shows the state of the air conditioning system before the airflow was changed. [Figure 8] This diagram shows the state of the air conditioning system after changing the airflow. [Figure 9] This flowchart shows an example of a process performed by the ECU. [Figure 10] This diagram shows the state of the air conditioning system after changing the airflow. [Figure 11] This flowchart shows an example of a process performed by the ECU. [Figure 12] This diagram shows the state of the air conditioning system before the airflow was changed. [Figure 13] It is a diagram showing the state of the air conditioner after the air volume is changed. [Figure 14] It is a flowchart showing an example of the process executed by the ECU. [Figure 15] It is a diagram showing the state of the air conditioner after the air volume is changed. [Figure 16] It is a flowchart showing an example of the process executed by the ECU. [Figure 17] It is a diagram showing the state of the air conditioner after the air volume is changed. [Figure 18] It is a flowchart showing an example of the process executed by the ECU.

Mode for Carrying Out the Invention

[0012] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

[0013] (Embodiment 1) FIG. 1 is a diagram schematically showing the overall configuration of an electric vehicle 100 equipped with a battery system according to the present embodiment. The electric vehicle 100 includes a battery 200 that stores power for running. The electric vehicle 100 is configured to be able to run using the power stored in the battery 200. In the present embodiment, the electric vehicle 100 is a battery electric vehicle (BEV) that does not include an engine (internal combustion engine), but may be a hybrid vehicle (HEV) equipped with an engine, or a plug-in hybrid vehicle (PHEV). Note that the electric vehicle​​​​​

[0015] The ECU 150 may be a computer. The processor 151 may be a CPU (Central Processing Unit). The RAM 152 functions as working memory to temporarily store data processed by the processor 151.

[0016] The storage device 153 is configured to store the stored information. In addition to the program, the storage device 153 stores information used by the program (for example, maps, formulas, and various parameters). When the processor 151 executes the program stored in the storage device 153, various controls in the ECU 150 are performed.

[0017] The signal receiving unit 154 receives predetermined signals from other devices of the ECU 150. For example, the signal receiving unit 154 receives information (signals) from the hydrogen sulfide sensor 70 (described later) indicating that hydrogen sulfide has been generated in the battery case 90.

[0018] The monitoring module 130 includes various sensors to detect the state of the battery 200 (e.g., voltage, current, and temperature) and outputs the detection results to the ECU 150. In addition to the above sensor functions, the monitoring module 130 may also be a Battery Management System (BMS) that further has a State of Charge (SOC) estimation function, a State of Health (SOH) estimation function, a cell voltage equalization function, a diagnostic function, and a communication function. The ECU 150 can acquire the state of the battery 200 (e.g., temperature, current, voltage, SOC, and internal resistance) based on the output of the monitoring module 130. The battery 200 is charged (externally charged) by power supplied from a charging facility.

[0019] The electric vehicle 100 further comprises a drive unit 110, an HMI (Human Machine Interface) device 120, hazard lamps 140, an external display 160, an air conditioning unit 170, multiple windows 180, an exhaust unit 190, and drive wheels W.

[0020] The drive unit 110 includes a PCU (Power Control Unit) and an MG (Motor Generator) (not shown), and is configured to drive the electric vehicle 100 using the power stored in the battery 200. The PCU is composed of, for example, an inverter, a converter, and a relay (hereinafter referred to as "SMR (System Main Relay)"). The PCU is controlled by the ECU 150.

[0021] The MG is, for example, a three-phase AC motor generator. The MG is driven by the PCU and configured to rotate the drive wheels W. The PCU drives the MG using power supplied from the battery 200. The MG is also configured to perform regenerative power generation and supply the generated power to the battery 200. The SMR is configured to switch the connection / disconnection of the power path from the battery 200 to the PCU. The SMR is closed (connected) when the electric vehicle 100 is running.

[0022] The HMI device 120 includes an input device and a display device. The HMI device 120 may also include a touch panel display. The HMI device 120 is an example of a "notification device" that notifies the user of information regarding the electric vehicle 100.

[0023] The hazard lights 140 are lamps positioned on the front, rear, left, and right sides of the electric vehicle 100. The hazard lights 140 are the same type of lamps as the turn signals and function as emergency flashing indicator lights. The external display unit 160 is, for example, an LED display unit. The external display unit 160 is installed on the rear window so that the displayed content can be viewed from outside the electric vehicle 100. In addition, the hazard lights 140 or the external display unit 160 may function as an "notification device" that informs the user of information regarding the electric vehicle 100.

[0024] The air conditioning unit 170 is a device that adjusts the temperature inside the vehicle. The air conditioning unit 170 is controlled by the ECU 150. Details of the air conditioning unit 170 will be described later. The multiple windows 180 are openable windows that shield the inside of the vehicle from the outside air. The windows 180 may include, for example, the side windows of the electric vehicle 100 and a sunroof (not shown). The opening and closing of the multiple windows 180 is controlled by the ECU 150.

[0025] The exhaust unit 190 is configured to exhaust the air inside the vehicle cabin to the outside of the electric vehicle 100. For example, the exhaust unit 190 is configured to be openable and closable by the ECU 150, and exhausts the air inside the vehicle cabin when open. As shown in Figure 1, the exhaust unit 190 is located at the bottom of the vehicle cabin. Although only one exhaust unit 190 is shown in Figure 1, there may be multiple exhaust units 190. For example, the exhaust units 190 may be located at the front and rear of the vehicle cabin.

[0026] Figure 2 is a perspective view of the battery 200. The battery 200 includes a battery case 90 and a battery module 50 housed in the battery case 90. Note that the battery module 50 is an example of an "energy storage device".

[0027] The battery case 90 includes a lower case 91 and an upper case 92. In this embodiment, two battery modules 50 are housed in the space formed by the lower case 91 and the upper case 92. The upper case 92 is provided with a breathing membrane 61. The breathing membrane 61 will be described later. The battery 200 is mounted on the outside of the passenger compartment of the electric vehicle 100. The battery 200 may also be mounted on the inside of the passenger compartment of the electric vehicle 100, or it may be mounted on the floor of the electric vehicle 100.

[0028] Figure 3 shows a schematic configuration of the battery 200. Figure 3 is a cross-section along line III-III in Figure 2. The battery module 50 is a battery pack made up of multiple individual cells 10 connected together. The multiple individual cells 10 are sulfide-based all-solid-state batteries. The multiple individual cells 10 are arranged and stacked between a pair of end plates 31 and 32. In the multiple individual cells 10, the sulfur components contained in the individual cells 10 react with moisture in the air to generate hydrogen sulfide, which may be released into the battery case 90. Note that hydrogen sulfide is an example of the "gas" in this disclosure.

[0029] Multiple single cells 10 are stacked and sandwiched between a pair of end plates 31 and 32, and a predetermined restraining load is applied by restraining bands (not shown) or the like. The pair of end plates 31 and 32 are fixed to the bottom plate 30 by brackets 41 and 42, respectively. The battery module 50, consisting of the multiple single cells 10 stacked between the pair of end plates 31 and 32 and the bottom plate 30, is fixed to the bottom surface 91a of the lower case 91. The battery case 90 is a housing that contains the battery module 50.

[0030] A duct 60 is provided in the upper case 92. The duct 60 is a passage that connects the inside and outside of the battery case 90. When the internal pressure of the battery case 90 increases, it expels the air inside the battery case 90 to the outside, and when the internal pressure of the battery case 90 decreases, it takes in outside air. The duct 60 is installed in an opening formed in the ceiling surface 92a of the upper case 92.

[0031] At the ends of the duct 60, breathable membranes 61 and 62 made of air-permeable waterproof (moisture-permeable waterproof) sheets are provided. The air-permeable waterproof (moisture-permeable waterproof) sheets may be, for example, GORE-TEX (registered trademark). A desulfurizing agent 63 is placed inside the duct 60. The desulfurizing agent 63 may be, for example, a pellet-shaped desulfurizing agent mainly composed of iron oxide, which chemically adsorbs hydrogen sulfide. When the internal pressure of the battery case 90 increases, the air inside the battery case 90 is discharged to the outside through the duct 60, as indicated by the dashed arrow. At this time, the hydrogen sulfide contained in the air is chemically adsorbed by the desulfurizing agent 63, and the hydrogen sulfide is purified. In this way, the duct 60 functions as a desulfurizing unit.

[0032] A hydrogen sulfide sensor 70 is located inside the battery case 90. The hydrogen sulfide sensor 70 is a sensor that detects the concentration of hydrogen sulfide (H2S) contained in the atmosphere and outputs a signal indicating the detection result to the ECU 150 (signal receiving unit 154). The hydrogen sulfide sensor 70 may be, for example, a hot-wire semiconductor sensor or a constant-potential electrolytic sensor. In this embodiment, the hydrogen sulfide sensor 70 is provided on the bottom surface 91a of the lower case 91 and one is provided around the battery module 50. The hydrogen sulfide sensor 70 is an example of a "detection device". Note that the placement position and number of hydrogen sulfide sensors 70 are not limited to the above example.

[0033] Figure 4 shows a detailed configuration of the air conditioning unit 170. The air conditioning unit 170 includes an internal air intake section 172, an external air intake section 173, a duct 174, an exhaust section 175, an evaporator 176, a heater core 177, and a refrigeration cycle 178. In Figure 4, an example of airflow is shown by a dashed line.

[0034] The interior air intake section 172 is an air intake port for interior air circulation that draws in air from the vehicle interior and introduces it into the duct 174. The interior air intake section 172 is equipped with a solenoid valve 172a for controlling the conductivity of the interior air intake section 172. The opening and closing of the solenoid valve 172a is controlled by the ECU 150.

[0035] The outside air intake section 173 is an air intake port for outside air circulation that draws in outside air and introduces it into the duct 174. The outside air intake section 173 is equipped with a solenoid valve 173a for controlling the conduction of the outside air intake section 173. The solenoid valve 173a is opened and closed by the ECU 150. The exhaust section 175 exhausts the air that has flowed through the duct 174 into the vehicle interior.

[0036] The evaporator 176 and heater core 177 are each located within the duct 174. The evaporator 176 cools the air flowing through the duct 174. The heater core 177 heats the air flowing through the duct 174. The evaporator 176 is connected to the refrigeration cycle 178.

[0037] The ECU 150 controls whether air is introduced into the duct 174 from the internal air intake section 172 or the external air intake section 173. Specifically, the ECU 150 controls the air circulation path by controlling the open / closed state of the solenoid valves 172a and 173a, respectively.

[0038] Among the air circulation paths, one example of the "recirculating air mode" in this disclosure is a mode in which air is introduced from the recirculating air intake section 172 to the duct 174 and the air inside the vehicle cabin is circulated. Another example of the "outside air mode" in this disclosure is a mode in which air is introduced from the outside air intake section 173 to the duct 174 and outside air is brought into the vehicle cabin. The ECU 150 switches between the recirculating air mode and the outside air mode by controlling the air conditioning unit 170.

[0039] The air conditioning unit 170 can adjust the airflow inside the vehicle by changing the rotation speed of a fan (not shown in the diagram). The ECU 150 adjusts the airflow inside the vehicle by controlling the fan provided in the air conditioning unit 170.

[0040] Here, hydrogen sulfide generated in the battery case 90 is adsorbed by the desulfurizing agent 63 in the duct 60, but some of it may be discharged into the outside air through the breathing membrane 61. For this reason, it is desirable to suppress the entry of hydrogen sulfide discharged into the outside air into the vehicle interior.

[0041] Therefore, in the electric vehicle 100 of this embodiment, when hydrogen sulfide is generated from the battery 200 in the battery case 90, the ECU 150 controls the air conditioning system 170 to prevent the generated gas from entering the passenger compartment.

[0042] The settings for the air conditioning unit 170 will now be explained. Figure 5 shows an example of the settings for the air conditioning unit 170. As shown in Figure 5, the settings for the air conditioning unit 170 allow for adjustment of the airflow inside the vehicle and switching between an internal air mode that circulates the air inside the vehicle and an external air mode that brings outside air into the vehicle.

[0043] For example, the airflow can be adjusted to multiple levels: stop, low, medium, and high. Stop indicates zero airflow. Low, medium, and high each have defined ranges, and each range may be further adjustable to multiple levels. The circles and crosses in Figure 5 indicate whether or not hydrogen sulfide is likely to enter the vehicle interior within 5 minutes of detection. A circle indicates that there is no possibility of hydrogen sulfide entering the vehicle interior, while a cross indicates that there is a possibility of hydrogen sulfide entering the vehicle interior.

[0044] As shown in Figure 5, in recirculation mode, if the airflow is below the specified value (low) or stopped, hydrogen sulfide will not enter the vehicle interior. On the other hand, in recirculation mode, if the airflow exceeds the specified value (low) (medium or high), there is a possibility that hydrogen sulfide may enter the vehicle interior. In fresh air mode, if the airflow is stopped, there is no possibility that hydrogen sulfide may enter the vehicle interior. On the other hand, in fresh air mode, if the airflow is low, medium, or high, there is a possibility that hydrogen sulfide may enter the vehicle interior.

[0045] Therefore, if hydrogen sulfide generation is detected, it is desirable to set the airflow to low or stopped in recirculating mode, and to stop the airflow in recirculating mode. However, in recirculating mode, even if the airflow is stopped, the solenoid valve 173a for controlling the conduction of the recirculating air intake 173 is open, so there is a possibility that hydrogen sulfide may enter the duct 174. For this reason, if hydrogen sulfide generation is detected, it is preferable to set the system to recirculating mode rather than recirculating mode.

[0046] Next, the control method for the electric vehicle 100 will be described. Figure 6 is a flowchart showing an example of the process performed by the ECU 150. The series of processes shown in this flowchart are repeatedly executed at predetermined intervals.

[0047] In step 1 (hereinafter referred to as S), the ECU 150 detects gas generation if the detected value from the hydrogen sulfide sensor 70 is greater than a predetermined threshold. If the ECU 150 does not detect gas generation in S1 (NO in S1), it terminates the process.

[0048] If the ECU 150 detects gas generation in S1 (YES in S1), it notifies the user of the electric vehicle 100 of the gas generation (the detected hydrogen sulfide level has exceeded a threshold) (S2). For example, the ECU 150 causes the HMI device 120 of the electric vehicle 100 to display a message indicating that the detected hydrogen sulfide level is high. The ECU 150 may also notify the user by illuminating a lamp or by making an audible announcement.

[0049] Next, the ECU 150 performs a process to close at least one window (S3). For example, the ECU 150 closes all of the windows 180. Specifically, the ECU 150 outputs a signal to a drive unit (not shown) that drives the windows 180 to close the windows 180.

[0050] Next, the ECU150 determines whether the current airflow is below a specified value (low airflow) (S4). For example, the ECU150 determines the current airflow based on a signal from a fan (not shown). If the ECU150 determines that the current airflow exceeds a specified value (medium or high airflow) (NO in S4), it stops the airflow (S5). Note that the process in S5 is not limited to stopping the airflow; it may also be a control that reduces the airflow to below a specified value.

[0051] If ECU150 determines in S4 that the current airflow is below the specified value (low airflow) (YES in S4), it maintains the current airflow (S6). After processing S5 and S6, ECU150 sets the air conditioner 170 to internal air mode (S7) and terminates the process.

[0052] Note that in S6 of Figure 6, if it is determined that the current airflow is below the specified value (low airflow) (YES in S4), the current airflow is maintained. However, regardless of whether it is below the specified value or not, the airflow may be stopped as shown in S5.

[0053] As described above, in this embodiment, when the hydrogen sulfide sensor 70 detects the generation of gas, the ECU 150 performs a process (S7) to switch to recirculation mode after reducing the airflow from the air conditioner 170 to a specified value (low airflow) or stopping the airflow (S5). As a result, the electric vehicle 100 can prevent gas generated by the pressure difference when the air conditioner 170 switches its circulation path due to the airflow exceeding the specified value from entering the passenger compartment.

[0054] In the above embodiment, when the hydrogen sulfide sensor 70 detects the generation of gas, the ECU 170 determines the current airflow rate of the air conditioner 170 (S4), and if the determined airflow rate is higher than a specified value (low airflow rate), it sets the airflow rate of the air conditioner 170 to the specified value or lower (S6), and if the determined airflow rate is less than or equal to the specified value, it maintains the current airflow rate (S6). As a result, the electric vehicle 100 can prevent gas generated by the pressure difference when the air conditioner 170 switches circulation paths due to the airflow rate exceeding the specified value from entering the passenger compartment.

[0055] In the above embodiment, the electric vehicle 100 is equipped with a plurality of openable and closable windows 180 that shield the interior of the vehicle from the outside air. The ECU 150 controls the opening and closing of the plurality of windows 180. When the hydrogen sulfide sensor 70 detects the generation of gas, the ECU 150 closes the plurality of windows 180 (S3). This allows the electric vehicle 100 to suppress the entry of gas into the vehicle interior. The ECU 150 may close only a portion of the plurality of windows 180. Furthermore, the ECU 150 may close the windows 180 to the extent that a small gap remains, rather than completely closing them.

[0056] In the above embodiment, the electric vehicle 100 is equipped with an HMI device 120 that informs the user of information regarding the electric vehicle 100. When the hydrogen sulfide sensor 70 detects the generation of gas, the EC150 notifies the user of the gas generation via the HMI device 120 (S2). This allows the electric vehicle 100 to easily inform the user that gas is being generated.

[0057] This disclosure relates to a control method for controlling an electric vehicle 100 equipped with a battery module 50 in the vehicle body. The control method, when the hydrogen sulfide sensor 70 detects the generation of gas, sequentially executes the steps of setting the airflow of the air conditioner 170 to a specified value (low airflow) or less (S6), or stopping the airflow (S5), and switching to internal air mode (S7). As a result, the control method of this embodiment can suppress the entry of gas generated by the pressure difference when the circulation path of the air conditioner 170 is switched due to the airflow exceeding the specified value into the vehicle interior.

[0058] In this case, if an internal short circuit occurs in the single cell 10, the current in the single cell 10 increases and the temperature rises. The electric vehicle 100 may detect the generation of hydrogen sulfide by detecting the rise in the cell temperature of the single cell 10 using a temperature sensor or the like.

[0059] Furthermore, if hydrogen sulfide is generated in the single cell 10, there will be a location where the pressure changes. The electric vehicle 100 may detect the generation of hydrogen sulfide based on the increase in the detected value of the pressure sensor by placing a pressure sensor at the location where the pressure changes.

[0060] (Embodiment 2) Embodiment 1 described a case in which two solenoid valves are provided: a solenoid valve 172a for controlling the conduction of the internal air intake section 172 and a solenoid valve 173a for controlling the conduction of the external air intake section 173. Embodiment 2 is a configuration in which the conduction of the internal air intake section 172 and the external air intake section 173 is controlled by a single solenoid valve 179.

[0061] Figure 7 shows the state of the air conditioning unit 170 before the airflow rate is changed. Figure 8 shows the state of the air conditioning unit 170 after the airflow rate is changed. As shown in Figures 7 and 8, in Embodiment 2, one solenoid valve 179 is installed at the branching point between the internal air intake section 172 and the external air intake section 173. In Embodiment 2, a fan 300, which was not shown in Embodiment 1, is shown inside the air conditioning unit 170. Also in Embodiment 2, a passenger compartment 310, which was not shown in Embodiment 1, is shown. Here, a passenger compartment 310 and an air-conditioned space 320 are formed inside the vehicle. The air-conditioned space 320 is a space defined within the air conditioning unit 170 and includes the internal air intake section 172, the external air intake section 173, the duct 174, the exhaust section 175, etc. The ECU 150 adjusts the amount of air flowing from the air-conditioned space 320 into the passenger compartment 310 by controlling the rotational speed of the fan 300.

[0062] The airflow of the air conditioning unit 170 is adjusted, for example, based on an airflow map corresponding to the difference between the set temperature and the outside temperature. Such a map is stored in the storage device 153. For example, the map is configured to increase the airflow when the difference between the set temperature and the outside temperature is large, and decrease the airflow when the difference is small. When changing the airflow, the corresponding map may be used, or a value obtained by multiplying the output of the map by a predetermined number may be used. The airflow may also be changed by a mathematical formula or the like instead of a map.

[0063] In Embodiment 1, the battery 200 was shown to be a sulfide-based all-solid-state battery, but the battery 200 is not limited to a solid-state battery. The battery 200 may be a lithium-ion battery with an electrolyte, an LFP battery (lithium iron phosphate battery), etc. In Embodiment 1, hydrogen sulfide was described as an example of "gas". The "gas" may be something other than hydrogen sulfide. For example, the "gas" may be carbon dioxide, carbon monoxide, hydrogen fluoride, hydrocarbon gases, etc., and include various types that are generated by the combustion of the energy storage device. In any case, it is undesirable for gases harmful to the human body to enter the vehicle compartment 310.

[0064] Furthermore, in Embodiment 1, a hydrogen sulfide sensor 70 for detecting the concentration of hydrogen sulfide was described as an example of a "detection device." The "detection device" may also detect the generation of gases other than the hydrogen sulfide described above. Alternatively, it may detect the prediction of gas generation rather than detecting the generation of gas.

[0065] One example of detecting the predicted generation of gas is to detect the temperature rise of the battery 200 using a temperature sensor or the like. The ECU 150 can predict that gas will be generated in the future if the temperature sensor reading is higher than a specified value. Alternatively, a sealing member may be installed on the battery 200, and a pressure sensor may be installed adjacent to the sealing member. The ECU 150 can then predict that gas will be generated in the future based on the value detected by the pressure sensor. Damage to the battery 200 can increase its internal pressure, potentially increasing the pressure on the sealing member. The ECU 150 can predict that gas will be generated in the future if the pressure sensor reading is higher than a specified value.

[0066] Furthermore, the detection of predicted gas generation may be triggered when the detected value of a strain gauge, displacement sensor, etc., exceeds a specified value. The detection of predicted gas generation may also be triggered using at least one of the various sensors included in the monitoring module 130 that detect the state of the battery 200. Alternatively, the detection of predicted gas generation may be triggered when the voltage change, current change, etc., of the battery 200 exceeds a reference range, and any method of detection is acceptable.

[0067] As shown in Figure 7, the ECU 150 controls the fan 300 in outside air mode so that fluid flows into the passenger compartment 310 at an airflow rate F1. The state in Figure 7 is an example of a "comparison state." A "comparison state" includes a state in which the hydrogen sulfide sensor 70 does not detect the generation of hydrogen sulfide, and a state in which the hydrogen sulfide sensor 70 does not detect that the generation of hydrogen sulfide is predicted.

[0068] As shown in Figure 8, when the hydrogen sulfide sensor 70 detects the generation of hydrogen sulfide or detects that the generation of hydrogen sulfide is predicted, the ECU 150 controls the fan 300 so that the airflow rate F2 is smaller than the airflow rate F1 compared to the comparison state. An example of the process performed by the ECU 150 to change the airflow rate from F1 to F2 will be explained below. Figure 9 is a flowchart showing an example of the process performed by the ECU 150.

[0069] In S11, the ECU 150 determines whether it has detected the generation of gas or the prediction of gas generation based on the detection value of the hydrogen sulfide sensor 70. For example, the ECU 150 may detect the generation of gas based on the signal from the hydrogen sulfide sensor 70, and detect the prediction of gas generation based on the detection values ​​of the various sensors that detect the prediction of gas generation as described above.

[0070] If the ECU 150 does not detect the generation of gas or does not detect that the generation of gas is expected in S11 (NO in S11), it terminates the process. If the ECU 150 detects the generation of gas or detects that the generation of gas is expected in S11 (YES in S11), it notifies the user of the electric vehicle 100 of the generation of gas (or the expected generation of gas) (S12). For example, the ECU 150 causes the HMI device 120 of the electric vehicle 100 to display a message indicating that the generation of gas or the expected generation of gas is present. The ECU 150 may also notify the user by illuminating a lamp or by sound. The manner of notification to the user may differ depending on whether the generation of gas has been detected or whether the generation of gas is expected.

[0071] Next, the ECU 150 performs a process to close at least one window (S13). At this point, as the electric vehicle 100 is running with gas being generated, there is a possibility that the generated gas may enter through multiple windows 180. Specifically, if at least some of the multiple windows 180 are open, the generated gas may enter the passenger compartment 310 through the open portion due to the diffusion effect of air moving from areas of high concentration to areas of low concentration, or due to the effect of the airflow generated as the speed of the electric vehicle 100 increases. Therefore, the ECU 150 controls all of the multiple windows 180 to be in a closed state by outputting a signal to a drive unit (not shown) that drives the windows 180 to close the windows 180.

[0072] Next, the ECU 150 controls the fan 300 to either reduce the airflow to a specified value or stop the fan 300 (S14). In S14, for example, if the current airflow exceeds a specified value (medium, high), the ECU 150 reduces the airflow to a specified value (low) or less. Alternatively, in S14, the ECU 150 may stop the airflow. The processes in S11 to S14 can prevent the generated gas from entering the vehicle compartment 310. Note that the gas can also be prevented from entering the vehicle compartment 310 by the process in S14 alone without the processes in S12 and S13. Similarly, in the other examples shown below, the processes corresponding to S12 and S13 may be omitted.

[0073] (Variation 1) In Modification 1, the control method for the solenoid valve 179 differs from that of Embodiment 2. Figure 10 shows the state of the air conditioning system 170 after the airflow rate has been changed in Modification 1. Figure 10 corresponds to the state shown in Figure 7, which shows the state after the change from the state before the airflow rate change. Figure 11 is a flowchart showing an example of the processing performed by the ECU 150. The control method of Modification 1 will be explained using Figures 10 and 11.

[0074] As shown in Figure 10, when the ECU 150 detects the generation of gas or predicts the generation of gas, it controls the fan 300 so that the airflow rate F2 is smaller than the airflow rate F1 shown in the comparison state in Figure 7. The ECU 150 further reduces the amount of outside air taken into the vehicle compartment 310 by adjusting the opening of the solenoid valve 179 so that the solenoid valve 179 moves from the interior air intake 172 to the exterior air intake 173. In other words, by adjusting the opening of the solenoid valve 179, the ECU 150 reduces the amount of outside air taken into the vehicle compartment 310 and increases the amount of interior air taken into the vehicle compartment 310.

[0075] An example of the processing performed by ECU150 will be described. Figure 11 is a flowchart of an example of the processing performed by ECU150. In Figure 11, the processing from S21 to S24 is the same as the processing from S11 to S14 in Figure 9, so the explanation is omitted. After processing in S24, ECU150 sets the opening of the solenoid valve 179 so that the opening of the internal air is greater than that of the external air (S25). In this way, ECU150 reduces the amount of external air taken into the passenger compartment 310 and increases the amount of internal air taken into the passenger compartment 310.

[0076] When the ECU 150 detects the generation of gas or predicts the generation of gas through processing S21 to S25, it reduces the airflow from the air conditioning unit 170 compared to the comparison state shown in Figure 7, and also reduces the amount of outside air taken into the vehicle compartment 310 after reducing the airflow. Furthermore, when the ECU 150 detects the generation of gas or predicts the generation of gas, it reduces the amount of outside air taken into the vehicle compartment 310 after the airflow has been reduced to below a specified value or after the airflow has been stopped.

[0077] Here, as shown in Figure 10, a single solenoid valve 179 adjusts the amount of outside air and the amount of internal air taken into the vehicle compartment 310. By reducing the amount of outside air taken into the vehicle compartment 310, the amount of internal air taken into the vehicle compartment 310 increases. In this way, when the ECU 150 detects the generation of gas or detects that the generation of gas is expected, it reduces the airflow rate of the air conditioner 170 compared to the comparison state, and after reducing the airflow rate, it also reduces the amount of outside air taken into the vehicle compartment 310 and increases the amount of internal air taken into the vehicle compartment 310. Furthermore, when the ECU 150 detects the generation of gas or detects that the generation of gas is expected, after the airflow rate of the air conditioner 170 is set to below a specified value or after the airflow rate is stopped, it reduces the amount of outside air taken into the vehicle compartment 310 and increases the amount of internal air taken into the vehicle compartment 310.

[0078] As shown in Figure 11, in Modification 1, by operating the solenoid valve 179 after reducing the airflow, the operation of the solenoid valve 179 can be suppressed from being affected by the wind, and the opening degree of the solenoid valve 179 can be precisely set. This makes it possible to reliably reduce the amount of outside air entering the vehicle compartment 310.

[0079] (Modification 2) Modification 2 differs in the control method of the solenoid valves 172a and 173a in Embodiment 1. Figure 12 shows the state of the air conditioning unit 170 before the airflow rate is changed in Modification 2. Figure 13 shows the state of the air conditioning unit 170 after the airflow rate is changed in Modification 2. Figure 14 is a flowchart showing an example of the processing performed by the ECU 150. The control method of Modification 2 will be explained using Figures 12 to 14.

[0080] As shown in Figure 12, in comparison states, including a state where gas generation is not detected and a state where hydrogen sulfide sensor 70 does not detect that hydrogen sulfide generation is predicted, the ECU 150 closes solenoid valve 172a and fully opens solenoid valve 173a. As shown in Figure 12, in such an outside air mode, the ECU 150 controls the fan 300 so that fluid flows into the vehicle compartment 310 at an airflow rate F1.

[0081] As shown in Figure 13, when the ECU 150 detects the generation of gas or predicts the generation of gas, it controls the fan 300 so that the airflow rate F2 is smaller than the airflow rate F1 compared to the comparison state, without changing the opening of the solenoid valves 172a and 173a.

[0082] As shown in Figure 14, in S31, the ECU 150 determines whether it has detected the generation of gas or the prediction of gas generation. If the ECU 150 has not detected the generation of gas or the prediction of gas generation in S31 (NO in S31), it terminates the process. If the ECU 150 has detected the generation of gas or the prediction of gas generation in S31 (YES in S31), it notifies the user of the electric vehicle 100 of the generation of gas (or the prediction of gas generation) (S32).

[0083] Next, the ECU 150 performs a process to close at least one window (S33). Next, the ECU 150 controls the fan 300 to reduce the airflow to a specified value or to stop the fan 300 (S14). In S14, for example, if the current airflow exceeds a specified value (medium, high), the ECU 150 reduces the airflow to a specified value (low) or less. Alternatively, in S34, the ECU 150 may stop the airflow. Thus, since the modified example 2 is provided with two valves, solenoid valves 172a and 173a, the internal air mode and external air mode can be switched with the operation of a valve smaller than that of a single valve, thereby suppressing wind resistance due to valve operation, and preventing gas generated in the external air mode shown in Figure 13 from entering the passenger compartment 310 without changing the position of the valves.

[0084] (Variation 3) Modification 3 differs in the control method of the solenoid valves 172a and 173a in Embodiment 1. Figure 15 is a diagram showing the state of the air conditioning unit 170 after the airflow rate has been changed in Modification 3. Figure 15 corresponds to the diagram showing the state after the change from the state before the airflow rate change in Figure 12. Figure 16 is a flowchart showing an example of the processing performed by the ECU 150. The control method of Modification 3 will be explained using Figures 15 and 16.

[0085] As shown in Figure 15, when the ECU 150 detects the generation of gas or predicts the generation of gas, it controls the fan 300 so that the airflow rate F2 is smaller than the airflow rate F1 shown in the comparison state in Figure 12. Furthermore, the ECU 150 sets the solenoid valves 172a and 173a to reduce the opening degree of the solenoid valve 173a of the outside air intake 173 while keeping the solenoid valve 172a of the inside air intake 172 closed. In this way, the ECU 150 reduces the amount of outside air taken into the passenger compartment 310.

[0086] An example of the process performed by ECU150 will be described. In Figure 16, the processes from S41 to S44 are the same as the processes from S31 to S34 in Figure 14, so the explanation will be omitted. After the process in S44, ECU150 sets the opening degree of the solenoid valve 173a to be less than the maximum opening degree, which is fully open (S45). In this way, ECU150 reduces the amount of outside air taken into the vehicle compartment 310.

[0087] When the ECU 150 detects the generation of gas or predicts the generation of gas, it reduces the airflow from the air conditioning unit 170 compared to the comparison state shown in Figure 12, and also reduces the amount of outside air taken into the vehicle compartment 310 after reducing the airflow. Furthermore, when the ECU 150 detects the generation of gas or predicts the generation of gas, it reduces the amount of outside air taken into the vehicle compartment 310 after the airflow has been reduced to below a specified value or after the airflow has been stopped.

[0088] Thus, Modification 3 is equipped with two valves, solenoid valves 172a and 173a, which allows for individual fine-tuning of the amount of internal air circulation and the amount of external air intake. As a result, Modification 3 can suppress the entry of generated gas into the vehicle compartment 310 while fine-tuning the amount of external air intake, especially in external air mode.

[0089] (Modification 4) Modification 4 differs in the control method of the solenoid valves 172a and 173a in Embodiment 1. Figure 17 is a diagram showing the state of the air conditioning unit 170 after the airflow rate has been changed in Modification 4. Figure 17 corresponds to the diagram showing the state after the change from the state before the airflow rate change in Figure 12. Figure 18 is a flowchart showing an example of the processing performed by the ECU 150. The control method of Modification 3 will be explained using Figures 17 and 18.

[0090] As shown in Figure 17, when the ECU 150 detects the generation of gas or predicts the generation of gas, it controls the fan 300 so that the airflow rate F2 is smaller than the airflow rate F1 shown in the comparison state in Figure 12. The ECU 150 further sets the solenoid valves 172a and 173a so as to fully open the solenoid valve 172a of the internal air intake section 172 and reduce the opening degree of the solenoid valve 173a of the external air intake section 173. In this way, the ECU 150 reduces the amount of outside air taken into the passenger compartment 310 and increases the amount of internal air taken into the passenger compartment 310.

[0091] An example of the processing performed by ECU150 will be described. In Figure 18, the processing from S51 to S54 is the same as the processing from S31 to S34 in Figure 14, so the explanation will be omitted. After processing in S54, ECU150 sets the solenoid valve 173a of the outside air intake section 173 to be smaller than the comparison state, and the solenoid valve 172a of the inside air intake section 172 to be larger than the comparison state (S55).

[0092] When the ECU 150 detects the generation of gas or predicts the generation of gas, it reduces the airflow from the air conditioning unit 170 compared to the comparison state shown in Figure 12. After reducing the airflow, it also reduces the amount of outside air taken into the passenger compartment 310 and increases the amount of internal air taken into the passenger compartment 310. Furthermore, when the ECU 150 detects the generation of gas or predicts the generation of gas, after the airflow is reduced to below a specified value or after the airflow is stopped, it reduces the amount of outside air taken into the passenger compartment 310 and increases the amount of internal air taken into the passenger compartment 310.

[0093] As described above, Modified Model 4 is equipped with two valves, solenoid valves 172a and 173a, which allows for individual fine-tuning of the amount of internal air circulated and the amount of external air taken in. This enables Modified Model 4 to fine-tune the amount of external air taken in, especially in the internal air mode where a large amount of internal air can be circulated, thereby suppressing the generation of a pressure difference between the outside air and the air-conditioned space 320, and preventing the generated gas from entering the passenger compartment 310.

[0094] (others) The ECU150 may perform a control that combines any of the above-described controls. For example, the ECU150 may perform any of the following: control that sets the airflow to a specified value or less based on the detection of gas generation; control that stops the airflow based on the detection of gas generation; control that sets the airflow to a specified value or less based on the detection that gas generation is predicted; or control that stops the airflow based on the detection that gas generation is predicted.

[0095] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0096] 50 battery modules, 70 hydrogen sulfide sensors, 90 battery cases, 100 electric vehicles, 120 HMI devices, 170 air conditioning units, 180 windows, 200 batteries.

Claims

1. The vehicle body and The energy storage device mounted on the vehicle body, A detection device that detects the generation of gas from the energy storage device, or detects the prediction of gas generation, An air conditioning system that allows for adjustment of the airflow inside the vehicle, Equipped with a control device, When the detection device detects the generation of the gas or predicts the generation of the gas, the control device reduces the airflow from the air conditioning system compared to the comparison state. The aforementioned comparison state includes a vehicle in which the detection device does not detect the generation of the gas.

2. The vehicle according to claim 1, wherein the comparison state includes a state in which the detection device does not detect that the generation of the gas is predicted.

3. The aforementioned air conditioning system allows for adjustment of the amount of outside air taken into the vehicle interior. The vehicle according to claim 1 or 2, wherein when the detection device detects the generation of the gas or the generation of the gas is predicted, the control device reduces the airflow from the air conditioning system compared to the comparison state, and also reduces the amount of outside air taken into the vehicle interior after reducing the airflow.

4. The aforementioned air conditioning system allows for adjustment of the amount of internal air taken into the vehicle cabin. The vehicle according to claim 3, wherein when the detection device detects the generation of the gas or predicts the generation of the gas, the control device reduces the airflow from the air conditioning system compared to the comparison state, and after reducing the airflow, also reduces the amount of outside air taken into the vehicle interior and increases the amount of inside air taken into the vehicle interior.

5. The vehicle according to claim 4, wherein the air conditioning system changes the amount of outside air and inside air taken into the vehicle interior by adjusting a single switching valve.

6. The vehicle body and The energy storage device mounted on the vehicle body, A detection device that detects the generation of gas from the energy storage device, or detects the prediction of gas generation, An air conditioning system capable of adjusting the airflow inside the vehicle and the amount of outside air taken into the vehicle, Equipped with a control device, A vehicle wherein, when the detection device detects the generation of the gas or predicts the generation of the gas, the control device reduces the amount of outside air taken into the vehicle interior after the airflow rate of the air conditioning system is reduced to a specified value or stopped.

7. The aforementioned air conditioning system allows for adjustment of the amount of internal air taken into the vehicle cabin. The vehicle according to claim 6, wherein when the detection device detects the generation of the gas or the generation of the gas is predicted, the control device reduces the amount of outside air taken into the vehicle interior and increases the amount of inside air taken into the vehicle interior after the airflow rate of the air conditioning system is reduced to a specified value or stopped.

8. The vehicle according to claim 7, wherein the air conditioning system changes the amount of outside air and inside air taken into the vehicle interior by adjusting a single switching valve.

9. The vehicle body and The energy storage device mounted on the vehicle body, A detection device for detecting the generation of gas from the aforementioned energy storage device, An air conditioning system that can adjust the airflow inside the vehicle cabin and switch between an internal air mode that circulates the air inside the vehicle cabin and an external air mode that brings outside air into the vehicle cabin, Equipped with a control device, The control device switches to the recirculating air mode after the airflow from the air conditioning system is reduced to a specified value or stopped when the detection device detects the generation of the gas.

10. The vehicle according to claim 9, wherein the control device, when the detection device detects the generation of the gas, determines the current airflow rate of the air conditioning system, and if the determined airflow rate is higher than the specified value, it sets the airflow rate of the air conditioning system to the specified value or less, and if the determined airflow rate is less than or equal to the specified value, it maintains the current airflow rate.

11. The vehicle further comprises at least one openable window that shields the interior of the vehicle from the outside air, The control device is Control the opening and closing of the at least one window, The vehicle according to claim 9 or 10, wherein when the detection device detects the generation of the gas, the vehicle closes at least one window.

12. The vehicle is further provided with a notification device that informs the user of information regarding the vehicle. The vehicle according to claim 9 or 10, wherein the control device notifies the generation of the gas by the notification device when the detection device detects the generation of the gas.

13. A control method for controlling a vehicle equipped with an energy storage device on the vehicle body, The aforementioned vehicle is A detection device for detecting the generation of gas from the aforementioned energy storage device, The system includes an air conditioning unit that can adjust the airflow inside the vehicle and switch between an internal air mode that circulates the air inside the vehicle and an external air mode that brings outside air into the vehicle. When the detection device detects the generation of the gas, the process of reducing the airflow rate of the air conditioning system to a specified value or stopping the airflow rate is performed. A control method that sequentially executes the process of switching to the aforementioned internal air mode.

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