Vehicle, control device, and vehicle control method

Abstract

To provide a vehicle in which gas generated from an all-solid battery is restrained from intruding into the cabin.SOLUTION: An electric vehicle 100 (vehicle) comprises: a battery module 50 (an all-solid battery); and a battery case 90 (case) for housing the battery module 50. In the electric vehicle 100, interception processing for disconnecting a cabin from ambient air is executed in the case that hydrogen sulfide (gas) is generated inside the battery case 90.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle, a control device, and a vehicle control method. [Background technology]

[0002] Japanese Patent Application Laid-Open Publication No. 2022-046077 (Patent Document 1) discloses a secondary battery that uses a sulfur-based material for the solid electrolyte. When generation of hydrogen sulfide in the secondary battery is predicted or detected, the secondary battery is cooled by a cooler. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-046077 Summary of the Invention [Problem to be solved by the invention]

[0004] However, when the secondary battery is mounted on a vehicle, even if the secondary battery (all-solid-state battery) is cooled, the generated hydrogen sulfide may enter the vehicle interior.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle, a control device, and a vehicle control method that are capable of suppressing gas generated from an all-solid-state battery from entering the vehicle interior. [Means for solving the problem]

[0006] A vehicle according to a first aspect of the present disclosure is a vehicle equipped with an all-solid-state battery, and includes the all-solid-state battery and a case that houses the all-solid-state battery. When gas is generated in the case, the vehicle executes a cut-off process to separate the interior of the vehicle from the outside air.

[0007] In the vehicle according to the first aspect of the present disclosure, as described above, when gas is generated inside the case, a blocking process is executed to separate the vehicle interior from the outside air, thereby preventing gas from entering the vehicle interior from outside.

[0008] The vehicle according to the first aspect preferably includes at least one window that can be opened and closed to isolate the interior of the vehicle from outside air. The isolation process includes closing the at least one window. With this configuration, closing the at least one window can easily prevent gas from entering the interior of the vehicle from outside.

[0009] The vehicle according to the first aspect preferably includes an air conditioner that adjusts the temperature inside the vehicle cabin. The blocking process includes switching the air circulation path of the air conditioner to an inside air circulation path. This configuration more reliably prevents gas from entering the vehicle cabin from outside compared to when the air circulation path is an outside air circulation path.

[0010] In this case, the interior air circulation path preferably includes a first interior air circulation path in which a gas adsorbent that adsorbs gas is disposed, and a second interior air circulation path in which no gas adsorbent is disposed. The blocking process includes a process of switching the circulation path from the second interior air circulation path to the first interior air circulation path. With this configuration, the gas can be adsorbed by the gas adsorbent while preventing the gas from entering the passenger compartment from outside the vehicle.

[0011] The vehicle according to the first aspect preferably includes an exhaust unit that exhausts air from within the vehicle cabin. When gas is generated in the case, the vehicle further executes a process of exhausting the air from within the vehicle cabin by the exhaust unit. With this configuration, even if gas enters the vehicle cabin, the gas can be exhausted from within the vehicle cabin.

[0012] In this case, the exhaust portion is preferably provided at the bottom of the vehicle interior. With this configuration, gases that are heavier than air can be efficiently exhausted from the vehicle interior through the exhaust portion.

[0013] In the vehicle according to the first aspect, preferably, in response to the occurrence of an abnormality, including at least one of the occurrence of gas in the case and the occurrence of predicted gas in the case, at least one of the following processes is executed: electrically disconnecting the system main relay of the vehicle; notifying the user of the abnormality; and notifying the user of the abnormality via a terminal of the user. This configuration can prevent a large current from flowing through the system main relay due to the abnormality. Furthermore, the user can be reliably notified of the abnormality.

[0014] A control device according to a second aspect of the present disclosure is a control device for controlling a vehicle equipped with an all-solid-state battery. The vehicle includes an all-solid-state battery and a case that houses the all-solid-state battery. The control device includes an acquisition unit that acquires information indicating that gas has been generated in the case, and a signal output unit that outputs a signal to separate the interior of the vehicle from the outside air in response to the acquisition of the information by the acquisition unit.

[0015] As described above, the control device according to the second aspect of the present disclosure outputs a signal to separate the vehicle interior from the outside air when gas is generated inside the case, thereby providing a control device that can prevent gas from entering the vehicle interior from outside.

[0016] A third aspect of the present disclosure is a vehicle control method for controlling a vehicle equipped with an all-solid-state battery. The vehicle includes an all-solid-state battery and a case that houses the all-solid-state battery. The vehicle control method includes a step of detecting generation of gas in the case, and a step of isolating the vehicle interior from outside air when generation of gas in the case is detected.

[0017] In the vehicle control method according to the third aspect of the present disclosure, as described above, when gas is generated inside the case, the vehicle interior is separated from the outside air, thereby providing a vehicle control method that can prevent gas from entering the vehicle interior from outside the vehicle. [Effects of the Invention]

[0018] According to the present disclosure, it is possible to prevent gas generated from an all-solid-state battery from entering the vehicle interior. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a diagram illustrating a configuration of an electric vehicle according to an embodiment. [Figure 2] FIG. 2 is a perspective view illustrating a configuration of a battery case according to one embodiment. [Figure 3] FIG. 3 is a cross-sectional view taken along line III-III in FIG. 2. [Figure 4] Fig. 4(A) is a plan view of the battery case, and Fig. 4(B) is a cross-sectional view taken along line IV-IV in Fig. 4(A). [Figure 5] Fig. 5(A) is a cross-sectional view showing the structure of a unit cell, and Fig. 5(B) is a perspective view showing the structure of a unit cell. [Figure 6] 1 is a diagram illustrating a configuration of an air conditioning device according to an embodiment. [Figure 7] FIG. 2 is a diagram illustrating a configuration of a travel drive unit according to an embodiment. [Figure 8] FIG. 1 illustrates a vehicle control method according to an embodiment. [Figure 9] FIG. 9 is a diagram showing details of step S20 in FIG. 8. [Figure 10] FIG. 10 is a diagram illustrating a vehicle control method according to a modified example of an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0020] 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 designated by the same reference numerals, and description thereof will not be repeated.

[0021] FIG. 1 is a diagram that shows a schematic diagram of the overall configuration of an electric vehicle 100 equipped with a battery system according to this embodiment. The electric vehicle 100 includes a battery 200 that stores electric power for traveling. The electric vehicle 100 is configured to be able to travel using the electric power stored in the battery 200. In this embodiment, the electric vehicle 100 is an electric vehicle (BEV) that does not include an engine (internal combustion engine), but it may also be a hybrid vehicle (HEV) that includes an engine, or a plug-in hybrid vehicle (PHEV). The electric vehicle 100 is an example of a "vehicle" in the present disclosure.

[0022] The electric vehicle 100 includes a control device (ECU: Electronic Control Unit) 150. The ECU 150 is configured to control charging and discharging of the battery 200. The ECU 150 includes a processor 151, a RAM (Random Access Memory) 152, a storage device 153, and a signal receiving unit 154. The processor 151 and the signal receiving unit 154 are examples of a "signal output unit" and an "acquisition unit," respectively, in the present disclosure. The ECU 150 is also an example of a "control device" in the present disclosure.

[0023] The ECU 150 may be a computer, and the processor 151 may be a CPU (Central Processing Unit).

[0024] The RAM 152 functions as a working memory that temporarily stores data to be processed by the processor 151 .

[0025] Storage device 153 is configured to be able to save stored information. In addition to programs, storage device 153 also stores information used by the programs (for example, maps, mathematical expressions, and various parameters). When processor 151 executes the programs stored in storage device 153, various controls in ECU 150 are performed.

[0026] The signal receiving unit 154 receives a predetermined signal from another device of the ECU 150. For example, the signal receiving unit 154 receives information (a signal) indicating that hydrogen sulfide has been generated in the battery case 90 from the hydrogen sulfide sensor 70 described below.

[0027] The monitoring module 130 includes various sensors that detect the state of the battery 200 (for example, voltage, current, and temperature) and outputs the detection results to the ECU 150. The monitoring module 130 may be a BMS (Battery Management System) that has, in addition to the above-mentioned sensor functions, a SOC (State Of Charge) estimation function, a SOH (State of Health) estimation function, a cell voltage equalization function, a diagnostic function, and a communication function. The ECU 150 can obtain the state of the battery 200 (for example, 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.

[0028] The electric vehicle 100 further includes a driving unit 110, an HMI (Human Machine Interface) device 120, hazard lights 140, an external display 160, an air conditioning unit 170, a plurality of windows 180, an exhaust unit 190, and driving wheels W.

[0029] The traveling drive unit 110 includes a PCU (Power Control Unit) 111 and an MG (Motor Generator) 112 (both shown in FIG. 7), and is configured to use the electric power stored in the battery 200 to make the electric vehicle 100 travel.

[0030] The PCU 111 includes, for example, an inverter 111a, a converter 111b, and a relay (hereinafter referred to as a "System Main Relay (SMR)") 111c. The PCU 111 is controlled by the ECU 150.

[0031] The MG 112 is, for example, a three-phase AC motor generator. The MG 112 is configured to be driven by the PCU 111 and rotate the drive wheels W. The PCU 111 drives the MG 112 using power supplied from the battery 200. The MG 112 is also configured to perform regenerative power generation and supply the generated power to the battery 200.

[0032] The SMR 111c is configured to switch between connection and disconnection of the power path from the battery 200 to the PCU 111. The SMR 111c is set to a closed state (connected state) when the electric vehicle 100 is traveling.

[0033] 1, the HMI device 120 includes an input device and a display device, and may include a touch panel display.

[0034] The hazard lamps 140 are lamps arranged on the front, rear, left and right sides of the electric vehicle 100. The hazard lamps 140 are lamps similar to turn signals, and function as emergency flashing indicator lights.

[0035] The external display 160 is, for example, an LED display. The external display 160 is provided on the rear window, and the display content can be seen from outside the electric vehicle 100.

[0036] The air conditioner 170 is a device that adjusts the temperature inside the vehicle cabin. The air conditioner 170 is controlled by the ECU 150. Details of the air conditioner 170 will be described later.

[0037] The plurality of windows 180 are windows that can be opened and closed to separate the interior of the vehicle from the outside air. The windows 180 may include, for example, side windows of the electric vehicle 100 or a sunroof (not shown). The opening and closing of the plurality of windows 180 is controlled by the ECU 150.

[0038] Exhaust unit 190 is configured to exhaust air from within the vehicle cabin to the outside of electric vehicle 100. For example, exhaust unit 190 is configured to be openable and closable by ECU 150, and exhausts air from within the vehicle cabin when in the open state.

[0039] As shown in Fig. 1, exhaust section 190 is provided at the bottom of the vehicle interior. Although only one exhaust section 190 is shown in Fig. 1, a plurality of exhaust sections 190 may be provided. For example, exhaust sections 190 may be provided at both the front and rear of the vehicle interior.

[0040] 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. The battery case 90 and the battery module 50 are examples of a "case" and an "all-solid-state battery," respectively.

[0041] The battery case 90 includes a lower case 91 and an upper case 92. In this embodiment, two battery modules 50 are stored in the space formed by the lower case 91 and the upper case 92. A breathing membrane 61 is provided in the upper case 92. The breathing membrane 61 will be described later. The battery 200 is mounted on the floor of the electric vehicle 100, and may be mounted either inside the cabin of the electric vehicle 100 or outside the cabin of the electric vehicle 100.

[0042] Fig. 3 is a diagram showing a schematic configuration of the battery 200. Fig. 3 is a cross section taken along line III-III in Fig. 2. The battery module 50 is an assembled battery in which a plurality of unit cells 10 are connected. The plurality of unit cells 10 are stacked between a pair of end plates 31, 32.

[0043] FIG. 4 is a diagram illustrating a schematic configuration of a cell 10 in this embodiment. FIG. 4(A) is a top view of the cell 10. The cell 10 is a laminated all-solid-state battery that uses a laminate film as the exterior member 20. In the cell 10, a negative electrode terminal (negative electrode tab) 1a and a positive electrode terminal (positive electrode tab) 5a protrude from the exterior member 20. The laminate film may be, for example, a pouch made of aluminum laminate film, or a film with a three-layer structure in which aluminum foil is sandwiched between resin films.

[0044] FIG. 4(B) is a diagram showing the all-solid-state battery laminate 15 housed in the exterior member 20, and shows a cross section taken along line IV-IV in FIG. 4(A). The all-solid-state battery laminate 15 includes three all-solid-state battery elements 8, each of which is formed by stacking an anode current collector layer 1, an anode active material layer 2, a solid electrolyte layer 3, a cathode active material layer 4, and a cathode current collector layer 5 in this order, in reverse order. The anode current collector layer 1 and the cathode current collector layer 5 are shared by the all-solid-state battery elements 8. The anode current collector layer 1 is connected to the anode terminal 1a, and the cathode current collector layer 5 is connected to the cathode terminal 5a. The number of all-solid-state battery elements 8 included in the all-solid-state battery laminate 15 may be one or four or more. The insulating film 7 provides insulation between the all-solid-state battery laminate 15 and the exterior member (laminate film) 20.

[0045] The cell 10 is a sulfide-based all-solid-state battery. In the present disclosure, a sulfide-based all-solid-state battery is one in which at least one of the material of the positive electrode active material layer 4 and the material of the solid electrolyte layer 3 contains a sulfur component. In this embodiment, the solid electrolyte layer 3 includes a sulfide-based solid electrolyte. For example, the sulfide-based solid electrolyte may be one made from phosphorus pentasulfide (P2S5) or lithium sulfide (Li2S). In this case, the positive electrode active material layer 4 may include, for example, lithium cobalt oxide, lithium nickel oxide, or lithium iron phosphate. When the solid electrolyte layer 3 is made of an oxide-based solid electrolyte, a sulfur-based positive electrode active material is used for the positive electrode active material layer 4. The sulfur-based positive electrode active material may be an organic sulfur compound or an inorganic sulfur compound. Note that both the solid electrolyte layer 3 and the positive electrode active material layer 4 may contain a sulfur component.

[0046] Referring to FIG. 3, a plurality of unit cells 10 are arranged and stacked between a pair of end plates 31, 32. FIG. 5 is a diagram illustrating a method for stacking unit cells 10. The unit cells 10 have a flat plate shape. As shown in FIG. 5(A), the unit cells 10 may be stacked so that the exterior members 20 thereof abut against each other. Alternatively, the unit cells 10 may be stacked with a flat plate-shaped spacer (not shown) sandwiched therebetween. As shown in FIG. 5(B), the unit cells 10 may be covered with a pair of frames 21, 22 having inner surfaces corresponding to the outer shape of the unit cells 10, and the unit cells 10 covered by the pair of frames 21, 22 may be stacked on top of each other.

[0047] 3, the plurality of unit cells 10 are stacked and sandwiched between a pair of end plates 31, 32, and a predetermined restraining load is applied thereto by restraining bands or the like (not shown). The pair of end plates 31, 32 are fixed to the bottom plate 30 by brackets 41, 42, respectively.

[0048] A battery module 50 including cells 10 stacked between a pair of end plates 31, 32, a bottom plate 30, etc. is fixed to the bottom surface 91a of the lower case 91. The battery case 90 is a housing that houses the battery module 50.

[0049] A duct 60 is provided in the upper case 92. The duct 60 is a communication passage that connects the inside and outside of the battery case 90, and when the internal pressure of the battery case 90 increases, the air inside the battery case 90 is discharged to the outside, and when the internal pressure of the battery case 90 decreases, the outside air (fresh air) is taken in. The duct 60 is attached to an opening formed in a ceiling surface 92a of the upper case 92.

[0050] Breathable membranes 61, 62 made of a breathable waterproof (breathable waterproof) sheet are provided at the ends of the duct 60. The breathable waterproof (breathable waterproof) sheet may be, for example, GORE-TEX (registered trademark). A desulfurization agent 63 is disposed inside the duct 60. The desulfurization agent 63 may be, for example, a pellet-shaped desulfurization agent mainly composed of iron oxide, and 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-dotted arrow. At this time, the hydrogen sulfide contained in the air is chemically adsorbed by the desulfurization agent 63, and the hydrogen sulfide is purified. In this way, the duct 60 functions as a desulfurization unit. Note that hydrogen sulfide is an example of a "gas" in this disclosure.

[0051] A hydrogen sulfide sensor 70 is disposed inside the battery case 90. The hydrogen sulfide sensor 70 detects the concentration of hydrogen sulfide (HS) 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 electrolysis sensor. In this embodiment, the hydrogen sulfide sensor 70 is provided on the bottom surface 91a of the lower case 91, with one hydrogen sulfide sensor provided around the battery module 50. Note that the arrangement position and number of hydrogen sulfide sensors 70 are not limited to the above example.

[0052] Fig. 6 is a diagram showing a detailed configuration of air conditioner 170. Air conditioner 170 includes a first inside air intake section 171, a second inside air intake section 172, an outside air intake section 173, a duct 174, an exhaust section 175, an evaporator 176, a heater core 177, and a refrigeration cycle 178. In Fig. 6, an example of the air flow is indicated by a dashed line.

[0053] The first inside air intake section 171 is an intake port for circulating inside air that draws in air from inside the vehicle cabin and introduces it into the duct 174. The first inside air intake section 171 is provided with an adsorbent 171a that adsorbs hydrogen sulfide. The adsorbent 171a may be made of the same material as the desulfurization agent 63 (see FIG. 3). The circulation path that passes through the first inside air intake section 171 is an example of the "first inside air circulation path" of the present disclosure.

[0054] The first inside air intake section 171 is provided with a solenoid valve 171b for controlling conduction of the first inside air intake section 171. The ECU 150 controls the opening and closing of the solenoid valve 171b.

[0055] The second inside air intake section 172 is an intake port for circulating inside air, which draws in air from inside the vehicle cabin and introduces it into the duct 174. No adsorbent that adsorbs hydrogen sulfide is provided. The circulation path that passes through the second inside air intake section 172 is an example of the "second inside air circulation path" of the present disclosure.

[0056] The second inside air intake section 172 is provided with a solenoid valve 172a for controlling conduction of the second inside air intake section 172. The ECU 150 controls the opening and closing of the solenoid valve 172a.

[0057] The outside air intake section 173 is an intake port for circulating outside air, which takes in outside air and introduces it into the duct 174. The exhaust section 175 exhausts the air that has flowed through the duct 174 into the vehicle interior.

[0058] The outside air intake section 173 is provided with a solenoid valve 173a for controlling conduction of the outside air intake section 173. The ECU 150 controls opening and closing of the solenoid valve 173a.

[0059] The evaporator 176 and the heater core 177 are each provided inside 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 a refrigeration cycle 178.

[0060] ECU 150 controls which of first inside air intake section 171, second inside air intake section 172, and outside air intake section 173 air is introduced into duct 174. Specifically, ECU 150 controls the air circulation path by controlling the open / closed states of solenoid valve 171b, solenoid valve 172a, and solenoid valve 173a.

[0061] 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 prevent the hydrogen sulfide discharged into the outside air from entering the vehicle interior.

[0062] Therefore, in the electric vehicle 100 of this embodiment, when hydrogen sulfide is generated inside the battery case 90, a cut-off process is executed to separate the interior of the vehicle from the outside air. The cut-off process is executed by the ECU 150 based on the detection result of the hydrogen sulfide sensor 70. For example, the ECU 150 executes the cut-off process when the detection value of the hydrogen sulfide sensor 70 exceeds a predetermined threshold value. The cut-off process will be described in detail later.

[0063] <Vehicle control method> Next, a vehicle control method for electric vehicle 100 will be described with reference to Figures 8 and 9. The flow of Figure 8 may be executed at predetermined intervals.

[0064] In step S10, ECU 150 determines whether the detection value of hydrogen sulfide sensor 70 is greater than a predetermined threshold. If the detection value is greater than the threshold (YES in S10), the process proceeds to step S20. If the detection value is equal to or less than the threshold (NO in S10), the process ends.

[0065] In step S20, ECU 150 executes a cutoff process to separate the interior of the vehicle from the outside air. The cutoff process includes steps S21 and S22 shown in FIG.

[0066] In step S21, ECU 150 executes a process of closing at least one of the plurality of windows 180 (see FIG. 1). For example, ECU 150 closes all of the plurality of windows 180. Specifically, processor 151 of ECU 150 outputs a signal to a drive unit (not shown) that drives window 180 to close window 180.

[0067] In step S22, when air conditioning is operating by either outside air circulation or inside air circulation through the second inside air intake section 172 (see FIG. 6), the ECU 150 executes processing to switch to inside air circulation through the first inside air intake section 171. Specifically, the processor 151 of the ECU 150 opens the solenoid valve 171b of the first inside air intake section 171, and closes the solenoid valve 172a of the second inside air intake section 172 and the solenoid valve 173a of the outside air intake section 173.

[0068] 9, step S22 is shown as being executed after step S21, but the order in which the above processes are executed is not limited to this. Step S21 may be executed after step S22, or the above two processes may be executed simultaneously.

[0069] 8, in step S30, ECU 150 executes a process of exhausting air from the vehicle cabin by opening exhaust unit 190. Note that the process of step S30 may be executed before step S20 or may be executed simultaneously with the process of step S20.

[0070] In step S40, the ECU 150 executes a process of electrically disconnecting the SMR 111c (see FIG. 7).

[0071] In step S50, ECU 150 executes a process of notifying the user of electric vehicle 100 that the detected value of hydrogen sulfide has exceeded a threshold value. For example, ECU 150 causes HMI device 120 of electric vehicle 100 to display a message indicating that the detected value of hydrogen sulfide is increasing. ECU 150 may also notify the user by lighting a lamp or by sound, etc.

[0072] In step S60, ECU 150 performs control to transmit, to a user terminal (for example, a smartphone), information indicating that the detected value of hydrogen sulfide is increasing.

[0073] The processes of steps S40, S50, and S60 may be executed simultaneously with one another. Furthermore, the processes of steps S40 to S60 may be executed before steps S20 and S30, or may be executed simultaneously with the processes of steps S20 and S30.

[0074] As described above, in this embodiment, when hydrogen sulfide is generated inside the battery case 90, a cut-off process is executed to separate the vehicle interior from the outside air. This makes it possible to prevent hydrogen sulfide discharged into the outside air from entering the vehicle interior.

[0075] In the above embodiment, an example was shown in which the processing of steps S40 to S60 is executed in response to the actual generation of hydrogen sulfide, but the present disclosure is not limited to this. The processing of steps S40 to S60 may be executed even if hydrogen sulfide is not actually generated.

[0076] 10, in step S110, it is determined whether or not hydrogen sulfide is expected to be generated in battery case 90. If hydrogen sulfide is expected to be generated (YES in S110), the process proceeds to steps S40 to S60. If hydrogen sulfide is not expected to be generated (NO in S110), the process of steps S40 to S60 is not executed. Note that the shutoff process of step S20 and the exhaust process of S30 may be executed in response to the prediction of hydrogen sulfide generation. Also, both the determination of step S110 and the determination of step S10 may be performed.

[0077] If an internal short circuit occurs in the solid electrolyte layer 3 of the cell 10 (see FIG. 4(B)), the amount of current in the cell 10 increases and the temperature also rises. Furthermore, damage to the solid electrolyte layer 3 may result in the generation of hydrogen sulfide. Therefore, it is possible to predict the generation of hydrogen sulfide by detecting the rise in the cell temperature of the cell 10 using a temperature sensor or the like.

[0078] Furthermore, when hydrogen sulfide is generated in the battery cell 10, an increase in the internal pressure of the exterior member 20 (see FIG. 5(A)) may cause the sealing member (not shown) of the exterior member 20 to come off. Therefore, by arranging a pressure sensor adjacent to the sealing member, it is possible to predict the generation of hydrogen sulfide based on an increase in the detected value of the pressure sensor.

[0079] In addition, in the above embodiment, an example has been shown in which the blocking process involves closing all of the windows 180, but the present disclosure is not limited to this. Only some of the multiple windows 180 may be closed. Furthermore, the windows 180 do not have to be completely closed, and may be closed to the extent that a slight gap is created.

[0080] In addition, in the above embodiment, an example has been shown in which the blocking process includes the process of closing the window 180 and the process of switching the circulation path, but the present disclosure is not limited to this. Only one of the process of closing the window 180 and the process of switching the circulation path may be executed.

[0081] In addition, in the above embodiment, an example has been shown in which a circulation path passing through the first inside air intake section 171 is formed when hydrogen sulfide is generated, but the present disclosure is not limited to this. A circulation path passing through the second inside air intake section 172 may also be formed when hydrogen sulfide is generated.

[0082] Furthermore, in the above embodiment, an example was shown in which the exhaust process by the exhaust unit 190 was performed in addition to the blocking process, but the present disclosure is not limited to this. The exhaust process does not have to be performed.

[0083] In the above embodiment, the processes of steps S40, S50, and S60 are executed, but the present disclosure is not limited to this. One or two of the processes of steps S40, S50, and S60 may be executed. Furthermore, none of the processes of steps S40, S50, and S60 may be executed.

[0084] The configurations (processing) of the above-described embodiment and the above-described modifications may be combined with each other.

[0085] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0086] 50 battery module (all-solid-state battery), 90 battery case (case), 100 electric vehicle (vehicle), 111c SMR (system main relay), 150 control device, 151 processor (signal output unit), 154 signal receiving unit (acquisition unit), 170 air conditioning device, 171a 180 window, 190 exhaust unit.

Claims

1. A vehicle equipped with an all-solid-state battery, The all-solid-state battery; a case that houses the all-solid-state battery; an air conditioning device that adjusts the room temperature inside the vehicle; When gas is generated in the case, a blocking process is executed to separate the vehicle interior from the outside air, The vehicle, wherein the blocking process includes a process of switching the air circulation path of the air conditioning device to an inside air circulation path.

2. The vehicle further includes at least one openable / closable window that separates the interior of the vehicle from the outside air, The vehicle according to claim 1 , wherein the blocking process includes a process of closing the at least one window.

3. the inside air circulation path includes a first inside air circulation path in which a gas adsorbent that adsorbs the gas is disposed, and a second inside air circulation path in which the gas adsorbent is not disposed, The vehicle according to claim 1 , wherein the blocking process includes a process of switching the circulation route from the second interior air circulation route to the first interior air circulation route.

4. an exhaust unit that exhausts air from the vehicle interior, The vehicle according to claim 1 or 2, further comprising a process of exhausting air from the vehicle interior by the exhaust unit when the gas is generated in the case.

5. The vehicle according to claim 4 , wherein the exhaust portion is provided at a bottom portion of the vehicle interior.

6. 3. The vehicle according to claim 1, wherein, in response to an abnormality occurring, including at least one of the following processes, the vehicle's system main relay is electrically disconnected, the vehicle's user is notified of the abnormality, and the user's terminal is notified of the abnormality.

7. A control device for controlling a vehicle equipped with an all-solid-state battery, the vehicle includes the all-solid-state battery, a case that houses the all-solid-state battery, and an air conditioner that adjusts a room temperature in a vehicle cabin; an acquisition unit that acquires information indicating that gas has been generated in the case; a signal output unit that outputs a signal for separating the interior of the vehicle from outside air in response to the information being acquired by the acquisition unit, The signal output unit outputs the signal for switching the air circulation path of the air conditioner to an inside air circulation path.

8. A vehicle control method for controlling a vehicle equipped with an all-solid-state battery, the vehicle includes the all-solid-state battery, a case that houses the all-solid-state battery, and an air conditioner that adjusts a room temperature in a vehicle cabin; detecting generation of gas within the case; and isolating the interior of the vehicle from outside air when generation of the gas in the case is detected, The step of disconnecting includes a step of switching an air circulation path of the air conditioner to an inside air circulation path.

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