Vehicle mode control device, vehicle mode control method, and computer program product

Abstract

A vehicle mode control device, a vehicle mode control method, and a computer program product are provided to increase scenarios in which a vehicle mode in which an air conditioner and a display are maintained in operation during parking of the vehicle can be executed. The vehicle mode control device includes a mode setting section (34) that sets a mode of the vehicle to a state-maintaining mode based on an instruction by a user of the vehicle (1), the state-maintaining mode maintaining a vehicle state in which power is supplied to the air conditioner (7) of the vehicle and the display (6) in the vehicle but power is not supplied to a drive system of the vehicle, and a state-of-charge detection section (35) that detects a state of charge of a main battery of the vehicle. The mode setting section allows the state-maintaining mode to be executed regardless of a value of an SOC of the main battery when the main battery of the vehicle is charged.

Description

Technical Field

[0001] This invention relates to a vehicle mode control device, a vehicle mode control method, and a computer program product. Background Technology

[0002] Patent document 1 discloses a method for controlling the vehicle's air conditioning system (air conditioner) to a state suitable for napping when a napping state is detected, so that the vehicle user can get a comfortable sleep in the vehicle.

[0003] [Existing Technical Documents]

[0004] [Patent Literature]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2023-031630 Summary of the Invention

[0006] [The problem the invention aims to solve]

[0007] However, aside from napping inside the car, there is also a need to keep the air conditioning and displays running in a parked vehicle. Therefore, a vehicle mode that allows the vehicle user to select whether to keep the air conditioning and displays running is preferred.

[0008] In this scenario, to avoid vehicle power depletion caused by continuous use of the air conditioner and display, it's advisable to disable this vehicle mode when the battery's State of Charge (SOC) is low. However, as the battery is charged, its SOC gradually recovers, so it's not always necessary to consider the battery's SOC when disabling this vehicle mode.

[0009] Therefore, in view of the above-mentioned issues, the object of the present invention is to increase the scenario in which a vehicle mode can be executed to maintain the operation of the air conditioner and the display while the vehicle is parked.

[0010] [Methods used to solve problems]

[0011] The main purpose of this disclosure is as follows.

[0012] (1) A vehicle mode control device for controlling the mode of a vehicle, wherein the vehicle mode control device comprises: a mode setting unit that sets the mode of the vehicle to a state holding mode based on an instruction from a user of the vehicle, the state holding mode maintaining a vehicle state in which power is supplied to the air conditioner and the display in the vehicle but not to the drive system of the vehicle; and a charging state detection unit that detects the charging state of the main battery of the vehicle, wherein the mode setting unit allows the state holding mode to be executed when the main battery of the vehicle is being charged, regardless of the SOC value of the main battery.

[0013] (2) According to the vehicle mode control device described in (1) above, the mode setting unit allows the state holding mode to be executed when the SOC rises due to the charging of the host battery, regardless of the value of the SOC.

[0014] (3) The vehicle mode control device according to (1) or (2) above, wherein when the charging state detection unit executes the state holding mode during the charging of the main battery, it displays the SOC value that changes according to the charging of the main battery on the display.

[0015] (4) The vehicle mode control device according to any one of (1) to (3) above, wherein the mode setting unit confirms to the user whether the state holding mode can continue when the charging of the host battery ends while the state holding mode is being executed.

[0016] (5) The vehicle mode control device according to (4) above, wherein when the user is outside the vehicle, the mode setting unit confirms with the user via the user's portable terminal whether the state holding mode can continue.

[0017] (6) The vehicle mode control device according to any one of (1) to (3) above, wherein when the charging of the host battery ends while the mode setting unit is executing the state holding mode, the state holding mode continues when the SOC is above a predetermined value, and the state holding mode ends when the SOC is below a predetermined value.

[0018] (7) A vehicle mode control method executed by a computer, the vehicle mode control method comprising the following processing: setting the vehicle mode to a state holding mode based on an instruction from a user of the vehicle, the state holding mode maintaining a vehicle state in which power is supplied to the vehicle's air conditioning and the in-vehicle display but not to the vehicle's drive system; detecting the charging state of the vehicle's main battery; and allowing the state holding mode to be executed regardless of the SOC value of the main battery when the vehicle's main battery is being charged.

[0019] (8) A computer program product comprising a computer program that causes a computer to perform the following processing: setting the vehicle's mode to a state-holding mode based on an instruction from a user of the vehicle, the state-holding mode maintaining a vehicle state in which power is supplied to the vehicle's air conditioning and in-vehicle displays but not to the vehicle's drive system; detecting the charging state of the vehicle's main battery; and allowing the state-holding mode to be executed while the vehicle's main battery is being charged, regardless of the SOC value of the main battery.

[0020] [Invention Effects]

[0021] According to this disclosure, it is possible to add a vehicle mode that can maintain the operation of the air conditioner and display while the vehicle is parked. Attached Figure Description

[0022] Figure 1 This is a schematic structural diagram of a connection system including a vehicle equipped with the vehicle mode control device of this embodiment.

[0023] Figure 2 This is a schematic structural diagram of a vehicle mode control device system including the vehicle mode control device according to an embodiment of the present invention.

[0024] Figure 3 It is a diagram that roughly shows the interior of the vehicle in front of the driver's seat and the front passenger seat.

[0025] Figure 4 It is a diagram that roughly shows the flow of electricity between the electrical components of a vehicle.

[0026] Figure 5 It is a diagram showing the transition of the power state in a vehicle.

[0027] Figure 6 This is a functional block diagram of the ECU's processor.

[0028] Figure 7 This is an example of a confirmation screen that asks whether the state-holding mode can be ended.

[0029] Figure 8 This is an example of a confirmation screen that checks whether the power status can be changed.

[0030] Figure 9 This is a flowchart illustrating the control routine for mode setting processing in the first embodiment of the present invention.

[0031] Figure 10 This is a flowchart illustrating the control routine for mode setting processing in the second embodiment of the present invention.

[0032] Figure 11 This is a flowchart illustrating the control routine for the mode continuation confirmation process in the third embodiment of the present invention.

[0033] Figure 12 This is an example of a confirmation screen that asks whether the status hold mode can continue.

[0034] Figure 13 This is a flowchart illustrating the control routine for mode continuation determination processing in the fourth embodiment of the present invention.

[0035] [Explanation of reference numerals in the attached figures]

[0036] 1 vehicle

[0037] 6 HMI

[0038] 7. Air Conditioner

[0039] 14 Main unit battery

[0040] 30 Electronic Control Unit (ECU)

[0041] 33 processors

[0042] 34 Mode Setting Department

[0043] 35 Charging Status Detection Unit Detailed Implementation

[0044] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Furthermore, in the following description, the same reference numerals will be used to denote the same constituent elements.

[0045] <First Implementation Method>

[0046] Figure 1 This is a schematic structural diagram of a connection system 1000 including a vehicle 1 equipped with the vehicle mode control device of this embodiment. The connection system 1000 includes a vehicle 1, a portable terminal 200, and a server 300. The vehicle 1 and the portable terminal 200 communicate with the server 300 via a wireless base station 400 and a communication network 500, respectively. In this embodiment, the vehicle 1 is a four-wheeled automobile.

[0047] The portable terminal 200 is owned by a user of vehicle 1, and may include at least one of a smartphone, tablet, smartwatch, or smart glasses. The portable terminal 200 includes a processor for various processing tasks, input devices (touch panel, operation buttons, microphone, etc.), output devices (display, speaker, etc.), and a communication module. The communication module of the portable terminal 200 connects the portable terminal 200 to the communication network 500 via the wireless base station 400. Communication between the portable terminal 200 and the wireless base station 400 is based on known wireless communication standards (e.g., 3G, LTE, 4G, 5G, 6G, etc.).

[0048] Server 300 is located externally to vehicle 1 and includes a communication interface, storage, memory, processor, etc. Alternatively, server 300 can be composed of multiple computers. Server 300 may be used, for example, by the manufacturer of vehicle 1, and is also referred to as a center.

[0049] Figure 2This is a schematic structural diagram of a vehicle mode control system 100 including a vehicle mode control device according to an embodiment of the present invention. The vehicle mode control system is mounted on a vehicle 1.

[0050] like Figure 2 As shown, the vehicle mode control system 100 includes a wide-area communication module 2, a short-range communication module 3, a brake operation detection sensor 4, a start switch 5, a human-machine interface (HMI) 6, an air conditioning system 7, a power control unit (PCU) 8, a battery management system (BMS) 9, and an electronic control unit (ECU) 30. The wide-area communication module 2, short-range communication module 3, brake operation detection sensor 4, start switch 5, HMI 6, air conditioning 7, PCU 8, and BMS 9 are electrically connected to the ECU 30 via an in-vehicle network conforming to standards such as CAN (Controller Area Network) or Ethernet.

[0051] ECU30 performs various controls on vehicle 1. For example... Figure 2 As shown, the ECU 30 includes a communication interface 31, a memory 32, and a processor 33. The communication interface 31 and the memory 32 are connected to the processor 33 via signal lines. Furthermore, in this embodiment, only one ECU 30 is provided, but multiple ECUs may be provided for each function. Additionally, the communication interface 31, the memory 32, and the processor 33 can be configured as a single integrated circuit, or they can be configured as separate circuits.

[0052] The communication interface 31 has an interface circuit for connecting the ECU 30 to the in-vehicle network. The ECU 30 connects to other in-vehicle devices via the communication interface 31. In this embodiment, the communication interface 31 transmits signals received from the wide-area communication module 2, the short-range communication module 3, the brake operation detection sensor 4, the start switch 5, the HMI 6, the PCU 8, and the BMS 9 to the processor 33. Additionally, the communication interface 31 transmits signals output from the processor 33 to the wide-area communication module 2, the short-range communication module 3, the HMI 6, the air conditioning 7, the PCU 8, and the BMS 9.

[0053] The memory 32 includes, for example, volatile semiconductor memory (such as DRAM (Dynamic Random Access Memory), SRAM (Static Random Access Memory), etc.) and non-volatile semiconductor memory (such as ROM (Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), flash memory, etc.). The memory 32 stores temporary data, computer programs for various processes of the processor 33 (control programs for the ECU 30), ECU 30 setting data, log data, vehicle information, etc. The memory 32 is an example of a storage unit.

[0054] The processor 33 has one or more CPUs (Central Processing Units) and their peripheral circuitry. The processor 33 executes computer programs stored in the memory 32. Additionally, the processor 33 may also have other arithmetic circuitry such as logic units, numerical processing units, or graphics processing units. The following describes the vehicle-mounted components connected to the ECU 30.

[0055] Wide-area communication module 2 enables wide-area wireless communication between vehicle 1 and external devices (e.g., server 300). Wide-area communication module 2 connects vehicle 1 to communication network 500 via wireless base station 400 by accessing wireless base station 400. Communication between vehicle 1 and wireless base station 400 is based on known wireless communication standards (e.g., 3G, LTE (Long Term Evolution), 4G, 5G, 6G, etc.). Wide-area communication module 2 is, for example, a data communication module (DCM).

[0056] The short-range communication module 3 enables short-range wireless communication between vehicle 1 and the portable terminal 200 of the user of vehicle 1. The short-range communication module is a wireless module based on short-range communication standards such as BLE (Bluetooth Low Energy) and NFC (Near Field Communication). The portable terminal 200 can function as a digital key for vehicle 1 by communicating directly with vehicle 1 via the short-range communication module 3. That is, the user of vehicle 1 can use the portable terminal 200 to control the door locks of vehicle 1.

[0057] A brake operation detection sensor 4 is installed on the brake pedal 41 of vehicle 1 to detect the user's operation of the brake pedal 41. For example, the brake operation detection sensor 4 can be configured as a pressure sensor to detect the pressure applied to the brake pedal 41, an angle sensor to detect the rotation angle or displacement of the brake pedal 41, or an electrical switch that generates an on / off signal based on the braking operation of the brake pedal 41. Alternatively, the brake operation detection sensor 4 can also be configured as a non-contact sensor such as an optical sensor or a magnetic sensor. The output of the brake operation detection sensor 4 is sent to the ECU 30.

[0058] Figure 3 This is a diagram that roughly shows the interior of vehicle 1 in front of the driver's and passenger's seats. Figure 3 The image shows vehicle 1 with right-hand drive. (Example) Figure 3 As shown, the start switch 5 is located on the dashboard 22 below the windshield 21. For example, the start switch 5 is positioned near the driver's seat so that it can be operated by a user of the vehicle 1 (e.g., the driver), specifically near the steering wheel 23. Figure 3 In this example, the left side of the steering wheel 23 is used. The start switch 5 is, for example, a push-button switch. If the start switch 5 is pressed by the user of vehicle 1, it outputs a signal corresponding to the user's pressing operation. The output of the start switch 5 is sent to the ECU 30.

[0059] HMI6 is located inside the vehicle interior and facilitates the transmission and reception of information between vehicle 1 and its user. HMI6 includes input devices for receiving input from the user of vehicle 1 and output devices for notifying the user of vehicle 1. Input devices include, for example, at least one of a touch panel, operation buttons, operation switches, and a microphone. Information input to HMI6 by the user of vehicle 1 is sent to ECU 30. Output devices include at least one of a display device (e.g., a monitor), warning lights, a speaker, a buzzer, and a vibration unit. HMI6's output devices notify the user of vehicle 1 of information corresponding to signals sent from ECU 30.

[0060] like Figure 3 As shown, in this embodiment, the HMI6 includes a multimedia display (hereinafter referred to as the "MM display") 61, an instrument display 62, a left-side operation display 63, and a right-side operation display 64. These displays are respectively arranged in the vehicle interior (specifically near the driver's seat) in a manner that can be visually confirmed by the user of the vehicle 1, and display various information to the user of the vehicle 1 based on signals sent from the ECU 30.

[0061] In this embodiment, the MM display 61 is mounted on the portion of the instrument panel 22 between the driver's seat and the passenger seat, i.e., the center console. In this case, the MM display 61 is also referred to as the central display. The MM display 61 is the largest display in the vehicle interior, displaying multimedia information, map information, and various settings for the vehicle 1. The MM display 61 is configured as a touch panel type liquid crystal display (LCD) or organic EL (Electro Luminescence) display that can be operated by the user of the vehicle 1. Therefore, the MM display 61 functions as both an input and output device.

[0062] The instrument display 62 is positioned in a location easily visible to the user of vehicle 1 while driving. Specifically, the instrument display 62 is mounted on the instrument panel 22 in front of the steering wheel 23, i.e., the instrument panel 22 in front of the driver's seat. The instrument display 62 displays vehicle 1 status information, specifically, information necessary for driving vehicle 1 such as vehicle speed, the state of charge (SOC) of the main battery (described later), and warning lights. The instrument display 62 functions as an output device, for example, configured as an LCD or OLED display. Alternatively, the instrument display 62 can also be configured as a user-operable touch panel type LCD or OLED display, functioning as both an input and output device.

[0063] The left-side operation display 63 is positioned so that it is easily operated by the left hand of the user of vehicle 1 while driving, and the right-side operation display 64 is positioned so that it is easily operated by the right hand of the user of vehicle 1 while driving. The left-side operation display 63 and the right-side operation display 64 are positioned on both sides of the instrument display 62, symmetrically positioned with respect to the line that divides the steering wheel 23 in two.

[0064] The left-side operation display 63 is positioned adjacent to the instrument cluster display 62 on the left side of the steering wheel 23. In this embodiment, the left-side operation display 63 displays multimedia operation screens (e.g., audio setting screens). The left-side operation display 63 is configured as a touch panel-type LCD or OLED display operable by the user of the vehicle 1. Therefore, the left-side operation display 63 functions as both an input and output device.

[0065] The right-side operation display 64 is positioned adjacent to the instrument cluster display 62 on the right side of the steering wheel 23. In this embodiment, the right-side operation display 64 displays the operation screen of driver assistance functions (e.g., the setting screen for Adaptive Cruise Control (ACC)). The right-side operation display 64 is configured as a touch panel-type LCD or OLED display operable by the user of the vehicle 1. Therefore, the right-side operation display 64 functions as both an input and output device.

[0066] In this embodiment, the left operation display 63 is connected to the left end of the instrument display 62, and the right operation display 64 is connected to the right end of the instrument display 62. That is, the left operation display 63 and the right operation display 64 are integrally formed with the instrument display 62. However, the left operation display 63 and the right operation display 64 may also be separate from the instrument display 62.

[0067] Air Conditioner 7 includes an electric compressor and provides both cooling and heating functions. When providing cooling, Air Conditioner 7 lowers the temperature inside the vehicle by using a heat exchange process with the refrigerant; when providing heating, it raises the temperature inside the vehicle by using heat pump technology.

[0068] like Figure 2 As shown, PCU8 and BMS9 are electrically connected and can communicate with each other using communication protocols such as CAN. (Refer to...) Figure 4 The structure and function of PCU8 and BMS9 are explained.

[0069] Figure 4 This is a diagram that roughly represents the flow of electricity between the electrical components of vehicle 1. (For example...) Figure 4 As shown, vehicle 1 also includes an electric motor 10, a reducer 11, an axle 12, wheels 13, a main battery 14, a charging port 15, a charger 16, an auxiliary battery 17, auxiliary equipment 18, an auxiliary relay 19, and a main relay 20.

[0070] In this embodiment, vehicle 1 is a so-called battery electric vehicle (BEV), where only the electric motor 10 functions as the drive unit. The electric motor 10 is connected to a reduction gear 11, and the output of the electric motor 10 is supplied to the reduction gear 11. The output of the electric motor 10 supplied to the reduction gear 11 is transmitted to the wheels 13 via the axle 12, driving the wheels 13. Therefore, the electric motor 10 is able to output the power for driving vehicle 1.

[0071] The main battery 14 is a rechargeable secondary battery, such as a lithium-ion battery, nickel-metal hydride battery, solid-state battery, or sodium-ion battery. The main battery 14 is a high-voltage battery that outputs high-voltage (e.g., 200V–800V) DC power. The main battery 14 is charged by power supplied from an external power source such as a household power supply or a charging station, or by regenerative power generated when the vehicle 1 decelerates. The charging port 15 is configured to receive power from an external power source, and the charger 16 converts the power supplied from the external power source to the charging port 15 into power that can be supplied to the main battery 14. The main battery 14 is also referred to as a drive battery or a high-voltage battery.

[0072] When the electric motor 10 outputs power for driving, the power stored in the main battery 14 is supplied to the electric motor 10 via the PCU8. That is, the main battery 14 functions as the drive source for the vehicle 1. In addition, the main battery 14 is connected to the air conditioner 7, and the electric compressor of the air conditioner 7 operates using the high-voltage power supplied from the main battery 14.

[0073] BMS9 monitors and manages the main battery 14, including sensor modules and control circuitry. The sensor modules include voltage sensors to detect the voltage of each cell in the main battery 14, current sensors to detect the charging and discharging current of the main battery 14, and temperature sensors to detect the temperature of the main battery 14. The control circuitry performs state estimation and charging / discharging control of the main battery 14. For example, based on the output of the sensor modules, the control circuitry calculates the SOC (State of Charge), SOH (State of Health), and SOP (State of Power) of the main battery 14.

[0074] Auxiliary battery 17 is a rechargeable secondary battery, such as a lead-acid battery or a lithium-ion battery. Auxiliary battery 17 is a low-voltage battery that outputs low-voltage (e.g., 12V) DC power. That is, auxiliary battery 17 outputs power at a voltage lower than that of main battery 14. Auxiliary battery 17 is charged by power supplied from main battery 14. Auxiliary battery 17 is also referred to as a low-voltage battery.

[0075] Auxiliary battery 17 is connected to auxiliary unit 18, which operates by receiving low-voltage power from auxiliary battery 17. Auxiliary unit 18 includes communication modules such as wide-area communication module 2 and short-range communication module 3, sensor types such as brake operation detection sensor 4, start switch 5, HMI 6, lighting devices (headlights, taillights, etc.), power windows, etc.

[0076] Auxiliary relay 19 is disposed between auxiliary battery 17 and auxiliary unit 18. That is, auxiliary unit 18 is connected to auxiliary battery 17 via auxiliary relay 19. When auxiliary relay 19 is closed, auxiliary battery 17 and auxiliary unit 18 are energized. As a result, power can be supplied from auxiliary battery 17 to auxiliary unit 18.

[0077] PCU8 performs power control of vehicle 1, including an inverter, DC-DC converter, boost converter, and control circuitry. The inverter is connected to the main battery 14 and the electric motor 10, with the main battery 14 supplying power to the electric motor 10 via the inverter. When supplying power from the main battery 14 to the electric motor 10, the inverter converts the DC power supplied from the main battery 14 into AC power. Furthermore, the inverter controls the speed and output torque of the electric motor 10 by adjusting the voltage and frequency of the AC power supplied to the electric motor 10. Conversely, when regenerated power is supplied from the electric motor 10 to the main battery 14, the inverter converts the AC power supplied from the electric motor 10 into DC power.

[0078] The DC-DC converter is connected to the main battery 14 and the auxiliary battery 17. The main battery 14 supplies power to the auxiliary battery 17 via the DC-DC converter. When supplying power from the main battery 14 to the auxiliary battery 17, the DC-DC converter converts high-voltage (e.g., 200V–800V) power to low-voltage (e.g., 12V) power. A boost converter boosts the output of the main battery 14 as needed. The control circuit performs inverter control, regenerative braking control, etc.

[0079] A main relay 20 is provided between the main battery 14 and the PCU8. That is, the PCU8 is connected to the main battery 14 via the main relay 20. When the main relay 20 is closed, the main battery 14 and the PCU8 are energized. As a result, power can be supplied from the main battery 14 to the PCU8. When power is supplied from the main battery 14 to the PCU8, the DC-DC converter of the PCU8 operates, and power can be supplied from the main battery 14 to the auxiliary battery 17 via the PCU8. That is, the auxiliary battery 17 can be charged using the output power of the main battery 14.

[0080] Figure 5 This is a diagram showing the transitions in the power supply state within vehicle 1. (Example) Figure 5 As shown, vehicle 1 has three power states: power off, in motion, and ready (Ready ON). Furthermore, as explained below, the power state of "in motion" does not necessarily require the presence of the user of vehicle 1 (hereinafter referred to as "user") inside the vehicle.

[0081] When the power supply is off, the low-voltage power supply, high-voltage power supply, and drive force are all disconnected. When the low-voltage power supply is off, auxiliary relay 19 is disconnected, and the power supply between auxiliary battery 17 and auxiliary motor 18 is cut off. When the high-voltage power supply is off, main relay 20 is disconnected, and the power supply between main battery 14 and PCU8 is cut off. When the drive force is off, the initialization actions of the drive system based on PCU8 (system self-diagnosis, inverter initialization, etc.) are not completed, and the power supply from main battery 14 to motor 10 has not started.

[0082] When the first trigger occurs while the power is off, the power state changes from off to in-vehicle. In this embodiment, the first trigger is opening the door of vehicle 1. Therefore, when a user unlocks the door of vehicle 1 and opens the door to enter vehicle 1, the power state of vehicle 1 changes from off to in-vehicle.

[0083] When the power supply is in operation, both the low-voltage and high-voltage power supplies are connected, while the driving force remains disconnected. When the low-voltage power supply is connected, i.e., when the low-voltage power supply is activated, the ECU 30 uses the output power of the auxiliary battery 17 to close the auxiliary relay 19. As a result, power supply from the auxiliary battery 17 to the auxiliary relay 18 begins.

[0084] When the high-voltage power supply is switched on, i.e., when the high-voltage power supply is enabled, the BMS9 performs an initialization operation, including confirming the status of the main battery 14. After the initialization operation is completed, the main relay 20 is closed using the output power of the auxiliary battery 17. As a result, power supply from the main battery 14 to the PCU8 begins.

[0085] In addition, such as Figure 4 As shown, the air conditioner 7 is directly connected to the main unit battery 14, so when the high-voltage power is turned on, power is also supplied from the main unit battery 14 to the air conditioner 7. Furthermore, if the user sets the operating state of the air conditioner 7 to off, power supply from the main unit battery 14 to the air conditioner 7 will stop even if the high-voltage power is turned on.

[0086] If the second trigger occurs while the power is on, the power state changes from "on" to "ready". In this embodiment, the second trigger is the user's action to start the vehicle 1, and there are two options for this action. The first option is a combined action of pressing the brake pedal 41 and pressing the start switch 5, and the second option is a single action of pressing the brake pedal 41. The user selects either the first or the second option via the HMI 6 (e.g., MM display 61) as the starting action for starting the vehicle 1. In this embodiment, in the initial state of the vehicle 1 (e.g., the vehicle 1 at the factory), the starting action is set to the first option.

[0087] When the first option is set as the start operation, the power state changes from "in service" to "ready" when the user performs a combined operation of the first option. Conversely, when the second option is set as the start operation, the power state changes from "in service" to "ready" when the user performs a single operation of the second option. Furthermore, as the start operation of vehicle 1, only one operation method (e.g., the first option or the second option) may be set.

[0088] When the power state is ready, both the low-voltage and high-voltage power supplies are connected, and the drive force is in standby mode. Therefore, in order to change the power state of vehicle 1 to ready, PCU8 performs the drive system initialization action, thus putting the drive force into standby mode. When the drive force is in standby mode, the initialization action of the drive system based on PCU8 is completed, but the power supply from the main battery 14 to the motor 10 has not yet started. In this state, when the user presses the brake pedal 41 and sets the transmission gear of vehicle 1 to drive (D) mode or reverse (R) mode, the drive force is activated, and the power supply from the main battery 14 to the motor 10 begins.

[0089] On the other hand, when the user sets the gear of vehicle 1 to parking (P) mode after vehicle 1 has been driven, the driving force changes from on to standby, and the power supply from the main battery 14 to the motor 10 stops. In this state, when a third trigger occurs, the driving force changes from standby to off, and the power state changes from ready to in motion. That is, if the third trigger occurs when the power state is ready, the power state changes from ready to in motion. In this embodiment, the third trigger is triggered by the user pressing the start switch 5. Therefore, when the user presses the start switch 5 after setting the gear of vehicle 1 to parking mode, the power state changes from ready to in motion.

[0090] If the fourth trigger occurs while the vehicle is in a powered state (in-vehicle), the power state changes from "in-vehicle" to "power off". In this embodiment, the fourth trigger is when the door of vehicle 1 is locked from the outside of vehicle 1, or when vehicle 1 is in an inactive state for more than a threshold time. Therefore, when a user locks the door of vehicle 1 after exiting vehicle 1, the power state changes from "in-vehicle" to "power off". Additionally, the power state also changes from "in-vehicle" to "power off" in situations such as when vehicle 1 is left unlocked or when a user is dozing off in a parked vehicle. Furthermore, the threshold time (e.g., 30 to 80 minutes) when the key to vehicle 1 is inside vehicle 1 and the threshold time (e.g., 3 to 10 minutes) when the key to vehicle 1 is outside vehicle 1 can also be different.

[0091] When the vehicle 1 is powered off, the user cannot use the HMI 6 and air conditioning 7 inside the vehicle. On the other hand, when the vehicle is powered on, the power consumption for driving the vehicle 1 can be avoided, and the HMI 6 and air conditioning 7 can be used. Therefore, in some scenarios where the vehicle 1 is parked, the user may wish to keep the power status fixed as if the vehicle is in motion. Examples of such scenarios include when the user is watching or listening to desired content on the MM display 61, when the user is using the vehicle 1 as a place to stay, and when the user is camping outside the vehicle 1. In these scenarios, it is preferable to keep the air conditioning 7 running without disconnecting the power to the vehicle 1 to maintain a comfortable temperature inside the vehicle.

[0092] Therefore, in this embodiment, as a mode of vehicle 1 selectable by the user, a state-maintaining mode is prepared to maintain the vehicle state by supplying power to the air conditioning and displays in vehicle 1 but not to the drive system of vehicle 1. This allows the user to enjoy the aforementioned scenario in a comfortable cabin environment, thereby improving the usability of vehicle 1.

[0093] In this embodiment, the power state is set to the vehicle state while in motion, which is equivalent to supplying power to the air conditioning and displays in vehicle 1 but not to the drive system of vehicle 1. That is, in the state-holding mode, the power state is fixed in motion, and even if a fourth trigger occurs, the power state will not change from being in motion to being off. In other words, in the state-holding mode, the transition from being in motion to being off is invalid. Furthermore, the displays of HMI6 (in this embodiment, MM display 61, instrument display 62, left-side operation display 63, and right-side operation display 64) are an example of displays within vehicle 1.

[0094] In this embodiment, ECU30 functions as a vehicle mode control device that controls the mode of vehicle 1. Figure 6 This is a functional block diagram of processor 33 in ECU30. (Example) Figure 6 As shown, the processor 33 includes a mode setting unit 34 and a charging status detection unit 35. The mode setting unit 34 and the charging status detection unit 35 are functional modules implemented by the processor 33 of the ECU 30 executing a computer program stored in the memory 32 of the ECU 30. Alternatively, these functional modules can also be implemented using dedicated arithmetic circuits provided in the processor 33. The ECU 30 is an example of a vehicle mode control device.

[0095] The mode setting unit 34 sets the mode of vehicle 1. Specifically, in this embodiment, the mode setting unit 34 sets the mode of vehicle 1 to a state-holding mode, where the power state of vehicle 1 is set to the state of being in motion, based on the user's instruction. For example, the user instructs the mode of vehicle 1 via HMI 6. As a specific example, the user instructs the mode of vehicle 1 by operating the mode selection screen displayed on the MM display 61 of HMI 6. In this case, when the user selects the state-holding mode selection icon, the mode setting unit 34 sets the mode of vehicle 1 to the state-holding mode. Furthermore, the user can also instruct the mode of vehicle 1 via other displays of HMI 6 (e.g., instrument display 62, left-side operation display 63, or right-side operation display 64). Additionally, the user can also instruct the mode of vehicle 1 via HMI 6 through voice input or the like.

[0096] The mode setting unit 34 terminates the state holding mode when a specified condition is met. In this embodiment, the specified conditions include the following first to fifth termination conditions, and the mode setting unit 34 terminates the state holding mode when any one of the first to fifth termination conditions is met.

[0097] The first termination condition is that the SOC of the main battery 14 drops to a predetermined threshold. In this case, the mode setting unit 34 terminates the state-holding mode when the SOC of the main battery 14, calculated by the BMS9, drops to the predetermined threshold. The threshold is predetermined, for example, set to a value between 10% and 30%. By setting the first termination condition as the termination condition for the state-holding mode, it is possible to suppress the situation where the vehicle 1 runs out of power due to the continued implementation of the state-holding mode.

[0098] The second termination condition is the detection of an anomaly in vehicle 1. In this case, the mode setting unit 34 terminates the state holding mode upon detecting an anomaly in vehicle 1. Anomalies in vehicle 1 include, for example, anomalies detected through vehicle 1's self-diagnosis, communication interruptions, etc. By setting the second termination condition as the termination condition for the state holding mode, it is possible to prevent the state holding mode from continuing even when vehicle 1 is in an abnormal state.

[0099] The third termination condition is that the user requests the end of the state-holding mode via HMI6. In this case, the mode setting unit 34 terminates the state-holding mode when the user requests its termination via HMI6. For example, the user requests the end of the state-holding mode by operating the MM display 61 of the HMI6 (e.g., selecting the end button displayed on the MM display 61). Alternatively, the third termination condition can also be that the user requests the end of the state-holding mode via the portable terminal 200. In this case, the termination request notification is sent from the portable terminal 200 to the vehicle 1 via the server 300.

[0100] The fourth termination condition is that the user presses the power switch 5. In this case, the mode setting unit 34 terminates the state holding mode when the user presses the power switch 5. Furthermore, to avoid unwanted mode termination due to accidental operation of the power switch 5, the fourth termination condition can also be that the user presses the power switch 5 and the user agrees to terminate the state holding mode. In this case, the user agrees to terminate the state holding mode via the HMI 6. As a specific example, when the power switch 5 is pressed, the mode setting unit 34 displays a confirmation screen on the HMI 6 (e.g., MM display 61) to confirm whether the state holding mode can be terminated, and the user selects whether to terminate it via the HMI 6. Figure 7 This is an example of a confirmation screen that asks whether the state-holding mode can be ended.

[0101] The fifth termination condition is that the user performs a start operation on vehicle 1. In this case, the mode setting unit 34 terminates the state holding mode when the user performs the start operation. When the first option is set to start operation, the user performs both pressing the brake pedal 41 and pressing the start switch 5; when the second option is set to start operation, the user only performs pressing the brake pedal 41.

[0102] Furthermore, when the second option is set to start operation, to avoid unwanted mode termination caused by accidental operation of the brake pedal 41, the fifth termination condition can also be that the user presses the brake pedal 41 and the user agrees to the change of power state. In this case, the user agrees to the change of power state from "in motion" to "ready" via the HMI6. As a specific example, when the brake pedal 41 is pressed, the mode setting unit 34 displays a confirmation screen on the HMI6 (e.g., MM display 61) to confirm whether the power state can be changed, and the user selects whether the power state can be changed via the HMI6. Figure 8 This is an example of a confirmation screen that checks whether the power status can be changed.

[0103] As described above, the first termination condition is met when the SOC of the host battery 14 drops to a predetermined threshold. Therefore, when the SOC of the host battery 14 is below the threshold, the execution of the state-holding mode is considered to be disabled. However, when the host battery 14 is being charged, the SOC of the host battery 14 essentially recovers gradually, so it is not necessarily necessary to consider the SOC of the host battery 14 to disable the execution of the state-holding mode.

[0104] Therefore, in this embodiment, the charging state detection unit 35 detects the charging state of the main battery 14, and the mode setting unit 34 changes the conditions for allowing the execution of the state holding mode based on whether the main battery 14 is being charged. Specifically, when the main battery 14 is not being charged, the mode setting unit 34 allows the execution of the state holding mode when the SOC of the main battery 14 is higher than a threshold, and disables the state holding mode when the SOC of the main battery 14 is lower than the threshold. On the other hand, when the main battery 14 is being charged, the mode setting unit 34 allows the execution of the state holding mode regardless of the SOC value of the main battery 14. As a result, the scenarios in which the state holding mode can be executed can be increased, thereby improving the user experience in the vehicle 1.

[0105] The charging status detection unit 35 determines whether the main battery 14 is being charged, for example, based on the status information of the main battery 14 output by the BMS9 (e.g., the polarity of the charging / discharging current, changes in battery voltage, changes in battery temperature, etc.). Alternatively, the charging status detection unit 35 can also determine whether the main battery 14 is being charged by obtaining the power supply status through communication with an external charger (e.g., EVSE: Electric Vehicle Supply Equipment).

[0106] Furthermore, in this embodiment, when the charging state detection unit 35 executes the state-holding mode during the charging of the main battery 14, it displays the SOC value of the main battery 14, which changes according to the charging of the main battery 14, on the HMI 6. This allows the user to determine whether to continue the state-holding mode while considering the recovery status of the main battery 14's SOC. Specifically, in this embodiment, the charging state detection unit 35 displays the SOC value of the main battery 14, which changes according to the charging of the main battery 14, on the MM display 61 of the HMI 6, which displays a screen related to the state-holding mode.

[0107] The following is for reference Figure 9 The process of executing the above control is explained. Figure 9 This is a flowchart illustrating the control routine for mode setting processing in the first embodiment of the present invention. This control routine is repeatedly executed by the processor 33 of the ECU 30 according to the computer program stored in the memory 32 of the ECU 30.

[0108] First, in step S101, the mode setting unit 34 of the processor 33 determines whether the vehicle 1 is parked. For example, the mode setting unit 34 determines that the vehicle 1 is parked when the gear of the vehicle 1 is set to parking mode. Alternatively, the mode setting unit 34 may determine whether the vehicle 1 is parked based on the output of a vehicle speed sensor installed on the vehicle 1. If it is determined that the vehicle 1 is not parked, this control routine ends.

[0109] On the other hand, if it is determined in step S101 that vehicle 1 is parked, this control routine proceeds to step S102. In step S102, the mode setting unit 34 determines whether the SOC of the main battery 14 is higher than a threshold. At this time, the mode setting unit 34 obtains the SOC calculated by the BMS9 and compares the SOC with the threshold. If it is determined that the SOC is below the threshold, this control routine proceeds to step S103.

[0110] In step S103, the charging state detection unit 35 of the processor 33 determines whether the host battery 14 is charging. If it is determined that the host battery 14 is not charging, the control routine proceeds to step S104.

[0111] In step S104, the mode setting unit 34 disables the execution of the status holding mode. For example, the mode setting unit 34 disables the execution of the status holding mode by making the start operation of the status holding mode performed by the user invalid or impossible. As a specific example of this case, the mode setting unit 34 grays out the start button of the status holding mode displayed on the HMI6 (e.g., MM display 61). Alternatively, the mode setting unit 34 may also not display the start button of the status holding mode on the HMI6. After step S104, this control routine ends.

[0112] Furthermore, when the prohibited state holding mode is executed, vehicle 1 remains in normal mode. In normal mode, refer to... Figure 5 The power state of vehicle 1 is set according to the power state transition described above. For example, if the fourth trigger occurs while the power state is "in the vehicle", the power state changes from "in the vehicle" to "power off".

[0113] On the other hand, if it is determined in step S102 that the SOC of the main battery 14 is higher than the threshold, or if it is determined in step S103 that the main battery 14 is charging, this control routine proceeds to step S105. In step S105, the mode setting unit 34 allows the execution of the state holding mode. For example, the mode setting unit 34 displays a start button for the state holding mode on the HMI 6 (e.g., MM display 61). In this case, when the user selects the start button for the state holding mode, the mode setting unit 34 executes the state holding mode, and the mode of the vehicle 1 is set to the state holding mode.

[0114] <Second Implementation Method>

[0115] The structure and control of the vehicle mode control device in the second embodiment are basically the same as those in the vehicle mode control device of the first embodiment, except for the points described below. Therefore, the second embodiment of the present invention will be described below focusing on the parts that differ from the first embodiment.

[0116] As described above, when the main battery 14 is charged, the state of charge (SOC) of the main battery 14 is basically gradually restored. However, when the main battery 14 is charged with low-output power such as household power, the power consumption caused by the operation of the air conditioner 7 and HMI 6 may exceed the power supplied to the vehicle 1 from the external power source.

[0117] Therefore, in the second embodiment, when the SOC of the host battery 14 increases due to charging of the host battery 14, the mode setting unit 34 allows the execution of the state holding mode regardless of the SOC value of the host battery 14. This avoids the situation where the state holding mode is allowed to execute even though the SOC of the host battery 14 has not recovered due to charging.

[0118] Figure 10 This is a flowchart illustrating the control routine for mode setting processing in the second embodiment of the present invention. This control routine is repeatedly executed by the processor 33 of the ECU 30 according to the computer program stored in the memory 32 of the ECU 30.

[0119] First, in step S201, with Figure 9 Similarly, in step S101, the mode setting unit 34 of the processor 33 determines whether the vehicle 1 is parked. If it is determined that the vehicle 1 is not parked, this control routine ends.

[0120] On the other hand, if it is determined in step S201 that vehicle 1 is parked, this control routine proceeds to step S202. In step S202, and... Figure 9 Similarly, in step S102, the mode setting unit 34 determines whether the SOC of the host battery 14 is higher than a threshold. If it is determined that the SOC is lower than the threshold, this control routine proceeds to step S203.

[0121] In step S203, the charging state detection unit 35 determines whether the state of charge (SOC) of the host battery 14 has increased due to charging of the host battery 14. For example, the charging state detection unit 35 makes this determination based on the change in the SOC of the host battery 14 output by the BMS9. If it is determined that the SOC of the host battery 14 has not increased, this control routine proceeds to step S204.

[0122] In step S204, with Figure 9Similarly, in step S104, the mode setting unit 34 disables the execution of the state holding mode. After step S204, this control routine ends.

[0123] On the other hand, if it is determined in step S202 that the SOC of the host battery 14 is higher than the threshold, or if it is determined in step S203 that the SOC of the host battery 14 has increased due to charging, this control routine proceeds to step S205. In step S205, ... Figure 9 Similarly, in step S105, the mode setting unit 34 allows the execution of the state holding mode. After step S205, this control routine ends.

[0124] <Third Implementation Method>

[0125] The structure and control of the vehicle mode control device in the third embodiment are basically the same as those in the vehicle mode control device of the first embodiment, except for the points described below. Therefore, the third embodiment of the present invention will be described below focusing on the parts that differ from the first embodiment.

[0126] If the SOC of the main battery 14 recovers to a value higher than the threshold through charging of the main battery 14, the state-holding mode can continue even after the main battery 14 is charged. However, if the main battery 14 is charged for the next trip of the vehicle 1, the user may not want the SOC of the main battery 14 to decrease due to the continued implementation of the state-holding mode.

[0127] Therefore, in the third embodiment, when the charging of the host battery 14 ends while it is in the state-holding mode, the mode setting unit 34 confirms with the user whether the state-holding mode can continue. This prevents the user from unintentionally lowering the state of charge (SOC) of the host battery 14 after charging.

[0128] In the third embodiment, except Figure 9 In addition to the control routine for mode setting processing, the following control routine for mode continuation confirmation processing is also executed. Figure 11 This is a flowchart illustrating the control routine for the mode continuation confirmation process in the third embodiment of the present invention. This control routine is repeatedly executed by the processor 33 of the ECU 30 according to the computer program stored in the memory 32 of the ECU 30.

[0129] First, in step S301, the mode setting unit 34 of the processor 33 determines whether the charging of the host battery 14 has ended. If it is determined that the charging of the host battery 14 has not ended, the control routine ends. On the other hand, if it is determined that the charging of the host battery 14 has ended, the control routine proceeds to step S302.

[0130] In step S302, the mode setting unit 34 determines whether a state-holding mode is being executed. That is, the mode setting unit 34 determines whether the vehicle 1's mode is set to state-holding mode while the main battery 14 is charging. If it is determined that a state-holding mode is not being executed, this control routine ends. On the other hand, if it is determined that a state-holding mode is being executed, this control routine proceeds to step S303.

[0131] In step S303, the mode setting unit 34 confirms with the user whether the state holding mode can continue. For example, the mode setting unit 34 displays a confirmation screen on the HMI6 (e.g., MM display 61) to confirm whether the state holding mode can continue, and the user selects whether to continue via the HMI6. Figure 12 This is an example of a confirmation screen that asks whether the status hold mode can continue. For example... Figure 12 As shown, the mode setting unit 34 can also prompt the user that the SOC of the host battery 14 will decrease due to continuing the state holding mode when confirming with the user whether to continue the state holding mode.

[0132] Next, in step S304, the mode setting unit 34 determines whether the user has agreed to continue in the status holding mode. For example, if the user inputs "agree to continue in status holding mode" to the HMI6, the mode setting unit 34 determines that the user agrees to continue in status holding mode. On the other hand, if the user inputs "reject to continue in status holding mode" to the HMI6, or if no operation is performed on the confirmation screen on the HMI6 within a specified time, the mode setting unit 34 determines that the continuation of status holding mode is rejected.

[0133] If the continuation of the state-holding mode is approved in step S304, this control routine ends. In this case, after the main battery 14 is charged, the vehicle 1 also remains in the state-holding mode.

[0134] On the other hand, if the continuation of the state-holding mode is rejected in step S304, this control routine proceeds to step S305. In step S305, the mode setting unit 34 terminates the state-holding mode and changes the mode of vehicle 1 from the state-holding mode to the normal mode. In the normal mode, refer to Figure 5 The power state of vehicle 1 is set according to the power state transition described above. For example, if the fourth trigger occurs while the power state is "in motion", the power state changes from "in motion" to "power off". After step S305, this control routine ends.

[0135] Furthermore, in step S303, when the user is outside the vehicle 1, the mode setting unit 34 can also confirm with the user via the user's portable terminal 200 whether the status holding mode can continue. In this case, the mode setting unit 34, for example, uses wide-area wireless communication via the wide-area communication module 2 to send a notification confirming whether the status holding mode can continue to the portable terminal 200 via the server 300. Alternatively, the mode setting unit 34 can also use short-range wireless communication via the short-range communication module 3 to send a notification confirming whether the status holding mode can continue to the portable terminal 200 without going through the server 300.

[0136] In this case, the mode setting unit 34 estimates the user's location based on the communication status of the short-range wireless communication between the vehicle 1 using the short-range communication module 3 and the portable terminal 200. For example, the mode setting unit 34 estimates that the user is in the vehicle 1 when communication between the vehicle 1 and the portable terminal 200 based on short-range wireless communication is ensured, and estimates that the user is outside the vehicle 1 when communication between the vehicle 1 and the portable terminal 200 based on short-range wireless communication is interrupted. Alternatively, the mode setting unit 34 can also estimate the user's location by obtaining the location information of the portable terminal 200 through wide-area wireless communication using the wide-area communication module 2. In this case, for example, the output of the GNSS (Global Navigation Satellite System) receiver mounted in the portable terminal 200 can be obtained as the location information of the portable terminal 200. Alternatively, the mode setting unit 34 can also estimate the user's location based on the output of in-vehicle cameras, seating sensors, etc., installed in the vehicle 1.

[0137] <Fourth Implementation Method>

[0138] The structure and control of the vehicle mode control device in the fourth embodiment are basically the same as those in the vehicle mode control device of the first embodiment, except for the points described below. Therefore, the fourth embodiment of the present invention will be described below focusing on the parts that differ from the first embodiment.

[0139] In the fourth embodiment, when the charging of the host battery 14 ends while it is in the state-holding mode, the mode setting unit 34 continues the state-holding mode if the SOC of the host battery 14 is above a predetermined value, and ends the state-holding mode if the SOC of the host battery 14 is below the predetermined value. This avoids a situation where, although the SOC of the host battery 14 is not fully restored through charging, the SOC of the host battery 14 decreases after charging due to the continuation of the state-holding mode.

[0140] In the fourth embodiment, except Figure 9In addition to the control routine for mode setting and processing, the following control routine for mode continuation determination and processing is also executed. Figure 13 This is a flowchart illustrating the control routine for mode continuation determination processing in the fourth embodiment of the present invention. This control routine is repeatedly executed by the processor 33 of the ECU 30 according to the computer program stored in the memory 32 of the ECU 30.

[0141] Steps S401 and S402 and Figure 11 Steps S301 and S302 are executed in the same way. If it is determined in step S402 that the state holding mode is being executed, this control routine proceeds to step S403.

[0142] In step S403, the mode setting unit 34 determines whether the State of Charge (SOC) of the host battery 14 is above a predetermined value. At this time, the mode setting unit 34 obtains the SOC calculated by the BMS9 and compares it with the predetermined value. The predetermined value is set to a value higher than the threshold at which the state holding mode ends. The difference between the threshold and the predetermined value is, for example, set to 10% to 30%.

[0143] If, in step S403, the SOC of the main battery 14 is determined to be above a predetermined value, this control routine ends. In this case, after the main battery 14 is charged, the vehicle 1 remains in the state-holding mode.

[0144] On the other hand, if it is determined in step S403 that the SOC of the main battery 14 is less than a predetermined value, this control routine proceeds to step S404. In step S404, ... Figure 11 Similarly, in step S305, the mode setting unit 34 ends the state holding mode and changes the mode of vehicle 1 from the state holding mode to the normal mode. After step S404, this control routine ends.

[0145] <Other Implementation Methods>

[0146] The preferred embodiments of the present invention have been described above, but the present invention is not limited to these embodiments, and various modifications and variations can be implemented within the scope of the claims. For example, the air conditioner 7 may also be included in the auxiliary unit 18, and power is supplied from the auxiliary unit battery 17.

[0147] Alternatively, vehicle 1 can also be a plug-in hybrid electric vehicle (PHEV) equipped with an electric motor and an engine as drive units. Furthermore, vehicle 1 can also be an autonomous vehicle that automatically performs at least a portion of its acceleration, braking, and steering.

[0148] Furthermore, in the above embodiment, the description assumes that the screen related to the status holding mode is displayed on the MM display 61 in vehicle 1, but this screen can also be displayed on other displays in vehicle 1 (e.g., instrument display 62, left-side operation display 63, right-side operation display 64, or a head-up display (HUD, not shown) etc.). Alternatively, at least one of the left-side operation display 63 and the right-side operation display 64 can be omitted from vehicle 1.

[0149] Alternatively, the first to fourth triggers that change the power state of vehicle 1 can be other conditions. For example, the first trigger that changes the power state of vehicle 1 from power off to in-vehicle could be pressing the start switch 5. Furthermore, some of the first to fifth termination conditions can be omitted.

[0150] Alternatively, a server 300 or similar device located outside the vehicle 1 can also function as a vehicle mode control device. In this case, the required information is sent from the vehicle 1 to the server 300, and the ECU 30 of the vehicle 1 performs vehicle control related to the mode setting of the vehicle 1 according to the instructions from the server 300.

[0151] Furthermore, the second embodiment can be implemented in combination with the third or fourth embodiment. In this case, in the third or fourth embodiment, instead of Figure 9 The mode setting is used to process the control routine for execution. Figure 10 The control routine for mode setting processing.

[0152] Furthermore, the computer program that enables the computer to perform the functions of the processor 33 of the ECU 30 or the processor of the server can also be provided as a computer-readable recording medium or as a computer program product. Computer-readable recording media include, for example, magnetic recording media, optical recording media, or semiconductor memory.

Claims

1. A vehicle mode control device for controlling the vehicle mode, wherein, The vehicle mode control device includes: The mode setting unit sets the vehicle's mode to a state holding mode based on the user's instruction. The state holding mode maintains a vehicle state in which power is supplied to the vehicle's air conditioning and the in-vehicle display, but not to the vehicle's drive system. and The charging status detection unit detects the charging status of the vehicle's main battery. The mode setting unit allows the state-holding mode to be executed when the vehicle's main battery is being charged, regardless of the SOC value of the main battery.

2. The vehicle mode control device according to claim 1, wherein, When the SOC rises due to charging of the host battery, the mode setting unit allows the execution of the state holding mode regardless of the SOC value.

3. The vehicle mode control device according to claim 1 or 2, wherein, When the charging state detection unit executes the state hold mode during the charging of the host battery, it displays the SOC value, which changes according to the charging of the host battery, on the display.

4. The vehicle mode control device according to any one of claims 1 to 3, wherein, When the charging of the host battery ends while the state holding mode is being executed, the mode setting unit confirms with the user whether the state holding mode can be continued.

5. The vehicle mode control device according to claim 4, wherein, When the user is outside the vehicle, the mode setting unit confirms with the user via the user's portable terminal whether the status holding mode can continue.

6. The vehicle mode control device according to any one of claims 1 to 3, wherein, When the charging of the host battery ends while the state holding mode is being executed, the mode setting unit continues the state holding mode if the SOC is above a predetermined value, and ends the state holding mode if the SOC is below the predetermined value.

7. A vehicle mode control method, executed by a computer, wherein, The vehicle mode control method includes the following processing: Based on the user's instructions, the vehicle's mode is set to a state-holding mode, which maintains a vehicle state that supplies power to the vehicle's air conditioning and in-vehicle displays but not to the vehicle's drive system. Detect the charging status of the vehicle's main battery; and The state hold mode is allowed to be executed when the vehicle’s main battery is being charged, regardless of the SOC value of the main battery.

8. A computer program product comprising a computer program that causes a computer to perform the following processes: Based on the user's instructions, the vehicle's mode is set to a state-holding mode, which maintains a vehicle state that supplies power to the vehicle's air conditioning and in-vehicle displays but not to the vehicle's drive system. Detect the charging status of the vehicle's main battery; and The state hold mode is allowed to be executed when the vehicle’s main battery is being charged, regardless of the SOC value of the main battery.

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