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

Abstract

Increase the number of scenarios in which a vehicle mode can be implemented that maintains the operation of the air conditioner and display while the vehicle is stationary. [Solution] The vehicle mode control device includes a mode setting unit 34 that sets the vehicle mode to a state-holding mode based on the user's instructions for the vehicle 1, in which power is supplied to the vehicle's air conditioner 7 and the in-vehicle display 6, but power is not supplied to the vehicle's drivetrain, and a charge state detection unit 35 that detects the charge state of the vehicle's main battery. When the vehicle's main battery is charged, the mode setting unit permits the execution of the state-holding mode regardless of the value of the main battery's SOC.

Description

[[TECHNICAL FIELD]]

[0001] The present invention relates to a vehicle mode control device, a vehicle mode control method, and a computer program. [[BACKGROUND ART]]

[0002] Patent Literature 1 discloses that when a nap state is detected, an air conditioner of the vehicle is controlled to a state suitable for napping so that the vehicle user can sleep comfortably in the vehicle interior. [[PRIOR ART DOCUMENT]] [[PATENT DOCUMENT]]

[0003] [[Patent Document 1]] Japanese Unexamined Patent Application Publication No. 2023-031630 [[SUMMARY OF THE INVENTION]] [[Problem to be Solved by the Invention]]

[0004] By the way, even in situations other than napping in the vehicle interior, there is a need to maintain the operation of the air conditioner and the display in a stopped vehicle. For this reason, it is desirable that a vehicle mode for maintaining the operation of the air conditioner and the display can be selected by a user of the vehicle.

[0005] In this case, in order to avoid vehicle battery depletion caused by continuous use of the air conditioner and the display, it is conceivable to uniformly prohibit the execution of such vehicle mode when the state of charge (SOC) of the vehicle battery is low. However, when the battery is being charged, the SOC of the battery basically recovers, so it is not always necessary to prohibit the execution of such vehicle mode in consideration of the SOC of the battery.

[0006] Accordingly, in view of the above problem, an object of the present invention is to increase the number of scenes in which a vehicle mode that maintains operation of an air conditioner and a display while the vehicle is stopped can be executed. [Means for solving the problem]

[0007] The gist of this disclosure is as follows:

[0008] (1) A vehicle mode control device for controlling the mode of a vehicle, comprising: a mode setting unit that sets the mode of the vehicle to a state-holding mode that maintains a vehicle state in which power is supplied to the vehicle's air conditioner and the in-vehicle display, but not to the vehicle's drivetrain, based on instructions from the vehicle's user; and a charge state detection unit that detects the charge state of the vehicle's main battery, wherein the mode setting unit permits the execution of the state-holding mode regardless of the SOC value of the main battery when the vehicle's main battery is charged.

[0009] (2) The vehicle mode control device according to (1) above, wherein the mode setting unit permits the execution of the state holding mode regardless of the value of the SOC when the SOC is rising due to charging of the main battery.

[0010] (3) The vehicle mode control device according to (1) or (2) above, wherein the charging state detection unit displays the value of the SOC that changes according to the charging of the main battery on the display when the state holding mode is executed while the main battery is being charged.

[0011] (4) The vehicle mode control device according to any one of (1) to (3) above, wherein the mode setting unit confirms with the user whether or not to continue the state holding mode when the charging of the main battery is completed while the state holding mode is being executed.

[0012] (5) The vehicle mode control device according to (4) above, wherein the mode setting unit confirms with the user via the user's mobile terminal whether or not to continue the state holding mode when the user is outside the vehicle.

[0013] (6) The vehicle mode control device according to any one of (1) to (3) above, wherein the mode setting unit, when the charging of the main battery is completed while the state holding mode is being executed, continues the state holding mode if the SOC is above a predetermined value, and terminates the state holding mode if the SOC is below a predetermined value.

[0014] (7) A vehicle mode control method performed by a computer, comprising: setting the vehicle mode to a state-holding mode that maintains a vehicle state in which power is supplied to the vehicle's air conditioner and the in-vehicle display, but not to the vehicle's drivetrain, based on instructions from the vehicle's user; detecting the charge state of the vehicle's main battery; and, when the vehicle's main battery is charged, allowing the execution of the state-holding mode regardless of the SOC value of the main battery.

[0015] (8) A computer program that causes a computer to perform the following actions based on instructions from the vehicle user: set the vehicle's mode to a state-holding mode that maintains a vehicle state in which power is supplied to the vehicle's air conditioner and the in-vehicle display, but not to the vehicle's drivetrain; detect the charge state of the vehicle's main battery; and, when the vehicle's main battery is charged, allow the execution of the state-holding mode regardless of the value of the main battery's State of Charge. [Effects of the Invention]

[0016] According to this disclosure, it is possible to increase the number of scenarios in which a vehicle mode can be implemented that maintains the operation of the air conditioner and display while the vehicle is stationary. [Brief explanation of the drawing]

[0017] [Figure 1] Figure 1 is a schematic diagram of a connected system including a vehicle equipped with a vehicle mode control device according to this embodiment. [Figure 2]Fig. 2 is a schematic configuration diagram of a vehicle mode control device system including a vehicle mode control device according to an embodiment of the present invention. [Figure 3] Fig. 3 is a diagram schematically showing the interior of the vehicle in front of a driver seat and a passenger seat. [Figure 4] Fig. 4 is a diagram schematically showing the flow of electric power between electrical components of the vehicle. [Figure 5] Fig. 5 is a diagram showing transitions of power supply states in a vehicle. [Figure 6] Fig. 6 is a functional block diagram of a processor of an ECU. [Figure 7] Fig. 7 shows an example of a confirmation screen for confirming whether termination of a state holding mode is permitted. [Figure 8] Fig. 8 shows an example of a confirmation screen for confirming whether transition of a power supply state is permitted. [Figure 9] Fig. 9 is a flowchart showing a control routine of mode setting processing in the first embodiment of the present invention. [Figure 10] Fig. 10 is a flowchart showing a control routine of mode setting processing in the second embodiment of the present invention. [Figure 11] Fig. 11 is a flowchart showing a control routine of mode continuation confirmation processing in the third embodiment of the present invention. [Figure 12] Fig. 12 shows an example of a confirmation screen for confirming whether continuation of a state holding mode is permitted. [Figure 13] Fig. 13 is a flowchart showing a control routine of mode continuation determination processing in the fourth embodiment of the present invention. DESCRIPTION OF EMBODIMENTS

[0018] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, identical reference numerals are assigned to similar constituent elements.

[0019] <First Embodiment> Figure 1 is a schematic diagram of a connected system 1000 including a vehicle 1 equipped with a vehicle mode control device according to this embodiment. The connected system 1000 comprises a vehicle 1, a mobile terminal 200, and a server 300. The vehicle 1 and the mobile 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.

[0020] The mobile terminal 200 is owned by the user of vehicle 1 and includes, for example, at least one of a smartphone, tablet, smartwatch, and smart glasses. The mobile terminal 200 has a processor that performs various processing on the mobile terminal 200, input devices (touch panel, operation buttons, microphone, etc.), output devices (display, speaker, etc.), and a communication module. The communication module of the mobile terminal 200 connects the mobile terminal 200 to the communication network 500 via the wireless base station 400 by accessing the wireless base station 400. Communication between the mobile terminal 200 and the wireless base station 400 is performed based on known wireless communication standards (e.g., 3G, LTE, 4G, 5G, 6G, etc.).

[0021] Server 300 is located outside of vehicle 1 and includes a communication interface, storage, memory, processor, etc. Server 300 may be composed of multiple computers. Server 300 is operated, for example, by the manufacturer of vehicle 1 and is also referred to as the center.

[0022] Figure 2 is a schematic 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.

[0023] As shown in Figure 2, 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 conditioner 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, the short-range communication module 3, the brake operation detection sensor 4, the start switch 5, the HMI 6, the air conditioner 7, the PCU 8, and the BMS 9 are electrically connected to the ECU 30 via an in-vehicle network compliant with standards such as CAN (Controller Area Network) or Ethernet.

[0024] The ECU 30 performs various controls on the vehicle 1. As shown in Figure 2, 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. In this embodiment, one ECU 30 is provided, but multiple ECUs may be provided for each function. Furthermore, the communication interface 31, the memory 32, and the processor 33 may be configured as a single integrated circuit, or they may be configured as separate circuits.

[0025] The communication interface 31 has an interface circuit for connecting the ECU 30 to the in-vehicle network. The ECU 30 is connected to other in-vehicle equipment 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. The communication interface 31 also 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 conditioner 7, the PCU 8, and the BMS 9.

[0026] Memory 32 includes, for example, volatile semiconductor memory (e.g., DRAM (Dynamic Random Access Memory), SRAM (Static Random Access Memory), etc.) and non-volatile semiconductor memory (e.g., ROM (Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), flash memory, etc.). Memory 32 stores temporary data, computer programs used for various processes by the processor 33 (control programs for the ECU 30), ECU 30 setting data, log data, vehicle information, etc. Memory 32 is an example of a storage unit.

[0027] The processor 33 has one or more CPUs (Central Processing Units) and their peripheral circuits. The processor 33 executes computer programs stored in the memory 32. The processor 33 may also have other arithmetic circuits such as a logic unit, a numerical unit, or a graphics processing unit. The following describes the in-vehicle components connected to the ECU 30.

[0028] The wide-area communication module 2 enables wide-area wireless communication between vehicle 1 and an external location (e.g., server 300). The wide-area communication module 2 connects vehicle 1 to the communication network 500 via the wireless base station 400 by accessing the wireless base station 400. Communication between vehicle 1 and the wireless base station 400 is performed based on known wireless communication standards (e.g., 3G, LTE (Long Term Evolution), 4G, 5G, 6G, etc.). The wide-area communication module 2 is, for example, a data communication module (DCM).

[0029] The short-range communication module 3 enables short-range wireless communication between vehicle 1 and the user's mobile terminal 200. The short-range communication module is a wireless module compliant with short-range communication standards such as BLE (Bluetooth Low Energy®) and NFC (Near Field Communication). The mobile terminal 200 can function as a digital key for vehicle 1 by communicating directly with vehicle 1 via the short-range communication module 3. In other words, the user of vehicle 1 can control the door locks of vehicle 1 using the mobile terminal 200.

[0030] The brake operation detection sensor 4 is installed on the brake pedal 41 of the vehicle 1 and detects the operation of the brake pedal 41 by the user of the vehicle 1. For example, the brake operation detection sensor 4 can be configured as a pressure sensor that detects the pressure applied to the brake pedal 41, an angle sensor that detects the rotation angle or displacement of the brake pedal 41, or an electrical switch that generates an on / off signal in response to the depressing operation of the brake pedal 41. The brake operation detection sensor 4 may 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 transmitted to the ECU 30.

[0031] Figure 3 is a schematic diagram showing the interior of vehicle 1 in front of the driver's and passenger's seats. Figure 3 shows a right-hand drive vehicle 1. As shown in Figure 3, the start switch 5 is located on the dashboard 22 below the windshield 21. For example, the start switch 5 is located near the driver's seat so that it can be operated by the user of vehicle 1 (e.g., the driver), specifically near the steering wheel 23 (to the left of the steering wheel 23 in the example in Figure 3). The start switch 5 is, for example, a push-button switch. When 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 transmitted to the ECU 30.

[0032] The HMI 6 is installed inside the vehicle and facilitates the exchange of information between vehicle 1 and its user. The HMI 6 includes an input device that receives input from the user of vehicle 1 and an output device that notifies the user of vehicle 1. The input device includes, for example, at least one of a touch panel, operation buttons, operation switches, and a microphone. Information entered into the HMI 6's input device by the user of vehicle 1 is transmitted to the ECU 30. The output device includes at least one of a display device (e.g., a display), a warning light, a speaker, a buzzer, and a vibration unit. The HMI 6's output device notifies the user of vehicle 1 of information corresponding to signals transmitted from the ECU 30.

[0033] As shown in Figure 3, in this embodiment, the HMI 6 includes a multimedia display (hereinafter referred to as "MM display") 61, a meter display 62, a left-side operation display 63, and a right-side operation display 64. Each of these displays is installed inside the vehicle (specifically near the driver's seat) so that it can be seen by the user of the vehicle 1, and displays various information to the user of the vehicle 1 based on signals transmitted from the ECU 30.

[0034] In this embodiment, the MM display 61 is integrated into the center console, specifically the portion of the dashboard 22 between the driver's and passenger's seats. In this case, the MM display 61 is also referred to as the center display. The MM display 61 is the largest display in the vehicle's interior and displays multimedia information, map information, screens for various settings of the vehicle 1, and the like. The MM display 61 is configured as a touch-panel liquid crystal display (LCD) or organic electroluminescent (EL) 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.

[0035] The meter display 62 is positioned in a location easily visible to the user of vehicle 1 while the vehicle 1 is being driven. Specifically, the meter display 62 is integrated as an instrument panel into the dashboard 22 in front of the steering wheel 23, i.e., the dashboard 22 in front of the driver's seat. The meter display 62 displays status information of vehicle 1, specifically information necessary for driving vehicle 1, such as vehicle speed, the SOC (State of Charge) of the main battery (described later), and warning lights. The meter display 62 functions as an output device and is configured as, for example, an LCD or organic EL display. The meter display 62 may also be configured as a touch panel type LCD or organic EL display that can be operated by the user and may function as both an input and output device.

[0036] The left-side operation display 63 is positioned to be easily operated by the user of vehicle 1 with their left hand while driving vehicle 1, and the right-side operation display 64 is positioned to be easily operated by the user of vehicle 1 with their right hand while driving vehicle 1. The left-side operation display 63 and the right-side operation display 64 are positioned on either side of the meter display 62, and are positioned symmetrically with respect to a line that divides the steering wheel 23 into left and right halves.

[0037] The left-side operation display 63 is positioned to the left of the steering wheel 23, adjacent to the meter display 62. In this embodiment, the left-side operation display 63 displays a multimedia operation screen (e.g., an audio settings screen). The left-side operation display 63 is configured as a touch-panel type LCD or organic EL display that can be operated by the user of the vehicle 1. Therefore, the left-side operation display 63 functions as both an input and output device.

[0038] The right-side operation display 64 is positioned to the right of the steering wheel 23, adjacent to the meter display 62. In this embodiment, the right-side operation display 64 displays the operation screen for driver assistance functions (for example, the setting screen for Adaptive Cruise Control (ACC)). The right-side operation display 64 is configured as a touch-panel type LCD or organic EL display that can be operated by the user of the vehicle 1. Therefore, the right-side operation display 64 functions as both an input and output device.

[0039] In this embodiment, the left-side operation display 63 is connected to the left end of the meter display 62, and the right-side operation display 64 is connected to the right end of the meter display 62. That is, the left-side operation display 63 and the right-side operation display 64 are integrally formed with the meter display 62. However, the left-side operation display 63 and the right-side operation display 64 may each be separate from the meter display 62.

[0040] The air conditioner (hereinafter referred to as "air conditioner") 7 includes an electric compressor and provides cooling and heating functions. When providing the cooling function, the air conditioner 7 lowers the temperature inside the vehicle by a heat exchange process using a refrigerant, and when providing the heating function, it raises the temperature inside the vehicle by heat pump technology.

[0041] As shown in Figure 2, the PCU8 and BMS9 are electrically connected and can communicate with each other using communication protocols such as CAN. The configuration and functions of the PCU8 and BMS9 will be described with reference to Figure 4.

[0042] Figure 4 is a schematic diagram showing the flow of power between the electrical components of vehicle 1. As shown in Figure 4, vehicle 1 further comprises a motor 10, a reduction gear 11, an axle 12, wheels 13, a main battery 14, a charging port 15, a charger 16, an auxiliary battery 17, auxiliary components 18, an auxiliary relay 19, and a main relay 20.

[0043] In this embodiment, vehicle 1 is a so-called electric vehicle (BEV: Battery Electric Vehicle), and only the motor 10 functions as the drive system for vehicle 1. The motor 10 is connected to a reduction gear 11, and the output of the motor 10 is supplied to the reduction gear 11. The output of the motor 10 supplied to the reduction gear 11 is transmitted to the wheels 13 via the axle 12, driving the wheels 13. Therefore, the motor 10 can output power for the vehicle 1 to move.

[0044] The main battery 14 is a rechargeable secondary battery, consisting of, for example, a lithium-ion battery, a nickel-metal hydride battery, a solid-state battery, or a sodium-ion battery. The main battery 14 is a high-voltage battery and outputs high-voltage (e.g., 200V to 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 the drive battery or high-voltage battery.

[0045] When the motor 10 outputs power for driving, the power stored in the main battery 14 is supplied to the motor 10 via the PCU 8. In other words, the main battery 14 functions as the power source for the vehicle 1. The main battery 14 is also connected to the air conditioner 7, and the electric compressor of the air conditioner 7 is operated by the high-voltage power supplied from the main battery 14.

[0046] The BMS9 monitors and manages the main battery 14 and includes a sensor module, a control circuit, etc. The sensor module includes a voltage sensor that detects the voltage of each cell of the main battery 14, a current sensor that detects the charging and discharging current of the main battery 14, and a temperature sensor that detects the temperature of the main battery 14. The control circuit performs state estimation of the main battery 14, charge and discharge control, etc. For example, the control circuit calculates the SOC (State of Charge), SOH (State of Health), and SOP (State of Power) of the main battery 14 based on the output of the sensor module.

[0047] The auxiliary battery 17 is a rechargeable secondary battery, consisting of, for example, a lead-acid battery or a lithium-ion battery. The auxiliary battery 17 is a low-voltage battery and outputs low-voltage (e.g., 12V) DC power. That is, the auxiliary battery 17 outputs power at a lower voltage than the main battery 14. The auxiliary battery 17 is charged by power supplied from the main battery 14. The auxiliary battery 17 is also called a low-voltage battery.

[0048] The auxiliary battery 17 is connected to the auxiliary components 18, which are powered by low-voltage electricity supplied from the auxiliary battery 17. The auxiliary components 18 include communication modules such as the wide-area communication module 2 and the short-range communication module 3, sensors such as the brake operation detection sensor 4, a start switch 5, an HMI 6, lighting devices (headlights, taillights, etc.), power windows, etc.

[0049] An auxiliary relay 19 is provided between the auxiliary battery 17 and the auxiliary components 18. That is, the auxiliary components 18 are connected to the auxiliary battery 17 via the auxiliary relay 19. When the auxiliary relay 19 is closed, the auxiliary battery 17 energizes the auxiliary components 18. As a result, power can be supplied from the auxiliary battery 17 to the auxiliary components 18.

[0050] The PCU8 controls the power of the vehicle 1 and includes an inverter, a DC-DC converter, a boost converter, a control circuit, etc. The inverter is connected to the main battery 14 and the motor 10, and the main battery 14 supplies power to the motor 10 via the inverter. When power is supplied from the main battery 14 to the motor 10, the inverter converts the DC power supplied from the main battery 14 to AC power. The inverter also controls the rotational speed and output torque of the motor 10 by adjusting the amount and frequency of the AC power supplied to the motor 10. On the other hand, when regenerative power is supplied from the motor 10 to the main battery 14, the inverter converts the AC power supplied from the motor 10 to DC power.

[0051] The DC-DC converter is connected to the main battery 14 and the auxiliary battery 17, and the main battery 14 supplies power to the auxiliary battery 17 via the DC-DC converter. When power is supplied from the main battery 14 to the auxiliary battery 17, the DC-DC converter converts high-voltage power (e.g., 200V to 800V) to low-voltage power (e.g., 12V). The boost converter boosts the output of the main battery 14 as needed. The control circuit performs inverter control, regenerative braking control, etc.

[0052] A main relay 20 is provided between the main battery 14 and the PCU 8. That is, the PCU 8 is connected to the main battery 14 via the main relay 20. When the main relay 20 is closed, the main battery 14 is energized to the PCU 8. As a result, power can be supplied from the main battery 14 to the PCU 8. When power is supplied from the main battery 14 to the PCU 8, the DC-DC converter in the PCU 8 operates, and power can be supplied from the main battery 14 to the auxiliary battery 17 via the PCU 8. That is, the auxiliary battery 17 can be charged by the output power of the main battery 14.

[0053] Figure 5 shows the transitions in the power state of vehicle 1. As shown in Figure 5, vehicle 1 has three power states: power off, occupied, and Ready on. As will be clear from the following explanation, the power state being "occupied" does not necessarily require the user of vehicle 1 (hereinafter simply referred to as "user") to be present inside the vehicle.

[0054] When the power state is power off, the low-voltage power supply, high-voltage power supply, and drive force are all turned off. When the low-voltage power supply is off, the auxiliary relay 19 is open, and the power supply between the auxiliary battery 17 and the auxiliary equipment 18 is cut off. When the high-voltage power supply is off, the main relay 20 is open, and the power supply between the main battery 14 and the PCU 8 is cut off. When the drive force is off, the PCU 8's initialization operation of the drive system (system self-diagnosis, inverter initialization, etc.) is not yet complete, and power supply from the main battery 14 to the motor 10 has not started.

[0055] When the first trigger occurs while the power state is power off, the power state transitions from power off to occupying. In this embodiment, the first trigger is the opening of the door of vehicle 1. Therefore, when a user unlocks the door lock of vehicle 1 and opens the door of vehicle 1 in order to get into vehicle 1, the power state of vehicle 1 transitions from power off to occupying.

[0056] When the power state is "riding," the low-voltage and high-voltage power supplies are turned on, and the driving force is kept off. When the low-voltage power supply is turned on, that is, 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 components 18 begins.

[0057] When the high-voltage power supply is turned on, that is, when the high-voltage power supply is activated, the BMS9 performs an initialization operation that includes checking the status of the main battery 14, and after the initialization operation is completed, it closes the main relay 20 using the output power of the auxiliary battery 17. As a result, power supply from the main battery 14 to the PCU8 begins.

[0058] Furthermore, as shown in Figure 4, since the air conditioner 7 is directly connected to the main battery 14, power supply from the main battery 14 to the air conditioner 7 also begins when the high-voltage power supply is turned on. However, if the operating status of the air conditioner 7 is set to off by the user, power supply from the main battery 14 to the air conditioner 7 will be stopped even if the high-voltage power supply is on.

[0059] When the second trigger occurs while the power state is "riding," the power state transitions from "riding" to "Ready On." In this embodiment, the second trigger is the user performing a start operation on the vehicle 1, and two options are available for the start operation. The first option is a combined operation of pressing the brake pedal 41 and pressing the start switch 5, and the second option is a single operation of pressing the brake pedal 41. The user selects either the first or second option as the start operation for starting the vehicle 1 via the HMI 6 (e.g., MM display 61). In this embodiment, in the initial state of the vehicle 1 (e.g., the vehicle 1 as shipped), the start operation is set to the first option.

[0060] When the first option is set as the start operation, the power state transitions from "in occupancy" to "Ready On" when the user performs a combined operation of the first option. On the other hand, when the second option is set as the start operation, the power state transitions from "in occupancy" to "Ready On" when the user performs a single operation of the second option. Note that only one operation method (for example, the first option or the second option) may be set as the start operation for vehicle 1.

[0061] When the power state is Ready ON, the low-voltage and high-voltage power supplies are turned on, and the drive force is put into standby mode. Therefore, the PCU 8 performs an initialization operation of the drive system to transition the power state of vehicle 1 to Ready ON and put the drive force into standby mode. When the drive force is in standby mode, the initialization operation of the drive system by the PCU 8 is complete, but power supply from the main battery 14 to the motor 10 has not started. In this state, when the user presses the brake pedal 41 and sets the shift gear of vehicle 1 to drive (D) mode or reverse (R) mode, the drive force is turned on and power supply from the main battery 14 to the motor 10 starts.

[0062] On the other hand, if the user sets the shift gear of vehicle 1 to parking (P) mode after the vehicle 1 has been driven, the driving force changes from on to standby mode, and the power supply from the main battery 14 to the motor 10 is stopped. In this state, when the third trigger occurs, the driving force changes from standby mode to off, and the power state transitions from Ready On to Riding. That is, if the third trigger occurs when the power state is Ready On, the power state transitions from Ready On to Riding. In this embodiment, the third trigger is the user pressing the start switch 5. Therefore, if the user presses the start switch 5 after setting the shift gear of vehicle 1 to parking mode, the power state transitions from Ready On to Riding.

[0063] When the fourth trigger occurs while the power state is occupied, the power state transitions from occupied to power off. In this embodiment, the fourth trigger is when the doors of vehicle 1 are locked from the outside of vehicle 1, or when vehicle 1 is inactive for a threshold time or longer. Therefore, when a user who has exited vehicle 1 locks the doors of vehicle 1, the power state transitions from occupied to power off. The power state also transitions from occupied to power off in situations such as when vehicle 1 is left unattended with its doors unlocked, or when a user is dozing off in a parked vehicle 1. Note that the threshold time when the key to vehicle 1 is inside vehicle 1 (e.g., 30 to 80 minutes) and the threshold time when the key to vehicle 1 is outside vehicle 1 (e.g., 3 to 10 minutes) may be different.

[0064] When vehicle 1 is powered off, naturally, the user cannot use the HMI 6 and air conditioner 7 inside the vehicle. On the other hand, when the power state is set to "occupied," the HMI 6 and air conditioner 7 can be used while avoiding power consumption for driving vehicle 1. For this reason, in some scenarios when vehicle 1 is stationary, the user may want to fix the power state to "occupied." For example, such scenarios include when the user is viewing desired content on the MM display 61, when the user is using vehicle 1 as accommodation, and when the user is camping outside vehicle 1. In these scenarios, it is desirable to maintain the operation of the air conditioner 7 without turning off the power to vehicle 1 to keep the inside of the vehicle at a comfortable temperature.

[0065] Therefore, in this embodiment, a state-holding mode is provided as a user-selectable mode for vehicle 1, which maintains a vehicle state in which power is supplied to the air conditioner and the display inside vehicle 1, but power is not supplied to the drive system of vehicle 1. This allows the user to enjoy the above-mentioned scenes in a comfortable cabin environment, thereby improving the usability of vehicle 1.

[0066] In this embodiment, the vehicle state in which the power state is set to "on board" corresponds to a vehicle state in which power is supplied to the air conditioner and the displays inside the vehicle 1, but power is not supplied to the drive system of the vehicle 1. In other words, in state-holding mode, the power state is fixed to "on board," and even if the fourth trigger occurs, the power state does not transition from "on board" to "off." In other words, in state-holding mode, the transition of the power state from "on board" to "off" is disabled. Note that the displays of the HMI 6 (in this embodiment, the MM display 61, meter display 62, left-side operation display 63, and right-side operation display 64) are examples of displays inside the vehicle 1.

[0067] In this embodiment, the ECU 30 functions as a vehicle mode control device that controls the mode of the vehicle 1. Figure 6 is a functional block diagram of the processor 33 of the ECU 30. As shown in Figure 6, the processor 33 has a mode setting unit 34 and a charge state detection unit 35. The mode setting unit 34 and the charge state detection unit 35 are functional modules that are realized by the execution of a computer program stored in the memory 32 of the ECU 30 by the processor 33 of the ECU 30. These functional modules may each be realized by a dedicated arithmetic circuit provided in the processor 33. The ECU 30 is an example of a vehicle mode control device.

[0068] The mode setting unit 34 sets the mode of the vehicle 1. In particular, in this embodiment, the mode setting unit 34 sets the mode of the vehicle 1 to a state-holding mode, which maintains the vehicle state set during riding, based on the user's instructions. For example, the user instructs the mode of the vehicle 1 via the HMI 6. Specifically, the user instructs the mode of the vehicle 1 by operating the mode selection screen displayed on the MM display 61 of the HMI 6. In this case, when the user selects the mode selection icon for the state-holding mode, the mode setting unit 34 sets the mode of the vehicle 1 to the state-holding mode. The user may also instruct the mode of the vehicle 1 via other displays of the HMI 6 (e.g., the meter display 62, the left-side operation display 63, or the right-side operation display 64). Alternatively, the user may instruct the mode of the vehicle 1 via the HMI 6 using voice input or the like.

[0069] The mode setting unit 34 terminates the state holding mode when predetermined conditions are met in the state holding mode. In this embodiment, the predetermined conditions include the following first termination conditions to fifth termination conditions, and the mode setting unit 34 terminates the state holding mode when any one of the first termination conditions to fifth termination conditions is met.

[0070] The first termination condition is that the State of Charge (SOC) of the main battery 14 has fallen 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 BMS 9, falls to a predetermined threshold. The threshold is predetermined and set to a value between 10% and 30%, for example. By setting the first termination condition as the termination condition for the state-holding mode, it is possible to prevent the vehicle 1 from running out of power due to the continued operation of the state-holding mode.

[0071] The second termination condition is the detection of an abnormality in vehicle 1. In this case, the mode setting unit 34 terminates the state holding mode when an abnormality is detected in vehicle 1. An abnormality in vehicle 1 includes, for example, an abnormality detected by the vehicle 1's self-diagnosis, a communication interruption, etc. By setting a second termination condition as the termination condition for the state holding mode, it is possible to prevent the state holding mode from continuing when vehicle 1 is in an abnormal state.

[0072] A third termination condition is that the user requests the termination of the state-holding mode via the HMI 6. In this case, the mode setting unit 34 terminates the state-holding mode when the user requests its termination via the HMI 6. For example, the user requests the termination of the state-holding mode by operating the MM display 61 of the HMI 6 (for example, by selecting the termination button displayed on the MM display 61). Alternatively, the third termination condition may be that the user requests the termination of the state-holding mode via the mobile terminal 200. In this case, a notification of the termination request is sent from the mobile terminal 200 to the vehicle 1 via the server 300.

[0073] The fourth termination condition is that the user presses the start switch 5. In this case, the mode setting unit 34 terminates the state-holding mode when the user presses the start switch 5. However, to avoid unintended mode termination by the user due to erroneous operation of the start switch 5, the fourth termination condition may also be that the user presses the start switch 5 AND the user approves the termination of the state-holding mode. In this case, the user approves the termination of the state-holding mode via the HMI 6. As a specific example, when the start 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 or not to terminate the state-holding mode, and the user selects whether or not to terminate via the HMI 6. Figure 7 shows an example of a confirmation screen to confirm whether or not to terminate the state-holding mode.

[0074] The fifth termination condition is that the user has performed the start operation of 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 the operation of pressing the brake pedal 41 and the operation of pressing the start switch 5, and when the second option is set to start operation, the user performs only the operation of pressing the brake pedal 41.

[0075] Furthermore, when the second option is set to start operation, in order to avoid unintended mode termination by the user due to erroneous operation of the brake pedal 41, the fifth termination condition may be that the user has pressed the brake pedal 41 and the user has approved the transition of the power state. In this case, the user approves the transition of the power state from riding to Ready On via the HMI 6. As a specific example, when the brake pedal 41 is pressed, the mode setting unit 34 displays a confirmation screen on the HMI 6 (e.g., MM display 61) to confirm whether or not to transition the power state, and the user selects whether or not to transition the power state via the HMI 6. Figure 8 shows an example of a confirmation screen to confirm whether or not to transition the power state.

[0076] As described above, the first termination condition is met when the State of Charge (SOC) of the main battery 14 drops to a predetermined threshold. For this reason, it is conceivable to prohibit the execution of the state-holding mode when the SOC of the main battery 14 is below the threshold. However, when the main battery 14 is being charged, the SOC of the main battery 14 recovers as it progresses, so it is not always necessary to prohibit the execution of the state-holding mode by considering the SOC of the main battery 14.

[0077] In this embodiment, the charge state detection unit 35 detects the charge state of the main battery 14, and the mode setting unit 34 changes the conditions for allowing the execution of the state-holding mode depending on whether the main battery 14 is charged or not. Specifically, if the main battery 14 is not 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 prohibits the state-holding mode when the SOC of the main battery 14 is below the threshold. On the other hand, if the main battery 14 is charged, the mode setting unit 34 allows the execution of the state-holding mode regardless of the SOC value of the main battery 14. This increases the number of scenes in which the state-holding mode can be executed, and consequently enhances the user experience within the vehicle 1.

[0078] The charging state detection unit 35 determines whether the main battery 14 is being charged based on, for example, the status information of the main battery 14 output by the BMS 9 (e.g., polarity of charge / discharge current, change in battery voltage, change in battery temperature, etc.). Alternatively, the charging state detection unit 35 may determine whether the main battery 14 is being charged by acquiring the status of the supplied power, etc., via communication with an external charger (e.g., EVSE: Electric Vehicle Supply Equipment).

[0079] Furthermore, in this embodiment, when the state-holding mode is executed while the main battery 14 is being charged, the charge state detection unit 35 displays the value of the main battery 14's State of Charge (SOC), which changes according to the charge of the main battery 14, on the HMI 6. This allows the user to decide whether or not to continue the state-holding mode while considering the recovery status of the main battery 14's SOC. In particular, in this embodiment, the charge state detection unit 35 displays the value of the main battery 14's SOC, which changes according to the charge of the main battery 14, on the MM display 61 of the HMI 6, which displays a screen related to the state-holding mode.

[0080] The following describes the processing flow when executing the control described above, with reference to Figure 9. Figure 9 is a flowchart of 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 a computer program stored in the memory 32 of the ECU 30.

[0081] First, in step S101, the mode setting unit 34 of the processor 33 determines whether or not vehicle 1 is stationary. For example, the mode setting unit 34 determines that vehicle 1 is stationary when the shift gear of vehicle 1 is set to parking mode. The mode setting unit 34 may also determine whether or not vehicle 1 is stationary based on the output of a vehicle speed sensor provided on vehicle 1. If it is determined that vehicle 1 is not stationary, this control routine terminates.

[0082] On the other hand, if it is determined in step S101 that vehicle 1 is stationary, the control routine proceeds to step S102. In step S102, the mode setting unit 34 determines whether the State of Charge (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 BMS 9 and compares the SOC with the threshold. If it is determined that the SOC is less than or equal to the threshold, the control routine proceeds to step S103.

[0083] In step S103, the charge state detection unit 35 of the processor 33 determines whether or not the main battery 14 is being charged. If it is determined that the main battery 14 is not being charged, the control routine proceeds to step S104.

[0084] In step S104, the mode setting unit 34 prohibits the execution of the state-holding mode. For example, the mode setting unit 34 prohibits the execution of the state-holding mode by disabling or making it impossible for the user to start the state-holding mode. As a specific example in this case, the mode setting unit 34 grays out the state-holding mode start button displayed on the HMI 6 (e.g., MM display 61). Alternatively, the mode setting unit 34 may hide the state-holding mode start button on the HMI 6. After step S104, this control routine terminates.

[0085] When the execution of the state-holding mode is prohibited, the mode of vehicle 1 is maintained in normal mode. In normal mode, the power state of vehicle 1 is set according to the power state transitions described above, as shown in Figure 5. For example, if the fourth trigger occurs when the power state is occupied, the power state transitions from occupied to power off.

[0086] On the other hand, if it is determined in step S102 that the State of Charge (SOC) of the main battery 14 is higher than a threshold, or if it is determined in step S103 that the main battery 14 is charging, the control routine proceeds to step S105. In step S105, the mode setting unit 34 allows the execution of the state hold mode. For example, the mode setting unit 34 displays a state hold mode start button on the HMI 6 (e.g., MM display 61). In this case, when the state hold mode start button is selected by the user, the mode setting unit 34 executes the state hold mode and sets the mode of the vehicle 1 to state hold mode.

[0087] <Second Embodiment> The configuration and control of the vehicle mode control device according to the second embodiment are basically the same as those of the vehicle mode control device according to the first embodiment, except for the points described below. Therefore, the second embodiment of the present invention will be described below, focusing on the differences from the first embodiment.

[0088] As mentioned above, when the main battery 14 is being charged, the State of Charge (SOC) of the main battery 14 will generally recover. However, when the main battery 14 is charged using low-output power such as household power, the power consumption due to the operation of the air conditioner 7 and HMI 6 may exceed the power supplied from the external power source to the vehicle 1.

[0089] Therefore, in the second embodiment, the mode setting unit 34 permits the execution of the state-of-charge (SOC) mode of the main battery 14 regardless of the SOC value of the main battery 14 when the SOC of the main battery 14 has increased due to charging of the main battery 14. This avoids permitting the execution of the state-of-charge mode even when the SOC of the main battery 14 has not recovered due to charging of the main battery 14.

[0090] Figure 10 is a flowchart showing the control routine for mode setting processing in a second embodiment of the present invention. This control routine is repeatedly executed by the processor 33 of the ECU 30 according to a computer program stored in the memory 32 of the ECU 30.

[0091] First, in step S201, similar to step S101 in Figure 9, the mode setting unit 34 of the processor 33 determines whether or not vehicle 1 is stationary. If it is determined that vehicle 1 is not stationary, this control routine terminates.

[0092] On the other hand, if it is determined in step S201 that vehicle 1 is stationary, the control routine proceeds to step S202. In step S202, similar to step S102 in Figure 9, the mode setting unit 34 determines whether the State of Charge (SOC) of the main battery 14 is higher than a threshold. If it is determined that the SOC is below the threshold, the control routine proceeds to step S203.

[0093] In step S203, the charge state detection unit 35 determines whether the State of Charge (SOC) of the main battery 14 has increased due to charging. For example, the charge state detection unit 35 makes this determination based on the change in the SOC of the main battery 14 output by the BMS 9. If it is determined that the SOC of the main battery 14 has not increased, the control routine proceeds to step S204.

[0094] In step S204, similar to step S104 in Figure 9, the mode setting unit 34 prohibits the execution of the state holding mode. After step S204, this control routine terminates.

[0095] On the other hand, if it is determined in step S202 that the State of Charge (SOC) of the main battery 14 is higher than the threshold, or if it is determined in step S203 that the SOC of the main battery 14 has increased due to charging, the control routine proceeds to step S205. In step S205, similar to step S105 in Figure 9, the mode setting unit 34 permits the execution of the state holding mode. After step S205, the control routine terminates.

[0096] <Third Embodiment> The configuration and control of the vehicle mode control device according to the third embodiment are basically the same as those of the vehicle mode control device according to the first embodiment, except for the points described below. For this reason, the third embodiment of the present invention will be described below, focusing on the differences from the first embodiment.

[0097] If the State of Charge (SOC) of the main battery 14 recovers to a value higher than the threshold after charging the main battery 14, the state-holding mode can be continued even after charging the main battery 14. However, if the main battery 14 is charged in preparation for the next run of vehicle 1, the user may not want the SOC of the main battery 14 to decrease due to the continuation of the state-holding mode.

[0098] Therefore, in the third embodiment, when the charging of the main battery 14 is completed while the state-holding mode is being executed, the mode setting unit 34 confirms with the user whether or not to continue the state-holding mode. This prevents the state of charge (SOC) of the main battery 14 from decreasing unintentionally after charging.

[0099] In the third embodiment, in addition to the control routine for mode setting processing shown in Figure 9, the following control routine for mode continuation confirmation processing is executed. Figure 11 is a flowchart showing the control routine for mode continuation confirmation processing in the third embodiment of the present invention. This control routine is repeatedly executed by the processor 33 of the ECU 30 according to a computer program stored in the memory 32 of the ECU 30.

[0100] First, in step S301, the mode setting unit 34 of the processor 33 determines whether or not charging of the main battery 14 is complete. If it is determined that charging of the main battery 14 is not complete, this control routine terminates. On the other hand, if it is determined that charging of the main battery 14 is complete, this control routine proceeds to step S302.

[0101] In step S302, the mode setting unit 34 determines whether the state-holding mode is being executed. That is, the mode setting unit 34 determines whether the mode of the vehicle 1 was set to state-holding mode while the main battery 14 was being charged. If it is determined that the state-holding mode is not being executed, this control routine terminates. On the other hand, if it is determined that the state-holding mode is being executed, this control routine proceeds to step S303.

[0102] In step S303, the mode setting unit 34 confirms with the user whether to continue the state-holding mode. For example, the mode setting unit 34 displays a confirmation screen on the HMI 6 (e.g., MM display 61) to confirm with the user whether to continue the state-holding mode, and the user selects whether to continue via the HMI 6. Figure 12 shows an example of a confirmation screen for confirming whether to continue the state-holding mode. As shown in Figure 12, when the mode setting unit 34 confirms with the user whether to continue the state-holding mode, it may also suggest to the user that continuing the state-holding mode will decrease the SOC of the main battery 14.

[0103] Next, in step S304, the mode setting unit 34 determines whether the user has approved the continuation of the state-holding mode. For example, if an input approving the continuation of the state-holding mode is made to the HMI6, the mode setting unit 34 determines that the continuation of the state-holding mode has been approved. On the other hand, if an input rejecting the continuation of the state-holding mode is made to the HMI6, or if no operation is performed on the confirmation screen on the HMI6 for a predetermined period of time, the mode setting unit 34 determines that the continuation of the state-holding mode has been rejected.

[0104] If the continuation of the state-holding mode is approved in step S304, this control routine terminates. In this case, the mode of vehicle 1 will remain in state-holding mode even after the main battery 14 has been charged.

[0105] On the other hand, if the continuation of the state-holding mode is rejected in step S304, the 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 state-holding mode to normal mode. In normal mode, the power state of vehicle 1 is set according to the power state transitions described above, referring to Figure 5. For example, if the fourth trigger occurs when the power state is occupied, the power state transitions from occupied to power off. After step S305, the control routine terminates.

[0106] In step S303, if the user is outside the vehicle 1, the mode setting unit 34 may confirm with the user via the user's mobile terminal 200 whether or not to continue the state-holding mode. In this case, the mode setting unit 34 may, for example, send a notification to the mobile terminal 200 via wide-area wireless communication using the wide-area communication module 2 to the server 300 to confirm whether or not to continue the state-holding mode. Alternatively, the mode setting unit 34 may send a notification to the mobile terminal 200 via short-range wireless communication using the short-range communication module 3 without going through the server 300 to confirm whether or not to continue the state-holding mode.

[0107] In this case, the mode setting unit 34 estimates the user's location based on the communication status of short-range wireless communication between the vehicle 1 and the mobile terminal 200 using the short-range communication module 3. For example, the mode setting unit 34 estimates that the user is inside the vehicle 1 when communication between the vehicle 1 and the mobile terminal 200 via short-range wireless communication is maintained, and estimates that the user is outside the vehicle 1 when communication between the vehicle 1 and the mobile terminal 200 via short-range wireless communication is interrupted. Alternatively, the mode setting unit 34 may estimate the user's location by acquiring location information of the mobile terminal 200 via 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 installed in the mobile terminal 200 is acquired as location information of the mobile terminal 200. Alternatively, the mode setting unit 34 may estimate the user's location based on the output of an in-vehicle camera, seat sensor, etc., installed in the vehicle 1.

[0108] <Fourth Embodiment> The configuration and control of the vehicle mode control device according to the fourth embodiment are basically the same as those of the vehicle mode control device according to 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.

[0109] In the fourth embodiment, when the charging of the main battery 14 is completed while the state-holding mode is being executed, the mode setting unit 34 continues the state-holding mode if the SOC of the main battery 14 is above a predetermined value, and terminates the state-holding mode if the SOC of the main battery 14 is below a predetermined value. This prevents the SOC of the main battery 14 from decreasing due to the continuation of the state-holding mode after charging, even though the SOC of the main battery 14 has not fully recovered due to charging.

[0110] In the fourth embodiment, in addition to the control routine for mode setting processing shown in Figure 9, the following control routine for mode continuation determination processing is executed. Figure 13 is a flowchart showing 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 a computer program stored in the memory 32 of the ECU 30.

[0111] Steps S401 and S402 are executed in the same manner as steps S301 and S302 in Figure 11. If it is determined in step S402 that the state holding mode is being executed, the control routine proceeds to step S403.

[0112] In step S403, the mode setting unit 34 determines whether the State of Charge (SOC) of the main battery 14 is above a predetermined value. At this time, the mode setting unit 34 obtains the SOC calculated by the BMS 9 and compares the SOC 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 set to, for example, 10% to 30%.

[0113] If it is determined in step S403 that the State of Charge (SOC) of the main battery 14 is equal to or greater than a predetermined value, this control routine terminates. In this case, even after the main battery 14 is charged, the mode of the vehicle 1 is maintained in state-holding mode.

[0114] On the other hand, if it is determined in step S403 that the State of Charge (SOC) of the main battery 14 is below a predetermined value, the control routine proceeds to step S404. In step S404, similar to step S305 in Figure 11, the mode setting unit 34 terminates the state holding mode and changes the mode of the vehicle 1 from state holding mode to normal mode. After step S404, the control routine terminates.

[0115] <Other Embodiments> Although preferred embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims. For example, the air conditioner 7 may be included in the auxiliary equipment 18 and powered by the auxiliary battery 17.

[0116] Vehicle 1 may also be a plug-in hybrid electric vehicle (PHEV) equipped with a motor and an engine as a drive system. Vehicle 1 may also be an autonomous driving vehicle in which at least part of the acceleration, braking, and steering of Vehicle 1 is performed automatically.

[0117] Furthermore, although the above-described embodiment assumes that a screen related to the state holding mode is displayed on the MM display 61 in the vehicle 1, such a screen may also be displayed on other displays in the vehicle 1 (for example, the meter display 62, the left-side operation display 63, the right-side operation display 64, or a head-up display (HUD) not shown). Also, at least one of the left-side operation display 63 and the right-side operation display 64 may be omitted from the vehicle 1.

[0118] Furthermore, the first to fourth triggers for transitioning the power state of vehicle 1 may be other conditions. For example, the first trigger for transitioning the power state of vehicle 1 from power off to in operation may be pressing the start switch 5, etc. Also, some of the first to fifth termination conditions may be omitted.

[0119] Alternatively, a server 300 or the like located outside the vehicle 1 may function as a vehicle mode control device. In this case, necessary information is transmitted from the vehicle 1 to the server 300, and the vehicle 1's ECU 30 performs vehicle control related to the mode setting of the vehicle 1 in response to instructions from the server 300.

[0120] Furthermore, the second embodiment can be implemented in combination with the third or fourth embodiment. In this case, in the third or fourth embodiment, the control routine for mode setting processing shown in Figure 10 is executed instead of the control routine for mode setting processing shown in Figure 9.

[0121] Furthermore, a computer program that enables a computer to implement the functions of each part of the processor 33 of the ECU 30 or the server's processor may be provided in the form of a recording medium readable by a computer, or as part of a computer program product. Examples of computer-readable recording media include magnetic recording media, optical recording media, or semiconductor memory. [Explanation of Symbols]

[0122] 1 vehicle 6 HMI 7. Air conditioner 14 Main unit battery 30 Electronic Control Unit (ECU) 33 processors 34 Mode setting section 35 Charging status detection unit

Claims

1. A vehicle mode control device that controls the mode of a vehicle, A mode setting unit sets the vehicle's mode to a state-holding mode that maintains a vehicle state in which power is supplied to the vehicle's air conditioner and in-vehicle display, but not to the vehicle's drivetrain, based on the instructions of the vehicle's user. A charge state detection unit for detecting the charge state of the vehicle's main battery and Equipped with, The mode setting unit is a vehicle mode control device that, when the vehicle's main battery is charged, permits the execution of the state-holding mode regardless of the SOC value of the main battery.

2. The vehicle mode control device according to claim 1, wherein the mode setting unit permits the execution of the state holding mode regardless of the value of the SOC when the SOC is rising due to charging of the main battery.

3. The vehicle mode control device according to claim 1 or 2, wherein the charging state detection unit displays the value of the SOC, which changes according to the charging of the main battery, on the display when the state holding mode is executed while the main battery is being charged.

4. The vehicle mode control device according to claim 1 or 2, wherein the mode setting unit, when charging of the main battery is completed while the state holding mode is being executed, confirms with the user whether or not to continue the state holding mode.

5. The vehicle mode control device according to claim 4, wherein the mode setting unit, when the user is outside the vehicle, confirms with the user via the user's mobile terminal whether or not to continue the state holding mode.

6. The vehicle mode control device according to claim 1 or 2, wherein the mode setting unit, when the charging of the main battery is completed while the state holding mode is being executed, continues the state holding mode if the SOC is above a predetermined value, and terminates the state holding mode if the SOC is below a predetermined value.

7. A vehicle mode control method performed by a computer, Based on the vehicle user's instructions, the vehicle's mode is set to a state-holding mode that maintains a vehicle state in which power is supplied to the vehicle's air conditioner and the in-vehicle display, but power is not supplied to the vehicle's drivetrain. To detect the charge status of the main battery of the vehicle, When the main battery of the vehicle is being charged, the execution of the state-holding mode is permitted regardless of the SOC value of the main battery. A vehicle mode control method, including the following.

8. Based on the vehicle user's instructions, the vehicle's mode is set to a state-holding mode that maintains a vehicle state in which power is supplied to the vehicle's air conditioner and the in-vehicle display, but power is not supplied to the vehicle's drivetrain. To detect the charge status of the main battery of the vehicle, When the main battery of the vehicle is being charged, the execution of the state-holding mode is permitted regardless of the SOC value of the main battery. A computer program that causes a computer to execute something.

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