Mode termination notification device, mode termination notification method, and computer program

Abstract

The vehicle user is notified when the vehicle mode, which maintains the operation of the air conditioner while the vehicle is stationary, ends. [Solution] The mode termination notification 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 drive system, and a notification unit 35 that notifies the user's mobile terminal 200 of the termination of the state-holding mode when the state-holding mode terminates due to the fulfillment of predetermined conditions.

Description

[Technical Field]

[0001] The present invention relates to a mode end notification device, a mode end notification method, and a computer program. [Background Art]

[0002] Patent Document 1 discloses that when a nap state is detected, an air conditioner of a vehicle is controlled to be in a state suitable for a nap so that a user of the vehicle can have a comfortable sleep in a vehicle cabin. [Prior Art Document] [Patent Document]

[0003] [Patent Document 1] Japanese Unexamined Patent Publication No. 2023-031630 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] Incidentally, even in situations other than napping in the vehicle cabin (for example, camping), there is a need to keep the vehicle cabin environment comfortable by operating the air conditioner in a parked vehicle. In such situations, it is desirable that a vehicle mode that maintains the operation of the air conditioner regardless of the presence or absence of an occupant in the parked vehicle can be selected by the user of the vehicle. However, even if such a vehicle mode is selected, if the vehicle mode ends for some reason, the temperature in the vehicle cabin may reach an uncomfortable temperature without the user of the vehicle noticing.

[0005] In view of the above problem, an object of the present invention is to allow a user of a vehicle to recognize the end of a vehicle mode that maintains the operation of an air conditioner while the vehicle is parked. [Means for Solving the Problem]

[0006] The gist of the present disclosure is as follows.

[0007] (1) A mode setting unit that sets the vehicle's mode to a state-holding mode in which power is supplied to the vehicle's air conditioner and the in-vehicle display based on the vehicle user's instructions, but power is not supplied to the vehicle's drivetrain, When the state-holding mode ends due to the fulfillment of predetermined conditions, a notification unit notifies the user's mobile terminal of the end of the state-holding mode. A mode termination notification device equipped with the following features.

[0008] (2) The mode termination notification device according to (1) above, wherein the notification unit displays the termination of the state holding mode on the display when the state holding mode terminates due to the fulfillment of the predetermined conditions.

[0009] (3) The mode termination notification device according to (1) or (2) above, wherein the predetermined condition is a termination condition that is met by a factor other than the termination operation performed by the user.

[0010] (4) The mode termination notification device according to (3) above, wherein the notification unit notifies the mobile terminal of the fact that the state-holding mode has terminated, along with the reason why the state-holding mode has terminated, when the state-holding mode has terminated due to the fulfillment of the predetermined conditions.

[0011] (5) A mode termination notification device according to any one of (1) to (4) above, further comprising a position estimation unit for estimating the location of the user, wherein the notification unit notifies the mobile terminal of the termination of the state holding mode when the state holding mode terminates due to the fulfillment of the predetermined conditions, only when it is estimated that the user is outside the vehicle.

[0012] (6) The mode termination notification device according to (5) above, wherein the position estimation unit estimates the user's position based on the communication status of short-range wireless communication between the vehicle and the mobile terminal.

[0013] (7) A mode termination notification device according to any one of (1) to (6) above, wherein the notification unit notifies the mobile terminal of the termination of the state holding mode via wide-area wireless communication through a server, and when communication with the server is interrupted, transmits the termination of the state holding mode to the mobile terminal via short-range wireless communication.

[0014] (8) The mode setting unit, when the state holding mode ends, temporarily sets the mode of the vehicle to a transition mode before turning off the power of the vehicle, and in the transition mode, supplies power to the display while turning off the display, as described in (3) or (4) above.

[0015] (9) The mode termination notification device according to any one of (1) to (8) above, wherein the state holding mode is terminated when the SOC of the vehicle's main battery falls to a predetermined threshold, and the mode setting unit confirms with the user via the mobile terminal at a predetermined timing whether or not the threshold needs to be changed.

[0016] (10) The mode setting unit is a mode termination notification device as described in (9) above, which, when the SOC falls to an alert value higher than the threshold, confirms with the user via the mobile terminal whether or not it is necessary to change the threshold.

[0017] (11) A mode termination notification method performed by a computer, comprising: setting the mode of the vehicle to a state-holding mode based on instructions from the vehicle user, which 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 drive system; and notifying the user's mobile terminal of the termination of the state-holding mode when the state-holding mode terminates due to the fulfillment of predetermined conditions.

[0018] A computer program that causes a computer to execute: setting the vehicle mode to a state holding mode that maintains a vehicle state where power is supplied to the air conditioner of the vehicle and a display in the vehicle based on an instruction from a user of the vehicle, but no power is supplied to the drive system of the vehicle; and notifying the user's mobile terminal of the termination of the state holding mode when the state holding mode is terminated due to satisfaction of a predetermined condition. [Effect of the Invention]

[0019] According to the present disclosure, a user of a vehicle can be notified of the termination of a vehicle mode that maintains operation of an air conditioner while the vehicle is stopped. Brief Description of the Drawings

[0020] [Figure 1] FIG. 1 is a schematic configuration diagram of a connected system including a vehicle equipped with a mode termination notification device according to the present embodiment. [Figure 2] FIG. 2 is a schematic configuration diagram of a mode termination notification system including a mode termination notification device according to an embodiment of the present invention. [Figure 3] FIG. 3 is a diagram schematically showing the interior of a vehicle in front of the driver's seat and the passenger's 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 states in a vehicle. [Figure 6] FIG. 6 is a functional block diagram of a processor of an ECU in the first embodiment. [Figure 7] FIG. 7 shows an example of a confirmation screen for confirming whether the state holding mode can be terminated. [Figure 8] FIG. 8 shows an example of a confirmation screen for confirming whether the power state can be transitioned. [Figure 9] FIG. 9 is a flowchart showing a control routine of mode termination processing in the first embodiment of the present invention. [Figure 10]Figure 10 is a flowchart showing the control routine for termination notification processing in the first embodiment of the present invention. [Figure 11] Figure 11 is a flowchart showing the control routine for termination notification processing in the second embodiment of the present invention. [Figure 12] Figure 12 shows an example of a notification indicating that the state holding mode has ended and the reason for its termination. [Figure 13] Figure 13 is a functional block diagram of the ECU processor in the third embodiment. [Figure 14] Figure 14 is a flowchart showing the control routine for termination notification processing in the third embodiment of the present invention. [Figure 15] Figure 15 is a flowchart showing the control routine for threshold change processing in the fourth embodiment of the present invention. [Figure 16] Figure 16 shows an example of an operation screen for changing the threshold value. [Modes for carrying out the invention]

[0021] Embodiments of the present invention will be described in detail below with reference to the drawings. In the following description, similar components will be given the same reference numerals.

[0022] <First Embodiment> Figure 1 is a schematic diagram of a connected system 1000 including a vehicle 1 equipped with a mode termination notification 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.

[0023] 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.).

[0024] 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.

[0025] Figure 2 is a schematic diagram of a mode termination notification system 100 including a mode termination notification device according to an embodiment of the present invention. The mode termination notification system 100 is mounted on a vehicle 1.

[0026] As shown in Figure 2, the mode termination notification 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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).

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] In this embodiment, the state-holding mode ends when predetermined conditions are met, and the ECU 30 notifies the user of the end of the state-holding mode. In other words, the ECU 30 functions as a mode termination notification device that notifies the user of the end of the state-holding mode. Note that the ECU 30 is an example of a mode termination notification device.

[0071] Figure 6 is a functional block diagram of the processor 33 of the ECU 30 in the first embodiment. As shown in Figure 6, the processor 33 has a mode setting unit 34 and a notification unit 35. The mode setting unit 34 and the notification unit 35 are functional modules that are realized by the processor 33 of the ECU 30 executing a computer program stored in the memory 32 of the ECU 30. These functional modules may each be realized by a dedicated arithmetic circuit provided in the processor 33.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] As described above, the first termination condition is met by a decrease in the State of Charge (SOC) of the main battery 14, and the second termination condition is met by an abnormality in the vehicle 1. In other words, the first and second termination conditions are met by factors other than termination operations by the user. If the first termination condition is met, it is desirable to turn off the power to the vehicle 1 after the state-holding mode ends in order to avoid a further decrease in the SOC of the main battery 14. Also, if the second termination condition is met, it is desirable to turn off the power to the vehicle 1 after the state-holding mode ends in order to avoid leaving the abnormal state unattended.

[0081] When transitioning the power state from "in use" to "power off," it is desirable to maintain the "in use" state for several minutes before turning off the power to vehicle 1, from the perspective of protecting the power system. However, if the display on the vehicle 1 remains on even after the first or second termination condition is met and the state-holding mode ends, the user may feel uneasy.

[0082] Therefore, in this embodiment, when the state holding mode ends due to the fulfillment of the first or second termination condition, the mode setting unit 34 temporarily sets the mode of the vehicle 1 to the transition mode before turning off the power to the vehicle 1. In the transition mode, power is supplied to the display inside the vehicle 1 while the display is turned off. This prevents the user from feeling any discomfort with the state of the vehicle 1 after the state holding mode has ended.

[0083] In transition mode, the power state in vehicle 1 remains the same as when the vehicle was in use. The mode setting unit 34, for example, reduces the brightness of the backlight of the display in vehicle 1 (the display of HMI 6 in this embodiment) to the minimum or zero, thereby enabling a state in which power is supplied to the display while the display is turned off.

[0084] The following describes the processing flow when executing control to terminate the state holding mode, with reference to Figure 9. Figure 9 is a flowchart of the control routine for mode termination 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.

[0085] First, in step S101, the mode setting unit 34 of the processor 33 determines whether the mode of vehicle 1 is set to state-holding mode. If it is determined that the mode of vehicle 1 is not set to state-holding mode, this control routine terminates. On the other hand, if it is determined that the mode of vehicle 1 is set to state-holding mode, this control routine proceeds to step S102.

[0086] In step S102, the mode setting unit 34 determines whether a predetermined condition has been met. In this embodiment, the mode setting unit 34 determines whether any one of the first to fifth termination conditions has been met. If it is determined that none of the first to fifth termination conditions have been met, the control routine terminates. On the other hand, if it is determined that any one of the first to fifth termination conditions has been met, the control routine proceeds to step S103.

[0087] In step S103, the mode setting unit 34 determines whether the predetermined condition is the first termination condition or the second termination condition. If it is determined that the predetermined condition is the first termination condition or the second termination condition, that is, if the first termination condition or the second termination condition is met, the control routine proceeds to step S104.

[0088] In step S104, the mode setting unit 34 terminates the state holding mode and changes the mode of vehicle 1 from state holding mode to transition mode. The mode setting unit 34 maintains the transition mode for a predetermined time (for example, 3 to 5 minutes) and turns off the power to vehicle 1 after the transition mode ends. In the transition mode, the mode setting unit 34 supplies power to the display inside vehicle 1 while turning off the display. After step S104, this control routine ends.

[0089] On the other hand, if it is determined in step S103 that the predetermined conditions are not the first or second termination conditions, that is, if the third, fourth, or fifth termination conditions are met, the control routine proceeds to step S105.

[0090] In step S105, 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.

[0091] Next, in step S106, the mode setting unit 34 determines whether the predetermined condition is the fifth termination condition. If it is determined that the predetermined condition is the fifth termination condition, that is, if the fifth termination condition is met, the control routine proceeds to step S107.

[0092] In step S107, a start operation was performed to terminate the state holding mode, so the mode setting unit 34 changes the power state from "in use" to "Ready On". After step S107, this control routine terminates.

[0093] On the other hand, if it is determined in step S106 that the predetermined condition is not the fifth termination condition, that is, if it is determined that the state holding mode has ended due to the fulfillment of the third or fourth termination condition, this control routine terminates.

[0094] Steps S103 and S104 may be omitted. That is, when the state holding mode ends due to the fulfillment of the first or second termination condition, the display on the display inside the vehicle 1 may be maintained in normal mode until the power to the vehicle 1 is turned off.

[0095] As described above, the state-holding mode terminates when predetermined conditions are met. However, if the user is outside vehicle 1, or if the state-holding mode terminates due to incorrect operation, the temperature inside the vehicle may reach an uncomfortably high level without the user noticing.

[0096] Therefore, when the state-holding mode ends due to the fulfillment of predetermined conditions, the notification unit 35 notifies the user's mobile terminal 200 of the end of the state-holding mode. This allows the user to be aware of the end of the state-holding mode even in the situations described above.

[0097] The following describes the processing flow when executing control to notify the termination of the state holding mode, with reference to Figure 10. Figure 10 is a flowchart of the control routine for termination notification 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.

[0098] First, in step S201, the notification unit 35 of the processor 33 determines whether the state-holding mode has ended or not. If it is determined that the state-holding mode has not ended, this control routine terminates. On the other hand, if it is determined that the state-holding mode has ended, this control routine proceeds to step S202.

[0099] In step S202, the notification unit 35 notifies the user's mobile terminal 200 of the end of the state-holding mode. For example, the notification unit 35 notifies the mobile terminal 200 of the end of the state-holding mode via wide-area wireless communication using the wide-area communication module 2 through the server 300. In this case, for example, the server 300, in response to a request from the vehicle 1, sends a notification to the mobile terminal 200 via a push notification service informing it of the end of the state-holding mode. As a result, a notification informing it of the end of the state-holding mode is displayed on the mobile terminal 200. After step S202, this control routine terminates.

[0100] The notification unit 35 may also notify the mobile terminal 200 of the end of the state-holding mode via short-range wireless communication using the short-range communication module 3, without going through the server 300. Furthermore, the notification unit 35 may also notify the mobile terminal 200 of the end of the state-holding mode via short-range wireless communication only when communication with the server 300 is interrupted. This allows the user to recognize the end of the state-holding mode even in environments where wide-area wireless communication signals cannot reach.

[0101] Furthermore, in step S202, the notification unit 35 may, in addition to notifying the mobile terminal 200, display the termination of the state-holding mode on the HMI 6. This makes it possible to more reliably ensure that the user is aware of the termination of the state-holding mode. Also, if an occupant other than the user (for example, the user's child) is inside the vehicle 1, the occupant inside the vehicle 1 can be made aware of the termination of the state-holding mode. In this case, for example, the notification unit 35 displays characters indicating the termination of the state-holding mode on the MM display 61 of the HMI 6.

[0102] <Second Embodiment> The configuration and control of the mode termination notification device according to the second embodiment are basically the same as those of the mode termination notification 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.

[0103] In the second embodiment, the notification unit 35 notifies the mobile terminal 200 of the termination of the state-holding mode when the state-holding mode is terminated due to the fulfillment of the first or second termination condition, but does not notify the mobile terminal 200 of the termination of the state-holding mode when the state-holding mode is terminated due to the fulfillment of the third, fourth, or fifth termination condition. In other words, the notification unit 35 notifies the mobile terminal 200 of the termination of the state-holding mode when the state-holding mode is terminated due to factors other than termination operation by the user, but does not notify the mobile terminal 200 of the termination of the state-holding mode when the state-holding mode is terminated due to termination operation by the user. This makes it possible to avoid notifying users who intentionally terminate the state-holding mode, and consequently, to suppress the feeling that users are bothered by notifications.

[0104] In the second embodiment, the control routine in Figure 11 is executed instead of the control routine in Figure 10. Figure 11 is a flowchart of the control routine for termination notification 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 a computer program stored in the memory 32 of the ECU 30.

[0105] First, in step S301, the notification unit 35 determines whether the state holding mode has ended due to the fulfillment of the first or second termination condition. If it is determined that the state holding mode has not ended due to the fulfillment of the first or second termination condition, the control routine terminates. On the other hand, if it is determined that the state holding mode has ended due to the fulfillment of the first or second termination condition, the control routine proceeds to step S302.

[0106] In step S302, similar to step S202 in Figure 10, the notification unit 35 notifies the user's mobile terminal 200 that the state holding mode has ended. After step S302, this control routine terminates.

[0107] In step S302, the notification unit 35 may also notify the mobile terminal 200 of the reason why the state-holding mode has ended, in addition to the fact that the state-holding mode has ended. This allows the user who has become aware of the end of the state-holding mode to take appropriate action. Figure 12 shows an example of such a notification. In the example in Figure 12, text indicating the fact that the state-holding mode has ended and the reason for it is displayed on the mobile terminal 200. This modified version can also be applied to step S202 in Figure 10.

[0108] Furthermore, the control routine for termination notification processing in Figure 11 can be modified in the same way as the control routine for termination notification processing in Figure 10. When the termination of state-holding mode is displayed on the HMI6, in addition to the fact that the state-holding mode has terminated, the reason for the termination of the state-holding mode may also be displayed on the HMI6.

[0109] <Third Embodiment> The configuration and control of the mode termination notification device according to the third embodiment are basically the same as those of the mode termination notification device according to the first embodiment, except for the points described below. Therefore, the third embodiment of the present invention will be described below, focusing on the differences from the first embodiment.

[0110] Figure 13 is a functional block diagram of the processor 33' of the ECU 30' in the third embodiment. In the third embodiment, the processor 33' has a position estimation unit 36 ​​in addition to a mode setting unit 34 and a notification unit 35. The mode setting unit 34, notification unit 35 and position estimation unit 36 ​​are functional modules that are realized by the processor 33' of the ECU 30' executing a computer program stored in the memory 32 of the ECU 30'. These functional modules may each be realized by a dedicated arithmetic circuit provided in the processor 33'.

[0111] The position estimation unit 36 ​​estimates the user's location. For example, the position estimation unit 36 ​​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. In this case, for example, the position estimation unit 36 ​​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.

[0112] The position estimation unit 36 ​​may also estimate the user's position 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 the location information of the mobile terminal 200. Alternatively, the position estimation unit 36 ​​may estimate the user's position based on the output of an in-vehicle camera, seat sensor, etc., installed in the vehicle 1.

[0113] The notification unit 35 notifies the mobile terminal 200 of the termination of the state-holding mode only when it is estimated that the user is outside the vehicle 1, and when the state-holding mode terminates due to the fulfillment of predetermined conditions. In other words, the notification unit 35 notifies the mobile terminal 200 of the termination of the state-holding mode when it is estimated that the user is outside the vehicle 1, and does not notify the mobile terminal 200 of the termination of the state-holding mode when it is estimated that the user is inside the vehicle 1. This makes it possible to avoid notifying users who would easily notice the termination of the state-holding mode, and consequently reduces the likelihood of users finding the notifications bothersome.

[0114] Figure 14 is a flowchart showing the control routine for termination notification 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'.

[0115] First, in step S401, similar to step S201 in Figure 10, the notification unit 35 of processor 33' determines whether the state-holding mode has ended or not. If it is determined that the state-holding mode has not ended, this control routine terminates. On the other hand, if it is determined that the state-holding mode has ended, this control routine proceeds to step S402.

[0116] In step S402, the notification unit 35 determines whether the user's position estimated by the position estimation unit 36 ​​is outside of vehicle 1. If it is determined that the user's position is inside vehicle 1, this control routine terminates. On the other hand, if it is determined that the user's position is outside of vehicle 1, this control routine proceeds to step S403.

[0117] In step S403, similar to step S202 in Figure 10, the notification unit 35 notifies the user's mobile terminal 200 that the state holding mode has ended. After step S403, this control routine terminates. Note that the control routine for termination notification processing in Figure 14 can be modified in the same way as the control routine for termination notification processing in Figure 10.

[0118] <Fourth Embodiment> The configuration and control of the mode termination notification device according to the fourth embodiment are basically the same as those of the mode termination notification device according to the first embodiment, except for the points described below. For this reason, the fourth embodiment of the present invention will be described below, focusing on the parts that differ from the first embodiment.

[0119] According to the first termination condition described above, the state-holding mode terminates when the SOC of the main battery 14 drops to a predetermined threshold. However, in situations such as when the user is away from the vehicle 1, there may be a need to continue operating the air conditioner 7 even if it means allowing a further decrease in the SOC of the main battery 14.

[0120] Therefore, in the fourth embodiment, the notification unit 35 confirms with the user, via the user's mobile terminal 200, at a predetermined timing whether or not a threshold change is necessary. This makes it possible for the user to avoid the termination of the state-holding mode due to a decrease in SOC and to continue operating the air conditioner 7 at their own discretion.

[0121] For example, when the State of Charge (SOC) of the main battery 14 drops to an alert value slightly above the threshold, the notification unit 35 contacts the user via their mobile terminal 200 to confirm whether the threshold needs to be changed. This prevents the user from being bothered by frequent confirmations. The difference between the threshold and the alert value is set to, for example, 2% to 10%, preferably 3% to 6%.

[0122] Figure 15 is a flowchart showing the control routine for threshold change 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'.

[0123] First, in step S501, the notification unit 35 of the processor 33 determines whether the mode of vehicle 1 is set to state-holding mode. If it is determined that the mode of vehicle 1 is not set to state-holding mode, the control routine proceeds to step S502.

[0124] In step S502, the notification unit 35 sets the confirmation flag F to zero. The confirmation flag F is a flag that is set to 1 when the user confirms whether or not a threshold change is necessary in state-holding mode. After step S502, this control routine terminates.

[0125] On the other hand, if it is determined in step S501 that the mode of vehicle 1 is set to state-holding mode, the control routine proceeds to step S503. In step S503, the notification unit 35 determines whether the SOC of the main battery 14 has fallen to the alert value. At this time, the notification unit 35 obtains the SOC calculated by the BMS 9 and compares the SOC with the alert value. If it is determined that the SOC has not fallen to the alert value, the control routine terminates. On the other hand, if it is determined that the SOC has fallen to the alert value, the control routine proceeds to step S504.

[0126] In step S504, the notification unit 35 determines whether the confirmation flag F is zero or not. If it is determined that the confirmation flag F is 1, the control routine terminates. On the other hand, if it is determined that the confirmation flag F is zero, the control routine proceeds to step S505.

[0127] In step S505, the notification unit 35 confirms with the user via the user's mobile terminal 200 whether or not the threshold needs to be changed. For example, the notification unit 35 confirms with the user whether or not the threshold needs to be changed by displaying an operation screen for changing the threshold on the mobile terminal 200. For example, the notification unit 35 transmits such a display instruction to the mobile terminal 200 via the server 300 using wide-area wireless communication using the wide-area communication module 2. Alternatively, the notification unit 35 may transmit such a display instruction to the mobile terminal 200 via short-range wireless communication using the short-range communication module 3 without going through the server 300.

[0128] Figure 16 shows an example of an operation screen for changing the threshold. In the example in Figure 16, the current SOC value (35%) and threshold (30%) are displayed on the mobile terminal 200, along with an operation icon for changing the threshold. The operation icon is, for example, a slider bar, and the user changes the threshold by operating the slider bar. In addition, a lower limit value for the threshold that can be changed by the user may be set in order to reduce the possibility of vehicle 1 running out of power after the state holding mode ends.

[0129] After step S505, in step S506, the notification unit 35 sets the confirmation flag F to 1.

[0130] Next, in step S507, the notification unit 35 determines whether or not the user has requested a change in the threshold. For example, the notification unit 35 determines that a change in the threshold has been requested if an operation icon such as a slider bar is operated by the user. On the other hand, the notification unit 35 determines that a change in the threshold has not been requested if no operation is performed on the operation screen on the mobile terminal 200 for a predetermined period of time, or if an input rejecting the change in the threshold is made to the mobile terminal 200. If it is determined that a change in the threshold has not been requested, this control routine terminates.

[0131] On the other hand, if it is determined in step S507 that a change in the threshold has been requested, the control routine proceeds to step S508. In step S508, the notification unit 35 changes the threshold in response to the user's input to the mobile terminal 200. After step S508, the control routine terminates.

[0132] In step S503, the notification unit 35 may determine whether the State of Charge (SOC) of the main battery 14 has fallen to a threshold. That is, when the SOC of the main battery 14 falls to a threshold, the notification unit 35 may contact the user via the mobile terminal 200 to confirm whether or not the threshold needs to be changed.

[0133] Furthermore, the notification unit 35 may, only when the outside temperature is above a predetermined value (for example, 30°C to 35°C), confirm with the user via the mobile terminal 200 whether or not it is necessary to change the threshold value at a predetermined timing. This makes it possible to suppress the possibility of the vehicle 1 running out of power by changing the SOC threshold value even when there is little need to maintain the operation of the air conditioner 7.

[0134] <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.

[0135] 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.

[0136] 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.

[0137] 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.

[0138] Alternatively, a server 300 or the like located outside of vehicle 1 may function as a mode termination notification device. In this case, necessary information is transmitted from vehicle 1 to server 300, and the ECU 30 of vehicle 1 performs vehicle control related to the mode setting of vehicle 1 in response to instructions from server 300.

[0139] Furthermore, the second and third embodiments can be implemented in combination. In this case, in the second embodiment, step S402 in Figure 14 is executed between steps S301 and S302 in Figure 11. Also, the fourth embodiment can be implemented in combination with the second embodiment, the third embodiment, or an embodiment combining the second and third embodiments described above. In this case, in these latter embodiments, the control routine for threshold change processing in Figure 15 is executed.

[0140] 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]

[0141] 1 vehicle 6 HMI 7. Air conditioner 30, 30' Electronic Control Unit (ECU) 33, 33' processor 34 Mode setting section 35 Notification Department 200 mobile devices

Claims

1. 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 vehicle user's instructions. When the state-holding mode ends due to the fulfillment of predetermined conditions, a notification unit notifies the user's mobile terminal of the end of the state-holding mode. A mode termination notification device equipped with the following features.

2. The mode termination notification device according to claim 1, wherein the notification unit displays the termination of the state holding mode on the display when the state holding mode terminates due to the fulfillment of the predetermined conditions.

3. The mode termination notification device according to claim 1 or 2, wherein the predetermined condition is a termination condition that is met by factors other than the termination operation performed by the user.

4. The mode termination notification device according to claim 3, wherein the notification unit notifies the mobile terminal of the fact that the state-holding mode has terminated, along with the reason why the state-holding mode has terminated, when the state-holding mode terminates due to the fulfillment of the predetermined conditions.

5. The system further includes a position estimation unit for estimating the user's position, The mode termination notification device according to claim 1 or 2, wherein the notification unit notifies the mobile terminal of the termination of the state holding mode when the state holding mode terminates due to the fulfillment of the predetermined conditions, only when it is presumed that the user is outside the vehicle.

6. The mode termination notification device according to claim 5, wherein the position estimation unit estimates the user's position based on the communication status of short-range wireless communication between the vehicle and the mobile terminal.

7. The mode termination notification device according to claim 1 or 2, wherein the notification unit notifies the mobile terminal of the termination of the state holding mode via a server using wide-area wireless communication, and when communication with the server is interrupted, transmits the termination of the state holding mode to the mobile terminal using short-range wireless communication.

8. The mode setting unit, when the state holding mode ends, temporarily sets the mode of the vehicle to a transition mode before turning off the power of the vehicle, and in the transition mode, supplies power to the display while turning off the display, as described in claim 3.

9. The state-holding mode ends when the SOC of the vehicle's main battery drops to a predetermined threshold. The mode setting unit, at a predetermined timing, confirms with the user via the mobile terminal whether or not the threshold needs to be changed, as described in claim 1 or 2, for the mode termination notification device.

10. The mode setting unit, when the SOC falls to an alert value higher than the threshold, confirms with the user via the mobile terminal whether or not it is necessary to change the threshold, as described in claim 9.

11. A method for notifying the end of a mode, performed by a computer, Based on the vehicle user's instructions, the vehicle's mode is set to a state-holding mode 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. When the state holding mode ends due to the fulfillment of predetermined conditions, the user's mobile terminal is notified of the end of the state holding mode. A method for notifying the end of a mode, including the method for notifying the end of a mode.

12. Based on the vehicle user's instructions, the vehicle's mode is set to a state-holding mode 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. When the state holding mode ends due to the fulfillment of predetermined conditions, the user's mobile terminal is notified of the end of the state holding mode. A computer program that causes a computer to execute something.

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