JP7425826B2 - Vehicle control device, system, vehicle control method, and program - Google Patents

Description

The present invention relates to a vehicle control device, a system, a vehicle control method, and a program.

2. Description of the Related Art Conventionally, techniques for changing the driving mode of a hybrid vehicle to a mode suitable for the surrounding environment are known. For example, Patent Document 1 discloses a technique for changing the driving mode of a hybrid vehicle to an EV (electric vehicle) mode when the hybrid vehicle travels in a preset low noise area.

JP2018-086970A

The technology described in Patent Document 1 changes the driving mode to EV mode when driving in a preset low noise area, and does not necessarily reflect the wishes of the occupant. Furthermore, in the prior art, it is possible for the occupant of a hybrid vehicle to manually switch the driving mode to EV mode using, for example, an EV switch; however, it may be troublesome for the occupant to press the EV switch every time. be. That is, in the conventional technology, there are cases where it is not convenient for the occupant to set the driving mode of the hybrid vehicle.

The present invention has been made in consideration of such circumstances, and provides a vehicle control device, a system, a vehicle control method, and a system that can improve the convenience for an occupant to set a driving mode of a hybrid vehicle. One of the purposes is to provide programs.

The vehicle control device, system, vehicle control method, and program according to the present invention employ the following configuration.
(1): A vehicle control device according to one aspect of the present invention includes at least an internal combustion engine, an electric motor, and a battery, and selects one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor. A vehicle control device that controls a driveable hybrid vehicle, the vehicle control device determining a condition for specifying an area in which a specific mode among the plurality of modes is to be executed in response to an input by an occupant of the hybrid vehicle. The present invention includes a setting section that makes settings, and a control section that causes the hybrid vehicle to run in the specific mode when the conditions are satisfied.

(2): In the aspect of (1) above, when the occupant specifies the occupant's home, the setting unit sets an area including the home as the condition.

(3): In the aspect of (2) above, the setting unit sets conditions regarding at least one of the speed limit, width, and type of the road on which the hybrid vehicle travels, This is to set the range of area including.

(4): In the aspect of (1) above, the setting unit sets as the condition an area where the speed limit of the road on which the hybrid vehicle travels is less than or equal to a predetermined value.

(5): In the aspect of (1) above, the setting unit sets as the condition an area where the width of the road on which the hybrid vehicle travels is equal to or less than a predetermined value.

(6): In the aspect of (1) above, the setting unit sets as the condition an area where the type of road on which the hybrid vehicle runs is a specific type.

(7): In the aspect of (1) above, the setting unit sets as the condition an area where the occupant frequently performs an operation to change to the specific mode.

(8): In the aspect of (1) above, the setting unit sets as the condition an area in which the changing operation to the specific mode is frequently performed by occupants of a plurality of other vehicles.

(9): In any of the aspects (1) to (8) above, the specific mode includes a first mode in which the internal combustion engine is stopped and the vehicle runs with the output of the electric motor, and a first mode in which the internal combustion engine is stopped and the vehicle is driven using the output of the electric motor. A second mode in which the internal combustion engine generates electricity using a generator and the vehicle travels using the output of the electric motor, or a third mode in which the output of the internal combustion engine is mechanically transmitted to the driving wheels.

(10): A system according to another aspect of the present invention includes at least an internal combustion engine, an electric motor, and a battery, and runs by selecting one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor. An application program that causes a terminal device to accept a condition specifying an area for executing a specific mode among the plurality of modes, and transmits the condition to a vehicle control device; The vehicle control device receives the condition from the terminal device and causes the hybrid vehicle to travel in the specific mode when the condition is satisfied.

(11): A vehicle control method according to another aspect of the present invention is realized by one or more processors, includes at least an internal combustion engine, an electric motor, and a battery, and has a plurality of A vehicle control method for controlling a hybrid vehicle capable of driving by selecting one mode from among the plurality of modes, the method comprising: specifying an area in which a specific mode from among the plurality of modes is to be executed in accordance with an input by an occupant of the hybrid vehicle; and, when the conditions are met, causing the hybrid vehicle to run in the specific mode.

(12): A program according to another aspect of the present invention includes at least an internal combustion engine, an electric motor, and a battery, and the program selects one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor to run the program. A program for controlling a hybrid vehicle capable of controlling a hybrid vehicle, the program causing a computer to set a condition for specifying an area in which a specific mode among the plurality of modes is to be executed in response to an input by an occupant of the hybrid vehicle; If the condition is satisfied, the hybrid vehicle is caused to run in the specific mode.

According to aspects (1) to (12) above, there is provided a vehicle control device, system, vehicle control method, and program that can improve convenience for an occupant to set a driving mode of a hybrid vehicle. be able to.

1 is a configuration diagram of a vehicle M equipped with a vehicle control device 100. FIG. 1 is a configuration diagram showing a configuration of a control system centered on a vehicle control device 100 according to a first embodiment in a vehicle M. FIG. It is a figure which shows an example of SOCref(X). 2 is a configuration diagram of a short-term optimization unit 120. FIG. FIG. 3 is a diagram for explaining an example of processing contents of a short-term vehicle speed prediction unit 123. 6 is a diagram showing the contents of information derived by the mode-by-mode optimum operating point determination unit 140. FIG. FIG. 3 is a diagram for explaining processing of a mode selection unit 150. 7 is a diagram for explaining the effect of selecting mode M(t) by the function of mode selection unit 150. FIG. FIG. 8 is a diagram illustrating an example of a screen on which a passenger specifies an EV mode execution area on the HMI 82. 7 is a diagram showing an example of a screen on which a passenger specifies home information on the HMI 82. FIG. FIG. 8 is a diagram illustrating an example of a screen on which a passenger specifies an EV mode execution area on the HMI 82. FIG. 8 is a diagram illustrating an example of a screen on which a passenger sets a time period for activating an EV mode execution area on the HMI 82. 19 is a diagram showing an example of mode setting information 192. FIG. It is a block diagram which shows the structure of the vehicle control apparatus 100B and the terminal device 300 based on 2nd Embodiment.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle control device, a system, a vehicle control method, and a program of the present invention will be described with reference to the drawings.

<Vehicle>
FIG. 1 is a configuration diagram of a vehicle M in which a vehicle control device 100 is mounted. Vehicle M is a hybrid vehicle that can switch between a series system and a parallel system. The series system is a system in which the engine and the drive wheels are not mechanically connected, the engine's power is used exclusively for power generation by a generator, and the generated power is supplied to the electric motor for driving. A parallel system is a system in which the engine and drive wheels can be connected mechanically (or via fluid such as a torque converter), and the engine power can be transmitted to the drive wheels or used for power generation. . Vehicle M can switch between the series system and the parallel system by connecting or disconnecting the lock-up clutch 14. The vehicle M may be a vehicle that allows plug-in charging of the battery.

Vehicle M includes, for example, an engine 10, a first motor (generator) 12, a lock-up clutch 14, a gearbox 16, a second motor (electric motor) 18, a brake device 20, and drive wheels 25. , a first converter 30, a second converter 32, a VCU (Voltage Control Unit) 40, a battery 50, and a battery ECU (Electronic Control Unit) 54 are installed. Other configurations will be explained with reference to the following text or FIG. 2 as appropriate.

The engine 10 is an internal combustion engine that outputs power by burning fuel such as gasoline. The engine 10 is, for example, a reciprocating engine that includes a cylinder, a piston, an intake valve, an exhaust valve, a fuel injection device, a spark plug, a connecting rod, a crankshaft, and the like. Further, the engine 10 may be a rotary engine.

The first motor 12 is, for example, a three-phase alternating current generator. The first motor 12 has a rotor connected to an output shaft (for example, a crankshaft) of the engine 10, and generates electricity using the power output from the engine 10. The output shaft of the engine 10 and the rotor of the first motor 12 are connected to the driving wheel 25 side via the lock-up clutch 14 .

The lock-up clutch 14 operates in a state in which the output shaft of the engine 10 and the rotor of the first motor 12 are connected to the drive wheel 25 side (hereinafter referred to as a "connected state") and in a state in which the output shaft of the engine 10 and the rotor of the first motor 12 are connected to the drive wheel 25 side in accordance with instructions from the PCU 30. switches between the separated state (hereinafter referred to as the separated state).

Gearbox 16 is a transmission. The gearbox 16 changes the speed of the power output by the engine 10 and transmits it to the drive wheels 25 side. The gear ratio of the gearbox 16 is specified by the vehicle control device 100.

The second motor 18 is, for example, a three-phase AC motor. The rotor of the second motor 18 is connected to the drive wheel 25 . The second motor 18 outputs power to the drive wheels 25 using the supplied electric power. A reduction gear that can change the reduction ratio may be provided between the second motor 18 and the drive wheels 25. The second motor 18 generates electricity using the kinetic energy of the vehicle when the vehicle is decelerated. Hereinafter, the power generation operation by the second motor 18 may be referred to as regeneration.

The brake device 20 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the cylinder. The brake device 20 may include, as a backup mechanism, a mechanism that transmits the hydraulic pressure generated by operating the brake pedal to the cylinder via the master cylinder. Note that the brake device 20 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that transmits the hydraulic pressure of the master cylinder to the cylinder.

The first converter 30 and the second converter 32 are, for example, AC-DC converters. DC side terminals of the first converter 30 and the second converter 32 are connected to the DC link DL. A battery 50 is connected to the DC link DL via a VCU 40. The first converter 30 converts alternating current generated by the first motor 12 into direct current and outputs it to the direct current link DL, or converts direct current supplied via the direct current link DL into alternating current and converts the alternating current generated by the first motor 12 into direct current and outputs it to the direct current link DL. supply to. Similarly, the second converter 32 converts the alternating current generated by the second motor 18 into direct current and outputs it to the direct current link DL, or converts the direct current supplied via the direct current link DL into alternating current and converts it into direct current. 2 motor 18.

VCU 40 is, for example, a DC-DC converter. VCU 40 boosts the power supplied from battery 50 and outputs it to DC link DL.

The battery 50 is a secondary battery such as a lithium ion battery or an all-solid battery. A battery sensor 52 is attached to the battery 50. Battery sensor 52 includes a voltage sensor, a current sensor, a temperature sensor, and the like. The detected value of battery sensor 52 is output to battery ECU 54. The battery ECU 54 calculates the SOC (State of Charge) of the battery 50 using various methods, such as a method of comparing the integral value of the charging/discharging current and ΔSOC simply derived from the voltage, and stores the SOC information. Output to vehicle control device 100.

[Various driving modes]
The driving mode (hereinafter simply referred to as mode) in vehicle M will be described below. The following modes exist.

(1) EV driving mode (EV)
In the EV driving mode, the vehicle control device 100 disengages the lock-up clutch 14, drives the second motor 18 using electric power supplied from the battery 50, and uses the power from the second motor 18 to drive the vehicle. .

(2) Series hybrid driving mode (ECVT)
In the series hybrid driving mode, the vehicle control device 100 disengages the lock-up clutch 14, supplies fuel to the engine 10 to operate it, and provides the electric power generated by the first motor 12 to the battery 50 and the second motor 18. do. Then, the second motor 18 is driven using the electric power supplied from the first motor 12 or the battery 50, and the vehicle is driven by the power from the second motor 18.

(3) Engine drive driving mode (LU)
In the engine drive driving mode, the lock-up clutch 14 of the vehicle control device 100 is connected, the engine 10 is operated by consuming fuel, and at least a part of the power output by the engine 10 is transmitted to the drive wheels 25 to drive the vehicle. Let it run. At this time, the second motor 18 may output to the drive wheels 25 the amount of power that is insufficient from the power output by the engine 10 alone. The engine drive driving mode realizes a parallel system.

(4) Regeneration During regeneration, the vehicle control device 100 disengages the lock-up clutch 14 and causes the second motor 18 to generate electricity using the kinetic energy of the vehicle. The generated power during regeneration is stored in the battery 50 or discarded by a power waste operation.

[First embodiment]
FIG. 2 is a configuration diagram showing the configuration of a control system centered on the vehicle control device 100 according to the first embodiment in the vehicle M. Vehicle M is further equipped with a driving operator 60, an operation detection sensor 62, a vehicle sensor 64, a camera 70, a communication device 72, and a navigation device 80. Note that the controlled device 200 includes some or all of the engine 10, the brake device 20, the first converter 30, the second converter 32, and the VCU 40. When controlling these devices 200 to be controlled, individual control devices such as an engine ECU or a motor ECU may be interposed, but a description of this is omitted in this specification, and the vehicle control device 100 is the device to be controlled. 200 will be explained as being directly controlled. Further, the vehicle control device 100 may be a concept that includes individual control devices.

The driving controls 60 include an accelerator pedal, a brake pedal, a shift lever, a steering wheel, and the like. An operation detection sensor 62 is attached to the driving operator 60 . The operation detection sensor 62 includes an accelerator opening sensor, a brake depression amount sensor, a shift position detection sensor, a steering torque sensor, and the like. The operation detection sensor 62 detects the amount of operation performed on the driving operator 60 (may be in units of displacement or units of force), and transmits information on the amount of operation to the vehicle. Output to the control device 100. The amount of operation includes the accelerator opening degree (hereinafter referred to as accelerator opening degree AC), the amount of brake depression, the shift position, the steering torque, and the like.

Vehicle sensor 64 includes, for example, a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, and the like. Vehicle sensor 64 outputs information on detected vehicle speed (hereinafter referred to as vehicle speed V), acceleration, and angular velocity to vehicle control device 100.

The camera 70 images the scenery in the traveling direction (front) of the vehicle M. The camera 70 is installed at a position where it can image a vehicle in front that is moving in the same direction as the vehicle M in the same lane as the vehicle M. The camera 70 is, for example, a digital camera having an image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor), and repeatedly images the scenery in the direction in which the vehicle M is traveling.

The communication device 72 communicates with a communication device outside the vehicle M using, for example, a cellular network, a Wi-Fi network, or a short range communication standard such as DSRC (Dedicated Short Range Communications). External communication devices may include roadside equipment, other vehicles, and the like.

The navigation device 80 includes, for example, a positioning section 81, an HMI (Human Machine Interface) 82, a destination estimating section 83, a route searching section 84, and a route guiding section 85. The navigation device 80 holds map information 87 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The positioning unit 81 includes, for example, a GNSS receiver. The positioning unit 81 identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be specified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 64. The HMI 82 includes a display device, a speaker, a touch panel, keys, and the like. The destination estimation unit 83 estimates the destination of the vehicle M based on the vehicle M's usual route. The route search unit 84 uses, for example, the position of the vehicle M specified by the positioning unit 81 (or any input position) that is input by the occupant using the HMI 82 or estimated by the destination estimation unit 83. The route to the destination is determined with reference to the map information 87. The map information 87 is, for example, information in which a road shape is expressed by links indicating roads and nodes connected by the links. The map information 87 may include information on the legal speed of the link, road gradient, and road curvature. The route guidance unit 85 performs route guidance using the HMI 52 so that the vehicle M can move along the route. The navigation device 80 may be realized, for example, by the functions of a terminal device such as a smartphone or a tablet terminal owned by a passenger. The navigation device 80 may transmit the current position and destination to the navigation server via the communication device 72 and obtain a route from the navigation server, and may also send the map information 87 to the map via the communication device 72 as necessary. It may be acquired as appropriate from the providing server. In addition to the functions described above, the navigation device 80 outputs necessary information to the vehicle control device 100 in response to inquiries from the vehicle control device 100. Some of the functions of navigation device 80 may be included in vehicle control device 100.

<Vehicle control device>
Vehicle control device 100 includes, for example, a long-term optimization section 110, a short-term optimization section 120, a mode setting section 170, a mode control section 180, and a storage section 190. The long-term optimization unit 110 includes, for example, a long-term vehicle speed prediction unit 112 and an SOC plan calculation unit 114. The detailed configuration of the short-term optimization unit 120 will be explained using FIG. 4. These components are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components are hardware (circuit parts) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), and GPU (Graphics Processing Unit). (including circuitry), or may be realized by collaboration between software and hardware. The program may be stored in advance in a storage device such as an HDD or flash memory (storage device equipped with a non-transitory storage medium), or may be stored in a removable storage medium (non-transitory storage medium) such as a DVD or CD-ROM. The software may be installed by attaching the storage medium to a drive device. The storage unit 190 stores mode setting information 192, which will be described later.

<Long-term optimization>
The long-term optimization unit 110 starts processing at a timing when the vehicle M starts traveling, such as when the system of the vehicle M is activated or when the destination of the vehicle M is determined.

The long-term vehicle speed prediction unit 112 predicts the vehicle speed of the vehicle M when passing through each point on the route determined by the route search unit 84. For example, the long-term vehicle speed prediction unit 112 predicts the vehicle speed based on the legal speed, road gradient, and road curvature information included in the map information 87, traffic jam information received via the communication device 72, and the like. Hereinafter, this will be referred to as long-term predicted vehicle speed V#. The long-term vehicle speed prediction unit 112 predicts the long-term predicted vehicle speed V# for each traveling distance X (or for each unit time, the same applies hereinafter), which is set as a discrete value in predetermined increments, for example.

The SOC plan calculation unit 114 determines the SOC transition for suppressing deterioration of the battery 50 while improving the energy consumption amount, based on the long-term predicted vehicle speed V#, for each mileage X. Hereinafter, this will be referred to as SOCref. For example, the SOC plan calculation unit 114 first refers to the vehicle model to obtain the output Pd of the vehicle M for each traveling distance , the mode (EV/ECVT/LU) is determined for each mileage X by a method similar to the short-term optimization unit 120 described later, and the mileage is determined based on the charging/discharging current of the battery 50 calculated as a result. Calculate the SOC for each X (cycle simulation). The coefficient λ determines whether emphasis is placed on energy consumption or bringing the SOC closer to the target value (as a result, suppressing deterioration of the battery 50) in the evaluation function H that evaluates the running state of the vehicle M. This is a coefficient for determining. The details will be explained in the short-term optimization section 120.

The vehicle model is a function that indicates the relationship between the drive shaft output power Pd that should be output to achieve the long-term predicted vehicle speed V#, the long-term predicted vehicle speed V#, and the specification information of the vehicle M. The vehicle model is expressed, for example, by the following equations (1) and (2). In the formula, MF is the shaft end driving force of the second motor 18, a, b, and c are running resistance calculation coefficients, M is the assumed weight of the vehicle M (assuming two passengers), g is the gravitational acceleration, and θ is the road gradient. , TME is the efficiency of the gearbox 16, and ML is the loss of the second motor 18.

MF={(a+b・V#+c・V# ² )+M・g・sinθ}/TME...(1)
Pd=MF・V+ML...(2)

The SOC plan calculation unit 114 changes the coefficient λ in various ways and selects a coefficient λ that gives the SOC of the vehicle M a target value (for example, 50%) when the vehicle M reaches the destination. Then, the SOC plan calculation unit 114 determines the SOC transition when the selected λ is a condition as the target SOC, SOCref, and outputs it to the short-term optimization unit 120. It is expressed as SOCref(X). FIG. 3 is a diagram showing an example of SOCref(X). The reason why SOCref (X) tends to gradually decrease and asymptotically reach around 50% is because plug-in hybrid vehicles are charged while parked and often start off with a high SOC. , represents that the battery 50 can be brought closest to a state in which deterioration does not progress.

<Short-term optimization>
FIG. 4 is a configuration diagram of the short-term optimization unit 120. The short-term optimization unit 120 includes, for example, a forward situation acquisition unit 121, a preceding vehicle recognition unit 122, a short-term vehicle speed prediction unit 123, an SOC/λ instruction unit 130, an integration unit 131, a feedback calculation unit 132, It includes an optimum operating point determination section 140 for each mode, a mode selection section 150, and a control section 160. Note that the vehicle sensor 64 shown in this figure includes a main body that calculates the drive shaft output power Pd(t) based on the accelerator opening AC and the like.

The forward situation acquisition unit 121 acquires information such as the legal speed, road gradient, road curvature, distance to a traffic light, traffic light status, time until the traffic light status changes, and distance to a temporary stop position. The forward situation acquisition unit 121 acquires this information by referring to the map information 87 using the positioning results of the positioning unit 81 or from information received via the communication device 72. The state of the traffic light may be obtained by analyzing an image captured by the camera 70.

The vehicle-in-front recognition unit 122 recognizes the distance and relative speed between the vehicle M and the vehicle in front, for example, by analyzing the image captured by the camera 70. The preceding vehicle recognition unit 122 may recognize the distance and relative speed between the vehicle M and the preceding vehicle by referring to the output of a radar device or LIDAR (Light Detection and Ranging), which is not shown.

FIG. 5 is a diagram for explaining an example of the processing content of the short-term vehicle speed prediction unit 123. For example, the short-term vehicle speed prediction unit 123 uses various information acquired by the forward situation acquisition unit 121 and the preceding vehicle recognition unit 122, and the vehicle speed at at least one previous control timing among the repeatedly occurring control timings. By inputting to an RNN (Recurrent Neural Network), the vehicle speed (future vehicle speed) at each control timing from the current (Coming) control timing to the control timing n times after the current control timing is predicted. Hereinafter, these will be referred to as predicted vehicle speeds V(t) to V(t+n). Various information in the future than the current control timing is pre-read information. The look-ahead information may be generated using a method such as a Kalman filter, for example, the time until the state of a traffic light changes may be calculated by subtracting the period of the control timing, or it may be calculated by subtracting the period of the control timing, or the distance to the temporary stop position. may be calculated assuming that the current vehicle speed V(t) continues.

Once the predicted vehicle speeds V(t) to V(t+n) are determined, the drive shaft output power to achieve the predicted vehicle speeds V(t) to V(t+n) is determined using the aforementioned vehicle model, slope information, etc. . Hereinafter, these will be referred to as predicted drive shaft output powers Pd(t) to Pd(t+n). The short-term vehicle speed prediction unit 123 calculates this and outputs the predicted vehicle speed V(t) to V(t+n) and the predicted drive shaft output power Pd(t) to Pd(t+n) to the optimum operating point determination unit 140 for each mode. do.

The SOC/λ instruction unit 130 determines an instruction value SOCref(t) and an instruction value λref(t) at the current control timing. The SOC/λ instruction unit 130 stores the travel distance of the vehicle M (accumulated value up to the present) X(t), which is calculated by integrating the vehicle speed V(t) acquired from the vehicle sensor 64 by the integrating unit 131. is input. As mentioned above, SOCref(X) is determined as a value for each mileage X, so the SOC/λ instruction unit 130 uses the value corresponding to mileage X out of SOCref(X) as an instruction for the current control timing. The value SOCref(t) is determined.

Further, the SOC/λ instruction unit 130 determines the instruction value λref(t) using an arbitrary method. The SOC/λ instruction unit 130 may set the instruction value λref(t) to a fixed value, or may determine it according to the temperature of the battery 50 or the like.

A value ΔSOC(t) obtained by subtracting the measured value SOC(t) input from the battery ECU 54 from SOCref(t) is input to the feedback calculation unit 132. The feedback calculation unit 132 determines the correction amount Δλ(t) of the coefficient λ so that ΔSOC(t) approaches zero. The processing of the feedback calculation unit 132 is expressed, for example, by a PI control equation shown in equation (3). Kp is the gain of the proportional term, and Ki is the gain of the integral term, both of which are positive values.

Δλ(t)=-Kp×ΔSOC(t)-Ki×∫ΔSOC(t)dt…(3)

The correction amount Δλ(t) of the coefficient λ is added to the instruction value λref(t) and input to the optimum operating point determination unit 140 for each mode as the coefficient λ(t) of the current control timing.

The mode-by-mode optimal operating point determination unit 140 determines the optimal operating point that minimizes the evaluation function H for each of the plurality of modes. The optimum operating point determination unit 140 for each mode includes the SOC(t) and coefficient λ(t) of the current cycle, predicted vehicle speeds V(t) to V(t+n), and predicted drive shaft output powers Pd(t) to Pd(t+n). ), and the battery output upper limit value Pblim(t) from the battery ECU 54 are input. The battery output upper limit value Pblim(t) is a value calculated by the battery ECU 54 based on the temperature, SOC, etc. of the battery 50, and indicates the upper limit of the power that the battery 50 can charge and discharge per unit time.

The optimum operating point determining unit 140 for each mode uses the input information as a constraint condition, refers to the pre-calculation result map 141, and determines the optimum operating point for each mode and each control timing from the current control timing to the control timing n times later. Drive shaft output power Pd(t) to Pd(t+n) and engine rotational speed ωg(t) to ωg(t+n) that minimize the evaluation function H expressed by equation (4), and the minimum evaluation function H (t) to H(t+n) are derived. In the formula, u(t) is the energy consumption amount (or energy consumption rate per traveling distance or time), and mf (dot) (u(t)) is the consumed fuel flow rate [g/s]. x(t)=SOC(t), and x(dot)(t) is a positive value when SOC is increasing, and is a positive value when SOC is decreasing, as expressed by equation (5). It is a function that returns a negative value for , and is sometimes referred to as SOC dynamics. In the formula, Voc(SOC) is a function that returns the open circuit voltage of the battery 50 using SOC as an argument, rb(SOC) is a function that returns the internal resistance of the battery 50 using SOC as an argument, and Qbmax is the function that returns the internal resistance of the battery 50 using SOC as an argument. It is the charging capacity.

mf (dot) (u(t)) in equation (4) is the consumed fuel flow rate, and x (dot) (t) is a function that shows the above tendency, so for example, when the engine 10 is operated, When the battery 50 is being charged, both mf (dot) (u(t)) and x (dot) (t) are positive values, and if they are connected via -λ(t), they are balanced. In this case, the evaluation function H has a value close to zero (actually, since there is running resistance and loss, it cannot become less than zero except during regeneration). Further, when the engine 10 is operated and the battery 50 is discharged, mf (dot) (u(t)) has a positive value, x (dot) (t) has a negative value, and the engine 10 is stopped. When the battery 50 is in a state of being discharged, mf (dot) (u(t)) is zero and x (dot) (t) is a negative value. The closer the sum of mf(dots)(u(t)) and −λ(t)·x(dots)(t) is to zero, the better the energy balance of the vehicle M is. In this way, the evaluation function H evaluates whether the energy balance of the vehicle M is in an efficient state based on the premise that a given driving state (expressed by speed, output, etc.) is realized. It is. The coefficient λ(t) is a coefficient that adjusts the degree to which increasing the SOC of the battery 50 is highly evaluated. The higher the coefficient λ(t) is, the more the amount of change in the SOC of the battery 50 is reflected in the evaluation function H.

Now, looking back at equation (3), the effect of the coefficient λ(t) will be explained. Due to the nature of feedback control, the coefficient λ(t) is adjusted so that it becomes smaller when ΔSOC becomes a large positive value, and becomes larger when ΔSOC becomes a small negative value (a value that is negative and has a large absolute value). is adjusted to In other words, the coefficient λ(t) is adjusted by feedback control that brings ΔSOC closer to zero, so that the SOC(t) of the battery 50 moves along the SOCref(t) initially set as the target value. .

FIG. 6 is a diagram showing the contents of information derived by the optimum operating point determination unit 140 for each mode. In the following description, n=4. The optimum operating point determination unit 140 for each mode sends the drive shaft output power Pd(t) and engine rotation speed ωg(t) (hereinafter referred to as the optimum operating point) for each mode to the control unit 160, and determines the minimum evaluation for each mode. The functions minH(t) to H(t+4) are output to the mode selection unit 150, respectively.

The pre-computation result map 141 shows the drive shaft output power and engine rotation speed that minimize the evaluation function H for various combinations of vehicle speed, drive shaft output power, and battery output upper limit for each mode and each coefficient λ. , and the minimum evaluation function H are associated information. The pre-calculation result map 141 is information obtained as a result of a simulation calculation etc. performed in advance by a calculation device separate from the vehicle control device 100. The pre-computation result map 141 is generated by finding the objective function of equation (5).

The mode selection unit 150 selects an optimal mode transition between control timings t to t+4 based on the input information, and selects a portion of the selected mode transition corresponding to the current control timing t as a mode. It is output to the control unit 160 as M(t). FIG. 7 is a diagram for explaining the processing of the mode selection unit 150. Assuming that a mode can be arbitrarily selected at each of the control timings t to t+4, there are 243 combinations of mode selections (hereinafter referred to as paths), which is 3 to the 5th power. The mode selection unit 150 selects ΣminH, which is the sum of the minimum values minH of the evaluation function H, and the cycle The evaluation value Epath is calculated by adding the penalty value ΣPt for the mode change between the two (Equation (6)), and the path with the smallest evaluation value Epath is selected. Note that the mode selection unit 150 may obtain the evaluation value Epath for all possible paths, or may exclude some paths from the processing target due to some restrictions.

Epath=ΣminH+ΣPt…(6)

The penalty value Pt is set in advance so that the value differs depending on which mode is changed to which mode compared to the previous control timing. For example, when changing the mode, starting the engine 10 and adjusting the rotation speed/torque takes the most time, so changing the mode from EV to LU has the largest penalty value, followed by adjusting the rotation speed/torque of the engine 10. The second largest penalty value is imposed on a mode change from ECVT to LU that requires , and the third largest penalty value is imposed on a mode change from EV to ECVT that requires only engine starting. On the other hand, regarding the change to EV, since it does not take much time for the second motor 18 to start operating, a small penalty value is imposed (or no penalty value is imposed).

In this way, when the path with the smallest evaluation value Epath considering the minimum value minH of the evaluation function and the penalty value Pt for mode change is selected, the mode selection unit 150 selects the path corresponding to the current control timing t in the selected path. The mode is output as the mode M(t) of the current control timing.

The control unit 160 selects the mode M( input from the mode selection unit 150 ) out of the drive shaft output power Pd(t) and engine rotation speed ωg(t) for each mode input from the optimum operating point determination unit 140 for each mode. t) is selected, and the controlled device 200 is controlled based on the selected drive shaft output power Pd(t) and engine rotational speed ωg(t).

By performing control in this way, instead of simply selecting "the mode with the smallest evaluation function H at the current control timing t", it is possible to "evaluate the operation up to the next control timing n times in the future". The mode M(t) of the current control timing is selected based on the guideline "Which mode should be selected at the current control timing t in order to make the evaluation value Epath the best value?" FIG. 8 is a diagram for explaining the effect of selecting mode M(t) by the function of mode selection section 150. In the figure, the cumulative evaluation value means the evaluation value Epath obtained only from the control timing t to the control timing. As shown in the figure, the minimum value minH at the control timing t is that minH_EV is the smallest, and minH_ECVT and minH_LU are the same. However, after control timing t+1, minH_ECVT or minH_LU is larger than minH_EV. As a result, when focusing on the minimum value minH, it is best to select EV at control timing t and ECVT or LU after t+1 (path (1)), but change from EV to ECVT or LU at control timing t+1. As a result, a penalty occurs because it is necessary to start the engine 10 at control timing t+1, and as a result, the evaluation is lower than when ECVT or LU is consistently selected from control timing t (path (2)). The value Epath becomes large. In such a case, the mode selection unit 150 does not select EV as mode M(t), but selects ECVT or LU as mode M(t). Thereby, it is possible to achieve both reduction in energy consumption and charge/discharge control of the battery 50 in accordance with the SOC plan.

<Driving mode settings>
As described above, the mode selection unit 150 selects the path with the smallest evaluation value Epath of the evaluation function H from among the combinations (paths) of mode selection in order to optimize fuel efficiency, and the mode of the vehicle M is determined by the selection. It changes in chronological order according to the specified path. However, for example, when vehicle M drives near their home at night, in addition to optimizing fuel efficiency, the occupants of vehicle M may wish to switch to EV mode to suppress noise. There is. The present invention makes it possible to select a mode of the vehicle M that optimizes fuel efficiency and to switch the mode of the vehicle M to a specific mode according to the passenger's wishes. In addition, although the case where a passenger desires to switch to EV mode is explained below as an example, the same applies to the case where a passenger desires to switch to ECVT mode or LU mode.

The mode setting unit 170 sets conditions for specifying an area in which the EV mode is to be executed in accordance with input to the HMI 82 by the occupant. The mode control unit 180 causes the vehicle M to run in the EV mode when the conditions set by the mode setting unit 170 are satisfied while the vehicle M is running. FIG. 9 is a diagram showing an example of a screen on which the occupant inputs an EV mode execution area (hereinafter simply referred to as "EV mode execution area") on the HMI 82.

In FIG. 9, area R1 is an area for the occupant to set the area around his or her home as an EV mode execution area. In region R1, when the occupant presses the home setting button in region R1, mode setting section 170 calls up map information 87 for allowing the occupant to specify his home. Further, for example, the mode setting unit 170 may cause the HMI 82 to display an input column for the occupant to input home address information.

FIG. 10 is a diagram showing an example of a screen on which the occupant specifies home information on the HMI 82. FIG. 10 shows a screen of map information 87 that changes when the occupant presses the home setting button shown in FIG. First, the passenger specifies the home location by tapping the home location on the HMI 82 (or inputting address information in characters). The mode setting unit 170 sets an urban area including the home location as the EV mode execution area in response to the designation of the home location by the occupant. The mode control unit 180 compares the position information of the vehicle M with the map information 87, and when it is determined that the vehicle M has entered the urban area set by the mode setting unit 170, causes the vehicle M to run in the EV mode. .

Here, the mode setting unit 170 sets the urban area by setting conditions regarding at least one of the speed limit, width, and type of the road indicated by the map information 87. More specifically, for example, the mode setting unit 170 selects an area where the road speed limit is set to a predetermined value (e.g., 30 km) or less within a predetermined range (e.g., 3 km) centered on the home location. It may also be set as an urban area. Furthermore, for example, the mode setting unit 170 may set an area in which the width of the road is set to be less than or equal to a predetermined value (for example, 5 m) as an urban area within a predetermined range centered on the home location. For example, the mode setting unit 170 may also set an area where the road type is set to a specific type (for example, a city road and a private road) as an urban area within a predetermined range centered on the home location. good.

These conditions regarding the speed limit, width, and type of road may be combined with each other. For example, the mode setting unit 170 may set an area where the speed limit is set to a predetermined value or less and the width is set to a predetermined value or less as an urban area. For example, the mode setting unit 170 may set an area where the speed limit is set to a predetermined value or less, the width is set to a predetermined value or less, and the type is set to a specific type as an urban area. good.

Returning to FIG. 9, area R2 is an area for the occupant to set an area where the road speed limit is less than or equal to a predetermined value as an EV mode execution area. For example, the occupant specifies a speed limit on region R2, and an area below the specified speed limit is set as the EV mode execution area. The mode control unit 180 compares the position information of the vehicle M with the map information 87, and when it is determined that the vehicle M has entered an area where the set speed limit is lower than the set speed limit, the mode control unit 180 causes the vehicle M to run in the EV mode.

Area R3 is an area for the occupant to set an area where the road width is less than or equal to a predetermined value as an EV mode execution area. For example, the occupant specifies the road width on the area R3, and an area less than or equal to the specified road width is set as the EV mode execution area. The mode control unit 180 collates the position information of the vehicle M with the map information 87, and when it is determined that the vehicle M has entered an area less than or equal to the set road width, the mode control unit 180 causes the vehicle M to travel in the EV mode.

Area R4 is an area for the occupant to set an area where the road type is a specific type as an EV mode execution area. Although FIG. 9 shows an example in which prefectural roads, city roads, and private roads are shown as road types as selection items, the present invention is not limited to such a configuration. Selection items such as prefectural roads may be set. The mode control unit 180 compares the position information of the vehicle M with the map information 87, and when it is determined that the vehicle M has entered a road area having the set type, causes the vehicle M to travel in the EV mode.

Area R5 is an area for the occupant to manually set the EV mode execution area. When the occupant presses the map setting button in region R5, the mode setting unit 170 calls up map information 87 for allowing the occupant to specify the EV mode execution area.

FIG. 11 is a diagram showing an example of a screen on which the occupant specifies the EV mode execution area on the HMI 82. FIG. 11 shows a screen of map information 87 that changes when the passenger presses the map setting button shown in FIG. 10. For example, the occupant traces the map information 87 displayed on the HMI 82 with a finger, and the mode setting unit 170 sets the area surrounded by the trajectory L as the EV mode execution area. The mode control unit 180 compares the position information of the vehicle M with the map information 87, and when it is determined that the vehicle M has entered the area surrounded by the trajectory L, the mode control unit 180 causes the vehicle M to run in the EV mode.

Region R6 is an area for automatically permitting switching to EV mode based on history information of when an occupant has switched to EV mode using an EV switch (not shown) mounted on vehicle M. It is. For example, the vehicle control device 100 records the position information of the point where the occupant switched to the EV mode using the EV switch as history information (for example, records it in units of roads (links)). The mode setting unit 170 compares the recorded history information with the map information 87, and sets, for example, a road on which switching to the EV mode has been performed a predetermined number of times or more as the EV mode execution area. The mode control unit 180 compares the position information of the vehicle M with the map information 87, and when it is determined that the vehicle M has entered the set road, causes the vehicle M to travel in the EV mode.

Area R7 is an area for automatically permitting a switch to EV mode based on history information of when an occupant of another vehicle has switched to EV mode using an EV switch mounted on the other vehicle. It is. For example, the vehicle control device 100 receives history information of the point where the occupant of the other vehicle switched to the EV mode using the EV switch from a server that integrally manages the vehicle M and the other vehicle. The mode setting unit 170 compares the received history information with the map information 87, and sets, for example, a road on which switching to the EV mode by a passenger of another vehicle has been performed a predetermined number of times or more as an EV mode execution area. The mode control unit 180 compares the position information of the vehicle M with the map information 87, and when it is determined that the vehicle M has entered the set road, causes the vehicle M to travel in the EV mode.

When the occupant of vehicle M inputs the items set in areas R1 to R7 and presses the setting button B1, mode setting section 170 stores the item contents set in areas R1 to R7 as mode setting information 192. . In the case of FIG. 9, for example, since "speed limit 30 km or less" and "road type (private road)" are input, the mode setting unit 170 determines that the speed limit is 30 km or less and the road type is private road. The area is stored as mode setting information 192. In this case, the mode control unit 180 compares the position information of the vehicle M with the map information 87 and determines that the vehicle M has entered an area where the speed limit is 30 km or less or an area where the road type is a private road. , vehicle M will be driven in EV mode.

The mode setting unit 170 may further allow the occupant to set, on the HMI 82, a time period for activating the EV mode execution area (that is, switching the mode to the EV mode). FIG. 12 is a diagram illustrating an example of a screen on which the occupant sets a time slot for activating the EV mode execution area on the HMI 82.

As an example, FIG. 12 shows an example in which the occupant is provided with selection items such as morning, noon, night, and custom settings as the time periods for activating the EV mode execution area. For example, when the occupant selects and sets at least one of morning, noon, and night, mode control unit 180 enables the EV mode execution area only during the set time period. In the custom setting, the occupant can independently set the time period (for example, 20:00 to 24:00, etc.) for which the EV mode execution area is desired to be activated.

Note that, for convenience of explanation, FIG. 12 describes a case where the occupant uniformly sets the time period in which the EV mode execution area is to be activated. However, the time period for activating the EV mode execution area may be set for each EV mode execution area. For example, in the case of FIG. 9, different time zones may be set as the time zones for activating the EV mode execution area for each of "speed limit 30 km or less" and "road type (private road)." Thereby, convenience for the occupants can be further improved.

FIG. 13 is a diagram showing an example of mode setting information 192. The mode setting information 192 is, for example, information such as type, details, time zone, priority score, etc., associated with a setting ID. Mode control unit 180 changes the mode to EV mode when the conditions set in mode setting information 192 are satisfied while vehicle M is running.

In FIG. 13, the priority score represents the level of priority of the item set as the EV mode execution area. For example, when the SOC of the battery 50 becomes low while the own vehicle M is running, the mode may be changed to EV in order to save the use of the battery 50, even if the conditions set in the mode setting information 192 are met. It may be preferable not to change to the mode.

Therefore, when adding a setting item to the mode setting information 192, the mode setting unit 170 automatically (or based on the occupant's designation) sets a priority score. In the case of FIG. 13, as an example, a priority score of 2 is set for "speed limit 30 km or less", and a priority score of 3 is set for "road type (private road)". In this case, the mode control unit 180 changes the mode to the EV mode only when the SOC of the battery 50 is equal to or less than the threshold and the priority score is equal to or greater than a predetermined value (for example, 3). That is, in the case of FIG. 13, when the SOC of the battery 50 is below the threshold value, the mode control unit 180 changes the mode to the EV mode only when the condition that the road type is a private road is satisfied. Thereby, the use of the battery 50 can be saved while satisfying the occupant's requirements regarding the EV mode execution area.

According to the first embodiment described above, the mode setting unit 170 causes the occupant of the vehicle M to set the conditions for specifying the area in which the EV mode is to be executed via the HMI 82, and the mode control unit 180 When the set condition is satisfied while the vehicle M is running, the running mode is changed to the EV mode. Thereby, it is possible to improve the convenience for the occupant to set the driving mode of the hybrid vehicle.

[Second embodiment]
In the first embodiment described above, the occupant of the vehicle M sets the conditions for specifying the area in which the EV mode is to be executed on the HMI 82 mounted on the vehicle M, and the mode setting unit 170 adjusts the set conditions. Upon reception, the mode control unit 180 changes the driving mode to the EV mode when the set conditions are met. On the other hand, in the second embodiment, conditions for specifying the area in which the EV mode is to be executed are set via the terminal device 300 held by the occupant of the vehicle M. Hereinafter, the explanation will focus on the differences from the first embodiment.

FIG. 14 is a configuration diagram showing the configuration of a system S including a vehicle control device 100B and a terminal device 300 according to the second embodiment. System S includes a vehicle control device 100B and a terminal device 300. The terminal device 300 is, for example, a computer device such as a smartphone or a tablet terminal. Terminal device 300 includes a mode reception section 310 as a functional section.

The mode reception unit 310 causes the display of the terminal device 300 to display a screen for setting conditions for specifying the area in which the EV mode is to be executed. This is similar to the screen shown in FIG. When the mode reception unit 310 receives input contents from the occupant, the terminal device 300 transmits the received contents to the vehicle control device 100B. Mode setting section 170B of vehicle control device 100B generates mode setting information 192 based on the setting contents received from terminal device 300, and stores it in storage section 190. Other processing is the same as in the first embodiment.

According to the second embodiment described above, the mode reception unit 310 of the terminal device 300 allows the occupant of the vehicle M to set the conditions for specifying the area in which the EV mode is to be executed, and the setting contents are transmitted to the vehicle control device 100B. The mode setting unit 170B stores the received settings as mode setting information 192, and the mode control unit 180 changes the driving mode to the EV mode when the set conditions are met while the vehicle M is traveling. change. Thereby, it is possible to further improve the convenience for the occupant to set the driving mode of the hybrid vehicle.

The embodiment described above can be expressed as follows.
a storage medium for storing computer-readable instructions;
a processor connected to the storage medium;
the processor executing the computer-readable instructions to:
setting conditions for specifying an area in which a specific mode among the plurality of modes is to be executed in response to an input by an occupant of the hybrid vehicle;
driving the hybrid vehicle in the specific mode when the condition is met;
Vehicle control device.

Although the mode for implementing the present invention has been described above using embodiments, the present invention is not limited to these embodiments in any way, and various modifications and substitutions can be made without departing from the gist of the present invention. can be added.

10 Engine 12 First motor 14 Lock-up clutch 18 Second motor 50 Battery 100, 100B Vehicle control device 110 Long-term optimization section 120 Short-term optimization section 121 Front situation acquisition section 122 Front vehicle recognition section 123 Short-term vehicle speed prediction section 130 SOC /λ instruction section 131 Integration section 132 Feedback calculation section 140 Optimum operating point determination section for each mode 150 Mode selection section 160 Control sections 170, 170B Mode setting section 180 Mode control section 190 Storage section 192 Mode setting information

Claims (12)

A vehicle control device that controls a hybrid vehicle that is equipped with at least an internal combustion engine, an electric motor, and a battery, and that can run by selecting one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor,
a setting unit that sets conditions for specifying an area in which a specific mode among the plurality of modes is to be executed in accordance with an input by an occupant of the hybrid vehicle;
a control unit that causes the hybrid vehicle to run in the specific mode when the condition is satisfied;
The setting unit sets, as the condition, an area where the occupant frequently performs an operation to change to the specific mode.
Vehicle control device. A vehicle control device that controls a hybrid vehicle that is equipped with at least an internal combustion engine, an electric motor, and a battery, and that can run by selecting one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor,
a setting unit that sets conditions for specifying an area in which a specific mode among the plurality of modes is to be executed in accordance with an input by an occupant of the hybrid vehicle;
a control unit that causes the hybrid vehicle to run in the specific mode when the condition is satisfied;
The setting unit sets, as the condition, an area where an operation to change to the specific mode is frequently performed by occupants of a plurality of other vehicles.
Vehicle control device. A vehicle control device that controls a hybrid vehicle that is equipped with at least an internal combustion engine, an electric motor, and a battery, and that can run by selecting one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor,
a setting unit that sets conditions for specifying an area in which a specific mode among the plurality of modes is to be executed in accordance with an input by an occupant of the hybrid vehicle;
a control unit that causes the hybrid vehicle to run in the specific mode when the condition is satisfied;
When the specific mode is a first mode in which the internal combustion engine is stopped and the vehicle runs with the output of the electric motor, and the SOC of the battery is less than or equal to a threshold value, the control unit determines that the priority of the satisfied condition is a predetermined priority. causing the hybrid vehicle to run in the specific mode only when the value is greater than or equal to the value;
Vehicle control device. The setting unit sets an area including the home as the condition when the passenger specifies the passenger's home.
The vehicle control device according to claim 1 or 2 . The setting unit sets a range of an area including the home by setting conditions regarding at least one of a speed limit, width, and type of a road on which the hybrid vehicle runs.
The vehicle control device according to claim 4 . The setting unit sets, as the condition, an area where the speed limit of the road on which the hybrid vehicle travels is less than or equal to a predetermined value.
The vehicle control device according to claim 1 or 2 . The setting unit sets, as the condition, an area where the width of the road on which the hybrid vehicle runs is less than or equal to a predetermined value.
The vehicle control device according to claim 1 or 2 . The setting unit sets, as the condition, an area where the type of road on which the hybrid vehicle runs is a specific type.
The vehicle control device according to claim 1 or 2 . The specific mode is a first mode in which the internal combustion engine is stopped and the vehicle runs with the output of the electric motor, a second mode in which the internal combustion engine is used to generate electricity by a generator and the vehicle is driven with the output of the electric motor, or , a third mode in which the output of the internal combustion engine is mechanically transmitted to the drive wheels,
The vehicle control device according to claim 1 or 2 . A system for controlling a hybrid vehicle that is equipped with at least an internal combustion engine, an electric motor, and a battery, and that can run by selecting one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor,
an application program that causes a terminal device to accept a condition specifying an area for executing a specific mode among the plurality of modes, and causes the condition to be transmitted to a vehicle control device;
the vehicle control device receiving the condition from the terminal device and causing the hybrid vehicle to run in the specific mode when the condition is satisfied;
The vehicle control device sets as the condition an area where an operation to change to the specific mode is frequently performed by an occupant of the hybrid vehicle.
system. Controlling a hybrid vehicle realized by one or more processors, including at least an internal combustion engine, an electric motor, and a battery, capable of driving by selecting one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor. A vehicle control method, comprising:
setting conditions for specifying an area in which a specific mode among the plurality of modes is to be executed in response to an input by an occupant of the hybrid vehicle;
driving the hybrid vehicle in the specific mode when the condition is met;
setting an area where the occupant frequently performs an operation to change to the specific mode as the condition ;
Vehicle control method. A program for controlling a hybrid vehicle that is equipped with at least an internal combustion engine, an electric motor, and a battery and that can run by selecting one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor,
to the computer,
setting conditions for specifying an area in which a specific mode among the plurality of modes is to be executed in accordance with an input by an occupant of the hybrid vehicle;
driving the hybrid vehicle in the specific mode when the condition is met;
setting an area where the occupant frequently performs an operation to change to the specific mode as the condition;
program.

Images