Control device of engine

Abstract

To provide a control device of an engine that controls the operating state of a vehicle to an operating state corresponding to a circuit mode.SOLUTION: There is provided a control device of an engine which is provided on a vehicle. When a circuit mode is selected as a traveling mode of the vehicle, the control device raises a first rotational speed limit value of the engine to a second rotational speed limit value on a higher rotational speed side, and transmits first meter display control information that raises a first boundary rotational speed between a first meter display region indicating the rotational speed of the engine and a second meter display region adjacent to the first meter display region on the higher rotational speed side to a second boundary rotational speed on the higher rotational speed side to a meter control device that controls meter display of a display device provided in a cabin of the vehicle on the basis of the second rotational speed limit value.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to an engine control device.

Background Art

[0002] The number of people who perform sports driving in circuits and the like has increased, and the opportunity to drive at a vehicle speed exceeding the speed limit of the vehicle has increased, and sports driving with the speed limiter released is being performed (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when driving a vehicle at a vehicle speed exceeding the speed limit of the vehicle on a closed course such as a circuit, the driver of the vehicle may perform an operation of selecting a circuit mode as the driving mode of the vehicle. When the circuit mode is selected, the engine is controlled to a driving mode suitable for driving on a closed course.

[0005] However, even when the circuit mode is selected, for example, the meter display of the display device provided in the vehicle interior of the vehicle may remain in the state set to the normal driving mode. In this case, the driver may erroneously recognize that the circuit mode is not selected.

[0006] Therefore, an object of the present invention is to provide an engine control device that controls the operating state of a vehicle to an operating state corresponding to a circuit mode.

Means for Solving the Problems

[0007] The engine control device according to the present invention is an engine control device provided in a vehicle. When a circuit mode is selected as the driving mode of the vehicle, the control device raises the first rotational speed limit value of the engine to a second rotational speed limit value on the high rotational speed side, and based on the second rotational speed limit value, it transmits first meter display control information for raising the first boundary rotational speed between a first meter display area indicating the rotational speed of the engine and a second meter display area on the high rotational speed side adjacent to the first meter display area to a second boundary rotational speed on the high rotational speed side to a meter control device that controls the meter display of a display device provided in the vehicle interior of the vehicle.

[0008] In the above configuration, the control device may execute a process of subtracting a predetermined value that suppresses a sudden increase from the second rotational speed limit value to the second boundary rotational speed of the first boundary rotational speed, and transmit the first meter display control information based on a predetermined rotational speed limit value obtained by subtracting the predetermined value from the second rotational speed limit value.

[0009] In the above configuration, when the selection of the circuit mode is canceled, the control device may lower the second rotational speed limit value to the first rotational speed limit value, and transmit second meter display control information for lowering the second boundary rotational speed to the first boundary rotational speed to the meter control device based on the first rotational speed limit value.

[0010] In the above configuration, when the temperature of the refrigerant that cools the engine is lower than a threshold temperature, the control device may select a third rotational speed limit value on the lower rotational speed side than the first rotational speed limit value, limit the rotational speed of the engine during cold operation based on the third rotational speed limit value, and transmit third meter display control information for lowering the first boundary rotational speed to a third boundary rotational speed on the lower rotational speed side to the meter control device.

Effect of the Invention

[0011] According to the present invention, the operating state of the vehicle can be controlled to an operating state according to the circuit mode.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Mode for Carrying Out the Invention

[0013] Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

[0014] As shown in FIG. 1, the service providing system ST includes a vehicle 10, a server 20, and a mobile terminal 30. In FIG. 1, a smartphone is shown as an example of the mobile terminal 30, but a tablet terminal may be used instead of the smartphone. By the cooperation of the vehicle 10, the server 20, and the mobile terminal 30, the service providing system ST provides services limited to the circuit field C1 to the driver 11 of the vehicle 10.

[0015] For example, when vehicle 10 enters circuit field C1 and driver 11 operates mobile terminal 30 at in-field office C2 of circuit field C1 to select the use of circuit mode, mobile terminal 30 acquires the position information of vehicle 10 via server 20. Vehicle 10 includes DCM (Data Communication Module) 11 as a wireless communication device to which antenna ATN is connected, DCM-ECU (Electronic Control Unit) 12, and GPS (Global Positioning System) 13. DCM-ECU 12 is a hardware circuit including a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), input / output I / F (interface), etc.

[0016] GPS 13 measures the position of vehicle 10 and holds position information representing the measured position. DCM-ECU 12 acquires the position information from GPS 13 and transmits the position information to server 20 via DCM 11 and antenna ATN. Therefore, when server 20 requests the transmission of position information from vehicle 10, server 20 can acquire the position information from vehicle 10. The position information reaches server 20 via mobile base station BS and communication network NW. Communication network NW includes either one or both of the Internet and LAN (Local Area Network). When server 20 acquires the position information, it transfers the position information to mobile terminal 30 via communication network NW and mobile base station BS. Thereby, mobile terminal 30 can acquire the position information of vehicle 10.

[0017] The mobile terminal 30 is equipped with map information and determines whether the current position of the vehicle 10 is within the circuit field C1 based on the map information and the position information. When the position of the vehicle 10 is not within the circuit field C1, the mobile terminal 30 rejects the transition to the circuit mode and presents that fact to the driver 11 on the screen. On the other hand, when the position of the vehicle 10 is within the circuit field C1, the mobile terminal 30 presents the precautions resulting from the transition to the circuit mode to the driver 11 and requests the driver 11 for permission to transition. In this way, the circuit mode determines whether the position of the vehicle 10 is within the circuit field C1 based on the map information and the position information. Therefore, the circuit mode is different from a sports mode (or sports driving mode) that improves the driving performance only by switching a switch without performing such a determination. When the mobile terminal 30 receives permission to transition from the driver 11, it notifies the server 20 of the permission to transition.

[0018] When the server 20 is notified of permission to transition to the circuit mode from the mobile terminal 30, it generates instruction information for instructing the transition to the circuit mode and transmits it to the vehicle 10. In the vehicle 10, the DCM-ECU 12 receives the instruction information from the server 20 via the DCM 11 and the antenna ATN. Here, the vehicle 10 includes an engine 14, an engine ECU 15, a display device 16, and a meter ECU 17. The display device 16 is provided inside the vehicle cabin of the vehicle 10. Since the hardware configurations of the engine ECU 15 and the meter ECU 17 are basically the same as that of the DCM-ECU 12, detailed descriptions are omitted.

[0019] When the DCM-ECU 12 receives the instruction information, it transmits the received instruction information to the engine ECU 15. When the engine ECU 15 receives the instruction information, it changes the control of the engine 14 based on the instruction information. For example, the engine ECU 15 changes from a control map corresponding to the normal driving mode to a control map corresponding to the circuit mode based on the instruction information. As a result, the engine 14 can operate in the circuit mode in which, for example, the engine speed can rotate up to the high-speed side. In this way, the driving performance of the vehicle 10 is improved in the circuit mode compared to the normal driving mode.

[0020] Further, when the engine ECU 15 changes the control of the engine 14, it transmits meter display control information to the meter ECU 17. The meter display control information is information for controlling the display of the tachometer provided in the display device 16. For example, when the engine ECU 15 changes the control map, it generates meter display control information and transmits it to the meter ECU 17. The meter ECU 17 controls the display of the tachometer based on the meter display control information. When the use of the circuit mode is selected, the boundary rotation speed between the first meter display area indicating the rotation speed of the engine 14 and the second meter display area on the high rotation speed side adjacent to the first meter display area is raised to the high rotation speed side.

[0021] As a result, the meter display transitions from the state set to the normal driving mode to the state set to the circuit mode. As a result, the driver 11 can recognize that the circuit mode has been selected. In this way, when the use of the circuit mode is selected, the service providing system ST can provide a service that conveys the joy of motor sports to the driver 11.

[0022] With reference to FIGS. 2 to 4, the operation of the engine ECU 15 will be described.

[0023] First, as shown in FIG. 2, the engine ECU 15 determines whether the circuit mode has been selected as the driving mode of the vehicle 10 (step S1). When the circuit mode is selected (step S1: YES), the engine ECU 15 sets a high rotation speed as the OR (Over Run) prevention rotation speed (step S2). For example, the OR prevention rotation speed may be set to a first rotation speed limit value such as 6600 rpm or 7200 rpm as the normal driving mode. The first rotation speed limit value is a rotation speed limit value that can ensure the durability performance of the engine 14.

[0024] In this case, the engine ECU 15 sets a second rotational speed limit value, for example, 7400 rpm, as the OR prevention rotational speed. In this way, a second rotational speed limit value, which is higher than the first rotational speed limit value, is set as the OR prevention rotational speed. When the second rotational speed limit value is set, the durability performance of the engine 14 slightly decreases, but the frequency of upshifting decreases and the time loss decreases. In this way, the driving performance peculiar to the circuit mode is ensured. Note that the fact that the durability performance of the engine 14 slightly decreases is called to the driver 11 in advance as the above-mentioned precautions. On the other hand, when the circuit mode is not selected (step S1: NO), the engine ECU 15 skips the process of step S2. Therefore, in this case, the first rotational speed limit value set in advance for the OR prevention rotational speed is maintained.

[0025] Next, the engine ECU 15 sets the invalid rotational speed as the cold limit rotational speed (step S3). The cold limit rotational speed is a limit rotational speed for protecting the engine 14 from thermal distortion. For example, when the temperature rise gradient is large during cold times when the refrigerant temperature of the engine 14 is low, thermal distortion may occur in the engine 14. For this reason, a third rotational speed limit value, for example, 4400 rpm, is set in advance during cold times. However, when the circuit mode is selected, the engine ECU 15 sets an invalid rotational speed, for example, 12800 rpm, which is larger than the second rotational speed limit value, as the cold limit rotational speed. As a result, in subsequent processing, the setting of the third rotational speed limit value is substantially invalidated.

[0026] Next, the engine ECU 15 selects the minimum rotational speed between the OR prevention rotational speed and the cold limit rotational speed (step S4). In the present embodiment, since the circuit mode is selected, the second rotational speed limit value is set as the OR prevention rotational speed, and the invalid rotational speed is set as the cold limit rotational speed. Since the second rotational speed limit value is smaller than the invalid rotational speed, the engine ECU 15 selects the second rotational speed limit value.

[0027] Next, the engine ECU 15 executes offset processing (step S5). Specifically, as shown in FIG. 3, the engine ECU 15 executes, as offset processing, a process of subtracting a fixed predetermined value Nof, such as 200 rpm, from the second rotational speed limit value Ne2 based on the control map. In FIG. 3, a first rotational speed limit value Ne1 smaller than the second rotational speed limit value Ne2, a third rotational speed limit value Ne3 smaller than the first rotational speed limit value, and an invalid rotational speed NeX larger than the second rotational speed limit value Ne2 are shown.

[0028] By such offset processing, it is possible to suppress a sharp increase in the first boundary rotational speed between the non-red zone indicating the rotational speed range of the engine 14 and the red zone on the high rotational speed side adjacent to the non-red zone to the second boundary rotational speed. That is, a margin for avoiding a sharp increase is secured by the offset processing. Note that the red zone, which is an example of the second meter display area, represents a range of excessive engine rotational speeds with a large engine load. For this reason, it is desirable that the engine rotational speed be within the range of the non-red zone, which is an example of the first meter display area.

[0029] Next, the engine ECU 15 executes lower limit guard processing (step S6). For example, the engine ECU 15 executes lower limit guard processing so that the second rotational speed limit value Ne2 after subtracting the predetermined value Nof does not become 0 (zero) rpm or less. Next, the engine ECU 15 stores the red zone start rotational speed in the CAN (Controller Area Network) signal (step S7). More specifically, the engine ECU 15 stores the second rotational speed limit value Ne2 after subtracting the predetermined value Nof in the CAN signal as the red zone start rotational speed. Note that the CAN signal is an example of the first meter display control information, and the red zone start rotational speed is an example of the predetermined rotational speed limit value.

[0030] Next, the engine ECU 15 transmits a CAN signal to the meter ECU 17 (step S8) and ends the process. Thereby, the meter ECU 17 controls the display of the tachometer provided on the display device 16 based on the CAN signal. For example, as shown in FIG. 4(a), in the normal driving mode, the boundary rotation speed between the non-red zone NRD and the red zone RD of the tachometer 18 may be set to the first rotation speed limit value Ne1.

[0031] In this case, when the circuit mode is selected, as shown in FIG. 4(b), the boundary rotation speed between the non-red zone NRD and the red zone RD of the tachometer 18 is set to the second rotation speed limit value Ne2. That is, the engine ECU 15 raises the boundary rotation speed between the non-red zone NRD and the red zone RD to the high rotation speed side via the meter ECU 17. Thereby, the driver 11 can instantaneously confirm that the circuit mode is selected. In other words, the driver 11 does not have to misidentify that the circuit mode is not selected.

[0032] On the other hand, when the selection of the circuit mode is canceled, the engine ECU 15 lowers the second rotation speed limit value Ne2 of the engine 14 to the first rotation speed limit value Ne1. Then, the engine ECU 15 transmits a CAN signal for lowering the boundary rotation speed to the meter ECU 17 based on the first rotation speed limit value Ne1. This CAN signal for lowering the boundary rotation speed is an example of the second meter display control information. Thereby, the meter display of the tachometer 18 switches from the state shown in FIG. 4(b) to the state shown in FIG. 4(a). As a result, the driver 11 can instantaneously confirm that the circuit mode has been canceled.

[0033] Note that when the temperature of the refrigerant for cooling the engine 14 is lower than the threshold temperature, in the process of step S3 described above, the engine ECU 15 sets the third rotation speed limit value Ne3 on the lower rotation speed side than the first rotation speed limit value Ne1 as the cold limit rotation speed. Thereby, in the process of step S4 described above, the engine ECU 15 selects the third rotation speed limit value Ne3.

[0034] Then, based on the third rotational speed limit value Ne3, the engine ECU 15 restricts the rotational speed of the engine 14 during cold start, and transmits a CAN signal to the meter ECU 17 to lower the boundary rotational speed to the lower rotational speed side. This CAN signal for lowering the boundary rotational speed to the lower rotational speed side is an example of the third meter display control information. As a result, as shown in Fig. 4(c), during cold start, compared with the normal driving mode, the non-red zone NRD shrinks and the area of the red zone RD expands. Consequently, the driver 11 pays attention to easing the accelerator operation so that the engine rotational speed does not enter the red zone RD.

[0035] Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to such specific embodiments, and various modifications and changes are possible within the scope of the gist of the present invention described in the claims.

Explanation of Reference Numerals

[0036] 10 Vehicle 14 Engine 15 Engine ECU 16 Display device 17 Meter ECU 18 Tachometer 20 Server 30 Mobile terminal NRD Non-red zone RD Red zone

Claims

1. A control device for an engine provided in a vehicle, wherein the control device, when a circuit mode is selected as a driving mode of the vehicle, raises a first rotational speed limit value of the engine to a second rotational speed limit value on the high rotational speed side, transmits first meter display control information for raising a first boundary rotational speed between a first meter display area indicating the rotational speed of the engine and a second meter display area on the high rotational speed side adjacent to the first meter display area to a second boundary rotational speed on the high rotational speed side to a meter control device that controls meter display of a display device provided in the vehicle interior based on the second rotational speed limit value, A control device for an engine, characterized by the above.

2. The control device executes a process of subtracting a predetermined value that suppresses a sudden increase from the second rotational speed limit value to the second boundary rotational speed of the first boundary rotational speed, and transmits the first meter display control information based on a predetermined rotational speed limit value obtained by subtracting the predetermined value from the second rotational speed limit value. The control device for an engine according to claim 1, characterized by the above.

3. When the selection of the circuit mode is canceled, the control device lowers the second rotational speed limit value to the first rotational speed limit value, and transmits second meter display control information for lowering the second boundary rotational speed to the first boundary rotational speed to the meter control device based on the first rotational speed limit value. The control device for an engine according to claim 1, characterized by the above.

4. When the temperature of a refrigerant that cools the engine is lower than a threshold temperature, the control device selects a third rotational speed limit value on the lower rotational speed side than the first rotational speed limit value, limits the rotational speed of the engine during cold operation based on the third rotational speed limit value, and transmits third meter display control information for lowering the first boundary rotational speed to a third boundary rotational speed on the lower rotational speed side to the meter control device. The control device for an engine according to claim 1, characterized by the above.

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