control device

Abstract

The present invention provides a control device that enables the engine characteristics to be changed according to the vehicle's current position. [Solution] The restriction release determination unit 23 of the control device 20, which controls a vehicle V that can be driven by driving the drive wheels 12 with the output of the engine 10, determines that the limit on the maximum output of the engine 10 can be released if it determines that the current position of the vehicle V is within a predetermined area, while determining that the limit cannot be released if it determines that the current position of the vehicle V is outside the predetermined area. Based on the determination by the restriction release determination unit 23 that the limit on the maximum output of the engine 10 can be released, the output control unit 21 releases the limit and increases the maximum output of the engine 10 to at least the limit value.

Description

Technical Field

[0001] The present invention relates to a control device for controlling a vehicle capable of traveling by driving driving wheels via output from an engine. Background Art

[0002] In recent years, as specific countermeasures against global climate change, efforts toward realizing a low-carbon society or a decarbonized society have been activated. Reductions in CO₂ emissions and improvements in energy efficiency are also demanded for vehicles such as automobiles, and research and development toward achieving these goals are being carried out.

[0003] Further, Patent Document 1 below discloses a technique that limits the maximum speed of a vehicle to an initial set value when it is determined that the vehicle position is not located within a non-public road area, and cancels the limitation of the initial set value when it is determined that the vehicle position is located within a non-public road area. Prior Art Documents Patent Documents

[0004] Patent Document 1 Japanese Patent No. 4989770 Summary of the Invention Problems to be Solved by the Invention

[0005] However, in the above-described conventional technology, the point of changing engine characteristics in accordance with the current position of a vehicle has not been sufficiently studied, and there is room for improvement in this respect.

[0006] The present invention provides a control device that changes engine characteristics in accordance with the current position of a vehicle and enables improvement in drivability. Means for Solving the Problems

[0007] One aspect of the present invention is A control device for controlling a vehicle that can be driven by the output of an engine, which drives the drive wheels, An output control unit capable of limiting the maximum output of the engine to a predetermined limit value, A current location acquisition unit that acquires information indicating the current location of the vehicle, A restriction release determination unit determines whether or not the restriction by the output control unit can be released based on the information indicating the current position acquired by the current position acquisition unit, Equipped with, The restriction release determination unit determines that the limit on the maximum output can be released if it determines that the current position is within a predetermined area, while determining that the limit cannot be released if it determines that the current position is outside the predetermined area. Based on the determination by the restriction release determination unit that the restriction can be released, the output control unit releases the restriction and makes the maximum output at least greater than the limit value. It is a control device. [Effects of the Invention]

[0008] According to the present invention, a control device can be provided that changes engine characteristics according to the current position of the vehicle, thereby improving drivability. This, in turn, contributes to improving the energy efficiency of the vehicle. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is a schematic block diagram showing one example of the configuration of a vehicle V equipped with the control device 20 of this embodiment. [Figure 2] Figure 2 shows a first example of the specific control performed by the control device 20. [Figure 3] Figure 3 shows a second example of the specific control performed by the control device 20. [Figure 4] Figure 4 shows a third example of the specific control performed by the control device 20. [Figure 5] Figure 5 shows a fourth example of the specific control performed by the control device 20. [Figure 6]Figure 6 shows a fifth example of the specific control performed by the control device 20. [Modes for carrying out the invention]

[0010] Hereinafter, one embodiment of the control device of the present invention will be described in detail with reference to the drawings. The drawings should be viewed in the direction of the reference numerals. Not all of the elements described in the following embodiment are necessarily essential to the present invention. Furthermore, in the following, identical or similar elements will be denoted by the same or similar reference numerals, and their descriptions may be omitted or simplified as appropriate.

[0011] First, with reference to Figure 1, a vehicle V equipped with a control device 20, which is one embodiment of the present invention, will be described. As shown in Figure 1, the vehicle V is equipped with an engine 10 that is the driving force source of the vehicle V, and a control device 20 that controls the entire vehicle V, including the engine 10.

[0012] Engine 10 is an internal combustion engine that outputs mechanical energy (in other words, power) generated by burning a mixture of supplied fuel and air. The power output from engine 10 is transmitted to the drive wheels 12 of vehicle V via a transmission (not shown), etc. This generates the driving force necessary for vehicle V to move.

[0013] Vehicle V is further equipped with a supercharger 11 that supercharges the intake air of engine 10. The supercharger 11 may be an exhaust turbine type turbocharger, a mechanical supercharger, or an electric turbocharger driven by an electric motor. In other words, the type of supercharger 11 is not particularly limited as long as it can supercharge the intake air of engine 10.

[0014] As an example, the following description is given on the assumption that the supercharger 11 is an exhaust turbine type turbocharger. In this case, the supercharger 11 includes a wastegate valve (not shown) that can control the supercharging pressure provided by the supercharger 11 using an electric actuator or the like. The wastegate valve is controlled, for example, by a control device 20 described later. In other words, the control device 20 can control the supercharging pressure provided by the supercharger 11 via the wastegate valve.

[0015] Further, the vehicle V further includes a detection unit 13, a navigation device 14, and an operation unit 15. The detection unit 13 is configured of various sensors or the like for acquiring information necessary for the control device 20 to control the vehicle V, and outputs detection signals indicating detection values of these various sensors to the control device 20.

[0016] For example, the detection unit 13 includes a crank angle sensor 131 that detects a crank angle of the engine 10, a supercharging pressure sensor 132 that detects a supercharging pressure provided by the supercharger 11, an accelerator opening degree sensor 133 that detects an accelerator opening degree which is an operation amount with respect to an accelerator pedal of the vehicle V, and a vehicle speed sensor 134 that detects a vehicle speed which is a traveling speed of the vehicle V. In this case, the control device 20 can acquire information indicating an engine rotation speed which is a rotation number of the engine 10 per unit time (that is, a rotation speed of the engine 10) based on a detection signal from the crank angle sensor 131. Further, the control device 20 can acquire information indicating the supercharging pressure provided by the supercharger 11 based on a detection signal from the supercharging pressure sensor 132. Then, the control device 20 can acquire information indicating the accelerator opening degree based on a detection signal from the accelerator opening degree sensor 133. Further, the control device 20 can acquire information indicating the vehicle speed based on a detection signal from the vehicle speed sensor 134.

[0017] The navigation device 14 is configured to include, for example, a GNSS receiver 141 (GNSS: Global Navigation Satellite System) and a touch panel 142.

[0018] The GNSS receiver 141 identifies the current position of the vehicle V (for example, the latitude and longitude of the point where the vehicle V is located) based on signals received from GNSS satellites. Note that the navigation device 14 may identify or complement the current position of the vehicle V by, for example, INS (Inertial Navigation System) using detection values from a sensor provided in the vehicle V. Further, the navigation device 14 outputs position information indicating the current position of the vehicle V identified by the GNSS receiver 141 or the like to the control device 20. Thereby, the control device 20 can acquire position information indicating the current position of the vehicle V.

[0019] The touch panel 142 is configured by combining a display device such as a liquid crystal display or an OLED (Organic Light Emitting Diode) and a pointing device (for example, a touch pad).

[0020] Further, the navigation device 14 has a storage unit (not shown) configured by a flash memory or the like. A map information database or the like is stored in this storage unit. Here, the map information database is configured to include, for example, road network information. Road network information is information that represents each road by a combination of nodes and links connecting the nodes (also referred to as "paths"). Each node in the road network information represents a feature point on a road such as an intersection, a curve, or a dead end, for example. In the road network information, for each node, for example, information indicating a point corresponding to the node (for example, coordinates that can specify a point on the map such as latitude and longitude) is set. Further, in the road network information, for each link, information indicating nodes at both ends of the link, the road corresponding to the link, link length, number of lanes, traveling direction, road type, and the like is set.

[0021] For example, the navigation device 14 searches for a route from the vehicle V's current location to a destination set by the user using the touch panel 142, by referring to a map information database. Then, the navigation device 14 provides route guidance using the touch panel 142 based on the searched route. The navigation device 14 may also cause the touch panel 142 to display predetermined information according to instructions from the control device 20. Furthermore, the navigation device 14 may output predetermined information (for example, information indicating the operation received via the touch panel 142) to the control device 20.

[0022] The control device 20 controls the overall operation of the vehicle V based on information acquired via the detection unit 13 and the navigation device 14, etc. In this embodiment, the control device 20 can, for example, perform control to determine whether the current position of the vehicle V is within a predetermined area, control to determine the driving state of the vehicle V, such as the current engine speed, boost pressure, or accelerator opening, and control to adjust the output of the engine 10.

[0023] More specifically, the control device 20 includes, for example, an output control unit 21, a current position acquisition unit 22, and a restriction release determination unit 23, which are functional units realized by the processor of the ECU (Electronic Control Unit) that implements the control device 20 executing a program stored in memory, or by the interface of the ECU.

[0024] The output control unit 21 controls the output of the engine 10. For example, the output control unit 21 can control the output of the engine 10 by controlling the boost pressure from the supercharger 11 or the amount of fuel injected into the engine 10 by a fuel supply device (not shown).

[0025] In this embodiment, the control device 20 can change the characteristics of the engine 10 (hereinafter also referred to as "engine characteristics") according to the current position of the vehicle V. Therefore, the output control unit 21 can change the engine characteristics according to the current position of the vehicle V acquired by the current position acquisition unit 22, which will be described later. Here, the engine characteristics may be the output characteristics of the engine 10 or the torque characteristics of the engine 10.

[0026] For example, the control device 20 can have two modes for engine characteristics: a normal mode and a high-output mode. Here, the normal mode is a mode in which the engine characteristics are set to normal output characteristics or torque characteristics. In contrast, the high-output mode is a mode in which the engine characteristics can be set to higher output or higher torque than in the normal mode. The control device 20 switches between the normal mode and the high-output mode, for example, according to the current position of the vehicle V acquired by the current position acquisition unit 22.

[0027] As an example, the control device 20 is set to normal mode when the vehicle V is currently located on a public road or ordinary road. On the other hand, the control device 20 is set to high-power mode when the vehicle V is currently located on a motorsports course or on private property. A motorsports course in this case refers to a course or area separated from an ordinary road or ordinary road, such as a motorsports circuit, a rally course set up or regulated for rally competitions, or a gymkhana competition venue, and corresponds to the predetermined area in this invention. Private property that is not subject to the Road Traffic Act also corresponds to the predetermined area in this invention, as it is an area separated from an ordinary road or ordinary road.

[0028] The output control unit 21 can, for example, limit the maximum output of the engine 10 to a predetermined limit value (for example, output Pmax1, described later). When the vehicle V is located outside the predetermined area and the system is set to normal mode, the output control unit 21 ensures that the maximum output of the engine 10 is limited to the predetermined limit value. In other words, in this case, the output control unit 21 does not release the limit that sets the maximum output of the engine 10 to the predetermined limit value.

[0029] On the other hand, if the vehicle V is located within a predetermined area and the system is set to high-output mode, the output control unit 21 ensures that the maximum output of the engine 10 exceeds a predetermined limit (for example, the output becomes Pmax2, as described later). In other words, in this case, the output control unit 21 removes the limit that would set the maximum output of the engine 10 to a predetermined limit.

[0030] Furthermore, when the restriction is released, the output control unit 21 may increase the output or output torque of the engine 10 in the high-speed region where the rotational speed (i.e., engine rotational speed) of the engine 10 is greater than a predetermined value, compared to when the restriction is in place. An example of when the output or output torque of the engine 10 in the high-speed region is increased compared to when the restriction is in place will be described later with reference to Figure 2 and other figures.

[0031] Furthermore, when the restriction is released, the output control unit 21 may increase the output of the engine 10 in the accelerator pedal depression range where the accelerator pedal opening of the vehicle V is greater than a predetermined value compared to when the restriction is in place. An example of when the output of the engine 10 in the accelerator pedal depression range is increased compared to when the restriction is in place will be described later using Figure 3 and other references.

[0032] Furthermore, when the restriction is released, the output control unit 21 may increase the boost pressure from the turbocharger 11 in the high-speed range compared to when the restriction is in place. In addition, when the restriction is released, the output control unit 21 may increase the boost pressure from the turbocharger 11 in the high-speed range compared to when the restriction is in place, within a range below a predetermined maximum boost pressure. An example of how the boost pressure in the high-speed range can be increased compared to when the restriction is in place will be described later using Figure 4 and other references.

[0033] Furthermore, when the output control unit 21 is released, the target air-fuel ratio, which is the target value of fuel and air supplied to the engine 10, may be set to a second air-fuel ratio, which is greater than the first air-fuel ratio, which is the target air-fuel ratio when the limit is in place, and the amount of fuel injected by the engine 10 is greater. An example of a case where the amount of fuel injected is greater than when the limit is in place will be described later using Figure 5 and other references.

[0034] The current location acquisition unit 22 acquires information indicating the current location of the vehicle V. For example, the current location acquisition unit 22 acquires information indicating the current location of the vehicle V based on location information from the navigation device 14.

[0035] The restriction release determination unit 23 determines whether or not to release the restriction imposed by the output control unit 21 based on information indicating the current position of the vehicle V obtained by the current position acquisition unit 22. For example, if the restriction release determination unit 23 determines that the current position of the vehicle V is within a predetermined area, it determines that the restriction imposed by the output control unit 21 can be released. Then, if the restriction release determination unit 23 determines that the restriction can be released, the control device 20 is set to high output mode.

[0036] On the other hand, if the restriction release determination unit 23 determines that the vehicle V's current position is outside the predetermined area, it determines that the restriction by the output control unit 21 cannot be released. If the restriction release determination unit 23 determines that the restriction cannot be released, the control device 20 does not set to high-output mode, but remains in normal mode.

[0037] Furthermore, the restriction release determination unit 23 may determine that the restriction by the output control unit 21 can be released if it determines that the current position of vehicle V is within a predetermined area and that a predetermined operation is performed by the user of vehicle V (e.g., the driver). In other words, even if the current position of vehicle V is within a predetermined area, the restriction release determination unit 23 may determine that the restriction by the output control unit 21 cannot be released if the user of vehicle V has not performed a predetermined operation.

[0038] Furthermore, even if the current position of the vehicle V is within a predetermined area, the restriction release determination unit 23 may determine that the restriction by the output control unit 21 cannot be released if the number of times the restriction by the restriction release determination unit 23 has been released, or the number of times the engine 10 has reached the high rotation range while the restriction by the restriction release determination unit 23 has been released, exceeds a threshold.

[0039] In this case, the control device 20 further includes a usage history acquisition unit 24, which is implemented, for example, by the processor of the ECU implementing the control device 20 executing a program stored in memory, or as a functional unit implemented by the interface of the ECU. Here, the usage history acquisition unit 24 counts the number of times the restriction by the restriction release determination unit 23 has been released, or the number of times the engine 10 has reached the high rotation range while the restriction by the restriction release determination unit 23 has been released. The restriction release determination unit 23 then determines that the restriction by the output control unit 21 cannot be released if the number of times counted by the usage history acquisition unit 24 exceeds a threshold, even if the current position of the vehicle V is within a predetermined area. In this case, the threshold can be appropriately determined by the manufacturer of the vehicle V.

[0040] [Specific examples of control performed by the control device] Figure 2 shows a first example of the specific control performed by the control device 20. In Figure 2, the right vertical axis represents the output of the engine 10, the left vertical axis represents the output torque of the engine 10, and the horizontal axis represents the engine speed (i.e., the rotational speed of the engine 10), which is the number of rotations per unit time of the engine 10.

[0041] In Figure 2, the dashed line 211 shows the output characteristics of the engine 10 in normal mode, and the solid line 212 shows the output characteristics of the engine 10 in high-power mode. As shown by the dashed line 211, the maximum output of the engine 10 in normal mode is output Pmax1. On the other hand, as shown by the solid line 212, the maximum output of the engine 10 in high-power mode is output Pmax2, which is greater than output Pmax1. In other words, in normal mode, the maximum output of the engine 10 is limited to output Pmax1, whereas in high-power mode, the limit on the maximum output of the engine 10 is removed, and the maximum output of the engine 10 becomes output Pmax2, which is greater than output Pmax1.

[0042] Furthermore, as shown in Figure 2, the control device 20 may make the output characteristics of the engine 10 in the high-speed range where the engine speed is greater than a predetermined value NEx differ between the normal mode and the high-power mode. In this case, the control device 20 may make the output characteristics of the engine 10 the same as in the normal mode, even in the high-power mode, in the low-speed range where the engine speed is less than or equal to the predetermined value NEx.

[0043] In the example shown in Figure 2, the output of the engine 10 in the high-speed range when in high-output mode is generally greater than the output of the engine 10 in the high-speed range when in normal mode. Thus, the control device 20 (for example, the output control unit 21) may increase the output of the engine 10 in the high-speed range when in high-output mode (i.e., when the limit is removed) compared to when in normal mode (i.e., when the limit is applied).

[0044] Furthermore, in Figure 2, the dashed-dot line 221 shows the torque characteristics of the engine 10 in normal mode, and the dashed-dot line 222 shows the torque characteristics of the engine 10 in high-power mode. As shown by the dashed-dot line 221 and the dashed-dot line 222, the control device 20 may make the torque characteristics of the engine 10 in the high-speed range different for normal mode and high-power mode. In this case, the control device 20 may make the torque characteristics of the engine 10 in the low-speed range the same as in normal mode, even in high-power mode.

[0045] In the example shown in Figure 2, the output torque of the engine 10 in the high-speed range when in high-power mode is generally greater than the output torque of the engine 10 in the high-speed range when in normal mode. Thus, the control device 20 (for example, the output control unit 21) may increase the output torque of the engine 10 in the high-speed range when in high-power mode (i.e., when the limit is removed) compared to when in normal mode (i.e., when the limit is applied).

[0046] Figure 3 shows a second example of the specific control performed by the control device 20. In Figure 3, the vertical axis represents the output of the engine 10, and the horizontal axis represents the accelerator opening. In Figure 3, the dashed line 311 shows the output characteristics of the engine 10 in response to the accelerator opening in normal mode. Also in Figure 3, the solid line 312 shows the output characteristics of the engine 10 in response to the accelerator opening in high-output mode.

[0047] As shown by the dashed line 311 and the solid line 312, the control device 20 may make the output characteristics of the engine 10 in the depressed region where the accelerator opening is greater than a predetermined value APx differ between the normal mode and the high-output mode. In this case, the control device 20 may make the output characteristics of the engine 10 the same as in the normal mode, even in the high-output mode, in the non-depressed region where the accelerator opening is less than or equal to the predetermined value APx.

[0048] In the example shown in Figure 3, the output of the engine 10 in the non-pressure region is the same in both the normal mode and the high-output mode. In contrast, the output of the engine 10 in the pressure region is greater in the high-output mode than in the normal mode. Thus, the control device 20 may increase the output of the engine 10 in the pressure region compared to the normal mode (i.e., when the limit is removed) when in high-output mode (i.e., when the limit is removed). Alternatively, or in addition to this, the control device 20 may increase the output torque of the engine 10 in the pressure region compared to the normal mode (i.e., when the limit is removed) when in high-output mode (i.e., when the limit is removed).

[0049] Figure 4 shows a third example of the specific control performed by the control device 20. In Figure 4, the vertical axis represents the boost pressure of the engine 10 by the supercharger 11, and the horizontal axis represents the engine speed (i.e., the rotational speed of the engine 10).

[0050] In Figure 4, the dashed line 411 shows the relationship between engine speed and boost pressure in normal mode, i.e., the boost pressure characteristics for engine 10. Also in Figure 4, the solid line 412 shows the boost pressure characteristics for engine 10 in high-power mode.

[0051] As shown by the dashed line 411 and the solid line 412, the control device 20 may have different boost pressure characteristics in the high-speed range where the engine speed is greater than a predetermined value NEx, depending on whether it is in normal mode or high-power mode. In this case, the control device 20 may have the same boost pressure characteristics as in normal mode even in the low-speed range where the engine speed is less than or equal to a predetermined value NEx, even in high-power mode.

[0052] In the example shown in Figure 4, the maximum boost pressure Bmax can be achieved from low RPM ranges in both normal mode and high-power mode. Furthermore, in normal mode, when the engine speed enters the high-speed range, the boost pressure is immediately reduced from the maximum boost pressure Bmax, whereas in high-power mode, the boost pressure can be maintained at the maximum boost pressure Bmax until the engine speed reaches a certain level even after entering the high-speed range.

[0053] Thus, in high-output mode (i.e., when the limit is removed), the control device 20 may increase the boost pressure of the turbocharger 11 in the high-speed range compared to normal mode (i.e., when the limit is reached). However, from the viewpoint of ensuring the durability of the turbocharger 11, it is preferable that even in high-output mode, the control device 20 increases the boost pressure in the high-speed range compared to normal mode, within a range of less than or equal to a predetermined maximum boost pressure Bmax.

[0054] Figure 5 shows a fourth example of the specific control performed by the control device 20. In Figure 5, the vertical axis represents the load on the engine 10 (engine load). Furthermore, the upper right direction in Figure 5 indicates that the fuel injection amount and intake air amount increase. In Figure 5, the horizontal axis represents the engine speed (i.e., the rotational speed of the engine 10).

[0055] In Figure 5, the dashed line 511 represents a target air-fuel ratio corresponding to a combination of engine speed and engine load in normal mode, and shows an example of the first air-fuel ratio. Also in Figure 5, the solid line 512 represents a target air-fuel ratio corresponding to a combination of engine speed and engine load in high-power mode, and shows an example of the second air-fuel ratio. Furthermore, in Figure 5, the dashed line 515 indicates the engine load boundary between the supercharged region where supercharging by the supercharger 11 occurs (in other words, boost pressure > 0) and the non-supercharged region where supercharging by the supercharger 11 does not occur (in other words, boost pressure = 0).

[0056] As shown by the dashed line 511 and the solid line 512, the control device 20 may set different target air-fuel ratios (in other words, at least one of the intake air volume and fuel injection volume) in the high-speed range where the engine speed is greater than a predetermined value NEx, depending on whether it is in normal mode or high-power mode. In this case, the control device 20 may set the target air-fuel ratio to be the same as in normal mode even in high-power mode when the engine speed is less than or equal to the predetermined value NEx in the low-speed range.

[0057] In the example shown in Figure 5, the target air-fuel ratio in the low-speed range is the same in both normal mode and high-power mode. In contrast, the target air-fuel ratio in the high-speed range differs between normal mode and high-power mode. Specifically, in the high-speed range, the target air-fuel ratio is higher than that in normal mode, with greater intake air and fuel injection amounts.

[0058] Thus, in the case of high-power mode (i.e., when the limit is removed), the control device 20 (e.g., the output control unit 21) may set a second air-fuel ratio in which the intake air volume and fuel injection volume are greater than the first air-fuel ratio, which is the target air-fuel ratio when the limit is reached. Here, in the case of high-power mode (i.e., when the limit is removed), the intake air volume and fuel injection volume are greater than when the limit is reached, but this is not the only case. For example, in the case of high-power mode, the control device 20 (e.g., the output control unit 21) may set the intake air volume and fuel injection volume to be greater than when the limit is reached, but only one of them is greater than when the limit is reached. In other words, the second air-fuel ratio may be such that only one of the intake air volume and fuel injection volume is greater than the first air-fuel ratio.

[0059] Generally, increasing the fuel ratio makes it easier to obtain higher output from the engine 10. For this reason, by setting the second air-fuel ratio, which is the target air-fuel ratio in high-output mode, to have a larger fuel injection amount (in other words, a higher fuel ratio) than the first air-fuel ratio, which is the target air-fuel ratio in restricted mode, it becomes easier to obtain higher output from the engine 10 in high-output mode than in restricted mode (i.e., in normal mode). However, this is not the only option. For example, if lowering the fuel ratio from the first air-fuel ratio results in higher output, the second air-fuel ratio may be a lower fuel ratio (i.e., a reduced fuel injection amount) than the first air-fuel ratio. Thus, in high-output mode (i.e., when the restriction is removed), the control device 20 (for example, the output control unit 21) may set the second air-fuel ratio to be higher than at least one of the intake air amount and fuel injection amount than the first air-fuel ratio, which is the target air-fuel ratio in restricted mode.

[0060] Figure 6 shows a fifth example of specific control performed by the control device 20. The restriction release determination unit 23 of the control device 20 may, for example, determine to release the restriction imposed by the output control unit 21 when it receives a predetermined operation from the user via the touch panel 142 of the navigation device 14.

[0061] In this case, as shown in Figure 6, when the control device 20 determines that the vehicle V is currently within a predetermined area, it displays a predetermined message along with the limit release button B1 and the limit release prohibition button B2 on the touch panel 142 of the navigation device 14. In the example shown in Figure 6, the predetermined message displayed is, "This will switch the limiter on and off. Do not turn off the limiter on public roads. Do you agree to this?" By displaying such a screen on the touch panel 142, the user of the vehicle V can read the message and then, at their own discretion, selectively tap the limit release button B1 and the limit release prohibition button B2.

[0062] The control device 20 (for example, the restriction release determination unit 23) determines that the restriction by the output control unit 21 can be released if there is an operation to select the restriction release button B1 (for example, an operation to tap the restriction release button B1). On the other hand, even if the control device 20 determines that the vehicle V's current position is within a predetermined area, if there is no operation to select the restriction release button B1, it determines that the restriction by the output control unit 21 cannot be released. Furthermore, if the control device 20 determines that the vehicle V's current position is outside a predetermined area, it determines that the restriction by the output control unit 21 cannot be released without displaying a display screen including the restriction release button B1.

[0063] [Effects of this embodiment] As described above, the control device 20 includes an output control unit 21 capable of limiting the maximum output of the engine 10 to a predetermined limit value, a current position acquisition unit 22 that acquires information indicating the current position of the vehicle V, and a limit release determination unit 23 that determines whether or not the limit imposed by the output control unit 21 can be released based on the information indicating the current position of the vehicle V acquired by the current position acquisition unit 22. The limit release determination unit 23 determines that the limit imposed by the output control unit 21 can be released if it determines that the current position of the vehicle V is within a predetermined area, while determining that the limit imposed by the output control unit 21 cannot be released if it determines that the current position of the vehicle V is outside a predetermined area. Furthermore, based on the limit release determination unit 23's determination that the limit can be released, the output control unit 21 releases the limit and increases the maximum output of the engine 10 to at least the limit value.

[0064] By equipping the control device 20 with the above configuration, the limit on the maximum output of the engine 10 can be removed when the vehicle V is located within a predetermined area, such as a circuit or private property. Therefore, it is possible to change the engine characteristics of the vehicle V depending on whether the vehicle V is located within or outside the predetermined area. As a result, within the predetermined area, the vehicle V can be driven with engine characteristics specific to that area, and the user can experience driving with those engine characteristics. In addition, the maximum output increases, which increases the top speed, and the user can experience this. In other words, drivability is improved. Furthermore, by not removing the limit outside the predetermined area, the safety of the vehicle V outside the predetermined area can be improved, and the opportunities for the engine 10 to be heavily used can be reduced, thus ensuring the durability of the engine 10. Ultimately, this can contribute to improving the energy efficiency of the vehicle V.

[0065] Furthermore, if the limit is removed, the output control unit 21 may increase the output of the engine 10 in the high-speed range compared to when the limit is removed. In this way, when the limit on the maximum output of the engine 10 is removed, the output of the engine 10 in the high-speed range can also be increased compared to when the limit is removed. As a result, when driving with the engine characteristics for a predetermined area, the acceleration performance of the vehicle V in the high-speed range is increased, and it becomes possible for the user to experience driving with those engine characteristics even before the output of the engine 10 reaches its maximum output. In other words, drivability is improved.

[0066] Furthermore, if the limit is removed, the output control unit 21 may increase the output torque of the engine 10 in the high-speed range compared to when the limit is applied. In this way, when the limit on the maximum output of the engine 10 is removed, the output torque of the engine 10 in the high-speed range can also be increased compared to when the limit is applied. This improves the acceleration performance of the vehicle V in the high-speed range when driving with the engine characteristics for a predetermined area, and allows the user to experience driving with those engine characteristics even before the output of the engine 10 reaches its maximum output. In other words, drivability is improved.

[0067] Furthermore, if the limit is removed, the output control unit 21 may increase the output of the engine 10 in the depressed position compared to when the limit is applied. In this way, when the limit on the maximum output of the engine 10 is removed, the output of the engine 10 in the depressed position, where the accelerator opening is relatively large, can also be increased compared to when the limit is applied. As a result, when driving with the engine characteristics for a predetermined area, the acceleration performance of the vehicle V in the depressed position can be increased, and the user can experience driving with those engine characteristics even before the output of the engine 10 reaches its maximum output. In other words, drivability is improved.

[0068] Furthermore, when the restriction is released, the output control unit 21 may increase the boost pressure from the supercharger 11 in the high-speed range compared to when the restriction is in place. In this way, the output and output torque of the engine 10 in the high-speed range can be easily increased, improving acceleration performance and top speed, which can be felt by the user. In other words, drivability is improved.

[0069] Furthermore, when the restriction is lifted, the output control unit 21 may increase the boost pressure from the supercharger 11 in the high-speed range compared to when the restriction is lifted, within a range below a predetermined maximum boost pressure Bmax. In this way, even when the restriction on the maximum output of the engine is lifted, that is, when the boost pressure from the supercharger 11 can be increased above normal, the durability of the supercharger 11 can be ensured by keeping the boost pressure within a range below a predetermined maximum boost pressure.

[0070] Furthermore, when the restriction is lifted, the output control unit 21 may set a second air-fuel ratio in which at least one of the intake air volume and fuel injection volume is greater than the first air-fuel ratio, which is the target air-fuel ratio when the restriction is in place. This makes it easy to increase the output and output torque of the engine 10 when the restriction is lifted. For example, when the restriction is lifted, the output control unit 21 may set a second air-fuel ratio in which the fuel injection volume is greater than the first air-fuel ratio, which is the target air-fuel ratio when the restriction is in place. In this way, when the restriction on the maximum output of the engine 10 is lifted, by setting a second air-fuel ratio in which the fuel injection volume is greater than the first air-fuel ratio, which is the target air-fuel ratio when the restriction is in place, it becomes easy to increase the output and output torque of the engine 10. Also, when the restriction is in place, by setting a first air-fuel ratio with a relatively small fuel injection volume, the fuel consumption of the vehicle V can be reduced and fuel efficiency can be improved.

[0071] Furthermore, the restriction release determination unit 23 may determine that the restriction by the output control unit 21 can be released if it determines that the current position of the vehicle V is within a predetermined area and that a predetermined operation has been performed by the user of the vehicle V. In this way, the restriction on the maximum output of the engine 10 can be released only if a predetermined operation has been performed by the user of the vehicle V, thus preventing the restriction from being released against the user's will. In addition, in this way, the restriction can be released only after the vehicle V is located within a predetermined area such as a circuit and after confirmation by the user, thus ensuring the safety of the vehicle V and reducing the frequency of restriction release, thereby ensuring the durability of the engine 10.

[0072] Furthermore, the control device 20 may include a usage history acquisition unit 24 capable of counting the number of times the restriction by the output control unit 21 has been released, or the number of times the engine 10 has reached a high rotation range while the restriction by the output control unit 21 has been released. In this case, the restriction release determination unit 23 may determine that the restriction cannot be released if it determines that the current position of the vehicle V is within a predetermined area, and the number of times counted by the usage history acquisition unit 24 exceeds a threshold. In this way, after the number of times the restriction on the maximum output of the engine 10 has been released, or the number of times the engine 10 has reached a high rotation range while the restriction on the maximum output of the engine 10 has been released has exceeded a threshold, the restriction on the maximum output of the engine 10 can be prevented from being released. Therefore, after the number of times the restriction on the maximum output of the engine 10 has been released, or the number of times the engine 10 has reached a high rotation range while the restriction on the maximum output of the engine 10 has been released has exceeded a threshold, it becomes possible to suppress the overuse of the engine 10 and ensure the durability of the engine 10.

[0073] Although embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and modifications, improvements, etc., can be made as appropriate.

[0074] For example, the above embodiment shows an example configuration in which an engine 10 is provided as the driving force source for the vehicle V, but the vehicle V that the control device 20 in the present invention controls may be, for example, a hybrid vehicle that uses an engine 10 and an electric motor as driving force sources.

[0075] This specification and other documents contain at least the following information. Note that the components and other details shown in parentheses correspond to those in the embodiments described above, but are not limited thereto.

[0076] (1) A control device (control device 20) that controls a vehicle (vehicle V) that can be driven by the output of an engine (engine 10) to drive the drive wheels (drive wheels 12), The output control unit (output control unit 21) is capable of limiting the maximum output of the engine to a predetermined limit value, A current location acquisition unit (current location acquisition unit 22) acquires information indicating the current location of the vehicle, A restriction release determination unit (restriction release determination unit 23) determines whether or not the restriction by the output control unit can be released based on the information indicating the current position acquired by the current position acquisition unit, Equipped with, The restriction release determination unit determines that the restriction can be released if it determines that the current location is within a predetermined area, while determining that the restriction cannot be released if it determines that the current location is outside the predetermined area. Based on the determination by the restriction release determination unit that the restriction can be released, the output control unit releases the restriction and makes the maximum output at least greater than the limit value. Control device.

[0077] According to (1), for example, when a vehicle is located within a designated area such as a race track or private property, the limit on the maximum engine output can be removed. This makes it possible to change the engine characteristics of a vehicle depending on whether it is located within or outside the designated area. Within the designated area, it becomes possible to drive with engine characteristics specific to that area, different from those outside the area, and the user can experience driving with those engine characteristics. In other words, drivability is improved. Furthermore, by not removing the limit outside the designated area, the safety of the vehicle outside the designated area can be improved, and the opportunities for the engine to be heavily used can be reduced, thus ensuring the engine's durability. Ultimately, this can improve traffic safety and contribute to the development of a sustainable transportation system.

[0078] (2) The control device described in (1), When the restriction is released, the output control unit increases the output of the engine in the high-speed region where the engine's rotational speed is greater than a predetermined value compared to when the restriction is in place. Control device.

[0079] According to (2), if the limit on the maximum output of the engine is removed, the engine output in the high-speed range can also be increased compared to when the limit is in place. This makes it possible to increase the vehicle's speed in the high-speed range when driving with the engine characteristics for a predetermined area, allowing the user to experience driving with those engine characteristics even before the engine output reaches its maximum output.

[0080] (3) The control device described in (1), When the restriction is released, the output control unit increases the output torque of the engine in the high-speed region where the engine's rotational speed is greater than a predetermined value compared to when the restriction is in place. Control device.

[0081] According to (3), if the limit on the maximum output of the engine is removed, the output torque of the engine in the high-speed range can also be increased compared to when the limit is in place. This improves the acceleration performance of the vehicle in the high-speed range when driving with the engine characteristics for a predetermined area, and allows the user to experience driving with those engine characteristics even before the engine output reaches its maximum output.

[0082] (4) A control device according to any one of (1) to (3), When the restriction is released, the output control unit increases the engine output in the throttle opening range where the vehicle's accelerator pedal is opened greater than a predetermined value compared to when the restriction is in place. Control device.

[0083] According to (4), if the limit on the maximum output of the engine is removed, the engine output in the relatively large accelerator pedal position range can also be increased compared to when the limit is in place. This makes it possible to increase the vehicle's speed in the accelerator pedal position range when driving with the engine characteristics for a predetermined area, allowing the user to experience driving with those engine characteristics even before the engine output reaches its maximum output.

[0084] (5) A control device according to any one of (1) to (3), The vehicle has a supercharger (supercharger 11) that supercharges the intake air of the engine, When the restriction is released, the output control unit increases the boost pressure from the supercharger in the high-speed range where the engine speed is greater than a predetermined value compared to when the restriction is in place. Control device.

[0085] According to (5), if the limit on the maximum output of the engine is removed, it becomes possible to easily increase the engine output and output torque in the high-speed range by increasing the boost pressure from the supercharger in the high-speed range compared to when the limit is in place.

[0086] (6) The control device described in (5), When the restriction is released, the output control unit increases the boost pressure in the high-speed region to a range below a predetermined maximum boost pressure (maximum boost pressure Bmax) compared to when the restriction is in place. Control device.

[0087] According to (6), even if the limit on the maximum output of the engine is removed, that is, even if the boost pressure by the supercharger can be increased above normal, the durability of the supercharger can be ensured by keeping that boost pressure within a range below a predetermined maximum boost pressure.

[0088] (7) A control device according to any one of (1) to (3), When the restriction is released, the output control unit sets a second air-fuel ratio in which at least one of the intake air volume and fuel injection volume is greater than the first air-fuel ratio, which is the target air-fuel ratio at the time of the restriction. Control device.

[0089] According to (7), if the limit on the maximum output of the engine is removed, the engine output and output torque can be easily increased by setting a second air-fuel ratio in which at least one of the intake air volume and fuel injection volume is greater than the first air-fuel ratio, which is the target air-fuel ratio when the limit is in place.

[0090] (8) A control device according to any one of (1) to (3), The restriction release determination unit determines that the restriction can be released if the current position is within a predetermined area and a predetermined operation is performed by the vehicle user. Control device.

[0091] According to (8), by removing the limit on the maximum output of the engine on the condition that the vehicle user performs a prescribed operation, it becomes possible to prevent the limit from being removed against the user's will.

[0092] (9) A control device according to any one of (1) to (3), The control device further includes a usage history acquisition unit (usage history acquisition unit 24) capable of counting the number of times the restriction has been released, or the number of times the engine's rotational speed has reached a high rotational speed range greater than a predetermined value while the restriction has been released. The restriction release determination unit determines that the restriction cannot be released if it determines that the current location is within a predetermined area and the number of times counted by the usage history acquisition unit exceeds a threshold. Control device.

[0093] According to (9), after the number of times the limit on the engine's maximum output has been removed, or the number of times the engine has reached a high rotational speed range while the limit on the engine's maximum output has been removed exceeds a threshold, the limit on the engine's maximum output will not be removed. This will prevent the engine from being overworked and ensure the engine's durability. [Explanation of symbols]

[0094] 10 Engines 11 Supercharger 12 drive wheels 20 Control device 21 Output control unit 22 Current position acquisition section 23 Restriction Release Determination Unit 24. Usage History Acquisition Unit V Vehicle

Claims

1. A control device for controlling a vehicle that can be driven by the output of an engine, which drives the drive wheels, An output control unit capable of limiting the maximum output of the engine to a predetermined limit value, A current location acquisition unit that acquires information indicating the current location of the vehicle, A restriction release determination unit determines whether or not the restriction by the output control unit can be released based on the information indicating the current position acquired by the current position acquisition unit, Equipped with, The restriction release determination unit determines that the restriction can be released if it determines that the current location is within a predetermined area, while determining that the restriction cannot be released if it determines that the current location is outside the predetermined area. Based on the determination by the restriction release determination unit that the restriction can be released, the output control unit releases the restriction and makes the maximum output at least greater than the limit value. Control device.

2. A control device according to claim 1, When the restriction is released, the output control unit increases the output of the engine in the high-speed region where the engine's rotational speed is greater than a predetermined value compared to when the restriction is in place. Control device.

3. A control device according to claim 1, When the restriction is released, the output control unit increases the output torque of the engine in the high-speed region where the engine's rotational speed is greater than a predetermined value compared to when the restriction is in place. Control device.

4. A control device according to any one of claims 1 to 3, When the restriction is released, the output control unit increases the engine output in the throttle opening range where the vehicle's accelerator pedal is opened greater than a predetermined value compared to when the restriction is in place. Control device.

5. A control device according to any one of claims 1 to 3, The vehicle has a supercharger that supercharges the intake air of the engine, When the restriction is released, the output control unit increases the boost pressure from the supercharger in the high-speed range where the engine speed is greater than a predetermined value compared to when the restriction is in place. Control device.

6. A control device according to claim 5, When the restriction is released, the output control unit increases the boost pressure in the high-speed region to a range below a predetermined maximum boost pressure compared to when the restriction is in place. Control device.

7. A control device according to any one of claims 1 to 3, When the restriction is released, the output control unit sets a second air-fuel ratio in which at least one of the intake air volume and fuel injection volume is greater than the first air-fuel ratio, which is the target air-fuel ratio at the time of the restriction. Control device.

8. A control device according to any one of claims 1 to 3, The restriction release determination unit determines that the restriction can be released if the current position is within a predetermined area and a predetermined operation is performed by the vehicle user. Control device.

9. A control device according to any one of claims 1 to 3, The control device further includes a usage history acquisition unit capable of counting the number of times the restriction has been released, or the number of times the engine's rotational speed has reached a high rotational speed range greater than a predetermined value while the restriction has been released. The restriction release determination unit determines that the restriction cannot be released if it determines that the current location is within a predetermined area and the number of times counted by the usage history acquisition unit exceeds a threshold. Control device.

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