vehicle

Abstract

To provide a vehicle for reducing applicable man-hours regarding fuel combustion conditions when rejecting changeover to a circuit mode.SOLUTION: A vehicle includes: an engine; and an engine control part for, when a portable terminal operated by a vehicle user determines that the current position of the vehicle mounted with the engine is in a circuit, controlling the engine in a circuit mode in which the travelling function of the vehicle is improved, on the basis of a request transmitted from the portable terminal. When determining that partial combustion conditions of all combustion conditions for stably combusting fuel supplied into the engine in the circuit mode are not established, the engine control part rejects changeover to the circuit mode despite the request.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a vehicle.

Background Art

[0002] There are known limiters that restrict various functions for safety settings of the vehicle itself and fuel savings. As functions for safety settings, for example, an anti-skid function such as an Anti-lock Brake System is known. As functions for fuel savings, for example, a Variable Cylinder Management that automatically stops "one-third or half" of the engine according to the driving state to save fuel is known.

[0003] Also, there is known a technique for identifying the current position of the vehicle itself from data obtained by GPS (Global Positioning System) and map information, and changing the assist amount of the steering force if it is a circuit road. In addition, there is known a technique for releasing the above-described limiter when it is determined that the vehicle itself is located within a circuit (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, when the vehicle is located on a circuit, if the speed limiter is removed, for example, fuel conservation is reduced. However, even if fuel conservation is reduced, depending on factors such as the amount of fuel injected and the temperature of the intake air the engine takes in, the fuel may not burn stably inside the engine. In this case, even if you switch to circuit mode, which is designed to improve the vehicle's performance on a circuit road, the vehicle's performance may not improve sufficiently.

[0006] Therefore, for example, if switching to circuit mode is permitted, it is desirable to determine in advance whether all of the numerous combustion conditions that determine whether the fuel supplied to the engine burns stably are met. However, if all of these combustion conditions are met individually, the amount of work required for compliance may increase. Similarly, if switching to circuit mode is denied, the amount of work required for compliance may also increase. If the amount of work required for compliance increases, it may take longer to meet the combustion conditions.

[0007] Therefore, the present invention aims to provide a vehicle that reduces the man-hours required to adjust fuel combustion conditions when refusing to switch to circuit mode. [Means for solving the problem]

[0008] The vehicle according to the present invention comprises an engine and an engine control unit that controls the engine in a circuit mode that improves the vehicle's driving performance based on a request transmitted from a mobile terminal operated by the user of the vehicle when the mobile terminal determines that the current location of the vehicle equipped with the engine is within a circuit, wherein the engine control unit refuses to switch to the circuit mode regardless of the request if it determines that some of the combustion conditions among all combustion conditions necessary for the fuel supplied to the engine to burn stably in the circuit mode are not met.

[0009] In the above configuration, if the engine control unit determines that some of the combustion conditions are not met while the engine is controlled in circuit mode and the vehicle is running, it may turn off the circuit mode after the vehicle has come to a stop and its behavior has stabilized.

[0010] In the above configuration, the system further includes a display control unit that controls the display of a display device provided in the passenger compartment of the vehicle. The display control unit outputs a display requesting the vehicle to stop to the display device based on an instruction transmitted from the mobile terminal when the mobile terminal determines that the vehicle's current position is outside the circuit. The engine control unit may turn off the circuit mode after the vehicle has stopped and its behavior has stabilized.

[0011] In the above configuration, the vehicle further includes a communication control unit provided therein, which controls communication between the mobile terminal and the engine control unit, and the engine control unit may turn off the circuit mode if it does not receive a signal transmitted from the communication control unit.

[0012] In the above configuration, the engine control unit may exclude the determination of fail-safe control for the engine from the time the starter that starts the engine is turned on until a predetermined time has been added to the time the starter is turned off. [Effects of the Invention]

[0013] According to the present invention, the amount of man-hours required to adjust the fuel combustion conditions when refusing to switch to circuit mode can be reduced. [Brief explanation of the drawing]

[0014] [Figure 1] This is an example of a vehicle control system. [Figure 2] (a) is an example of a correspondence table held by a mobile device. (b) is an example of the hardware configuration of an engine ECU. [Figure 3] This is a processing sequence diagram showing an example of the operation of a vehicle control system. [Figure 4] This is a flowchart showing an example of a decision-making process. [Figure 5] This is an example of a display device that includes a stop request display. [Modes for carrying out the invention]

[0015] Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

[0016] As shown in Figure 1, the vehicle control system ST includes a vehicle 10, a server 20, and a mobile terminal 30. In Figure 1, a smartphone is shown as an example of the mobile terminal 30, but a tablet terminal may be used instead. By coordinating the vehicle 10, server 20, and mobile terminal 30, the vehicle control system ST provides the driver 10D, who is the user of the vehicle 10, with services limited to the circuit track C1.

[0017] For example, when vehicle 10 enters circuit track C1 and driver 10D operates a mobile terminal 30 in the on-site office C2 of circuit track C1 to launch the circuit app, the mobile terminal 30 obtains GPS information, including the current location of vehicle 10, via server 20. The circuit app is application software installed on the mobile terminal 30 and is associated with vehicle 10. The circuit app is used to control vehicle 10 in circuit mode, which is intended to improve the vehicle's driving performance.

[0018] Vehicle 10 includes a DCM (Data Communication Module) 11 as a wireless communication device to which an antenna ATN is connected, a DCM-ECU (Electronic Control Unit) 12, and a GPS 13. The DCM-ECU 12 is an example of a communication control unit that controls communication between the mobile terminal 30 and an engine ECU 15 described later. The GPS 13 measures the position of the vehicle 10 and holds GPS information including the measured position. The DCM-ECU 12 acquires GPS information from the GPS 13 and transmits the GPS information to the server 20 via radio waves WL through the DCM 11 and the antenna ATN. Therefore, when the server 20 requests the transmission of GPS information from the vehicle 10, the server 20 can acquire the GPS information from the vehicle 10.

[0019] The GPS information reaches the server 20 via the mobile base station BS and the communication network NW. The communication network NW includes either one or both of the Internet and a LAN (Local Area Network). When the mobile terminal 30 requests the server 20 to transmit the GPS information, the server 20 transmits the GPS information to the mobile terminal 30 via radio waves WL through the communication network NW and the mobile base station BS. Thereby, the mobile terminal 30 can acquire the GPS information of the vehicle 10.

[0020] In addition, the server 20 holds map information (hereinafter referred to as circuit information) including the position or area of the circuit field C1. When the mobile terminal 30 requests the server 20 to transmit the circuit information, the server 20 transmits the circuit information to the mobile terminal 30 via radio waves WL through the communication network NW and the mobile base station BS. Thereby, the mobile terminal 30 can acquire the circuit information.

[0021] When the mobile terminal 30 acquires the GPS information and the circuit information, it determines whether the current position of the vehicle 10 is within the circuit field C1 based on the circuit information and the GPS information. If the position of the vehicle 10 is not within the circuit field C1, the mobile terminal 30 rejects the switching to the circuit mode and presents that fact to the driver 10D on the screen.

[0022] On the other hand, when the position of the vehicle 10 is within the circuit field C1, the mobile terminal 30 presents the driver 10D with the precautions resulting from the switch to the circuit mode and requests the driver 10D to approve the switch. Thus, the circuit mode determines whether or not the position of the vehicle 10 is within the circuit field C1 based on the circuit information and the GPS information. Therefore, the circuit mode is different from a sports mode (or a sports driving mode) that improves the driving performance only by switching a switch provided in the passenger compartment of the vehicle 10 without performing such determination.

[0023] When the mobile terminal 30 receives the approval of the switch from the driver 10D, the mobile terminal 30 transmits circuit mode request information (hereinafter referred to as a request ID (Identifier)) including the approval of the switch to the server 20. The request ID is identification information for requesting the vehicle 10 to switch to the circuit mode. The request ID is prepared and defined for each version of the circuit application. Therefore, when the version of the circuit application is updated by version upgrade, different independent request IDs are transmitted based on the version update.

[0024] When the server 20 receives the request ID from the mobile terminal 30, the server 20 generates switching information including the request ID and transmits the switching information to the vehicle 10. Although details will be described later, the switching information is information for switching the driving performance of the vehicle 10 to the driving performance specialized for driving in the circuit field C1. For example, the server 20 transmits the switching information to the vehicle 10 by SMS (Short Message Service).

[0025] In vehicle 10, the DCM-ECU12 receives switching information from server 20 via the DCM11 and antenna ATN. Here, vehicle 10 is equipped with an engine 14, an engine ECU15, a display device 16, and a meter ECU17. The engine ECU15 is an example of an engine control unit. The meter ECU17 is an example of a display control unit. The engine 14 is equipped with a starter 14A for starting the engine 14. A speed sensor 15V for detecting the speed of vehicle 10 is connected to the engine ECU15. The display device 16 is installed inside the passenger compartment of vehicle 10. Note that the control device for vehicle 10 can be realized by the DCM-ECU12, engine ECU15, and meter ECU17.

[0026] When the DCM-ECU12 receives switching information, it uses the CAN (Controller Area Network) signal to transmit the switching information to the engine ECU15. The engine ECU15 then receives the switching information. Upon receiving the switching information, the engine ECU15 determines whether both the first and second conditions, which are part of at least three conditions necessary for the fuel supplied to the engine 14 to burn stably in circuit mode, are not met. The first and second conditions are examples of some combustion conditions. At least three conditions, including the first and second conditions, are all examples of combustion conditions.

[0027] For example, at least three conditions include a first condition relating to the water temperature of the coolant that cools the engine 14, a second condition relating to atmospheric pressure, and a third condition relating to the amount of fuel injected into the engine 14. At least three conditions may also include, for example, a fourth condition relating to the rotational speed of the engine 14, a fifth condition relating to the ambient temperature, and a sixth condition relating to communication between the DCM-ECU 12 and the engine ECU 15. The engine ECU 15 determines whether, for example, both the first and second conditions are not met among the first to sixth conditions. In this way, the engine ECU 15 determines whether both the first and second conditions are met. Therefore, compared to determining whether all conditions from the first to sixth conditions are met, the engine ECU 15 can reduce the amount of work required for compliance.

[0028] Here, if either the first or second condition is met, the engine ECU 15 permits switching to circuit mode. As a result, the engine ECU 15 modifies the control of the engine 14 based on the request ID included in the switching information. In other words, the engine ECU 15 controls the engine 14 in circuit mode.

[0029] For example, the engine ECU 15 modifies several torque limit maps (hereinafter simply referred to as torque maps) that define the upper limit of the torque of the engine 14, based on the request ID. This allows the engine 14 to operate in a circuit mode that can output high torque. The circuit mode improves the driving performance of the vehicle 10 compared to the normal driving mode. In this way, by approving the use of the circuit mode, the vehicle control system ST can provide the driver 10D with a service that conveys the enjoyment of motorsport.

[0030] On the other hand, if both the first and second conditions are not met, the engine ECU 15 refuses to switch to circuit mode. In this case, the engine ECU 15 notifies the mobile terminal 30 of the switching error via the DCM-ECU 12 or server 20. This allows the driver 10D to confirm that the switch to circuit mode has been refused.

[0031] When vehicle 10 moves from inside to outside the circuit track C1, the mobile terminal 30 determines that vehicle 10 is currently outside the circuit track C1. In this case, the mobile terminal 30 notifies the server 20 of predetermined information, including that vehicle 10 is currently outside the circuit track C1. Based on this predetermined information, the server 20 sends an instruction to the meter ECU 17, which includes control information to control the display on the display device 16. Based on the instruction sent from the server 20, the meter ECU 17 outputs a display to the display device 16 requesting that vehicle 10 stop.

[0032] As a result, it is assumed that driver 10D will initiate the action of stopping vehicle 10 by applying the brakes. The instructions transmitted from server 20 reach meter ECU 17 via DCM-ECU 12 and engine ECU 15. Engine ECU 15 determines whether vehicle 10 has stopped based on the speed detected by speed sensor 15V. After vehicle 10 has stopped, engine ECU 15 turns off circuit mode. If engine ECU 15 were to turn off circuit mode while vehicle 10 is in motion, the behavior of vehicle 10 may become unstable. However, by turning off circuit mode after vehicle 10 has stopped, this possibility is suppressed.

[0033] Next, we will describe the details of the mobile terminal 30 with reference to Figure 2(a).

[0034] As shown in Figure 2(a), the mobile terminal 30 is equipped with an NVM (Non-Volatile Memory) 31. The NVM 31 stores a correspondence table between version IDs and request IDs that identify the version of the circuit application. For example, version ID "Ver1" is associated with request ID "#1". Version ID "Ver2" is associated with request ID "#2". As a result, when the version of the circuit application is updated, for example from version ID "Ver1" to version ID "Ver2", the mobile terminal 30 can send request ID "#2".

[0035] Next, the details of the engine ECU 15 will be explained with reference to Figure 2(b). Note that the hardware configuration of the DCM-ECU 12 and meter ECU 17 described above is basically the same as that of the engine ECU 15, so a detailed explanation will be omitted. The engine ECU 15 communicates indirectly with the mobile terminal 30 via the DCM-ECU 12, server 20, etc.

[0036] The engine ECU 15 is a hardware circuit that includes a CPU (Central Processing Unit) 15A, RAM (Random Access Memory) 15B, ROM (Read Only Memory) 15C, and an input / output interface (I / F) 15D. The CPU 15A is an example of a processor and communicates indirectly with the mobile terminal 30. The CPU 15A, RAM 15B, ROM 15C, and I / F 15D are connected to each other by an internal bus 15E. Although omitted in Figure 2(b), the I / F 15D is connected to the DCM-ECU 12, the engine 14, and the meter ECU 17. At least the CPU 15A and RAM 15B work together to realize the computer.

[0037] The software previously stored in ROM 15C is stored in RAM 15B by CPU 15A. By executing the stored software, CPU 15A performs a series of processes described later. The software should conform to the processing sequence diagram described later.

[0038] Furthermore, ROM15C stores multiple torque maps, each defining an upper limit for the torque of engine 14, for each request ID. Since a request ID is prepared and defined for each version of the circuit application, it can be said that ROM15C stores multiple torque maps for each version of the circuit application.

[0039] Next, the operation of the vehicle control system ST will be described with reference to Figure 3.

[0040] First, the mobile terminal 30 waits until the circuit app is launched (Step S1: NO). For example, it waits until the driver 10D performs a predetermined operation to instruct the launch of the circuit app by clicking on the circuit app icon displayed on the mobile terminal 30. When the predetermined operation is performed on the circuit app icon while the vehicle 10 is stopped and the circuit app is launched (Step S1: YES), the mobile terminal 30 requests determination information from the server 20 and the DCM-ECU 12 (Step S2). The determination information is used to determine whether or not the vehicle 10 is located within the circuit field C1.

[0041] For example, the mobile terminal 30 directly requests judgment information from the server 20. On the other hand, the mobile terminal 30 indirectly requests judgment information from the DCM-ECU 12. That is, the mobile terminal 30 requests judgment information from the DCM-ECU 12 via the server 20. When the server 20 receives a request for judgment information from the mobile terminal 30, it sends circuit information as judgment information to the mobile terminal 30 (step S3). When the DCM-ECU 12 receives a request for judgment information from the mobile terminal 30 via the server 20, it sends GPS information as judgment information to the mobile terminal 30 via the server 20 (step S4).

[0042] When the mobile terminal 30 acquires GPS information and circuit information, it determines whether the vehicle 10's current location is within the circuit field C1 (step S5). If the current location is not within the circuit field C1 (step S5: NO), the mobile terminal 30 skips the subsequent processing. In this case, the mobile terminal 30 refuses to switch to circuit mode, thereby discontinuing control of the vehicle 10 in circuit mode.

[0043] On the other hand, if the current location is within the circuit track C1 (Step S5: YES), the mobile terminal 30 determines whether consent has been given to switching to circuit mode (Step S6). For example, the mobile terminal 30 displays warnings related to switching to circuit mode to the driver 10D on its screen and requests the driver 10D's consent to switch. The warnings include, for example, an explanation regarding the deterioration of the engine 14. If the driver 10D refuses to switch to circuit mode, the mobile terminal 30 determines that consent to switching to circuit mode has not been given (Step S6: NO). In this case, the mobile terminal 30's refusal to switch to circuit mode causes control of the vehicle 10 in circuit mode to be discontinued.

[0044] On the other hand, if driver 10D performs an action to consent to switching to circuit mode (for example, pressing the "YES" button as shown in Figure 1), the mobile terminal 30 determines that consent to switching to circuit mode has been given (Step S6: YES). In this case, the mobile terminal 30 sends a request ID to the server 20 (Step S7). More specifically, the mobile terminal 30 checks the version ID that identifies the version of the circuit app currently installed on the mobile terminal 30, identifies the request ID corresponding to the version ID, and sends it. For example, if the mobile terminal 30 has a version of the circuit app identified by version ID "Ver2" installed, the mobile terminal 30 sends request ID "#2".

[0045] When server 20 receives a request ID, it sends switching information to DCM-ECU12 (step S8). More specifically, when server 20 receives a request ID, it generates switching information including the received request ID and sends it to DCM-ECU12. When DCM-ECU12 receives the switching information, it forwards the switching information to engine ECU15 (step S9).

[0046] When the engine ECU 15 receives switching information, it performs a determination process (step S10). The determination process determines whether both the first and second conditions among the three or more conditions described above are not met. Details of the determination process will be described later. If either the first or second condition is met, the engine ECU 15 changes the torque map and immediately uses the changed torque map (step S11). More specifically, if either the first or second condition is met, the engine ECU 15 extracts a request ID from the switching information and identifies and selects the torque map corresponding to the extracted request ID. For example, if request ID "#2" is extracted, the engine ECU 15 identifies and selects one of several torque maps associated with request ID "#2".

[0047] If the torque map associated with request ID "#1" of vehicle 10 was being used before receiving the switching information, the engine ECU 15 changes this torque map to the torque map associated with request ID "#2". Once the engine ECU 15 changes the torque map, it uses the changed torque map to control vehicle 10.

[0048] Refer to Figure 4 to explain the details of the judgment process described above.

[0049] As described above, when the engine ECU 15 receives switching information, it first determines whether the first condition has been met (step S21). For example, the engine ECU 15 determines as the first condition whether the water temperature of the coolant that cools the engine 14 is above the threshold water temperature. The threshold water temperature is set based on design and experimentation to the water temperature at which the fuel supplied to the engine 14 can burn stably.

[0050] If the first condition is not met because the coolant temperature is below the threshold temperature (step S21: NO), the engine ECU 15 then determines whether the second condition is met (step S22). For example, the engine ECU 15 determines whether the atmospheric pressure is equal to or greater than the threshold pressure as the second condition. The threshold pressure is set based on design and experimentation to the pressure at which the fuel supplied to the engine 14 can burn stably.

[0051] If the second condition is not met because the atmospheric pressure is below the threshold pressure (step S22: NO), the engine ECU 15 refuses to switch to circuit mode (step S23). In other words, if both the first and second conditions are not met, the engine ECU 15 may not be able to stably burn the fuel supplied to the engine 14. In such a case, the engine ECU 15 refuses to switch to circuit mode because control of the engine 14 in circuit mode may not be suitable.

[0052] If the switch to circuit mode is refused, the engine ECU 15 notifies a switching error (step S24) and terminates the judgment process. More specifically, the engine ECU 15 notifies the mobile terminal 30 of the switching error. The switching error reaches the mobile terminal 30 via the DCM-ECU 12, server 20, etc. This allows the driver 10D to confirm that the switch to circuit mode has been refused. If the switch to circuit mode is refused, the engine ECU 15 skips the process in step S11 described above.

[0053] On the other hand, if either the first or second condition is met (step S21: YES, step S22: YES), the engine ECU 15 permits switching to circuit mode (step S25). That is, if the first condition is met because the coolant temperature is above the threshold temperature, the engine ECU 15 permits switching to circuit mode. Also, if the second condition is met because the atmospheric pressure is above the threshold pressure, the engine ECU 15 permits switching to circuit mode. Once the switch to circuit mode is permitted, the engine ECU 15 executes the process in step S11 described above and terminates the determination process.

[0054] Thus, the engine ECU 15 refuses to switch to circuit mode if it determines that both the first and second conditions among the at least three conditions for stable combustion of fuel supplied to the engine 14 are not met. This reduces the man-hours required for engine ECU 15 to adapt compared to individually determining whether all at least three conditions are met. As a result, the adaptation time is reduced compared to individually determining whether all at least three conditions are met.

[0055] Here, if the engine ECU 15 determines that both the first and second conditions are not met while the engine 14 is controlled in circuit mode and the vehicle 10 is running, it will turn off circuit mode after the vehicle 10 has come to a stop. If the engine ECU 15 were to turn off circuit mode while the vehicle 10 was running, the vehicle 10's behavior might become unstable. By turning off circuit mode after the vehicle 10 has come to a stop, this possibility is suppressed.

[0056] Furthermore, as described above, when vehicle 10 moves from the inside to the outside of the circuit track C1, the meter ECU 17 outputs a stop request display 19 to the display device 16, as shown in Figure 5, based on instructions sent from the server 20, requesting that vehicle 10 be stopped. The stop request display 19 is output near the tachometer 18. As a result, it is assumed that the driver 10D will take action to stop vehicle 10 by applying the brakes. The engine ECU 15 turns off circuit mode after vehicle 10 has stopped. If the engine ECU 15 were to turn off circuit mode while vehicle 10 is in motion, the behavior of vehicle 10 may become unstable. By turning off circuit mode after vehicle 10 has stopped, this possibility is suppressed.

[0057] Furthermore, if the engine ECU 15 does not receive electrical signals from the DCM-ECU 12, it will turn off circuit mode. If the engine ECU 15 does not receive signals from the DCM-ECU 12, the vehicle 10 may behave differently from the specifications of circuit mode. By turning off circuit mode, the engine ECU 15 can avoid this possibility.

[0058] In addition, the engine ECU 15 excludes any decisions regarding fail-safe control for the engine 14 from the time the starter 14A is turned on until a predetermined offset time is added to the time when the starter 14A is turned off. Fail-safe control includes, for example, a limit on the maximum rotational speed of the engine 14. Other fail-safe control measures include a limit on the amount of air the engine 14 takes in and a limit on the voltage of the battery installed in the vehicle 10. The offset time is set to tens of milliseconds to hundreds of milliseconds.

[0059] The reason for excluding the failsafe control judgment is as follows: When the ignition switch is on and the engine 14 is stopped, if a start is performed in circuit mode, the circuit mode is deactivated due to the voltage drop that occurs when the starter 14A is turned on. In other words, the circuit mode is dynamically switched from on to off due to the voltage drop. In this case, the driver 10D is required to switch the circuit mode back on. As a result, the satisfaction level of the service that conveys the enjoyment of motorsport to the driver 10D may decrease. By temporarily excluding the failsafe control judgment, the dynamic deactivation of the circuit mode is avoided. This suppresses the aforementioned decrease in satisfaction.

[0060] Although preferred embodiments of the present invention have been described in detail above, the present invention is not limited to these specific embodiments, and various modifications and changes are possible within the scope of the gist of the invention as described in the claims.

[0061] For example, although the first and second conditions were used as examples of specific combustion conditions, the specific combustion conditions may be either the first or second condition. Furthermore, if four or more combustion conditions are adopted, the first, second, and third conditions may be adopted as the specific combustion conditions. [Explanation of symbols]

[0062] 10 vehicles 12 DCM-ECU 14 Engine 14A Starter 15 Engine ECU 16 Display device 17 Meter ECU 19. Stop Request Display 20 servers 30 Mobile devices

Claims

1. The engine and The system includes an engine control unit that, when a mobile terminal operated by the user of the vehicle determines that the vehicle is currently located within a circuit, controls the engine in a circuit mode that improves the vehicle's driving performance based on a request transmitted from the mobile terminal, If the engine control unit determines that some of the combustion conditions necessary for the fuel supplied to the engine to burn stably in the circuit mode are not met, it will refuse to switch to the circuit mode, regardless of the request. A vehicle characterized by the following features.

2. If the engine control unit determines that some of the combustion conditions are not met while the engine is controlled in circuit mode and the vehicle is running, it will turn off the circuit mode after the vehicle has come to a halt and its behavior has stabilized. The vehicle according to feature 1.

3. The vehicle further comprises a display control unit that controls the display of a display device installed inside the vehicle's interior, When the mobile terminal determines that the vehicle's current position is outside the circuit, the display control unit outputs a display requesting the vehicle to stop to the display device based on the instructions transmitted from the mobile terminal. The engine control unit turns off the circuit mode after the vehicle has come to a halt and its behavior has stabilized. The vehicle according to feature 1.

4. The vehicle further includes a communication control unit that controls communication between the mobile terminal and the engine control unit, The engine control unit turns off the circuit mode if it does not receive a signal transmitted from the communication control unit. The vehicle according to feature 1.

5. The engine control unit excludes the determination of fail-safe control for the engine from the time the starter is turned on to the time a predetermined period of time is added to the time the starter is turned off. A vehicle according to any one of claims 1 to 4.

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