JP2007291954A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a vehicle which makes excellent control even if the stacked amount of particulate is increased in a filter installed in the exhaust passage of an engine. <P>SOLUTION: A power train manager 300 receives a signal P from a pressure sensor 140 through an ENG-ECU 150, and estimates the stacked state of particulate in a DPF 130 according to the exhaust pressure of the engine 100 indicated by the signal P. When the exhaust pressure of the engine 100 is equal to or higher than the reference pressure, the power train manager 300 corrects the target engine torque so as to more reduce the target engine torque outputted to an MMT-ECU 230 as the estimated stacked amount of particulate is larger. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device in which an exhaust filter is provided in an exhaust passage of an engine.

  Japanese Patent Laying-Open No. 2003-222041 (Patent Document 1) discloses an exhaust emission control device for an engine provided with a filter for collecting particulates discharged from the engine in an exhaust passage. In this exhaust emission control device, the fuel injection amount is set so as to generate excess engine torque in order to cover the decrease in engine torque accompanying the increase in exhaust pressure due to the accumulation of particulates on the filter.

According to this exhaust gas purification apparatus, the engine torque characteristic when a large amount of particulates is accumulated on the filter can be made equal to the engine torque characteristic when almost no particulates are accumulated. As a result, a desired engine torque can be obtained in the vicinity of the full load regardless of whether particulates are accumulated (see Patent Document 1).
JP 2003-222041 A JP 2003-307145 A JP 2002-234363 A

  In order to perform an appropriate shift in the automatic transmission connected to the output shaft of the engine, cooperation between the engine and the automatic transmission is necessary. When the shift control of the automatic transmission is performed based on the target engine torque for controlling the engine output torque, if there is a difference between the target engine torque and the actual engine torque, the shift is performed at an appropriate timing. This causes problems such as a large shift shock.

  Here, as described above, when particulates accumulate on the filter provided in the exhaust passage of the engine, the actual engine torque decreases with respect to the target engine torque, so there is a difference between the target engine torque and the actual engine torque. As a result, the above problem occurs.

  The technique disclosed in the above Japanese Patent Application Laid-Open No. 2003-222041 corrects the engine torque so as to generate an excessive engine torque according to the accumulation state of the particulates. The difference between the actual engine torque and the actual engine torque is not solved, and the above-mentioned problem cannot be solved by this technology.

  Therefore, the present invention has been made to solve such a problem, and the object thereof is to realize good control even when the amount of accumulated particulates in the filter provided in the exhaust passage of the engine increases. It is to provide a control device for a vehicle.

  According to the present invention, the vehicle control device includes a torque calculation unit that calculates a target engine torque for controlling the output torque of the engine, and a control unit that controls a control object different from the engine based on the target engine torque. , An estimation means for estimating the accumulation state of particulates (particulates) collected by an exhaust filter provided in the exhaust passage of the engine, and a control means based on the accumulation state of the particulates estimated by the estimation means Correction means for correcting the target engine torque.

  Preferably, the correction means corrects the target engine torque so that the target engine torque decreases as the state quantity indicating the accumulation state of the fine particles increases.

  Preferably, the correction means corrects the target engine torque when the state quantity indicating the accumulation state of the fine particles is equal to or larger than the reference quantity.

  Preferably, the object to be controlled includes an automatic transmission connected to the output shaft of the engine. The control means controls the automatic transmission so that when the state quantity indicating the accumulation state of the fine particles is equal to or larger than the reference quantity, the speed change characteristic of the automatic transmission becomes a high torque characteristic compared to the case where the state quantity is smaller than the reference quantity. To control.

  Preferably, the object to be controlled includes an automatic transmission connected to the output shaft of the engine. The automatic transmission includes a constantly meshing transmission mechanism and a clutch that is provided between the output shaft of the engine and the transmission mechanism and transmits and shuts off torque output from the engine to the transmission mechanism. The control means controls transmission and disconnection of the engine output torque by the clutch based on the target engine torque corrected by the correction means.

  Preferably, the vehicle control device further includes pressure detection means for detecting the exhaust pressure of the engine. The estimating means estimates the particulate deposition state based on the exhaust pressure detected by the pressure detecting means.

  Preferably, the vehicle control device further includes pressure detection means for detecting a pressure loss amount by the exhaust filter. The estimation means estimates the accumulation state of the fine particles based on the pressure loss amount detected by the pressure detection means.

  In this invention, a control means controls the control object different from an engine based on the target engine torque for controlling the output torque of an engine. The estimation means estimates the accumulation state of particulates (particulates) collected by an exhaust filter provided in the exhaust passage of the engine. Then, the correction means corrects the target engine torque used in the control means based on the particulate accumulation state estimated by the estimation means, and thus approaches the actual engine torque that is reduced according to the particulate accumulation state in the exhaust filter. Thus, the target engine torque used in the control means can be corrected.

  Therefore, according to the present invention, the deviation between the target engine torque and the actual engine torque can be reduced. As a result, the controllability of the object to be controlled by the control means can be improved even if the amount of particulates accumulated in the exhaust filter increases.

  Further, in the present invention, the correction means corrects the target engine torque when the state quantity indicating the particulate accumulation state is equal to or greater than the reference amount. Not done. Therefore, according to the present invention, the calculation load required for the correction calculation can be reduced.

  In the present invention, the control means has a shift characteristic of the automatic transmission that is a control target when the state quantity indicating the accumulation state of the fine particles is equal to or greater than the reference quantity, compared to when the state quantity is smaller than the reference quantity. Since the automatic transmission is controlled so as to have a high torque characteristic, a decrease in engine output torque accompanying an increase in the amount of accumulated particulate matter is compensated for by the high torque characteristic. Therefore, according to the present invention, even if the output torque of the engine decreases with an increase in the amount of particulates deposited, it is possible to realize the acceleration feeling required by the driver.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  FIG. 1 is a functional block diagram showing a main configuration of a vehicle equipped with a control device according to an embodiment of the present invention. Referring to FIG. 1, this vehicle 10 includes an engine 100, a fuel injection system 110, an exhaust pipe 120, a DPF (Diesel Particulate Filter) 130, a pressure sensor 140, and an ENG-ECU (Electronic Control Unit) 150. With. The vehicle 10 further includes an automatic transmission 200, a shift & select actuator 210, a clutch actuator 220, an MMT (Multi-Mode Manual Transmission) -ECU 230, and a power train manager 300.

  The engine 100 is a compression ignition type internal combustion engine, for example, a diesel engine. The fuel injection system 110 includes a fuel injection valve provided at the upper part of the cylinder of the engine 100 and a fuel pump that supplies fuel from the fuel tank to the fuel injection valve (none of which is shown). The fuel injection system 110 injects fuel into the cylinder of the engine 100 at a predetermined timing based on the fuel injection command from the ENG-ECU 150.

  The DPF 130 is provided in the exhaust pipe 120 of the engine 100 and collects particulates discharged from the engine 100. The DPF 130 becomes a resistance when exhaust gas is discharged from the engine 100 to the outside of the vehicle through the exhaust pipe 120, and the exhaust pressure on the outlet side of the engine 100 increases as the amount of particulates accumulated in the DPF 130 increases. The increase in the exhaust pressure causes a reduction in the amount of intake air to the engine 100, and thus causes a decrease in the output torque of the engine 100. That is, even if the operating conditions of engine 100 are the same, the output torque of engine 100 decreases as the amount of particulate accumulation in DPF 130 increases.

  Pressure sensor 140 detects the exhaust pressure of engine 100 and outputs a signal P corresponding to the detected exhaust pressure to ENG-ECU 150. The pressure sensor 140 is provided to estimate the amount of accumulated particulates collected in the DPF 130, and detects the pressure difference between the inlet side and the outlet side of the DPF 130, that is, the pressure loss amount in the DPF 130. May be.

  The ENG-ECU 150 receives a signal NE indicating the rotation speed of the engine 100 from an engine rotation speed sensor (not shown), receives a signal THR indicating the opening degree of the throttle valve from a throttle opening degree sensor (not shown), Signal P is received from sensor 140. ENG-ECU 150 is connected to power train manager 300 through CAN (Controller Area Network) communication, and transmits signals NE, THR, and P to power train manager 300.

  ENG-ECU 150 receives target engine torque of engine 100 calculated by power train manager 300 from power train manager 300, and outputs a fuel injection command to fuel injection system 110 based on the received target engine torque. .

  Automatic transmission 200 includes a constantly meshing gear train and a clutch (both not shown). The clutch input shaft is connected to the crankshaft of engine 100, and the clutch output shaft is connected to the gear train input shaft.

  Shift & select actuator 210 performs a shift operation and a select operation in automatic transmission 200 based on a command from MMT-ECU 230. Clutch actuator 220 disconnects and engages the clutch in automatic transmission 200 based on a command from MMT-ECU 230. The shift & select actuator 210 and the clutch actuator 220 may be electric using a motor or may be operated by hydraulic pressure.

  The MMT-ECU 230 receives a signal GP indicating a gear position from a gear position sensor (not shown), and receives a signal NI indicating the rotation speed of the input shaft of the automatic transmission 200 from an input shaft rotation speed sensor (not shown). . MMT-ECU 230 receives a signal BP indicating that the brake pedal has been depressed from a brake lamp switch (not shown), and receives a signal SP indicating the position of the shift lever from a shift lever position sensor (not shown). .

  The MMT-ECU 230 is connected to the power train manager 300 through CAN communication, and receives a corrected engine torque obtained by correcting the target engine torque based on the detection signal of the pressure sensor 140 from the power train manager 300. Then, MMT-ECU 230 performs shift control of automatic transmission 200 based on the above signals and the corrected engine torque received from power train manager 300.

  The powertrain manager 300 receives a signal ACC indicating the opening degree of the accelerator pedal from an accelerator pedal position sensor (not shown), and receives a signal SPD indicating the vehicle speed from a vehicle speed sensor (not shown). Power train manager 300 receives signals NE and THR from ENG-ECU 150 through CAN communication.

  Then, power train manager 300 calculates a target engine torque of engine 100 using these signals, and transmits the calculated target engine torque to ENG-ECU 150 and MMT-ECU 230 by CAN communication.

  Here, the power train manager 300 receives the signal P from the pressure sensor 140 from the ENG-ECU 150 by CAN communication, and estimates the particulate accumulation state in the DPF 130 based on the exhaust pressure of the engine 100 indicated by the signal P. . Specifically, for example, the powertrain manager 300 has a reference exhaust pressure when there is no increase in exhaust pressure by the DPF 130 as a map in advance according to the operating state of the engine 100, and the signal P from the pressure sensor 140 It is estimated that as the rate of increase (or amount of increase) of the exhaust pressure shown with respect to the reference exhaust pressure increases, the amount of particulates accumulated in the DPF 130 increases. Alternatively, when the signal P from the pressure sensor 140 indicates the pressure loss of the DPF, it may be estimated that the larger the pressure loss, the larger the amount of accumulated particulates.

  Then, when the exhaust pressure of engine 100 is equal to or higher than the reference pressure, power train manager 300 corrects the target engine torque transmitted to MMT-ECU 230 based on the estimated particulate accumulation state. Specifically, the power train manager 300 corrects the target engine torque so as to reduce the target engine torque as the estimated particulate accumulation amount increases. Then, power train manager 300 transmits the corrected target engine torque to MMT-ECU 230 through CAN communication.

  Note that, as described above, the output torque of the engine 100 decreases as the particulate accumulation amount in the DPF 130 increases. However, in order to compensate for the decrease in engine torque, the ENG-ECU 150 increases as the estimated particulate accumulation amount increases. The target engine torque output to may be increased. In this case, the power train manager 300 corrects the target engine torque applied to the MMT-ECU 230 based on the particulate accumulation state with reference to the target engine torque output to the ENG-ECU 150.

  FIG. 2 is a diagram showing temporal changes in engine torque and clutch engagement state. Referring to FIG. 2, a line L1 indicated by a dotted line indicates a change in target engine torque when the target engine torque is not corrected based on the particulate accumulation state (conventional), and a line L2 indicated by a solid line is The actual engine torque is shown.

  When the shift is started at time t0, the target engine torque is controlled so as to decrease the engine torque. When the target engine torque falls below the threshold value Tth at time t2, the clutch is switched from the engaged state to the disconnected state. This threshold value Tth is determined in order to shift smoothly, and if the timing for switching the clutch from the engaged state to the disengaged state is too early, the engine will blow up, and if the timing is too late, the engine brake will be The shift shock increases.

  When the gear stage is switched, the target engine torque is controlled so as to return the engine torque. When the target engine torque exceeds the threshold value Tth at time t3, the clutch is changed from the disengaged state to the engaged state. Switched.

  On the other hand, as described above, when particulates accumulate on the DPF 130, the engine torque decreases. Therefore, the actual engine torque indicated by the line L2 is smaller than the target engine torque indicated by the line L1. Therefore, when the clutch is switched from the engaged state to the disengaged state at time t2 based on the target engine torque indicated by the line L1, the engine brake is applied and the shift shock increases.

  Therefore, in this embodiment, the target engine torque used in the MMT-ECU 230 that executes the shift control is corrected based on the accumulation state of the particulates so that the target engine torque approaches the actual engine torque. It is. Therefore, according to this embodiment, the clutch is switched from the engaged state to the disconnected state near the time t1 when the actual engine torque falls below the threshold value Tth, and the time t4 when the actual engine torque exceeds the threshold value Tth. Since the clutch is switched from the disengaged state to the engaged state in the vicinity, a smooth speed change can be realized.

  Note that the time required for the shift is the same regardless of whether or not the target engine torque is corrected, so that the time during which the engine torque is reduced during the shift is equivalent to the line L1 at a timing earlier than time t4. The clutch may be switched from the disconnected state to the engaged state.

Next, the concept of shift timing according to this embodiment will be described.
FIG. 3 is a diagram showing the relationship between the driving force of the vehicle 10 and the vehicle speed. Referring to FIG. 3, the vertical axis represents the driving force of the vehicle, and the horizontal axis represents the vehicle speed. Curves k1 to k3 show the driving force characteristics of the low gear, the second gear, and the third gear when the accelerator pedal opening is 100%, respectively. Actually, the vehicle 10 also has a higher gear, but in FIG. 3, only the driving force characteristics from the low gear to the third gear are shown.

  The shift timing of the automatic transmission 200 is determined based on this driving force characteristic. That is, when the vehicle 10 accelerates along the curve k1 in the low gear state and reaches the shift point P1, the shift from the low gear to the second gear is performed, and the driving force characteristic changes from the point P1 to the point P21. When the vehicle 10 accelerates along the curve k2 in the state of the second gear and reaches the shift point P22, the shift from the second gear to the third gear is performed, and the driving force characteristics shift from the point P22 to the point P3.

  The shift points P1 and P22 are determined as appropriate points based on the driving force characteristics in each gear so that smooth vehicle acceleration can be obtained while obtaining a sufficient acceleration force. Also, at other accelerator pedal openings, appropriate shift points at the accelerator pedal openings are determined based on the driving force characteristics of the respective gears at the accelerator pedal openings.

  FIG. 4 is a diagram showing an example of a shift line for determining the shift timing. In FIG. 4 as well, the shift lines when shifting up from the low gear to the second gear and from the second gear to the third gear are representatively shown, and the shift lines at the time of shifting up and shifting down at higher stages are also shown. It has not been.

  Referring to FIG. 4, the vertical axis represents the accelerator pedal opening (%), and the horizontal axis represents the vehicle speed. A line k12 indicates a shift line when shifting up from the low gear to the second gear, and a line k23 indicates a shift line when shifting up from the second gear to the third gear. For example, when the accelerator pedal opening is A (%) and the vehicle speed becomes S1, the gear is shifted up from the low gear to the second gear.

  This shift line is determined based on the driving force characteristics shown in FIG. That is, an appropriate shift point is determined on the basis of the driving force characteristics of each gear for each accelerator pedal opening, and the determined shift point is plotted and a line is connected for each shift-up stage. A shift diagram as shown is obtained.

  Here, as described above, when particulates accumulate on the DPF 130, the output torque of the engine 100 decreases. Therefore, the acceleration force of the vehicle decreases, and a deviation occurs between the acceleration feeling required by the driver and the actual acceleration. . Therefore, in this embodiment, in order to compensate for the engine torque that decreases due to the accumulation of particulates, the shift characteristics of the automatic transmission 200 are determined based on the accumulation state of the particulates estimated based on the exhaust pressure of the engine 100. Shift to high torque characteristics.

  That is, MMT-ECU 230 shifts shift lines k12 and k23 to high-speed shift lines k12A and k23A, respectively, based on the estimated accumulation amount of particulates. As a result, the shift point is shifted to the high speed side, and the lower gear is used up to the high speed range, so that it is possible to realize the acceleration feeling required by the driver.

  In order to shift the shift characteristic to the high torque characteristic, the shift lines k12A, k23A are set in advance, and the shift lines k12, k23 are changed to the shift line k12A, when the estimated accumulated amount of particulates is equal to or greater than the reference amount. Each of the shift lines may be switched to k23A, or the shift line may be shifted to the high speed side according to the estimated accumulation amount of the particulates.

  FIG. 5 is a flowchart showing a control structure of power train manager 300 shown in FIG. Note that the processing of this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIG. 5, power train manager 300 calculates target engine torque based on signal ACC indicating the accelerator pedal opening, signal SPD indicating vehicle speed, and other signals received from ENG-ECU 150 through CAN communication. (Step S10). Then, power train manager 300 transmits the calculated target engine torque to ENG-ECU 150 by CAN communication (step S20). ENG-ECU 150 controls engine 100 based on the target engine torque received from power train manager 300.

  Next, the power train manager 300 receives the signal P from the pressure sensor 140 from the ENG-ECU 150 through CAN communication, and acquires the exhaust pressure of the engine 100 (step S30). Then, the power train manager 300 determines whether or not the acquired exhaust pressure is equal to or higher than a preset reference pressure (step S40). When power train manager 300 determines that the exhaust pressure is lower than the reference pressure (NO in step S40), the process proceeds to step S70 described later.

  If it is determined in step S40 that the exhaust pressure is equal to or higher than the reference pressure (YES in step S40), power train manager 300 estimates the particulate accumulation state in DPF 130 based on the exhaust pressure (step S50). Then, the power train manager 300 corrects the target engine torque based on the estimated accumulation state (step S60). Specifically, the power train manager 300 corrects the target engine torque so as to reduce the target engine torque as the estimated particulate accumulation amount increases.

  Next, power train manager 300 transmits the target engine torque to MMT-ECU 230 through CAN communication (step S70). That is, when it is determined in step S40 that the exhaust pressure is equal to or higher than the reference pressure, the power train manager 300 transmits the target engine torque corrected in step S60 to the MMT-ECU 230, and in step S40, the exhaust pressure is the reference pressure. When it is determined that the pressure is lower than the pressure, the power train manager 300 transmits the target engine torque calculated in step S10 to the MMT-ECU 230.

  The target engine torque used in the MMT-ECU 230 is corrected only when the exhaust pressure of the engine 100 is equal to or higher than the reference pressure. When the exhaust pressure is low, the amount of accumulated particulates is small. This is because the necessity of correcting the target engine torque is considered to be low, and the calculation load is prevented from becoming large by constantly performing the correction calculation.

  As described above, in this embodiment, power train manager 300 estimates a particulate accumulation state that causes a decrease in output torque of engine 100 based on the exhaust pressure of engine 100. Since the power train manager 300 corrects the target engine torque so as to reduce the target engine torque used in the MMT-ECU 230 as the estimated amount of accumulated particulates increases, the actual power decreased as the particulates accumulate. The target engine torque is corrected so as to approach the engine torque.

  Therefore, according to this embodiment, the deviation between the target engine torque and the actual engine torque can be reduced. As a result, good shift control can be realized even if the amount of particulate accumulation in the DPF 130 increases.

  Further, since the target engine torque is corrected only when the exhaust pressure of the engine 100 is equal to or higher than the reference pressure, the target engine torque correction calculation is not performed when the particulate accumulation amount is small. Therefore, the calculation load required for the correction calculation can be reduced.

  Further, when the accumulated amount of particulates is large, the shift characteristic of the automatic transmission 200 is shifted to a high torque characteristic. Therefore, a decrease in engine output torque accompanying an increase in the accumulated amount of particulates causes a shift characteristic with high torque characteristics. Supplemented by Therefore, even if the output torque of the engine decreases as the amount of accumulated particulates increases, the acceleration feeling required by the driver can be realized.

  In the above embodiment, ENG-ECU 150 takes signal P from pressure sensor 140, and powertrain manager 300 receives signal P from ENG-ECU 150 through CAN communication to correct the target engine torque. However, the MMT-ECU 230 may take the signal P from the pressure sensor 140, and the MMT-ECU 230 may perform a correction calculation of the target engine torque.

  In the above embodiment, the automatic transmission 200 has been described as a so-called MMT composed of a constantly meshing gear train and a clutch. However, the automatic transmission 200 is an AT composed of a torque converter and a planetary gear mechanism. (Automatic Transmission), belt type CVT (Continuously Variable Transmission), etc. may be used. However, the present invention is particularly suitable for an MMT that requires accuracy in clutch disengagement / engagement timing.

  In the above embodiment, the process of step S10 by the power train manager 300 corresponds to the process executed by the “torque calculation means” in the present invention, and the automatic transmission 200 is the “control target” in the present invention. Corresponding to MMT-ECU 230 corresponds to “control means” in the present invention, and DPF 130 corresponds to “exhaust filter” in the present invention. Further, the process of step S50 by the power train manager 300 corresponds to the process executed by the “estimating means” in the present invention, and the process of step S60 by the power train manager 300 is executed by the “correcting means” in the present invention. Corresponding to the process. Furthermore, the pressure sensor 140 corresponds to the “pressure detection means” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

1 is a functional block diagram showing a main configuration of a vehicle equipped with a control device according to an embodiment of the present invention. It is the figure which showed the time change of the engagement state of an engine torque and a clutch. It is the figure which showed the relationship between the driving force of a vehicle, and a vehicle speed. It is the figure which showed an example of the shift line which determines shift timing. It is a flowchart which shows the control structure of the power train manager shown in FIG.

Explanation of symbols

  10 vehicle, 100 engine, 110 fuel injection system, 120 exhaust pipe, 130 DPF, 140 pressure sensor, 150 ENG-ECU, 200 automatic transmission, 210 shift & select actuator, 220 clutch actuator, 230 MMT-ECU, 300 power train manager.

Claims (7)

Torque calculating means for calculating a target engine torque for controlling the output torque of the engine;
Control means for controlling a control object different from the engine based on the target engine torque;
Estimating means for estimating the accumulation state of particulates collected in an exhaust filter provided in the exhaust passage of the engine;
A control apparatus for a vehicle, comprising: correction means for correcting a target engine torque used in the control means based on the accumulation state of the fine particles estimated by the estimation means.   2. The vehicle control device according to claim 1, wherein the correction unit corrects the target engine torque so that the target engine torque is reduced in accordance with an increase in a state quantity indicating the accumulation state of the fine particles.   2. The vehicle control device according to claim 1, wherein the correction unit corrects the target engine torque when a state quantity indicating a deposition state of the fine particles is a reference quantity or more. The control object includes an automatic transmission coupled to an output shaft of the engine,
The control means is configured such that when the state quantity indicating the accumulation state of the fine particles is equal to or larger than a reference amount, the shift characteristic of the automatic transmission becomes a high torque characteristic as compared with a case where the state quantity is smaller than the reference amount. The vehicle control device according to any one of claims 1 to 3, wherein the automatic transmission is controlled. The control object includes an automatic transmission coupled to an output shaft of the engine,
The automatic transmission is
A constantly meshing transmission mechanism;
A clutch that is provided between the output shaft of the engine and the speed change mechanism, and that transmits and shuts off torque output from the engine to the speed change mechanism;
The vehicle according to any one of claims 1 to 3, wherein the control unit controls transmission and cutoff of the engine output torque by the clutch based on the target engine torque corrected by the correction unit. Control device. Pressure detecting means for detecting the exhaust pressure of the engine;
The vehicle control device according to any one of claims 1 to 5, wherein the estimation unit estimates a deposition state of the fine particles based on an exhaust pressure detected by the pressure detection unit. Pressure detecting means for detecting a pressure loss amount due to the exhaust filter,
6. The vehicle control device according to claim 1, wherein the estimation unit estimates a deposition state of the fine particles based on a pressure loss amount detected by the pressure detection unit.

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