JP2022035677A - Control device of vehicle, vehicle, and control method - Google Patents

Abstract

To provide a control device of a vehicle capable of early detecting a water immersion state to an exhaust pipe of an engine.SOLUTION: A control device of a vehicle includes a water immersion state detecting portion 104 for detecting an infiltration state of water into an exhaust pipe 30 on the basis of a first exhaust temperature measured at a first point of an upstream side in the exhaust pipe 30 of an engine 10, a second exhaust temperature measured at a second point of a downstream side in the exhaust pipe 30 of the engine 10, and an exhaust pressure in the exhaust pipe 30 of the engine 10, and the water immersion state detecting portion 104 determines the infiltration of water to the exhaust pipe 30, when a rising amount of the exhaust pressure per a unit time is a first threshold value or more, and a lowering amount of the second exhaust temperature to the first exhaust temperature per a unit time is a second threshold value or more.SELECTED DRAWING: Figure 4

Description

The present disclosure relates to vehicle control devices, vehicles, and control methods.

Vehicles having an internal combustion engine (hereinafter referred to as "engine") are known (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2007-270646

There are various environments in which the vehicle is used, and there are cases where the vehicle has to be driven under the condition that the traveling path is flooded and the vehicle is submerged due to the influence of heavy rain or the like. When the vehicle is driven under such a situation, the water infiltrated from the exhaust pipe of the engine may cause an abnormal increase in pressure on the exhaust side, and the engine may stop (engine stall). Further, the infiltration of water into the exhaust pipe may cause a failure of the exhaust purification device in the exhaust pipe.

Against this background, there is a demand for early detection of the inundation state of the engine exhaust pipe in the vehicle. In addition, when the exhaust pipe of the engine is flooded, it is required to reduce the risk of stopping the engine and prevent the vehicle from becoming self-propelled.

The present disclosure has been made in view of the above problems, and an object of the present disclosure is to provide a vehicle control device and a control method capable of early detection of an inundation state in an engine exhaust pipe. .. Further, in another aspect, the present disclosure provides a vehicle control device, a vehicle, and a control method capable of suppressing a situation in which the engine is stopped when a state of flooding of the exhaust pipe of the engine occurs. The purpose.

The main disclosure that solves the above-mentioned problems is
A control device for a vehicle having an internal combustion engine.
A first exhaust temperature information acquisition unit that acquires information related to the first exhaust temperature measured at a first point on the upstream side in the exhaust pipe of the internal combustion engine.
A second exhaust temperature information acquisition unit that acquires information related to the second exhaust temperature measured at a second point on the downstream side in the exhaust pipe, and a second exhaust temperature information acquisition unit.
An exhaust pressure information acquisition unit that acquires information related to the exhaust pressure measured in the exhaust pipe, and an exhaust pressure information acquisition unit.
An inundation state detection unit that detects the infiltration state of water into the exhaust pipe based on the first exhaust temperature, the second exhaust temperature, and the exhaust pressure.
Equipped with
In the inundation state detection unit, the amount of increase in the exhaust pressure per unit time is equal to or greater than the first threshold value, and the amount of decrease in the second exhaust temperature with respect to the first exhaust temperature per unit time is equal to or greater than the second threshold value. If there is, it is determined that the infiltration state has occurred.
It is a control device.

Also, in other aspects,
It is a vehicle equipped with the above control device.

Also, in other aspects,
A method of controlling a vehicle having an internal combustion engine.
The first process of acquiring information related to the first exhaust temperature measured at the first point on the upstream side in the exhaust pipe of the internal combustion engine, and
The second process of acquiring the information related to the second exhaust temperature measured at the second point on the downstream side in the exhaust pipe, and
The third process of acquiring information related to the exhaust pressure measured in the exhaust pipe, and
A fourth process for detecting the infiltration state of water into the exhaust pipe based on the first exhaust temperature, the second exhaust temperature, and the exhaust pressure.
Equipped with
In the fourth process, the amount of increase in the exhaust pressure per unit time is equal to or greater than the first threshold value, and the amount of decrease in the second exhaust temperature with respect to the first exhaust temperature per unit time is equal to or greater than the second threshold value. If it is determined that the infiltration state has occurred,
It is a control method.

According to the vehicle control device according to the present disclosure, it is possible to detect the inundation state of the exhaust pipe of the engine at an early stage.

The figure which shows an example of the structure of the vehicle which concerns on one Embodiment The figure which shows the time change of each of the upstream side exhaust temperature and the downstream side exhaust temperature when water infiltrates into the exhaust pipe of an engine while a vehicle is running. The figure which shows the time change of the exhaust pressure when water enters into the exhaust pipe of an engine while a vehicle is running. The figure which shows an example of the operation flow of the ECU which concerns on one Embodiment

Preferred embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. In the present specification and the drawings, components having substantially the same function are designated by the same reference numerals, so that duplicate description will be omitted.

[Vehicle configuration]
Hereinafter, the configuration of the vehicle according to the embodiment will be described with reference to FIG. In the present embodiment, the mode in which the vehicle control device of the present invention is applied to a diesel engine vehicle will be described.

FIG. 1 is a diagram showing a configuration of a vehicle U according to the present embodiment.

The vehicle U according to the present embodiment includes an engine 10, a transmission 12, an intake pipe 20, an air cleaner 21, a turbocharger 22, an intake throttle valve 23, an exhaust pipe 30, an EGR device 31, an exhaust brake valve 32, an exhaust purification device 40, and various types. It is equipped with sensors 51 to 53, an ECU (Electronic Control Unit) 100, and the like.

The engine 10 includes a combustion chamber and a fuel injection device (not shown) that supplies fuel to the combustion chamber. The engine 10 generates power by burning and expanding a mixture of fuel and air in a combustion chamber. The engine 10 is connected to an intake pipe 20 that introduces air into the combustion chamber and an exhaust pipe 30 that discharges the exhaust gas after combustion discharged from the combustion chamber to the outside of the vehicle. Further, the crankshaft, which is the output shaft of the engine 10, is connected to the transmission 12 via a torque converter.

The operation of the engine 10 is controlled by a control signal from the ECU 100. That is, the engine 10 causes the fuel injection device to inject fuel at the fuel injection amount and the fuel injection timing determined by the control signal from the ECU 100.

The transmission 12 shifts the rotational motion input from the engine 10 and transmits it to the drive wheels (not shown). The transmission 12, for example, is a stepped transmission, comprising a plurality of hydraulic friction engagement elements and a planetary gear device, by selectively engaging the plurality of friction engagement elements. , It is possible to selectively establish a plurality of gear stages (speed shift stages). The operation of the transmission 12 can be controlled by a control signal from the ECU 100.

The intake pipe 20 is a flow path for sucking fresh air (air) from the intake port 20a and supplying the fresh air to the engine 10. In the intake pipe 20, an air cleaner 21, a compressor of the turbocharger 22, and an intake throttle valve 23 are provided in this order from the intake port 20a on the upstream side to the combustion chamber of the engine 10.

The air cleaner 21 is supplied with air sucked from the intake port 20a, removes impurities from the air, and sends the air to the turbocharger 22 side.

The turbocharger 22 rotates a turbine by using the pressure of the exhaust of the exhaust pipe 30, and the rotary motion of the turbine operates a compressor on the same axis to compress the air flowing through the intake pipe 20 to produce an engine. Send out to the 10 side.

The intake throttle valve 23 adjusts the amount of air flowing through the intake pipe 20 from the intake port 20a toward the combustion chamber of the engine 10. The intake throttle valve 23 is, for example, a butterfly type solenoid valve arranged in the intake pipe 20, and adjusts the degree of opening of the intake passage formed by the intake pipe 20 by a control signal from the ECU 100.

The exhaust pipe 30 is a flow path for discharging the exhaust gas after combustion discharged from the engine 10 to the outside of the vehicle U. In the exhaust pipe 30, an EGR device 31, a turbine of a turbocharger 22, and an exhaust purification device 40 are provided in this order from the engine 10 toward the downstream side.

The EGR device 31 recirculates a part of the exhaust gas flowing through the exhaust pipe 30 to the intake pipe 20. The EGR device 31 communicates the exhaust pipe 30 and the intake pipe 20, and passes through an EGR passage and an EGR passage that allow a part of the exhaust gas exhausted from the combustion chamber 11 to the exhaust pipe 30 to flow to the intake pipe 20 side. It includes an EGR cooler for cooling the flowing exhaust gas, an EGR valve for adjusting the flow rate of the exhaust gas flowing through the EGR passage, and the like.

The exhaust brake valve 32 blocks the exhaust passage formed by the exhaust pipe 30 as necessary, and exerts a braking force on the vehicle. The exhaust brake valve 32 is, for example, a butterfly type solenoid valve arranged in the exhaust pipe 30, and adjusts the degree of opening of the exhaust passage formed by the exhaust pipe 30 by a control signal from the ECU 100.

The exhaust gas purification device 40 includes an oxidation catalyst 41, a PM filter 42, an SCR catalyst 43, a urea water injection device 43a, and the like. The oxidation catalyst 41, the PM filter 42, and the SCR catalyst 43 are arranged in the exhaust pipe 30 in this order from the upstream side to the downstream side.

The oxidation catalyst 41 oxidizes and removes HC and CO contained in the exhaust gas. The oxidation catalyst 41 is configured by supporting an oxidation catalyst such as platinum or cerium oxide on a carrier such as cordierite or silicon carbide.

The oxidation catalyst 41 is arranged adjacent to the upstream side of the PM filter 42 of the exhaust pipe 30. When the PM filter 42 is regenerated, the oxidation catalyst 41 also functions to oxidize the HC discharged from the engine 10 side and raise the temperature of the exhaust gas by the heat of oxidation.

The PM filter 42 captures PM (Particulate Matter) contained in the exhaust gas. The PM filter 42 forms a plurality of honeycomb-shaped flow paths with a collection wall made of, for example, a porous ceramic (for example, a porous ceramic of cordierite or silicon carbide), and exhaust gas is exhausted through the collection wall. It has a structure in which entrances and exits are alternately sealed so that it can pass through.

The SCR catalyst 43 adsorbs the hydrolyzed ammonia by the urea water injected from the injection nozzle of the urea water injection device 43a arranged on the upstream side of the SCR catalyst 43, and selectively selects NOx from the exhaust by the adsorbed ammonia. Reduce and purify.

Various sensors 51 to 53 are provided to detect the state of each part of the vehicle U. Here, a first temperature sensor 51, a second temperature sensor 52, and a pressure sensor 53 are provided as various sensors 51 to 53 in order to detect the state of the exhaust gas discharged from the engine 10.

The first temperature sensor 51 is arranged at a point on the upstream side in the exhaust pipe 30 (meaning a point on the upstream side of the exhaust purification device 40; the same applies hereinafter), and detects the temperature of the exhaust gas flowing through the point. do. The first temperature sensor 51 according to the present embodiment is arranged at the point of the exhaust manifold of the exhaust pipe 30.

The second temperature sensor 52 is arranged at a point on the downstream side in the exhaust pipe 30 (meaning a point on the downstream side of the exhaust purification device 40; the same applies hereinafter), and detects the temperature of the exhaust gas flowing through the point. do. The second temperature sensor 52 according to the present embodiment is arranged at a point near the outlet of the exhaust pipe 30.

The pressure sensor 53 detects the exhaust pressure of the exhaust gas flowing through the exhaust pipe 30. The pressure sensor 53 according to the present embodiment is arranged at the point of the exhaust manifold of the exhaust pipe 30.

These various sensors 51 to 53 sequentially transmit the information obtained by the detection as a detection signal to the ECU 100. It should be noted that these various sensors 51 to 53 can be realized by known sensors.

The ECU 100 (corresponding to the "control device" of the present invention) controls the operation of each part of the vehicle U in an integrated manner. The ECU 100 includes, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, an output port, and the like. Each function described later in the ECU 100 is realized, for example, by the CPU referring to a control program or various data stored in a ROM, RAM, or the like. However, the function is not limited to processing by software, and of course, it can be realized by a dedicated hardware circuit.

The ECU 100 communicates with each part of the vehicle U such as the engine 10 to control them and receive data from them. Further, the ECU 100 acquires sensor information from various sensors (first temperature sensor 51, second temperature sensor 52, pressure sensor 53, etc.) provided in the vehicle U, and receives sensor information from each part of the exhaust purification device 40 and the vehicle U. The state is being detected.

[ECU configuration]
Next, an example of the configuration of the ECU 100 according to the present embodiment will be described with reference to FIGS. 1 to 4.

The ECU 100 includes a first exhaust temperature information acquisition unit 101, a second exhaust temperature information acquisition unit 102, an exhaust pressure information acquisition unit 103, an inundation state detection unit 104, a vehicle control unit 105, and a notification unit 106.

The first exhaust temperature information acquisition unit 101 acquires information related to the exhaust temperature (hereinafter referred to as “upstream exhaust temperature”) measured at the upstream point in the exhaust pipe 30 of the engine 10. In the present embodiment, the first exhaust temperature information acquisition unit 101 acquires information related to the upstream exhaust temperature from the first temperature sensor 51 arranged in the exhaust manifold of the exhaust pipe 30.

The second exhaust temperature information acquisition unit 102 acquires information related to the exhaust temperature (hereinafter referred to as “downstream exhaust temperature”) measured at the downstream point in the exhaust pipe 30 of the engine 10. In the present embodiment, the second exhaust temperature information acquisition unit 102 acquires information related to the downstream exhaust temperature from the second temperature sensor 52 arranged at a point near the outlet of the exhaust pipe 30.

The exhaust pressure information acquisition unit 103 acquires information related to the exhaust pressure measured in the exhaust pipe 30 of the engine 10. In the present embodiment, the exhaust pressure information acquisition unit 103 acquires information related to the exhaust pressure from the pressure sensor 53 arranged in the exhaust pipe 30.

The inundation state detection unit 104 has information on the upstream side exhaust temperature acquired by the first exhaust temperature information acquisition unit 101, information on the downstream side exhaust temperature acquired by the second exhaust temperature information acquisition unit 102, and exhaust pressure information. Based on the information related to the exhaust pressure acquired by the acquisition unit 103, the infiltration state of water into the exhaust pipe 30 of the engine 10 is detected.

Specifically, in the inundation state detection unit 104, the amount of increase in exhaust pressure per unit time is equal to or greater than the first threshold value, and the amount of decrease in downstream exhaust gas temperature with respect to the upstream side exhaust gas temperature per unit time is the second threshold value. In the above case, it is determined that water has infiltrated into the exhaust pipe 30 of the engine 10, and if this condition is not satisfied, it is determined that water has not infiltrated into the exhaust pipe 30 of the engine 10. do.

FIG. 2 is a diagram showing temporal changes in the upstream exhaust temperature and the downstream exhaust temperature when water enters the exhaust pipe 30 of the engine 10 while the vehicle U is traveling. FIG. 3 is a diagram showing a temporal change in exhaust pressure when water enters the exhaust pipe 30 of the engine 10 while the vehicle U is traveling. It should be noted that FIGS. 2 and 3 show a situation in which water has infiltrated into the exhaust pipe 30 at the timing of T1.

When the vehicle U is traveling, the exhaust temperature is moderate depending on the operating state of the engine 10 in the normal state (representing a steady operation state in which the exhaust pipe 30 is not flooded; the same applies hereinafter). Changes to. The temperature difference between the upstream exhaust temperature and the downstream exhaust temperature is usually mainly the amount of heat radiated from the exhaust purification device 40 and the exhaust pipe 30 until the exhaust discharged from the engine 10 reaches the downstream. In a normal state, for example, the upstream side exhaust temperature is about 500 ° C. and the downstream side exhaust temperature is about 300 ° C. Further, when the vehicle U is traveling, the exhaust pressure usually becomes a gradual fluctuation due to a fluctuation of the engine load.

In this regard, when water infiltrates into the exhaust pipe 30 (timing of T1 in FIG. 2), the temperature of the downstream side of the exhaust pipe 30 drops rapidly due to the influence of the surrounding water. Immediately after the water has entered the exhaust pipe 30, the water does not reach the upstream side of the exhaust pipe 30, so that the exhaust temperature on the upstream side of the exhaust pipe 30 is maintained at substantially the same temperature at this time. It is in a state of being. Further, at this time, a part of the exhaust passage in the exhaust pipe 30 is blocked by water, so that the exhaust pressure rises sharply.

In this way, by paying attention to the exhaust temperature and the exhaust pressure, it is possible to detect the state in which water has infiltrated into the exhaust pipe 30. However, if it is attempted to determine whether or not water has infiltrated into the exhaust pipe 30 only from the transition of the exhaust pressure, the ECU 100 is in the exhaust pipe 30 even when the exhaust brake valve 32 is operating. There is a risk of misjudgment as if water has entered. Further, if it is attempted to determine whether or not water has infiltrated into the exhaust pipe 30 only from the transition of the exhaust temperature, the ECU 100 exhausts even if ice and snow adhere to the periphery of the exhaust pipe 30. There is a risk of erroneous determination as if water has entered the pipe 30. In addition, since the exhaust temperature and the exhaust pressure fluctuate greatly even when the turbocharger 22 is operated or when the filter regeneration control of the PM filter 42 is performed, when focusing on only one of the exhaust temperature and the exhaust pressure, It may cause an erroneous determination in the ECU 100.

From this point of view, the inundation state detection unit 104 has the first condition of whether or not the amount of increase in exhaust pressure per unit time is equal to or higher than the first threshold value, and the amount of decrease in the downstream exhaust temperature with respect to the upstream exhaust temperature per unit time. It is determined that water has infiltrated into the exhaust pipe 30 only when the second condition of whether or not is equal to or higher than the second threshold value is satisfied. In the inundation state detection unit 104, for example, the amount of increase in the exhaust pressure during 1 second is 2 to 4 times or more the immediately preceding exhaust pressure, and the downstream exhaust temperature with respect to the upstream exhaust temperature during 10 seconds. It is determined that water has infiltrated into the exhaust pipe 30 only when the amount of descent is 100 ° C. to 300 ° C. or higher.

Further, the reason why the inundation state detection unit 104 targets the time change amount per unit time is to detect the inundation state in the exhaust pipe 30 at an early stage and to secure the detection accuracy.

If the inundation state detection unit 104 determines in the above determination process that water has infiltrated into the exhaust pipe 30, even if the above conditions are not satisfied, for a while. , It is preferable not to release the flag indicating the inundation state. Specifically, the inundation state detection unit 104 is, for example, in a state where the above conditions are not satisfied, until the key is turned off during the current run and the key is turned on during the next run, or the above conditions are not satisfied. It is preferable not to release the flag indicating the inundation state for a predetermined time (for example, several minutes) from the time when becomes. This is because the situation in which water can enter the exhaust pipe 30 depends on the condition of the traveling path itself on which the vehicle U is traveling.

When the inundation state detection unit 104 detects the occurrence of an inundation state, the vehicle control unit 105 inundates the vehicle U in order to avoid a situation in which the engine 10 is stopped due to the exhaust pipe 30 being blocked. Operate in emergency mode. When the occurrence of the inundation state is not detected by the inundation state detection unit 104 (that is, the normal state), the vehicle control unit 105 is, for example, an optimum fuel consumption mode (a normal operation mode in which energy efficiency and exhaust gas reduction are prioritized). ), The vehicle U is operated.

Specifically, the vehicle control unit 105 commands the engine 10 to increase the engine speed from the operating state of the optimum fuel consumption mode in the flood emergency mode. As a result, the exhaust flow rate from the engine 10 is increased, and the infiltration of water into the exhaust pipe 30 is suppressed. That is, this prevents the inundation state in the exhaust pipe 30 from further deteriorating and reduces the risk of stopping the engine 10. At this time, the vehicle control unit 105 determines, for example, a control map (for example, a torque-based control map) that determines the engine rotation speed referred to in the optimum fuel consumption mode (normal operation mode in which energy efficiency is prioritized). Therefore, such control may be realized by changing to the control map for the emergency mode at the time of flooding.

Further, in the flood emergency mode, the vehicle control unit 105 prohibits the transmission 12 from shifting up and causes the transmission 12 to shift down from the gear ratio set in the optimum fuel consumption mode. As a result, the engine load for securing the driving force for driving the vehicle U is reduced, and the risk of stopping the engine 10 is reduced. At this time, the vehicle control unit 105 does not execute any particular process when the gear ratio of the transmission 12 is already the minimum (that is, in the case of the first speed).

Further, in the flood emergency mode, the vehicle control unit 105 opens the intake throttle valve 23 and / or the exhaust brake valve 32 from the opening degree of the intake throttle valve 23 and / or the exhaust brake valve 32 set in the optimum fuel consumption mode. Increase the degree. As a result, the engine load for securing the driving force for driving the vehicle U is reduced, and the risk of stopping the engine 10 is reduced. At this time, the vehicle control unit 105 does not execute any particular process when the opening degrees of the intake throttle valve 23 and the exhaust brake valve 32 are already fully open.

Further, the vehicle control unit 105 means auxiliary equipment (such as an air conditioner and an oil pump, which is operated by the driving force of the engine 10) mounted on the vehicle U in the emergency mode at the time of flooding. (Not shown) to stop the operation. That is, by stopping the operation of auxiliary machinery that is not always necessary when the vehicle U is driven, the engine load is reduced and the risk of stopping the engine 10 is reduced.

The vehicle control unit 105 may execute only one of the controls listed above in the emergency mode during flooding, and all of them may be used to more effectively reduce the risk of stopping the engine 10. May be executed.

When the occurrence of the inundation state is detected by the inundation state detection unit 104, the notification unit 106 indicates the situation of the vehicle U (that is, the situation where there is a risk of engine stop) outside the occupant of the vehicle U and / or the vehicle U. Is notified. Here, the notification means used by the notification unit 106 is arbitrary.

The notification unit 106 may notify the passengers of the vehicle U of the status of the vehicle U by using, for example, an indicator display device mounted on the vehicle U. Further, the notification unit 106 may notify the traffic management system outside the vehicle U of the status of the vehicle U by using, for example, a communication device mounted on the vehicle U. Further, the notification unit 106 may notify pedestrians around the vehicle U of the status of the vehicle U by using, for example, a lighting device (for example, a hazard lamp or a brake lamp) mounted on the vehicle U. good. Further, the notification unit 106 may execute all of these notification processes.

As a result, for example, the passengers of the vehicle U are urged to evacuate the vehicle U from the current traveling path, the pedestrians around the vehicle U, and the traffic management system outside the vehicle U are controlled. It is possible to inform that the vehicle is in an emergency.

[ECU operation flow]
FIG. 4 is a diagram showing an example of the operation flow of the ECU 100 according to the present embodiment. The flowchart shown in FIG. 4 is, for example, a process in which the ECU 100 repeatedly executes the process at predetermined intervals (for example, every 100 msec) according to a computer program.

In step S1, the ECU 100 (first exhaust temperature information acquisition unit 101) acquires the sensor value of the first temperature sensor 51 in order to grasp the upstream exhaust temperature in the exhaust pipe 30.

In step S2, the ECU 100 (second exhaust temperature information acquisition unit 102) acquires the sensor value of the second temperature sensor 52 in order to grasp the downstream exhaust temperature in the exhaust pipe 30.

In step S3, the ECU 100 (exhaust pressure information acquisition unit 103) acquires the sensor value of the pressure sensor 53 in order to grasp the exhaust pressure in the exhaust pipe 30.

In step S4, the ECU 100 (inundation state detection unit 104) determines whether or not the amount of increase in the exhaust pressure per unit time is equal to or greater than the first threshold value. Here, when the increase amount of the exhaust pressure per unit time is equal to or more than the first threshold value (S4: YES), the ECU 100 proceeds to step S5, and the increase amount of the exhaust pressure per unit time is less than the first threshold value. In the case (S4: NO), the processing of the flowchart of FIG. 4 is terminated without performing any particular processing.

In step S5, the ECU 100 (inundation state detection unit 104) determines whether or not the amount of decrease in the downstream exhaust temperature with respect to the upstream exhaust temperature per unit time is equal to or greater than the second threshold value. Here, when the amount of decrease in the downstream exhaust temperature with respect to the upstream exhaust temperature per unit time is equal to or greater than the second threshold value (S5: YES), the ECU 100 proceeds to step S6 and proceeds with the process to proceed to the upstream exhaust temperature per unit time. When the amount of decrease in the downstream exhaust temperature is less than the second threshold value (S5: NO), the processing of the flowchart of FIG. 4 is terminated without performing any particular processing.

In step S6, the ECU 100 (inundation state detection unit 104) determines that water has infiltrated into the exhaust pipe 30, and sets an inundation state flag indicating the infiltration state. Once the inundation state flag is set, the ECU 100 does not release the inundation state flag until a predetermined time elapses, even if a NO determination is made in step S4 or step S5 of the subsequent routine. It is preferable to do.

In step S7, the ECU 100 (vehicle control unit 105) operates each part of the vehicle U in the flooded emergency mode. At this time, the ECU 100, for example, gives an increase command for the engine speed to the engine 10, a shift down execution command for the transmission 12, an opening increase command for the intake throttle valve 23 and / or the exhaust brake valve 32, and an operation of auxiliary machinery. Issue a stop command, etc.

In step S8, the ECU 100 (notifying unit 106) uses the communication device, the indicator display device, the lighting device, and the like mounted on the vehicle U to the outside of the vehicle U and / or the passenger of the vehicle U. (That is, the situation where there is a risk of engine stop).

The ECU 100 according to the present embodiment detects the inundation state in the exhaust pipe 30 at an early stage by such processing, and when the inundation state in the exhaust pipe 30 occurs, the ECU 100 cannot self-propell due to the stop of the engine 10. It is possible to suppress the situation.

[effect]
As described above, the ECU 100 according to the present embodiment has a function of detecting the infiltration state of water into the exhaust pipe 30 based on the upstream side exhaust temperature, the downstream side exhaust temperature, and the exhaust pressure. At this time, the ECU 100 determines whether or not the amount of increase in the exhaust pressure per unit time is equal to or greater than the first threshold value, and the amount of decrease in the downstream exhaust temperature with respect to the upstream side exhaust temperature per unit time is the second. It is determined whether or not it is equal to or higher than the threshold value, and it is determined that water has infiltrated into the exhaust pipe 30 only when these two conditions are satisfied.

This makes it possible to detect the state in which water has infiltrated into the exhaust pipe 30 at an early stage and accurately. It should be noted that such a detection method is also useful in that the inundation state of the exhaust pipe 30 can be detected by using the existing temperature sensor and pressure sensor in the vehicle U.

In addition, in the ECU 100 according to the present embodiment, when water enters the exhaust pipe 30, the vehicle U is operated in the flooded emergency mode. This makes it possible to reduce the risk of the engine 10 stopping even when water enters the exhaust pipe 30.

In the above embodiment, as an example of the vehicle U to which the ECU 100 is applied, an embodiment applied to a diesel engine vehicle has been described. However, the ECU 100 according to the present invention can also be applied to a gasoline engine vehicle.

Although specific examples of the present invention have been described in detail above, these are merely examples and do not limit the scope of the claims. The techniques described in the claims include various modifications and modifications of the specific examples exemplified above.

According to the vehicle control device according to the present disclosure, it is possible to detect the inundation state of the exhaust pipe of the engine at an early stage.

U Vehicle 10 Engine 12 Transmission 20 Intake pipe 20a Intake port 21 Air cleaner 22 Turbocharger 23 Intake throttle valve 30 Exhaust pipe 31 EGR device 32 Exhaust brake valve 40 Exhaust purification device 41 Oxidation catalyst 42 PM filter 43 SCR catalyst 51 First temperature sensor 52 2nd temperature sensor 53 pressure sensor 100 ECU
101 1st exhaust temperature information acquisition unit 102 2nd exhaust temperature information acquisition unit 103 Exhaust pressure information acquisition unit 104 Inundation state detection unit 105 Vehicle control unit 106 Notification unit

Claims (10)

A control device for a vehicle having an internal combustion engine.
A first exhaust temperature information acquisition unit that acquires information related to the first exhaust temperature measured at a first point on the upstream side in the exhaust pipe of the internal combustion engine.
A second exhaust temperature information acquisition unit that acquires information related to the second exhaust temperature measured at a second point on the downstream side in the exhaust pipe, and a second exhaust temperature information acquisition unit.
An exhaust pressure information acquisition unit that acquires information related to the exhaust pressure measured in the exhaust pipe, and an exhaust pressure information acquisition unit.
An inundation state detection unit that detects the infiltration state of water into the exhaust pipe based on the first exhaust temperature, the second exhaust temperature, and the exhaust pressure.
Equipped with
In the inundation state detection unit, the amount of increase in the exhaust pressure per unit time is equal to or greater than the first threshold value, and the amount of decrease in the second exhaust temperature with respect to the first exhaust temperature per unit time is equal to or greater than the second threshold value. If there is, it is determined that the infiltration state has occurred.
Control device. When the infiltration state is detected by the inundation state detection unit, the vehicle has a vehicle control unit that operates the vehicle in an emergency mode at the time of inundation in order to suppress the operation stop of the internal combustion engine.
The control device according to claim 1. The vehicle control unit increases the engine speed of the internal combustion engine in the flood emergency mode.
The control device according to claim 2. The vehicle control unit causes the transmission of the vehicle to shift down in the flood emergency mode.
The control device according to claim 2 or 3. The vehicle control unit increases the opening degree of the valve provided in the intake pipe of the internal combustion engine and / or the valve provided in the exhaust pipe in the flood emergency mode.
The control device according to any one of claims 2 to 4. The vehicle control unit stops the operation of the accessories mounted on the vehicle in the flood emergency mode.
The control device according to any one of claims 2 to 5. When the infiltration state is detected by the inundation state detection unit, it has a notification unit for notifying the passenger of the vehicle and / or the outside of the vehicle that water has infiltrated into the exhaust pipe.
The control device according to any one of claims 1 to 6. The notification unit uses at least one of a communication device, an indicator display device, or a lighting device mounted on the vehicle to indicate that water has entered the exhaust pipe, and / or the passenger of the vehicle. Or notify the outside of the vehicle,
The control device according to claim 7. A vehicle including the control device according to any one of claims 1 to 8. A method of controlling a vehicle having an internal combustion engine.
The first process of acquiring information related to the first exhaust temperature measured at the first point on the upstream side in the exhaust pipe of the internal combustion engine, and
The second process of acquiring the information related to the second exhaust temperature measured at the second point on the downstream side in the exhaust pipe, and
The third process of acquiring information related to the exhaust pressure measured in the exhaust pipe, and
A fourth process for detecting the infiltration state of water into the exhaust pipe based on the first exhaust temperature, the second exhaust temperature, and the exhaust pressure.
Equipped with
In the fourth process, the amount of increase in the exhaust pressure per unit time is equal to or greater than the first threshold value, and the amount of decrease in the second exhaust temperature with respect to the first exhaust temperature per unit time is equal to or greater than the second threshold value. If it is determined that the infiltration state has occurred,
Control method.

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