JP6690511B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle capable of traveling in an automatic driving mode in which a driving operation is automatically controlled without a person performing the driving operation.

  In Patent Document 1, an engine as a power source and a motor are provided, and it is possible to switch between an HV traveling mode in which the vehicle is driven by the power of the engine and an EV traveling mode in which the vehicle is driven by the power of the motor while the engine is stopped. A control device for a hybrid vehicle configured as described above is described. This control device divides the travel route to the destination set by the navigation system into a plurality of travel sections, and calculates the travel load of each travel section. Then, a traveling section in which the calculated traveling load is smaller than a predetermined value is defined as a traveling section in which the EV traveling mode is preferentially set, and a traveling section in which the calculated traveling load is equal to or greater than the predetermined value is prioritized in the HV traveling mode. It is configured to be set as a traveling section to be set. Further, when the traveling mode is set for each traveling section, if there is a traveling section that prioritizes the HV traveling mode, the first traveling section of the traveling sections that prioritizes the HV traveling mode is exhausted from the engine. Is configured to be defined as a warming section (hereinafter referred to as a warming section). Furthermore, when the traveling load in the warm air section is larger than a predetermined value, one of the traveling sections before the warm air section is changed from the traveling section prioritizing the EV traveling mode to the traveling section prioritizing the HV mode. Switching is performed, and the purifying device is warmed up in the switched travel section.

JP, 2014-184892, A

  A vehicle provided with an engine as a power source, such as the vehicle described in Patent Document 1, has a catalytic converter for suppressing the discharge of nitrogen oxides (NOx) contained in the exhaust, and a fine particle A purification device having a filter for suppressing the discharge of the substance (PM) to the outside is provided. Since the above-mentioned catalytic converter has a noble metal and sulfur oxide (SOx) is mixed in the exhaust gas, SOx is gradually deposited on the catalytic converter depending on the period during which the engine is driven. This phenomenon is called "sulfur poisoning". Since the sulfur poisoning is deposited on the catalytic converter so as to cover the surface that reacts with NOx, if the sulfur poisoning progresses, the area that reacts with NOx may decrease and the function as a catalyst may deteriorate. . Further, since the filter collects PM, the filter may gradually lose its weight depending on the period during which the engine is driven. If the filter wears down in this way, the output of the engine decreases, or if the amount of PM that can be collected by the filter becomes saturated, PM is discharged to the outside and the function of the filter may deteriorate. is there.

  Conventionally, control for desorbing SOx deposited on the catalytic converter as described above and control for removing PM trapped in the filter have been known. These controls are generally configured to raise the temperature of the catalytic converter or the filter by changing the output or operating state of the engine or supplying unburned fuel to the exhaust pipe. Therefore, in the process of executing the above control, vibration or abnormal noise may occur due to a change in the operating state of the engine, and the driver may feel uncomfortable.

  The present invention was devised by focusing on the above technical problems, and it is possible to prevent the driver from feeling uncomfortable with the execution of the control for removing deposits of the purifying device. It is an object of the present invention to provide a control device that can be used.

In order to achieve the above object, the present invention includes an engine that outputs power by burning fuel and a purifying device that purifies exhaust gas of the engine, and automatically controls a driving operation without human operation. In a control device for a vehicle, which is capable of traveling in an automatic operation and is capable of executing a removal control for removing a deposit that reduces the purification performance of the purification device from the purification device, the vehicle is configured to perform the removal control. further comprising a notification means for notifying the tower multiplication user that has been executed, the control device includes a controller for controlling the vehicle, wherein the controller determines whether the vehicle of the tower multiplication's, the passenger The removal control is executed only during unattended automatic driving that does not exist, and after the removal control is executed during unmanned automatic driving, the passenger is boarded in the vehicle. If the is characterized in that the informing the passenger by the notification unit that performs the removal control when the unmanned automatic operation travel.
Further, the present invention includes an engine that outputs power by burning fuel and a purifying device that purifies exhaust gas of the engine, and can travel in an automatic driving mode in which a driving operation is automatically controlled without a human being. In a control device for a vehicle, which is capable of performing a removal control for removing deposits that reduce the purification performance of the purification device from the purification device, a controller for controlling the vehicle is provided, and the controller is a vehicle interior. Whether or not the removal control can be executed when the target route is run during unmanned automatic driving in which the passenger does not exist, by determining the presence or absence of passengers If the removal control cannot be executed by traveling on the target route, it is possible to execute the removal control from the starting point where the removal control can be executed. Create the other target route to the point, and, the rewrite the target route to the other of the target route, the other before Symbol target route that has been rewritten to target route that by the unmanned automatic operation that the passenger does not exist The removal control is executed only when the vehicle runs.
Furthermore, the present invention includes an engine that outputs power by burning fuel and a purifying device that purifies exhaust gas of the engine, and can travel in an automatic driving mode in which a driving operation is automatically controlled without a human being. In a control device for a vehicle that is capable of performing a removal control that removes a deposit that reduces the purification performance of the purification device from the purification device, the vehicle is a sensor that detects a situation around the vehicle. And at least one of a camera, the control device includes a controller for controlling the vehicle, the controller determines the presence or absence of a passenger in the vehicle, and the sensor and the camera Based on the detection data of at least one of the above, there is no person or animal around the vehicle, and there is no vehicle in the residential area. In addition, it is determined that the vehicle is not in a closed space, the vehicle is in an unmanned automatic driving mode in which the passenger does not exist, and the person and the animal are not present around the vehicle and the residential area. It is characterized in that the removal control is executed only when there is no vehicle in the closed space and there is no vehicle in the closed space.

  According to the present invention, the removal control for removing deposits in the purification device is executed only during unmanned automatic operation. Therefore, since the removal control is not executed when the occupant is present, even if the vibration or the abnormal noise occurs due to the execution of the removal control, the passenger does not feel the vibration or the abnormal noise. As a result, it is possible to prevent the passenger from feeling uncomfortable or uncomfortable.

It is a figure which shows the outline | summary (1st example) of the drive system of the vehicle used as the object of automatic driving in the control apparatus of this invention. It is a figure for explaining the outline of the control system of the vehicles used as the object of automatic operation in the control device of this invention. It is a schematic diagram for explaining an example of a configuration of an engine. It is a flow chart for explaining an example of control performed with a control device of the present invention. It is a flow chart for explaining an example of running examination control. It is a flow chart for explaining a control example which performs PM removal control. 9 is a flowchart for explaining an example of control that notifies the passenger that PM removal control has been executed. It is a figure which shows the 2nd example of the drive system of the vehicle used as the object of automatic driving in the control apparatus of this invention. It is a figure which shows the 3rd example of the drive system of the vehicle used as the object of automatic driving in the control apparatus of this invention. It is a figure which shows the 4th example of the drive system of the vehicle used as the object of automatic driving in the control apparatus of this invention. It is a figure which shows the 5th example of the drive system of the vehicle used as the object of automatic driving in the control apparatus of this invention. It is a figure which shows the 6th example of the drive system of the vehicle used as the object of automatic driving in the control apparatus of this invention. It is a figure which shows the 7th example of the drive system of the vehicle used as the object of automatic driving in the control apparatus of this invention. It is a figure which shows the 8th example of the drive system of the vehicle used as the object of automatic driving in the control apparatus of this invention. It is a figure which shows the 9th example of the drive system of the vehicle used as the object of automatic driving in the control apparatus of this invention.

  Embodiments of the present invention will be described with reference to the drawings. The embodiments described below are merely examples in which the present invention is embodied, and do not limit the present invention.

  FIG. 1 shows an example of a drive system of a vehicle Ve to be controlled in the embodiment of the present invention. The vehicle Ve shown in FIG. 1 is a hybrid vehicle that uses an engine (ENG) 1, and a first motor (MG1) 2 and a second motor (MG2) 3 as power sources. The vehicle Ve shown in FIG. 1 includes a power split mechanism 4, an output member 5, drive wheels 6, a battery 7 electrically connected to each of the motors 2 and 3, and a controller 8.

  The engine 1 is, for example, an internal combustion engine that outputs power by burning a fuel such as a gasoline engine or a diesel engine, and is configured such that output adjustment and start and stop operations are electrically controlled. Has been done. In the case of a gasoline engine, the opening of the throttle valve, the amount of fuel supply, the execution and stop of ignition, the ignition timing, etc. are electrically controlled.

  Each of the first motor 2 and the second motor 3 is a motor having a power generation function (so-called motor generator), and is configured by, for example, a permanent magnet type synchronous motor or an induction motor. Each of the first motor 2 and the second motor 3 is configured to electrically control the adjustment of the rotation speed and the torque and switching between the function as a motor and the function as a generator. The first motor 2 and the second motor 3 are electrically connected to each other via the battery 7 and an inverter or converter (not shown). Therefore, a part of the power output from the engine 1 can be converted into electric power by the first motor 2, and the converted electric power can be supplied to the second motor 3 to drive the second motor 3. Then, at that time, the torque output from the second motor 3 can be applied to the drive wheels 6 to generate the driving force of the vehicle Ve. It is also possible to cause the first motor or the second motor to function as a generator and charge the battery 7 with the electric power generated by these motors.

  The power split mechanism 4 is composed of, for example, a planetary gear mechanism having three rotating elements, which are an input element, a reaction force element, and an output element (none of which are shown). The engine 1 is connected to the input element of the power split mechanism 4, the first motor 2 is connected to the reaction element, and the drive wheel 6 is connected to the output element via the output member 5. The second motor 3 is connected to the output member 5 so that power can be transmitted to the drive wheels 6. Then, the power split mechanism 4 splits and transmits the torque output from the engine 1 to the first motor 2 side and the drive wheel 6 side. Further, the torque output from the first motor 2 can be transmitted to the drive wheels 6 side, and the torque output from the first motor 2 can be transmitted to the engine 1 to motor the engine 1. Has been done.

  The drive wheels 6 are front wheels or rear wheels of the vehicle Ve. Alternatively, the vehicle Ve may be a four-wheel drive vehicle having front wheels and rear wheels as the drive wheels 6. A braking device (not shown) is provided for each of the wheels including the drive wheels 6. A steering device (not shown) that steers the vehicle Ve is provided on at least one of the front wheels and the rear wheels.

  A controller (ECU) 8 for controlling the vehicle Ve as described above is provided. The controller 8 is an electronic control device mainly composed of a microcomputer, for example. The controller 8 is configured to receive various data from, for example, an external sensor 11, a GPS receiving unit 12, an internal sensor 13, a map database 14, a navigation system 15 and the like, which will be described later. Further, it may be configured such that data from the inter-vehicle communication system is input. Then, the controller 8 performs an arithmetic operation using various input data and prestored data, a calculation formula, and the like, and outputs the arithmetic result as a control command signal, so that an actuator 16 and an auxiliary device described later are provided. It is configured to control the operation of each controlled object such as 17.

  Since the vehicle Ve shown in FIG. 1 is a hybrid vehicle, the controller 8 controls the engine 1 and the motors 2 and 3 to control the hybrid traveling mode (hereinafter, HV mode) and the motor traveling mode (hereinafter, EV mode). ) Is set and it is possible to drive. The HV mode is a traveling mode in which the vehicle runs (HV traveling) while the engine 1 is operating. The vehicle Ve shown in FIG. 1 travels only when the output torque of the engine 1 is used, or when the output torque of the engine 1 and the output torque of at least one of the first motor 2 and the second motor 3 are used together. In this case, it is included in this HV mode. Note that, in the embodiment of the present invention, in a series hybrid vehicle Ve as shown in FIG. 13 described later, the case where the engine 1 is operated to drive the motor (generator) is also included in this HV mode. On the other hand, the EV mode is a traveling mode in which the vehicle runs as an electric vehicle (EV traveling), and is a traveling mode in which the engine 1 is stopped and the vehicle is driven by the output torque of the motor. In the vehicle Ve shown in FIG. 1, even when traveling with only the output torque of the second motor 3, or when traveling with both the output torque of the first motor 2 and the output torque of the second motor 3, the EV is used. Included in the mode.

  Further, the vehicle Ve to be controlled in the embodiment of the present invention is capable of automatic driving in which the vehicle Ve is automatically controlled to travel without a driving operation of the vehicle Ve performed by a person. The automatic driving defined in the embodiment of the present invention includes recognition of a driving environment, monitoring of surrounding conditions, and all driving operations such as start / acceleration, steering, braking / stop, etc. of the vehicle Ve. It is an automatic operation performed by the control system. For example, "Level 4" in the automation level formulated by NHTSA [US Department of Transportation Road Safety Administration] or "Level 4" and "Level 5" in the automation level formulated by SAE [Society of Automotive Engineers] in the United States. Applicable highly automated driving or fully automated driving. Therefore, the vehicle Ve, which is the control target in the embodiment of the present invention, can travel by automatic driving even in a situation where no passengers (driver, fellow passenger, passenger, etc.) exist inside the vehicle. . That is, the vehicle Ve is capable of manned automatic driving, which is driven by automatic driving in the presence of passengers in the vehicle, and unmanned automatic driving, which is driven by automatic driving in the absence of passengers in the vehicle. It should be noted that the vehicle Ve has an automatic driving mode in which the vehicle Ve travels in an automatic driving mode and a manual driving mode in which a driver performs a driving operation of the vehicle Ve, as defined by “level 4” in the automation level of the SAE. May be selected.

  An example of the controller 8 that implements the above-described automatic operation is shown in FIG. The controller 8 is configured to receive detection signals and information signals from the external sensor 11, the GPS receiver 12, the internal sensor 13, the map database 14, the navigation system 15, and the like. Although FIG. 2 shows an example in which one controller 8 is provided, a plurality of controllers 8 may be provided, for example, for each device or device to be controlled or according to the control content. .

  The external sensor 11 detects a traveling environment and surroundings outside the vehicle Ve. As the external sensor 11, for example, an in-vehicle camera, a RADAR [Radio Detection and Ranging], a LIDAR [Laser Imaging Detection and Ranging], and an ultrasonic sensor are provided. As the external sensor 11, all of the above-mentioned sensors may be provided, or at least one of the above-mentioned sensors may be provided.

  For example, the vehicle-mounted cameras are installed in front of and on the sides of the vehicle Ve, and transmit imaging information regarding the external situation of the vehicle Ve to the controller 8. The vehicle-mounted camera may be a monocular camera or a stereo camera. The monocular camera is smaller in size and lower in cost than the stereo camera, and is easily attached to the vehicle Ve. The stereo camera has a plurality of imaging units arranged so as to reproduce binocular parallax. According to the image pickup information of the stereo camera, it is possible to obtain information in the depth direction of the recognition target object.

  The RADAR detects other vehicles and obstacles outside the vehicle Ve by using radio waves such as millimeter waves and microwaves, and transmits the detection data to the controller 8. For example, it is configured to detect the other vehicle, the obstacle, etc. by radiating the electric wave around the vehicle Ve, receiving the radio wave reflected by the other vehicle, the obstacle, etc., and measuring / analyzing the received electric wave.

  The LIDAR (or a laser sensor or a laser scanner) detects another vehicle, an obstacle, or the like outside the vehicle Ve using the laser light, and transmits the detection data to the controller 8. For example, it is configured to detect another vehicle, an obstacle, etc. by emitting a laser beam around the vehicle Ve and receiving and measuring / analyzing the laser light reflected by another vehicle, an obstacle, etc. There is.

  The ultrasonic sensor detects another vehicle outside the vehicle Ve, an obstacle, or the like by using the ultrasonic wave, and transmits the detection data to the controller 8. For example, it is configured to detect another vehicle, an obstacle, etc. by radiating an ultrasonic wave around the vehicle Ve, receiving an ultrasonic wave reflected by another vehicle, an obstacle, etc., and measuring / analyzing the ultrasonic wave. There is.

  The GPS reception unit 12 measures the position of the vehicle Ve (for example, the latitude and longitude of the vehicle Ve) by receiving radio waves from a plurality of GPS [Global Positioning System] satellites, and transmits the position information to the controller 8. To do.

  The internal sensor 13 detects the running state of the vehicle Ve and the operating state and behavior of each part. Examples of the internal sensor 13 include a vehicle speed sensor that detects the vehicle speed, an engine speed sensor that detects the speed of the engine 1, a motor speed sensor (or a resolver) that detects the speeds of the motors 2 and 3, and a throttle. A throttle opening sensor that detects the opening of the valve, an accelerator sensor that detects the depression amount of the accelerator pedal, a brake sensor (or a brake switch) that detects the depression amount of the brake pedal, and a steering angle sensor that detects the steering angle of the steering device. A longitudinal acceleration sensor that detects the longitudinal acceleration of the vehicle Ve, a lateral acceleration sensor that detects the lateral acceleration of the vehicle Ve, a yaw rate sensor that detects the yaw rate of the vehicle Ve, and a battery 7 that exchanges electric power with the motors 2 and 3. Sensor that detects the state of charge of the vehicle (remaining charge; SOC), and seat A seating sensor for detecting an occupant seated on the seat, a seat belt wearing sensor for detecting whether or not a seat belt is worn, a biometric sensor or a moving body detecting sensor for detecting the presence or absence of an occupant in the vehicle, and cooling water for cooling the engine 1 and the inverter. There are provided a sensor for detecting the temperature of the engine 1 and the temperature of each device such as the engine 1 or the motors 2, 3 and a sensor 48 for detecting the pressure loss of the filter 46 described later.

  The map database 14 is a database that stores map information, and is formed in the controller 8, for example. Alternatively, data stored in a computer of an external facility such as an information processing center capable of communicating with the vehicle Ve can be used.

  The navigation system 15 is configured to calculate the travel route of the vehicle Ve based on the position information of the vehicle Ve measured by the GPS receiving unit 12 and the map information of the map database 14.

  Detection data and information data from the external sensor 11, the GPS receiving unit 12, the internal sensor 13, the map database 14, the navigation system 15 and the like as described above are input to the controller 8. Then, the controller 8 performs an arithmetic operation by using the input various data and the data stored in advance, and based on the arithmetic result, with respect to the actuator 16 and the auxiliary device 17 of each part of the vehicle Ve, It is configured to output a control command signal.

  The actuator 16 is involved in driving operations such as starting / accelerating, steering, and braking / stopping the vehicle Ve when the vehicle Ve is traveling by automatic driving, and the engine 1 and the motors 2 and 3, the braking device, and , An operating device for controlling a steering device and the like. As the main actuator 16, for example, a throttle actuator, a brake actuator, a steering actuator, etc. are provided. As described above, the vehicle Ve shown in FIG. 1 includes the engine 1, the first motor 2, and the second motor 3 as power sources. Therefore, the actuator 16 includes an actuator for controlling the engine 1, the first motor 2 and the second motor 3, an operating device, and the like.

  For example, the throttle actuator is configured to control the opening of the throttle valve of the engine 1 and the electric power supplied to the first motor 2 and the second motor 3 according to the control signal output from the controller 8. The brake actuator is configured to operate the braking device according to the control signal output from the controller 8 to control the braking force applied to each wheel. The steering actuator is configured to drive an assist motor of the electric power steering device according to a control signal output from the controller 8 to control a steering torque in the steering device.

  The auxiliary device 17 is a device or device that is not included in the actuator 16 described above, and is not directly involved in the driving operation of the vehicle Ve, such as a wiper, a headlight, a turn signal, an air conditioner, or an audio device. It is an equipment / device.

  The controller 8 is, for example, a vehicle position recognition unit 18, an external situation recognition unit 19, a traveling state recognition unit 20, a traveling plan generation unit 21, and a traveling control unit 22 as main control units for causing the vehicle Ve to travel by automatic driving. , And an auxiliary device control unit 23 and the like.

  The vehicle position recognizing unit 18 is configured to recognize the current position of the vehicle Ve on the map based on the position information of the vehicle Ve received by the GPS receiving unit 12 and the map information of the map database 14. The position of the vehicle Ve used in the navigation system 15 can also be obtained from the navigation system 15. Alternatively, if the position of the vehicle Ve can be measured by a sensor or a sign post installed on the road or outside the road, the current position can be obtained by communicating with the sensor.

  The external situation recognition unit 19 is configured to recognize the external situation of the vehicle Ve based on, for example, the image pickup information of the vehicle-mounted camera and the detection data of RADAR or LIDAR. As the external situation, for example, information about the position of the driving lane, the road width, the shape of the road, the road slope, and obstacles around the vehicle can be obtained. Further, weather information around the vehicle, a friction coefficient of the road surface, or the like may be detected as the traveling environment.

  The traveling state recognition unit 20 is configured to recognize the traveling state of the vehicle Ve based on various detection data of the internal sensor 13. As the traveling state of the vehicle Ve, for example, vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, etc. are input.

  The travel plan generation unit 21 is based on, for example, the target route calculated by the navigation system 15, the current position of the vehicle Ve recognized by the vehicle position recognition unit 18, and the external situation recognized by the external situation recognition unit 19. It is configured to generate the course of the vehicle Ve. The route is a route along which the vehicle Ve travels along the target route. In addition, the travel plan generator 21 appropriately drives the vehicle Ve on the basis of criteria such as safe traveling, traveling in compliance with laws, and traveling efficiently on the target route. Generate a path so that you can. Then, the travel plan generation unit 21 is configured to generate a travel plan according to the generated course. Specifically, based on at least the external situation recognized by the external situation recognition unit 19 and the map information of the map database 14, a travel plan along a preset target route is generated.

  The traveling plan sets the traveling state of the vehicle including the future driving force request of the vehicle Ve, and, for example, future data several seconds ahead of the current time is generated. Further, future data several tens of seconds ahead of the current time is generated depending on the external situation and the traveling situation of the vehicle Ve. The travel plan is output from the travel plan generation unit 21 as data indicating changes in vehicle speed, acceleration, steering torque, and the like when the vehicle Ve travels along a route along the target route, for example.

  In addition, the travel plan can be output from the travel plan generation unit 21 as a speed pattern, an acceleration pattern, and a steering pattern of the vehicle Ve. The speed pattern is, for example, data including target vehicle speeds set in association with time for each target control position with respect to target control positions set at predetermined intervals on the route. The acceleration pattern is, for example, data of target accelerations set in association with time for each target control position with respect to the target control positions set at predetermined intervals on the path. The steering pattern is, for example, data of target steering torques set in association with time for each target control position with respect to target control positions set at predetermined intervals on the path.

  The travel control unit 22 is configured to automatically control the travel of the vehicle Ve based on the travel plan generated by the travel plan generation unit 21. Specifically, a control signal according to the travel plan is output to the actuator 16 such as the throttle actuator, the brake actuator, and the steering actuator. Further, a control signal according to the above-described travel plan may be output to the engine 1, the first motor 2 and the second motor 3.

  The auxiliary device control unit 23 is configured to automatically control the auxiliary device 17 based on the travel plan generated by the travel plan generation unit 21. Specifically, a control signal according to the travel plan is output to the auxiliary device 17 such as a wiper, a headlight, a turn signal indicator, an air conditioner, an audio device, etc., if necessary.

  Note that the control for driving the vehicle Ve in the automatic driving based on the above-described travel plan is described in, for example, JP-A-2016-99713. This vehicle Ve is configured to be capable of traveling by the above-mentioned highly automatic driving or fully automatic driving by applying the contents described in Japanese Patent Laid-Open No. 2016-99713 and other control technologies related to automatic driving. ing.

  Here, an example of the configuration of the engine 1 will be described. FIG. 3 is a schematic diagram for explaining the configuration of the engine 1, and the main body portion 24 of the engine 1 is provided with four cylinders 25. An electronically controlled fuel injection valve 26 for injecting fuel is provided in each cylinder 25, and an intake manifold 27 and an exhaust manifold 28 are in communication with each cylinder 25. An intake valve (not shown) is provided at the connecting portion between the intake manifold 27 and the cylinder 25, and an exhaust valve (not shown) is provided at the connecting portion between the exhaust manifold 28 and the cylinder 25. The intake valve and the exhaust valve are configured to open and close in conjunction with the operation of.

  The intake manifold 27 is connected to the outlet of the compressor 30c of the exhaust turbocharger 30 via the intake duct 29, and the inlet of the compressor 30c is connected to the air cleaner 32 via the air flow meter 31. An electrically controlled throttle valve 33 is provided in the intake duct 29, and a cooling device 34 for cooling the intake air flowing in the intake duct 29 is provided around the intake duct 29. On the other hand, the exhaust manifold 28 is connected to the inlet of the exhaust turbine 30t of the exhaust turbocharger 30, and the outlet of the exhaust turbine 30t is connected to the purification device 35.

  The exhaust manifold 28 and the intake manifold 27 are connected to each other via an exhaust gas recirculation passage (hereinafter, referred to as EGR passage) 36, and an electric control type EGR control valve 37 is provided in the EGR passage 36. A cooling device 38 for cooling the EGR gas flowing in the EGR passage 36 is provided around the EGR passage 36. On the other hand, each fuel injection valve 26 is connected to a common rail 40 via a fuel supply pipe 39. The fuel is supplied from the fuel tank 42 to the inside of the common rail 40 via the fuel pump 41 for the electrically controlled variable discharge amount, and the fuel supplied to the inside of the common rail 40 is supplied to the fuel injection valve 26 via the fuel supply pipes 39. Is supplied to.

  The purification device 35 includes a first exhaust pipe 43 connected to the outlet of the exhaust turbine 30t, a catalytic converter 44 connected to the first exhaust pipe 43, and a second exhaust pipe 45 connected to the catalytic converter 44. There is. A conventionally known wall-flow type particulate filter (hereinafter, simply referred to as a filter) 46 is provided in the catalytic converter 44.

  The catalytic converter 44 is provided with a temperature sensor 47 for detecting the temperature of the filter 46 and a pressure loss sensor 48 for detecting the pressure loss of the filter 46. Instead of the pressure loss sensor 48, pressure sensors may be provided on the upstream side and the downstream side of the filter 46, and the pressure loss may be obtained from the pressure difference detected by these pressure sensors.

  On the other hand, a fuel addition valve 49 is attached to the exhaust manifold 28. Fuel is added to the fuel addition valve 49 from the common rail 40, and fuel is added to the exhaust manifold 28 from the fuel addition valve 49. The fuel addition valve 49 may be provided at a position where fuel can be added in the flow path from the cylinder 25 to the purification device 35. Therefore, the fuel addition valve 49 is provided in the first exhaust pipe 43. May be.

  The engine 1 is configured to output power by burning fuel, and as described above, the catalyst is used to reduce nitrogen oxides (NOx) generated by burning the fuel to nitrogen. A converter 44 is provided. Since the catalytic converter 44 is made of a noble metal, sulfur oxide (SOx) generated by the combustion of the fuel is gradually adsorbed on the reaction surface of the catalytic converter 44. Therefore, the function of reducing NOx in the catalytic converter 44 deteriorates. Such a phenomenon is called sulfur poisoning. Further, since the filter 46 collects the particulate matter (PM) generated by the combustion of the fuel, the filter 46 gradually loses its weight, so that the exhaust cannot be sufficiently discharged to the outside. When the output of the engine 1 decreases or the amount of PM that can be collected by the filter 46 becomes saturated, PM is discharged to the outside, and the function of the filter 46 that collects PM may deteriorate. is there.

  A control for eliminating the sulfur poisoning and the loss of the filter 46 as described above is conventionally known. Specifically, the control for eliminating sulfur poisoning (hereinafter referred to as catalyst regeneration control) is performed by raising the temperature of the catalytic converter 44 to a predetermined temperature that is set in advance to remove the sulfur oxides from the catalytic converter 44. The control for removing the loss of the filter 46 (hereinafter, referred to as PM removal control) is a control for removing the loss from the filter 46 while raising the temperature of the filter 46 to a predetermined temperature that is set in advance. This is a control for increasing the amount of oxygen in a provided portion and burning and removing PM accumulated on the filter 46. The target temperature of the catalytic converter 44 in the catalyst regeneration control and the target temperature of the filter 46 in the PM removal control are almost the same.

  On the other hand, the temperature rise of the catalytic converter 44 and the filter 46 by the above catalyst regeneration control and PM removal control may be performed by changing the output and operating state of the engine 1. Specifically, the engine 1 is operated at a driving point that deviates from a driving point with good fuel economy, or power that is greater than or equal to the power based on the required driving force is output, or the ignition timing retards that delays the ignition timing of the engine 1. May exercise control. In such a case, fuel efficiency may deteriorate, so it is preferable to reduce the frequency with which each of the above-mentioned controls is executed. Further, when each control is executed, the output of the engine 1 and the operating state change as described above, and thus shock or abnormal noise may occur. Therefore, the control device according to the embodiment of the present invention is configured to execute catalyst regeneration control and PM removal control during unmanned automatic operation.

  A flow chart is shown in FIG. 4 for explaining an example of the control. The example shown in FIG. 4 is a control example in which the PM removal control is configured to be executed during unmanned automatic operation. In this control example, first, it is determined whether it is necessary to execute the PM removal control (step S1). In this step S1, it is possible to determine whether or not the differential pressure ΔP across the filter 46 is equal to or higher than a predetermined pressure, similar to the conventionally known condition for executing the PM removal control. It should be noted that step S1 may be determined regardless of the traveling mode of the vehicle Ve, and when traveling in a manual mode in which the vehicle travels according to the driving operation of the passenger, when traveling in manned automatic driving, or in unmanned automatic driving. It can be judged when driving.

  When it is not necessary to execute the PM removal control and the determination in step S1 is negative, this routine is temporarily terminated. On the contrary, it is necessary to execute the PM removal control, and if the determination in step S1 is affirmative, then it is determined whether or not unmanned automatic operation is being performed (step S2). This step S2 is affirmatively determined when at least two conditions are satisfied, namely, that the vehicle is in the automatic driving mode and that there is no passenger in the vehicle. Whether or not it is automatic driving is determined, for example, whether or not there is an instruction to execute the automatic driving from the inside or outside of the vehicle to the controller 8 or the time when the automatic driving is executed by a timer or the like in advance. It can be determined based on whether or not the operation is being performed. In short, it can be determined based on whether or not the flag for executing the automatic operation is turned on by any program executed by the controller 8.

  Further, whether or not the passenger is present in the vehicle can be determined by, for example, providing a biometric sensor such as an infrared sensor or a Doppler sensor or a moving body detection sensor, and detecting the body temperature or motion of the passenger. By using the dedicated sensor as described above, it is possible to reliably determine the presence or absence of a passenger. It is also possible to determine the presence or absence of an occupant based on the operating state or operating state of a device provided in the vehicle compartment. For example, when the power switch, the ignition key switch, or the start button switch is turned on, or when the seating sensor detects that a person is on the seat, it is determined that the passenger is present in the vehicle.

  If a negative determination is made in step S2, not during unmanned automatic operation, this routine is once ended. On the contrary, if the answer of Step S2 is affirmative due to the unmanned automatic driving, then the traveling examination control for examining the traveling route is executed (Step S3). This traveling examination control determines whether or not PM can be removed when the vehicle travels on the target route calculated by the navigation system 15, and when PM cannot be removed, the PM is removed before reaching the destination. It is configured to generate a driving route capable of removing PM.

  An example of the control of the traveling examination control is shown in FIG. In the control example shown in FIG. 5, first, the running load and the running time are predicted from the target route calculated by the navigation system 15 as described above (step S31). Specifically, the traveling load and the traveling time are predicted from the average vehicle speed when traveling on the target route. The traveling load and the traveling time may be predicted in consideration of externally input data such as traffic jam information and signal information.

  Next, it is determined whether PM can be removed by executing PM removal control based on the running load and running time predicted in step S31 (step S32). As described above, the PM removal control increases the output of the engine 1 to raise the temperature of the filter 46. In the vehicle Ve shown in FIG. 1, the power for increasing the output of the engine 1 is converted into electric energy by the first motor 2 so that the driving force does not change by increasing the output of the engine 1 as described above. Let That is, the first motor 2 is made to function as a generator, and the generated power is charged in the battery 7. Therefore, in step S32, it is determined whether or not the battery 7 can be charged with the power generated by performing the PM removal control, that is, the battery 7 is charged with the power generated by performing the PM removal control. In this case, it may be determined whether the SOC of the battery 7 is equal to or less than the upper limit value. In other words, it is determined whether or not the filter 46 heats up to a temperature at which the PM can be removed by the engine 1 outputting power enough to cause the first motor 2 to generate the amount of charge allowed for the battery 7. You may judge.

  At the time when step S32 is executed, even if the SOC is high, the initial traveling section of the target route is traveled in the EV mode to reduce the SOC, and the remaining traveling section is traveled in the HV mode. Therefore, it may be determined whether PM can be removed.

  The PM can be removed by traveling along the target route, and if the determination in step S32 is affirmative, the control in FIG. 5 is once terminated. That is, the process proceeds to step S4 described below. On the contrary, if the PM cannot be removed after traveling on the target route and the negative determination is made in step S32, the travel route on which the PM can be removed is recalculated and the target route is re-calculated. The calculated traveling route is rewritten (step S33), and the control in FIG. 5 is once ended. In step S33, for example, another navigation route different from the existing target route is searched by the navigation system 15, and it is determined whether or not PM can be removed when the navigation route is traveled. That is, the target route is rewritten to the searched traveling route and step S32 is executed. Then, by repeatedly searching for the above-mentioned travel route and determining whether PM can be removed when the searched travel route is traveled, the travel route that is positively determined in step S32 is selected. Search for. Then, the travel route that is positively determined in step S32 is rewritten as the target route.

  Following step S3, PM removal control is executed (step S4), and this routine is once ended. FIG. 6 is a flowchart for specifically explaining the control content of step S4. First, it is determined whether or not the vehicle is traveling in a traveling section in which PM removal control can be executed (step S41). This step S41 is a step for determining whether or not the vehicle is traveling on a traveling road in which the output of the engine 1 can be increased. it can.

If the vehicle is traveling in a traveling section in which the PM removal control cannot be executed and the determination in step S41 is negative, this routine is temporarily terminated. On the contrary, when the vehicle is traveling in the traveling section where the PM removal control can be executed and the determination in step S42 is affirmative, it is determined whether the conditions for executing the PM removal control are satisfied. Yes (step S42). Since the PM removal control is to burn PM, a large amount of carbon dioxide (CO ₂ ) is discharged as compared with the time of idling. Therefore, the surrounding environment of the vehicle Ve is included as an example of the condition in step S42. Specifically, there are no humans or animals in the vicinity, it is not a residential area, it is not a closed space such as a garage or a tower-type parking lot, and when all the above conditions are met , It can be determined that the condition of step S42 is satisfied. Whether or not there are humans or animals in the vicinity can be judged based on data from infrared sensors, vehicle-mounted cameras, etc., it is not a residential area, and a closed space such as a garage or a tower-type parking lot. That is not the case can be determined by the external situation recognition unit 19.

  Further, the PM removal control includes the step of raising the temperature of the filter 46 (temperature raising control) as described above. The temperature rise of the filter 46 can be achieved by increasing the output (power) of the engine 1. When the output of the engine 1 is increased in this way, the driving force of the vehicle Ve also increases. Therefore, in order to suppress the change in the driving force, the energy corresponding to the increased output of the engine 1 is supplied to the first motor. 2 or the second motor 3 regenerates. That is, the battery 7 is charged. Therefore, the charge amount of the battery 7 may increase excessively. Further, the temperature of the engine 1 may be excessively increased by increasing the output of the engine 1, and the increased energy for the output of the engine 1 may be regenerated by the first motor 2 or the second motor 3. As a result, the temperature of the first motor 2, the second motor 3, or the inverter for controlling the motors 2, 3 may excessively increase. Further, the fuel is excessively reduced by increasing the output of the engine 1.

  Such a state (driving state) of the vehicle Ve may also be included as a condition in step S42. Specifically, the power amount input to the battery 7 is predicted by executing the PM removal control, and the battery 7 can be charged with the predicted power amount, that is, the input power amount (Win) is a predetermined power amount. Below, the SOC is below a predetermined value, the temperature of each motor 2, 3 or the inverter is below a predetermined temperature, and the temperature of the cooling water for cooling the engine 1 or the cooling water for cooling the inverter is a predetermined value. It is possible to determine that the condition of step S42 is satisfied when all of these conditions are satisfied on the condition that the temperature is equal to or lower than the temperature, the remaining amount of fuel is equal to or more than a predetermined amount, or the like. Note that whether or not the battery 7 can be charged with the predicted amount of power may be determined by considering the temperature of the battery 7 (which may be the ambient temperature) in addition to the amount of power.

  If the condition for executing the PM removal control is not satisfied and the determination in step S42 is negative, this routine is temporarily terminated. On the contrary, if the condition for executing the PM removal control is satisfied and the determination in step S42 is affirmative, the PM removal control is executed. Specifically, first, the electric power amount W1 for increasing the output of the engine 1 is added to the electric power amount W to be charged in the battery 7, and the output Pe of the engine 1 is set (step S43). That is, the output Pe of the engine 1 is increased as compared with the output Pe of the engine 1 set when the PM removal control is not executed. This is because the parameters that determine the output Pe of the engine 1 include the power required for the vehicle Ve and the electric power with which the battery 7 is charged. The amount of electric power W1 in step S43 is set to an amount of electric power that can increase the temperature of the filter 46 to a temperature at which PM can be burned by increasing the output Pe of the engine 1. It should be noted that the step S43 only needs to be able to increase the flow rate of the exhaust gas and quickly raise the temperature of the filter 46 while compensating for the acceptance of the battery 7, and the first power amount W1 indicates that the vehicle is running or stopped. You may divide and set by.

  In addition to increasing the output Pe of the engine 1 in step S43, fuel is added from the fuel addition valve 49 into the first exhaust pipe 43 to cause a combustion reaction of unburned fuel in the first exhaust pipe 43. The temperature inside the first exhaust pipe 43 may be increased. Further, in addition to or instead of increasing the output Pe of the engine 1 in step S43, the retard control for delaying the ignition timing of the engine 1 may be executed.

  Then, it is determined whether or not the temperature T of the filter 46 has become equal to or higher than a predetermined temperature T1 (step S44). The temperature T of the filter 46 in step S44 may be detected by the temperature sensor 47, or the temperature of the filter 46 may be estimated according to the load of the engine 1 or the like. The predetermined temperature T1 is a temperature at which PM can be burned by increasing the amount of oxygen in the portion where the filter 46 is provided.

  When the temperature T of the filter 46 is lower than the predetermined temperature T1 and the determination in step S44 is negative, this routine is temporarily terminated. On the contrary, when the temperature T of the filter 46 is equal to or higher than the predetermined temperature T1 and a positive determination is made in step S44, the intake control for increasing the oxygen amount in the portion where the filter 46 is provided is executed. Then (step S45), this routine is ended. An example of the intake control in step S45 is to increase the air-fuel ratio (A / F) of the air-fuel mixture supplied to the cylinder 25. By increasing the air-fuel ratio in this way, the amount of oxygen contained in the exhaust gas becomes relatively large, so that the amount of oxygen supplied to the portion where the filter 46 is provided can be increased. Alternatively, the rotation speed of the engine 1 may be increased by the first motor 2. This is because by increasing the engine speed, the flow rate of exhaust gas discharged from the cylinder 25 per unit time can be increased and the amount of oxygen supplied to the portion where the filter 46 is provided can be increased. is there.

  By performing the control as described above, the PM removal control is executed only during unmanned automatic operation. Therefore, since the PM removal control is not executed when the passenger is present, the passenger does not feel the vibration or the abnormal noise even if the vibration or the abnormal noise occurs due to the execution of the PM removal control. As a result, it is possible to prevent the passenger from feeling uncomfortable or uncomfortable.

  Further, in the above-described hybrid vehicle, by causing the first motor 2 to function as a generator, it is possible to prevent the driving force from changing even if the output of the engine 1 is increased. Therefore, even in a traveling state in which the traveling load is low, the output of the engine 1 can be increased, that is, the PM removal control can be executed without changing the vehicle speed or the driving force.

  Furthermore, when traveling on a predetermined target route, if the PM cannot be removed, the target route is changed to a traveling route that can remove the PM. Therefore, PM removal control is performed during unmanned automatic operation. You can increase the opportunity to carry out.

  Furthermore, by including the state of the surrounding environment in the conditions for executing the PM removal control, it is possible to prevent the surrounding people from feeling uncomfortable and to suppress the exhaust gas from being filled in the closed space. it can.

  Further, when the PM removal control is executed as described above, the output of the engine 1 is increased and the traveling route is changed according to the conditions. Therefore, after the PM removal control is executed, the remaining fuel amount is left when a person boarded. The amount may be lower than the amount intended by the passenger, and the passenger may feel uncomfortable. Therefore, the control example in the embodiment of the present invention is configured to notify the passenger that the PM removal control has been executed during the unmanned automatic driving. An example of the control is shown in FIG. In the example shown in FIG. 7, first, it is determined whether PM removal control has been executed during unmanned automatic operation (step S71). This step S71 can be determined based on whether or not the flag indicating that the PM removal control has been executed is turned on after executing step S45, and whether or not the flag is turned on, for example.

  When the PM removal control is not executed during the unmanned automatic operation and the determination in step S71 is negative, this routine is temporarily terminated. On the contrary, if the PM removal control is being executed during the unmanned automatic driving, and the determination in step S71 is affirmative, the passenger is informed that the PM removal control was executed during the unmanned automatic driving. (Step S72), this routine is once ended. In this step S72, for example, the fact that PM removal control has been executed during unmanned automatic driving may be displayed on the instrument panel to notify the passengers, and the fact that PM removal control has been executed during unmanned automatic driving is indicated by voice. The passenger may be notified, and the means for notifying the passenger is not particularly limited. Note that it is preferable to switch off the flag indicating that the PM removal control has been executed after executing step S72.

  As described above, by notifying the passenger that the PM removal control was executed during the unmanned automatic operation, the passenger feels uncomfortable and uncomfortable because the remaining fuel amount is less than the intended amount. Can be suppressed.

  The "removal control" in the embodiment of the present invention is not limited to the PM removal control described above, but is intended for catalyst regeneration control for desorbing the sulfur oxides adsorbed by the catalytic converter 44 to restore the function of the catalytic converter 44. It may be In that case, in step S1 in FIG. 4, it may be determined whether it is necessary to execute the catalyst regeneration control for removing the sulfur oxides adsorbed by the catalytic converter 44. Specifically, a light emitting portion that radiates light toward the inside of the catalytic converter 44 is provided at any position on the outer peripheral portion of the catalytic converter 44, and faces the light emitting portion of the outer peripheral portion of the catalytic converter 44. A light receiving unit for receiving the light emitted from the light emitting unit is provided at a position, and the sulfur oxide adsorbed on the catalytic converter 44 is detected from the deviation between the light amount output from the light emitting unit and the light amount received by the light receiving unit, and the detection thereof. It suffices to judge whether or not the amount of the sulfur oxide thus removed is equal to or more than a predetermined amount. Further, the catalyst regeneration control does not have to have a control for supplying oxygen to the catalytic converter 44, and thus the steps S44 and S45 may not be performed. That is, step S43 is the catalyst regeneration control. The other steps may be similar steps.

  Even when the catalyst regeneration control is targeted as described above, the same effect as the PM removal control can be obtained.

  The vehicle Ve to be controlled in the embodiment of the present invention is not limited to the vehicle Ve having the configuration shown in FIG. 1 described above. In the embodiment of the present invention, as an example, a vehicle having a configuration as shown in FIGS. 8 to 15 below can be a control target. In addition, in each vehicle Ve shown in FIGS. 8 to 15, members having the same configurations and functions as those of the vehicle Ve shown in FIG. 1 or the vehicle Ve shown in the already-explained figures are designated by the same reference numerals as those in FIG. 1 or the already-existing figures. There is.

  For example, the vehicle Ve shown in FIG. 8 is a hybrid vehicle that uses the engine 1 and the first motor 2 and the second motor 3 as power sources, like the vehicle Ve shown in FIG. 1 described above. In the vehicle Ve shown in FIG. 1 described above, the engine 1 is connected to the input element of the power split mechanism 4, the first motor 2 is connected to the reaction element, and the output member 5 and the second motor 3 are connected to the output element. The hybrid vehicle has a configuration that can be referred to as a so-called input split system. On the other hand, in the vehicle Ve shown in FIG. 8, the engine 1 and the second motor 3 are connected to the input element of the power split mechanism 4, the first motor 2 is connected to the reaction element, and the output member 5 is connected to the output element. It is a hybrid vehicle having a configuration that can be referred to as a so-called output split system in which are connected.

  The vehicle Ve shown in FIG. 9 is a hybrid vehicle that uses the engine 1 and the first motor 2 and the second motor 3 as power sources, like the vehicle Ve shown in FIG. 1 described above. Further, the power split mechanism 50, the output member 5, the drive wheels 6, and the controller 8 are provided. The power split mechanism 50 is configured by, for example, a compound planetary gear mechanism that is a combination of two planetary gear mechanisms, and has four rotating elements including an input element and an output element. The engine 1 is connected to the input element of the power split mechanism 50, and the drive wheels 6 are connected to the output element via the output member 5. The first motor 2 and the second motor 3 are connected to the remaining two rotating elements, respectively. The power split mechanism 50 is provided with an engagement mechanism (not shown) such as a clutch that switches the coupling relationship between the rotating elements of the compound planetary gear mechanism or a brake that restricts rotation as described above. It also has a function as a speed change mechanism that changes the speed change ratio between the input element and the output element by controlling. Therefore, the vehicle Ve shown in FIG. 9 is a hybrid vehicle having a configuration that can be referred to as a so-called composite split system.

  A vehicle Ve shown in FIGS. 10, 11, and 12 is a so-called parallel hybrid type hybrid vehicle, and includes an engine 1 and a motor (MG) 51 as power sources. Further, the transmission 52, the output member 5, the drive wheels 6, and the controller 8 are provided. The motor 51 is a motor / generator having a power generation function, like the first motor 2 and the second motor 3 described above. The transmission 52 is an automatic transmission capable of setting a plurality of shift speeds or continuously changing the gear ratio. In the vehicle Ve shown in FIG. 10, the engine 1 is connected to the input side of the transmission 52, and the output member 5 and the motor 51 are connected to the output side of the transmission 52. In the vehicle Ve shown in FIGS. 11 and 12, the engine 1 and the motor 51 are connected to the input side of the transmission 52, and the drive wheels 6 are connected to the output side of the transmission 52 via the output member 5. Further, the vehicle Ve shown in FIG. 12 is provided with a clutch 53 for cutting off power transmission between the engine 1 and the transmission 52.

  The vehicle Ve shown in FIG. 13 is a so-called series hybrid type hybrid vehicle, and includes an engine (ENG) 61, a first motor (MG1) 62, and a second motor (MG2) 63 as power sources. Further, the output member 5, the drive wheel 6, and the controller 8 are provided. The engine 61 is an internal combustion engine such as a gasoline engine or a diesel engine, like the engine 1 described above. The first motor 62 and the second motor 63 are motor generators having a power generation function, like the first motor 2 and the second motor 3 described above. The first motor 62 may be a generator having only a power generation function. In the vehicle Ve shown in FIG. 13, the engine 61 and the first motor 62 are connected. Therefore, the first motor 62 can be driven by the output of the engine 61, and the first motor 62 can generate electric power. Further, the second motor 62 and the drive wheel 6 are connected via the output member 5. The first motor 62 and the second motor 63 are electrically connected to each other, for example, via the battery 7, an inverter, or a converter (neither is shown). Therefore, the electric power generated by the first motor 62 can be supplied to the second motor 63 to drive the second motor 63.

  The vehicle Ve shown in FIG. 14 includes an engine 61, a first motor 62, and a second motor 63 as power sources, similar to the vehicle Ve shown in FIG. Further, the output member 5, the drive wheel 6, and the controller 8 are provided. Further, a clutch 64 that selectively connects the engine 61 and the output member 5 is provided. That is, the vehicle Ve shown in FIG. 14 is provided with the clutch 64 in addition to the configuration of the vehicle Ve shown in FIG. In the state where the clutch 64 is released, the vehicle functions as a so-called series hybrid type hybrid vehicle in the same manner as the vehicle Ve shown in FIG. 13, and when the clutch 64 is engaged, it functions as a so-called parallel hybrid type hybrid vehicle. .

  The vehicle Ve shown in FIG. 15 includes an engine 71 as a power source. Further, the transmission 72, the output member 5, the drive wheels 6, and the controller 8 are provided. The engine 71 is an internal combustion engine such as a gasoline engine or a diesel engine, like the engine 1 and the engine 61 described above. The transmission 72 is an automatic transmission capable of setting a plurality of shift speeds or continuously changing the gear ratio. In the vehicle Ve shown in FIG. 15, the engine 71 is connected to the input side of the transmission 72, and the output member 5 is connected to the output side of the transmission 72. That is, the vehicle Ve shown in FIG. 15 is not a hybrid vehicle but a conventional general vehicle (engine vehicle) that uses only the engine 71 as a driving force source. In the embodiment of the present invention, not only the hybrid vehicle but also an engine vehicle such as the vehicle Ve shown in FIG. 15 can be a control target.

  1, 61, 71 ... Engine, 2, 3, 51, 62, 63 ... Motor, 8 ... Controller, 35 ... Purification device, 44 ... Catalytic converter, 46 ... Filter, Ve ... Vehicle.

Claims (3)

An engine that outputs power by burning fuel and a purifying device that purifies the exhaust gas of the engine are provided, and it is possible to travel in an automatic operation in which the driving operation is automatically controlled without a human being. In a control device for a vehicle capable of executing a removal control for removing a deposit that reduces the purification performance of the device from the purification device,
It said vehicle further includes a notifying means for notifying that it has performed the removal control the tower multiplication's,
The control device includes a controller that controls the vehicle,
The controller is
To determine the presence or absence of the tower ride's car,
Only when the unmanned automatic driving traveling in which the passenger does not exist, while performing the removal control,
After the removal control is executed during the unmanned automatic driving, when the passenger is boarded in the vehicle, the notification means notifies the passenger that the removal control is executed during the unmanned automatic driving. A vehicle control device characterized by the above.
An engine that outputs power by burning fuel and a purifying device that purifies the exhaust gas of the engine are provided, and it is possible to travel in an automatic operation in which the driving operation is automatically controlled without a human being. In a control device for a vehicle capable of executing a removal control for removing a deposit that reduces the purification performance of the device from the purification device,
A controller for controlling the vehicle,
The controller is
Judging the presence of passengers in the car,
Create a target route from the starting point to the destination,
During unmanned automatic driving in which the passenger does not exist, it is determined whether or not the removal control can be executed when traveling on the target route,
When the removal control cannot be executed by traveling on the target route, another target route from the start point to the destination point where the removal control can be executed is created, and the target route is different from the other target route. Rewrite to the target route,
Control device for a vehicle, characterized in that the passenger only when running before Symbol target route rewritten to the other target route that by the unmanned automatic operation does not exist, executes the removal control.
An engine that outputs power by burning fuel and a purifying device that purifies the exhaust gas of the engine are provided, and it is possible to travel in an automatic operation in which the driving operation is automatically controlled without a human being. In a control device for a vehicle capable of executing a removal control for removing a deposit that reduces the purification performance of the device from the purification device,
The vehicle further includes at least one of a sensor and a camera that detects a situation around the vehicle,
The control device includes a controller that controls the vehicle,
The controller is
Determine whether there is a passenger in the car, and
There is no person or animal around the vehicle based on the detection data of at least one of the sensor and the camera, and there is no vehicle in the residential area, and in a closed space. Determine that there is no vehicle,
During unmanned automatic driving without the passenger, and there is no person or the animal around the vehicle and the vehicle does not exist in the residential area, and the vehicle is in the closed space. A control device for a vehicle, wherein the removal control is executed only when there is not any.

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