Vehicle control device

Abstract

This invention relates to a vehicle control device. The vehicle includes an internal combustion engine. The internal combustion engine has an exhaust passage and a filter for capturing particulate matter contained in the exhaust. The vehicle includes a cooling fan for circulating air around the radiator and around the filter. The vehicle control device performs a process to calculate the amount of PM buildup. The control device performs a regeneration process when the PM buildup exceeds a predetermined amount. The regeneration process regenerates the filter by burning the particulate matter trapped in the filter. The control device performs a fan-driven process to drive the cooling fan. When performing the regeneration process, the control device performs the fan-driven process regardless of the coolant temperature, provided that the vehicle speed is lower than a predetermined speed.

Description

TECHNICAL FIELD

[0001] The present application relates to a control device of a vehicle. BACKGROUND

[0002] The vehicle described in Japanese Patent Application Publication No. 2006-083817 is provided with an internal combustion engine. The internal combustion engine has an exhaust passage through which exhaust gas flows and a filter that traps particulate matter contained in the exhaust gas flowing through the exhaust passage. In addition, the control device of the vehicle described in Japanese Patent Application Publication No. 2006-083817 performs a regeneration process that regenerates the filter by combusting the particulate matter trapped in the filter.

[0003] The vehicle described in Japanese Patent Application Publication No. H8-232658 is provided with a radiator that cools the cooling water of an internal combustion engine and a cooling fan that causes air to flow around the radiator. The control device of the vehicle described in Japanese Patent Application Publication No. H8-232658 drives the cooling fan when the temperature of the cooling water is equal to or higher than a predetermined temperature. SUMMARY

[0004] In the vehicle described in Japanese Patent Application Publication No. 2006-083817, if the regeneration process of the filter is performed, the temperature of the filter rises. At this time, in order to prevent the temperature of the filter from excessively rising, it is preferable that air around the filter not stagnate but flow. However, in the control of the cooling fan described in Japanese Patent Application Publication No. H8-232658, the cooling fan is sometimes stopped even if the temperature of the cooling water is lower than the predetermined temperature. Thus, if the control technology of the cooling fan of Japanese Patent Application Publication No. H8-232658 is directly applied to the vehicle of Japanese Patent Application Publication No. 2006-083817, air around the filter does not flow during the regeneration process of the filter, and the filter can overheat.

[0005] To solve the above problems, the present application is a control device for a vehicle, which is a control device for controlling a vehicle that includes an internal combustion engine having an exhaust passage through which exhaust gas flows and a filter that traps particulate matter included in the exhaust gas, a radiator that cools coolant water of the internal combustion engine, and a cooling fan that causes air to flow around the radiator and around the filter, wherein the control device executes: a deposit amount calculation process that calculates a deposit amount of the particulate matter trapped in the filter, i.e., a PM deposit amount; a regeneration process that is executed on the condition that the PM deposit amount exceeds a predetermined prescribed amount, and regenerates the filter by combusting the particulate matter trapped in the filter; and a fan drive process that drives the cooling fan when a temperature of the coolant water, i.e., a coolant water temperature, is greater than a predetermined prescribed water temperature, and executes the fan drive process regardless of the coolant water temperature on the condition that a speed of the vehicle, i.e., a vehicle speed, is less than a predetermined prescribed speed in the case where the regeneration process is executed.

[0006] According to the above configuration, in the regeneration process in which the temperature of the filter rises, the fan drive process is executed even when the coolant water does not need to be cooled in a situation in which it is difficult to cause air around the filter to flow by driving wind. Thus, air around the filter flows, and overheating of the filter can be suppressed.

[0007] In the above control device for a vehicle, the regeneration process can include a forced regeneration process that is executed on the condition that the PM deposit amount exceeds an upper limit amount that is predetermined as a value larger than the prescribed amount, the vehicle speed is less than the prescribed speed, and a request signal from outside of the vehicle is received, and the fan drive process is executed regardless of the coolant water temperature and the temperature of the filter in the case where the forced regeneration process is executed.

[0008] According to the above configuration, the fan drive process is executed regardless of the temperature of the filter in the case where the forced regeneration process is executed. Thus, cooling of the filter can be started before the temperature of the filter becomes excessively high. By starting cooling in a state in which the temperature of the filter is not excessively high, the temperature of the filter can be prevented from becoming excessively high. As a result, heat can be prevented from being excessively retained around the filter. In addition, even if the temperature of the filter is assumed to rise, the temperature of the filter can be prevented from reaching a temperature that adversely affects the function of the filter, and thus a situation in which heat continues to be excessively retained around the filter can be eliminated as soon as possible.

[0009] In the control device for the vehicle described above, the regeneration processing can further include a spontaneous regeneration processing that is performed by the vehicle autonomously without depending on a request signal from outside of the vehicle, and in a case where the spontaneous regeneration processing is performed, the fan drive processing is executed irrespective of the cooling water temperature, with the condition that the vehicle speed is lower than the prescribed speed and the temperature of the filter exceeds a predetermined prescribed temperature.

[0010] In the above-described configuration, the PM accumulation amount when the spontaneous regeneration processing is performed is likely to be less than the PM accumulation amount when the forced regeneration processing is performed. Reflecting this difference in the PM accumulation amount, the amount of heat generation in the filter when the spontaneous regeneration processing is performed is less than the amount of heat generation in the filter when the forced regeneration processing is performed. If the spontaneous regeneration processing is thus a processing in which the amount of heat generation in the filter is small, even if the cooling fan is driven only when the temperature of the filter exceeds the prescribed temperature, the filter is rapidly cooled. Also, by limiting the driving of the cooling fan, the energy consumption accompanying the driving of the cooling fan is suppressed.

[0011] In the control device for the vehicle described above, the cooling fan can have a fan main body and a motor that drives the fan main body, and the control device can execute a motor failure determination processing that determines the presence or absence of a failure of the motor, and in a case where it is determined in the motor failure determination processing that the motor is in a failure state, the fan drive processing and the forced regeneration processing can be prohibited.

[0012] According to the above-described configuration, the fan drive processing is executed after it is determined by the motor failure determination processing that the motor is not in a failure state. Thus, even in a case where the forced regeneration processing is executed assuming that a request signal from outside of the vehicle is input, in a case where it is determined that the motor is in a failure state, the fan drive processing is not executed. Thus, in such a case, it is possible to avoid imposing an excessive load on the motor of the cooling fan.

[0013] In the control device for the vehicle described above, the forced regeneration processing can be executed after the fan drive processing is started.

[0014] According to the above-described configuration, the fan drive processing is executed before the forced regeneration processing is executed. Thus, by driving the cooling fan before the temperature of the filter rises, it is possible to start cooling the periphery of the filter. Thus, even if the temperature of the filter rises, by sending air to the periphery of the filter, the heat of the filter is easily expelled from the periphery of the filter in succession. Thus, it is possible to avoid the heat remaining in the periphery of the filter. BRIEF DESCRIPTION OF DRAWINGS

[0015] The features, advantages, and technical and industrial significance of exemplary embodiments of the application will be described in the following detailed description of non-limiting embodiments with reference to the accompanying drawings, in which like numerals refer to like elements throughout the various figures. The embodiments are not limiting; they are provided so as to illustrate only a few possible forms that the application might take.

[0016] Figure 1 It is a diagram showing the general structure of a vehicle.

[0017] Figure 2 This is a flowchart illustrating the processes related to fan drive processing.

[0018] Figure 3 This is a flowchart illustrating the processes involved in calculating the amount of stock.

[0019] Figure 4 This is a flowchart illustrating the processes related to spontaneous regeneration and fan drive processes.

[0020] Figure 5 This is a flowchart illustrating the processes related to forced regeneration and fan drive processes. Detailed Implementation

[0021] Hereinafter, one embodiment of the vehicle control device will be described with reference to the accompanying drawings.

[0022] (Overall composition of the vehicle)

[0023] First, the overall configuration of the vehicle to which the vehicle control device is applicable will be explained.

[0024] like Figure 1 As shown, vehicle 10 includes an internal combustion engine 20. The internal combustion engine 20 includes a cylinder block 21, a cylinder head 22, a piston 23, and a cylinder 24. The cylinder 24 is a cylindrical space defined inside the cylinder block 21. Both ends of the cylinder 24 open outwards from the cylinder block 21 along its central axis. The piston 23 is disposed in the cylinder 24. The top surface of the piston 23 faces the first end of the cylinder 24 along its central axis. The cylinder head 22 is connected to the cylinder block 21. The outer surface of the cylinder head 22 has a recess 25. The recess 25 faces the cylinder 24 along its central axis. The combustion chamber R is defined by the wall of the cylinder block 21 defining the cylinder 24, the wall of the recess 25, and the top surface of the piston 23.

[0025] The internal combustion engine 20 has a connecting rod 26 and a crankshaft 27. The connecting rod 26 is connected to the piston 23. The connecting rod 26 extends in the opposite direction to the cylinder head 22, separated from the piston 23. The crankshaft 27 is connected to the connecting rod 26. The connecting rod 26 and the crankshaft 27 convert the reciprocating linear motion of the piston 23 into rotational motion.

[0026] The cylinder head 22 has an intake passage (intake port) 28. The intake passage 28 is a space defined inside the cylinder head 22. The first end of the intake passage 28 opens toward the recess 25. The second end of the intake passage 28 opens toward the outside of the cylinder head 22.

[0027] The cylinder head 22 has an exhaust passage (exhaust port) 29. The exhaust passage 29 is a space partitioned inside the cylinder head 22. The first end of the exhaust passage 29 opens toward the recess 25. The second end of the exhaust passage 29 opens toward the outside of the cylinder head 22.

[0028] The internal combustion engine 20 has an intake valve 30 and an exhaust valve 31. The intake valve 30 is a valve that opens and closes the first end of the intake passage 28. The exhaust valve 31 is a valve that opens and closes the first end of the exhaust passage 29.

[0029] In addition, Figure 1 In the illustration, only one set of the combustion chamber R and the configuration associated with the combustion chamber R is shown, but the internal combustion engine 20 has multiple sets of these configurations.

[0030] The internal combustion engine 20 has an intake passage 41 for drawing in outside air. The intake passage 41 is connected to the second end of the intake manifold 28. The intake passage 41 houses a throttle valve 42. The throttle valve 42 adjusts the flow rate of air flowing in the intake passage 41, i.e., the intake air volume GA, by changing the throttle valve opening. The air drawn in from the intake passage 41 flows into the combustion chamber R through the intake manifold 28.

[0031] The internal combustion engine 20 is equipped with an intake manifold injection valve 44. The intake manifold injection valve 44 is mounted on the cylinder head 22. Therefore, the intake manifold injection valve 44 is located in the portion of the intake passage 41 downstream of the throttle valve 42. The intake manifold injection valve 44 injects fuel into the intake manifold 28.

[0032] The internal combustion engine 20 is equipped with a spark plug 45. The spark plug 45 is installed in the cylinder head 22. The spark plug 45 is located between the intake manifold 28 and the exhaust manifold 29. The spark plug 45 ignites the air-fuel mixture introduced into the combustion chamber R using a spark.

[0033] The internal combustion engine 20 has an exhaust passage 51 for the flow of exhaust gas generated by combustion in the combustion chamber R. The exhaust passage 51 is connected to the second end of the exhaust duct 29.

[0034] The internal combustion engine 20 is equipped with a three-way catalytic converter 52. The three-way catalytic converter 52 is located in the middle of the exhaust passage 51. The three-way catalytic converter 52 purifies hydrocarbons, carbon monoxide, and nitrogen oxides contained in the exhaust. In addition, the three-way catalytic converter 52 has oxygen storage capacity.

[0035] The internal combustion engine 20 is equipped with a filter 53. The filter 53 is located downstream of the three-way catalytic converter 52 in the exhaust passage 51. The filter 53 traps particulate matter contained in the exhaust.

[0036] Vehicle 10 is equipped with a cooling device 60. The cooling device 60 is used to adjust the temperature of the air inside the vehicle using a refrigerant. The refrigerant may be, for example, carbon dioxide or Freon. The cooling device 60 includes a condenser 61, an evaporator 62, and a compressor 63. The condenser 61 cools the refrigerant, causing it to liquefy. The evaporator 62 vaporizes the refrigerant liquefied by the condenser 61, thereby cooling the air. The compressor 63 compresses the vaporized refrigerant from the evaporator 62 with insulation and supplies it to the condenser 61. Furthermore, the air cooled by the evaporator 62 is blown out of an outlet inside the vehicle as cooling air.

[0037] Vehicle 10 is equipped with a cooling system 70 for an internal combustion engine 20. The cooling system 70 includes a radiator 71, an inlet passage 72, and an outlet passage 73. Although not shown in the figure, cooling water passing through the radiator 71 flows through the inlet passage 72 to the water jacket of the internal combustion engine 20 via a water pump provided in the cooling system 70. Cooling water passing through the water jacket of the internal combustion engine 20 returns to the radiator 71 through the outlet passage 73.

[0038] The cooling water passing through radiator 71 is facilitated to exchange heat with the air. As a result, the heat of the cooling water passing through radiator 71 is dissipated. Consequently, the temperature of the cooling water passing through radiator 71 decreases.

[0039] Vehicle 10 is equipped with a cooling fan 80. The cooling fan 80 is a fan used to circulate air around the condenser 61 and radiator 71. The cooling fan 80 has a fan body 81 and a motor 82 that drives the fan body 81. The fan body 81 blows air in a certain direction by rotating. The motor 82 is driven by a power supply from a battery (not shown).

[0040] Furthermore, the cooling fan 80 is located in the same engine compartment as the filter 53. Therefore, when the cooling fan 80 is activated, airflow is generated within the engine compartment. A portion of the air blown out by the cooling fan 80 reaches the filter 53, agitating the air around the filter 53. In other words, the cooling fan 80 is also a fan used to circulate air around the filter 53.

[0041] Vehicle 10 is equipped with a crankshaft angle sensor 91. The crankshaft angle sensor 91 is located near the crankshaft 27. The crankshaft angle sensor 91 detects the rotational phase SC of the crankshaft 27.

[0042] Vehicle 10 is equipped with an air flow meter 92. The air flow meter 92 is located upstream of the intake passage 41 as viewed from the throttle valve 42. The air flow meter 92 detects the flow rate of air flowing in the intake passage 41, i.e., the intake air volume GA. In addition, the air flow meter 92 detects the temperature of the air drawn into the internal combustion engine 20, i.e., the intake air temperature TI.

[0043] Vehicle 10 is equipped with an air-fuel ratio sensor 93. The air-fuel ratio sensor 93 is located upstream of the three-way catalytic converter 52 in the exhaust passage 51. The air-fuel ratio sensor 93 detects the oxygen concentration of the exhaust gas flowing in the exhaust passage 51, i.e., the air-fuel ratio AF of the mixture.

[0044] Vehicle 10 is equipped with an exhaust temperature sensor 94. The exhaust temperature sensor 94 is located between the three-way catalytic converter 52 and the filter 53 in the exhaust passage 51. The exhaust temperature sensor 94 detects the temperature of the exhaust gas flowing out of the three-way catalytic converter 52, i.e., the exhaust temperature TO.

[0045] Vehicle 10 is equipped with a refrigerant pressure sensor 95. The refrigerant pressure sensor 95 detects the refrigerant pressure P of the refrigerant flowing between the condenser 61 and the evaporator 62 of the cooling device 60.

[0046] Vehicle 10 is equipped with a vehicle speed sensor 96. The vehicle speed sensor 96 detects the driving speed of vehicle 10, i.e., vehicle speed V.

[0047] Vehicle 10 is equipped with a coolant temperature sensor 97. The coolant temperature sensor 97 is installed near the radiator 71 in the outlet passage 73. The coolant temperature sensor 97 detects the temperature of the coolant cooling the internal combustion engine 20, i.e., the coolant temperature WT.

[0048] Vehicle 10 is equipped with a control device 100. The control device 100 sets vehicle 10 as the controlled object. The control device 100 obtains a signal indicating the rotational phase SC of crankshaft 27 from crankshaft angle sensor 91. The control device 100 obtains signals indicating the intake air volume GA and intake air temperature TI from airflow meter 92. The control device 100 obtains a signal indicating the air-fuel ratio AF from air-fuel ratio sensor 93. The control device 100 obtains a signal indicating the temperature of the exhaust gas flowing from three-way catalytic converter 52, i.e., exhaust temperature TO, from exhaust temperature sensor 94.

[0049] The control device 100 obtains a signal indicating refrigerant pressure P from the refrigerant pressure sensor 95. The control device 100 obtains a signal indicating vehicle speed V from the vehicle speed sensor 96. The control device 100 obtains a signal indicating coolant temperature WT from the coolant temperature sensor 97.

[0050] The control device 100 includes a CPU 101, peripheral circuitry 102, ROM 103, storage device 104, and bus 105. Bus 105 connects the CPU 101, peripheral circuitry 102, ROM 103, and storage device 104 in a manner enabling communication between them. Peripheral circuitry 102 includes circuitry for generating clock signals that define internal operations, power supply circuitry, reset circuitry, etc. ROM 103 pre-stores various programs for the CPU 101 to perform various controls. The CPU 101 executes the various programs stored in ROM 103 to control the vehicle 10, specifically the internal combustion engine 20 and the cooling fan 80.

[0051] (Regarding fan drive processing for cooling radiators)

[0052] CPU 101 executes fan drive processing to drive cooling fan 80. As described above, cooling fan 80 is a fan used to circulate air around heatsink 71. Therefore, CPU 101 executes fan drive processing to cool heatsink 71.

[0053] CPU 101 repeatedly executes the program stored in ROM 103 for cooling heat sink 71 at predetermined intervals. Thus, Figure 2 The series of processes shown is executed repeatedly. That is, Figure 2 The series of processes shown are implemented by the CPU 101 repeatedly executing, for example, a program for cooling the heat sink 71 stored in the ROM 103 at predetermined cycles.

[0054] Specifically, after the CPU 101 starts the program for cooling the radiator 71, it first executes step S11. In step S11, the CPU 101 determines whether the temperature of the cooling water for cooling the internal combustion engine 20, i.e., the cooling water temperature WT, is above a predetermined specified water temperature WTC. The specified water temperature WTC is the temperature at which the cooling water needs to be cooled in order to cool the internal combustion engine 20, and is determined in advance through experiments and simulations. The specified water temperature WTC is, for example, 95°C.

[0055] If the CPU determines that the cooling water temperature WT is lower than the specified water temperature WTC (S11: No), the CPU 101 terminates the current series of processes. On the other hand, if the CPU determines that the cooling water temperature WT is higher than the specified water temperature WTC (S11: Yes), the CPU 101 causes the process to proceed to step S12.

[0056] In step S12, CPU 101 executes fan drive processing to drive cooling fan 80. This causes air to circulate around heatsink 71, cooling the water within heatsink 71. Afterward, CPU 101 proceeds to step S13.

[0057] In step S13, CPU 101 determines whether the coolant temperature WT is lower than the specified coolant temperature WTC. If the coolant temperature WT is higher than the specified coolant temperature WTC (S13: No), CPU 101 repeats step S13. That is, the fan drive process continues until the coolant temperature WT is lower than the specified coolant temperature WTC.

[0058] On the other hand, if the cooling water temperature WT is lower than the specified water temperature WTC (S13: Yes), the CPU101 terminates the fan drive process. After that, the CPU101 ends the current series of processes.

[0059] (Regarding the calculation and processing of accumulation and various processing methods corresponding to PM accumulation)

[0060] CPU 101 performs a calculation process to determine the amount of particulate matter (PM) collected in filter 53, i.e., PM accumulation amount DA. Furthermore, based on the PM accumulation amount DA calculated through the accumulation amount calculation process, CPU 101 performs operation processing for the regeneration request flag F and notification processing for the regeneration request. This series of processes and their steps are explained below.

[0061] CPU 101 repeatedly executes the program stored in ROM 103 for determining PM accumulation amount DA at predetermined intervals. Thus, Figure 3 The series of processes shown is executed repeatedly. That is, Figure 3 The series of processes shown are implemented by the CPU 101 repeatedly executing, for example, a program stored in ROM 103 for determining the PM accumulation amount DA at predetermined cycles.

[0062] Specifically, after the CPU 101 starts the program for determining the PM accumulation amount DA, it first executes step S21. In step S21, the CPU 101 performs an accumulation amount calculation process. In the accumulation amount calculation process, the CPU 101 calculates the PM accumulation amount DA by repeatedly calculating the PM generation amount and PM regeneration amount and updating the PM accumulation amount DA. Specifically, the CPU 101 calculates the latest PM accumulation amount DA by adding the difference obtained from subtracting the PM regeneration amount from the PM generation amount to the value of the PM accumulation amount DA before the update, and then updates the PM accumulation amount DA.

[0063] PM generation is the amount of particulate matter generated by the combustion of the air-fuel mixture in cylinder 24. CPU 101 calculates the PM generation based on the operating status of internal combustion engine 20 (specifically, the intake air volume GA, fuel injection volume, etc.).

[0064] PM regeneration rate is the amount of particulate matter burned within filter 53. The higher the temperature of the exhaust gas flowing into filter 53, i.e., exhaust temperature TO, the higher the temperature of filter 53. Therefore, the temperature of filter 53 can be determined based on the temperature detected by exhaust temperature sensor 94. CPU 101 calculates the temperature of filter 53, i.e., filter temperature FT, using a heat budget model of filter 53 based on the flow rate of exhaust gas flowing into filter 53, exhaust temperature TO, and outside air temperature. Furthermore, the flow rate of exhaust gas flowing into filter 53 can be determined based on intake air volume GA and fuel injection volume. Additionally, the outside air temperature can be determined using intake air temperature TI detected by air flow meter 92. If oxygen-containing exhaust gas flows into filter 53 at a state where filter temperature FT is above the ignition point of particulate matter, the particulate matter accumulated in filter 53 will burn. Since oxygen is required for the combustion of particulate matter, the amount of particulate matter burned within filter 53 at this time is determined by the amount of oxygen in the exhaust gas flowing into filter 53. The oxygen concentration of the exhaust gas flowing into filter 53 can be determined based on the detection result of air-fuel ratio sensor 93. Therefore, CPU 101 calculates the PM regeneration amount based on the exhaust temperature TO detected by exhaust temperature sensor 94, the oxygen concentration (air-fuel ratio AF) detected by air-fuel ratio sensor 93, the intake air volume GA, and the fuel injection amount. After CPU 101 calculates the PM accumulation amount DA by updating the PM accumulation amount DA, the process proceeds to step S22.

[0065] Next, in step S22, it is determined whether the PM accumulation amount DA calculated in the accumulation amount calculation process is greater than a predetermined first specified amount A1. The first specified amount A1 is determined in advance by experiments and simulations, for example, as the accumulation amount of particulate matter to be eliminated by the spontaneous regeneration process described later.

[0066] If, during step S22, the CPU101 determines that the PM accumulation amount DA is below the first specified amount A1 (S22: No), the process proceeds to step S23. In step S23, the CPU101 updates the regeneration requirement flag F to "0". Afterward, the series of processes ends.

[0067] On the other hand, if the CPU 101 determines in step S22 that the PM accumulation amount DA is greater than the first predetermined amount A1 (S22: Yes), the process proceeds to step S24. In step S24, the CPU 101 updates the regeneration request flag F to "1". Then, the process proceeds to step S25. Furthermore, the regeneration request flag F is a flag indicating that the state of execution requires filter regeneration processing when it is "1". Conversely, the regeneration request flag F is a flag indicating that the state of execution does not require filter regeneration processing when it is "0". The regeneration request flag F is initially "0".

[0068] Next, in step S25, it is determined whether the PM accumulation amount DA calculated in the accumulation amount calculation process is greater than a predetermined second specified amount A2. The second specified amount A2 is predetermined as a value greater than the first specified amount A1. That is, the first specified amount A1 is determined as a value smaller than the second specified amount A2, which is the upper limit. Furthermore, the second specified amount A2 is determined as follows. For example, if the PM accumulation amount DA exceeds a certain value, it is necessary to limit the output of the internal combustion engine 20 in order to protect the filter 53 and other components. Therefore, the second specified amount A2 can be determined as a value lower than the aforementioned certain value. In other words, the second specified amount A2 is the upper limit of the PM accumulation amount DA that can guarantee the normal operation of the internal combustion engine 20.

[0069] If, during the processing in step S25, the CPU101 determines that the PM accumulation amount DA is less than or equal to the second specified amount A2 (S25: No), it terminates the series of processes.

[0070] On the other hand, if the CPU 101 determines in step S25 that the PM accumulation amount DA is greater than the second specified amount A2 (S25: Yes), the process proceeds to step S26. In step S26, the CPU 101 executes a notification process that a regeneration process is required. During the notification process, the CPU 101 displays, for example, a signal indicating that maintenance at a repair shop is required on the multi-function information display of the vehicle 10. Afterward, the CPU 101 ends the series of processes.

[0071] (Regarding recycling)

[0072] CPU 101 performs a regeneration process that regenerates filter 53 by burning the particulate matter trapped in filter 53. The regeneration process includes a forced regeneration process performed on the condition of receiving a request signal RS from external tool 200 and a spontaneous regeneration process performed by vehicle 10 spontaneously without relying on the request signal RS from external tool 200.

[0073] Additionally, during the regeneration process, the CPU 101 performs fan drive processing to activate the cooling fan 80 for the cooling filter 53, depending on the situation. The steps of the spontaneous regeneration process and the fan drive processing, as well as the steps of the forced regeneration process and the fan drive processing, will be described below.

[0074] (Regarding spontaneous regeneration processing and fan-driven processing)

[0075] CPU 101 repeatedly executes the program related to spontaneous regeneration processing stored in ROM 103 at predetermined cycles. Thus, Figure 4 The series of processes shown is executed repeatedly. That is, Figure 4The series of processes shown are implemented by the CPU 101 repeatedly executing, for example, a program related to spontaneous regeneration processing stored in the ROM 103 at predetermined cycles.

[0076] Specifically, after the CPU 101 starts the program related to the spontaneous regeneration process, the CPU 101 first executes the process in step S30. In step S30, the CPU 101 determines whether the regeneration request flag F is "1".

[0077] If the regeneration request flag F is "0" (S30: No), CPU101 terminates the current series of processes. On the other hand, if the regeneration request flag F is "1" (S30: Yes), CPU101 causes the process to proceed to step S31.

[0078] In step S31, CPU 101 determines whether the execution conditions for spontaneous regeneration processing are met. Execution conditions for spontaneous regeneration processing include, for example, accelerator operation being zero and vehicle speed V exceeding a predetermined lower speed limit. An example of the lower speed limit is a speed in km / h. If the execution conditions for spontaneous regeneration processing are not met (S31: No), CPU 101 terminates the current series of processes. On the other hand, if the execution conditions for spontaneous regeneration processing are met (S31: Yes), CPU 101 proceeds to step S32.

[0079] In step S32, CPU 101 initiates a spontaneous regeneration process. Specifically, in order to burn the particulate matter trapped in filter 53, CPU 101 executes a temperature control to raise the temperature of filter 53 above the ignition point of the particulate matter.

[0080] In the temperature control process, the CPU 101 first stops the spark ignition of the spark plug 45, thus stopping combustion in the cylinder 24. Following this, fuel injection is performed from the intake manifold injection valve 44. This causes the fuel-containing mixture to flow into the exhaust passage 51 without combustion in the cylinder 24. If unburned mixture were allowed to flow into the exhaust passage 51, it would burn within the three-way catalytic converter 52. Furthermore, in this fuel injection, only the amount of fuel that can be completely reacted in the three-way catalytic converter 52 is injected to prevent injected fuel from passing through the three-way catalytic converter 52 and being discharged downstream.

[0081] In this way, the CPU 101 injects fuel, generating heat in the three-way catalytic converter 52. Furthermore, the CPU 101 transfers the heat generated in the three-way catalytic converter 52 downstream using exhaust gas flowing through the exhaust passage 51 as a medium. If the heat generated in the three-way catalytic converter 52 is transferred to the filter 53 in this way, and the temperature of the filter 53 becomes above the ignition point of the particulate matter, then the particulate matter accumulated in the filter 53 can be burned.

[0082] Furthermore, in the fuel introduction process of the temperature control, the air-fuel mixture in cylinder 24 needs to be pumped to the exhaust passage 51 by means of a pump based on the lifting and lowering of piston 23, while combustion in cylinder 24 is stopped. Therefore, temperature control needs to be performed under conditions where the rotation of crankshaft 27 can be maintained by external power. During the inertial travel of vehicle 10, even if combustion in cylinder 24 is stopped, the rotation of crankshaft 27 can be maintained by power transmission from the wheels. Thus, CPU 101 performs temperature control, for example, by injecting fuel during the inertial travel of vehicle 10.

[0083] With the temperature control complete, if air is introduced into the filter 53 by the action of a pump based on the lifting and lowering of the piston 23, PM combustion occurs by supplying oxygen to the filter 53. That is, the filter regeneration process performed by the CPU 101 includes temperature control based on the fuel introduction process and subsequent oxygen supply to the filter 53. Furthermore, after a predetermined time has elapsed since the start of the spontaneous regeneration process, the CPU 101 proceeds to step S33.

[0084] In step S33, CPU 101 determines whether the filter temperature FT exceeds a predetermined temperature FTC. The predetermined temperature FTC is determined in advance through experiments and simulations as the temperature above the ignition point of particulate matter. If the filter temperature FT exceeds the predetermined temperature FTC (S33: Yes), CPU 101 causes the process to proceed to step S34.

[0085] In step S34, CPU 101 determines whether the vehicle speed V is less than a predetermined first specified speed V1. If the vehicle speed V is less than the first specified speed V1 (S34: Yes), CPU 101 proceeds to step S35. Furthermore, the first specified speed V1 is the speed at which the driving airflow is obtained by the vehicle 10 during travel, provided that the filter 53 has been heated through the spontaneous regeneration process, up to a point where excessive heat is not applied to the components surrounding the filter 53. This speed is determined in advance through testing and simulation. For example, the first specified speed V1 is determined to be 10 km / h.

[0086] In step S35, CPU 101 executes fan drive processing to drive cooling fan 80. At this time, CPU 101 does not refer to the coolant temperature WT. That is, the fan drive processing is the process that should normally be executed when the coolant temperature WT exceeds the specified coolant temperature WTC. On the other hand, in this step S35, CPU 101 exceptionally executes fan drive processing regardless of the coolant temperature WT, based on the condition that the filter temperature FT exceeds the specified temperature FTC and the vehicle speed V is less than the first specified speed V1. Furthermore, if cooling fan 80 is driven, the airflow from cooling fan 80 reaches filter 53. After starting the fan drive processing, CPU 101 proceeds to step S36.

[0087] In step S36, CPU 101 determines whether the termination condition for the spontaneous regeneration process is met. The termination condition for the spontaneous regeneration process may be, for example, that the start condition for the spontaneous regeneration process is not met, or that the PM regeneration amount in this spontaneous regeneration process exceeds a certain amount. If the termination condition for the spontaneous regeneration process is not met (S36: No), CPU 101 repeats step S36. That is, CPU 101 continues fan drive processing until the spontaneous regeneration process ends.

[0088] On the other hand, if the termination condition of the spontaneous regeneration process is met (S36: Yes), the CPU 101 terminates the execution of the spontaneous regeneration process and proceeds to step S37. In step S37, the CPU 101 terminates the execution of the fan drive process. Afterwards, the CPU 101 proceeds to step S39.

[0089] If the filter temperature FT is below the specified temperature FTC in step S33 (S33: No), CPU 101 causes the process to proceed to step S38. Additionally, if the vehicle speed V is above the first specified speed V1 in step S34 (S34: No), CPU 101 causes the process to proceed to step S38.

[0090] In step S38, CPU 101 determines whether the termination condition of the spontaneous regeneration process is met. If the termination condition of the spontaneous regeneration process is not met (S38: No), CPU 101 returns the process to step S33. On the other hand, if the termination condition of the spontaneous regeneration process is met (S38: Yes), CPU 101 terminates the execution of the spontaneous regeneration process and proceeds to step S39.

[0091] In step S39, CPU 101 updates the regeneration request flag F to "0". Afterward, CPU 101 terminates the series of processes. Furthermore, in this embodiment, even assuming the notification process in step S26 was performed, the signal displayed on the multifunction information display is not extinguished due to the execution of the spontaneous regeneration process.

[0092] (Regarding forced regeneration and fan-driven processing)

[0093] CPU 101 performs a forced regeneration process that forcibly regenerates filter 53 by burning the particulate matter trapped in filter 53. CPU 101 performs the forced regeneration process upon receiving a request signal RS from outside the vehicle 10. For example, if an external tool 200 located outside the vehicle 10 in a repair shop inputs a request signal RS to control device 100, control device 100 receives the request signal RS. Additionally, along with the forced regeneration process, CPU 101 performs a fan-driven process that drives the cooling fan 80 to cool filter 53. This series of processes and steps will be explained.

[0094] When CPU 101 receives a request signal RS from external tool 200, it executes a program stored in ROM 103 related to the forced regeneration process. Figure 5 The series of processes shown are executed. That is, Figure 5 The series of processes shown are implemented by CPU 101 executing a program related to forced regeneration processing stored in ROM 103.

[0095] Specifically, after the CPU 101 starts the program related to forced regeneration, it first executes step S41. In step S41, the CPU 101 determines whether the vehicle speed V is less than a predetermined second specified speed V2. The second specified speed V2 is a value less than the first specified speed V1, for example, determined to be 3 km / h. That is, in step S41, the CPU 101 determines whether the vehicle 10 is stopped or in a state equivalent to being stopped. If the vehicle speed V is greater than or equal to the second specified speed V2 (S41: No), the CPU 101 ends the current series of processes.

[0096] On the other hand, if the vehicle speed V is less than the second specified speed V2 (S41: Yes), the CPU 101 proceeds to step S42. In step S42, the CPU 101 performs motor fault determination processing to determine whether a fault exists in the motor 82 of the cooling fan 80. Specifically, the CPU 101 determines whether the motor 82 is frozen; if frozen, it is determined to be faulty. On the other hand, if the motor 82 is not frozen, it is determined to be faultless.

[0097] More specifically, after initiating the motor fault determination process, firstly, the CPU 101 detects the refrigerant pressure P of the refrigerant flowing between the condenser 61 and the evaporator 62 as the first refrigerant pressure. Next, the CPU 101 drives the motor 82 for a predetermined time, for example, several tens of seconds. Afterward, the CPU 101 detects the refrigerant pressure P as the second refrigerant pressure. If the second refrigerant pressure is lower than the first refrigerant pressure, it is assumed that the refrigerant has been cooled due to the driving of the motor 82, and the motor 82 is determined not to be frozen. On the other hand, if the second refrigerant pressure is higher than the first refrigerant pressure, it is assumed that the motor 82 cannot be driven, and the motor 82 is determined to be frozen. Then, the CPU 101 proceeds to step S43.

[0098] In step S43, CPU 101 determines whether motor 82 can be driven based on the result of the motor fault determination process. If the result of the motor fault determination process is that motor 82 is not frozen, then CPU 101 determines that motor 82 can be driven. On the other hand, if the result of the motor fault determination process is that motor 82 is frozen, then CPU 101 determines that motor 82 cannot be driven. Furthermore, if it is determined that motor 82 can be driven (S43: Yes), CPU 101 causes the process to proceed to step S44.

[0099] In step S44, CPU 101 executes fan drive processing to drive the cooling fan 80. That is, when the vehicle speed V is less than the second predetermined speed V2, CPU 101 executes fan drive processing regardless of the coolant temperature WT, similar to the case of spontaneous regeneration processing. On the other hand, when CPU 101 executes forced regeneration processing, unlike the case of spontaneous regeneration processing, it executes fan drive processing regardless of the filter temperature FT. If the cooling fan 80 is driven, the airflow from the cooling fan 80 reaches the filter 53. After CPU 101 starts fan drive processing, the process proceeds to step S45.

[0100] In step S45, CPU 101 performs a forced regeneration process. The forced regeneration process, like the spontaneous regeneration process, includes temperature control and subsequent oxygen supply to filter 53. However, in the forced regeneration process, the amount of fuel injected during temperature control is greater than in the spontaneous regeneration process. In this embodiment, the forced regeneration process is performed at a repair shop or similar location while the vehicle 10 is not in motion, so it is acceptable even if the fuel injected during temperature control passes through the three-way catalyst 52 and is discharged downstream. Therefore, in this embodiment, the amount of fuel injected per unit time during temperature control in the forced regeneration process is greater than the amount of fuel injected per unit time during temperature control in the spontaneous regeneration process. Furthermore, at the point in time when the forced regeneration process begins in step S45, the fan drive process has already been performed in step S44. In other words, the forced regeneration process is performed after the fan drive process begins. Therefore, when the forced regeneration process is performed, the fan drive process is necessarily performed as well. Afterwards, if the forced regeneration process is completed, CPU 101 proceeds to step S46.

[0101] In step S46, CPU 101 terminates the execution of the fan drive process. Then, CPU 101 proceeds to step S47. In step S47, CPU 101 updates the regeneration request flag F to "0". Then, CPU 101 proceeds to step S48. In step S48, CPU 101 performs a notification cancellation process. Specifically, the signal displayed on the multi-function information display of vehicle 10 during the notification process is turned off. Then, CPU 101 terminates the series of processes.

[0102] If it is determined that motor 82 cannot be driven (S43: No), CPU 101 terminates the current series of processes. That is, in this case, CPU 101 disables fan drive processing and forced regeneration processing in the current series of processes.

[0103] (Regarding the function of the above-described implementation methods)

[0104] In the above embodiment, even if the PM buildup DA becomes greater than the first predetermined amount A1 due to the driving of the internal combustion engine 20 of the vehicle 10, the filter 53 is regenerated through spontaneous regeneration processing by the CPU 101. As a result, the PM buildup DA of the filter 53 decreases.

[0105] If the PM accumulation amount DA becomes larger than the first specified amount A1, and the conditions for performing spontaneous regeneration processing are not met, the PM accumulation amount DA will continue to increase. Furthermore, if the PM accumulation amount DA becomes larger than the second specified amount A2, the user will be notified by the notification process executed by the CPU 101 that maintenance at the repair shop is required.

[0106] Furthermore, in repair shops or similar locations, if vehicle 10 receives a request signal RS from external tool 200, CPU 101 performs forced regeneration processing. This reduces PM accumulation (DA).

[0107] In the case of forced regeneration processes performed in repair shops, the temperature of filter 53 tends to rise more easily compared to spontaneous regeneration processes performed while vehicle 10 is in motion. This is because the PM accumulation DA during forced regeneration is greater than that during spontaneous regeneration, resulting in greater heat generation when oxygen is supplied to filter 53 after temperature control. Furthermore, in repair shops, when vehicle 10 is not in motion, the coolant temperature WT is more likely to be below the specified temperature WTC. Moreover, from an operational efficiency perspective, in repair shops, when vehicle 10 is not in motion, it is preferable to raise the temperature of filter 53 as quickly as possible within the upper limit.

[0108] Therefore, in forced regeneration, when the cooling water temperature WT is below the specified water temperature WTC, the filter 53 is more likely to heat up to a higher temperature compared to spontaneous regeneration. If, assuming that fan-driven operation occurs after the filter temperature FT exceeds the specified temperature FTC in forced regeneration, as in spontaneous regeneration, heat from the filter 53 may excessively accumulate around it. Consequently, the heat generated from the filter 53 may adversely affect components surrounding it.

[0109] (Regarding the effects of the above implementation methods)

[0110] (1) In the above embodiment, when the vehicle speed V is less than the first predetermined speed V1, the driving air generated by the vehicle 10 cannot be sufficiently obtained. Therefore, air cannot circulate around the filter 53 by the driving air. In addition, if the coolant temperature WT is below the predetermined temperature WTC when the regeneration process is not performed, the CPU 101 basically does not perform fan drive processing. Therefore, assuming that the CPU 101 performs fan drive processing only based on the coolant temperature WT, the same applies when the regeneration process is performed: if the coolant temperature WT is below the predetermined temperature WTC, the fan drive processing is not performed.

[0111] According to the above embodiment, in the forced regeneration process of the regeneration process, when the vehicle speed V is less than the second specified speed V2, the coolant temperature WT is below the specified coolant temperature WTC. Therefore, even when cooling of the coolant is not required, the CPU 101 performs fan drive processing. This avoids the situation where the fan drive processing is not performed because the coolant temperature WT is below the specified coolant temperature WTC. Therefore, through fan drive processing, even if no airflow is available, the air around the filter 53 circulates, suppressing overheating of the filter 53.

[0112] (2) According to the above embodiment, when forced regeneration processing is performed upon receiving a request signal RS from outside the vehicle 10, fan drive processing is performed regardless of the filter temperature FT. Therefore, fan drive processing can be performed before the filter temperature FT exceeds the predetermined temperature FTC. In this way, by starting cooling of the filter 53 when the filter temperature FT is not excessively high, it is possible to prevent the filter temperature FT from becoming higher than the predetermined temperature FTC. As a result, excessive heat retention around the filter 53 can be prevented. Furthermore, even assuming the filter temperature FT reaches or exceeds the predetermined temperature FTC, it is possible to prevent the filter temperature FT from significantly exceeding the predetermined temperature FTC, thus eliminating the possibility of excessive heat retention around the filter 53 as early as possible.

[0113] (3) According to the above embodiment, when the spontaneous regeneration process is performed without relying on the external demand signal RS from the vehicle 10, the CPU 101 performs fan drive processing when the filter temperature FT exceeds the predetermined temperature FTC. The PM accumulation amount DA during spontaneous regeneration processing is more likely to be less than the PM accumulation amount DA during forced regeneration processing. Reflecting this difference in PM accumulation amount DA, the heat generated in the filter 53 during spontaneous regeneration processing is less than that during forced regeneration processing. If spontaneous regeneration processing with less heat generated in the filter 53 is performed, the periphery of the filter 53 is rapidly cooled even when the cooling fan 80 is driven only when the filter temperature FT exceeds the predetermined temperature FTC. Furthermore, by limiting the drive of the cooling fan 80, the energy consumption associated with the drive of the cooling fan 80 is also suppressed.

[0114] (4) According to the above embodiment, when performing forced regeneration processing, CPU 101 performs motor fault determination processing. Furthermore, if the motor 82 is determined to be in a faulty state during the motor fault determination processing, CPU 101 disables both fan drive processing and forced regeneration processing. Therefore, even if forced regeneration processing is performed assuming a demand signal RS from outside the vehicle 10 is input, CPU 101 will not perform fan drive processing if the motor 82 is determined to be in a faulty state. Thus, in such cases, excessive load on the motor 82 of the cooling fan 80 can be avoided. Moreover, by disabling not only fan drive processing but also forced regeneration processing, excessive heat can be avoided around the filter 53.

[0115] (5) According to the above embodiment, when performing forced regeneration processing, the CPU 101 performs fan drive processing and then performs forced regeneration processing. That is, the fan drive processing is performed before the forced regeneration processing. Therefore, by driving the cooling fan 80 before the temperature of the filter 53 rises, air can be supplied to the periphery of the filter 53. As a result, even if the filter temperature FT rises, the heat of the filter 53 can be easily and gradually dissipated from the periphery of the filter 53 by supplying air to the periphery of the filter 53. Therefore, heat retention at the periphery of the filter 53 can be avoided.

[0116] <Regarding other implementation methods>

[0117] The above-described embodiments can be implemented by modification as follows. The above-described embodiments and the following modifications can be combined with each other within the scope of technical inconsistency.

[0118] The cooling fan 80 can be any fan that can circulate air around the radiator 71 and the filter 53. For example, the cooling fan 80 does not have to be a fan used to circulate air around the condenser 61 of the cooling device 60.

[0119] The fan drive process, for example, may not always have the same intensity, provided that the output of motor 82 can be controlled. For instance, the output of motor 82 may be greater in the case of fan drive process accompanying forced regeneration compared to the case of fan drive process accompanying spontaneous regeneration. More specifically, the output of motor 82 is preferably maximized in the case of fan drive process accompanying forced regeneration. As mentioned above, heat is more easily generated in the case of forced regeneration compared to the case of spontaneous regeneration. Therefore, if the output of motor 82 is greater, the air around filter 53 can be stirred more, thereby reducing the likelihood of heat accumulating around filter 53.

[0120] The control device 100 is not limited to having a CPU 101 and a ROM 103 and performing software processing. For example, it may also include dedicated hardware circuitry (e.g., an ASIC) for hardware processing at least a portion of the software processing in the above embodiment. That is, the control device 100 may be any of the following configurations (a) to (c): (a) A processing device that executes all of the above processing according to a program and a program storage device such as a ROM that stores the program. (b) A processing device that executes a portion of the above processing according to a program, a program storage device, and dedicated hardware circuitry for performing the remaining processing. (c) A dedicated hardware circuitry for performing all of the above processing. Here, there may be multiple software execution devices and dedicated hardware circuitry that include processing devices and program storage devices.

[0121] The calculation of the accumulation amount is not limited to the examples of the above embodiments; any method that can calculate the PM accumulation amount DA is acceptable. For example, the PM accumulation amount DA can also be calculated based on the pressure difference before and after filter 53.

[0122] In both forced regeneration and spontaneous regeneration processes, fuel injection control is exemplified in the temperature control process when combustion in cylinder 24 has ceased, but it is not limited to this. For example, it could also be vibration control based on cylinder 24, fuel cut-off control for a portion of cylinders 24, or control that delays ignition timing. Furthermore, vibration control is a control that makes the air-fuel ratio in a portion of cylinders 24 richer than the stoichiometric air-fuel ratio and the air-fuel ratio in the other cylinders 24 leaner than the stoichiometric air-fuel ratio. Fuel cut-off control for a portion of cylinders 24 is a control that stops fuel supply to that portion of cylinders 24 while continuing fuel supply to the other cylinders 24. In particular, in the temperature control process of forced regeneration, when the vehicle 10 is stopped, vibration control and fuel cut-off control for a portion of cylinders 24 are preferred in order to maintain the rotation of crankshaft 27.

[0123] In the above embodiments, the amount of fuel injected during the temperature control in forced regeneration is greater per unit time than the amount of fuel injected during the temperature control in spontaneous regeneration. However, the difference between forced and spontaneous regeneration is not limited to this. For example, the temperature control time in forced regeneration may be longer than that in spontaneous regeneration, either in addition to or in lieu of this. Temperature control in forced regeneration makes it easier to achieve sufficient temperature rise compared to temperature control in spontaneous regeneration.

[0124] In the case of forced regeneration, CPU101 can perform forced regeneration at the same time as starting fan drive processing, or it can perform forced regeneration before starting fan drive processing.

[0125] When performing forced regeneration, CPU 101 may also perform fan drive processing if the filter temperature FT exceeds the specified temperature FTC. In this case, as in the modified example described above, CPU 101 may perform fan drive processing after performing forced regeneration, if the filter temperature FT exceeds the specified temperature FTC.

[0126] The second specified speed V2 can also be the same as the first specified speed V1. When the second specified speed V2 is determined in the same way as the first specified speed V1, the CPU 101 can also perform forced regeneration processing on the condition that the vehicle speed V is less than the second specified speed V2.

[0127] Motor fault diagnosis and processing is not limited to the examples of the above embodiments. In the above embodiments, the refrigerant pressure P is used to determine whether there is a fault in the motor 82, but for example, the presence or absence of a fault in the motor 82 can also be determined based on the current flowing to the motor 82.

[0128] In the above embodiments, the CPU 101 may also choose not to execute the program related to the spontaneous regeneration process. That is, the CPU 101 can execute the forced regeneration process even if it does not execute the spontaneous regeneration process.

[0129] In the above embodiments, the CPU 101 may also choose not to execute the program related to the forced regeneration process. In this case, the regeneration process includes a spontaneous regeneration process, which the CPU 101 can execute.

[0130] In the above embodiment, when the CPU 101 executes the program related to the spontaneous regeneration process, the processing step S33 can also be omitted. That is, when the CPU 101 executes the spontaneous regeneration process, it can also execute the fan drive process regardless of the filter temperature FT.

[0131] Notification processing is not limited to the examples of the above-described embodiments. For example, notification messages may also be sent to a smartphone associated with vehicle 10.

[0132] In the above embodiment, the request signal RS from outside the vehicle 10 is not limited to being sent from the external tool 200 of the repair shop. For example, the control device 100 may also have a receiving device capable of wireless communication, and the control device 100 may receive the signal from a server or the like via wireless communication.

Claims

1. A control device of a vehicle, which is a control device that takes a vehicle as a control object, the vehicle including: an internal combustion engine having an exhaust passage through which exhaust gas flows and a filter that traps particulate matter included in the exhaust gas; a radiator that cools coolant water of the internal combustion engine; and a cooling fan that causes air to flow around the radiator and around the filter, the control device executing: accumulation amount calculation processing that calculates an accumulation amount of the particulate matter trapped in the filter, that is, a PM accumulation amount; regeneration processing that is executed on the condition that the PM accumulation amount exceeds a predetermined prescribed amount, and regenerates the filter by combusting the particulate matter trapped in the filter; and fan drive processing that drives the cooling fan when a coolant water temperature, which is a temperature of the coolant water, is greater than a predetermined prescribed water temperature, the regeneration processing including forced regeneration processing that is executed on the condition that the PM accumulation amount exceeds an upper limit amount that is predetermined as a value larger than the prescribed amount, and a vehicle speed, which is a speed of the vehicle, is less than a prescribed speed related to the forced regeneration processing, and a request signal from outside of the vehicle is received, in a case where the forced regeneration processing is executed, the fan drive processing is executed regardless of the coolant water temperature and a temperature of the filter, the prescribed speed related to the forced regeneration processing is 3 km / h, the regeneration processing further includes spontaneous regeneration processing that is executed spontaneously by the vehicle without depending on the request signal from outside of the vehicle, in a case where the spontaneous regeneration processing is executed, the fan drive processing is executed regardless of the coolant water temperature on the condition that the vehicle speed is less than a prescribed speed related to the spontaneous regeneration processing and the temperature of the filter exceeds a predetermined prescribed temperature, and the prescribed speed related to the spontaneous regeneration processing is 10 km / h.

2. The control device of the vehicle according to claim 1, the cooling fan having a fan body and a motor that drives the fan body, the control device executing motor failure determination processing that determines whether or not the motor is in a failure state, in a case where it is determined in the motor failure determination processing that the motor is in the failure state, the fan drive processing and the forced regeneration processing are prohibited.

3. The control device of the vehicle according to claim 1 or 2, the forced regeneration processing being executed after the fan drive processing is started. ​ wherein ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​

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