KR102082431B1 - Vehicle and method for controlling the same - Google Patents

Abstract

According to the present invention, a vehicle includes: a vehicle speed detection unit for detecting a speed of the vehicle; and a control unit which calculates the expected driving speed of the vehicle based on the detected vehicle speed, calculates driving energy based on the calculated estimated driving speed, and determines a gasoline particulate filter (GPF) heating time and a gasoline particulate filter (GPF) regeneration time based on the calculated driving energy. The present invention prevents damage to the filter due to excessive soot in the GPF filter.

Description

Vehicle and method for controlling the vehicle {Vehicle and method for controlling the same}

The present invention relates to a vehicle for reducing soot during combustion and a control method thereof.

A vehicle is a machine that drives a wheel and moves up the road.

These vehicles generate mechanical power by burning petroleum fuels such as gasoline and diesel, and use the mechanical power to drive internal combustion engine vehicles (general engine vehicles) and electricity to reduce fuel consumption and harmful gas emissions. It includes an eco-friendly vehicle that runs by.

The eco-friendly vehicle includes a battery and a motor that is a rechargeable power source, an electric vehicle that rotates the motor with electricity stored in the battery and drives the wheel by using the rotation of the motor, and includes an engine, a battery, and a motor. The hybrid vehicle and the hydrogen fuel cell vehicle which drive by controlling electric power and electric power of a motor are included.

The hybrid vehicle may be driven in an electric vehicle (EV) mode using only the power of a motor, or may be driven in a hybrid electric vehicle (HEV) mode using an engine power and a motor power, or the same as the HEV mode, but additionally externally Some environmental vehicles operate in the Plug-in Hybrid Electir Vehicle (PHEV) mode, which is capable of driving under the supplied condition.

In the case of such environmental vehicles, gasoline direct injection (GDI) is generally used to maximize fuel efficiency. The direct injection gasoline engine is an engine type in which gasoline is directly injected and combusted in a cylinder filled with air in advance.

However, in the case of a direct injection gasoline engine (GDI engine), there is a disadvantage that a lot of soot occurs during combustion, so to improve the soot generated by combustion using gasoline particulate filter technology (GPF) Techniques for storing them in filters and burning them when certain conditions are met are being studied. At this time, when the temperature reaches a certain temperature, burning soot is called GPF regeneration. In a vehicle that is often driven with the engine off such as HEV or PHEV, the engine must be driven to increase the GPF temperature. It is a cause for worse fuel economy, and continuous research and development is being carried out.

One aspect is to prevent damage to the filter due to excessive soot in the GPF filter.

Another object of the present invention is to provide a vehicle and a control method thereof for efficiently operating GPF reproduction.

According to an aspect, a vehicle includes a vehicle speed detector configured to detect a speed of a vehicle; And calculating a driving expected vehicle speed of the vehicle based on the detected vehicle speed, calculating driving energy based on the calculated driving expected vehicle speed, and reproducing GPF temperature and timing of regenerating the GPF (Gasoline Particulate Filter) based on the calculated driving energy. It may include a control unit for determining.

The controller may be further configured to calculate a vehicle speed difference rate that is an error rate between the average vehicle speed of the road being driven and the detected vehicle speed, the average vehicle speed of the running road, and the rate of change of the detected vehicle speed based on the detected vehicle speed. The change rate, which is a standard deviation of the vehicle speed difference and the vehicle speed difference change rate, may be calculated, and the expected driving speed may be calculated based on a smaller value of the change rate of the vehicle speed difference and the change rate of the vehicle speed difference.

The control unit may calculate the driving expected vehicle speed by adding the vehicle speed vehicle to an average vehicle speed of the driving road when the change rate of the vehicle speed vehicle is smaller than the change rate of the vehicle speed vehicle change rate, and the change rate of the vehicle speed vehicle is When the change rate of the vehicle speed difference is greater than the change rate of the vehicle speed difference, the expected vehicle speed may be calculated by multiplying the vehicle speed change rate by the average vehicle speed of the driving road.

The apparatus may further include a navigation unit configured to receive a driving route of the vehicle, wherein the controller divides the section based on the driving route received from the navigation unit and the average vehicle speed of the road on which the vehicle is driven. The driving energy for each section can be calculated.

The controller may identify a maximum energy section, a maximum step section, or a maximum increase / decrease rate section based on the calculated traveling energy for each divided section, and may include at least one of the maximum energy section, the maximum step section, or the maximum increase / decrease rate section. One section may be determined as the GPF temperature raising time.

The controller may induce GPF regeneration at the end of the maximum energy section when the maximum energy section is determined to be the GPF temperature raising time, and when the maximum step section is determined as the GPF temperature raising time, the step may occur. When the GPF regeneration is induced immediately after and the maximum increase / decrease rate section is determined as the GPF temperature raising time, the GPF regeneration may be induced immediately after the step occurs.

Vehicle according to an embodiment of the present invention, the vehicle speed detection unit for detecting the speed of the vehicle; And

A controller configured to calculate a driving expected vehicle speed of the vehicle based on the detected vehicle speed, calculate driving energy based on the calculated driving expected vehicle speed, and determine a GPF (Gasoline Particulate Filter) regeneration time based on the calculated driving energy; It may include.

The controller may execute the GPF regeneration when the GPF reproducible temperature is reached.

The controller may determine the driver's deceleration will from the detected vehicle speed, and execute the GPF regeneration when there is a driver's deceleration will.

According to another aspect of the present invention, a vehicle control method includes detecting a speed of a vehicle, calculating a driving expected vehicle speed based on the detected vehicle speed, and calculating driving energy based on the calculated driving expected vehicle speed, And a GPF temperature raising time and GPF (Gasoline Particulate Filter) regeneration time based on the calculated driving energy.

The driving predicted vehicle speed of the vehicle may be calculated based on the detected vehicle speed, based on the detected vehicle speed, the vehicle speed difference being an error between the average vehicle speed of the road being driven and the detected vehicle speed, and the average vehicle speed of the road being driven. Calculating a vehicle speed difference change rate that is a rate of change of the detected vehicle speed; Calculating a variation rate which is a standard deviation of the vehicle speed difference and the vehicle speed difference change rate; And calculating the expected driving speed based on a smaller value of the change rate of the vehicle speed difference and the change rate of the vehicle speed difference change rate.

The method may further include calculating the expected driving speed based on a smaller value of the change rate of the vehicle speed change and the change rate of the speed change rate of the vehicle, if the change rate of the speed difference is less than the change rate of the change rate of the vehicle speed difference. The running predicted vehicle speed is calculated by summing to the average vehicle speed of the running road, and when the change rate of the vehicle speed is greater than the change rate of the vehicle speed change rate, the vehicle speed change rate is multiplied by the average vehicle speed of the road being driven and the expected driving speed is calculated. The vehicle speed can be calculated.

In addition, further receiving the driving route of the vehicle; Computing driving energy based on the calculated driving prediction vehicle speed, the section is divided based on the received driving path and the average vehicle speed of the road on which the vehicle is traveling; The method may further include calculating driving energy for each divided section.

In addition, determining the GPF temperature rising time and the GPF (Gasoline Particulate Filter) regeneration time based on the calculated traveling energy may be based on the calculated driving energy for each divided section, and includes a maximum energy section, a maximum stepped section, or a maximum increase / decrease rate section. And identifying at least one of the maximum energy section, the maximum stepped section, or the maximum increase / decrease rate section as the GPF temperature raising time.

In addition, determining the GPF temperature rising time and the GPF (Gasoline Particulate Filter) regeneration time based on the calculated driving energy may induce GPF regeneration at the end of the maximum energy period when the maximum energy period is determined as the GPF temperature rising time. And when the maximum stepped section is determined as the GPF temperature raising time, the GPF regeneration is induced immediately after the step occurs, and when the maximum increase / decrease rate section is determined as the GPF temperature rising time, the GPF regeneration immediately after the step occurs. Can be derived.

According to another aspect of the present invention, a vehicle control method includes detecting a speed of a vehicle, calculating a driving expected vehicle speed based on the detected vehicle speed, and calculating driving energy based on the calculated driving expected vehicle speed. , And the regeneration time of the Gasoline Particulate Filter (GPF) may be determined based on the calculated driving energy.

Further, determining the GPF temperature rising time and the GPF (Gasoline Particulate Filter) regeneration time based on the calculated running energy may execute the GPF regeneration when the GPF regeneration temperature is reached.

Further, determining the GPF temperature rising time and the GPF (Gasoline Particulate Filter) regeneration time based on the calculated driving energy determines the driver's deceleration will from the detected vehicle speed, and when the driver deceleration is determined, the GPF regeneration is performed. You can run

The present invention can provide a vehicle and a control method thereof in which the filter is prevented from being damaged by excessive soot in the GPF filter.

In addition, by efficiently operating the GPF regeneration, it is possible to provide a vehicle with improved fuel economy and a control method thereof.

In addition, it is possible to provide a vehicle having improved engine noise and engine clutch control by reducing unnecessary engine operation control and a control method thereof.

In addition, it is possible to provide a vehicle capable of responding to vehicle environmental regulations and a control method thereof by reducing soot through GPF regeneration at an appropriate time.

1 is a block diagram illustrating various electronic devices included in a vehicle, according to an exemplary embodiment.
2 is a control block diagram of a vehicle according to an exemplary embodiment.
3 is a flowchart illustrating a path processing method of a vehicle according to an exemplary embodiment.
4 is a graph illustrating energy for each section according to an exemplary embodiment.
5 is an exemplary diagram illustrating a method of setting a temperature increase section for GPF reproduction according to an embodiment.
6 is a flowchart illustrating a method of determining a temperature rising time according to an exemplary embodiment.
7 is a flowchart illustrating a method of playing a GPF, according to an exemplary embodiment.

Hereinafter, with reference to the accompanying drawings will be described in detail the present invention.

1 is a block diagram illustrating various electronic devices included in a vehicle, according to an exemplary embodiment.

The vehicle 100 of the present embodiment includes an engine, a battery, and a motor, and operates a hybrid electric vehicle (HEV) and a plug-in hybrid vehicle (PHEV), which drive by controlling the mechanical power of the engine and the electric power of the motor. Plugin Hybrid Electric Vehicle) may be applicable.

In particular, the vehicle 100 may internally display any one of the electric vehicle mode (ie, the EV mode) and the hybrid electric vehicle mode (ie, the HEV mode) which are the current driving modes of the vehicle.

As shown in FIG. 2, the vehicle 100 includes an audio / video / navigation (AVN) device 190, an input / output control system 120, an engine management system (EMS) 130, and a shift control system. (Transmission Management System: TMS) 140, brake-by-wire 150, steering-by-wire 160, driving assistance system 170, pedal device 195 ) And other vehicle sensors 200 and the like.

However, the electronic device 1 illustrated in FIG. 2 may be only a part of the electronic device included in the vehicle 100, and more various electronic devices may be provided in the vehicle 100.

In addition, the various electronic devices 1 included in the vehicle 100 may communicate with each other through the vehicle communication network NT. Vehicle communications network (NT) is a medium-oriented systems transport (MOST) with a communication rate of up to 24.5 Mbps (mega-bits per second), FlexRay with a communication rate of up to 10 Mbpas, and kilo-bits of 125 kbps. communication protocols such as CAN (Controller Area Network) having a communication rate of 1 second to 1 Mbps and a local interconnect network (LIN) having a communication rate of 20 kbps may be adopted. Such a vehicle communication network NT may not only employ a single communication protocol such as most, flash, can, and lean, but may also employ a plurality of communication protocols.

The AVN device 190 is a device that outputs music or an image according to a driver's control command. In detail, the AVN device 110 may play music or video or guide a route to a destination received from a navigation system (not shown) according to a driver's control command.

The input / output control system 120 receives a driver's control command through a button and displays information corresponding to the driver's control command. The input / output control system 120 may include a cluster display provided on a dashboard for displaying an image, a head-up display for projecting an image onto a wind screen, and a wheel button module installed on a steering wheel.

Therefore, the vehicle 1 including the input / output control system 120 according to an exemplary embodiment may show the driver so that an operating state of the vehicle control system 180 can be confirmed.

The engine control system 130 performs fuel injection control, fuel economy feedback control, lean combustion control, ignition timing control, and idle speed control. The engine control system 140 may not only be a single device, but may also be a plurality of devices connected through communication.

The shift control system 140 performs shift point control, damper clutch control, pressure control at the time of friction clutch on / off, engine torque control during shifting, and the like. The shift control system 140 may not only be a single device, but also a plurality of devices connected through communication.

For example, the braking power may be controlled when the friction clutch in the shift control system 140 is turned on, and the braking power may be transmitted when the friction clutch is turned off.

The brake control device 150 may control the braking of the vehicle 1 and may typically include an anti-lock brake system (ABS).

The steering control device 160 assists the driver's steering operation by reducing the steering force when driving at low speed or by parking and increasing the steering force when driving at high speed.

The steering control device 160 assists the driver's steering operation by reducing the steering force when driving at low speed or by parking and increasing the steering force when driving at high speed.

The driving assistance system 170 assists the driving of the vehicle 1 and may perform a front collision avoidance function, a lane departure warning function, a blind spot monitoring function, a rear monitoring function, and the like.

Pedal device 195 includes a brake pedal and an accelerator pedal. The brake pedal (not shown) is a pedal operated by the driver to brake, and may push the piston of the master cylinder to generate hydraulic pressure to decelerate. In this case, the driver's braking intention may be determined by measuring a stepping force for operating the brake pedal by the driver's foot with a stepping force sensor (not shown).

Next, the other vehicle sensor 200 is included in the vehicle 1 so as to detect driving information of the vehicle, the acceleration sensor 201, the yaw rate sensor 202, the steering angle sensor 203, the speed sensor 204, and the like. It may include.

The acceleration sensor 201 measures an acceleration of the vehicle and may include a lateral acceleration sensor (not shown) and a longitudinal acceleration sensor (not shown). The yaw rate sensor 202 may be installed at each wheel of the vehicle and detect the yaw rate value in real time. The steering angle sensor 203 measures the steering angle. It is mounted to the lower end of the steering wheel 60, it is possible to detect the steering speed, steering direction and steering angle of the handle. The speed sensor 204 may be installed inside the wheel of the vehicle to detect the rotational speed of the vehicle wheel. However, various sensors for sensing the state of the vehicle included in the other vehicle sensor 200 may include the acceleration sensor 201. The yaw rate sensor 202, the steering angle sensor 203, and the speed sensor 204 are not limited thereto, and various sensors may be further included.

Therefore, in the present invention according to an embodiment, the driving power according to the vehicle speed for each section is calculated based on the vehicle speed information obtained from the speed sensor 204 or the steering angle sensor 203, and the calculated driving power By executing the GPF regeneration control according to the present invention, the engine control system 130 composed of a plurality of devices can be operated.

The configuration of the vehicle 100 has been described above.

Hereinafter, a configuration and operation for engine control of the vehicle 100 according to an embodiment will be described.

Specifically, FIG. 2 is a control block diagram of a vehicle according to an exemplary embodiment.

As shown in FIG. 2, the vehicle 100 includes a vehicle speed detector 161, an inclination detector 162, a navigation unit 163, a controller 165, and a storage unit 166. The clutch 147 included in the vehicle 100 through control signals to the actuator 147a, the generator 145, the inverter 146, and the battery manager 167 of the vehicle 100 according to the determination result in the controller 165. ), The engine 142, the motor 144, and the battery 143 may be operated. Accordingly, combustion control may be performed through the engine control system 130 including a plurality of devices in the vehicle.

First, the clutch 147 and the engine included in the vehicle 100 through control signals to the actuator 147a, the generator 145, the inverter 146, and the battery manager 167 of the vehicle 100 included in the vehicle. The 142, the motor 144, and the battery 143 will be briefly described.

The engine 142 combusts petroleum fuel such as gasoline and diesel to generate mechanical power and transmit the generated power to the clutch 147.

The battery 143 generates power of a high voltage current and supplies the generated power to the motor 144, the generator 145, and various electric devices in the vehicle.

The battery 143 receives the power supplied from the generator 145 to perform charging.

The battery 143 may be managed by the battery manager 167.

The motor 144 generates a rotational force by using the electrical energy of the battery 143 and transmits the generated rotational force to the wheels so that the wheels are driven.

When the motor 144 is connected to the engine 142 by the clutch 147, the motor 144 transmits the rotational force of the engine 142 to the wheels together. The motor 144 may also perform a function of absorbing an impact when the clutch is closed while performing a function of a conventional torque converter.

The motor 144 also converts electrical energy of the battery 143 into mechanical energy for operating various electrical devices provided in the vehicle.

The motor 144 may also operate as a generator under energy regenerative conditions by braking, decelerating, or running at low speed so that the battery 143 may be charged.

The generator (HSG: Hybrid Starter Generator, 145) is a starting generator, can be connected to the crankshaft of the engine 142, and works in conjunction with the crankshaft of the engine 142 as a starter motor when starting the engine 142 When the wheel is not driven by the engine 142, the engine 142 operates as a generator to charge the battery 143.

That is, the generator 145 operates as a generator by the power transmitted through the engine 142 to charge the battery 143.

In addition, the vehicle may receive power from a charger disposed in a parking lot or a charging station and charge the battery 143 using the supplied power.

The power unit of the vehicle further includes a power converter (not shown) that converts the power generated by the generator 145 into the chargeable power of the battery 143 and converts the power of the battery 143 into the driving power of the generator 145. It may include. Such a power converter may include a converter.

The power converter may also perform a function of changing the direction and output of the current between the generator 145 and the battery 143.

The inverter 146 converts the power of the battery 143 into the drive power of the motor 144.

When the inverter 146 outputs the driving power of the motor 144, the inverter 146 outputs the driving power of the motor 144 based on the target vehicle speed by a user command. The driving power of the motor 144 may be a switching signal for outputting a current corresponding to the target vehicle speed and a switching signal for outputting a voltage corresponding to the target vehicle speed.

That is, the inverter 146 may include a plurality of switching elements.

The clutch 147 may be disposed between the engine 142 and the motor 144.

The clutch 147 may be closed or locked when the driving force of the wheel is generated by using the engine 142 and the motor 144, and the actuator when the driving force of the wheel is generated by using only the motor 144. The spring (not shown) may be opened while being pushed by the hydraulic pressure generated by the driving of the hydraulic clutch actuator (HCA) 147a.

That is, the clutch 147 may determine an open state or a closed state according to the driving mode of the vehicle.

More specifically, the clutch 147 may be open when decelerating or slow driving using the motor 144, and may also be open when braking, climbing driving, It may be closed when performing the acceleration driving and the constant speed traveling above a certain speed, and may be closed when the battery is in the protection mode.

The clutch 147 may be a normal close type clutch that allows the engine 142 and the motor 144 to be connected when the vehicle is powered off.

When the vehicle runs only with the motor 144 (EV mode), the clutch 147 is opened so that the motor 144 and the engine 142 are not mechanically connected so that the rotation of the motor 144 is a transmission (not shown). To be delivered). In this case, the engine 142 may be driven off and may be driven on when the battery is charged.

In addition, the vehicle closes the clutch when the engine 142 and the motor 144 operate together to drive (HEV mode) so that the rotational force of the engine 142 is added to the rotational force of the motor 144 and then transmitted to the transmission.

In addition, the vehicle closes the clutch 147 to rotate together with the motor 144 because the engine must be connected to the axle even when the vehicle runs only with the engine 142.

Accordingly, the vehicle 100 may drive the engine control system 130 including the plurality of devices described above. In the vehicle 100 according to an exemplary embodiment, an engine control method will be described.

First, the vehicle speed detector 161 of the vehicle 100 detects a traveling speed of the vehicle.

The speed detector 161 may include a speed sensor 204 and a steering angle sensor 203 included in the other vehicle sensor 200 shown in FIG. 1.

In addition, the inclination detection unit 162 of the vehicle 100 may detect the inclination of the road driving. As a result, the vehicle climbing plate angle of the road being driven can be obtained.

In addition, the navigation unit 163 of the vehicle 100 receives position information from satellites through a plurality of satellite positioning systems (hereinafter referred to as "GPS"), respectively, and calculates a current position of the vehicle. Display the calculated location on the map by Map Matching, receive the destination from the user, perform the route search from the current location to the destination calculated according to the preset route search algorithm, and match the searched route to the map Can be displayed and guide the user to the destination along the route.

Accordingly, the controller 165 may calculate vehicle speed information obtained from the vehicle speed detector 161, the angle of the ascent plate of the travel path obtained through the inclination detector 162, and the driving predicted path obtained through the navigation unit 163. Based on the above, the driving expected vehicle speed can be calculated, and the driving power can be calculated based on the calculated driving expected vehicle speed.

Specifically, FIG. 3 is obtained through vehicle speed information obtained by the controller 165 from the vehicle speed detector 161, the angle of the climbing plate of the driving path obtained through the inclination detector 162, and the navigation unit 163. It is a flowchart explaining a route processing method based on one driving expected route.

Briefly, the vehicle 100 calculates energy for each section by i) calculating an expected vehicle speed of the vehicle 100, ii) calculating driving power, and iii) performing segmentation.

Specifically, as shown in FIG. 3, the vehicle 100 detects the vehicle speed through the vehicle speed detector 161 (300). This is to calculate the driving expected vehicle speed from the difference between the average vehicle speed of the road on which the vehicle 100 is driving and the actual vehicle speed of the vehicle.

In this case, although the average vehicle speed of the road being driven is not shown, the controller 165 may wirelessly obtain the communication unit in the vehicle 100 or obtain the navigation unit 163 based on the surrounding road information.

That is, the control unit 165 calculates the vehicle speed difference A (310), calculates the vehicle speed difference rate (B) (320), and calculates the rate of change of the vehicle speed difference A and the vehicle speed difference rate (B) ( 330).

At this time, the vehicle speed vehicle A means an error between the average vehicle speed of the road being driven and the actual vehicle speed of the vehicle. For example, if the average vehicle speed of the road being driven is 80 kph, and the actual vehicle speed of the vehicle is 70 kph, the vehicle speed vehicle A is -10 kph.

Next, the vehicle speed change rate B means a value that determines what percentage (%) of the actual vehicle speed of the vehicle is. For example, if the average vehicle speed of the road being driven is 80 kph and the actual vehicle speed of the vehicle is 70 kph, the vehicle speed change rate B is 88%.

Subsequently, the controller 165 calculates a change rate of the vehicle speed difference A and the vehicle speed change rate B (330), so that the data having a small change rate between the vehicle speed difference A and the vehicle speed change rate B has a small actual error rate. This is because it can be judged as data. At this time, the change rate means the standard deviation of each of the vehicle speed difference A and the vehicle speed difference change rate B, and data having a small standard deviation is acquired.

Therefore, if the vehicle speed change rate B is smaller than the vehicle speed A (Yes in 340), the vehicle speed change rate B is selected (360), and the expected driving speed is calculated (370).

In particular, if the vehicle speed change rate (B) is smaller than the vehicle speed (A) (Yes of 340), the estimated driving speed may be calculated by multiplying the average vehicle speed of the road being driven by the vehicle speed change rate (B) for each section.

On the contrary, if the vehicle speed change rate B is larger than the vehicle speed A (No at 340), the vehicle speed difference A is selected (350), and the estimated driving speed is calculated (370).

In particular, if the vehicle speed change rate (B) is larger than the vehicle speed (A) (NO in 340), the estimated driving speed may be calculated by adding the vehicle speed difference (A) for each section to the average vehicle speed of the road being driven.

Thereafter, the vehicle 100 calculates driving power (380). The driving power is a value that can be calculated from the driving expected vehicle speed and the climbing plate angle calculated when the driver sets the path, and may be calculated as the sum of the air resistance power, the climbing wheel wheel rolling resistance power, and the climbing resistance power.

Next, if the driver sets a route, the vehicle 100 sets a criterion for dividing the route according to a predetermined criterion for use in the route processing, and calculates energy for each set segment (390).

At this time, it is common to divide the section according to the average vehicle speed of the road being driven as a reference for use in the route processing. The section is shorter as the vehicle speed is lower, and the section is longer as the vehicle speed is higher.

That is, the controller 165 may divide the section into the vehicle speed region. For example, the vehicle speed is classified into ultra low speed (0 to 20 kph sections), low speed (20 to 40 kph sections), medium speed (40 to 80 kph sections), high speed (80 to 120 kph sections), and ultra high speed (120 to 180 kph sections). It is possible to divide the interval.

Alternatively, the controller 165 may divide a section according to time. That is, the distance at the time of driving for a predetermined time as the average vehicle speed of the running road can be set as the section. For example, when the preset time is 3 minutes, if the vehicle speed is 36 kph, 1.8 km can be set as the section.

Therefore, the controller 165 calculates driving energy for each section based on the driving power calculated according to the set section in operation 390.

A method of calculating the traveling energy for each section will be described later with reference to FIG. 4. 4 is a graph illustrating energy for each section according to an exemplary embodiment. This is to determine the GPF regeneration time based on the calculated driving energy for each section.

Specifically, the driving energy for each section may be calculated based on the following [Formula 1].

[Equation 1]

Where ρ is air density, Cd is air resistance coefficient, A is cross-sectional area, v is vehicle speed, μ is friction coefficient, m is weight, g is gravitational acceleration, r is dynamic radius, ω is angular velocity, t is end time, and t0 means start time.

Therefore, the controller 165 calculates the driving energy for each section based on [Equation 1]. In the embodiment of FIG. 4, the controller 165 shows the driving energy for each section over time. Specifically, (a) shown in Figure 4 is a graph showing the running energy accumulated from the first driving time when the section is not set, (b) is a graph calculating the running energy for each section over time, (c ) Is a graph showing (b) the driving energy change for each section as the driving energy change for each section.

Thereafter, the controller 165 may determine a temperature rising time for GPF regeneration from the amount of change in driving energy for each section as shown in the graph of FIG. 4C.

Specifically, in order to determine a temperature rising time for GPF regeneration, the controller 165 may determine i) maximum energy section, ii) maximum stepped section, and iii) maximum increase / decrease rate section in the driving energy change graph for each section.

Specifically, FIG. 5 is an exemplary view illustrating a method of setting a temperature increase section for GPF reproduction according to an embodiment, and FIG. 6 is a flowchart illustrating a method of determining a temperature increase time according to an embodiment. The method for determining the energy section, ii) the maximum stepped section, and iii) the maximum increase / decrease rate section will be described later. However, the vehicle 100 may determine a temperature increase section for GPF regeneration by using at least one of i) a maximum energy section, ii) a maximum step section, and iii) a maximum increase / decrease rate section.

That is, in FIG. 6, the temperature raising section may be determined in consideration of at least one of the steps 610 to 630.

First, i) a method of setting the temperature increase section based on the maximum energy section is to select a section having the maximum energy in the traveling energy change graph for each section. This is because it rises to a high temperature.

Accordingly, the controller 165 may determine the 'c' section in FIG. 5 as the region having the greatest driving energy and determine the temperature increase time, and turn on the engine 142 at t2 [sec] which is the start time of the 'c' section. And the clutch 147 bonding control to induce GPF temperature increase and induce GPF regeneration at t3 [sec], which is the end point of the 'c' section.

Next, ii) How to set the temperature increase section based on the maximum stepped section, GPF temperature increase is advantageous when the engine is a big power, while GPF regeneration is the engine OFF only when there is a step, such as the sudden drop of driving energy, It can be used easily because running energy can be advantageous over the largest area.

Accordingly, when the controller 165 determines that the maximum step occurs between the 'c' section and the 'd' section in FIG. 5, the controller 165 performs a temperature increase in the 'c' section, and the 'd' immediately after the step occurs. At the start of the segment, GPF regeneration can be induced.

Alternatively, iii) the method of setting the temperature increase interval based on the maximum increase / decrease rate interval, GPF temperature increase is advantageous when the engine produces a large power, while GPF regeneration is a case where the ratio of the step is large, such as sudden run and drop of running energy Since the engine OFF probability is high, it may be used because the driving energy may be advantageous over the largest area or the maximum stepped section.

According to this, the control unit 165 may determine the temperature rise time immediately before the section B having the largest step ratio of forward driving energy, and induce GPF regeneration when the step occurs. For example, it may be determined that the maximum step rate is generated between the 'd' and 'e' sections, the temperature is increased in the 'd' section, and GPF regeneration may be induced in the 'e' section.

When it is determined that the maximum step occurs between the 'd' section, the GPF regeneration may be induced when the temperature rise is performed in the 'c' section and the 'd' section immediately after the step occurs.

Thereafter, the controller 165 may induce GPF regeneration immediately after determining the temperature increase time, or may induce GPF regeneration only when the vehicle 100 driver detects the deceleration will.

In detail, the controller 165 may perform GPF regeneration in a state in which the fuel of the engine 142 is shut off while the engine clutch 147 is locked up. This has the advantage that the speed of the vehicle and the speed of the engine 142 is less heterogeneous and does not consume additional energy, but the deceleration is great and the freedom of GPF regeneration is lowered because the vehicle speed is linked.

Thus, the controller 165 may induce GPF reproduction only when the driver detects the deceleration will. This is a method of driving the engine 142 by applying torque equal to engine friction to a start-up motor (HSG) in a locked-up state of the engine clutch 147. The engine may be driven at a predetermined constant speed of a predetermined rpm, or when the engine speed is higher than the constant speed, GPF regeneration may be induced in association with the speed of the motor 144. This is advantageous in terms of operability since the engine clutch 147 is released, but there is a problem in that a loss of a path occurs and a factor of deterioration of fuel economy occurs.

Specifically, FIG. 7 is a flowchart illustrating a method of performing GPF reproduction control.

First, the control unit 165 determines the temperature increase time based on the temperature increase time determination method of FIGS. 5 and 6 (700), and the temperature at which the temperature can be regenerated by the GPF at the temperature increase time (example of 710) (example of 720). When the deceleration will occur (YES in 730), GPF regeneration control is performed (300). However, although the GPF regeneration control is performed only when the deceleration will occurs in FIG. 7, the GPF regeneration control may be induced even when the deceleration will not occur.

The controller 165 may be implemented as a separate chip, or may be implemented as a single chip packaged and integrated.

The controller 165 may be an electronic control unit (ECU) for controlling the driving of the vehicle, and may be any one of a microcomputer, a CPU, and a processor.

The storage unit 166 may previously store an algorithm regarding a path processing method and a temperature raising time determination method in the control unit 165.

The storage unit 166 may be a memory implemented as a separate chip from the processor described above with respect to the controller 165, or may be implemented as a single chip with the processor.

The storage unit 166 may be a nonvolatile memory device or RAM, such as a cache, a read only memory (ROM), a programmable ROM (PROM), an erasable programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM), and a flash memory. It may be implemented as at least one of a volatile memory device such as a random access memory or a storage medium such as a hard disk drive (HDD) or a CD-ROM.

As described above, the disclosed embodiments have been described with reference to the accompanying drawings. Those skilled in the art to which the present invention pertains have a form different from the disclosed embodiments without changing the technical spirit or essential features of the present invention. It will be understood that the present invention can be practiced with. The disclosed embodiments are exemplary and should not be construed as limiting.

100: vehicle
142: engine
143: battery
144: motor
145: Generator

Claims (18)

A vehicle speed detector detecting a speed of the vehicle; And
A control unit configured to calculate a driving expected vehicle speed of the vehicle based on the detected vehicle speed, calculate driving energy based on the calculated driving expected vehicle speed, and determine a temperature rising time of the gasoline particle filter (GPF) based on the calculated driving energy; Including,
The control unit,
Calculating a vehicle speed difference rate that is a change rate between the average vehicle speed of the road being driven and the detected vehicle speed and the average vehicle speed of the running road and the detected vehicle speed based on the detected vehicle speed,
Calculating a variation ratio which is a standard deviation of the vehicle speed difference and the vehicle speed difference rate,
And a vehicle expected vehicle speed is calculated based on a smaller value of a change rate of the vehicle speed vehicle and a change rate of the vehicle speed vehicle change rate. delete The method of claim 1,
The control unit,
If the change rate of the vehicle speed is less than the change rate of the vehicle speed change rate, the vehicle speed difference is added to the average vehicle speed of the road being driven to calculate the expected driving speed,
And if the change rate of the vehicle speed difference is greater than the change rate of the vehicle speed change rate, the vehicle predicted vehicle speed is calculated by multiplying the vehicle speed change rate by an average vehicle speed of the driving road. The method of claim 1,
Further comprising a navigation unit for receiving a driving route of the vehicle,
The control unit,
And dividing a section based on a driving route input from the navigation unit and an average vehicle speed of a road on which the vehicle is driving, and calculating driving energy for each divided section. The method of claim 4, wherein
The control unit,
The maximum energy section, the maximum step section, or the maximum increase / decrease rate section are identified based on the calculated traveling energy for each divided section, and at least one of the maximum energy section, the maximum step section, or the maximum increase / decrease rate section is selected by the GPF. Vehicle to decide when temperature rise. The method of claim 5, wherein
The control unit,
In the case where the maximum energy section is determined as the GPF temperature raising time, GPF regeneration is induced at the end of the maximum energy section.
In the case where the maximum stepped section is determined as the GPF temperature raising time, the GPF regeneration is induced immediately after the step occurs.
And determining the maximum increase / decrease rate interval as the GPF temperature increase time, and induce the GPF regeneration immediately after the step occurs. A vehicle speed detector detecting a speed of the vehicle; And
A control unit which calculates a driving expected vehicle speed of the vehicle based on the detected vehicle speed, calculates driving energy based on the calculated driving expected vehicle speed, and determines a GPF (Gasoline Particulate Filter) regeneration time based on the calculated driving energy; Including,
The control unit,
Calculating a vehicle speed difference rate that is a change rate between the average vehicle speed of the road being driven and the detected vehicle speed and the average vehicle speed of the running road and the detected vehicle speed based on the detected vehicle speed,
Calculating a variation ratio which is a standard deviation of the vehicle speed difference and the vehicle speed difference rate,
And a vehicle expected vehicle speed is calculated based on a smaller value of a change rate of the vehicle speed vehicle and a change rate of the vehicle speed vehicle change rate. The method of claim 7, wherein
The control unit,
And executing the GPF regeneration when the GPF regeneration temperature is reached. The method of claim 8,
The control unit,
And determining the driver's deceleration will from the detected vehicle speed, and executing the GPF regeneration when there is a driver's deceleration will. Detect the speed of the vehicle;
Calculating an expected vehicle speed of the vehicle based on the detected vehicle speed;
Calculate driving energy based on the calculated estimated driving speed;
On the basis of the calculated driving energy to determine the temperature rise of the gasoline particulate filter (GPF),
Calculating the expected vehicle speed of the vehicle based on the detected vehicle speed,
Calculating a vehicle speed difference rate that is a change rate between the average vehicle speed of the road being driven and the detected vehicle speed and the average vehicle speed of the running road and the detected vehicle speed based on the detected vehicle speed;
Calculating a variation rate which is a standard deviation of the vehicle speed difference and the vehicle speed difference change rate;
And calculating the expected driving speed based on a smaller value of the change rate of the vehicle speed change and the change rate of the vehicle speed change. delete The method of claim 10,
Calculating the expected driving speed based on a smaller value of the change rate of the vehicle speed change and the change rate of the vehicle speed change,
If the rate of change of the vehicle speed is less than the rate of change of the vehicle speed change, adding the vehicle speed to an average vehicle speed of the road being driven to calculate the expected driving speed;
And if the change rate of the vehicle speed difference is greater than the change rate of the vehicle speed change rate, multiplying the vehicle speed change rate by an average vehicle speed of the driving road to calculate the expected driving speed. The method of claim 10,
Receiving a driving route of the vehicle further;
Calculating the driving energy based on the calculated driving expected vehicle speed,
Dividing a section based on the input driving path and an average vehicle speed of a road on which the vehicle is driven;
The control method of the vehicle further comprising calculating the divided driving energy for each section. The method of claim 13,
Determining the GPF temperature increase time based on the calculated running energy, the maximum energy section, the maximum stepped section or the maximum increase and decrease rate section, based on the calculated running energy for each divided section, the maximum energy section, the maximum And determining at least one of the stepped section or the maximum increase / decrease rate section as the GPF temperature increase time. The method of claim 14,
Determining the GPF temperature raising time based on the calculated running energy, when determining the maximum energy section as the GPF temperature raising time, induces GPF regeneration at the end of the maximum energy section,
In the case where the maximum stepped section is determined as the GPF temperature raising time, the GPF regeneration is induced immediately after the step occurs.
And determining the maximum increase / decrease rate interval as the GPF temperature increase time, and inducing the GPF regeneration immediately after the step occurs. Detect the speed of the vehicle;
Calculating an expected vehicle speed of the vehicle based on the detected vehicle speed;
Calculate driving energy based on the calculated estimated driving speed;
Based on the calculated driving energy to determine when to regenerate the gasoline particulate filter (GPF),
Calculating the expected vehicle speed of the vehicle based on the detected vehicle speed,
Calculating a vehicle speed difference rate that is a change rate between the average vehicle speed of the road being driven and the detected vehicle speed and the average vehicle speed of the running road and the detected vehicle speed based on the detected vehicle speed;
Calculating a variation rate which is a standard deviation of the vehicle speed difference and the vehicle speed difference change rate;
And calculating the expected driving speed based on a smaller value of the change rate of the vehicle speed change and the change rate of the vehicle speed change. The method of claim 16,
Determining the GPF (Gasoline Particulate Filter) regeneration time based on the calculated driving energy,
And control the vehicle when the GPF regeneration is reached. The method of claim 17,
Determining the GPF (Gasoline Particulate Filter) regeneration time based on the calculated driving energy,
And determining the driver's deceleration will from the detected vehicle speed, and executing the GPF regeneration when there is a driver's deceleration will.

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