KR20210076758A - System of regeneration gasoline particulate filter and operating method of the same - Google Patents

Abstract

According to one embodiment of the present invention, a GPF regeneration system of a vehicle comprises: a vehicle controller determining whether inertia driving is possible through information received from the outside to be switched into inertia driving, guiding the inertia driving to a driver, and controlling GPF regeneration; and an engine controller determining whether the GPF regeneration is possible and performing the GPF regeneration in response to output of the vehicle controller.

Description

GPF regeneration system and its operation method {SYSTEM OF REGENERATION GASOLINE PARTICULATE FILTER AND OPERATING METHOD OF THE SAME}

The present invention relates to a GPF regeneration system and a method of operating the same.

The exhaust gas emitted by the engine of a vehicle contains hazardous substances, and the emission of hazardous substances is limited by each country.

GPF is an abbreviation of gasoline particulate filter, which collects incomplete combustion materials (soot) remaining after fuel combustion in the engine.

The soot collected in the GPF is completely burned by raising the gas temperature, which is called GPF regeneration.

Soot capture and GPF regeneration by GPF are closely related to exhaust gas temperature and oxygen concentration. Since it is essential to reach a temperature above a certain temperature for GPF regeneration, it is difficult to satisfy the conditions for GPF regeneration in the case of a vehicle running with the engine turned off, such as a hybrid vehicle.

Conventionally, for GPF regeneration, passive control that controls combustion of the suit when the GPF reaches a combustible temperature, HCU control that performs GPF temperature increase control more actively through HCU control for temperature increase, and active engine control A control method such as EMS control, which burns a suit by inducing an increase in GPF temperature, has been proposed.

When the GPF reaches a preset temperature, the HCU control, which performs GPF regeneration by inducing temperature increase control of the engine through the hybrid control unit that controls the entire vehicle, is used in hybrid vehicles where it is difficult to reach the engine temperature range for GPF regeneration. Especially useful.

However, in the case of the prior art, an organic relationship for GPF regeneration between the HCU and the engine control unit is not disclosed, so there is a limit to its utilization.

Inertia driving is a technology to improve fuel efficiency by inducing the driver to decelerate when a forward deceleration event occurs. It enables efficient driving to a target point by decelerating the current vehicle speed until the target vehicle speed is reached.

In an embodiment of the present invention, through a hybrid control unit (HCU) that controls inertial driving of the vehicle and an engine controller that controls GPF regeneration, incomplete combustion materials (soot) collected in the GPF during inertial driving of the vehicle An object of the present invention is to provide a GPF regeneration system and a method for efficiently removing the GPF.

Another object of the present invention is to provide a GPF regeneration system and a regeneration method thereof that minimize energy loss and fuel efficiency loss and provide a comfortable driving environment by performing GPF regeneration during inertial driving.

Another object of the present invention is to provide a GPF regeneration system and a regeneration method thereof that can increase user convenience by providing a comfortable driving environment to a driver as well as effective incomplete combustion material removal.

The technical problems of the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned can be clearly understood by those skilled in the art from the following description.

A vehicle GPF regeneration system according to an embodiment of the present invention determines whether inertial driving is possible through information received from the outside, switches to inertial driving, guides the driver to inertial driving, and controls GPF regeneration; and and an engine controller that determines whether the GPF regeneration is possible and performs the GPF regeneration in response to an output of the vehicle controller.

Also, in an embodiment, the vehicle controller may receive information as a basis for determining whether the inertial driving is possible from the outside, and determine whether the inertial driving is possible based on the received information.

Also, in an embodiment, the GPF regeneration system of the vehicle may further include a navigation system that provides information that is a basis for determining whether the inertial driving is possible to the vehicle controller.

In addition, the vehicle controller determines an inertia driving transition point based on the target vehicle speed, the expected vehicle speed, and the current vehicle speed based on the information, and determines whether the GPF regeneration can be performed when the inertia driving mode is switched to, A command to perform GPF regeneration may be transmitted to the engine controller.

Also, when the probability of switching to inertia driving is higher than a preset value, the vehicle controller may transmit a command to determine whether GPF regeneration is possible to the engine controller.

Also, the engine controller may transmit, to the vehicle controller, a result of determining whether the GPF regeneration temperature is reached and whether the GPF regeneration is possible, based on the measured engine temperature.

Also, the vehicle controller may transmit a command to perform the GPF regeneration to the engine controller according to the amount of incomplete combustion material (soot) remaining in the GPF during inertial driving.

Also, the vehicle controller may release the engine clutch together with the command to perform the GPF regeneration, and maintain the release until the GPF regeneration is terminated.

An embodiment of the operating method of the GPF regeneration system of the present invention includes the steps of determining whether inertia driving is possible through information received from the outside, guiding the driver to inertial driving, converting to inertial driving, GPF regeneration possible It may include determining whether or not, controlling GPF regeneration and performing GPF regeneration.

In addition, the determining whether the inertial driving is possible may include receiving information that is a basis for determining whether the inertial driving is possible from the outside and determining whether the inertial driving is possible based on the received information. have.

The determining of whether the inertia driving is possible may include determining a target vehicle speed and an expected vehicle speed based on the information received from the outside, and determining an inertia driving start time based on the target vehicle speed, the expected vehicle speed, and the current vehicle speed. and determining the inertial travel transition point.

In addition, the step of determining whether the inertia driving is possible may include determining the probability of switching to the inertial driving and, when the probability of switching to the inertial driving is higher than a preset value, transmitting a command to determine whether the GPF can be regenerated. may include steps.

In addition, determining whether the GPF regeneration is possible may include determining whether the GPF regeneration temperature is reached based on the measured engine temperature and determining whether the GPF regeneration is possible according to whether the GPF regeneration is possible. can

In addition, the controlling of the GPF regeneration may transmit a command to perform the GPF regeneration according to the amount of incomplete combustion material (soot) remaining in the GPF during inertial driving.

In addition, the performing of the GPF regeneration may further include transmitting a temperature increase control command of the GPF according to the amount of incomplete combustion material (soot) remaining in the GPF during inertial driving.

The controlling of the GPF regeneration may include releasing an engine clutch together with a command to perform the GPF regeneration, and maintaining the release until the GPF regeneration is terminated.

This technology can efficiently remove incomplete combustion materials (soot) collected in the GPF during inertial driving of the vehicle through the vehicle controller controlling the inertial driving of the vehicle and the engine controller controlling the GPF regeneration.

In addition, the present technology can minimize energy loss and fuel efficiency loss by performing GPF regeneration during inertia driving, and provide a comfortable driving environment.

In addition, the present technology can increase user convenience by effectively removing incomplete combustion materials and providing a comfortable driving environment to the driver.

In addition, various effects directly or indirectly identified through this document may be provided.

1 is a block diagram showing a GPF regeneration system according to an embodiment of the present invention.
2 is a view for explaining inertia driving in the GPF regeneration system according to an embodiment of the present invention.
3 is a block diagram specifically disclosed for cooperative control for GPF regeneration between a vehicle controller and an engine controller.
4 is a flowchart illustrating a method of operating a GPF regeneration system according to an embodiment of the present invention.
5 is a flowchart illustrating a method of performing GPF regeneration through inertia driving determination and active control of the vehicle controller in the GPF regeneration system of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The embodiments introduced below are only presented to sufficiently convey the spirit of the present invention to those of ordinary skill in the art to which the present invention pertains, and are not limited to the embodiments presented by the present invention. The invention may be embodied in other embodiments. The drawings may omit the illustration of parts irrelevant to the description in order to clarify the present invention, and may slightly exaggerate the size of components to help understanding.

In addition, in adding reference numerals to the components of each drawing, it should be noted that the same components are given the same reference numerals as much as possible even though they are indicated on different drawings. In addition, in describing the embodiment of the present invention, if it is determined that a detailed description of a related known configuration or function interferes with the understanding of the embodiment of the present invention, the detailed description thereof will be omitted.

In describing the components of the embodiment of the present invention, terms such as first, second, A, B, (a), (b), etc. may be used. These terms are only for distinguishing the components from other components, and the essence, order, or order of the components are not limited by the terms. In addition, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms such as those defined in a commonly used dictionary should be interpreted as having a meaning consistent with the meaning in the context of the related art, and should not be interpreted in an ideal or excessively formal meaning unless explicitly defined in the present application. does not

The present invention relates to a GPF regeneration system of a vehicle, and although the content related to a hybrid vehicle (HEV) is disclosed as an embodiment, it is not necessarily limited to being applied to a hybrid vehicle, and a plug-in hybrid vehicle (PHEV) including a vehicle controller , the present invention can also be applied to gasoline vehicles.

The hybrid vehicle disclosed in the present invention includes an engine, a motor, and the like as a driving unit for vehicle driving, and may include an inverter, a DC/DC converter, a high voltage battery, and the like for their operation.

In addition, the control means for the driving unit and the vehicle may include a hybrid control unit (HCU), a motor control unit (MCU), a battery management system (BMS), and the like.

1 is a block diagram showing a GPF regeneration system 100 according to an embodiment of the present invention.

Referring to FIG. 1 , the GPF regeneration system 100 according to the present invention may include a vehicle controller 110 and an engine controller 120 .

When the vehicle is a hybrid vehicle, the vehicle controller 110 may refer to a hybrid control unit (HCU) that is a top-level controller that generally controls the hybrid vehicle.

The vehicle controller 110 may determine whether inertial driving is possible through information received from the outside. In this case, the determination of whether inertia driving is possible may be determined by determining the target vehicle speed and the expected vehicle speed of the vehicle, and calculating the current vehicle speed, which will be described in detail with reference to FIG. 2 .

The vehicle controller 110 may receive information that is a basis for determining whether inertial driving is possible from the outside, and may determine whether inertial driving is possible based on the received information.

The vehicle controller 110 may switch to inertial driving and guide the driver.

Here, the guidance of the inertia driving to the driver may include at least one of a guidance on whether the inertia driving is possible, a guidance at a time of preparing for the inertia driving change, and a guidance on the inertia driving change.

The vehicle controller 110 may control GPF regeneration. The vehicle controller 110 may transmit a command for GPF regeneration to the engine controller 120 , and the engine controller 120 may perform GPF regeneration in response thereto.

The vehicle controller 110 sends a GPF regeneration command to the engine controller 110 with reference to at least one of the amount of incomplete combustion material remaining in the GPF, whether the GPF regeneration temperature has been reached, and whether or not the GPF regeneration is allowed from the engine controller 120 . can transmit

The vehicle controller 110 of the hybrid vehicle is generally equipped with a motor controller that controls the operation of the driving motor through an inverter, and the vehicle controller 110 may determine a motor torque command. In this case, the motor controller may be configured to perform torque control on the driving motor according to a motor torque command received from the vehicle controller 110 .

The vehicle controller 110 may be configured to control the driving of the hybrid vehicle by controlling the engine controller 120 in addition to the motor controller.

The engine controller 120 may comprehensively sense the overall temperature of the engine, RPM, the amount of soot inside the engine, the amount of fuel and the amount of oxygen, and control the driving of the engine. It can also perform regeneration of the GPF coupled to the engine.

The engine controller 120 may regenerate the GPF through cooperative control with the vehicle controller 110 and control logic.

2 is a view for explaining inertia driving in the GPF regeneration system according to an embodiment of the present invention.

Referring to FIG. 2 , the vehicle controller 110 may determine whether inertia driving is possible and switch to inertial driving.

The vehicle controller 110 may determine a target vehicle speed and an expected vehicle speed based on information received from the outside, and determine an inertia driving start time based on the current vehicle speed.

The vehicle controller 110 may determine a transition point to inertial driving (coastal driving), and guide this to the driver.

The vehicle controller 110 may determine an inertia driving switching point and, when switching to the inertial driving, transmit control commands to the motor controller and the engine controller 120 .

The vehicle controller 110 may transmit a control command to the motor controller to perform regenerative braking (RB) from the inertia driving transition point shown in FIG. 2 to the target point (inertia driving phase).

The regenerative braking mode refers to a process of recovering inertial energy through motor power generation and charging the battery during inertial driving of a driving vehicle.

Therefore, in a typical hybrid vehicle, the engine is turned off during inertia driving, and it is difficult to reach the temperature for GPF regeneration.

Since the gasoline engine operates at the theoretical air fuel ratio (14.7:1), if the soot accumulated in the GPF is forcibly regenerated, it is difficult to regenerate due to insufficient oxygen contained in the exhaust gas, and a very long regeneration period is required. can occur

The vehicle controller 110 may determine the inertia driving transition preparation time before reaching the inertial driving transition point of FIG. 2 .

When the probability of switching to inertia driving is higher than a preset value in the step of determining the inertia driving transition preparation time, the vehicle controller 110 may transmit a command to determine whether GPF regeneration is possible to the engine controller 120 .

The vehicle controller 110 may determine the probability of switching to inertial driving. The probability of switching to inertia driving may be determined based on information received from the outside.

For example, when it is determined that the current vehicle speed of the vehicle is higher than the target vehicle speed at the calculated target point and is within a preset reference range for the expected vehicle speed, the vehicle controller 110 may determine that the probability of switching to inertia driving is high. have.

In another embodiment, when it is determined that the expected vehicle speed is higher than the target vehicle speed at the determined inertial driving switching point as shown in FIG. 2 , the vehicle controller 110 may determine that the inertial driving switching probability is high.

When the engine controller 120 receives a command to determine whether GPF regeneration is possible, based on the measured engine temperature, the engine controller 120 determines whether the GPF regeneration temperature is reached and whether the GPF regeneration is possible, and returns the determined result to the vehicle controller 110 . can be forwarded to

In an embodiment, when the inertia driving transition preparation time is determined, the vehicle controller 110 may directly transmit a GPF regeneration execution command to the engine controller 120 without a command to determine whether GPF regeneration is possible.

3 is a block diagram specifically disclosed for cooperative control for GPF regeneration between the vehicle controller 110 and the engine controller 120 .

Referring to FIG. 3 , the GPF regeneration system according to an embodiment of the present invention may further include a navigation unit 130 . The vehicle controller 110 may receive, from the navigation 130 , information that is received from the outside for inertial driving of the vehicle and is a basis for determining whether inertial driving is possible.

The information that is the basis of the inertia driving determination may mean a current speed of the vehicle, a current location, a distance to a destination, and a condition (event) of a driving road.

The vehicle controller 110 determines a target vehicle speed and an expected vehicle speed based on the information received from the navigation unit 130 , determines an inertial driving start time based on the current vehicle speed, determines a transition point to inertial driving, and You can guide the driver.

The information received from the navigation device 130 may be information including vehicle driving information. Information that is a basis for determining whether inertial driving is possible is not necessarily provided only by the navigation device 130 .

The vehicle controller 110 may guide the driver to the inertial driving when switching to the inertial driving. When switching to inertia driving, the vehicle controller 110 may control GPF regeneration.

The engine controller 120 may determine whether GPF regeneration is possible, and may perform GPF regeneration in response to a command (output) of the vehicle controller 110 .

The navigation 130 may provide the vehicle controller 110 with information that is a basis for determining whether inertial driving is possible to the vehicle controller. The vehicle controller 110 may determine a target vehicle speed and an expected vehicle speed based on the information provided by the navigation unit 130 , and may determine an inertia driving start time based on the current vehicle speed.

Referring to FIG. 3 , cooperation for GPF regeneration between the vehicle controller 110 and the engine controller 120 of the GPF regeneration system is specifically disclosed.

The vehicle controller 110 may control inertial driving based on information acquired through the navigation 130 . Specifically, the inertia driving control may mean determining whether the inertia driving is possible and determining the inertia driving start time.

The vehicle controller 110 may determine a starting point of inertia driving, and may determine a transition point to inertial driving based on this. The determination of the inertia running control is specifically disclosed with reference to FIG. 4 .

The vehicle controller 110 may transmit a command to determine whether GPF regeneration is possible to the engine controller 120 when the inertia driving start time and transition point are determined or when it is determined that the inertial driving transition probability is high.

The engine controller 120 may determine whether GPF regeneration is possible by comprehensively determining the GPF temperature and the engine temperature.

The engine controller 120 may transmit the determination result of whether the GPF regeneration temperature is reached and whether the GPF regeneration is possible to the vehicle controller 110 based on the measured engine temperature.

The engine controller 120 may consider the amount of soot, which is an incomplete combustion material remaining in the GPF, as a basis for determining whether the GPF can be regenerated.

The vehicle controller 110 may prepare for regeneration of the GPF by receiving the determination result of whether the GPF regeneration is possible from the engine controller 120 .

When receiving the result of determining whether GPF regeneration is possible from the engine controller 120 , the vehicle controller 110 may guide the driver to inertial driving. By guiding the driver to inertia driving, the driver can turn off the accelerator pedal and prepare for noise caused by regenerative braking. In addition, it is possible for the driver to prepare for noise and vibration caused by GPF regeneration.

When it is determined that the engine controller 120 has not reached the GPF regenerable temperature, the vehicle controller 110 may output a command to raise the engine temperature to the GPF regenerable temperature through engine temperature control. The vehicle controller 110 may perform GPF regeneration through active control of the engine temperature.

The vehicle controller 110 may determine whether it is possible to perform GPF regeneration after expressing the inertial driving guidance to the driver. When it is determined that the GPF regeneration can be performed, the vehicle controller 110 may transmit a GPF regeneration command to the engine controller 120 .

The vehicle controller 110 may transmit a GPF regeneration command to the engine controller 120 in consideration of the amount of soot that is an incomplete combustion material remaining in the GPF during inertial driving.

The vehicle controller 110 may transmit the GPF regeneration command by comprehensively determining the engine temperature and the amount of soot.

When the engine temperature is less than the reference temperature at which GPF regeneration is possible, the vehicle controller 110 may transmit a GPF regeneration command together with a command to increase the engine temperature.

When receiving a GPF regeneration command from the vehicle controller 110 , the engine controller 120 may perform GPF regeneration. In this case, the GPF regeneration may be maintained until the end of the inertia driving, and may be ended before a preset time from the end of the inertia driving according to a setting.

The vehicle controller 110 may release the engine clutch together with the GPF regeneration command. When the engine clutch is released, the engine power source is intercepted to prevent unnecessary transmission of the engine power source to the motor. In addition, the engine can be driven at idle RPM, preventing excessive oxygen from entering the GPF.

Release of the engine clutch by the vehicle controller 110 is not an essential process for GPF regeneration, and it is also possible to regenerate the GPF while the engine clutch is connected.

For example, the GPF regeneration system according to an embodiment of the present invention is a passive run that regenerates the GPF when the GPF regeneration temperature is reached in a state in which the engine clutch is connected, or the engine performs a fuel cut state in a state in which the engine clutch is connected. It is also possible to regenerate the GPF through a motor drive method that maintains and drives the motor to maintain the engine rotation state to regenerate the GPF.

4 is a flowchart illustrating a method of operating a GPF regeneration system according to an embodiment of the present invention.

Referring to FIG. 4 , the operating method of the GPF regeneration system according to an embodiment of the present invention includes the steps of determining whether inertial driving is possible through information received from the outside (S110), switching to inertial driving (S120), and the driver It may include a step of guiding the inertial driving to the user (S130), a step of determining whether GPF regeneration is possible (S140), a step of controlling the GPF regeneration (S150), and a step of performing the GPF regeneration (S160).

Hereinafter, steps S110 to S160 will be described in detail with reference to FIG. 1 .

In step S110 , the vehicle controller 110 may determine whether inertial driving is possible through information received from the outside. Based on the information collected from the outside, the vehicle controller 110 may determine a target vehicle speed and an expected vehicle speed, and may determine an inertia driving start time based on the target vehicle speed, the expected vehicle speed, and the current vehicle speed. When the inertia driving start time is determined, the inertia driving transition point may be determined. If it is determined that the inertia driving is possible, the process may proceed to a step S120 of switching to the inertial driving.

In the step S110 of determining whether inertia driving is possible, the vehicle controller 110 determines the probability of switching to inertial driving and, when it is higher than a preset value, transmits a command to determine whether GPF regeneration is possible to the engine controller 120 can

In step S120 , the vehicle controller 110 may switch to inertial driving. When switching to inertia driving, the vehicle controller 110 may implement the regenerative braking mode through the motor controller. When the inertia driving is switched, the process may proceed to step S130.

Step S130 is a step of guiding the driver to inertia driving, and is a step informing that inertia driving has started. The vehicle controller 110 notifies the driver of the inertia driving, so that the driver turns off the accelerator pedal.

After step S130 or at step S110 , the vehicle controller 110 may transmit a command to the engine controller 120 to determine whether GPF regeneration is possible.

In step S140 , the engine controller 120 receiving the command from the vehicle controller 110 may determine whether GPF regeneration is possible. At this time, the engine controller 120 may determine whether the GPF regeneration temperature is reached and whether the GPF regeneration is possible based on the measured engine temperature, and transmit the determination result to the vehicle controller 110 .

Upon receiving the determination result of the engine controller 120, the vehicle controller 110 may control the GPF regeneration based on this (S150).

In step S150 , the vehicle controller 110 may transmit a command to perform GPF regeneration to the engine controller 110 according to the amount of incomplete combustion material (soot) remaining in the GPF.

In addition, it is possible to release the engine clutch together with a command to perform GPF regeneration and maintain the released state until the GPF regeneration is terminated.

When there is a command to perform GPF regeneration of the vehicle controller 110 in step S150 , the engine controller 120 performs GPF regeneration in step S160 .

5 is a flowchart illustrating a method of performing GPF regeneration through inertia driving determination and active control of the vehicle controller 110 in the GPF regeneration system of the present invention.

Referring to FIG. 5 , when the current vehicle speed is less than the lower limit speed x or exceeds the upper limit speed y, the vehicle controller 110 may not perform the subsequent control ( S11 ). This is because, when the current vehicle speed is too high or too low, the controllable speed range for inertia driving is out of range. In addition, the inertia driving entry may be restricted at a preset speed according to the setting.

Inertia driving entry restriction is not necessarily caused only by speed, and inertia driving entry restriction may occur in a specific section according to user settings.

The vehicle controller 110 determines the target vehicle speed to the destination by determining whether there is an event requiring deceleration in front of the driving vehicle on the driving road (S12).

Information on events requiring deceleration can be obtained through map data of navigation and GPS. The navigation system may be configured to provide the vehicle controller 110 with a current location of the vehicle, event information during driving, and information on the slope of the driving road.

The expected vehicle speed means a vehicle speed while the vehicle decelerates from the current vehicle speed to the inertial driving state after the target vehicle speed is determined.

After determining the target vehicle speed ( S12 ), the vehicle controller 110 may proceed to the step of determining the expected vehicle speed ( S13 ).

The expected vehicle speed refers to the vehicle speed at which deceleration is achieved after the inertia driving starts. That is, the expected vehicle speed is a vehicle speed at which the vehicle's current vehicle speed is decelerated by driving resistance such as air resistance and frictional resistance with a road surface, and may mean a deceleration profile of the vehicle speed determined according to a location to a destination.

When the expected vehicle speed is determined, the vehicle controller 110 may determine a starting time for starting the inertia driving. In this case, the start time may mean a time at which acceleration through the accelerator should no longer be made.

When the inertia driving start time is determined, the vehicle controller 110 may instruct the driver to turn off the accelerator pedal by notifying the driver.

When the inertia driving start time is determined, the vehicle controller 110 may determine the inertia driving switching point (S15). The vehicle controller 110 may determine the inertia driving switching point by synthesizing the current distance information of the vehicle with respect to the inertial driving start time and the target position.

In determining the inertia driving transition point, the vehicle controller 110 may determine the inertial driving transition point based on the current vehicle speed of the vehicle and the expected vehicle speed at the target position.

The vehicle controller 110 may provide inertial driving guidance to the driver through the information providing device. The information providing device suffices as long as it enables the driver to recognize the guidance for inertial driving, and the present invention is not limited thereto. For example, a display of an AVN (Audio, Video, Navigation) device, a Head-Up Display (HUD), or a display in an instrument panel may be an information providing device.

After the inertia driving switching point is determined, the vehicle controller 110 may determine whether the vehicle controller active control (HCU active control) is possible (S16).

The active control of the vehicle controller is a step in which the vehicle controller 110 actively controls the GPF regeneration in consideration of fuel efficiency and drivability for temperature increase. Considering the amount of incomplete combustion material (soot) remaining in the GPF, the GPF regeneration is performed. The control step and the step of determining whether the GPF regeneration temperature is reached based on the measured engine temperature, the step of determining whether the GPF regeneration is possible according to whether the temperature is reached may be included.

If the vehicle controller active control (HCU active control) is possible, it may proceed to a step of determining whether the inertia driving switching point is reached and whether the inertial driving guidance is provided to the driver (S17).

In step S17 , when the current driving point of the vehicle is the α+β point or the α*γ point, the vehicle controller 110 may determine that the inertial driving transition point has been reached.

When the current driving point of the vehicle is the α+β point or the α*γ point, the vehicle controller 110 may guide the driver to inertial driving. That is, the vehicle controller 110 may determine an inertia start time point, and may switch to inertia driving at the inertia driving switching point.

In another embodiment, the vehicle controller 110 may determine that the inertia driving transition point has been reached in advance according to a set value. In this case, the vehicle controller 110 may switch to inertia driving, determine whether GPF regeneration is possible, and control GPF regeneration.

α may mean the inertia driving transition point determined in step S15. In general, α will be a point at which inertia driving is performed, but a change may occur at a point at which inertia driving is switched depending on the actual driving environment.

β is a variable value and may be any set value. That is, when the current driving point of the vehicle reaches the range set for the inertia driving switching point, the vehicle controller 120 may determine the inertial driving stage.

β may be determined within -200m, which is a distance level that can be recognized by the driver, in which the inertia driving control can be stably progressed in consideration of the inertia driving stability.

γ is an arbitrary variable and may vary according to user settings. The range of γ may be determined within 2, which is a level at which the inertial driving control can be performed stably and the driver can perceive it.

In step S17 , when it is determined that the current point is not a position corresponding to the inertia driving transition point, the vehicle controller 110 may return to step S15 to determine the inertia driving transition point again.

In step S17 , when the vehicle controller 110 determines that the current point corresponds to the inertia driving switching point, the vehicle controller 110 may switch to the inertial driving switching point.

When switching to inertia driving, the vehicle controller 110 may transmit a release command to the engine clutch and receive confirmation of engine clutch release from the engine clutch (S18 and S19).

According to an embodiment of the present invention, it is also possible to omit steps S18 and S19. In this case, the vehicle controller 110 may transmit a command for performing GPF regeneration independently of whether the engine clutch is released.

Also, in an embodiment of the present invention, the engine clutch release command may be transmitted together with the command to perform GPF regeneration.

In step S20 , the vehicle controller 110 may transmit a command to regenerate the GPF to the engine controller 120 . The engine controller 120 may perform GPF regeneration according to a command of the vehicle controller 110 .

The command to perform GPF regeneration may be issued by comprehensively judging the amount of incomplete combustion material remaining in the GPF and the engine temperature. Also, the vehicle controller 110 may transmit a temperature increase control command of the GPF according to the amount of incomplete combustion material (soot) remaining even while GPF regeneration is being performed.

Through the above process, GPF regeneration may be performed during inertial driving of the vehicle, and when the vehicle reaches a destination, inertial driving may be terminated, and GPF regeneration may also be terminated. In some cases, the end time of the GPF regeneration may be a preset time before the end time of the inertia driving according to a setting.

The GPF regeneration system of the vehicle according to an embodiment of the present invention may maintain the released state of the engine clutch until the GPF regeneration is finished.

As described above, the GPF regeneration system for a vehicle and an operating method thereof according to the present invention have been described above.

According to the present invention, by performing GPF regeneration during inertial driving, more efficient GPF regeneration and soot reduction in a hybrid vehicle are possible.

In addition, it is possible to regenerate the GPF without straining the engine, and it is possible to provide a comfortable driving environment by preventing the vehicle from flowing due to the GPF regeneration.

Conventionally, there is no cooperative logic for GPF regeneration and control logic for GPF regeneration during inertial driving, so there is a problem that GPF regeneration is limited during inertial driving with optimal conditions for GPF regeneration in a hybrid vehicle.

In addition, since the existing technology could not actively utilize the HCU active control, a separate control for GPF regeneration was required, which caused deterioration of fuel efficiency.

By solving this problem in the present invention, it is possible to actively perform GPF regeneration during inertial driving, thereby contributing to improvement of vehicle fuel efficiency and reduction of pollutant emission.

Although the embodiment of the present invention has been described in detail, the scope of the present invention is not limited thereto. That is, since each component specifically shown in the embodiment can be implemented by modification, differences related to such modification and application should be construed as being included in the scope of the present invention defined in the appended claims.

100: GPF regeneration system
110: vehicle controller
120: engine controller
130: navigation

Claims (14)

a vehicle controller that determines whether inertial driving is possible through information received from the outside, switches to inertial driving, guides the driver to inertial driving, and controls GPF regeneration; and
and an engine controller that determines whether the GPF regeneration is possible and performs the GPF regeneration in response to an output of the vehicle controller.
According to claim 1,
The GPF regeneration system of a vehicle further comprising a navigation system that provides the information to the vehicle controller.
According to claim 1,
The vehicle controller,
Based on the information, the inertia driving transition point is determined based on the target vehicle speed, the expected vehicle speed, and the current vehicle speed. The vehicle's GPF regeneration system that sends the command to do so.
According to claim 1,
The vehicle controller,
A GPF regeneration system for a vehicle that transmits a command to determine whether GPF regeneration is possible to the engine controller when the probability of switching to inertia driving is higher than a preset value.
According to claim 1,
The engine controller is
A GPF regeneration system during inertial driving of a vehicle that transmits a determination result of whether the GPF regeneration temperature is reached and whether the GPF regeneration is possible based on the measured engine temperature to the vehicle controller.
According to claim 1,
The vehicle controller,
A GPF regeneration system for a vehicle that transmits a command to perform the GPF regeneration to the engine controller according to an amount of incomplete combustion material (soot) remaining in the GPF during inertial driving.
7. The method of claim 6,
The vehicle controller,
The GPF regeneration system of the vehicle releases the engine clutch together with the command to perform the GPF regeneration, and maintains the release until the GPF regeneration ends.
determining whether inertial driving is possible through information received from the outside;
switching to inertia driving;
guiding the driver to inertial driving;
determining whether GPF regeneration is possible;
controlling GPF regeneration; and
A method of operating a GPF regeneration system of a vehicle, comprising the step of performing GPF regeneration.
9. The method of claim 8,
The step of determining whether the inertia driving is possible,
determining a target vehicle speed and an expected vehicle speed based on the information received from the outside;
determining an inertia driving start time based on the target vehicle speed, the expected vehicle speed, and the current vehicle speed; and
and determining the inertia driving transition point.
9. The method of claim 8,
The step of determining whether the inertia driving is possible,
and determining a probability of switching to the inertia driving and transmitting a command to determine whether the GPF can be regenerated when the probability of switching to the inertia driving is higher than a preset value.
9. The method of claim 8,
The step of determining whether the GPF regeneration is possible,
based on the measured engine temperature, determining whether the GPF regeneration temperature is reached; and
and determining whether the GPF regeneration is possible according to the arrival or not.
9. The method of claim 8,
The step of controlling the GPF regeneration comprises:
and transmitting a command to perform the GPF regeneration according to an amount of incomplete combustion material (soot) remaining in the GPF during inertial driving.
9. The method of claim 8,
The step of performing the GPF regeneration,
A method of operating a GPF regeneration system of a vehicle, comprising: transmitting a temperature increase control command of the GPF according to an amount of incomplete combustion material (soot) remaining in the GPF during inertial driving.
9. The method of claim 8,
The step of controlling the GPF regeneration comprises:
and releasing the engine clutch together with the command to perform the GPF regeneration, and maintaining the release until the GPF regeneration is finished.

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