Vehicle and control method thereof

Abstract

A vehicle is provided, the vehicle including: a gasoline particulate filter (GPF) configured to store soot generated in an engine and burn the soot; and a sensor configured to detect a first soot mass included in the GPF. A controller is configured to calculate a second soot mass estimated at ignition off based on the detected first soot mass, and determine an inlet temperature of the GPF based on the second soot mass and a predetermined reference value. Then, the engine is operated according to the determined GPF inlet temperature.

Description

Technical Field

[0001] The present invention relates to a hybrid vehicle using at least two power sources and a control method of the hybrid vehicle, and more particularly, to a hybrid vehicle that reduces the number of times of additional engine starting by determining whether soot removal is required. Background Art

[0002] Vehicles can be classified into internal combustion engine vehicles, hybrid vehicles, and electric vehicles based on the type of power source that generates driving force. An internal combustion engine vehicle is a vehicle that burns fossil fuels and generates power. In order to cope with the depletion of fossil fuels currently used as fuel for internal combustion engine vehicles and environmental pollution problems, hybrid electric vehicles and electric vehicles are being developed.

[0003] Hybrid vehicles can be divided into two different forms. Specifically, hybrid vehicles include hybrid electric vehicles (HEVs) that use the driving force of an internal combustion engine and obtain energy from a battery charged by regenerative energy generated during braking to drive an electric motor. Hybrid vehicles include plug-in hybrid electric vehicles (PHEVs) that have a battery that can be charged by plugging the battery into an external power source.

[0004] Hybrid vehicles also include Atkinson cycle engines to replace the automatic cycle engines used in internal combustion engine vehicles to improve fuel economy. In the Atkins cycle engine, there is a disadvantage of reduced output. Recently, hybrid vehicles have been equipped with gasoline direct injection (GDI) engines to make up for the disadvantages of the Atkins cycle engine. However, in the GDI engine, a large amount of soot is generated. Summary of the invention

[0005] Therefore, the present invention provides a hybrid vehicle capable of improving fuel economy and reducing the number of additional starts of an engine by determining whether soot removal is required when it has been determined that the engine is to be started, and a control method thereof.

[0006] According to one aspect of the present invention, a vehicle may include a gasoline particulate filter (GPF) configured to store soot generated in an engine and burn the soot; a sensor configured to detect a first soot mass included in the GPF; and a controller configured to calculate a second soot mass estimated at ignition off based on the detected first soot mass, determine an inlet temperature of the GPF based on the second soot mass and a predetermined reference value, and operate the engine based on the determined inlet temperature of the GPF.

[0007] The controller may be configured to start the engine for air conditioning and determine the operation of the engine based on the determined inlet temperature of the GPF. The vehicle may also include an input configured to receive the heating temperature of the air conditioner from a user. The controller may be configured to compare the cooling water temperature of the engine detected by the sensor with the heating temperature and determine whether to start the engine based on the comparison. The controller may also be configured to determine the inlet temperature of the GPF based on the comparison and the driving speed detected by the sensor.

[0008] In addition, the controller may be configured to determine a first inlet temperature of the GPF when the second soot mass exceeds a predetermined reference value, and determine a second inlet temperature of the GPF that is lower than the first inlet temperature of the GPF when the second soot mass is equal to or less than the predetermined reference value. The controller may be configured to operate the engine based on at least one of revolutions per minute (RPM), ignition timing, and air-fuel ratio. The controller may be configured to shut down the engine when the detected first soot mass is equal to or less than the predetermined reference value.

[0009] The controller may be further configured to determine whether to start the engine based on the high voltage battery power consumed by the low DC voltage converter (LDC) device, and operate the engine based on the determined inlet temperature of the GPF. The controller may also be configured to determine whether to start the engine based on the charge of the high voltage battery, and operate the engine based on the determined inlet temperature of the GPF. The controller may be configured to calculate the second soot mass based on at least one of the first soot mass, the soot accumulation speed, the average ignition time, and the time correction.

[0010] According to another aspect of the present invention, a control method of a vehicle may include determining whether to start an engine for air conditioning; and calculating a second soot mass estimated when ignition is off based on a first soot mass stored in a GPF; determining an inlet temperature of the GPF based on the second soot mass and a predetermined reference value; and operating the engine according to the determined inlet temperature of the GPF.

[0011] The step of determining whether to start the engine may include: receiving a temperature value of the air conditioner from a user; and comparing the cooling water temperature and the heating temperature of the air conditioner. The inlet temperature of the GPF may be determined based on the comparison and the driving speed of the vehicle. In addition, determining the inlet temperature of the GPF may include determining a first inlet temperature of the GPF when the second soot mass exceeds a predetermined reference value; and determining a second inlet temperature of the GPF that is lower than the first inlet temperature of the GPF when the second soot mass is equal to or less than the predetermined reference value. The engine may be operated based on at least one of RPM, ignition timing, and air-fuel ratio.

[0012] The method may further include shutting down the engine when the detected first soot mass is equal to or less than a predetermined reference value. In addition, the method may include determining whether to start the engine based on the high-voltage battery power consumed by the LDC, and determining whether to start the engine based on the charge amount of the high-voltage battery. The second soot mass may be calculated based on at least one of the first soot mass, the soot accumulation speed, the average ignition time, and the time correction. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] These and / or other aspects of the present invention will become apparent and more readily understood from the following description of exemplary embodiments taken in conjunction with the accompanying drawings.

[0014] Figure 1 is a diagram showing problems that may occur in a conventional hybrid vehicle according to the related art;

[0015] Figure 2 is a block diagram of a disclosed vehicle according to an exemplary embodiment of the present invention;

[0016] Figure 3 is a flowchart illustrating a control method of a vehicle according to an exemplary embodiment of the present invention;

[0017] Figure 4 is a flow chart illustrating determining an engine start for FATC according to an exemplary embodiment of the present invention;

[0018] Figure 5 is a flow chart illustrating a process of calculating soot mass and determining an inlet temperature of a GPF according to an exemplary embodiment of the present invention;

[0019] Figure 6 is a flowchart illustrating an independent control method of an engine according to an exemplary embodiment of the present invention; and

[0020] Figure 7 is a diagram illustrating another exemplary embodiment related to cooperative reproduction. DETAILED DESCRIPTION

[0021] It should be understood that the term "vehicle" or "vehicle-mounted" or other similar terms used herein include general motor vehicles, such as passenger cars including sports utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including various boats, ships, aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g., fuels obtained from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle having two or more power sources, such as a vehicle having both gasoline power and electric power.

[0022] Although the exemplary embodiments are described as using multiple units to perform the exemplary processes, it should be understood that the exemplary processes can also be performed by one or more modules. In addition, it should be understood that the term controller / control unit refers to a hardware device including a memory and a processor. The memory is configured to store the modules, and the processor is specifically configured to execute the modules to perform one or more processes that will be further described below.

[0023] In addition, the control logic of the present invention may be implemented as a non-transitory computer readable medium on a computer readable medium containing executable program instructions executed by a processor, a controller / control unit, etc. Examples of computer readable media include, but are not limited to, ROM, RAM, compact disk (CD)-ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer readable recording medium may also be distributed in a network coupled computer system so that the computer readable medium is stored and executed in a distributed manner, such as by a telematics server or a controller area network (CAN).

[0024] The terms used herein are for the purpose of describing specific embodiments only and are not intended to limit the present invention. As used herein, the singular forms "a", "an" and "the" are also intended to include the plural forms, unless the context clearly indicates otherwise. It will be further understood that when used in this specification, the terms "include" and / or "comprise" specify the presence of the features, integers, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, parts and / or groups thereof. As used herein, the term "and / or" includes any and all combinations of one or more of the relevant listed items.

[0025] Unless otherwise specified or apparent from the context, as used herein, the term "about" is to be understood as within the normal tolerance range in the art, such as within 2 standard deviations of the mean. "Approximately" may be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless the context clearly indicates otherwise, all numerical values ​​provided herein are modified by the term "about".

[0026] Throughout the specification, the same reference numerals represent the same elements. Not all elements of the embodiments of the present invention will be described, and descriptions that are well known in the art or that are repeated in the exemplary embodiments will be omitted. Terms used throughout the specification, such as "~part", "~module", "~component", "~block", etc., can be implemented in software and / or hardware, and multiple "~parts", "~modules", "~components" or "~blocks" can be implemented in a single element, or a single "~part", "~module", "~component" or "~block" can include multiple elements. It will be further understood that the term "connection" or its derivatives refer to both direct connection and indirect connection, and indirect connection includes connection on a wireless communication network.

[0027] The reference numerals used for the method steps are only for convenience of explanation and do not limit the order of the steps. Therefore, unless the context clearly indicates otherwise, the written order can be practiced in other ways. The principles and embodiments of the present invention will now be described with reference to the accompanying drawings.

[0028] Figure 1 is a diagram illustrating problems that may occur in a conventional hybrid vehicle. Figure 1 It shows whether to start the engine (2-1, 2-2 and 2-3) for operating the air conditioner (eg, FATC, Full Automatic Temperature Control). Figure 1 The relationship between the engine RPM (revolutions per minute) 3, the inlet temperature of the gasoline particulate filter (GPF) 4 and the mass of soot stored in the GPF 5 is shown respectively. Figure 1 In FIG. 5 , the X-axis represents time (s), and the Y-axis represents the inlet temperature of the GPF (c).

[0029] The GPF is a filter that stores soot generated during combustion and burns the stored soot when a predetermined condition is met (so-called GPF regeneration). The predetermined condition corresponds to the inlet temperature of the GPF. When the inlet temperature of the GPF is equal to or higher than the predetermined temperature, GPF regeneration is performed. Figure 1 , when the engine is turned off (2-2), the inlet temperature 4 of the GPF drops sharply during 180s to 220s. In other words, compared with vehicles with internal combustion engines, hybrid vehicles that often turn off the engine are not conducive to reaching the inlet temperature of the GPF that regenerates the GPF.

[0030] Conventional hybrid vehicles often start the engine (2-1 and 2-3) to operate the air conditioner regardless of the remaining amount of the charging battery. The engine start (2-1 and 2-3) operation of FATC is intended to increase the engine coolant temperature, which is also not conducive to fuel saving. Conventional hybrid vehicles have performed a control operation of starting the engine to burn soot independently of the control operation of the engine for FATC.

[0031] Reference again Figure 1 , during driving of a hybrid vehicle, the soot mass 5 is expected to increase. Although control to start the engine for GPF regeneration should be performed soon after, the engine is started / shutdown independently for FATC. In addition, during the first engine start 2-1, the inlet temperature 4 of the GPF increases to about 400°C, but during the engine shutdown 2-2, the inlet temperature 4 of the GPF drops to about 150°C. When the engine start (2-3) of the independent FATC is performed again, the inlet temperature 4 of the GPF may rise to 400°C. However, the conditions for GPF regeneration (e.g., the inlet temperature of the GPF is 630°C) cannot be met. Therefore, when the soot mass 5 is deposited to a predetermined reference value or more, the conventional hybrid vehicle starts the engine again. Therefore, the conventional hybrid vehicle wastes fuel by starting the engine in each different situation.

[0032] Figure 2 is a block diagram of the disclosed vehicle. Figure 2 , the disclosed vehicle 1 may include: a sensor 10, configured to collect various data; an air conditioner 20, configured to adjust the internal temperature of the vehicle 1; an input 30, configured to receive a command from a user; an engine 40 and a high-voltage battery 60, configured to supply power to the vehicle 1; a GPF 50, configured to store soot generated in the engine 40 and burn the soot; a low-to-DC DC voltage converter (LDC) 70, configured to convert the electric energy provided by the high-voltage battery 60 into a low-voltage electric energy of 12V; a storage unit 80, configured to store the various collected data and programs; and a controller 100, configured to operate the above-mentioned configuration of the vehicle 1.

[0033] Specifically, the sensor 10 may include a sensor 11 configured to detect the temperature of cooling water of the engine 40, a sensor 12 configured to detect the speed of the vehicle 1, a sensor 13 configured to detect the mass of soot stored in the GPF 50, and a sensor 14 configured to detect the temperature of the inlet of the GPF 50. The controller 100 may be configured to determine the cooling water temperature required for the heating operation of the air conditioner 20 based on the cooling water temperature measured by the sensor 11, and the controller may be configured to determine whether to start the engine to operate the air conditioner 20.

[0034] The controller 100 may utilize the vehicle speed detected by the sensor 12 to consider the cooling effect based on the wind volume and wind speed generated by driving. The vehicle speed may be calculated by the detection value of the hardware sensor and by the calculation of the controller 100. The controller 100 may utilize the detection value of the sensor 13 to determine whether to start the engine for GPF regeneration. The sensor 13 may be provided in the GPF 50. The controller 100 may be configured to determine whether to start the engine 40 and whether to operate the GPF 50 based on the detection value of the sensor 14. Specifically, the controller 100 may be configured to start the engine 40 to increase the inlet temperature of the GPF to the target temperature described below, and perform GPF regeneration.

[0035] In addition, the sensor 10 may further include a plurality of various sensors. The air conditioner 20 refers to a hardware device configured to adjust the temperature inside the vehicle 1. Specifically, the air conditioner 20 may include a condenser, a compressor, an evaporator, a receiver, and an expansion device. Through the hardware device, a fully automatic temperature control (FATC) that maintains the internal temperature of the vehicle 1 may be performed. The air conditioner 20 may be configured to adjust the temperature of the air discharged from the vent (not shown) based on the temperature of the cooling water of the engine 40. In other words, when the temperature of the current engine cooling water is lower than the required heating temperature, the controller 100 may be configured to start the engine 40 and heat the cooling water. A specific description thereof will be described later with reference to other drawings.

[0036] In addition, the inputter 30 may be configured to receive various input commands from the user. In particular, the inputter 30 may be configured to receive input commands related to the operation of the air conditioner 20, for example, commands related to the target temperature in the vehicle 1, from the user. The input commands received by the inputter 30 may be transmitted to the controller 100. The controller 100 may use the input commands to determine whether excessive use of the electric energy stored in the high-voltage battery 60 is expected and whether additional engine starting is required.

[0037] The input device 30 may include various hardware devices, such as buttons, switches, pedals, keyboards, mice, trackballs, levers, handles, joysticks, etc., and a steering wheel (not shown). In addition, an input command for saving fuel may be input by a user's touch on a display interlocked with an audio video navigation (AVN) device. In particular, the input device 30 may be a graphical user interface, i.e., a software device. The touchpad is implemented as a touch screen panel (TSP), and may form a layered structure with the AVN (audio video navigation).

[0038] The engine 40 and the high-voltage battery 60 are power sources for supplying power to the vehicle 1. Specifically, the engine 40 is a common internal combustion engine, and the air conditioner 20 uses cooling water whose temperature may be raised by the engine 40 when heating the interior of the vehicle 1. The high-voltage battery 60 may be configured to supply power to various electrical devices included in the vehicle 1 and an electric motor (not shown) provided in the vehicle 1. The disclosed high-voltage battery 60 refers to a high-output, large-capacity battery used in a hybrid vehicle according to an exemplary embodiment, and includes a battery stack of 96 or more battery cells (e.g., a battery basic cell having a voltage of 3.6V to 3.7V). For example, the high-voltage battery 60 may have a nominal voltage of approximately 360V to 400V.

[0039] The motor refers to a device driven by multi-phase alternating current (AC) power of an inverter to generate power (rotational force). The wheels are rotated by the power transmitted from the motor and / or the engine 40. The GPF 50 is a filter for controlling the exhaust gas discharged by the engine 40 and removing particulates contained in the exhaust gas. Specifically, the GPF 50 can store carbon soot generated by the engine 40 when burning gasoline. The controller 100 can be configured to operate the GPF 50 when a predetermined condition is met, and the GPF 50 can be configured to burn the stored carbon soot.

[0040] It is worth noting that the vehicle 1 may include an internal combustion engine using gasoline as a power source. Therefore, the filter storing soot exhausted by the engine 40 is described as the GPF 50. However, the disclosed exemplary embodiment is not limited to the GPF 50, and in the case where the engine 40 uses diesel as a power source, the GPF 50 may be changed to a diesel particulate filter (DPF).

[0041] In addition, the LDC 70 is a converter system configured to convert the electric energy supplied by the high-voltage battery 60 into a low-voltage electric energy of 12V. The LDC can be configured to supply electric energy of a 12V voltage to various electronic devices provided in the disclosed vehicle 1. In an exemplary embodiment, the LDC 70 operates when an electronic device with a large power load, such as a seat heating device or a headlight, is used. Specifically, electric energy can be supplied to an electronic device with a relatively small power load by an auxiliary battery (not shown) provided in the vehicle 1. However, when an electronic device with a large power load is executed, the controller 100 can be configured to operate the LDC 70 and supply the electric energy of the high-voltage battery 60 together with the electric energy of the auxiliary battery to the electronic device with the large power load.

[0042] The storage unit 80 can be configured to store the detection values ​​collected by the sensor 10 and various programs and data for the operation of the vehicle 1. The storage unit 80 may include a cache, a read-only memory (ROM), a random access memory (RAM), a compact disk read-only memory (CD-ROM), a magnetic tape, a floppy disk, and an optical recording medium. In addition, the medium may be a non-temporary computer-readable medium. The medium may also be a distributed network, thereby storing or transmitting and executing computer-readable codes in a distributed manner. Further, by way of example only, the processing element may include at least one processor or at least one computer processor, and the processing element may be distributed and / or included in a single device.

[0043] In addition, the controller 100 may be configured to perform the overall operation of the vehicle 1. Specifically, the controller 100 may be configured to receive a detection value (hereinafter referred to as a first soot mass) related to the accumulated amount of soot stored by the GPF 50 while the vehicle 1 is traveling, and calculate a second soot mass expected at the end of driving based on the first soot mass. The controller 100 may be configured to determine the inlet temperature of the GPF based on the calculated second soot mass and a predetermined reference value. Then, the controller 100 may be configured to start the engine 40 and adjust the RPM of the engine 40, the ignition timing or the air-fuel ratio of the engine 40 based on the determined inlet temperature of the GPF.

[0044] The inlet temperature of the GPF determined by the controller 100 can be used for engine control for cooperative regeneration, which simultaneously performs the heating operation of the air conditioner 20 and the GPF regeneration. A detailed description related thereto will be given later with reference to the accompanying drawings. The controller 100 includes: a memory (not shown) for storing algorithms for performing operations of components of the vehicle 1 or data about programs for performing the algorithms; and a processor (not shown) for performing the above operations using data stored in the memory. In various exemplary embodiments, the memory and the processor are implemented as separate chips, while in other embodiments, the memory and the processor are implemented as a single chip.

[0045] Figure 3 is a flowchart showing a control method of a vehicle according to an exemplary embodiment of the present invention. Figure 3 , the controller 100 may be configured to determine whether to start the engine 40 for FATC (200). Specifically, the controller 100 may be configured to operate the air conditioner 20 through FATC. For example, when the user sends an input command, the controller 100 may be configured to detect the interior temperature of the vehicle 1 using the sensor 10. When the target temperature of the air conditioner 20 input by the user is lower than the current interior temperature of the vehicle 1, the controller 100 may be configured to perform a heating operation using the air conditioner 20.

[0046] In particular, the controller 100 may be configured to perform compensation in consideration of the vehicle speed to correct the cooling effect due to wind flowing into the vehicle as the vehicle 1 travels, and the controller 100 may be configured to determine whether to adjust the temperature of the cooling water by operating the engine 40 based on the comparison result. Figure 4 A detailed description thereof is given. In response to determining that the engine 40 is started, the controller 100 may be configured to calculate the soot mass of the GPF 50 (300).

[0047] In a conventional hybrid vehicle of the related art, the soot mass of the GPF 50 is simply detected, and the engine start for GPF regeneration is performed independently of the engine start for FATC. However, the disclosed vehicle 1 can improve fuel economy by determining whether to perform the engine start for GPF regeneration together with the engine start for FATC. Based on the soot mass detected by the sensor 10, the controller 100 can be configured to calculate the soot mass expected when the ignition is turned off. The soot mass expected when the ignition is turned off can be calculated using a series of factors such as the soot accumulation speed, the average ignition time, or the time correction. Reference will be made later to Figure 5 A detailed description thereof is given.

[0048] In particular, the controller 100 may be configured to determine whether to start the engine for cooperative regeneration (400). Cooperative regeneration refers to determining whether the engine 40 is started in different independent situations and performing the operation of the configuration of the vehicle 1 according to the determination of the operation of the engine 40. Specifically, the controller 100 may be configured to compare the calculated soot mass with a predetermined reference value and determine whether to perform GPF regeneration. Since the engine start for FATC has been determined in step 300, the controller 100 may be configured to additionally determine whether the engine start for GPF regeneration is required. This will be referred to later. Figure 5 and Figure 6 A detailed description thereof is given.

[0049] Figure 4 is a flow chart showing the determination of an engine start for FATC. Figure 4 , the controller 100 may be configured to detect the cooling water temperature of the engine 40 (210). Specifically, the controller 100 may be configured to receive the cooling water temperature from the engine cooling water temperature sensor 11. The controller 100 may also be configured to receive a heating temperature of the air conditioner input by a user (220). The heating temperature is a temperature value received through the inputter 30, and the controller 100 may be configured to perform FATC control based on the received temperature value.

[0050] The controller 100 may then be configured to compare the received cooling water temperature with the heating temperature input by the user (230). When the cooling water temperature is higher than the heating temperature, the controller 100 may be configured to determine that the engine is off (251). In other words, the controller may be configured to determine that the engine is off and that an engine start is not required. However, when the cooling water temperature is lower than the heating temperature, the controller 100 may be configured to select an engine start (250).

[0051] In addition, the controller 100 may be configured to determine whether the engine 40 should be operated to a specific level while selecting the engine start. Typically, the operation of the engine 40 required for the operation of the air conditioner 20 includes adjusting the revolutions per minute (RPM) or the air-fuel ratio to increase the inlet temperature of the GPF to about 400° C. The controller 100 may be configured to select the control level of the engine 40 by vehicle speed correction (241). The cooling / heating load may be determined by the temperature inside or outside the vehicle 1 collected by the sensor 30 and the air conditioner.

[0052] The speed correction indicates that the temperature of the wind flowing into the air conditioner 20 when the vehicle 1 is traveling is applied to the control of the engine 40. Specifically, the controller 100 may be configured to determine the degree of increase of the cooling water of the engine 40 based on the external temperature and vehicle speed of the vehicle 1 and then adjust the RPM or air-fuel ratio.

[0053] Figure 5 is a flow chart showing the process of calculating the soot mass and determining the inlet temperature of the GPF. Figure 4 As described, even if it is determined that the engine is started for FATC, the controller 100 does not immediately operate the engine 40, but may be configured again to determine whether cooperative regeneration is required. Figure 5 , the controller 100 may be configured to estimate the soot mass to determine whether GPF regeneration is required. When the controller 100 determines that GPF regeneration is required, the controller 100 may be configured to operate the engine 40 so that GPF regeneration can be performed while performing an engine start for FATC.

[0054] First, the controller 100 may be configured to calculate the soot mass expected at the ignition off point (310). Specifically, the controller 100 may be configured to detect the soot mass (the first soot mass described above) stored in the current GPF 50 from the soot mass detection sensor 13. Then, the controller 100 may be configured to calculate the accumulation amount of soot expected at the ignition off point by applying predetermined factors such as soot accumulation speed, average ignition time, and time correction to the following equation (1).

[0055] Equation 1

[0056] Second soot mass = first soot mass + (soot accumulation rate * average ignition time * time correction)

[0057] The soot accumulation speed may be a statistic of the soot mass detected by the sensor 13 in a preset time period, or may be a predetermined value in the storage unit 80 .

[0058] The average ignition time may be determined based on the user's driving pattern, and the controller 100 may be configured to calculate the running time after accumulating the previous driving time in the storage unit 80. However, the average ignition time and the soot accumulation speed may be predetermined values. The time correction may be predetermined by the manufacturer to correct the difference between the actual ignition off point of the vehicle 1 and the above factors.

[0059] When the second soot mass is calculated according to equation (1), the controller 100 may be configured to compare the calculated soot mass with a predetermined reference value (320). The predetermined reference value is the soot mass of the GPF 50 that may be determined according to the capacity of the GPF 50. When the second soot mass is equal to or greater than the predetermined reference value, the controller 100 may be configured to determine that cooperative regeneration is necessary (330). Therefore, the controller 100 may be configured to operate the engine 40 to heat the inlet temperature of the GPF to approximately 630° C. to 650° C.

[0060] When the second soot mass is less than the predetermined reference value, the controller 100 may be configured to determine that cooperative regeneration is not required (340). Therefore, the controller 100 may be configured to operate the engine 40 for FATC. Specifically, the controller 100 may be configured to operate the engine 40 to heat the inlet temperature of the GPF to about 400°C.

[0061] Figure 6 is a flow chart showing an independent control method of an engine. Figure 6 , the controller 100 may be configured to receive various detection values ​​from the sensor 10 and receive an input command from the input device 30 (500). For example, the controller 100 may be configured to receive a heating temperature for adjusting the temperature of the interior of the vehicle 1 from a user, and receive the stored first soot mass and the cooling water temperature of the engine 40 from the sensor 10.

[0062] The controller 100 may be configured to compare the second soot mass with a preset reference value (510). The second soot mass is a cumulative amount calculated based on the first soot mass and is a cumulative amount stored in the GPF 50 at the ignition off point. The controller 100 may be configured to estimate the soot mass at the ignition off point and determine whether GPF regeneration is required. When the second soot mass is less than the predetermined reference value, the controller 100 may be configured to continuously keep the engine 40 off (e.g., engine off state) (520).

[0063] In addition, the controller 100 may be configured to determine whether GPF regeneration is required and compare the cooling water temperature of the engine 40 with the heating temperature input by the user (530). The controller 100 may be configured to perform correction based on the vehicle speed while comparing the cooling water temperature of the engine 40 with the heating temperature (531). In particular, the controller 100 may be configured to compare the cooling water temperature corrected by the vehicle speed with the heating temperature and then determine whether cooperative regeneration is required (532).

[0064] When the engine start for FATC is required, the controller 100 can be configured to simultaneously check the comparison result between the second soot mass and the predetermined reference value. When the engine start for FATC is determined and the second soot mass is equal to or greater than the predetermined reference value, the controller 100 can be configured to perform coordinated reproduction. When the second soot mass is less than the predetermined reference value in the case of determining the engine start for FATC, the controller 100 can be configured to operate the engine 40 by adjusting the inlet temperature of the GPF to T1 (e.g., approximately 400°C). In other words, even when the general operation of the engine 40 for FATC is to increase the inlet temperature of the GPF to T1, the heating operation of the air conditioner 20 is feasible.

[0065] In contrast, when cooperative regeneration is required, the controller 100 can be configured to operate the engine 40 by adjusting or regulating the inlet temperature of the GPF to T2 (e.g., approximately 630°C to 650°C). For example, for GPF regeneration, the inlet temperature of the GPF should be T2. Therefore, the controller 100 can be configured to increase the inlet temperature of the GPF to T2 (511) by adjusting the RPM and the air-fuel ratio. When the inlet temperature of the GPF increases to T2, the heating operation of the air conditioner 20 and the soot combustion of the GPF 50 can be performed together. After the operation of the engine 40 for FATC is completed, the controller 100 does not perform additional control of the engine 40 for GPF regeneration, thereby improving fuel economy.

[0066] Figure 7 is a diagram showing another exemplary embodiment related to cooperative regeneration. Figure 7 , the vehicle 1 may be configured to determine whether to perform cooperative regeneration in a state where the engine is started for charging the high voltage battery 60 and in a state where the engine is started for FATC. Specifically, the vehicle 1 may be configured to determine whether GPF regeneration is required in an engine start state (610) or in an engine start state related to a state of charge (SOC) and in an engine start state for FATC due to excessive use of LDC / AUX power consumption.

[0067] The engine start due to excessive use of LDC / AUX power consumption may be caused by the use of electronic devices with high power loads, such as seat heating devices or headlights of the vehicle 1. When the auxiliary battery is discharged, ignition may not be possible (for example, the engine cannot be started due to insufficient power or battery discharge). Therefore, the vehicle 1 can be configured to maintain the auxiliary battery in a charged state. However, when using electronic devices with high power loads, the vehicle 1 uses the power of the auxiliary battery and the power of the high-voltage battery 60 at the same time. When the power of the high-voltage battery 60 is continuously used by the LDC 70, the SOC of the high-voltage battery 60 is depleted, and the vehicle 1 starts the engine to charge the high-voltage battery 60.

[0068] The vehicle 1 may also be configured to calculate the soot mass and determine whether cooperative regeneration is required even when the engine 40 is started due to excessive use of LDC / AUX power consumption. In addition to the above-mentioned engine starting due to excessive use of LDC / AUX power consumption, the vehicle 1 may also be configured to monitor the SOC of the high-voltage battery 60 and start the engine 60 for self-charging the high-voltage battery 60. In this case, the controller 100 may be configured to calculate the soot mass and determine whether cooperative regeneration is required.

[0069] In the above-mentioned various situations, the vehicle 1 may be configured to determine the engine start for each or all of the respective situations and detect the first soot mass of the GPF 50. Figure 5 After calculating the second soot mass, the vehicle 1 may be configured to determine whether GPF regeneration is required (630). When GPF regeneration is required, the vehicle 1 may be configured to operate the engine 40 for cooperative regeneration (650) and adjust the RPM, ignition timing, or air-fuel ratio to increase the inlet temperature of the GPF to T1. When GPF regeneration is not required, the vehicle 1 may be configured to adjust the RPM, ignition timing, or air-fuel ratio to increase the inlet temperature of the GPF to T2 (660). In particular, T2 may vary according to various conditions 600, 610, and 620.

[0070] Although some exemplary embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes may be made to these exemplary embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the claims and their equivalents.

Claims

1. A vehicle comprising: a gasoline particulate filter GPF configured to store soot generated in the engine and burn the soot; a sensor configured to detect a first soot mass included in the GPF; and a controller configured to calculate a second soot mass estimated at ignition-off based on the detected first soot mass, determine an inlet temperature of the GPF based on the second soot mass and a predetermined reference value, and operate the engine based on the determined inlet temperature of the GPF; The controller is configured to compare the cooling water temperature of the engine detected by the sensor with the heating temperature of the air conditioner, and determine whether to start the engine based on the comparison.

2. The vehicle according to claim 1, wherein: The controller is configured to start the engine for air conditioning and determine control of the engine based on the determined inlet temperature of the GPF.

3. The vehicle according to claim 1, further comprising: The input device is configured to receive a heating temperature of the air conditioner from a user input.

4. The vehicle according to claim 3, wherein: The controller is configured to determine an inlet temperature of the GPF based on the comparison and a driving speed detected by the sensor.

5. The vehicle according to claim 4, wherein: The controller is configured to: When the second soot mass exceeds the predetermined reference value, determining a first inlet temperature of the GPF; and When the second soot mass is less than or equal to the predetermined reference value, a second inlet temperature of the GPF that is lower than a first inlet temperature of the GPF is determined.

6. The vehicle according to claim 1, wherein: The controller is configured to operate the engine based on at least one of revolutions per minute (RPM), ignition timing, and an air-fuel ratio.

7. The vehicle according to claim 1, wherein: The controller is configured to shut down the engine when the detected first soot mass is equal to or less than the predetermined reference value.

8. The vehicle of claim 1, wherein: The controller is configured to determine whether to start the engine based on high voltage battery power consumed by a low direct current voltage converter (LDC), and to operate the engine based on the determined inlet temperature of the GPF.

9. The vehicle of claim 1, wherein: The controller is configured to determine whether to start the engine based on a charge amount of a high voltage battery, and to operate the engine based on a determined inlet temperature of the GPF.

10. The vehicle of claim 1, wherein: The controller is configured to calculate the second soot mass based on at least one of the first soot mass, a soot accumulation rate, an average ignition time, and a time correction.

11. A method for controlling a vehicle, comprising the following steps: Determines whether to start the engine for air conditioning; calculating a second soot mass estimated at ignition-off based on a first soot mass stored in a gasoline particulate filter GPF; determining an inlet temperature of the GPF based on the second soot mass and a predetermined reference value; operating the engine based on the determined inlet temperature of the GPF; receiving a temperature value of the air conditioner from a user input; as well as A cooling water temperature of an engine is compared with a heating temperature of the air conditioner, and whether to start the engine is determined based on the comparison.

12. The method according to claim 11, wherein: The step of determining the inlet temperature of the GPF comprises: An inlet temperature of the GPF is determined based on the comparison and a driving speed of the vehicle.

13. The method according to claim 11, wherein: The step of determining the inlet temperature of the GPF comprises: When the second soot mass exceeds the predetermined reference value, determining a first inlet temperature of the GPF; and When the second soot mass is equal to or less than the predetermined reference value, a second inlet temperature of the GPF that is lower than a first inlet temperature of the GPF is determined.

14. The method according to claim 11, wherein: The steps of operating the engine include: The engine is operated based on at least one of revolutions per minute (RPM), spark timing, and air-fuel ratio.

15. The method according to claim 11, further comprising: When the detected first soot mass is equal to or less than the predetermined reference value, the engine is shut down.

16. The method according to claim 11, further comprising: Whether to start the engine is determined based on high voltage battery power consumed by a low direct current voltage converter LDC.

17. The method according to claim 11, further comprising: Whether to start the engine is determined based on the charge amount of the high voltage battery.

18. The method according to claim 11, wherein: The steps of calculating the second soot mass include: The second soot mass is calculated based on at least one of the first soot mass, a soot accumulation rate, an average ignition time, and a time correction.

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