Abstract: An apparatus and method of controlling heat of an engine compartment when stopped are provided. The apparatus and method of controlling heat of an engine compartment improve fuel efficiency by managing heat of the engine compartment when a vehicle is stopped after driving.

Abstract: An apparatus and method of controlling heat of an engine compartment when stopped are provided. The apparatus and method of controlling heat of an engine compartment improve fuel efficiency by managing heat of the engine compartment when a vehicle is stopped after driving.

Abstract: A system for diagnosing a misfire of an engine includes a sensing unit including at least one sensor for detecting at least one detection value associated with an operation of the engine, and an electronic control unit configured to determine whether a misfire of the engine due to exhaust valve leakage has occurred based on the detection values from the sensing unit, and perform an operation corresponding to the misfire due to exhaust valve leakage when the misfire due to exhaust valve leakage has occurred, wherein the electronic control unit a misfire code for exhaust valve leakage in a memory when the misfire due to exhaust valve leakage has occurred.

Abstract: The method for calculating the fuel injection amount of a fuel vapor dual purge system may include the steps of calculating, by a controller, volumetric efficiency of a combustion chamber, determining, by the controller, a fuel vapor detection delay time at which the fuel vapor is detected in a surge tank according to the calculated volumetric efficiency of a combustion chamber, calculating, by the controller, a time at which the fuel vapor is injected into the combustion chamber based on the determined fuel vapor detection delay time, and calculating, by the controller, a fuel vapor total injection amount at the time at which the fuel vapor is injected into the combustion chamber. The method may be performed in a turbocharger operation section.

Abstract: A fuel vapor gas purge system is provided. The system includes an ejector having an inlet pipe for intake of intake gas, an ejection pipe for ejection of the intake gas and vapor gas, and a suction pipe for suctioning the vapor gas. A first purge line is connected between the suction pipe of the ejector and a vapor gas outlet port of a canister and a second purge line is connected between the ejection pipe of the ejector and a connecting pipe near an outlet of a throttle valve. A branch line is connected between the inlet pipe of the ejector and a predetermined position of an intake gas line. Additionally, a first booster is installed in the branch line to supercharge the intake gas to the inlet pipe of the ejector.

Abstract: The present disclosure relates to a dual purge system for a vehicle, which varies a purging amount depending on a pressure condition of an intake manifold surge tank to realize desired purging efficiency suitable for a vehicle driving range. In the dual purge system, by desorbing fuel evaporation gas from all canisters in a state of engine negative pressure, a purging amount increases thereby improving fuel efficiency, and by desorbing the fuel evaporation gas from some canisters in a state of engine positive pressure, flow resistance of the gas is reduced in comparison with previous flow resistance thereby increasing desorption efficiency.

Abstract: The present disclosure relates to a dual purge system for a vehicle, which varies a purging amount depending on a pressure condition of an intake manifold surge tank to realize desired purging efficiency suitable for a vehicle driving range. In the dual purge system, by desorbing fuel evaporation gas from all canisters in a state of engine negative pressure, a purging amount increases thereby improving fuel efficiency, and by desorbing the fuel evaporation gas from some canisters in a state of engine positive pressure, flow resistance of the gas is reduced in comparison with previous flow resistance thereby increasing desorption efficiency.

Abstract: A fuel vapor gas purge system is provided. The system includes an ejector having an intake pipe for intake of intake gas, an ejection pipe for ejection of the intake gas and vapor gas, and a suction pipe for suctioning the vapor gas. A first purge line is connected between the suction pipe of the ejector and a vapor gas outlet port of a canister and a second purge line is connected between the ejection pipe of the ejector and a gas suction pipe at a front end of a throttle valve. An intake gas branch line is connected between the intake pipe of the ejector and a predetermined position of an intake gas line. Additionally, a first booster is installed in the intake gas branch line to supercharge the intake gas to the intake pipe of the ejector.

Abstract: The method for calculating the fuel injection amount of a fuel vapor dual purge system may include the steps of calculating, by a controller, volumetric efficiency of a combustion chamber, determining, by the controller, a fuel vapor detection delay time at which the fuel vapor is detected in a surge tank according to the calculated volumetric efficiency of a combustion chamber, calculating, by the controller, a time at which the fuel vapor is injected into the combustion chamber based on the determined fuel vapor detection delay time, and calculating, by the controller, a fuel vapor total injection amount at the time at which the fuel vapor is injected into the combustion chamber. The method may be performed in a turbocharger operation section.

Abstract: An engine control method for preventing an engine of a vehicle from stalling on a sloped road includes steps of: detecting whether a shifting lever is in a neutral stage (N-stage); measuring a vehicle speed and a slope angle of the sloped road, and calculating a load acting on a vehicle body on the sloped road; accelerating an engine a first time to increase an engine RPM so that an engine torque is larger than the load; and accelerating the engine a second time to move the vehicle when the shifting lever enters into a driving gear stage (D-stage).

Abstract: A starting control method for a vehicle having an engine may include determining, by an ECU, whether engine RPM rises when the engine is started, determining whether combustion-related parts are normal, when the engine RPM does not rise over a starter RPM, determining whether a cam position sensor and a crank position sensor are normal, when it is determined that the combustion-related parts are normal, performing control to offset a recognized crank angle by 360 degrees, when it is determined that the cam position sensor and the crank position sensor are normal, and restarting the engine based on the offset crank angle.

Abstract: A vehicle engine includes a cylinder block, a cylinder head installed at an upper portion of the cylinder block and forming a combustion chamber therein, a piston installed at the cylinder block and reciprocating in the cylinder block so that the volume of the combustion chamber is compressed or expanded, an injector installed at the cylinder head for injecting fuel into the combustion chamber, a spark plug installed at the cylinder head for igniting the fuel injected from the injector, and a voltage generating member installed inside the piston so that a voltage is generated by a pressure generated during a compression stroke of the piston.

Abstract: An apparatus and a method for controlling an ignition timing of an engine may include a storage storing a map table in which correction torques are recorded; a receiver receiving first atmospheric information corresponding to a current position of a vehicle; a detector configured for measuring second atmospheric information corresponding to the current position of the vehicle; and a controller configured for detecting a corresponding correction torque from the map table on the basis of the first atmospheric information and the second atmospheric information, correcting a required torque using the detected correction torque, and controlling an ignition timing of an engine on the basis of the corrected required torque.

Abstract: An apparatus and a method for controlling an ignition timing of an engine may include a storage storing a map table in which correction torques are recorded; a receiver receiving first atmospheric information corresponding to a current position of a vehicle; a detector configured for measuring second atmospheric information corresponding to the current position of the vehicle; and a controller configured for detecting a corresponding correction torque from the map table on the basis of the first atmospheric information and the second atmospheric information, correcting a required torque using the detected correction torque, and controlling an ignition timing of an engine on the basis of the corrected required torque.

Abstract: A method for sensing reverse rotation of an engine in vehicle includes: detecting tooth period ratios using a crankshaft angle detection sensor and storing the detected tooth period ratios in a buffer of an electronic control unit (ECU); calculating a tooth period ratio between a measured tooth period and a tooth period measured just before thereof; determining whether the tooth period ratio is greater than a first reference value; updating the tooth period value stored in the buffer by measuring the recent tooth period if the tooth period ratio is greater than the first reference value; calculating the tooth period ratio using the updated tooth period value; and determining a reverse rotation state of the engine by checking whether the change shows a predetermined pattern after a change in the value of the tooth period ratio is observed.

Abstract: An engine synchronization apparatus includes: a crank shaft position sensor detecting a position of a crank shaft to detect a tooth and a missing tooth; a cam sensor detecting a position of a cam corresponding to an angle of rotation of each of an intake cam and an exhaust cam; and a controller synchronizing the engine to use a tooth detection signal from the crank shaft position sensor and a cam signal from the cam sensor. The controller carries out an engine synchronization by determining the position of the crank shaft and the position of the cam to select one cam between the intake cam and the exhaust cam and to detect the position of a unique part of the cam signal from a voltage level and a level length of the cam signal of the selected cam.

Abstract: A starting control method for a vehicle having an engine may include determining, by an ECU, whether engine RPM rises when the engine is started, determining whether combustion-related parts are normal, when the engine RPM does not rise over a starter RPM, determining whether a cam position sensor and a crank position sensor are normal, when it is determined that the combustion-related parts are normal, performing control to offset a recognized crank angle by 360 degrees, when it is determined that the cam position sensor and the crank position sensor are normal, and restarting the engine based on the offset crank angle.

Abstract: An engine synchronization apparatus includes: a crank shaft position sensor detecting a position of a crank shaft to detect a tooth and a missing tooth; a cam sensor detecting a position of a cam corresponding to an angle of rotation of each of an intake cam and an exhaust cam; and a controller synchronizing the engine to use a tooth detection signal from the crank shaft position sensor and a cam signal from the cam sensor. The controller carries out an engine synchronization by determining the position of the crank shaft and the position of the cam to select one cam between the intake cam and the exhaust cam and to detect the position of a unique part of the cam signal from a voltage level and a level length of the cam signal of the selected cam.

Abstract: A method for sensing reverse rotation of an engine in vehicle includes: detecting tooth period ratios using a crankshaft angle detection sensor and storing the detected tooth period ratios in a buffer of an electronic control unit (ECU); calculating a tooth period ratio between a measured tooth period and a tooth period measured just before thereof; determining whether the tooth period ratio is greater than a first reference value; updating the tooth period value stored in the buffer by measuring the recent tooth period if the tooth period ratio is greater than the first reference value; calculating the tooth period ratio using the updated tooth period value; and determining a reverse rotation state of the engine by checking whether the change shows a predetermined pattern after a change in the value of the tooth period ratio is observed.

Abstract: An engine control method for preventing an engine of a vehicle from stalling on a sloped road includes steps of: detecting whether a shifting lever is in a neutral stage (N-stage); measuring a vehicle speed and a slope angle of the sloped road, and calculating a load acting on a vehicle body on the sloped road; accelerating an engine a first time to increase an engine RPM so that an engine torque is larger than the load; and accelerating the engine a second time to move the vehicle when the shifting lever enters into a driving gear stage (D-stage).