Abstract: An oil pressure switch, which is connected in an oil path of a piston oil cooling jet to diagnose oil pressure, includes an upper body and a lower body, in which a plunger vertically moves according to oil pressure; a fixing plate that is disposed between the upper body and the lower body; a moving plate that selectively contacts a fixing plate according to movement of the plunger; a spring that generates an elastic force in a direction in which the moving plate selectively contacts the fixing plate; an output terminal that outputs an output signal according to contact between the moving plate and the fixing plate; and a parallel resistor that is electrically connected with the output terminal and electrically connected with a control resistor of a controller.

Abstract: An oil pressure switch, which is connected in an oil path of a piston oil cooling jet to diagnose oil pressure, includes an upper body and a lower body, in which a plunger vertically moves according to oil pressure; a fixing plate that is disposed between the upper body and the lower body; a moving plate that selectively contacts a fixing plate according to movement of the plunger; a spring that generates an elastic force in a direction in which the moving plate selectively contacts the fixing plate; an output terminal that outputs an output signal according to contact between the moving plate and the fixing plate; and a parallel resistor that is electrically connected with the output terminal and electrically connected with a control resistor of a controller.

Abstract: An oil pressure switch, which is connected in an oil path of a piston oil cooling jet to diagnose oil pressure, includes an upper body and a lower body, in which a plunger vertically moves according to oil pressure; a fixing plate that is disposed between the upper body and the lower body; a moving plate that selectively contacts a fixing plate according to movement of the plunger; a spring that generates an elastic force in a direction in which the moving plate selectively contacts the fixing plate; an output terminal that outputs an output signal according to contact between the moving plate and the fixing plate; and a parallel resistor that is electrically connected with the output terminal and electrically connected with a control resistor of a controller.

Abstract: An active canister purge system may include: a canister trapping a fuel vapor generated in a fuel tank; a purge control valve allowing the trapped fuel vapor to be purged from the canister into an intake pipe; a purge pump forcefully pumping the fuel vapor trapped in the canister into the intake pipe; a pressure sensor detecting a pressure at an inlet of the purge control valve; and a controller determining whether the pressure at the inlet of the purge control valve is varied on the basis of a pressure variation in the intake pipe in a non-purging condition to diagnose an open stuck state of the purge control valve.

Abstract: An active canister purge system according to the present disclosure includes a canister that traps fuel vapor generated in a fuel tank, a purge control valve that purges the fuel vapor trapped in the canister to an intake system of an engine, a purge pump disposed downstream of the purge control valve, a differential pressure measurement device that measures a differential pressure of the purge control valve, and a controller that determines a target purge flow rate of the fuel vapor trapped in the canister, sets a target differential pressure corresponding to the target purge flow rate, and adjusts an RPM of the purge pump such that an actual differential pressure of the purge control valve, which is measured by the differential pressure measurement device, reaches the target differential pressure.

Abstract: A method for diagnosing leakage of a fuel vapor dual purge system is provided. The method includes determining whether an operation region of a vehicle is an operation region in which a turbocharger is operated and adjusting a flow amount of intake air flowing into the turbocharger according to an operation region in which the turbocharger is operated. A hydrocarbon collecting amount of a canister connecting fuel vapor generated in the fuel tank is calculated and a flow amount of the fuel vapor passing first and second purge lines is adjusted. A leak of the fuel vapor is diagnosed in the first purge line and the second purge line.

Abstract: A method for diagnosing a purge valve of a canister purge system includes (a) determining whether a purge valve, which is installed on a purge pipe connecting a canister with an intake system of an engine, is open and whether a purge pump is running, wherein the purge pump is configured to pump evaporative emission captured in the canister toward the intake system, and (b) determining whether the purge valve is in a close stuck state, based on upstream pressure and downstream pressure of the purge pump, when the purge valve is open while the purge pump is running.

Abstract: A purge control solenoid valve may include a middle housing in which an inlet flow path is formed and a middle flow path is formed on a center; a valve housing in which a driving module selectively communicating the inlet flow path and the middle flow path is installed; an upper cover coupled to the upper part of the middle housing and including a upper flow path selectively communicated with the middle flow path on the center; and a membrane provided on the upper cover and selectively communicating the middle flow path and the upper flow path.

Abstract: A fuel vapor purge system may include a turbocharger including a turbine disposed in an exhaust line, and a compressor; a canister connected to a fuel tank through a vapor line; a fuel pressure detector configured for detecting pressure in the fuel tank; a canister closing valve selectively closing an atmospheric path provided in the canister; a purge control solenoid valve disposed in a main purge line connected to the canister and selectively closing fuel vapor collected at the canister; a first check valve disposed in a first purge line and preventing the fuel vapor flowing along the first purge line from flowing reversely; a second check valve disposed in a second purge line preventing the fuel vapor flowing along the second purge line from flowing reversely; a differential pressure generating valve disposed in the intake line, and generating negative pressure; and an intake pressure sensor disposed in the intake line between the differential pressure generating valve and the compressor.

Abstract: A recirculation valve of an exhaust gas recirculation apparatus includes: a valve housing having a gas inlet into which a recirculation gas flows, a gas outlet from which the recirculation gas is discharged, and an intermediate inlet disposed between the gas inlet and the gas outlet; and a valve body selectively opening and closing the gas inlet and the intermediate inlet.

Abstract: An injector system includes a structure capable of reducing a maximum required insertion force which is generated when a plurality of injectors each provided with an O-ring are simultaneously assembled into respective injector insertion holes in a dual-point injection (DPI) engine system. The injector system of an engine includes a plurality of injectors mounted to a single intake port having injector insertion holes and inserted into respective injector insertion holes. The plurality of injectors comprise a first injector and a second injector. An O-ring and a back-up ring are mounted to each of the first and second injectors. An axial length of the back-up ring mounted to the first injector is different from an axial length of the back-up ring mounted to the second injector.

Abstract: A connector device with improved workability in fitting connectors may include a plurality of connectors configured to be fitted to a plurality of mating connectors, and a holder configured to hold the plurality of connectors in parallel so that the plurality of connectors are collectively fitted to the plurality of mating connectors. The holder may include a pair of halves, and the pair of halves may be coupled to each other with the plurality of connectors in between.

Abstract: An apparatus for purging fuel vapor includes: a turbocharger; a recirculation valve; a canister connected with a fuel tank through a vapor line and collecting fuel vapor of fuel stored in the fuel tank; a purge control solenoid valve installed in a main purge line connected with the canister and selectively blocking the fuel vapor collected in the canister; a first check valve; a second check valve; and a differential pressure creating valve installed in the intake line at the upstream portion of the compressor, and creating negative pressure.

Abstract: A method for diagnosing leakage of a fuel vapor dual purge system is provided. The method includes determining whether an operation region of a vehicle is an operation region in which a turbocharger is operated and adjusting a flow amount of intake air flowing into the turbocharger according to an operation region in which the turbocharger is operated. A hydrocarbon collecting amount of a canister connecting fuel vapor generated in the fuel tank is calculated and a flow amount of the fuel vapor passing first and second purge lines is adjusted. A leak of the fuel vapor is diagnosed in the first purge line and the second purge line.

Abstract: A fixing structure of a temperature sensor for a vehicle includes: a mounting bracket including one end to support a temperature sensor that senses a temperature of a cooling medium and the other end engaged with an object to be fixed. In particular, a polygonal-shaped coupling portion is formed in the temperature sensor, and a polygonal-shaped fit-coupling groove is formed in the bracket to couple with the polygonal-shaped coupling portion. Accordingly, a layout for mounting the temperature sensor can be improved, while enabling universal applicability to all vehicle types.

Abstract: An active canister purge system may include: a canister trapping a fuel vapor generated in a fuel tank; a purge control valve allowing the trapped fuel vapor to be purged from the canister into an intake pipe; a purge pump forcefully pumping the fuel vapor trapped in the canister into the intake pipe; a pressure sensor detecting a pressure at an inlet of the purge control valve; and a controller determining whether the pressure at the inlet of the purge control valve is varied on the basis of a pressure variation in the intake pipe in a non-purging condition to diagnose an open stuck state of the purge control valve.

Abstract: An engine system may include: an engine including a plurality of combustion chambers generating driving torque by burning fuel; an intake line through which fresh air flows into the combustion chambers; an intake manifold for distributing fresh air supplied by the intake line to the combustion chambers; an exhaust line in which exhaust gas exhausted from the combustion chambers flows; a recirculation line branched from the exhaust line and joined to the intake line; a connection pipe disposed at a portion where the recirculation line and the intake line are joined; and a water line connecting the connection pipe and the intake manifold. Condensate water generated at the connection pipe flows in the water line.

Abstract: An intake manifold includes: a lower body having an air inlet through which an air flows; an EGR gas inlet through which an EGR gas flows; and a plurality of lower runners disposed at the plurality of combustion chambers, respectively, to supply the air inflowing through the air inlet and the EGR gas inflowing through the EGR gas inlet to each of the plurality of combustion chambers; and an upper body combined with the lower body and having one side connected to the plurality of lower runners and another side having an upper runner connected to the intake port. The lower body further includes a condensed water storage apparatus temporary storing a condensed water generated by a mixture of the air and the EGR gas.

Abstract: An active canister purge system according to the present disclosure includes a canister that traps fuel vapor generated in a fuel tank, a purge control valve that purges the fuel vapor trapped in the canister to an intake system of an engine, a purge pump disposed downstream of the purge control valve, a differential pressure measurement device that measures a differential pressure of the purge control valve, and a controller that determines a target purge flow rate of the fuel vapor trapped in the canister, sets a target differential pressure corresponding to the target purge flow rate, and adjusts an RPM of the purge pump such that an actual differential pressure of the purge control valve, which is measured by the differential pressure measurement device, reaches the target differential pressure.

Abstract: An apparatus for diagnosing a failure of a sensor may include an engine; an intake manifold; a turbocharger including a turbine rotated by exhaust gas of the combustion chamber and a compressor provided at the intake line, rotated in connection with the turbine, and compressing external air; a map sensor measuring a pressure of a front end portion of the compressor; a differential pressure sensor measuring a differential pressure of front and rear end portions of an EGR valve provided at an EGR apparatus; an operation information detecting device measuring operation information including an engine speed and a load; and a controller determining whether an exhaust gas pressure is constant from the operation information and comparing a change amount of the differential pressure sensor signal and a change amount of the map sensor signal in the condition that the exhaust gas pressure is constant to diagnose a failure of the differential pressure sensor.