Abstract: A method for sensing damage of bearing of engine using a vibration signal may include separating a vibration signal of an engine sensed by a vibration sensor installed at one side of the engine of a vehicle into a vibration signal by combustion knocking and a vibration signal of a bearing installed between a crank pin and a connecting rod; extracting, by a signal processing filter, a signal of a predetermined natural frequency band from the vibration signal of the bearing; determining whether the vibration signal of the bearing is higher than a predetermined bearing damage threshold, in a predetermined engine state condition in order to sense breakage of the bearing during operation of the engine; and confirming that the bearing has been damaged.

Abstract: A method for detecting a damaged-bearing in an engine using a vibration signal may include: separating, by a controller, a vibration signal of the engine detected by a vibration detecting device installed on one side of the engine of a vehicle into a vibration signal caused by combustion knocking and a vibration signal generated in a bearing, extracting a signal in a predetermined natural frequency band from the vibration signal generated in the bearing using a band-pass filter, and processing the extracted signal to a quantified bearing signal using the controller, and comparing the quantified bearing signal with a preset damaged-bearing criterion using the controller to determine whether the quantified bearing signal is equal to or higher than the preset damaged-bearing criterion to determine a damage to the bearing.

Abstract: A method for sensing damage of bearing of engine using a vibration signal may include separating a vibration signal of an engine sensed by a vibration sensor installed at one side of the engine of a vehicle into a vibration signal by combustion knocking and a vibration signal of a bearing installed between a crank pin and a connecting rod; extracting, by a signal processing filter, a signal of a predetermined natural frequency band from the vibration signal of the bearing; determining whether the vibration signal of the bearing is higher than a predetermined bearing damage threshold, in a predetermined engine state condition in order to sense breakage of the bearing during operation of the engine; and confirming that the bearing has been damaged.

Abstract: A method for detecting a damaged-bearing in an engine using a vibration signal may include: separating, by a controller, a vibration signal of the engine detected by a vibration detecting device installed on one side of the engine of a vehicle into a vibration signal caused by combustion knocking and a vibration signal generated in a bearing, extracting a signal in a predetermined natural frequency band from the vibration signal generated in the bearing using a band-pass filter, and processing the extracted signal to a quantified bearing signal using the controller, and comparing the quantified bearing signal with a preset damaged-bearing criterion using the controller to determine whether the quantified bearing signal is equal to or higher than the preset damaged-bearing criterion to determine a damage to the bearing.

Abstract: A control method for a turbocharger system may include controlling opening levels of an intake bypass valve, an exhaust bypass valve, and a throttle valve according to a driving condition of a vehicle by a controller, and executing a series of commands by the controller, including determining whether an engine rpm satisfies a set low/medium speed condition, determining whether an acceleration request condition is satisfied when the engine rpm satisfies the set low/medium speed condition, closing the intake bypass valve, and controlling an opening angle of the exhaust bypass valve according to the acceleration request condition.

Abstract: An engine system may include an engine including first and second cylinder banks; a throttle valve; a first exhaust manifold gathering exhaust gas exhausted from the first cylinder bank to be supplied to the first exhaust line; a second exhaust manifold gathering exhaust gas exhausted from the second cylinder bank to be supplied to the second exhaust line; a turbocharger including a turbine rotated by the exhaust gas exhausted through the first exhaust manifold and a compressor rotated in connection with the turbine; a cylinder deactivation (CDA) device selectively deactivating the cylinders of the first cylinder bank; and a supercharger including a motor and an electric compressor operated by the motor.

Abstract: An engine system may include an engine including first and second cylinder banks; a throttle valve; a first exhaust manifold gathering exhaust gas exhausted from the first cylinder bank to be supplied to the first exhaust line; a second exhaust manifold gathering exhaust gas exhausted from the second cylinder bank to be supplied to the second exhaust line; a turbocharger including a turbine rotated by the exhaust gas exhausted through the first exhaust manifold and a compressor rotated in connection with the turbine; a cylinder deactivation (CDA) device selectively deactivating the cylinders of the first cylinder bank; and a supercharger including a motor and an electric compressor operated by the motor.

Abstract: Output performance of the engine may be maximized by a configuration in which air is supplied so as to maximize volumetric efficiency of the respective cylinders in a multi-cylinder engine including a plurality of cylinders.

Abstract: An engine system may include a first intake line configured to supply external air to an intake manifold mounted in a cylinder block of an engine, an intake bypass valve disposed on the first intake line, a second intake line configured to bypass the intake bypass valve, a first exhaust line, through which exhaust gas discharged from an exhaust manifold mounted in the cylinder block flows, an exhaust bypass valve disposed on the first exhaust line, a second exhaust line configured to bypass the exhaust bypass valve, a turbo charger operated by exhaust gas passing through the second exhaust line, and configured to pump intake air flowing in the second intake line, a controller configured to control the intake bypass valve and the exhaust bypass valve, and a turbine housing configured to surround a turbine of the turbo charger. The turbine housing may be made of a material the same as that of a cylinder head of the engine.

Abstract: An engine system may include a main intake line, a supplementary intake line branched from the main intake line and joined to the main intake line, an intake bypass valve mounted to the main intake line, a main exhaust line mounted to an exhaust manifold, a supplementary exhaust line branched from the exhaust manifold and joined to the main exhaust line, an exhaust bypass valve mounted to the main exhaust line and selectively opening the main exhaust line, a turbocharger disposed adjacent to the supplementary exhaust line and operated by exhaust gas passing through the supplementary exhaust line, and a control unit for controlling the intake bypass valve and the exhaust bypass valve depending on an operation condition, wherein the exhaust gas is re-circulated from an upstream side of the exhaust bypass valve to the main intake line passing through an EGR (Exhaust Gas Recirculation) cooler and an EGR valve.

Abstract: A control method of an engine having a variable valve timing may include selecting one of a first mode and a second mode as a driving mode, retarding an intake cam to a first predetermined angle range in the first mode, and advancing an intake cam to a second predetermined angle range in the second mode.

Abstract: An engine having a variable valve timing mechanism may include a camshaft having a cam formed thereon for moving an intake or exhaust valve, a variable rotation unit disposed on the same axis with the camshaft to rotate the camshaft to have a retard angle chamber and an advance angle chamber for controlling a retard angle and an advance angle of the camshaft, a variable valve bolt having a fastening portion for fastening the variable rotation unit to the camshaft, and an oil control valve for making selective supply of hydraulic oil to the retard angle chamber and the advance angle chamber, and a valve controller disposed on an outer side of the variable rotation unit for controlling the oil control valve in the variable valve bolt.

Abstract: A method of controlling a CVVT may include a) checking whether a predetermined time has passed, after engine starts. b) locking an actuator by driving oil control valve with different driving currents in accordance with whether a predetermined time has passed after the engine starts. c) unlocking the actuator or feed-backing control cam phase in accordance with whether the actuator is unlocked. d) feed-backing control cam phase or locking the actuator by driving oil control valve with predetermined current in accordance with whether control cam phase is not reached before the actuator is locked. e) driving the oil control valve with predetermined current to maintain the control cam phase or turning off the oil control valve, after feed-backing control cam phase or locking the actuator by driving the oil control valve with predetermined current in accordance with whether the control cam phase is not reached before the actuator is locked.

Abstract: A control method for a turbocharger system may include controlling opening levels of an intake bypass valve, an exhaust bypass valve, and a throttle valve according to a driving condition of a vehicle by a controller, and executing a series of commands by the controller, including determining whether an engine rpm satisfies a set low/medium speed condition, determining whether an acceleration request condition is satisfied when the engine rpm satisfies the set low/medium speed condition, closing the intake bypass valve, and controlling an opening angle of the exhaust bypass valve according to the acceleration request condition.

Abstract: A catalyst can of exhaust gas can include a catalyst embedded substantially in the center of an inner space of the catalyst can, and an inflow space and a discharge space partitioned in an upper part and a lower part of the catalyst can, respectively. The catalyst can also includes an inflow-side partition vertically cutting and dividing the inflow space into a plurality of partial inflow spaces, and an inlet formed for each partial inflow space.

Abstract: A control method of an engine having a variable valve timing may include selecting one of a first mode and a second mode as a driving mode, retarding an intake cam to a first predetermined angle range in the first mode, and advancing an intake cam to a second predetermined angle range in the second mode.

Abstract: An engine system may include a main intake line, a supplementary intake line branched from the main intake line and joined to the main intake line, an intake bypass valve mounted to the main intake line, a main exhaust line mounted to an exhaust manifold, a supplementary exhaust line branched from the exhaust manifold and joined to the main exhaust line, an exhaust bypass valve mounted to the main exhaust line and selectively opening the main exhaust line, a turbocharger disposed adjacent to the supplementary exhaust line and operated by exhaust gas passing through the supplementary exhaust line, and a control unit for controlling the intake bypass valve and the exhaust bypass valve depending on an operation condition, wherein the exhaust gas is re-circulated from an upstream side of the exhaust bypass valve to the main intake line passing through an EGR (Exhaust Gas Recirculation) cooler and an EGR valve.

Abstract: An exhaust pipe structure of a vehicle having a left manifold disposed in front of an engine and a right manifold disposed behind the engine along a longitudinal direction of the vehicle, which are connected by an underbody catalytic converter, the exhaust pipe structure may include a left exhaust pipe connected to the left manifold and extending toward the rear of the engine, a right exhaust pipe having a straight portion connected to the right manifold and extending toward the front of the engine and a curved portion bending from the straight portion toward the rear of the engine, and a conjunction, one end of which is connected to and communicates with the end of the curved portion of the right exhaust pipe and the end of the left exhaust pipe and the other end of which is connected to the underbody catalytic converter.

Abstract: An exhaust pipe structure of a vehicle having a left manifold disposed in front of an engine and a right manifold disposed behind the engine along a longitudinal direction of the vehicle, which are connected by an underbody catalytic converter, the exhaust pipe structure may include a left exhaust pipe connected to the left manifold and extending toward the rear of the engine, a right exhaust pipe having a straight portion connected to the right manifold and extending toward the front of the engine and a curved portion bending from the straight portion toward the rear of the engine, and a conjunction, one end of which is connected to and communicates with the end of the curved portion of the right exhaust pipe and the end of the left exhaust pipe and the other end of which is connected to the underbody catalytic converter.

Abstract: A pressure adjusting valve for a vehicle fuel line includes a diaphragm disposed in a housing and dividing the interior of the housing into first and second compartments. A valve plate is provided in the second compartment and attached to the diaphragm. A return unit is provided in the second compartment. An elastic member provides an elastic force to the diaphragm toward the second compartment. An elastic force adjusting unit controls the elastic force of the elastic member.