Abstract: A thermal management system includes a refrigerant line circulating a refrigerant, wherein the refrigerant passes through a compressor, a condenser, an expansion valve, and a heat exchanger. The thermal management system further includes a controller configured to determine a flow rate of the refrigerant discharged from the compressor based on a target temperature in the heat exchanger and to control an opening amount of the expansion valve based on the determined flow rate of the refrigerant discharged from the compressor.

Abstract: A vehicle thermal management system controls a fluid transport device based on an optimal control value derived using a preset control model for a predicted state value according to a current state value. The optimal control value is a control value that satisfies constraint conditions on at least one of a target temperature of indoor cooling or a target temperature range of component thermal management while consuming the minimum power.

Abstract: A method and apparatus protect battery performance. The battery protection method includes monitoring a state of a vehicle; determining, using a result of monitoring the state of the vehicle, that a high power peak has occurred in response to power of a battery being equal to or greater than a first threshold value; controlling power consumption of a load so that the high power peak is distributed; and compensating for the power consumption of the load.

Abstract: In a thermal management system for a vehicle and a method for controlling the same, the thermal management system and the control method are configured to determine a maximum cooling capacity of a chiller included in a fluid transfer device of the thermal management system, to set an optimal control target enabling the fluid transfer device to execute battery cooling through minimum consumption of electric power while satisfying a maximum cooling capacity range based on the determined maximum cooling capacity, and to control the fluid transfer device based on deriving an optimal control value satisfying the optimal control target.

Abstract: In a thermal management system for a vehicle and a method for controlling the same, the thermal management system includes a fluid transfer device configured to execute thermal management of at least one object, to be thermally managed, through introduced ambient air, and a controller configured to determine a target air flow rate required for thermal management of the at least one object to be thermally managed, and to control the fluid transfer device based on an optimal control value determined using a control model for a predictive state value according to a current state value and the target air flow rate.

Abstract: A vehicle control system and method based on an air flow rate, control introduction of outside air based on an estimated driving current value of a blowing device, obtained through a current model preset based on a calm wind state, and an estimated air flow rate value of an inlet, obtained through an air flow rate model preset based on an outside wind state.

Abstract: A method includes providing a wafer having multiple U-shaped grooves in which are grown Group-III nitride-based structures, the multiple U-shaped grooves including a patterned oxide layer and a buffer layer disposed on the patterned oxide layer. The method includes performing a wet etch of the wafer to partially remove the buffer layer. Performing the wet etch can include applying a buffered oxide etch (BOE) to a surface of the wafer for between 45-85 seconds, rinsing the wafer under flowing water for a rinsing period, performing sonication on the wafer for between 100-140 minutes, and rinsing the wafer under flowing water for the rinsing period.

Abstract: A vehicle thermal management system includes: a fluid transfer device that consumes power to perform a thermal management function, and a control unit that determines an operation mode of the fluid transfer device. In particular, the fluid transfer device operates in the determined operation mode based on an optimal control value derived using a control model for a predicted state value.

Abstract: A vehicle thermal management system includes a fluid transfer device including an electric power consumption unit, and a control unit for controlling indoor heating through the fluid transfer device on the basis of an optimal control value for the indoor heating.

Abstract: A thermal management system for a vehicle includes a fluid transfer device including a power consumption unit configured to consume power for performing the heat pump function and includes a control unit configured to control the fluid transfer device based on an optimal control value.

Abstract: A wafer includes a buried substrate; a first layer of silicon (100) disposed on the buried substrate that includes silicon sidewalls (111) at an angle to the buried substrate and that form a bottom of each of multiple U-shaped grooves; a second layer of patterned oxide disposed on the silicon (100) that provides vertical sidewalls of each U-shaped groove formed within the first and second layers; a third layer of a buffer covering the first layer and partially covering the second layer partway up the vertical sidewalls; and multiple gallium nitride (GaN)-based structures disposed within the multiple U-shaped grooves, the multiple GaN-based structures each including cubic gallium nitride (c-GaN) formed at merged growth fronts of hexagonal gallium nitride (h-GaN) that extend from the silicon sidewalls (111).

Abstract: A refrigerant flow rate adjustment device and a system using the same include a refrigerant provided at a quantitative flow rate to a heat exchanger such that the occurrence of a liquid refrigerant is reduced at an outlet end of an evaporator. The refrigerant flow rate adjustment device and system prevent the occurrence of the liquid refrigerant at the outlet end of the heat exchanger, prevent an increase in load, and prevent a lubrication defect of a compressor.

Abstract: A vibration damping device for a vehicle includes a base connected to an engine, an inertial mass, including at least a portion that includes a permanent magnet, movably mounted over the base, an actuator including an electromagnet fixedly mounted on the base to vibrate the inertial mass based on attractive and repulsive forces which alternately act between the inertial mass and the electromagnet, and a controller that regulates a current, which is applied to the electromagnet, such that vibration of the engine is dampened by vibration of the inertial mass.

Abstract: A damper pulley for a crankshaft includes a hub mounted on one end of the crankshaft, a rim connected to the hub, an oil seal mounted on an outer surface of the hub, and a wear-resistant insert member integrally mounted on the hub and making contact with the oil seal.

Abstract: A damper pulley for a crankshaft includes a hub mounted on one end of the crankshaft, a rim connected to the hub, an oil seal mounted on an outer surface of the hub, and a wear-resistant insert member integrally mounted on the hub and making contact with the oil seal.

Abstract: A crankshaft having a balance weight, the crankshaft a crank pin eccentric to a rotation axis of the crankshaft, a connecting rod connecting the crank pin and a piston, and a balance weight disposed to be opposite to the crank pin in the crankshaft, wherein the balance weight has radius which is a distance between the rotation axis of a crankshaft and an exterior circumferential surface of the balance weight, and wherein the radius of the balance weight is formed differently depending on a rotation direction of the balance weight.

Abstract: A damper pulley assembly for a vehicle is provided and includes a crank shaft of an engine of the vehicle, a hub that is coupled to the crank shaft and configured to be rotated, a pulley that is coupled to an exterior surface of the hub and configured to be integrally rotated with the hub and an oil seal that is disposed between the hub and an interior of a cylinder block configured to prevent engine oil leakage in the cylinder block. The hub has an abrasion prevention component formed on an exterior circumference surface on which the oil seal is disposed, and the abrasion prevention component prevents separation of the oil seal. Thus, a friction coefficient of a portion where a contact with the oil seal is concentrated is reduced and abrasion of a shaft is reduced by applying an anti-abrasion coating to improve hardness.

Abstract: A vibration damping device for a vehicle includes a base connected to an engine, an inertial mass, including at least a portion that includes a permanent magnet, movably mounted over the base, an actuator including an electromagnet fixedly mounted on the base to vibrate the inertial mass based on attractive and repulsive forces which alternately act between the inertial mass and the electromagnet, and a controller that regulates a current, which is applied to the electromagnet, such that vibration of the engine is dampened by vibration of the inertial mass.

Abstract: A display apparatus is provided. The display apparatus includes a display panel, a substrate, and a bottom chassis. The substrate is provided with light sources to emit light towards the display panel. The substrate includes a fixing hole formed between the light sources. The substrate is coupled to the bottom chassis. The bottom chassis includes a fixing protrusion to be coupled to the fixing hole. The fixing protrusion is formed with the bottom chassis to have a detachment prevention structure so that the fixing protrusion is prevented from being detached from the fixing hole.

Abstract: A crankshaft having a balance weight, the crankshaft a crank pin eccentric to a rotation axis of the crankshaft, a connecting rod connecting the crank pin and a piston, and a balance weight disposed to be opposite to the crank pin in the crankshaft, wherein the balance weight has radius which is a distance between the rotation axis of a crankshaft and an exterior circumferential surface of the balance weight, and wherein the radius of the balance weight is formed differently depending on a rotation direction of the balance weight.