Abstract: A hybrid vehicle includes an engine with cylinders generating driving power and a turbocharger having a turbine in an exhaust line, and a compressor which rotates with the turbine and compresses intake gas. An electric supercharger is disposed in the intake line upstream from the compressor, a catalytic converter is disposed in the exhaust line downstream from the turbine. A post processing bypass line connects the exhaust line at a downstream portion of the catalytic converter and the intake line at a downstream portion of the electric supercharger. A low pressure EGR device includes a low pressure EGR line branching off from the exhaust line and merging into the intake line and a low pressure EGR cooler disposed therein. A high pressure EGR device includes a high pressure EGR line branching off from an exhaust system and merging into an intake system, and a high pressure EGR cooler disposed therein.

Abstract: A hybrid vehicle may include an engine; a turbocharger including a turbine disposed in an exhaust line and a compressor; an electric supercharger disposed in the intake line at an upstream portion of the compressor; an exhaust gas post processing apparatus; a low pressure EGR device which includes a low pressure EGR line, a low pressure EGR cooler and a low pressure EGR valve; an intake bypass line which connects the intake line at a downstream portion of the electric supercharger and the intake line at an upstream portion of the electric supercharger; an intake bypass valve disposed in the intake bypass line; a post processing bypass line which connects the intake line between the electric supercharger and the compressor and the exhaust line between the turbine and the exhaust gas post processing apparatus; and a post processing bypass valve disposed in the post processing bypass line.

Abstract: A hybrid vehicle includes an engine with cylinders generating driving power and a turbocharger having a turbine in an exhaust line, and a compressor which rotates with the turbine and compresses intake gas. An electric supercharger is disposed in the intake line upstream from the compressor, a catalytic converter is disposed in the exhaust line downstream from the turbine. A post processing bypass line connects the exhaust line at a downstream portion of the catalytic converter and the intake line at a downstream portion of the electric supercharger. A low pressure EGR device includes a low pressure EGR line branching off from the exhaust line and merging into the intake line and a low pressure EGR cooler disposed therein. A high pressure EGR device includes a high pressure EGR line branching off from an exhaust system and merging into an intake system, and a high pressure EGR cooler disposed therein.

Abstract: A hybrid vehicle may include an engine; a turbocharger including a turbine disposed in an exhaust line and a compressor; an electric supercharger disposed in the intake line at an upstream portion of the compressor; an exhaust gas post processing apparatus; a low pressure EGR device which includes a low pressure EGR line, a low pressure EGR cooler and a low pressure EGR valve; an intake bypass line which connects the intake line at a downstream portion of the electric supercharger and the intake line at an upstream portion of the electric supercharger; an intake bypass valve disposed in the intake bypass line; a post processing bypass line which connects the intake line between the electric supercharger and the compressor and the exhaust line between the turbine and the exhaust gas post processing apparatus; and a post processing bypass valve disposed in the post processing bypass line.

Abstract: A piston and an engine including the same are provided. The piston includes an upper surface that is formed at an upper portion; a bowl that is concavely formed at the upper surface; a plurality of protruding portions that are separated by a predetermined distance along an edge of the bowl; and a central portion that is protruded upward at the center of the bowl.

Abstract: A piston and an engine including the same are provided. The piston includes an upper surface that is formed at an upper portion; a bowl that is concavely formed at the upper surface; a plurality of protruding portions that are separated by a predetermined distance along an edge of the bowl; and a central portion that is protruded upward at the center of the bowl.

Abstract: A supercharging engine supplying compressed air to a combustion chamber as intake air may include at least two cylinders, a deactivation cylinder being at least one of the cylinders, and selectively deactivated, a compressed air tank adapted to store compressed air supplied from a combustion chamber of the deactivation cylinder, a compressed air storage passage formed to communicate the compressed air tank with the combustion chamber of the deactivation cylinder, an intake manifold selectively communicating with the compressed air tank, and a compressed air valve selectively opening/closing the compressed air storage passage, in which compressed air may be transmitted from the combustion chamber of the deactivation cylinder to the compressed air tank as the compressed air valve is opened in a compression stroke during deactivation of the deactivation cylinder.

Abstract: A method and an apparatus for detecting engine misfire has advantages of precisely detecting misfire occurrence when misfire continuously occurs at three or more engine cylinders and detecting an engine cylinder where the misfire occurs. The method may include calculating an angular acceleration factor value on the basis of an engine speed, calculating a variation value of an angular acceleration factor on the basis of the angular acceleration factor value, calculating a threshold point of misfire starting and a threshold point of misfire ending, comparing the variation value of the angular acceleration factor with the threshold point of misfire starting, comparing the variation value of the angular acceleration factor with the threshold point of misfire ending, and detecting a cylinder of the engine where the misfire occurs by the comparison results.

Abstract: A supercharging engine supplying compressed air to a combustion chamber as intake air may include at least two cylinders, a deactivation cylinder being at least one of the cylinders, and selectively deactivated, a compressed air tank adapted to store compressed air supplied from a combustion chamber of the deactivation cylinder, a compressed air storage passage formed to communicate the compressed air tank with the combustion chamber of the deactivation cylinder, an intake manifold selectively communicating with the compressed air tank, and a compressed air valve selectively opening/closing the compressed air storage passage, in which compressed air may be transmitted from the combustion chamber of the deactivation cylinder to the compressed air tank as the compressed air valve is opened in a compression stroke during deactivation of the deactivation cylinder.

Abstract: Disclosed are a method and an apparatus of detecting a combustion phase of an engine by an angular acceleration signal and combustion data of a single cylinder. The method may include calculating a point of maximum angular acceleration of each engine cylinder during an explosion stroke, detecting a combustion phase of an engine cylinder provided with a combustion pressure sensor, calculating a time difference between the point of maximum angular acceleration and the combustion phase of the engine cylinder provided with the combustion pressure sensor, and determining a combustion phase of an engine cylinder where the combustion pressure sensor is not mounted by using the time difference and the point of maximum angular acceleration of the engine cylinder where the combustion pressure sensor is not mounted.

Abstract: A method and an apparatus for detecting engine misfire has advantages of precisely detecting misfire occurrence when misfire continuously occurs at three or more engine cylinders and detecting an engine cylinder where the misfire occurs. The method may include calculating an angular acceleration factor value on the basis of an engine speed, calculating a variation value of an angular acceleration factor on the basis of the angular acceleration factor value, calculating a threshold point of misfire starting and a threshold point of misfire ending, comparing the variation value of the angular acceleration factor with the threshold point of misfire starting, comparing the variation value of the angular acceleration factor with the threshold point of misfire ending, and detecting a cylinder of the engine where the misfire occurs by the comparison results.

Abstract: A method of controlling combustion of a diesel engine may include a vibration measuring step of measuring engine vibrations, a measurement region setting step of setting a range where an LPP (location of peak pressure) is predicted from measured vibration data, a frequency transforming step of transforming a vibration signal to a frequency response function, a frequency integrating step of integrating the transformed frequency response function, an LPP detecting step of selecting a location of peak pressure from integrated frequency response function, an estimated value determining step of selecting LPP offset and SOC (start of combustion) offset by using the detected LPP, an error determining step of determining LPP value error and SOC value error by comparing the estimated LPP value and the estimated SOC value with a target LPP value and a target SOC value, and a combustion correcting step of correcting and controlling combustion by the determined errors.

Abstract: A method of controlling combustion of a diesel engine may include a vibration measuring step of measuring engine vibrations, a measurement region setting step of setting a range where an LPP (location of peak pressure) is predicted from measured vibration data, a frequency transforming step of transforming a vibration signal to a frequency response function, a frequency integrating step of integrating the transformed frequency response function, an LPP detecting step of selecting a location of peak pressure from integrated frequency response function, an estimated value determining step of selecting LPP offset and SOC (start of combustion) offset by using the detected LPP, an error determining step of determining LPP value error and SOC value error by comparing the estimated LPP value and the estimated SOC value with a target LPP value and a target SOC value, and a combustion correcting step of correcting and controlling combustion by the determined errors.