Abstract: A gas vapor control system may include a canister for capturing gas vapor that is generated from a fuel, a throttle valve that is disposed substantially in the middle of an intake passage through which air flows into a cylinder of the engine, a gas passage that communicates from the canister to one side downstream of the throttle valve, a purge control valve that is disposed on the gas passage, and a control portion that stops an engine in an idle state and controls a real fuel injection amount that is to be injected while restarting the engine according to a first fuel amount that is included in gas vapor that is discharged into the intake passage.

Abstract: A gas vapor control system may include a canister for capturing gas vapor that is generated from a fuel, a throttle valve that is disposed substantially in the middle of an intake passage through which air flows into a cylinder of the engine, a gas passage that communicates from the canister to one side downstream of the throttle valve, a purge control valve that is disposed on the gas passage, and a control portion that stops an engine in an idle state and controls a real fuel injection amount that is to be injected while restarting the engine according to a first fuel amount that is included in gas vapor that is discharged into the intake passage.

Abstract: A gas vapor control system that controls gas vapor that is generated in a fuel tank may include a canister in which the gas vapor is captured, a throttle valve that is mounted in an intake passage through which air passes, a gas vapor passage connecting the fuel tank to a portion of the intake passage formed before the throttle valve, wherein the canister is positioned at the gas vapor passage, a purge control valve that is mounted on the gas vapor passage, and a control portion that stops an engine in an idle stop condition, and that closes the throttle valve and opens the purge control valve to flow the gas vapor into the intake passage when a canister load value (CL) is higher than a predetermined value.

Abstract: Controlling of a CVVT can be improved by controlling the CVVT based on an estimated oil temperature, the estimated oil temperature being calculated on the basis of a coolant temperature at starting of the engine and a period of time that has elapsed after the starting of the engine.

Abstract: Limp home control methods are provided for situations of a disconnected battery power line.

Abstract: Limp home control methods are provided for situations of a disconnected battery power line.

Abstract: Controlling of a CVVT can be improved by controlling the CVVT based on an estimated oil temperature, the estimated oil temperature being calculated on the basis of a coolant temperature at starting of the engine and a period of time that has elapsed after the starting of the engine.

Abstract: When a target timing is determined, a current duty-ratio of a solenoid valve is initially adjusted based on a learned initial value, and then gradually adjusted until a current valve timing corresponds to the target timing. The initial value is chosen from learned initial advance and retard values from a map having independent variables of fluid temperature and battery voltage.

Abstract: When a target timing is determined, a current duty-ratio of a solenoid valve is initially adjusted based on a learned initial value, and then gradually adjusted until a current valve timing corresponds to the target timing. The initial value is chosen from learned initial advance and retard values from a map having independent variables of fluid temperature and battery voltage.

Abstract: In an injection pressure control method of a GDI engine, an engine torque and an engine rpm are detected, then an initial stratified mode fuel pressure value is set according to the detected engine torque and engine rpm. Next, a weighting factor is calculated according to a variation rate in effective pressure of a combustion chamber of the engine, and a corrected stratified mode fuel pressure value is established by multiplying the wighting factor to the initial stratified mode fuel pressure value. Then, the corrected stratified mode fuel pressure value is compared with a current fuel pressure value, then a final fuel pressure value is obtained according to the comparision result.

Abstract: In an injection pressure control method of a GDI engine, an engine torque and an engine rpm are detected, then an initial stratified mode fuel pressure value is set according to the detected engine torque and engine rpm. Next, a weighting factor is calculated according to a variation rate in effective pressure of a combustion chamber of the engine, and a corrected stratified mode fuel pressure value is established by multiplying the wighting factor to the initial stratified mode fuel pressure value. Then, the corrected stratified mode fuel pressure value is compared with a current fuel pressure value, then a final fuel pressure value is obtained according to the comparision result.

Abstract: A high power waveguide valve capable of selectively transmitting or sealing the high power without causing its breakdown during a high power operation is disclosed. The inventive high power waveguide valve includes a vacuum chamber, a U-shaped waveguide being provided in the vacuum chamber, a first linear motion driver for vertically sliding the U-shaped waveguide, a dual H-corners assembly connected with the U-shaped waveguide, a sealing plate for selectively sealing the radio frequency between the U-shaped waveguide and the dual H-corners assembly, and a second linear motion driver for horizontally sliding the sealing plate.