Hyundai Motor Company

Kia Motors Corporation

Kia Corporation

Kia Motors Company

Nahm Roh Joo

Chang Hwan Kim

ChangHo Jung

Dong Hee Han

Jong Il Park

Hyun Jun Lim

Yoon Joo Kim

Joowon Lee

Kwanhee Choi

Kiwon Park

Il Joong Hwang

Shengrong Zhu

Dohyung Kim

Kyoung Pyo Ha

Dong Ho Chu

Seungwoo Hong

Han Sang Kim

Woo Tae Kim

Hyungbok Lee

Su Ho Lee

Yang Geol Lee

Mark Shirley

Yong Hoon Kim

Seong Hyuk Kang

Chulho Yu

Jeffrey Hollowell

Nicholas Fantin

Ha Dong Bong

Philip Zoldak

Mark Allen Bourcier

Antowan Zyada

Hyun Il Park

Myung Gu Ha

Seung Yeon Yang

Seung Jae Yi

Ja Un Ku

Systems and methods for having discrete valve opening and closing timings for different pairs of the combustion cylinders, and transitioning an engine from a Low temperature Combustion (LTC) mode to a Gasoline Compression Ignition (GCI) mode are provided. The method may comprise performing a cold start on an engine, comprising at least two sets of cylinders, in a Spark Ignition (SI) mode. The method may comprise, using a discrete camshaft operation for different pairs of the combustion cylinders to run the at least two sets of cylinders in the LTC mode, and when a load operation point of the engine increases, transitioning a first set of cylinders, of the at least two sets of cylinders, to run in a SI mode, and, after the first set of cylinders is transitioned to run in the SI mode, transitioning the second set of cylinders to run in the GCI mode, and, after the second set of cylinders is transitioned to run in the GCI mode, transitioning the first set of cylinders to run in the GCI mode.

Split cycle waste heat method for combustion initiation in gasoline compression ignition engine

A hybrid electric vehicle (HEV) for multiple operation modes includes: a gasoline diffusion flame (GDF) combustion engine configured to perform gasoline diffusion flame combustion; a motor-generator operatively connected to the GDF combustion engine and configured to selectively drive the HEV with electric power of a battery or generate electric power to charge the battery; and a multi-mode controller including a processor and configured to receive operating conditions of the GDF combustion engine and the motor-generator and define a plurality of mode operating regions based on the received operating conditions. In particular, the plurality of mode operating regions includes: an electric vehicle (EV) only mode operating region, a GDF mode operating region where the GDF combustion engine operates and drives the HEV while the motor-generator stops, and a GDF+EV mode operating region where the motor-generator assists the operation of the GDF combustion engine to drive the HEV.

Hybrid electric vehicle and method of operating engine of the same

An after treatment method is disclosed. The after treatment method may include: operating an engine at a lean air/fuel ratio; calculating an amount of NHstored in an SCR catalyst; calculating an amount of NOx which will flow into the SCR catalyst; determining whether conversion to a rich air/fuel ratio is desired; calculating, when the conversion to the rich air/fuel ratio is desired, a rich duration for which the rich air/fuel ratio is maintained and a target air/fuel ratio; and operating the engine at the target air/fuel ratio for the rich duration.

Co clean-up catalyst, after treatment system and after treatment method

An after treatment system is disclosed. The after treatment system may include a three-way catalyst (TWC), a selective catalytic reduction (SCR) catalyst, and a CO clean-up catalyst (CUC) on an exhaust pipe through which an exhaust gas flows. The CUC may include a zeolite in which Cu and Fe are ion-exchanged and CeOin which Pt is supported, wherein a weight ratio of the CeOto a total weight of the CUC is 30-70 wt % such that the CUC purifies NHat a lean air/fuel ratio and purifies NHduring a delay time at a rich air/fuel ratio.

An after treatment system for a lean-burn engine is disclosed. The after treatment system is sequentially equipped with an ammonia production catalyst module, a selective catalytic reduction (SCR) catalyst, and a CO clean-up catalyst (CUC) on an exhaust pipe through which an exhaust gas flows and which is connected to a lean-burn engine. An exhaust flow changer is disposed between the ammonia production catalyst module and the SCR catalyst. The exhaust flow changer changes flow of an exhaust gas discharged from the ammonia production catalyst module according to a temperature of the SCR catalyst.

After treatment system and after treatment method for lean-burn engine

CO clean-up catalyst, after treatment system and after treatment method

An after treatment system is disclosed. The after treatment system may include an exhaust pipe through which an exhaust gas flows; a three-way catalyst (TWC) mounted on the exhaust pipe and purifying HC, CO, and NOx contained in the exhaust gas, an ammonia production catalyst (APC) mounted on the exhaust pipe at a downstream of the TWC, storing NOx at a lean air/fuel ratio, and generating H, releasing the stored NOx, and generating NHusing the released NOx and the generated Hat a rich air/fuel ratio, and a selective catalytic reduction (SCR) catalyst mounted on the exhaust pipe at a downstream of the APC, storing the NHgenerated in the TWC and the APC, and reducing the NOx contained in the exhaust gas using the stored NH.

Ammonia production catalyst and after treatment system

An after treatment method for a lean-burn engine is disclosed. The after treatment method is configured to control an after treatment system sequentially equipped with an ammonia production catalyst module, a selective catalytic reduction (SCR) catalyst, and a CO clean-up catalyst (CUC) on an exhaust pipe through which an exhaust gas flows and which is connected to a lean-burn engine. In the after treatment method, a rich air/fuel ratio (AFR) is controlled in multiple phases in response to detecting that conversion to the rich AFR is desired.

An after treatment method for a lean-burn engine is disclosed. The after treatment method is configured to control an after treatment system sequentially equipped with an ammonia production catalyst module, a selective catalytic reduction (SCR) catalyst, and a CO clean-up catalyst (CUC) on an exhaust pipe through which an exhaust gas flows and which is connected to a lean-burn engine. NHgeneration in the ammonia production catalyst module is changed according to a temperature and a temperature change rate of the SCR catalyst.

An after treatment method for a lean-burn engine is disclosed. The after treatment method is configured to control an after treatment system sequentially equipped with an ammonia production catalyst module, a selective catalytic reduction catalyst, and a CO clean-up catalyst on an exhaust pipe through which an exhaust gas flows. In the after treatment method, the engine is operated sequentially at a stoichiometric air/fuel ratio (AFR) and a lean AFR prior to entering a rich AFR.

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.

Engine system

The present disclosure provides an engine structure for a vehicle. The engine structure includes: an intake port, a port plate provided in the single flow path of the intake port, and an injector. The port plate is longitudinally parallel to the flow path of the intake port so as to divide the flow path of the intake port into upper and lower flow paths, and the port plate includes an extension portion formed on part of a downstream end of the port plate such that the extension portion of the downstream end of the port plate extends longer than other portion of the downstream end of the port plate. In particular, the injector is provided in the intake port, and sprays fuel beyond the extension portion so as to inhibit the fuel from adhering to the port plate.

Engine structure for vehicle

A control apparatus of an engine having a turbocharger may include the engine generating power by combustion of a fuel, the turbocharger including a turbine operated by exhaust gas of the engine and a compressor connected to the turbine by a rotating shaft, and thus supercharging air to a combustion chamber provided in the engine by the compressor, a detecting sensor detecting pre-ignition in the combustion chamber of the engine, and a controller controlling supercharging pressure supplied to the combustion chamber by using a required torque, ignition timing of the combustion chamber, and an air-fuel ratio, and thus controlling the pre-ignition in the combustion chamber, when the pre-ignition in the combustion chamber may be detected by the detecting sensor.

Control apparatus of engine having turbocharger and method thereof

A method for controlling an exhaust gas recirculation (EGR) system which is provided with an intake throttle valve and an EGR valve driven by a motor may include detecting an engine speed and an amount of intake air for each cylinder of an engine while the engine is operating, determining an amount of air flow supplied to the engine based on the engine speed and the amount of intake air for each cylinder, determining an equivalent cross-section of the EGR valve based on the amount of air flow, determining an opening angle of the EGR valve based on the engine speed, the amount of intake air for each cylinder, the amount of air flow, and the equivalent cross-section of the EGR valve, and controlling the EGR valve according to the opening angle of the EGR valve.

Method for controlling exhaust gas recirculation system for engine

An engine cooling system may include a main intake line for supplying external air to an intake manifold attached to an engine including a cylinder block and a cylinder head, a supplementary intake line branched from one side of the main intake line and joined to the other side of the main intake line, an intake route control valve in the main intake line, a main exhaust line for flowing exhaust gas from an exhaust manifold, an exhaust route control valve in the main exhaust line, a turbocharger, an intercooler mounted to the supplementary intake line on a downstream side of the turbocharger, an EGR cooler branched from the exhaust manifold for recirculating the exhaust gas and provided in an EGR line connected to the main intake line; and a cooling line for flowing a coolant supplied from a water pump to cool the EGR cooler, the exhaust route control valve and/or the turbine housing of the turbocharger.

Growing community of inventors

Yongin-si, South Korea

Nahm Roh Joo