公开(公告)号：KR1020030046688A

公开(公告)日：2003-06-18

申请号：KR1020010076913

申请日：2001-12-06

Applicant: 현대자동차주식회사

Inventor： 김성근

IPC: F02D41/18

CPC classification number: F02D41/18 ,  F02D41/042

Abstract: PURPOSE: A method for confirming heaps of carbon for vehicles is provided to solve an ignition-off phenomenon due to carbon heaps in a throttle body of an ETS system by utilizing a carbon heap index. CONSTITUTION: A calculated value of an R.P.M is obtained by subtracting a real R.P.M from a target R.P.M(110). Then, it is determined whether the calculated value is larger than a reference value of the calculated value(120). If the calculated value is larger than a reference value of the calculated value, a long time learning value is calculated(210). Then, it is determined whether or not the long time learning value is identical to a total value of the long time learning value and a direction limit value(230). If the long time learning value is different from the total value of the long time learning value and the direction limit value, a time counter is reset to zero(150). If an engine is in an ignition-off state, the checking process is finished.

Abstract translation: 目的：提供一种用于确定车辆碳堆积的方法，以通过利用碳堆指数来解决由于ETS系统的节气门体中的碳堆积引起的点火现象。 构成：通过从目标R.P.M（110）中减去实际R.P.M获得R.P.M的计算值。 然后，确定计算值是否大于计算值的参考值（120）。 如果计算值大于计算值的参考值，则计算长时间学习值（210）。 然后，确定长时间学习值是否与长时间学习值和方向限制值的总值相同（230）。 如果长时间学习值与长时间学习值和方向限制值的总值不同，则时间计数器被重置为零（150）。 如果发动机处于点火关闭状态，则检查过程结束。

公开(公告)号：KR200272508Y1

公开(公告)日：2002-11-21

申请号：KR2019970024788

申请日：1997-08-30

Applicant: 현대자동차주식회사

Inventor： 김성근

IPC: F02M25/08

Abstract: 본고안은캐니스터의구조에관한것으로, 활성탄에흡착되어있는탄화수소를모두분리시켜흡기다기관으로유입되게함으로써캐니스터의작업효율을증가시킬수 있는캐니스터의형상을제공함에그 목적이있다. 상기와같은목적을달성하기위한본 고안은, 캐니스터의형상은내부에수평격판(10)과수직격판(11)을구비한하우징(12)과, 이하우징(12)의외부에연결된기화기관(13)과증발관(4) 및퍼지밸브관(15)과원웨이밸브(20)로구성된다.

Abstract translation: 纸提案涉及罐的结构，以分离吸附在活性炭的烃的所有本发明的目的是提供所述罐的形状，所述罐可以通过允许流入进气歧管提高了工作效率。 所发明的用于实现上述目的，罐的形状是和具有水平板（10）果直接撞击板11在其中与下面壳体12，汽化引擎耦合到一个意想不到的部分壳体12（ 13）并且由蒸发器4，并且清洗阀管15果园单向阀20。

公开(公告)号：KR100305801B1

公开(公告)日：2001-12-17

申请号：KR1019950068359

申请日：1995-12-30

Applicant: 현대자동차주식회사

Inventor： 김성근

IPC: F02D9/00

Abstract: PURPOSE: A method for determining the trouble of an idle speed controller for a vehicle is provided to determine the trouble of an idle speed controller with more accuracy. CONSTITUTION: A method for determining the trouble of an idle speed controller for a vehicle comprises the steps of: determining a value of an I-controller; reading an engine rpm; comparing a maximum value of the I-controller with the engine rpm if the value of an I-controller is equal to the maximum value; and determining that the idle speed controller has the trouble when the difference between a maximum value of the I-controller and the engine rpm is less than a predefined value.

公开(公告)号：KR1019970044700A

公开(公告)日：1997-07-26

申请号：KR1019950061928

申请日：1995-12-28

Applicant: 현대자동차주식회사

Inventor： 김성근

IPC: F02D9/00

Abstract: 이 발명은 스로틀 포지션 센서 정상 작동 진단 방법에 관한 것으로서, 공기 흐름 센서의 출력 전압을 감지하여 공기 흐름량을 계산하여 검출하는 단계와; 스로틀 포지션 센서의 출력 전압을 감지하여 스로틀 밸브 개도를 계산하여 검출하는 단계와; 상기 제1단계와 제2단계에서 검출된 공기 흐름량과 스로플 밸브 개도의 차를 계산하여 스로틀 포지션 센서의 정상 작동 판단치를 검출하는 단계와; 상기 제3단계에서 검출된 상기 스로틀 포지션 센서의 정상 작동 판단치가 스로틀 포지션 센서의 정상 작동 범위내에 있는지를 판단하는 단계와; 상기 제4단계에서 스로틀 포지션 센서가 정상 작동 범위내에 있지 않다고 판단되면, 경고 수단을 구동시키기 위한 제어 신호를 출력하는 단계로 구성되어, 스로틀 포지션 센서가 정상적으로 작동되는지를 정확하게 판정하여, 스로틀 포지션 센서에 이상이 있는 경우 램프를 점등하여 운전자가 조기에 차량 정비를 받을 수 있도록하여 안전한 운행을 할 수 있도록 하고 배기가스를 감소시키는 스로틀 포지션 센서 정상 작동 진단 방법에 관한 것이다.

公开(公告)号：KR101405772B1

公开(公告)日：2014-06-10

申请号：KR1020080077806

申请日：2008-08-08

Applicant: 현대자동차주식회사

Inventor： 최우석 ,  김성근

IPC: F02M21/02 ,  F02M37/00 ,  F02M69/00

CPC classification number: Y02T10/32

Abstract: 본 발명은 엔진 시동 오프시에 LPI 시스템의 제2 차단밸브, 인젝터 및 압력조절부 사이에 잔류하는 연료를 봄베로 리턴시킬 수 있도록 하는 바이패스 개구부를 구비하는 제2 차단밸브와, 제2 차단밸브의 바이패스 개구부와 연료리턴라인을 연결시키는 바이패스 라인을 구비하는 LPI 시스템용 연료 누설방지장치에 관한 것이다.
LPI, 압력, 리턴, 누설, 솔레노이드, 바이패스 개구부, 바이패스 라인

公开(公告)号：KR1020110009444A

公开(公告)日：2011-01-28

申请号：KR1020090066845

申请日：2009-07-22

Applicant: 현대자동차주식회사 ,  기아자동차주식회사

Inventor： 김성근 ,  권선동 ,  이일남

IPC: F02M25/07 ,  F16K1/00 ,  F02D21/08

CPC classification number: Y02T10/121 ,  F02M26/26 ,  F02D13/0276 ,  F02M26/33 ,  F02M26/34

Abstract: PURPOSE: An exhaust-gas re-circulating system is provided to minimize head loss since there is little vertical movement of exhaust gas when the fluid passage of exhaust gas is switched by a valve set. CONSTITUTION: An exhaust-gas re-circulating system comprises an EGR(exhaust gas recirculation) line, an EGR cooler(150), a bypass line(160) and a 3-way valve set(170). Exhaust gas is re-circulated from an exhaust line to an intake line through the EGR line. The EGR cooler is installed on the middle of the EGR line. The bypass line bypasses the EGR cooler. The valve set is installed on the EGR line. The valve set selectively switches the flow of the exhaust gas to the EGR cooler or the bypass line.

Abstract translation: 目的：提供一种废气再循环系统，以最大限度地减少头部损失，因为废气的流体通过阀组切换时排气的垂直运动很小。 构成：废气再循环系统包括EGR（排气再循环）管线，EGR冷却器（150），旁通管线（160）和三通阀组（170）。 废气通过EGR管线从排气管线再循环到进气管线。 EGR冷却器安装在EGR管路的中间。 旁路管路绕过EGR冷却器。 阀组安装在EGR管路上。 阀组选择性地将废气流转向EGR冷却器或旁路管路。

公开(公告)号：KR1020090008994A

公开(公告)日：2009-01-22

申请号：KR1020070072396

申请日：2007-07-19

Applicant: 현대자동차주식회사

Inventor： 김현 ,  김성근

IPC: F02M37/00 ,  F02M69/00

Abstract: A pressure variable type regulator for a fuel system of an LPI engine is provided to maintain fuel liquid state, though the temperature of fuel rises due to the temperature rise of an engine room. A pressure variable type regulator for a fuel system of an LPI engine comprises a housing(100) in which a fuel inlet(110) and a fuel outlet(120) are formed in one side; a diaphragm(200) located in the middle of the housing; a valve(300) combined with a diaphragm; a pressing element(400) forcing the valve against the fuel outlet. The diaphragm moves depending on the pressure of fuel fed into the housing. The valve opens and shuts the fuel outlet depending on the movement of the diaphragm. As temperature rises, force pressing the valve is more increased.

Abstract translation: 用于LPI发动机的燃料系统的压力可变型调节器被提供以保持燃料液体状态，尽管燃料的温度由于发动机室的温度上升而升高。 一种用于LPI发动机的燃料系统的压力可变型调节器包括一个壳体（100），一个侧面上形成有燃料入口（110）和燃料出口（120）; 位于壳体中间的隔膜（200）; 与隔膜组合的阀（300）; 压力元件（400）迫使所述阀抵靠所述燃料出口。 隔膜根据进入壳体的燃料的压力而移动。 根据隔膜的运动，阀门打开并关闭燃油出口。 随着温度升高，迫使阀门的压力增加。

公开(公告)号：KR100460883B1

公开(公告)日：2004-12-09

申请号：KR1020020037449

申请日：2002-06-29

Applicant: 현대자동차주식회사

Inventor： 김성근

IPC: F02P5/152 ,  G01L23/22

CPC classification number: Y02T10/46

Abstract: PURPOSE: A method for controlling the knocking of an engine of a vehicle is provided to repress continuous severe knocking and to control and optimize an ignition timing to prevent durability problems of the engine. CONSTITUTION: A method for controlling the knocking of an engine of a vehicle comprises two steps(S110,S120,S150,S200,S210). The first step senses and controls an ignition timing if a back ground level of knocking computed to an average value of a knocking signal input from a knock sensor keeps larger than or same with a maximum value of knocking, and holds the sense-control state until the engine stops when the back ground level of knocking keeps a state which the maximum value drops to a half, for a constant time by sense-controlling the ignition timing. When the first step doesn't keep the back ground level larger than or same with the maximum value and the back ground level of knocking is larger than the half of the maximum value in a sense-control state, the second step decides whether a knocking signal is larger than the back ground level of knocking or not. If the knocking signal is larger than the back ground level of knocking, a normal knocking control is operated until the engine stops.

Abstract translation: 目的：提供一种用于控制车辆的发动机的爆震的方法，以抑制连续的严重爆震，并且控制和优化点火正时以防止发动机的耐久性问题。 构成：用于控制车辆发动机爆震的方法包括两个步骤（S110，S120，S150，S200，S210）。 如果从爆震传感器输入的爆震信号的平均值计算的爆震的背景基准水平保持为大于或等于爆震的最大值，则第一步骤感测并控制点火正时，并且保持感测控制状态直到 通过对点火正时进行感测控制，当爆震的背景地面水平保持最大值下降到一半的状态时，发动机停止恒定时间。 当在感测控制状态下第一步不保持大于或等于最大值并且爆震的后地平面大于最大值的一半时，第二步骤判定爆震 信号是否大于敲打的背景水平。 如果爆震信号大于爆震的背景水平，则正常爆震控制被操作直到发动机停止。

公开(公告)号：KR100440133B1

公开(公告)日：2004-07-12

申请号：KR1020010076916

申请日：2001-12-06

Applicant: 현대자동차주식회사

Inventor： 김성근

IPC: F02D41/12

CPC classification number: Y02T10/42

Abstract: PURPOSE: A method for controlling intake air is provided to prevent an engine from being turned off on sudden braking of a vehicle by detecting the sudden braking of the vehicle through checking an operational state of a brake switch. CONSTITUTION: Various parameters required for controlling an amount of intake air are detected(S200), thereby determining whether or not the engine is in an idle state(S220). If the engine is in the idle state, an amount of compensating air is initialized. In this state, it is determined whether or not a detected signal value is below a reference value, which is predetermined for determining a sudden braking of a vehicle. If the vehicle is in a sudden braking state, the amount of compensating air is calculated. Then, a throttle valve is controlled by using the calculated value of compensating air(S230). Then, it is determined whether or not the amount of compensating air is below a reference value. If the amount of compensating air is below the reference value, it is determined whether or not the engine is in an ignition-off state(S240).

Abstract translation: 目的：提供一种用于控制进气的方法，以通过检查制动开关的操作状态来检测车辆的紧急制动，从而防止在车辆的紧急制动时发动机熄火。 组成：检测控制进气量所需的各种参数（S200），从而确定发动机是否处于空转状态（S220）。 如果发动机处于怠速状态，则补偿空气量将被初始化。 在这种状态下，确定检测到的信号值是否低于为了确定车辆的紧急制动而预定的参考值。 如果车辆处于紧急制动状态，则计算补偿空气量。 然后，通过使用补偿空气的计算值来控制节气门（S230）。 然后，确定补偿空气量是否低于参考值。 如果补偿空气量低于参考值，则确定发动机是否处于点火关闭状态（S240）。

公开(公告)号：KR1020040002088A

公开(公告)日：2004-01-07

申请号：KR1020020037449

申请日：2002-06-29

Applicant: 현대자동차주식회사

Inventor： 김성근

IPC: F02P5/152 ,  G01L23/22

CPC classification number: Y02T10/46

Abstract: PURPOSE: A method for controlling the knocking of an engine of a vehicle is provided to repress continuous severe knocking and to control and optimize an ignition timing to prevent durability problems of the engine. CONSTITUTION: A method for controlling the knocking of an engine of a vehicle comprises two steps(S110,S120,S150,S200,S210). The first step senses and controls an ignition timing if a back ground level of knocking computed to an average value of a knocking signal input from a knock sensor keeps larger than or same with a maximum value of knocking, and holds the sense-control state until the engine stops when the back ground level of knocking keeps a state which the maximum value drops to a half, for a constant time by sense-controlling the ignition timing. When the first step doesn't keep the back ground level larger than or same with the maximum value and the back ground level of knocking is larger than the half of the maximum value in a sense-control state, the second step decides whether a knocking signal is larger than the back ground level of knocking or not. If the knocking signal is larger than the back ground level of knocking, a normal knocking control is operated until the engine stops.

Abstract translation: 目的：提供一种控制车辆发动机爆震的方法，以抑制连续严重的爆震，并控制和优化点火正时，以防止发动机的耐久性问题。 构成：用于控制车辆发动机爆震的方法包括两个步骤（S110，S120，S150，S200，S210）。 如果根据爆震传感器输入的爆震信号的平均值计算出的敲击次数保持大于或等于敲击的最大值，则第一步感测和控制点火正时，并保持感测控制状态直到 当后方撞击水平保持最大值下降到一半的状态时，发动机停止，持续时间通过感测控制点火正时。 当第一步骤不保持背景面大小大于或等于最大值，并且在感测控制状态下，敲击的背面电平大于最大值的一半时，第二步骤决定敲击 信号大于后面的敲击水平。 如果敲击信号大于后方撞击水平，则运行正常的敲击控制直到发动机停止。