초록 ▼

In a Diesel engine with variably actuated valves, the cam controlling each inlet valve is shaped to provoke the opening of the respective inlet valve during the engine's normal exhaust phase and thus realize exhaust gas recirculation within the engine, due to the fact that during the normal exhaust

In a Diesel engine with variably actuated valves, the cam controlling each inlet valve is shaped to provoke the opening of the respective inlet valve during the engine's normal exhaust phase and thus realize exhaust gas recirculation within the engine, due to the fact that during the normal exhaust phase, part of the exhaust gas passes from the cylinder into the inlet port, from where it returns to the cylinder during the next induction phase, while part of the exhaust gas that had previously passed into the exhaust port returns to the cylinder during the induction phase due to the additional opening of the exhaust valve, in consequence of which the exhaust gas charges that return to the cylinder are subjected to further combustion in the next engine cycle.

대표청구항 ▼

What is claimed is: 1. A multi-cylinder Diesel engine, comprising: two inlet valves and two exhaust valves for each cylinder, each valve equipped with respective elastic means of return that push the valve towards the closed position, for controlling the respective inlet and exhaust ports, at leas

What is claimed is: 1. A multi-cylinder Diesel engine, comprising: two inlet valves and two exhaust valves for each cylinder, each valve equipped with respective elastic means of return that push the valve towards the closed position, for controlling the respective inlet and exhaust ports, at least one camshaft for operating the inlet and exhaust valves of the engine's cylinders via the respective valve lifters, each inlet valve and the two exhaust valves being controlled by a respective cam of the said camshaft, in which each of said valve lifters commands the respective inlet or exhaust valve against the action of the elastic means of return via the interposition of hydraulic means including a pressurized fluid chamber, the pressurized fluid chamber associated with each inlet valve or with the two exhaust valves being suitable for connection via a solenoid valve to an discharge channel for the purpose of decoupling the valve from its respective valve lifter and provoking rapid closure of the valve under the effect of the elastic means of return, electronic means of control for controlling each solenoid valve to vary the time and travel of the respective inlet or exhaust valve according to one or more of the engine's operating parameters, in which each cam on the engine camshaft has a profile such that it tends to provoke the opening of the respective inlet valve or the respective exhaust valves that it controls, not only during the convention opening phase of the engine's normal operating cycle, but also in certain additional phases of the cycle, in which said electronic means of control are capable of provoking the opening of each solenoid valve to maintain the respective inlet valve or the respective exhaust valves closed during the abovementioned conventional phase and/or during one or more of said additional phases in which the respective cam would tend to provoke the opening of the valve, in consequence of which the engine can be made to selectively run according to different modes of operation controlled by said solenoid valves, and in which the profile of the cam controlling the exhaust valves provokes an additional opening phase of the exhaust valves, substantially during the final part of the induction phase, thereby realizing a post-charging operating cycle where the opening of the exhaust valves during the final part of the induction phase causes fresh air to first flow directly from the inlet port to the exhaust port, due to excess pressure in the inlet port, while successively, following the pressure increase in the exhaust port after the inlet valve is closed, part of the air returns from the exhaust port and enters the cylinder exploiting the excess pressure in the exhaust port, thereby improving cylinder replenishment, said engine also being wherein the control cam of each inlet valve is shaped to such that is provokes the opening of the respective inlet valve during the engine's normal exhaust phase to accomplish exhaust gas recirculation inside the engine, due to the fact that during the normal exhaust phase part of the exhaust gas passes from the cylinder into the inlet port, and then returns to the cylinder during the next induction phase, while part of the exhaust gas that previously passed into the exhaust port returns into the cylinder during this induction phase due to said additional opening of the exhaust valve, in consequence of which the exhaust gas charges that return to the cylinder participate in the combustion on the next engine cycle. 2. A multi-cylinder Diesel engine according to claim 1, wherein the ends of the two inlet ports associated with each cylinder are shaped such that one channels air into the cylinder in a almost tangential direction, while the other, with a spiral shape, generates a rotating vortex around an axis substantially parallel to the axis of the cylinder, the said electronic means of control being capable of controlling the two inlet valves associated with these ports in a differentiated manner and so modulate the level of within the cylinder. 3. A multi-cylinder Diesel engine according to claim 1, wherein the electronic means of control can be set up to close the inlet valve after bottom dead centre at maximum revolutions and loads and to instead advance the closure of the inlet valve to bottom dead centre during starting. 4. A multi-cylinder Diesel engine according to claim 3, wherein said engine has cylinders with a geometric compression ratio less than or equal to 17:1. 5. A multi-cylinder Diesel engine according to claim 1, wherein the electronic means of control are set up to advance the closure of the inlet valves and/or to advance the opening of the exhaust valve on cold starts in order to reduce the flow of air through the engine and, in consequence, for a given amount of heat transferred to the exhaust gas, to increase its temperature and so activate exhaust gas treatment systems. 6. A multi-cylinder Diesel engine according to claim 1, wherein it includes means for introducing fuel into the cylinder in small packets, via multiple injections right from the earliest stages of induction, thereby realizing, also due to the internal EGR mechanism, a stratification of the fuel-air-residual gas charge, which permits control of self-ignition and combustion. 7. A multi-cylinder Diesel engine according to claim 1, wherein it includes means for injecting a small quantity of pilot fuel during the last stages of compression that permits local enrichment of the charge and ensures its ignition and combustion. 8. A multi-cylinder Diesel engine according to claim 1, wherein it includes an oxygen sensor positioned on the engine's exhaust, said electronic means of control being set up to carry out continual correction to the actuation of the valves and/or manner, on the basis of the signal generated by said sensor, to correct the effective mixture strength of each cylinder on a cycle-by-cycle base. 9. A multi-cylinder Diesel engine according to claim 1, wherein said electronic means of control are set up to modulate the lift of the inlet and/or exhaust valves during engine switch-off to minimize the compression pressure inside the cylinder and, in consequence, also the torque oscillations on the engine shaft. 10. A multi-cylinder Diesel engine according to claim 1, wherein said electronic means of control are set up to selectively exclude cylinders and so raise the load on the others and, in consequence, their thermal efficiency, thereby minimizing fuel consumption. id="INS-S-00001" date="20080617" 11. A multi-cylinder Diesel engine, comprising: two inlet valves (VI) and two exhaust valves (VE) for each cylinder, each valve equipped with respective elastic means of return (4) that push the valve towards the closed position, for controlling the respective inlet and exhaust ports (I, E), at least one camshaft (10) for operating the inlet (VI) and exhaust (VE) valves of the engine's cylinders via the respective valve lifters (7), each inlet valve (VI) and the two exhaust valves (VE) being controlled by a respective cam (9) of the said camshaft (10), in which each of the said valve lifters (7) commands the respective inlet (VI) or exhaust (VE) valve against the action of the said elastic means of return (4) via the interposition of hydraulic means including a pressurized fluid chamber (6), the pressurized fluid chamber (6) associated with each inlet valve (VI) or with the two exhaust valves (VE) being suitable for connection via a solenoid valve (15) to a discharge channel (12) for the purpose of decoupling the valve from its respective valve lifter and provoking rapid closure of the valve under the effect of the elastic means of return (4), electronic means of control for controlling each solenoid valve (15) to vary the timing and travel of the respective inlet (VI) or exhaust (VE) valve according to one or more of the engine's operating parameters, in which the said electronic means of control are capable of provoking the opening of each solenoid valve (15) to maintain the respective inlet valve (VI) or the respective exhaust valve (VE) closed, in consequence of which the engine can be made to selectively run according to different modes of operation controlled by the said solenoid valves (15), and characterized in that the ends of the two inlet ports (I) associated with each cylinder have different geometries, so as to generate different levels of swirl of the induced air within the cylinder, and that the said electronic control means are capable of controlling the two inlet valves (VI) associated with these ports (I) in a differential manner, so as to enable the overall level of swirl within the cylinder to be modulated, and in that the electronic means of control can be set up to close the inlet valve (VI) after bottom dead centre at maximum revolution and load.id="INS-S-00001" id="INS-S-00002" date="20080617" 12. The engine as set forth in claim 11, characterized in that the electronic means of control can be set up to advance the closure of the inlet valve to bottom dead centre so as to exploit all of the geometric compression ratio.id="INS-S-00002" id="INS-S-00003" date="20080617" 13. The engine as set forth in claim 11, characterized in that each cam (9) on the engine camshaft (10) has a profile such that it tends to provoke the opening of the respective inlet valve (VI) or the respective exhaust valves (VE) that it controls, not only during the convention opening phase of the engine's normal operating cycle, but also in certain additional phases of the cycle, the said electronic means of control are capable of provoking the opening of each solenoid valve (15) to maintain the respective inlet valve (VI) or the respective exhaust valves (VE) closed during the above-mentioned conventional phase and/or during one or more of the said additional phases in which the respective cam would tend to provoke the opening of the valve, in consequence of which the engine can be made to selectively run according to different modes of operation controlled by the said solenoid valves (15), and in which the profile of the cam (9) controlling the exhaust valves (VE) is such as to provoke an additional opening phase of the exhaust valves, substantially during the final part of the induction phase, thereby realizing an operating cycle of a post-charging type, where the opening of the exhaust valves (VE) during the final part of the induction phase causes fresh air to first flow directly from the inlet port to the exhaust port, due to excess pressure in the inlet port, while successively, following the pressure increase in the exhaust port after the inlet valve is closed, part of the air returns from the exhaust port and enters the cylinder exploiting the excess pressure in the exhaust port, thereby improving cylinder replenishment, the said engine also being characterized in that the control cam (9) of each inlet valve (VI) is shaped to such that it provokes the opening of the respective inlet valve (VI) during the engine's normal exhaust phase to accomplish exhaust gas recirculation (EGR) inside the engine, due to the fact that during the normal exhaust phase part of the exhaust gas (BA) passes from the cylinder into the inlet port (I), and then returns to the cylinder during the next induction phase, while part of the exhaust gas (BS) that previously passed into the exhaust port returns into the cylinder during this induction phase due to the said additional opening of the exhaust valve (VE), in consequence of which the exhaust gas charges that return to the cylinder participate in the combustion on the next engine cycle.id="INS-S-00003" id="INS-S-00004" date="20080617" 14. The multi-cylinder Diesel engine according to claim 13, characterized in that the said engine has cylinders with a geometric compression ratio (GCR) less than or equal to 17:1.id="INS-S-00004" id="INS-S-00005" date="20080617" 15. The multi-cylinder Diesel engine according to claim 13, characterized in that the electronic means of control are set up to advance the closure of the inlet valves (VI) and/or to advance the opening of the exhaust valve (VE) on cold starts in order to reduce the flow of air through the engine and, in consequence, for a given amount of heat transferred to the exhaust gas, to increase its temperature and so activate exhaust gas treatment systems, such as catalysers and particulate traps.id="INS-S-00005" id="INS-S-00006" date="20080617" 16. The multi-cylinder Diesel engine according to claim 13, characterized in that it includes means for introducing fuel into the cylinder in small packets, via multiple injections right from the earliest stages of induction, thereby realizing, also due to the internal EGR mechanism, a stratification of the fuel-air-residual gas charge, which permits control of self-ignition and combustion.id="INS-S-00006" id="INS-S-00007" date="20080617" 17. The multi-cylinder Diesel engine according to claim 13, characterized in that it includes means for injecting a small quantity (pilot) of fuel during the last stages of compression that permits local enrichment of the charge and ensures its ignition and combustion.id="INS-S-00007" id="INS-S-00008" date="20080617" 18. The multi-cylinder Diesel engine according to claim 13, characterized in that it includes an oxygen sensor positioned on the engine's exhaust, the said electronic means of control being set up to carry out continual correction to the actuation of the valves and/or control the introduction of fuel, in a closed-loop manner, on the basis of the signal generated by the said sensor, to correct the effective mixture strength of each cylinder on a cycle-by-cycle base.id="INS-S-00008" id="INS-S-00009" date="20080617" 19. The multi-cylinder Diesel engine according to claim 13, characterized in that the said electronic means of control are set up to modulate the lift of the inlet (VI) and/or exhaust (VE) valves during engine switch-off to minimize the compression pressure inside the cylinder and, in consequence, also the torque oscillations on the engine shaft.id="INS-S-00009" id="INS-S-00010" date="20080617" 20. The multi-cylinder Diesel engine according to claim 13, characterized in that the said electronic means of control are set up to selectively exclude cylinders and so raise the load on the others and, in consequence, their thermal efficiency, thereby minimizing fuel consumption.id="INS-S-00010" id="INS-S-00011" date="20080617" 21. A multi-cylinder Diesel engine, comprising: two inlet valves (VI) and two exhaust valves (VE) for each cylinder, each valve equipped with respective elastic means of return (4) that push the valve towards the closed position, for controlling the respective inlet and exhaust ports (I, E), at least one camshaft (10) for operating the inlet (VI) and exhaust (VE) valves of the engine's cylinders via the respective valve lifters (7), each inlet valve (VI) and the two exhaust valves (VE) being controlled by a respective cam (9) of the said camshaft (10), in which each of the said valve lifters (7) commands the respective inlet (VI) or exhaust (VE) valve against the action of the said elastic means of return (4) via the interposition of hydraulic means including a pressurized fluid chamber (6), the pressurized fluid chamber (6) associated with each inlet valve (VI) or with the two exhaust valves (VE) being suitable for connection via a solenoid valve (15) to a discharge channel (12) for the purpose of decoupling the valve from its respective valve lifter and provoking rapid closure of the valve under the effect of the elastic means of return (4), electronic means of control for controlling each solenoid valve (15) to vary the timing and travel of the respective inlet (VI) or exhaust (VE) valve according to one or more of the engine's operating parameters, characterized in that the control cam (9) of each inlet valve (VI) is shaped so as to provoke the opening of the respective inlet valve (VI) during the engine's normal exhaust phase to accomplish internal exhaust gas recirculation (EGR) due to the fact that during the normal exhaust phase part of the exhaust gas (BA) passes from the cylinder into the inlet port (I), and then returns to the cylinder during the next induction phase, and in that said engine also comprises means for providing external exhaust gas recirculation EGR, whereby the combination of internal EGR and external EGR is used to control the temperature of the charge induced into the cylinder.id="INS-S-00011" id="INS-S-00012" date="20080617" 22. The multi-cylinder Diesel engine according to claim 21, characterized in that each cam (9) on the engine camshaft (10) has a profile such that it tends to provoke the opening of the respective inlet valve (VI) or the respective exhaust valves (VE) that it controls, not only during the conventional opening phase of the engine's normal operating cycle, but also in certain additional phases of the cycle, and in that the said electronic means of control are capable of provoking the opening of each solenoid valve (15) to maintain the respective inlet valve (VI) or the respective exhaust valves (VE) closed during the above-mentioned conventional phase and/or during one or more of the said additional phases in which the respective cam would tend to provoke the opening of the valve, in consequence of which the engine can be made to selectively run according to different modes of operation controlled by the said solenoid valves (15).id="INS-S-00012" id="INS-S-00013" date="20080617" 23. The multi-cylinder Diesel engine according to claim 22, characterized in that the ends of the two inlet ports (I) associated with each cylinder are shaped such that one channels air into the cylinder in a almost tangential direction (F1), while the other, with a spiral shape, generates a rotating vortex (F2) around an axis (18) substantially parallel to the axis (17) of the cylinder, the said electronic means of control being capable of controlling the two inlet valves (VI) associated with these ports (I) in a differentiated manner and so modulate the level of swirl within the cylinder.id="INS-S-00013" id="INS-S-00014" date="20080617" 24. The multi-cylinder Diesel engine according to claim 22, characterized in that the electronic means of control can be set up to close the inlet valve (VI) after bottom dead centre at maximum revs and loads and to instead advance the closure of the inlet valve to bottom dead centre during starting.id="INS-S-00014" id="INS-S-00015" date="20080617" 25. The multi-cylinder Diesel engine according to claim 24, characterized in that the said engine has cylinders with a geometric compression ratio (GCR) less than or equal to 17:1.id="INS-S-00015" id="INS-S-00016" date="20080617" 26. The multi-cylinder Diesel engine according to claim 22, characterized in that the electronic means of control are set up to advance the closure of the inlet valves (VI) and/or to advance the opening of the exhaust valve (VE) on cold starts in order to reduce the flow of air through the engine and, in consequence, for a given amount of heat transferred to the exhaust gas, to increase its temperature and so activate exhaust gas treatment systems, such as catalysers and particulate traps.id="INS-S-00016" id="INS-S-00017" date="20080617" 27. The multi-cylinder Diesel engine according to claim 22, characterized in that it includes means for introducing fuel into the cylinder in small packets, via multiple injections right from the earliest stages of induction, thereby realizing, also due to the internal EGR mechanism, a stratification of the fuel-air-residual gas charge, which permits control of self-ignition and combustion.id="INS-S-00017" id="INS-S-00018" date="20080617" 28. The multi-cylinder Diesel engine according to claim 22, characterized in that it includes means for injecting a small quantity (pilot) of fuel during the last stages of compression that permits local enrichment of the charge and ensures its ignition and combustion.id="INS-S-00018" id="INS-S-00019" date="20080617" 29. The multi-cylinder Diesel engine according to claim 22, characterized in that it includes an oxygen sensor positioned on the engine's exhaust, the said electronic means of control being set up to carry out continual correction to the actuation of the valves and/or control the introduction of fuel, in a closed-loop manner, on the basis of the signal generated by the said sensor, to correct the effective mixture strength of each cylinder on a cycle-by-cycle base.id="INS-S-00019" id="INS-S-00020" date="20080617" 30. The multi-cylinder Diesel engine according to claim 22, characterized in that the said electronic means of control are set up to modulate the lift of the inlet (VI) and/or exhaust (VE) valves during engine switch-off to minimize the compression pressure inside the cylinder and, in consequence, also the torque oscillations on the engine shaft.id="INS-S-00020" id="INS-S-00021" date="20080617" 31. The multi-cylinder Diesel engine according to claim 22, characterized in that the said electronic means of control are set up to selectively exclude cylinders and so raise the load on the others and, in consequence, their thermal efficiency, thereby minimizing fuel consumption.id="INS-S-00021"