Engine system

Abstract

Engine system, with: an engine with a plurality of cylinders (11-14) suitable for generating a driving torque by burning fuel; a first intake manifold (31) which is connected to an intake pipe (20) through which intake air flows into a part of the majority of cylinders; a second intake manifold (32) which supplies the intake air through the first intake manifold (31) to another part of cylinders of the plurality of cylinders (11-14); a first exhaust manifold (41) which is connected to a part of the cylinders which is connected to the first intake manifold; a second exhaust manifold (42) which is connected to another part of the cylinders which is connected to the second intake manifold (32); a return line (60) branched off from the second exhaust manifold (42) to be coupled to the second intake manifold (32); a recirculation inlet valve (61) located at the point where the recirculation line (60) and the second exhaust manifold (42) are connected; and a manifold connecting valve (63) which is arranged on an inlet line (20) between the first inlet manifold (31) and the second inlet manifold (32), wherein, when some cylinders are deactivated, the recirculation inlet valve (61) is open to supply exhaust gas from the second exhaust manifold (42) to the second inlet manifold (32), and the manifold connecting valve (63) is cut off in order to prevent intake air from being supplied through the first intake manifold (31) to the second intake manifold (32), and the entire exhaust gas flow rate from the deactivated cylinders flows back into the deactivated cylinders.

Description

Technical field

[0001] The present invention relates to an engine system, and, more specifically, to an engine system suitable for implementing a cylinder deactivation effect without using a separate cylinder deactivation device. Description of the related technique

[0002] In general, internal combustion engines generate power by supplying fuel and air to a cylinder and burning the fuel and air within that cylinder. When air is drawn in, an intake valve is actuated by the drive of a camshaft, and air is drawn into the cylinder while the intake valve is open. Simultaneously, the exhaust valve is actuated by the drive of the camshaft, and air is expelled from the cylinder while the exhaust valve is open.

[0003] This translates optimal inlet / exhaust valve operation into a response in engine revolutions per minute (RPM). That is, a suitable lift or valve opening / closing time duration is changed in response to the engine's RPM. As described above, to implement suitable valve operation in response to an engine's RPM, a variable valve lift (VVH) device was investigated for shaping the cam drive of a multiple valve or operating a single valve with different lifts in response to the engine's RPM.

[0004] A cylinder deactivation (CDA) device, conceptually similar to the VVH device, generally refers to a technology for deactivating some of a group of cylinders during braking or cruise control. During CDA operation, the supply of fuel to the cylinders to be deactivated and the operation of the intake / exhaust valves are stopped.

[0005] If some cylinders are deactivated by the ZDA device, pumping losses in the cylinders to be deactivated should be minimized, and losses of air supplied to catalysts to maintain catalyst efficiency should be minimized.

[0006] To this end, the related technique has developed a method for minimizing pump loss and airflow in a catalyst by using a mechanical configuration that stops the drive of an inlet valve and an exhaust valve.

[0007] According to the ZDA device of the related technology, the mechanical setup for stopping the drive of the intake valve and the exhaust valve is additionally required, and as a result, major components of an engine, such as a cylinder head, must be modified.

[0008] Since an additional actuator is required to control the intake / exhaust valves for each cylinder, the number of components may be increased and the manufacturing costs of a vehicle may be higher.

[0009] Furthermore, due to the increase in the number of components, the error rate has also increased.

[0010] The probability of failure for each component is increased, and it is difficult to diagnose the fault or defect of each part.

[0011] The background information disclosed in this section of the invention is provided solely to facilitate understanding of the general background of the invention and cannot be considered any form of admission or suggestion that this information constitutes prior art already known to a person skilled in the art. DE 40 42 852 C2 discloses an internal combustion engine with a first and a second cylinder unit and fuel injection, with an intake manifold having a throttle valve, which downstream of the throttle valve is divided into a first intake channel leading to the first cylinder unit and a second intake channel leading to the second cylinder unit, wherein the connection to the first intake channel can be interrupted by a shut-off valve arranged in the second intake channel, with an exhaust gas channel for the first and second cylinder units.in which a catalytic converter is arranged for exhaust gas purification and which is connected downstream of the shut-off valve to the second intake port via an exhaust gas recirculation channel containing an exhaust gas recirculation valve, and with a control device by which the amount of fuel to be supplied to the internal combustion engine can be determined as a function of the engine load multiplied by a constant, and by which the shut-off valve for isolating the second intake port to its closed position and the exhaust gas recirculation valve for returning exhaust gas to the second cylinder unit to its open position can be controlled to shut off the second cylinder unit at low engine load.

[0012] DE 10 2015 207 595 B3 discloses a method for regenerating a NOx storage catalyst of a multi-cylinder combustion engine with cylinder deactivation, comprising at least one cylinder that can be deactivated during operation of the combustion engine, and comprising the steps of: flowing exhaust gas from the at least one non-deactivated, i.e., active, cylinder through the NOx storage catalyst; operating the at least one active cylinder of the combustion engine in such a way that regeneration of the NOx storage catalyst can take place, wherein, during the duration of the cylinder deactivation of the at least one deactivatable cylinder, at least one intake valve and at least one exhaust valve of the inactive cylinder are kept at least partially open.Flowing fresh gas through the inactive cylinder, returning fresh gas exiting the inactive cylinder on the exhaust side to the intake side of the internal combustion engine, wherein at least a first part of the returned fresh gas is mixed with the fresh gas of the intake side of the at least one active cylinder and / or the active cylinder(s), and at least a second part of the returnable fresh gas is metered to the exhaust gas of the at least one active cylinder.

[0013] DE 60 2004 004 947 T2 discloses an exhaust gas recirculation (EGR) control device for an engine, designed to introduce exhaust gas or EGR gas back into a combustion chamber. In particular, the invention relates to an EGR control device that can introduce EGR gas into a combustion chamber even under high-load conditions. Subject matter of the invention

[0014] Several aspects of the present invention are aimed at creating a motor system with the advantages of implementing a ZDA function without a separate mechanical setup.

[0015] A first embodiment of a motor system according to the invention is defined by claim 1. Dependent claims relate to preferred embodiments.

[0016] When the engine is operating normally, the recirculation intake valve can be cut off to supply exhaust gas from the first and second exhaust manifolds to an exhaust gas purification device, and the manifold connecting valve can be opened to supply intake air through the first intake manifold to the second intake manifold.

[0017] When some cylinders are deactivated, the recirculation intake valve is open to allow exhaust gas from the second exhaust manifold to flow to the second intake manifold, and the manifold linkage valve is cut off to prevent intake air from being fed to the second intake manifold through the first intake manifold.

[0018] The engine can be a four-cylinder engine with four cylinders, a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder, arranged sequentially, with the first intake manifold connected to the first cylinder and the fourth cylinder, the second intake manifold being connected to the second cylinder and the third cylinder, the first exhaust manifold being connected to the first cylinder and the fourth cylinder, and the second exhaust manifold being connected to the second cylinder and the third cylinder.

[0019] A second variant of a motor system according to the invention is defined by claim 4. Dependent claims relate to preferred embodiments.

[0020] The engine system may further include: an electric supercharger or supercharger, with a motor and an electric compressor, which is driven by the motor to supply charged air to the cylinders.

[0021] The inlet line may be provided with a bypass line that diverts some of the air supplied to the electric charger, and the bypass line may be equipped with a bypass valve device.

[0022] The engine can be a four-cylinder engine with four cylinders, a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder, arranged sequentially, with the first intake manifold connected to the first cylinder and the fourth cylinder, the second intake manifold connected to the second cylinder and the third cylinder, the first exhaust manifold connected to the first cylinder and the fourth cylinder, and the second exhaust manifold connected to the second cylinder and the third cylinder.

[0023] When the engine is operating normally, the recirculation intake valve can be cut off to supply exhaust gas from the first and second exhaust manifolds to the exhaust aftertreatment device, and the manifold linkage valve can be opened to supply intake air to the second intake manifold through the first intake manifold.

[0024] When some cylinders are deactivated, the recirculation intake valve can be open to allow exhaust gas from the second exhaust manifold to the second intake manifold, and the manifold linkage valve can be cut off to prevent intake air from being fed to the second intake manifold through the first intake manifold.

[0025] A third variant of a motor system according to the invention is defined by claim 9. Dependent claims relate to preferred embodiments.

[0026] When the engine is operating normally, the opening of a first throttle valve and a second throttle valve can be controlled to supply intake air to cylinders, a first cylinder bank and a second cylinder bank through a first intake manifold and a second intake manifold, and the recirculation valve can be cut off to supply exhaust gas from the second exhaust manifold to the exhaust aftertreatment device.

[0027] If cylinders from some cylinder banks in the engine are deactivated, the recirculation valve may be open to allow exhaust gas from the second exhaust manifold to flow to the second intake manifold, and the second throttle valve may be cut off to prevent intake air from cylinders of a second cylinder bank from flowing to the second intake manifold.

[0028] According to the engine system according to various exemplary embodiments of the present invention, it is possible to reduce the number of components and save on manufacturing costs in the vehicle by implementing the ZDA function without the separate mechanical structure.

[0029] The methods and devices of the present invention have other features and advantages, which are evident from or explained in more detail in the accompanying figures provided herein and in the following detailed description, which together serve to explain certain principles of the present invention. Brief description of the characters Fig. 1 and Fig. Figure 2 are concept diagrams showing the structure of a motor system according to various exemplary embodiments of the present invention. Fig. 3 and Fig. Figure 4 are concept diagrams showing the structure of a motor system according to various exemplary embodiments of the present invention. Fig. 5 and Fig. Figure 6 are concept diagrams showing the structure of a motor system according to various exemplary embodiments of the present invention.

[0030] It should be understood that the accompanying figures are not necessarily to scale and are a somewhat simplified representation of various features that illustrate the basic principles of the invention. The specific design features of the present invention, as disclosed herein, including, for example, specific dimensions, orientations, positions, and shapes, are partly determined by the specific intended application and environment of use.

[0031] Reference numerals in the figures refer through the different figures of the drawing to the same or equivalent parts of the present invention. Detailed description

[0032] Now, various embodiments of the present invention will be described in detail, examples of which are shown in the accompanying figures and are described below. While the invention is described in connection with these exemplary embodiments, it should be understood that this description is not intended to limit the invention to these exemplary embodiments. On the contrary, the invention is intended to cover not only the exemplary embodiments but also various alternatives, modifications, equivalents, and other embodiments that may fall within the scope and extent of the invention, as defined by the accompanying claims.

[0033] Accordingly, the figures and descriptions should be viewed as illustrative and not as limiting. The corresponding reference points relate to the relevant elements through the description.

[0034] Since the sizes and thicknesses of the respective components are shown randomly in the accompanying figures for illustrative purposes, the present invention is not limited to the contents shown in the accompanying figures. Furthermore, thicknesses have been exaggerated to clearly illustrate multiple sections and areas.

[0035] A motor system according to various exemplary embodiments of the present invention is described in more detail below with reference to the accompanying figures.

[0036] As in Fig. As shown in Figure 1, an engine system according to various exemplary embodiments of the present invention comprises an engine 10 having a plurality of cylinders 11, 12, 13 and 14 which generate a driving torque by burning fuel, a plurality of intake manifolds which distribute intake air into the cylinders 11, 12, 13 and 14, and a plurality of exhaust manifolds which collect exhaust gas from the cylinders 11, 12, 13 and 14 and discharge the collected exhaust gas to the exhaust line.

[0037] The cylinders 11, 12, 13 and 14 of the engine 10 can represent a four-cylinder engine. That is, the plurality of cylinders can have: a first cylinder 11, a second cylinder 12, a third cylinder 13, and a fourth cylinder 14, arranged sequentially.

[0038] For the sake of simplicity, only the four-cylinder engine is described here, merely as an example, and the scope of the present invention is not limited to this. That is, the engine system according to the exemplary embodiment of the present invention can be used in a six-cylinder engine, an eight-cylinder engine, or the like.

[0039] The plurality of intake manifolds can have: a first intake manifold 31 and a second intake manifold 32. The first intake manifold 31 is connected to an intake pipe 20 into which outside air flows to supply outside air to some of the plurality of cylinders 11, 12, 13 and 14. The second intake manifold 32 supplies outside air to the other cylinders of the plurality of cylinders 11, 12, 13 and 14 through an intake manifold 31.

[0040] For example, in the four-cylinder engine, the first intake manifold 31 supplies intake air to the second cylinder 12 and the third cylinder 13, and the second intake manifold 32 supplies intake air to the first cylinder 11 and the fourth cylinder 14.

[0041] An inlet of the first inlet manifold 31, which is connected to the inlet line 20, is provided with a throttle valve 21 that controls an inlet flow rate, and the inlet line 20 is provided with an air purifier that cleans outside air.

[0042] The majority of exhaust manifolds can have: a first exhaust manifold 41 and a second exhaust manifold 42. The first exhaust manifold 41 is connected to some cylinders that are connected to the first intake manifold 31. The second exhaust manifold 42 is connected to the other cylinders that are connected to the second intake manifold 32.

[0043] For example, in the four-cylinder engine, the first exhaust manifold 41 collects exhaust gas from the first cylinder 11 and the fourth cylinder 14 and directs the collected exhaust gas to the exhaust pipe, and the second exhaust manifold 42 collects exhaust gas from the second cylinder 12 and the third cylinder 13 and directs the collected exhaust gas to the exhaust pipe.

[0044] The engine system according to various exemplary embodiments of the present invention has a return line 60 which branches off from the second exhaust manifold 42 in order to be coupled to the second intake manifold 32.

[0045] A point where the return line 60 and the second exhaust manifold are connected is provided with a return inlet valve 61 and with a manifold connection valve 63, which is located in the inlet line 20 between the first inlet manifold 31 and the second inlet manifold 32.

[0046] The first exhaust pipe 51, which is connected to the first exhaust manifold 41, and the second exhaust pipe 52, which is connected to the second exhaust manifold 42, are coupled to the main exhaust pipe 50. The main exhaust pipe 50 is equipped with an exhaust gas cleaning device 55, which cleans various toxic substances contained in the exhaust gas.

[0047] The exhaust gas purification device 55 can include a lean NOx trap (LNT) that cleans nitrogen dioxide (NOx), a diesel oxidation catalyst, and a diesel particulate filter. Alternatively, the exhaust gas purification device 55 can include a three-way catalyst that cleans nitrogen oxide. A three-way catalyst is a catalyst that simultaneously triggers a reaction of carbon monoxide, nitrogen oxide, and hydrocarbon components as toxic substances in the exhaust gas to remove the carbon monoxide, nitrogen oxide, and hydrocarbon components. Primarily, Pw alone can be used, and a Pt / Rh, Pd / Rh, or Pt / Pd / Rh-based three-way catalyst can be used.

[0048] The following describes the operation of the motor system according to various exemplary embodiments of the present invention, as mentioned above.

[0049] With reference to Fig. 1. When the engine 10 is operating normally, the recirculation inlet valve 61 is cut off and the manifold connection valve 63 is open.

[0050] Accordingly, outside air flowing from the intake pipe 20 into the first intake manifold 31 is supplied to the second cylinder 12 and the third cylinder 13. The outside air flowing through the first intake manifold 31 into the second intake manifold 32 is supplied to the first cylinder 11 and the fourth cylinder 14.

[0051] During combustion, the exhaust gas from the second cylinder 12 and the third cylinder 13 is collected in the first exhaust manifold 41 and discharged to the outside through the first exhaust pipe 51 and the main exhaust pipe 50. The exhaust gas from the first cylinder 11 and the fourth cylinder 14 is collected in the second exhaust manifold 42 and discharged to the outside through the second exhaust pipe 52 and the main exhaust pipe 50.

[0052] With reference to Fig. 2. This occurs when some cylinders of engine 10 need to be deactivated, such as during low-speed driving or coasting. In this case, the recirculation inlet valve 61 is opened and the manifold connection valve 63 is closed. No fuel is injected into the cylinders (e.g., the first and fourth cylinders) that are to be deactivated.

[0053] Accordingly, the outside air flowing from the intake pipe 20 into the first intake manifold 31 is supplied to the activated cylinders (e.g., the second and third cylinders). The exhaust gas from the activated cylinder is collected in the first exhaust manifold 41 and discharged to the outside through the first exhaust pipe 51 and the main exhaust pipe 50.

[0054] However, since the manifold connecting valve 63 is cut off, the outside air does not flow through the first intake manifold 33 into the second intake manifold 32 and is not supplied to the cylinders (e.g. the first cylinder and the fourth cylinder) that are deactivated.

[0055] Since the manifold connection valve 63 is cut off and the recirculation inlet valve 61 is open, the second inlet manifold 32 and the second exhaust manifold 42 are also fluidically connected to each other, and the entire exhaust flow rate that is discharged from the deactivated cylinders (e.g. the first cylinder and the fourth cylinder) flows back into the deactivated cylinders.

[0056] In this way, since the intake system with the second intake manifold 32 and the exhaust system with the second exhaust manifold 42 are fluidically connected, the intake pressure Pint and the exhaust pressure Pexh 14 of the first cylinder 11 and the fourth cylinder 14, which are deactivated, are almost identical. Accordingly, the pumping loss of the first cylinder 11 and the fourth cylinder 14, which are deactivated, is minimized.

[0057] Since the exhaust pressure Pexh 23 of the activated second cylinder 12 and the third cylinder 13 is greater than that of the deactivated first cylinder 11 and the fourth cylinder 14, and the recirculation inlet valve 61 is open, so that exhaust gas at a relatively low temperature is not discharged from the deactivated first cylinder 11 and the deactivated fourth cylinder 14 to the exhaust gas purification device 55, it is possible to prevent the temperature of the catalyst of the exhaust gas purification device 55 from falling below an activation temperature in order to prevent a corresponding deterioration in the efficiency of the catalyst.

[0058] A motor system according to various exemplary embodiments of the present invention is described in detail below with reference to the accompanying figures.

[0059] Fig. 3 and Fig. Figure 4 are concept diagrams showing the structure of a motor system according to various exemplary embodiments of the present invention.

[0060] A basic configuration or basic structure of the engine system according to various exemplary embodiments of the present invention, as shown in Fig. 3 and Fig. The engine system shown in Figure 4 is fundamentally the same as the engine system described above. However, the engine system according to various exemplary embodiments of the present invention differs from the engine system according to various exemplary embodiments of the present invention in that it also includes a turbocharger 70 and an electric supercharger 80, which supply the charged air to the cylinders 11, 12, 13, and 14 of the engine. For the sake of simplicity, the same components are omitted below, and only the different components are described.

[0061] The engine system according to various exemplary embodiments of the present invention can further comprise the turbocharger 70 and the electric supercharger 80, which supply charged air to the cylinder of the engine 10.

[0062] The turbocharger 70 has a turbine located in the second exhaust pipe 52 to rotate by means of exhaust gas, and a compressor 73 located on the inlet pipe 20 upstream of the first inlet manifold 31, which rotates by means of coupling with the turbine 71.

[0063] The electric charger 80 is arranged in the inlet line 20, into which the outside air flows, and has a motor 81 and an electric compressor 83, which is operated by the motor 81.

[0064] The inlet line 22 is connected to a bypass line that diverts some of the air supplied to the electric supercharger 80, and the bypass line is equipped with a bypass valve device. The amount of inlet air diverted through the electric supercharger 80 is controlled by opening the bypass valve device.

[0065] As described above, according to various exemplary embodiments of the present invention, the engine system can supply the charged air to the cylinders 11, 12, 13 and 14 of the engine 10 through the turbocharger 70 and the electric supercharger 80, which extends an operating range of the engine 10.

[0066] The operation of the motor system according to various exemplary embodiments of the present invention is identical to that in the various exemplary embodiments of the present invention described above, and therefore a detailed description thereof is omitted.

[0067] A motor system according to various exemplary embodiments of the present invention is described in more detail below with reference to the accompanying figures.

[0068] Fig. 5 and Fig. Figure 6 are concept diagrams showing the structure of a motor system according to various exemplary embodiments of the present invention.

[0069] As in Fig. 5 and Fig. As shown in Figure 6, the engine system according to various exemplary embodiments of the present invention comprises an engine having a plurality of cylinders that generate a driving torque by burning fuel, a plurality of intake manifolds that distribute intake air into the cylinders, and a plurality of exhaust manifolds that collect the exhaust gas from the cylinders and discharge the collected exhaust gas to an exhaust pipe.

[0070] The engine is divided into a first cylinder bank 110 and a second cylinder bank 120, and each cylinder bank has a plurality of cylinders. The respective cylinder banks can represent a six-cylinder engine with three cylinders. However, the scope of the present invention is not limited to this, and therefore the cylinder bank can also be implemented as an eight-cylinder engine or a twelve-cylinder engine.

[0071] Most intake manifolds can have a first intake manifold 131 and a second intake manifold 132. The first intake manifold 131 is connected to an intake pipe 100 into which outside air flows to supply outside air to cylinders 111, 112, and 113 of the first cylinder bank 110. The second intake manifold 132 is connected to an intake pipe 100 into which outside air flows to supply outside air to cylinders 121, 122, and 123 of the second cylinder bank 120.

[0072] The inlets of the first inlet manifold 131 and the second inlet manifold 132, which are connected to the inlet line 100, are each equipped with a first throttle valve 101 and a second throttle valve 102, which control an inlet flow rate. The inlet line 100 is equipped with an air purifier 103, which cleans the outside air.

[0073] The majority of exhaust manifolds can have one exhaust manifold 141 and two exhaust manifolds 142 and 42.

[0074] The first exhaust manifold 141 collects the exhaust gas from cylinders 111, 112, and 113 of the first cylinder bank 110 and directs the collected exhaust gas to a first exhaust pipe 151. The second exhaust manifolds 142 and 142 collect the exhaust gas from cylinders 121, 122, and 123 of the second cylinder bank 120 and direct the collected exhaust gas to a second exhaust pipe 152. The first exhaust pipe 151 and the second exhaust pipe 152 are connected to a main exhaust pipe 150.

[0075] The first exhaust pipe 151, the second exhaust pipe 152 and the main exhaust pipe 150 are each equipped with exhaust gas purification devices 154 and 155.

[0076] The first exhaust gas purification device 154, which is arranged in the first exhaust pipe 151 and the second exhaust pipe 152 respectively, can be a gasoline or petrol particulate filter (BPF) that filters particulate materials contained in the exhaust gas.

[0077] The second exhaust gas purification device 155, located in the main exhaust pipe 150, can include a three-way catalyst that cleans nitrogen oxides. A three-way catalyst is a catalyst that simultaneously triggers a reaction of carbon monoxide, nitrogen oxides, and hydrocarbon components, which are toxic substances in the exhaust gas, to remove the carbon monoxide, nitrogen oxides, and hydrocarbon components. Primarily, Pw alone can be used, and a Pt / Rh, Pd / Rh, or Pt / Pd / Rh-based three-way catalyst can be employed.

[0078] The engine system according to exemplary embodiments of the present invention has a return line 160 that branches off from the second exhaust manifold 142 to be coupled to the second intake manifold 132. A point at which the return line 160 and the second exhaust manifold 142 are connected is provided with a return valve 161.

[0079] The operation of the motor system according to various exemplary embodiments of the present invention, as described above, is then described in more detail.

[0080] With reference to Fig. 5 When the engine is operated normally, the opening of the first throttle valve 101 and the second throttle valve 102 is controlled depending on an engine load, and the return valve 161 is cut off.

[0081] Accordingly, outside air is supplied to the cylinders of the first cylinder bank 110 and the cylinders of the second cylinder bank 120 via the first intake manifold 131 and the second intake manifold 132, respectively.

[0082] The exhaust gas from cylinders 111, 112, 113 of the first cylinder bank 110 during combustion is collected in the first exhaust manifold 141 and discharged to the outside through the first exhaust pipe 151 and the main exhaust pipe 150.

[0083] Since the recirculation valve 161 is cut off, the exhaust gas from cylinders 121, 122 and 123 of the second cylinder bank 120 is collected in the second exhaust manifold 142 and discharged to the outside through the second exhaust pipe 152 and the main exhaust pipe 150.

[0084] With reference to Fig.6. This occurs when some cylinders of engine 10 need to be deactivated, such as during low-speed driving or coasting. In this case, the return valve 161 is opened and the second throttle valve 102 is closed. No fuel is injected into cylinders 121, 122, and 123 of the second cylinder bank 120, which is deactivated.

[0085] Accordingly, outside air flowing from the intake pipe 100 into the first intake manifold 131 is supplied to the activated cylinders 111, 112, and 113 of the first cylinder bank 110. The exhaust gas from the activated cylinders 111, 112, and 113 of the first cylinder bank 110 is collected in the first exhaust manifold 141 and discharged to the outside through the first exhaust pipe 151 and the main exhaust pipe 150.

[0086] However, since the second throttle valve 102 is cut off, outside air is not supplied to the cylinders 121, 122 and 123 of the second cylinder bank 120 through the second intake manifold 132.

[0087] Since the return valve 161 is open, the second intake manifold 132 and second exhaust manifold 142 are also fluidically connected to each other, so that the entire flow rate delivered by the cylinders 121, 122 and 123 of the deactivated second cylinder bank 120 flows back into the cylinders 121, 122 and 123 of the deactivated second cylinder bank 120.

[0088] In this way, since the intake system with the second intake manifold 132 and the exhaust system with the second exhaust manifold 142 are fluidically connected, an intake pressure Pint2 and an exhaust pressure Pexh2 of the deactivated second cylinder bank 120 are almost identical.

[0089] Since the recirculation valve 161 is also open, and therefore the exhaust gas at a relatively low temperature from the cylinder of the deactivated second cylinder bank 120 is not directed to the exhaust gas purification device, it is therefore also possible to prevent the temperature of the catalyst of the exhaust gas purification device from falling below the activation temperature, and to prevent the efficiency of the catalyst from deteriorating accordingly.

[0090] That is, the return valve 161 according to exemplary embodiments of the present invention performs the same function as the return inlet valve 61 according to various exemplary embodiments, and the second throttle valve 102 according to exemplary embodiments of the present invention performs the same function as the manifold connection valve 63 according to various exemplary embodiments.

[0091] To simplify the description and precise definitions in the attached claims, the terms "upper", "lower", "inner", "outer", "top", "bottom", "upwards", "downwards", "front", "backwards", "inside", "outside", "inwards", "outwards", "inner", "outside", "inside", "outside", "forwards" and "backwards" are used to describe various properties of the exemplary embodiments with reference to the position of such properties, as shown in the figures.

Claims

[1] Engine system, with: an engine with a plurality of cylinders (11-14) suitable for generating a driving torque by burning fuel; a first intake manifold (31) which is connected to an intake pipe (20) through which intake air flows into a part of the majority of cylinders; a second intake manifold (32) which supplies the intake air through the first intake manifold (31) to another part of cylinders of the plurality of cylinders (11-14); a first exhaust manifold (41) which is connected to a part of the cylinders which is connected to the first intake manifold; a second exhaust manifold (42) which is connected to another part of the cylinders which is connected to the second intake manifold (32); a return line (60) branched off from the second exhaust manifold (42) to be coupled to the second intake manifold (32); a recirculation inlet valve (61) located at the point where the recirculation line (60) and the second exhaust manifold (42) are connected; and a manifold connecting valve (63) which is arranged on an inlet line (20) between the first inlet manifold (31) and the second inlet manifold (32), wherein, when some cylinders are deactivated, the recirculation inlet valve (61) is open to supply exhaust gas from the second exhaust manifold (42) to the second inlet manifold (32), and the manifold connecting valve (63) is cut off in order to prevent intake air from being supplied through the first intake manifold (31) to the second intake manifold (32), and the entire exhaust gas flow rate from the deactivated cylinders flows back into the deactivated cylinders. [2] Motor system according to claim 1, wherein, when the engine is operated normally, the recirculation inlet valve (61) is cut off to supply exhaust gas from the first and second exhaust manifolds (41, 42) to an exhaust gas purification device (55), and the manifold connecting valve (63) is open to supply intake air from the second intake manifold (32) to the first intake manifold (31). [3] Motor system according to claim 1 or 2, wherein The engine is a four-cylinder engine with four cylinders (11-14), a first cylinder (11), a second cylinder (12), a third cylinder (13) and a fourth cylinder (14) which are arranged sequentially, wherein the first intake manifold (31) is connected to the first cylinder (11) and the fourth cylinder (14), the second intake manifold (32) is connected to the second cylinder (12) and the third cylinder (13), the first exhaust manifold (41) is connected to the first cylinder (11) and the fourth cylinder (14), and the second exhaust manifold (42) is connected to the second cylinder (12) and the third cylinder (13). [4] Engine system, with: an engine with a plurality of cylinders (11-14) suitable for generating a driving torque by burning fuel; a first intake manifold (31) which is connected to an intake pipe (20) through which intake air flows into a part of the majority of cylinders; a second intake manifold (32) which supplies the intake air through the first intake manifold (31) to another part of cylinders of the plurality of cylinders; a first exhaust manifold (41) which is connected to a part of the cylinders which is connected to the first intake manifold (31); a second exhaust manifold (42) which is connected to another part of the cylinders which is connected to the second intake manifold (32); a return line (60) branched off from the second exhaust manifold (42) to be coupled to the second intake manifold (32); a recirculation inlet valve (61) located at a point where the recirculation line (60) and the second exhaust manifold (42) are connected; a manifold connecting valve (63) arranged on an inlet line (20) between the first inlet manifold (31) and the second inlet manifold (32); and a turbocharger (70) with a turbine (71) arranged on a second exhaust pipe (52) and rotating by exhaust gas, and a compressor (73) arranged on an inlet pipe (20) upstream of the first inlet manifold (31) and rotating by interlocking with the turbine (71), wherein, when some cylinders are deactivated, the recirculation inlet valve (61) is open to supply exhaust gas from the second exhaust manifold (42) to the second inlet manifold (32), and the manifold connecting valve (63) is cut off in order to prevent intake air from being supplied through the first intake manifold (31) to the second intake manifold (32), and the entire exhaust gas flow rate from the deactivated cylinders flows back into the deactivated cylinders. [5] Motor system according to claim 4, further comprising: an electric charger (80) with a motor and an electric compressor which is driven by the motor to supply charged air to the cylinders (11-14). [6] Motor system according to claim 5, wherein the inlet line (20) is provided with a bypass line that diverts part of the air supplied to the electric charger (80), and The bypass line is equipped with a bypass valve. [7] Motor system according to one of claims 4 to 6, wherein The engine is a four-cylinder engine with four cylinders (11-14), a first cylinder (11), a second cylinder (12), a third cylinder (13), and a fourth cylinder (14), which are arranged sequentially. wherein the first intake manifold (31) is connected to the first cylinder (11) and the fourth cylinder (14), the second intake manifold (32) is connected to the second cylinder (12) and the third cylinder (13), the first exhaust manifold (41) is connected to the first cylinder (11) and the fourth cylinder (14), and the second exhaust manifold (42) is connected to the second cylinder (12) and the third cylinder (13). [8] Motor system according to any one of claims 4 to 7, wherein when the motor is operated normally, the recirculation inlet valve (61) is cut off to supply exhaust gas from the first and second exhaust manifolds (41, 42) to an exhaust gas purification device (55), and the manifold connecting valve (63) is open to supply intake air through the first intake manifold (31) to the second intake manifold (32). [9] Engine system, with: an engine with a first row of cylinders and a second row of cylinders having a plurality of cylinders (111-113, 121-123) suitable for generating a driving torque by burning fuel; a first intake manifold (131) suitable for distributing intake air into a cylinder of the first cylinder row; a second intake manifold (132) suitable for distributing the intake air into a cylinder of the second cylinder bank; a first exhaust manifold (141) suitable for collecting exhaust gas from the cylinder of the first cylinder row and for supplying the collected exhaust gas to a first exhaust pipe (151); a second exhaust manifold (142) suitable for collecting exhaust gas from the cylinder of the second cylinder row and for supplying the collected exhaust gas to a second exhaust pipe (152); a first throttle valve (101) suitable for controlling an intake quantity supplied to the cylinders of the first cylinder row through the first intake manifold (131); a second throttle valve (102) suitable for controlling an intake quantity supplied to cylinders of the second cylinder row through the second intake manifold (132); a return line (160) branched off from the second exhaust manifold (142) to be coupled to the second intake manifold (132); and a return valve (161) located at a point where the return line (160) and the second exhaust manifold (142) are connected, wherein, when some cylinders are deactivated, the recirculation inlet valve (161) is open to supply exhaust gas from the second exhaust manifold (142) to the second inlet manifold (132), and the second throttle valve (102) is cut off to prevent intake air from passing through the first intake manifold (131) to the second intake manifold (132), and the entire exhaust flow rate from the deactivated cylinders flows back into the deactivated cylinders. [10] Motor system according to claim 9, wherein when the engine is operated normally, the opening of a first throttle valve (101) and the second throttle valve (102) is controlled to supply intake air to cylinders of the first cylinder bank and the second cylinder bank through the first intake manifold (131) and the second intake manifold (132), and the recirculation valve (161) is cut off to supply exhaust gas from second exhaust manifolds (142) to an exhaust gas purification device (155).

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