EP1522701A1 - Moteur multicylindres à combustion interne et procédé de mise hors-service de cylindre - Google Patents

Moteur multicylindres à combustion interne et procédé de mise hors-service de cylindre Download PDF

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Publication number
EP1522701A1
EP1522701A1 EP03103737A EP03103737A EP1522701A1 EP 1522701 A1 EP1522701 A1 EP 1522701A1 EP 03103737 A EP03103737 A EP 03103737A EP 03103737 A EP03103737 A EP 03103737A EP 1522701 A1 EP1522701 A1 EP 1522701A1
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EP
European Patent Office
Prior art keywords
cylinders
exhaust pipe
internal combustion
combustion engine
group
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP03103737A
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German (de)
English (en)
Inventor
Frank Will
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP03103737A priority Critical patent/EP1522701A1/fr
Publication of EP1522701A1 publication Critical patent/EP1522701A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features having two or more purifying devices arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F02D41/1443—Plural sensors with one sensor per cylinder or group of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/02—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by cutting out a part of engine cylinders

Definitions

  • the invention relates to a multi-cylinder internal combustion engine with a lambda probe, a catalyst and having a first group of cylinders and a second group of cylinders, each comprising at least one cylinder and of which the second group of cylinders can be switched off in the partial load range, the first group of cylinders having a separate first exhaust pipe and the second group of cylinders equipped with a separate second exhaust pipe is.
  • the invention relates to a method for partial shutdown of a such multi-cylinder internal combustion engine.
  • the problem is the fuel consumption and thus the efficiency in particular in gasoline engines.
  • the reason for this lies in the principle working method of the Otto engine.
  • the Otto engine works with a homogeneous fuel-air mixture, that - if there is no direct injection - by external mixture formation is prepared by introduced into the intake air in the intake tract fuel becomes.
  • the desired power is set by changing the Filling the combustion chamber, so that the working method of the gasoline engine - unlike diesel engine - a quantity regulation is based.
  • This load control is usually carried out by means provided in the intake Throttle.
  • the pressure of the sucked Air behind the throttle will be reduced more or less severely.
  • the further the Throttle is closed d. H. the more it blocks the intake tract the more higher is the pressure loss of the intake air across the throttle and the lower the pressure of the intake air behind the throttle and before the inlet to the combustion chamber.
  • the air mass d. H. the quantity be set. This also explains why this type of quantity regulation especially in the partial load range proves to be disadvantageous because low loads require one high throttling and pressure reduction in the intake tract, causing the Charge exchange losses with decreasing load and increasing throttling increase, which is briefly explained below.
  • the direct injection of the fuel can be a be suitable means for the realization of the stratified combustion chamber charge.
  • the Direct injection of the fuel into the combustion chamber leads in addition to avoidance of throttling losses also to a reduction in heat losses, as the Flame moving in the combustion chamber with its unfavorably high Heat transfer meets only a small part of the combustion chamber inner wall.
  • variable valve train Another way to optimize the combustion process of a gasoline engine, consists in the use of a variable valve train.
  • a variable valve train In contrast to conventional valve trains, in which both the stroke of the valves and the Control times, i. the opening and closing times of the intake and exhaust valves, due to the non-flexible, as not adjustable mechanism of the valve train as immutable variables are given, these can be the combustion process and thus the parameter influencing the fuel consumption by means of variable Valve gears are more or less varied.
  • the ideal solution would be one fully variable valve timing, which is suitable for any operating point of the gasoline engine Specially tuned values for the stroke and the timing allow.
  • valve train is for example the VALVETRONIC Valve Train from BMW, as described in the Motortechnische Science, Vintage 2001, No. 6, page 18 is described.
  • the closing timing of the intake valve and the intake valve lift can be varied.
  • a throttle-free and thus lossless load control is possible.
  • the mixture mass flowing into the combustion chamber during the intake process is not controlled as in conventional gasoline engines by means of a throttle valve arranged in the intake tract, but is dimensioned via the intake valve stroke and the opening duration of the intake valve.
  • variable valve train was also recognized by Porsche as a solution and realized with the VarioCam Plus.
  • the intake tract must be modified in such a way that the constantly in Operating cylinder and deactivatable cylinder via separate Intake ducts have.
  • must be in the intake of the disconnectable Cylinders are provided a shut-off with which the supply of Combustion air or fuel / air mixture in the context of partial shutdown controlled d. H. can be blocked or released.
  • DE 33 05 704 A1 describes a multi-cylinder internal combustion engine generic type comprising a controller comprising a number of Cylinders by putting them out of service under operating conditions low load the flow of the air / fuel mixture to the out of service locked cylinders locks.
  • the intake manifold is in two intake ports divided, of which the first intake manifold to the constantly in operation located cylinders and the second intake to the turn-off cylinders leads.
  • the second intake port has a shut-off valve in shape a second throttle with which this second exhaust passage is released or closed can be disabled for the purpose of partial shutdown.
  • the intake of this multi-cylinder internal combustion engine is with a conventional intake tract is no longer comparable and can not be easier Be prepared by modification of such an intake tract.
  • Another subtask of the present invention is a simple method for partial shutdown and thus for de-throttling such a multi-cylinder internal combustion engine show, with the state of the art known disadvantages are overcome, and in particular a retrofit permitted by existing on the market conventional internal combustion engines.
  • thermodynamic disadvantages i. the charge cycle losses, which are due to the quantity control by means of throttle flap, be attenuated.
  • a second group of cylinders can be switched off, whereby the load of the first group of cylinders increases, causing an opening of the cylinder Throttle and thus a Entdrosselung the internal combustion engine allowed.
  • the partial shutdown takes place in an advantageous manner, that only the fuel supply to the cylinders of the second group prevented becomes, whereby these are put out of operation in such a way that although the aspirated combustion air still flows through the deactivated cylinders, but due to the lack of fuel input no combustion in these cylinders takes place.
  • the second group of cylinders does not contribute during the partial shutdown Power output of the internal combustion engine at. On the contrary, that the Fresh air not - as described in the prior art - is saved, but The cylinders of the second group continue to pass, taking this air to the four Work cycles - suction, compression, expansion and ejection - continue Part, so that the deactivated cylinders not only do not work, but rather work for the charge change must be invested in this cylinder.
  • the main advantage of the internal combustion engine according to the invention is to see that in contrast to that described in DE 33 05 704 A1 Internal combustion engine, the turn-off cylinder of the second group Partial shutdown need not be completely isolated in the way that this Cylinder by means of a shut-off valve from the supply of combustion air or Fresh mixture to be cut off. Consequently, the invention requires Internal combustion engine not only no shut-off valve.
  • the intake tract must not be in be modified the type that the constantly operating cylinder of the first Group and the deactivatable cylinders of the second group via separate Intake ducts have.
  • the internal combustion engine according to the present Invention may be with a conventional intake system or intake equipment, which lowers the development costs and the other the proposed concept of a partial shutdown also for retrofitting already on the market located internal combustion engines appear to be suitable.
  • the intake tract need only be equipped with a throttle valve, which in a closed-loop method is controllable, wherein a throttle valve in principle already exists.
  • controllable throttle when activating or Deactivating the partial shutdown i.e.. the torque of the engine does not fall or increases and the driver does not need to track the gas pedal to hold the load which would be the case with non-controllable throttle.
  • the first group of cylinders with a separate first exhaust pipe and the second group of cylinders with a separate second exhaust pipe equipped, with both exhaust pipes combined to form an overall exhaust pipe can be.
  • Such a design of the exhaust tract is but after the The prior art partly already common and results from the fact that the outlets the cylinder have separate exhaust manifold, which then gradually be merged.
  • a so-called four-in-two-in-one exhaust manifold for a four-cylinder inline engine quite common.
  • the lambda probe and the catalyst in the first Exhaust pipe arranged.
  • This first catalyst is used exclusively for Conversion of the cylinders in operation from the first in operation Group exhaust gases and is independent of the operating state of the Internal combustion engine neither of the exhaust gases of the deactivatable cylinder of the second Group still from the case of partial shutdown disabled by these cylinders guided air is applied.
  • this second lambda probe and a second Catalyst provided, this second lambda probe and this second Catalyst in the second exhaust pipe or, if both exhaust pipes in one Entire exhaust pipe open, the second lambda probe in the second exhaust pipe and the second catalyst are arranged in this entire exhaust pipe.
  • embodiments are advantageous thereby are characterized in that a third catalyst is provided, wherein the third Catalyst is arranged in the entire exhaust pipe.
  • embodiments are advantageous, which are characterized in that a third Catalyst is provided, wherein the third catalyst in the second exhaust pipe behind the second lambda probe is arranged.
  • the gas flow is the second Group of cylinders to a pure air flow
  • the actual exhaust gas flow the first group after the first and before the second after treatment similar to is supplied in a secondary air injection.
  • the extra oxygen can be used for a further oxidation of the pollutants, in particular the oxidation of unburned hydrocarbons (HC) and carbon monoxide (CO), in Serve the exhaust tract.
  • the multi-cylinder internal combustion engine is a four-cylinder internal combustion engine. It must be taken into account that there is a trend towards small, has completed supercharged engines and continues to perform. It is the Charging primarily a method of increasing performance, in which the for the engine combustion process compressed air is compressed so that per Working cycle a larger air mass enters the combustion chamber. This allows the Fuel mass can be increased. With targeted design of the charge can also advantages in the efficiency and in the exhaust emissions can be achieved.
  • One typical representative of the small, supercharged engines is a gasoline engine with Exhaust gas turbocharging, in which the exhaust gas energy for compression of the Combustion air is used.
  • the multi-cylinder internal combustion engine in which the multi-cylinder internal combustion engine is an in-line engine, preferably either the first group of cylinders the two inner and the second group of cylinders comprising the two outer cylinders or the first group of Cylinders the two outer and the second group of cylinders the two inner cylinder covers.
  • This is advantageous because, on the one hand, the first and the fourth piston and on the other hand the second and the third piston the same Perform movement, which is why a merger of these pistons to appropriate groups is to be preferred.
  • the method according to the invention deactivates the second group of cylinders, by the fuel supply is prevented, without the air supply to the shut down cylinders needs to be prevented by means of shut-off elements. It This is not necessary, the deactivated cylinders when partial shutdown completely too isolate or disable the valve actuator of these cylinders put.
  • the basic principle of the method is that even with partial shutdown the Supply of deactivated cylinders is maintained with fresh air.
  • the invention requires Procedure no complex modification of the intake system, but only the Use of a second lambda probe and a second catalyst.
  • Embodiments of the method for partial shutdown are advantageous in where a third catalyst is provided, the third catalyst being in the second exhaust pipe is disposed behind the second lambda probe.
  • first group of cylinders for partial shutdown of a four-cylinder in-line engine are embodiments of Method advantageous in which the first group of cylinders, the two inner and the second group of cylinders comprises the two outer cylinders such that a partial shutdown of the internal combustion engine by switching off the two outer Cylinder takes place
  • embodiments of the method are also advantageous, where the first group of cylinders are the two outer and the second group of cylinders comprising the two inner cylinders, so that a partial shutdown of Internal combustion engine is done by switching off the two inner cylinder.
  • Figure 1 shows schematically a first embodiment of the multi-cylinder internal combustion engine 1. This is an in-line engine 1 with four cylinders A, B, C, D.
  • the four cylinders A, B, C, D of the multi-cylinder internal combustion engine 1 are in two Groups 2.3 of cylinders A, B, C, D divided.
  • the first group 2 of cylinders comprises the two inner cylinders B, C of the multi-cylinder internal combustion engine 1, whereas the second group 3 of cylinders has the two outer cylinders A, D includes.
  • the Partial shutdown of the multi-cylinder internal combustion engine 1 by switching off the second group 3 of cylinders i. by switching off the two outer cylinders A, D, which will be described in more detail below.
  • All four cylinders A, B, C, D have a common plenum 5 and one common, electronically controlled throttle 6 in the inlet area 4, with the is regulated by the four cylinders A, B, C, D sucked air quantity.
  • the Internal combustion engine 1 may be due to the partial shutdown underlying Principle, namely the partial shutdown only by blocking the To realize fuel supply with undisturbed promotion of combustion air, with a conventional intake 4 and only one controllable throttle 6 equipped become. An elaborate redesign or redesign of the intake tract - as in the known and described in the prior art Partial shutdown - is not required.
  • the exhaust tract 7 is a so-called four-in-two-in-one exhaust manifold educated.
  • the first lambda probe 11 and the first catalyst 12 are basically in first exhaust pipe 8 arranged because the exhaust gases of the constantly operating Cylinder B, C of the first group of cylinders 2 in this first exhaust pipe. 8 be initiated. In this way is an exhaust aftertreatment of the exhaust gases this constantly operating cylinder B, C guaranteed.
  • the gas flow is the second group 3 of cylinders A, D to a pure air flow, the actual exhaust gas flow similar to the first group 2 after the first and before the second post-treatment as supplied in a secondary air injection.
  • the extra oxygen can for a further oxidation of pollutants, in particular the oxidation of unburned hydrocarbons (HC) and carbon monoxide (CO), in Exhaust tract 7 serve.
  • each OBD monitor lambda probe 17 are provided to provide advanced on-board diagnostics (OBD). It may alternatively only one OBD monitor lambda probe 17 are provided behind the second catalyst 14, used for on-board diagnostics (OBD) of both catalysts 12,14.
  • Figure 2 shows schematically a second embodiment of the multi-cylinder internal combustion engine 1.
  • the second embodiment has a different type Arrangement of the two arranged in the exhaust system 7 catalysts 12,14, in the will be discussed below. Otherwise, reference is made to FIG the same components, the same reference numerals have been used.
  • the partial shutdown of Multi-cylinder internal combustion engine 1 also by switching off the second group. 3 of cylinders i. by switching off the two outer cylinders A, D.
  • the first lambda probe 11 and the first catalyst 12 are in the first exhaust pipe 8 arranged to the exhaust gases of the constantly operating cylinders B, C a Supply exhaust aftertreatment.
  • FIG. 3 shows schematically a third embodiment of the multi-cylinder internal combustion engine 1.
  • the third embodiment has an additional Catalyst 16 in the exhaust system 7, which will be discussed below.
  • FIGS. 1 and 2 The same components have become the same Reference numeral used.
  • the sectionabschaltu ng takes place the Multi-cylinder internal combustion engine 1 also by switching off the second group. 3 of cylinders i. by switching off the two outer cylinders A, D.
  • the first lambda probe 11 and the first catalyst 12 are in the first exhaust pipe 8 arranged to the exhaust gases of the constantly operating cylinders B, C a Supply exhaust aftertreatment.
  • FIG. 3 of a multi-cylinder internal combustion engine 1 is characterized in that a third catalyst 16 is provided, wherein the third catalyst 16 in the second exhaust pipe 9 behind the second lambda probe 13 is arranged.
  • the already aftertreated exhaust gas streams of the second group 3 of cylinders A, D and the first group 2 of cylinders B, C mixed and together another, arranged in the entire exhaust pipe 10 Catalyst 14 fed, in which they a further exhaust aftertreatment be subjected.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP03103737A 2003-10-09 2003-10-09 Moteur multicylindres à combustion interne et procédé de mise hors-service de cylindre Withdrawn EP1522701A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP03103737A EP1522701A1 (fr) 2003-10-09 2003-10-09 Moteur multicylindres à combustion interne et procédé de mise hors-service de cylindre

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP03103737A EP1522701A1 (fr) 2003-10-09 2003-10-09 Moteur multicylindres à combustion interne et procédé de mise hors-service de cylindre

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EP1522701A1 true EP1522701A1 (fr) 2005-04-13

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105604709A (zh) * 2016-03-07 2016-05-25 马瑞利（中国）有限公司 一种多点电喷发动机停缸控制系统及方法
DE102021001881A1 (de) 2021-04-12 2022-10-13 Mercedes-Benz Group AG Verbrennungskraftmaschine für ein Kraftfahrzeug, insbesondere für einen Kraftwagen

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4134261A (en) * 1976-09-13 1979-01-16 Nissan Motor Company, Limited Variable displacement closed loop fuel controlled internal combustion engine
JPS593133A (ja) * 1982-06-30 1984-01-09 Nissan Motor Co Ltd 気筒数制御エンジン
US4467602A (en) * 1981-10-28 1984-08-28 Nissan Motor Company, Limited Split engine control system
EP0852289A1 (fr) * 1997-01-06 1998-07-08 Renault Procédé de gestion d'un moteur à combustion interne et moteur correspondant
DE10158177A1 (de) * 2000-12-07 2002-06-27 Ford Global Tech Inc Verfahren und Vorrichtung zur Steuerung eines Mehrzylinderverbrennungsmotors
US6568177B1 (en) * 2002-06-04 2003-05-27 Ford Global Technologies, Llc Method for rapid catalyst heating

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4134261A (en) * 1976-09-13 1979-01-16 Nissan Motor Company, Limited Variable displacement closed loop fuel controlled internal combustion engine
US4467602A (en) * 1981-10-28 1984-08-28 Nissan Motor Company, Limited Split engine control system
JPS593133A (ja) * 1982-06-30 1984-01-09 Nissan Motor Co Ltd 気筒数制御エンジン
EP0852289A1 (fr) * 1997-01-06 1998-07-08 Renault Procédé de gestion d'un moteur à combustion interne et moteur correspondant
DE10158177A1 (de) * 2000-12-07 2002-06-27 Ford Global Tech Inc Verfahren und Vorrichtung zur Steuerung eines Mehrzylinderverbrennungsmotors
US6568177B1 (en) * 2002-06-04 2003-05-27 Ford Global Technologies, Llc Method for rapid catalyst heating

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 008, no. 087 (M - 291) 20 April 1984 (1984-04-20) *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105604709A (zh) * 2016-03-07 2016-05-25 马瑞利（中国）有限公司 一种多点电喷发动机停缸控制系统及方法
DE102021001881A1 (de) 2021-04-12 2022-10-13 Mercedes-Benz Group AG Verbrennungskraftmaschine für ein Kraftfahrzeug, insbesondere für einen Kraftwagen

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