• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a multi-cylinder internal combustion engine (1) having at least one first cylinder (2) or a group of first cylinders (2) and at least one second cylinder (3) or a group of second cylinders (3), wherein the at least one first Cylinder (2) or the group of first cylinders (2) by means of at least one Zylinderabschalteinrichtung (4) can be deactivated, and wherein a compression ratio of at least one cylinder by means of at least one compression changing means (5) is variable. In order to enable optimal efficiency of operation of the internal combustion engine in the simplest possible way, it is provided that the compression ratio of the first cylinder or cylinders (2) is unchangeable and the compression ratio of the second cylinder or cylinders (3) is variable.
    公开号:AT517716A4
    申请号:T50914/2015
    申请日:2015-10-28
    公开日:2017-04-15
    发明作者:Hüttner Thomas
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a multi-cylinder internal combustion engine having at least a first cylinder or a group of first cylinders and at least one second cylinder or a group of second cylinders, wherein the at least one first cylinder or the group of first cylinders is deactivatable by means of a Zylinderabschalteinrichtung, and wherein a compression ratio of at least one cylinder by means of at least one
    Compaction change device is changeable. Furthermore, the invention relates to a method for operating such an internal combustion engine.
    It is known in internal combustion engines, in particular in Otto internal combustion engines, to carry out an at least partial cylinder deactivation in certain load ranges in order to improve the efficiency in the partial load range. The shutdown of at least one cylinder increases the load of the remaining active cylinder at constant engine power, and thus contributes to the Entdrosselung of the internal combustion engine.
    DE 10 2012 219 202 A1 describes a method and an apparatus for operating an internal combustion engine with one or more cylinders, wherein each of the cylinders is operable in a first operating mode and in a second operating mode. In the first operating mode, the respective cylinders are actively operated and are not actively operated in a second operating mode with closed inlet and outlet valves. In the second mode, the respective compression ratio is set lower than in the first mode.
    A spark-ignited internal combustion engine with partial shutdown is known from EP 2 657 484 A1, wherein at least two groups of cylinders have different compression ratios.
    On the other hand, it is known to adapt the geometric compression ratio of the cylinder to the respective requirements. For this purpose, internal combustion engines may be equipped with mechanical, hydraulic, pneumatic or comparable devices which allow to vary the stroke of a piston in a combustion chamber of a cylinder of the internal combustion engine. With such compression-changing devices, it is possible to change the compression ratio of internal combustion engines operating point-dependent also during operation, and thus to operate an internal combustion engine in an efficiency-optimized manner.
    By changing the compression of an internal combustion engine can be driven full load with a lower compression ratio, and part load and starting with increased ratio. In the partial load range, the consumption is improved, the compression pressure is increased with the increased compression ratio at the start, and the peak pressure is reduced with a reduced ratio at high power and knocking is prevented.
    It is known to use an eccentric piston pin or an eccentric crankpin crankshaft to adjust the compression ratio. Furthermore, it is known to lift the entire cylinder block to change the compression ratio or to lower the entire crankshaft bearing with an eccentric bearing in the same crankcase.
    WO 2013/092 364 A1 describes a length-adjustable connecting rod for an internal combustion engine with a first and a second rod part. The two rod parts are telescopically zoomed in and / or into each other, wherein the second rod part forms a guide cylinder and the first rod part forms a longitudinally displaceable in the guide cylinder piston member. Between the first and second rod part, a first high-pressure chamber is spanned, into which at least one first oil channel opens. The inflow to the oil passage can be controlled via a control piston that can be displaced axially in a receiving bore. The actuating piston is moved by a return spring in a first position and by oil pressure against the force of the return spring in a second position. A similar length-adjustable connecting rod is known from AT 512 334 Al.
    Cylinder shut-off devices and compression change devices are each of great importance in order to meet strict exhaust and consumption regulations. Both Zylinderabschalteinrichtungen and compression change devices, however, are associated with high design and regulatory technical effort and each have advantages and disadvantages.
    The object of the invention is to avoid the disadvantages mentioned and to enable an efficiency-optimal operation of the internal combustion engine in the simplest possible way.
    According to the invention this is achieved in that the compression ratio of the first cylinder is unchangeable and the compression ratio of the second cylinder is variable. Thus, only the first cylinder can be turned off and the compression ratio of only the second cylinder can be changed.
    In this case, the cylinder shut-off device is preferably assigned to the at least one first cylinder and the compression change device to the at least one second cylinder. Thus, only the one or more cylinders are turned off, and only the compression ratio of the second cylinder or cylinders is changed.
    Thus, it is only necessary to provide a cylinder shut-off device for the group of first cylinders and a compression change device for the group of second cylinders. In particular, in internal combustion engines with a large number of cylinders, this results in significant reduction of the design and regulatory technical effort, which costs, parts, weight and space requirements can be saved.
    The invention is based on the experience that, on the one hand, deactivated cylinders are only operated with large load requirements, that is to say in an operating region in which a low compression ratio is required. On the other hand, a high compression ratio in the partial load range - that is, a range in which a partial shutdown of the cylinder is usually carried out for Entdrosselung - desired to increase the efficiency. Thus, no compression change device needs to be provided for those cylinders which are switched off in the partial load range. On the other hand, cylinders associated with a compression changing device may be executed without cylinder deactivation, for example by a variable valve train.
    In a preferred embodiment variant of the invention, it is provided that the compression change device is in each case formed by a connecting rod length
    Adjustment is formed. The adjustment of the compression ratio is thus carried out by adjusting the lengths of the connecting rods of the second cylinder.
    In a structurally particularly simple embodiment of the invention, it is provided that the connecting rod adjusting device has at least one control valve arranged in the region of a large connecting rod of a length-adjustable connecting rod, with which at least one supply line for engine oil or hydraulic oil can be hydraulically connected to at least one high-pressure chamber arranged in the connecting rod , Wherein the high-pressure chamber adjoins two rod sections of the connecting rod that are displaceable relative to each other.
    The invention is preferably suitable for internal combustion engines having three, four, five, six, eight, ten, twelve or sixteen cylinders.
    In order to avoid over-cooling of deactivated cylinders, it is advantageous if each deactivated cylinder at least borders on an active cylinder. It is particularly advantageous if a deactivated cylinder is surrounded by at least two active cylinders.
    In a first embodiment variant of the invention with three cylinders, a first cylinder and two second cylinders are favorably provided, wherein preferably the first cylinder is arranged between the second cylinders. This avoids excessive cooling of the deactivated first cylinder or achieves preheating of the deactivated first cylinder by the adjacent active second cylinders. In the arrangement of first and second cylinders, the firing order and the resulting rotational nonuniformity of the engine must also be taken into account.
    A second embodiment variant of the invention has four cylinders, namely two or three first cylinders and two or a second cylinder.
    A third embodiment variant of the invention has five cylinders, namely two, three or four first cylinders and three, two or a second cylinder.
    A fourth embodiment variant of the invention has six cylinders, namely three or four first cylinders and two or three second cylinders.
    A fifth embodiment variant of the invention has eight cylinders, namely at least three first cylinders and a maximum of five second cylinders.
    A sixth embodiment variant of the invention has ten cylinders, namely at least five first cylinders and a maximum of five second cylinders.
    A seventh embodiment variant of the invention has twelve cylinders, namely at least six first cylinders and a maximum of six second cylinders.
    In addition, each of these cylinder numbers deviating variant is possible.
    The invention will be explained in more detail below with reference to a non-limiting embodiment, which is illustrated in the figures.
    In it show schematically:
    1 shows an internal combustion engine according to the invention in a first embodiment of the invention,
    2 shows an internal combustion engine according to the invention in a second embodiment of the invention,
    3 shows a connecting rod with a connecting rod length adjusting device in a section in a first switching position of the switching valve,
    4 shows this connecting rod in a second switching position of the switching valve,
    Fig. 6 shows a circuit arrangement for the first switching position of the control valve shown in Fig. 3 in a schematic representation and
    Fig. 7 shows a circuit arrangement for the second switching position of the control valve shown in Fig. 4 in a schematic representation.
    An internal combustion engine 1 with a plurality of cylinders 2, 3 has at least one first cylinder 2 and at least one second cylinder 3. In this case, the first cylinder 2 by means of a Zylinderabschalteinrichtung 4 in at least one of
    Part load associated operating range of the internal combustion engine 1 can be deactivated. The second cylinder 2 are active in the entire map range of the internal combustion engine 1, so fired, operated. The first cylinder 2 are only switched on when the load request can not be covered by the second cylinder 3 alone, so for example in the full load range.
    In order to operate the internal combustion engine 1 always with the best possible efficiency and low consumption, the second cylinders 3 each have a compression change device 5 is assigned, which may be formed for example by a connecting rod length adjustment. As a result, the geometric compression ratio can be set optimally for each operating point.
    Since the first cylinders 2 are activated only at high load requirements, they can be carried out with a rigid compression ratio, which is optimized for higher load requirements.
    Characterized in that the Zylinderabschalteinrichtung 4 only one or the first cylinder (s) 2 and the compression change means 5 the second or the second cylinder (s) 3, costs, production costs, number of components, weight and control effort can be optimized.
    Fig. 1 shows schematically an internal combustion engine 1 with three cylinders, namely a first cylinder 2 and two second cylinder 3, wherein the first cylinder is arranged between the two second cylinders.
    2 shows by analogy an internal combustion engine 1 with four cylinders, namely two first cylinders 2 and two second cylinders 3, which surround the two first cylinders 2 on both sides.
    Because the first cylinders 2 are arranged between the second cylinders 3, these first cylinders 2 are preheated or maintained at operating temperature.
    FIGS. 3 to 6 show an example of a compression changing device 5, which is designed as a connecting rod length adjusting device 50.
    As shown in FIGS. 3 and 4, the connecting rod length adjusting device 50 has a two-part connecting rod 101 with a small connecting rod eye 102 for a piston pin bearing 103 and a large connecting rod eye 104 for a crank pin bearing 105 of an internal combustion engine 1. The rotational symmetry axes of the small or large connecting rod 102, 104 are designated 102a and 104a. The longitudinal axis of the connecting rod 101 is designated 101a.
    The connecting rod 101 has an upper first rod portion 106 with the small connecting rod 102 and a lower second rod portion 109 with the large connecting rod 104. The first rod part 106 is adjustable relative to the second rod part 109 between an extended position A (FIG. 3) and an inserted position B (FIG. 4) about an adjustment range AL in the direction of the longitudinal axis 101a of the connecting rod 101. In the upper first rod part 106, a substantially cylindrical piston element 107 is fastened with a fastening screw 117. In the illustrated embodiment, the screw head of the fastening screw 117 protrudes from the piston part 107.
    The piston element 107 is axially displaceably guided in a guide cylinder 108 of the lower second rod part 109 of the connecting rod 101, wherein between at least one position of the two rod parts 106, 109, a first end face 107a of the piston element 107 and the second rod part 109 facing the large connecting rod eye 104 first high-pressure chamber 110 is clamped. The active surface of the piston element 107 oriented against the first high-pressure chamber 110 is formed in part by the first end face 107a and partially by the end face of the screw head of the fastening screw 117. The piston element 107 designed as a stepped piston has a second end face 107b facing the small connecting rod 102, which adjoins a second high pressure chamber 111 whose cylindrical outer surface is formed by the guide cylinder 108 of the second rod part 109. The designed as a two-sided piston piston has different sized effective surfaces, wherein the oriented against the second high-pressure chamber 111 effective surface is designed as an annular surface and the other effective surface as a circular surface. Due to the different effective surfaces, different pressure conditions can be realized.
    The annular first and second end faces 107a, 107b form pressure application surfaces for an actuating medium, for example engine oil, which is led into the high-pressure chambers 110, 111 and is under pressure.
    The first end face 107a of the piston element 107, which adjoins the first high-pressure chamber 110, is acted upon by the engine oil via the first oil passage 120, in which a first check valve 121 opening in the direction of the first high-pressure chamber 110 is arranged. From the first high-pressure chamber 110, a first return passage 122 extends, via which the first high-pressure chamber 110 can be relieved of pressure.
    As can be seen in FIGS. 5 and 6, a second oil passage 130, into which a second check valve 131 which opens in the direction of the second high-pressure chamber 111, opens into the second high-pressure space 111 adjoining the second end face 107b of the piston element 107. About this, the second high pressure chamber 111 can be acted upon by oil pressure. The pressure relief of the second high-pressure chamber 111 is effected via a second return passage 132 emanating from the second high-pressure chamber 111.
    The oil supply, lock and drain of the oil is controlled by a control valve 113 which has a movable in a receiving bore 114 axially between a first position and a second position actuator piston 115, in a known manner via the oil pressure at the oil pump, not shown by means of a also not shown pressure control valve is controlled, for example, a non-illustrated actuator biases a spring in the control valve of the oil pump more or less.
    By moving the adjusting piston 115, either the first or the second return channel 122, 132 can be opened or closed, wherein the respective other return channel 132, 122 is blocked or opened.
    In the exemplary embodiment, the actuating piston 115 controls the first and second return passages 122 and 132 open and closed.
    In Fig. 3 and 5, the connecting rod 101 is shown in a high compression ratio associated withdrawn position A, which correlates with a first position of the control valve 113. A shown in Fig. 4 and 6, a low compression ratio associated inserted position B correlates with a second position of the control valve 113th
    At low load, the oil pressure of the oil pump is controlled speed and load dependent on low pressure, for example, to 1.8 bar. The actuator piston 115 is pressed in its transverse to the longitudinal axis 101a of the connecting rod 101 receiving bore 114 by the force of the return spring 116 at low oil pressure level against a first stop 118, since the spring force of the return spring 116 is greater than the piston pressure caused by the oil pressure of the actuator 115 , In this position, there is a flow connection between the oil supply from the crank pin bearing 105 and the first check valve 121, which leads into the first high pressure chamber 110 lying below the first end face 107a of the piston element 107. As long as the corresponding piston of the corresponding second cylinder 3 of the internal combustion engine 1 pulls apart the two connecting rod parts 106, 109 by its mass force, oil flows through the first check valve 121 into the first high-pressure chamber 110 until it is filled. The volume of the high-pressure chamber 110 is limited by a retaining part 133, which is screwed into the shaft part 109a of the second rod part 109 and formed by a stop sleeve, which defines the maximum possible stroke of the piston element 107. Depending on the length of this stop sleeve, the adjustment range AL of the connecting rod length of the length-adjustable connecting rod 101 can be set as desired.
    The engine oil is sucked by the inertial force via the arranged in a first oil passage 120 first check valve 121 under the first end face 107a of the piston member 107. The actuating piston 115 locks with its cylinder jacket 119 outgoing from the first high-pressure chamber 110 first return passage 122. The sucked oil can not escape and is not compressible. As a result, the piston member 107 is raised together with the first rod portion 106 and the connecting rod 101 thus longer. In this way, a higher compression ratio can be set at low oil pressure.
    When the connecting rod 101 is pulled apart, the piston element 107 displaces the oil from the annular second high-pressure chamber 111 via the second return channel 132, which is the control piston 115 of the control valve 113 in this first
    Position releases. The oil flows to the crank chamber of the internal combustion engine 1, not shown, in accordance with the arrow R shown in FIGS. 3 and 5.
    If now the control pressure of the oil pump at high load - also load and speed dependent - to a higher level, for example, to 3.5 bar, regulated, the actuator piston 115 is pressed in its receiving bore 114 from the engine oil against the second stop 123, as the piston pressure caused by the oil pressure of the actuating piston 115 is stronger than the spring force of the return spring 116. The return spring 116 is compressed. The second stop 123 may be formed, for example, by a guide for the restoring spring 116 and / or a locking ring 124 inserted in a groove of the receiving bore 114.
    In this position, a flow connection between the first high pressure chamber 110 and the second check valve 131, which is arranged in the second high-pressure chamber 111 leading second oil passage 132 results. The gas force pushes the first rod part 106 together with the piston element 107 in FIG. 3 downwards in the direction of the large connecting rod 104, because the outflow from the first high pressure chamber 110 has been opened by the first return passage 122 from the actuating piston 115. The resulting from the gas power in this first high-pressure chamber 110 pressure, which can reach about 20 times the amount of gas pressure in the combustion chamber, now helps to fill the annular second high-pressure chamber 111. The outflow through the second return channel 132 from this second high pressure chamber 111 is blocked by the actuating piston 115 in this second position. In this second position, the gas pressure from the not further apparent combustion chamber pushes the piston element 107 completely downwards, which sets a smaller compression ratio. By the resulting pressure of the first rod portion 106 of the connecting rod 101 is pressed in Fig. 3 down in the direction of the large connecting rod 104 against the crank-side end face 112 of the guide cylinder 108, which forms a stop for the piston member 107 in the retracted position of the first rod portion 106 ,
    The piston member 107 can not lift off, because 131 passes through the responsible for filling the second high-pressure chamber 111 open second check valve 131 oil in the second high-pressure chamber 111 and the piston member 107 thereby remains pressed against the bottom of the blind hole. By the first
    High pressure chamber 110 increasing pressure, the first check valve 121 is held in its closed position.
    Since the volume of the second high-pressure chamber 111 is smaller than the volume of the first high-pressure chamber 110, the oil which no longer finds room in the second high-pressure chamber 111 must have the supply line 125 which has a return flow restrictor 129 and which has an oil supply channel 128 opening into the large connecting-rod eye , in the direction of the crank pin bearing 105 can flow. This is achieved in that in the second position of the actuating piston 115, the first return passage 122 for the engine oil is released by the actuating piston 115, as shown in FIG. 6 can be seen.
    It is particularly advantageous that even in a lower idle range of the internal combustion engine, when the engine oil pressure is less than the control pressure, a higher compression ratio can be adjusted, which improves consumption in the low load range and facilitates a cold start. In order to maintain the high compression ratio over a longer period, the leakage losses must be refilled by the play seat of the guide cylinder 108 from the first high-pressure chamber 110 under the first end face 107a of the piston member 107 in the same. This happens because the mass force of the (not shown) piston of the corresponding second cylinder 3 and the first rod portion 106 sucks the engine oil through the supply line 125 via the first check valve 121 (refill valve) in the first high-pressure chamber 110 under the first end surface 107a. During the subsequent compression stroke, the high pressure builds up again and the small ball 121a in the first check valve 121 prevents the escape of the oil from the first high-pressure chamber 110.
    This process is repeated every working cycle. If you want to lower the compression ratio again, the control pressure of the oil pump is increased and the actuating piston 115 pressed by the oil pressure against the second stop 123 and the flow connection between the first return passage 122 via the supply line 125 and the oil supply passage 128 to the crank pin bearing 105 thus opened. The gas pressure pushes the piston member 107 down and the lower compression ratio is restored. The actuator piston 115 is pushed back and forth in its receiving bore 114 only by the oil pressure and by the return spring 116 between the stops 118 at low oil pressure and 123 at high oil pressure.
    The piston member 107 has an anti-rotation 134, which is formed in the embodiment shown in Fig. 3 and 4 by an integrally formed in its lateral surface axial groove 126, in which a cylindrical pin 127 engages. "Axial" here essentially means parallel to the longitudinal axis 101a of the connecting rod 101, whereas the cylindrical pin 127 radially, ie substantially normal to said longitudinal axis 101a, engages in the axial groove 126.
    The pin 127 prevents rotation of the piston element 107 and thus of the first rod portion 106 relative to the second rod portion 109th
    The oil supply to the receiving bore 114 of the actuating piston 115 via the supply line 125 and the oil supply channel 128. This opens into the large connecting rod 104 and is thus fluidly connected to the crank pin bearing 105.
    The return flow restrictor 129 (FIGS. 5 and 6) arranged in the oil supply channel 128 consists of a check valve 129a opening in the direction of the control valve 113 and a throttle bore 129b arranged parallel thereto, the return flow restrictor 129, for example-as is known per se-provided with a throttle bore spring-loaded valve plate may have, which is pressed counter to the opening direction by a valve spring on a valve seat (not shown). By the opening in the direction of the switching valve 113 check valve 129a of Rückströmdrossel 129, a rapid filling of the first high-pressure chamber 110 can be ensured. On the other hand, the pressure waves resulting from the adjustment of the two rod parts 106, 109 relative to each other, can be damped relative to the area of the crank pin bearing 103, but the flow in the direction of the crank pin bearing 103 is kept small.
    The embodiment of a connecting-rod length adjusting device 50 described with reference to FIGS. 3 to 6 offers a structurally and control-technically simple possibility for adjusting the geometric compression ratio and thus offers particular advantages in connection with the present invention. Of course, the invention can also be implemented with other compression changing means.
    权利要求:
    Claims (14)
    [1]
    1. A multi-cylinder internal combustion engine (1) with at least one first cylinder (2) or a group of first cylinders (2) and at least one second cylinder (3) or a group of second cylinders (3), wherein the at least one first cylinder ( 2) or the group of first cylinders (2) by means of at least one Zylinderabschalteinrichtung (4) is deactivated, and wherein a compression ratio of at least one cylinder by means of at least one compression changing means (5) is variable, characterized in that the compression ratio of the first or Cylinder (2) unchangeable and the compression ratio of the second cylinder (3) is variable.
    [2]
    2. Internal combustion engine (1) according to claim 1, characterized in that the Zylinderabschalteinrichtung (4) is associated with the at least one first cylinder (2) and the compression change means (5) the at least one second cylinder (3).
    [3]
    3. internal combustion engine (1) according to claim 1 or 2, characterized in that the compression change means (5) by a connecting rod length adjustment device (50) is formed.
    [4]
    4. Internal combustion engine (1) according to claim 3, characterized in that the connecting rod adjusting device (50) at least one in the region of a large connecting rod of a length-adjustable connecting rod (101) arranged control valve (115), with which at least one supply line (125) for Engine oil or hydraulic oil with at least one in the connecting rod (101) arranged high pressure chamber (110, 111) is hydraulically connectable, wherein the high pressure chamber (110, 111) at two relatively longitudinally displaceable rod parts (106, 109) of the connecting rod (101).
    [5]
    5. internal combustion engine (1) according to one of claims 1 to 4, with three cylinders, characterized in that it comprises a first cylinder (2) and two second cylinder (3).
    [6]
    6. Internal combustion engine (1) according to one of claims 1 to 4, with four cylinders, characterized in that it comprises two or three first cylinder (2) and two or a second cylinder (3).
    [7]
    7. Internal combustion engine (1) according to one of claims 1 to 4, with five cylinders, characterized in that it comprises two, three or four first cylinder (2) and three, two or a second cylinder (3).
    [8]
    8. internal combustion engine (1) according to one of claims 1 to 4, with six cylinders, characterized in that it comprises three or four first cylinder (2) and two or three second cylinder (3).
    [9]
    9. internal combustion engine (1) according to one of claims 1 to 4, with eight cylinders, characterized in that it comprises at least three first cylinder (2) and a maximum of five second cylinder (3).
    [10]
    10. internal combustion engine (1) according to one of claims 1 to 4, with ten cylinders, characterized in that it comprises at least five first cylinder (2) and a maximum of five second cylinder (3).
    [11]
    11. internal combustion engine (1) according to one of claims 1 to 4, with twelve cylinders, characterized in that it comprises at least six first cylinder (2) and a maximum of six second cylinder (3).
    [12]
    12. internal combustion engine (1) according to one of claims 1 to 4, characterized in that at least one first cylinder (2) between at least two second cylinders (3) is arranged.
    [13]
    13. A method for operating a multi-cylinder internal combustion engine (1) having at least a first cylinder (2) or a group of first cylinders (2) and at least one second cylinder (3) or a group of second cylinders (3), wherein in at least an engine operating range of the at least one first cylinder (2) or the group of first cylinders (2) is deactivated, and wherein in at least one engine operating range, a compression ratio of at least one cylinder (3) is variable, characterized in that only the one or more first cylinder (2) is switched off and the compression ratio of only the second cylinder or cylinders (3) is changed.
    [14]
    14. The method according to claim 13, characterized in that the change in the compression ratio by adjusting the lengths of the connecting rods of the second cylinder (3).
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO2003067059A1|2002-02-05|2003-08-14|Daimlerchrysler Ag|Internal combustion engine comprising deactivatable cylinders|
    DE102010019756A1|2010-05-07|2011-11-10|Daimler Ag|Method for operating reciprocating engine of motor vehicle, involves adjusting different compression ratio of cylinder in reciprocating engine provided with adjustable compression ratio during operation|
    AT512334A1|2011-12-23|2013-07-15|Avl List Gmbh|Length adjustable connecting rod|
    EP2657485A1|2012-04-24|2013-10-30|Ford Global Technologies, LLC|Externally ignited combustion engine with partial shut-down and method for operating such a combustion engine|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50914/2015A|AT517716B1|2015-10-28|2015-10-28|MORE CYLINDER internal combustion engine|ATA50914/2015A| AT517716B1|2015-10-28|2015-10-28|MORE CYLINDER internal combustion engine|
    DE112016004921.8T| DE112016004921A5|2015-10-28|2016-10-27|Multi-cylinder internal combustion engine|
    PCT/AT2016/060089| WO2017070724A1|2015-10-28|2016-10-27|Multi-cylinder internal combustion engine|
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