GB2503499A - Variable displacement by deactivation of one or more cylinders of an automobile engine - Google Patents
Variable displacement by deactivation of one or more cylinders of an automobile engine Download PDFInfo
- Publication number
- GB2503499A GB2503499A GB1211562.2A GB201211562A GB2503499A GB 2503499 A GB2503499 A GB 2503499A GB 201211562 A GB201211562 A GB 201211562A GB 2503499 A GB2503499 A GB 2503499A
- Authority
- GB
- United Kingdom
- Prior art keywords
- cylinders
- engine
- valves
- fuel
- fuel delivered
- 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- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/06—Cutting-out cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0005—Deactivating valves
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
A method and system of deactivating exhaust valves, intake valves and cylinders associated with the intake and exhaust valves in a multi-cylinder engine to provide a seamless transition from an engine status where all the cylinders and their associated valves are active to an engine status where one or more cylinders and their associated valves are inactive and vice versa. The method includes the steps of: increasing fuel delivery to a first set of cylinders of the multi-cylinder engine and decreasing fuel delivery to a second set of cylinders of the engine 18 until the volume of fuel delivery to the second set of cylinders is substantially zero; deactivating the intake and exhaust valves associated with the second set of cylinders 22 as the volume of fuel delivered to the second set of cylinders approaches zero; and adjusting fuel delivery to the first set of cylinders such that a substantially constant level of output torque from the engine is maintained 26. A method of reactivating the cylinders is also claimed.
Description
VARIABLE DISPLACEMENT
The present invention relates to variable displacement in an automobile engine, where variable displacement comprises deactivating one or more cylinders. In particular, the invention relates to a substantially seamless transition from an engine status where all cylinders are active to an engine status where one or more cylinders are inactive or deactivated and vice versa.
An example of variable displacement in automotive technology is the deactivation of one or more cylinders in a multi-cylinder engine. Cylinder deactivation is used to reduce fuel consumption, emissions and increase the exhaust gas temperature from an internal combustion engine, in particular during light-load operation.
In the case of a four-cylinder engine, generally half of the cylinders are deactivated and half remain active. For example, the first and fourth cylinders remain active, whilst the second and third cylinders are deactivated. The intake and exhaust valves associated with the second and third cylinders are also deactivated.
is As a result of deactivating some of the valves and their associated cylinders, pumping losses are reduced, the mean pressure in each active cylinder increases and the volume of fuel being pumped into the active cylinders can be increased relative to the volume of fuel pumped into the cylinders when all cylinders are active.
Cylinder deactivation is achieved, generally, by deactivating/closing the intake and exhaust valves for a particular cylinder. By keeping the intake and exhaust valves closed, an "air spring" is created in the combustion chamber. The air spring is created when the trapped exhaust gases (kept from a previous charge burn) are compressed during the piston's upstroke and push down on the piston during its downstroke. The compression and decompression of the trapped exhaust gases has an equalising effect.
Therefore, overall, there is virtually no extra load on the engine. The pressure in the deactivated cylinders reduces to a pressure close to the crankcase pressure, typically close to atmospheric pressure, due to blow by past the valve seats and piston rings.
In a known cylinder deactivation system, as used with gasoline engines, an engine management system is used to cut fuel delivery to the disabled cylinders. In a gasoline engine the transition between normal engine operation to engine operation where exhaust valves, intake valves and associated cylinders are deactivated can be smoothed using combinations of changes in ignition timing, cam timing and throttle position, which is achieved using electronic throttle control.
However, the changes in ignition timing, cam timing and throttle position are not generally applicable to compression ignition engines, in particular diesel engines. As is such the transition from normal engine operation (where all cylinders and valves are active) to engine operation where some cylinders and valves are deactivated and the transition back to normal engine operation can be problematic in compression ignition engines.
It is therefore desirable to provide an alternative method and system that is applicable to all engine types, in particular to direct injections spark ignition engines and compression ignition engines, to achieve a smooth transition from the situation when the engine is operating with all cylinders and valves active to the situation when the engine is operating with one or more deactivated cylinders and valves.
Accordingly, a first aspect of the present invention provides a method of deactivating exhaust valves, intake valves and cylinders associated with the intake and exhaust valves in a multi-cylinder engine from a status where all exhaust valves, intake valves and cylinders are activated, the method comprises the steps of: a) increasing fuel delivery to a first set of cylinders of the multi-cylinder engine and decreasing fuel delivery to a second set of cylinders of the multi-cylinder engine until the volume of fuel delivery to the second set of cylinders is substantially zero; b) deactivating the intake and exhaust valves associated with the second set of cylinders as the volume of fuel delivered to the second set of cylinders approaches zero; and c) adjusting the volume of fuel delivery to the first set of cylinders such that a substantially constant level of output torque from the engine is maintained.
The method according to the first aspect of the invention achieves a smooth transition from the situation where the engine comprises fully active cylinders, exhaust valves and intake valves to the situation where the engine comprises a combination of active and deactivated cylinders, active and deactivated exhaust valves and active and deactivated intake valves because of potential changes in output torque and the consequential impact on drivability when all valves and associated cylinders are active during light load conditions.
The increase in fuel delivery to the first set of cylinders may be progressive and may complement the decrease in fuel delivery to the second set of cylinders.
Advantageously, a substantially constant level of output torque may be achieved when the increase in fuel delivery to the first set of cylinders complements the decrease in fuel delivered to the second set of cylinders.
The increase in fuel delivery to the first set of cylinders may be simultaneous with the decrease in fuel delivery to the second set of cylinders. The level at which fuel is increased to the first set of cylinders may approximate the level of decrease of fuel delivered to the second set of cylinders. The level of fuel delivered to the first set of cylinders may be adjustable such that a constant level of output torque is maintained Advantageously, a smooth transition from the situation where the engine comprises fully active cylinders, exhaust valves and intake valves, to the situation where the engine comprises active and deactivated cylinders, exhaust valves and intake valves can be achieved by simultaneously increasing fuel delivered to the first set of cylinders and is decreasing fuel delivered to the second set of cylinders.
The increase in fuel delivery to the first set of cylinders and the decrease in fuel delivery to the second set of cylinders may be gradual over a predetermined period of time.
The deactivation of the intake and exhaust valves associated with the second set of cylinders may be concurrent with the adjustment of the level of fuel delivered to the second set of cylinders as defined in step (a) above such that when the fuel delivered to the second set of cylinders approaches zero the valves associated with the second set of cylinders are deactivated.
To return the engine to a status where all cylinders are active, reactivation of the second set of cylinders and the associated valves is required. The second set of cylinders may s be reactivated by adopting the same steps as above, but in reverse.
Accordingly, reactivation of the second set of cylinders and the associated valves from an engine operation status wherein the level of fluid delivered to the second set of cylinders is zero and the valves associated with the second set of cylinders are deactivated, wherein the method of reactivation may comprise the steps of: in a) reactivating the valves associated with the second set of cylinders; b) increasing the level of fuel delivered to the second set of cylinders and decreasing the level of fuel delivered to the first set of cylinders; c) adjusting the level of fuel delivered to the first and second sets of cylinders such that a substantially constant level of output torque is maintained.
is In reactivating the second set of cylinders and the associated valves, the method may include the step of continuing to increase the level of fuel delivered to the second set of cylinders and also may continue to decrease the level of fuel delivered to the first set of cylinders until the volume of fuel delivered to all cylinders reaches substantially the same level.
The invention achieves a smooth transition from the situation where the engine comprises one or more active cylinders and associated valves and one or more deactivated cylinders and associated valves to the situation where the engine comprises all active cylinders and active valves by increasing the level of fuel delivered to the second set of cylinders and decreasing the level of fuel delivered to the first set of cylinders.
The increase in fuel delivered to the second set of cylinders may complement the decrease in fuel delivered to the first set of cylinders. A substantially constant level of output torque may be maintained when the increase in fuel delivered to the second set of cylinders complements the decrease in fuel delivered to the first set of cylinders.
The increase in fuel delivered to the second set of cylinders may be simultaneous with the decrease in fuel delivered to the first set of cylinders. Accordingly, a smooth transition may be achieved from the situation where the engine comprises active and deactivated cylinders and active and deactivated valves to the situation where the is engine comprises fully active cylinders and fully active valves by simultaneously increasing the level of fuel delivered to the second set of cylinders and decreasing the level of fuel delivered to the first set of cylinders.
The increase in fuel delivered to the second set of cylinders and the decrease in fuel delivered to the first set of cylinders may be gradual over a predetermined period of time. During the period of gradually increasing fuel delivered to the second set of cylinders and gradually decreasing fuel delivered to the first set of cylinders a substantially constant level of output torque may be maintained.
A second aspect of the present invention provides an engine management system operable to employ the methods according to the first aspect, described above.
Accordingly the engine management system is operable to control the level of fuel delivered to one or more cylinders and to control activation and deactivation of valves associated with the cylinders of a multi-cylinder engine, wherein the engine management system comprises: means for increasing and decreasing fuel delivery to a first set of cylinders of the multi-cylinder engine; means for increasing and decreasing fuel delivery to a second set of cylinders of the multi-cylinder engine; and means for deactivating and reactivating intake and exhaust valves associated with the second set of cylinders.
Advantageously, a method and system according to the first and second aspects of the present invention achieves substantially seamless transition from the situation where an automotive engine is operating with all cylinders and associated valves active to the situation where the automotive engine is operating with one or more cylinders and associated valves inactive. Similarly, a method and system according to the first and second aspects of the present invention can achieve substantially seamless transition from the situation where an automotive engine is operating with one or more cylinders and associated valves inactive to the situation where the automotive engine is operating with all cylinders and associated valves active.
A third aspect of the present invention provides a multi-cylinder compression ignition engine comprising the system of the second aspect and adopting the method of the first aspect.
The multi-cylinder compression ignition engine may be a diesel engine. Alternatively, the multi-cylinder compression ignition engine may be a gasoline engine.
Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a schematic representation of the method of deactivating and reactivating the second set of cylinders and associated valves.
In the following an embodiment of the present invention is described, where a system and method provide a smooth and substantially seamless transition from the situation where an engine is operating on all cylinders to a situation where the engine is operating on a reduced number of cylinders, i.e. when one or more cylinders and the associated valves are deactivated.
is In the following, for illustrative purposes, the process of deactivating one or more valves and deactivating the associated cylinders is described using, as an example, a four cylinder, four stroke compression ignition engine, in particular a diesel engine. It should be appreciated that the method and system described below applies equally to other multi-cylinder engines comprising less than or more than four cylinders. For example, the method and system apply equally to a three cylinder, five cylinder, six cylinder engines etc. g Referring to Figure 1, at the beginning of the process 10, the compression ignition engine is operating conventionally 12 where the intake and exhaust valves associated with all four cylinders are active and where each cylinder operates in a conventional four stroke cycle. The compression ignition engine follows a conventional pattern of: 1) Intake stroke; where the intake valve opens to let air into the cylinder and the piston moves down; followed by 2) Compression/ignition stroke: this begins as the intake valve closes and the piston is driven upwards and compresses the air in the cylinder and as such elevates the temperature of the air to the point where fuel injected directly into the cylinder is ignited; followed by 3) Power stroke: this begins as the injected fuel spontaneously ignites with the compressed air in the cylinder. The rapidly burning air/fuel mixture within the cylinder generates high pressure as it attempts to expand within the cylinder and forces the piston down; and finally 4) Exhaust stroke: where the gases created from the combustion process are expelled, via the exhaust valve, from the cylinder by the action of the piston moving back towards Top Dead Centre.
At this stage of the process it will be appreciated that the volume of fuel delivered to each cylinder is consistent with conventional operating methods.
The loading conditions may be actively monitored 14 and in the event that a light load condition and/or a trigger to raise exhaust gas temperature occurs 16, the process of deactivating one or more cylinders and the associated valves progresses to the situation where at least one of the four cylinders (in the example of a four cylinder engine) begins to be deactivated.
In the following the process of deactivation is described as a gradual and staged process, where the volume of fuel delivered to each of the cylinders is altered gradually over a predetermined period of time, such that the delivery of fuel to two of the four cylinders is reduced to zero and as such two cylinders are deactivated.
In the example of a four cylinder engine, the engine management system controls the volume of fuel delivered to all four cylinders. For illustrative purposes, the following example relates to the deactivation of cylinders two and three and the associated valves. In the following example, the volume of fuel delivered to cylinders two and three is gradually reduced to zero 18; whilst, at the same time, the volume of fuel delivered to cylinders one and four is gradually increased. It will be appreciated that the method described can be used to deactivate other combinations of valves and associated cylinders, for example deactivating cylinders one and four.
When the level of fuel delivered to cylinders two and three approaches zero 20 the intake and exhaust valves associated with cylinders two and three are deactivated 22 such that they do not lift until the cylinders are reactivated. The valves associated with cylinders two and three may be deactivated by suitable means, for example, by controlling cam operation to prevent lift when necessary. Valve lift control can be achieved by a number of methods, such as a hydraulic link, (which can either be filled to lift the valve or empty to not lift the valve) or a multi cam switching system, where one cam profile gives lift and another cam profile gives no lift.
The volume of fuel delivered to cylinders one and four is actively monitored 24 by the engine management system whilst the volume of fuel delivered to cylinders two and three is reduced such that the level of output torque is maintained during the transitional period from conventional engine operation to the situation where cylinders two and three receive zero fuel and are deactivated.
It will be appreciated that, by simultaneously increasing and decreasing the volume of fuel delivered to the four cylinders, cylinders two and three will be shut off and cylinders one and four will continue to operate fully.
It should be noted that cylinders two and three are gradually deactivated and are not simply shut off, which means that the transition from a fully active system to a system comprising active and deactivated/shut-off cylinders is substantially seamless.
The increased volume of fuel delivered to cylinders one and four approximates the decreased volume delivered to cylinders two and three, but is adjustable such that the level of output torque from the engine is maintained at the level output by the engine before the light load event occurred.
When the volume of fluid delivered to cylinders two and three reaches zero and the associated valves are deactivated the volume of fuel delivered to cylinders one and four is adjusted 26 to a level at which the output torque from the engine is maintained substantially constant with the output torque before the event of deactivating cylinders two and three. The change in fuel levels to cylinders one and four approximately equate to a saving in pumping work associated with the valve deactivation.
When the volume of fuel delivered to cylinders one and four reaches a consistent level at which output torque is substantially constant the vehicle can operate efficiently on two cylinders 28 whilst producing the same output torques associated with the conventional four cylinder operation.
In the event of heavier loading the engine will require reactivation of all intake valves and exhaust valves and, concurrent with this, reactivation of cylinders two and three.
The process of reactivating cylinders two and three is substantially the reverse process of deactivation, described above. Therefore, the intake and exhaust valves associated with cylinders two and three are reactivated 30, the volume of fuel delivered to cylinders two and three is gradually increased and the volume of fuel delivered to cylinders one and four is gradually decreased 32 such that the output torque from the engine is maintained substantially consistent with the output torque 34 before the reactivation event took place.
The change in the volume of fuel delivered to each cylinder equates substantially to a change in pumping work associated with the event to deactivate the valves.
The level of fuel delivered to cylinders one and four is progressively decreased concurrent with the level of fuel delivered to cylinders two and three being increased.
The level by which the fuel delivered to cylinders one and four is decreased approximates with the increased level of fuel delivered to cylinders two and three, but the relative increased and decreased fuel levels will be monitored and adjusted such that the output torque from the engine is consistent with the output torque before the reactivation event.
The gradual increase and decrease of fuel delivered to the cylinders continues such that the delivery of fuel to all cylinders is nominally the same and conventional operation is established.
As with the deactivation process described above, the volume of fuel delivered to all cylinders during the reactivation process is adjusted 36 to a level at which the output torque from the engine is maintained substantially constant with the output torque before the event of reactivating the cylinders took place.
It will be appreciated that the reactivation event is substantially seamless by gradually increasing and decreasing fuel delivery to all cylinders at the same time.
Whilst specific embodiments of the present invention have been described above, it will be appreciated that departures from the described embodiments may still fall within the scope of the present invention.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1211562.2A GB2503499A (en) | 2012-06-29 | 2012-06-29 | Variable displacement by deactivation of one or more cylinders of an automobile engine |
| DE102013212169.5A DE102013212169A1 (en) | 2012-06-29 | 2013-06-26 | adjusting |
| CN201310269227.1A CN103527330A (en) | 2012-06-29 | 2013-06-28 | Variable displacement |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1211562.2A GB2503499A (en) | 2012-06-29 | 2012-06-29 | Variable displacement by deactivation of one or more cylinders of an automobile engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201211562D0 GB201211562D0 (en) | 2012-08-15 |
| GB2503499A true GB2503499A (en) | 2014-01-01 |
Family
ID=46721620
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1211562.2A Withdrawn GB2503499A (en) | 2012-06-29 | 2012-06-29 | Variable displacement by deactivation of one or more cylinders of an automobile engine |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN103527330A (en) |
| DE (1) | DE102013212169A1 (en) |
| GB (1) | GB2503499A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102015105463B4 (en) | 2014-04-25 | 2023-10-19 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | METHOD FOR CONTROLLING FUEL DELIVERY DURING CYLINDER REACTIVATION |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9506408B2 (en) * | 2014-06-02 | 2016-11-29 | Ford Global Technologies, Llc | Method of fuel injection for a variable displacement engine |
| US9988997B2 (en) * | 2014-10-22 | 2018-06-05 | Ford Global Technologies, Llc | Method and system for engine temperature control |
| US10605209B2 (en) * | 2015-10-28 | 2020-03-31 | Cummins Inc. | Thermal management via exhaust gas recirculation |
| DE102020101391B4 (en) | 2020-01-22 | 2022-06-23 | Man Energy Solutions Se | Method and control device for operating a gas engine |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2166968A (en) * | 1936-12-18 | 1939-07-25 | Karl W Rohlin | Apparatus for controlling the operation of internal combustion engines of the multicylinder type |
| US5803040A (en) * | 1995-12-13 | 1998-09-08 | Mercedes Benz Ag | Method for shutting down and restarting individual cylinders of an engine |
| JP2000170560A (en) * | 1998-12-08 | 2000-06-20 | Honda Motor Co Ltd | Intake and exhaust controller for cylinder stop engine |
| EP1548258A2 (en) * | 2003-12-26 | 2005-06-29 | Mitsubishi Heavy Industries, Ltd. | Control device for multi-cylinder internal combustion engine and signaling device capable of providing same with information |
| JP2006152856A (en) * | 2004-11-26 | 2006-06-15 | Hino Motors Ltd | Exhaust emission control device |
| US20100063713A1 (en) * | 2008-09-11 | 2010-03-11 | Gm Global Technology Operations, Inc. | Dual active fuel management sequencing |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1032913C (en) * | 1993-02-23 | 1996-10-02 | 桓台县渔洋美术玻璃厂 | Production technology and apparatus for decorative glass block |
| JPH07217463A (en) * | 1994-02-01 | 1995-08-15 | Nippondenso Co Ltd | Cylinder reduction control device for multi-cylinder internal combustion engine |
| US6615804B2 (en) * | 2001-05-03 | 2003-09-09 | General Motors Corporation | Method and apparatus for deactivating and reactivating cylinders for an engine with displacement on demand |
| JP3915771B2 (en) * | 2003-11-07 | 2007-05-16 | トヨタ自動車株式会社 | Engine output torque reference type multi-cylinder internal combustion engine reduction cylinder control device |
| JP2006336579A (en) * | 2005-06-03 | 2006-12-14 | Toyota Motor Corp | Controller for internal combustion engine |
| CN100523462C (en) * | 2005-06-21 | 2009-08-05 | 通用汽车环球科技运作公司 | Engine motion active control |
-
2012
- 2012-06-29 GB GB1211562.2A patent/GB2503499A/en not_active Withdrawn
-
2013
- 2013-06-26 DE DE102013212169.5A patent/DE102013212169A1/en not_active Withdrawn
- 2013-06-28 CN CN201310269227.1A patent/CN103527330A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2166968A (en) * | 1936-12-18 | 1939-07-25 | Karl W Rohlin | Apparatus for controlling the operation of internal combustion engines of the multicylinder type |
| US5803040A (en) * | 1995-12-13 | 1998-09-08 | Mercedes Benz Ag | Method for shutting down and restarting individual cylinders of an engine |
| JP2000170560A (en) * | 1998-12-08 | 2000-06-20 | Honda Motor Co Ltd | Intake and exhaust controller for cylinder stop engine |
| EP1548258A2 (en) * | 2003-12-26 | 2005-06-29 | Mitsubishi Heavy Industries, Ltd. | Control device for multi-cylinder internal combustion engine and signaling device capable of providing same with information |
| JP2006152856A (en) * | 2004-11-26 | 2006-06-15 | Hino Motors Ltd | Exhaust emission control device |
| US20100063713A1 (en) * | 2008-09-11 | 2010-03-11 | Gm Global Technology Operations, Inc. | Dual active fuel management sequencing |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102015105463B4 (en) | 2014-04-25 | 2023-10-19 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | METHOD FOR CONTROLLING FUEL DELIVERY DURING CYLINDER REACTIVATION |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102013212169A1 (en) | 2014-05-22 |
| CN103527330A (en) | 2014-01-22 |
| GB201211562D0 (en) | 2012-08-15 |
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| Date | Code | Title | Description |
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| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |