GB2511501A - Exhaust gas recirculation system for an internal combustion engine - Google Patents

Abstract

An exhaust gas recirculation (EGR) system for an internal combustion engine having fewer than four cylinders, eg an engine with a non-uniform firing sequence, eg a two-cylinder 180o crankshaft engine, is coupled between an exhaust manifold and an intake manifold and is provided with at least three inlets 520-540; 610 into the intake manifold 200, the inlets 520-540;610 being spaced along an axial direction of the intake manifold 200. The inlets 520-540 may direct the exhaust flow countercurrent to the intake air flow. The inlets may be passing holes 610 along a pipe 600 placed inside the intake manifold 200. The holes 610 may be spaced progressively further apart in the direction of exhaust gas flow (fig.5). Alternatively, the holes 610 may be of different sizes, being larger in the central region of the pipe (fig.6).

Description

EXI-JAUSTGAS EC1RCULA liON SYSTEMFoRAN!wr5pj'4j COMBUS71ON ENGINE

TECHNICAL FIELD

The rYeset disdosure relates to an etast gas itdruilation system for an denial ccmbustbn er9he.

BACKGROUND

An internal ccntjs&n enghe for a mdor vehicie geieia]Iy cxxmptises an engine blcd wtiich defines at least one cylincE accommcxEthg a tedprocatng piston aiupied to rt'tate a cmnkshaft The cylinder is dosed by a cylirxler head that aoçerates with the redpitcafrg piston to define a contisf ion dianiter. A fuel and air mb&ire is cyd disposed in the aribuston chamber and ignfted, Iheteby gereratir hct eqrvdirQ Siaust gasses that ause the redptcaflng movnnts of the piston. The &d is iieded into each cytirder by a iespedive fuel ftatr. The fuel is pvv*Jed at hh pressure to each fuel fledor ftni a fuel rail in flub niniuni&n with a hh pessure ftal pump that haease the paue of the &el receWed fitn a fuel sourrt.

In cider to cxmpiy with emissbn rulalims, a-id fri patailar for riudng NO ernSon, an Siaist gas redrtthtion (EGR) system is Umplemeited fri most engkies, by mejis of Mth pail of the e4iaust gas ed hun the engine e*iaust maztd is dfrected bad< into die engine intal manifold.

In the EGR sy is cxxçJed tdvn an e*iaust maifold and an intalce manifotl of the engine.

The EGR system may ind1 an EGR at to rSxe die mrBtJre of the e4-iaust gases in the EGR system. Pr EGR valve may be povided to rulate a ow of Slaist gases in the EGR system. If an EGR cooler is present the EGR valve may be ueat or daaisUeam the EGR cooIe depending on tie apçbors.

The effediveness of an EGR system cai vary based on its attlity to mix the reauIated etiaust gas with intake air priorto the mte being received and ccnit&sted within tie engin&s cyfindet.

In tie prior 4 e*iaust gas is supplied aid mixed into the engine by providing a single mid point of the etiaust gas flaw into an intake ah flanjustt a thre body prosAdai to regiiate the intake air lbw into the intake manitid.

OplkiiStiai of the position arid shape of this itt point is nani* enough to provide a good Siaust gas flow mbdue with 4ke air aid its equal disbihition th the various cylinders in the arrerit tr q4inder engines that are operated with an equal or unittm flung seqience.

Hever, there aie sane erigS uratons that are ery diallengirig on this respect In partialar, a Mo cyfwud& rnflgurabon ptduces an effed that reridets the mbing of intake air with the Siaustgas in ciderto thain an equal supply of the mixture to the both cylinths very chtwig.

This is palicilaily hue in case cia verthn of a Mo c)irKier engine with a 1800 Wywtiere the Mo pts are mounted on a aa,kshaft with a 180° displaE* in with engine the tbirq evert are not spaced equally a' utmly.

In fad, in the operations of a Mo-cAinder 180° aarikshafl engine, ore pAston rises as the other taI This results in inegular ignition pulses, bemuse c4nder 2 fires 180° after c1inder 1 and c4irder 1 doesn't fre again b-another 540°, anskleiing the 720° of rotation for afour-sbrAce cyde.

In this case, a two-c4inder engine with a nor,-unifctm fuirg uence has an ureven ethaust gas flaw ccmposal of Mo mpj succcssive gas pulses coupled with a non-urtm bteathing event composed by Mo rapidly suxessive intake phases of tie Mo c4lnths, therebe the pressure of e*ast gas llaw deuMrig kin the e)tlaust pulses wil provide a terrnanj e'diaust gas flaw that, deçxndirig on with q4irt is enteuing the intake rrAe, will provide most of the exhast gas to that cyl inder.

As these events am non-thbnily spaced, it is not possibAe to find one sire exhaust gas it point That provides an even dEthihon of the exha gas to both orders at all engine speed cor,cfdions.

For exanple, if the EGR is fed into the intake maiitd at a single loon, It is diflioA to achieve acctçtaUe c 4inder4oc4iridervajjaton with the non-uitm fiHng suaice above desa-ibed, as a lae pulse of e*a& gas flow arrives into Ut intake matid as the fa,test cylinder from the exhaust gas flow inlet begirs to intake.

As the dosest cylinder to the exhaust gas flow inlet Lxeafl-es scon after the rthest cyflnder this tape pul is either pr&Jcminantty ingested by sW-i fattest cylirt, or just posifioned next to the dosest cylinder by the oilier cytirKier's intake sfroke, and Thai pedominantly ingested by the dosest qAinth deperdirg on Ut EGRssteminletposition.

It is pvbeble that an oçimLn1 distan could be found for a single EGR inlet point gMng aptabe mbëQ for this e and for a piedefiried eng ire speed and e-vgine Toad.

However, site engine speed and engine load changes signlfintly in the nomiaJ otons of Ut erçire, a single oç±mum distance fr this single inlet point cannot be defined for afi operating concfrms of the engine.

Therefore it is unikely that a single exhaust gas flow inlet point design of this Ird could be found that gives acceçtaue cc minthal q4irider-b-cylind& vaiisfion aars all engine operating points.

Similar co s.thatbns i be made a double inl system that improves Ut sAtiation only slhUy.

Generally speaking, even Mv or three cylinders engines with an unifoim flung ot may have sinila-pobsinachevingagodoEGRmbdrg.

An otjed of an embxlã-nerit clisdosed is to provide an EGR system that achieves goJ EGR mbdng in small engines such astoorUe-c4inde-sergfries.

An oted of an enilntimerl disdosed is to provide an EGR system that $cs well under highly pulsating and non-u nifoim exhaust gas flow idthorE.

Another otlect of an embodiment of the invention is to provide a-u EGR system that enat4es goodmbdrig and equal exhaust gas flow cfisthbiicn to the o4inders even if the air and the exhaust gas flow is highly non-unilbrm and puisating.

Mother oled of the ptsent clisdosue is to meet these goals by mearc of a simple, rational and inexpers&e solution.

These objects are achieved by an EGR 5mm, by an engine, by a method aid by an appatis having the features redted in the independent dairns.

He dependent dainis deftieale prehmd a dorespedally advantageous aspeth

SUMMARY

An enibothient of the disdosure pmvides an exhaust gas redioilalion (EGR) system for an derr combusticn erig ire ptvided Ath less than four cylinders, the EGR system being mupled betn an exhaust manifeld and an intake mani, at being ptvided with at least three inlds into the intake matld, the in!s being spaced ore another ab-g an Sal dbton of the intake manibti, 4iemh the inS ae passng holes along a pipe placed internally to the ntake manifod.

An advantage of this embod'ment is that a good mbdng of the exhaust gas and The intale air is obtained because the pipe operates as a disutution device to disthtute Ut exhaust gas flow along and inskle the intake mat Arding to a further embodiment of the invention, the FassirEg holes aleng a pipe ae disppsed at ptigressivety greater distances from ore another in the dirediw of the exhaust gas flow.

An advantage Gilt embodiment is that unequal spadng of the holes in Ut EGR inUthudion pipe heips making the system more robust to variation in engine speed and engine load nditiors.

Ardirig to a &nther ambximth of the invention, die passing holes of the pipe have deietl dimensiors, with Ut greatest dhmensths in a cental pxtion oldie ppe and deceasing dimensions at die Mo sides of the pipe that depart from die central pnlion.

This wn1umticn oldie passing holes alls to center the peak of the instantanecus Smst gas mass and, at the sane time, I-eve loer exha gas ass at Ut ends of the pipe. This may lead to less sensMy to -speed dianges.

5th another embodiment of the inveitn pmides an exhaust gas redroJiafion system w$ierein the in into the intake martld are ccnflgured in aid, a way to thed the exhaust gas flow counteronerit with respect to the airflow in the intake manifold.

This wnturaton of the inlets abs to ftnove the mbdrig of the exhaust gas with the intake air Still another embodhtent of the invention povides an exhaust gas redithation system v.tietein the inlets of the EGR sysn axe dofream with respect to a thvottle body pmided to ruIate the flow of air into the intake manifold.

Another embodiment of the inventiai ptvkles an intemat combustion engire equippad with an EGR system rg tripled bet'e, an exhaust matd aid an intake manld of the elgirie, the er9irle being povided with at least tvoq4bths o with a non-uniftxm fflir sauence, fit EGR system berg ptMded with at least thxee inlets into the intake mattd, the inlets being spaced one another along an adat cfmdion of the intake manifold.

An embxfrel of the inveintbn povkies an intanal axiib4ion engire equipped with an EGR system being coupled teMeen an exhaust manifold arid an intake manifold of the engine, ft engine lrg povided with less than ir c4irths, the EGR system beOij pmided win at least three inlets into the intake matd, the inlets being spaced one another atorig an axial diredion of the ince matti, wt,esein the inS are passing holes along a pipe placed inten* to the intake manifold.

Still another ernbodthent of the invention p'ovides an intemal combwtion e-ire, wherein the engire is opat&l with a non-unifcxm fring sequence.

An advantage of this embodhient is that a good mbdng of ft exhaust gas arid the intake air is obtained evenwithan thtigaderw$thalorn4indertoq,4indervaflation.

Still another embodiment of the irwesti povides a method of operating an internal conbisfion engine equipped with an exhaust gas rednxila'don (EGR) s,4&n, the EGR system being capled teMeen an exhaust manifold and an intake manifold of the engine, the method ipising fine phases of -opar the intont crnibti engine wth a ncnunimi flung sauei; -idireding the extiast gas flow geneatod by the non-uniforn flhru sauei from the ethaust matid into the intake manifold; -dirbtg ft Siaust gas flow generated by the fiñrg of the c4inders Ihough a pkratlty of inlets into an airflow in the intake manifold.

A Mtha a bcidiment of the invention puvides an appaatus for otng an internal comtistion engine &uip with an e4iaust gas rthoulation (EGR) sitn, the EGR system being coupled beMeen an eyiiaust manifold and an intake ma'iifold of the engiri the apçnrath arping: -meats b ope.afirtg the innal combustion engne with a non-utrm thing seqn; -means tr rod ireding the ethaust gas flow generated by ft non-uilfomi Thng suence fiom the S1aLt matld into ft intake mar*ld; and -means for distributrug the exhaust gas low generated by the flung of the cylirths thitugh a uraIlty of inleirito an airflow in the intake manifold.

These last Mv embodiments acheve a law c4inder-to-4irider variation even in engine with an uneven ffimorder.

BRIEF DESCRIPTION OF THE DRAWINGS

The various embodiments will now be desoi1d, by way of exemple, with rence to ft amir cfrawirus, w1ian Ike numaa deride like elements, arid in with: Rgure 1 shows an automdive sysi; Fugn 2 is a aoss-sedion of an internal canbuthon airue belonging to the automotive system of figure 1; Figure 3 represents a frst eritxknent of an e4ia passage for ai EGR system adirug to the irrention; Figure 4 repnts a secnrd embodiment of an exhaust çessage fri an EGR sysbiu rdirq to the invention; Figures 5 and 6 repeserit dfffaent embodiments of an ethast wndu± for an EGR system aarnthg to tie hvenbon; Figiae 7 is a grapii sthematcafly representing an EGR flow as findion of time due to saile emboctimertof the invention; and FigureS repesert the oçeratbns of a two-q4inders engine cperated wth a non-un 11am unrig at DETAiLED DESCRIP110N Exemplary embodents will now be desafrd with reference tote eridosal drngs without intent to limit appliton and tses.

Scme embcxiimect may inthde an authiotive system IG), as shown in Figures 1 and 2, that indudes an internai ccrihislion engine (ICE) 110 havkig an engine blodc 120 defining at least we cylInder 125 hathg a piston 140 czupled to dde a oBnkshaft 145.

Figures 1 aid 2 tepesait a four cylinder engine, txit the inventive cnncett disdcsed herein can be employed also to aines havng a different niniber of cylinders, U example to three-cylinths engines crtwo-cylinders ernes.

fteI and air mbthre (irA shan) is cisposed n the cxrnbsstion chamlr 150 and ignited, resulting in hct epandhg exhaust gasses musing reciprocal movement of the piston 140. The fi.iel is provded by at least one fuel iqjedcr 1) and the airtah at least one intake pyt 210. The fUel is pcMcied at high pessureto the tie] tucK 163 ftcni a tie] reil 170 in fluid wmmunication with a high pessure fUel p'snp 180 that incxease the pressure of the tel received *om a tel saute 1I Each of the cylinders 125 has at least two valves 215, actuated by a camshaft 135 rotating in time with the crankshaft 145. The valves 215 seledKely allow air into tie combsticn diarnber 150 fimi the i1 210 and afteriatehj allow exhaust gases to exit tinigh a 220. In some e mples a cam phaser 155 may selectively vary the timing been the camshaft 135 and the aflshaft 145.

The air may be dxtd to the air intake port(s) 210 tt-uviigh an intake manbi 2. M air intake dud 205 may pmide air frmi tie ambient envlrorniert to the inke mardtold 2(0. In other eTibodimeit, a tirdile body 330 may be pdeJ to ruIate the a# of al no the intake matd 200. In atill other entocfmenth, a trced air s&em sudi as a turbocharger' 230, having a axnpiessa 240 rotaticnally auplS to a turtine 250, may be pvvideci. Rotakin of the wrnp'essa 240 irneases the pessure ar'd temrature of the air in the duct 205 and marftld 200. An iriteroler 20) dispced in the dud 205 may reduce the teniperture of the air. The turbine 250 rotates by receMng ethaust gases ftni an exhau mar*Id 225 that direds ethaust gases him the exhaet parIs 220 and tunh a sales of vanes pb' to exnsion through the üicbine 250. The exhast gases St the tuthre 250 and aie dired into an e,haust system 270. This exaniple shcms a variable geomeUy turbine WGT) with a VGT actuator 2) anariged to mo the varies to t the flaw of the e*Eust gases tinigh tie turbine 250. In other ernbariime* the turtodiarger 230 may be fixed gecmSy ancL'or indude a waste gate.

The exhaust system 270 may indude an ediaust ppe 275 having one or more exhaust aftateatnient devIces 280. The atteabiient devices may be any devIce arfgured to change the wmpceion of the exhaust gases. Some examØes of aftateatmait devices 2) indude, but are not limited to, catalyt converters (Mo and three way), oxidatbn cataIS lean NQ Ua, hycftocaiton acortrs, selective cata'ytic redutn (SCR) systems, and wbte filters. Other' embodiments may indude an exhaust gas reäculaton GR) system 3(X) coupled between tie exhaust maittl 225 and the intake man 20). lit EGR system 3(0 may indixie an EGR cooler 310 to reduce tie temperature of the exhaust gases in the EGR system 300. Al EGR valve 320 regulates aflcw of exhaust gases in the EGR system 300.

Acnxdir to an ernbo&nent of the invenfion, the EGR system has a plurality of inSs dnsteam the tvctie body 330 in the zone genericafly ind with the reference nwie,al 500.

The automotive system 100 may &niher indixle an elethuiic contd unit CtM 450 in communSion with one or' more sa'rscts andfor devices assodated with tie ICE 110. The ECU 450 may receive input snals ftxi'i varbs sensors cnnfgured to generate the strials in ptpartion to various phytal pamess assodated with the ICE 110. The semas indtde, bit are not limited to, a mass airflow and tawsatire sersor' 340, a manifold pessue and temjxtatue sensor 350, a cmboslion ressure sensor 360, coolant and oil temperature and level sensors 380, a ki& rail pessute sensor 400, a cam position sensor 410, aaank position sensor 420, exhaust pessue and ternpecahire sensors 430, an EGR temperature sensor 440, and an aaeleratcx pedal position sensor 445. Furthermore, the ECU 450 may generate output signals to various cxn devices that are armnged to.ntmI the operafion of the ICE 1101 indud, but not bmited to, tie IS biflxs 160, the throttle body 330, the EGR VaK'e 320, the VGT ath.dcc 2J, and the cam phaser 155 Note, dashed lines ate used to indicate commurilcattcn een tie ECU 450 and the various sensors aid devices, bid some are ornitial b-daiity.

Turnirg now to the ECU 4, this apçnahss may indirle a dtal canfr rxocesshg unit (CPLO in rmunicatiai with a rrero'y system, cc data rier 460, and an interface bis. The CPU is configured to exeo.ite irElmdiorls stored as a pogram in the memory system1 and send and receive signals biSi the interface b.s. The memory system may nude various storage types frldLdng optical storage, magnSc storage, sold state storage, and other non-volatile memory. The irdaface bus may be configured to send, receive1 and modulate analog and/or dithl signals tcilfrom the various sensors and corifrol devices. The pograrn may embody the methods disdosed hereh, allowing the CPU to carry out the stepa of suth miods and conttl the ICE 110.

More spadflcaily, Figure 3 sIms a sderatic DIUHtiOn of an Sian passage 510 fri an EGR system ardirg to the inventbn.

In patolar, a portion of the air intake maniteld 200 is repesented wherein a plurality of inlets 520540 & the EGR sØem 300 are pmided.

The various enibodinients of the invention are tioIai1y useflul in case of Mo q,4inders engine, with a 180° aaiicsiaft where the fthng events are not spaced aua bit the fuing events nr at 180° and 540° of The various embcxliniert of the invention also very i6etUI in Mo or three cylinders engines with an unbm firing order, such as for example a Mocyllnder engine with a 360° oatshaft where the firing events are spaced uS In aJIa, in a t-q1iride-1800 owilshaft erigh-ie, one piston rEes as the other IS this iesufts in irregula ignition pu.

In nrtbjIar, cylinder 2 fres 180° after ojiirder art] ojflnder 1 doil fire ain Icr ancdher 540°, oorsdeir the 720° of rotaticn for a bir-roke cycle Q9gure 8).

In Fig. 3 the farthest cylinder from the EGR inlets 520-540 has been indicated oonvenbore' with Cyl 1 and the dcsest q4rderhvn, the EGR hIs 520-540 has teen indilcated with Cyl 2.

In the ernlx,cllment of the invention repesented in Figure 3 the three EGR inlets 520-540 are spaced one andher in ad, a way that an exhaust pise generated by the fuirig of ore of the cylinder is dituted along an airflow in the intake manlfo&J 200, even if it is generated by ai engine 110 that is operated with a non-thfctm flung san.

Expertnents conducted on this tuiple inlet garndry shows good mbdng with irr cftider variation lessthan2%.

Wi-en the tAc cylindes bit ore t the t, a ixilsed flow of exhaust gas 580 is generated and this pulse povides a thipcxary exhaust gas flow that, thanks to the three ins 520-540, is distntut&l abng the ince fine 2(X) into the flake airflow.

Wi-en the intake events flom the bo cylinders ir h rapd sussion, the Slow 590 is mbed with the exhaust gas flow in the urream rbn of the intake IS 200.

In aderto thpove lit mbdng effect, aczcxdirig to an emtxidfrnerl of tie invention, the inIs 520-540 into the intake manifold 20) are configured in sudi a way to &ect the exhaust gas flow 580 counternirTert with respfltheairllow59) in the intake manifold 200.

Figure 4 represents a secnrd emtxx]irnait of an exhaust ssage 515 for an EGR system 3(X) acwding to the in'aition.

In The embodimesi of Figure 4, a pipe &)0 is placed itially with respect to The intake manifold 20), for exam pie in a coadal pot-i with respect to the intake manitJ 200.

Ife pipe 600 s provided with a piuy of passing holes 610 that can be can be ccsifigur&1 in different was to mbtte the effect of changes in engine speed and &ine bad.

in a krenbedfrnent of the invention, represented in FigureS, the passing holes 610 of *e 6(0 are disposed at p ssivetsj higher distanc frcni ore another in the diredion of the exhaust gas fi.

For egm pie the distan L ftni Mo ccnsea±ue passing holes in an upetream posdon of the pipe 6)0 with spect to the e*øust gas tiow is smailer than the d&ai L kin Mo ccrsewWe passing holes in a dwmsteam position along the pipe Y3.

Unaiual spadng of the holes in tie EGR introdudion pipe 6CC may help maWig the s'tn more ithust to va!a xs in engine speed and engine load.

In still another emlxdinieil of tie inveitn, rwesented in Figure 6, the passing holes 610 of pAce 600 have different dhiertors, will the greatest cfnierthrs in a cenU pation of the pipe 6(X) and decreasing dimensiorE at tie Mo sides of tie pipe 600 that depart frmi lie central portioa lit disposition aISs to create an tanthneo.s d5fribjtion of exhaust gas ms flow that is represented schematically by the trëngular shape 700.

In this way, the -frlstantareo1s exhaust gas mass flow appear in the ceitl patii of the pipe art laer exhaust gas mass is odained at the ends of the pipe. This may lead to less serS of engine speed changes.

In general, the passing holes of pipe 600 may also nfigured in such a way to directfre exhaust gas flow intenmwitwth respedto the airflow inft intake mflotl 200.

Figure? is a giapii sdiematicaily representing an exhaust gas mass flow as a function of time due to the embodfrnent of Figure 6. It represents instantaiexis exhaust gas mass overlap deperdirg on engine speed since ft-is ntnton may help in h nonng exhaust gas pulses and make then blow one another wifti frauency fthparderl on erige -art aige bad.

Figure 8 represents a bir strokes cyde of a Mo-cylinders ergire operated with a ron-thSn fring santo iIIustethoperatimsofaieniLtdlmeitofteinvenhion.

The themiod,narit engine cyde in Equre Sis subdñAded in bs stmkes and h cacti of these sfrckes the Siaust gas flow inl area into the intake maMod and a wnesçxintg graph oldie exhaust gas flow as a tindiaioftheler9th Loftintakemantdissthmaprepesergec1 Fn3m top to bottom of Fue 8, CA 1 is fri tie tnce phase and C4 2 in the exhaust phase, being it displad by 180° aarkshat In this phase Cyl 1 ingests a rxikzi of the air mixed with the exhaust gas flow g&eatal by a preceding exhaust gas p.Ase dte to the rapid sucr.ession of firing of the Mo cs4ndets CA 1 and Q,4 2 in the peced engire cyct, hile Cyl 2 is corithLxdhg to the e4iai gas pulse by Its exhaust phase.

[lie to the configuration of tie pipe and of its ssing holes, the exhaust gas flow is dtd abng the length L of the intake manifold as reprented sdeiiatically in Fure 8 and mixes neil with intake at into the inmanifdd200.

In the sutsejent phase, Cyl 1 is in the cximpcessic*i phase aftattie intake phase and Cyl 2 fri the intake phase.

Tbezekye in this phase Cyl 2 ingest another pccton of the air mixed with the exhaust gas flow generated by the peing exhaLS gas pulse.

Then Cyl 1 fires arid Cyl 2 is in the comptession phase tflie intake phase. Therefore in this phase the exhaust gas in the intake man&1d is at its kiwest conifraon.

Finally Cyl 1 is in the exhaust phase ceating a flr Irtion of the e4iaList gas pulse arid Cyl 2 fires.

In all the phases above desad, tie configuration and positions of the passing holes 610 of the pipe 600 allow to hamicrize e4ia gas puLses derfvfr horn the nm-unim operation of the Mo-cylird& engine art achieve a gcxxi mixing with the intake air.

In general, in the various embodiment of the invert, desoibed the inlets of the EGR system 300 do the intake manifold 200 are spaced one another-in such a way that an exhaust pulse generated by the firing of ore of the cylinder is dithited atong an air in the intake manifold 200.

V\hle at least ore exemplary embodiment has been pesented in the begohig &rnmay and detailed desaion, should be apçcethed that a ast number of vactions exist It should aLso be appedated that the exemplary embodkmit oreenpAary entodinients we only examples, and are not blended to limit the scope, applIcability, a-configuratian in any way. Rathe-, tie kiegoiryg summary and thalled desciption will provide those sMI in the at with a convenlent road map tr hiplemenfirg at least one exemplary e diment it beIng understood that vats thanges may be made hi the findicrt aid arrangement of elements desa-Ibed in an exemplary emiment without dertç from the scope as s Ittth in tie appenti daims and their aI &juFvajents.

REFERENCE NUMBERS

100 automc4ive system intema! mbiion engS QCE) engire blcd< c4irde cijirdedead 135rishaft p&on crankshaft ituston diamber lS5caii -l6Ofijelflector fuel rail lBOfuel pump l9Ofiu&san intake manifi*J 2osairinthkeciuct 210 inbkeairt 215 vau'es of the cylirtler 220 e*iaustgas xrt 225 Siau& manibki 230tuithda 240 cmipsor 250 tuthe 260 intawder 270 exhaust sysm 275 exhaust pe 280 exhaust aftertTeatment de*e 290VGTaduator EGR system 310 EGRcxcler 32OEGRvatve 33Thoffle body 340 ms aitw and terperalure sensor 350 manifold pessure and teniatuie sensor 360 ftSbn pressure sensor 380 oIant arc] oil akne and leeeI serscts 400 Let rail pessure sensor 410 ca position sensor 420 cart position sensor 430 exhaust piessure arid tarn atue sensor 445 accelerator pedal position sensor 450 eleditnb nftol un (ECU) 460dane SOOzoneoftts 510515 exhaust passages 520-540 inlets 580 EGR flow 590 afrflow 6ppe 610 passinj Mes S 7EGRmsshape Cyll farfrt cylinder Cy12 dosest cylinder