DE3448130C2 - Vehicle IC engine manifold chamber - Google Patents

Abstract

The inlet manifold assembly (M) is intended for a multi-cylinder i.c. engine with at least one row of in-line cylinders (1). The inlet ducts for the cylinders are connected to individual tubes which extend longitudinally relative to the row and have curved upstream portions projecting beyond one end of the engine, to connect to a manifold chamber. A by-pass tube shorter than the curved upstream portion of the respective tube connects the chamber directly to a downstream portion of that tube. This contains a selectively closable valve (24), these valves being opened at higher engine speed.

Description

The present invention relates to an intake manifold for a V-shaped multi-cylinder internal combustion engine after the preamble of claim 1.

For example, in Japanese Patent Application No. 52-16527 are intake manifolds for V-shaped machines described in which a variety of intake pipes given predetermined lengths that an intake manifold chamber above the valley between the two rows of cylinders hen is provided and that the intake pipes for connection with the individual rows of cylinders from the intake manifold chamber run diagonally downwards. With such a However, the overall height of the machine is determined by the arrangement Distribution chamber enlarged to such an extent that the The hood of the vehicle must be relatively high, which is aerodynamic reasons is not desirable. this leads to at a disadvantage even when the V-shaped machine is on otherwise has a relatively low height.

It is known per se that the operation of a combustion engine through intake pipes leading to each cylinder with a given length, size or shape for a pre  given speed of the machine can be improved. There are still also manifolds with adjustable or under different lengths of the intake pipes to improve the Ma machine operation proposed at more than one speed been. Examples of such intake manifolds are in the U.S. Patents 2,801,620, 2,835,235, 2,894,497, 2,947,294, 3 814 069 and 3 945 349.

From DE-AS 27 50 586 is an intake manifold for Series internal combustion engines are known, in the individual intake manifolds starting from a collector housing in a spiral, with part of their length to both the adjacent wall of the Collector housing as well as parallel and parallel to each other are overlapping each other and with the collector Housing common wall sections in overlapping areas exhibit.

The invention is based on the object, re relatively long intake pipes so that they have little space claim, in particular the height of the combustion Do not enlarge the engine, and differ from one Don't end up stretching too far.

This task is the beginning of a suction manifold mentioned type according to the invention by the features characterizing part of claim 1 solved.

Developments of the invention are ge in dependent claims indicates.

Embodiments of the invention are in the drawings and are shown in following described in more detail.

Show it  

Fig. 1 is a front view in a plane II in Figure 2 of a V-shaped machine in a partially cut representation of a first embodiment of an intake manifold according to the invention.

Fig. 2 is a plan view of the intake manifold;

Fig. 3 is a side view of the intake manifold in the direction of an arrow III in Fig. 2;

Figures 4, 5 and 6 each show a cross section of the intake manifold in planes IV-IV, VV and VI-VI in Figure 2 to show three separate intake pipes.

. Figs. 7 and 8 are respectively a sectional end view of parts of the intake manifold in a plane VII-VII and VIII-VIII in Figure 3;

9 is a partial bottom view of a cylinder head showing a preferred arrangement of valves and a combustion chamber.

Fig. 10 is a front view corresponding to Figure 1 in a plane XI-XI of Figure 11 from a second embodiment of the invention.

Fig. 11 is a view corresponding to Fig 2 of the second embodiment of an intake manifold.

Fig. 12 is a side view of the second embodiment of an intake manifold;

Fig. 13, 14 and 15 each a section of the second imple mentation form in a plane XIV-XIV, XV-XV and XVI-XVI in Fig. 11; and

Fig. 16 is a sectional end view of the second exporting approximate shape of the intake manifold in a plane XVII-XVII in Fig. 11.

The two embodiments of the present invention are related to a V-shaped machine wrote, but it should be noted that the Invention is also applicable to machines of other shapes. In this respect, as components in the two embodiments are identical, the same reference numerals become de ren identification used, only on the first embodiment is referred to. Regarding of components of the two embodiments that are the same well-behaved but not identical, are explained in the tion corresponding to the second embodiment, however Reference numerals increased by 100 to indicate an over visible connection between the two execution shapes to manufacture.  

The internal combustion engines shown in FIGS. 1 and 10 are V-shaped six-cylinder machines, in which three cylinders 1 in the axial direction of a (not shown) crankshaft (ie in the direction perpendicular to the plane of the drawing in FIGS. 1 and 10) in two rows of cylinders C and C 'are arranged in the form of a letter "V". The machine ne can have more or less than three cylinders on each side within the scope of the invention.

Since the two cylinder banks C and C 'are generally symmetrical, the following explanation is limited to the construction of the cylinder bank C on the left in FIGS. 1 and 10. A cylinder head 3 is attached via a seal 4 to the head of a cylinder block 2 , which is provided with a cylinder 1 . A piston 5 is slidably fitted in the cylinder 1 so that a combustion chamber 6 facing the piston 5 is formed at the bottom of the cylinder head 3 .

An upper side 7 of the combustion chamber 6 is formed by two inclined upper sides 7 a and 7 b, which run from a ridge line L to the right and left below, the line L generally running in the direction of the three cylinders 1 ( FIG. 9). The disposed on adjacent to the valley V between the two rows of cylinders C and C 'inclined surface 7a has a pair of Ansaugventilöffnungen 8, while the opposite surface 7b, a pair of exhaust valve openings 9, wherein the openings 8 and 9 in the Open the combustion chamber and are arranged opposite each other with respect to the ridge line L. Said openings 8 and 9 are opened and closed by a pair of intake valves 11 and a pair of exhaust valves 12 , these valves being actuated by a valve actuation mechanism 10 . One of the four valves 11 and 12 surrounded only spark plug 13 is screwed into the cylinder head 3 so that its electrode is opposite the central part of the surface 7 of the combustion chamber 6 Ver. The combustion chamber described above and the valve arrangement are preferred but not part of the invention. It should be noted that other arrangements are possible within the scope of the invention.

The corresponding paired intake valve openings 8 and exhaust valve openings 9 lead to a common suction opening 14 and a common exhaust opening 15 . The intake opening 14 opens into the top of the cylinder head 3 on one side adjacent to the valley V, while the exhaust opening 15 opens into the other side of the cylinder head 3 . According to Fig. 2 form the three suction ports at the left-hand cylinder bank C in order from above, a first, second and third suction aperture 14-1, 14-2 and 14-3, while the three Ansaugöffnun gene of the right-hand cylinder bank C 'in the Sequence from above form a first, second and third suction opening 14-1 ', 14-2 ' and 14-3 '. An intake manifold M for distribution and supply of intake air or a mixture to these intake openings is arranged in the valley V. This intake manifold M is formed according to Fig 2-8 by the following components: a common Ansaugverteilerkammer 16;. first to third suction pipes 17-1 to 17-3 on the left side leading from one side of the plenum 16 to the first to third suction ports 14-1 to 14-3 on the left side; a first bin third branch pipe 18-1 to 18-3 on the left, which lead from the other side of the intake manifold 16 to the individual NEN parts of the first to third intake pipes 17-1 to 17-3 on the left side; a first to third intake pipe 17-1 'to 17-3 ' on the right, which lead from one side of the intake manifold 16 to the first to third intake opening 14-1 'to 14-3 ' and first to third shunt tubes 18-1 'To 18-3 ' on the right side, which lead from the other side of the intake manifold 16 to the individual intermediate parts of the first to third intake pipes 17-1 'to 17-3 ' on the right side.

In order to facilitate manufacture, assembly and maintenance, the intake manifold M is in three parts, ie, a first block B1 arranged in the valley V, a second block B2 arranged on an outside of the valley V and one between the blocks B1 and B2 provided intermediate plate P divided. The first block B1 is provided for adaptation to the left and right cylinder banks C and C 'with an integrally provided on it pair of horizontal mounting flanges 19 and 19 ' which on the cylinder heads 3 and 3 'of the individual cylinder banks C and C' by means several screws 20 and 20 'are attached. At opposite ends of the first and two blocks B1 and B2 connecting flanges 21 and 22 are provided, which are fastened to one another via the intermediate plate P by means of a plurality of screws 23 .

The aforementioned intake manifold 16 is provided in the horizontal direction perpendicular to the camshaft in the second block B2 and basically has the shape of a cylinder which is longer than the maximum width of the valley V. As shown in FIGS. 1, 2 and 4, the first intake pipes 17-1 and 17-1 'which openings to the most distant from the first intake plenum chamber 16 suction 14-1 and 14-1' are lead, in the middle area of the valley V in such a manner to oppositely disposed that they run through the lower part of the first block B1 and the intermediate plate P and then contact from below the distribution chamber 16 upwardly, to open until it into the top of the chamber sixteenth

The first shunt tubes 18-1 and 18-1 'go from intermediate parts of the corresponding first intake pipe 17-1 and 17-1 ' in the first block B1 such that they run above half of this block through the intermediate plate P until they are in the Open distribution chamber 16 . As shown in FIGS. 1, 2 and 6 show the third intake pipes' are arranged in such a way 17-3 and 17-3 of the valley V in the central area opposite to each other, that they extend through the upper portion of the first block B1 and the intermediate plate and P then turn down from above the distribution chamber until they open into the bottom of chamber 16 . The third shunt tubes 18-3 and 18-3 'branch from intermediate parts of the correspond to the third intake pipes 17-3 and 17-3 ' in the first block B1 such that they run below this block through the intermediate plate P until they are in open the manifold chamber 16 . As shown in FIGS. 1, 2 and 5, the second intake pipes are 17-2 and 17-2 'adjacent to the right and left side of the third intake pipes 17-3 and 17-3' are disposed such that they through the upper part of the he most blocks B1 and extending the intermediate plate P and then from above the distribution chamber 16 downwardly whom is open to it in the bottom of the chamber sixteenth The second shunt tubes 18-2 and 18-2 'are inter mediate parts of the corresponding second intake pipes 17-2 and 17-2 ' in the first block B1 such that they run below this block through the intermediate plate P until they are in open the distribution chamber 16 . The effective cross-sectional areas of the intake pipes and the shunt pipes are essentially the same.

The first to third intake pipes 17-1 to 17-3 and 17-1 'to 17-3 ' and the first to third shunt pipes 18-1 to 18-3 and 18-1 'to 18-3 ' are as a whole arranged that they run in the longitudinal direction of the valley V, while the individual intake pipes 17-1 to 17-3 and 17-1 'to 17-3 ' have a very long (first) effective line length from their inlets a1 to a3 and a1 ' to a3 'to their corresponding intake valve openings 8 be to improve the loading capacity by the inertia effect of the intake air at low engine speeds, while the individual shunt tubes 18-1 to 18-3 and 18-1 ' to 18-3 'a relative short (second) effective line length from their inlets b1 to b3 and b1 'to b3' to the corresponding intake valve openings 3 via connections c1 to c3 and c1 'to c3' between the shunt pipes and the intake pipes to the loading capacity by the inertia effect of At to improve suction air during high machine speeds.

As shown in Fig. 1, the intake pipes and the secondary circuit pipes are arranged on the intermediate plate P in the above-described sense. At the top level are the second intake pipe 17-2 on the left side, the third intake pipe 17-3 on the same side, the third intake pipe 17-3 'on the right side and the second intake pipe 17-2 ' on the same page in this order from the left. At the second level, the second shunt tube 18-2 on the left side, the third shunt tube 18-3 on the same side, the third shunt tube 18-3 'on the right side and the second shunt tube 18-2 ' on the the same page in the order listed from the left. At the lowest level is the first intake pipe 17-1 'on the right side.

In the intermediate plate P control valves 24-1 to 24-3 and 24-1 'to 24-3 ' in the form of throttle valves are pivotally mounted to the first to third shunt tubes 18-1 to 18-3 and 18-1 'to 18 -3 ′ to open or close. The four control valves 24-2 , 24-3 , 24-3 'and 24-2 ' on the upper level are supported on a long first valve shaft 25-1 , while the two control valves 24-1 and 24-1 'on the lower Level are held on a shorter second valve shaft 25-2 . These two valve shafts 25-1 and 25-2 have operating levers 26-1 and 26-2 at their outer ends. These actuating levers 26-1 and 26-2 are connected to one another via a connection 27 and to an actuating device 28 which responds at a predetermined high speed of the machine. Due to the configuration described so far, it is possible to arrange the plurality of control valves in a summarized manner without interference with the intake pipes, which simplifies the control mechanism for opening and closing the control valves and also makes it possible to form the intermediate plate and the control valves as an arrangement, which improves assembly as a whole.

A large number of devices, for example a vacuum-working or an electromagnetic device, can be used as the actuating device 28 . In the case of a device working with vacuum, this should be designed such that the aforementioned control valves are closed by the loading vacuum of the machine and are opened by the force of a spring.

The six intake pipes 17-1 to 17-3 and 17-1 'to 17-3 ' are arranged along the intake manifold chamber 16 and distributed around it, being coupled together so that they have common partitions. The arrangement in block B2 from left to right in Fig. 2 is in the order of the second intake pipe 17-2 on the left side, the third intake pipe 17-3 , the first intake pipe 17-1 , the first intake pipe 17-1 ', the third intake pipe 17-3 'and the second intake pipe 17-2 ' made on the right side.

As Fig. 8 shows, the Ansaugverteilerkammer is defined by a corrugated inner circumferential wall 29 16 that surrounds the above-mentioned, the chamber 16 at the six suction pipes is distributed, wherein a closed end wall 30 closing one end of the inner circumferential wall 29.

Since the Ansaugverteilerkammer 16 circumferential wall of the corrugated inner is defined 29, which opens into the chamber 16 inlets are provided a1 to a3 and a1 'to a3' an individual intake pipes by an adjacent bulge de wall 29 a with air horns, whereby the suction resistance is reduced. The distribution chamber 16 therefore need not be specially provided with air horns.

The other end of the intake manifold chamber 16 is open at an inlet 16 a, around which a mounting surface 31 is provided. On this mounting surface 31 , a mounting flange 33 of a throttle valve cylinder 32 is fastened by means of screws 34 . This throttle valve cylinder 32 is seen with a primary and a secondary intake pipe 35-1 and 35-2 ver, which together lead into the distribution chamber 16 . The primary intake pipe 35-1 has a primary throttle valve 36-1 , while the secondary intake pipe 35-2 has a secondary throttle valve 36-2 . An air filter 37 (shown schematically in Fig. 2) is provided in the inlet of the throttle valve cylinder 32 .

As shown in FIGS. 1 and 2 show, the mounting flanges 19 and 19 'of the first block B1 of the intake manifold M with fuel injection nozzles 38-1 to 38-3 and 38-1' to 38-3 'for injecting fuel into the individual suction ports 14-1 to 14-3 and 14-1 'to 14-3 '. The function of the first exemplary embodiment is described below. At low engine speeds, the actuator 28 is ineffective, so that the control valves 24-1 to 24-3 and 24-1 'to 24-3 ' are closed, whereby all shunt pipes 18-1 to 18-3 and 18-1 ' to 18-3 'are blocked. Due to this, air that is cleaned by the air filter 37 and sucked into the primary intake pipe 35-1 (and the secondary intake pipe 35-2 ) with the suction stroke of the engine flows with one through the primary throttle valve 36-1 (and Secondary throttle valve 36-2 ) regulated rate in the intake manifold 16 from which it is distributed in the six suction pipes 17-1 to 17-3 and 17-1 'to 17-3 ' until it through the suction openings 14-1 to 14-3 and 14-1 'to 14-3 ' is sucked into the corresponding cylinder 1 . Through the fuel injection nozzles 38-1 to 38-3 and 38-1 'to 38-3 ', fuel is injected into the intake openings 14-1 to 14-3 and 14-1 'to 14-3 ', so that the individual cylinders 1 Fuel is supplied along with air.

The effective line length from the inlets a1 to a3 and a1 'to a3' of the individual intake pipes up to the corresponding intake valve openings 8 is selected to be relatively large, so that the loading capacity is sufficiently improved by the inertia effect of the intake air at low engine speeds, thereby making a satisfactory operation at low machine speeds is guaranteed.

Although the individual intake pipes 17-1 to 17-3 and 17-1 'to 17-3 ' have relatively large effective line lengths, their arrangement in the longitudinal direction of the valley V and their distribution around the intake manifold chamber 16 are selected so that the intake manifold M as The whole is relatively compact, whereby its protrusion from the valley V between the two cylinder rows C and C 'is reduced beyond the end of the machine.

If the machine works in the high speed range with a given speed, the actuating device 28 opens the control valves 24-1 to 24-3 and 24-1 'to 24-3 ', whereby all shunt tubes 18-1 to 18-3 and 18-1 'to 18-3 ' can be opened. During the suction stroke of the machine, the air present in the intake manifold is therefore not only in the six intake pipes 17-1 to 17-3 and 17-1 'to 17-3 ' but also in the six auxiliary pipes 18-1 to 18- 3 and 18-1 'to 18-3 ' distributed so that the air flowing through the shunt pipes mixes in the middle of the corresponding intake pipes with the air flowing through these pipes. The air then flows through the same tubes as in the low speed range until it is sucked into the individual cylinders 1 together with the fuel injected through the nozzles 38-1 to 38-3 and 38-1 'to 38-3 '.

If the shunt tubes 18-1 to 18-3 and 18-1 'to 18-3 ' are open to the ducting of air, they become dominant with regard to the length of the suction line on the flow front side, since they have shorter line lengths and correspondingly smaller suction resistances compared to the intake pipes in the direction of flow before the connections c1 to c3 and c1 'to c3' with the intake pipes. The effective line lengths of the intake pipes 17-1 to 17-3 and 17-1 'to 17-3 ' are therefore shortened to the line lengths of the inlets b1 to b3 and b1 'to b3' of the shunt pipes to the corresponding intake valve openings 8 . As has already been explained, the effective line lengths are chosen so that their values improve the loading capacity due to the inertia effect of the intake air at high speeds of the machine, whereby the machine works satisfactorily at high speeds.

With the intake manifold according to the invention is also a Carburetor system can be used as a fuel supply system.  

In this case, the throttle valve cylinder 32 is replaced by a carburetor, the fuel injectors 38-1 to 38-3 and 38-1 'to 38-3 ' being omitted.

In the embodiment shown in FIGS . 10-16, all operating components of the machine and the suction manifold correspond to those of the first embodiment, so that they will not be described again. The only differences in the second embodiment concern the size and shape of the suction pipes 117 and the shunt pipes 118 . In both embodiments, the low-speed intake pipes 17 and 117 extend from the bend around the plenum 16 and 116 in the same shape to the six intake ports 14 . In the second embodiment, however, the number provided for large rotational shunt tube 118 from the distributor chamber 16 straight to the intake opening 14 , while the intake tube 117 provided for low rotational speeds ge from the interface or the connection c branches in the flow direction behind the shunt 118 . This leads to a higher flow rate to improve the intake air loading capacity when operating at high engine speeds. In addition, the front parts of the intake pipes 117-1 to 117-3 and 117-1 'to 117-3 ' in the flow direction have a smaller diameter than the shunt pipes 118 . This makes a maximum achievable diameter without enlargement of the intake manifold possible for the tubes running from the chamber 116 to the intake openings 14 for high-speed operation, the tubes 117 for operating at low speeds having a slightly higher speed than in the tubes 17 of the first embodiment is present, whereby the air loading capacity is improved.

In the second embodiment, the inlet ends 1 b of the shunt pipes 118 are arranged precisely in the chamber 116 in order to ensure an optimal length of the shunt pipes for high speeds from the chamber 116 to the corresponding suction openings 14 . As shown in FIGS. 13, 14 and 15, protrude beyond the inlet ends 1 1 and b3 b3 'of the tubes 118-3 and 118-3' which (next) to the first suction ports 14-3 and 14-3 'lead to a considerable distance into the distributor chamber 116 , whereby a longer pipe length is realized in a shorter overall length of the distributor. Accordingly, the inlet ends 1 b2 and 1 b2 'lead to the chamber 116 over a shorter distance, while the inlet ends 1 b1 and 1 b1' do not lead into the chamber 116 , as a result of which the effective tube lengths for all 6 cylinders are the same and essentially the same of the pipe lengths of the first embodiment are, although the total length of the intake manifold M is smaller.

In the illustrated and described embodiments of the Invention has a suction manifold several with inlet openings connected independent intake pipes, which to the cylinders of two rows of cylinders so that they in a valley defined by the rows of cylinders open and ver along the axis of the crankshaft ver to run. An intake manifold located opposite the valley chamber has openings for the introduction of each Intake pipes. The valley between the two rows of cylinders can therefore be used to adapt to multiple intake pipes with ge desired lengths can be used effectively, with a suction distribution chamber with the desired volume is guaranteed, which is not limited to the dimensions of the valley. In order to can set the suction properties of the machine freely will. In addition, the intake pipes and the An Suction distributor chamber without significantly increasing the ge contribute to the compact construction of the machine. For two separate intake pipes are provided for each cylinder,  being a valve as a function of engine speed is done to the intake air at small machine rotation number in a relatively long way, which leads to the Inertia charging effect is improved. At higher speeds will, on the other hand, shorten to optimize machine operation re pipes open.

Claims (5)

1. Intake manifold for a V-shaped multi-cylinder internal combustion engine, in which a pair of cylinder rows (C, C ') with a plurality of cylinders ( 1 ) is arranged in a V-shape in the axial direction of a crankshaft, with a plurality of mutually independent intake pipes ( 17 -1 , 17-2 , 17-3 ; 17-1 ', 17-2 ', 17-3 '), which lead to the cylinders ( 1 ) of the individual cylinders (C, C') and with their intake openings ( 8 ) are connected that they are arranged in a row between the two cylinders (C, C ') defined valley (V) adjacent to each other and extend from this valley (V) along the crank shaft axis to the outside, and with one Distribution chamber ( 16 ), which is arranged at one end of the machine adjacent to the valley (V) and openings (a1, a2, a3, a1 ', a2', a3 ') for the individual intake pipes ( 17-1 , 17-2 , 17-3 ; 17-1 ′, 17-2 ′, 17-3 ′), characterized in that the openings (a1, a2, a3; a1 ′, a2 ′, a3 ′) the distributor chamber ( 16 ) each with a single intake pipe ( 17-1 , 17-2 , 17-3 ; 17-1 ', 17-2 ', 17-3 ') and that the intake pipes ( 17-1 , 17-2 , 17-3 ; 17-1 ', 17-2 ', 17-3 ') outside the end of the machine around an axis extending transversely outside the end of the machine to form the distribution chamber ( 16 ) are curved through a space enclosed by them. 2. Intake manifold according to claim 1, characterized by a plurality of the intake manifold ( 16 ) and the intake pipes ( 17-1 to 17-3 ; 17-1 'to 17-3 ') provided in the flow direction behind the openings bypass pipes ( 18-1 , 18-1 ′; 18-2 , 18-2 ′; 18-3 , 18-3 ′) with control valves ( 24-1 , 24-1 ′; 24-2 , 24-2 ′; 24-3 , 24- 3 ') for opening and closing the shunt tubes and with an actuator ( 28 ) connected to the control valves for opening the control valves as a function of a predetermined high speed of the machine. 3. Intake manifold according to claim 1 or 2, characterized by a division in a valley arranged in the first block (B1), an outside of the valley arranged second block (B2) and between the blocks (B1, B2) provided plate (P) , with the intake pipes ( 17-1 to 17-3 ; 17-1 'to 17-3 ') and the shunt pipes ( 18-1 , 18-1 '; 18-2 , 18-2 '; 18-3 , 18th -3 ′) extend through the first block (B1) and the intermediate plate (P) and the control valves ( 24-1 , 24-1 ′; 24-2 , 24-2 ′; 24-3 , 24-3 ′) are mounted in the intermediate plate (P) and the distribution chamber ( 16 ) is formed in the second block (B2). 4. Intake manifold according to one of claims 1 to 3, characterized in that the through the intermediate plate (P) running intake pipes ( 17-1 to 17-3 ; 17-1 'to 17-3 ') in at least one upper level, a middle level and a lower level are arranged so that the shunt pipes ( 18-1 , 18-1 '; 18-2 , 18-2 '; 18-3 , 18-3 ') running through the intermediate plate (P) in the middle Level is arranged and that the control valves ( 24-1 , 24-1 '; 24-2 , 24-2 '; 24-3 , 24-3 ') are held on valve axles, which can be pivoted on the only by the shunt pipes extending intermediate plate are attached. 5. Intake manifold according to one of claims 1 to 4, characterized in that the intake pipes for the two cylinders are rows (C, C '), which lead to the most distant intake openings of the intake manifold chamber ( 16 ), are shaped such that they run in the lower part of the first block (B1) through the intermediate plate (P) and then in the second block (B2) from below the central part of the intake manifold chamber ( 16 ) that the bypass pipes connected to the intermediate parts of the intake pipes above the intake pipes are arranged and run through the intermediate plate (P) into the intake manifold chamber ( 16 ) such that the intake pipes of the two rows of cylinders (C, C '), which lead to the intake openings closest to the intake manifold chamber ( 16 ), are designed in such a way that they are in the upper part of the first block (B1) through the intermediate plate (P) and then in the second block (B2) from above the two end regions of the suction distribution chamber ( 16 ) run downward and that the bypass pipes connected to the intermediate parts of these intake pipes are arranged below the intake pipes and run through the intermediate plate (P) into the intake distribution chamber ( 16 ).