GB2386158A - Intake system for internal combustion engine - Google Patents

Intake system for internal combustion engine Download PDF

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Publication number
GB2386158A
GB2386158A GB0305174A GB0305174A GB2386158A GB 2386158 A GB2386158 A GB 2386158A GB 0305174 A GB0305174 A GB 0305174A GB 0305174 A GB0305174 A GB 0305174A GB 2386158 A GB2386158 A GB 2386158A
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GB
United Kingdom
Prior art keywords
air
intake
opening
gas
intake air
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.)
Granted
Application number
GB0305174A
Other versions
GB2386158B (en
GB0305174D0 (en
Inventor
Masao Ino
Toshio Hayashi
Tetsuji Yamanaka
Takashi Chaya
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
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Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Publication of GB0305174D0 publication Critical patent/GB0305174D0/en
Publication of GB2386158A publication Critical patent/GB2386158A/en
Application granted granted Critical
Publication of GB2386158B publication Critical patent/GB2386158B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10019—Means upstream of the fuel injection system, carburettor or plenum chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10032—Plenum chambers specially shaped or arranged connecting duct between carburettor or air inlet duct and the plenum chamber; specially positioned carburettors or throttle bodies with respect to the plenum chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10052—Plenum chambers special shapes or arrangements of plenum chambers; Constructional details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10098—Straight ducts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/1045—Intake manifolds characterised by the charge distribution between the cylinders/combustion chambers or its homogenisation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/112—Intake manifolds for engines with cylinders all in one line

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Characterised By The Charging Evacuation (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

An opening 5 for connecting an air connector 2 and a surge tank 3 is provided such that a centre point of the opening 5 is equidistant from the centres of the two farthermost intake ports 6a. The air connector 2, the surge tank 3, and the opening 5 are arranged so that the major flow direction of the intake air flowing in the air connector 2 is different by a predetermined angle from the major flow direction of the intake air entering the surge tank 3 through the opening 5. A gas introduction portion 4 (eg for EGR gases, blow-by gases or fuel vapour) is located on the air connector 2 upstream of the opening 5 and further from the throttle valve 1 than the opening 5. Gas is discharged from the gas introduction portion 4 in a direction B opposite to the flow direction A of the intake air in the air connector 2 so that the introduced gas tends not to stick to the throttle valve 1, reducing the probability of throttle valve failure. The mixing efficiency of the intake air with the introduced gas is enhanced before the mixture enters the surge tank 3 and, hence, the air-fuel ratio of the mixture fed to the independent ports 6 becomes even.

Description

<Desc/Clms Page number 1>
INTAKE SYSTEM FOR INTERNAL COMBUSTION ENGINE The present invention relates to an intake system for an internal combustion engine and, in particular, it relates to a technology for mixing a tobe-mixed gas (EGR gas, blow-by gas, fuel evaporative gas, etc. ) with intake air.
The prior art to mix a to-be-mixed gas with intake air will be discussed below.
In a conventional intake system for an internal combustion engine, an air connector is provided to introduce intake air from a throttle valve to a surge tank. A gas introduction portion to mix the to-be-mixed gas in the intake air is provided directly below the throttle valve so as to enhance the mixing efficiency with the intake air which has passed the throttle valve.
The to-be-mixed gas greatly influences the airfuel ratio and, hence, it is necessary to distribute the to-be-mixed gas uniformly to each cylinder of the internal combustion engine. If a failure in uniform distribution takes place, the air-fuel ratio in each cylinder is not identical, and the combustion in each cylinder becomes unstable, thus leading to drawbacks such as rough idling.
To prevent this, the gas introduction portion is provided directly below the throttle valve to enhance the mixing efficiency of the to-be-mixed gas with the intake air as mentioned above. However, a phenomenon occurs in which the to-be-mixed gas components stick to the throttle valve. If an oil or carbon component contained in the stuck to-be-mixed gas is solidified, there is a possibility that the throttle valve will not operate properly.
<Desc/Clms Page number 2>
It is an object of the present invention to eliminate the drawbacks of the prior art mentioned above by providing an intake system for an internal combustion engine, in which to-be-mixed gas components do not stick to a throttle valve to thereby prevent the air-fuel ratio in each cylinder from becoming uneven.
According to a first embodiment of the present invention, as an opening for connecting an air connector and a distributing portion is provided such that a center point of the opening is spaced substantially at an equal distance from center points of two farthermost intake ports, among those of the independent ports, the to-bemixed gas is uniformly distributed in the distributing portion, so that the richness distribution of the to-bemixed gas in each intake pipe is identical.
Furthermore, as the air connector, the distributing portion, and the opening are arranged so that the major flow direction of the intake air flowing in the air connector is different by a predetermined angle from the major flow direction of the intake air entering the distributing portion through the opening, rotational force is produced in the intake air when the flow direction of the intake air flows into the distributing portion from the air connector is changed, so that the stirring of the mixture of the intake air with the to-bemixed gas can be enhanced.
As the gas introduction portion is located on the upstream side of the air connector with respect to the opening of the air connector in terms of the flow direction of the intake air and is spaced from the throttle valve at a distance longer than a distance from the center point of the opening, and as the to-be-mixed gas is discharged from the gas introduction portion in a direction opposite to the flow direction of the intake air in the air connector, the to-be-mixed gas is discharged into the intake air whose stirring effect has
<Desc/Clms Page number 3>
been enhanced due to the produced rotational force in a direction opposite to the flow direction of the intake air and, hence, the stirring effect can be remarkably enhanced.
Namely, according to the first embodiment of the invention, the stirring and distribution of the to-bemixed gas can be effectively carried out even in a short passage length of the mixture of the intake air and the to-be-mixed gas. Moreover, as the gas mixing port is spaced from the throttle valve at a predetermined distance, the throttle valve tends not to be contaminated by the to-be-mixed gas.
According to a second embodiment of the present invention, the opening is formed substantially at a center of a surge tank. Consequently, the opening can be located in a position spaced from the intake ports substantially at equal distance.
Namely, with the arrangement in which the opening is provided substantially at the center of the surge tank, the mixture of the intake air and the to-be-mixed gas can be substantially uniformly distributed to the independent ports.
According to a third embodiment of the present invention, as the gas introduction portion is provided on the side of the air connector opposite to the opening with respect to the center of the air connector in the flow direction of the intake air, mixing efficiency of the intake air and the to-be-mixed gas can be enhanced in the air connector.
Namely, the mixing efficiency of the intake air and the to-be-mixed gas can be enhanced before the mixture enters the distributing portion (including the surge tank). As a result, the mixture in which the intake air and the to-be-mixed gas are highly mixed can be fed to the surge tank and, thus, it is possible to prevent the air-fuel ratio in each cylinder from becoming uneven.
The present invention may be more fully understood
<Desc/Clms Page number 4>
from the description of preferred embodiments of the invention set forth below, together with the accompanying drawings.
In the drawings: Figure 1 is a schematic view of an intake system for an internal combustion engine according to an embodiment of the present invention; Figures 2A and 2B schematically show concentration distributions of a to-be-mixed gas in the prior art and in an embodiment of the present invention, respectively; and Figures 3A and 3B schematically show the positions and the corresponding air-fuel ratios of a gas introduction portion, in an embodiment of the present invention.
An embodiment of the present invention and a modified embodiment thereof will be discussed below.
Figs. 1 through 3 (3A, 3B) show an intake system for an internal combustion engine. Due to the synergistic effect of the above-mentioned points (a) through (c), the stirring and distribution of the to-be-mixed gas can be effectively carried out even in a short passage length of the mixture of the intake air and the to-be-mixed gas.
Moreover, as the gas mixing port is spaced from the throttle valve at a predetermined distance, the throttle valve tends not to be contaminated by the to-be-mixed gas. The main components thereof will be described below with reference to Fig. 1.
The intake system for an internal combustion engine in this embodiment distributes and supplies intake air into each cylinder of a four-cylinder engine. The intake system is comprised of a throttle valve 1, an air connector 2, a surge tank 3, and a gas introduction portion 4 for mixing a to-be-mixed gas with intake air.
The to-be mixed gas generally refers to a gas other
<Desc/Clms Page number 5>
than the fuel, to be mixed in the intake air, such as an EGR gas, a blow-by gas, or a fuel evaporative gas. The EGR gas is a gas for recirculating the exhaust gas and is a part of the exhaust gas. The blow-by gas is a gas leaking from a space between a piston and a cylinder into a crankcase or into a cam cover. The fuel evaporative gas is a gas evaporated from the fuel tank and adsorbed by a canister.
The throttle valve 1, which is per se known, is used to control the area of the intake passage (valve opening degree) to thereby vary the amount of intake air introduced into each cylinder of the engine.
The air connector 2 defines a tubular air passage connecting the throttle valve 1 and the surge tank 3.
The surge tank 3, which is per se known, is in the form of a container to adjust the intake pulsation and distribute the intake air into a plurality of independent ports.
The gas introduction portion 4 is connected to the air connector 2 to discharge the to-be-mixed gas into the intake passage due to a negative pressure of the intake air produced on the intake side of the engine.
Note that in the case that the to-be-mixed gas is an EGR gas, the gas introduction portion 4 supplies a part of the exhaust gas of the engine to the intake side. To this end, the gas introduction portion 4 is connected to an EGR valve through a pipe (not shown). In the case that the to-be-mixed gas is a blow-by gas, the gas introduction portion 4 feeds the gas in the cam cover or crankcase to the intake side. To this end, the gas introduction portion 4 is connected to the cam cover or crankcase through a pipe (not shown). If the to-be-mixed gas is a fuel evaporative gas, the gas introduction portion 4 is connected to a canister through a pipe (not shown) to feed the gas contained in the canister to the intake side.
In an intake system for an internal combustion
<Desc/Clms Page number 6>
engine in the illustrated embodiment, the following five means are provided to eliminate the drawback that the tobe-mixed gas discharged from the gas introduction portion 4 sticks to the throttle valve 1 and to enhance the mixing efficiency of the to-be-mixed gas with the intake air to thereby prevent the air-fuel ratio in each cylinder from becoming uneven.
(1) A connecting opening 5 which connects the air connector 2 and the surge tank 3 is provided substantially at the center portion of the surge tank 3.
With this arrangement, the central point of the connecting opening 5 is located at a position which is spaced substantially at an equal distance from the center points of two farthermost intake ports 6a, among intake ports 6a of a plurality of independent ports 6.
Consequently, the mixed air (mixture of the intake air and the to-be-mixed gas) is substantially uniformly distributed to the independent ports 6.
(2) The gas introduction portion 4 is provided on the upstream side of the connecting opening 5 of the air connector 2 in terms of the flow of the intake air and is spaced from the throttle valve 1 at a distance longer than a distance from the center point of the connecting opening 5, as shown in Fig. 1. with this arrangement, the to-be-mixed gas introduced into the air connector 2 tends not to stick to the throttle valve 1.
(3) As can be seen in Fig. 1, the gas introduction portion 4 is oriented so that the to-be-mixed gas is discharged in a direction (indicated by an arrow B) against the flow direction of the intake air (indicated by an arrow A) in the air connector 2. With this structure, the intake air flowing in the air connector 2 and the to-be-mixed gas can be effectively mixed, thus leading to an enhanced mixing efficiency.
(4) The air connector 2, the surge tank (distributing portion) 3 and the connecting opening 5 are arranged so that the major flow direction of the intake
<Desc/Clms Page number 7>
air in the air connector 2 is different by a predetermined angle from the major flow direction of the to-be-mixed gas fed into the surge tank through the connecting opening 5. With this arrangement, when the direction of the intake air which is introduced into the surge tank from the air connector 2 is changed, a rotational force is produced in the intake air so that the mixture of the intake air and the to-be-mixed gas can be effectively stirred.
(5) The gas introduction portion 4 opens into the internal area of the air connector 2 on the side thereof (indicated by arrows in Fig. 3B) opposite to the connecting opening 5 with respect to the center (indicated at a dotted and dashed line a in Figs. 2A, 2B, 3A, 3B) of the air connector 2 in the intake air flow direction. Namely, the gas introduction portion 4 is located on the internal area side of the air connector 2 remote from the connecting opening 5 with respect to the center line a. Consequently, the mixture of the intake air and the to-be-mixed gas, colliding with each other in opposite directions flows in a predetermined length of passage extending from the position in which the collision occurs to the connecting opening 5 through the center a of the air connector 2.
When the mixture passes in the passage having the predetermined length toward the connecting opening 5, the mixing of the mixture is promoted. Thus, the gas introduction portion 4 constructed as above contributes to enhancement of the mixing efficiency of the intake air with the to-be-mixed gas in the air connector 2.
Namely, the mixing efficiency of the intake air with the to-be-mixed gas is enhanced before the mixture enters the surge tank 3. Consequently, it is possible to prevent the richness distribution of the to-be-mixed gas in the surge tank 3 from becoming uneven. As a result, the highly mixed air can be distributed and supplied to
<Desc/Clms Page number 8>
the independent ports 6.
The feature (5) of the invention mentioned above will be discussed below with reference to Figs. 2 and 3.
If the gas introduction portion 4 is located in the vicinity of the connecting opening 5 and on the side adjacent to the connecting opening 5 with respect to the center a, as shown in Fig. 2A, the to-be-mixed gas discharged from the gas introduction portion 4 enters the surge tank 3 without being sufficiently mixed with the intake air in the air connector 2. Consequently, a nonuniform richness distribution of the to-be-mixed gas in the surge tank 3 occurs. As a result, the amount of the to-be-mixed gas introduced in each cylinder is not identical, thus leading to rough idling, etc. Note that in Fig. 2A, the numerals shown below each port 6 represent the mixing ratio of the to-be-mixed gas sucked into each cylinder.
If the gas introduction portion 4 is located in the vicinity of the connecting opening 5 and on the side (Fig. 3A) remote from the connecting opening 5 with respect to the center a, as shown in Fig. 2B, the to-bemixed gas discharged from the gas introduction portion 4 is effectively mixed with the intake air in the air connector 2. Thus, it is possible to prevent an occurrence of an uneven richness distribution of the tobe-mixed gas in the surge tank 3. Accordingly, the amount of the to-be-mixed gas sucked into each cylinder is substantially identical and, thus, the air-fuel ratio of each cylinder is constant. Consequently, the engine operates stably.
Note that the numerals indicated below each port 6 in Fig. 2B represent the mixing ratio of the to-be-mixed gas sucked in each cylinder.
Different arrangements A through I of the gas introduction portion 4, provided that it is located in the vicinity of the connecting opening 5, is shown in
<Desc/Clms Page number 9>
Fig. 3A. The air-fuel ratio difference (0) of all the cylinders of the engine was measured for the respective arrangements and the measured values are shown in Fig.
3B.
As can be seen from the measurement result shown in Fig. 3B, the air fuel ratio difference is increased if the gas introduction portion 4 is located closer to the connecting opening 5 than the center a (A through C in Fig. 3A). Conversely, if the gas introduction portion 4 is located on the side remote from the connecting opening 5 with respect to the center a (D through I in Fig. 3A), the air-fuel ratio difference is small.
The effects of the present invention are as follows.
(a) Since the connecting opening which connects the air connector and the surge tank is located at a position in which the center of the opening is spaced at an equal distance from the center points of the two farthermost intake ports, among those of the plural independent ports, the mixed gas is uniformly distributed in the surge tank, so that the amount of the to-be mixed gas is identical in each cylinder.
(b) Since the air connector, the surge tank (distributing portion) and the connecting opening are arranged so that the major flow direction of the intake air in the air connector is different by a predetermined angle from the major flow direction of the intake air fed into the distributing portion through the connecting opening, rotational force is produced in the intake air when the direction of the intake air which is introduced into the distributing portion from the air connector 2 is changed, so that the mixture of the intake air and the to-be-mixed gas can be effectively stirred.
(c) Since the gas introduction portion is provided on the upstream side of the connecting opening of the air connector in terms of the flow of the intake air and is spaced from the throttle valve at a distance longer than
<Desc/Clms Page number 10>
a distance from the center point of the connecting opening and the gas introduction portion is oriented so that the to-be-mixed gas is discharged in a direction opposite to the flow direction of the intake air in the air connector, a rotational force is produced in the intake air and the to-be-mixed gas is mixed in the intake air whose stirring effect has been enhanced due to the produced rotational force, in the direction opposite to the flow direction of the intake air, whereby the stirring effect is extremely enhanced.
Due to the synergistic effect of the above-mentioned points (a) through (c), the stirring and distribution of the to-be-mixed gas can be effectively carried out even in a short passage length of the mixture of the intake air and the to-be-mixed gas. Moreover, as the gas mixing port is spaced from the throttle valve at a predetermined distance, the throttle valve tends not to be contaminated by the to-be-mixed gas.
Although the surge tank 3 is used as the distributing portion in the above-mentioned embodiment, the surge tank 3 can be replaced with an intake manifold.
Although the above mentioned embodiment has been applied to a four-cylinder engine, the present invention can be applied to an engine having a number of cylinders other than four.
While the invention has been described by reference to specific embodiments chosen for purposes of illustration, it should be apparent that numerous modifications could be made thereto by those skilled in the art without departing from the basic concept and scope of the invention.

Claims (4)

  1. CLAIMS 1. An intake system for an internal combustion engine, comprising; a throttle valve for varying the amount of intake air, a distributing portion for distributing the intake air into a plurality of independent ports through which the intake air is independently introduced in each cylinder of the internal combustion engine, an air connector which connects the throttle valve to the distributing portion, and a gas introduction portion for mixing a to-be-mixed gas, such as an EGR gas, a blow-by gas or a fuel evaporative gas, in the intake air, wherein an opening for connecting said air connector and said distributing portion is provided such that a center point of the opening is spaced substantially at an equal distance from center points of two farthermost intake ports, among those of the independent ports; said air connector, said distributing portion, and said opening are arranged so that the major flow direction of the intake air flowing in the air connector is different by a predetermined angle from the major flow direction of the to-be-mixed gas entering the distributing portion through the opening; said gas introduction portion is located on the upstream side of the air connector with respect to the opening of the air connector in terms of the flow direction of the intake air and is spaced from the throttle valve at a distance larger than a distance from the center point of the opening, wherein the to-be-mixed gas is discharged from the gas introduction portion in a direction opposite to the flow direction of the intake air in the air connector.
  2. 2. An intake system for an internal combustion engine according to claim 1, wherein said distributing
    <Desc/Clms Page number 12>
    portion is a surge tank for adjusting an intake pulsation and the opening is formed substantially at the center of the surge tank.
  3. 3. An intake system for an internal combustion engine according to claim 1, wherein said gas introduction portion is provided on the side of the air connector opposite to the opening with respect to a center of the air connector in the flow direction of the intake air.
  4. 4. An intake system for an internal combustion engine substantially as described herein or with reference to the drawings hereof.
GB0305174A 2002-03-07 2003-03-06 Intake system for internal combustion engine Expired - Fee Related GB2386158B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2002062363A JP2003262164A (en) 2002-03-07 2002-03-07 Air intake device for internal combustion engine

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Publication Number Publication Date
GB0305174D0 GB0305174D0 (en) 2003-04-09
GB2386158A true GB2386158A (en) 2003-09-10
GB2386158B GB2386158B (en) 2005-07-06

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GB (1) GB2386158B (en)

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WO2008070895A1 (en) * 2006-12-13 2008-06-19 Geoffrey Russell Turner Engine manifold and fuel delivery system
FR2927957A1 (en) * 2008-02-21 2009-08-28 Mark Iv Systemes Moteurs Soc P Inlet distributor for air inlet system of internal combustion engine of motor vehicle, has injection device for injecting counter-current exhaust gas in flow entering opening, and nozzle tip terminated at its free end by flat end portion
US7603993B2 (en) 2007-02-01 2009-10-20 Denso Corporation Intake module
WO2011120932A1 (en) * 2010-03-31 2011-10-06 Valeo Systemes Thermiques Gas distribution manifold in the cylinder head of an engine, with the recirculated exhaust gas mixture in a counter-flow to the admission gases
WO2012130514A1 (en) * 2011-03-31 2012-10-04 Valeo Systemes Thermiques Intake gas distribution box for use in an engine, in particular a motor vehicle engine, and gas supply module comprising said box
WO2014107126A1 (en) * 2013-01-04 2014-07-10 Scania Cv Ab Arrangement for recirculation of exhausts at an internal combustion engine
CN104389704A (en) * 2014-11-10 2015-03-04 天津大学 Visualized internal combustion engine air passage device
WO2015090520A1 (en) * 2013-12-19 2015-06-25 Daimler Ag Charged internal combustion engine
WO2016012129A1 (en) * 2014-07-24 2016-01-28 Mahle International Gmbh Intake module having integrated exhaust gas recirculation for an internal combustion engine
GB2560743A (en) * 2017-03-23 2018-09-26 Jaguar Land Rover Ltd Intake manifold
WO2019233669A1 (en) * 2018-06-08 2019-12-12 Renault S.A.S Intake manifold for heat engine with optimized recirculated gas mixing device

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JP4837646B2 (en) 2007-10-05 2011-12-14 株式会社ケーヒン Engine intake manifold
JP6024321B2 (en) * 2012-09-12 2016-11-16 三菱自動車エンジニアリング株式会社 Exhaust gas recirculation device
US9004047B2 (en) * 2013-03-27 2015-04-14 GM Global Technology Operations LLC Engine assembly having a baffle in the intake manifold
JP6429320B2 (en) * 2015-01-09 2018-11-28 株式会社Ｓｕｂａｒｕ Gas reflux device

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WO2008070895A1 (en) * 2006-12-13 2008-06-19 Geoffrey Russell Turner Engine manifold and fuel delivery system
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