JP2019127824A - Intake manifold of internal combustion engine - Google Patents

Abstract

To improve fuel economy performance.SOLUTION: An inkjet manifold of an internal combustion engine having a first intake port 11 and a second intake port 12 introducing intake air into a cylinder C comprises: first intake pipe conduits 20, 30 introducing intake air into the first intake port 11; second intake pipe conduits 20, 40 introducing intake air into the second intake port 12; and injectors 51, 52, 53 and 54 which are provided in the second intake pipe conduit 40, and inject fuel. An exhaust recirculation flow passage 95 branched from exhaust systems 16, 90 and leading out exhaust from the cylinder C is connected to the first intake pipe conduit 30.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to an intake manifold of an internal combustion engine.

  2. Description of the Related Art Conventionally, in an internal combustion engine, an exhaust gas recirculation device (Exhaust Gas Recirculation System: hereinafter referred to as an EGR device) that recirculates at least part of exhaust gas to an intake system has been widely put into practical use (for example, see Patent Document 1).

JP 2017-125447 A

  In a general EGR apparatus, EGR gas is mixed with fresh air in an intake system and then introduced into a cylinder through an intake port. Depending on the concentration distribution and ratio of the fresh air and the EGR gas introduced into the cylinder, the fuel efficiency performance may be deteriorated due to the occurrence of a misfire or an increase in pumping loss.

  The technique of the present disclosure relates to an intake manifold of an internal combustion engine, and aims to improve fuel efficiency of the internal combustion engine.

  The technology of the present disclosure is an intake manifold of an internal combustion engine that includes a first intake port and a second intake port that introduce intake air into a cylinder, and is connected to the first intake port and intake air to the first intake port. And a second intake port connected to the second intake port, the first intake pipe being connected to an exhaust gas recirculation flow path for recirculating the exhaust gas from the exhaust system of the internal combustion engine to the intake system. And a second intake pipe provided with an injector for injecting fuel into the flow path.

  Moreover, it is preferable that the first intake pipe and the second intake pipe are formed by an integrated intake manifold.

  The integrated intake manifold includes a first distribution part connected to an intake pipe, and the first distribution part distributes fresh air introduced from the intake pipe to the first intake pipe. It is preferable to have one branch flow path and a second branch flow path for distributing fresh air introduced from the intake pipe to the second intake pipe.

  The integral-type intake manifold is an intake manifold of an internal combustion engine having a plurality of cylinders in series and in which the first intake port and the second intake port are provided for each of the plurality of cylinders. The first intake channel extends in the direction in which the cylinders are arranged, and the exhaust gas recirculation flow path and the first branch flow path are connected to each other to form a mixture of recirculated exhaust gas and fresh air. And a second distribution portion for distributing to a first intake port, wherein the second intake channel extends in the arrangement direction of the cylinders, the second branch flow path is connected, and the fuel is injected from the injector It is preferable to include a third distribution unit that distributes the air-fuel mixture with fresh air to the plurality of second intake ports.

  Preferably, the first intake port is a swirl port and the second intake port is a tumble port.

  Further, the injector may inject natural gas as the fuel.

  According to the technique of the present disclosure, the fuel consumption performance of the internal combustion engine can be improved with respect to the intake manifold of the internal combustion engine.

It is a typical whole block diagram which shows the intake / exhaust system of the internal combustion engine which concerns on this embodiment. It is a typical sectional view showing a cylinder head, an intake manifold, and an exhaust manifold concerning this embodiment. It is a schematic diagram explaining the mixed intake layer formed in the cylinder (combustion chamber) which concerns on this embodiment. It is typical sectional drawing which looked at the fuel-injection structure concerning this embodiment from the axial direction of an intake passage. It is the sectional view on the AA line of FIG. (A) is a schematic cross-sectional view showing a connection portion between the first upper supply passage of the intake manifold according to the present embodiment and the first intake port (swirl port) of the cylinder head, and (B) is It is typical sectional drawing which shows the connection part of the 1st lower side supply flow path of the intake manifold which concerns on this embodiment, and the 2nd intake port (tumble port) of a cylinder head.

  Hereinafter, an intake manifold of an internal combustion engine according to the present embodiment will be described based on the attached drawings. The same parts are given the same reference numerals, and their names and functions are also the same. Therefore, detailed description about them will not be repeated.

[overall structure]
FIG. 1 is a schematic overall configuration diagram showing an intake / exhaust system of an internal combustion engine according to the present embodiment. An engine E as an internal combustion engine mainly includes an engine body 10 including a cylinder head, a cylinder block, and the like.

  The cylinder block of the engine main body 10 is provided with a plurality of cylinders C (hereinafter also referred to as cylinders) that accommodates a piston (not shown) in a reciprocating manner. In addition, the cylinder head of the engine body 10 is provided with intake ports 11 and 12 for introducing intake air to each cylinder C and exhaust ports 16 for deriving exhaust gas from each cylinder C. Each intake port 11, 12 is provided with an intake valve 13, and each exhaust port 16 is provided with an exhaust valve 17. The intake valve 13 and the exhaust valve 17 are opened and closed by a valve mechanism (not shown).

  Although the engine E is illustrated as an in-line four-cylinder engine in the illustrated example, the invention is not limited thereto, and may be a single cylinder or a multi-cylinder engine other than four cylinders. The engine E is shown as a four-valve engine with two intake ports 11 and 12 and two exhaust ports 16 for each cylinder C. However, the engine E has two intake ports and two exhaust ports. It may be a three-valve engine equipped with one.

  An intake manifold 20 that distributes intake air to the intake ports 11 and 12 is attached to the intake side of the cylinder head of the engine body 10. An intake pipe 70 is connected to the intake manifold 20, and an air cleaner 71, a compressor 81 of a supercharger 80, an intercooler 72, an intake throttle valve 73, and the like are provided in that order from the intake upstream side. . The detailed structure of the intake manifold 20 will be described later.

  An exhaust manifold 90 that collects exhaust from each exhaust port 16 is attached to the exhaust side of the cylinder head of the engine body 10. An exhaust pipe 91 is connected to the exhaust manifold 90. In the exhaust pipe 91, a turbine 82 of the supercharger 80, an exhaust purification device 93, and the like are provided in order from the exhaust upstream side.

  An EGR (Exhaust Gas Recirculation) device 94 is a so-called high pressure EGR device, and an EGR pipe 95 which branches from an exhaust manifold 90 (or an exhaust pipe 91 on the exhaust upstream side of the turbine 82) and joins the intake manifold 20 , An EGR cooler 96 provided in the EGR pipe 95 and an EGR valve 97 provided downstream of the EGR cooler 96 of the EGR pipe 95 are provided. In the EGR device 94, the EGR gas amount (EGR rate) is appropriately adjusted by controlling the opening degree of the EGR valve 97 by a control unit (not shown) according to the operating state of the engine E. There is.

[Intake and exhaust system structure]
Next, detailed structures of the intake manifold 20, the cylinder head CH, the exhaust manifold 90, and the EGR device 94, which are the main parts of the intake and exhaust system structure according to the present embodiment, will be described with reference to FIG.

  FIG. 2 is a schematic cross-sectional view showing the cylinder head CH, the intake manifold 20 and the exhaust manifold 90 of the engine E according to this embodiment. As shown in the figure, the cylinder head CH is provided with a first intake port 11, a second intake port 12, and two exhaust ports 16 corresponding to the respective cylinders C. In addition, four ignition plugs P <b> 1 to P <b> 4, each having its tip end positioned substantially at the center of the cylinder C, are attached to the cylinder head CH for each cylinder C.

  The first intake ports 11A to 11D are swirl ports in which the vicinity of the opening on the cylinder C side is formed in a spiral shape. That is, by using the first intake ports 11A to 11D as swirl ports, the intake air flowing into the cylinder C from the first intake ports 11A to 11D flows in the vicinity of the opening on the cylinder C side and flows around its axis. Then, it is introduced into the cylinder C, and is configured to have a swirl that turns laterally in the cylinder C.

  In the second intake ports 12A to 12D, the vicinity of the opening on the cylinder C side extends in a tangential direction of a circle centered on the axis of the cylinder C, and a tumble port (tangential port) with less intake flow resistance than the swirl port ). That is, by using the second intake ports 12A to 12D as tumble ports, the intake air flowing into the cylinder C from the second intake ports 12A to 12D is introduced so as to be biased to one side with respect to the center line of the cylinder C. The cylinder C is configured to be a tumble that vertically pivots in the approximate center of the cylinder C.

  An exhaust manifold 90 that collects exhaust is connected to the exhaust port 16. In addition, the exhaust manifold 90 A of the exhaust manifold 90 is connected to the inlet of the exhaust pipe 91 and the inlet of the EGR pipe 95.

  The intake manifold 20 includes a first distributor 21 on the inlet (upstream) side, a second distributor 30 (first intake pipe) on the outlet (downstream) side, and a third distributor 40 (second intake pipe). And. These first to third distribution portions 21, 30, and 40 are preferably integrally formed.

  A downstream end flange of the intake pipe 70 (or a housing of the intake throttle valve 73 shown in FIG. 1) is fixed to the opening flange portion 22 of the first distribution portion 21 by a bolt and nut (not shown). The downstream side of the first distribution unit 21 is bifurcated into an upper branch flow channel 23 extending obliquely upward and a lower branch flow channel 24 extending obliquely downward. That is, fresh air flowing into the first distribution unit 21 from the intake pipe 70 is distributed to the upper branch flow path 23 and the lower branch flow path 24, respectively.

  The second distribution unit 30 is provided above the third distribution unit 40. Specifically, the second distribution unit 30 includes the upper circulation passage 31, the first upper supply passage 32, the second upper supply passage 33, the third upper supply passage 34, and the fourth upper supply. And a flow path 35.

  The upper flow passage 31 extends in the cylinder arrangement direction (longitudinal direction of the engine E). An outlet portion of the upper branch flow passage 23 is connected to a substantially middle position in the longitudinal direction of the upper circulation flow passage 31. Further, an outlet portion of the EGR pipe 95 is connected to one end portion (right end portion in the illustrated example) of the upper flow passage 31 in the longitudinal direction. That is, the fresh air that flows into the upper flow passage 31 from the upper branch flow passage 23 and the EGR gas that flows into the upper flow passage 31 from the EGR pipe 95 are effectively flowed through the upper flow passage 31. It is supposed to be mixed. In addition, the connection location of the upper side branch flow path 23 with respect to the upper side flow path 31 and the EGR piping 95 is not limited to the example of illustration, According to a layout etc., it can set suitably.

  The first to fourth upper supply channels 32, 33, 34, and 35 are branched from the upper circulation channel 31, and fresh air and EGR gas mixed in the upper circulation channel 31 are contained therein. The air-fuel mixture (hereinafter also referred to as EGR mixed intake air) flows in. Moreover, the exit part of the 1st-4th upper side supply flow path 32,33,34,35 is each connected to the entrance part of 1st intake port 11A-D formed as a swirl port. That is, the EGR mixed intake air flowing from the upper flow passage 31 to the first to fourth upper supply passages 32, 33, 34, 35 is distributed to the first intake ports 11A to 11D and introduced to the cylinders C, respectively. It is configured to be.

  The third distribution unit 40 is provided below the second distribution unit 30. Specifically, the third distribution unit 40 includes the lower flow passage 41, the first lower supply flow passage 42, the second lower supply flow passage 43, and the third lower supply flow passage 44; And a fourth lower supply passage 45.

  The lower flow passage 41 extends below the upper flow passage 31 in the cylinder arrangement direction (longitudinal direction of the engine E). An outlet portion of the lower branch flow path 24 is connected to a substantially intermediate position in the longitudinal direction of the lower flow path 41. That is, fresh air flowing from the intake pipe 70 into the lower branch flow path 24 of the first distribution unit 21 is introduced from the lower branch flow path 24 into the lower circulation flow path 41. In addition, the connection location of the lower branch flow path 24 with respect to the lower flow path 41 is not limited to the illustrated example, and can be appropriately set according to the layout or the like.

  The first to fourth lower supply channels 42, 43, 44, 45 are branched from the lower flow channel 41, and fresh air flowing in the lower flow channel 41 flows into the inside . Moreover, the exit part of the 1st-4th lower side supply flow paths 42,43,44,45 is each connected to the inlet part of 2nd intake port 12A-D formed as a tumble port. Further, the first to fourth lower supply flow channels 42, 43, 44, 45 inject the fuel (for example, natural gas in the present embodiment) accumulated in the common rail (not shown). The injectors 51, 52, 53 and 54 are provided respectively.

  That is, the fresh air flowing from the lower flow passage 41 into the first to fourth lower supply flow passages 42, 43, 44, 45 and the fuel injected from the first to fourth injectors 51, 52, 53, 54 Are mixed in the first to fourth lower supply flow channels 42, 43, 44 and 45, and a mixture of fresh air and fuel (hereinafter also referred to as fuel mixture intake) is used for each second intake. It is configured to be respectively supplied to the ports 12A to 12D and introduced into each cylinder C.

  According to the intake and exhaust system structure of the present embodiment described in detail above, the first to fourth upper supply flow paths 32, 33, 34, 35 of the intake manifold 20 for circulating the EGR mixed intake (new air and EGR gas) By being connected to the first intake ports (swirl ports) 11A to 11D, they are introduced into the cylinder C through the first intake ports 1A to D from the first to fourth upper supply passages 32, 33, 34, and 35. The EGR mixed intake air is configured to have a swirl that turns laterally in the cylinder C. Further, the first to fourth lower supply flow paths 42, 43, 44, 45 of the intake manifold 20 for allowing the fuel-mixed intake (fuel and fresh air) to flow are connected to the second intake port (tumble port) 12A-D. Thus, the fuel mixed intake air introduced into the cylinder C from the first to fourth lower supply passages 42, 43, 44, 45 through the second intake ports 12A to 12D in the cylinder C in the vertical direction. It is configured to be a tumble that turns.

  That is, as shown in FIG. 3, a swirl EGR mixed intake layer M <b> 1 swirling along the wall surface of the cylinder C is formed in the cylinder C (combustion chamber), and a substantially central portion in the cylinder C is vertically A tumble fuel mixture intake layer M2 that turns in the direction is formed (M3 in the figure conceptually indicates an intermediate mixture intake layer of M1 and M2). As a result, the fuel-mixed intake air having a high fuel concentration can effectively flow into the vicinity of the center portion of the cylinder C where the spark plugs P1 to 4 are located, and the combustion efficiency can be reliably improved. In addition, it is possible to effectively suppress a misfire by swirling the EGR mixed intake air along the inner wall of the cylinder C as a swirl without flowing into the central portion of the cylinder C where the ignition plugs P1 to P4 are located. Become. Further, by effectively securing the EGR gas amount, it is possible to reduce the pumping loss due to the decrease in the intake / exhaust flow rate, and the fuel efficiency can be improved with certainty. Furthermore, by ensuring the amount of EGR gas, it is possible to effectively prevent the deterioration of the exhaust emission.

[Fuel injection structure]
Next, details of the fuel injection structure according to the present embodiment will be described based on FIGS. FIG. 4 is a schematic cross-sectional view of the fuel injection structure according to the present embodiment as viewed from the axial direction of the intake passage, and FIG. 5 is a cross-sectional view taken along line AA of FIG. As described above, the first to fourth injectors 51, 52, 53, 54 of the present embodiment are connected to the second intake port (tumble port) 12A to 12D in the intake manifold 20. The lower supply flow channels 42, 43, 44 and 45 are respectively provided. Since these fuel injection structures are basically configured in substantially the same manner, the fuel injection structure of the first injector 51 and the first lower supply passage 42 will be described below, and the other description will be omitted.

  As shown in FIG. 4, the first lower supply passage 42 of the intake manifold 20 has a substantially circular cross section. A boss portion 60 to which the first injector 51 is attached is provided at a portion corresponding to the first lower supply channel 42 of the intake manifold 20.

  The boss portion 60 is formed in a substantially cylindrical shape having a through hole 61 having a substantially circular cross section communicating with the first lower supply flow channel 42. The tip nozzle portion 51A of the first injector 51 is inserted into the through hole 61. An opening 62 having a substantially elliptical shape is formed at the connection portion between the through hole 61 and the first lower supply flow channel 42.

  The boss portion 60 is provided such that the hole axis C2 of the through hole 61 (the injection axis of the first injector 51) is offset with respect to the flow path axis C1 of the first lower supply flow path 42. Specifically, the downstream end of the inner peripheral surface 61 </ b> A of the through hole 61 is connected to the inner peripheral surface 42 </ b> A of the first lower supply channel 42 in the tangential direction.

  That is, as shown by a broken line in FIG. 4, the fuel F is injected from the tip nozzle portion 51A of the first injector 51 toward the inside of the first lower supply flow channel 42 in the tangential direction. As a result, the fuel F injected into the first lower supply channel 42 flows along the inner peripheral surface 42 </ b> A of the first lower supply channel 42.

  Furthermore, as shown in FIG. 5, the boss portion 60 is formed by the hole axis C2 of the through hole 61 (the injection axis of the first injector 51) and the flow path axis C1 of the first lower supply flow path 42. The angle θ is provided to be inclined toward the intake upstream side with respect to the flow path axis C <b> 1 of the first lower supply flow path 42 such that the angle θ becomes a predetermined acute angle toward the intake upstream side.

  That is, as indicated by a broken line in FIG. 5, the fuel F is obliquely directed toward the intake upstream side from the tip nozzle portion 51 </ b> A of the first injector 51 along the inner peripheral surface 42 </ b> A of the first lower supply passage 42. It is configured to be injected. As a result, the fuel F injected into the first lower supply passage 42 spirally spirals inside the first lower supply passage 42 and further inside the second intake port (tumble port) 12A. While being introduced into the cylinder C.

  According to the fuel injection structure of the present embodiment described in detail above, the fuel is injected from the first injector 51 into the first lower supply passage 42 in a tangential direction and obliquely toward the intake upstream side, thereby Is configured to flow downstream while spirally turning inside the first lower supply channel 42 and the second intake port (tumble port) 12A. As a result, mixing of fresh air and fuel is effectively promoted, and fuel consumption performance can be reliably improved. Further, by swirling the fuel in a spiral, mixing of fresh air and fuel can be promoted in a short distance, and the first injector 51 is provided adjacent to the second intake port 12A, etc. The degree of freedom in design and the overall size of the device can be reduced.

[Intake system structure]
Next, details of the intake system structure according to the present embodiment will be described based on FIG. FIG. 6A is a schematic cross-sectional view showing a connection portion between the first upper supply passage 32 of the intake manifold 20 according to the present embodiment and the first intake port (swirl port) 11A of the cylinder head CH. FIG. 6B is a schematic cross-sectional view showing a connection portion between the first lower supply passage 42 of the intake manifold 20 and the second intake port (tumble port) 12A of the cylinder head CH according to the present embodiment. It is. The other connection parts are configured in substantially the same manner, so detailed description will be omitted.

  As shown in FIG. 6A, a first flange portion 66 fixed to the side wall of the cylinder head CH is provided at the outlet end (downstream end) of the first upper supply flow path 32 of the intake manifold 20. . Further, the flow passage diameter (opening diameter of the first flange portion 66) of at least the outlet portion of the first upper supply flow passage 32 is greater than the opening flow passage diameter of the inlet portion (upstream end) of the first intake port (swirl port) 11A. It is formed in a small diameter (and smaller than the flow passage diameter of the first lower supply flow passage 42 shown in FIG. 6 (B)). That is, in the connection portion between the first upper supply passage 32 and the first intake port 11A, the side wall 66A of the first flange 66 facing the inside of the first intake port 11A and the inner periphery of the upstream end of the first intake port 11A A substantially annular step portion 67 recessed in the radial direction outer side with respect to the inner peripheral surface 32A of the first upper supply flow channel 32 is formed by the surface 66B.

  As described above, when the stepped portion 67 is provided at the connection portion between the first upper supply flow path 32 and the first intake port 11A, the EGR gas and the fresh air flowing through the substantially central portion in the first upper supply flow path 32 are provided. The air-fuel mixture (EGR mixed intake air) M1 flows substantially linearly into the first intake port 11A, while the EGR mixed intake air M2 flowing along the inner peripheral surface 32A of the first upper supply passage 32 has a stepped portion 67. It becomes an eddy current drawn to the side. As a result, the energy (or flow velocity) of the EGR mixed intake air flowing in the first intake port 11A is reduced, and introduced into the cylinder C from the first intake port 11A and along the inner wall surface of the cylinder C. It is possible to effectively reduce the swirl of the swirling EGR mixed intake.

  As shown in FIG. 6B, the outlet end (downstream end) of the first lower supply flow path 42 of the intake manifold 20 is provided with a second flange portion 68 fixed to the side wall of the cylinder head CH. There is. The flow path diameter of the first lower supply flow path 42 is such that at least the flow path diameter of the outlet portion (opening diameter of the second flange portion 68) is that of the inlet portion (upstream end) of the second intake port (tumble port) 12A. The diameter is gradually enlarged toward the downstream side so as to be approximately equal to the diameter of the open flow passage. That is, the connection portion between the first lower supply flow channel 42 and the second intake port 12A is a smooth connection flow channel having no stepped portion or the like.

  As described above, when the first lower supply passage 42 and the second intake port 12A are smoothly connected, the fresh air I flowing in the first lower supply passage 42 and the fuel F injected from the first injector 51 are obtained. The fuel-air mixture (fuel mixture intake) M with is flowed in the second intake port 12A in a state in which the decrease in energy (or flow velocity) is effectively suppressed. Thereby, it becomes possible to effectively strengthen the tumble of the fuel-mixed intake air introduced from the second intake port 12A to the approximate center of the cylinder C.

  According to the intake system structure of the present embodiment described in detail above, the step portion 67 is provided at the connection portion between the first upper supply flow path 32 and the first intake port (swirl port) 11A, thereby passing through the step portion 67. The eddy current drawn to the stepped portion 67 side is generated in the EGR mixed intake air in the first intake port 11A. As a result, the energy of the EGR mixed intake air introduced into the cylinder C from the first intake port 11A is effectively reduced, and excessive swirl of the EGR mixed intake air in the cylinder C is suppressed, and EGR mixing It becomes possible to effectively prevent the intake air from flowing into the vicinity of the ignition plugs P1 to P4 (center portion of the cylinder C) and further misfire.

  Further, by smoothly connecting the first lower supply passage 42 and the second intake port (tumble port) 12A, the energy loss of the fuel mixture intake air introduced into the cylinder C from the second intake port 12A is effective. Are configured to be deterred. As a result, it becomes possible to effectively concentrate the fuel mixture intake with high fuel concentration in the vicinity of the central portion of the cylinder C where the spark plugs P1 to P4 are located, and fuel efficiency is surely improved while improving combustion efficiency. be able to.

[Others]
Note that the present disclosure is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.

  For example, in the above embodiment, the first distribution unit 21, the second distribution unit 30, and the third distribution unit 40 are described as being formed as an integral intake manifold 20, but these are separate two systems It may be formed as an intake manifold. In this case, the intake pipe 70 may be branched into two systems and connected to each intake manifold. Moreover, the arrangement relationship between the first to fourth upper supply flow paths 32, 33, 34, 35 and the first to fourth lower supply flow paths 42, 43, 44, 45 is configured by exchanging the upper and lower sides of these. May be.

  Further, a stepped portion 67 is provided at a connection portion between the first upper supply flow path 32 and the first intake port (swirl port) 11A, and the first lower supply flow path 42 and the second intake port (tumble port) 12A However, a stepped portion may be provided at the connection portion between the first lower supply flow path 42 and the second intake port 12A in accordance with the purpose or the like. Moreover, although the level | step-difference part 67 demonstrated as what was formed in an annular | circular shape, you may form partially. Furthermore, the stepped portion 67 can also be formed by making the hole diameter of the gasket interposed between the intake manifold 20 and the first intake port 11A smaller than the opening diameter of the first intake port 11A.

  Further, although the engine E has been described as using natural gas as a fuel, it is not limited thereto, and can be widely applied to other internal combustion engines such as a gasoline engine.

E Engine CH Cylinder head C Cylinder
P1 to 4 Spark plug 10 Engine body 11A to D First intake port (swirl port)
12A-D 2nd intake port (tumble port)
13 Intake valve 16 Exhaust port (exhaust system)
Reference Signs List 17 exhaust valve 20 intake manifold 21 first distribution portion 22 opening flange portion 23 upper branch flow path 24 lower branch flow path 30 second distribution portion (first intake pipe line)
31 Upper distribution flow channel 32 First upper supply flow channel 33 Second upper supply flow channel 34 Third upper supply flow channel 35 Fourth upper supply flow channel 40 Third distribution portion (second intake pipe)
41 Lower Flow Channel 42 First Lower Supply Channel 43 Second Lower Supply Channel 44 Third Lower Supply Channel 45 Fourth Lower Supply Channel 51 First Injector 52 Second Injector 53 Third Injector 54 4th injector 60 Boss part 61 Through hole 67 Step part 70 Intake pipe 90 Exhaust manifold (exhaust system)
91 Exhaust pipe (exhaust system)
94 EGR device 95 EGR piping

Claims (6)

An intake manifold for an internal combustion engine comprising a first intake port and a second intake port for introducing intake air to a cylinder,
A first intake pipe connected to the first intake port for introducing intake air to the first intake port and connected to an exhaust gas recirculation passage for recirculating exhaust gas from the exhaust system of the internal combustion engine to the intake system When,
An internal combustion engine comprising: a second intake pipe connected to the second intake port for introducing intake air into the second intake port and provided with an injector for injecting fuel into the flow path. Engine intake manifold. The intake manifold of the internal combustion engine according to claim 1, wherein the first intake conduit and the second intake conduit are formed by an integral intake manifold. The integrated intake manifold includes a first distributor connected to an intake pipe, and the first distributor distributes fresh air introduced from the intake pipe to the first intake pipe. The intake manifold of an internal combustion engine according to claim 2, comprising: a flow passage; and a second branch flow passage that distributes fresh air introduced from the intake pipe to the second intake passage. The integrated intake manifold is an intake manifold of an internal combustion engine having a plurality of the cylinders in series, and the first intake port and the second intake port provided for each of the plurality of cylinders,
The first intake pipe extends in the arrangement direction of the cylinders, and the exhaust recirculation flow path and the first branch flow path are connected, and a mixture of recirculated exhaust gas and fresh air is supplied to the plurality of first air flows. Including a second distributor for distributing to one intake port,
The second intake pipe extends in the arrangement direction of the cylinders, and the second branch flow path is connected so that a mixture of fuel and fresh air injected from the injector is supplied to the plurality of second intake ports. The intake manifold of an internal combustion engine according to claim 3, further comprising: a third distribution unit that distributes the pressure. The intake manifold for an internal combustion engine according to any one of claims 1 to 4, wherein the first intake port is a swirl port and the second intake port is a tumble port. The intake manifold of the internal combustion engine according to any one of claims 1 to 5, wherein the injector injects natural gas as the fuel.

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