KR100292882B1 - Intake manifold of internal combustion engine - Google Patents

Abstract

The present invention relates to an intake manifold of an internal combustion engine, and an ultra-thin combustion system that improves fuel consumption by increasing air and fuel mixing ratios, and that the air and fuel mixing ratios can be applied to a general engine as well. The objective is to improve the output at low and high speeds of the machine and to provide an intake manifold for the gasoline engine that allows maximum effect with minimal change in current production vehicles. According to the present invention configured for this purpose, the intake manifold of the internal combustion engine is formed independently of the tumble port intake manifold and the swirl port intake manifold in relation to the tumble port and the swirl port of the intake port, respectively. And the length of the swirl port side intake manifold are formed differently, while the cross-sectional areas of the tumble port side intake manifold and the swirl port side intake manifold are different from each other. By installing the intake control valve for rotating and opening and closing the tumble port side intake manifold to control the flow of air flowing into the combustion chamber. The effect of the present invention by such a configuration can be applied to the ultra-thin combustion system to improve the fuel consumption rate by increasing the mixing ratio of air and fuel through the flow control of the intake air flowing into the combustion chamber.

Description

Intake manifold of internal combustion engine

The present invention relates to an intake manifold of an internal combustion engine, and in particular, a gasoline engine that can be applied to an ultra-thin combustion system that improves fuel consumption by increasing the mixing ratio of air and fuel through controlling the flow of intake air flowing into the combustion chamber. Of the intake manifold.

In general, the goal of all engines, not just gasoline engines, is to achieve the greatest output at the same displacement, while at the lowest cost. In other words, get the maximum effect with the least cost. One thing to add to this is that it must be environmentally compatible.

As described above, research is being conducted in many parts of the engine in order to achieve the pursuit of the pursuit. In particular, research on low fuel consumption, high power ultra thin combustion system through stratification of the mixer is being actively conducted.

As a remarkable study of the ultra-thin combustion system, a study on the configuration of the intake system for guiding the sucked outside air into swirl flow (horizontal rotational flow) is mentioned.

As described above, the technology for researching the intake system of a gasoline engine can be largely classified into a method of injecting into an intake port and a method of directly injecting a cylinder according to a location of injecting fuel. Lean burn engines have also been developed to improve fuel economy.

Among these engines, the intake port injection type gasoline engine has a fuel injector mounted on an intake manifold or cylinder head to inject fuel into the intake port. The fuel is normally divided during the intake stroke, and the fuel and air in the combustion chamber during ignition. Becomes a uniform mixer state. The intake manifold and the intake port of the intake port injection type gasoline engine are designed in consideration of the intake flow rate of the mixer, tumble flow (rotational flow in the vertical direction) and swirl flow.

On the other hand, the lean burn intake port injection gasoline engine is similar to the intake port injection gasoline engine, but in order to ensure combustion stability at a lean air-fuel ratio, the characteristics such as swirl or tumble of the intake flow are enhanced to uniformly distribute the mixer or It differs in inducing stratification. These engines are divided into a combustion control mode into a region in which lean combustion is applied (fuel mode) and a region in which general combustion is applied (output mode), and the fuel injection method and injection timing in each combustion mode are the intake port injection gasoline engine. same.

In the case of the direct injection gasoline engine, the development of the high-pressure injector technology and the need for improving fuel economy have been recently developed. Such direct injection engines are capable of ultrathin operation of about 40: 1 in partial load operation. Applying the system brings a dramatic improvement in fuel economy. The configuration is such that a fuel injector driven at high pressure is mounted to the cylinder head, and fuel is injected directly into the combustion chamber.

The combustion mode of the direct injection gasoline engine is classified into a fuel efficiency mode, which is an ultra-thin air-fuel ratio driving section, and an output mode, which is a general operation section. Each mode is classified by a fuel injection timing and a flow phenomenon of the mixer. The fuel economy mode enables ultrathin combustion through stratification of the mixer (making the mixer richer around the ignition plug), and the injection timing of the fuel is made during the compression stroke to maximize the mixer stratification effect. In the case of the output mode, the same as the intake port injection method except for direct injection of fuel, injection is performed during the intake stroke and a uniform mixer is used.

On the other hand, the direct injection gasoline engine uses an upright reverse tumble intake port, a helical swirl pot with an intake control valve, and a piston upper design suitable for each intake port shape for proper stratification of the mixer and control of fuel injection timing. Control the flow of the mixer in the combustion chamber.

As described above, in order to enable lean burn in a gasoline engine, a mixer around the spark plug is thickened in the combustion chamber of the engine, and a mixer far from the spark plug is thinned. This requires the design of an intake system that induces strong swirl flow in the combustion chamber.

1 is a plan view schematically showing a general intake port, Figure 2 is a side view schematically showing a general intake port.

1 and 2 are described in the technical paper SAE (Society Of Automotive Engineers) 850046, as shown in the drawing, the intake port 10 has a combustibility according to the use of a spiral port and a swirl control valve 20. In order to improve the fuel efficiency and reduce the fuel consumption rate by improving the flow volume of the piston due to the lowering of the piston during improvement and intake, the spiral intake port 10 guides the flow of incoming air to the spiral curved surface and flows into the combustion chamber. It is designed to create a swirl flow by minimizing collision with the cylinder wall.

On the other hand, the intake control valve 20 is for forming a swirl flow in the four-valve engine to open and close the tumble port 12 of the spiral intake port 10 consisting of the tumble port 12 and the swirl port 12a It is.

That is, when the tumble port 12 is opened, the intake air flowing into the tumble port 12 and the swirl pot 12a is simultaneously introduced to allow the tumble flow to be formed in the combustion chamber, and the swirl pot 12 when the tumble port 12 is closed. Only air (12a) is introduced to cause swirl flow to occur inside the combustion chamber.

Thus, by opening and closing the tumble port 12 through the intake control valve 20, it is possible to switch to the output mode and combustion mode of the gasoline engine in accordance with the operating conditions.

This type of spiral intake port 10 forms a strong swirl flow in the combustion chamber, thereby improving combustion conditions and improving engine efficiency as well as exhaust gas emissions. HC Reduce unburned hydrocarbons.

Figure 3 is a longitudinal sectional view showing another example of a conventional intake manifold and intake port.

FIG. 3 shows the structure of the intake manifold 30 in which the intake control valve 40 is formed in a plate shape to adjust the amount of air introduced into the combustion chamber through left and right openings as described in US Patent 5704328. .

The intake manifold 30 is designed for an optimized output torque according to the speed of the engine. The intake manifold 30 senses state data on the operating state of the engine and passes or passes the air to the short tumble port 32. It is designed not to.

The intake manifold 30 of this type increases the output torque by increasing the intake stroke volume due to the inertia effect when the engine is operated at a high speed, and in the case of a low speed low load, the long swirl pot 32a. Air inflow to prevent output torque drop.

However, while the helical intake port shape as shown in Figs. 1 and 2 is effective under low speed heavy loads, the helical curved surface causes a flow resistance at maximum output, and also the direction of movement and intake of the piston The angle formed by the port is small, causing a problem of flow resistance.

On the other hand, the intake port of the type as shown in Figure 3 is to increase or decrease the length of the manifold according to the low speed and high speed of the engine to change the intake flow, but the specific scheme or manifold for the swirl flow of air flowing into the combustion chamber Cross-sectional effects of the fold and the like are not described.

The present invention has been made to solve the above-mentioned problems, the ultra-thin combustion system for improving the fuel consumption rate by increasing the mixing ratio of air and fuel, and the gasoline engine that can be applied to both the engine and the mixture ratio of air and fuel The purpose is to provide an intake manifold.

It is also an object of the present invention to improve the output at low speed and high speed of the intake system, and to achieve the maximum effect with the minimum production line change in the current mass production vehicle.

1 is a plan view schematically showing a conventional intake port.

Figure 2 is a side view schematically showing a conventional intake port.

Figure 3 is a longitudinal sectional view showing another example of a conventional intake manifold and intake port.

4 is a front view showing an intake manifold according to the present invention.

5 is a side view showing an intake manifold according to the present invention;

Figure 6 is a plan view showing the arrangement of the intake port coupled with the intake manifold according to the present invention.

7 is a front view showing another example of an intake manifold according to the present invention.

8 is a side view of the intake manifold according to FIG. 7;

9 is a plan view showing the arrangement of the intake port according to FIG.

10 is a front view showing still another example of the intake manifold according to the present invention.

11 shows a side view of the intake manifold according to FIG. 10;

12 is a plan view showing the arrangement of the intake port according to FIG. 10;

** Description of symbols for the main parts of the drawing **

100, 200, 300. Cylinder Head

110, 210, 310. Intake port

112, 212, 312.Tumbleport

112a, 212a, 312a. Swirlport

120, 220, 320. Intake manifold

122, 222, 322. Tumble port side intake manifold

122a, 222a, 322a. Swirl Pot Side Intake Manifold

124, 224, 324. Plenum Chamber

130, 230, 330. Intake control valve

Features of the present invention configured to achieve the above object is an intake manifold consisting of a tumble port side intake manifold and a swirl port intake manifold having different lengths and cross-sections in an intake port formed independently of a tumble port and a swirl pot. By connecting the folds and installing an intake control valve on the intake manifold of the tumble port, it is possible to control the tumble flow and the swirl flow of the intake air flowing into the combustion chamber, thereby securing the operating mode of the output mode and the fuel consumption mode. .

The intake manifold of the internal combustion engine according to the present invention having the above characteristics is formed independently of the tumble port side intake manifold and the swirl port side intake manifold in relation to the tumble port and the swirl port of the intake port, respectively. While different lengths of the fold and the swirl port side intake manifold are formed, the cross-sectional areas of the tumble port side intake manifold and the swirl port side intake manifold are different from each other, and the actuator is operated at an inner position of the tumble port side intake manifold. By installing the intake control valve to rotate and open and close the tumble port side intake manifold to control the flow of air flowing into the combustion chamber.

In the above configuration, the length of the tumble port side intake manifold is suitably formed to be shorter than the length of the swirl pot side intake manifold.

On the other hand, the cross-sectional area of the tumble port side intake manifold is suitably formed larger than the cross-sectional area of the swirl port side intake manifold.

The angle between the tumble port side intake manifold and the outlet side of the swirl port side intake manifold connected to each of the tumble port and the swirl pot may be different from each other.

The intake manifold of the internal combustion engine according to the present invention having a different configuration is formed independently of the tumble port side intake manifold and the swirl port side intake manifold in relation to the tumble port and the swirl port of the intake port, respectively, The length of the fold is made shorter than the length of the swirl port side intake manifold, while the cross-sectional areas of the tumble port side intake manifold and the swirl port side intake manifold are formed equal to each other, An intake control valve is installed to rotate the actuator and open and close the tumble port side intake manifold to control the flow of air into the combustion chamber.

Hereinafter, an intake manifold of an internal combustion engine according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

Figure 4 is a front view showing an intake manifold according to the present invention, Figure 5 is a side view showing an intake manifold according to the present invention, Figure 6 is a plan view showing the arrangement of the intake port coupled to the intake manifold according to the present invention. .

The intake manifold of the internal combustion engine according to the present invention is a technology applied to an engine in which two intake valves are configured in one cylinder, and the present invention provides a tumble port on the cylinder head 100 as shown in FIGS. 4 to 6. The configuration of the intake port 110 formed independently of the 112 and the swirl pot 112a is assumed.

First, before describing the intake port 110 described above, the intake port 110 according to the present invention, the intake port 110 is a tumble port for inducing the intake air flowing into the combustion chamber to the tumble flow ( 112 and a swirl pot 112a for guiding the intake air flowing into the combustion chamber into the swirl flow, and the tumble pot 112 and the swirl pot 112a are each formed independently on the cylinder head 100. It consists of a group.

As an example, in a four-cylinder four-valve gasoline engine, four sets of intake ports 110 are formed in each cylinder. That is, four tumble pots 112 and four swirl pots 112a are formed in the cylinder head 100, and one tumble pot 112 and one swirl pot 112a are formed in each cylinder.

As shown in FIG. 6, the inclination angle of the intake port 110 may be formed at an angle at which the tumble port 112 and the swirl pot 112a have a predetermined slope on the cylinder head 100, or as described in FIG. 9. Likewise, it may be formed at an angle having a constant slope.

As an example of the case where the formation angles of the tumble port 112 and the swirl pot 112a of the intake port 110 are different, in the four-valve four-cylinder engine, one of the intake ports 110 formed on the cylinder head 100 is included. The tumble port 112 is formed on the same horizontal line as the upper side of the cylinder head 100 as shown in FIG. 6, and the swirl pot 112a is formed on the same horizontal line as the lower side of the cylinder head 100. At this time, the angle formed by the pair of tumble ports 112 and the swirl pot 112a is inclined toward the vertical center of the cylinder head 100 at an oblique direction and at an angle in the inverse direction in the right direction.

More specifically, as shown in FIG. 6, the swirl pot 112a, the tumble pot 112, the swirl pot 112a, the tumble pot 112, the tumble pot 112, and the swirl pot 112a are moved from left to right. , Tumble pot 112 and finally a swirl pot 112a.

In addition, as described above, the formation angles of the tumble pot 112 and the swirl pot 112 a are different, and the cross-sectional areas of the tumble pot 112 and the swirl pot 112 a are also different from each other. ) Has a cross-sectional area smaller than that of the tumble port 112. This is to induce a strong swirl flow by increasing the flow rate of the intake air in the swirl pot 112a.

On the other hand, the combustion chamber (not shown) is installed inside the intake manifold 120 and the intake manifold 120 according to the present invention connected to the intake port 110 consisting of a tumble port 112 and a swirl pot 112a. Intake control valve 130 for controlling the flow of intake air flowing into the) is as follows.

First, the intake manifold 120 is connected to the tumble port side intake manifold 122 and the swirl pot side intake manifold 122a in relation to each of the tumble port 112 and the swirl pot 112a of the intake port 110. The intake manifold 120 is separated from the plenum chamber 124 which is an inlet of the intake air and is formed independently of the tumble port side intake manifold 122 and the swirl pot side intake manifold 122a. .

Therefore, in the four-cylinder engine, four sets of intake ports 110 are formed in the tumble port 112 and the swirl port 112a, respectively, so that the intake manifold 120 also has a tumble port side related to the tumble port 112. Four intake manifolds 122 and four swirl pot side intake manifolds 112a related to the swirl pot 112a are made up of eight.

Thus, the intake manifold 120 which consists of the tumble port side intake manifold 122 and the swirl port side intake manifold 122a has the length of the tumble port side intake manifold 122 and the swirl port side intake manifold 122a. Is formed differently from each other, and the cross-sections of the tumble port side intake manifold 122 and the swirl pot side intake manifold 122a are different from each other.

That is, the length of the tumble port side intake manifold 122 is shorter than the swirl port side intake manifold 122a, and the cross-sectional area of the tumble port side intake manifold 122 is further reduced. ) Is larger than the cross-sectional area. This is to speed up the flow rate of the intake air in the swirl pot 112a to induce the flow of the intake air into the combustion chamber into a strong swirl flow.

Meanwhile, angles formed by the tumble port side intake manifold 122 and the outlet side of the swirl port side intake manifold 122a respectively connected to the tumble port 112 and the swirl pot 112a are different from each other. The angle of formation of the outlet side of the side intake manifold 122 and the swirl port side intake manifold 122a depends on the angle formed by the tumble port 112 and the swirl pot 112a of the intake port 110.

That is, when the formation angles of the tumble port 112 and the swirl pot 112a of the intake port 110 are formed on the same horizontal line of the cylinder head 100, the tumble port side intake manifold 122 and the swirl port side intake manifold are formed. The angle formed by the outlet side of the fold 122a is also formed on the same horizontal line, and may be made at a different angle as shown in FIG. 8 to be described later.

On the other hand, an intake control valve 130 is installed at an inner position of the tumble port side intake manifold 122 to rotate and open and close the tumble side intake manifold 122 by the operation of an actuator (not shown). The control valve 130 opens and closes the tumble port side intake manifold 122 to allow the intake air to flow through the tumble port side intake manifold 122 to tumble flow (tumble flow, vertical direction). Rotational flow). The intake control valve 130 is designed to be linearly controlled so that the angle of opening and closing the valve 130 can be freely adjusted.

In this way, the intake manifold including the intake control valve 130 enables the operation of the engine to be switched to the fuel consumption mode (ultra fuel efficiency operation section) and the output mode (general operation section to which normal combustion is applied).

In more detail, when the engine is operated in the fuel consumption mode, the intake control valve 130 installed in the tumble port side intake manifold 122 is in a closed state, and thus only the outside air flows into the swirl port side intake manifold 122a. Swirl flow (Swirl Flow) is generated inside the combustion chamber. On the other hand, when the engine is operated in the output mode, the intake control valve 130 installed in the tumble port side intake manifold 122 is in an open state, whereby external air is supplied through the two intake manifolds 122 and 122a. Tumble flow (rotational flow in the vertical direction) is generated inside the combustion chamber.

When the direct injection gasoline engine to which the intake system configured as described above is operated in the fuel consumption mode under the operating condition of the partial load, the intake control valve 130 is closed and the flow of external air introduced into the combustion chamber is swirl flow. In this case, since it occurs along with the tumble flow according to the characteristics of the intake port 110 shape, it finally has the form of inclined swirl flow. At this time, the opening and closing degree of the intake control valve 130 is adjusted according to the required swirl strength according to the operating conditions.

On the other hand, when the direct injection gasoline engine operates in the output mode under full load or close to full load, which is an engine operating area requiring high power, the intake control valve 130 is completely opened, and thus the tumble port side The maximum outside air flows into the combustion chamber through the swirl pot side intake manifolds 122 and 122a to maintain high volumetric efficiency.

As described above, the present invention enables the operation in the output mode or the fuel consumption mode by opening and closing the intake port, the intake manifold structure, and the intake control valve, and through the flow control of the intake in the combustion chamber under the operating conditions of the partial load. It is possible to secure the ultra-thin fuel economy operating area.

7 is a front view showing another example of the intake manifold according to the present invention, FIG. 8 is a side view showing the intake manifold according to FIG. 7, and FIG. 9 is a plan view showing the arrangement of the intake port according to FIG. 7.

7 to 9 show another example of the intake manifold and the intake port. As shown, the tumble port 212 and the swirl pot 212a of the intake port 210 are located on the same horizontal line of the cylinder head 200. Is formed. At this time, the cross-sectional area of the swirl pot 212a is made smaller than the cross-sectional area of the tumble pot 212 to induce a strong swirl flow by increasing the flow rate of the intake air flowing into the combustion chamber.

On the other hand, the outlet side of the tumble port side intake manifold 222 and the swirl port side intake manifold 222a connected to each of the tumble port 212 and the swirl pot 212a is also a tumble port ( 212 and swirl pot 212a are formed on the same horizontal line.

Since the tumble port side intake manifold 222 and the swirl port side intake manifold 222a are formed on the same horizontal line and are formed in relation to the tumble port 212 and the swirl pot 212a, the cross-sectional area thereof is also a swirl pot. The side intake manifold 222a is formed smaller than the cross-sectional area of the tumble port side intake manifold 222. This is to induce a strong swirl flow of the intake air flow into the combustion chamber.

The tumble port side intake manifold 222 is provided with an intake control valve 230 which rotates by an actuator (not shown) to open and close the tumble side intake manifold 222.

The action of the intake manifold 220 of the intake control valve 230 configured as described above is the same as in the operation description of FIGS. 4 to 6.

10 is a front view showing another example of the intake manifold according to the present invention, FIG. 11 is a side view showing the intake manifold according to FIG. 10, and FIG. 12 is a plan view showing the arrangement of the intake ports according to FIG.

10 to 12 illustrate another example of the intake manifold and the intake port. As shown, the tumble port 312 and the swirl pot 312a of the intake port 310 are formed at an angle having a constant slope. The tumble port 312 is formed on the same horizontal line as the upper side of the cylinder head 300, and the swirl pot 312a is formed on the same horizontal line with the inclination of a diagonal or inverted line direction at the lower side. At this time, the cross-sectional areas of the tumble pot 312 and the swirl pot 312a are formed the same.

On the other hand, the outlet side of the tumble port side intake manifold 322 and the swirl port side intake manifold 322a of the intake manifold 320 connected to each of the tumble port 312 and the swirl pot 312a is also a tumble port ( 312) and the swirl pot 312a, and it has an angle with a constant inclination, and its cross-sectional area is also formed the same.

The tumble port side intake manifold 322 is provided with an intake control valve 330 which rotates by an operation of an actuator (not shown) to open and close the tumble side intake manifold 322.

The action of the intake manifold 320 of the intake control valve 330 configured as described above is the same as in the operation description of FIGS. 4 to 6.

Reference numerals 224 and 324 denote plenum chambers into which outside air is introduced.

Associations and differences between the present invention described above and the conventionally introduced technologies are as follows.

First, both the Toyota product described in the technical paper SAE (Society Of Automotive Engineers) 850046 and the present invention induce strong swirl flow and the intake control valve to reduce fuel consumption and improve fuel efficiency. However, while Toyota's technology has a structure in which an intake control valve is installed in the intake port, the present invention provides a strong swirl flow from the intake manifold before the intake port by installing an intake control valve in the intake manifold. You can see the difference in This is caused by the difference between the cross-sectional area of the connection portion between the intake port and the intake manifold and the inlet installation angle of the intake port because the intake port is formed of the swirl port and the tumble port.

Both the technique of US Pat. No. 5704328 and the technique of the present invention are related to the design of high power engines at high speed and low speed by shortening the intake manifold at high speed and the intake manifold at low speed. However, the technique of US Pat. No. 5704328 differs from the present invention in that the shape of the intake manifold before the intake port is different from that of the present invention, and that the shape of the intake manifold is independent and the cross-sectional area of the two passages introduced into one combustion chamber is different and connected to the intake port. There is a difference in position of the parts.

The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea of the present invention.

As described above, according to the present invention, the cross-sectional area and length of the tumble port side intake manifold and the swirl port side intake manifold are different from each other, and an intake control valve is provided inside the tumble port side intake manifold to maintain the flow of intake air. Ultra-thin combustion system that improves fuel consumption by increasing the ratio of air and fuel by switching between fuel economy mode and output mode as a hum to control, and the effect that air and fuel ratio can be applied to both general engines There is.

In addition, the present invention is effective to induce effective combustion by forming a strong swirl flow in the combustion chamber by allowing only the swirl inlet intake manifold to flow into the inlet of the intake manifold at low speed low load.

The other effect is to make the maximum effect with the minimum change in the current vehicle production. In contrast, the engine described in US Pat. No. 5,704,328 or technical paper SAE 850046 is a technology that requires a major change in the current engine production line.

Another effect is that the length of the intake manifold is different from each other in consideration of the inertia effect, so that the optimum operating conditions can be maintained even at a low speed low load or a high speed high load.

Claims (5)

An intake port consisting of a tumble port that leads intake air into the combustion chamber of the engine to the tumble flow and a swirl port that guides the intake air introduced into the combustion chamber into the swirl flow and an intake air connected to the intake port to guide the outside air to the intake port In the intake system of an internal combustion engine provided with a manifold, The intake manifold is formed independently of the tumble port side intake manifold and the swirl port side intake manifold in relation to each of the tumble port and the swirl port of the intake port, wherein the tumble port side intake manifold and the swirl port side intake manifold While forming different lengths of the cross section, while forming different cross-sectional areas of the tumble port side intake manifold and the swirl pot side intake manifold, An intake control valve for rotating the tumble port side intake manifold and opening / closing the tumble port side intake manifold at an inner position of the tumble port side intake manifold to control the flow of air flowing into the combustion chamber Intake manifold of an internal combustion engine. The intake manifold of the internal combustion engine of claim 1, wherein a length of the tumble port side intake manifold is shorter than a length of the swirl pot side intake manifold. The intake manifold of the internal combustion engine of claim 2, wherein a cross sectional area of the tumble port side intake manifold is larger than a cross sectional area of the swirl pot side intake manifold. The angle between the tumble port side intake manifold and the outlet side of the swirl port side intake manifold connected to each of the tumble port and the swirl pot is formed differently. Intake manifold of an internal combustion engine. An intake port consisting of a tumble port that leads intake air into the combustion chamber of the engine to the tumble flow and a swirl port that guides the intake air introduced into the combustion chamber into the swirl flow and an intake air connected to the intake port to guide the outside air to the intake port In the intake system of an internal combustion engine provided with a manifold, The intake manifold is formed independently of the tumble port side intake manifold and the swirl port side intake manifold in relation to each of the tumble port and the swirl port of the intake port, and the length of the tumble port side intake manifold is the swirl side. While forming a shorter than the length of the intake manifold, while forming the same cross-sectional area of the tumble port side intake manifold and the swirl pot side intake manifold, An intake control valve for rotating the tumble port side intake manifold and opening / closing the tumble port side intake manifold at an inner position of the tumble port side intake manifold to control the flow of air flowing into the combustion chamber Intake manifold of an internal combustion engine.