Disclosed is an intake manifold for a vehicle with a unified flow path. The intake manifold has a plurality of branch pipes connected to intake ports of cylinders of an automotive engine, and a surge tank unit connected to the branch pipes and having an external air inlet formed at a side to receive external air, in which the surge tank unit has a unified gas inlet formed at the external air inlet so that blow-by gas an fuel evaporation gas both flows inside. Accordingly, flow resistance when external air flows inside is reduced and freezing at the blow-by gas inlet is prevented in winter. Therefore, the amount of air mixture to be supplied into the cylinders is increased, whereby the volume efficiency of the cylinders is improved and engine torque is increased.

An intake manifold for an internal combustion engine having at least one runner having a top end, a bottom end, a front side, and a back side defining a hollow interior space wherein the top end has a first height greater than a second height of the bottom end, and a port for receiving air into the hollow interior space, the back side having cylinder holes aligning with cylinder head openings of the internal combustion engine and bolt holes for receiving bolts, each bolt having a bolt head and a bolt thread, the front side having access holes aligning with the bolt holes, such that the intake manifold can be secured to the internal combustion engine with no portion of the bolt thread lying within the hollow interior space of the intake manifold thus preventing obstruction of air circulation through the hollow interior space.

An intake apparatus for an engine is provided. The intake apparatus includes an intake manifold configured to draw intake air thereinto, a cylinder head having an intake port through which intake air drawn from the intake manifold is supplied into a cylinder of the engine and a flow control valve disposed in the intake manifold and configured to control a flow direction of intake air to be drawn from the intake manifold into the cylinder head to generate a circular flow in the intake air. A port plate is configured to reinforce the circular flow of intake air that is generated in the flow control valve and a plate support is coupled with the port plate and coupled between the intake manifold and the cylinder head to enable the port plate to be inserted into the intake port.

The present invention provides an admission pipe structure for automobile air admission, wherein internal part in pipe body of admission pipe includes channel, admission hole and exit hole formed on two sides of the channel are installed with first sleeve connection part and second sleeve connection part, and first sleeve connection part and second sleeve connection part are respectively sleeved onto exit connector and admission connector of the admission manifold pipe such that buckling component can be set up in penetration into two through-grooves installed in outer surface of second sleeve connection part thereby using buckling component to block at ring-shaped groove for fixedly positioning. When compressed air coming from the central cooler enters into admission pipe, compressed air can be smoothly guided by arc-shaped channel in pipe body, and aluminum alloy materials in admission pipe itself can prevent damages caused by the high-speed airflow of the compressed air.

A pressuring system for a vehicle engine includes an intake manifold into which ambient gases flows. A control valve connects to the intake manifold. An engine block connects to the intake manifold and connected to a gases outlet. A timing belt cover connects to the engine block. A gases pipe connects between the control valve and the timing belt cover.

A vehicle including an airflow system defining an air passageway to facilitate airflow to or from an engine component. The airflow system includes a noise control mechanism, such as an attenuator or a tortuous portion of the air passageway, for reducing or otherwise controlling noise associated with the engine component. Positioning and orientation of various inlets provides additional noise reduction for passengers of the vehicle.

A bolt-on replacement intake manifold has an asymmetrical plenum with a first end including an inlet, a closed terminal end, a concave top surface and a convex bottom surface; a flange; and a plurality of runners extending from the bottom surface of the plenum and terminating at the flange. The plenum defines an interior space in flow communication with the runners. The bottom surface of the plenum is wider than the top surface. The plenum initially widens from the inlet to the first runner and then begins to narrow from the first runner toward the last runner adjacent to the closed terminal end. The runners are tapered, curved, and vary in length. The intake manifold causes air to exit each of the plurality of runners at substantially the same angle. The manifold balances airflow across each runner and increases swirl inside the cylinders enhancing fuel economy, power output, and torque.

An intake system of an engine includes an engine and an intake manifold. The intake manifold defines individual intake air passageways each connecting one of cylinders to a volume chamber. Each of the individual intake passageways includes a first route and a second route. The first route has a natural frequency, of an air column, synchronized with a first revolution higher than an engine revolution for maximum torque such that a dynamic supercharging effect is obtained at the first revolution. The second route has a natural frequency, of an air column, synchronized with a second revolution higher than the engine revolution for maximum torque such that a dynamic supercharging effect is obtained at the second revolution. The second revolution differs from the first revolution. A difference between the first and second revolutions is set lower than or equal to 15% of a maximum engine revolution.

An internal combustion engine may include at least one engine block having a plurality of cylinders and at least one flange component. At least one attachment part may be secured to the at least one flange component. An alignment device may be constructed and arranged to align the at least one attachment part relative to the at least one flange component when the at least one attachment part is attached to the at least one flange component. The alignment device may include at least a first alignment unit, a second alignment unit, and a third alignment unit, which may be spaced apart from one another. At least one of the first alignment unit, the second alignment unit, and the third alignment unit may be constructed and arranged to align the at least one attachment part to a cylinder head in relation to a first aligning direction perpendicular to an attaching direction, when the at least one attachment part is attached to the cylinder head. At least one of the first alignment unit, the second alignment unit, and the third alignment unit may be constructed and arranged to align the at least one attachment part to the cylinder head in relation to a second aligning direction perpendicular to the attaching direction and inclined to the first aligning direction. The at least first alignment unit, the second alignment unit, and the third alignment unit may each be constructed and arranged to align the at least one attachment part to the cylinder head exclusively in one of the first aligning direction or the second aligning direction.

An intake module of a fresh air system for an internal combustion engine may include a housing having a plurality of openings through which fresh air is flowable, and a control device for controlling a cross-section of at least one of the openings. The control device may include at least one control staff and at least one control valve arranged on the control shaft in a rotationally fixed manner for the at least one opening. The control shaft may be mounted on the housing by at least one bearing bracket such that the control shaft is rotatable about a rotational axis. The housing may have at least one bearing receiving portion for receiving the bearing bracket. The bearing receiving portion may have an insertion opening through which the bearing bracket may be inserted in an insertion direction oriented perpendicular to the rotational axis. The bearing bracket may have two outer surfaces facing away from one another in a transverse direction running perpendicular to the rotational axis and to the insertion direction. On each outer surface, the bearing bracket may have at least two positioning blocks projecting therefrom and spaced apart from one another in the insertion direction. The bearing receiving portion may have a guide contour for each positioning block for aligning the bearing bracket in a longitudinal direction running parallel to the rotational axis, and in the transverse direction.