An intake manifold provided in an internal combustion engine to be mounted in a vehicle includes: a plurality of intake-air branch pipes; an EGR chamber configured such that EGR gas is introduced into the EGR chamber; and a plurality of EGR ports communicating the plurality of intake-air branch pipes with the EGR chamber. A chamber bottom face is provided with a plurality of recessed zones so as to correspond to the plurality of EGR ports, each of the plurality of recessed zones is provided near an opening of its corresponding EGR port on an EGR-chamber side, and all planes constituting the each of the plurality of recessed zones is configured to be inclined so as to be placed on a mounting lower side toward a position closer to the opening, as compared with a position away from the opening.

An intake manifold provided in an internal combustion engine to be mounted in a vehicle includes: a plurality of intake-air branch pipes; an EGR chamber configured such that EGR gas is introduced into the EGR chamber; and a plurality of EGR ports communicating the plurality of intake-air branch pipes with the EGR chamber. A chamber bottom face is provided with a plurality of recessed zones so as to correspond to the plurality of EGR ports, each of the plurality of recessed zones is provided near an opening of its corresponding EGR port on an EGR-chamber side, and all planes constituting the each of the plurality of recessed zones is configured to be inclined so as to be placed on a mounting lower side toward a position closer to the opening, as compared with a position away from the opening.

Disclosed herein is an actuator for an intake manifold, wherein the actuator may include: a housing having a negative pressure space; an operating unit operated by the pressure of air introduced into and discharged from the negative pressure space, and rotating the variable valve; an exhaust flow path connected to an external negative pressure supply source; an intake flow path receiving external air which raises the pressure of the negative pressure space; a spool hole formed in the housing so as to communicate with the exhaust flow path and the intake flow path; an air entry and exit flow path formed in the housing so as to communicate with the negative pressure space and the spool hole; a valve body selectively opening/closing the exhaust flow path and the intake flow path; and a solenoid unit operating the valve body.

Disclosed herein is an actuator for an intake manifold, wherein the actuator may include: a housing having a negative pressure space; an operating unit operated by the pressure of air introduced into and discharged from the negative pressure space, and rotating the variable valve; an exhaust flow path connected to an external negative pressure supply source; an intake flow path receiving external air which raises the pressure of the negative pressure space; a spool hole formed in the housing so as to communicate with the exhaust flow path and the intake flow path; an air entry and exit flow path formed in the housing so as to communicate with the negative pressure space and the spool hole; a valve body selectively opening/closing the exhaust flow path and the intake flow path; and a solenoid unit operating the valve body.

An intake manifold is provided that controls swirl on entry to a combustion chamber. Each intake manifold includes a fin or rib portion positioned to reduce or eliminate swirl induced by the configuration of the intake manifold, particularly when used in a large engine having a left bank and a right bank of combustion chambers. By controlling swirl induced by the intake manifold, charge motion consistency is improved between engine cylinders and between the left bank and the right bank, thereby improving the consistency of combustion and power output, improving efficiency and reducing emissions (e.g., decreased particulate emissions (also described as smoke), hydrocarbon emissions, and NOx emissions), and further including an improved knock margin, improved fuel economy, wider rich and lean limits, etc.

An intake manifold is provided that controls swirl on entry to a combustion chamber. Each intake manifold includes a fin or rib portion positioned to reduce or eliminate swirl induced by the configuration of the intake manifold, particularly when used in a large engine having a left bank and a right bank of combustion chambers. By controlling swirl induced by the intake manifold, charge motion consistency is improved between engine cylinders and between the left bank and the right bank, thereby improving the consistency of combustion and power output, improving efficiency and reducing emissions (e.g., decreased particulate emissions (also described as smoke), hydrocarbon emissions, and NOx emissions), and further including an improved knock margin, improved fuel economy, wider rich and lean limits, etc.

A method and a system to eliminate the flow of accumulated liquid water from the intake manifold into the cylinders of an internal combustion engine are disclosed. Particularly, the disclosed inventive concept provides a negative draft to the top of a water containment feature in the form of opposed baffles. The baffles increase the minimum angle the water has to reach to overflow out of the intake manifold and into the cylinders. The angle required to overflow is a composition of gravity and the acceleration of the vehicle. If the maximum acceleration (and thus maximum water angle) is less than the designed negative draft overflow protection, there will not be expected overflow. The water containment reservoir includes two opposed side walls, a front wall, a back wall, and a base. Each side wall has an upper end. The baffle extends from the upper end of at least one side wall.

An intake manifold includes: a surge tank, die-molded to temporarily store intake air; and branch pipes, in communication with the surge tank. The surge tank includes, on an outer wall thereof, a flange part and a reinforcement rib, a sensor unit configured to detect an intake air state quantity being installed to the a part. The flange part includes: a fitting hole, having an axis as a center to be fit with a detection part of the sensor unit; and boss parts, provided on a periphery of the fitting hole, and the flange part is formed to be rotationally symmetric with the axis as a center. The reinforcement rib includes a limitation piece interfering with a portion of the sensor unit to limit assembling at a time when the sensor unit is assembled erroneously for being deviated from a normal orientation.

An intake manifold includes: a surge tank, die-molded to temporarily store intake air; and branch pipes, in communication with the surge tank. The surge tank includes, on an outer wall thereof, a flange part and a reinforcement rib, a sensor unit configured to detect an intake air state quantity being installed to the a part. The flange part includes: a fitting hole, having an axis as a center to be fit with a detection part of the sensor unit; and boss parts, provided on a periphery of the fitting hole, and the flange part is formed to be rotationally symmetric with the axis as a center. The reinforcement rib includes a limitation piece interfering with a portion of the sensor unit to limit assembling at a time when the sensor unit is assembled erroneously for being deviated from a normal orientation.

The disclosure relates to a method for operating a supercharged internal combustion engine having at least one cylinder group with a number n of combustion chambers, wherein, during a first operating state, all n combustion chambers are supplied with combustion air via a primary charge air path and, during a second operating state, only a portion of the n combustion chambers are supplied with combustion air from the primary charge air path and another portion of the n combustion chambers are supplied with combustion air from a separate compressed air reservoir.