JPH07133725A - Air intake device of internal combustion engine - Google Patents

Abstract

PURPOSE:To make an air intake device compact by mounting all the parts of an air intake system from an air intake cleaner to the air intake port of an engine. CONSTITUTION:Air introduced from the entrance part of an air cleaner is introduced into an intake air quantity detection means 5 through an air cleaner element. A throttle 6 is provided on downstream side therefrom. The air passing through the throttle 6 is led to independent intake pipes 10 facing to the respective cylinders through collector parts 8, 9. The air is sucked to the combustion chamber of an engine through the intake port part thereafter. Under such a constitution, the passage part of the air cleaner, the independent intake pipe parts of a plural number of cylinders, the collector parts 8, 9, are set close to each other through partitioning walls, or directly. A control unit 13 for controlling the engine is arranged inside a passage located downstream from the entrance part of the air cleaner. Consequently, the inside of an engine chamber can be effectively utilized since the whole of the intake system from the air cleaner to the intake port can be made compact.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for supplying air and fuel to a combustion chamber of an internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, as in JP-A-4-175465, an independent intake pipe and a collector are compactly integrated, but an injection valve, a throttle, an intake amount detecting means, an air cleaner, etc. It has a structure that can be assembled separately.

[0003]

In the above-mentioned conventional technique, the injection valve, the throttle, the intake air amount detecting means, the air cleaner, etc. are separately assembled.
It was inferior in assembling and wearing. The present invention compactly mounts all parts of the intake system from the air cleaner to the intake port of the engine to reduce the height of the engine and make the vehicle bonnet slantable, improving the aerodynamic characteristics seen in the vehicle. The purpose is also to improve fuel efficiency.

[0004]

[Means for Solving the Problems] The structure is such that the independent intake pipe portion, the collector portion, and the air cleaner portion are assembled so as to be adjacent to each other via a partition wall.

[0005]

Since the respective partitions can be formed by utilizing the partition walls for adjoining the above three parts, it is possible to achieve compactness without providing an extra space.

[0006]

FIG. 1 shows a first embodiment of the present invention. The engine is a so-called V-type engine that leans to the left and right. In this V-type engine, the number of cylinders is generally 6, 8 and 12, and the present invention can be applied to any of them. A space is formed between the left and right engine parts 1 and 2 of the V-type engine, and all or part of each of the intake parts from an air cleaner (not shown) to the intake port 3 is housed in this space. For this reason, the intake system is compact. It should be noted that FIG. 1 is a diagram when viewed from the front and rear direction of the engine units 1 and 2. FIG. 2 is a view of FIG. 1 seen from the lateral direction of the engine. The air that has entered the air cleaner (not shown) is guided to the intake air amount detecting means 5 through the passage 4. The intake air amount detecting means 5 is a hot-wire type, movable vane type, Karman vortex type flow meter or the like. A throttle 6 is provided downstream of the throttle 6 to control the amount of intake air to the engine. The throttle may be driven by a wire or electrically driven by the motor 7. The air that has passed through the throttle 6 is
It is led to the independent intake pipe 10 corresponding to each cylinder through the cylinder 9. After that, it is sucked into the combustion chamber 12 of the engine through the intake port 11 of the engine. In the above structure, the collector portions 8 and 9 and the independent intake pipe portions 10 of the plurality of cylinders are directly adjacent to each other via a partition wall for compactness. The order of the three parts is unspecified. A control unit 13 for controlling the engine is installed in the partition wall between the collector section 8 and the collector section 9 in the collector section 8 in consideration of compactness and cooling performance. Therefore, the control unit 13
Has the effect of being cooled by intake air. An injection valve 14 for injecting fuel is arranged at the intake port of each cylinder.
Further, an air passage 15 for forming a swirling flow (swirl) of air in the combustion chamber 12 is provided in each cylinder. As a matter of course, when it is not necessary to form the swirling flow of air in the combustion chamber 12, the air passage 15 is unnecessary. A flow dividing valve 17 for controlling the amount of intake air to the independent intake pipe portion 10 and the air passage 15 for forming the swirling flow is provided in the independent intake pipe portion main body. This shunt valve 17
Is supported by a diversion valve shaft 18, and is connected to a diversion valve drive device 20 by a coupler 19 provided at one end of the diversion valve shaft 18. In this embodiment, a butterfly valve is taken as an example of the flow dividing valve 17, but it can be realized by using a slide valve or the like, and the flow dividing valve driving device may be an electric motor or a diaphragm using a pressure difference. And so on. An air column resonance point control valve 21 in the collector is installed inside the collector unit 9 for the purpose of improving the intake efficiency to the engine. In this embodiment, the butterfly valve is taken as an example of the air column resonance point control valve 21, but it is also possible to use a slide valve or the like. In this embodiment, a rectifying member 22 is provided at the junction of the collector portion 8 and the collector portion 9 in which the intake passage is bent for the purpose of rectifying the intake air flow. As a matter of course, the material of the rectifying member 22 may be metal or resin, and the presence or absence of the rectifying member 22 does not cause any problem in realizing the same.

Next, the effect of the current plate will be described with reference to FIGS. At the bent portion of the intake pipe, the peeling portion 23 occurs as shown in FIG. On the other hand, as shown in FIG.
When is provided in the flow path, the airflow flows along the straightening plate, so that peeling is less likely to occur, an increase in suction resistance due to peeling can be prevented, and a reduction in engine output can be prevented.

The second embodiment will be described with reference to FIGS. Collector bodies 108 and 109 and independent intake pipe body 11
0 is fixed by the fixing means 24. In the case of the structure as shown in FIG. 5, since the collector bodies 108 and 109 are formed by planes, they are disadvantageous in strength against external force. On the other hand, when the structure shown in FIG. 6 is adopted as in the present invention, the collector bodies 108 and 109 have a three-dimensional structure.
It is advantageous in strength against external force.

Next, a third embodiment will be described with reference to FIGS. Arrows in the figure represent streamlines of the airflow flowing through the collector 8 or the collector 9. In the case of the present invention, the structure described with reference to FIGS. 5 and 6 projects in the collector 8 or the collector 9, so that turbulence 26 of the air flow occurs near the projection 25 as shown in FIG. On the other hand, in the case of FIG. 8 showing the present invention, since the shape of the projecting portion 25A gradually changes along the streamline, turbulence of the air flow does not occur, and it is possible to prevent an increase in suction resistance in this portion. it can.

Next, a fourth embodiment will be described with reference to FIGS. 9 and 10. FIG. 9 shows an embodiment when the air column resonance point control valve 21 is closed, while FIG. 10 shows an embodiment when the air column resonance point control valve 21 is opened. The collector 8 and the collector 9 are Each bank of the engine is partitioned by the partition wall 107. The air column resonance point control valve 21 is
It is provided as a part of the partition wall 107. As shown in FIG. 10, the intake passage when the air column resonance point control valve 21 is closed includes the throttle 6 to the collector 8,
The collector 9 and the independent intake pipe 10 become one passage, and the intake pipe length involved in supercharging becomes considerably long. For this reason, the resonance frequency becomes small, and the resonance effect occurs at a low rotation speed.
On the other hand, when the air column resonance point control valve 21 is open as shown in FIG. 10, the length is up to the open portion of the air column resonance point control valve 21 as shown in FIG. For this reason, since the resonance part is short, resonance supercharging is performed at high speed. In this way, by opening and closing the air column resonance point control valve 21, the resonance intake pipe length can be changed and supercharging can be obtained in a wide rotation range. Here, the air column resonance point control valve 21 is provided as a part of the partition wall 107 because it is not necessary to provide another special intake pipe, that is, it can be made compact.

Next, referring to FIG. 11, the combustion chamber 12 of the engine
A mechanism for forming an air swirl flow (swirl) is shown. The intake air taken into the combustion chamber 12 of the engine passes through the flow dividing valve 17, the independent intake pipe 10, and the intake valve 27 and is taken into the combustion chamber 12 of the engine. At this time, the shunt valve 17
The ratio of the intake air flowing through the independent intake pipe 10 and the bypass passage 10A can be changed by opening and closing. When the shunt valve 17 is closed, most of the intake air passes through the bypass passage 10A. However, since the intake airflow has a direction as shown by the arrow in the figure, a swirl flow 28 is generated inside the combustion chamber 12 of the engine. To do. As described above, in the system in which the swirl flow is generated in the combustion chamber due to the uneven flow in the independent intake pipe, the swirl control valve 29 having a notch in a part as shown in FIG. 12 may be used. Further, the same applies to a swirl control valve of a type that closes one side when the main passage of the intake port section is two corresponding to the two intake valves. Independent intake pipe part 1 in V engine
0 is crossed at an intermediate portion between valleys of both banks, and a shunt valve 17 is provided at this intersection. Further, the flow dividing valves 17 for all cylinders are supported by one flow dividing valve shaft 18. Providing two shafts here requires space and is disadvantageous. Further, as described above, the valve may be the swirl control valve 29 having a notch in a part thereof. Furthermore, when there are two main passages in the intake port section corresponding to the two intake valves,
The same applies to the swirl control valve that is closed on one side.

When the flow dividing valves 17 for all cylinders are thus supported by the single flow dividing valve shaft 18, as shown in FIG. 13, the independent intake pipe main body 110 and the flow dividing valve shaft 18 having different thermal expansion coefficients are provided. Because of the integral structure, when the movement of the diversion valve shaft 18 in the axial direction is regulated, the diversion valve 1 is affected by a temperature change.
7 may not operate smoothly. Therefore, as shown in FIG. 14, a slit 19A is provided in the coupler 19 and a fixing pin 19B is fixed to the shunt valve shaft 18 so that the shunt valve shaft 18 can move in the axial direction while rotating from the shunt valve drive device 20. By transmitting only the movement, the difference in the axial length change between the independent intake pipe body 110 and the diversion valve shaft 18 due to the temperature change is absorbed by the axial movement of the diversion valve shaft 18. In this way, the diversion valve 17
Can always operate smoothly. Here, it goes without saying that the configuration of the coupler 19 portion shown in FIG. 14 can also be realized by a configuration in which a slit is provided in the diversion valve shaft 18 and the fixing pin 19B is fixed to the coupler 19.

Next, a fifth embodiment will be described with reference to FIGS. FIG. 15 is a view of the present embodiment as viewed from the lateral direction with respect to the engine. Intake air is taken in as indicated by the arrow as described above. FIG. 16 is a- of FIG.
A section is shown. Inside the collector 8 and the collector 9, there are partition walls 8A and 9A, respectively, and as described above, the collector 8 and the collector 9 are divided for each bank of the engine for the purpose of performing resonance supercharging. In this embodiment, a collector body 107 having an E-shaped cross section and a collector body 108 having an E-shaped cross section are stacked. With such a structure, the partition walls 8A and 9A have a rib structure, and due to the effect of superposition, it is advantageous in terms of strength against external force, and the shape is relatively simple, which is advantageous in terms of manufacturing method and cost. .
Here, if resonance supercharging is not adopted, the collector bodies 108 and 109 do not have to have an E-shaped cross-sectional shape and can be realized with a U-shaped cross-section or a box-shaped one.

FIG. 17 shows a sixth embodiment, which is another embodiment of the fifth embodiment shown in FIG. 16, and shows a case where collector bodies are stacked in three stages. With such a structure, the intake flow from the throttle 6 to the independent intake pipe 10 is shown by the arrow in the figure, and when the length of the intake pipe is fixed, the space saving of the intake system seen in the longitudinal direction of the engine is achieved. Can be measured. In addition, although a configuration in which three layers are stacked is used in this drawing, the number of layers is not limited.

Next, a seventh embodiment will be described with reference to FIGS. FIG. 18 relates to the arrangement of the engine and the independent intake pipe, and is another embodiment of the arrangement of the collectors 8 and 9 described in FIGS. 15 and 16. The intake air that has passed through the throttle 6 passes through the collector 8 and the collector 9 as described above, and flows into the independent intake pipe 10. The partition wall 109 is provided with the air column resonance point control valve 21. In this embodiment, since the collector 8 and the collector 9 are arranged in the horizontal direction with respect to the engine, space saving in the engine height direction can be achieved. Here, if the resonance supercharging is not adopted, it is needless to say that the collector does not have to be divided as in the present embodiment and one box type structure may be used. FIG. 19 shows the bb section of FIG. 18, and the collectors 8 and the collectors 9 are arranged in the horizontal direction with respect to the engine for each bank of the engine with the partition wall 109 as a boundary. Here, the number of arrayed collectors is not limited as described with reference to FIG.

Next, an eighth embodiment will be described with reference to FIG. FIG. 20 shows a cross section of the injection valve 14 portion.
The injection valve 14 is mounted in the independent intake pipe body 110. The injection valve 14 is supplied with fuel from a fuel pipe 30 provided in the independent intake pipe body 110. Also,
An air pipe 31 for improving fuel atomization when fuel is supplied from the injection valve 14 to the engine is provided in the independent intake pipe body 110.
Is also provided. Air is supplied from the air pipe 31 to the injection valve 14 through a small hole 31A. As described above, in the present embodiment, the supply of fuel and air to the injection valve 14 does not require a separate supply pipe as in the conventional case, and therefore it is excellent in space saving and cost reduction. It goes without saying that the present embodiment can be realized even in a configuration without the air pipe 31, that is, in a system in which atomization by air is not improved.

Next, a ninth embodiment will be described with reference to FIG. 21 shows a cross section of the injection valve 14 portion as in FIG. The injection valve 14 is the independent intake pipe body 1
Fuel is supplied from a fuel pipe 30 provided in the fuel cell 10. A cooling fluid passage 32 is provided near the fuel pipe 30 in the independent intake pipe main body, and the fuel pipe 30 is cooled by flowing a cooling fluid in the cooling fluid passage 32. The heating of 30 can be prevented, and the vapor lock phenomenon of fuel can be avoided.

Next, a tenth embodiment will be described with reference to FIG. FIG. 22 is a view of this embodiment as seen from the lateral direction of the engine, as in FIG. The numbers quoted in this figure are the same as those of the numbers quoted in FIG.

The air sucked from an air cleaner (not shown) is guided to the intake air amount detecting means 5 through the passage 4. The intake air amount detecting means 5 is a hot-wire type, movable vane type, Karman vortex type flow meter or the like as described in FIG. A throttle 6 is provided downstream of the throttle 6 to control the amount of intake air to the engine. The throttle may be driven by a wire or electrically driven by the motor 7. The air that has passed through the throttle 6 passes through collectors 8 and 9 and is guided to an independent intake pipe 10 corresponding to each cylinder. After that,
The combustion chamber 12 of the engine passes through the intake port 3 of the engine.
Inhaled into. In the structure described above, the independent intake pipe body 110 is made of metal, and the collector bodies 108, 109 are made of resin. The independent intake pipe main body 110 made of metal has an effect of suppressing the swing of each bank peculiar to the V-type engine, while the collector main bodies 108, 109 made of resin have a high degree of freedom in molding, and thus are close to ideal. Since the shape of the intake pipe can be realized and the wall thickness can be reduced, space saving and measurement can be achieved. Furthermore, since resin molded products generally have good surface smoothness compared to metal molded products, they can be used as intake pipes. When applied, there is an effect that the intake air pressure in the intake pipe portion is less likely to decrease and intake efficiency is improved. Here, it goes without saying that some or all of the components described in the embodiment citing FIG. 2 can also be applied to this embodiment.

Next, an eleventh embodiment will be described with reference to FIG. FIG. 23 is a drawing of this embodiment viewed from the lateral direction of the engine similarly to FIG. The reference numerals in this drawing have the same functions as those of the same reference numerals in FIG. 22, and the passage of intake air and the like are also the same as those explained in FIG.

In this embodiment, the blowing position of the EGR (exhaust gas recirculation) to the intake pipe portion is shown downstream of the intake air flow path of the throttle 6 of the collector body 108. If the blowing position is provided at a position as shown in the figure, intake air and EGR gas can be mixed well, so that the EGR gas can be distributed to each cylinder of the engine well.

Next, a twelfth embodiment will be described with reference to FIG. This is another embodiment of the EGR described in FIG. FIG. 24 shows a cross section of the fuel supply means 14 in the independent intake pipe 110. In the figures, the parts having the same reference numbers in FIGS. 20 and 21 have the same function. The independent intake pipe body 110
An EGR pipe 34 is provided inside the passage 34A.
However, the independent intake pipe 10 and the EGR pipe 34 are connected to each other. With such a configuration, since the EGR pipe 34 is integrally formed in the independent intake pipe body 110, it is not necessary to provide a separate pipe, and the distributability to each cylinder of the engine is good. Further, since the outlet of the EGR is located downstream of the fuel supply means 14, there is an effect that the fuel supply means 14 is less likely to be contaminated.

Next, a thirteenth embodiment will be described with reference to FIG. FIG. 25 shows a cross section of this embodiment. The intake path in this case is the same as that described with reference to FIG. 2, etc., and the intake air taken into the engine is taken into the engine (not shown) from the independent intake pipe 10 via the throttle 6 collector 8 collector 9. In this embodiment, a control unit 13 is installed on the inner surface of the collector 8. By doing so, there is no need for a special space in the control unit 13, and there is an effect that the control unit 13 is cooled by the intake air sucked from the throttle 6. Furthermore, the control unit 1
The collector 8 in which 3 is installed is the collector 9 downstream thereof.
Since it is connected to the independent intake pipe via, there is no fear of contamination due to blowback from an engine (not shown).
FIG. 26 shows another embodiment of FIG. 25. In this case, the control unit 13 is installed on the upper wall surface of the collector 8. Needless to say, the effect in this case is the same as that described with reference to FIG. 25. Thus, even if the wall surface is a curved surface, the effect is not affected if the wall surface is inside the collector 8.

Next, a fourteenth embodiment will be described with reference to FIG. 27. FIG. 27 shows a cross section taken along the line CC of FIG. 26. Here, the position of the cross section CC is taken for the reason of notation. It is located and there is no restriction on the installation location. Wiring 36 is installed inside the collector body 108 to supply or receive power to each component. FIG. 28 shows another embodiment of FIG. 27, in which the wiring 36 has a square cross section. As a matter of course, there is no restriction due to the sectional shape of the ship allocation 36. In the case of adopting the above configuration, the space for wiring can be saved, and the insulation coating of the electric wire itself is not required, so that there is an effect of space saving and cost saving.

Next, a fifteenth embodiment will be described with reference to FIG. 29. FIG. 29 shows a cross section of the end portion of the wiring 36 installed inside the collector body 108. Wiring 3
A connection terminal 37 is provided at the end of 6. On the other hand, a connector 108A is formed integrally with the collector body 108. In this way, the connection for power supply or power reception to each component is performed. When the above-mentioned configuration is adopted, it is not necessary to separately prepare the connector as described above, and there is an effect of space saving.

As described above, according to the present invention, the intake system can be made compact while improving the intake performance. As a result, the engine can be made compact, and the degree of freedom in designing as an automobile is improved, resulting in energy saving. ， Cost saving is possible, and it will be a great advantage as an automobile.

[0027]

According to the present invention, the entire intake system from the air cleaner to the intake port becomes compact, so that the inside of the engine room can be effectively utilized.

[Brief description of drawings]

FIG. 1 is a configuration diagram of an intake pipe.

FIG. 2 is a configuration diagram of an intake pipe.

FIG. 3 is a principle diagram of a current plate.

FIG. 4 is a principle diagram of a current plate.

FIG. 5 is an explanatory view of an intake pipe assembly.

FIG. 6 is an explanatory view of an intake pipe assembly.

FIG. 7 is an explanatory view of the air flow in the intake pipe.

FIG. 8 is an explanatory diagram of an air flow in the intake pipe.

FIG. 9 is a principle diagram of a resonance effect in the intake pipe.

FIG. 10 is a principle diagram of a resonance effect in an intake pipe.

FIG. 11 is a configuration diagram of a swirl passage.

FIG. 12 is a configuration diagram of a swirl valve.

FIG. 13 is a configuration diagram of a diversion valve unit.

FIG. 14 is a configuration diagram of a branch valve shaft coupler unit.

FIG. 15 is a configuration diagram of an intake pipe body.

FIG. 16 is a configuration diagram of an intake pipe main body.

FIG. 17 is a configuration diagram of another embodiment of the intake pipe body.

FIG. 18 is a configuration diagram of another embodiment of the intake pipe body.

FIG. 19 is a configuration diagram of another embodiment of the intake pipe body.

FIG. 20 is a configuration diagram of an example of a fuel pipe.

FIG. 21 is a configuration diagram of an example of a cooling pipe.

FIG. 22 is a configuration diagram of another embodiment of the intake pipe body.

FIG. 23 is a configuration diagram of an embodiment of EGR piping.

FIG. 24 is a configuration diagram of another embodiment of another EGR pipe.

FIG. 25 is a configuration diagram of an embodiment of a control unit mounting method.

FIG. 26 is a configuration diagram of another embodiment of the control unit mounting method.

FIG. 27 is a configuration diagram of an embodiment of a power feeding method.

FIG. 28 is another configuration diagram of the embodiment of the power feeding method.

FIG. 29 is another configuration diagram of the embodiment of the power feeding method.

[Explanation of symbols]

3 ... Intake port, 5 ... Intake air amount detector, 8, 9 ... Collector, 10 ... Independent intake pipe, 13 ... Control unit, 17 ... Flow dividing valve, 21 ... Air column resonance point control valve, 30 ... Fuel passage, 31 ... air passage, 34 ... EGR passage.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical indication location F02B 67/00 EM F02M 35/104 35/10 F02M 35/10 301 D (72) Inventor Osuka Minoru, 7-1, 1-1, Omika-cho, Hitachi, Ibaraki Hitachi, Ltd., Hitachi Research Laboratory (72) Inventor, Junichi Yamaguchi 7-1, 1-1, Omika-cho, Hitachi, Ibaraki Hitachi, Ltd., Hitachi Research Laboratory (72) ) Inventor Yasushi Sasaki 2520, Takaba, Katsuta-shi, Ibaraki Hitachi, Ltd., Automotive Equipment Division (72) Inventor Hiroyuki Nemoto 2477, Kashima Yatsu, Katsuta-shi, Ibaraki 3 Hitachi Automotive Engineering Co., Ltd. (72 ) Inventor Yuzo Kadoko, 502 Kintatemachi, Tsuchiura City, Ibaraki Prefecture Inside the Mechanical Research Laboratory, Hiritsu Manufacturing Co., Ltd. (72) Inventor river section Ryuhei Hitachi City, Ibaraki Prefecture Omika-cho, seven-chome No. 2 No. 1 Co., Ltd. Hitachi, energy within the Institute

Claims (25)

[Claims] 1. An intake air flow rate detecting means, a throttle, a collector, an independent intake pipe, a fuel supply means, a means for controlling a resonance point of an air column in the intake pipe and at least an intake air amount detecting means and a throttle, or a throttle and an intake pipe. The intake system for an internal combustion engine is characterized in that it is integrally formed, superposed, or co-tightened. 2. An intake system for an internal combustion engine, comprising: an intake air flow rate detection means, a throttle, a collector, an independent intake pipe, a fuel supply means, a means for controlling a resonance point of an air column in the intake pipe. The intake system for an internal combustion engine is characterized in that the assembling order is such that the independent intake pipe to which the fuel supply means is attached in advance, the intake air flow rate detecting means, and the collector to which the throttle is attached are assembled in this order. 3. The intake system for an internal combustion engine according to claim 1 or 2, wherein means for generating a vortex in the combustion chamber of the engine is provided in the independent intake pipe. 4. The intake system for an internal combustion engine according to claim 1, wherein at least one member for rectifying the fluid is provided in a bent portion of the intake passage in the collector. 5. The intake system for an internal combustion engine according to claim 1, wherein an outer wall of the collector has a reinforcing structure. 6. An intake system for an internal combustion engine according to claim 1 or 2, wherein a reinforcing structure is provided on an inner wall of the collector along a streamline of intake air. 7. The intake system for an internal combustion engine according to claim 5, wherein the reinforcing structure of the collector is a rib structure. 8. The internal combustion engine according to claim 1 or 2, wherein the shape of a mounting portion for fixing the collector and the independent intake pipe is a reinforcing structure for the collector. Inhaler. 9. The internal combustion engine according to claim 6 or 7, wherein the size of the reinforcement structure along the streamline of the intake air gradually changes along the streamline of the intake air. Engine intake device. 10. The intake system for an internal combustion engine according to claim 1, wherein the means for controlling the resonance point of the air column in the intake pipe is located at the central partition wall in the collector. 11. The intake air of an internal combustion engine according to claim 3, wherein the means for generating a vortex in the combustion chamber is, for example, a butterfly valve, and the butterfly valve is supported by a single support shaft. apparatus. 12. The intake system for an internal combustion engine according to claim 11, wherein the connection between the one support shaft and a drive means for driving the shaft is movable in the axial direction of the shaft. 13. The intake system for an internal combustion engine according to claim 1, wherein the intake passage in the collector is formed by superposing at least two stages of members each having an E or U-shaped cross section. 14. The intake system for an internal combustion engine according to claim 13, wherein a direction in which the members having the E-shaped or U-shaped cross-sectional shape are overlapped with each other is a vertical direction with respect to the engine. 15. The intake system for an internal combustion engine according to claim 13, wherein a direction in which the members having the E-shaped or U-shaped cross-sectional shape are overlapped with each other is a horizontal direction with respect to the engine. 16. The internal combustion engine according to claim 1, wherein a fuel supply pipe to the fuel supply means in the independent intake pipe member is integrally formed in the independent intake pipe member. Intake device. 17. The intake system for an internal combustion engine according to claim 1, wherein the independent intake pipe member is integrally formed with an air pipe for improving atomization during fuel supply. 18. The intake system for an internal combustion engine according to claim 1, wherein a cooling fluid pipe is integrally formed in the independent intake pipe member. 19. An intake system for an internal combustion engine, comprising: intake air flow rate detection means, throttle, collector, independent intake pipe, fuel supply means, means for controlling resonance points of air columns in the intake pipe. And means for controlling the collector and the resonance point of the air column in the intake pipe are made of resin,
An intake system for an internal combustion engine, wherein the independent intake pipe member is made of metal. 20. The internal combustion engine according to claim 1, 2 or 19, wherein a recirculation port of EGR (exhaust gas recirculation) is opened downstream of the throttle and in the collector portion. Inhaler. 21. The intake air of an internal combustion engine according to claim 1, 2 or 19, wherein a recirculation port of EGR (exhaust gas recirculation) is opened to each intake pipe of the independent intake pipe. apparatus. 22. In Claim 1, Claim 2 or Claim 19, the surface of the inner wall surface of the collector or the inside of the wall,
An intake system for an internal combustion engine, comprising an engine control unit for controlling the engine. 23. The internal combustion engine according to claim 1, 2 or 19, wherein a wiring structure for supplying power to the fuel supply means or the like is provided on a surface of the collector wall surface or inside the wall surface. Intake device. 24. The intake system for an internal combustion engine according to claim 23, wherein the wiring structure connector is formed in the collector portion simultaneously with resin molding of the collector. 25. The internal combustion engine according to claim 1, wherein the longitudinal direction of the resin-reinforcing fiber is the same as the longitudinal direction of the collector portion when the collector is molded. Engine intake device.