Intake pipe structure and internal combustion engine

Abstract

The utility model relates to an intake pipe structure and internal combustion engine, this intake pipe structure includes intake manifold, intake manifold and branch intake pipe, the first end of multiple intake manifold is connected in intake manifold after parallel connection, the second end of each intake manifold is connected in cylinder cover, the first end of branch intake pipe is connected in intake manifold, the second end of branch intake pipe is connected in at least one intake manifold on the side of intake manifold away from exhaust manifold, and branch intake pipe sets flow regulating valve. The above-mentioned intake pipe structure can control the opening of flow regulating valve according to the intake amount of internal combustion engine, thereby adjusting the rolling flow ratio in the cylinder, making the rolling flow variation characteristic more close to the rolling flow characteristic required under different rotating speeds and working conditions of internal combustion engine, to meet the requirement of combustion on rolling flow ratio under different rotating speeds and loads, and avoiding the problems of internal combustion engine combustion deterioration and heat efficiency reduction.

Description

Technical Field

[0001] This utility model relates to the field of internal combustion engine technology, and in particular to an intake manifold structure and an internal combustion engine. Background Technology

[0002] Tumble intensity is a core parameter affecting combustion. At specific speeds and loads, there exists an optimal tumble ratio: a too-small tumble ratio results in slow flame propagation, slow combustion, and low thermal efficiency. As the tumble ratio increases, the combustion speed accelerates, and thermal efficiency improves. However, when the tumble ratio is too large, in-cylinder heat transfer increases dramatically, leading to increased heat loss and a decrease in thermal efficiency. Figure 1 As shown.

[0003] Tumble ratio intensity is a key parameter affecting the combustion speed of premixed spark-ignition gas engines. The combustion requirement for tumble ratio varies with the engine speed and load. Existing gas engine intake manifold structures are fixed; during intake, in-cylinder tumble is formed through the guiding action of the intake manifold and the bottom of the cylinder head. For example... Figure 2 As shown, the bottom surface of the cylinder head 3, which commonly forms tumble flow, is ridge-shaped and is called the canopy structure 4. The intake manifold 1 outlet faces the exhaust side of the canopy structure 4. During the intake process, the airflow is guided by the canopy structure on the exhaust side, causing the airflow to flow downwards along the canopy structure towards the cylinder wall, and then down the cylinder wall to the piston top of the piston 6. The concave structure on the piston top then guides the airflow towards the intake side cylinder wall and upwards, thus forming a complete circular motion from the cylinder head 3 to the piston top of the piston 6. This type of operation is called tumble flow. Tumble flow is formed by the flow rate of the intake airflow, the cylinder head canopy structure, the cylinder wall, and the piston. For the same internal combustion engine, the cylinder head canopy structure, the cylinder wall, and the piston are all fixed. Therefore, the tumble flow intensity is only positively correlated with the intake flow rate, that is, the larger the intake flow rate, the higher the tumble flow intensity.

[0004] For internal combustion engines, the required tumble ratio varies under different engine speeds and loads. The tumble ratio generated by existing intake manifold structures changes positively with the intake volume, and this tumble characteristic differs from the required tumble characteristics for different engine speeds and operating conditions. Therefore, it is difficult to meet the tumble ratio requirements for combustion at different speeds and loads, leading to poorer combustion and decreased thermal efficiency in gas engines. Utility Model Content

[0005] The first objective of this invention is to provide an intake manifold structure that can meet the tumble ratio requirements of combustion under different speeds and loads, thereby avoiding the problems of poor combustion and reduced thermal efficiency in internal combustion engines.

[0006] The second objective of this invention is to provide an internal combustion engine including the above-described intake manifold structure.

[0007] To achieve the above objectives, this utility model provides the following technical solution:

[0008] An intake manifold structure includes an intake main pipe, an intake manifold, and branch intake pipes. The first ends of a plurality of intake manifolds are connected in parallel to the intake main pipe, and the second ends of each intake manifold are connected to a cylinder head. The first end of each branch intake pipe is connected to the intake main pipe, and the second end of each branch intake pipe is connected to at least one of the intake manifolds on the side of the intake manifold away from the exhaust manifold. The branch intake pipe is provided with a flow regulating valve.

[0009] In one embodiment of this application, each of the intake manifolds is connected to a branch intake manifold on the side away from the exhaust manifold.

[0010] In one embodiment of this application, the branch intake pipe includes a branch main pipe and branch connecting pipes. The first end of the branch main pipe is connected to the main intake pipe. The first ends of a plurality of branch connecting pipes are connected in parallel to the second end of the branch main pipe. The second ends of the plurality of branch connecting pipes are connected one-to-one to a plurality of intake manifolds. The flow cross-sectional area of ​​the branch main pipe is greater than or equal to the flow cross-sectional area of ​​the branch connecting pipe. The flow regulating valve is disposed on the branch main pipe.

[0011] In one embodiment of this application, the branch connecting pipe includes a first straight pipe section, a second straight pipe section, and an arc-shaped pipe section. The first straight pipe section and the second straight pipe section are respectively connected to the two ends of the arc-shaped pipe section. The end of the first straight pipe section away from the arc-shaped pipe section is smoothly connected to the branch main pipe. The second straight pipe section is connected to the intake manifold.

[0012] In one embodiment of this application, the pipe diameter ratio d / D of the equivalent diameter d of the branch main pipe and the equivalent diameter D of the intake manifold satisfies 0 < d / D ≤ 0.5.

[0013] In one embodiment of this application, the line connecting the center of the outlet end of the intake manifold and the center of the intake end of the intake manifold is the centerline of the intake manifold, and the straight line passing through the center of the outlet end of the branch intake pipe and perpendicular to the end face of the outlet end of the branch intake pipe is the outlet end extension line of the branch intake pipe. The angle α between the centerline of the intake manifold and the outlet end extension line of the branch intake pipe satisfies 15°≤α≤90°.

[0014] In one embodiment of this application, the distance L between the extension line of the outlet end of the branch intake pipe and the plane where the outlet end of the intake manifold is located satisfies 3d≤L≤3D.

[0015] In one embodiment of this application, the flow regulating valve is communicatively connected to an internal combustion engine controller, and the internal combustion engine controller is used to control the working state of the flow regulating valve according to the internal combustion engine intake air volume detection value.

[0016] In one embodiment of this application, the cross-sectional shape of the branch intake pipe is circular, elliptical, or rectangular.

[0017] An internal combustion engine comprising an intake manifold structure as described in any of the above claims.

[0018] As can be seen from the above technical solutions, this utility model discloses an intake pipe structure, which includes an intake main pipe, an intake manifold, and branch intake pipes. The first ends of multiple intake manifolds are connected in parallel to the intake main pipe, and the second ends of each intake manifold are connected to the cylinder head. The first end of the branch intake pipe is connected to the intake main pipe, and the second end of the branch intake pipe is connected to at least one intake manifold on the side of the intake manifold away from the exhaust manifold. The branch intake pipe is equipped with a flow regulating valve, and the opening degree of the flow regulating valve is related to the internal combustion engine operating conditions to regulate the intake flow rate in the branch intake pipe, thereby regulating the tumble ratio intensity in the cylinder.

[0019] In application, when the intake air volume of the internal combustion engine is low, the tumble ratio in the cylinder is relatively low. At this time, by opening the flow control valve and adjusting its opening to the maximum, the airflow in the branch intake pipe impacts the airflow in the intake manifold at a certain angle, changing the airflow direction in the intake manifold and deflecting the airflow towards the exhaust side of the dome structure. This means that the intake airflow enters the cylinder from the side of the intake manifold closer to the exhaust manifold, increasing the radius of the tumble ratio in the cylinder and thus enhancing the tumble ratio. As the intake air volume of the internal combustion engine increases, the tumble intensity in the cylinder also gradually increases. At this time, the opening of the flow control valve is gradually reduced until it is completely closed to avoid an excessively high tumble ratio.

[0020] As can be seen from the above intake pipe structure, the opening of the flow regulating valve can be controlled according to the intake air volume of the internal combustion engine, thereby adjusting the tumble ratio in the cylinder. This makes the tumble variation characteristics more closely match the tumble characteristics required by the internal combustion engine under different speeds and operating conditions, so as to meet the combustion requirements of the tumble ratio under different speeds and loads, and avoid the problems of poor combustion and reduced thermal efficiency of the internal combustion engine. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1The graph shows the relationship between the tumble ratio and thermal efficiency, in-cylinder heat transfer, and thermal efficiency.

[0023] Figure 2 This is a schematic diagram of the tumble flow formation;

[0024] Figure 3 This is a schematic diagram of the intake pipe structure provided in an embodiment of the present utility model;

[0025] Figure 4 A front view of the intake pipe structure provided in an embodiment of this utility model;

[0026] Figure 5 A schematic diagram of the branch intake pipe structure provided in the embodiment of this utility model.

[0027] Figure 6 This is a graph showing the relationship between the tumble ratio and the intake air volume of an internal combustion engine after adopting the intake pipe structure provided in this embodiment of the utility model.

[0028] In the picture:

[0029] 1 is the intake manifold; 2 is the exhaust manifold; 3 is the cylinder head; 4 is the roof structure; 5 is the ridge; 6 is the piston; 7 is the branch intake pipe; 701 is the branch main pipe; 702 is the branch connecting pipe; 7021 is the first straight pipe section; 7022 is the second straight pipe section; 7023 is the arc pipe section. Detailed Implementation

[0030] One of the core features of this invention is to provide an intake pipe structure. The structural design of this intake pipe structure enables it to meet the requirements of combustion tumble ratio under different speeds and loads, thereby avoiding the problems of poor combustion and reduced thermal efficiency in internal combustion engines.

[0031] Another core aspect of this invention is to provide an internal combustion engine that includes the aforementioned intake manifold structure.

[0032] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0033] Please see Figure 3 and Figure 4 , Figure 3 This is a schematic diagram of the intake pipe structure provided in an embodiment of the present utility model. Figure 4 This is a front view of the intake pipe structure provided in an embodiment of the present utility model.

[0034] This utility model discloses an intake pipe structure, which includes an intake main pipe, an intake manifold 1, and a branch intake pipe 7.

[0035] The main intake pipe and branch intake pipes 7 can be made of metal or durable plastic. The intake manifold 1 is usually made of metal, including but not limited to cast iron and aluminum alloy.

[0036] An air filter is usually installed on the intake manifold to guide the intake airflow through the air filter before entering each intake manifold 1. If the internal combustion engine is a turbocharged internal combustion engine, an intercooler is usually also installed on the intake manifold. The intake air enters each intake manifold 1 after passing through the air filter and the intercooler.

[0037] The first ends of multiple intake manifolds 1 are connected in parallel to the intake main pipe. Since tumble flow needs to be formed, multiple intake manifolds 1 connected to the same cylinder should preferably adopt a symmetrical or nearly symmetrical structure. The second end of each intake manifold 1 is connected to the cylinder head 3. The number of intake manifolds 1 connected to the same cylinder is generally two. The bottom surface of the cylinder head 3 is a canopy structure 4. Each intake manifold 1 is connected to one side of the ridge 5 of the canopy structure 4 of the cylinder head 3, and the exhaust manifold 2 is connected to the other side of the ridge 5 of the canopy structure 4 of the cylinder head 3.

[0038] The first end of the branch intake pipe 7 is connected to the main intake pipe, and the second end of the branch intake pipe 7 is connected to at least one intake manifold 1 on the side of the intake manifold 1 away from the exhaust manifold 2. That is, the branch intake pipe 7 can be connected to only one of the multiple intake manifolds 1 connected to the same cylinder, or the branch intake pipe 7 can be connected to multiple intake manifolds 1 connected to the same cylinder. For example, all intake manifolds 1 connected to the same cylinder can be connected to the branch intake pipe 7. The branch intake pipe 7 is equipped with a flow regulating valve. The opening degree of the flow regulating valve is related to the internal combustion engine operating condition to regulate the intake flow rate in the branch intake pipe 7, thereby regulating the tumble ratio intensity in the cylinder. The tumble flow direction is perpendicular to the cylinder axis. The tumble flow can effectively entrain and deflect the fuel spray through the action of the up-and-down tumbling airflow, reduce the penetration distance of fuel injection, prevent fuel from sticking to the cylinder wall, help the fuel and air to mix fully, improve the mixing efficiency of the combustion chamber, and thus improve the stability and efficiency of combustion.

[0039] According to the overall layout of the internal combustion engine, the branch intake pipe 7 can be a straight pipe, a curved pipe or a bent pipe, or a combination of a straight pipe and a curved pipe or a bent pipe.

[0040] The branch intake pipe 7 can be a heat-resistant rigid pipe or a heat-resistant flexible pipe, or part of it can be a heat-resistant rigid pipe and the rest can be a heat-resistant flexible pipe. That is, the branch intake pipe 7 can be formed by sealingly connecting at least one heat-resistant rigid pipe and at least one heat-resistant flexible pipe. The cross-sectional shape of the branch intake pipe 7 can be of various shapes, including but not limited to circular, elliptical or rectangular. The branch intake pipe 7 can be a pipe with a constant cross-sectional area from one end to the other, or it can be a pipe with a variable cross-sectional area and / or shape that is different from the other part.

[0041] In application, when the intake air volume of the internal combustion engine is low, the tumble ratio in the cylinder is relatively low. At this time, by opening the flow control valve and adjusting its opening to the maximum, the airflow in the branch intake pipe 7 impacts the airflow in the intake manifold 1 at a certain angle, changing the airflow direction in the intake manifold 1 and causing the airflow to deflect towards the exhaust side of the canopy structure 4. This means that the intake airflow enters the cylinder from the side of the intake manifold 1 closer to the exhaust manifold 2, increasing the radius of the tumble in the cylinder and thus enhancing the tumble in the cylinder. As the intake air volume of the internal combustion engine increases, the intensity of the tumble in the cylinder also gradually increases. At this time, the opening of the flow control valve is gradually reduced until it is completely closed to avoid an excessively large tumble ratio.

[0042] like Figure 6 As shown, Figure 6 The dashed line represents the relationship between the tumble ratio and the intake air volume of an internal combustion engine in the prior art, while the solid line represents the relationship between the tumble ratio and the intake air volume of an internal combustion engine after adopting the intake manifold structure provided in this application embodiment. It can be seen that when the intake air volume of the internal combustion engine is small, the opening of the flow control valve is the largest. The tumble ratio formed by the intake manifold structure provided in this application embodiment is greater than the tumble ratio formed by the intake manifold structure in the prior art. As the intake air volume of the internal combustion engine increases, the opening of the flow control valve gradually decreases, and the tumble ratio formed by the intake manifold structure provided in this application embodiment gradually becomes consistent with the tumble ratio formed by the intake manifold structure in the prior art.

[0043] Compared with the prior art, the intake pipe structure provided by this utility model embodiment can control the opening of the flow regulating valve according to the intake air volume of the internal combustion engine, thereby adjusting the tumble ratio in the cylinder, so that the tumble variation characteristics are more in line with the tumble characteristics required by the internal combustion engine under different speeds and operating conditions, so as to meet the combustion requirements of the tumble ratio under different speeds and loads, and avoid the problems of poor combustion and reduced thermal efficiency of the internal combustion engine.

[0044] As a preferred embodiment of this application, such as Figure 3 and Figure 4 As shown, each intake manifold 1 is connected to a branch intake pipe 7 on the side away from the exhaust manifold 2. This allows for impact adjustment of the airflow in each intake manifold 1, further improving the tumble ratio.

[0045] like Figures 3 to 5As shown, in a specific embodiment of this application, the branch intake pipe 7 consists of two parts, including a branch main pipe 701 and a branch connecting pipe 702. The first end of the branch main pipe 701 is connected to the main intake pipe. The first ends of multiple branch connecting pipes 702 are connected in parallel to the second end of the branch main pipe 701. The second ends of multiple branch connecting pipes 702 are connected to multiple intake manifolds 1 in a one-to-one correspondence. The flow cross-sectional area of ​​the branch main pipe 701 is greater than or equal to the flow cross-sectional area of ​​the branch connecting pipe 702. A flow regulating valve is provided on the branch main pipe 701.

[0046] exist Figure 3 In the embodiment shown, one cylinder is connected to two intake manifolds 1. Therefore, the second end of the branch main pipe 701 of the branch intake pipe 7 is connected to two branch connecting pipes 702 in parallel. The second ends of the two branch connecting pipes 702 are connected to the two intake manifolds 1 in a one-to-one correspondence.

[0047] In the above embodiments, the cross-sectional shape of the branch main pipe 701 and the cross-sectional shape of the branch connecting pipe 702 may be the same or different.

[0048] Further optimize the above technical solutions, such as Figure 5 As shown, the branch connecting pipe 702 includes a first straight pipe section 7021, a second straight pipe section 7022, and an arc-shaped pipe section 7023. The first straight pipe section 7021 and the second straight pipe section 7022 are respectively connected to the two ends of the arc-shaped pipe section 7023. The end of the first straight pipe section 7021 away from the arc-shaped pipe section 7023 is smoothly connected to the branch main pipe 701. The second straight pipe section 7022 is connected to the intake manifold 1 to reduce intake resistance and allow the airflow in the branch intake pipe 7 to enter the intake manifold 1 more smoothly.

[0049] To ensure that a sufficiently strong tumble flow can be generated when the flow regulating valve is opened, in one embodiment of this application, the pipe diameter ratio d / D of the equivalent diameter d of the branch main pipe 701 and the equivalent diameter D of the intake manifold 1 satisfies 0 < d / D ≤ 0.5, and the size of the pipe diameter ratio d / D is positively correlated with the adjustment capability of the tumble flow ratio.

[0050] It should be noted that the formula for calculating the equivalent diameter is as follows:

[0051] Equivalent diameter = 4 × pipe cross-sectional area / pipe cross-sectional perimeter.

[0052] The equivalent diameter d of the branch main pipe 701 and the equivalent diameter D of the intake manifold 1 are both calculated using the above formula.

[0053] like Figure 4As shown, the line connecting the center of the outlet end of intake manifold 1 and the center of the intake end of intake manifold 1 is the centerline of intake manifold 1. The straight line passing through the center of the outlet end of branch intake pipe 7 and perpendicular to the end face of the outlet end of branch intake pipe 7 is the extension line of the outlet end of branch intake pipe 7. The angle α between the centerline of intake manifold 1 and the extension line of the outlet end of branch intake pipe 7 satisfies 15°≤α≤90°. It should be noted that when 15°≤α≤45°, the angle between branch intake pipe 7 and the inner end of intake manifold 1 is relatively small. The airflow in the branch intake pipe 7 mainly increases the airflow in the intake manifold 1, and has a relatively small guiding effect on the airflow. Therefore, it has a relatively small effect on enhancing the tumble ratio. When 45°≤α≤90°, the angle between the branch intake pipe 7 and the intake manifold 1 is relatively large. The airflow in the branch intake pipe 7 can effectively impact the airflow in the intake manifold 1, and can make the airflow in the intake manifold 1 as close as possible to the exhaust manifold 2 to enter the cylinder. It has a relatively large guiding effect on the airflow, and therefore has a relatively large effect on enhancing the tumble ratio.

[0054] To further optimize the above technical solution, in one embodiment of this application, the distance L between the extension line of the outlet end of the branch intake pipe 7 and the plane where the outlet end of the intake manifold 1 is located satisfies 3d≤L≤3D, where d is the equivalent diameter of the branch main pipe 701 and D is the equivalent diameter of the intake manifold 1. In the actual design process, the specific value of L is determined according to the actual flow rate and tumble ratio requirements of the internal combustion engine.

[0055] The flow control valve is connected to the internal combustion engine controller. The internal combustion engine controller controls the working state of the flow control valve according to the intake air volume detection value of the internal combustion engine. That is, as the intake air volume increases, the internal combustion engine controller gradually reduces the opening of the flow control valve until the flow control valve is closed. It should be noted that the change in the opening of the flow control valve and the increase or decrease in the intake air volume can be linear or non-linear, and can be set according to the actual working conditions of the internal combustion engine.

[0056] This application also provides an internal combustion engine, which includes the intake manifold structure as described in the above embodiments. Since the internal combustion engine adopts the intake manifold structure in the above embodiments, the technical effect of the internal combustion engine can be referred to the above embodiments. The internal combustion engine provided in this application includes, but is not limited to, a gas engine.

[0057] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "a," and / or "the" are not specifically singular and may include the plural. Generally, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0058] In the description of this application, unless otherwise expressly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0059] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0060] This article uses specific examples to illustrate the principles and implementation methods of this utility model. The descriptions of the above embodiments are only for the purpose of helping to understand the core ideas of this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principles of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. An intake pipe structure, characterized in that, It includes an intake manifold, an intake manifold (1), and a branch intake pipe (7). The first ends of multiple intake manifolds (1) are connected in parallel to the intake manifold. The second end of each intake manifold (1) is connected to the cylinder head (3). The first end of the branch intake pipe (7) is connected to the intake manifold. The second end of the branch intake pipe (7) is connected to at least one intake manifold (1) on the side of the intake manifold (1) away from the exhaust manifold (2). The branch intake pipe (7) is equipped with a flow regulating valve.

2. The intake pipe structure according to claim 1, characterized in that, Each of the intake manifolds (1) is connected to a branch intake manifold (7) on the side away from the exhaust manifold (2).

3. The intake pipe structure according to claim 2, characterized in that, The branch intake pipe (7) includes a branch main pipe (701) and branch connecting pipes (702). The first end of the branch main pipe (701) is connected to the main intake pipe. The first ends of multiple branch connecting pipes (702) are connected in parallel to the second end of the branch main pipe (701). The second ends of multiple branch connecting pipes (702) are connected one-to-one to multiple intake manifolds (1). The flow cross-sectional area of ​​the branch main pipe (701) is greater than or equal to the flow cross-sectional area of ​​the branch connecting pipes (702). The flow regulating valve is installed on the branch main pipe (701).

4. The intake pipe structure according to claim 3, characterized in that, The branch connection pipe (702) includes a first straight pipe section (7021), a second straight pipe section (7022), and an arc pipe section (7023). The first straight pipe section (7021) and the second straight pipe section (7022) are respectively connected to the two ends of the arc pipe section (7023). The end of the first straight pipe section (7021) away from the arc pipe section (7023) is smoothly connected to the branch main pipe (701). The second straight pipe section (7022) is connected to the intake manifold (1).

5. The intake pipe structure according to claim 3, characterized in that, The pipe diameter ratio d / D of the equivalent diameter d of the branch main pipe (701) and the equivalent diameter D of the intake manifold (1) satisfies 0 < d / D ≤ 0.

5.

6. The intake pipe structure according to any one of claims 3-5, characterized in that, The line connecting the center of the outlet end of the intake manifold (1) and the center of the intake end of the intake manifold (1) is the centerline of the intake manifold (1). The straight line passing through the center of the outlet end of the branch intake pipe (7) and perpendicular to the end face of the outlet end of the branch intake pipe (7) is the extension line of the outlet end of the branch intake pipe (7). The angle α between the centerline of the intake manifold (1) and the extension line of the outlet end of the branch intake pipe (7) satisfies 15°≤α≤90°.

7. The intake pipe structure according to claim 6, characterized in that, The distance L between the extension line of the outlet end of the branch intake pipe (7) and the plane where the outlet end of the intake manifold (1) is located satisfies 3d≤L≤3D.

8. The intake pipe structure according to any one of claims 1-5, characterized in that, The flow regulating valve is communicatively connected to the internal combustion engine controller, which controls the working state of the flow regulating valve based on the detected intake air volume of the internal combustion engine.

9. The intake pipe structure according to any one of claims 1-5, characterized in that, The cross-sectional shape of the branch intake pipe (7) is circular, elliptical or rectangular.

10. An internal combustion engine, characterized in that, Includes the intake pipe structure as described in any one of claims 1-9.

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