Patent Publication Number: US-9429115-B2

Title: Intake manifold

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This is a national phase application based on the PCT International Patent Application No. PCT/JP2013/005170 filed Sep. 2, 2013, claiming priority to Japanese Patent Application No. 2012-240516 filed Oct. 31, 2012, the entire contents of both of which are incorporated herein by reference. 
     TECHNICAL FIELD 
     The invention relates to an intake manifold and, more particularly, to an intake manifold that is connected to an internal combustion engine and that introduces intake air into each of cylinders of the internal combustion engine. 
     BACKGROUND ART 
     An intake manifold is connected to an internal combustion engine mounted on a vehicle. The intake manifold includes a surge tank and intake branch pipes. The intake branch pipes distribute intake air to cylinders of the internal combustion engine. Because the intake manifold has a complex shape, the intake manifold is formed of a plurality of split pieces that are connected to each other via joint faces. 
     Fuel injection valves are provided in the internal combustion engine. It is required to suppress a collision of the intake manifold with the fuel injection valves at the time of a collision of the vehicle. 
     As a technique for suppressing a collision of an intake manifold with fuel-system components, there is a technique that the distance between a delivery pipe and a position at which an intake manifold upper of an intake manifold and an intake manifold middle of the intake manifold are welded to each other is ensured at or above a predetermined distance a (for example, see Patent Document 1). This intake manifold is able to prevent damage to the delivery pipe due to a broken piece of the intake manifold when the intake manifold is damaged at the time of a collision of a vehicle. 
     RELATED ART DOCUMENT 
     Patent Document 
     Patent Document 1: Japanese Patent Application Publication No. 2009-236018 (JP 2009-236018 A) 
     SUMMARY OF THE INVENTION 
     Problem to be Solved by the Invention 
     However, in such an existing intake manifold, if the intake manifold upper slides toward the delivery pipe with respect to the intake manifold middle at the time of a collision of the vehicle, the distal end of the intake manifold upper enters the space between the internal combustion engine and the fuel injection valves connected to the delivery pipe. 
     Generally, the delivery pipe is provided so as to extend in the crank axis direction of the internal combustion engine; whereas each of the fuel injection valves has a cylindrical shape and is provided for each cylinder of the internal combustion engine, and has a lower strength than the delivery pipe. Therefore, if the distal end of the intake manifold upper enters the space on the lower sides of the fuel injection valves connected to the delivery pipe, there is a concern that the distal end of the intake manifold upper interferes with the fuel injection valves. 
     The invention is contemplated to solve the above-described existing problem, and it is an object of the invention to provide an intake manifold that is able to suppress interference of the intake manifold with fuel injection valves at the time of a collision of a vehicle. 
     Means for Solving the Problem 
     In order to achieve the above object, an intake manifold according to the invention is mounted on an internal combustion engine in which fuel injection valves are installed so as to be located near one side face of a cylinder head on a top face of the cylinder head, and the intake manifold is connected to the one side face of the cylinder head so as to face the fuel injection valves. In the intake manifold, a plurality of intake branch pipes made of resin are provided, the plurality of intake branch pipes introduce intake air into corresponding intake ports of the cylinder head, each of the intake branch pipes is split into a first split branch pipe and a second split branch pipe that is connected to the first split branch pipe, a flange portion is formed at a distal end of each first split branch pipe, each flange portion has a contact face at one side face and a first joint face at the other side face, the contact face contacts the cylinder head, each flange portion is connected to the cylinder head, a joint portion is formed at a distal end of each second split branch pipe, each joint portion has a second joint face that is connected to a corresponding one of the first joint faces, the flange portions and the joint portions are connected to the cylinder head such that lines extended from the first joint faces and the second joint faces are oriented toward positions clear of the fuel injection valves, and each joint portion is formed such that a length of the second joint face in a direction in which the second joint face extends is longer than a maximum spaced distance between the corresponding fuel injection valve and the corresponding flange portion. 
     In this intake manifold, the flange portions and the joint portions are connected to the cylinder head such that the lines extended from the first joint faces of the flange portions of the first split branch pipes and the second joint faces of the joint portions of the second split branch pipes are oriented toward the positions clear of the fuel injection valves. Therefore, when the joint portions of the second split branch pipes slide upward with respect to the flange portions of the first split branch pipes because of the behavior of the intake manifold at the time of a collision of the vehicle, the joint portions of the second split branch pipes do not directly collide with the fuel injection valves. 
     Each joint portion is formed such that the length of the second joint face of the joint portion in the direction in which the second joint face extends is longer than the maximum spaced distance between the corresponding fuel injection valve and the corresponding flange portion. Thus, it is possible to prevent each of the joint portions of the second split branch pipes from entering the space between the corresponding flange portion of the first split branch pipe and the corresponding fuel injection valve. Therefore, it is possible to reliably suppress a collision of each of the joint portions of the second split branch pipes with the corresponding fuel injection valve. As a result, it is possible to suppress interference of the intake manifold with the fuel injection valves. 
     Preferably, the first joint faces and the second joint faces are formed in a linear shape. 
     In this intake manifold, the first joint faces and the second joint faces are formed in a linear shape. Therefore, when the joint portions of the second split branch pipes slide upward with respect to the flange portions of the first split branch pipes because of the behavior of the intake manifold at the time of a collision of the vehicle, it is possible to suppress a direct collision of the joint portions of the second split branch pipes with the fuel injection valves. 
     More preferably, each flange portion is connected to the cylinder head so as to face the corresponding fuel injection valve on a lower side of the corresponding fuel injection valve. 
     In this intake manifold, each flange portion is connected to the cylinder head so as to face the corresponding fuel injection valve on the lower side of the corresponding fuel injection valve. Thus, it is possible to connect the flange portions and the joint portions to each other such that the lines extended from the first joint faces and the second joint faces are oriented toward the positions clear of the fuel injection valves. Therefore, when the joint portions of the second split branch pipes slide upward with respect to the flange portions of the first split branch pipes because of the behavior of the intake manifold at the time of a collision of the vehicle, it is possible to suppress a direct collision of the joint portions of the second split branch pipes with the fuel injection valves. 
     Advantageous Effect of the Invention 
     According to the invention, it is possible to provide an intake manifold that is able to suppress interference of the intake manifold with fuel injection valves at the time of a collision of a vehicle. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a view that shows an embodiment of an intake manifold according to the invention and is a schematic configuration view of an internal combustion engine including an intake manifold. 
         FIG. 2  is a view that shows the embodiment of the intake manifold according to the invention and is a side view of the intake manifold connected to a cylinder head. 
         FIG. 3  is a view that shows the embodiment of the intake manifold according to the invention and is a rear view of the intake manifold connected to the cylinder head. 
         FIG. 4  is a view that shows the embodiment of the intake manifold according to the invention and is a view that shows a vehicle-mounted state of the engine and intake manifold. 
         FIG. 5  is a view that shows the embodiment of the intake manifold according to the invention, in which  FIG. 5( a )  is a front view of the intake manifold and  FIG. 5( b )  is a side view of  FIG. 5( a )  in the direction of A. 
         FIG. 6  is a view that shows the embodiment of the intake manifold according to the invention, in which  FIG. 6( a )  is a rear view of the intake manifold and  FIG. 6( b )  is a side view of  FIG. 6( a )  in the direction of B. 
         FIG. 7  is a view that shows the embodiment of the intake manifold according to the invention, in which  FIG. 7( a )  is a front view of first split branch pipes and  FIG. 7( b )  is a side view of  FIG. 7( a )  in the direction of C. 
         FIG. 8  is a view that shows the embodiment of the intake manifold according to the invention and is a rear view of the first split branch pipes. 
         FIG. 9  is a view that shows the embodiment of the intake manifold according to the invention, in which  FIG. 9( a )  is a front view of second split branch pipes and  FIG. 9( b )  is a side view of  FIG. 9( a )  in the direction of D. 
         FIG. 10  is a view that shows the embodiment of the intake manifold according to the invention and is a rear view of the second split branch pipes. 
         FIG. 11  is a view that shows the embodiment of the intake manifold according to the invention, in which  FIG. 11( a )  is a front view of an EGR case and  FIG. 11( b )  is a side view of  FIG. 11( a )  in the direction of E. 
         FIG. 12  is a view that shows the embodiment of the intake manifold according to the invention and is a rear view of the EGR case. 
         FIG. 13  is a view that shows the embodiment of the intake manifold according to the invention, in which  FIG. 13( a )  is a front view of a surge tank case and  FIG. 13( b )  is a side view of  FIG. 13( a )  in the direction of F. 
         FIG. 14  is a view that shows the embodiment of the intake manifold according to the invention and is a rear view of the surge tank case. 
         FIG. 15  is a view that shows the embodiment of the intake manifold according to the invention and is an enlarged view around a fuel injection valve. 
         FIG. 16  is a view that shows the embodiment of the intake manifold according to the invention and is an enlarged view around the fuel injection valve, showing a deformed state of the intake manifold at the time of a collision of the vehicle. 
     
    
    
     MODES FOR CARRYING OUT THE INVENTION 
     Hereinafter, an embodiment of an intake manifold according to the invention will be described with reference to the accompanying drawings. 
       FIG. 1  to  FIG. 16  show the embodiment of the intake manifold according to the invention. Initially, a configuration will be described. 
     In  FIG. 1 , an engine  1  that is an internal combustion engine includes a cylinder head  1   a  and a cylinder block  1   b , and an intake manifold  2  made of resin is connected to the cylinder head  1   a.    
     The intake manifold  2  mounted on the engine  1  introduces outside air and distributes outside air to combustion chambers  4  of cylinders via intake ports. Outside air is introduced through an intake pipe  3  from an air duct (not shown). The intake ports are formed in the cylinder head  1   a . The cylinders are formed in the cylinder block  1   b.    
     An exhaust manifold  5  is connected to the cylinder head  1   a . The exhaust manifold  5  collects exhaust gas and emits the exhaust gas to an exhaust pipe  6 . Exhaust gas is emitted from the combustion chambers  4  of the cylinders of the engine  1 . 
     A throttle valve  7  is provided in the intake pipe  3 . The throttle valve  7  adjusts the amount of intake air that is introduced into the combustion chambers  4 . The intake manifold  2  includes a surge tank  8  and intake branch pipes  9 . The surge tank  8  is connected to the intake pipe  3 . The intake branch pipes  9  are branched from the surge tank  8  and have delivery passages that communicate with the combustion chambers of the engine  1 . 
     The number of the intake branch pipes  9  depends on the number of the cylinders of the engine  1 . The intake manifold  2  according to the present embodiment is applied to a four-cylinder engine, so the number of the intake branch pipes  9  is four. However, the number of the cylinders of the engine  1  is not specifically limited to four. 
     Fuel injection valves  10  are connected to the top of the cylinder head  1   a  on the upper side of the intake branch pipes  9 . Each fuel injection valve  10  injects fuel into a corresponding one of the combustion chambers  4  through the corresponding intake port formed in the cylinder head  1   a.    
     When fuel is injected from any one of the fuel injection valves  10  into a corresponding one of the combustion chambers  4 , air-fuel mixture is filled inside the corresponding combustion chamber  4 , and the air-fuel mixture is combusted by ignition of an ignition plug  11 . Air-fuel mixture is composed of fuel and air that is introduced from the delivery passage of the corresponding intake branch pipe  9 . The ignition plug  11  is provided for each cylinder. 
     A corresponding piston  12  reciprocates on combustion energy at this time. The reciprocation of the piston  12  is converted to the rotational motion of a crankshaft  13  of the engine  1 . The engine  1  is provided with an EGR mechanism  14  for reducing the amount of nitrogen oxides (NOx) contained in exhaust gas. The EGR mechanism  14  returns part of exhaust gas, emitted to the exhaust pipe  6 , to the intake manifold  2 . 
     The EGR mechanism  14  includes an EGR pipe  15  and an EGR valve  16 . The EGR pipe  15  connects the exhaust pipe  6  to the intake manifold  2 . The EGR valve  16  adjusts the flow rate of EGR gas, which is returned from the exhaust pipe  6  to the intake manifold  2 , by changing an opening degree inside the EGR pipe  15 . 
     The EGR mechanism  14  reduces production of NOx by reducing the combustion temperature of air-fuel mixture inside the combustion chambers  4  through returning part of exhaust gas of the engine  1  to the intake manifold  2 . Thus, the EGR mechanism  14  is able to reduce the amount of NOx contained in exhaust gas of the engine  1 . 
     As shown in  FIG. 2  and  FIG. 3 , a delivery pipe  17  made of metal is provided above the cylinder head  1   a . The delivery pipe  17  extends in the axial direction of the crankshaft  13 , that is, the crank axis direction, and is installed near one side face of the cylinder head  1   a  above the top face of the cylinder head  1   a.    
     The fuel injection valves  10  provided respectively for the cylinders are connected to the delivery pipe  17 . The fuel injection valves  10  are installed so as to be located near the one side face of the cylinder head  1   a  on the top face of the cylinder head  1   a . Fuel is supplied from the delivery pipe  17  to the fuel injection valves  10 . 
     As shown in  FIG. 4 , the engine  1  according to the present embodiment is longitudinally installed such that the axis of the crankshaft  13 , that is, the crank axis, extends in the longitudinal direction of a vehicle  50 . The intake manifold  2  is installed on one side face of the engine  1  so as to be located laterally (sideways) with respect to the longitudinal direction of the vehicle  50 . 
     Next, the specific configuration of the intake manifold  2  will be described with reference to  FIG. 2 ,  FIG. 3 , and  FIG. 5  to  FIG. 14 . 
     In  FIG. 2 ,  FIG. 3 ,  FIG. 5  and  FIG. 6 , the intake manifold  2  includes a plurality of split pieces. The plurality of split pieces are split into multiple pieces at a side close to the one side face of the engine  1  and a side far from the one side face of the engine  1 , and are connected to each other via joint faces. 
     Specifically, the intake manifold  2  is split into first split branch pipes  21 , second split branch pipes  22 , an EGR case  23  and a surge tank case  24 , each made of resin, in order from the side close to the one side face of the engine  1  toward the far side. 
     The first split branch pipes  21  are connected to the second split branch pipes  22  by welding or bonding. The second split branch pipes  22  are connected to the EGR case  23  by welding or bonding. The EGR case  23  is connected to the surge tank case  24  by welding or bonding. 
     In the intake manifold  2  according to the present embodiment, the EGR case  23  and the surge tank case  24  constitute the surge tank  8 , and the first split branch pipes  21  and the second split branch pipes  22  constitute the four intake branch pipes  9 A to  9 D. 
     As shown in  FIG. 7  and  FIG. 8 , each of the first split branch pipes  21  constitutes one counterpart of any one of the intake branch pipes  9 A to  9 D. A flange portion  31  that is connected to the cylinder head  1   a  is formed at the distal end of each first split branch pipe  21 . Openings  31   a  to  31   d  are respectively formed in the flange portions  31 . The openings  31   a  to  31   d  communicate with the intake ports of the cylinder head  1   a.    
     A plurality of bolt insertion holes  31 A are formed in the flange portions  31 . When bolts (not shown) are inserted through the bolt insertion holes  31 A and the bolts are screwed to the cylinder head  1   a , the flange portions  31  are fastened to the cylinder head  1   a.    
     As shown in  FIG. 9  and  FIG. 10 , each of the second split branch pipes  22  constitutes the other counterpart of any one of the intake branch pipes  9 A to  9 D. A plurality of openings  34   a  to  34   d  are respectively formed at the lower portions of the second split branch pipes  22 . The openings  34   a  to  34   d  respectively communicate with the radially inner sides of the intake branch pipes  9 A to  9 D, that is, the delivery passages  35   a  to  35   d  of the intake branch pipes  9 A to  9 D. The first split branch pipes  21  and the second split branch pipes  22  constitute the intake branch pipes  9 A to  9 D. 
     Specifically, as shown in  FIG. 8  and  FIG. 9 , the delivery passages  35   a  to  35   d  are defined by one faces of the first split branch pipes  21  and one faces of the second split branch pipes  22 , and the openings  34   a  to  34   d  respectively communicate with the delivery passages  35   a  to  35   d.    
     As shown in  FIG. 10 , an EGR gas introduction portion  36  is provided at the other faces of the second split branch pipes  22 . The EGR gas introduction portion  36  is connected to the EGR pipe  15 , and EGR gas is introduced from the EGR pipe  15 . 
     Communication holes  37   a  to  37   d  are formed in the second split branch pipes  22 . The communication holes  37   a  to  37   d  respectively communicate with the delivery passages  35   a  to  35   d . A main passage portion  38   a  and delivery passage portions  38   b  to  38   e  are formed at the other faces of the second split branch pipes  22 . The main passage portion  38   a  communicates with the EGR gas introduction portion  36 . The delivery passage portions  38   b  to  38   e  are branched from the main passage portion  38   a  and are respectively continuous with the communication holes  37   a  to  37   d.    
     As shown in  FIG. 11 , a main passage portion  40   a  and delivery passage portions  40   b  to  40   e  are formed at one face of the EGR case  23 . The main passage portion  40   a  communicates with the EGR gas introduction portion  36 . The delivery passage portions  40   b  to  40   e  are branched from the main passage portion  40   a.    
     Thus, in the radially inner portion of the second split branch pipes  22  and the EGR case  23 , a main passage  42   a  is defined by the main passage portion  38   a  and the main passage portion  40   a , and delivery passages  42   b  to  42   e  are respectively defined by the delivery passage portions  38   b  to  38   e  and the delivery passage portions  40   b  to  40   e  (the reference signs of the main passage  42   a  and the delivery passages  42   b  to  42   e  are shown in only  FIG. 11( a ) ). 
     As shown in  FIG. 11  and  FIG. 12 , a plurality of ribs  44  are formed below the delivery passage portions  40   b  to  40   e  of the EGR case  23 . In the second split branch pipes  22 , the ribs  44  each are located between the adjacent openings  31   a  to  31   d  of the second split branch pipes  22 , and have the function of a guide for intake air that is introduced into the openings  31   a  to  31   d.    
     As shown in  FIG. 13  and  FIG. 14 , an intake air introduction portion  46  is provided in the surge tank case  24 . The intake air introduction portion  46  is connected to the intake pipe  3 , and intake air is introduced into the intake air introduction portion  46  through the intake pipe  3 . 
     In the surge tank case  24 , an intake passage  47  is defined between the EGR case  23  and the other face of the surge tank case  24 . Intake air is introduced from the intake air introduction portion  46  into the intake passage  47 . When intake air is introduced from the intake air introduction portion  46  into the intake passage  47 , the intake air is guided by the ribs  44  of the second split branch pipes  22  and is introduced into the openings  31   a  to  31   d  of the second split branch pipes  22 . Intake air that is introduced into the openings  31   a  to  31   d  is guided to the combustion chambers  4  of the engine  1  through the delivery passages  35   a  to  35   d  of the intake branch pipes  9  constituted of the first split branch pipes  21  and the second split branch pipes  22 . 
     A purge gas introduction portion  51  is provided in the surge tank case  24 , and evaporative fuel evaporated from a fuel tank (not shown) is introduced into the intake passage  47  through the purge gas introduction portion  51 . The evaporative fuel is introduced into the combustion chambers  4  of the engine  1  together with intake air from the intake passage  47  through the delivery passages  35   a  to  35   d.    
     On the other hand, as shown in  FIG. 7  and  FIG. 15 , the flange portion  31  of each first split branch pipe  21  has a contact face  32   a  at one side face. The contact face  32   a  contacts the one side face of the cylinder head  1   a . Each flange portion  31  is fastened to the cylinder head  1   a  on the lower side of the corresponding fuel injection valve  10  so as to face the corresponding fuel injection valves  10 . 
     Each flange portion  31  has a joint face  32   b  at the other side face. The joint face  32   b  constitutes a first joint face. The joint face  32   b  is formed in a linear shape. 
     As shown in  FIG. 9  and  FIG. 15 , a joint portion  33  is formed at the distal end of each second split branch pipe  22 , and a joint face  33   a  that constitutes a second joint face is formed at one side face of the joint portion  33 . The joint face  33   a  is formed in a linear shape, and the joint face  33   a  of each joint portion  33  is connected to the joint face  32   b  of a corresponding one of the flange portions  31 . 
     As shown in  FIG. 15 , lines L extended from the joint faces  32   b  of the flange portions  31  and the joint faces  33   a  of the joint portions  33  are set at positions clear of the fuel injection valves  10 . That is, the intake manifold  2  according to the present embodiment is connected to the cylinder head  1   a  by connecting the joint faces  32   b  and the joint portions  33  to each other such that the lines L extended from the joint faces  32   b  of the flange portions  31  and the joint faces  33   a  of the joint portions  33  are oriented toward the positions clear of the fuel injection valves  10 . The extended lines L are specifically extended lines of joint faces that are formed between the joint faces  32   b  and the joint faces  33   a  when both faces are connected to each other, and are lines extended outward in a direction in which the joint faces  33   a  extend. 
     Each fuel injection valve  10  is installed on the top face of the cylinder head  1   a  so as to be inclined at a predetermined angle with respect to the top face of the cylinder head  1   a  in order to smoothly supply fuel from the fuel injection valve  10  to the corresponding combustion chamber  4  via the corresponding intake port. Therefore, the space a is defined between the cylinder head  1   a  and each flange portion  31 . 
     Each joint portion  33  is formed such that the length A of the joint face  33   a  in the direction in which the joint face  33   a  extends is longer than a maximum spaced distance B between the corresponding fuel injection valve  10  and the corresponding flange portion  31 . Therefore, each joint portion  33  does not enter the space a between the corresponding fuel injection valve  10  and the corresponding flange portion  31 . 
     Next, the operation will be described. 
     As shown in  FIG. 4 , the engine  1  is longitudinally installed such that the crank axis extends in the longitudinal direction of the vehicle  50 , and the intake manifold  2  is installed on the one side face of the engine  1  so as to be located laterally (sideways) with respect to the longitudinal direction of the vehicle  50 . 
     A bumper reinforcement  48  that constitutes part of a chassis is provided at the front of the vehicle  50 . Thus, when a so-called offset collision that one of right and left sides of the vehicle  50  collides with an object X occurs, the bumper reinforcement  48  deforms as indicated by the dashed line and collides with the intake manifold  2 . 
     Depending on a situation at the time of a collision of the vehicle, when such impact force that the bumper reinforcement  48  pushes the intake manifold  2  upward acts on the intake manifold  2 , the intake manifold  2  deforms upward as a whole. 
     Because the flange portions  31  of the first split branch pipes  21  are firmly fastened to the cylinder head  1   a  by bolts, when the intake manifold  2  deforms upward, the linear joint faces  33   a  of the joint portions  33  of the second split branch pipes  22  slide upward with respect to the linear joint faces  32   b  of the flange portions  31  (see  FIG. 16 ). 
     In the intake manifold  2  according to the present embodiment, the joint faces  32   b  and the joint portions  33  are connected to each other such that the lines L extended from the joint faces  32   b  of the flange portions  31  and the joint faces  33   a  of the joint portions  33  are oriented toward the positions clear of the fuel injection valves  10 . Therefore, when the joint faces  33   a  of the joint portions  33  slide upward with respect to the joint faces  32   b  of the flange portions  31 , it is possible to suppress a direct collision of the joint portions  33  with the fuel injection valves  10 . 
     Generally, the delivery pipe  17  made of metal is provided so as to extend in the crank axis direction of the engine  1 ; whereas each of the fuel injection valves  10  has a cylindrical shape and is provided for each cylinder of the engine  1 , and has a lower strength than the delivery pipe  17 . Therefore, when the joint portions  33  collide with the fuel injection valves  10 , there is a concern that large impact acts on the fuel injection valves  10 . 
     In the present embodiment, it is possible to suppress a direct collision of the joint portions  33  with the fuel injection valves  10 , so it is possible to suppress interference of the intake manifold  2  with the fuel injection valves  10 . 
     When the joint portions  33  move upward, there is a possibility that any one of the joint portions  33  enters the space a between the cylinder head  1   a  and the corresponding flange portion  31  depending on the behavior of deformation of the intake manifold  2 . 
     In the intake manifold  2  according to the present embodiment, each joint portion  33  is formed such that the length A of the joint face  33   a  in the direction in which the joint face  33   a  extends is longer than the maximum spaced distance B between the corresponding fuel injection valve  10  and the corresponding flange portion  31 . Therefore, it is possible to prevent each joint portion  33  from entering the space a between the corresponding fuel injection valve  10  and the corresponding flange portion  31 . 
     Therefore, it is possible to further reliably suppress a collision of the joint portions  33  with the fuel injection valves  10 , so it is possible to reliably suppress interference of the intake manifold  2  with the fuel injection valves  10 . 
     In the intake manifold  2  according to the present embodiment, the joint faces  32   b  of the flange portions  31  and the joint faces  33   a  of the joint portions  33  are formed in a linear shape. Therefore, when the joint portions  33  slide upward with respect to the flange portions  31  because of the behavior of the intake manifold  2  at the time of a collision of the vehicle, it is possible to suppress a direct collision of the joint portions  33  with the fuel injection valves  10 . 
     In the intake manifold  2  according to the present embodiment, each flange portion  31  is connected to the cylinder head  1   a  so as to face the corresponding fuel injection valve  10  on the lower side of the corresponding fuel injection valve  10 . Therefore, it is possible to connect the flange portions  31  and the joint portions  33  to each other such that the lines L extended from the joint faces  32   b  and the joint faces  33   a  are oriented toward the positions clear of the fuel injection valves  10 . Therefore, when the joint portions  33  slide upward with respect to the flange portions  31  because of the behavior of the intake manifold  2  at the time of a collision of the vehicle, it is possible to suppress a direct collision of the joint portions  33  with the fuel injection valves  10 . 
     The intake manifold  2  according to the present embodiment is split into the first split branch pipes  21 , the second split branch pipes  22 , the EGR case  23  and the surge tank case  24 ; however, the intake manifold is not limited to this configuration. 
     For example, the intake manifold may be an intake manifold including a surge tank and intake branch pipes without an EGR passage. That is, as long as an intake manifold including intake branch pipes, each of which is at least split into a first split branch pipe and a second split branch pipe, an intake manifold in any mode may be employed. 
     As described above, the intake manifold according to the invention has such an advantage that it is possible to suppress interference of the intake manifold with fuel injection valves at the time of a collision of a vehicle. The intake manifold according to the invention is useful as an intake manifold, or the like, that is connected to an internal combustion engine and that introduces intake air into each of cylinders of the internal combustion engine. 
     DESCRIPTION OF REFERENCE NUMERALS 
       1  engine,  1   a  cylinder head,  2  intake manifold,  9 ,  9 A to  9 D intake branch pipe,  10  fuel injection valve,  21  first split branch pipe,  22  second split branch pipe,  31  flange portion,  32   a  contact face,  32   b  joint face,  33  joint portion,  33   a  joint face