JPH0320498Y2 - - Google Patents

Description

[Detailed description of the invention] (Industrial application field) This invention uses the dynamic effect of intake air (intake inertia effect) to generate output in a multi-cylinder engine in which each cylinder and intake expansion chamber are connected by independent intake passages. The present invention relates to an improvement of an engine intake device designed to improve the performance of the engine.

(Prior Art) Conventionally, in the intake system of an engine, a negative pressure wave (pressure wave of negative pressure) generated with the start of intake is reflected at the opening end of the intake passage to the atmosphere or the intake expansion chamber on the upstream side of the intake passage, and a positive pressure wave ( The positive pressure wave returns to the intake port as a positive pressure wave, and the positive pressure wave reaches the intake port just before the intake valve closes, pushing the intake air into the combustion chamber. This is the so-called intake inertia. It is known to increase the filling efficiency of intake air by means of effects. When using such technology, if the shape of the intake passage is constant, the oscillation period of the pressure wave generated in the intake passage matches the opening and closing period of the intake valve, and the intake inertia effect is enhanced. Limited to a specific rotation range.

For this reason, as seen in Japanese Patent Application Laid-Open No. 56-115819, the length of the intake passage is changed depending on the engine speed, for example, the intake passage for each cylinder is bifurcated at the upstream part. They are branched to form a long passage and a short passage, and the upstream ends of these passages are opened to an intake expansion chamber, etc., and an on-off valve is provided in the short passage, and this on-off valve is opened in the high rotation range to increase the intake air. An intake device has been proposed in which the effective length of the passage is shortened (see FIG. 6 of the above-mentioned publication), thereby increasing the inertial effect of intake air in both the low rotation range and the high rotation range.

(Problem to be solved by the invention) By the way, according to the above-mentioned conventional intake system, in the case of a multi-cylinder engine, pressure waves are generated in each cylinder, but in the high rotation range, pressure waves are generated in each cylinder. By shortening the effective length of the intake passage, etc., the intake inertia effect is only increased by pressure wave propagation between each cylinder and the upstream opening end of the corresponding intake passage, and the intake air filling efficiency is reduced. There is room for improvement. That is, if pressure waves generated in other cylinders are also effectively utilized, it is expected that the filling efficiency can be further improved.

On the other hand, when introducing EGR gas (recirculated exhaust gas) or blow-by gas into the engine intake system, in order to ensure good distribution of these gases to each cylinder, it is necessary to expand the intake air, which is the confluence volume of each cylinder. It is preferable to introduce it into the chamber. Furthermore, in order to further improve the above-mentioned distribution property, the opening (inlet) of the introduction passage for these gases into the intake expansion chamber should be arranged so that the introduced gases are evenly distributed in each cylinder. It is desirable to extend it to both directions. but,
Providing such a gas introduction passage is difficult due to many constraints on its layout and structure.

Therefore, the present invention was developed by focusing on these points, and by changing the effective length of the intake passage for each cylinder, the inertia effect of the intake air is increased in the low rotation range and the high rotation range, respectively. In particular, in the high rotation range where high output is required, pressure waves generated in other cylinders are effectively used between each cylinder to further increase intake air filling efficiency in the high rotation range and improve output. The main purpose is to

Furthermore, the purpose of the present invention is to introduce EGR gas and blow-by gas into the intake expansion chamber with good distribution by forming these gas introduction passages by making good use of the structure of the intake system that performs the above functions.
The purpose is to increase the degree of freedom by eliminating layout and structural constraints.

(Means for Solving the Problems) In order to achieve the above object, the solution of the present invention substantially divides the intake expansion chamber constituting the merging volume of each cylinder into two by a partition wall. A first volume chamber and a second volume chamber are formed, and the first volume chamber and each cylinder are connected to each other by independent intake passages for each cylinder. On the other hand, each of the independent intake passages communicates with the second volume chamber through a second passage, and each of the second passages is provided with a control valve that opens and closes depending on the operating state of the engine. Furthermore, the partition wall is constructed of a plurality of laminated plates, and a gas introduction passage for introducing gas such as EGR gas or blow-by gas into the intake expansion chamber is formed between the laminated plates.

(Function) With the above configuration, in the present invention, in the low engine speed range where the engine speed is less than the set value, if the communication between the independent intake passages by the second volume chamber is cut off by the control valve, each cylinder The negative pressure wave propagating from
Since the positive pressure wave is reversed and reflected in the volume chamber, the passage length to obtain the intake inertia effect is relatively long from the first volume chamber to each cylinder, and this results in The inertia effect of intake air is enhanced.

On the other hand, in the high engine speed range where the engine speed is higher than the set value, the control valve connects each independent intake passage to the second
When communicating through the volume chamber, the negative pressure waves propagating from each cylinder in the second volume chamber in the middle of each independent intake passage are reversed and reflected into positive pressure waves, thereby reducing the intake inertia effect. The effective length of the intake passage is shortened. Moreover, pressure waves from other cylinders are propagated through the second volume chamber,
The synergistic effect of these positive pressure waves greatly increases the filling efficiency in the high rotation range.

In addition, a gas introduction passage for introducing gas such as EGR gas or blow-by gas into the intake expansion chambers (the first volume chamber and the second volume chamber) is connected to a joint that forms a partition wall between the first volume chamber and the second volume chamber. Since it is formed by utilizing the space between the plates, the inlet of the gas introduction passage can be set at an appropriate position to obtain good distribution of these gases to each cylinder, allowing for flexibility in terms of layout and structure. As a result, an introduction structure with good distribution of these gases can be easily implemented.

(Example) Hereinafter, an example of the present invention will be described in detail based on the drawings.

1 to 4 show an embodiment in which the present invention is applied to a 4-cylinder, 4-cycle engine. In the figure, reference numeral 1 denotes an engine body consisting of a cylinder block 2, a cylinder head 3, etc. In the engine body 1, four cylinders 4, 4, 4, . . . are arranged in series in the longitudinal direction. is formed.
A combustion chamber 5 is formed in each cylinder 4.

Reference numeral 6 denotes independent intake passages provided independently from each other for each cylinder, and each independent intake passage 6 is connected to the cylinder head 3 through an intake port 7 that is formed in the cylinder head 3 and constitutes the downstream end of the independent intake passage 6. It opens into the combustion chamber 5 of each cylinder 4. Reference numeral 8 denotes an intake expansion chamber made of a substantially rectangular cylindrical tank extending parallel to the longitudinal direction of the engine and constituting the merging volume of each cylinder 4; It is partitioned into a first volume chamber 8a with a relatively large volume on the upper side and a second volume chamber 8b with a relatively small volume on the lower side.
It is divided into. The upstream ends of each of the independent intake passages 6, 6, . An intake pipe 10 for introducing outside air is connected to one end surface of the first volume chamber 8a, and a throttle valve 11 for controlling the amount of intake air is disposed inside the intake pipe 10. The intake air introduced into the first volume chamber 8a by the intake air introduction pipe 10 is supplied to the combustion chamber 5 of each cylinder 4 via each independent intake passage 6. Further, the intake port 7 is provided with an intake valve 12 .

Further, a second passage 13 branches off from a midway point of each of the independent intake passages 6, and each of the second passages 1
The other ends of 3, 13, . Each independent intake passage 6,6
...to communicate with each other.

Further, each of the second passages 13 is provided with a control valve 14 that opens and closes the second passage 13,
Each of the control valves 14 is integrally fixed to a valve shaft 15 that extends in parallel with the longitudinal direction of the intake expansion chamber 8, and is connected to a control circuit (not shown) that receives output from an engine rotation speed detection means, etc. The opening and closing of the independent intake passages 6, 6, .
It is controlled to be closed in a low speed range where the engine speed is less than a set value, and to be opened in a high speed range where the engine speed is higher than the set value. Note that the opening/closing operation of the control valve 14 according to the engine speed may be performed at least during high loads when output is required, and the control valve 14 may be in the open or closed state during low loads. It may be maintained.

In such an intake system,
16 is the intake expansion chamber 8, each independent intake passage 6,
6... and each second passage 13, 13..., an intake system structure for forming the structure 16...
The tank section 17 that constitutes the intake expansion chamber 8 (the first volume chamber 8a and the second volume chamber 8b), and the tank section from the upper side of the tank section 17 on the side opposite to the engine side to the side and lower sides The upstream portions 6a, 6a, . . . of the independent intake passages 6, 6, . Integral intake pipe portions 18, 18, . . . are integrally formed to open at the upper side of the portion 17 (first volume chamber 8a).
. . . and the downstream portion 6 of each independent intake passage 6 , 6 .
Branch intake pipe portions 19, 19 forming b, 6b...
. . ., the tank portion 17 (second volume chamber 8
Communication pipe portions 20, 20, . . . which integrally form a second passage 13 that communicates the middle of each independent intake passage 6 with the second volumetric mass 8b by using the lower wall of the constituent walls of b).
... and a flange portion 21 that connects the tips of the branch intake pipe portions 19, 19... with each other,
At the flange portion 21, insert the bolts 22, 22, . It is fixed to the engine body 1 by tightening it. Also,
The upper side of the tank portion 17 on the engine side is formed so as to bulge toward the engine to ensure a sufficient volume of the first volume chamber 8a.

Further, the downstream side portion 6b of the independent intake passage and each intake port 7 of each of the branched intake pipe portions 19 are formed to extend in a substantially straight line from obliquely upward toward the combustion chamber 5 and open into the combustion chamber 5. There is. and,
An injection valve mounting hole 23 is formed in the upper part near the downstream end of the downstream side portion 6b of the independent intake passage of each branch intake pipe section 19, and the fuel injection valve 24 has its tip injection port inserted through a seal ring 23a. It is inserted into the mounting hole 23 and fixed. The installation direction of the mounting hole 23 and the fuel injection valve 24 is such that the fuel from the injection valve 24 is injected toward the intake valve 12 of the combustion chamber 5, and each fuel injection valve 24, 24...
... are connected to a fuel supply pipe 25 arranged parallel to the longitudinal direction of the engine. As a result, the fuel injection valve 24 is installed in a lying state almost along the branch intake pipe section 19, and the intake expansion chamber 8 (tank section 17 ) is located close to the fuel injection valve 24 and the fuel supply pipe 25.

Furthermore, since the control valve 14 is disposed in the second passage 13 of each communication pipe section 20 and the intake expansion chamber 8 (tank section 17) is located on the central extension line l of the fuel injection valve 24, , the above-mentioned intake system structure 1
6 is located at a position below the center extension line 1 in the tank portion 17 and is connected to each of the second passages 13, 1.
3 along the longitudinal direction of the intake expansion chamber 8 at the position of the partition wall 9 between the second volume chamber 8b of the intake expansion chamber 8 including . . . and the first volume chamber 8a of the intake expansion chamber 8. The upper half of the tank part 17 (the first volume chamber 8
a) and each integrated intake pipe section 18, 18... an upper divided body 16a whose upper half is integrally molded, a lower half of the tank section 17 (second volume chamber 8b), and an integrated intake pipe section 18, 18. ...lower half, each branch intake pipe section 1
9, 19..., each communication pipe part 20, 20..., and a lower divided body 16 in which the flange part 21 is integrally molded.
b, both divided bodies 16a, 16b are joined via the partition plate 9, and bolts 26, 26...
are inserted from below and tightened to form an airtight connection.

The partition wall 9 is composed of two laminated plates 9a and 9b stacked one on top of the other, and there is a substantially straight line between the two laminated plates 9a and 9b along the longitudinal direction of the intake expansion chamber 8. The second
A blow-by gas introduction passage 27 for introducing blow-by gas into the volume chamber 8b is formed. As shown in FIGS. 2 to 4, the blow-by gas introduction passage 27 has an upstream end connected to the intake system structure 1.
6 is open toward the upper mating plate 9a side, and this opening 27a is connected to a blow-by gas supply pipe 29 via a connection path 28 formed in the upper divided body 16a, and the downstream The end is the bulge of the upper plying plate 9a of the partition wall 9 and the lower plying plate 9
an inlet port 27 extending toward the other end in the longitudinal direction of the intake expansion chamber 8 between the intake port
b, 27b... are formed and communicate with the second volume chamber 8b, and the blowby gas supplied from the blowby gas supply pipe 29 is passed through the blowby gas introduction passage 27 from the respective introduction ports 27b, 27b... to the second volume chamber 8b. He is trying to introduce it into a portion of the volume chamber 8b facing the control valve 14.

Further, between the two mating plates 9a and 9b of the partition wall 9, the first
An EGR gas introduction passage 30 is formed for introducing EGR gas into the volume chamber 8a. As shown in FIGS. 2 and 3, the EGR gas introduction passage 30 has an upstream end facing toward the lower mating plate 9b at the end opposite to the engine side in the center of the longitudinal direction of the intake system structure 16. The opening 30a is opened through a connecting path 31 formed in the lower divided body 16b.
It is connected to the EGR gas supply pipe 32, and the downstream end branches into two parts, each extending diagonally toward the engine between the bulge of the upper mating plate 9a and the lower mating plate 9b of the partition wall 9. It extends in a V-shape, and at each downstream end there is approximately a gap between the independent intake passages 6 corresponding to the first and second cylinders 4 and 4 and between the independent intake passages 6 corresponding to the third and fourth cylinders 4 and 4. Inlet ports 30b, 30b facing each other and opening on the upper side mating plate 9a side are formed and communicate with the first volume chamber 8a, and the EGR gas supplied from the EGR gas supply pipe 32 is passed through the EGR gas introduction passage 30. Each introduction port 30b, 30b
From there, it is introduced into the first volume chamber 8a.

Next, the operation of the above embodiment will be described. When each control valve 14 is closed and the second passage 13 is closed, each independent intake passage 6, 6, . . . is opened by the second volume chamber 8b.
In a state where communication between them is cut off, the negative pressure waves generated during the intake stroke of each cylinder 4 are propagated to the first volume chamber 8a and reflected there. In other words, the negative pressure waves and their reflected waves pass through a relatively long passage. As a result of this propagation, the oscillation cycle of these pressure waves matches the intake valve opening/closing cycle in the low rotation range, increasing the inertia effect of the intake air in the low rotation range and increasing the intake air filling efficiency. . On the other hand, each control valve 14 is opened, the second passage 13 is opened, and each independent intake passage 6, 6 is opened by the second volume chamber 8b.
...In a state where they are in communication with each other, the negative pressure waves generated during the intake stroke of each cylinder 4 are reflected in the second volume chamber 8b via the second passage 13, and the negative pressure waves and reflected waves are propagated. By shortening the passage length, the intake inertia effect is enhanced in the high rotation range, and in this operating range, pressure waves propagated from other cylinders also act effectively through the second volume chamber 8b. This greatly increases charging efficiency in the high rotation range. Therefore, at least when the load is high, the control valve 14 is activated on the lower rotation side after a predetermined rotation speed corresponding to the intermediate rotation speed between the respective rotation speeds at which the intake inertia effect between the low rotation range and the high rotation range is obtained. By closing the control valve 14 and opening the control valve 14 at higher rotation speeds, the intake air filling efficiency can be increased over the entire rotation range and the output can be improved. In particular, the intake air filling efficiency in the high rotation range can be further improved by the pressure propagation effect between the cylinders, compared to the conventional case where the intake passage was simply shortened to increase the inertia effect. .

The sizes of the first and second volume chambers 8a and 8b that are suitable for effectively exerting the above-mentioned effects are such that the first volume chamber 8a has a capacity of 0.5 times or more of the displacement, and the second volume It is desirable that the capacity of the chamber 8b is 1.5 times or less than the exhaust volume. Further, it is desirable that the second volume chamber 8b has a smaller capacity than the first volume chamber 8a, and that the cross-sectional area of the second volume chamber 8b is larger than the cross-sectional area of each independent intake passage 6.

In this case, the blow-by gas introduction passage 27 introduces the blow-by gas into the second volume chamber 8b.
are formed between the two upper and lower laminated plates 9a, 9b that constitute the partition wall 9 between the first volume chamber 8a and the second volume chamber 8b, so that the inlet ports 27a, 27b...
As in the above-mentioned embodiment, by opening the control valves 14 (second passages 13) in the second volume chamber 8b at the opposing portions, when the control valves 14 are opened, the blow-by gas is once supplied to the second volume chamber 8b. After being introduced into two large spaces and distributed almost uniformly corresponding to each second passage 13, it is supplied almost equally to each cylinder 4 from each second passage 13 via the downstream portion 6b of each independent intake passage 6. A layout and structure with good distribution can be easily adopted, and the degree of freedom can be increased. Similarly, since the EGR gas introduction passage 30 for introducing EGR gas into the first volume chamber 8a is formed between the laminated plates 9a and 9b that constitute the partition wall 9, the introduction ports 30b and 30b are connected to the first volume chamber 8a. Between the two independent intake passages 6, 6 of the first and second cylinders 4, 4 in one volume chamber 8a and between the third and fourth cylinders 4,
By opening at a portion facing between the two independent intake passages 6, 6 of No. 4, an introduction structure with good EGR gas distribution can be easily adopted, and the degree of freedom in terms of layout and structure can be increased. Therefore, the improved distribution of EGR gas and blow-by gas can greatly contribute to preventing torque fluctuations among the cylinders 4.

At this time, the blow-by gas is introduced into the second volume chamber through the blow-by gas introduction passage 27, while the EGR gas is introduced into the first volume chamber 8a through the EGR gas introduction passage 30, so that the control valve 1
4, the position where both gases mix is downstream of the branch point of the second passage 13 of each independent intake passage 6, and even if sludge is generated due to the mixing of both gases, the position where both gases mix is at a downstream position quite far from the throttle valve 11. Therefore, even if the influence of blowback is taken into account, the sludge will not adhere to the throttle valve 11, etc., ensuring smooth operation of the throttle valve 11 and maintaining good control accuracy of the intake air amount. .

Furthermore, since the blow-by gas is supplied to each cylinder 4 only in the high rotation range where the control valve 14 is open and the combustibility is good, the output in the high rotation range is maintained while ensuring combustion stability in the low rotation range. Improvements can be made effectively. Moreover, the blowby gas introduced into the second volume chamber 8b from the blowby gas introduction passage 27 passes through each second passage 13 and passes through each independent intake passage 6.
During this period, each second passage 1
The control valve 14 disposed at 3 is exposed to the blow-by gas, and the oil mist contained in the blow-by gas lubricates the valve shaft 15, etc. of the control valve 14, ensuring smooth operation of the control valve 14. can be ensured at all times, and the effectiveness of the above-mentioned intake inertia effect and pressure propagation effect between the cylinders 4 can be increased. In particular, if each inlet 27b of the blow-by gas introduction passage 27 is provided at a position facing each control valve 14 as in the above embodiment, the lubrication effect by the oil mist in the blow-by gas can be more effectively performed. .

Further, in the above embodiment, the tank portion 17 that constitutes the intake expansion chamber 8 (the first volume chamber 8a and the second volume chamber 8b) in the intake system structure 16 and the upstream portion 6a of each independent intake passage 6 are configured. Each independent intake passage 6 expands the intake air by the integrated intake pipe part 18, the branched intake pipe part 19 which constitutes the downstream portion 6b of each independent intake passage 6, and the communication pipe part 20 which constitutes each second passage 13. It is integrally formed using a part of the constituent wall of the intake expansion chamber 8 (tank part 17) while detouring around the chamber 8, and each second passage 1
3 is formed integrally with a part of the constituent wall of the intake expansion chamber 8 (second volume chamber 8b), so that the required length of the independent intake passage 6 and the first and second volumes of the intake expansion chamber 8 are In order to obtain the required volumes of the chambers 8a and 8b, these intake systems can be made compact and small, so that the required length and volume can be achieved within a limited space (engine room). It is possible to secure a sufficient amount of space, and it is possible to improve on-vehicle compatibility.

Further, in this case, the fuel injection valve 24 is arranged near the downstream end of the branched intake pipe section 19, that is, on the downstream side of the independent intake passage 6, in order to supply the injected fuel to the combustion chamber 5 with good responsiveness while improving its atomization. Since the fuel injector 24 is mounted facing the combustion chamber 5, the intake system structure 1 is located close to the central extension line l of the fuel injector 24.
It is necessary that the tank portion 17 (intake expansion chamber 8) of No. 6 be located therein, and that the control valve 14 be disposed in each of the second passages 13. Therefore, the intake system structure 16 is located at a position below the center extension line l in the tank portion 17, that is, on the side of the branch intake pipe portion 19, and along the longitudinal direction of the intake expansion chamber 8 at the position of the partition wall 9. It is divided vertically into an upper divided body 16a and a lower divided body 16b at the ivy dividing plane, and both divided bodies 16a, 1
6b are connected via the partition wall 9, after the lower divided body 16b is attached to the engine body 1 at its flange portion 21 by tightening bolts 22 from the side, the lower divided body 16b is The fuel injection valve 2 is inserted into the injection valve mounting hole 23 of each branch intake pipe section 19.
4 from the direction of the center extension line l and connect the fuel supply pipe 25.
By fixing the fuel injection valves 24 to the lower divided body 16b, each fuel injection valve 24 is attached, and the lower divided body 1
The control valve 14 is inserted into the second passage 13 of each communication pipe section 20 of 6b from above and fixed to the valve shaft 15, and then the upper divided body 16b is separated by interposing the partition wall 9 with respect to the lower divided body 16b. By joining the body 16a and tightening the bolt 26 from below, both 16
By joining a and 16b together, it is possible to ensure good moldability, and it is possible to easily assemble the upper and lower divided bodies 16a and 16b. The injection valve 24 can be easily assembled, and good assembly performance can be ensured.

Moreover, the upper divided body 16a and the lower divided body 1
6b is achieved by tightening the bolt 26 from below, while ensuring good assemblability, the upper part of the side of the tank part 17 (intake expansion chamber 8) on the engine side is secured as described above. There is also the advantage that a sufficient volume of the intake expansion chamber 8, particularly the first volume chamber 8a, can be secured. Further, the second volume chamber 8b is arranged in parallel with the first volume chamber 8a by dividing the tank portion 17 of the intake system structure 16 into upper and lower parts by the partition wall 9, and is arranged in parallel with the first volume chamber 8a.
Since a part of the constituent wall (partition wall 9) is shared, the intake system can be made more compact.

It should be noted that the present invention is not limited to the above-mentioned embodiments, but also includes various other modifications. For example, as in the above embodiment, the intake expansion chamber 8 is completely partitioned into a first volume chamber 8a and a second volume chamber 8b by a partition wall 9 to obtain intake inertia effects in the low rotation range and high rotation range, respectively. In addition to the intake system, which further increases the filling efficiency of intake air by propagating pressure waves between cylinders, especially in the high rotation range, the intake expansion chamber 8
is not completely partitioned by the partition wall 9, but is substantially divided into a first volume chamber 8a and a second volume chamber 8b.
The present invention is also applied to an intake system in which a communication hole is provided to communicate with the upper and lower volume chambers 8a and 8b, and intake pressure vibrations between the upper and lower volume chambers 8a and 8b are used to further increase intake air filling efficiency in the low rotation range. It is possible.

Furthermore, it goes without saying that the present invention is not limited to the four-cylinder engine as in the embodiments described above, but can also be applied to other multi-cylinder engines, such as five-cylinder engines and six-cylinder engines.

(Effect of the invention) As explained above, according to the invention, the intake expansion chamber is substantially divided into a first volume chamber and a second volume chamber by a partition wall, and the first volume chamber and each cylinder A second volume chamber communicates the mutually independent intake passages between the two, and the communication through the second volume chamber is controlled by a control valve according to the engine operating state, and the partition wall is configured. between the laminated boards
By forming a gas introduction passage that introduces EGR gas or blow-by gas, etc. into the intake expansion chamber, it is possible to increase the inertia effect of the intake air in the low and high rotation ranges, and especially in the high rotation range, the above-mentioned The EGR gas, etc. mentioned above is distributed while providing an intake system that can further increase intake air filling efficiency and significantly improve output at high rotation speeds using pressure waves that propagate between cylinders through the second volume chamber. You can easily configure the introduction structure for easy introduction.
The degree of freedom in terms of layout and structure can be increased, and thus it is possible to effectively achieve both an improvement in output and an improvement in the distribution of these gases.

[Brief explanation of drawings]

The drawings illustrate an embodiment of the invention, FIG.
Vertical side view taken along the - line in the figure, Figure 2 is the 3rd
FIG. 3 is a partially cutaway plan view, and FIG. 4 is a longitudinal side view taken along the line - in FIG. 3. FIG. DESCRIPTION OF SYMBOLS 1... Engine body, 4... Cylinder, 6... Independent intake passage, 8... Intake expansion chamber, 8a... First volume chamber, 8b... Second volume chamber, 9... Partition wall, 9a,
9b...plying plate, 13...second passage, 14...control valve, 27...blow-by gas introduction passage, 30...
...EGR gas introduction passage.

Claims (1)

[Scope of utility model registration request] The intake expansion chamber constituting the merging volume of each cylinder is substantially divided into two by a partition wall to form a first volume chamber and a second volume chamber. The cylinders are connected to each other by independent intake passages for each cylinder, and a second passage is provided that communicates with the second volume chamber in the middle of each independent intake passage. A control valve is provided that opens and closes depending on the operating state of the engine, and the partition wall is composed of a plurality of laminated plates, between which gas such as EGR gas or blow-by gas is supplied to the intake expansion chamber. An intake device for an engine, characterized in that a gas introduction passage is formed to introduce gas into the engine.