JP7769147B2 - Intake manifold device - Google Patents

Description

The present invention relates to an intake manifold device for distributing and supplying air to an internal combustion engine.

The intake manifold device disclosed in JP 2012-7581 A includes a resin intake manifold. The intake manifold includes a surge tank portion located at the front of the vehicle on which the engine is mounted, and a branch pipe portion branching from the surge tank portion and connecting to the engine's intake port. When a vehicle equipped with the intake manifold device is hit in a frontal collision, the lower portion of the intake manifold rotates toward the engine (forward), with the upper end of the branch pipe portion connected to the engine as a fulcrum. The lower end of the branch pipe portion sinks into the surge tank portion located at the front, preventing contact between the intake manifold device and engine parts (fuel piping).

Generally, fuel pipes through which fuel flows are often located near the intake manifold device in a vehicle's engine compartment. For example, in the intake manifold device disclosed in JP 2012-7581 A, if the fuel pipes are located close to the connection between the upper end of the engine branch pipe and the engine, there is a concern that the branch pipes may move upward in the event of a vehicle collision, causing contact between the fuel pipes and the branch pipes.

The present invention aims to solve the above-mentioned problems.

An aspect of the present invention is an intake manifold device connected to an internal combustion engine, comprising: an internal combustion engine-side component fastened to the internal combustion engine and including a ventilation section provided with a first connection section; a port component formed from a resin material, the port component including a second connection section connected to the first connection section of the internal combustion engine-side component; and a port component connected to the second connection section and having an internal flow path through which air flows. The port component has a curved shape that is convex in a direction away from the internal combustion engine-side component in the connection direction between the first connection section and the second connection section, and the port component curves from one end where the second connection section is provided to the other end opposite the end where the second connection section is provided. The internal combustion engine-side component has a receiving section extending from the ventilation section toward the other end, and a support section is disposed between the receiving section and the port component. When a load acts on the port component in the connection direction, the support section is supported by the receiving section, and the port component is supported by the support section.

According to the present invention, when an impact load acts on a port portion of a port member having a flow path, causing stress to act in a direction that bends the port portion, the support portion is supported by the receiving portion of the internal combustion engine-side component, and the port portion is therefore supported by the support portion, thereby generating stress concentration on the side of the port portion opposite the portion supported by the support portion. This makes it possible to control the location of breakage in the port portion when an impact occurs. By setting the stress concentration point at a location away from fuel system components located near the internal combustion engine, it is possible to protect the fuel system components.

FIG. 1 is an overall front view of an intake manifold device according to an embodiment of the present invention. FIG. 2 is an overall side view of the intake manifold device of FIG. FIG. 3 is an exploded perspective view of the intake manifold device. FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. FIG. 5 is an overall side view showing the internal combustion engine side member. FIG. 6 is an enlarged side view of the vicinity of the support portion of the port member. 7 is an enlarged front view showing the periphery of the support portion and the receiving portion of the intake manifold device of FIG. 1. FIG.

The intake manifold device 10 according to this embodiment is mounted, for example, in an engine compartment located at the front of a vehicle and supplies air to an internal combustion engine 12 having multiple cylinders (cylinder chambers). In the engine compartment, the intake manifold device 10 is located, for example, in front of or behind the internal combustion engine 12 and connected to the internal combustion engine 12. In this case, the internal combustion engine 12 is arranged transversely with multiple cylinders aligned along the vehicle's width. The internal combustion engine 12 to which the intake manifold device 10 is applied may also have multiple cylinders aligned along the vehicle's length (front-to-rear direction). The intake manifold device 10 may be located on the right or left side of the internal combustion engine 12 in the vehicle's width direction. The intake manifold device 10 may also be applied to the internal combustion engine 12 of a moving body other than a vehicle (e.g., a ship, an aircraft, etc.). Below, a case where the intake manifold device 10 is located and connected to an internal combustion engine 12 having three cylinders (cylinder chambers) will be described.

As shown in FIG. 1, the intake manifold device 10 has a manifold body 14. The manifold body 14 is formed by molding from a resin material. The manifold body 14 includes an internal combustion engine side member 16, a port member 18, and a support portion 20. The manifold body 14 is composed of two separate bodies: the internal combustion engine side member 16 and the port member 18. The internal combustion engine side member 16 and the port member 18 are connected to each other by welding or the like. Hereinafter, the connection direction between the internal combustion engine side member 16 and the port member 18 shown in FIG. 1 will be referred to as the connection direction (arrow X direction). Note that the direction of arrow X2 shown in FIG. 1 indicates the front of the vehicle on which the intake manifold device 10 is installed.

The internal combustion engine side member 16 has a ventilation portion 24, a first tank component portion 26, and a receiving portion 28.

As shown in Figure 2, the air introduction section 22 is located at one widthwise end of the port member 18. An inlet passage 30 (see Figure 3) through which air can be introduced opens into the air introduction section 22.

As shown in FIG. 1, the ventilation section 24 has an engine-side connection section 32 that connects to the internal combustion engine 12, and a first connection section 34 that connects to the port member 18. The end of the engine-side connection section 32 is formed flat and connects to the connection surface 12b of the cylinder head 12a of the internal combustion engine 12. The engine-side connection section 32 is disposed at one end of the ventilation section 24 in the connection direction (arrow X direction). The first connection section 34 is disposed at the other end of the ventilation section 24 in the connection direction (arrow X direction). In other words, the engine-side connection section 32 and the first connection section 34 are disposed on opposite sides of the ventilation section 24 in the connection direction (arrow X direction). The first connection section 34 has a first connection surface 34a that is perpendicular to the connection direction.

As shown in Figure 2, three ventilation sections 24 are provided corresponding to the three cylinders (cylinder chambers) of the internal combustion engine 12. The three ventilation sections 24 are arranged side by side in the width direction (arrow Y direction) of the internal combustion engine side member 16. The three ventilation sections 24 are spaced apart from each other in the width direction. The width direction of the internal combustion engine side member 16 is perpendicular to the connection direction (arrow X direction) of the intake manifold device 10, and is the direction in which the branch pipes 68 of the port member 18 are arranged side by side.

As shown in FIG. 4, each ventilation section 24 has an inlet passage 36 that can introduce air into each cylinder of the internal combustion engine 12. Each inlet passage 36 is disposed inside the ventilation section 24 and extends in the extension direction of the ventilation section 24. The inlet passage 36 penetrates from the engine-side connection section 32 to the first connection section 34. The inlet passage 36 has a first opening 38 that opens at the first connection surface 34a of the first connection section 34. The ventilation section 24 and the inlet passage 36 (first opening 38) are approximately rectangular and elongated in the width direction (direction of arrow Y) of the internal combustion engine-side member 16 (see FIG. 2).

When the engine-side connection portion 32 of the ventilation portion 24 is connected to the connection surface 12b of the internal combustion engine 12, each cylinder chamber of the internal combustion engine 12 communicates with each inlet passage 36. The arrow Z direction shown in Figure 1 is the up-down direction that is perpendicular to the connection direction (arrow X direction) and perpendicular to the width direction (arrow Y direction). The arrow Z direction is the direction along the first connection surface 34a of the first connection portion 34.

The first tank component 26 forms part of the surge tank 40. The first tank component 26 is positioned away from the ventilation section 24 in the Z direction. As shown in Figure 3, the first tank component 26 has a split shape that opens toward the port member 18 (in the direction of arrow X2). The first tank component 26 bulges in the direction away from the port member 18 (in the direction of arrow X1) and has space inside. The first tank component 26 is fixed to the internal combustion engine 12. The first tank component 26 is fixed to the internal combustion engine 12 at a position away from the connection surface 12b of the internal combustion engine 12 in the Z direction (see Figure 1).

The receiving portion 28 extends from each ventilation portion 24 toward the first tank component 26. The receiving portion 28 connects the ventilation portion 24 and the first tank component 26. The receiving portion 28 has a first extending end portion 42 connected to the ventilation portion 24, a second extending end portion 44 connected to the first tank component 26, and a receiving portion main body 46 connecting the first extending end portion 42 and the second extending end portion 44. The receiving portion 28 has a predetermined width in the width direction of the internal combustion engine side member 16 (direction of arrow Y in Figure 5), and extends from the first extending end portion 42 toward the second extending end portion 44 with approximately the same width.

The first extending end 42 is connected to the first connecting portion 34 of the ventilation portion 24. The first extending end 42 is connected to the first tank component 26 side of the first connecting portion 34. The first extending end 42 is positioned in the widthwise center of each ventilation portion 24 (see Figure 5).

The second extension end 44 is positioned above the first tank component 26. The second extension end 44 is positioned closer to the port member 18 (in the direction of arrow X2) than the first extension end 42. When viewed from the width direction of the intake manifold device 10 shown in Figure 4, the first extension end 42 and the second extension end 44 are offset in the connection direction (in the direction of arrow X).

The receiving portion body 46 slopes from the first extending end 42 toward the port member 18 (in the direction of arrow X2) toward the second extending end 44. As shown in FIG. 3, the receiving portion body 46 has a receiving surface 48 facing the port member 18 and a pair of wall portions 50 disposed at the end of the receiving surface 48. The receiving surface 48 is a smooth surface along the receiving portion body 46.

As shown in Figure 5, a pair of wall portions 50 are arranged at both ends of the receiving surface 48 in the width direction (arrow Y direction). The wall portions 50 are formed perpendicular to the receiving surface 48 and protrude upward. The height of each wall portion 50 relative to the receiving surface 48 is constant along the receiving surface 48. The receiving surface 48 is arranged between the pair of wall portions 50.

As shown in FIG. 1, the port member 18 includes a second connection portion 52, a port portion 54, a second tank forming portion 58, and a rib 60.

As shown in Figure 6, three second connection portions 52 are provided corresponding to the three cylinders of the internal combustion engine 12. The second connection portions 52 are connected to the first connection portions 34 of the internal combustion engine side member 16. The second connection portions 52 have second connection surfaces 52a that are perpendicular to the connection direction.

The second connection portion 52 has a second opening 62. The second opening 62 is disposed in the flow path 64 of the port portion 54 and is connected to the flow path 64. The second connection portion 52 and the second opening 62 are generally rectangular and elongated in the width direction (direction of arrow Y) of the port member 18. The second connection portion 52 has a pair of pipe walls 66a, 66b disposed on the widthwise outer side of the second opening 62. The pair of pipe walls 66a, 66b cover a portion of the second opening 62. One pipe wall 66a and the other pipe wall 66b are parallel to each other with the second opening 62 in between. The pipe walls 66a, 66b extend along the Z direction. The shape of the second connection portion 52 corresponds to the shape of the first connection portion 34. The shape of the second opening 62 corresponds to the shape of the first opening 38. When a load is applied in the Z or X direction near the pair of pipe walls 66a, 66b at the second connection portion 52 of the port portion 54, the pipe walls 66a, 66b act as ribs, and deformation at the point where the load is applied is suppressed compared to when a load is applied in the Z or X direction near the center of the width of the second opening 62.

As shown in Figure 4, the first connection surface 34a of the first connection portion 34 and the second connection surface 52a of the second connection portion 52 are welded to each other, and the first connection portion 34 and the second connection portion 52 are connected in the connection direction (arrow X direction). At this time, the first opening 38 and the second opening 62 are connected to each other, and each introduction channel 36 and each flow channel 64 are connected to each other.

The port section 54 has multiple branch pipes 68 that are connected downstream of the surge tank 40 and distribute the air and supply it to the internal combustion engine 12. The number of branch pipes 68 corresponds to the number of cylinders in the internal combustion engine 12. Here, we will explain the case where three branch pipes 68 are provided.

Each branch pipe 68 of the port portion 54 has an internal flow path 64 that connects to the second connection portion 52 and allows air to flow through. In the connection direction between the first connection portion 34 and the second connection portion 52, each branch pipe 68 has a curved shape that is convex in the direction away from the internal combustion engine-side member 16 (in the direction of arrow X2). The port portion 54 curves from one Z-direction end of the port member 18 where the second connection portion 52 is located to the other Z-direction end where the second tank component 58 is located, which is opposite the side where the second connection portion 52 is located.

Each branch pipe 68 of the port portion 54 has a curved inner wall 70 facing the internal combustion engine side member 16 and a curved outer wall 72 arranged on the opposite side of the curved inner wall 70. The curved inner wall 70 faces the first tank component 26 and is convexly curved in the direction away from the internal combustion engine side member 16 (in the direction of arrow X2). The curved outer wall 72 is arranged outside the port member 18 and is convexly curved in the direction away from the internal combustion engine side member 16 (in the direction of arrow X2).

The second tank component 58 constitutes part of the surge tank 40. The second tank component 58 is positioned away from the second connection portion 52 in the Z direction. The second tank component 58 has a split shape with an opening toward the internal combustion engine side component 16 (in the direction of arrow X1). The second tank component 58 bulges in the direction away from the internal combustion engine side component 16 (in the direction of arrow X2) to have an internal space. When the internal combustion engine side component 16 and the port member 18 are connected in the connecting direction, the first opening end of the first tank component 26 and the second opening end of the second tank component 58 are connected to each other, and the first and second tank components 26, 58 constitute the surge tank 40. The surge tank 40 temporarily stores air introduced through the air inlet 22. The surge tank 40 is fixed to the internal combustion engine 12 via the first tank component 26.

The rib 60 has a roughly triangular shape that connects the second tank component 58 and the curved inner wall 70 of the port portion 54. The rib 60 is a thin plate extending in the width direction (arrow Y direction) of the port member 18. The rib 60 is arranged on the outer wall surface 58a of the second tank component 58 near the second connection portion 52. Multiple ribs 60 are arranged in the width direction (arrow Y direction) of the port member 18 (see Figure 6).

The support portion 20 is disposed between the receiving portion 28 of the internal combustion engine side member 16 and the port portion 54 of the port member 18. When a load F acts on the port portion 54 in the connection direction (direction of arrow X1) toward the internal combustion engine side member 16, the support portion 20 is supported by the receiving portion 28, and the port portion 54 is supported by the support portion 20.

As shown in FIG. 6, the support portion 20 has a pair of support members 74a, 74b. The pair of support members 74a, 74b are thin plates extending in the width direction (arrow Y direction) of the port member 18. The pair of support members 74a, 74b are arranged at the bottom of each second connection portion 52. Each support member 74a, 74b is integrally formed with the curved inner wall 70 of the port portion 54. Each support member 74a, 74b is arranged close to the second connection portion 52. Each support member 74a, 74b extends from the curved inner wall 70 of the port portion 54 toward the internal combustion engine side member 16. The extension direction of each support member 74a, 74b is parallel to the connection direction (arrow X direction).

When viewing the port member 18 from the internal combustion engine-side member 16 side shown in FIG. 6 , if a virtual line passing through the center of the second opening 62 of the second connection portion 52 and extending in the Z direction is defined as the port center line D, the port center line D is located between the pair of support members 74a, 74b, and the pair of support members 74a, 74b are spaced apart from each other in the width direction (arrow Y direction) perpendicular to the port center line D. The distance L between the support member 74a and the port center line D and the distance L between the support member 74b and the port center line D may be the same or different. The pair of support members 74a, 74b are arranged approximately parallel to the pipe walls 66a, 66b of the second connection portion 52. The support portion 20 is arranged between the second connection portion 52 and the rib 60. The support portion 20 is arranged on the second connection portion 52 side relative to the rib 60 (see FIG. 4 ). In other words, the rib 60 is arranged in a direction away from the second connection portion 52 relative to the support portion 20.

As shown in FIG. 4 , each support member 74a, 74b has a support end 76 facing the receiving portion 28. The support end 76 is inclined toward the internal combustion engine side member 16 as it approaches the second connection portion 52. The inclination angle of the support end 76 and the inclination angle of the receiving portion main body 46 are substantially the same with respect to an imaginary line along the connection direction (arrow X direction) between the internal combustion engine side member 16 and the port member 18. The support end 76 is joined to the receiving surface 48 of the receiving portion main body 46. Alternatively, the support end 76 can abut against the receiving surface 48 of the receiving portion main body 46. A pair of support members 74a, 74b arranged at each second connection portion 52 is connected to the same receiving portion 28. The support end 76 may be joined to the receiving surface 48 of the receiving portion main body 46 by welding, adhesive, or the like. Note that the support end 76 and the receiving surface 48 may not contact each other when the internal combustion engine side member 16 and the port member 18 are connected. Unlike the configuration described above, the support portion 20 may be provided integrally with the internal combustion engine-side member 16. That is, the support portion 20 may protrude from the receiving portion 28 (receiving portion main body 46) toward the port portion 54 of the port member 18.

Next, the operation of the intake manifold device 10 will be explained.

When the driver of a vehicle (not shown) operates the accelerator, air taken in from outside the vehicle is introduced into the surge tank 40 through the inlet passage 30 of the air intake section 22. After the air is temporarily stored in the surge tank 40, it is distributed to the flow paths 64 of each branch pipe 68 of the port section 54. The air that flows downstream along the flow paths 64 of each branch pipe 68 is supplied sequentially to each cylinder chamber of the internal combustion engine 12 via the second opening 62 of the second connection section 52 and the inlet path 36 of the first connection section 34 of the internal combustion engine-side member 16.

Next, we will explain what happens when a vehicle equipped with the intake manifold device 10 is hit from the front (the direction of arrow X2 in Figure 1). As shown in Figure 1, when the intake manifold device 10 is connected to the internal combustion engine 12, a fuel system component 78 for supplying fuel to the cylinder chamber of the internal combustion engine 12 is disposed above the connection portion of the first and second connection portions 34, 52. The fuel system component 78 is, for example, a fuel pipe that supplies fuel, and is disposed along the width direction of the intake manifold device 10 (the direction of arrow Y in Figure 2) at a predetermined distance from the first and second connection portions 34, 52. The fuel system component 78 is not limited to a fuel pipe, and may also be another fuel system device (e.g., a valve, etc.).

When a moving vehicle is hit from the front, a load F (also called an impact load) is applied to the intake manifold device 10 from the front to the rear (in the direction of arrow X1 in Figure 1). At this time, the intake manifold device 10 is fixed to the internal combustion engine 12 at its upper Z-direction via the first and second connection parts 34, 52, and at its lower Z-direction via the surge tank 40.

When a load F acts on the port portion 54 of the port member 18 in a direction that bends the port portion 54, the load F causes the port member 18 to move relative to the internal combustion engine side member 16 toward the internal combustion engine side member 16, and each support member 74a, 74b (support end 76) of the support portion 20 is supported by the receiving surface 48 of the receiving portion 28. As a result, the port portion 54 of the port member 18 is supported relative to the internal combustion engine side member 16 by the support members 74a, 74b of the support portion 20.

As shown in FIG. 7 , the port portion 54 has high rigidity at the first portion G1, where the support portion 20 is supported by the receiving portion 28, and the second portion G2, where the rib 60 is connected. The intermediate portion G3 between the first portion G1 and the second portion G2 has lower rigidity than the first and second portions G1 and G2. Therefore, when a load F acts on the port portion 54, stress concentration occurs in the intermediate portion G3, which has a relatively low rigidity. Because the port portion 54 is curved in the direction opposite to the acting direction of the load F (the direction of arrow X1), when the load F is applied to the port portion 54 in a direction that bends the port portion 54, a fracture H occurs on the curved outer wall 72 side. The intermediate portion G3 of the port portion 54 is separated a predetermined distance from a fuel system component 78 of the internal combustion engine 12, preventing a fractured portion of the port portion 54 from coming into contact with the fuel system component 78.

As described above, the embodiment of the present invention comprises an internal combustion engine side member 16 connected to the internal combustion engine 12, and a port member 18 having a port portion 54 and connected to the internal combustion engine side member 16.When a vehicle equipped with the intake manifold device 10 collides and an impact load F acts on the port portion 54 of the port member 18, causing stress in a direction that bends the port portion 54, the support portion 20 is supported by the receiving portion 28 of the internal combustion engine side member 16, and accordingly, the port portion 54 is supported on the receiving portion 28 by the support portion 20.

This allows stress concentration to occur on the side of the port portion 54 opposite the portion supported by the support portion 20. This makes it possible to control the location of fracture H in the port portion 54 when an impact occurs. As a result, by setting the stress concentration point of the port member 18 at a location away from the fuel system component 78 located near the internal combustion engine 12, contact between the port member 18 and the fuel system component 78 is effectively prevented, and the fuel system component 78 can be protected even if the port member 18 is damaged.

At the second connection portion 52 of the port member 18, a pair of support members 74a, 74b are positioned at a position away from the port centerline D in the width direction (direction of arrow Y) and are supported by the receiving portion 28. This makes it easier to transmit stress to the location in the port portion 54 where fracture H is desired when an impact load F is applied to the port portion 54. This allows stress concentration to occur in the port portion 54 at a position away from the fuel system component 78 during a collision, thereby more effectively protecting the fuel system component 78 from a damaged port portion 54. The stress generated between the receiving portion 28 of the internal combustion engine component 16 can be more reliably transmitted to the location where fracture H is desired in the port portion 54 during a vehicle collision.

By providing the rib 60 on the second tank component 58 that constitutes the surge tank 40, the strength of the second region G2 to which the rib 60 is connected in the curved inner wall 70 of the port portion 54 can be relatively increased. This makes it possible to set the strength of the intermediate region G3 between the first region G1 where the support portion 20 is located and the second region G2 to which the rib 60 is connected relatively low in the port portion 54. Therefore, when an impact load F is applied to the port portion 54 toward the internal combustion engine-side component 16, the port portion 54 can be broken at the intermediate region G3 between the rib 60 and the support portion 20, which is away from the second connection portion 52.

Since the support portion 20 is integrally formed with the port portion 54, the support portion 20 can be easily provided without increasing the number of parts of the intake manifold device 10.

The above embodiments can be summarized as follows:

The above embodiment is an intake manifold device (10) connected to an internal combustion engine (12),
an internal combustion engine-side member (16) that includes a ventilation portion (24) provided with a first connection portion (34) and is fastened to the internal combustion engine;
a port member (18) made of a resin material, the port member including: a second connection portion (52) connected to the first connection portion of the internal combustion engine-side member; and a port portion (54) connected to the second connection portion and having an internal flow path (64) through which air flows;
and
the port portion has a curved shape that is convex in a direction away from the internal combustion engine-side member in a connection direction between the first connection portion and the second connection portion, and the port portion is curved from one end side at which the second connection portion is provided to another end side that is opposite to the side at which the second connection portion is provided,
the internal combustion engine side member has a receiving portion (28) extending from the ventilation portion toward the other end side,
A support portion (20) is arranged between the receiving portion and the port portion, and when a load acts on the port portion in the connection direction, the support portion is supported by the receiving portion, and the port portion is supported by the support portion.

The pair of support parts are arranged spaced apart in a direction perpendicular to the port centerline (D) so that, when viewed from the internal combustion engine side member, the port centerline (D) passing through the center of the opening of the second connection part and extending from one end side to the other end side is located between the pair of support parts.

a surge tank (40) capable of storing air flowing through the flow path of the port portion,
The port member integrally includes a tank component (58) that configures at least a portion of the surge tank,
an outer wall surface (58a) of the tank component on a side closer to the second connection portion is provided with a rib (60) extending from the outer wall surface and connected to the port portion;
The support portion is disposed between the second connection portion and the rib.

The support portion is integrally formed with the port portion.

The present invention is not limited to the above disclosure and may adopt various configurations without departing from the spirit of the present invention.

REFERENCE SIGNS LIST 10... Intake manifold device 12... Internal combustion engine 16... Internal combustion engine side member 18... Port member 20... Support portion 24... Ventilation portion 28... Receiving portion 34... First connecting portion 52... Second connecting portion 54... Port portion

Claims (4)

An intake manifold device (10) connected to an internal combustion engine (12), comprising:
an internal combustion engine-side member (16) that includes a ventilation portion (24) provided with a first connection portion (34) and is fastened to the internal combustion engine;
a port member (18) made of a resin material, the port member including: a second connection portion (52) connected to the first connection portion of the internal combustion engine-side member; and a port portion (54) connected to the second connection portion and having an internal flow path (64) through which air flows;
and
the port portion has a curved shape that is convex in a direction away from the internal combustion engine-side member in a connection direction between the first connection portion and the second connection portion, and the port portion is curved from one end side at which the second connection portion is provided to another end side that is opposite to the side at which the second connection portion is provided,
the internal combustion engine side member has a receiving portion (28) extending from the ventilation portion toward the other end side,
The port member is
a support portion (20) and a rib (60) facing the receiving portion and protruding from the curved inner wall (70) of the port portion toward the receiving portion;
The support portion and the rib are disposed apart from each other in an extending direction of the curved inner wall,
an intake manifold device wherein, when a load acts on the port portion in the connection direction, the support portion and the rib each abut against the receiving portion and are supported by the receiving portion, and the port portion is supported by the support portion and the rib . 2. The intake manifold device according to claim 1,
an intake manifold device in which a pair of support parts are arranged spaced apart in a direction perpendicular to a port center line (D), which passes through the center of an opening of the second connection part and extends from the one end side to the other end side, when viewed from the internal combustion engine side member. 3. The intake manifold device according to claim 2,
a surge tank (40) capable of storing air flowing through the flow path of the port portion,
The port member integrally includes a tank component (58) that configures at least a portion of the surge tank,
the rib is provided on an outer wall surface (58a) of the tank-constituting portion on a side closer to the second connection portion, and extends from the outer wall surface to be connected to the port portion ;
an intake manifold device, wherein the support portion is disposed between the second connection portion and the rib. The intake manifold device according to any one of claims 1 to 3,
The support portion is provided integrally with the port portion.