CFD Analysis of Exhaust Manifold
CFD Analysis of Exhaust Manifold
CFD Analysis of Exhaust Manifold
A
PROJECT
REPORT ON
ANALYSIS OF EXHAUST MANIFOLD OF MULTI-
CYLINDER SI ENGINE USING ANSYS
Submitted in partial fulfillment of the requirement
Bachelor of Technology
in
MECHANICAL ENGINEERING
By
S. BHARGAVI (14F25A0301)
S. BHASKAR (14F25A0302)
N. RAMESH (13F21A0379)
CERTIFICATE
Dr. G. NAGAMALLESWARA RAO M.Tech., Ph.D., Dr. S.L.V. PRASAD M.Tech., Ph.D.,
ABSTRACT:-
CHAPTER-1
Dept.of Mechanical Engg, GIT-GOOTY Page 3
ANALYSIS OF EXHAUST MANIFOLD OF MULTI-CYLINDER SI ENGINE USING ANSYS
1.1 INTRODUCTION
FIGURE 1: IC ENGINE
The term internal combustion engine usually refers to an engine in which combustion
is intermittent, such as the more familiar stroke and two-stroke piston engines, along with
variants, such as the six-stroke piston engine and the Wankel rotary engine. A second class of
internal combustion engines use continuous combustion: gas turbines, jet engines and
most rocket engines, each of which are internal combustion engines on the same principle as
previously described. Firearms are also a form of internal combustion engine.
Internal combustion engines are quite different from external combustion engines, such
as steam or Stirling engines, in which the energy is delivered to a working fluid not
consisting of, mixed with, or contaminated by combustion products. Working fluids can be
air, hot water, pressurized or even liquid sodium, heated in a boiler. ICEs are usually powered
by energy-dense fuels such as gasoline or diesel, liquids derived from fossil fuels. While
there are many stationary applications, most ICEs are used in mobile applications and are the
dominant power supply for vehicles such as cars, aircraft, and boats.
Typically an ICE is fed with fossil fuels like natural gas or petroleum products such
as gasoline, diesel fuel or fuel oil. There's a growing usage of renewable
fuels like biodiesel for compression ignition engines and bi-ethanol for spark ignition
engines. Hydrogen is sometimes used, and can be made from either fossil fuels or renewable
energy.
Todays IC engines can be classified in several ways. Some of the ways of classification of
Internal Combustion (IC) engines is listed below:
1. Based on application
Automobile Engine
Aircraft Engine
Locomotive Engine
Marine Engine
Stationary Engine
2. Based on basic engine design
Reciprocating: Single cylinder, Multi-cylinder In-line, V, radial, opposed cylinder,
Opposed Piston.
Rotatory Engine: Single motor, Multi motor
3. Based on operating cycle
Atkinson (For complete expansion SI Engine)
Diesel (For the Ideal Diesel Engine)
Dual (For the Actual Diesel Engine)
Miller (For Early/Late Inlet valve closing type SI Engine)
Otto (For the Convectional SI Engine)
Location of valve/port
o T-head
o L-head
o F-head
o L-head
6. Based on Fuel
Convectional
o Crude oil derivatives; Petrol, diesel
o Other sources; coal, bio-mass, tar stands, shale
Alternative
o Petroleum derived: CNG, LPG
o Bio-mass derived: alcohols, vegetable oils, producer gas, biogas and hydrogen
Blending
Bi-fuel and dual fuel
CHAPTER-2
LITERATURE REVIEW
Backpressure is one of the common problems associated with the exhaust manifold.
The literature review reveals that the lots of work have been done for the improvement of the
exhaust manifold in order to improve the working of the engine. CFD method reduces the
cost of manufacturing and production time. Literature review shows that lots of exhaust
manifold study have been done using the CFD technique. Some of the literature reviews are
as follows.
PL. S. Muthaiah [1], He has analyzed the exhaust manifold in order to reduce the
backpressure and also to increase the particulate matter filtration. He has modified the
different exhaust manifold by varying the size of the conical area of the exhaust manifold and
varying the size of the grid wire mesh packed throughout the exhaust manifold. When size of
the grid mesh packed decreased the backpressure increases which leads to lower the
performance of the engine due to more fuel consumption and hence low volumetric
efficiency. When size of the grid mesh packed increased the backpressure decreases the
filtration of the particulate matter also reduces which will not satisfy the standards of the
pollution control. Computational fluid dynamics is used for the study of the exhaust manifold
and best possible design of the exhaust manifold with minimum backpressure and maximum
particulate matter filtration efficiency is suggested.
K.S. Umesh, V.K. Pravin and K. Rajagopal [2] In this work eight different models of
exhaust manifold were designed and analyzed to improve the fuel efficiency by lowering the
backpressure and also by changing the position of the outlet of the exhaust manifold and
varying the bend length. The eight different modified models are short bend centre exit
(SBCE), short bend side exit (SBSE), long bend centre exit (LBCE), long bend side exit
(LBSE), short bend centre exit with reducer ( SBCER), short bend side exit with reducer
(SBSER), long bend centre exit with reducer (LBCER), long bend side exit with
reducer(LBSER).After analysis they included that the exhaust manifold with long bend centre
exit with reducer (LBCER), gives the highest overall performance.
Vivekananda Navadagi and SiddaveerSangamad [4] they analyzed the flow of exhaust
gas from two different modified exhaust manifold with the help of Computational fluid
dynamics. To achieve the optimal geometry for the low back pressure they have analyzed two
different exhaust manifold, base geometry exhaust manifold and the modified geometry
exhaust manifold. In the base model of the exhaust manifold the outlet is at side of the first
inlet where as in the modified model of the exhaust manifold the outlet is at the centre of the
exhaust manifold. Analysis has been done for the two different exhaust manifolds. The results
were compared for the two models and it is found that the modified model gives low back
pressure in comparison with other base model which ensures the improvement in the
efficiency of the engine.
The flow distribution in the exhaust manifold channels would be highly dependent on
the header shape and the flow rate. Jafar M Hassan [5] had analyzed the performance of the
manifolds with a tapered longitudinal section. The length of the manifold for this study was
127 cm while the manifold diameter was 10.16 cm. Authors had used the numerical
simulations (CFD) for this research work. The flow conditions corresponding to Re =
10x104, 15x104 and 20x104 were considered. The results were analyzed in terms of
uniformity coefficient. Based on their CFD simulation results, they had concluded that the
tapered header configuration provides better flow distribution as compared to the header with
circular cross-section.
the RNG k- turbulence model predictions were in close agreement with the experimental
data.
The design of exhaust manifold for a 4-stroke high power medium speed diesel
engine was carried out by Kyung-Sang Cho [8]. The typical operational range of the medium-
speed diesel engine was in the range of 700 1500 rpm and has power outputs up to 6000
kW. The exhaust manifold will undergo thermal expansion due to high temperature of
exhaust gas and also exposed to the vibration caused by the internal combustion engine. This
was studied using experimental methods by the authors.
Hong Han-Chi [10] had used GT-Power, 1-dimensional software, for estimating the
engine performance of a single cylinder IC engine. The power output predicted from the
software was compared against the experimental data. In their study, the authors had
considered four parameters the sphere style plenum diameter, the intake runner diameter,
the exhaust runner lengths and the position of restrictor. The plenum for the intake and
exhaust manifold was designed using Helmholtz theory. The optimization experimental study
was conducted by using Orthogonal Array Testing Strategy (OATS). The results obtained
from the experimental analysis were found to be in good agreement with the results from the
GT-Power software predictions.
The exhaust manifold will typically experience high thermal loads because of the
exposure to high temperature exhaust gases. The exhaust manifold design should also
consider such factors for preventing any material failure. Xueyuan Zhang [11] had conducted
coupled thermo-fluid-solid analysis of an exhaust system with the consideration of welding
stresses. The operating condition of 302 kg/hour flow rate of exhaust gas at 870 C was
considered by the authors. The CFD simulations were performed using ANSYS FLUENT.
The thermal profiles obtained from the exhaust manifold simulations were mapped as
boundary conditions for the FEA solver. By this method, the welding residual stresses in the
manifold were evaluated and the necessary design changes could be suggested. The cold start
emissions from the IC engine could be reduced by pre-heating the substrate to the optimum
temperature. This could be achieved by placing the catalytic converter near the exhaust
manifold.
In their research work, S. N. Ch. Dattu. V [13] had performed thermal analysis for the
tubular type IC Engine exhaust manifold for various operating conditions. The authors had
also considered four different manifolds Radius 48 mm Exhaust Valve at Extremely Left,
Radius 48 mm Exhaust Valve at Center, Radius 100 mm Exhaust Valve at Extremely Left,
Radius 100 mm Exhaust Valve at Center. These configurations were carried out for two
different material types Cast Iron and Aluminium. Based on the results obtained from their
simulations, the authors suggest aluminium as the material for the exhaust manifold due to
their superior thermal performance.
Also, the exhaust manifold of 48 mm radius with the exhaust valve at center Benny
Paul [14] had conducted CFD simulations on manifold of direct injection diesel engine. They
had used the RANS (Reynolds Averaged Navier Stokes) solver approach with RNG k-
turbulence model for the simulations. The flow inlet for the manifolds was modeled using
pressure-inlet. The wall regions in the manifold were considered as adiabatic with No-Slip
condition being imposed. In order to ensure that the numerical solutions, obtained from the
CFD simulations, were independent of the grid size, the authors had performed grid-
independence study with three different meshes. STAR-CD was used for this research work
with the meshes had been generated using Gambit.
pressure exhaust gas from the cylinder to the exhaust manifold, would have three pressure
heads high, medium and low. They also note that scavenging effect would be decreased in
case of manifolds with large tubes. Also, the smaller tubes offer higher flow resistance and
thus the engine power will be needed to push the exhaust gases.
MohdSajid Ahmed [16] had applied CFD methods to identify the optimum exhaust
manifold for a 4-stroke 4- cylinder SI engine. They had considered five variants of exhaust
manifold, based on the manifold pipe geometry, - convergent inlet pipe, divergent-straight-
convergent, reduced convergent length and increased divergent length, reduced divergent
length and increased convergent length, identical convergent and divergent and reduced
straight length. The CFD simulations were performed using ANSYS FLUENT with un-
structured meshes. Mass flow inlet boundary condition was applied to model the flow inlet.
Based on their results, the authors suggested that the minimum back-pressure at the exhaust
manifold outlet could be achieved by having reducers.
The high temperature exhaust gases will induce thermal stresses on the exhaust
manifold surfaces. The design procedure for the manifold must account for such heat transfer
effects.I.P. Kandylas[17] had developed an exhaust system heat transfer model that included
the steady state and transient heat conduction as well as convection and radiation. They had
studied for various manifold materials such as Cast Iron, Mild Steel, and Stainless Steel e.t.c.
Of the manifold surfaces, the authors had considered the component interior heat transfer and
the convection and radiation to the surroundings.
CHAPTER-3
PARTS OF IC ENGINE
3.1.2. Piston:
Piston is placed in the cylinder and transmits thrust to the connecting rod. It is free to move. It
compresses the air fuel mixture and converts the fuel energy into mechanical energy. It
transmits the power to the crankshaft. Generally piston is made by cast iron but sometime it is
made by aluminium alloy. Usually it is made by casting.
Figure 5: Piston
3.1.3 Cylinder Head:
Cylinder head is fitted on the top of cylinder block and the function of the cylinder head is to
seal the working end of cylinder and not to permit entry and exit of gases on cover head
valves of the engine. The valves, spark plug, camshaft etc are fitted on it. It should be light in
weight. So cylinder head is usually made by cast iron or aluminium. It is made by casting or
forging and usually in one piece
The lower end of connecting rod is connected to the piston and the bigger is connected to the
crank shaft. It should have high strength. So it is made by alloy steel but in small engine it is
made by aluminium to achieve lighter weight. It is made by forging.
It is bolted at the lower end of the cylinder block. All the oil for lubricating the movable parts
is placed in it.
3.1.7. Camshaft:
It is fitted either in the cylinder head or at the bottom of the cylinder block. It is use to open
or close valves at proper timing in multi-cylinder engine. It should have high tensile strength.
So the crankshaft made by high tensile steel or sometime by cast iron. It is usually made by
forging.
3.1.8. Valves:
It is fitted on the cylinder head. It regulates the flow of air fuel mixture inside the cylinder
and exhaust gas outside the cylinder block. When both inlet and exhaust valves are closed no
pressure can go inside or outside of cylinder block. It is usually made by silicon chrome steel
with about 3% carbon. It is made by forging. Exhaust valve discharge the exhaust gases. It is
made by austenitic steal. It is also made by forging.
It is used in Petrol engine (Spark Ignition Engine). It is fitted on the cylinder head. It is used
to ignite the air fuel mixture inside the cylinder at the end of each compression stroke.
It is bolted on the cylinder head one each for intake and exhaust. Its function is to evenly
distribute air-fuel mixture for intake & collects the exhaust gases from all cylinders.
It is used in Diesel engine (Compression Ignition Engine). It is fitted on the cylinder head. It
is used to inject fuel in spray form inside the cylinder at the end of compression stroke.
The most common types of aftermarket headers are made of mild steel or stainless
steel tubing for the primary tubes along with flat flanges and possibly a larger diameter
collector made of a similar material as the primaries. They may be coated with a ceramic-type
finish (sometimes both inside and outside), or painted with a heat-resistant finish, or bare.
Chrome plated headers are available but these tend to blue after use. Polished stainless steel
will also colour (usually a yellow tint), but less than chrome in most cases. Another form of
modification used is to insulate a standard or aftermarket manifold. This decreases the
amount of heat given off into the engine bay, therefore reducing the intake manifold
temperature.
There are a few types of thermal insulation but three are particularly common:
Ceramic paint is sprayed or brushed onto the manifold and then cured in an oven.
These are usually thin, so have little insulator properties; however, they reduce engine
bay heating by lessening the heat output via radiation.
A ceramic mixture is bonded to the manifold via thermal spraying to give a tough
ceramic coating with very good thermal insulation. This is often used on performance
production cars and track-only racers.
Exhaust wrap is wrapped completely around the manifold. Although this is cheap and
fairly simple, it can lead to premature degradation of the manifold.
3.2.1Back Pressure
Engine exhaust back pressure is defined as the exhaust gas pressure that is produced
by the engine to overcome the hydraulic resistance of the exhaust system in order to
discharge the gases into the atmosphere. The exhaust back pressure is the gauge pressure in
the exhaust system at the outlet of the exhaust turbine in turbocharged engines or the pressure
at the outlet of the exhaust manifold in naturally aspirated engines
The word back may suggest a pressure that is exerted on a fluid against its direction of
flow indeed, but there are two reasons to object. First, pressure is a scalar quantity, not a
vector quantity, and has no direction. Second, the flow of gas is driven by pressure gradient
with the only possible direction of flow being that from a higher to a lower pressure.
Gas cannot flow against increasing pressure .It is the engine that pumps the gas by
compressing it to a sufficiently high pressure to overcome the flow obstructions in the
exhaust system.
At increased back pressure levels, the engine has to compress the exhaust gases to a
higher pressure which involves additional mechanical work and/or less energy
extracted by the exhaust turbine which can affect intake manifold boost pressure. This
can lead to an increase in fuel consumption, PM and CO emissions and exhaust
temperature. The increased exhaust temperature can result in overheating of exhaust
valves and the turbine. An increase in NOx emissions is also possible due to the
increase in engine load.
Increased backpressure may affect the performance of the turbocharger, causing
changes in the air-to-fuel ratio-usually enrichmentwhich may be a source of
emissions and engine performance problems. The magnitude of the effect depends on
the type of the charge air systems. Increased exhaust pressure may also prevent some
exhaust gases from leaving the cylinder (especially in naturally aspirated engines),
creating an internal exhaust gas recirculation (EGR) responsible for some NOx
reduction. Slight NOx reductions reported with some DPF system, usually limited to
2-3% percent, are possibly explained by this effect.
Excessive exhaust pressures can increase the likelihood of failure of turbocharger
seals, resulting in oil leakage into the exhaust system. In systems with catalytic DPFs
or other catalysts, such oil leak can also result in the catalyst deactivation by
phosphorus and/or other catalyst poisons present in the oil.
All engines have a maximum allowable engine back pressure specified by the engine
manufacturer. Operating the engine at excessive back pressure might invalidate the
engine warranty.
It is generally accepted by automotive engineers that for every inch of Hg of back
pressure (that's Mercury - inches of Hg is a unit for measuring pressure)
approximately 1-2 HP is lost depending on the displacement and efficiency of the
engine, the combustion chamber design etc.
Exhaust system is designed to evacuate gases from the combustion chamber quickly
and efficiently. Exhaust gases are not produced in a smooth stream; exhaust gases originate in
pulses. A 4-cylinder motor will have 4 distinct pulses per complete engine cycle a 6 cylinder
has 6 pulses and so on. More the pulses produced, the more continuous the exhaust flow.
Back pressure can be loosely defined as the resistance to positive flow - in this case, the
resistance to positive flow of the exhaust stream.
It is a general misconception that wider exhaust gives helps in better scavenging. But
actually main factor behind good scavenging is exhaust velocity. The astute exhaust designer
knows that flow capacity must be balanced with velocity. The faster an exhaust pulse moves,
the better it can scavenge out all of the spent gasses during valve overlap.
The guiding principle of exhaust pulse scavenging is that a fast moving pulse creates a
low-pressure area behind it. This low-pressure area acts as a vacuum and draws along the air
behind it. A similar example would be a vehicle travelling at a high rate of speed on a dusty
road. There is a low pressure area immediately behind the moving vehicle - dust particles get
sucked into this low pressure area causing it to collect on the back of the vehicle. Exhaustive
work has taken place already in this field. Scheeringa et al studied analysis of Liquid cooled
exhaust manifold using CFD. He to improve the fundamental understandings of manifold
operation obtained detailed information of flow property distributions and heat transfer. He to
investigate the parametric effects of operating conditions and geometry on the performance of
manifolds performed a number of computations. Yasar Deger et al. did CFD-FE-Analysis for
the Exhaust Manifold of a Diesel Engine aiming to determine specific temperature and
pressure distributions. The fluid low and the heat transfer through the exhaust manifold were
computed correspondingly by CFD analyses including the conjugate heat transfer.
3.2.4 Objectives
1. This work focuses upon study of pressure distribution and velocity distribution inside an
exhaust manifold of different geometries and to conclude best possible geometry from
emissions point of view.
2. We have flaunted with symmetric and asymmetric designs and have flocked concepts of
having either long or short bends (inlet for exhaust manifold).
CHAPTER-4
Dept.of Mechanical Engg, GIT-GOOTYPage 25
ANALYSIS OF EXHAUST MANIFOLD OF MULTI-CYLINDER SI ENGINE USING ANSYS
Large numbers of design and analysis software are available in the market for designing
and analysis of parts. Some of those are:
1. PTC creo
2. Solid works
3. CATIA
4. ANSYS
5. Hypermesh
6. Inventor
From above soft wares for my convenience i had chosen CATIA and ANSYS for
design and analysis of exhaust manifold
4.1Introduction to CATIA:
CATIA facilitates the design of electronic, electrical, and distributed systems such as
fluid and HVAC systems, all the way to the production of documentation for manufacturing.
Mechanical engineering
Design
Systems engineering
The CATIA Systems Engineering solution delivers a unique open and extensible
systems engineering development platform that fully integrates the cross-discipline modeling,
simulation, verification and business process support needed for developing complex cyber-
physical products. It enables organizations to evaluate requests for changes or develop new
products or system variants utilizing a unified performance based systems engineering
approach. The solution addresses the Model Based Systems Engineering (MBSE) needs of
users developing todays smart products and systems and comprises the following elements:
Requirements Engineering, Systems Architecture Modeling, Systems Behaviour Modeling &
Simulation, Configuration Management & Lifecycle Traceability, Automotive Embedded
Systems Development (AUTOSAR Builder) and Industrial Automation Systems
Development (Control Build).
CATIA uses the open Modelica language in both CATIA Dynamic Behaviour
Modeling and Dymola, to quickly and easily model and simulate the behaviour of complex
systems that span multiple engineering disciplines. CATIA & Dymola are further extended by
through the availability of a number of industry and domain specific Modelica libraries that
enable user to model and simulate a wide range of complex systems ranging from
automotive vehicle dynamics through to aircraft flight dynamics.
Electrical systems
Fluid systems
CATIA offers a solution to facilitate the design and manufacturing of routed systems
including tubing, piping, Heating, Ventilating & Air Conditioning (HVAC). Capabilities
include requirements capture, 2D diagrams for defining hydraulic, pneumatic and HVAC
systems, as well as Piping and Instrumentation Diagram (P&ID). Powerful capabilities are
provided that enables these 2D diagrams to be used to drive the interactive 3D routing and
placing of system components, in the context of the digital mock up of the complete product
or process plant, through to the delivery of manufacturing information including reports and
piping isometric drawings.
CHAPTER-5
ANALYSIS
ANSYS design optimization enables the engineers to reduce the number of costly
prototypes, tailor rigidity and flexibility to meet objectives and find the proper balancing
geometric modifications.
Competitive companies look for ways to produce the highest quality product at the
lowest cost. ANSYS (FEA) can help significantly by reducing the design and manufacturing
costs and by giving engineers added confidence in the products they design. FEA is most
effective when used at the conceptual design stage. It is also useful when used later in
manufacturing process to verify the final design before prototyping.
5.1.2Program availability
The ANSYS program operates on 486 and Pentium based PCs running on Wndows95
or Windows NT and workstations and super computers primarily running on UNIX operating
system. ANSYS Inc. continually works with new hardware platforms and operating systems.
5.2types of Analysis :
7. THERMAL ANALYSIS.
8. ELECTROMAGNETIC FIELD ANALYSIS.
9. ELECTRIC FIELD ANALYSIS
10. FLUID FLOW ANALYSIS
COMPUTATIONAL FLUID DYNAMICS
PIPE FLOW
Structural analysis is the most common application of the finite element method. The
term structural (or structure) implies civil engineering structures such as bridges and
buildings, but also naval, aeronautical and mechanical structures such as ship hulls, aircraft
bodies and machines housings as well as mechanical components such as pistons, machine
parts and tools.
There are seven types of structural analyses available in ANSYS. One can perform
the following types of structural analyses. Each of these analysis types are discussed in detail
as follows.
1. Static analysis
2. Modal analysis
3. Harmonic analysis
4. Transient dynamic analysis
5. Spectrum analysis
6. Buckling analysis
7. Explicit dynamic analysis
Static analysis is used to determine the displacements, stresses, strains and forces in
structures or components due to loads that do not induce significant inertia and damping
effects. Steady loading in response conditions are assumed. The kinds of loading that can be
applied in a static analysis include externally applied forces and pressures, steady state
inertial forces such as gravity or rotational velocity imposed (non-zero) displacements,
temperatures (for thermal strain). A static analysis can be either linear or non linear. In our
present work we consider linear static analysis.
In this step we specify the job name and analysis title use PREP7 to define the
element types, element real constants, material properties and model geometry element types
both linear and non-linear structural elements are allowed. The ANSYS element library
contains over 80 different element types. A unique number and prefix identify each element
type.
Youngs modulus (EX) must be defined for a static analysis. It is to apply inertia loads
(such as gravity), material properties such as density (DENS). Similarly to apply thermal
loads (temperatures) define coefficient of thermal expansion (ALPX).
In this step we define the analysis type and options, apply loads and initiate the finite
element solution. This involves three phases:
CONSTRAINT DISPLACEMENT.
DEFINITIONS STRESS,ETC
Pre processor has been developed so that the same program is available on micro,
mini, super-mini and mainframe computer system. This slows easy transfer of models one
system to other.
Pre processor is an interactive model builder to prepare the FE (finite element) model
and input data. The solution phase utilizes the input data developed by the pre processor, and
prepares the solution according to the problem definition. It creates input files to the
temperature etc., on the screen in the form of contours.
There are four different geometric entities in pre processor namely key points, lines,
areas and volumes. These entities can be used to obtain the geometric representation of the
structure. All the entities are independent of other and have unique identification labels.
Direct generation.
Solid modelling
With solid modelling we can describe we can describe the geometric boundaries of
the model, establish controls over the size and desired shape of the elements and then instruct
ANSYS program to generate all the nodes and elements automatically. By contrast, with the
direct generation method, we determine the location of every node and size, shape and
connectivity of every element prior to defining these entities in the ANSYS model. Although,
some automatic data generation is possible (by using commands such as FILL, NGEN,
EGEN etc) the direct generation method essentially a hands on numerical method that
requires us to keep track of all the node numbers as we develop the finite element mesh. This
detailed book keeping can become difficult for large models, giving scope for modelling
errors. Solid modeling is usually more powerful and versatile than direct generation and is
commonly preferred method of generating a model.
In the finite element analysis the basic concept is to analyze the structure, which is an
assemblage of discrete pieces called elements, which are connected, together at a finite
number of points called Nodes. Loading boundary conditions are then applied to these
elements and nodes. A network of these elements is known as Mesh.
After completion of the finite element model it has to constrain and load has
to be applied to the model. User can define constraints and loads in various ways. All
constraints and loads are assigned set 1D. This helps the user to keep track of load cases.
All elements are defined by nodes, which have only their location defined. In
the case of plate and shell elements there is no indication of thickness. This thickness
can be given as element property. Property tables for a particular property set 1-D have
to be input. Different types of elements have different properties for e.g.
Shells : Thickness
Springs : Stiffness
Solids : None
The user also needs to define material properties of the elements. For linear static
analysis, modules of elasticity and Poissons ratio need to be provided. For heat transfer,
coefficient of thermal expansion, densities etc are required. They can be given to the elements
by the material property se to 1-D.
ANSYS Fluent fluid flow systems in ANSYS Workbench to set up and solve a three-
dimensional turbulent fluid-flow and heat-transfer problem in a mixing elbow. It is designed
to introduce you to the ANSYS Workbench tool set using a simple geometry. Guided by the
steps that follow, you will create the elbow geometry and the corresponding computational
mesh using the geometry and meshing tools within ANSYS Workbench. You will use ANSYS
Fluent to set up and solve the CFD problem, then visualize the results in both ANSYS Fluent
and in the CFD-Post post processing tool. Some capabilities of ANSYS Workbench (for
example, duplicating fluid flow systems, connecting systems, and comparing multiple data
sets) are also examined in this tutorial.
The inlet mass flow rates for different models at six different loading conditions are
given below using these mass flow rates the pressure and velocity contours were obtained.
INLET 1 1 0.00877m
INLET 2 2 0.00877m
INLET 3 3 0.00877m
INLET 4 4 0.00877m
Outlet pressure was taken as 0atm (Gauge) for all models. The mean hydraulic diameters for
outlets of different models are shown below:
(SBCER)
(SBSER)
(LBCER)
(LBSER)
Following engine parameters were considered for calculation of mass flow rate at
different loading conditions. The flow through exhaust manifold was considered density
Based.
Chapter-6
Figure36: Pressure
6.1 RESULTS
The back pressure and exhaust velocity for all the models at all loading conditions are
listed below:
Table 8: Exhaust Velocity for Different Models in Meter per Second (m/s)
6.2 CONCLUSIONS
1. Forces exerted by gas particles in the manifold effect the values of back pressure and exit
velocity, due to which overall performance score on the basis of these two parameters
changes.
2. Short bend models show better performance, as compared with long bend models.
3. Due to increased length, differences in overall performance score in long bend models are
greater than that of short bend models. And
4. Out of available set of alternatives, long bend centre exit (LBCE) model of manifold is the
best one because it has scored rank first for overall performance score.
6.3 REFERENCES
[1]. PL. S. Muthaiah, CFD Analysis of catalytic converter to reduce particulate matter and
achieve limited back pressure in diesel engine, Global induced during suction and
compression stroke l journal of researches in engineering
[2]. K.S. Umesh, V.K. Pravin and K. Rajagopal CFD Analysis and Experimental Verification
of Effect of Manifold Geometry on Volumetric efficiency and Back Pressure for Multi-
cylinder SI Engine International Journal of Engineering & Science Research IJESR/July
2013/ Vol-3/Issue-7/342.
[3]. Kulal et al.(2013) Experimental Analysis of Optimal Geometry for Exhaust Manifold of
Multi-cylinder SI Engine for Optimum Performance Global journal of researches in
engineering
Technology for Hdd Retrofit, Sae Technical Paper 200601-0213.Jacobs, T., Chatterjee, S.,
Conway, R., Walker, Development of a Partial Filter Technology for Hdd Retrofit, Sae
Technical Paper 2006-01-0213.
[8]Kyuang-Sang Cho, Kyung-Bin Son, Ue-Kan Kim, Design of Exhaust Manifold for Pulse
Converters Considering Fatigue Strength due to Vibration, Journal of the Korean Society of
Marine Engineering, vol-37, No.7, 2013;
[10]Hong Han-Chi, Huang Hong-Wu, Bai Yi-Jie, Optimization of Intake and Exhaust
System for FSAE
Car Based on Orthogonal Array Testing International Journal of Engineering and
Technology, Volume 2, No. 3, March 2012;
[11]Xueyuan Zhang, Yu Luo, Jianhua Wang, Coupled Thermo-Fluid-Solid Analysis of
Engine Exhaust Manifold Considering Welding Residual Stresses Transactions of JWRI,
2011L;
[12]Simon Martinez-Martinez, Ruben D. Leal-Garza, Fausto A. Sanchez-Cruz, Esteban Baez
Villareal, CFD
Analysis of the effect of the Exhaust Manifold Design on the Close-Coupled Catalytic
Converter Performance Journal of KONES Powertrain and Transport, vol-17, No.4, 2010;
[13]S. N. Ch. Dattu. V, M. PradeepVarma, B.
ShyamSundar, Thermal Analysis on 4-1 Tubular Type IC-Engine Exhaust Manifold through
Analysis International Journal of Advanced Mechanical Engineering, volume-4, Number 7,
2014;
[14]Benny Paul, V. Ganesan, Flow field Development in a Direct Injection Diesel Engine
with Different Manifolds International Journal of Engineering, Science and Technology, Vol-
2, No.1, 2010;
[15]Gopaal, M.M.M Kumara Varma, L. Suresh Kumar, Exhaust Manifold Design FEA
Approach