CHAPTER 1

INTRODUCTION
1.1AIR INTAKE MANIFOLD
An intake manifold is a series of tubes that sit atop the engine. As air enters the
car, it travels through the throttle body, then into the intake manifold and then
finally into the engine itself. Basically, the intake manifold is the last stop on the
air's journey before it reaches the cylinder heads.

There are two basic parts to the intake manifold. There's the plenum, the large cavity
at the top of the manifold, and the runners, the small tubes that run to each cylinder
individually. An intake (also inlet) is an opening, structure or system through which a
fluid is admitted to a space or machine as a consequence of a pressure differential
between the outside and the inside. The pressure difference may be generated on the
inside by a mechanism, or on the outside by ram pressure or hydrostatic pressure.
Flow rate through the intake depends on pressure difference, fluid properties, and
intake geometry. Intake refers to an opening, or area, together with its defining edge
profile which has an associated entry loss, that captures pipe flow from
a reservoir or storage tank. Intake refers to the capture area definition and attached
ducting to an aircraft gas turbine engine or ramjet engine and, as such, an intake is

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followed by a compressor or combustion chamber. It may instead be referred to as
a diffuser. For an automobile engine the components through which the air flows to
the engine cylinders, are collectively known as an intake system[4] and may include
the inlet port and valve. An intake for a hydroelectric power plant is the capture area
in a reservoir which feeds a pressure pipe, or penstock, or into an open canal.

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LITERATURE CHAPTER 2

The intake manifold is designed with fillet on the corner in order to avoid the
formation of turbulence, by using CFD the existing model and the proposed model is
tested to check the flow of air inside the manifold, the author had concluded that the
proposed will distribute the pressure evenly and it may also neglect the formation of
turbulence in the manifold the velocity vector is compared in both the models[1].CFD
analysis is done on Ford two valve production engine, and the author had done the
same test in experimentally by using Ricardo MK-3 engine and he concludes the
result by comparing both experimental and software results and summarize the
manual method is a worthwhile goal [2,]. An experimental test on intake manifold is
conducted for taking the engine performance such as brake power, torque, specific
fuel consumption, thermal efficiency, brake indicated power and C02 Emission, as a
result, the intake plenum volume increased, intake manifold pressure is also increased,
and the mixture became Leaner and pollutant is decreased due to the increase in
relative air ratio [4]. In this paper, the author had the design and manufacture of an
intake system for the 600cc formula society of automotive engineer’s engine. Owing
to the inherent geometric constraints imposed by the existing manufacturing process,
the manufacturing of inlet manifold is done by FDM by consist of the plenum, plenum
elbow, and Engine. The main aim of the work is to enhance the charge distribution,
for improving the torque in overall process by using low-density materials such as
hose clamps and silicon couples in the production of the aluminum counterpart [6].
The author had done a flow test on the numerical created model of the intake
manifold, the CFD analysis is carried by taking standard kee turbulence model, by
solving the Navier stroke equation in the CFD flow work. And the author has also done
experimental measurements to test the brake power, brake torque, and brake thermal
Efficiency. As a result of the proposed model, there is an increase in 16% in brake
power, 13.9% improvement in brake torque and finally 12.5% increase in their brake
thermal efficiency. Due to the improvement in their parameters, there is a decrease in
28% of brake specific fuel consumption (BSFC). So the author had concluded that the
proposed design will give better performance [7]. Design and produce a spiral intake
system by additive manufacturing technique and to place the spiral intake manifold in
the engine to do necessary experimental techniques by installing the engine on the test

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rig and compared with the old manifold system, as a result of spiral manufacturing
product the volumetric efficiency was increased this is because of the size and shape of
the manifold, This the spiral intake manifold plays a direct impact on the volumetric
efficiency [8]. Three different kinds of intake manifold are designed and analysed and
compare their results and also done an experiment analysis and conclude the best
design series in this paper. The intake manifold with vertical intake will give the
better performance and the EGR distribution is also increases by 14% when it is
compared with horizontal intake and the experimental results are more nearest to the
CFD analysis results [11]. In this paper, the intake manifold is designed using solid
works and the model is analysed using Ansys CFD. In most of the cases, the analysis
is done only by changing the plenum length and area of the intake manifold, the current
project is based on keeping the manifold plenum length as constant and the outlet
cross section is changed and the analysis is done by keeping the boundary condition
as same in all models.

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DESIGN OF AIR INTAKE MANIFOLD CHAPTER 3

The 3D model of the intake manifold is designed using Solid works2016 software.
For create a model of the intake manifold, the following things should be
considered:

1. Uniform distribution of air pressure to all the engine cylinders in order to

overcome the uncompleted combustion.
2. Proper designs of intake manifold profile helps to reduce the sudden raise
in pressure waves which improve induction process and also eliminate the
unnecessary turbulence and eddies inside the intake manifold.

Fig. 1 Manifold with Circular outlets

In this design the inlet valve is taken as 40mm diameter, the outlet valve diameter
is taken as 25mm and the plenum length is taken as 100mm, this is for a circular
manifold and for the convergent-divergent manifold the inlet and plenum length is
taken as same and the outlet valve is taken as a convergent-divergent type. In this
the convergent angle is given as 12o and the divergent angle is taken as 6o and the
throat diameter is given as 20mm, so by this input parameter, the two different types
of the manifold are designed using solid works 2016.

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Fig. 2 Manifold with Convergent-Divergent outlets

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ANALYSIS USING ANSYS CHAPTER 4

The air intake manifold is designed and the designed model is imported into Ansys
software for doing analysis, in this by using fluent the air flow analysis is done on
Analysis workbench

18.2. The three different cases of the condition are taken to do fluent analysis they
are,

1. All outlets are open

2. Outlets 1,3 are open and Outlets 2,4 are close
3. 3.Outlets 1,3 are close and Outlets 2,4 are open

A computational fluid element (CFD) is the utilization of mathematical

equation, material science, and computational programming to show how a gas or
fluid streams in any area. Computational fluid elements based upon the Navier-
Stokes conditions. These conditions depict how the speed, weight, temperature,
and thickness of a moving fluid are associated. By solving the input parameters
using Navier-strokes equations the required outputs are taken. So all the analysis is
done and each analysis is explained and the values are tabulated below. To check
the flow of the fluid on the intake manifold the following boundary conditions are
considered on the CFD fluent, the fluid used for the analysis is taken as air, the
density of the fluid is 1.225 kg/m3, the viscosity of the fluid can be taken as
1.7894x10^-5 kg/m-s, the outlet pressure is taken as 1 atmospheric pressure, and
the temperature of the fluid is given as 300k and the solver is selected as pressure
based solver , the residual value or the convergent limit is given as 1e-6 and
finally the K- ε standard wall function is taken as the Mathematical models for
analysis. The boundary condition is given based on the application and the inlet
velocity is taken as 30m/s. After all the necessary conditions are given the total
number of iteration is mentioned to start the analysis.

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 CFD SIMULATION CHAPTER 5

A. All Outlets are open

Once the meshing is completed the mesh file is imported in the fluent database, in
the fluent database the mesh size, mesh quality, and mesh aspect ratio are checked
and the necessary input conditions are given. In this analysis, all the outlets are
taken as an open condition so the air flows from the inlet to all four-cylinder outlet
equally.

The flow analysis is done and the results are taken using CFD post-processing,
the figure 3-4 gives the pressure contour of the manifold and the figure 5-6 gives
the velocity contour of the manifold in open outlet condition.

Fig. 3 Pressure Contour of Circular manifold with all open outlets

Fig. 4 Pressure Contour of Convergent-Divergent manifold with all open outlets

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 Fig. 5 Velocity Contour of Circular manifold with all open outlets

Fig. 6 Velocity Contour of Convergent-Divergent manifold with all open outlets

Outlets 1, 3 are open and Outlets 2,4 are close

In this condition the CFD analysis is done based on the sequence, that the outlets 1
& 3 are taken as open condition and the outlets 2 & 4 are taken as close condition
in order to close the flow the outlets 2 & 4 are given as wall and the outlets 1& 3
are given as outlet in the named section. By giving all necessary boundary
conditions the inlet velocity is given and the number of iteration is run using the
fluent database. The flow analysis is done and the results are taken using CFD
post-processing, the figure 7-8 gives the pressure contour of the manifold and the
figure 9-10 gives the velocity contour of the manifold in the given condition.

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Fig. 7 Pressure Contour of Circular manifold with 1,3 open & 2,4 close

Fig. 8 Pressure Contour of Convergent-Divergent manifold with 1,3 open

& 2,4 close

Fig. 9 Velocity Contour of Circular manifold with 1,3 open & 2,4 close

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Fig. 10 Velocity Contour of Convergent-Divergent manifold with 1, 3 open & 2, 4
close

Outlets 1,3 are close and Outlets 2,4 are open

In this condition the CFD analysis is done based on the sequence, that the outlets 1
& 3 are taken as close condition and the outlets 2 & 4 are taken as open condition in
order to stop the flow the outlets 1 & 3 are given as wall and the outlets 2 & 4 are
given as outlet in the named section. By giving all necessary boundary conditions
the inlet velocity is given and the number of iteration is run using the fluent
database. The flow analysis is done and the results are taken using CFD post-
processing, the figure 11-12 gives the pressure contour of the manifold and the
figure 13-14 gives the velocity contour of the manifold in the given condition.

Fig. 11 Pressure Contour of Circular manifold with 1,3 close & 2,4 open

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Fig. 12 Pressure Contour of Convergent-Divergent manifold with 1,3 close & 2,4
open

Fig. 13 Velocity Contour of Circular manifold with 1,3 close & 2,4 open

Fig. 14 Velocity Contour of Convergent-Divergent manifold with 1,3 close & 2,4
open

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RESULT AND DISCUSSION CHAPTER 6

Using CFD analysis flow characteristics are studied at the different cross-section of
intake manifold the cylinder. The various parameters such as velocity, pressure are
analysed. By using CFD post-processing the various results are taken at each domain
and the values are tabulated below. The improvements in each manifold cross-
section are compared by the results in the CFD post-processing

Pressure in Pa
Conditions
Existing Model Proposed Model
All open outlets
802.007 880.9
Outlets 1,3 Open
566.4 819.3
& 2,4 Close
Outlets 1,3 Close
575.2 648.6
& 2,4 Open

Table 1 Pressure Contour of the Manifold

Fig. 15 Pressure Changes at Different Conditions

From the above figure, we can easily conclude that the pressure is changed at each
condition based on the geometrical structure of the manifold. On seeing the table 1,
we came to conclude that there is a rise in pressure on the proposed model when it
compared with the existing model. This pressure difference will be taken due to the
change in the area of the outlet in the manifold, in the convergent-divergent

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manifold the area is reduced in the convergent section and there is a constant area
maintained in the throat section and the area is increased in the divergent section.
So due to the increase in area on the divergent section when compared to the
convergent section the pressure is increased in the divergent section of the outlet.

Velocity in m/s
Conditions
Existing Model Proposed Model
All open outlets
33.86 33.80
Outlets 1,3 Open
50.83 54.95
& 2,4 Close
Outlets 1,3 Close
50.96 55.28
& 2,4 Open

Table 2 Velocity Contour of the Manifold

Fig. 16 Velocity Changes at Different Conditions

On seeing the velocity, table 2 will clearly explain the velocity of the manifold in
each condition. In this, the velocity of the air is increased due to the increases in
pressure, by comparing the result of both models there is an increase in velocity at
the outlet of the manifold in the convergent-divergent model. In the existing
model, there is a constant pressure is maintained but in the proposed model the
pressure of the manifold is changed at each section, due to the changes the flow of

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air may be varied in the proposed model. So the proposed model gives more
performance when compared to the existing model.

15
CONCLUSION CHAPTER 7

Subsequent from reviewing work of various research authors as above it can be

effectively presumed that intake manifold had an extensive effect on automobile
engines. On seeing the results the CFD analysis is done in three different
conditions in the second condition based on the firing order, the velocity of the air
improves by 8.11% of the flow speed when compared with the existing design. In
the third condition, the total velocity is improved by 8.48% from the existing
value. We can clearly understand that intake manifold with convergent-divergent
outlet has maximum velocity when it compared with the circular outlet. Our
proposed design has achieved a better performance compared with the existing
model. The small changes in velocity will give better combustion in the engine
and it also improves the engine performance so we concluded that the convergent-
divergent manifold outlet gives the best result.

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