INFLUENCE OF INTAKE DUCT

GEOMETRICAL PARAMETERS
ON THE TUMBLE MOTION IN
GASOLINE ENGINES

Seminar Guide Presentation By

Mr. Rajiv Krishnan Sajil N Sreedharan
Asst. Professor M.Tech, ICES
Dept. of Mechanical Engg. Roll no 2
OVERVIEW
 INTRODUCTION
 ANALYSIS OF INTAKE MANIFOLD
 INVESTIGATIONS ON INTAKE MANIFOLD
1. Effect Of Intake Duct Geometrical Parameters On Tumble
Motion
2. Parametric Approach to Inlet manifold Design
 CONCLUSIONS
 REFERENCE
 INTRODUCTION
INTAKE MANIFOLD
 Function
 Channel supplies air –fuel mixture into engine cylinders..

 Requirements
 Volumetric efficiency
 Pressure waves
 Depending on amplitude and phase of these waves, charging of
cylinders affected positively and negatively.
 Even air fuel distribution
 Distributes charge between cylinders properly.
Importance of Even air fuel distribution
 Uneven air fuel distribution leads to:
- Power loss
- Increased fuel consumption
-Emissions

Air motions
 Swirl: Rotation of charge about cylinder axis
 Squish: Radial inward motion of charge
during compression stroke
 Tumble: Rotation charge about circumferential
axis of cylinder near outer edge of
piston bowl
 Factors to be considered in the design of intake manifold
• Uniform distribution of air to all cylinders
• Minimum possible resistance in IM Runners
• Elimination of unnecessary turbulence and eddies in IM
• Throttle Body Position
• Minimize energy losses of inlet flow
ANALYSIS OF MANIFOLD FLOW
Techniques involved in manifold analysis To investigate flow
distribution
 CFD modelling
 Empirical technique(observations)
 Traditional method
-direct testing of prototypes
-by trial &error method
-effective but expensive & time consuming
-actual flow cannot be predicted
CFD ANALYSIS
 CFD-Computational Fluid Dynamics
 Branch of fluid mechanics deals with fluid flows
 Use numerical analysis algorithm to solve &analyse flows
 Calculations performed by computers
 Stimulates liquid ,gas interactions defined under boundary conditions
 Basis-Continuity Equation
-Navier-Stoke Equations
 Stimulations can be of:
-Steady state stimulation: Applies constant boundary conditions

-Transient stimulation: Uses 1-D gas dynamics code to obtain

boundary conditions
Steady state stimulation
 Applies constant boundary conditions(mass flow rate, total pressure,
static pressure etc.)
 Analysing individual runner 1 by 1
 Numerical meshing
 Analysing velocity vectors ,eddies ,pressure drops ,recirculation,
vortex formation etc.at a point.
 Ensuring velocity, pressure variation within 3-4% in runners
Transient stimulation
 Uses 1-D gas dynamics code to obtain boundary conditions
 Same numerical meshing like steady state
 Analyse back flow in runners
 Analyse velocity vectors at various sections
 Checks air into each cylinders under transient conditions
INVESTIGATIONS ON MANIFOLD FLOW
1. Intake duct geometrical parameters in tumble
motion
 Stefania Falfari, Federico Brusiani and Gian Marco Bianchi analysed
duct geometry on tumble motion
 Stimulations by CFD on 4valve SI engine
 Effect of tumble motions evaluated during
-compression stroke
-intake stroke
 Analysis of tumble motions on intake port angle & manifold angle
 Stimulations carried out at 6500 and 4500 rpm
Engine characteristics & stimulation setup
 CFD analysis on 3D AVL-FIRE v 2010
 Air as working fluid
 Inlet pressure :1 atm.
 Inlet temperature :293.15K
 Computational domain grid -870000 cells at IVC
-152000 cells at TDC
METHODOLOGY
 Parameters analysed-intake port angle α
-intake manifold angle β

 Quantities analysed-
1.Tumble Ratio: Instantaneous solid body equivalent angular velocity
to engine angular velocity
2.Turbulent Intensity:Ratio between turbulent fluctuating energy (u’)
and mean piston speed (Vp)
 Minimum & maximum values of α and β obtained parametrically

Tumble characteristics at 6500 rpm

 (α/β =37°/45°)the lowest tumble ratio at IVC
 on increasing β 45° to 55° the tumble ratio
increased by 24% at IVC
 maximum tumble ratio at IVC for α 45°
 Comparing 1&3,As α increased tumble
ratio at IVC increased about 64%.
 α/β =47°/45° showed maximum tumble
ratio

In-cylinder tumble ratio till IVC (609 deg.

BTDC) at 6500 rpm
 At TDC α/β =47°/45° showed maximum tumble ratio
 α/β =47°/55°showed no significant rise
in tumble ratio
 Lowest tumble ratio for α/β =37°/45°)

In-cylinder tumble ratio till TDC at 6500 rpm

Turbulence characteristics at 6500rpm
 After IVC ,mean turbulence intensity for Case 3 and
Case 4 resulted highest
 Shows effectiveness of increment of α a on in-cylinder
turbulence conditions.

In-cylinder mean turbulent intensity between IVC and TDC at 6500 rpm
Tumble characteristics at 4500 rpm
 On reducing engine speed,the configuration α/β=37°/45°to
α/β=37°/55° tumble ratio increased 12% at IVC
 Reduction of 12 % on same compared to 6500 rpm
 Highest value observed for α/β=47°/45°

Tumble ratio till IVC (609 deg BTDC) at 4500 rpm

 At TDC maximum tumble ratio for α/β=47°/45°
 α/β=47°/45°and α/β=47°/55°almost maintained same trend
 Lowest tumble ratio α/β=37°/45°
 On reducing engine speed, the influence of β on tumble ratio
reduces

Tumble ratio till TDC at 4500 rpm.

Turbulence characteristics at 4500rpm
 Significant influence of the β angle between the Case 7 and the
Case 8
 As speed decreased , turbulence intensity is affected by high β
values

In-cylinder mean turbulent intensity between

IVC and TDC at 4500 rpm.
Tumble ratio results at 4500 and 6500 rpm

Turbulence results at 4500 and 6500 rpm

2. Parametric Approach to Inlet manifold Design
 Hugh Blaxill, Jonathan Downing, Justin Seabrook , Mike Fry
generated idealized inlet port model using Pro/ENGINEER (ProE)
CAD package
 Approach based design ,performance targets, end applications and
manufacturing constraints
 Efficiently achieved using DOE(Design Of Experiments)
 Experiment : six variable, three level central composite designs with
45 trials
 Transformation applied to one variable to make expected response
to this variable closer to its second order behavior
 Comparison with experimental models
 This Model stimulated in Fluent UNS v4.2.5
Stimulation parameters
 P: Port diameter
 AP: Angle between valve
center line and center line of
manifold pipe(same as β)
 R: Radius of center line of the
curve joining the manifold pipe
and valve center line.
 ARI: Angle between valve center line and tangent to radius R at
the intersection of the two lines.
 RI: Distance between fire face and the intersection of valve
center line and the center line of manifold pipe prior to radius R.
METHODOLOGY
 Steady state analysis
 Pressure boundaries:0kPa total gauge pressure at inlet
8kPa static gauge pressure at outlet
 Mesh: 60000 cells

 Quantity analyzed:
Tumble torque -Rotational force exerted by inlet charge motion
-Observed during intake phase
 Iterations are made varying values of the parameters

Stimulation results
 For flow rate and tumble P, RI, AP were significant
 tumble prediction correlated within 10% of experimentally
measured value
 Tumble adapter should be used thereby exact values can be
extracted.
 But tumble adapter model requires 130,000 cells as 60,000 for
the standard case
Variation of Tumble with P
 Port diameter increases the tumble value increases
 Experimental results showed higher tumble value than by analysis
 Port diameter influences tumble formation
Variation of Tumble with AP
 As manifold angle increases tumble increases up to a certain
critical value(45°)

Variation of Tumble with RI

 As RI increases the
effect of tumble reduces
 reason is intake air cannot
produce much turbulence
due to increased surface area
 CONCLUSIONS
 Tumble motion greatly affected by
-intake port angle
-intake manifold angle
-intake port diameter
 Different analysis results showed similar geometric characteristics
 Manifold angle is significant for tumble ratio
 Port angle is significant for turbulence intensity
 Designs are optimized to manifold angle of about 45°
 Tumble varies with rpm within the same geometrical parameters
 CFD analysis successfully predicts intake manifold flows and
characteristics
 So Induced tumble can increase proper mixing of charge and
performance
REFERENCES
 Stefania Falfari, Federico Brusiani and Gian Marco Bianchi; Assessment of the influence of
intake duct geometrical parameters on the tumble motion generation in a small gasoline engine,
2012 SAE International, 2012-32-0095

 Piero Pelloni, Stefania Falfari, Federico Brusiani; 3D CFD analysis of the influence of some
geometrical engine parameters on small PFI engine performances – the effects on the tumble
motion and the mean turbulent intensity distribution, Energy Procedia 45 ( 2014 ) 701 – 710

 Falfari S, Bianchi GM, Nuti L. Numerical Comparative Analysis of In-Cylinder Tumble Flow
Structures in Small PFI Engines Equipped by Heads Having Different Shapes and Squish
Areas. ICES2012-81095;Proceedings of ASME Internal Combustion Engine Division, 2012.
Spring Technical Conference.

 Hugh Blaxill, Jonathan Downing,Justin Seabrook and Mike Fry, A parametric approach to spark-
ignition engine inlet-port design, sae technical paper series 1999-01-0555

 Stefania Falfari, Federico Brusiani, Gian Marco Bianchi; Numerical analysis of in-cylinder tumble
flow structures –parametric 0D model development, Energy Procedia 45 ( 2014 ) 987 – 996
 Federico Brusiani, Stefania Falfari,, Giulio Cazzolia; Tumble motion generation in small
gasoline engines: a new methodological approach for the analysis of the influence of the
intake duct geometrical parameters, Energy Procedia 45 ( 2014 ) 997 – 1006.

 Andrew Chen a, Ephraim M. Sparrow b, Turbulence modeling for flow in a distribution

manifold, International Journal of Heat and Mass Transfer 52 (2009) 1573–1581.

 M. Safari and M. Ghamari, A. Nasiritosi; Intake Manifold Optimization by Using 3-D CFD
Analysis, SAE 2003-32-0073 JSAE 20034373.

 Ashish C. Borde, Vinod Kale, M.T.Nimbalkar, Amar Bakare;Design and Development of an

Intake Manifold for Boosted Engine Application using 3D CFD Analysis –RicardoIndia User
Conference 2015.

 Shrinath Potul, Rohan Nachnolkar, Sagar Bhave ;Analysis Of Change In Intake Manifold
Length And Development Of Variable Intake System, International journal of scientific &
technology research volume 3, issue 5, may 2014.
 David Chalet a, Alexandre Mahe a, Jérôme Migaud b, Jean-François Hetet; A frequency
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