CFD Analysis Of Exhaust Manifold Of Multi-Cylinder Si

CFD Analysis Of Exhaust Manifold Of Multi-Cylinder Si

Engine For Reducing Emissions With Design

Md. Zeeshan,

Student PG, Narsimha Reddy Engineering College, Hyderabad, Telangana, India.

Email: [email protected]

P. Sekhar Babu

Professor, Department of Mechanical Engineering, Narsimha Reddy Engineering College, Hyderabad,

Telangana, India.

M. Babu

Professor, Department of Mechanical Engineering, Narsimha Reddy Engineering College, Hyderabad,

Telangana, India.

Abstract- IC Engine is a vital piece of present day human culture. It may be a prosaism that IC Engines drives

human culture however for a large portion of the buzzwords it is unmistakably increasingly exact. Comprehensive

research work has occurred in the field of IC Engines and the work has proceeded as of late too. Human culture

today is confronting humongous undertakings of diminishing GHG outflows and emanations of suspended

particulate issues (SPM), SOX and NOX. Exhausting assets of regular powers has constrained us to search for

elective wellsprings of powers. IC Engines are not able enough to chip away at numerous powers. The planning of

ventilation system is a complex method and is reliant on numerous parameters viz. back weight, exhaust speed,

mechanical proficiency and so on. Inclination for any of this parameter shifts according to originators needs.

Normally efficiency, emanations and power necessity are three distinct streams or thought with respect to ventilation

system structure. This work extensively breaks down eight unique models of ventilation system and closes the most

ideal structure for least outflows and complete burning of fuel to guarantee least contamination.

Keywords: Multi-Cylinder SI Engine, Exhaust Manifold, Back Pressure, Exhaust Velocity, LBCE, LBSE, LBSER,

LBCER, SBCE, SBSE, SBCER, SBSER

I. INTRODUCTION

In an IC Engine at the start of suction stroke channel valve of chamber opens because of weight distinction. Air fuel blend (if there should be an occurrence of SI motor) or air (in the event of CI Engine) is sucked into the

chamber through this admission valve from bay complex. Gulf complex contains carburetor for blending of air

and fuel if there should be an occurrence of SI Engines. When air or air fuel blend is totally sucked into the

chamber whose cylinder has come to BDC the bay valve closes and pressure stroke starts.

As cylinder comes to TDC sparkle is touched off in the blend (SI Engines require outside starting course of

action though in CI Engine auto start happens on infusion of fuel) this denotes the start of intensity stroke. By

and by as the cylinder comes to BDC fumes stroke starts. During fumes stroke exhaust valve is opened and the

consumed blend is rejected to ventilation system. As fumes stroke is finished suction stroke starts by and by and

cycle proceeds. The vitality provided to motor in type of synthetic vitality of fuel is changed over into warm

vitality. A refined engine ought to be all around balanced and have at any rate vibrations in order to constrain

material weight and improve viability. Engine smoothness depends upon the engine arrangement as well. To

assess the motor equalization in a motor, a multi body elements recreation programming was utilized for example ADAMS/Engine controlled by FEV. Adams is a movement reproduction answer for investigating the

mind boggling conduct of mechanical congregations. It permits to test virtual models and upgrade structures

without structure and test various physical models. In this product, the primary motor parameters are

incorporated, for example, material firmness, dormancy properties, ignition weight and bearing properties.

The equalization in the motor was demonstrated and contrasted with known motor designs with

empowering results. Various stabilizers were tried in the product to locate the ideal arrangement. Here the

properties of the cylinder get together and associating bar must be built up. The crankshaft, associating bar and

cylinder get together were then demonstrated in the CAD programming CATIA , where limited component

examination was made to watch that the feelings of anxiety were adequate for the materials that would be

utilized. Figure 1 demonstrates the wrench train get together in ADAMS/Engine.

Science, Technology and Development

Volume VIII Issue XII DECEMBER 2019

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mailto:[email protected]

Fig. 1 W-9 crank train assembly from ADAMS/Engine.

A. Exhaust system

The moderately enormous bore of the W-motor gives extent of huge fumes valves, which improve

effectiveness at high motor revs. The tuned length from the fumes valve to significant development territory, for example, the air, a plenum, a branch or an expanded gatherer can be determined by condition.

Let = Cet Tex-1 / N

Let is the tuned length from fumes valve to essential pipe end, Cet is the fumes tuning factor, Tex is the

neighborhood speed of sound inside the fumes pipe, and N is the tuned motor speed. The tuned fumes length is

ideally set to cooperate with the tuned length of the admission by having the fumes tuned between two

smashing tops in the admission. By steering the optional funnels to an authority there is a third pipe to

measurement, with this extraordinary element there must be some experimentation testing to discover ideal

arrangement since observational information cannot be found. To keep the quality of the sonic waves inside the

fumes framework, it is desirable over make the funnels in a material that has low warmth conductivity or utilize

some sort of protecting. The fumes framework is pictured in CATIA to ensure that there is adequate space to

adjacent admission channel, and that equivalent length funnels can be fabricated,

B. Back Pressure

Engine exhaust back weight is characterized as the fumes gas weight that is created by the motor to conquer the pressure driven obstruction of the fumes framework so as to release the gases into the environment.

The fumes back weight is the measure weight in the fumes framework at the outlet of the fumes turbine in

turbocharged motors or the weight at the outlet of the ventilation system in normally suctioned motors

The word back may propose a weight that is applied on a liquid against its heading of stream without a doubt,

yet there are two motivations to question. Initially, weight is a scalar amount, not a vector amount, and has no

course. Second, the progression of gas is driven by weight angle with the main conceivable course of stream

being that from a higher to a lower weight. Gas can't stream against expanding weight .It is the motor that

siphons the gas by compacting it to an adequately high strain to conquer the stream checks in the fumes

framework

C. Effects of Increased Back Pressure

At expanded back weight levels, the motor needs to pack the fumes gases to a higher weight which

includes extra mechanical work and additionally less vitality removed by the fumes turbine which can

influence consumption

Complex lift weight. This can prompt an expansion in fuel utilization, PM and CO outflows and fumes

temperature. The expanded fumes temperature can bring about overheating of fumes valves and the

turbine.

An expansion in NOx discharges is likewise conceivable because of the expansion in motor burden.



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Increased backpressure may influence the presentation of the turbocharger, making changes noticeable

all around fuel proportion typically advancement—which might be a wellspring of outflows and motor

execution issues. The greatness of the impact relies upon the kind of the charge air frameworks.

Expanded fumes weight may likewise avert some fumes gases from leaving the chamber (particularly

in normally suctioned motors), making an inward fumes gas distribution (EGR) in charge of some NOx

decrease. Slight NOx decreases detailed with some DPF framework, generally restricted to 2-3% percent, are conceivably clarified by this impact.

Excessive fumes weights can improve the probability of disappointment of turbocharger seals, bringing

about oil spillage into the fumes framework. In frameworks with reactant DPFs or different impetuses,

such oil hole can likewise result in the impetus deactivation by phosphorus and additionally other

impetus harms present in the oil.

All motors have a most extreme reasonable motor back weight determined by the motor maker.

Working the motor at over the top back weight may refute the motor guarantee.

D. Exhaust Velocity

Exhaust system is intended to clear gases from the burning chamber rapidly and effectively. Fumes gases

are not created in a smooth stream; exhaust gases start in heartbeats. A 4-chamber engine will have 4

unmistakable heartbeats for every total motor cycle a 6 chamber has 6 heartbeats, etc. More the beats delivered,

the more consistent the fumes stream. Back weight can be inexactly characterized as the protection from

positive stream - for this situation, the protection from positive progression of the fumes stream.

The core value of fumes heartbeat rummaging is that a quick moving heartbeat makes a low-weight region

behind it. This low-weight zone goes about as a vacuum and draws along the air behind it. A comparable model

would be a vehicle going at a high rate of speed on a dusty street. There is a low weight region quickly behind

the moving vehicle - dust particles get sucked into this low weight region making it gather on the back of the

vehicle. Thorough work has occurred as of now in this field. Scheeringa et al contemplated investigation of

Liquid cooled ventilation system utilizing CFD. He to improve the essential understandings of complex activity got definite data of stream property disseminations and warmth move. He to examine the parametric impacts of

working conditions and geometry on the exhibition of manifolds played out various calculations. Yasar Deger et

al. did CFD-FE-Analysis for the Exhaust Manifold of a Diesel Engine planning to decide explicit temperature

and weight disseminations. The liquid low and the warmth move through the ventilation system were figured

correspondingly by CFD examinations including the conjugate warmth move.

Kulal et al.(2013)in his "CFD Analysis and Experimental Verification of Effect of Manifold Geometry on

Volumetric productivity and Back Pressure for Multi-chamber SI Engine" explored ideal geometry for

ventilation system for most extreme volumetric effectiveness. Kulal et al.(2013)in his "Trial Analysis of

Optimal Geometry for Exhaust Manifold of Multi-chamber SI Engine for Optimum Performance" researched

the impact of joining a reducer to the outlet of exhaust manifold.

E. Objectives

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.

We have flaunted with symmetric and asymmetric designs and have flocked concepts of having either

long or short bends (inlet for exhaust manifold).

These calculations were carried out at loading condition i.e. 2kg.

II. MODEL & MESHING

A. Introduction To CATIA

CATIA began as an in-house advancement in 1977 by French flying machine producer Avions Marcel

Dassault, around then client of the CADAM programming to build up Dassault's Mirage contender fly. It was

later embraced in the aviation, car, shipbuilding, and different businesses. PC Aided Three dimensional

Interactive Application (CATIA) is outstanding programming for 3-d planning and displaying for complex

shapes. Commonly alluded to as a 3D Product Lifecycle Management programming suite, CATIA underpins different phases of item improvement (CAX), including conceptualization, structure (CAD), designing (CAE)

and assembling (CAM). CATIA encourages collective building crosswise over orders around its

3DEXPERIENCE stage, including surfacing and shape structure, electrical, liquid and electronic frameworks

plan, mechanical designing and frameworks building. CATIA encourages the structure of electronic, electrical,



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and disseminated frameworks, for example, liquid and HVAC frameworks, right to the generation of

documentation for assembling.

LBSE LBCEW

LBSE LBSEWR

SBCE SBCEWR

SBSE SBSEWR

B. Meshing

The Figure demonstrated is the fit model of unbending spine coupling in the ANSYS investigation for the static auxiliary procedure. To break down, the FEM triangular sort of work is utilized for the unbending spine



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coupling in the ANSYS condition. The quantity of components utilized in this cross section is 71441and the

quantity of hubs is 122228.In this procedure customary sort of lattice is done to investigate the procedure.

Utilizing the working state of the coupling a relative rotational development between the poles comes into

picture subsequently. The assurance of the shear worry along the contact locale is fundamental. In this way, the

model is fit and after that broke down to get the detail and valid aftereffect of the worries of the contact district.

III. ANALYSIS

A. Introduction To ANSYS

REDUCING THE DESIGN AND MANUFACTURING COSTS USING ANSYS (FEA):

The ANSYS program enables architects to develop PC models or move CAD models of structures, items,

parts, or frameworks, apply burdens or other plan execution conditions and concentrate physical reactions, for

example, feelings of anxiety, temperature dissemination or the effect of lector attractive fields.

In certain conditions, model testing is unwanted or unimaginable. The ANSYS program has been utilized

in a few instances of this sort including biomechanical applications, for example, high substitution intraocular

focal points. Other delegate applications go from substantial hardware segments, to an incorporated circuit chip,

to the bit-holding arrangement of a nonstop coal-mining machine.

ANSYS structure streamlining empowers the specialists to lessen the quantity of expensive models, tailor

unbending nature and adaptability to meet targets and locate the correct adjusting geometric alterations.

Focused organizations search for approaches to create the most elevated quality item at the least expense. ANSYS (FEA) can help fundamentally by diminishing the structure and assembling costs and by giving

specialists included trust in the items they plan. FEA is best when utilized at the applied plan arrange. It is

additionally helpful when utilized later in assembling procedure to confirm the last plan before prototyping.

B. Program 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.

C. Analysis Types Available

Structural static analysis.

Structural dynamic analysis.

Structural buckling analysis.

o Linear buckling

o Nonlinear buckling

Structural non linearities

Static and dynamic

kinematics analysis.

Thermal analysis.

Electromagnetic field analysis.

Electric field analysis

Fluid flow analysis

Computational fluid dynamics

Pipe flow

Coupled-field analysis

Piezoelectric analysis.

D. Types Of Structural Analysis

Structural investigation is the most widely recognized utilization of the limited component strategy. The term

auxiliary (or structure) suggests structural designing structures, for example, extensions and structures, yet

additionally maritime, aeronautical and mechanical structures, for example, transport bodies, airplane bodies

and machines lodgings just as mechanical segments, for example, cylinders, machine parts and devices. There

are seven kinds of basic examinations accessible in ANSYS. One can play out the accompanying sorts of

auxiliary investigations. Every one of these examination types are talked about in detail as pursues.

1. Static analysis

2. Modal analysis 3. Harmonic analysis

4. Transient dynamic analysis

5. Spectrum analysis



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6. Buckling analysis

7. Explicit dynamic analysis

E. Structural Static Analysis

A static analysis ascertains the impacts of unfaltering stacking condition on a structure, while overlooking

idleness and damping impacts, for example, those brought about by time changing burdens. A static

examination can, anyway incorporate consistent idleness loads, (for example, gravity and rotational speed), and

time changing burdens that can be approximated as static proportional burdens, (for example, the static

comparable breeze and seismic loads normally characterized in many construction laws.)

F. Procedure For Ansys Analysis

Static examination is used to choose the expulsions, stresses, strains and powers in structures or sections due

to loads that don't instigate basic latency and damping impacts. Suffering stacking appropriately conditions are

normal. The sorts of stacking that can be associated in a static examination join remotely associated powers and

loads, steadfast state inertial forces, for instance, gravity or rotational speed constrained (non-zero) migrations,

temperatures (for warm strain).A static examination can be either immediate or non straight. In our present work

we consider straight static examination. The methodology for static examination comprises of these principle

steps:

1. Building the model.

2. Obtaining the solution. 3. Reviewing the results.

G. Build The Model

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.

E.g. BEAM 94, PLANE 71, SOLID 96 and PIPE 16

MATERIAL PROPERTIES:

Youthful's modulus(EX) must be characterized for a static examination . In the event that we intend to

apply idleness loads(such as gravity) we characterize mass properties, for example, density(DENS). Essentially

in the event that we intend to apply warm loads (temperatures) we characterize coefficient of warm

expansion(ALPX).

OBTAIN THE SOLUTION:

In this step we define the analysis type and options, apply loads and initiate the finite element solution.

This involves three phases:

Pre – processor phase

Solution phase Post-processor phase

H. Pre – Processor

Pre processor has been grown with the goal that a similar program is accessible on small scale, smaller

than usual, super-little and centralized server PC framework. This moderates simple exchange of models one

framework to other.

Pre processor is an intuitive model developer to set up the FE (limited component) model and information. The arrangement stage uses the info information created by the pre processor, and readies the arrangement as

indicated by the issue definition. It makes info documents to the temperature and so on., on the screen as shapes.

I. Geometrical Definitions

There are four distinctive geometric substances in pre processor to be specific key focuses, lines, territories

and volumes. These substances can be utilized to acquire the geometric portrayal of the structure. Every one of the substances are free of other and have exceptional ID names.

J. Model Generations

Two different methods are used to generate a model:

Direct generation.

Solid modeling

With strong displaying we can depict we can portray the geometric limits of the model, set up powers over the size and wanted state of the components and afterward educate ANSYS program to produce every one of the



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hubs and components consequently. On the other hand, with the immediate age technique, we decide the area of

each hub and size, shape and availability of each component before characterizing these elements in the ANSYS

model. Albeit, some programmed information age is conceivable (by utilizing directions, for example, FILL,

NGEN, EGEN and so on) the immediate age technique basically a hands on numerical strategy that expects us

to monitor all the hub numbers as we build up the limited component work. This itemized accounting can end

up hard for huge models, giving extension for demonstrating mistakes. Strong displaying is normally more dominant and adaptable than direct age and is ordinarily favored strategy for producing a model.

THE FOLLOWING TABLE SHOWS THE BRIEF DESCRIPTION OF STEPS FOLLOWED IN EACH PHASE

K. Mesh Generation

In the limited component examination the fundamental idea is to break down the structure, which is an

array of discrete pieces called components, which are associated, together at a limited number of focuses called

Nodes. Stacking limit conditions are then connected to these components and hubs. A system of these

components is known as Mesh.

Limited ELEMENT GENERATION: The most extreme measure of time in a limited component examination is spent on producing components and nodal information. Pre processor enables the client to produce hubs and

components consequently in the meantime permitting authority over size and number of components. There are

different sorts of components that can be mapped or created on different geometric substances.

The components created by different programmed component age capacities of pre processor can be

checked component attributes that may should be confirmed before the limited component examination for

availability, twisting list, and so forth.

By and large, programmed work creating capacities of pre processor are utilized as opposed to

characterizing the hubs separately. Whenever required, hubs can be characterized effectively by characterizing

the assignments or by deciphering the current hubs. Additionally one can plot, erase, or search hubs.

Limit CONDITIONS AND LOADING:

After finish of the limited component model it needs to oblige and load must be connected to the model. Client can characterize imperatives and loads in different ways. All imperatives and burdens are appointed set

1D. This causes the client to monitor burden cases.



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L. Model Display

During the development and confirmation phases of the model it might be important to see it from various

points. It is helpful to pivot the model concerning the worldwide framework and view it from various edges. Pre

processor offers this capacity. By windowing highlight pre processor enables the client to amplify a particular

region of the model for lucidity and subtleties. Pre processor likewise gives highlights like smoothness, scaling,

districts, dynamic set, and so on for proficient model survey and altering.

M. Material Definitions

All components are characterized by hubs, which have just their area characterized. On account of plate

and shell components there is no sign of thickness. This thickness can be given as component property. Property

tables for a specific property set 1-D must be input. Various sorts of components have various properties for

example

Beams: Cross sectional area, moment of inertia etc

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 Poisson’s 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.

IV. MATERIALS AND METHODS

Material Fluid Properties

Exhaust gas will be considered as an incompressible fluid operating at 230‐280 0C. The material properties

under these conditions are

Table 2: Material Fluid Properties

Material Air + Gasoline

Density (kg/m3) 1.0685

Viscosity (Pa-s) 3.0927 x 10‐5

Specific heat (J/kg-K) 1056.6434

Thermal conductivity 0.0250

Boundary Conditions

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.

Table 3: Inlet Mass Flow Rate

Load Inlet 1 Inlet 2 Inlet 3 Inlet 4

2 KG 0.000424 Kg/s 0.000424 Kg/s 0.000424 Kg/s 0.000424 Kg/s

CFD Analysis of Exhaust Manifold of Multi-Cylinder SI Engine to Determine Optimal Geometry for Reducing

Emissions:

Table 4: Inlet Mean Hydraulic Diameter

Boundary Mean Hydraulic Diameter

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 diameter for outlets of different

models are shown below:

Table 5: Outlet Mean Hydraulic Diameter

Model Mean Hydraulic Diameter

Short Bend Center Exit (SBCE) 0.01302m

Short Bend Side Exit (SBSE) 0.01302m



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Long Bend Center Exit (LBCE) 0.01302m

Long Bend Side Exit (LBSE) 0.01302m

Short Bend Center Exit with Reducer

(SBCER)

0.0095m

Short Bend Side Exit with Reducer

(SBSER)

0.0095m

Long Bend Center Exit with Reducer

(LBCER)

0.0095m

Long Bend Side Exit with Reducer

(LBSER)

0.0095m

Engine Specifications

Following engine parameters were considered for calculation of mass flow rate at different loading conditions.

The flow through exhaust manifold was considered density

based.

Table 6: Engine Specification

Engine 4 Stroke 4 Cylinder SI Engine

Make Maruti-Suzuki Wagon-R

Calorific Value of Fuel (Gasoline) 45208 KJ/Kg-K

Specific Gravity of Fuel 0.7 gm/cc

Bore and Stroke 69.05 mm X 73.40 mm

Swept Volume 1100 cc

Compression Ratio 7.2 :1

Meshing of long bend center exit

Figure shows Pressure stream line

Figure shows velocity stream line



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Meshing of long bend center exit with reducer

Pressure

Velocity

Long bend side exit

Pressure

Velocity



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Long bend exit with reducer

Pressure

Velocity

Mesh of short bend center exit

Pressure



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Velocity

Mesh of short bend center exit with reducer

Pressure

Velocity

Short bend side exit

Pressure



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Velocity

Short bend side exit with reducer

Pressure

Velocity

The back pressure and exhaust velocity for all the models at all loading conditions are listed below:



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Backpressure for Different Models in Pascals: 2KG 4KG 6KG 8KG 10KG 12KG

SBCE 940 976 1002 1036 1079 1111

SBSE 1020 1071 1098 1113 1132 1172

LBCE 850 863 894 923 984 1012

LBSE 973 1005 1039 1076 1099 1125

SBCER 984 1012 1047 1077 1114 1154

SBSER 1180 1214 1222 1222 1272 1303

SBSER 1037 1080 1112 1112 1187 1201

LBSER 1138 1174 1219 1219 1276 1271

The back pressure performance score was evaluated as follows:

Performance Score =( lowest back pressure/back pressure)*100

Exhaust Velocity for Different Models in Meter per Second (m/s): 2KG 4KG 6KG 8KG 10KG 12KG

SBCE 17.03 18.1 18.7 19.52 21.45 23.01

SBSE 18.1 18.6 19.1 20.2 21.6 23.5

LBCE 20.2 21.33 22.07 23.52 23.98 24.77

LBSE 18.71 18.92 19.23 20.12 22.21 23.65

SBCER 17.7 17.79 18.23 19.86 21.1 23.89

SBSER 16.8 17.12 18.6 19.9 21.76 23.92

SBSER 17.3 18.67 19.54 21.96 23.65 24.71

LBSER 17.9 18.01 19.1 20.65 21.86 23.98

The exhaust velocity performance score was evaluated as follows:

Performance Score=(exhaust velocity/highest exhaust velocity)*100

Exhaust Velocity for Different Models (Performance Score): 2KG 4KG 6KG 8KG 10KG 12KG score

SBCE 0.842235

41

0.847304

089

0.847304

033

0.829931

973

0.894495

413

0.92874

306

86.52472

04

SBSE 0.895153

314

0.872011

252

0.865428

183

0.858843

537

0.900750

626

0.948728

3

89.01525

353

LBCE 1 1 1 1 1 1 100

LBSE 0.925321

464

0.887013

596

0.871318

532

0.855442

177

0.926188

49

0.954784

013

90.33447

12

SBCER 0.875370

92

0.834036

568

0.825555

052

0.844387

755

0.879899

917

0.964473

153

87.06205

608

SBSER 0.830860

534

0.802625

41

0.842772

995

0.846088

435

0.907422

852

0.965684

296

86.59090

871

SBSER 0.855588

526

0.875293

015

0.885364

749

0.933673

469

0.986238

532

0.997577

715

92.22893

343

LBSER 0.885262

117

0.844350

68

0.865428

183

0.877976

19

0.911592

994

0.968106

581

89.21194

575

Thus we conclude that LBCE model is the best possible designs for exhaust manifold from emission point of

view.

V. CONCLUSIONS

In this work diverse Exhaust manifolds were broke down utilizing Experimental and Analytical strategy. In Experimental strategy Exhaust back weight, fuel utilization, brake warm effectiveness, and Heat use of various



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Manifolds on changing burden were watched. In systematic technique speed and weight dissemination along the

length of ventilation system is gotten through reproduction. Three distinct models planned and results were

dissected Thus we conclude that LBCE model is the best possible designs for exhaust manifold from emission

point of view. to discover weights and speeds at different mass stream rates in the ventilation systems with Long

Bend Side Exit (LBSE), Long Bend Middle Exit (LBME) and Reducer and discover the execution of the

ventilation system with different alterations in its plan or including a part for the ventilation system to expand its adequacy. In the present investigation mass stream rates considered in the ventilation system are 2 kg/s, 4 kg/s, 6

kg/s, 8 kg/s ,10 kg/s, 12 kg/s in all the different changes in the ventilation systems. From the above

examinations it is discovered that Long Bend Middle Exit (LBME) with Reducer is giving the better execution.

Long twist model encourages simple progression of fumes gases and low back weight at the fumes

outlet in examinations with all other two models.

The base back weight and higher fumes speeds are accomplished by utilizing long twist Ventilation

system.

Speed at the outlet of long curve model is more and consequently the back weight lessens impressively

The level of unaccounted warmth is diminished impressively when utilize long curve fumes model than

other two models

Brake warm proficiency is a greater amount of long twist fumes model in examination with sharp twist

and short twist

Fuel utilization rate diminishes when utilized long twist fumes model. REFERENCE:

[1]. Umesh K. S, Pravin V. K, and Rajagopal K. “CFD Analysis and Experimental Verification of Effect of

Manifold Geometry on Volumetric Efficiency and Backpressure for Multi-cylinder SI Engine” International

Journal of Engineering and Science Research, 3, 7, 342-353. 2013.

[2]. Umesh K. S, Pravin V. K, and Rajagopal K. “Experimental Analysis of Optimal Geometry for Exhaust

Manifold of Multi-cylinder SI Engine for Optimum Performance” International Journal of Automobile

Engineering Research and Development, 3, 4, 11-12. 2013.

[3]. Umesh K. S, Pravin V. K, and Rajagopal K. “Experimental Investigation of Various Exhaust Manifold

Designs and Comparison of Engine Performance Parameters for These to Determine Optimal Exhaust Manifold

Design for Various Applications” ACEEE Conference Proceedings Series, 2, 711-730. 2013. [4]. Jain Sweta, Agrawal AlkaBani, “Coupled Thermal – Structural Finite Element Analysis for Exhaust

Manifold of an Off-road Vehicle Diesel Engine” International Journal of Soft Computing and Engineering

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[5]. Kutaiba J.M. AL-Khishali, Mahmoud A. Mashkour & Ehsan Shamil Omaraa, “Analysis of Flow

Characteristics in Inlet and Exhaust Manifolds of Experimental Gasoline Combustion in A VCR Engine” Eng.

& Tech. Journal, Vol. 28, No. 7, 2010.

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CFD Analysis Of Exhaust Manifold Of Multi-Cylinder Si