CFD Analysis of Exhaust Manifold

ANALYSIS OF EXHAUST MANIFOLD OF MULTI-CYLINDER SI ENGINE USING ANSYS
A
PROJECT
REPORT ON
ANALYSIS OF EXHAUST MANIFOLD OF MULTI-
CYLINDER SI ENGINE USING ANSYS
Submitted in partial fulfillment of the requirement
for the award of the degree of
Bachelor of Technology
in
MECHANICAL ENGINEERING
By
K. SIVA SANKAR (13F21A0395)
S. BHARGAVI (14F25A0301)
S. BHASKAR (14F25A0302)
K. SRAVAN KUMAR (12F21A0342)
N. RAMESH (13F21A0379)
Under the Guidance of
Dr. G. NAGAMALLESWARA RAO M.Tech., Ph.D.,
Professor & Principal
Department of Mechanical Engineering
Gates Institute of Technology, Gooty
Dept.of Mechanical Engg, GIT-GOOTY Page 1

DEPARTMENT OF MECHANICAL ENGINEERING

GATES INSTITUTE OF TECHNOLOGY, GOOTY
CERTIFICATE
This is to certify that the project/seminar report entitled ANALYSIS OF

EXHAUST MANIFOLD OF MULTI-CYLINDER SI ENGINE USING
ANSYS that is being submitted by K. Siva sankar (13F21A0395), S. Bhargavi
(14F25A0301), S. Bhaskar (14F25A0302), K. Sravan kumar (12F21A0342), N. Ramesh
(13F21A0379) in the partial fulfillment for the award of degree of Bachelor of Technology in
MECHANICAL ENGINEERING to the Gates Institute of Technology is a record of bonafide work
carried out by her/his/them under my guidance and supervision.
PROJECT GUIDE HEAD OF THE DEPARTMENT
Dr. G. NAGAMALLESWARA RAO M.Tech., Ph.D., Dr. S.L.V. PRASAD M.Tech., Ph.D.,
Professor & Principal Professor
Dept. of Mechanical Engineering, Dept. of Mechanical Engineering

Gates Institute of Technology, Gates Institute of Technology,
Gooty - 515401. Gooty - 515401.

ANALYSIS OF EXHAUST MANIFOLD OF MULTI-

CYLINDER SI ENGINE USING ANSYS
ABSTRACT:-
In present century, spark ignition engines have become a non-separable

part of the society, and are used in many sectors of energy. They act as backbone for
transportation systems, but, as a bitter truth they behave like a major source of air pollution.
There are basically three types of emissions, emerged from a SI engine; exhaust emissions,
evaporative emission, and crankcase emission, and the major pollutants emerged from these
engines are CO, CO2, SOX, NOX.
Present project work aims at reducing emissions. It is a well-established

fact that smooth combustion minimizes the emissions, and exhaust process contributes a lot
in accomplishing smooth combustion process. In present project work, different designs of
exhaust manifold for a multi cylinder spark ignition engine are optimized for reducing
emissions, by evaluating back pressures and exhaust velocities. For this purpose four
different designs, namely, short bend centre exit, short bend side exit, long bend centre exit
with reducer, and long bend side exit with reducer are considered, and their performance is
evaluated for different loading conditions.
As a result performance scores of different models based on back

pressure and exhaust velocity are evaluated, and on the basis of these scores, overall
performance score is investigated. In next step, on the basis of overall performance score,
ranking of different models is carried out. The results show the suitability of short bend
centre exit model for the purpose, as it scores better rank in the analysis. The analysis is
carried out on virtual models of manifolds. Models of manifolds are developed on CATIA v5
modelling software, and for the purpose of analysis ANSYS Workbench is used.
CHAPTER-1
1.1 INTRODUCTION
An internal combustion engine (ICE) is a heat engine where the combustion of

a fuel occurs with an oxidizer (usually air) in a combustion chamber that is an integral part of
the working fluid flow circuit. In an internal combustion engine the expansion of the high-
temperature and high-pressure gases produced by combustion apply direct force to some
component of the engine. The force is applied typically to pistons, turbine blades, or a nozzle.
This force moves the component over a distance, transforming chemical energy into useful
mechanical energy. The first commercially successful internal combustion engine was created
by Etienne Lenoir around 1859 and the first modern internal combustion engine was created
in 1864 by Siegfried Marcus.
Diagram of a cylinder as found in 4-stroke

gasoline engines.:
C crankshaft.
E Exhaust camshaft.
I Inlet camshaft.
P Piston.
R Connecting rod.
S Spark plug.
V Valves red: exhaust, blue: intake.
W Cooling water jacket.
gray structure engine block.
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.
1.2CLASSIFICATION OF HEAT ENGINES
Figure 2: Classification of Heat Engines
Classification of Internal Combustion Engines:

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)
4. Based on working cycle

Four stroke cycle
Two stroke cycle
o Scavenging; direct/crankcase/cross flow; back flow/loop; Uniflow.
o Naturally aspirated or turbocharged
5. Based on Valve/port design and location

Design of valve/port
Poppet valve
Rotatory valve
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
7. Based on mixture preparation

Carburetion
Fuel injection
8. Based on ignition
Spark ignition
Compression Ignition
9. Based on stratification of charge
Homogeneous Charge
Stratified charge
o With carburetion
o With fuel injection
10. Based on cooling system
Air-cooling system
Water-cooling system
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.
Kulal et al.(2013) [3]work comprehensively analyzes eight different models of

exhaust manifold and concluded the best possible design for least fuel consumption. CFD is
the current trend on automotive field in reducing the cost effect for analysis of various models
on the basis of fluid flow. A multi-cylinder Maruti - Suzuki Wagon-R engine with maximum
speed of 1500 rpm is taken for the analysis. The load and performance test is conducted.
From the experiment back pressure and exhaust temperatures are measured. The mass flow
rate and velocities are calculated. Flow through the exhaust manifold is analyzed using
commercially available software with mass flow rate and pressure as boundary conditions.

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.
M.Usan[6] had applied a multi-disciplinary optimization approach for the exhaust

system, exhaust manifold and catalytic converter, in highly integrated concurrent engineering
software framework. They had considered four-cylinder 1.4 litre engine as a baseline model.
The optimization contained four major modules Geometry, Structural, Cost and Fluid
Dynamics and the relevant software for each module was applied. 1-dimensional transient
CFD simulations were carried out using AVL BOOST with the engine torque and catalytic
converter inlet temperature over the engine rpm were being estimated.
HessamedinNaemi[7] had employed numerical simulations (CFD methods) for

estimating the flow loss coefficient in manifolds. The flow inlet and exit was model using
mass-flow-inlet and pressure-outlet boundary conditions, with the consideration that the
flow was compressible. The results from different turbulence models standard k-, standard
k-, SpalartAllmaras model and RNG k- model were compared in terms of flow loss
coefficient against the experimental data. Based on their results, the authors had observed that

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.
Masahiro Kanazaki[9] had developed a multi-objective optimization method for the

exhaust manifold by using Divided Range Multi-objective Genetic Algorithm. The three-
dimensional fluid dynamics inside the manifold was simulated using transient, Euler flow
solver. The two objective functions for the optimization was i) maximizing exhaust gas
temperature at the end of exhaust pipe ii) maximize the charging efficiency. The authors were
able to successfully optimize the manifold for both these objective functions and noted that
the optimized model has high engine power than the baseline model.
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
Dept.of Mechanical Engg, GIT-GOOTYPage 10

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.
Simon Martinez-Martinez [12] had performed CFD analysis to estimate the

performance of the exhaust manifold while placing the catalytic converter near to it (Close-
Coupled Catalytic Converter). They had considered three types of manifold Cast manifold,
4-2-1 manifold, L-Shaped manifold. The flow at the exhaust manifold was characterized by
90 g/s mass flow with 900 C gas temperature. The manifolds performance was defined by
the flow uniformity index and the overall pressure drop. All three types of manifold had
almost similar flow uniformity index (0.96) though the flow losses (total pressure drop) were
significantly different. The L-shaped manifold had the least flow losses while the 4-2-1
manifold flow losses were 50% higher than the L-shaped 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.
The various factors to be considered while designing an exhaust manifold were

discussed by Gopaal[15] . They note that the exhaust pulse, created due to the release of high

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

Figure 3: Engine (Exploded View)
3.1.1. Cylinder Block:

Cylinder block or Cylinder are main part of an engine. It is a part in which combustion of fuel
takes place. All other parts like piston, connecting rod, crankshaft, water jacket etc. are bolted
on it. Cylinder is made by high grade cast iron because it is in direct contact of combustion
gases. Cast iron has high compressive strength to handle the pressure and temperature. It is
made by casting and usually cast in one piece.
Figure 4: Cylinder Block
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
Figure 6: Cylinder Head

3.1.4. Connecting Rod:
It connect piston to the crank shaft and transmit the motion and thrust of piston to crank shaft.

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.
Figure 7: Connecting Rod
3.1.5. Crank Shaft:

It is located in the bottom end of cylinder block. It transmits the reciprocating motion of
piston into rotary motion. This rotary motion used to rotate wheels of the vehicle. 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.
Figure 8: Crank Shaft
3.1.6. Oil Sump:

It is bolted at the lower end of the cylinder block. All the oil for lubricating the movable parts
is placed in it.
Figure 9: Oil Sump
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.
Figure 10: Camshaft
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.
Figure 11: Valves

3.1.9. Spark Plug:
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.
Figure 12: Spark Plug

3.1.10. Manifold:

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.
Figure 13: Manifold

3.1.11Injector:
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.
Figure 14: Injector

3.1.12. Push Rod:

It is used when the camshaft is situated in the bottom of the cylinder head. It regulates the
timing of valves open and close through rocker arm and camshaft.
Figure 15: Push Rod
3.1.13. Piston Rings:

It provides the good sealing fit and less friction resistance between piston and cylinder. It is
split at one point so it can be easily installed into the grooves cut in the piston. Piston ring is
usually made by fine grain of cast iron which has high elasticity and it is not affected by the
working pressure. Sometime piston rings are made by alloy spring steel. It is made by
forging.
Figure 16: Piston Rings

3.1.14. Gaskets:
It is used to seal the cylinder head and cylinder so no pressure is allowed to escape. It is
placed between the cylinder block and cylinder head.
Figure 17: Gaskets

3.1.15. Gudgeon Pin (Piston Pin):

It is the parallel spindles fitted through the piston boss and connecting rod small end. It
connects the piston to the connecting rod. Piston pin is made by hardened steel so it can
support and allow to connecting rod to swivel. It is usually made by forging.
Figure 18: Gudgeon Pin (Piston Pin
3.1.16. Engine Bearing:

Bearings are used to support the moving parts. The purpose of bearings is to reduce friction.
The crankshaft is supported by bearing. In engine two types of bearing are used sliding
bearing and rolling bearing. Engine bearing should have lubricant property and strength to
withstand in moving load. So its half is made of steel or bronze back to which a lining of
relatively soft bearing material is applied.
Figure 19: Engine Bearing

3.2 EXHAUST MANIFOLD

In automotive engineering, an exhaust manifold collects the exhaust gases from
multiple cylinders into one pipe. The word manifold comes from the Old English word
manigfeald (from the Anglo-Saxon manig [many] and feald [fold]) and refers to the folding
together of multiple inputs and outputs (in contrast, an inlet or intake manifold supplies air to
the cylinders). Exhaust manifolds are generally simple cast iron or stainless steel units which
collect engine exhaust gas from multiple cylinders and deliver it to the exhaust pipe.
Figure 20: 4 cylinder engine exhaust manifold
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.
The goal of performance exhaust headers is mainly to decrease flow resistance

(backpressure), and to increase the volumetric efficiency of an engine, resulting in a gain in
power output. The processes occurring can be explained by the gas laws, specifically the
ideal gas law and the combined gas law.
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.

3.2.2Effects of Increased Back Pressure
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.
3.2.3 Exhaust Velocity

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

Manifold Geometry on Volumetric efficiency and Back Pressure for Multi-cylinder SI
Engine investigated optimal geometry for exhaust manifold for maximum volumetric
efficiency. Kulal et al.(2013)in his Experimental Analysis of Optimal Geometry for Exhaust
Manifold of Multi-cylinder SI Engine for Optimum Performance investigated the effect of
attaching a reducer to the outlet of exhaust manifold.
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).
3. These calculations were carried out at loading condition i.e. 2kg.
CHAPTER-4
DESIGNING&MODELING OF EXHAUST MANIFOLD
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 started as an in-house development in 1977 by French aircraft

manufacturer Avions Marcel Dassault, at that time customer of the CADAM software to
develop Dassaults Mirage fighter jet. It was later adopted in the aerospace, automotive,
shipbuilding, and other industries.
Computer Aided Three dimensional Interactive Application (CATIA) is well known

software for 3-d designing and modeling for complex shapes.Commonly referred to as
3D Product Lifecycle Management software suite, CATIA supports multiple stages of product
development (CAX), including conceptualization, design (CAD), engineering (CAE) and
manufacturing (CAM). CATIA facilitates collaborative engineering across disciplines around
its 3DEXPERIENCE platform, including surfacing & shape design, electrical, fluid and
electronic systems design, mechanical engineering and systems engineering.
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.

4.2 Scope of Application
Commonly referred to as a 3D Product Lifecycle Management software suite, CATIA

supports multiple stages of product development (CAx), including conceptualization, design
(CAD), engineering (CAE) and manufacturing (CAM). CATIA facilitates collaborative
engineering across disciplines around its 3DEXPERIENCE platform, including surfacing &
shape design, electrical, fluid and electronic systems design, mechanical engineering and
systems engineering.
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
CATIA enables the creation of 3D parts, from 3D sketches, sheet

metal, composites, and moulded, forged or tooling parts up to the
definition of mechanical assemblies. The software provides advanced
technologies for mechanical surfacing & BIW. It provides tools to complete
product definition, including functional tolerances as well as kinematics
definition. CATIA provides a wide range of applications for tooling design,
for both generic tooling and mould & die.
Design
CATIA offers a solution to shape design, styling, surfacing workflow and

visualization to create, modify, and validate complex innovative shapes from industrial
design to Class-A surfacing with the ICEM surfacing technologies. CATIA supports multiple
stages of product design whether started from scratch or from 2D sketches.
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
CATIA v5 offers a solution to facilitate the design and manufacturing of electrical

systems spanning the complete process from conceptual design through to manufacturing.
Capabilities include requirements capture, electrical schematic definition, interactive 3D
routing of both wire harnesses and industrial cable solutions through to the production of
detailed manufacturing documents including form boards.
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.

4.2Designed Models of Exhaust Manifold
Figure 21: Long Bend Center Exit
Figure 22: Long Bend Center Exit with Reducer

Figure 23: Long Bend Side Exit
Figure 24: Long Bend Side Exit with Reducer

Figure 25: Short Bend Center Exit
Figure 26: Short Bend Center Exit with Reducer

Figure 27: Short Bend Side Exit
Figure 28: Short Bend Side Exit with Reducer

CHAPTER-5
ANALYSIS
5.1Meshing and analysis
5.1.1 Introduction to ANSYS
The ANSYS program allows engineers to construct computer models or transfer

CAD models of structures, products, components, or systems, apply loads or other design
performance conditions and study physical responses such as stress levels, temperature
distribution or the impact of lector magnetic fields.
In some environments, prototype testing is undesirable or impossible. The ANSYS

program has been used in several cases of this type including biomechanical applications
such as high replacement intraocular lenses. Other representative applications range from
heavy equipment components, to an integrated circuit chip, to the bit-holding system of a
continuous coal-mining machine.
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 :

1. STRUCTURAL STATIC ANALYSIS.

2. STRUCTURAL DYNAMIC ANALYSIS.
3. STRUCTURAL BUCKLING ANALYSIS.
LINEAR BUCKLING
NON LINEAR BUCKLING
4. STRUCTURAL NON LINEARITYS

5. STATIC AND DYNAMIC
6. KINEMATICS ANALYSIS.
7. THERMAL ANALYSIS.
8. ELECTROMAGNETIC FIELD ANALYSIS.
9. ELECTRIC FIELD ANALYSIS
10. FLUID FLOW ANALYSIS
COMPUTATIONAL FLUID DYNAMICS
PIPE FLOW
11. COUPLED-FIELD ANALYSIS

12. PIEZOELECTRIC ANALYSIS.
5.2 .1types Of Structural Analysis:
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
5.2.2 Structural Static Analysis:
A static analysis calculates the effects of steady loading condition on a structure,

while ignoring inertia and damping effects such as those caused by time varying loads. A
static analysis can, however include steady inertia loads (such as gravity and rotational
velocity), and time varying loads that can be approximated as static equivalent loads (such as
the static equivalent wind and seismic loads commonly defined in many building codes.)
5.2.3 Procedure for ANSYS 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.
The procedure for static analysis consists of these main steps:
1. Building the model.

2. Obtaining the solution.
3. Reviewing the results.
5.2.4 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
5.2.5 Material Properties:

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).
5.2.6 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
The following table shows the brief description of steps followed in each phase:
Table1. Steps Involved In Analysis

PRE-PROCESSOR SOLUTION PHASE POST-PROCESSOR
PHASE PHASE
GEOMETRY ELEMENTMATRIX POST SOLUTION

DEFINITIONS FORMULATION OPERATIONS
MESH GENERATION OVERALL MATRIX POST DATA PRINT

TRIANGULARIZATION OUTS(FOR REPORTS)
MATERIAL (WAVE FRONT) POST DATA
DEFINITIONS SCANNING POST DATA

DISPLAYS
CONSTRAINT DISPLACEMENT.
DEFINITIONS STRESS,ETC
LOAD DEFINITION CALCULATION

5.2.7 Pre Processor Phase:
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.
5.2.8 Geometrical Definitions:
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.
5.2.9 Model Generations:
Two different methods are used to generate a model:
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.

5.3 Mesh Generation:
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.
5.3.1 Finite element generation:
The maximum amount of time in a finite element analysis is spent on

generating elements and nodal data. Pre processor allows the user to generate nodes
and elements automatically at the same time allowing control over size and number
of elements. There are various types of elements that can be mapped or generated on
various geometric entities.
The elements developed by various automatic element generation capabilities of pre

processor can be checked element characteristics that may need to be verified before the
finite element analysis for connectivity, distortion-index, etc.
Generally, automatic mesh generating capabilities of pre processor are used

rather than defining the nodes individually. If required, nodes can be defined easily by
defining the allocations or by translating the existing nodes. Also one can plot, delete, or
search nodes.
5.3.2 Boundary conditions and loading:
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.
5.3.3 Model display:
During the construction and verification stages of the model it may be

necessary to view it from different angles. It is useful to rotate the model with
respect to the global system and view it from different angles. Pre processor offers this
capability. By windowing feature pre processor allows the user to enlarge a specific
area of the model for clarity and details. Pre processor also provides features like
smoothness, scaling, regions, active set, etc for efficient model viewing and editing.

5.3.4 Material definitions:
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.
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 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.
5.4 Introduction to Fluid Flow (Fluent)
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.
5.4.1 Steps involved in the ANSYS fluid flow:

Launch ANSYS Workbench.
Create a Fluent fluid flow analysis system in ANSYS Workbench.
import the geometry to ANSYS.
Create the computational mesh for the geometry using ANSYS Meshing.

Set up the CFD simulation in ANSYS Fluent, which includes:

Setting material properties and boundary conditions for a turbulent forced-convection
problem.
Initiating the calculation with residual plotting.
Calculating a solution using the pressure-based solver.
Examining the flow and temperature fields using ANSYS Fluent and CFD-Post.
Create a copy of the original fluent fluid flow analysis system in ANSYS Workbench.
Change the geometry in ANSYS DesignModeler, using the duplicated system.
Regenerate the computational mesh.
Recalculate a solution in ANSYS Fluent.
Compare the results of the two calculations in CFD-Post.
5.5Material Fluid Properties
Exhaust gas will be considered as an incompressible fluid operating at 230 280c.

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 105
Specific heat (J/kg-K) 1056.6434
Thermal conductivity 0.0250
5.6 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

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 diameters 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
Long Bend Center Exit (LBCE) 0.01302m
Long Bend Side Exit (LBSE) 0.01302m
Short Bend Center Exit with Reducer 0.0095m
(SBCER)
Short Bend Side Exit with Reducer 0.0095m
(SBSER)
Long Bend Center Exit with Reducer 0.0095m
(LBCER)
Long Bend Side Exit With Reducer 0.0095m
(LBSER)
5.7 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
Chapter-6
RESULTS AND CONCLUSION

Figure 29: Meshing of long bend center exit
Figure 30: Pressure

Figure 31: velocity
Figure 32: Meshing of long bend center exit with reducer

Figure 33: Pressure
Figure 34: Velocity

Figure 35: Long bend side exit
Figure36: Pressure

Figure 37: Velocity
Figure 38: Long bend side exit with reducer

Figure 39: Pressure
Figure 40: Velocity

Figure 41: Mesh of short bend center exit
Figure 42: Pressure

Figure 43: Velocity
Figure 44: Mesh of short bend center exit with reducer

Figure 45: Pressure
Figure 46: Velocity

Figure 47: Mesh of Short bend side exit
Figure 48: Pressure

Figure 49: Velocity
Figure 50: Mesh of Short bend side exit with reducer

Figure 51: Pressure
Figure 52: Velocity

6.1 RESULTS
The back pressure and exhaust velocity for all the models at all loading conditions are
listed below:
Table 7: Backpressure for Different Models in Pascal
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
Table 8: 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
6.2 CONCLUSIONS

Present research work is devoted to the evaluation of different models of exhaust

manifold for the purpose of reducing exhaust emissions from a four cylinder SI engine. For
this purpose, a set of eight alternatives was chosen, and modeled with the help of CATIA V5
modeling software. In next stage, CFD of different models were carried out on the basis of k-
model, which finally yield the values of back pressures, and exhaust velocities at different
loading conditions. After that performance score was calculated for both the parameters, and
as the last step of project overall performance score for different types was calculated.
Following are the conclusions drawn during different during conduction of CFD, and ranking
procedures in the project work:
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
A: Classification (FOR) 091304,091399, Vol.10 Issue 5 (Ver1.0) October 2010
[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
A: Classification (FOR) 091304,091399, Vol.10 Issue 5 (Ver1.0) October 2010.
[4]. Vivekananda Navadagi and SiddaveerSangamad Development of a Partial Filter
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.
[5]Jafar M Hasan, Wahid S Mohammad, Thamer A Mohamed, Wissam H Alawee, CFD

Simulation for Manifold with Tapered Longitudinal Section International Journal of
Emerging Technology and Advanced Engineering, Volume 4, Issue 2, February 2014
[6]M. Usan, O. de Weck, D. Whitney, Exhaust System Manifold Development Enhancement

through Multi-
Attribute System Design Optimization, American Institute of Aeronautics and Astronautics;
[7]HessamedinNaeimi, DavoodDomiryGanji, MofidGorjivadirad and MojtabaKeshavarz, A

Parametric Design of Compact Exhaust Manifold Junction in Heavy Duty Diesel Engine
Using Computational Fluid Dynamics Codes Thermal Science, Volume-15, No. 4, 2011;

[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;
[9]Masahiro Kanazaki, Masashi Morikawa, Shigeru Obayashi and Kazuhiro Nakahashi,

Exhaust Manifold Design for a Car Engine Based on Engine Cycle Simulation
International Conference Parallel Computational Fluid Dynamics, Japan, May 2002;
[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
International Journal of Engineering Trends and Technology, Volume-17, Number 10,

November 2014;

[16]MohdSajid Ahmed, Kailash B.A.,Gowreesh,Design and Analysis of a Multi-Cylinder

Four Stroke SI Engine Exhaust Manifold Using CFD Technique International Research
Journal of Engineering and Technology, volume-2, Issue-9, December 2015;
[17]I.P. Kandylas, A.M. Stamatelos,Engine Exhaust System Design based on Heat

TransferComputation Energy Conservation & Management, 1999;

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ANALYSIS OF EXHAUST MANIFOLD OF MULTI-CYLINDER SI ENGINE USING ANSYS

for the award of the degree of

K. SIVA SANKAR (13F21A0395)

K. SRAVAN KUMAR (12F21A0342)

Under the Guidance of

Dr. G. NAGAMALLESWARA RAO M.Tech., Ph.D.,

Professor & Principal

Department of Mechanical Engineering

Gates Institute of Technology, Gooty

Dept.of Mechanical Engg, GIT-GOOTY Page 1

DEPARTMENT OF MECHANICAL ENGINEERING

This is to certify that the project/seminar report entitled ANALYSIS OF

PROJECT GUIDE HEAD OF THE DEPARTMENT

Professor & Principal Professor

Dept. of Mechanical Engineering, Dept. of Mechanical Engineering

Gooty - 515401. Gooty - 515401.

Dept.of Mechanical Engg, GIT-GOOTY Page 2

ANALYSIS OF EXHAUST MANIFOLD OF MULTI-

In present century, spark ignition engines have become a non-separable

Present project work aims at reducing emissions. It is a well-established

As a result performance scores of different models based on back

An internal combustion engine (ICE) is a heat engine where the combustion of

Diagram of a cylinder as found in 4-stroke

Dept.of Mechanical Engg, GIT-GOOTY Page 4

1.2CLASSIFICATION OF HEAT ENGINES

Figure 2: Classification of Heat Engines

Classification of Internal Combustion Engines:

Dept.of Mechanical Engg, GIT-GOOTY Page 5

4. Based on working cycle

5. Based on Valve/port design and location

Dept.of Mechanical Engg, GIT-GOOTY Page 6

7. Based on mixture preparation

Dept.of Mechanical Engg, GIT-GOOTY Page 7

Kulal et al.(2013) [3]work comprehensively analyzes eight different models of

Dept.of Mechanical Engg, GIT-GOOTY Page 8

M.Usan[6] had applied a multi-disciplinary optimization approach for the exhaust

HessamedinNaemi[7] had employed numerical simulations (CFD methods) for

Dept.of Mechanical Engg, GIT-GOOTY Page 9

Masahiro Kanazaki[9] had developed a multi-objective optimization method for the

Dept.of Mechanical Engg, GIT-GOOTYPage 10

Simon Martinez-Martinez [12] had performed CFD analysis to estimate the

The various factors to be considered while designing an exhaust manifold were

Dept.of Mechanical Engg, GIT-GOOTYPage 11

Dept.of Mechanical Engg, GIT-GOOTYPage 12

Figure 3: Engine (Exploded View)

3.1.1. Cylinder Block:

Figure 4: Cylinder Block

Dept.of Mechanical Engg, GIT-GOOTYPage 13

Figure 6: Cylinder Head

Dept.of Mechanical Engg, GIT-GOOTYPage 14

Figure 7: Connecting Rod

3.1.5. Crank Shaft:

Figure 8: Crank Shaft

3.1.6. Oil Sump:

Dept.of Mechanical Engg, GIT-GOOTYPage 15

Figure 9: Oil Sump

Figure 10: Camshaft

Dept.of Mechanical Engg, GIT-GOOTYPage 16

Figure 11: Valves

Figure 12: Spark Plug

Dept.of Mechanical Engg, GIT-GOOTYPage 17

Figure 13: Manifold

Figure 14: Injector