DESIGN AND ANALYIS OF INLET MANIFOLD WITH VORTEX GENERATOR IN GDI ENGINE

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 09 Issue: 06 | June 2022 www.irjet.net p-ISSN: 2395-0072
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DESIGN AND ANALYIS OF INLET MANIFOLD WITH VORTEX GENERATOR
IN GDI ENGINE
Aswin Rose Thomas1, Aswin Saju2, Berin M Biju3, Eldho Babychan4
Asso. Prof. Dr. Rabi Johnson5
1,2,3,4 Btech students, Department of Mechanical Engineering, Mangalam College Of Engineering ,Kerala,
India686631
5,Faculty, Department of Mechanical Engineering, Mangalam College Of Engineering ,Kerala, India-686631
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Abstract -Gasoline direct injection (GDI) is an increasingly
prevalent fuel injection system for passenger cars worldwide,
where the growing demand for low fuel consumption and
stricter emission limits are cause for innovative engine
concepts. Engines with gasoline direct injection create an air
fuel mixture right inside the combustion chamber. This
results in better combustion characteristics than
conventional carburetor engines thus improved efficiency,
torque and dynamic driving characteristics, while emission
levels are reduced. A Gasoline Direct Injection machine
operates on spread mixture to minimize the NOx emigrations
due to inordinate heat release in stoichiometric combustion.
Lean combustion in a GDI engine requires high turbulence
inside the combustion chambers to graese mixing and
vaporization of fitted energy .
Engine requirInlet manifold design plays a major role in the
generation of turbulence and vortices at the initial stages of
suction stroke. In this project a GDI engine with bore X
stroke of 82.5 mm X 84.2 mm will be modelled to generate
the flow domain. The model uses recent features of GDI
engine involving a pent roof cylinder head design and 4 valve
head to enhance better mixing and turbulence inside the
cylinder. The present work is aimed to further increase the
turbulence inside the combustion chamber by incorporating
vortex generators in the inlet manifold to further enhance
the turbulence inside the combustion engine. These vortex
generators sheds vortex from the tip of the curved vanes,
thereby improving mixing characteristics thereby enhancing
combustion. Since in GDI engine air-fuel mixture is created
inside the combustion chamber, changes in inlet manifold
designs doesn’t cause fuel or carbon accumulation. Due to
stricter emission norms and growing trend of GDI engines,
inlet manifold designs could enhance the turbulence in
combustion chamber. Three different vane configurations(2
vane, 3 vane and 4 vane configuration) will be designed and
numerically analysed using ANSYS FLUENT. The
performance of the modified inlet manifold design will be
compared against conventional design to evaluate the
turbulence enhancement obtained. Steady state analysis of
suction stroke is carried out using ANSYS FLUENT
1.INTRODUCTION
Gasoline direct injection( GDI), also known as petrol direct
injection( PDI), is a admixture conformation system for
internal combustion machines that run on gasoline( petrol),
where energy is fitted into the combustion chamber. This is
distinct from multifarious energy injection systems, which
fit energy into the input manifold. The first GDI machine to
reach product was introduced in 1925 for a low-
contraction truck machine. Several German Buses used a
Bosch mechanical GDI system in the 1950s, . GDI has seen
rapid-fire relinquishment by the automotive assiduity in
recent times, adding in the United States from2.3 of product
for model time 2008 vehicles to roughly 50 for model time
2016.
The inflow field characteristics inside the machine cylinder
play an effective part in the combustion process in petrol
machines. Turbulence increases the mixing of the air and
the energy which improves the combustion effectiveness
and reduces the machine emigrations. The inflow
characteristics inside the cylinder, which are directly,
linked with the machine performance and emigration
characteristics. The ideal of this work is to study swirling
improvement by modifying the bay manifold with a simple
wedge- shaped Whirlpool creators( VGs) attached
circumferentially over the inner face of the manifold at the
entry position. The inflow in the input manifold is
presented, it's one of the central corridor of the machine.
The part of the input manifold is to give a slightly
distributed air inflow to the cylinders, rational design can
reduce the bay pressure losses also adding the air volume
introduced in machine. adding the bay multifarious
effectiveness is a major challenge to increase the machine
overall effectiveness, in this way the emigrations can be
reduced. Volumetric effectiveness of the machine is a
measure of the effectiveness of the air input system
composed by input manifold, input harbourage and
cylinder. This means that the haste of air in the bay
manifold is adding further air the intake system can deliver
to the machine. This will increase the volumetric
effectiveness, this effect can increase the necklace and the
power of the machine

2. LITERATURE REVIEW
P S Mehta( 18 July 2001) Internal Combustion Machines
Laboratory, IndiaInstitute of Technology, Madras, India. The
donation of charge stir in internal com bustionengines
towards perfecting their performance and Emigration
characteristics is well honored. Tumble stir is a rather
lately linked organized rotary charge stir being in an axial
aeroplane . Through the product of a well- timed for
turbulence improvement through tumble ated turbulence
an optimized spill charge has been synthesized and related
to these stages. stir can enable better combustion in spark
A primary parametric study with input stopcock lifts
ignition( SI) Machines, indeed at high situations of charge.
It's revealed that aation and also finds wide use in spare
burn machine large-angled pentroof retains significant
whirlpool structures improvement is studied numerically
for a direct injection SI machine with whirlpool creators
placed in the bay manifold, ANSYS FluentTM. The three-
dimensional figure and mesh are created using pre-
processor ANSYS ICEM. Simulations have been carried out
to probe the effect of whirlpool creator in bay manifold for
a single cylinderengine. It's observed that the modified ba
manifold creates invariant mixing inside the machine
cylinder which is essential for effective combustion for
diesel engine. And landing the inflow patterns inside the
cylinder using experimental ways is expensive and it's
delicate to carry out the parametric studies in different
combination of bay manifolds, piston top surfaces. So the
ANSYS is only effective analysis tool to study the inflow
geste with colorful manifolds. The approach was used to
increase the swirling inside cylinder by changing the piston
top face with different coliseum shapes and coliseum
positions. An experimental study to enhance swirling by
using curve control stopcock( SCV) with different SCV
angles and presented Inflow patterns and curve number for
different SCV angles. It was that this revision enhances the
swirling characteristics inside the cylinder. All the figure
shapes and medium tried by colorful researchers have
difficulties in manufacturing and it would increase the total
vehicle cost.
Analysis of swirl enhancement in diesel engine
with vortex generator
G.sivakumar and S.Semthilkumarstudied numerically for a
direct injection diesel machine with whirlpool creators
placed in the bay manifold using commercial CFD law,
ANSYS Fluent TM. The three- dimensional figure and mesh
are created using pre-processor ANSYS ICEM. Simulations
have been carried out to investigate the effect of whirlpool
creator in bay manifold for a single cylinder creation inside
the machine was before studied by colorful experimenters
by changing the parameters like multifarious shape,
combustion chamber configurations, and piston head
shape. There are two ways of enhancing the combustion
process thereby adding the machine thermal effectiveness.
First one is by adding the contraction rate as high as
possible. But the problem is that high contraction rate may
produce knock, which should be avoided for good
performance. Alternate bone is by enhancing the
turbulence in order to have a better mixing of energy and
air. They experimentally studied, using fly speck image
velocimentry ( PIV), the effect of coliseum shape on the
top piston face, and set up that coliseum shape onflat
piston shows a good enhancement. Jin etal. carried out an
experimental study to enhance swirling by using
curve control stopcock( SCV) with different SCV angles
and presented inflow patterns and curve number
for different SCV angle
The Investigation and Application of Variable
Tumble Intake System on a GDI Engine
J.Engines( 2014), clear energy automotive care The in-
cylinder spill intensity of GDI machine is pivotal to
combustion stability and thermal effectiveness with a flap
valve in intake manifold, the mean velocity and turbulence
kinetic energy all were almost twice than those of other
Cases when piston close to TDC. With the development and
improvement of GDI technology, the various ways of
airflow motion in cylinder successively emerged, such as
piston top wall guidance, air charging motion of intake port
and injector spray guidance, etc.
The basic advantages of higher tumble ratio exist in the
following items:
(1) Reduced fuel spray penetration, i.e. wall wetting.
(2)To form well- distributed mixture.
(3) Better combustion stabilization.
(4) Even faster flame propagation velocity. the tumble ratio
of GDI engine is desired to be on higher level to produce
more uniform mixture, to meet different requirements of
engine operation condition.
Therefore ,a new variable tumble system should be applied
to GDI engine. The variable tumble system was considered
as an effective way to change the in-cylinder tumble
intensity.
Influence of swirl, tumble and squish flows on
combustion characteristics and emissions in
internal combustion engine
Muhamut Kaplan Amasya university(October2019)This
Study emission reduction. Characteristics of in-cylinder
flows Swirl, tumble and squish flows enhance turbulence
intensity during late compression by breaking down these
flows to small scale turbulent eddies. This provides

increase of turbulent flame speed and so acceleration of
burning rate. Swirl is used to speed up to combustion
process in SI engines and to increase faster mixing between
air and fuel in CI and some stratified charge engines . This
flow regarded as a two dimensional solid body rotation is
generated by intake system. In spite of some decaying due
to friction during the engine cycle, it usually continues
through the compression, combustion, and expansion
strokes. The swirl flows require energy to produce the
vortex during the intake stroke.
Full-Parameter Approachfor the Intake Port
Designof a Four-Valve Direct-Injection Gasoline
Engine
Lei cui ,Ming jia (November 2015)Compared with the
traditional methods, parametric approach attracts
increasing attentions by virtue of its high-efficiency,
traceability, and flexibility. The evaluation of the flow
characteristics of the intake process mainly includes flow
capacity and the ability to generate a tumble motion. For a
well-designed tangential intake port, it needs a large flow
coefficient and an appropriate tumble intensity to ensure a
favorable air motion. The reason for the performance
change with valve lift can be explained by the flow field
feature. The overall flow filed can be divided into two parts:
one part moves down the wall in the right side of the
cylinder in clockwise direction; the other part moves along
the combustion chamber and cylinder wall in the left side
in anti-clockwise direction. When a large scale
anticlockwise vortex is formed This vortex can contribute
to the increased tumble intensity and the decreased flow
coefficient to some extent.
Combustion chamber design for a
highperformance natural gas engine
Mirko Baratta, Daniela Misul, the design of ultramodern
internal combustion( IC) machines represents a grueling
task, due to the raising concern for the global warming as
well as to the strict constraints set by the current
contaminant regulations. Engines, the spill stir is generally
generated in order to increase the turbulence position in
the combustion chamber, therefore enhancing the
combustion stability and the exhaust gas
recirculationtolerance.As far as the influence of the
chamber design is concerned, for low and intermediate
stopcock lift values the presence of the masking wall gives
rise to a drop of the stopcock discharge measure, whereas
the spill number is increased up to two- three times its
original value, due to the rear spill inhibition bandied over.
At high lift, the input stopcock results to be displaced
beyond the extension of the masking face, accordingly its
effect nearly disappears as is witnessed by the similar
values of both CD and NT for the birth and the ‘ masked
’design. Overall, the presence of the masking face
determined a benefit in the turbulence intensity at spark
timing in nearly all the cases at partial Cargo
Numerical Methodology
Numerical simulations under isothermal conditions have
been carried out for a single cylinder CI machine with
modified bay manifold using whirlpool sphere and mesh
structure of the problem respectively. For simplicity,
simulations are performed with completely opened
stopcock condition at the bay harborage and completely
unrestricted stopcock condition at the exhaust harborage.
Pressure bay boundary condition is specified for the
starting face of the bay manifold. No- slip boundary
conditions are specified
at walls of the machine cylinder. - dimensional tetrahedral
type mesh is created for the figure of the problem. Pressure
haste coupling was done using SIMPLEC pressure
correction system. Unsteady calculations are performed by
an implicit time discretization within the sphere using
incompressible
Reynolds — Averaged Navier – Stokes equations with RNG
k- e turbulence model with available with marketable
software ANSYS FLUENTTM. The Diffusion terms are
discretized with alternate- order central scheme and the
convective terms are with alternate- order upwind scheme.
For all the calculations, residuals of durability, instigation,
and turbulence kinetic energy equations are covered, and
the
confluence criterion value used equal to 10- 4. In order to
quantify the effect of turbulent creation inside the cylinder,
it is necessary to calculate the curve number. The is the rate
of the angular instigation to the axial instigation. Figure
shows the variation of curve number along the stroke
length for two bay multifarious configurations, with and
without whirlpool creators. It's seen that the curve number
for with
VGs is advanced than that for without VGs, which shows the
impact of VGs on swirling improvement at all the positions
along the stroke length.

Geometry Modelling
Here We are using CATIA software for designing the
model. We have to study the region where the flow is
occurring.
Design of vein
For designing the blade we are using autodesk inventor
software.

Here 3 vanes are connected to the shaft and placed in the
inlet manifold
2 Vane
inlet manifold
Isometric.view
3 vane
Isometric.view

Top.view
4 vane
inlet manifold
Isometric.view
Top.view
Governing Equations
The following governing equations are used for the
analysis;
• Navier stokes
equation
• Continuity
equation.
Navier stokes equation
In the case when we consider an incompressible ,
isothermal Newtonian flow (density =const) viscosity µ
=const), with a velocity field V = (u(x,y,z), v(x,y,z), w (x,y,z))
we can simplify the Navier-Stokes equations to his form:
Top.view

Continuity equation
Rate of change of mass within the control volume is equal
to the difference of rate of change of mass which enters the
control volume and the rate of change of mass which leaves
the control volume.
K-Omega SST
The the model used for the simulation is K- Omega model.
The k- omega( k − ω) turbulence model is one of the most
generally used models to capture the effect of turbulent
inflow conditions. It belongs to the Reynolds- equaled
Navier- Stokes( RANS) family of turbulence models where
all the goods of turbulence are modeled. Then SST stands
for Shear Stress Transport It's a two- equation model. That
means in addition to the conservation equations, it solves
two transport equations ( PDEs), which regard for the
history goods like convection and prolixity of turbulent
energy. The two transported variables are turbulent
kinetic energy( k), which determines the energy in
turbulence, and specific turbulent dispersion rate( ω),
which determines the rate of dispersion per unit turbulent
kinetic energy. ω is also appertained to as the scale of
turbulence.
Meshing
The purpose of meshing is to actually make the problem
solvable using finite element. By meshing the domain is
breaked into subdomains ,each subdomains representing
an element.
Simulation
For simulation activities we are using ANSYS software. The
requirements of the boundary conditions will be asked
according to the Name information in meshing.
*Cylinder= wall
* inlet velocity=11.26m/s
*temperature= 300k
*outlet = wall
* manifold=wall
. residual plot

• White line = continuity residual
• Red = x velocity
• Green = y velocity
• Blue = z velocity
From this output residual plot we can understand that the
simulation is stable.
Result and Analysis
we use CFD Post for result and post processing. Here we
compare the results of 2 vane ,3 vane and 4 vane against
the baseline
Initially we have constructed a plane near the TDC and
analysis is done at that plane, since air fuel mixing starts at
TDC.
Contour
Contour is colour map which are used to find change in
the properties such as pressure ,kinetic energy etc
according to colur variations.
Eddy viscosity
After selecting countor we select the variable as Eddy
viscosity,and then select the number of contours as
100.and after loading we will get a result as shown in the
figure.
Contour of eddy viscosity
From the figure it is clear that eddy viscosity is maximum
for 2 vane . If eddy viscosity is high , it means the there is
high turbulence..
pressure
Now we apply pressure as the variable. After running we
will get get a result as shown in the figure.
From the figure it is clear that pressure is maximum for 2
vane compared to baseline ,3 vane and 4 vane.
Streamline
Streamline shows the path of flow of air. We have select
the starting point as inlet. Number of points is taken as 300
for easy analysing, and the variable is selected as velocity.
The result is obtained as shown int the figure. Velocity
streamline
Velocity streamline

we can see that combined rotation in X,Y,Z axis is
maximum for 2 vane compared to baseline ,3 vane and 4
vane.so turbulence will be more for 2 vane.
Graphical Result
Here we construct a line in location. then we define initial
and final point. then we select the location as li9ne 1. x-
axis represent variation from TDC-BDC.
Y axis represent variables.
Eddy viscosity
After selecting graphical result, we select the variable as
Eddy viscosity. and after loading we will get a result as
shown in the figure.
From the graph it is clear that eddy viscosity is maximum
for
2vane at the beginning compared to baseline, 3vane,
4vane. so we get more turbulent characteristics.
Turbulent kinetic energy
Turbulant kinetic energy. and after loading we will get a
result as shown in the figure.
Graph result of turbulent kinetic energy
From the graph it is clear that turbulent kinetic energy is
maximum for 2vane at the beginning compared to
baseline,3vane,4vane.so we get more turbulent
characteristics.
Graph result of eddy viscosity

Pressure
Pressure, and after loading we will get a result as shown in
the figure.
Graph result of pressure
From the graph it is clear that pressure is maximum for
2vane compared to baseline,3vane,4vane.
Conclusion
So we can conclude that a 2vane can enhance the
performance of a GDI engine compared to three vane and 4
vane.A 3vane is assymetric so vortex get interact each
other ,which wont happen in case of 2 vane and 4 vane
since they are symmetric. So there will be an increase in
the torque of the vehicle. We will get better air fuel mixing
due to the turbulent flow air to the cylinder, due to which
the amount of fuel which remains unburnt will be very less
and the pollution is reduced.
Reference
Velte CM, Hansen MOL, Okulov VL (2009) Helical structure
of longitudinal vortices embedded in turbulent wall-
bounded flow. J Fluid Mech 619:167–177
Paul B, Ganesan V (2010) Flow field development in a
direct injection diesel engine with different manifolds. Int J
Eng Sci Technol 2(1):80–91 Martins J, Teixeira S, Coene S
(2009) Design of an inlet track of a small IC Engine for
swirl enhancement, In: Proceedings of the 20th
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Gramado, 15–20 Nov 2009 Murali Krishna B, Mallikarjuna
JM (2009) Tumble flow analysis in an unfired engine using
particle image velocimetry, In: Proceedings of world
academy of science, engineering and technology, vol 30
Lee J-W, Kang K-Y, Choi S-H, Jeon C-H, Chang Y-J (2000)
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Prasad BVVSU, Sharma CS, Anand TNC, Ravikrishna RV
(2011) High swirl-inducing piston bowls in small diesel
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2367
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computational fluid dynamics: the finite methods.
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DESIGN AND ANALYIS OF INLET MANIFOLD WITH VORTEX GENERATOR IN GDI ENGINE

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