Study On Automotive Technology With Outlet Plenum

Literature Review

Discuss about the Study On The Automotive Technology Comprising Of Outlet Plenum.

This research has its study on the automotive technology comprising of outlet plenum which helps in transporting the exhaust from the cylinders in engines. A manifold can be defined from the English word, manigfeald having a relation with folding together of many outputs and inputs. This technique is used unless the engine has a direct injection of the mixture. The importance of even spread of the mixture in the engine’s cylinder is for an improved volumetric efficiency and performance of the engine. The 2 major technologies that are desirable were discovered to have control over the volumetric efficiency with its increase. Another important technology is the variation in the technology in valve timing for control of the exhaust as well as the intake valves. The variation of technology in valve timing has the complex and higher production cost. Hence, the researches that have been done are restricted to ways that can improve the outlet plenum in automotive industry.

All in all, the space for developing the outlet plenum could be enhanced further. The technology that involves air intake has been undergoing numerous improvements as well as the reiterations with the substantial development over the years. The development in this field involved controlling the dimension and shape of the manifold in the engine to produce more power outputs due to improved fuel consumption and volumetric efficiency.

(Abbott & Basco, 2010)made a design that used a gaseous-fuel manifold whose engines were made of internal combusting engines. The number of cycles that could be performed by this engine was a two-stroke that lacked inlet valves making it important in controlling the gas fuel that gets in the pre-compression chamber. The invention of this type of manifold was to facilitate the development of volumetric efficiency. Hence, this invention was fast in demand from the set suction stroke from the piston of the engine making the gas fuel volume in the manifold not to cause an unexpected pressure as well as the velocity in the carburetor.

(Amano & Sundén, 2011)has a designed research that recognizes the pulsating flow in the manifold inflow with various advantages that come in play as the flow pulsates. Another r observation was that there was a dynamic as well as static effects in the manner that the fluid would flow. The distinction between the pressure effects and dynamic effects that were present came due to the difference in velocity. In this research, the design resulted into mechanism control in the automated modification that was pulsating while it flowed thereby improving the operation of the engine. The flow that returned was having general effects in reducing the pulsation and it facilitated the flow due to control tube manifold. This research improved the volumetric efficiency.

(Anderson, et al., 2016)this source provided a design with an improved method in outlet plenum allowing the exhaust to be expelled from the combustion chamber in a developed volumetric efficiency. The research had the objective of availing comparable offering of short passages that diverge without the passages being obstructed leading to interference in flow. The mixture had to smoothly reach the cylinders. This technology used free breathing action. Another objective in this research was the development of manifolds that were able to produce a ratio of air/fuel using the carburation that maintains like features throughout the intake in the manifold. Other studies in this design were done on the ability to facilitate communication that is branched in all the manifold units. On the other hand, the type of communication in this research had enough limitation on all the branches that intake the fuel-air mixture from the various means of carburation. It was needed to be having enough space to begin greater increase in the branching fuel mixture. Another branch from the same section would lead to restriction of backflow of the mixture in the carburetor.

(Blazek, 2005)has produced a source that talks about the design of an inimitable type of outlet plenum for an internal combustion engine. The major goal in this design was to develop an outlet plenum that would produce greater efficiency in it operation in the internal combustion engines. Another reason for the conduction of this research was to invent an outlet plenum that would have an indication feature enabling equipping of the internal combustion engines. Such an equipment would lead to complete filling of the cylinders with the fuel mixture during the intake stroke. The research also adds in providing outlet plenum with an indication character that is more adapted in preventing losses in exhaust expulsion. This feature is possible as there is reduction in the atmospheric pressure in the manifold restricting to minute values. The outcome of the study was lack of reason for complete fuel evaporation from the engine with internal combustion until the instance where the compression stroke stops for facilitation of partly evaporation of the fuel mixture as it exits the manifold. Two air-inlets were set up. The efficiency of the engine was able to improve reducing the losses that sprout from pumping due to restriction from the atmosphere. Such fuel mixture was able to increase the engine’s performance since the low temperatures were maintained allowing the mixture to exit the manifold. In addition, there was a dependence in the engine’s temperature from the stroke of the intake to the instance where the stroke in compression ends thereby leading to complete evaporation of the fuel.

(Chen, 2011)came up with a design that developed the outlet plenum in the manner that it enhanced the volumetric efficiency of the engine that was designed in the big range of the engine’s load and speed. It was then discovered that there was an efficiency in the intake of the engine and in the engine’s combustion. The mentioned characteristics are able to be performed at speeds that are medium or low to pave way for an improved auxiliary intake provided that makes use of communication with the chamber of combustion with relatively smaller effective area. The research made a breakthrough concerning auxiliary intake in that there would be a greater velocity and turbulence during the time of ignition as well as the chamber of combustion. In this situation, the flame propagation would have improved together with the running engine. The devices led to an improved efficiency in the load leading to a minimized system pulsation during intake. The auxiliary passage intake was situated in a manner that made a high degree in swirl generation. The swirls that were generated existed in the auxiliary passage intake. An increase in the auxiliary intake could be attained when the main inlet pathway was set in an offset position that is respective to the associated axis in the cylinder. A combination of the auxiliary inlet usage would make an advantageous invention that availed the volume of air to be distributed and delivered into these intake passages. Using such volume chamber or plenum initiated an intake flow charge that goes through the intake passage with the possibility of being stabilized regardless of eliminated pulsation and speed or a reduction in substantiality. The research was repeated and revealed that there was an improvement in outlet plenum than the previously done experiment. Therefore, this research might be summarized to have the newly discovered outlet plenum that was greater comparing it with the previous researches.

(Date, 2005)had a research done to produce two ways that were influencing the increase of volumetric efficiency. The research was to provide two solutions that were having varying geometry in the outlet plenum. The study used the scenarios that were available at the time with the use of manifold designed in various types and varying length of the intake in the internal combustion engine. Such a study would result into varying geometry of the inlet that paves way for flowing air. This would be due to the existing main function of the manifold’s inlet air in the engine of the internal combustion in feeding the air required in proper amounts to the engine’s combustion chamber. The performance of the engine is maximized in its torque and power with the use of outlet plenum that able to expel required amount of exhaust in the respective size. Using the conventional approach tuned the manifold to having very basic acoustic properties. Such tuning proved to be important in facilitating fast flowing amount of air in the needed speed that suited the acoustic resonance in the excitation frequency originating from the action of piston that pumps. As a result, the volumetric efficiency of the intake air in 100% more than engine’s provided speed. Other speed ranges were showing a fall in efficiency that was very low than 100%. The speeds having low efficiencies were having their runner size being interchanged between long and short. In longer runner lengths in dimension, the result would be a reduction in the resonance frequency in the manifold’s intake and the speed of air flow would increase. Subsequently, the volumetric efficiency would increase in the lesser air speed intake in the engine. Therefore, the delivery torque of the engine in lower speeds of the engine would be proper in improved running conditions.

(Günther & Sens, 2017)discovered the breaking of normal manifold intake with three parts which are separate, plenum, runner cylinder and the supplement portion. The constant dimension of the runner was for optimal tuning of the specific engine speed. Getting round this, would require regular manifold that is adjustable in its runner length for the engine’s internal combustion. An addition of the plenum, supplement flange and runner length that can be adjusted continuously into a plastic box designed from specific sections that are shaped. The nature of alternating and pulsating flow of air through every manifold of a cylinder results into resonance of the flow of air in specific speeds. An occurrence of this nature leads to volumetric efficiency increase, hence, the specific speed power of the engine ends up reducing in its efficiency in different speeds.

(Lomax, et al., 2013)has performed a research on numerous stage ram manifold intake required in internal combustion engines. With 4 cycles with limited imbalances in its air/fuel ration and the volumetric efficiency. The intake in the manifold having the plenum chamber had at least 2 ram stages. The first occurring stages had the ram tubes that enhanced air/fuel mixture transportation to the engine’s plenum chamber from the throttle body. The stage occurring second was made to possess 2 ram tubes that allowed the air/fuel mixture transportation to the plurality intake valve from the plenum chamber. This goes through the head of the port’s intake. The plenum chamber has to resemble a buffer existing between the body’s throttle or the carburetor and all the intake valves. The air/fuel mixture gets into the ram tubes existing in the second stage. Such an occurrence was seen to depend on the cylinder having an intake stroke. The produced research ended in mixture of air/fuel drawings and the minimization of the volumetric efficiency. The result was due to variations in the transition in the conditions in the beginning ram tubes in the plenum chambers.

(Otte, 2011)has a research that provides a described acoustics wave dynamics in the manifold’s intake in an internal combustion engine that shows an improved understanding of a linear acoustics model. The experiments performed in the research are on an engine of a one cylinder Ricardo E6 and its description being a model that develops with the set measurement. The simplification of the linear acoustics model in the description created a time pressure estimation with the history of the engine’s ports. The observation was consistent with data that was measured from an equipped engine with a intake system that was simple. The method used in the intake was controlled by the velocity of the piston and the area that was open under the valve. The resonating action of the wave that dominates the whole process. There was an indication on the model’s usefulness in identifying the role of the resonance tube with the process of the intake resulting into a development in the simple hypothesis that explains the inlet pressure structure history in time. The depth’s depression was coming from the early movement in the piston that is governed by the intensity of the wave action. The result is due to the ratio of the pressure on the valve that favors continuous inflow. This inflow could have a maximum period that the valve opens and the complete oscillation are limited to one. The frequency for resonating also has to be maintained when the valve is open.

(Iannelli, 2006)has the study on effects of outlet plenums acoustics in motor racing. The research has a design on manifold inlet tuning for a natural aspirating racing engine and a show of volumetric efficiency and the engine speed achieving 125% excess and another 18000 rpm. The study resulted into possible making of an intake motor racing intake of the engine that exposes the ram’s inertial effect. This has a main influence on the process on the inlet as the engine having more rotations per minute. However, the reduced speed in the engine and resonance acoustics model presented an important variation between two effects. The attributes coming from the compared research with time-marching conventions on the gas-dynamics from calculations.

(Wesseling, 2003)has the research that is compared to the research in (Wendt, 2008)having a study in the model with linear acoustics for many mutli-cylinder engines. These engines have the internal combustion intakes in their manifolds with added effects on the intake throttle that may be applied in hybrid time/frequency domain technology that calculate the intake wave dynamics in naturally aspirated engines. The methods used in this research allowed the researcher to develop models that were virtual and complex in the geometric manifold. The created models were able to be assembled as sub-models. A pipe went straight through for facilitating fluid flow. The next sub-model ha d the intake throttle and the third sub-model having an enlarged compartment that comprised of a model having a straight pipe with one of its end closed. Another sub-model had an expansion with two and more side-branches. The study was able to determine the proper organization in measurement for all the respective sub-models. The test bench developed an arrangement as well as the isolation that made numerous sub-models that organized the complex model of the running engine outlet plenum.

(Tucker, 2016) has more informed research on the previous research done by (Kajishima & Taira, 2016). The detailed research was done on continuous intake variations manifold with flexible plenum. The design had an added communication with internal combusting engine outlet plenum. The communication mainly was for outlet plenum that was made of flexible plenum offering runner lengths that are adjustable when the engine operates. The outlet plenum assembly was including a plenum volume at that time and facilitation in mounting housing movement. The region that has the flexible length could vary with the support of the structure that was added in the housing. The channels of the intake were similar I the flexible section content that provided the plenum volume movement. The observation in this study was the plenum length that could be extended for the reduction of engine speeds and be shortened as the speed of the engine increased. The operating plenum size had to be having regular size and the size being comparably smaller. The constant idle speed was provided and compared to the systems that have varying plenum volume.

(Petrila & Trif, 2006)has a study of the volume in the plenum intake and the control of volume over the variation of cycles, performance of the engine and the emission of the engine. There was a discovery on the outlet plenum

 movement that was not easy in examining. This came up due to a large portion of the engine companies having to concentrate on the variation of technique used in outlet plenum that affects the development of engine performance. The research was for the investigation on the influence of varying plenum volume engine characteristics. Also, the investigation was for the emission that was made of basic study on intake plenum variation.  The investigation also was for indicator determination as well as the brake performance of the engine features, flow pressure pulsation in the runner manifold intake, change coefficient in indicating the mean effective pressure in the use of cyclic varying indicators. The CO, HC and the CO2 that are emitted are considered in effect estimation in altering the plenum volume. The end results in this research have variations in their plenum volume that may lead to an enhanced performance of the engine as well as pollutant emission. That torque that is indicated and the brake together with the characteristics that associate with the enhanced performance vividly visible in 1700 to 2600 rpm as the plenum volume increased. Also, the runner intake pressure increase was leading into leaner mixtures in that there was an increase in plenum volume and the mixture were lean with an inclination to the increased varying cycles. The note taken was a reduction in the varying coefficient that is availed in the mean effective pressure.

This project aims at including the uniform flow simulation of the air-fuel mixture thereby developing a model that is accurate and resembles the engine that is being studied, the engine model is developed to have a volumetric efficiency that is improved and has an uninterrupted fuel mixture flow.

The literature that were reviewed provided a large scope that was to be used in this study. In these sources, it could be noticed that the researchers intended to produce high performing engines through the development of optimum features in the manifold. This paper focuses on the outlet v6 7800cc engine and the engine is studied for possibility of attaining its optimum performance. The mixture of fuel would be examined in its static and dynamic properties.

This abbreviation stands for Computational Fluid Dynamics which is a commonly used tool in generating solutions for the flow of fluids without or with solid interaction. The analysis in CFD are based on the flow of fluid according to the physical properties that are the pressure, velocity, temperature, density as well as the viscosity are performed. The virtual generation of solutions with physical phenomenon in association with flow of fluids lacks a compromise on the accuracy. This means that the properties are to be included simultaneously.

A model that is mathematical of the physical scenario and the numerical method use software tool for analyzing fluid flow. One example is the Naiver-Stoke that is an equation specifying the mathematical model of the physical scenario. The model in mathematics vary in relation to the content in the problem. The content may be mass transfer, heat transfer, phase change, chemical reaction as so on. In addition to this, the analysis in CFD greatly depend on the whole process in the structure. The mathematical model has a verification that is very important in creating an accurate scene that solves the problem. Besides, the determination of best numerical problems that generate the path going past the solution being as important as the model in mathematical form. The software used would analysis the conduction of the key elements when generating processes that are product sustainable just like the physical prototypes being able to be drastically reduced.

The simulation process has evolved into an important design for current development of products landscape. Mostly, engineers have been able to use this ANSYS software to make use of the multi physics that are better in prediction depending on the reaction of the design to all the conceivable environment. The purpose is to come up with a design that is faster, better performing and cheaper products. The ANSYS software has a workbench that brings together the meshing, modelling, fluid, structural, electromagnetics, dynamics and the turbo system all in one roof. The convergence of the ANSYS, there is a talk on the ANSYS future (Chen, 2011).

The functioning of the ANSYS workbench make use of the drag and drop schematic in the project  to link the process of simulation, CAD, tool optimization and the project updates. Parameter modification and the changes are made to any selected section of the schematics as well as the automatic workbench updating of the project. The simulation is possible to save time by the production of iterations, max/min, DOEs and other scenarios. The software also allows the transfer of data information between projects facilitating easy Multiphysics.

The Computational Fluid Dynamics is one of the fluid mechanics branch that makes use of numerical algorithms and methods in solving and analyzing problems that involve the flow of fluids. The modelling in CFD are based on the equations that govern the dynamics of fluids; momentum, mass conservation and their energy. The use of CFD helps in the prediction of flow of fluid behavior depending on software tool mathematical modeling. This is now used in wide valid tools of engineering. The process of simulation in CFD is based on numerous steps that all involve the fluid flow analysis such as the analysis of the V6 7800cc engine in this research (Ishii & Hibiki, 2010).

The steps are primarily consisting of three main steps in the process of analysis. These steps are the;

Pre-Processing – this step occurs first as the process of simulation would need help in the described geometry that has to be in a good manner. The person doing the simulation has to make an identification of the interested fluid domain. The interested domain has to be further divide into smaller segments that are known as step in mesh generation. A number of pre-processing can be performed in this step. The pre-processing software that may be used are the SOLIDWORKS and the ANSYS Meshing or the TGrid.

Solver – Once the physics problems have been identified, model on the physics flow, properties of the fluid materials and the set boundary conditions are put to solve the problem with the help of a computer. The used software that may be used in this step include the ANSYS CFX, ANSYS FLUENT, CFD++, Star CCM and the OpenFOAM. These software could be used depending on their unique capabilities. The use of this ANSYS software allows the possibility of solving equations that govern problems that relate to the flow.

Post-processing – the last step involves the obtaining of the results form an analysis of various methods that include vector plots, contour plots, streamlines, data curves and so on. Appropriate graphs are able to be graphically represented and reported in this step. The mostly used software in this step are the ABSYS CFD-Post, FieldView, Tecplot 360 and the EnSight (Chen, 2011).

Meshing in ANSYS is provided by numerous spectrum of tools for the task of meshing. These meshing tools facilitate the formation of meshes in regards to fluid dynamics. Every meshing tool has a defined set of capabilities and needs. However, all the tools required in meshing procedures are developed with the aim of powerful and robust solution for mesh development thereby reducing the time needed for the creation of meshes. This mesh creation is also done while maintaining t high accuracy in the results in a short time. The meshing workbench in ANSYS software does the similar end purpose as all other meshing engineering software but at an advanced modules of meshing at easy use and parametric mesh solving. There are various meshes that are considered in this step. They are the; hexahedral, prismatic inflation layer, hexahedral core, cut cell Cartesian, hexahedral inflation layer, body fitted Cartesian and the tetrahedral.

1. Launching an IC engine System

The geometry of the simulation file is downloaded from the customer portal then the workbench has to be started. In the workbench, the engine’s analysis system id dragged onto the project schematic page and the ICE edited for its properties taking note of the green tip beside the ICE tick. The green tick authorizes proceeding into the next IC engine step.

1. Reading an existing geometry into an IC engine and decomposition.

The design model of the geometry cell is opened and a desired dimension is selected. In this research is was best determined to use mm. afterwards, the geometry file has to be imported taking not of the valve properties of the engine in study. The inputs are then provide or the purpose of decomposition. The cylinder line is edited in the cylinder faces applied noting that half of the geometry in display is the one considered. The symmetry faces are selected and applied as was done before after rotating the diagram.

Next is the definition of the post processing files where the distances are from the reference plane. Various distances can be input to define various planes in space. These distances are entered and separated by semicolon (Günther & Sens, 2017).

The valve that have to be considered are then set as well as considering the valves that are not to be considered. The valves are set by selecting the respective valves and applied for accepting these respective selections. The dimensions of the valve are defined in this step. New IC valve data are added on the “add new IC valve data group” where the valve body type was set to the EX valve. The valve body and its corresponding section are selected. A value of 0 mm is set for the valves that are not considered, exhaust valves.

Next is the selection of the inlet and outlet plenum where there are default values of these surfaces for reduction in simulation time. The generate key is clicked and the decompose key is then clicked after which the geometry preparation and processes on decomposition process themselves in a minute.

The valve lift could be set as a parameter to easily allow numerous valve lifts to be investigated. The FD1 is enabled for the in valve and the parameter set to valve lift. The design model is then closed and saved.

1. Mesh setup definition and geometry of the mesh

The IC engine is analyzed in the mesh cell. In this step the setup mesh is clicked in the engine tool bar for the definition of the mesh parameters where the default settings are retained. The mesh analysis is then automatically operated after clicking the okay button. The port mesh controls are set and the IC mesh generation activated for mesh generation. Once the mesh is generated, the meshing window is closed. The mesh cell is the updated on the workbench window to complete the meshing step. The project is then saved.

1. Addition of design points for observing the changing results with the changing input parameters.

After the decomposing of the mesh, the boundary conditions are defined as well as the monitors and post-processing images. The data and images that have to be added in the report are also set. The solver settings are edited where the various default settings of the steps are checked. The settings can be changed if need be. All the tabs in this solver settings have to be perused. This research will be suing the default solver settings. The dialogue box of the solver settings are then closed.

1. Simulation running.

The general solver settings are set and the solution is started. The setup cell in opened and could be run in parallel with more number of processes for faster completion of the solution. The fluid launcher dialogue box is activated after which the fluid opens reading the mesh files and setup case. This study makes use of the monitor based convergence criterion where on velocity magnitude is defined in an interior face zone after which this information would be used in defining the convergence criterion. The convergence criterion is added for the weighted criterion. The monitor surface-mon-5 is activated. The convergence is successful f all the criteria as satisfied. Complete the parameter loop and the ANSYS workbench is accessed to view the parameter and workspace and edited.  The simulation would then run for every design point taken some time where every solution for every design point is updated (De, et al., 2017).

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