Intake Manifold Length Effects on Turbocharged Gasoline Downsizing Engine Performance and Fuel Economy

Taylor, James; Gurney, David; Freeland, Paul; Dingelstadt, Rene; Stehlig, Jürgen; Bruggesser, V.

doi:10.4271/2012-01-0714

Cited by 15 publications

(6 citation statements)

References 13 publications

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“…The manifold length or pipe length was changed from 500 mm to around 2000 mm whereas speed varied from 1500 rpm to 3000 rpm. Taylor et al, [51] simulated a 1400 cc turbocharged gasoline engine on the GT power CFD simulation tool. They studied the consequence of changing manifold length for said engine.…”

Section: Effect Of Variation In Shape and Tuning Of Intake Portsmentioning

confidence: 99%

Review Analysis on CFD Techniques and Numerical Methods for IC Engines Fueled with Diesel and Biofuels

Bhavesh Pathak,

Asfakahemad Shekh,

Nikul Patel

et al. 2023

ARFMTS

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Over the years, there has been a drastic reduction in petroleum-based fuel stocks and stringent emission requirements for internal combustion engines by environmental authorities around the world. A marginal improvement in efficiency and emissions shows significant benefits. Fluid motion within the combustion chamber plays a vital role and is considered a crucial parameter for controlling the combustion process. The fuel supply system or induction system of the Spark Ignited engine prepares and controls air-fuel mixing. The system in the SI engine is capable of generating bulk motion and turbulence prior to the ignition process. In the CI engine Induction system (Swirl and Tumble), the shape of the chamber (Squish) controls the path and quality of air whereas the diesel injection system controls Spray characteristics (Penetration, Atomization, Break-up, and Evaporation of Spray). During the last three decades, a lot of efforts have been made by researchers to develop multidimensional fluid dynamics codes for the prediction of flow in an engine for reducing engine development time and cost. To be a more trusted and acceptable tool, the results of numerical analysis of the combustion chamber. and its fluid dynamics have to show accuracy in the prediction of emission standards and combustion parameters by taking the minimum possible time. This article reviews the methods and results of numerical analysis and CFD results of CI engines run on diesel and biofuels. It also reviews results and their accuracy for different CFD.

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Section: Effect Of Variation In Shape and Tuning Of Intake Portsmentioning

confidence: 99%

Review Analysis on CFD Techniques and Numerical Methods for IC Engines Fueled with Diesel and Biofuels

Bhavesh Pathak,

Asfakahemad Shekh,

Nikul Patel

et al. 2023

ARFMTS

View full text Add to dashboard Cite

show abstract

“…Such "positive" tuning is normally reserved for highspeed, high-performance NA engines where knock is unlikely to occur. In 2012, Taylor and collaborators at Mahle investigated tuning effects on a downsized turbocharged gasoline engine [324]. The standard turbocharged engine method "inert tuning"-use of very short intake runners to avoid wave action-was compared to conventional intake tuning for increasing volumetric efficiency and "anti-tuning," where the goal was to have low pressure at IVC.…”

Section: The 2010s: Aggressive Co 2 Targets Electrification and Downs...mentioning

confidence: 99%

Knock: A Century of Research

Corrigan¹,

Fontanesi²

2021

SAE Int. J. Engines

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Knock is one of the main limitations on increasing spark-ignition (SI) engine efficiency. This has been known for at least 100 years, and it is still the case today. Knock occurs when conditions ahead of the flame front in an SI engine result in one or more autoignition events in the end gas. The autoignition reaction rate is typically much higher than that of the flame-front propagation. This may lead to the creation of pressure waves in the combustion chamber and, hence, an undesirable noise that gives knock its name. The resulting increased mechanical and thermal loading on engine components may eventually lead to engine failure. Reducing the compression ratio lowers end-gas temperatures and pressures, reducing end-gas reactivity and, hence, mitigating knock. However, this has a detrimental effect on engine efficiency.Automotive companies must significantly reduce their fleet carbon dioxide (CO 2 ) values in the coming years to meet targets resulting from the 2015 Paris Agreement. One path towards meeting these is through partial or full electrification of the powertrain. However, the vast majority of automobiles in the near future will still feature a gasoline-fueled SI engine; hence, improvements in combustion engine efficiency remain fundamental.As knock has been a key limitation for so long, there is a huge amount of literature on the subject. A number of reviews on knock have already been published, including in recent years. These generally concentrate on current understanding and status. The present work, in contrast, aims to track the progress of research on knock from the 1920s right through to the present day. It is hoped that this can be a useful reference for new and existing researchers of the subject and give further weight to occasionally neglected historical activity, which can still provide important insights today.

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“…al. investigated a gasoline engine of 1.4 liter turbocharged in a GT Power engine simulation tool and found that the induction tuning increase the consumption by 5% over baseline [4]. Jae-soon Lee et al studied an optimal design of the intake system by varying different parts such as volume of the plenum chamber, length of intake manifold and surge tank and plenum chamber [5].…”

Section: Introductionmentioning

confidence: 99%

Simulation of Air in the Intake Manifold Flap of an Internal Combustion Engine

Dima

Oprica²,

Nicu³

et al. 2018

AMM

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The objective of this study is to analyze and predict the flow through the intake manifold using a computational fluid dynamics program (CFD). The performance of internal combustion engine depends of the intake manifold and its components. Three model of the intake manifold flap was created and analyzed by using the commercially available ANSYS software. The volumetric efficiency which affects the engine power and torque is affected by the flow of air in the intake manifold. These paper reviews the work realized by various researchers in the field of variable intake manifold. The CFD plots offers valuable information’s of the flow field and tension distribution in the various part of intake manifold flap mechanism. The results show that the CFD model can be used as a tool for improve and optimize various part of the intake manifold flap.

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Intake Manifold Length Effects on Turbocharged Gasoline Downsizing Engine Performance and Fuel Economy

Cited by 15 publications

References 13 publications

Review Analysis on CFD Techniques and Numerical Methods for IC Engines Fueled with Diesel and Biofuels

Review Analysis on CFD Techniques and Numerical Methods for IC Engines Fueled with Diesel and Biofuels

Knock: A Century of Research

Simulation of Air in the Intake Manifold Flap of an Internal Combustion Engine

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