Seoul 2000 FISITA World Automotive Congress F2000A007

June 12-15, 2000, Seoul, Korea

Three-dimensional Flow Characteristics and Engine Performance for the

Geometry Modification of Intake Manifold in Multi-cylinder Diesel Engine
Min-Ho Kim * , Woo-In Chung, and In-Bum Chyun

Kia Motors Corp., 700 Naebang-dong Seo-gu Kwangju, Korea

Air motion inside the intake manifold is one of the important factors, which govern the engine performance and
emission of multi-cylinder diesel engines. Hence the flow phenomenon inside the intake manifold should be fully
understood in order to consider the current requirement of higher engine efficiency and lower emission. In this paper, the
internal flow characteristics in the intake manifold of a six-cylinder diesel engine is investigated computationally for the
variation of spacer and chamber width under steady state. Also, this study is to examine its effects on engine performance
such as volumetric efficiency, fuel consumption rate, smoke and NOx. For the computational study, grid generation was
carried out. The governing equations for steady, three-dimensional, incompressible, turbulent flow are solved with the two
equation k-εmodel to consider the complexity of the geometry and fluid motion. The overall flow field inside the intake
manifold and various quantities, such as pressure, velocity distribution were examined. In accordance with the design
modification of chamber width and spacer, fuel consumption rate and emission material such as smoke, NOx were
investigated under motored conditions. As a result of this study, we could identify the flow characteristics inside the intake
manifold and suggest the improved design to increase the engine performance.

Keywords: Flow Distribution, Intake Manifold, Volumetric Efficiency, Grid Generation, Smoke

variable factors. Three-dimensional numerical analysis

INTRODUCTION was performed, and through experiments on engine
performance for the variable factor of intake manifold,
volumetric efficiency, fuel consumption rate, smoke, and
Until now, most studies carried out to improve the NOx were measured.
combustion engine have focused on high efficiency, low
emission, and flow characteristics inside intake system and
combustion chamber. However, the inhaled air travel to COMPUTATIONAL METHODOLOGY
the intake port through a very complicated path including
the air cleaner, intake pipe, and intake manifold. Hence, GOVERNING EQUATION - To predict the flow char-
the design of the intake manifold is an important factor acteristics inside the intake manifold, three-dimensional
which determines the engine performance and emission incompressible steady state Navier-Stokes equations were
rate[1]. solved. The Continuity and momentum equations are as
To understand the flow characteristics inside the intake follows.
manifold, much research has been carried out. Cham-
pman[2] has performed two-dimensional unsteady – Continuity equation:
calculations of the manifold flow in a four stroke engine. ∂U i
Dimitriadis[3] have applied a three-dimensional but steady =0 (1)
flow model to idealized manifold type junction. H. ∂Xi
Yokata[4] and Arcoumanis[5] visualized the internal flow
in intake manifold under steady state. A. Ohata and Y. – Momentum equation:
Ishida[6] investigated the inlet dynamic effects on the
volumetric efficiency of a four cylinder engine by a ∂U i U j + U i′ U j ′  2
method of a one cylinder activation.   = − 1 ∂P + ν ∂ U i (2)
As mentioned above, research has hitherto been ∂ Xi ρ Xi ∂ Xi∂ X j
focused on experiment under steady state and the
numerical analysis by the simplified model to predict the A standard k-εturbulence model, which is generally
flow characteristics inside the intake manifold. But there used in the analysis of turbulent flow field with a high
are very few studies that address the effects of flow Reynolds number, was applied. Two equations containing
characteristics on engine efficiency. To obtain a low fuel k, the turbulence kinetic energy, and ε, the dissipation of
consumption rate and also a low rate of emission, the turbulent energy, was used, and expressed as follows:
therefore, it is very important to carry out research that
examines the flow characteristics inside the intake ∂U i k ∂  ν t ∂k 
manifold and its effects on the engine performance. =   + Gs − ε (3)
∂X i ∂X i  σ ∂X 
In this study, an intake manifold of naturally aspirated  k i 
six-cylinder diesel engine was chosen. The flow charac-
teristics inside the intake manifold and the engine ∂U i ε ∂  ν t ∂ε  ε ε2
performance were examined for the modification of the =   + C1 G s − C 2 (4)
∂X i ∂X i  σ ∂X 
spacer and the volumetric change of the chamber as  ε i  k k

*kimminho2000@yahoo.com
where
 ∂U i ∂U j  ∂U i
Gs = ν t  + 
 ∂X j ∂X i  ∂X j
 
k2
ν t = Cµ C µ =0.09
ε
(a) Full open outlet
The coefficients of Eq.(3) and Eq.(4) are shown in Table 1.

Table 1. Coefficients of k-εmodel

σk σε C1 C2
1.0 1.2 1.44 1.92

(b) No. 1 and No. 4 cylinder activation

GRID GENERATION AND COMPUTATIONAL
MODELING - The procedures of the grid generation for
computational analysis were performed as follows. Using
CATIA, which is a three dimensional CAD software, a
three dimensional wire frame and surface data were
produced; By applying the data to ICEM/CFD, exclusive
code for grid generation, a solution domain was made and
the sufficient number of grid point was given. The final
meshes consist of 280,000 fluid cells. In numerical (c) No. 2 and No. 6 cylinder activation
simulation, STAR-CD, the computational fluid dynamics
code, was used, which based on FVM (Finite Volume
Method).
Fig.1 shows computational model. The spacer is
located along the centerline of the inlet duct. The diameter
of the inlet duct is a 88mm, the height and length of
chamber is 60mm and 683mm respectively. The width of
the chamber, a modification factor, is changed from
75mm, to 83mm and 91mm in order. In the steady state, (d) No. 3 and No. 5 cylinder activation
the simple algorithm, which is a correction method for Figure 2. Four types of outlet boundary conditions
pressure, and upwind differencing scheme were used.
The convergence criterion was determined by the
magnitude of a residual resource of the six governing At the inlet of boundary surface, it is necessary to know
equations such as one continuity equation, three momentum the values of the flow variables to analyze flow field inside
equations, two turbulence equations. In other words, a intake manifold, while the turbulence kinetic energy and
relative residual deviation of less than 0.1 percentage was the dissipation of the energy are needed when the
permitted, which is the error resulting from dividing the concerned flow field has characteristics of the turbulence.
differences between previous and current computational In this study, the inlet air velocity was measured in
result variables. The relaxation factor was 0.3 for velocity, 0.7 experiment and a flow of about 9m/s～26m/s velocity was
for turbulent term, and 0.2 for pressure respectively. allowed to stream vertically onto the inlet boundary
surface of each model. The intensity of the turbulence was
assumed to be 10% of the inlet velocity of the fluid. To
calculate the turbulence kinetic energy and the dissipation
in the inlet area, following equations were used.

Figure 1. Computational model
k 1.5
k = TU 2 ε = Cµ0.75 (5)
lc
In the equations, T means the intensity of the
turbulence in the inlet area, and characteristic length lc was
regarded as the diameter of the inlet duct. The walls are
described as adiabatic and ‘wall function’ was used. Four
cases of outlet boundary conditions are applied. One of
them is the case that all cylinders are activated as
illustrated in Fig.2(a). The others are those that two
cylinders are activated. Full open outlet condition was
applied to estimate the inflow characteristics of air
distribution for each port. As shown in Fig.2(b), (c), (d), to
predict the flow characteristics according to the ignition
order, the two open outlet condition that shows the
opening state of the port valve of a running engine was
adopted.

2
COMPUTATIONAL RESULTS
AIR MASS DISTRIBUTION CHARACTERSITICS
OF FULL OPEN OUTLET - To analyze a suitable
position of the outlet area, the air mass distribution of the
each intake port was analyzed using the boundary condi-
tion of full open outlet shown in Fig.2 (a).
Figure 3. The air mass distribution at each outlet region
Fig.3 shows that the engine speed was 1160rpm, and
demonstrates the air mass distribution according to the
modification of the spacer at each outlet area to 75mm and
91mm chamber widths respectively. In the case of the
75mm model without the spacer, air mass distribution of
port 4 was weak. And 75mm model with the spacer, air
mass distribution of port 6 was weak. In the case of 91mm
model, the distribution of port 4 was general weak
regardless of the modification of the spacer. Similar results
were seen when engine speed was modified to 1740rpm
and 2900rpm. In other wards, the air mass distribution was
not affected by engine speed. It was deemed that the
affective primary factor was not the engine speed, rather
the inlet discharge variation of the intake manifold.
(a) Model without spacer
(b) Model with spacer
Figure 4. Vector plot at the horizontal section of 75mm
chamber model in case of 1160rpm
Fig.4 illustrates, in the model with 75mm chamber
width at 1160rpm, the results of the flow velocity
distribution according to the spacer modification measured
in m/sec. There were differences between right and left
inlet air velocity at inlet duct of Fig.4(a) due to the
asymmetric shape of the manifold. At the horizontal
3
middle section, the velocity distribution of the left side was
higher than that of the right. And there was a stagnation
area at both ends of the chamber. There was a steep
velocity gradient in the inlet area of port 4. Fig.4(b) shows
the results for the model with a spacer, indicating that the
velocity distribution of the right and left flow ranged
impartially; an extensive re-circulation flow affected the
decrease of the air distribution into port 4 and 6. Fig.5
shows the result of particle path inside manifold. In the
chamber region near port No.4, a vortex was formed. Also,
this flow affects the decrease of the air distribution into
port No.4.
Figure 5. Particle tracking of 75mm chamber model with
full open outlet boundary condition
Figure 6. Particle tracking of 75mm chamber model with
No.1 and No.4 cylinder activation
AIR MASS DISTRIBUTION CHARACTERSITICS
OF TWO OPEN PORTS - Inspecting the stroke of a 6-
cylinder diesel engine, in which ignition order is 1-4-2-6-
3-5, the intake port starts one stroke, then cylinder No.5
finishes its intake stroke. After cylinder No.1 starts intake
stroke, cylinder No.4 starts at regular time intervals. At
that time, two intake valves open simultaneously. The
analysis toward conditions of two open outlets was carried
out using the three conditions shown in Fig.2(b), Fig.(c),
Fig.(d) as the boundary conditions designed from the
opening mechanism of port valve of an actual running
engine. Fig.6 and Fig.7 show the application of the outlet
conditions of Fig.2 (b) and Fig.2(c). Chamber width is
75mm and inlet velocity is that of 1160rpm. There was a
vortex in the chamber region between port No.3 and port
No.5. Also, a stagnation area was formed at the left end of
chamber.

Figure 7. Particle tracking of 83mm chamber model with

No.2 and No.6 cylinder activation

Fig.8 shows the value of the mean velocity at the inlet

area of each cylinder according to the modification of the
spacer in the models with chamber widths of 75mm and
91mm respectively. In the case of 75mm chamber model at
1160rpm, the low speed area, the model without the spacer
showed a slightly higher value of fluid velocity than the
model with the spacer in all cylinders except cylinder
No.6. But at 1740rpm and 2900rpm, which are middle and
high speed respectively, the fluid velocity in the model
with the spacer was higher than in the model without the
spacer in all cylinders.
In the case of 91mm chamber width at 1160rpm which
is the low speed area, the model without the spacer showed
a slightly greater value of fluid velocity than the model
with the spacer in all cylinders except cylinder No.5 and
No.6. This means that in the case of 75mm chamber, the
model without the spacer had an advantage at low speeds,
but at middle and high speeds, the model with the spacer
was more efficient. In the case of 91mm chamber model,
the model without the spacer had an advantage at the low
and middle speeds, but at high speeds, the model with the
spacer was more efficient. As the chamber width
increased, the value of fluid velocity in cylinder No.4
increased but the fluid velocity in the rest of the cylinders
showed overall tendency to decrease, irrespective of the
modification of the spacer or the rotational speed of
engine.

EXPERIMENTAL APPARATUS AND

PROCEDURE

The present study was undertaken to measure the

amount of intake air used for inlet boundary condition of
numerical study. The study also considered the influence on
volumetric efficiency, fuel consumption and the amount of
NOx and smoke in exhaust gas according to the geometry
variation of spacer and chamber width.

EXPERIMENTAL APPARATUS - The experimental

apparatus used in this study was the test engine, a
dynamometer, an exhaust gas analyzer, and an inlet air
flow meter. The schematic diagram of the experimental
apparatus used on this experiment is shown in Fig.9. Figure 8. Mean velocity at each intake port

4

Figure 9. Schematic diagram of experimental apparatus
Test Engine - In conducting the engine performance test,
a 6-cylinder, naturally-aspirated 7.4ℓdiesel engine was
used to determine the influence of the variation of intake
manifold on engine output, exhaust emission and amount
of inlet air. Table 2 shows the specification of tested
engine.
Dynamometer And Exhaust Gas Analyzer - The water-
cooled dynamometer has a maximum absorbing power of
370kW and a maximum absorbing rotational velocity of
600rpm, was used for the measurement of engine output.
The measurement of emission was performed on NOx and
smoke, 3.5m away from the exhaust manifold using
CLD(chemeluminescent detection) type NOx analyzer and
BOSCH type exhaust gas analyzer.
The Inlet Air And Air Flow Meter - A vortex flow meter
was used for measurement of the amount of inlet air and a
weight type flow meter was installed to measure the
amount of fuel consumption during 20 seconds. Diesel fuel
with approximately 0.1 weight percentage of sulfur
stipulated by KS M 2610, was used.
EXPERIMENTAL METHOD - In this study, the mod-
ification of the spacer, the variation of chamber width and
the rotational speed of engine were used a modifying
factors. Performance test was conducted to consider the
influence on volumetric efficiency, fuel consumption,
smoke and NOx in exhaust emission. The factors measured
were torque, NOx, smoke, coolant water, outlet temper-
ature, intake pressure, outlet pressure and fuel temperature.
And the amount of inlet air was measured at the location of
3m above from the intake manifold.
In order to run the engine in a consistent state during
the experiments, engine output was maintained at 46.5
±0.5 kg・m, 50.0 ±0.5kg・m, and 44.5 ±0.5kg・m at
the 1160rpm, 1740rpm, and 2900rpm respectively. Other
engine conditions such as coolant water outlet temperature,
inlet air temperature, the temperature of supplied fuel, air
pressure were maintained at a constant 80 ±2℃, 35
±2℃, 25 ±2℃, 125 ±5mmHg respectively.
EXPERIMENTAL RESULT AND DISCUSSION
PERFORMANCE CHARACTERISTICS ACCORDING
TO THE MODIFICAION OF THE SPACER - Fig.10
5
shows the result of an engine performance test according
to the modification of the spacer in 75mm chamber model.
Judging from Fig.10, the fuel consumption rate and smoke
in the case of the model without the spacer decreased in
low speed condition (1160rpm), but began to increase
under high speed condition(2900rpm). It is because the
volumetric efficiency, represented by the amount of inlet
air, decreased at high speed, affecting the fuel consump-
tion and smoke. The NOx in the case of the model with the
spacer increased at high speeds, due to the reaction of
oxygen and nitrogen caused by the increase of inlet air.
In Fig.8 which shows the results of the analysis, the
value of the mean velocity in each cylinder indicates that
the manifold without the spacer had an advantage at low
speed with regards to volumetric efficiency, in accordance
with the experiment data. As shown in Fig.10, when
designing the intake manifold for high-speed, to reduce the
fuel consumption rate and smoke, it is necessary to attach
the spacer inside the intake manifold to avoid the flow
interference at each cylinder.
Table 2. Specification of the test engine
Item Specification
Six-Cylinder
Water-Cooled,
Type
Direct-Injection
Four Cycle
Displacement 7412
Bore(mm) ×Stroke(mm) φ 100×130
Compression Ratio 19.7 : 1
Max. Torque(kg・m ) 50 at 1700rpm
Max. Power(ps) 177 at 2900rpm
IVO : BTDC 12˚
IVC : ABDC 52˚
Valve Timing
EVO : BBDC 51˚
EVC : ATDC 13˚
Effective Valve Seat Intake : φ 43
Diameter Exhaust : φ 37.4
Firing Order 1-4-2-6-3-5
PERFORMANCE CHARACTERISTICS ACCORDING
TO THE MODIFICAION OF THE CHAMBER - Fig.11
shows the result of the engine performance test on the
modification of the chamber width in the case of the model
with the spacer. As the chamber width increased, the
volumetric efficiency showed a tendency to decrease at
middle and high speeds, but it showed a tendency to
increase at the low speed. With regards to the mean
velocity at each cylinder, according to the analysis results,
as the chamber width increased, the mean velocity gener-
ally decreased. It showed a similar tendency in the
experimental data shown in Fig11. With regards to the fuel
consumption and smoke, both decreased at low speed as
the chamber width increased, however at high speed, it
showed a slight tendency to increase.
In the case of NOx, it showed a tendency to increase as
the chamber width increased, but at middle and high
speed, it showed no clear difference. It is deemed that as
shown in the analysis result of Fig.8, because the increase
of inlet air at low speed area made air-fuel ratio low, there
was an accompanying decrease in smoke and in the fuel
consumption rate.
Figure 10. Engine performance for the modification of
spacer in 75mm chamber model
CONCLUSION
Through computational and experimental study, the
following conclusion may be drawn as the result of
conducting flow analysis and the engine performance test
in accordance with the modification of the spacer and the
chamber width.
6
Figure 11. Engine performance of model with spacer for
the modification of chamber width
Under boundary condition of all open outlet, as the
analysis result of relative air distribution, the distribution
rate of all ports was in the range of approximately
14%～19%, and the air distribution rate into port No.4
was the least one.
The velocity distribution in the chamber was more
distinct in the lower layer than in the upper layer. From the
analysis result of the mean velocity, the model with the
spacer was higher than the without spacer at high speed,
and it shows that the model with spacer is more efficient
than the other model without spacer.
In the case of the engine performance test, with regards
to the fuel consumption rate and smoke at low speed, the
case of the model without the spacer decreased more than
the model with the spacer. But at high speed, it shows a
tendency to increase, contrary to the finding at low speed.
In case of the model with the spacer, as the chamber
width increased at low speed, the fuel consumption and the
smoke decreased, but increased at high speed. Therefore,
in order to develop a high efficiency, low emission engine
at high speed, the attachment of a spacer inside the intake
manifold and the reduction of the chamber width is
required for optimum results.
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