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940210

Optimal Design of the Intake System in 4-S I.C.E.

Rafael Royo, Jos Corbern, and Antonio Prez

Universidad Politchnica de Valencia

The Engineering Society For Advancing Mobility Land Sea Air and Space

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940210 Optimal Design of the Intake System in 4-S I.C.E.

Rafael Royo, Jos Corbern, and Antonio Prez
Universidad Politchnica de Valencia

ABSTRACT
This article sets global rules for the design of the different elements of the intake system for a wide range of 4-s. i.c.e, examining the different phenomena related with the gas exchange process. With this objective, a broad analysis of a set of very different automotive engines was carried out, using a full wave action model developed by this same research group and widely checked by comparison with experimental results. The design criteria presented in the paper have been extensively and successfully applied in different development projects carried out for several automotive engine companies.

INTRODUCTION
The design of the intake system commonly implies a complex process of synthesis which is mainly based upon experimentation on the engine test bench. A great part of the bibliography concerning this subject [1], [2], [3], [4], [5], considered only specific elements of the intake system or particular engines, so it seemed necessary to undertake a wider analysis, with the final objective of trying to set up some design criteria with the necessary universality. In this way, the article tries to exceed the limits of the design of specific elements of the intake system or individual engines, and instead sets global rules for the design of the whole intake system for a broad range of 4-s. i.c.e.

juxtapositioned. In this way, the comprehension of the most important phenomena that affects the gas exchange process is provided, including the influence of pressure waves in the intake manifold upon the charge of the cylinder. The code used for modelling the operation of the engine is based on a full wave action model [6], onedimensional, unsteady and non-homentropic, solved by means of the well known Lax & Wendroff method [7]. Special modifications have been introduced to improve the conservation properties of the scheme when there are pipes with high cross section variation rates [8]. The development of this code was carried out by the same research group [9], and a high accuracy in the results has been achieved, especially in all those related to the gas exchange process. This code has been extensively used in several development projects carried out for different automotive companies. The results of these studies have been successfully tested on the engine bench. In figures 1 and 2,

METHODOLOGY
The study has been carried out using a calculation code to model tie operation of the engine, a method which allows an exhaustive analysis of the different factors that affect the gas exchange process in the engine. This permits the easy modification of the different operating and design parameters, from which it is possible to discern the influence of different factors normally

Fig. 1 Comparison of measured and calculated volumetric efficiency.

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comparisons between measured and calculated curves of volumetric efficiency vs. engine speed at full load are shown for two spark ignition engines of 1600 cm 3 and 1800 cm3 of displacement. The larger one is a 4-valves per cylinder engine.

The use of the calculation code has made this large and complex study possible. The analysis of the results of the work, which consisted of calculating hundreds of different intake geometries for the six engines, has finally provided a set of rules for determining the design of the intake system.

INFLUENCE OF PRESSURE WAVES IN THE INTAKE MANIFOLD UPON THE VOLUMETRIC EFFICIENCY. FREQUENCY PARAMETER.
To determine the criteria for the design of the intake system, first an approach to the complex phenomena which affects the gas exchange process in the engine is necessary. From these, the transmission of the pressure waves along, the intake manifold is one of the most influential factors upon the cylinder charge process [1], [2], [10]. Considering the real engine operation during the intake stroke, the vacuum associated with the increase of cylinder volume caused by the displacement of the piston, produces the transmission of a rarefaction pressure wave towards the intake pipes. This pulse travels along the intake system. towards the end of the pipe that is opened to the atmosphere where a reflection takes place producing a wave of the opposite sign. In this way, a positive pressure pulse, with less amplitude than the original one, returns through the different elements to the cylinder, reaching the intake valve with a certain delay time in relation to the original pressure wave. During this delay time, the engine rotates a crank angle (delay angle, see figure 3), whose adequate characterization has a substantial importance in the study of the charge process. This delay angle [1] could be adequately represented by means of the parameter referred to as Frequency Parameter (here abbreviated as FP parameter) [10], which has been shown to be very useful in the study of the intake system. This parameter is defined as the relation between the natural frequency of the intake system and the frequency associated with the rotation of the engine. Assuming a simplified geometry, such as a single cylinder engine with an intake manifold consisting only of a straight and constant section pipe running directly to the atmosphere, the defined frequency parameter has an explicit and useful meaning:
NATURAL FREQUENCY 30 a - = -----------FP = -------------------------------------------------------------------ENGINE FREQUENCY La

Fig. 2

Comparison of measured and calculated volumetric efficiency.

As can be seen, a very close resemblance in the results obtained with the use of the code is provided in the overall operating range for both engines. In trying to achieve the necessary universality for the conclusions of this article, a wide range of engines with very different characteristics concerning size, geometry, operating conditions and specific application have been analyzed. In this way, the range of the study extends from a multivalve spark ignition engine with 1180 cm 3 of displacement and 6500 rpm of maximum speed up to a turbocharged diesel engine with 12000 cm 3 of displacement and 2000 rpm of maximum speed. The appendix summarizes the most important characteristics of the different engines which have been analyzed, encompassing the following: * spark and compression ignition, * natural aspirated and turbocharged, * different number of cylinders (four and six), * fast and slow types, * wide range of automotive application. These engines have been extensively analyzed along different development projects carried out by the research group. The wide parametric study of the different described engines has been carried out considering a variety of representative operating conditions (speeds and loads) and a complex combination of the different parameters which defines the geometry of the intake system. The frequency parameters which will be defined in the next section have been used to characterize the geometry of the different parts of the intake system.

(1)

as the expression of delay angle is

12 n L delay = -----------------a

(2)

so in this case the frequency parameter is explicitly related with the described delay angle:

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360 FP = --------------- delay

(3)

FP=4: delay angle = 90 degrees

Fig. 3

Delay angle between original and reflected pressure pulses for FP=4.

Fig. 5

For example, from (3) (as it is shown in figure 3), a frequency parameter of 4 implies a delay angle of 90 degrees, which means that the reflected pressure wave returns upstream to the intake valve around the BDC, producing a substantial increase in the mass flow rate into the cylinder which provides an extra charge in the cylinder. In this case, the main part of the supplied mass is retained, since the immediate closing of the valve minimizes the effect of the subsequent back flow. Figure 4 shows the calculated mass flow rate during the intake period through the inlet valve for the engine of the study referred to as SI1, calculated with a simplified single cylinder geometry, and running at maximum engine speed with intake lengths leading to FP = 4, FP = 2 and FP = 10. In figure 5, instantaneous pressure in the pipe just

Intake valve pressure during the inlet period for the SI1 engine at full load and maximum engine speed for several frequency parameters.

upstream the valve is represented for the same engine with the above shown frequency parameters. The value of FP, determined by the intake pipe length and the engine speed, has a important influence on the volumetric efficiency. For example, FP = 2 implies a delay angle of 180 which means that the reflected pressure pulse returns to the valve when it is practically closed. As it can be seen in figure 5 for the same simplified geometry, in these conditions during the main part of the intake period, a pulse of rarefaction acts upstream from the valve, from which the volumetric efficiency finally becomes quite poor (see figure 4). Frequency parameter with values greater than 6 imply that the reflected pressure pulse arrives to the valve too early (as it can be seen in figure 4 for the same engine with FP = 10). So, a substantial proportion of the increment of charge caused by the effect of the pressure

Fig. 4

Mass flow rate through the valve during the intake period for the SI1 engine at full load and maximum engine speed for several frequency parameters. (Negative mass flow rate means flow coming into the cylinder). 3

Fig. 6

Volumetric efficiency vs. frequency parameter at full load and maximum speed for several studied engines.

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pulse is lost, since the back flow has a great magnitude in these conditions (see figure 4). It is important to point out that there is a certain optimal range of values in the frequency parameter [3,4,5] for which the volumetric efficiency is substantially increased by the effect of the pressure pulses acting upstream from the intake valve. In figure 6, the calculated volumetric efficiency at maximum engine speed and full load for the several engines considered in this study has been represented vs. the frequency parameter of the intake pipe. The described simplified conditions of a single cylinder engine with a straight intake pipe have also been considered for the calculations. An improvement in volumetric efficiency is always obtained if the reflected pressure pulses return before the valve closes, which is accomplished when FP are greater than 3. This increase is progressively reduced with the increase of FP, which implies that the length of the pipes is also gradually decreasing. For these different engines, an optimal range between 3 and 4.5 has been observed. Intense losses in volumetric efficiency are detected if the reflected pressure pulses return after the valve closes, when FP are lower than 3. The differences in the level or volumetric efficiency between these engines are caused by the magnitude of the available effective cross-section of the intake valve in relation to the size of the engines and the operating conditions. The cause of fluctuations observed in the different curves, which takes place within the optimal range of the frequency parameter, comes from the effect of residual pulses of previous operating cycles. They are combined with the actual pulses and depending upon the delay angle, amplify or dampen the amplitude of pressure waves finally acting upstream from the valve. These fluctuations are not detected for multicylinder engines, since residual pulses are completely dampened by their movement through the whole intake system. In actual conditions for multi-cylinder engines, the pressure waves are combined with pulses coming from the other cylinders and reflected in different points of the manifold. So, the resultant pressure upon the intake valve during the inlet process has a very complex shape, from which it is nearly impossible to find out the contribution of the different original pulses. But in a similar way to that shown for the simplified single cylinder geometries, the frequency parameter can also be defined for each part of the intake manifold in multicylinder geometries. So, as it is shown in figure 7 for a four cylinders engine, it could be considered a first frequency parameter (FP1) similar to those described for the single cylinder engine, associated with the geometry of the runners, a second frequency parameter (FP2) identified with the geometry up till the filter, and finally, even a third frequency

Fig. 7

Frequency parameters and transmission of pressure pulses in a multicylinder geometry.

parameter (FP3) related with the whole intake system. The expressions for these frequency parameters are more complex [10], and are not as physically comprehendible as FP1. The different frequency parameters are related to the reflection and transmission of the pressure waves in the different parts of the manifold. Each reflection implies an important dampening of the pressure pulses, so the first reflected waves have the most influence on the final pressure acting upstream from the valve and then upon the volumetric efficiency. So, it could be concluded that, to improve the charge of the cylinder, it is essential that: * Reflected pressure waves arrive to the valve just before it closes, obtaining of frequency parameter values in the range of [3-4.5] for one part of the intake system (tuning) [1], [5]. * These pressure waves have the highest amplitude (ram effect) [1]. So the maximum volumetric efficiency will be obtained with optimal values for FP1 (which is obtained with the length of the runners), and the level will be much greater if the cross-section of these pipes is small, since in this way the reflected pressure waves have the highest amplitude.

MAIN DESIGN SYSTEM

CRITERIA

OF

THE

INTAKE

This section discusses, from the analysis of the results of the study and according to our experience in development projects, the methodology for improving the charge of the cylinder with the design of the intake system. From the different parameters that affect the volumetric efficiency, first, the influence of the valve-port geometry will be analyzed. 4

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INTAKE PORT-VALVE GEOMETRY- At full charge conditions, the most important pressure losses in the whole intake system are produced in the flow through the valve-port geometry. These losses (with a critical influence on the volumetric efficiency at high engine speeds, and thus on maximum engine power) are characterized by the corresponding effective cross-section of the intake port-valve, which is measured experimentally in the steady flow rig. The required effective cross-section valve that achieves the optimal performance for a specific engine depends basically on its size and the operating speed range. For high speed conditions and with an adequate manifold design, the larger the magnitude of the intake valve effective cross-section, the larger the volumetric efficiency. This is the reason for the recent tendency to use multivalve geometry engine with which, if the manifold design is adequate, high volumetric efficiency could be achieved at maximum speeds, from which the power will reach very high values. But this good performance at maximum speeds has the disadvantage of producing poor volumetric efficiency for medium and low speeds, since the greater effective cross-section from the multivalve geometry causes also an increment in the back flow for lower speeds. For older intake design conceptions, with valves that have smaller effective cross-sections and lower maximum engine speeds, more compact manifolds were commonly used. From the conclusions of the study, this tendency is justified: if enough effective cross-section is not available, the potential improvement of volumetric efficiency from the optimal design of the intake manifold will be much lower, so from the economic and manufacturing points of view, it could be better to use smaller and more compact manifolds. From the study carried out, an estimation of the magnitude of the required effective cross-section of intake valves has been made up, as a characteristic depending mainly upon the engine size and its operating speed. For fast engines, the values for maximum effective cross-section must be at least about 12% of the geometric section of the piston head. For the appropriate use of pressure pulses in the manifold during the final part of the intake period, the available effective cross-section around the bottom dead centre must still be quite high, approximately 75% of maximum effective cross-section valve. Lower values are required for slow engines approximately about 10% of the geometric section of the piston head. This value could be reduced for large turbocharged engines, such as those ones commonly used for trucks. INTAKE MANIFOLD DESIGN.- The most important factor for the optimization of the cylinder charge is the design of the intake manifold, from which the engine performances at full charge are completely dependent upon. The optimization of the design of the intake manifold has the objective of getting the adequate use out of the 5

pressure pulses, trying to achieve the maximum cylinder charge for a selected operating range of the engine. So the design of the intake manifold depends basically upon the selected optimization speed and the available effective cross-section valves. These design factors are closely related: a great effective area could produce loss of volumetric efficiency at low velocities if the design of the manifold is inadequate, since the back flow at the end of the intake period can have a significant influence. From the different parameters of the design of the intake manifold, first the cross-section of the runners will be analyzed. Cross section of the runners - As global criterium, the use of small cross-section pipes in the runners are always advantageous. An approximate magnitude of around 1020% greater than the maximum effective area of intake valve is suitable. So, a high amplitude of pressure pulses is provided, and so, if the lengths of the runners are adequate to benefit from these effects, the final cylinder charge could be substantially increased. In the opposite way, if the lengths of the runners and the engine speed imply value of frequency parameter lower than 3, the selection of pipes of small cross-section cause an increase in the losses of volumetric efficiency. This effect is due to the enlargement in the amplitude of rarefaction pulses, which in these conditions act predominantly upstream from the valve during the intake process, when very low values of frequency parameter are provided. With the use of runners that have tapered sections from plenum to cylinder-head, intermediate performances between those achieved with runners that have a constant section is obtained. Its use is suitable when enough volumetric efficiency is necessary for a wide speed range. The improvement which can be obtained with its use is lower than the magnitude which is achieved with constant section runners, but it is extended to a wider speed interval. Manifold Design criteria.- Depending upon the operating speed range and the geometric requeriments, two criteria for the design of the intake manifold are proposed in this paper. These criteria provide the optimal use of pressure pulses in the intake system to improve the volumetric efficiency for a determined speed range. The first design criterium is based on using the adequate values of the parameter frequency for the runners, FP1, and is the most convenient design method since it allows the achievement of the highest volumetric efficiency. If it is not possible to obtain adequate values for the frequency parameter of the runners, because the necessary lengths of these pipes are too large, the second design criterium could be applied, which is based on the optimizing of the second frequency parameter, FP2, associated with the geometry of the intake system up till the

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filter. First design criterium - As was previously said, the use of this criterium provides the maximum levels of volumetric efficiency, since the amplitude of the pressure pulses reflected in the end of the runners is the largest, but its utilization is restricted by the required pipe lengths, which could be too long if the selected speed range for optimization is too low. This first design criterium is widely applied for fast engines of high performance, for which the achievement of high volumetric efficiency is an objective that takes priority over other possible requirements.

volumetric efficiency, even less if the optimization is intended for operating conditions of medium engine speed. For the designs optimized for high engine speeds, the influence could be more important, and in these conditions it is more convenient to get extreme values for the frequency parameter FP2 -very close to FP1 or lower than 2, which implies very short or long pipes (L2) connecting the plenum and the filter. Regarding the section of this intermediate pipe (S2 in the figure 8), for this design criterium it is preferable that the effect of pressure pulses in this part of the system should be minimal, because they usually produce a negative influence. In this way, to reduce the amplitude of pressure pulses in the intermediate pipe, it is convenient to use a section around 2.5 to 3 times greater than the runners. In these conditions, the influence of the final part of the intake system, including the filter and the inlet pipe (L3), in general is also not very significant. Second design criterium - When the application of the first criterium is not possible, because it implies the utilization of runners that are too long (since the speed range for optimization is too low), the only other way is the optimization of the frequency parameter FP2, associated with the geometry of the group 4-1 or 3-1 (for six cylinders engines). From the results of the study, a value close to 3.5 for FP2 is the optimal parameter. This method of design allows the adequate utilization of pressure pulses in this part of the intake system, but it is necessary to point out that the levels of volumetric efficiency will be substantially reduced, because the amplitude of the reflected waves will be significantly lower. The only advantage is that it allows the use of runners with as short a length as necessary to conform with the usual requirements of manufacturing. Referring to the section of the runners, in this case it is also convenient to use small sections (with a magnitude of about 10-20 % larger than the maximum effective cross-section of the valve), but constant along the whole pipe. In this way, the amplitude of all pressure pulses is higher, so the final effect upon the volumetric efficiency will also be more pronounced. For the second design criterium, it is more adequate to use manifold designs without a plenum, in order to avoid the dampening of the waves travelling through it. Instead, it is better to use a simple but well designed junction between the runners and the intermediate pipe, with the objective of maximizing the amplitude of the pressure pulses which goes through this junction. For the intermediate pipe, it is convenient to use sections (S2) that are not too big -approximately twice the section of the runners, since it is necessary for the pressure pulses to have enough amplitude. For slow engines with four cylinders, the final part of the intake system (filter and inlet pipe L3) has an important 6

Fig. 8

Nomenclature which is used for the different parts of the intake system.

When the appropriate design of the runners is possible, and if the effective intake valve cross-section is sufficient, the optimal frequency parameters FP1 will correspond to values from 3 to 4.5. If the effective cross-section valve is not big enough in relation to the selected optimization speed range, the adequate values of the frequency parameter FP1 are usually higher than 5, which implies the possibility of using more compact manifolds, but in this case the level of volumetric efficiency finally provided will be substantially lower. Referring to the section of the runners, as was said before, an approximate magnitude of around 10-20 % greater than the maximum effective cross-section of intake valve is suitable. In this case it is more adequate to use tapered section pipes, since it provides more flexible performances and good volumetric efficiency in wide operating ranges, which is particulary interesting for automotive engines with broad speed intervals. With stronger section tapering, improvements are obtained for a wider operating range, but the maximum levels will be lower. This first design criterium also requires the use of a plenum with enough volume to provide an adequate reflection of the pressure pulses and so the sufficient amplitude of waves acting upstream from the intake valve. The minimum value of volume which is adequate to use is about the same as the engine displacement. In this case, the frequency parameter associated with the whole intake system FP2 has a minor influence on the

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influence on the performance of the engine. It is necessary to take into account the effect of this part of the system on the design process. It is preferable to avoid inlet pipes that are too short, which could have undesirable effects at very low speeds. The section of this pipe (S3) is not too important, and it would be adequate to use slightly bigger dimensions than those of the intermediate pipe (S2). For slow engines of six cylinders with normal intake systems of the type 6-2-1, the final part of the geometry does not have an important influence on the performance of the engine, which means that the effect of interference between both 3-1 groups of cylinders is not important once the lengths of the 3-1 part are long enough. INTAKE VALVE TIMING - It has been observed that the modification of the intake valve timing makes it possible to have a slight adjustment in the design of the intake system. In this way, some small modifications in the performance curves of the engine are feasible for the final fitting of the engine. From the results of the study, and according to our design experience, a global tendency has been detected: delaying the intake opening point improves the volumetric efficiency for high speeds, and reduces it for the range of lower engine velocities. The opposite tendency is observed from the advancing of the valve opening. As it is shown in figure 9 for the engine referenced as SI3, calculated with a manifold designed for the improvement of the volumetric efficiency at medium speed, the before detected tendencies could be described as a rotation of the curve of volumetric efficiency around one engine speed, since progressively more influence is observed when moving away from that velocity. It is interesting to point out that, from the results of the different analyzed designs and engines, the rotation centre is usually placed very close to the speed selected for the optimization of engine performance with the design of the intake manifold. So, it can be concluded that there is a significant relation

between the influence of the intake valve timing and the design of the manifold. From the analysis of the calculated mass flow rate through the intake valves, it is observed that, for the optimal intake design, little variations in the valve timing have opposite effects on the mass flow rate during the intake process which are reciprocally compensated. For this reason there is no variation in volumetric efficiency for the design engine speed when the timing of the intake valve is slightly modificated. BRIEF COMMENTS ABOUT THE DESIGN OF THE EXHAUST SYSTEM. - Although the main objective of this study is the design of the intake system, since it is the most influence factor on the volumetric efficiency, it seems interesting to comment briefly upon the most important features referring to the design of the exhaust system. First it is necessary to avoid, whenever it is possible, the interference of the exhaust process between cylinders, since the pressure pulses produced by the opening of exhaust valve in one cylinder could act upon the other one when it is beginning its exhaust process. This interference could seriously affect the possibility of an adequate evacuation of burnt gases from the cylinder. To avoid this, it is necessary to use the appropriate arrangement of the exhaust manifold, usually 4-2-1 and to connect the cylinders in the proper order to avoid pulse interference. It is also important to use exhaust manifolds with pipes that have a large enough section, because this parameter has a critical influence on final pressure losses and in this way also on the exhaust back pressure, a parameter which significantly affects the maximum power of the engine.

RESULTS OF THE APPLICATION OF THE ESTABLISHED CRITERIA FOR THE DESIGN OF THE INTAKE SYSTEM IN THE STUDIED ENGINES
Some of the results obtained from the utilization of the described design criteria will be described in this section. They are applied to the same engines used initially in the study, with the objective being to achieve the maximum volumetric efficiency for several characteristic ranges of their operating intervals. The results of the volumetric efficiency obtained with each predesign are compared with the averaged value for the whole speed range corresponding to the engine in theoretical operation without manifolds. This level is similar for all the considered engines, around a value of 0.8, excepting for the CI3, turbocharged engine, for which the volumetric efficiency is higher, 0.9, because of the scavenging produced by the high intake pressure. For these calculations, pressure losses have only been considered in the head cylinder. In the manifold, straight pipes have been assumed, and other pressure losses are not taken into account. This is the reason for the high calculated levels of volumetric efficiency. For the first four engines, SIs and CI1, of fast type, the 7

Fig. 9

Influence of little variations of the intake timing on the curve of volumetric efficiency.

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Fig. 10

Calculated volumetric efficiency with the proposed intake system geometries for the SI1 engine.

quite narrow. A similar tendency is observed for CI1. The problems for both engines are caused by the poor magnitude of the available effective cross-section of the intake valves in relation with the high maximum engine speeds. So, as can be seen in figure 11, with this handicap it is very difficult to improve the charge at high engine speeds -only a limited optimization is achieved at medium speed with both geometries proposed. For both of the slow engines which have been studied, CI2 and CI3, the second design criterium has been applied to maximize the volumetric efficiency at medium and low speeds, optimizing the value of the second frequency parameter FP2, corresponding with the geometry of the intake system up till the filter. In this case, the lengths of the runners can be as short as is required, but the determining parameter is the length of the intermediate pipe connecting the plenum and filter (L2). With this

first design criterium has been used: the length of the runners has been calculated to get adequate values of FP1, around 4.5, and with a tapered section from plenum to cylinder-head. For the plenum, a volume equal to the engine displacement has been selected. With the SI1 engine, as it can be seen in figure 10, the design options proposed achieve a very high level of volumetric efficiency for the selected ranges of optimization -medium speeds for geometry 1, and maximum speed for geometry 2. With this second design, high values of maximum power can be obtained. These elevated values of volumetric efficiency are possible because this engine has large effective cross-section of the intake valves, according to its multivalve geometry. The results obtained for SI3, as is shown in figure 11 are quite a lot worse, mainly at high speeds, and the improved range around the selected optimization engine velocities are

Fig. 12

Calculated volumetric efficiency with the proposed intake system geometries for the C12 engine.

Fig. 11

Calculated volumetric efficiency with the proposed intake system geometries for the SI3 engine.

Fig. 13

Calculated volumetric efficiency with the proposed intake system geometries for the CI3 engine.

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methodology of design, as is shown in figures 12 and 13, the levels of volumetric efficiency obtained are very high, mainly at low speeds (results of geometry 1, figure 12), but the range of improvement is narrower and a sharp loss of volumetric efficiency is observed at high speeds. For the CI2, geometry 1 (as it is shown in figure 12) is selected to improve the charge at low speeds, and geometry 2 is chosen for medium speeds. As can be seen in the same figure 12, the manifold optimized for low engine speeds gives very poor volumetric efficiency for higher velocities. The proposed intake system for CI3, the turbocharged engine, produces a strong maximum of volumetric efficiency at medium speeds, which is very appropriate for this type of engine, since it allows an instantaneous charge of the cylinder in this speed range, thus avoiding the inertia of the turbocharger.

In this paper some other instructions for the design of the rest of the intake system are also detailed, such as the section of the pipes and the dimensions of other elements.

REFERENCES
1. Winterbone, D.E. A comparison of synthesis and analysis models for wave action manifolds. 1989, IMechE C372/037. Margary, R. Nino, E. Vafidis, C. The effect of Intake Duct Length on the In-Cylinder Air Motion in a Motored Diesel Engine. SAE paper 900057, 1990. Heinz Duelli, W. Doctoral Thesis: Berechnungen und versuche zur optimierung von ansaugsystemen fr mehr-zylindermotoren mit einzelzylindereinspritzung, 1984. Morel, T. and others; Characterization of Manifold Dynamics in the Chrysler 2.2 S.I. Engine by Measurements and Simulation. SAE paper 900679. 1990. Rozsas T., Brandstetter. W. Optimization of The Charge Process in Modern Motor Vehicle Spark Ignition Engines. SAE paper 885058. 1988. Benson, R.S. The thermodynamics and gas dynamics of internal combustion engines. Oxford University Press, 1982. Anderson, D.A., Tannehill, J.C., Pletcher, R.H. Computational fluid mechanics and heat transfer. Hemisphere Publishing Corporation, 1984. Corbern, J.M., Prez, A. Desarrollo de un nuevo esquema para el clculo del flujo no estacionario unidimensional en conductos de seccin variable, II Congreso de Mtodos Numricos en Ingeniera, SEMNI, 1993. Corbern, J.M., Royo, R., Prez, A. Nuevo cdigo de clculo por ordenador para I + D de motores de combustin interna. IX Congreso Nacional de Ingeniera Mecnica, Zaragoza (Spain), 1990.

2.

3.

CONCLUSIONS
* The most important factor for the optimization of the volumetric efficiency is the design of the intake manifold, with the objective being to adequately use the effect of the pressure waves in the pipes. The improvement in volumetric efficiency which can be obtained in a speed range with the design of the intake manifold, are directly depending on the available effective cross-section of valves. Increasing the effective area, the improvement could also be extended to a wider speed range. From the results of the study of very different automotive engines, two criteria for the design of the intake manifold have been established, which imply the optimal use of the pressure waves in the runners or in the whole geometry of the manifold. With the first design criterium, which optimizes the design of the runners, the maximum level of volumetric efficiency is achieved for a selected speed range. The application of this first criterium is limited by the required lengths of the runners, which can be too long if the selected engine speed range is very low. In the above cases, the second design criterium can be used, providing an optimal frequency parameter FP2 for the manifold, which mainly implies the use of an adequate length for the intermediate pipe connecting the plenum and the filter. Both design criteria are based on getting values of frequency parameters FP1 or FP2 close to 4, which means that the reflected pressure wave returns to the intake valve around the bottom dead centre. 4.

5.

6.

7.

8.

9.

10. Ohata, A. e Ishida, Y. Dynamic Inlet Pressure and Volumetric Efficiency of Four Cycle Four Cylinder engine. SAE paper 820407. 1982.

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SYMBOLS
a FP L n Sound speed. Parameter of frequency. Length of the pipe. Engine speed (rpm).

APPENDIX. MAIN CHARACTERISTICS OF THE ENGINES ANALYZED IN THE STUDY

ENGINE: TYPE CYLINDERS PISTON BORE (mm) STROKE (mm) VALVE TIMING IVO IVC EVO EVC COMPRESION RATIO MAXIMUM SPEED (Rpm) 2

SI1 (A.N.) 4 82 83.5

SI2 (A.N.) 4 88 82

SI3 (A.N.) 4 80 80

CI1 (A.N.) 4 87 96

CI2 (A.N.) 4 100 127

CI3 (T.C.) 6 130 150

6 41 48 2 9.2 5500

10 30 50 -10 10.2 5750

-3 25 42 -10 21 4300

3 29 41 2 16 2800

-7 27 48 -4 15.5 2000

43 39 2 10 6500

10