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Rolf Jebasinski
J. Eberspcher
73730 Esslingen
Germany
x
b)
115
s o u n d p re s s u re le v e l [d B (A )]
110
105
100
95
90 measurement
WAVE calculation
85 WAVE calculation + flow generated noise
WAVE calculation (mufflers modeled as expansion chambers)
80
1000 2000 3000 4000 5000 6000
s p e e d [re v /m in ]
90
meas urement 80
80
W A V E c alc ulation
70
s o u n d p re s s u re le v e l [d B (A )]
110
4. engine order
100
90
80
-4
-8
0
-1 2
m eas urem ent
-1 6 4. engine order
0
-2
-4
-8
-1 2 -3
-1 6
-2 0
-4
-2 4 6. engine order
-2 8
1000 2000 3000 4000 5000
-5
900 1000 1100 1200 1300 1400 1500 1600 1700 1800
s p e e d [re v /m in ] speed [rev/min]
FIGURE 7: Level difference between rear muffler 1 FIGURE 8: Level difference between optimized
and rear muffler 2; 2., 4. and 6. engine order. muffler and original muffler for a truck; 3. engine
order.
Table 1:
WAVE - calculation measurement 3-dimensional modeling of mufflers
rear muffler 1 115 mbar 95 mbar The investigations described in the previous para-
rear muffler 2 102 mbar 87 mbar graphs were based on one-dimensional modeled
mufflers. So the frequency resolution is limited to
WAVE is thus very well suited for the optimization of approximately 600 - 1000 Hz depending on the
mufflers, with regard to noise attenuation and back- segmentation length x in flow direction.
pressure, through modifications of the interior piping It will be shown in this paragraph that is possible to
system. extend this frequency limit much farther by using a 3-
A further example will illustrate this. In a current dimensional mesh for the muffler under investigation.
project a muffler for a V6 diesel truck is being The simulations will be compared to Transmission
developed. The tail-pipe noise of this vehicle was Loss measurements from Selamet et al. [13].
dominated through the 3. engine order. Fig. 9 (b) shows the 1-dimensional mesh of a simple
Especially at the rated speed of 1800 rev/min very expansion chamber. Each segment is a volume. The
high sound pressure levels were observed with the dimensions of the chamber are shown in Fig. 9 (a).
first design of the muffler. With the calculation the
50
m eas urem ent
B E M c alc ulation
40
W A V E with x = 31 m m
20
10
0
0 500 1000 1500 2000 2500 3000
Frequenc y [Hz ]
W A V E x = 31 m m , r = 15 m m
an element that can be used to make a quasi 3-dimen-
W A V E x = 15 m m , r = 15 m m
30
sional mesh of a muffler, so that the 3-dimensional
behavior of the sound pressure waves can be
20
calculated with a 1-dimensional CFD Code.
10
This method offers the advantage of enabling non-
linear calculation of the insteady flow excited by an
0
0 500 1000 1500 2000 2500 3000
engine. This cannot be done with BEM and FEM,
Frequency [dB] since they are purely acoustic calculation methods
FIGURE 11: Transmission Loss calculations with (i.e. linear without inclusion of flow).
different segmentation length r and x in the The longer computation times, compared to the
WAVE-model. 1-dimensional modeling approach could be a
disadvantage.
W A V E 3-D x = 15 m m , r= 15 m m
15
noise can be determined too with a simple empirical
formula, and the gas velocity and gas temperature
10 obtained from the WAVE calculation.
Since beside the sound pressure level the backpressure
5
can be deduced from the WAVE results, WAVE is
well suited as supporting tool for the development and
0
0 500 1000 1500 2000 2500 3000 optimization of exhaust systems.
Frequenc y [Hz ]
With the new graphic preprocessors KADOS the
Figure 12: Transmission Loss calculation with modeling of exhaust system has been simplified,
WAVE of an expansion chamber with l=93 mm. which reduces the time for the establishing of a
WAVE model considerably.
New possibilities are offered by adapting the 3-
dimensional modeling approach, presented in the last
paragraph, into KADOS, which might extend the
frequency resolution into the kHz range.
References