noise
DESCRIPTION
noiseTRANSCRIPT
A
Seminar Report
On
“ Noise Reduction In vehicles”
Submitted to the
Rajasthan Technical University, Kota
In partial fulfillment of the requirement for the award of the
Degree of
Bachelor of Technology
In
Mechanical Engineering
Guided by: Submitted by:
Mr. M.C.Khatri Urmila Choudhary
Dept. of Mechanical Engg. VIII sem (Mechanical Engg)
Govt. Engineering College, Ajmer 09ME75
Department of Mechanical Engineering
Govt. Engineering College, Ajmer
CERTIFICATE1
This is to certify that a seminar report entitled “Noise Reduction In Vehicle” which is being
submitted to the Rajasthan Technical University by Urmila Choudhary, Final year B.Tech.
(Mechanical) in partial fulfilment of the requirement for the award of degree of Bachelor of
Technology in Mechanical Engg. has been found to be satisfactory and is hereby approved
for submission.
Date:14/02/2013 Mr. M.C Khatri
Place: Ajmer Designation of Guide,
Department of Mech.
Engg.
Govt. Engineering
College, Ajmer
2
ABSTRACT
Active noise control is a technique to cancel unwanted sound using adjustable secondary
sound. In active sound profiling, the target is to obtain a certain sound field or profile and the
power over specific frequencies can be altered in a desired way, even by amplifying it. Active
sound profiling can be used for increasing the sound quality in a passenger car, for example,
by modifying the engine noise inside the car cabin.
Once noise and vibration sources have been identified, the noise and vibration of machinery
can be reduced by the use of vibration isolation, barriers, sound absorbing materials, machine
enclosures or by cabin enclosures used to protect passengers in the case of aircraft or
vehicles. Sound-absorbing materials should always be used in conjunction with barriers and
inside enclosures to improve their effectiveness Sound-absorbing materials have been used
increasingly in the construction of aircraft, spacecraft and ships because of their low weight
and effectiveness when used correctly.
Engine exhaust noise is controlled through the use of silencers and mufflers. It is essential to
the performance of a generator set that the installed exhaust system does not exceed the
engine manufacturer's maximum exhaust backpressure limit.
Pressure drop of exhaust system includes losses due to piping, silencer, and termination. High
backpressure can cause a decrease in engine efficiency or increase in fuel consumption,
overheating, and may result in a complete shut down of the generating system potentially
causing significant damage. Pressure drop is measured in a straight length of pipe 3 to 5
diameters from the last transition change after the turbocharger outlet.
3
CONTENT
Chapter No. Chapter Name Page No.1 Introduction
1.1) Sound theory
1.2) Types Of Noise sources
1.3) Engine Noise sources
1.4) Engine Noise measurement
1.5) Noise Control
1.6 ) Historical Background
5-15
2 Active Noise Control 2.1) Principle Of ANC
2.2 ) Component of ANC
2.3 ) Different Kind of ANC
2.4 ) Basic ANC approach
2.5 ) Applications
2.6 ) Advantages Of ANC
16-21
3 Intake And Exhaust Noise Control
3.1 ) Introduction
3.2 ) Silencers
3.3 ) Silencers Selection Factors
3.4 ) Enhancement of Silencers
3.5 ) Trade off Power and noise Reduction
22-26
4 Sound Absorbing materials 4.1 ) Introduction
4.2 ) Porous Road Pavement
4.3 ) Hybrid Active/passive Sound Materials
4.4 ) Selection Of Sound Materials
27-30
5 Tire Noise Reduction 31-32
4
5.1 ) Winter tires
5.2 ) Reduce ratio of air/rubber ratio
5.3 ) Low roll over resistance
5.4 ) Limit The use of studded tire
5.5 ) Conflicts with other parameters
6 Indian and Global Scenario 33-34
7 Future Trends 7.1 ) New developed Muffler
7.2 ) Intake system with Porous material
7.3 ) Tire with Fiber wheel liners
35-36
8 Conclusions 37
9 References 38
10 Appendixes 38
Chapter1
5
Introduction
Noise control is becoming increasingly important for a wide variety of OEM designers.
Examples of products that take noise control considerations into account during their
design cycles include equipment such as computer hard drives, house appliances, material
handling and transportation equipment etc,. In the transportation market, which includes
aircraft, ground and marine segments, the demand is for low noise level goals. Achieving
these goals is of primary importance for OEM to be continue to be competitive or to keep a
given supremacy in the market. The automotive industry has been a leader in the adsorption
of noise control technologies.
Methods in use for several years for the prediction of interior noise levels include : finite
element method(FEM), statistical energy analysis (SEA),boundary element analysis (BEA)
etc. The internal combustion engine has mechanized the world. Since the early 1900s it has
been our prime source of mechanical power. The vast number of internal combustion engines
in the world today has resulted in air pollution, noise pollution etc.
1.1 DEFINITIONS OF SOUND
Sound can be defined as the perception of vibrations stimulating the ear. If scientifically
taken into account, sound is a periodic disturbance in fluids density or in the elastic strain of a
solid, generated by vibrating objects. These waves or vibrations propagate in two basic ways.
1. Longitudinal waves.
2. Transverse wave
DECIBEL – Sound level is measured in decibel. Sound level in decibels is a logarithmic
rather than a linear measure of change in pressure with respect to a reference pressure level.
A small increase in decibels can represents a large increase in sound energy.
Difference in decibel = 10 log10 (W1/W2)
Technically an increase of 3db represents a doubling of sound energy, and an increase of 10
db represents a ten-fold increase. The measurement for measuring noise is the basic sound
level meter or no: of its derivatives, including noise dosimeters.
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SOUND PRESSURE LEVEL:
We have difference in decibel, 20 log10 n1/2 = 20 log10 (P1/P2). If P2 were given an
absolute value and 20log10 n1/2 were known then P1 would also have an absolute value. In
audio – acoustics, P1 is frequently given the absolute rms value of 2X10-5 N/m which is the
minimum sound pressure fluctuation discernible to human ear. Consequently P1 must also
become an r m s pressure expressed in N/M*2.
20 log10 n1/2 is still in decibels but is now defined precisely as the sound pressure level
(SPL).
SPL = 20 log10 P1 2X10-5 db
In terms of sound pressure level the sensitivity of ear ranges from O db (2X10-
5 N/M*2). Everyday levels very b/w 35 db and 90db.
WEIGHTING CURVES -
The apparent loudness of sound varies with frequency as well as with sound pressure. To
adjust the frequency response of necessary systems to be similar to that of human ear, several
weighting curves proposed.
‘A’ weighted curve was designed to appropriate to human response let sound pressure levels
(<55db) similarly ‘B’ and ‘C’ weighting were intended for use at sound pressure levels of 55
db to 85 db and above 85 db respectively. For almost all practical sound measurement
purposed in industrial as well as automotive applications we follow the dBA weighting curve.
Because dBA curve is very similar to the perception of human ear .Available range of sound
in human beings are 20-20,000 Hz.
1.2 NOISE SOURCEThere has been a direct relationship between the improvement in man’s physical
standard of living and the degree of his development of machines. The industrial
revolution was really a series of social and industrial transformations, beginning in
England with the use of coal in place of charcoal for the smelting of iron, progressing
through the stages of steam engines and electric motors and all the producing and
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processing made possible by these devices. of the age of gasoline, sea and air for
various types of transportation. For that matter, sweeping mechanical progress
witness automation and the utilization of nuclear energy; but with every new
machine, a little noise is created, with every mechanism employed to do man’s work,
some mechanical or electrical power is converted into acoustical power, so that with
the rise of people’s standard of living there occurs also a rise in the noise level of
people’s confines.
1.2 TYPES OF SOURCES OF NOISE
Sources of noise are numerous but may be classified broadly into two classes as
1. INDUSTRIAL
2. NON INDUSTRIAL
1.2.1 INDUSTRIAL
The industrial may included noises from various industries operating in cities like
transportation, air crafts, rockets, defense equipments, explosions etc. The disturbing
qualities of noise emitted by industrial premises are generally its loudness, its
distinguishing features such as tonal or impulsive components and its intermittency and
duration.
Various sound levels and its effects on Human Being
Sound Source Sound Level In dBA
Subjective Feeling On Human Being
Effects of Human Being
Rockets and missilesheavy explosives
150-160 Unbearable Above 150 dBA may cause severedamage to the whole body such asloss of hearing of both ears, dizziness,nausea, disturbance of speech,confusion or psychosis
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Jet planes andcannons, explosives
140 Unbearable
Aircraft propeller andmachine guns
130 Unbearable
Diesel, steam engineand ball mills,crackers
120 Unbearable
Electric saws andlooms, heavy trucks
110 Unbearable Above 90 dBA may cause headache,dizziness, tinnitus, insomnia,deafness, heart disease, blood hypertension,gastric ulcers, neurosis,temporary hearing
threshold shift.
Lorries, highwayvehicles and verybusy streets
90-100 Very noisy
Commercial place,air conditioners, loudvoice and busystreets
70-80 Noisy 50-90 dBA may cause variousdegrees of effects in sleeping,studying, working and
talking
Office complex,average loudness ofvoice
60 Noisy Sense of noisy feeling
Ordinary room 50 Quiet Pleasant feeling
Silent night, library 30-40 Very quiet Pleasant feeling
Hospital, church 20-30 Very quiet Serene feeling
Sound proof room,broadcasting studio
10-20 Very quiet
Lower limit of hearing 0 Very quiet Threshold of hearing
1.2.2 NON INDUSTRIAL (TRAFFIC)
In non industrial source , major one is traffic mopeds and scooters with have a
maximum of 75 dBA and 50 dBA respectively, according to new norms from 1st
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January 2003. the present norms for petrol and diesel driven two wheelers are
50dBA and 82 dBA respectively. Present norms for three wheelers are 82 dBA for
petrol and 85 dBA for diesel will be modified as three wheelers upto 175 cc, 75 dBA
and above 175 cc, 80dBA. Passenger cars can produce maximum noise of 75dBA
present being 82dBA.
DECIBEL RANGES FOR CERTAIN PARAMETERS
Gunshot, jet engine 140dB(immediate danger to hearing)
Fire cracker 125 dB (pain threshold)
Ambulance siren, rock concert 120dB(risk of hearing damage in 7minutes)
Chain saw, snow mobile 110dB (risk of hearing damage in 30minutes)
Movie trailer 93 Db
Ringing telephone 80 dB
Normal conversation 65 dB
Faint sound 30 dB
The elementary as well as complex analysis of noise problems can be simplified by
following a set of guide lines or principles. The principles of noise control can be
summarized as identifications of sources of noise and their relative importance,
listening and evaluation of possible noise control procedures as they applied to
source, path and receiver. Identifications of the relative contributions from both
directed and reflected sound. Difference between absorption and attenuation of
noise. Identification and evaluation of flanking paths and also identification and
evaluation of certain significance of flanking path and structure
INTERNAL COMBUSTION ENGINE NOISE
Several alternative methods can be used to classify internal combustion engine
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noise. The two most typical classification techniques are discussed below.
1.3 CLASSIFICATION BY NOISE CHARACTERISTICS
One typical engine noise classification technique separates the aerodynamic noise,
combustion noise and mechanical noise.
1. AERODYNAMIC NOISE
2. COMBUSTION NOISE
3. MECHANICAL NOISE
AERODYNAMIC NOISE-aerodynamic noise includes exhaust gas and intake air
noise as well as noise generated by cooling fans, auxillary fans or any other air flow.
COMBUSTION NOISE- combustion noise refers to noise generated by the vibrating
surfaces of the engine structure, engine components and engine accessories after excitation
by combustion forces.
MECHANICAL NOISE-mechanical noise refers to noise generated by the vibrating
surfaces of the engine components and engine accessories after excitation by
reciprocating or rotating engine components.
1.4 CLASSIFICATION BY ENGINE NOISE SOURCES
A second approach to the classification of piston engine noise involves the
Separation of engine noise into the following categories –
1. EXHAUST SYSTEM NOISE
2. INTAKE SYSTEM NOISE
3. COOLING SYSTEM NOISE
4. ENGINE SURFACE RADIATED NOISE
1.4.1 EXHAUST SYSTEM NOISE: Exhaust system noise includes the noise from
exhaust gas pulses leaves the muffler or tail pipe and noise emitted from the
vibrating surfaces of the exhaust system components. Noise emitted from the
surfaces of exhaust system components results from two different types of excitation
forces: those generated by the pulsating exhaust gas flow and those transmitted
from the vibrating engine to exhaust system components. Additional considerations
in the reduction of exhaust system noise include proper selection of piping lengths
and diameters, proper mounting of exhaust system components and proper
positioning of the exhaust outlet.
11
1.4.2 INTAKE SYSTEM NOISE: Intake system noise includes noise generated by
the flow of air through the systems air inlet and noise emitted from the vibrating
surface components. As with exhaust systems surface radiated noise results from
two different types of excitation process: those generated by the pulsating intake air
flow and those transmitted from the vibrating engine to intake system components. In
many instances, an engines air cleaner will provide significant attenuation of intake air noise.
If additional attenuation is required, an intake air silencer can be added to the system. To
minimize intake system surface radiated noise, proper design, selection and mounting of
intake system components are essential.
1.4.3 COOLING SYSTEM NOISE: Water cooled engines are typically cooled by
using a radiator as a heat exchanger – with an axial flow fan is used to draw cooling
air through the radiator. Air-cooled engines generally use a centrifugal fan in
conjunction with shrouding to direct cooling air across the engine. Fan noise consists
of both discrete frequency tones and broadband noise. The broadband components
of fan noise are caused by the shedding of vortices from the rotating fan blades and
by turbulence in the fans air stream.
The discrete frequency components are the result of pressure impulses that occur
each time a fan blade passes an obstacle in the fans pressure field. When fan
blades are spaced at equal angular intervals, the fundamental discrete tone will
occur at the fans blade passing frequency.
F0= fanrotational speed (rpm) xnumber of fan blades
60
1.4.4 ENGINE SURFACE NOISE
Engine surface noise refers to sound emitted from vibrating surfaces of
engine components and accessories and other than items included in the engine
exhaust, in take and cooling systems. Techniques used to reduce engine-surface
radiated noise include a reduction in running clearances and/or machining tolerances
of the engine components , acoustical treatment or re-design of engine components,
use of acoustically treated shields and vibrating isolation and damping of engine
covers an diesel engines than for gasoline engines. Turbo charging of a diesel engine can
result in some reduction of engine surface-radiated noise at high engine loads.
12
1.5 ENGINE APPLICATIONS AND NOISE
Application of the internal combustion engine covers a broad spectrum. The internal
combustion engine is now used to power anything from a small hand-held weed
cutter to a large ocean liner. One typical application is as given below.
AUTOMOBILES-The automobile represents the largest single application of the internal
combustion engine in our society; and the automotive industry is primarily responsible for
rapid
advances in internal combustion engine designs in the late 1800s and early1900s.
The automotive industry also became more fervent in implementing measures to
reduce both interior and exterior noise levels. Some methods used to reduce engine related
vehicle noise include improved intake, exhaust, and cooling system designs,
engine compartment treatment, improved engine vibration isolation, and engine
component treatment or redesign.
NOISE EVALUATION DURING ACTUAL RUNNING (TRIAS 20 METHOD)
Measuring layout for acceleration noise (TRIAS 20 Method)
In the case of a motorcycle which has a manual transmission with 5 speeds or
more and with a displacement of 251 cm3 and over, the running test procedure is
that the test motorcycle enters point A in 4th gear, at a speed of 50km/h or 0.75s (s
means engine rpm at maximum horse power) whichever is a lower speed, then the
rider opens the throttle fully at point A and closes it completely acceleration,
maximum sound pressure is measured to the left side of the vehicle at a distance 7.5 m
perpendicular to the running pass.
13
1.6 Noise Control Legislation-Prior to 1970, most surface vehicles noise regulations
where legislated at the state or local level. Recently however, several federal programs have
also been implemented in an effort to minimize a level of environmental noise in our society.
STATE NOISE CONTROL PROGRAMMS
MOTOR VEHICLE NOISE REGULATIONS
Most common form of state-enacted noise legislation applies to motor
vehicles. Historically, trucks have been the first vehicles regulated, with regulations
for automobiles, buses and motor cycles following. Motor vehicle regulations
generally established a quantitative sound limit at a specified distance from the
vehicle.
FEDERAL NOISE CONTROL PROGRAMMES
OCCUPATIONAL SAFETY AND HEALTH ACT (OSHA)
OSHA was enacted in 1970 in an effort to ensure safer conditions for all
workers. The act OSHA specifies the maximum noise level that a worker may be
subjected to during a workday. The OSHA standard is based on a max: allowable
steady-state level of 90dBA for an 8-hr day. When noise level exceed 90dBA, the
permissible duration of noise exposure is reduced.
Figure 1.: Sound Level
14
An OSHA noise does meter is an integrating sound level meter that weighs the level and
duration of time-varying sounds in accordance with OSHA curve. If then displays a value
that represents the time-varying sounds as an equivalent 8hrsteady state level. The noise
dosimeter will also indicate if the time-varying sound
exceeds a level of 115 dB (A) during analysis.
1.7 Historical Background1934 - The first patent for active noise control system was granted to inventor Paul
Lueg U.S. Patent 2,043,416. The patent described how to cancel sinusoidal tones in
ducts by phase-advancing the wave and cancelling arbitrary sounds in the region
around a loudspeaker by inverting the polarity.
1950s - With U.S. Patent 2,866,848, U.S. Patent 2,920,138, U.S. Patent 2,966,549
by Lawrence J. Fogel, systems were created to cancel the noise in helicopter and
airplane cockpits.
1957 - Willard Meeker developed a paper design and working model of active noise
control applied to a circumaural earmuff. This headset had an active attenuation
bandwidth of approximately 50-500 Hz, with a maximum attenuation of
approximately 20 dB..
1986 - Dick Rutan and Jeana Yeager used prototype headsets built by Bose in their
around-the-world flight.
In 1979, Vauxhall offered the Royale for sale in the UK – a 2.8-liter, six cylinder,
executive class (small) car for the on-the-road cost of £8354
(1979 prices). Motor magazine described it as being ‘ in general a refined
car’ (Vauxhall Royale – Star road test, Motor Magazine, 13 January 1979).
By 1989, that car had been replaced by the Vauxhall Senator 2.5i
– a 2.5-liter, six-cylinder , executive class (small ) car for the on the-
road cost of £16529 (19 89 prices ) .
CHAPTER 215
ACTIVE NOISE CONTROL
2.1 Passive noise control
The traditional approach of reducing noise (”sound proofing”) is to use passive methods like
insulation and silencers. A typical example are the ear muff s of headphones. As described in
section2.3, good attenuation is achieved when using materials with special characteristics.
This form of noise reduction works best for higher frequencies, basic ally acting like a low
pass filter. In some cases, the low frequencies are noticed even more .However, when used
for lower frequencies, passive solutions tend to get bulky and heavy as the size and mass of
passive treatments usually depends on the acoustic wavelength, making them bigger and
more massive for lower frequencies.
2.2 Active noise control
Active techniques, known as ”active noise control ” are one of the hot research topics in
acoustics these days. Active noise control (ANC) is using the phenomenon of wave
interference: When two waves with the same amplitude and frequency, but phase-reversed,
traveling the same direction, they will neutralize each other thanks to destructive interference.
The resulting sound is null, the sound energy is transformed into heat. In the simplest form of
ANC, a control system drives a speaker to produce a sound field that is the exact mirror-
image of the off ending sound (the ” disturbance”).
The speaker thus cancels the disturbance by means of destructive interference, and the net
result is no sound at all:
16
Figure 2.1: Basic structure of a feed forward ANC system
2.3 Basic ANC components
In control systems jargon, an ANC system consists of the following four major parts:
Plant
— The physical system to be controlled. A typical example is a headphone and the air inside
it.
Sensors
— The vibration sensors, microphones, or other devices that sense the primary disturbance
and monitor how well the control system is performing by measuring the remaining error.
Actuators
— The devices that physically do the work of altering the plant response, usually
electromechanical devices such as speakers or vibration generators.
17
Controller
— A signal processor that controls the actuators. It bases its command son the sensor signals
and on some knowledge of the plant’s response to the actuators.
2.4 Different kinds of ANC
The variety of behavior characteristics of sound waves in different physical surroundings
allow categorization of ANC systems into three different groups.
Global free space cancellation
— The total annihilation of a sound field in three dimensions. Requires the cancellation
source to be placed within close proximity of the acoustic disturbance, as a general guideline
within 0.1 wavelengths of the disturbance source in order to obtain 20 dB global reduction in
sound intensity at any given frequency.
Cavity and duct cancellation
— Deals with noise cancellation in confined spaces, such as a room or a ventilation duct. In a
confined space, reflections from the walls create modal responses, which are generally
present whenever the wavelength of the acoustic wave approaches or decreases below the
dimensions of the cavity. The number of acoustic modes grows rapidly with the increase of
frequency of the sound wave.
Zone-of-silence cancellation
— Provides a localized cancellation of sound field intensity in a very small region of the
overall sound field. A typical cancellation zone will only be about a tenth of a wavelength in
diameter .It should be noted that active noise canceling is best suited for low frequencies
18
2.6 Practical experiment
One of the very first ANC experiments consisted of two loudspeakers fed with sinus signals
of the same frequency and amplitude, but phase reversed. By setting these loud speakers up at
the correct distance, global cancellation of the sinus signals could be achieved. This is a
special case because the signals are periodic and always stay the same (a standing sound
wave in the room if you like), and can thus be canceled not only by sending the correct anti -
signal in the same direction as the disturbance (the usual principle of ANC), but also by
sending the anti -signal against the propagation direction of the disturbance.
Figure 2.3.: Two speakers directed against each other at distance d
Two speakers directed against each other at distance d .The nice thing about this experiment
is that the effects of destructive and constructive interference can easily be demonstrated by
changing the distance between the speakers. With the speakers half a wavelength apart,
constructive interference makes the signal to appear much louder than from a single speaker
source.
2. 7 Active noise control applications
Actually, there are many applications of ANC out there already, most of them probably even
unnoticed by the casual user.
2.7.1 Noise reduction in aircrafts
Using ANC to cancel low-frequency noise inside vehicle cabins for passenger comfort is
gaining popularity. Most major aircraft manufacturers are developing such systems, mainly
for noisy propeller -driven airplanes.
19
2.7.2 Noise reduction in automobile industry
Automobile manufacturer Honda has an active noise cancellation system designed to reduce
road noise using microphones and speakers placed under the vehicle’ s seats, while Siemens
Automotive manufactures a system which utilizes a speaker mounted inside the air intake
manifold to suppress low frequency engine noise. Another application are active Mufflers for
engine exhaust pipes.
2.7.3. Active headphones
One application that has achieved widespread commercial success are active headphones to
cancel low-frequency noise. Actually, there are two different kinds of active headphones, but
only one uses active noise cancellation. Let’s call the two types active headphones and
amplified Ear muffs.
20
Chapter 3Intake And Exhaust Noise Control
3.1 Introduction
Intake noise is generated by the periodic interruption of airflow through the inlet valves in an
engine, thus creating pressure pulsations in the inlet manifold. This noise is transmitted via
the air cleaner and radiates from the intake duct. This form of noise is sensitive to increases in
engine load and can result in noise level increases of 10 to 15 dB from no-load to full load
operation. When a turbocharger is fitted, noise from its compressor is also radiated from the
intake duct. Turbocharger noise is characterized by a pure tone at blade passing frequency
together with higher harmonics. Typical frequencies are from 2 to 4 kHz
3.2 Silencers (MUFFLERS)
Attenuation of noise at engine intakes and exhausts calls for devices which minimize the flow
of sound waves while allowing gases to flow through them relatively unimpeded. Such
devices are effectively acoustic filters. The operational principles of intake and exhaust
silencers (‘mufflers’ as they are called in the USA) can be divided into two types, dissipative
and reactive. In practice, silencers are often a combination of both types.
3.2.1 Dissipative silencers
Dissipative silencers contain absorptive material which physically absorbs acoustic energy
from the gas flow. In construction, this type of silencer is a single chamber device through
which passes a perforated pipe carrying the gas flow. The chamber surrounding the pipe is
filled with sound absorbing material (normally long- fiber mineral wool) which produces
attenuation across a very broad band of frequencies above approximately 500 Hz. The degree
of attenuation is generally dependent on the thickness and grade of the absorbing material,
the length of the silencer and its wall thickness.
21
Figure3.1: Dissipative Silencers
3.2.2 Reactive silencers
Reactive silencers operate on the principle that when the sound in a pipe or duct encounters a
discontinuity in the cross-section, some of the acoustic energy is reflected back towards the
sound source thereby creating destructive interference.
The effectiveness of this technique can be extended by having several expansion chambers
within the same casing connected together by pipes of varying lengths and diameters .
Silencers of this type increase the exhaust back-pressure and result in some power loss.
Figure3.2: Reactive Muffler
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.3.2.3 Spark arresting silencer.
Federal, state, local and municipal bylaws often dictating exhaust installations have
provisions for arresting sparks from internal combustion engines. If an engine is to be used in
an area where there is potentially dry vegetation of other combustible materials that are likely
to be ignited by any hot carbon passing through the exhaust, one must incorporate spark-
arresting capabilities into the silencer.
3.2.4 Heat recovery silencer.
Most of the energy available in the fuel used in reciprocating and gas turbine engines is
rejected in the form of heat. A reciprocating engine running at full load converts about one-
third of the available energy into useful work, while the remaining two thirds of the available
energy is lost in the form of heat rejection. In a prime power installation where the rejected
heat can be used to provide energy to auxiliary applications a heat recovery silencer can yield
attractive savings.
3.3 SILENCER SELECTION FACTORS
3.3.1 Muffler Acoustic Performance
To assess the success of a new muffler design, there is a need for measures to quantify the
sound reduction obtained. There are at least three such measures in common use:
transmission loss, insertion loss, and noise reduction.
The transmission loss (TL) is defined as the ratio between the sound power incident to the
muffler (Wi) and the transmitted sound power (Wt) for the case that there is a reflection-free
termination on the downstream side
TL = 10log (Wi/Wt) -(1)
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Insertion loss is the most useful. Unlike transmission loss and noise reduction, insertion loss
is dependent on both source and radiation impedances. Insertion loss (IL) is defined as the
difference in sound pressure level at some measurement point in the pipe or outside the
opening when comparing the muffler element under test to a reference system:
IL = 20 log (pm/pr) - (2)
Where pm is the root-mean-square (rms) value of the sound pressure for the muffler under
test, and pr is the rms value of the sound pressure for the reference system.
Sound reduction (SR) is defined as the difference in sound pressure level between one point
upstream of the muffler and one point downstream:
SR = 20 log (pu / pd) - (3)
Where pu is the rms value sound pressure upstream of the muffler and pd is the rms value of
the sound pressure downstream of the muffler. .
3.3.2 Active silencer.
Active silencing or sound cancellation systems, employ detectors used in sensing the noise in
an exhaust pipe and a loudspeaker that is used to reintroduce an inverted signal have been
developed to reduce low frequency noise. The theoretical effect of reintroducing an inverted
signal will result in complete elimination of sound from the exhaust silencer. Although the
idea of sound cancellation is very simple and attractive, there are a variety of complications
and problems arising from erratic fluctuations in the sound source. Active silencing is
relatively expensive at the present time, and its acoustic attenuation performance at high
frequencies is also limited.
.
3.4 Enhancement Of Silencer Performance
Additionally, silencers are positioned in the exhaust system downstream from the catalytic
converter. These are required specifically to smooth exhaust gas pulsations and make them
24
as in audible as possible. The silencers and their pipe work form an acoustically resonant
system which is tuned to avoid exciting bodywork resonances which would aid transmission
of structure borne noise. For this latter reason, it is common for silencers to have a double
skin and insulating layer which also provides thermal insulation. The following are some of
the devices used to overcome specific silencer tuning problems.
(a)The Helmholtz resonator – a through-flow resonator which amplifies sound at its
resonant frequency, but attenuates it outside this range.
(b)Circumferential pipe perforations – create many small sound sources resulting in a
broadband filtering effect due to increased local turbulence.
(c) Venture nozzles – designed to have flow velocities below the speed of sound they are
used to attenuate low frequency sound.
3.5 Trade-off between power increase and noise reduction
When the flow of exhaust gases from the engine to the atmosphere is obstructed to any
degree, back pressure arises and the engine's efficiency, and therefore power, is reduced.
Performance-oriented mufflers and exhaust systems thus strive to minimize back pressure by
employing numerous technologies and methods to attenuate the sound.
Several such exhaust systems that utilize various designs and construction methods:
Vector Muffler –
For larger diesel trucks, uses many concentric cones. Vector™ Performance Booster™ is a
revolutionary diesel exhaust system that increases horsepower and significantly improves fuel
economy. The initial Vector™ system will be available mid 2011 as an aftermarket system
for Class 7 & 8 tractor trailer trucks. The patent-pending Vector™ technology actually breaks
down the sound waves while simultaneously creating a vacuum-like free flowing exhaust
system. Until now, muffler designs haven't changed much over the last 100 years. The old
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idea was to simply pack the muffler pipe with material to muffle the sound, but it also greatly
restricts air flow and creates high backpressure.
Figure 3.3: Vector Muffler
Spiral Baffle Muffler - for regular cars, uses a spiral-shaped baffle system.
Aero Turbine Muffler - creates partial vacuums at carefully spaced out time intervals to
create negative back pressure, effectively "sucking" the exhaust out of the combustion
cylinders.
Corsa Performance Muffler - combines straight-through and resonating technology to
cancel out unwanted harmonics and improve efficiency.
Split, Delay, Merge Muffler - utilizes detouring pipes for virtually zero back pressure and
customizable exhaust sound.
Flowmaster Muffler - uses a less restrictive construction than a typical stock resonator
muffler.
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Chapter 4Sound-Absorbing Materials
4.1 Introduction
Sound-absorbing materials absorb most of the sound energy striking them, making them very
useful for the control of noise.
They are used in variety of locations – close to sources of noise, in various paths, and
sometimes close to receivers.
Although all materials absorb some incident sound, the term “acoustical material” has been
primarily applied to those materials that have been produced for the specific purpose of
providing high values of absorption. The major uses of absorbing materials are almost
invariably found to include the reduction of reverberant sound pressure levels and,
consequently, the reduction of the reverberation time in enclosures, or rooms. A wide range
of sound absorbing materials exist.
In the 1970s, public health concerns helped change the main constituents of sound-absorbing
materials from asbestos based materials to new synthetic fibers. Although, these new fibers
are much safer for human health, more recently, issues related to global warming may
increase the use of natural fibers instead of synthetic ones.
4.2 Porous Road Pavement Surfaces Using Porous Asphalt
To reduce noise is by the use of porous road pavement surfaces. These pavement surfaces can
be classified as granular sound-absorbing materials. Such surfaces have the advantage that
they not only reduce the tire/road noise at the point of its generation, but they also attenuate it
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(and the power plant noise) by absorption of sound as it propagates to nearby residential
areas.
The sound absorption of porous road pavement surfaces is affected by several geometrical
and other parameters of the road pavements:
• Thickness of the porous layer
• Air voids (Va) or road surface porosity
• Air flow resistance per unit length
• Coarseness of the aggregate mix (small or large aggregates etc.)
Figure 4.1 Sound absorption coefficient of a slab of dense graded Super pave mix with a fine open graded fine core of different thicknesses (t) placed on top.
4.3 Hybrid Active/Passive Smart Absorbing Materials
More recently, the use of active noise control has been combined with passive control to
develop hybrid sound absorbers. Active control technologies appear to be the only way to
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attenuate the low-frequency noise components. Therefore, a hybrid passive/ active absorber
can absorb the incident sound over a wide frequency range.
Recent research has been aimed at producing a broadband sound absorber known as smart
foam, which is a hybrid active-passive sound-absorbing material. The absorber is made of
melamine foam (made of melamine resin, a thermo set polymer) with Poly vinylden fluoride
(PVDF) piezoelectric-film-embedded actuators. The composite material produces high sound
absorption at middle and high frequencies due to the melamine foam’s passive properties,
while the low frequency sound absorption is produced by a classical active cancellation
mechanism.
Figure 4.2 Hybrid passive/active absorber cell
4.4 Selection Of sound Absorbing Materials
Sound absorption performance of the porous materials used in automobiles is not so much a
function of type of material (cotton shoddy, PET, or fiberglass), as it is a function of how
well the material construction can be executed to achieve desirable properties for sound
absorption. For open faced materials or materials with a porous scrim, the flow resistivity is
very important. The best material properties are a function of the application such as the
material thickness and boundary conditions. Thinner materials require significantly more
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flow resistivity than thicker materials; therefore, materials that are nearly optimal in one
application may not work well in another application.
4.5 Place where sound absorbing materials used in Vehicle
In the automotive industry, materials used to enclose a noise source (such as the engine) or
the passengers (the cabin enclosure) are usually termed barrier materials. Such barrier
materials are required to reduce airborne sound reaching the cabin from noise sources,
including the engine, fan, exhaust system, tires, and wind. Once airborne and structure-borne
sound has penetrated into the cabin, the sound can be absorbed effectively by the use of
sound-absorbing material.
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Figure 4.3: Sound Barrier and Sound absorbing Materials Application
Chapter 5Tyres Noise Reduction
Figure 5.1: Tire noise causes
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5.1 Adapting winter tyres for all-year use :
The principles used in construction of winter tyres may be partly adapted to summer tyres; in
order that summer tyres may obtain some of the favorable noise characteristics of winter
tyres; yet having handling and wet friction properties acceptable for summer use. This may
include using smaller tread elements, more frequent sipping and softer rubber compounds.
Some compromises like these mentioned above are already seen in the all-weather designs
being so popular in the USA.
5.2 Reducing the air/rubber ratio in the tread pattern:
In the SILENCE project one of the possibilities being explored is the reduction of the
air/rubber ratio in the tread pattern; for example by reducing the width of channels in the
tread pattern. It has been found that a combination of softer rubber and lower air/rubber ratio
may influence tyre/road noise emission on an ISO surface by about 6 dB(A).Typically, winter
tyres may have a Shore hardness of 55-60. It has been well demonstrated that softer rubber
compounds result in lower noise emission, other things being equal. If tyres did not have to
be produced for such high speed categories as today, softer compounds may be used. Softer
tyre rubber compounds are already used in Japan and in USA, but in Europe they are
considered less acceptable due to the high maximum speeds on certain motorways.
Figure 5.2: Influence Of speed On Tyre noise
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5.3 The options for lower rolling resistance:
The examples above have potentially lower rolling resistance in common to the lower noise
emission. However, the rubber compound is of extra importance here and additions such as
silica mean progress to this performance parameter.
5.4 The quiet tyre with no market:
An example of a successful noise reduction design was presented in [Saemann et al, 2001].
Dr Saemann and his colleagues had produced, by means of traditional measures, a truck tyre
that was equally quiet as a slick tyre. However, although the tyre had fully acceptable
properties in other respects than noise, it was found that this tyre was not desired or needed
by the vehicle industry, partly due to its visual appearance, partly due to that there was no
need for any quieter tyre by the vehicle industry. This author thinks that such neglect of quiet
designs will be impossible in the future.
Chapter 6
Indian And Global Scenario Of Noise Reduction
6.1) ANC Scenario
During the last decades, several systems for active engine noise cancellation inside the
passenger cabin have been developed for production vehicles. The systems include:
1. A system developed for a 1.1 liter 4-cylinder car by Lotus Engineering and ISVR in
1988.The system used 4 loudspeakers located in the dashboard and front doors
(integrated into the car audio system) and 8 microphones mounted in the head lining.
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It controlled the engine firing frequency and its harmonics, and reductions of about 10
dB were measured in the front seats above about 3000 RPM. The improvement in the
overall A-weighted sound pressure level was 4–5 dB. Reductions at lower speeds
were measured in the rear due to the suppression of the first longitudinal acoustic
mode, having a nodal line near the front passengers’ head .
2. An active system introduced by Honda in 2003 for a 3l iVTEC V6 engine with
Variable Cylinder Management. In this engine, 3 of the 6 cylinders are temporarily
deactivated. In the active system, active engine mounts are combined with an interior
ANC system, which is integrated with the audio system. It uses 2 interior
microphones but only 1 output signal which is distributed to both front and rear
speakers with a fixed filtering. The ANC system focuses on the 1.5th engine order
below 60 Hz.
3. A 3-microphone 3speaker system by Toyota in its 2008 Crown Hybrid made for
Japanese market only.
4. An ANC system by GM in its 2010 GMC Terrain and the Chevrolet Equinox SUV,
having 2 microphones and 1 loud-speaker. Several experimental systems for engine
noise cancellation inside vehicles have also been constructed. They include a system
with 4 loudspeakers and 4 error sensors in a passenger car, a system using 6
secondary sources and 8 error sensors for a van, and a system in a truck cabin mock-
up with 3 secondary sources and 3 error sensors.
Active systems for controlling the noise radiating from the engine air intake orifice has been
developed and tested by Siemens Automotive. The secondary source was placed inside the air
intake and the error sensor was located near the loud speaker. The feed forward system was
tested in several 6- and 8-cylinder cars, with the reference signal taken from a tachometer in
the engine. The radiated engine noise from the induction system was effectively eliminated
over the control bandwidth, the power draw of the loudspeaker was minimal and the flow
restriction of the actively controlled inlet was significantly reduced compared to the
production air induction system. A similar system was developed by Hyundai Motors and
Seoul National University. An active intake control system for a 4-cylinder engine was
constructed, with two loudspeakers placed on the side of the intake duct. As a result,
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maximum reduction of 30 dB was measured at the dominant 2nd order and 10 dB at the 3rd
and 4th orders under stationary conditions and 20 dB at the 2nd order under sweeping
conditions. Efforts have also been conducted to enhance robustness of the control algorithm
of the active intake system under rapid acceleration.
Conventional silencers involve the use of a muffler system, which contains sound absorbing
materials. It induces flow restriction and increased back pressure, which has a direct effect on
the Performance of the engine. Active exhaust noise control systems can be hybrid, including
a simplified passive muffler and an active muffler, or totally active. Typically the systems
include loudspeakers as the secondary source but also an electrically controlled valve has
been used as the source. Active vibration control has also been applied to vehicles for
narrowband noise reduction. In vehicles with large engines and heavy duty trucks, the
vibration from the engine can cause low-frequency booming inside the passenger cabin. In
order to tackle this problem, active engine mounts adjusting the stiffness of the damping
properties of the mount has been developed. Active engine mounts has been mass-produced
by Toyota and Nissan.
Chapter 7Future Trends
7.1. New Developed Muffler (TCTPPM)
The newly developed muffler consists of two chambers with uniformly perforated tubes
separated by a horizontally placed perforated plate in the middle of muffler. The key feature
of this muffler is the inlet and outlet tubes are provided with end plates. The end plates are
also made perforated to reduce the back pressure produced at the inlet of the muffler. The two
chambers make the exhaust gas to flow out by three pass and attenuate hence, this muffler is
called as Two Chamber Three Pass Perforated Muffler (TCTPPM). The designed muffler
reduces the sound level by 15dB also increased power and lower fuel consumption. When
compared with existing muffler.
7.2. Active Control Of Exhaust Noise
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With this approach, the active system can reduce the sound power output from the exhaust
and may also improve the performance of the car by removing the need for current passive
silencers . Conventional silencers involve the use of a muffler system, which contains sound
absorbing materials. It induces flow restriction and increased back pressure, which has a
direct effect on the performance of the engine.
Active exhaust noise control systems can be hybrid, including a simplified passive muffler
and an active muffler, or totally active. Typically the systems include loudspeakers as the
secondary source but also an electrically controlled valve has been used as the source . Active
vibration control has also been applied to vehicles for narrowband noise reduction. In
vehicles with large engines and heavy duty trucks, the vibration from the engine can cause
low-frequency booming inside the passenger cabin. In order to tackle this problem, active
engine mounts adjusting the stiffness of the damping properties of the mount has been
developed.
7.3. Intake system Noise reduction with Porous Insulator
Transmission Loss Increases as porous material is inserted at high frequency. But at 10000
Hz suddenly decreases because of coincidence effect. Overall TL increases 1.5 dB as
thickness of foam doubles. It plays efficient role at high frequency. TL is high for Polyester
foam because of high density.
7.4. Tire Noise reduction with Fiber wheel Liners
Tire noise has its most pronounced effect at speeds from 50 to 110 kph. One strategy to
reduce tire noise without the expense of redesigning the tire is to provide sound absorption
near the tire. Sound absorption in the exterior space around the tire can be provided with
molded fiber wheel liners in place of hard plastic wheel liners Fiber wheel liners are found on
a wide range of vehicles, from entry level vehicles to luxury vehicles. A fiber acoustical
wheel liner will reduce the tire (source) noise from 1 dB to 8 dB, depending on frequency.
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Fiber wheel liners are lower weight alternatives to plastic wheel liners with weight savings
from 600g to 800g per wheel .
Chapter 8Conclusions
There are two types of noise sources-
1) Noise sources controlled by road speed (Tyre noise , structure borne noise and
transmission noise).
2) Noise sources controlled by engine speed ( exhaust noise, intake noise).
The primary objective of most active noise control systems is the reduction of noise for
personal comfort, reduction of stress and increased concentration. Another major benefit is
low-frequency quieting for applications where passive insulation would be too expensive,
inconvenient or heavy.
For example, the lead-impregnated sheets used to reduce aircraft cabin propeller noise
impose a severe weight penalty, but active control can perform just as well at a much smaller
weight.
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Active noise control also reduces the vibrations induced into mechanical structures, thus
prolonging lifetime and increasing efficiency. The cost for active noise canceling solutions is
of course the additional power consumption by the ANC sensors, controller and actuators, as
well as increased complexity.
Attenuation of noise at engine intakes and exhausts calls for devices which minimize the flow
of sound waves while allowing gases to flow through them relatively unimpeded. Such
devices are effectively acoustic filters.
The operational principles of intake and exhaust silencers (‘mufflers’ as they are called in the
USA) can be divided into two types, dissipative and reactive. In practice, silencers are often a
combination of both types.
Tire noise has its most pronounced effect at speeds from 50 to 110 kph. One strategy to
reduce tire noise without the expense of redesigning the tire is to provide sound absorption
near the tire. Sound absorption in the exterior space around the tire can be provided with
molded fiber wheel liners in place of hard plastic wheel liners Fiber wheel liners are found on
a wide range of vehicles, from entry level vehicles to luxury vehicles
REFERENCES.
1. G. Mylsami, N. Nedunchezhian, “Experimental Study of Diesel Engine Exhaust Noise
Reduction with Perforated Endplate Muffler”, European Journal of Scientific Reseach,2012.
2. M.H.Shojaeefard,R.talebitooti,M.Amirpour Molla and R.Ahmadi, “A study of Intake
System Noise Transmission with Porous insulator Using statical Energy
Analysis”,International Journal of Automotive Engineering, january 2012
3. Jorge P. Arenas ,Malcolm J. Crocker ,”Recent Trends in Sound-Absorbing Materials
Sound and Vibration”, July 2010
4. Andrea Zent, John T. Long, “Automotive Sound Absorbing Material Survey Results” 2007
SAE International.
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