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1999-01-1665
Karl-Alfred Goerg
BMW AG
Rolf Jebasinski
J. Eberspacher, GmbH & Co.
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Copyright 1999 Society of Automotive Engineers, Inc.
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Printed in USA
1999-01-1665
Karl-Alfred Goerg
BMW AG
Rolf Jebasinski
J. Eberspacher, GmbH & Co.
Copyright 1999 Society of Automotive Engineers, Inc.
ABSTRACT
these two design targets are difficult to optimize simultaneously by standard hardware testing procedures, simulations are called on to assist in this process. In recent
years, much work has been done on improving the predictive capabilities for intake/exhaust acoustics, to the
point where they are today serving as useful tools for
design and optimization. These efforts have been well
documented in the literature, e.g. by Torregrosa et al [2],
Selamet et al [3], Ferrari and Onorati [4], Pilo et al [5],
Challen [6] and Morel et al [7], showing the increasing
usefulness of simulations in the acoustics design process.
INTRODUCTION
The engine and vehicle development process is subject
to steadily increasing customer expectations, including
requirements regarding intake and exhaust noise. In the
past, the design process was split into two parts, first
concentrating on the issues of engine performance
alone, with emphasis on good breathing and high volumetric efficiency (and engine torque). Only as the second step, the process moved on to the design of the
intake and exhaust elements to control and reduce the
intake and exhaust noise. It has since been realized that
the design modifications implemented concerning the
acoustics could be in conflict with the performance objectives accomplished in the first step of the development.
Furthermore, some of the engine design parameters, e.g.
valve profiles and timing, selected in the performance
development can quite profoundly affect the system
acoustics (Silvestri et al. [1]).
The in-cylinder heat transfer model uses several alternative ways to calculate the heat transfer coefficients. One
is the Woschni [9] model, widely used in the industry,
which uses the mean piston speed for Reynolds number
calculations. A more accurate calculation uses an incylinder flow model to calculate the instantaneous flow
velocities (swirl, squish and turbulence are used for Reynolds number calculation) to get spatially resolved heat
transfer coefficients (Morel and Keribar [10]. Other
options include importing data from CFD calculations and
links to user-supplied subroutines. The heat conduction
solution is FE based, where FE models of in-cylinder
components (piston, rings, liner, head, valves) are built
automatically using generic templates. A built-in FE
solver calculates steady-state or transient temperature
distributions including the effect of temperature dependent thermal properties.
VEHICLE TRANSIENTS Although GT-Power is nominally a thermodynamics cycle model, it in fact has significant cranktrain dynamics and vehicle capabilities (Morel
et al, 1999). The torque and speed calculations are carried out by a single-degree-of-freedom dynamics model
of all of the moving parts, including: pistons, connecting
rods, crankshaft and flywheel. Cylinder and crankcase
pressures act on the piston from top and bottom to generate instantaneous torque at the flywheel. Engine
speed fluctuations during each engine cycle are also calculated. If needed, users can attach a vehicle to the
engine and calculate, for example, a vehicle acceleration
complete with transmission gear shifting. This capability
is useful in transient vehicle noise analysis.
MUFFLER PREPROCESSOR
A graphical pre-processor has been developed for building models of exhaust components. This pre-processor
is built directly into the GT-SUITE graphical interface. It
contains a library of elements, from which one can build
up a model of a muffler. These elements include: muffler
shell, straight pipe, bent pipe, baffle, perforations for
pipes, perforations for baffles and concentric tube resonators. The volumes inside the shell can be partly filled
with absorptive acoustic material (e.g. mineral wool).
The user builds the model graphically by dragging and
sizing the basic elements (Figure 3).
CONCLUSIONS
1. An engine system simulation model has been developed, with applications to simultaneous performance
and acoustics engine design.
2. Comparisons to engine data with several different
exhaust mufflers showed that the simulated exhaust
pressure dynamics closely match the experimental measurements in both frequency content and amplitude.
3. The model is applicable to both reactive and absorptive (with mineral wool) exhaust components.
ACKNOWLEDGMENTS
Thanks are due to Mr. Bernard Challen of Shoreham Services for his assistance during the model development.
His practical and theoretical experience led to many valuable suggestions along the way.
REFERENCES
1. J.J. Silvestri, T. Morel and M. Costello, "Study of
Intake System Wave Dynamics and Acoustics by
Simulation and Experiment", SAE Paper 940206,
February 1994.
2. A.J. Torregrosa, A. Broatch and F. GonzalesContreras, A Theoretical and Experimental Study of
the Behavior of Concentric Perforated Duct Automotive Mufflers, SAE Paper 960300, February 1996.
3. A. Selamet, S.H. Yonak, J.M. Novak, M. Khan, The
Effect of Vehicle Exhaust System Components on
Flow Losses and Noise in Firing Spark-Ignition
Engines, SAE Paper 951260.
4. G. Ferrari and A. Onorati, A Comprehensive 1-D Model
for the Simulation of Gas Flow Through I.C. Engine
Pipe Systems with Chemical Species Tracking, FISITA
Paper F98T154, 1998 FISITA Congress, Paris.
5. L. Pilo, F. Gamba and B.J. Challen, Prediction of
Vehicle Radiated Noise, SAE Noise and Vibration
Conference, Paper 97NV20, May 1997.
6. B.J. Challen, Modern Modelling for I.C. Engines
Intake and Exhaust System Design, Acoustics Bulletin, January/February 1998, pp 5-9.
7. T. Morel, J. Morel and D.A. Blaser, "Fluid-Dynamic
and Acoustic Modeling of Concentric-Tube Resonators/Silencers", SAE Paper 910072, February, 1991.
8. T. Morel, R. Keribar, J.J. Silvestri and S. Wahiduzzaman, Integrated Engine/Vehicle Simulation and Control, SAE Paper 1999-01-0907, March 1999.
9. G. Woschni, [1967], An Universally Applicable Equation for the Instantaneous Heat Transfer Coefficient in
the Internal Combustion Engine, SAE Transactions,
Vol. 76, p. 3065, 1967.
10. T. Morel and R. Keribar [1985], "A Model for Predicting Spatially and Time Resolved Convective Heat
Transfer in Bowl-in-Piston Combustion Chambers",
SAE Paper 850204, SAE Congress, February, 1985.