Latest Trends In Exaust Noise

Reduction In Automibles

Latest Trends in Exhaust Noise Reduction In Automobiles

By

Vishwas Mathur

III yr Mechanical Engineering, Guru Nanak Engineering C ollege

Email- vishwas2207@yahoo.co.in

C ontact no: 9985412015

M Kamalesh

III yr Mechanical Engineering, Guru Nanak Engineering C ollege

Email- kamalesh_1719@yahoo.com

C ontact no: 9985948820

A ABSTRACT:
Noise in environment has an adverse effect on human population. Automobile exhaust noise, one
of the main sources can be reduced effectively by using efficient exhaust mufflers. This paper
deals with the latest trends in noise reduction in automobiles. Exhaust mufflers, the effective
means of noise reduction are dealt with in detail. The theory behind the exhaust systems,
including various principles like absorption, resonance, reflection, and expansion, along with an
effective mixing of various principles (Hybrid designs) are discussed.

The latest technologies in exhaust mufflers including the electronic mufflers and their
constructional features, principles of operation, on-board control for optimum performance under
various conditions of operation are discussed. The additional principle of AES butterfly valve and
its working is discussed.

The advanced Magnaflow system devoid of restrictions and Moroso spiral flow racing mufflers with
sophisticated noise cancellation acoustics are also discussed.

1. INTRODUCTION :

There are many situations where people are working in an environment that has high noise that
cannot be suppressed. Even students would like to have relief from noisy surroundings when they
are trying to concentrate on their studies. One of the main sources of noise are automobiles. For
legal, health, and environmental reasons, this noise must be reduced. Maximum reduction can be
obtained by muffling the automotive exhaust systems.

2. SOURCES OF NOISE IN EXHAUST SYSTEM:

The noise of the exhaust is due to the sound waves created by the opening and closing of the
exhaust valves. When an exhaust valve opens, it discharges the burned gases at high pressures
into the exhaust pipe, which is at low pressure. The pulsating flow from each cylinder's exhaust
process of an automobile engine sets up pressure waves in the exhaust system-the exhaust port
and the manifold having average pressure levels higher than the atmospheric. This varies with
the engine speed and load. At higher speeds and loads the exhaust manifold is at pressures
substantially above atmospheric pressure. These pressure waves propagate at speed of the
sound relative to the moving exhaust gas, which escapes with a high velocity producing an
objectionable exhaust boom or noise. The noise can be reduced the help of exhaust mufflers.

3. WHAT IS A MUFFLER?
A Muffler is a part of an exhaust system, usually near the rear of the car, which is designed to
absorb and attenuate noise levels from exhaust system for environmental amelioration. It is a lso
known as a "backbox". There are many different technologies available in muffler design, some
for different purposes. The muffler is the key to the performance of the automobile.

FIG.1 LAYOUT OF EXHAUST SYSTEM

4. BASIC MUFFLER DESIGN:

Mufflers have either a round or oval cross-section. A double roll or a double structure is normally
used in the shell of the muffler, as it reduces the sound radiating from the shell and prevents
corrosion. As a means of reducing sound, beading is often put in the end plate to reduce rigidity.
Some mufflers have a double end plate with the absorbing materials placed in between.

5. VARIOUS PRINCIPLES USED FOR NOISE REDUCTION IN A

MUFFLER :

5.1.1 NOISE REDUCTION BY ABSORPTION PRINCIPLE:

Absorption mufflers are the simplest. Absorptive silencers contain fibrous or porous sound-
absorbing materials and attenuate noise by converting the sound energy propagating in the
passages into heat caused by friction in the voids between the oscillating gas particles and the
fibrous or porous sound-absorbing material there are two basic designs of absorption mufflers.

There is the straight-through design, which absorbs some sounds and has very little flow
restriction. Its design consists of a perforated tube surrounded by high-temperature woven
fiberglass or any other sound absorbing material tightly packed in a metal container. The sound
energy flows through the holes in the perforated tube and the fiberglass absorbs

the sound. The bigger the muffler, the

more sound .

it can deaden. Because the airflow is straight through the muffler, there is very little backpressure
to slow down the airflow. Some examples of this type are GReddy BL-series exhausts, DynoMax
UltraFlow, and the C herry Bomb glasspack.

Another design employs i nstead of a simple, perforated tube, a chamber inside the muffler that is
much larger than the rest of the exhaust pipe. This design abates sound more efficiently than the
standard

Straight-through design because when the exhaust gases enter this large chamber they slow
down dramatically. This gives them more time to dwell in the sound insulation, and thus absorb
more noise. The large chamber gently tapers back into the smaller size of your exhaust pipe, and
the exhaust gasses are sent on their way to the tailpipe.This design is used in Hooker Aero
C hamber muffler.

5.1.2 SOUND ABSORBING MATERIALS USED IN MUFFLERS:

FIBRE GLASS ROCK WOOL

C onventional fiberglass is used for much acoustic and thermal insulation consists of short fibers
interleaved with one another forming a batt. Fiberglass fibers can be produced in indefinitely long
lengths. One basic form of Fiber Glass is Glasswool. It is produced by a `spinning' process.

The following table shows its noise isolation coefficient at various frequencies.

Frequency (Hz) Noise Isolation

C oefficient
125 0.32
250 0.76
500 0.94
1,000 0.96
2,000 0.95
4,000 0.98

Rockwool seems perfect for higher quality muffler designs because of fire-resistant and acoustic
considerations coupled with a natural tendency for water repellency. It is produced by `spinning'
processes and the raw material is mostly basalt rock which is found in lava deposits.

The absorption method is probably the least effective at quelling engine roar but absorptive
silencers usually have relatively wideband noise reduction characteristics at middle and higher
frequencies.

5.2 NOISE REDUC TION BY REFLEC TION PRINC IPLE :

The principle used in this is that when two waves in opposite phase meet, they cancel each other

More recently, the science of acoustics and gas flow dynamics has yielded some new muffler
designs that use "reflective sound cancellation" (RSC ) technology. Such mufflers eliminate
unwanted sound waves within the muffler case without the use of restrictive baffles or packing
material. This is accomplished by using special reflective chambers within the muffler itself and a
straight pipe with an air gap that allows sound to escape into the reflective chambers and bounce
back. By altering the length and diameter of the reflection channels, the muffler can be tuned to
dampen out specific sound frequencies, resulting in a free-flowing muffler that is also quiet.

FIG.5 REFLECTION SOUND CANCELATION TECHNOLOGY

This muffler includes a pipe that runs straight through the muffler, almost as if there was no
muffler in the system. However, in this straight through-pipe, there is a full 360-degree air gap
that allows sound pressure waves to escape and travel down a channel. These waves are
reflected back to the air gap where they arrive 180 degrees out-of-phase and cancels that
particular sound frequency. Each muffler cancels up to three primary resonance-producing sound
frequencies. All that remains is the clean crisp sound of a healthy performance engine.

This technology enables engineers to tune

each muffler to a specific vehicle by adjusting the size of the 360-degree air gap and the length of
the pulse channels within the muffler for the best sound and least interior resonance. Initially,
muffler design can be calculated using exacting acoustic and thermodynamic formulas. The final
design specs are arrived at by using Real Time Spectrum Analysis equipment to analyze "real"
sound at idle, acceleration, and cruise.

5.3NOISE REDUC TION BY EXPANSION PRINC IPLE :

Expansion chamber mufflers reflect waves by introducing a sudden change in crosssectional area
in the pipe. They do not have the high attenuation of the Hemholtz resonator, but have a
broadband frequency characteristic, with pass bands when half the acoustic wavelength equals
the cavity length. Their performance also deteriorates at higher frequencies when the cross axis
dimension of the muffler is 82% of the acoustic wavelength. Some expansion chamber muffler
systems are also packed with sound absorbing material which helps to improve the high
frequency attenuation.

Basically, an expansion muffler is just a big metal can. It can be cylindrical or tobacco can
shaped. It has a pipe in and a pipe (or two) out. The Main expansion chamber allows the sharp
pressure pulses (puffs) to be smoothed out, reducing the individual pulse sounds at the outlet.
Two-stroke engines are notorious for noise generation, and some enthusiasts have recognized
this and have developed extended mufflers to reduce the noise as much as possible. Four-stroke
engine exhaust systems often incorporate an expansion chamber as one of the silencers on the
airplane. At an expansion ratio of 16:1, such a properly designed expansion chamber can lower
the noise output by 20 dB. Often the expansion can/chamber contain some baffles to enhance its
sound quieting properties. Such chambers are especially effective at very low frequencies (400-
600 Hz.)

5.4 NOISE REDUC TION BY RESONANC E PRINC IPLE :

Reactive silencers, which are commonly used in automotive applications, reflect the sound waves
back towards the source and prevent sound from being transmitted along the pipe using the
principle of a Helmholtz resonator.

A Helmholtz resonator or Helmholtz oscillator is a container of gas with an open hole. A volume of
air in and near the open hole vibrates be the air inside. C ause of the 'springiness' of

The silencer comprises the exhaust pipe, which goes through the large volume of a chamber
called resonator chamber. The axial holes in the exhaust pipe enclosed by the resonator chamber
allow the gases to vibrate with the large mass of the gases in the chamber forming a spring-mass
vibrating system and generate the sound of the same frequency but in opposite phase to that
which has to be nullified called anti-sound. The resonator has a precise volume and has a specific
length that is calculated to produce a wave that cancels out a certain frequency of sound. C hoice
of the resonant frequency is critical, if wrongly selected it can really make exhaust boom.

The usual length to diameter (l/d) ratio of the resonator is about 4:1 to 8:1.

A small l/d ratio muffler attenuates the sound well for a narrow frequency band, where as the
large l/d muffler attenuates the sound to a lesser degree but over a wider frequency band. So
resonator muffler design is targeted to specific frequencies where the majority of the attenuation
is required. In some designs, the muffler has several resonators of different sizes to target a
range of frequencies

Since the frequency range limits the resonant chamber application, other features are
incorporated in the resonant chamber to produce friction effects and filter off noise effects of
other offending frequencies. Provision of baffles, resonator mufflers with end baffles, resonator
with centre baffle chamber and four-chamber muffler are some examples

5.5NOISE REDUC TION BY MIXED PRINC IPLE :

C ombination silencers are also widely used to reduce engine exhaust noise. Some silencers
combine both reactive and absorptive elements to extend the noise attenuation performance over
a broader noise spectrum.

Hedman Hedders, a muffler manufacturing

company uses this principle. The muffler's outer casing is sized just-so, so that high-pitched
engine sound is reflected back into the core of the muffle where the sound waves meet their
maker as they slam right into a torrent of more sound waves of like wavelength coming straight
from the engine. And, this muffler is packed with a lot of fiberglass to hold absorb any straggling
noise that might be lagging behind.

Figure shows configuration of muffler responsible for dampening the sound consists of a
combination of an expansion chamber, a resonance chamber and a flow division arrangement.

6. LATEST TECHNOLOGY IN EXHAUST MUFFLERS :

The conventional mufflers have some limitations. For example, Expansion is good for reduction of
noise, but worst for power and economy. Absorption is effective when we pack materials such as
fiberglass inside casing, but this is usually quite loud, especially when the packing burns out.
Absorption does not control reversion. Reflection which is the most effective for power increase is
done with baffles and reflector plates with nothing to burn out but construction is complex.So,to
overcome these limitations,mufflers with advanced technology have been developed.

6.1 ELECTRONIC NOISE CONTROL SYSTEMS:

An Electronic muffler employs detectors for 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.

From a microphone and a crankshaft speed/position sensor, the computer receives input on the
pattern of pressure waves engine is emitting at its tail pipe. This data is processed using patented
algorithms, which produce mirror-image pulses that are sent to speakers mounted near the
exhaust outlet, creating contra-waves that cancel out the noise. In other words, the sensors trap
the waveform signature of the engine, and the speakers generate anti-noise waves 180 degrees
out of phase with the gas waves. The sound waves collide, wiping each other out. It removes
sound energy from the environment, and from the law of conservation of energy where the
energy has to turn up someplace, all that is left is low-level heat.

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. Widespread use will be dependent upon continued development of
lower cost systems with improved performance realized through the use of better analytical
algorithms, transducers and processors.

6.2 AUTOMATICALLY OPERATED BUTTERFLY VALVE SYSTEM:

THE PRINCIPLE OF AES BUTTERFLY:

The AES kit consists of a variable opening butterfly valve that is

fitted as part a vehicle's exhaust system. The butterfly opening is infinitely variable over a 90
degree range and is designed to control exhaust noise and backpressure. The valve is typically
used to reduce noise where a big-bore aftermarket exhaust is fitted.

When the butterfly valve is closed or very near closed it improves noise suppression of mufflers
and cat converters. The valve itself also has a quietening effect. However, when the valve is
open, it sacrifices its noise suppression advantage to allow maximum engine breathing and
power.

The active exhaust valve provides the best of both noise suppression and maximum exhaust flow
when wanted.

C ontrol over butterfly valve angle is critical. At any given moment, the valve angle must provide
the suitable balance of noise suppression and engine performance. Typically, the valve is near
closed at idle, cruise and part throttle – this gives a quiet exhaust in all normal driving conditions.
However, at wide open throttle, the valve should be fully open for maximum performance

The latest AES system can be arranged in a “self-regulating” configuration. By tapping into the
front section of exhaust a backpressure input can be fed into the control unit. The control unit
recognizes when backpressure reaches the predetermined value which is trim-pot adjustable up
to 5 psi and automatically opens the butterfly to allow maximum breathing. In all other situations,
the butterfly remains in a closed position for maximum noise suppression.

If a exhaust causes up to 3 psi backpressure at full power, the backpressure trigger value should
be set to around 2.5 psi. This will give a quiet exhaust note at all times except for the last bit of
power of the engine. The downside of this approach is additional backpressure in normal driving.

6.3 MAGNAFLOW SYSTEM :

MagnaFlow systems feature straight-through flow designs for the ultimate in unrestricted
horsepower and torque for big power while maintaining exhaust efficiency. The internal
MagnaFlow muffler consists of stainless steel wool and an acoustical absorbent material that is
superior to fiberglass, which many other manufacturers use for noise reduction. There are no
baffles, chambers or louvers; in fact, there are no restrictions at all. MagnaFlow muffler has a
straight-through, wide-open design for performance with a smooth, deep tone.

6.4 MOROSO SPIRAL FLOW RACING MUFFLERS:

Using advanced gas dynamics and sophisticated noise cancellation acoustics, Moroso engineers
have developed the spiral flow racing muffler. Specially engineered spiral baffles divide the
exhaust flow into two separate paths, significantly reducing noise levels with minimal
backpressure. It has a round tube case with a centered inlet and outlet, and features an all-steel
construction for durability.

7. CONCLUSIONS:
Firstly, the main function of the muffler is to reduce the sound of the engine's out coming exhaust
gases through the exhaust pipes to a minimal level. But more noise reduction means increased
backpressure. More backpressure means decreased efficiency. The most efficient mufflers help
slightly overcome the loss of efficiency introduced into the system as backpressure. An ideal
muffler should be able to eliminate exhaust noise completely and must not introduce
backpressure. To achieve this, latest electronic designs are being developed which increase the
performance of the automobile engine.

REFERENCES:

• Noise and vibration control engineering by L.L.Beranek and L.L.Ver.

• Automotive Mechanics by Donald L.Anglin and William H.C rouse.

• www.basaltfiber.com

• www.magnaflow.com

• www.phys.unsw.edu.au

C reated by Department of C SE