GT Power Simulation of the Influence of Exhaust Manifold Design on Sound Quality. Ivan Arbuckle. Emcon Technologies

GT Power Simulation of the Influence of Exhaust Manifold Design on Sound Quality Ivan Arbuckle Emcon Technologies GT Power User Conference Detroit 9

Objective Study the exhaust manifold design factors that influence noise Asymmetry Restriction Cylinder-Cylinder Interference Characterize the Engine Noise Source Characteristics Ps and Zs from the MultiLoad Template 2

Why is there noise in the Exhaust? The noise is caused by the unsteady mass flow rate from the engine. This leads to oscillations in the exhaust pipe which are emitted at the outlet as tail pipe noise. If the flow from the engine was a steady (non oscillating) flow there would be no order noise. EVO EVC EVO EVC EVO EVC 3

Why is.5 OE suppressed in a 2 cylinder engine?.5 EO Cylinder.5.5 8 36 54 72 -.5 2.5.5 EO Summation Total Cancellation - db re Cylinder - -.5.5.5 + =.5 EO Cylinder 2.5 8 36 54 72 -.5 - -.5-2 -.5 - -.5 8 36 54 72 All orders are shifted 36 CA for the second cylinder since it fires revolution later. 4

Why is EO not suppressed in a 2 cylinder engine?.5. EO Cylinder.5 8 36 54 72 -.5-2.5. EO Summation (Doubled, or +6dB) -.5.5.5. EO Cylinder 2.5 -.5 8 36 54 72 - -.5-2 -.5 8 36 54 72 - -.5 5

What if firing is not 36 separated for a twin cylinder?.5 EO Cylinder.5.5 8 36 54 72 -.5 - -.5 2.5.5 Total.5 EO Only Partial Cancellation -6dB re Cylinder 8 36 54 72 -.5.5.5 EO Cylinder 2 Phase Shift 45 - -.5-2.5 -.5 8 36 54 72 - -.5 6

What else can cause incomplete.5 EO Cancellation?.5.5 EO Cylinder 2 Total.5 EO Only Partial Cancellation -6dB re Cylinder.5 -.5 - -.5.5.5 -.5 - -.5 8 36 54 72.5 EO Cylinder 2 Lower Amplitude 8 36 54 72.5.5 8 36 54 72 -.5 - -.5-2 An amplitude shift can be caused by; incomplete combustion in cylinder inconsistent cylinder-to-cylinder Veff or imbalanced restriction in exhaust manifolds. 7

Singles & Twins Single Cylinder (4 Stroke) Horizontally Opposed Twin (36 Firing) 45 V Twin Common Crank Throw (45-35 ) 8

Singles & Twins: Source Level (Ps) Single.5 EO Engine Source Strength, Ps 36 H-O Twin Engine Source Strength, Ps EO 45 V Twin 9 9 Single 36 H-O Twin 45 V Twin 8 7 6 5 4 3 3 4 5 6 8 7 6 5 4 3 3 4 5 6 Single.5 EO Engine Source Strength, Ps Engine Source Strength, Ps 36 H-O Twin 2 EO 45 V Twin Single 36 H-O Twin 45 V Twin 9 8 7 6 5 4 3 3 4 5 6 9 8 7 6 5 4 3 3 4 5 6 9

4 Cylinder (Firing -2-4-3) 2 3 4 2 4-2- with equal length primary & secondary I4 with Log Manifold 4 Boxer 4 3.5 EO EO.5 EO 2 EO 4-2- Manifold.5 EO EO.5 EO 2 EO Log Manifold.5 EO EO.5 EO 2 EO Boxer 4 9 9 9 8 8 8 7 6 5 4 3 7 6 5 4 3 7 6 5 4 3 3 4 5 6 3 4 5 6 3 4 5 6

V6 (Firing -4-2-5-3-6 = R-L-R-L-R-L) 6-2- Symmetrical 4 5 6 2 3 Asymmetric Log 9 V6 Firing 9-5 -9-5 -9-5 4 5 2 6 3.5 EO EO.5 EO EO.5 EO 3 EO 6-2- Manifold.5 EO 3 EO Log Manifold.5 EO EO.5 EO 3 EO Odd Fire V6 6-2- 9 9 9 8 8 8 7 6 5 4 3 7 6 5 4 3 7 6 5 4 3 3 4 5 6 3 4 5 6 3 4 5 6

Cylinder Interference in Twin Cylinder Engines Cylinder Cylinder 2 2

Cross Plane V8 (Firing -3-7-2-6-5-4-8 = R-R-L-R-L-L-R-L) 8-2-X-2 Symmetrical 8- Manifold Uneven bank-to-bank firing on a cross-plane crank V8 causes variation from cylinder to cylinder. A 8- manifold can overcome this (as can a flat plane crank). Exh Valve Mass Flow (kg/sec) Exh Valve Mass Flow (kg/sec) Cylinder Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6 Cylinder 7 Cylinder 8 Summation.25.2.5..5 -.5 Cylinder Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6 Cylinder 7 Cylinder 8 Summation.25.2.5..5 -.5 9 8 27 36 45 54 63 72 Crank Angle Summation 9 8 27 36 45 54 63 72 Crank Angle 3

V8 (Firing -3-7-2-6-5-4-8) 5 6 7 8 2 3 4 Dual V8 No Bank-to-Bank mixing. H-Pipe V8 with equal length primary X-Pipe V8 with equal length primary 2.5 EO.5 EO 2 EO 4 EO 8 to 2 Manifold 2.5 EO.5 EO 2 EO 4 EO H-Pipe 2.5 EO.5 EO 2 EO 4 EO X-Pipe 9 9 9 8 8 8 7 6 5 4 3 7 6 5 4 3 7 6 5 4 3 3 4 5 6 3 4 5 6 3 4 5 6 4

V8 (Firing -3-7-2-6-5-4-8) Y-Pipe V8 with equal length primary Y-Pipe V8 with equal primary, Unequal Secondary 8-into- V8 with equal length primary 2.5 EO.5 EO 2 EO 4 EO 8-2- Y Manifold 2.5 EO.5 EO 2 EO 4 EO Asymetric Y-Pipe 2.5 EO.5 EO 2 EO 4 EO 8 to Manifold 9 9 9 8 8 8 7 6 5 4 3 7 6 5 4 3 7 6 5 4 3 3 4 5 6 3 4 5 6 3 4 5 6 5

H-Pipe Tuning on a V8 Application Tail Pipe Noise - db(a) 9 8 None Small.75" Large 2.5" X.5EO Tail Pipe Noise - db(a) 9 8 2.5EO 7 7 6 3 4 5 6 7 6 3 4 5 6 7 4EO 8EO Tail Pipe Noise - db(a) 9 8 Tail Pipe Noise - db(a) 9 8 7 7 6 6 3 4 5 6 7 3 4 5 6 7 Varying the H-pipe diameter can have a large affect on half order levels. This is used as another tuning parameter to achieve the best sound quality. 6

modefrontier Optimization V6 V8 : Work Flow Latin Hypercube 2 3 MOGA 4 7

modefrontier Optimization V6 V8 : Targets Ps at 9 8 6-2- Baseline V8 with H-pipe Source Pressure Level (db) at 7 6 5 4 3 5 5 25 3 Frequency (Hz) 8

modefrontier Optimization V6 V8 : Results Baseline V6 (6-2-) V6 Log Optimized V6 V8 9

Conclusions Multi-Cylinder Engines have the potential to significantly suppress half orders But there are many design features which can re-introduce half order content; Engine Factors Odd-Fire Engine Even Fire engine with Odd-Fire on each bank Manifold Factors Length Differences - introduces phase errors Restriction Differences - introduces amplitude errors Inadequate Bank-to-Bank Mixing 2