SAE TECHNICAL

PAPER SERIES 1999-01-1665

Modeling of Engine Exhaust Acoustics

Thomas Morel and John Silvestri
Gamma Technologies,

Karl-Alfred Goerg
BMW AG

Rolf Jebasinski
J. Eberspacher, GmbH & Co.

Reprinted From: Proceedings of the 1999 Noise and Vibration Conference

(P-342)

Noise and Vibration Conference & Exposition

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Modeling of Engine Exhaust Acoustics
Copyright © 1999 Society of Automotive Engineers, Inc.
ABSTRACT
Exhaust acoustics simulation is an important part of the
exhaust system process. Especially important is the
trend towards a coupled approach to performance and
acoustics design. The present paper describes a new
simulation tool developed for such coupled simulations.
This tool is based on a one-dimensional fluid dynamics
solution of the flow in the engine manifolds and exhaust
and intake elements. To represent the often complex
geometries of mufflers, an easy-to-use graphical pre-
processor is provided, with which the user builds a model
representation of mufflers using a library of basic ele-
ments. A comparison made to two engines equipped
with exhaust silencers, shows that the predictions give
good results.
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 volu-
metric efficiency (and engine torque). Only as the sec-
ond 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 objec-
tives 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]).
As a consequence of the recognition of these mutual
effects, the trend in the vehicle industry is now toward
integrated engine performance and acoustics. Since
1
1999-01-1665
Thomas Morel and John Silvestri
Gamma Technologies,
Karl-Alfred Goerg
BMW AG
Rolf Jebasinski
J. Eberspacher, GmbH & Co.
these two design targets are difficult to optimize simulta-
neously by standard hardware testing procedures, simu-
lations are called on to assist in this process. In recent
years, much work has been done on improving the pre-
dictive 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 pro-
cess.
The objective of this work has been the application of a
new CAE tool (GT-Power) designed for simultaneous
engine performance and acoustics analysis. GT-Power is
a detailed engine simulation tool, specifically focused on
transient engine processes, and containing detailed mod-
els of engine breathing (with and without turbocharging),
combustion, emissions, and thermal warm-up of compo-
nents. To aid in the development of exhaust system mod-
els, GT-Power contains a dedicated muffler preprocessor
tool which allows the user to build a model graphically by
point-and-click procedures. This new tool was tested by
comparison to experimental data obtained on two
engines equipped with exhaust silencers.
ENGINE SYSTEM MODEL
GT-Power is a comprehensive engine performance analy-
sis code (Morel et. al [8]), which contains highly detailed
models of all key engine processes, as discussed below.
This tool is a part of GT-SUITE, which is an integrated set
of CAE tools for analysis of engines and powertrains.
ENGINE BREATHING – The flow solution is carried out
by the solution of one-dimensional flow equations by a
finite difference scheme. The entire system is discretized
into many small control volumes on which the governing
equations are evaluated on a staggered mesh. This
means that all scalars (pressure, temperature, species)
are calculated at the center of the volumes, while the vec-
tors (velocity, mass flux and enthalpy flux) are calculated
at the volume boundaries. The main flow elements are
pipes (which are sub-divided into a number of sub-
volumes) and flowsplits (volumes which have more than
two openings and which can represent dividing streams,
volumes separated by perforated walls and other com-
plex flow domains). The system representation is built
from various “components” (pipes, flowsplits, cylinders,
crankcases, compressors, turbines, burners, etc.) which
are connected by “connections” (orifices, valves, throt-
tles, CFD connections), as shown in Figure 1. This figure
illustrates a 6-cylinder truck diesel engine.
An optimization of the breathing process can be carried
out using a special general procedure which allows the
automatic optimization of practically any input parameter
with respect to any output parameter. This is illustrated in
Figure 2, showing the automatic optimization of the zip-
tube length for maximum volumetric efficiency.
Figure 1. Model of a 6-cylinder, turbocharged, turbo-
compound diesel engine.
Figure 2. Results of automatic determination of optimal
zip tube length for maximum volumetric
efficiency, using generic optimizer, in a 4-
cylinder automotive engine.
2
Design of exhaust systems often covers emission control
equipment in addition to the acoustics. One of the fea-
tures of the solution is the calculation and tracking of all
of the species of products of combustion. This allows the
prediction of emissions and also provides the necessary
boundary conditions for catalyst chemistry calculations.
Work on these emissions calculations is in progress.
THERMAL SOLUTION AND ENGINE WARM-UP –
Exhaust gas temperature has a large effect on speed of
sound and thus on the acoustics. Consequently, an
important aspect of engine operation is heat transfer (in-
cylinder and in intake/exhaust manifolds) and resulting
component temperatures. Heat transfer is a strong func-
tion of engine speed and load, and so are the component
temperatures. Under transient engine operation there is
also the effect of thermal inertia, which has important
effect on a variety of diverse issues such as turbocharger
response, catalyst light-off and knock. To model these
one has to calculate the heat transfer coefficients
between the gases and the walls, and also solve the heat
conduction in the solid structures (pistons, pipes, etc.).
The in-cylinder heat transfer model uses several alterna-
tive 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 in-
cylinder flow model to calculate the instantaneous flow
velocities (swirl, squish and turbulence are used for Rey-
nolds 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 depen-
dent thermal properties.
The manifold heat transfer calculations use a different
approach. The heat transfer coefficient is based on the
Colburn analogy, using the instantaneous flow velocity in
the pipes for the Reynolds number calculation. The con-
duction through the pipe walls assumes axial symmetry,
and it allows the walls to consist of many layers of differ-
ent materials. Air layers (air-gaps) are also allowed. The
solution accounts both for radial and axial flow of heat
through the pipe walls. During transient operation, this
model tracks the warm up of the manifolds and pipes,
including the warm up of the catalyst.
COMBUSTION AND EMISSIONS – Several combustion
models are available for spark ignited and diesel engines.
Most often used are three simple models: user-specified
combustion profiles and Wiebe function models for S.I.
and diesel engines. In addition, there are two detailed
combustion models. For diesel engines there is a diesel
jet combustion model, which represents an injected jet/
plume by up to 1500 subvolumes; for homogeneous
charge spark ignition engines there is a turbulent flame
front model (Morel et al [8]).
VEHICLE TRANSIENTS – Although GT-Power is nomi-
nally a thermodynamics cycle model, it in fact has signifi-
cant cranktrain dynamics and vehicle capabilities (Morel
et al, 1999). The torque and speed calculations are car-
ried 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 gen-
erate instantaneous torque at the flywheel. Engine
speed fluctuations during each engine cycle are also cal-
culated. 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 build-
ing 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 reso-
nators. 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).
Figure 3. Typical tri-flow muffler design generated by the
muffler graphical preprocessor
APPLICATION TO 6-CYLINDER ENGINE WITH
TWO DIFFERENT REACTIVE SILENCERS
An experimental data set was acquired on a specially
designed engine setup, based on a BMW 6-cylinder in-
line passenger car engine. The exhaust system was
arranged into two parallel parts, each connected to one
bank of the engine. Of these, one side was instrumented
with pressure transducers, measuring instantaneous
pressures along the length of the exhaust. Three differ-
3
ent configurations were studied. One was the baseline
system with a straight pipe, made of several pipe ele-
ments, and no silencer. The other two were based on
this baseline, replacing pieces of the straight pipe by
silencing elements. In one of these cases the silencing
element was a concentric tube resonator, in the other it
was a simple three-pass muffler.
The baseline system was a straight pipe, of total length of
3455 mm. There were 2 transducers. One was installed
at an upstream location 2690 mm from the tail end of the
pipe (location 1). The other was near the exit (tailpipe),
420 mm from the end (location 7).
The concentric tube resonator was made of a cylindrical
shell 128 mm diameter and 380 mm long. The center
pipe had 846 holes 3.5 mm in diameter, arranged in two
patches (Figure 4). This resonator was inserted into the
exhaust system, replacing a pipe of the same length.
There were 4 transducers. One pressure transducer was
installed at the upstream location 1, one inside the reso-
nator shell, one just downstream of the resonator (loca-
tion 2), and one near the tail pipe (location 7).
Figure 4. Concentric tube resonator generated by the
muffler preprocessor.
The muffler was a basic three-pass design with three
pipes and two baffles, with perforations in one of the baf-
fles (Figure 5). This resonator was inserted into the
exhaust system, replacing a pipe of the same length.
Comparisons were made for four pressure transducers.
Of these, one pressure transducer was installed at the
upstream location 1, the second just upstream of the
muffler (location 2), the third inside the muffler in the vol-
ume between the second baffle and the muffler end, and
the fourth one near the tail pipe (location 7).
RESULTS FOR THE STRAIGHT PIPE BASELINE – The
results for the straight pipe are shown in Figures 6 a, b
(6000 rpm), 6c, d (4500 rpm) and 6 e, f (3000 rpm).
Since there is no muffler, the pressure magnitude is
about the same at both locations. It is seen that the sim-
ulation well reproduces the pressures at both locations,
and their changing characteristics from speed to speed.
Figure 5. Three-pass muffler generated by the muffler
preprocessor.

RESULTS FOR CONCENTRIC TUBE RESONATOR –

For this case, the results are shown in Figures 7 (6000
rpm) and in Figure 8 (3000 rpm). The measured pres-
sures show the attenuation produced by the resonator,
which can be seen by comparing the first location with
the three other locations. Again, the simulation repro-
duces reasonably well the measured values.

RESULTS FOR MUFFLER – The results for the three-

pass muffler are shown in Figure 9 (6000 rpm) and Fig-
ure 10 (3000 rpm). They show strong attenuation, espe-
cially at the last two locations, as compared to the two
upstream locations. Again, the simulation agrees well
with the measurement at all locations.

APPLICATION TO A V-6 ENGINE WITH AN

ABSORPTIVE SILENCER

Another experimental data set was acquired on a V-6

Audi engine, equipped with a single exhaust silencer.
This silencer was a concentric tube resonator, made of a
cylindrical shell 156 mm diameter and 480 mm long. The
center pipe had 2280 holes 3.5 mm in diameter, uniformly
distributed along the entire length of the resonator (Fig-
ure 11). There were two transducers, one installed at an
upstream location 180 mm ahead of the resonator, the
second 180 mm downstream of the resonator. The
experiments were run over a wide range of speeds, from
1000 rpm to 6500 rpm. There were two sets of data, one
with an empty resonator, one with the resonator filled with
absorbing wool material, packed with a density of 120 g/
liter. The data taken at the two locations were presented
in the form of pressure level at various orders across the
wide speed range.

RESULTS FOR EMPTY RESONATOR – Ahead of the

resonator (Figure 12) the simulations gave a good agree-
ment with the measurements. A similar level of agree-
ment was found at the location after the resonator, except
for the 3rd order at the higher speeds (Figure 13). Figure 6. a,d. Straight pipe, 6000 and 4500 rpm.

4

Figure 6. e,f. Straight pipe, 3000 rpm.
RESULTS FOR RESONATOR FILLED WITH
ABSORBING WOOL – With the wool packing inside the
resonator, the level of agreement in front of the resonator
was about the same as without the wool (Figure 14).
After the resonator the agreement was good for all orders
except the 9th order above 3000 rpm (Figure 15).
EFFECTS OF ABSORBING WOOL – The effects of the
absorbing wool are clearly seen by comparing the experi-
mental results from the empty and filled resonators.
There is a significant difference even upstream ahead of
the resonator (Figure 16). This difference is the most
apparent at low speeds in the third order, where the dip in
the pressure level is seen to have moved to lower speeds
due to the presence of the wool packing. Downstream of
the resonator (Figure 17), the 3rd order noise level is
actually higher with the wool, and there are significant
changes up and down at the higher orders. The calcu-
lated changes produced by the wool agree very well with
the experiments ahead of the resonator (Figure 18). Also
after the resonator, the main trends produced by the wool
were well predicted (Figure 19).
5
CONCLUSIONS
1. An engine system simulation model has been devel-
oped, 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 mea-
surements in both frequency content and amplitude.
3. The model is applicable to both reactive and absorp-
tive (with mineral wool) exhaust components.
ACKNOWLEDGMENTS
Thanks are due to Mr. Bernard Challen of Shoreham Ser-
vices for his assistance during the model development.
His practical and theoretical experience led to many valu-
able 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. Gonzales-
Contreras, “A Theoretical and Experimental Study of
the Behavior of Concentric Perforated Duct Automo-
tive 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 Bulle-
tin, January/February 1998, pp 5-9.
7. T. Morel, J. Morel and D.A. Blaser, "Fluid-Dynamic
and Acoustic Modeling of Concentric-Tube Resona-
tors/Silencers", SAE Paper 910072, February, 1991.
8. T. Morel, R. Keribar, J.J. Silvestri and S. Wahiduzza-
man, “Integrated Engine/Vehicle Simulation and Con-
trol”, SAE Paper 1999-01-0907, March 1999.
9. G. Woschni, [1967], “An Universally Applicable Equa-
tion 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 Predict-
ing Spatially and Time Resolved Convective Heat
Transfer in Bowl-in-Piston Combustion Chambers",
SAE Paper 850204, SAE Congress, February, 1985.
 Figure 8. Concentric tube resonator, 3000 rpm

Figure 7. Concentric tube resonator, 6000 rpm

6
Figure 9. Three-pass muffler, 6000 rpm. Figure 10. Three-pass muffler, 3000 rpm.

7
Figure 11. Six-cylinder engine with a concentric tube
resonator.

Figure 12. Empty resonator, upstream location.

8
 Figure 14. Resonator with wool packing, upstream
location.
Figure 13. Empty resonator, downstream location.

9
Figure 15. Resonator with wool, downstream location.

Figure 16. Effect of wool packing, experiment, upstream.

10
 Figure 18. Effect of wool packing, calculation, upstream.
Figure 17. Effect of wool packing, experiment, upstream.

11
Figure 19. Effect of wool packing, calculation,
downstream.

12