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Research Papers

Acoustic Source Data for Medium Speed IC-Engines

[+] Author and Article Information
Antti Hynninen1

VTT Technical Research Centre of Finland, P.O. Box 1000,FI-02044 VTT, Finlandantti.hynninen@vtt.fi

Raimo Turunen

VTT Technical Research Centre of Finland, P.O. Box 1000, FI-02044 VTT, Finlandraimo.turunen@vtt.fi

Mats Åbom

KTH Competence Centre for Gas Exchange, Marcus Wallenberg Laboratory, SE-10044 Stockholm, Swedenmatsabom@kth.se

Hans Bodén

KTH Linné Flow Centre,Marcus Wallenberg Laboratory, SE-10044 Stockholm, Swedenhansbod@kth.se

1

Corresponding author.

J. Vib. Acoust 134(5), 051008 (Jun 05, 2012) (11 pages) doi:10.1115/1.4006415 History: Received May 18, 2011; Revised February 21, 2012; Published June 04, 2012; Online June 05, 2012

Knowledge of the acoustic source characteristics of internal combustion engines (IC-engines) is of great importance when designing the exhaust duct system and its components to withstand the resulting dynamic loads and to reduce the exhaust noise emission. The goal of the present study is to numerically and experimentally investigate the medium speed IC-engine acoustic source characteristics, not only in the plane wave range but also in the high frequency range. The low frequency acoustic source characteristics were predicted by simulating the acoustic multiload measurements by using a one-dimensional process simulation code. The low frequency in-duct exhaust noise of a medium speed IC-engine can be quite accurately predicted. The high frequency source data is estimated by averaging the measured acoustic pressures with different methods; using the simple cross-spectra averaging method seems promising in this instance.

Copyright © 2012 by American Society of Mechanical Engineers
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References

Figures

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Figure 1

Electro-acoustic analogy for a linear time-invariant one port source model. Pressure source (left), and volume velocity source (right).

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Figure 2

The test engine, Wärtsilä Vasa 4R32, in the VTT engine laboratory

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Figure 3

The measurement point locations for pressure transducers in the exhaust manifold and exhaust pipe

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Figure 4

The pressure transducers located in the exhaust manifold of the Wärtsilä 4R32 engine

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Figure 5

The instrumented exhaust duct (ø = 500 mm) of the Wärtsilä 4R32 engine

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Figure 6

The phase difference of the frequency response functions at measurement section one in the exhaust pipe at full engine load

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Figure 7

The real part of the measured acoustic load impedance for different engine loads as a function of frequency

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Figure 8

The imaginary part of the measured acoustic load impedance for different engine loads as a function of frequency

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Figure 9

The real part of the measured acoustic load impedance for different engine loads as a function of the Helmholtz number

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Figure 10

The imaginary part of the measured acoustic load impedance for different engine loads as a function of the Helmholtz number

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Figure 11

The downstream acoustic power levels determined at full engine load. The plane wave range part W¯0+ is based on wave decomposition. Acoustic power levels W¯Sa+ and W¯Sc+ are achieved by averaging the auto- and cross-spectra.

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Figure 12

The GT-Power simulation model of the Wärtsilä Vasa 4R32 engine with exhaust piping

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Figure 13

The measured and simulated pressures in the exhaust manifold after cylinder 1 (measurement point 8)

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Figure 14

The measured and simulated pressures in the exhaust manifold after cylinders 2 and 3 (measurement point 7)

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Figure 15

The measured and simulated sound pressure levels in the exhaust manifold after cylinder 1 (measurement point 8)

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Figure 16

The measured and simulated sound pressure levels in the exhaust manifold after cylinders 2 and 3 (measurement point 7)

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Figure 17

The measured and simulated in-duct downstream sound power in the low frequency range at full engine load

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