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Research Papers

Acoustic Modeling of Charge Air Coolers

[+] Author and Article Information
Magnus Knutsson

Noise & Vibration Centre,
Volvo Car Group,
Dept 91620/PV2C2,
Göteborg SE-405 31, Sweden
e-mail: magnus.knutsson@volvocars.com

Mats Åbom

KTH-CCGEx,
The Marcus Wallenberg Laboratory for Sound and Vibration Research,
KTH-Royal Institute of Technology,
Stockholm SE-100 44, Sweden
e-mail: matsabom@kth.se

1Corresponding author.

Contributed by the Noise Control and Acoustics Division of ASME for publication in the JOURNAL OF VIBRATION AND ACOUSTICS. Manuscript received October 16, 2016; final manuscript received February 22, 2017; published online May 30, 2017. Assoc. Editor: Theodore Farabee.

J. Vib. Acoust 139(4), 041010 (May 30, 2017) (9 pages) Paper No: VIB-16-1505; doi: 10.1115/1.4036276 History: Received October 16, 2016; Revised February 22, 2017

The necessity of reducing CO2 emissions has lead to an increased number of passenger cars that utilize turbocharging to maintain performance when the internal combustion (IC) engines are downsized. Charge air coolers (CACs) are used on turbocharged engines to enhance the overall gas exchange efficiency. Cooling of charged air increases the air density and thus the volumetric efficiency and also increases the knock margin (for petrol engines). The acoustic properties of charge coolers have so far not been extensively treated in the literature. Since it is a large component with narrow flow passages, it includes major resistive as well as reactive properties. Therefore, it has the potential to largely affect the sound transmission in air intake systems and should be accurately considered in the gas exchange optimization process. In this paper, a frequency domain acoustic model of a CAC for a passenger car is presented. The cooler consists of two conical volumes connected by a matrix of narrow ducts where the cooling of the air takes place. A recently developed model for sound propagation in narrow ducts that takes into account the attenuation due to thermoviscous boundary layers and interaction with turbulence is combined with a multiport representation of the tanks to obtain an acoustic two-port representation where flow is considered. The predictions are compared with experimental data taken at room temperature and show good agreement. Sound transmission loss increasing from 5 to over 10 dB in the range 50–1600 Hz is demonstrated implying good noise control potential.

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References

Figures

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Fig. 1

CAC used for validation

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Fig. 2

Internal geometry of a cooling channel (geometry of turbulators and narrow cooling tubes indicated) in the validation CAC

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Fig. 3

Schematic representation of a generic air-to-air CAC

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Fig. 4

Definition of acoustic variables at multiport openings. Left side—inlet volume and right side—outlet volume.

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Fig. 5

Layout of the MWL/KTH test rig for determination of acoustic two-port data

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Fig. 6

Predicted attenuation in the upstream direction for one cooling tube at Ma = 0.08

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Fig. 7

Predicted phase speed ratio in the upstream direction for one cooling tube at Ma = 0.08

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Fig. 8

Predicted attenuation in the downstream direction for one cooling tube at Ma = 0.08

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Fig. 9

Predicted phase speed ratio in the downstream direction for one cooling tube at Ma = 0.08

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Fig. 10

Experimental and predicted transmission loss in the upstream direction for complete CAC at Ma = 0.1 in main duct (Ma = 0.08 in cooling tubes)

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Fig. 11

Experimental and predicted transmission loss in the downstream direction for complete CAC at Ma = 0.1 in main duct (Ma = 0.08 in cooling tubes)

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