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SAE TECHNICAL
PAPER SERIES 2001-01-1566

Analysis of Transient Noise Behavior

of a Truck Diesel Engine
Marcel Dhaenens and Gijs van der Linden
DAF Trucks

Jakob Nehl
FEV Motorentechnik

Rainer Thiele
RWTH Aachen, VKA

Reprinted From: Proceedings of the 2001 Noise and Vibration Conference

(NOISE2001CD)

Noise and Vibration Conference & Exposition

Traverse City, Michigan
April 30 - May 3, 2001

400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760
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Copyright 2001 Society of Automotive Engineers, Inc.

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Analysis of Transient Noise Behavior of a Truck Diesel Engine
Copyright © 2001 Society of Automotive Engineers, Inc.
ABSTRACT
Based on NVH tests conducted on a heavy-duty
turbocharged DI diesel engine, noise relevant differences
between steady-state and transient operating condition
were investigated. A vehicle drive-by test simulating the
effects of vehicle mass and inertia was performed,
followed by transient NVH measurements in a semi-
anechoic test cell.
Steady-state noise was exceeded by 5 dBA during
transient operation due to broadband increase of noise
excitation combined with structure resonance
amplification. Transient noise results mainly from
"harsher" combustion as a consequence of enlarged
ignition delay indicated by significant increase in
maximum cylinder pressure gradient. Variation of
geartrain excitation and combustion excitation revealed
that geartrain noise is of minor importance in this
context.
Transient noise improvement must focus on reducing
ignition delay, for instance by increasing combustion
chamber temperature, optimization of injection rate
(controlling the amount of premixed fuel at start of
combustion) and advancing begin of injection in
compliance with adequate NVH and excellent drivability.
Transient tests should be implemented in the diesel
engine NVH development process, since steady-state
parameter variations do not reflect the individual
transient NVH behavior of the engine.
INTRODUCTION
Aside from "classical" requirements concerning further
reduction in fuel consumption and exhaust emissions of
heavy-duty diesel trucks, NVH aspects have become
more and more the focus of attention. In 1989, the night
driving ban in Austria for trucks exceeding the 80 dBA
limit required by the ISO Standard R362 drive-by test
2001-01-1566
Marcel Dhaenens and Gijs van der Linden
DAF Trucks
Jakob Nehl
FEV Motorentechnik
Rainer Thiele
RWTH Aachen, VKA
gave an additional impetus to NVH improvement of
heavy-duty diesel trucks.
In the speed and load range relevant for the drive-by test
/1/, /2/, the engine is the main noise source of a heavy-
duty diesel truck. Investigations on a light heavy-duty
diesel engine exhibited a noise reduction potential of up
to 6 dBA /3/. Sophisticated vehicle encapsulation
measures could be avoided by several engine
improvement measures, such as crankcase structure
optimization, geartrain location at flywheel side as well as
NVH refinement of alternator, oil sump and crankshaft
noise absorber.
Current engine noise optimization is typically based on
steady-state engine measurements, as high-dynamic
acoustic test cells are rare. Yet, according to current
noise legislation, the vehicle drive-by test requires
transient engine operation, since transient noise of DI
diesel engines exceeds steady-state noise significantly.
Therefore, the knowledge of NVH relevant differences
between both engine operating conditions is a
prerequisite for effective noise improvement.
SOURCES OF TRANSIENT NOISE
Transient noise behavior of diesel engines was the
subject of several investigations (e.g. /4/ - /9/). According
to their findings, transient noise can exceed steady-state
full load noise by up to 6 dBA. In general, the significant
combustion noise increase due to enlarged ignition delay
is considered to be the main cause for transient diesel
engine noise.
In this context, not only the amount of pre-mixed fuel at
start of combustion, but especially the difference
between steady-state and transient condition
temperatures of intake air and combustion chamber
walls has a considerable influence on ignition delay and
combustion noise intensity.
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However, the effect of both temperatures on transient TEST BENCH SET-UP

combustion noise increase is assessed rather diversely.
In /8/ charge air temperature is judged a major cause,
whereas in /6/ combustion chamber wall temperature is
reported as directly related to transient combustion noise
increase.
Apart from combustion noise increase, piston slap is
reported in /8/ and /9/ as an additional influence on
transient diesel engine noise.
The goal of the study presented here was to investigate
the noise relevant differences between steady-state and
transient condition based on NVH tests on a 6-cylinder
in-line heavy-duty turbocharged DI diesel engine.
Transient NVH tests were performed in a semi-anechoic
test cell according to the vehicle accelerated drive-by
test. Vehicle mass and drivetrain inertia were simulated,
while considering appropriate gear ratio and eddy-current
brake inertia.
Transient NVH behavior was compared with steady-state
full load condition with special focus on combustion and
geartrain excitation including variation of excitation
intensity. Predominant sources of transient engine noise
and recommendations for the reduction of transient
engine noise will be discussed.
For the NVH tests, the complete powertrain, i.e. engine
with transmission, was installed in a semi-anechoic test
cell. Intake and exhaust orifice noise were eliminated
and the gearbox was acoustically encapsulated in order
to focus on pure engine noise.
The acoustic investigation included sound pressure
analyses in the far-field (1 m distance to the engine’s
surfaces) and vibration measurements at selected
locations on the engine structure, e.g. crankcase, oil pan
flange and oil pan. For the analysis of combustion
excitation, in-cylinder pressure measurements were
performed. For the analysis of geartrain excitation,
peripheral gear acceleration measurements at the
injection drive shaft were conducted. Additionally, engine
speed, boost pressure, exhaust backpressure and
injection line pressure were monitored. In Figure 1, the
powertrain installation as well as the measured
parameters are represented. The investigation program
included tests at steady-state condition with engine
operation at quasi-steady speed increase (both full load)
as well as transient engine operation.

TEST BENCH AND ENGINE INSTRUMENTATION

For the study reported here, a powertrain in actual

production representing the technical state-of-the art was
selected.

MAIN TECHNICAL ENGINE DATA

The main technical data are summarized in the following

table:

engine: DAF XE355C; DI diesel engine

type: turbocharged 6-cylinder in-line
engine displacement: 12,6 l
compression ratio: 16:1
boosting: CBP turbocharger Figure 1: Test Bench Set-Up and Engine Instrumentation
max. power: 355 kW (2000 rpm)
max. torque: 2095 Nm (1200 rpm)
emission: EURO III
timing geartrain: front side position; gears with
high-contact ratio
Main NVH and thermodynamic measured variables:
injection system: electronic unit pump
• sound pressure far field (1 m)
• structure vibration
• cylinder pressure
• peripheral acceleration injection drive shaft
• boost pressure
• line injection pressure
• speed
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SIMULATION OF DRIVE-BY TEST PROCEDURE

The transient NVH tests on the complete powertrain

according to the accelerated vehicle drive-by test (ISO
Standard R362) were performed using appropriate
transmission gear ratio and eddy-current brake inertia.

In Table 1, the total vehicle inertia is compared with the

inertia of the test bench composed of powertrain inertia
and eddy-current brake (18.2 kgm²) for the selected gear
ratio i:
Mass Inertia*
th 2
Vehicle (4 gear low, i = 4.57) 8,248 kgm
th 2
Test Bench (7 gear low, i = 1.43) 8,851 kgm
*Inertia Reduced to Crankshaft
Table 1: Vehicle vs. Test Bench Inertia

Transient speed/load increase was controlled by a

special device actuating the load control system of the
engine. This device guaranteed reproducible and reliable
transient test procedure. All transient tests started
(warmed-up engine) at 960 rpm steady-state condition by
switching from no load to full load according to a variable
ramp and stopped at the cut-off speed of approx.
2270 rpm.

In Figure 2, transient engine behavior for three

investigated gear ratios is compared to typical vehicle
drive-by test results. The analysis based on engine
speed (top) and maximum cylinder pressure (bottom)
reveals good comparability and reliability for the transient
test at the test bench (see gear ratio iB). In accordance
with the vehicle drive-by test, the duration of the transient
engine speed/load increase (960 - 2100 rpm) amounts to
approx. 2.5 sec.

TRANSIENT NOISE ANALYSIS

COMPARISON OF STEADY-STATE AND TRANSIENT

ENGINE NOISE

Multi-channel data acquisition included simultaneous

recording of a total of 24 measured values. A sampling
rate of 40 kHz per channel in combination with a crank
position sensor (data over-sampling of 12 MHz for 1°CA
resolution) allowed crank angle related time event
analysis during high-dynamic speed increase at transient Figure 2: Drive-by Test Simulation
condition.

The following NVH measurement conditions were

included in the test program:
• full load steady-state
• quasi-steady speed increase at full load
(900 - 2200 rpm in approx. 3 min.)
• transient tests (960 - 2200 rpm in approx. 2.5 sec;
switch from no load to full load and engine
acceleration against inner powertrain and eddy-
current brake inertia).
As quasi-steady speed increase tests were performed
slowly, the comparison with steady-state test results
revealed high correspondence. Therefore, the analysis of
NVH relevant differences between transient and steady-
state condition is based on quasi-steady speed increase
as well as steady-state tests compared with transient test
results.
Prior to each transient test, the engine was operated at
stable low load/low speed condition in order to guarantee
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identical and reliable engine starting conditions. For

reliable comparison with quasi-steady speed increase
results, two transient tests were averaged.
In Figure 3, transient and steady-state (quasi-steady
speed increase) engine noise are compared: Transient
overall engine noise exceeds steady-state levels by
5 dBA maximum. Transient noise is characterized by a
broadband level increase combined with amplified
resonance effects. The speed range relevant for
transient noise increase extends to approx. 1500 rpm.
Two engine operating conditions were selected for
detailed comparison of transient and steady-state NVH
characteristics: 1200 rpm and 1700 rpm. At steady-state
condition, the intake and exhaust side reveal the highest
sound radiation in the relevant speed range. Front and
top side exhibit a 2 - 3 dBA lower sound emission
(Figure 4, top diagram).

During transient operation, sound radiation of exhaust,

intake and front side exceeds steady-state levels by up
to 5 dBA (Figure 4, bottom diagram). Intake and exhaust
side remain the loudest and front side the quietest. The
most significant transient influence, however, is due to
the top side with a 7 dBA higher sound level. This
transient noise increase results mainly from the 1 kHz
and 2 kHz octave frequency range which typically
characterizes direct combustion noise of DI diesel
engines.

The engine noise radiation character changes

significantly during transient operation compared with
steady-state condition. This occurs according to the
engine’s structural vibration transfer and noise radiation
behavior with respect to the pre-dominating noise
excitation mechanism.

Corresponding to transient noise behavior, structure

vibration revealed significantly higher acceleration levels.
Especially at engine block position (liner), oil pan flange
and oil pan approx. 5 - 6 dB higher overall acceleration
levels were observed (Figure 5).

Figure 4: Quasi-Steady vs. Transient Engine Noise Radiation

Directivity

Third-octave band analysis yields that transient vibration

level increase results from high frequencies at the
cylinder liner (4 & 8 kHz octave frequency range: piston
slap assumed) and mid frequencies at the oil pan flange
(1 & 2 kHz octave frequency range: typical range of
direct combustion noise).

Figure 3: Quasi-Steady vs. Transient Engine Noise

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NOISE EXCITATION MECHANISM DURING

TRANSIENT OPERATION

In order to focus on the differences between transient

and steady-state noise excitation, two representative
operating conditions were analyzed: 1200 rpm exhibiting
considerable differences between transient and steady-
state condition and 1700 rpm pinpointing the speed end
of transient noise increase.

Figure 5: Quasi-Steady vs. Transient Structure Vibration

(Octave Analysis)

Figure 6: Quasi-Steady vs. Transient Noise, Combustion & Geartrain

Excitation
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Figure 6 illustrates the correlation between engine noise
(4 sides averaged), combustion excitation (cylinder
pressure excitation spectra) and geartrain excitation
(peripheral acceleration at injection drive shaft pulley)
based on third-octave spectra.
Transient noise increase is caused by high combustion
excitation, especially in the frequency range of direct
combustion noise (Figure 6, top diagram: 1200 rpm).
Figure 7: Quasi-Steady vs. Transient Geartrain Excitation
(Injection Pump Drive Shaft)
Peripheral acceleration at the pulley (injection drive
shaft) during transient operation reflects "softer"
geartrain excitation.
At 1700 rpm, the differences in combustion excitation are
less significant. Only slightly higher noise levels in the
direct combustion noise related third-octave bands can
be detected during transient operation (Figure 6, bottom
diagram). Obviously, the remaining higher combustion
excitation (compared with steady-state condition) is
partly masked by a global increase of mechanical noise.
GEARTRAIN EXCITATION (INJECTION PUMP DRIVE
SHAFT)
Figure 7 gives a more detailed insight into geartrain
excitation of the injection drive shaft pulley during
transient operation. In the speed range of interest
(1000 - 1500 rpm, transient condition), injection line
pressure exhibits a level increase of approx. 140 bar at
its maximum (see hatched area). However, geartrain
excitation at steady-state full load condition is not
exceeded, as the peripheral acceleration levels at
injection drive shaft reveal. Event analysis of the
acceleration time traces at 1200 rpm exhibits slightly
larger pulses at steady-state full load condition.
Obviously, geartrain excitation due to alternating torque
(injection drive shaft) is lower at transient condition
compared with steady-state condition and, therefore, of
minor importance.
COMBUSTION EXCITATION
Combustion analysis yields significantly lower maximum
cylinder pressure level for transient condition compared
with steady-state condition (Figure 8, top diagram).
However, in the speed range below 1500 rpm, transient
combustion reveals remarkable increase of maximum
cylinder pressure and thus combustion excitation
(Figure 8, bottom diagram: combustion noise parameter
LTC). For the evaluation of combustion excitation
intensity, cylinder pressure excitation spectra as well as
the combustion excitation parameter
LTC (20*log(max.(dp/dt)*rpm/20) [bar/s²]) are chosen, since
the cylinder pressure gradient characterizes mainly
transient combustion noise increase.
The combustion noise parameter LTC exhibits 10 - 15 dB
higher levels at transient condition in the relevant speed
range below 1500 rpm. Even in the higher speed range,
transient combustion excitation exceeds steady-state
combustion excitation. However, sound radiation as
mentioned earlier indicates that combustion excitation is
more and more masked by mechanical engine noise.
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Figure 8: Quasi-Steady vs. Transient Combustion Excitation

Figure 9 illustrates the basic relationship between

transient engine noise and combustion excitation: In the
top diagrams, the differences with respect to selected Figure 9: Transient Combustion Noise Increase
NVH relevant parameters between transient and steady-
state condition are presented. Combustion excitation
reveals a significant rise strongly correlated to transient
engine noise increase in the speed range up to approx.
1500 rpm. This is indicated by the LTC as well as the As expected and well known from previous publications,
maximum pressure gradient. The time traces of cylinder transient engine noise results mainly from "harsher"
pressure as well as their first and second derivation are combustion indicated by a significant increase in
represented exemplarily for both steady-state and maximum cylinder pressure gradient. This combustion
transient condition at 1200 rpm (bottom diagrams). excitation increase is caused by enlarged ignition delay
at transient condition (Figure 9, top).
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Enlarged ignition delay results mainly from combustion
process related differences between transient and
steady-state condition as listed below:
• lower combustion chamber wall temperatures
• lower charge air temperature
• dynamic advance of injection timing
• significantly lower boost pressure.
Previous studies (e.g. /6/ and /8/) which investigated the
first two influencing parameters in detail revealed
significant impact on ignition delay and, consequently, on
combustion excitation during transient operation.
Advancing begin of injection for excellent drivability is
also well known and requires careful vehicle calibration
in order to find the most favorable compromise between
vehicle acceleration performance and transient
combustion noise.
Figure 10: Quasi-Steady Condition: Variation of Combustion and
Geartrain Excitation
In addition to that, transient boost pressure fails steady-
state boost pressure by 0.9 bar, finally resulting in a
lower end-of-compression temperature and pressure, i.e.
enlarged ignition delay.
VARIATION OF GEARTRAIN AND COMBUSTION
EXCITATION
The NVH program of the study reported here also
included investigations with respect to the variation of
geartrain and combustion excitation. Geartrain excitation
due to torque fluctuation at the injection drive shaft was
varied by dismounting the torsional damper at the
injection drive shaft. Combustion excitation was modified
by advancing BOI by -5°CA.
Steady-State Condition
Figure 10 shows the excitation analysis in terms of
maximum cylinder pressure, combustion excitation
parameter LTC and peripheral acceleration at the injection
pump gear (IP). Due to advanced BOI, maximum
cylinder pressure and especially the pressure gradient
(see LTC) are increased at low speeds. Moreover,
geartrain excitation (w/o torsional absorber) increases
significantly at low but especially at mid and high speeds.
The influence of the investigated variations on overall
engine noise radiation at full load is depicted in
Figure 11. At low speeds, engine noise is determined by
both geartrain and combustion excitation. These effects,
indicated by a remarkable overall engine noise increase
by 1 dBA, result mainly from the 1 kHz and 2 kHz octave
frequency bands.
Transient Condition
Transient engine noise sensitivity was also investigated
with respect to modified combustion and geartrain
excitation. To this end, transient NVH tests were
reproduced with advanced begin of injection (BOI -5°CA)
as well as w/o torsional absorber at the injection drive
shaft pulley (w/o torsional damper at IP-gear).
The effect of both modifications on combustion and
geartrain excitation during transient operation are
documented in Figure 12. Maximum cylinder pressure
(approx. +10 bar) as well as the combustion excitation
parameter LTC (approx. +2 dB) rise during transient
condition. Without the torsional absorber, geartrain
excitation during transient operation exceeds geartrain
excitation at quasi-steady condition in the speed range
from 1100 - 1400 rpm. In the baseline configuration (with
damper), peripheral acceleration level increase reaches
quasi-steady speed, but does not exceed it.
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Figure 11: Quasi-Steady Condition: Comparison of Variants,
Engine Noise (Octave Analysis)
At quasi-steady condition, modified geartrain excitation
exhibits a larger influence on engine noise, especially in
the mid and high speed range (see Figure 13, top).
However, at transient condition, modified combustion
excitation reveals a larger impact on engine noise in the
speed range up to 1500 rpm (Figure 13, bottom
diagram).
Figure 12: Transient Condition: Variation of Combustion and
Geartrain Excitation
The table in Figure 13 displays the averaged noise level
differences between quasi-steady/transient condition in
this very speed range for baseline and both
modifications. However, increase in geartrain excitation
does not lead to additional engine noise increase during
transient condition. In contrast to that, advanced BOI
leads to additional noise level increase of approx.
0.6 dBA. Obviously, transient engine noise is more
sensitive to combustion excitation than geartrain
excitation.
TRANSIENT NOISE SIMULATION AND REDUCTION
Diesel engine NVH optimization is typically based on
steady-state tests as well as quasi-steady speed
increase, as high-dynamic NVH tests cells are rare.
However, the effects of dominating transient noise
excitation mechanisms cannot be simulated accurately
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by parameter variation at steady-state condition (e.g. BOI

etc.) without detailed knowledge of individual engine
boundary conditions during transient operation, such as
combustion chamber wall temperatures, charge
temperature, boost pressure etc.

Consequently, modifications investigated at stationary

condition, i.e. variation of combustion and geartrain
excitation, did not reflect the reality of transient condition
(Figure 14).

Figure 14: Steady-State vs. Transient Condition

Excitation Variation at Steady-State Condition (1200 rpm)

By advancing begin of injection, steady-state combustion

Figure 13: Quasi-Steady vs. Transient Condition
Combustion & Geartrain Excitation Variation
excitation is significantly lower compared with transient
combustion excitation (Figure 14, top). The large
increase in geartrain excitation level when dismounting
the torsional absorber cannot be found at transient
condition. Therefore, to improve transient NVH according
to the vehicle drive-by test, transient tests as reported
must be implemented in the NVH development process
of diesel engines.
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In accordance with previous investigations, the study
revealed that transient noise increase results from
"harsher" combustion, indicated by a significant increase
in the maximum cylinder pressure gradient. This is
caused by enlarged ignition delay, mainly due to lower
combustion chamber wall and air charge temperatures.
This occurs in combination with dynamic advance of
injection timing (aiming for good drivability) and
significant lower boost pressure.
Therefore, transient noise improvement measures must
aim at reducing ignition delay by:
• optimization/reduction of transient shift of begin
of injection
• injection rate optimization controlling the amount
of premixed fuel present at the begin of
combustion, e.g. pilot injection, rate shaping etc.
• increase in boost pressure at start of transient
operating, e.g. variable turbine geometry,
electrically driven/supported turbo charger or
two-stage turbo-charging
• temperature rise in the combustion chamber,
e.g. load dependent exhaust gas re-circulation
(/6/ and /8/)
Aside from these primary NVH improvement measures,
secondary measures may also optimize transient noise
by:
• optimization of structure attenuation behavior
with respect to combustion excitation
• effective encapsulation of transient noise
radiation predominating components.
CONCLUSION
Based on NVH tests with a heavy-duty turbocharged DI
diesel engine, the differences with respect to noise
generation between steady-state full load and transient
condition were investigated. A drive-by test simulating
vehicle full load acceleration was followed by transient
NVH measurements in a semi-anechoic test cell.
Steady-state full load engine noise is determined at low
speeds by both geartrain and combustion excitation,
whereas at mid and high speeds, it is determined by
geartrain excitation.
Transient noise exceeds steady-state full load noise by
up to 5 dBA and is characterized by a broadband noise
increase combined with resonance effect amplification.
Transient noise increase results mainly from "harsher"
combustion due to enlarged ignition delay indicated by
significant increase in cylinder pressure. This is due to
lower combustion chamber wall and air charge
temperatures combined with lower boost pressure and
advanced begin of injection compared with steady-state
condition. In this context, the investigated engine showed
minor transient geartrain noise significance.
As suggested by the outcome of several previous
investigations and confirmed by this study, transient
noise improvement has to focus on reducing ignition
delay. The main approaches are increase of combustion
chamber wall and intake air temperatures, injection rate
optimization controlling the amount of premixed fuel at
start of combustion, begin of injection optimization for the
most favorable compromise between drivability and
NVH.
Diesel engine NVH optimization is typically based on
steady-state tests, as high-dynamic NVH test cells are
rare. However, dominating transient noise generation
mechanisms cannot be investigated without detailed
knowledge of NVH relevant facts which can only be
gathered by discriminating parameter variation.
Therefore, transient tests must be implemented in the
NVH development process as a prerequisite for effective
NVH improvement. As reported here, transient tests
according to the ISO Standard R362 drive-by test can
also be performed in a common acoustic test cell.
REFERENCES
1. F. W. Leipold, W. Herzog: Geräuschminderungstechno-
logien an modernen Nutzfahrzeugen (Noise Reduction
Technologies on Modern Trucks)
2. F. X. Moser, B. Spessert: Entwicklung Lärmarmer
Dieselmotoren für den Nutzfahrzeug- und Industrieeinsatz
(Development of Low-Noise Diesel Engines for Truck and
Industrial Application)
3. M. Schittler, H. Bergmann, K. Flathmann: The new
Mercedes-Benz OM 904 LA Light Heavy-Duty Diesel
Engine for Class 6 Trucks, SAE 960057
4. T. Reinhart: Test Cell Simulation of the Drive by Noise
Test, SAE 870967
5. T. Boland, J. Huang, W. Flint: Vehicle Pass-By Exterior
Noise In-Cell Simulation Test Method, SAE 951358
6. A. Rust, G. Thien: Effect of Transient Conditions on
Combustion Noise of NA-DI Diesel Engines, SAE 870989
7. Y. Watanabe, H. Fujisaki, T. Tsuda: DI Diesel Engine
Becomes Noisier at Acceleration - The Transient Noise
Characteristic of Diesel Engine, SAE 790269
8. H. E. Head, J. D. Wake: Noise of Diesel Engines Under
Transient Condition, SAE 800404
9. B. J. Challen: The Effect of Combustion System on Engine
Noise, SAE 750798