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1.1 INTRODUCTION

As the invention of the internal combustion engine, the noise created by it has been a
constant source of problem to the atmosphere. So the problems of reducing engine
noise consist, mainly in attenuating exhaust noise. Good design of the muffler should
give the best noise reduction and offer optimum backpressure for the engine.
Moreover, for a given internal configuration mufflers have to work for a broad range
of engine speed. [1]

It is an important noise control element for reduction of machinery exhaust noise, fan
noise, and other noise sources involving flow of gas. There are several types of
mufflers used to reduce noise back pressure, some of them are explained below

1.1.1 Glass Pack Muffler: One important characteristic of muffler is how

much backpressure they produce. Because of all of the turns and holes the exhaust has
to go through, some mufflers produce a fairly high back pressure. This subtracts a little
from the power of the engine.

This type of muffler uses only absorption to reduce the sound. On a muffler like this,
the exhaust goes straight through a pipe that is perforated with holes. This pipe is
surrounded by a layer of glass insulation that absorbs some of the pressure pulses. A
steel housing surrounds the insulation.

These mufflers produce much less restriction, but don’t reduce the sound level as
much as conventional mufflers.

Fig. 1.1 Glass Pack Muffler

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 1.1.2 Perforated Pipe Muffler: In this type of muffler Inlet and outlet tube are
extended in chambers. These mufflers generally consist of several pipe segments that
interconnect with a number of larger chambers. The noise reduction mechanism of this
silencer is that the area discontinuity provides an impedance mismatch for the sound
wave travelling along the pipe. The reactive silencers are more effective at lower
frequencies than at high frequencies, and are most widely used to attenuate the exhaust
noise of internal combustion engines.

Fig. 1.2 Perforated Pipe Muffler

1.1.3 Reactive and Absorptive Silencer: Some silencers combine both

reactive and absorptive elements to extend the noise attenuation performance over a
broader noise spectrum. Combination silencers are also widely used to reduce engine
exhaust noise.

Fig. 1.3 Reactive and Absorptive Silencer

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1.2 BACK PRESSURE

This represents the extra static pressure exerted by muffler on engine through
restriction in flow of exhaust gases. Higher Back pressure can cause decrease in
engine efficiency or increase in fuel consumption, overheating and may result in a
complete shutdown of engine.

Back pressure caused by the exhaust system of an automotive four-stroke engine has a
negative effect on engine efficiency resulting in a decrease of power output that must
be compensated by increasing fuel consumption. [2]

Silencer’s performance is mainly dependent on the values of backpressure. Pressure

drop of exhaust system includes losses due to piping, silencer and termination. High
backpressure can cause a decrease in engine efficiency or increase in fuel
consumption, overheating and may result in a complete shutdown of the engine
potentially causing significant damage.

In four stroke engines the most obvious effect is the increase in size of the pumping
loop as the back pressure increases, due to the extra work done by the piston on the
gas in pumping it out of the cylinder during the exhaust stroke. This represents the
extra work that must be done by the engine as the back pressure increases, in addition
to meeting the constant load demand. Although the maximum cycle pressure decreases
due to the reduced compressor pressure ratio, the engine pressure ratio remains
effectively constant. The gradient of the power stroke curve also decreases with
increased back pressure. This is due to the increase in the burn duration that occurs
with reduced maximum cylinder pressure.

Thus, excessive backpressure can adversely affect performance, resulting in reduced

power and increased fuel consumption, exhaust temperatures and emissions. It will
reduce exhaust valve and turbocharger life. Also it is imperative that exhaust
backpressure is kept within specified limits for those engines subject to emissions
legislation. [3]

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 1.2.1 CAUSES OF BACK PRESSURE

 Exhaust pipe diameter too small.

 Excessive number of sharp bends in the system.
 Exhaust pipe too long.
 Silencer resistance too high. [2]

1.2.2 EFFECTS OF BACK PRESSURE

Increased exhaust pressure can have a number of effects on the diesel engine, as
follows:
 Increased pumping work

 Reduced intake manifold boost pressure

 Cylinder scavenging and combustion effects

 Turbocharger problems

These are the problem arises in the engine. So the backpressure will be reduced
the engine efficiency will be high. [2]

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CHAPTER 2

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2.1 PROBLEM STATEMENT:

Automotive muffler of a four stroke diesel engine is given. Analyse the flow
parameters like velocity field, pressure field and optimize the back pressure of a given
exhaust muffler. Compare the changes occurred due to changes in design and back
pressure. And select appropriate muffler which efficiently optimises the back pressure.

2.2 AIM & OBJECTIVE:

1) To optimize the back pressure of a given exhaust muffler.

2) To analyse the flow parameters of exhaust gases like velocity field, pressure
field by using CFD package.
3) Vary the number of perforations and diameter of perforations to analyse the
changes in back pressure of an automotive silencer.

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CHAPTER 3

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3.1 LITERATURE REVIEW:

Many research have been done on industrial silencer and among these papers we
describe overview of some selected research papers.

A. Flow Considerations in Industrial Silencer Design:

1) Objective:
typical silencer unit is analyzed and calculate the pressure drop with different
method.
low interactions of silencer with their upstream and downstream equipment.

2) Conclusion:

pressure recovery takes place along a long distance downstream of the silencer. The
pressure drop through the model silencer from numerical simulation agrees well with
testing data and result from empirical method.

performance and system stability depending on where the equipment is located in the
flow path downstream of the silencer baffles. For silencers with high inlet velocity and
non-uniform inlet flow conditions, special design on the inside flow structure and
construction should be considered to make sure that the acoustic absorption material is
properly protected.

B. Design and Performance Measurement of Compressor Exhaust Silencer by

CFD:

1) Objective:

noise reduction with allowable backpressure is achieved.

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2) Conclusion:

pressure and transmission loss are compared theoretically and by CFD. It is found that
the proposed silencer has less back pressure and transmission loss increases up to 10-
18 dB. Noise level is under control as per occupational safety and health standards.

C. Reactive Silencer Modelling by Transfer Matrix Method and Experimental

Study:

1) Objective:
s the acoustic performance of a reactive silencer for two special cases
using numerical and experimental techniques.

silencer are briefly presented.

2) Conclusion:
r disadvantage of the simple expansion chamber is that in certain
applications time varying tones and their harmonics may align simultaneously with the
periodic through and cause a severe deterioration in acoustical performance. The
problem may be partly solved by using extended-tube elements. The model for 3
expansion chambers computed without end corrections fails at considerably lower
frequency while exhibiting a TL close to that of a simple expansion chamber without
baffle in its valid frequency range.

mufflers configurations under test are higher than the predicted ones over the
frequency interval 200 Hz … 1 kHz. The three chambers muffler configuration
provides considerably better TL values than the single chamber muffler configuration.

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D. Design Analysis and Performance Evaluation of Reactive Silencer by
SYSNOISE:

1) Objective:

involved in the calculation. Geometrical concerns, absorptive material characteristics,

flow effects (turbulence), break out noise, self-generated noise, and source impedance
all need to be included in the design calculations of insertion loss (IL).
thod is ease of use for calculating TL values. FEM and BEM are the
traditional laboratory method or 4-pole transfer matrix and the 3-point methods.

2) Conclusion:

acoustical engineering design is increasing rapidly. When used in conjunction with the
FEM and the BEM, the traditional, 4-pole and 3-point methods can be powerful tools
for designing acoustical silencer systems. The BEM has been shown to be quite slow
when compared to the FEM.
-pole method that has been shown to be just as fast as the 3-
point method, but the code required for this method, was not possible to implement
with SYSNOISE. The 3-point method, on the other hand, is just as accurate and easier
to use. It is faster than the traditional and 4-pole methods and lends itself very well to
repeated computational runs for optimization. The 3-point method, therefore, is a great
tool for evaluating the response of modifying individual parameters such as baffle
spacing, absorptive material properties, overall silencer length and width, and effects
of multiple small chambers.

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E. Controlling Low Frequency Noise using a Passive Silencer:

1) Objective:

noise levels but would target the low end of the frequency spectrum to systematically
reduce LFN.

2) Conclusion:
rom an internal combustion
engine using a passive type silencer it can be significantly suppressed allowing for
both regulatory compliance, safety of workers, and maintaining an acceptable quality
of life for nearby residents. Using a rigorous four point program of accurate analysis
of the noise including LFN being generated combined with effective engineering and
design, followed by quality controlled manufacturing of the noise suppression
equipment, concluding in experienced installation will get the results needed by
operators to meet stakeholder expectations. Any shortcuts, to save time or money, can
and will likely result in failure to meet those expectations resulting in higher costs in
the end not to mention the incalculable cost of lost credibility and confidence by the
local community which could be reflected in a backlash to further development in the
region.

F. Experimental and CFD Analysis of a Perforated Inner Pipe Muffler for the
Prediction of Backpressure:

1) Objective:

porosity of internal perforated tube is investigated using CFD analysis and the
simulated data is compared with experimental results.
% by change the value of porosity.

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2) Conclusion:

and then the effect on Backpressure is observed. It can be seen that the backpressure
varies nonlinearly and it cannot be predicted by any equation.

Backpressure is reduced greatly if the porosity is doubled.

G. A Practical Approach towards Muffler Design, Development and Prototype

Validation:

1) Objective:

time consuming by making use of acoustic theories and experience, practical approach
to get better design.

design, set targets for proto design and improves the same throughout the product
design steps and reduce cost of proto development.

2) Conclusion:
less cost for
muffler design by balancing various parameters. a brief background on evaluation of
muffler concept design for the proto type and validation with new approach. A
practical approach for muffler design to optimization of product development time &
cost by balancing conflicting requirements like Noise & Back pressure

each step of designing in detail from concept level to validation level. This approach
serves the purpose of reducing the number of iterations, product development time and
cost with better design. Although the practical approach has become an important tool
in making muffler design more of art than a science, the need for design verification
will always be necessary at end of each step.

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H. Experimental and CFD Analysis of a Perforated Inner Pipe Muffler for the
Prediction of Backpressure:

1) Objective:
ect of change in dimensions of perforation diameter and change in
porosity of internal perforated tube is investigated using CFD analysis and the
simulated data is compared with experimental results.
value of porosity.

2) Conclusion:

and then the effect on Backpressure is observed. It can be seen that the backpressure
varies nonlinearly and it cannot be predicted by any equation.

Backpressure is reduced greatly if the porosity is doubled.

if the diameter of the hole is increased the backpressure decreases sharply. There is
sharp change in backpressure values even if hole diameter is slightly changed.

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3.2 CONCLUSION FROM LITERATURE REVIEW:

From the literature review and all other aspects, some highlights of finding are below.

1) If the diameter of the hole is increased the backpressure decreases sharply. The
change in diameter of holes has remarkable effect.
2) Design methodology emphasis on modern CAE tools for optimization of
overall system design to choose the best concept.
3) The Backpressure reduced almost by 75% if the porosity is doubled. Also, if
the diameter of the hole increases the backpressure decreases sharply. The
change in diameter of holes has remarkable effect on back pressure.
4) The CFD simulation software can be used in designing and simulations. The
simulations give valuable information regarding the velocity field, pressure
field, density field and temperature field of the exhaust muffler. This is
important because save time and many in the production process through the
identification of eventual problems before the exhaust muffler is build.

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CHAPTER 4

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4.1 BASIC CONCEPT OF MUFFLER DESIGN

Internal combustion engines are typically equipped with an exhaust muffler to

suppress the acoustic pulse generated by the combustion process. A high intensity
pressure wave generated by combustion in the engine cylinder propagates along the
exhaust pipe and radiates from the exhaust pipe termination. The pulse repeats at the
firing frequency of the engine which is defined by f=(engine rpm x number of
cylinders)/120 for a four stroke engine. The frequency content of exhaust noise is
dominated by a pulse at the firing frequency, but it also has a broadband component to
its spectrum which extends to higher frequencies. Exhaust mufflers are designed to
reduce sound levels at 0-600Hz frequencies. [4]

In general, sound waves propagating along a pipe can be attenuated using either a
dissipative or a reactive muffler. A dissipative muffler uses sound absorbing material
to take energy out of the acoustic motion in the wave, as it propagates through the
muffler. Reactive silencers, which are commonly used in automotive applications,
reflect the sound waves back towards the source and prevent sound from being
transmitted along the pipe. Reactive silencer design is based either on the principle of
a Helmholtz resonator or an expansion chamber, and requires the use of acoustic
transmission line theory.

In a Helmholtz resonator design a cavity is attached to the exhaust pipe. At a specific

frequency the cavity will resonate and the waves in the exhaust pipe are reflected back
towards the source. However there are also pass band frequencies where the resonator
has no effect and so resonator muffler design is targeted to specific frequencies where
the majority of the attenuation is required. In some designs, the muffler has several
resonators of different sizes to target a range of frequencies. Expansion chamber
mufflers reflect waves by introducing a sudden change in cross sectional area in the
pipe. Their performance also deteriorates at higher frequencies when the cross axis
dimension of the muffler is 80% of the acoustic wavelength. Some expansion chamber
muffler systems are also packed with sound absorbing material which helps to
improve the high frequency attenuation.

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In all muffler designs the tailpipe length can have an important effect. The tailpipe
itself acts as a resonant cavity that couples with the muffler cavity. The attenuation
characteristics of a muffler are modified if the design tailpipe is not used. Also, the
effect of exhaust gas flow speed has a detrimental effect on the muffler performance.

4.2 SILENCER SELECTION FACTORS:

The use of an exhaust silencer is prompted by the need to reduce the engine exhaust
noise and backpressure. In most applications the final selection of an exhaust silencer
is based on a compromise between the predicted acoustical, aerodynamic and
mechanical performance in conjunction with the cost of the resulting system.

4.2.1 Acoustical performance:

The acoustical performance criterion specifies the minimum insertion loss (IL) of the
silencer, and is usually presented in IL values for each octave band as well as an
overall expected noise reduction value.

The insertion loss is determined from the free-field sound pressure levels measured at
the same relative locations with respect to the outlet of the unsilenced and silenced
systems. The IL of a silencer is essentially determined by measuring the noise levels
of a piping systems before and after the insertion of a silencer in the exhaust stream.
IL data presented by most manufacturers will typically be based upon insertion of the
silencer into a standard piping system consisting of specified straight runs of piping
before and after the silencer.

Exhaust system configurations as well as mechanical design can have a substantial

impact on the performance of and exhaust silencer and should be considered at the
time of specification. Raw exhaust noise levels should be obtained from the engine
manufacturer to determine the necessary noise reduction requirements of the proposed
silencer. Specific installation conditions and exhaust noise levels will aid the
manufacturer in determining the correct silencer to meet the required noise reduction.
If a silencer is located outside of the room or housing in which the engine is installed,
one must be cognoscente of the effects of ‘break-out’ noise from either the silencer

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body or associated piping system. Breakout noise can dominate the stack radiated
noise, particularly for high performance silencers that greatly reduce the noise
transmitted downstream.

A high performance exhaust silencer may have extremely good IL performance, but
utilization of a thin walled piping system may allow substantial noise to be radiated
from the piping system before entering the silencer body. One solution avoids
potential breakout from dominating the overall noise levels is to ensure a balance
between the exhaust silencer shell thickness and corresponding piping. Manufacturers
will often incorporate a multiple layer shell on higher-grade silencers to increase the
transverse transmission loss of the silencer.

4.2.2 Aerodynamic performance:

The Aerodynamic performance criterion specifies the maximum acceptable pressure

drop through the silencer (backpressure of the silencer). The exhaust flow rate and
temperature from the engine manufacturer are required to accurately predict the
backpressure of a silencer and piping system. Selection of an exhaust silencer based
solely on the diameter of the connecting piping can often lead to improperly selected
products that may present installation issues.

Traditional head loss calculations utilizing standardized coefficients for sudden

contraction and expansion of fluids can be used to approximate the pressure drop
through a silencer and combined with the values obtained for the remainder of the
piping system. More complex silencer internal structures should be analyzed using
Computational Fluid Dynamics (CFD) where traditional empirical calculations or
assumptions may lead to inaccurate results. The pressure drop through silencers should
be obtained from the manufacturer of the product upon submission of the required
flow information.

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4.2.3 Mechanical performance:

The Mechanical performance criterion specifies the material properties of the exhaust
system to ensure that it is durable and requires little maintenance when incorporated
into service. Material selection is especially important in cases involving high
temperature or corrosive gases. Traditional carbon steels will typically be sufficient for
the majority of applications using Diesel fuelled generators. Natural Gas engines will
traditionally run at an elevated temperature above their Diesel counterpart, and may
require a graded carbon or stainless steel that can maintain an element of structural
performance at elevated temperatures.

Aluminized steel is available from many silencer manufacturers and is often preferred
for general applications. Aluminized steel is slightly more heat resistant than carbon
steel and offers an increased resiliency to corrosion and is often selected as an
economical alternative to specifying a stainless steel system. Regular periodic testing
of a standby generator will subject the exhaust system to thermal cycles that can
contribute to the premature corrosion of carbon steel.

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4.3 BACKPRESSURE MEASUREMENT:

Exhaust backpressure is measured as the engine is operating under full rated load and
speed conditions. Either a water manometer or a gauge measuring inches of water may
be used. Refer the below figure. [2]

Table 4.1: Maximum Recommended Exhaust Back Pressure[4]

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4.4 EXPANSION CHAMBER ELEMENTS HAVING INFLUENCE ON
BACKPRESSURE:

A conventional muffler of internal combustion engine is mostly constructed as a

mixture or combination of perforated ducts, baffle or perforated baffle, expansion
chamber, etc.

4.4.1. Head pipe Or The Inlet Pipe

In general, a longer head pipe will bring about more bottom-end power at the cost of
peak power. A small head pipe generally brings stronger peak power and subtracts
bottom-end. Practically tapered head pipes are relatively more difficult to manufacture
and costly too, so they are rare in conventional vehicles. Tapered head pipes have
proven to boost performance and relatively ease pipe tuning in their main area of
influence.

4.4.2. Convergent and Divergent Cones

The length, volume and taper of the divergent cone strongly influence the amount of
peak power. A relatively short, steeply tapered, divergent cone creates high peak
power. What happens after an engine’s power peaks is nearly as important as the peak
itself. Controlling power after the peak i.e. the overrun is the divergent cone’s job. A
relatively longer, gently tapered final cone will give more overrun. A short, steep final
cone gives less.

4.4.3. Straight Section

The length or volume adjustments are compensated for "ideal" head pipe, divergent
cone, convergent cone and tailpiece/silencer dimensions at the pipes mid section. The
pipe’s straight section can be enlarged, shortened or lengthened to bring about the
same results like "ideal" designs.

4.4.4. The Tailpiece Or Outlet Pipe

Tailpiece size and its length influences peak power and bottom-end, and can even
affect an engine’s resistance to pistons. In general, smaller tailpiece diameters create
more peak horsepower but increase the occurrence of thermal breakdown because it

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accumulates the exhaust heat. Big tailpiece diameters increase bottom-end at the cost
of peak power and excessively large tailpiece diameters can reduce performance at all
engine speeds due to insufficient back pressure. Tailpiece length is also important,
because it is the part of the total pipe length and volume.

4.4.5. Perforations on Internal connecting tubes or cross flow perforated tube

The most critical component regarding backpressure of any commercial muffler is
cross flow perforated tube. The diameter and porosity of the perforations are most
critical. A smaller hole diameter but higher porosity creates high peak power with
acceptable backpressure value. While a larger hole diameters with higher porosity
reduce performance due to insufficient back pressure. Sound energy gets dissipated
considerably while moving through the perforations and it adds to the total attenuation
in perforated tubes. The perforated pipes are complex acoustic impedance and are
evaluated using simple empirical relations.

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CHAPTER 5

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5.1 EXPERIMENTAL SETUP AND TESTING

5.1.1 Apparatus used for experimental setup:

i. Engine
ii. Silencer
iii. Pressure Gauges
iv. Copper Pipe and rubber hose

5.1.2 Specifications of Apparatus used for Experiment:

i. Engine:
Four Stroke, Single Cylinder Diesel Engine
Volume- 796 cc
Max Power- 37 BHP @ 5000 rpm
Cooling type- Water Cooled
ii. Geometry of Silencer:
Volume- 7 litres
Dimensions- 363x244x135 mm3
iii. Pressure Gauges:
Type- U-tube Manometer
Pressure Range- 0-30 cm
iv. Copper Pipe:
Internal Diameter- 4 mm
Thickness- 1 mm
Length- 1 m

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5.2 SETUP:

Engine is mounted on concrete base in AISSMS COE Workshop. It is coupled

with hydraulic dynamometer to vary the speed of engine.
Exhaust of engine is connected to the silencer using GI pipe and elbow.
On the inlet and outlet of silencer U-Tube manometer is mounted using copper
pipes and rubber hoses to measure pressure.
Using brazing copper pipes are fitted into silencer inlet and outlet.

5.3 PROCEDURE FOR TESTING:

Start the engine, let it run at idling speed.

Take the first reading of pressure at inlet and outlet of silencer at idle speed.
Take second reading of pressure at inlet and outlet of silencer at maximum
throttle.
Difference between the pressures at inlet and outlet will give required
backpressure for silencer at particular speed.
Velocity flow rate is measured by using Pitot tube at the inlet of silencer.

5.4 EXPERIMENTAL RESULTS:

Velocity(m/s) Backpressure(Pa)
20 512
80 5515

Table 5.1: Experimental Values of back pressure

*Values of pressure are in Pascals.

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5.5 CALCULATIONS FOR BACK PRESSURE:

 1 bar = 750 mm of Hg

= 10.33 m of water

 Consider height of water column is 20 cm

For 20 cm of water

20/13.6 cm of Hg = 1.47 cm of Hg

= 14.7 mm of Hg

 14.7/750 = 0.0196 mbar

Now,

 1 cm of water = 19.6/20 = 0.98 mbar

 1 cm of water = 0.98 mbar
 1 cm of water= 98 Pa

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CHAPTER 6

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6.1 GEOMETRY OF SILENCER:

Figure 6.1: Internal structure of silencer

Dimensions of external body:

o Maximum length-363mm

o Maximum width-255mm

o Maximum height-135mm

Dimensions of internal structure:

o Distance between two baffles-170mm

o Diameter of perforations-3mm

o Distance between two perforations-2mm

o Diameter of pipes-38.1mm

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6.2 CAD MODEL OF SILENCER:

Figure 6.2: 3D CAD model of internal geometry

Figure 6.3: 3D CAD model for external geometry

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CHAPTER 7

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7.1 INTRODUCTION TO COMPUTATIONAL FLUID DYNAMICS

Computational Fluid Dynamics (CFD) is the numerical analysis of fluid flow, heat
transfer and related phenomena. When used appropriately, CFD is a powerful
modelling tool for predicting heat and fluid flow in real applications.

Stream Function Inc. uses both commercial and proprietary codes to analyze the flow
patterns, mixing, chemical reactions and thermal behaviour of internal or external
flows. A virtual prototype of the region of interest is divided into a large number of
control volumes, called cells, using a mesh or grid. In each of these cells, the Navier-
Stokes partial differential equations describing the fluid flow are rewritten in algebraic
form that relate the pressure, velocity, temperature and chemical species
concentrations to the value of neighbouring cells. These equations are then solved
numerically resulting in a complete picture of the flow down to the resolution of the
grid.

Advancements in the mathematical models describing turbulence, chemical reactions

and radioactive heat transfer have made CFD a very powerful tool in the design
process.

Validation of the CFD model is essential to ensure that the predicted effect of the
process or design change can be implemented with confidence. Stream Function Inc.
works with the client to obtain representative and meaningful data from the laboratory,
pilot plant or plant and performs the model validation study.

CFD is widely used in many industries, including transportation, power,

bioengineering, weather forecasting, homeland security, and defence. In the
transportation field, CFD is used in the design and analysis of vehicles (including
autos, buses, trucks, trains and aircraft) and transportation system components, such as
bridges, signs, traffic signals, and other roadside structures and waterway hydraulic
structures. In this project the computational fluid dynamics can be used to analyze the
exhaust gas flow in the silencer system. To analyze the gas flow by varying the length
and diameter in the silencer the back pressure can be reduced. [2]

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7.2 GOVERNING EQUATIONS IN CFD

All of Computational Fluid Dynamics, in one form or other is based on fundamental

governing equations of fluid dynamics,
Continuity Equation

tion
These equations speak physics of fluid flow. They are the mathematical statements of
three fundamental physical principles upon which all fluid dynamics is based.

7.2.1 Continuity Equation

It is based on the principle of conservation of mass.

Net mass flow out of control volume = Rate of decrease of mass inside control
volume.

Mass Conservation Equation

𝜕𝜌
+ ∇ 𝜌𝑢 = 𝑆𝑚
𝜕𝑡

7.2.2 Momentum Equation

It is based on the law of conservation of momentum, which states that the net force
acting in a fluid mass is equal to change in momentum of flow per unit time in that
direction. The force acting on a fluid element mass “m” given by Newton’s second
law of motion is

F=m*a

Where ‘a’ is the acceleration acting in the same direction as force F

Momentum Equation

𝜕(𝜌𝑢)
+ ∇ 𝜌𝑢𝑢 = −∇𝑝 + ∇𝜎 + 𝜌𝑔 + 𝑆𝑚𝑜𝑚
𝜕𝑡

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7.2.3. Energy Equation

It is based on the principle that total energy is conserved.

Total energy entering control volume = Total Energy leaving Control volume

Energy Equation

𝜕(𝜌𝑒)
+ ∇ 𝜌𝑢𝑒 = 𝑃∇. 𝑢 + ∇. 𝑘∇𝑇 + 𝜇𝜑 + 𝑆𝑒
𝜕𝑡

Where,

∂ = Partial Derivative e = specific internal energy

𝑢 = 𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦 𝜑 = 𝑉𝑖𝑠𝑐𝑜𝑢𝑠 𝑑𝑖𝑠𝑠𝑖𝑝𝑎𝑡𝑖𝑜𝑛

S= Source mom= Momentum

7.3 BENEFITS OF CFD ANALYSIS

Clarification of problems and limitation of old design.

Improvement efficiency and output.
In hydraulic machines the problem of cavitations in considerably reduced.
Prediction of improvement flow features with high accuracy
Animated representation of data. [2]

7.4 APPLICATIONS OF CFD

Used in multi-scale modelling for industrial flow systems.

Practical design and performance analysis for exhaust systems.
It also used mixer equipment used in chemical plant and processing industry.
Used in heat transfer system like condenser, evaporators and heat exchangers.

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7.5 THE MODELLING PROCESS

The modelling process consists of first taking the real world fluid geometry and
replicating this in the virtual environment. From here, a mesh can be created to divide
the fluid up into discrete sections. Boundary conditions must then be entered into the
model to designate parameters. The simulation is then ready to be run and when a
converged solution is found, it must be carefully analysed to establish whether the
mesh is appropriately modelling the flow conditions. Generally, some form of mesh
refinement will be necessary to put in further detail around the areas of interest.

Fig. 7.1 General Modelling Procedure

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7.6 CFD PROCESS FLOWCHART

7.7 METHODOLOGY USED FOR SIMULATION USING CFD:

Initially, geometric models are created with appropriate dimensions. PRO ENGINEER
5.0 is used as a pre processor for creating the geometric models. The surface and
volume mesh of fluid domain are formed using STAR CCM+. The completed meshes
are imported to the respective numerical solvers where the simulation setup of a model
is implemented.

The simulation setup includes essential steps such as assigning the Geometrical Shape
& Size, boundary conditions and numerical schemes.

There are three main stages of simulation. These are listed below:

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1. Geometry:
The Silencer has complex geometry inside. Inside of silencer there are two baffle
plates, one of that having holes of diameter 3 mm while other baffle is without holes
and two pipes, one is inlet and other is outlet. Outlet pipe is straight having holes of
diameter 3 mm at different sections as well as inlet pipe is bend 900 having same
diameter of holes.

The geometry is created in PRO ENGINEER 5.0 software.

2. Computational Mesh:

The surface mesh is created using triangular elements by STAR CCM+. For the
Silencer geometry, unstructured mesh has to be created and triangular element is good
choice for unstructured mesh.

3. CFD Simulation Setup:

In the CFD Simulation, We Considering The numerical solver of pressure-based

approach was developed for low-speed incompressible flows. As the flow in Silencer
is turbulent, the realizable k-ε turbulence physical model is selected with standard wall
function. The realizable k-ε model contains a new formulation for the turbulent
viscosity and also provides superior performance for flows involving rotation,
boundary layers.

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7.8 MESHING OF RESPECTIVE MODEL:

Volume mesh is generated using trimmer algorithm. Fig 7.1 shows overall model
mesh using hexahedral element.

Fig 7.2 Overall Model Mesh

Fig 7.3 Meshing of Holes on Baffle Plate

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To capture boundary, prism layers are used at the boundary surface having thickness 3
mm with viscous layer thickness 0.05 mm.

Fig 7.4 Prism Layer Inside Tube

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CHAPTER 8

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8.1 STRATEGY FOR DESIGN OPTIONS:

In this optimization study of silencer, Two options will be tried out to find the
sensitivity of geometrical attributes like perforations, tube diameters, baffles, and
chamber lengths on the silencer performance. Parametric studies will be initiated with
existing silencer as the base geometry and progressively varying its different
geometrical attributes.

The modifications tried on existing silencer will be: providing unequal chambers
(Option 1), Change in diameter of holes (Option 2). In all these options, total volume
will be equal to that of base silencer and cross section will be selected according to
space constraints.

The different modifications would be tried on base model are as follows:

Option 1: Distance between two baffles will be changed. That is, in base model
distance between two baffle plates is 170 mm, for option 1 modification we will
change this distance to 140 mm.

Option 2: Change in diameter of holes. That is, the hole diameter in base model
is 3mm and distance between two holes is 2mm, we will change this to holes of
diameter 4mm and distance between holes will be the same.

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8.2 BASELINE MODEL ANALYSIS:

Following fig shows, the analysis of base model of silencer. In that, there are two
baffle plates having holes of diameter 3mm on one baffle and other baffle is without
holes, distance between two baffle plates is 170mm. There are two pipes viz. Inlet and
outlet inlet pipe is bend pipe while outlet pipe is straight. There are number of holes on
different sections of pipe. Hole diameter is 3mm and distance between centres of two
holes is 5mm. CFD analysis shows that backpressure up to 7198.5 pa and mass flow
rate at inlet and outlet is 0.0367kg/s.

Fig 8.1 and Fig. 8.3 shows that the velocity at inlet is uniform. At the bend due to flow
suppression small region is generated where velocity is high due to that further
increase in velocity can be seen along the inlet pipe. At the outlet due to increase in
flow rate, velocity is increased.

Fig.8.1 Velocity Flow Contour for Base Model (Velocity-20 m/s)

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Fig 8.2 Pressure Flow Contour for Base Model (Velocity-20 m/s)

Fig.8.3 Velocity Flow Contour for Base Model (Velocity-80 m/s)

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 Fig 8.4 Pressure Flow Contour for Base Model (Velocity-80 m/s)

8.3 COMPARISON BETWEEN EXPERIMENTAL AND SIMULATED

VALUES:

Table 8.1 gives the values of backpressure for velocities 20 m/s and 80 m/s for
experimental as well as simulated conditions.

Table 8.1 Comparison between Experimental and Simulated Backpressure

Velocity Backpressure(Experimental) Backpressure(Simulated)

(Pa) (Pa)
20 m/s 512 465.1
80 m/s 5515 7198.5

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8.3.1 Graphical Representation:

Fig. 8.5 gives the graphical comparison between experimental and simulated values of
backpressure.

Backpressure Vs Velocity
8000

7000

6000
Backpressure (Pa)

5000

4000 Experimental
Simulated
3000

2000

1000

0
20 m/s 80 m/s

Fig. 8.5 Comparison between Experimental and Simulated Values

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8.3.2 Streamlines

Streamlines represent the path of flow of fluid from inlet of silencer to the outlet. Fig
8.6 and Fig 8.7 shows streamlines of flow for velocities 20 m/s and 80 m/s
respectively.

Fig 8.6 Streamlines Flow Velocity-20 m/s

Fig 8.7 Streamlines Flow Velocity-80 m/s

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8.4 ANALYSIS OF SILENCER WITH IMPROVED GEOMETRY:

8.4.1 MODEL 1:

Change in diameter of holes. That is, the hole diameter in base model is 3mm and
distance between two holes is 2mm, we will change this to holes of diameter 4mm and
distance between holes will be the same.

Fig 8.8 and Fig. 8.10 shows that the velocity at inlet is uniform. At the bend due to
flow suppression small region is generated where velocity is high due to that further
increase in velocity can be seen along the inlet pipe. At the outlet due to increase in
flow rate, velocity is increased.

Fig.8.8 Velocity Flow Contour for Model 1 (Velocity-20 m/s)

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Fig.8.9 Pressure Flow Contour for Model 1 (Velocity-20 m/s)

Fig.8.10 Velocity Flow Contour for Model 1 (Velocity-80 m/s)

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 Fig.8.11 Pressure Flow Contour for Model 1 (Velocity-80 m/s)

8.4.1.1 Comparison Between Base Model and Model 1

Table 8.2 gives the pressure values at inlet and outlet of silencer as well as pressure
drop in Pa across the silencer.

Table 8.2 Comparison Between Base Model and Model 1 Backpressure

20 m/s 80 m/s
Pressure Pressure
Ptotal Ptotal Ptotal Ptotal
drop, Pa drop, Pa
Inlet Outlet Inlet Outlet
Base
743.6 278.5 465.1 11592.5 4472 7198.5
Model
Model
764 288.4 479.6 11959.8 4664.5 7315.3
1

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8.4.1.2 Graphical Representation:

Fig. 8.12 gives the graphical comparison between base model and model 1 simulated
values of backpressure.

8000

7000

6000

5000

4000 Base Model

Model 1
3000

2000

1000

0
20 m/s 80 m/s

Fig. 8.12 Comparison between Base Model and Model 1 Backpressure

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8.4.1.3 Streamlines:

Streamlines represent the path of flow of fluid from inlet of silencer to the outlet. Fig
8.13 and Fig 8.14 shows streamlines of flow for velocities 20 m/s and 80 m/s
respectively.

Fig 8.13 Streamlines Flow Velocity-20 m/s

Fig 8.14 Streamlines Flow Velocity-80 m/s

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8.4.2 Model 2

Distance between two baffles will be changed. That is, in base model distance between
two baffle plates is 170 mm, for model 2 modifications we will change this distance to
140 mm.

Fig 8.1 and Fig. 8.3 shows that the velocity at inlet is uniform. At the bend due to flow
suppression small region is generated where velocity is high due to that further
increase in velocity can be seen along the inlet pipe. At the outlet due to increase in
flow rate, velocity is increased.

Fig.8.15 Velocity Flow Contour for Model 2 (Velocity-20 m/s)

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Fig.8.16 Pressure Flow Contour for Model 2 (Velocity-20 m/s)

Fig.8.17 Velocity Flow Contour for Model 2 (Velocity-80 m/s)

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 Fig.8.18 Pressure Flow Contour for Model 2 (Velocity-80 m/s)

8.4.2.1 Comparison between Base Model and Model 2:

Table 8.3 gives the pressure values at inlet and outlet of silencer as well as pressure
drop in Pa across the silencer.

Table 8.3 Comparison between Base Model and Model 2 Backpressure

20 m/s 80 m/s
Pressure Pressure
Ptotal Ptotal Ptotal Ptotal
drop, Pa drop, Pa
Inlet Outlet Inlet Outlet
Base
743.6 278.5 465.1 11592.5 4472 7198.5
Model
Model 2 743 283.2 445.8 11632.7 4434 6898.7

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8.4.2.2 Graphical Representation:

Fig. 8.19 gives the graphical comparison between base model and model 2 simulated
values of backpressure.

8000

7000

6000

5000

4000 Base Model

Model 2
3000

2000

1000

0
20 m/s 80 m/s

Fig. 8.19 Comparison between Base Model and Model 2 Backpressure

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8.4.2.3 Streamlines

Streamlines represent the path of flow of fluid from inlet of silencer to the outlet. Fig
8.20 and Fig 8.21 shows streamlines of flow for velocities 20 m/s and 80 m/s
respectively.

Fig 8.20 Streamlines Flow Velocity-20 m/s

Fig 8.21 Streamlines Flow Velocity-80 m/s

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8.5 SELECTION OF OPTIMIZED SILENCER:

It was observed in Model 1 that, by increasing the diameter of holes and keeping
distance between two holes same as base model, it does not reduced the backpressure
as per our requirement.

It was observed in model 2 that, increase in distance between baffle plates gives good
reduction in backpressure. Model 2 is built with increase in distance between baffle
plates. In Model 2, distance between two baffles is changed to 140 mm from 170 mm
in base model.

From simulation result show there is a reduction in backpressure from 7198.5 Pa of

base model to 6898.7 Pa of model 2 that is around 4.3%. Model 2 gives the
considerable reduction in backpressure, so we select Model 2 as optimized design for
silencer.

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 CONCLUSION

The CFD simulation software can be used in designing and simulations of the
automobile exhaust system. Apart from that, it can also be used to design any other
parts in automobile applications to simulate the flow in real condition. The simulations
give valuable information regarding the velocity field, pressure field, density field and
temperature field of the exhaust muffler. This is important because save time and
many in the production process through the identification of eventual problems before
the exhaust muffler is build.

The various dimensions of the muffler are varied keeping some dimensions constant
and then the effect on Backpressure is observed. It can be seen that the backpressure
varies nonlinearly and it cannot be predicted by any equation.

The flow becomes uniform as restriction are reduced but we cannot remove all the
restrictions as it will increase the noise. Proposed results give less manufacturing cost
as cost for change in distance between baffles is less than cost for change in diameter
of hole.

It was observed that, increase in distance between baffle plates gives good reduction in
backpressure. The selected model is built with increase in distance between baffle
plates, it gives desired values of backpressure.

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 FUTURE SCOPE

By optimizing the design of silencer to reduce backpressure can increase fuel

efficiency.

Based on the modelling and interactive programming tools offered by most CAD tools
today, the developed system provides an open architecture to allow customized design
evaluation functions such as costs and performances be included in the formulation of
an optimization problem.

Further experimentation can be done by incorporating an elliptical shell and

subsequently the length of muffler can be increased or reduced with similar
performance or even an enhanced behaviour.

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REFERENCES

[1] Rahul D. Nazirkar, S.R.Meshram, Amol D. Namdas, Suraj U. Navagire, Sumit S.

Devarshi, Design & Optimization Of Exhaust Muffler & Design Validation,
Proceedings of 10th IRF International Conference, 01st June-2014, Pune, India, ISBN:
978-93-84209-23-0.
[2] J.Kingston Barnabas, R.Ayyappan, M.R.Devaraj Design And Fabrication Of
Exhaust Silencer For Construction Equipment, “National Conference on Emerging
Trends In Mechanical Engineering 2k13”,2013, page 378-383.

[3] Sudarshan Dilip Pangavhane, Amol Bhimrao Ubale, Vikram A Tandon, Dilip R
Pangavhane, Experimental And CFD Analysis Of A Perforated Inner Pipe Muffler For
The Prediction Of Backpressure, International Journal of Engineering and Technology
(IJET), Vol 5 No 5 Oct-Nov 2013, ISSN : 0975-4024

[4] Puneetha C G, Manjunath H, Shashidhar M.R, Backpressure Study in Exhaust

Muffler of Single Cylinder Diesel Engine using CFD Analysis, Altair Technology
Conference,2015

[5] Rajesh Bisane, Dhananjay katpatal Experimental Investigation & CFD Analysis of
an Single Cylinder Four Stroke C.I. Engine Exhaust System, International Journal of
Research in Engineering and Technology, eISSN: 2319-1163, 2014, page 50-55.

[6] Mohit Juneja, Dilip Verma, Anoop Singh Chauhan, Shivam Pathak, Mohit Yadav,
Ashish Gupta, Design Analysis and Testing of Silencer, International Journal of
Mechanical and Industrial Technology, Vol. 3, Issue 1, 2015, page 71-78.

[7]N. V. Pujari, Mahajan S.R., Mohite Y.B, Optimization of Silencer – an Integrated

Approach of Acoustic Performances & Backpressure, International Journal of
Emerging Science and Engineering (IJESE) ISSN: 2319–6378, Volume-2, Issue-2,
2013, page 21-25.

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