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A Practical Approach towards Muffler Design, Development and Prototype

Validation

Article in SAE International Journal of Engines · September 2010

DOI: 10.4271/2010-32-0021

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 2010-032-0021

A Practical Approach towards Muffler Design, Development and

Prototype Validation
Shital Shah
Defiance Technologies Ltd, Chennai

Saisankaranarayana K, Kalyankumar S. Hatti

Ashok Leyland Technical Centre, Chennai

Prof. D. G.Thombare
Rajarambapu Inst. Of Tech. Rajaramnagar

Copyright © 2010 SAE International

ABSTRACT
Exhaust noise from engines is one of component noise pollution to the environment. Exhaust systems are
developed to attenuate noise meeting required db (a) levels and sound quality, emissions based on environment
norms. Hence this has become an important area of research and development. Most of the advances in theory
of acoustic filters and exhaust mufflers have been developed in last two decades.

Mufflers are important part of engine system and commonly used in exhaust system to minimize sound
transmissions caused by exhaust gases. Design of mufflers is a complex function that affects noise
characteristics, emission and fuel efficiency of engine. Therefore muffler design becomes more and more
important for noise reduction. Traditionally, muffler design has been an iterative process by trial and error.
However, the theories and science that has undergone development in recent years has given a way for an
engineer to cut short number of iteration. In today’s competitive world market, it is important for a company to
shorten product development cycle time.

This paper deals with a practical approach to design, develop and test muffler particularly reactive muffler for
exhaust system, which will give advantages over the conventional method with shorten product development
cycle time and validation. This paper also emphasis on how modern CAE tools could be leveraged for
optimising the overall system design balancing conflicting requirements like Noise & Back pressure.

1.0 INTRODUCTION AND SCOPE OF THE PAPER

Since the invention of the internal combustion engine in the latter part of the nineteenth century, the noise
created by it has been a constant source of trouble to the environment. Significantly, the exhaust noise in terms
of pressure is about 10 times all the other noises (structural noise) combined. So the problems of reducing
engine noise consist, mainly in attenuating exhaust noise.

Page 1 of 16
The design of mufflers has been a topic of great interest for many years and hence a great deal of understanding
has been gained. Most of the advances in the theory of acoustic filters and exhaust mufflers have come about in
the last four decades. Hence 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.

Usually when mufflers are designed by well established numerical techniques like boundary element method or
finite element method, the numerical model generation is time consuming often limiting the user to try various
other possible design alternates. The process might be lengthy and laborious as it involves a more iteration with
different prototypes.

Mufflers have been developed over the last ninety years based on electro- acoustic analogies and experimental
trial and error. Many years ago Stewart used electro – acoustic analogies in deriving the basic theory and design
of acoustic filters [1]. Later Davis et al. published results of a systematic study on mufflers [2]. They used
travelling wave solutions of the one-dimensional wave equation and the assumption that the acoustic pressure p
and acoustic volume velocity v are continuous at changes in cross sectional area. An important step forward in
the analysis of the acoustical performance of mufflers is the application of two- port network theory with use of
four –pole parameters. Igarashi and his colleagues calculated the transmission characteristics of mufflers using
equivalent electrical circuits [3-4]. Parrot later published results for the certain basic elements such as area
expansions and contractions. Sreenath and Dr. Munjal gave expression for the attenuation of mufflers using the
transfer matrix approach [5]. The expression they developed was based on the velocity ration concept. Later,
Dr. Mujal modified this approach to include the convective effects due to flow [6]. Young and Crocker used the
finite element method to predict four-pole parameters and then the transmission loss of complex shaped
mufflers for the case of no flow [7].

Ying-change, Long-Jyi used optimized approach of maximal STL and muffler dimension under space
constraints throughout the graphic analysis as well as computer aided numerical assessment [8]. Middlberg,
J.M. and Barber T.J. present different configurations of simple expansion chamber mufflers, including extended
inlet or outlet pipes and baffles have been modeled numerically using CFD in order to determine their acoustic
response [9]. However, most of the research studies based on formulation of mathematical equation and trial
and error method.

The scope of our work is to establish a design methodology to make design process simpler and less time
consuming by making use of acoustic theories [10, 11] and experience, in short practical approach to get better
design. Also this approach will predict design quality at earlier stage of muffler design, evaluate quality of
design, set targets for proto design and improves the same throughout the product design steps and reduce cost
of proto development.

2.0 DESIGN METHODOLOGY –A PRACTICAL APPROACH

The properly designed muffler for any particular application should satisfy the often – conflicting demands of at
least five criteria simultaneously

The acoustic criterion, which specifies the minimum noise reduction, required from the muffler as a
function of frequency. The operating conditions must be known because large steady- flow velocities or
large alternating velocities (high sound pressure levels) may alter its acoustic performance.

The aerodynamic criterion which specifies the maximum acceptable average pressure drop through the
muffler at a given temperature and mass flow.
Page 2 of 16

The geometrical criterion, which specifies the maximum allowable volume and restrictions on shape.

The mechanical criterion, which may specify materials from which it is durable and requires little
maintains.

The economical criterion is vital in the marketplace. [3, 8]

The Muffler Design methodology for a given engine involves 7 steps. Following are the broad steps followed
to arrive at a good design of muffler making use of practical experimental data figure 1.

Page 3 of 16
 Figure 1. Approach paper- design methodology for muffler

STEP 1: BENCHMARKING
The first step in any design and development activity is to set a target by doing benchmarking exercise of same
kind of models. The same will be applicable for the silencer here, to set a target in terms of transmission loss of
same engine power models of competitor benchmarking vehicles. Based on the provided engine input data and
bench mark study target for back pressure and noise are range decided.

STEP 2: TARGET FREQUENCIES

After benchmarking exercise, one needs to calculate the target frequencies to give more concentration of higher
transmission loss. For calculating the target frequencies engine max power rpm is required and calculation
follows,

Theoretical Computation:

The exhaust tones are calculated using the following

Formulae:

CFR = Engine Speed in RPM/60 …. For a two stroke engine (1)

= Engine Speed in RPM/120 ….For a four-stroke engine (2)

EFR = n X (CFR), (3)

STEP 3: MUFFLER VOLUME CALCULATION

Based on the experience and theory of acoustics for muffler design for various engines, the following equation
works well.

Volume of the muffler (Vm):

(Vm ) = Vf ×  π (d 2 × l ) × (No..of .cylinders . / 2 ) (4)

4 

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Now the designer needs to check packaging space that can be made available for the muffler.

STEP 4: INTERNAL CONFIGURATION AND CONCEPT DESIGN

Based on the benchmarking transmission loss and the target frequencies, designer draws few concepts of
internal configuration that meets the packaging dimension within the volume mentioned above.

Each concept and internal configuration is then formulated to the best possible configuration so as to achieve
best acoustic performance and best (i.e. least) backpressure.

Perforations: Perforated pipe forms an important acoustic element of muffler, which is tuned in line with the
problematic frequencies identified in step 2.

The diameter of the hole to be drilled / punched on the pipe is calculated by a thumb rule as given below:

1 .29
d1 = (5)
N
Porosity: Porosity, σ is given by
π 
 × d1 2 
4 
σ = (6)
C2
The designer needs to keep in mind lesser the porosity more is the restriction and hence more will be the
backpressure.

Open area ratio:

The open area ratio Aop is given by,

Aop = Area of perforation / Area of the plain sheet. (7)

Lesser the Aop better the transmission loss and better the acoustic performance.

At this stage, the diameter of the hole to be drilled, pitch, number of holes per row, number of rows for each
pattern of holes is frozen and hence, the distance at which perforation starts and at which the perforation ends
also gets frozen. Thus, the design of the perforated tube for individual hole patterns is finalized. Based on this
best concepts are designed and carry forward for virtual simulations.

STEP 5: VIRTUAL SIMULATION

Based on above mentioned approach, different concepts will be arrived with optimum combinations of different
elements inside volume of the silencer. Finalised concepts will be verified virtually using CAE simulation
software’s towards the achievement of transmission loss and back pressure.

CFD ANALYSIS
When steady air flow passes through mufflers, there will have steady pressure drop which is related to flow and
geometry of air passages. Pressure drop in an exhaust muffler plays an important role for the design and
development of mufflers.

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Predication of pressure drop will be very useful for the design and development of muffler. To predict the
pressure drop associated with the steady flow through the muffler CFD has developed over the last two decades.
So the flow prediction can be made reliable.

TRANSMISSION LOSS ANALYSIS

Prediction of transmission loss virtually is an important analysis required for the development of muffler at an
initial design stage. There are different software packages available in market for predicting the transmission
loss. We have used virtual lab for Transmission loss measurements.

It is also to be noted the limitations of the CAE tools, as the co-relation at higher frequencies is difficult since
the plane wave theory holds good only up to 3000Hz beyond which the wave is no more 2 dimensional but 3
dimensional for which the computations are far complex to match the practical results. Hence need of research
to blend both strengths of CAE & Practical resulting in a Practical approach/methodology. After completion of
simulation the best three concepts will (with less back pressure and higher transmission loss) be taken forward
for the prototype manufacturing to check for the transmission loss and back pressure physically.

STEP 6: PROTOTYPE MANUFACTURING

All the above stages combined with the packaging of the engine evolve the design of the prototype muffler and
those; can be taken up for manufacturing.

Following are some of the important manufacturing considerations summarized based on experience:

There should not be any leakage of gas from one chamber to another.

Full welding is better than stitch welding.

Acoustic performance of extruded tubes with perforations is better than the tubes that are made out of
perforated and welded sheets.

CEW or ERW tubes are the common materials used.

Either of Crimping or full welding of jacket can be used.

Either of flanged or flared tubes can be used as end connections of the muffler. However, with leakage
point of view, flanged connections are better. But at the same

However, with leakage point of view, flanged connections are better. But at the same time, this adds to the
weight and cost of the exhaust system. Bearing all above in mind, a physical prototype is made in such a way
that there will not be any tooling investment for the prototype.

STEP 7: EXPERIMENTAL TESTING AND DESIGN FINALIZATION

The experimental determination of backpressure on engine and transmission loss on two source method for
different concepts of verified. The prototypes of all concepts that are made at the above step are tested for the
transmission loss to verify the target value.

The TL is the difference in sound power level between the incident wave entering and transmitted wave
exciting muffler when the muffler termination is anechoic, TL is a property of the muffler only. In this work an
attempt has been made to experimentally measure transmission loss by actually using the experimental set-up.
Two source techniques gives good results for the measurement of transmission loss at the different sound
Page 6 of 16
frequencies. Also absence of anechoic termination, the decomposition method is found to ineffective. Therefore
we will be using two source methods in calculating transmission loss.

TL values obtained from these simulations are compared with experiments. At the same time if performance of
muffler is found to be satisfactory as per engine noise requirement, then the above captured data becomes the
input for further backpressure reduction. The iteration is continued usually 2 to 3 times to achieve an optimum
balance between noise requirement and target of least backpressure and best fuel efficiency.

3.0 CASE STUDY – LCV DIESEL ENGINE VEHICLE

3.1. DEFINING THE CASE
We have attempted application of these design methodology on LCV diesel engine vehicle. Initial we got only
basic engine details and uncut layout of vehicle for designing exhaust system.

3.2 STEP 1 BENCHMARKING

As per design methodology we benchmarked same kind of engine models to set the target of transmission loss
of muffler.

Engine data:

Bore (D) = 80 mm

Stroke (L) = 98 mm

No. Cylinders (n) =3

Engine power (P) = 65 hp

Max. RPM (N) = 3500 rpm

Allowable back pressure for muffler = 10 in H2O

Transmission Loss Noise target (muffler) = 30 dB

3.3 STEP 2 TARGET FREQUENCIES

To find fundamental frequency

Cylinder Firing Rate:

CFR to be calculated as per the equation –2,

3500
CFR = . = 29.17 Hz
120

Engine firing rate

EFR to be calculated as per the equation –3,

Page 7 of 16
 EFR = 3 × 29 .17 = 87 . 50 Hz

• The first 4 harmonics are to be suppressed as higher order has very little effect on noise. The diameter of
the holes drilled should suppress these frequencies

3.4 STEP 3: MUFFLER VOLUME CALCULATION

Volume swept by each cylinder

Swept volume (Vs) =

(π × D 2
×L )
4 (8)

Vs =
(3.14 × 80 2
× 98 )
4

Vs = 0 .49

Total Swept volume in Liters (Vs) = 1.478 Lit.

Volume to be consider for calculation

Volume = (n ) ×
Vs
= 0 . 74 . Lit . (9)
2

• Silencer volume: Volume of silencer must be at least 12 to 25 times the volume considered. Volume can
be adjusted depending on the space constraint.

Factor consider is = 16
Silencer Volume = Factor × Consider .Volume = 11.83Lit
(10)

3.5 STEP 4: INTERNAL CONFIGURATION OF MUFFLER AND CONCEPT DESIGN

Diameter of muffler calculated as

π
Vm = ×d2 ×l
4
π
0.01183 = × d 2 × 0 .5
4

d = 0.1736 meter

d = 173.6 mm

Open area and Porosity for each muffler concept calculated by using equation 6 and 7

Page 8 of 16
Design inputs arrived from theory of acoustics used to muffler design

Extended inlet and outlet will be minimum 60 to 70 mm for better attenuation results

Inlet and outlet are introduced 180 deg reversal to increase the acoustic performance

From benchmark and theory 3 expansions chamber good for noise target

Hole perforations choose to match frequency that needs to be killed based on CFR and EFR calculations

la and lb is 15 to 20 mm as per theory of acoustic for good acoustic performance

Primary for choosing diameter of hole first four CFR and EFR should be used
We have made design of concept 0A, 0B, and 0C with double expansion chamber. Expansion chambers are
made of unequal length in two parts. Elliptical chamber is used as we have advantage of space and better
attenuation. To get more attenuation effect inlet and outlet tubes are extended in the chamber. [10, 11]

3.6 STEP 5: VIRTUAL SIMULATION

CFD ANALYSIS

All three concept of muffler designed as per above steps are tested for flow analysis using CFD simulation tool.

Figure 2. CFD concept 0A Figure 3. CFD concept 0B

Page 9 of 16
 Figure 4. CFD concept 0C

Assumption and boundary conditions

Flow is considered to be steady

Air is considered as the fluid for computations

Flow considered as Turbulent ( K-εModel)

Inlet considered as Mass flow boundary condition in 320 Kg/hr

Inlet Temperature of fluid in 520 °C

Outlet considered as pressure outlet opened to atmosphere

Observations:

Figure 2, 3, 4 show flow through the concept 0A, 0B and 0C muffler. The CFD result shows that the Concept
0A is good for back pressure as provide less back pressure compare to concept muffler 0B and 0C.

VIRTUAL ANALYSIS
The mean flow performance of the three mufflers considered in the acoustic analysis has been assessed.
Transmission loss measured for 1, 2, 3, and 4th as per engine firing order calculated above step 2. Assumption
and boundary conditions

Sound termination is anechoic

Perforate holes are simulated using Sullivan-Crocker and Mechel’s relation

Linear steps for analysis is 10 Hz in the frequency range of 10-2000 Hz

Page 10 of 16

Perforate holes with zigzag pattern are modeled as parallel pattern of holes

Embossing on inlet and outlet end cover of muffler is neglected

Figure .5 Comparison virtual acoustic results of Frequency V/s Transmission loss for muffler concepts

Observations:

As per virtual loss TL results concept 0A is having better transmission loss compared to Concept 0B and 0C at
critical frequencies (20-500 Hz or for initial four frequencies) as per figure 05

After completion of simulation we selected the best three concepts (with minimum back pressure and higher
transmission loss) taken forward for the prototype manufacturing to experimental validations of the
transmission loss and back pressure.

3.7 STEP 6: PROTOTYPE MANUFACTURING

As per step 5 finalized 3 concepts we manufactured by taking care all things from step 6 of design methodology
and in such a way that there will not be any tooling investment for the prototype.

3.8 STEP 7: EXPERIMENTAL TESTING AND FINALIZATION OF DESIGN

As explained in step 7 of design methodology we have used two source methods for TL loss experimental
validations for proto type manufactured mufflers. Flow diagram for the experimental set up of TL measurement
given in figure 6. Also all three concepts tested on engine experimentally for back pressure measurement.

Page 11 of 16
 Figure 6: Flow diagram for experimental set up TL loss measurement

Figure 7 Comparison between experimental results of Frequency V/s Transmission loss for muffler

OBSERVATIONS

As per figure 7 of two source measurements of TL concept 0A is having better transmission loss compared to
concept 0B and 0C at critical frequencies (20-500 Hz).

Comparing virtual acoustic results as per figure 5 and experimental results as per figure 7 of TL concept 0A is
killing initial four noise frequencies. The dotted vertical lines represents the CFR values and the plot explains
that the TL curve of the proposed concept kills the earlier mentioned vertical peaks.

Page 12 of 16
The obtained result using experimental setup compared with the theoretical result and we find out best concept
for noise. Also for back pressure CFD results are compared with engine back pressure results. Based on this
compression one concept selected, which 0A best for required back pressure and noise (TL).

4.0 INFERENCES - DESIGN METHODOLOGY

• A brief background on evaluation of muffler concept design for the proto type and validation with new
approach.

• A methodology has been developed for optimum design stages and less cost for muffler design by
balancing various parameters.

• A practical tool to estimate the quality of muffler design, which used for concept selection and filter out
the best concept proposal at initial phase of design.

• A practical approach for muffler design to optimization of product development time & cost by
balancing conflicting requirements like Noise & Back pressure.

• Design methodology emphasis on modern CAE tools for optimization of overall system design to
choose the best concept.

5.0 CONCLUSION
This paper emphasizes the importance of the design methodology –a practical approach from the concept design
to proto manufacturing and validation of exhaust muffler. This design methodology will help designers in
understanding the importance of 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.

REFERENCES
[1] G. W. Stewart 1922 Physics Review 20, 528-551 Acoustic waves filters.

[2] D. D. Divis, Jr. G.M. Stokes, D. Morse, and G.L.Stevens, JR 1954 NACA 1192 “Theoretical and
Experimental Investigation of Muffler with Comments on Engine- Exhaust Muffler Design”

[3] J. Igarashi and M.Toyama 1958 Aeronautical Research Institute, University of Tokyo, Report no.339, 223-
241 Fundamental of acoustical silencers (I)

[4] J. Igarashi and M.Toyama 1960 Aeronautical Research Institute, University of Tokyo, Report no.351, 17-31
Fundamental of acoustical silencers (III)

[5] M. L. Munjal , A.V. Sreenath and M. V. Narasimhan 1970 Journal of sound and Vibration 26, 173-191 ,
Velocity ratio in the analysis of linear dynamical system

Page 13 of 16
[6] M. L. Munjal 1975 Journal of sound and Vibration 39, 105-119, Velocity ratio cum transfer matrix method
for the evaluation of muffler with neon flow.

[7] C. I .J. Young and M. J. Crocker 1975 Journal of Acoustical society of America 57, 144-148, Prediction to
transmission loss in mufflers by finite element method.

[8] Ying-Chun Chang, Long-Jyi Yeh, Min-Chie chiu Journal of Science 2004 PP 171-181 “Computer Aided
Design on Single Expansion Muffler with Extended Tube under Space Constraints” ”

[9] Middelberg J.M. , Barber T.J. and Leong T.J. Acoustics-2004 PP 123-127 “Computational fluid
dynamics analysis of the acoustics performance of various simple expansion chamber mufflers”

[10] L. J. Erilksson and P. T. Thawani 1985 SAE 850989 PP 257-266 “Theory and practice in exhaust
system design”

[11] M. L. Munjal “Acoustic of ducts and mufflers” John Weley and Sons 1987.

CONTACT INFORMATION
Shital Shah is currently working in the product development division of Defiance Technologies Ltd. He can be
contacted at

Email : shitalshah.ades@ashokleyland.com Website : www.defiance-tech.com

Saisankaranarayana K is currently working in the product development division of Ashok Leyland Technical
Centre. He can be contacted at

Email : Saisankaranarayana.K@ashokleyland.com Website : www.ashokleyand.com

Kalyankumar Hatti is currently working in the product development division of Ashok Leyland Technical
Centre. He can be contacted at

Email : Kalyankumar.Hatti@ashokleyland.com Website : www.ashokleyand.com

Prof. D. G. Thombare is currently working in Rajarambapu Inst. Of Tech. Rajaramnagar. He can be contacted at

Email : dgtrit@yahoo.co.in Website : www.ritindia.edu

ACKNOWLEDGMENTS
The authors are thankful to M/S. Ashok Leyland Technical Centre and Defiance –tech Ltd for the facility and
support provided during the course of execution. Our heartfelt thanks to Dr. Saravanan N. Special director –
TC, Mr. S. K. Raju –CEO NALT, Mr. Gopi Sankar, the project sponsor, guidelines, reviews and the directions
during execution of the work.

Page 14 of 16
DEFINITIONS/ABBREVIATIONS
CFD Computational Fluid Dynamics

AR Area Ratio

ER Expansion. Ratio

CFR Cylinder firing rate

EFR Engine firing rate

Aop Open area ratio

TL transmission loss

A unit area of surface, m2

V Volume of Muffler

Vm Volume of Muffler with factor mm

Vs Swept volume

n No. of cylinder

d Diameter of muffler

d1 Diameter of hole

D ID of cylinder bore

L Stroke Length

n1 No of holes / row

N Max RPM

ƒ frequency. Hz

C speed of sound, m/s

S cross-sectional area of duct, m

N engine speed rpm

ƒF firing frequency

L length of duct m

m expansion ratio
Page 15 of 16
 Vf Volume factor for muffler

fc cut off frequency

P Engine power , hp

σ Porosity

la Length at which perforation starts on pipe

lb Length at which perforation ends on pipe

CEW Cold drawn electric resistance welded

ERW Electric resistance welded

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