Methodology Development of Air Intake Orifice Noise Prediction · CONCLUSION & NEXT STEPS Next...

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Originator: bozcan3, skum, acetin8

Date: 8 October 2018

Herkese Açık | Public

Hüseyin Berk Özcan & Seçkin Kum

European GT-SUITE Conference 2018

08.10.2018

Methodology Development of Air Intake Orifice Noise Prediction

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OUTLINE

• Description of Work

• CAE Work Flow Chart

• Results

• Conclusion & Next Steps

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Description of Work

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AIR INTAKE SYSTEM & DYNO MEASUREMENTS & TRANSMISSION LOSS TEST

AirSt

ackp

ipe

Probe Type Microphone Three pressure

sensor with 120’ angle.

Intake orifice Microphone

Stackpipe Orifice Adaptor

Compressor inlet adaptor

GEM 3D

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TRANSMISSION LOSS CORRELATION

Cleaning CAD model at Hyper Mesh in order to

create proper model at Gem 3D

Importing part to GEM 3D and modelling porperly for

1D analysis

Convert 3D model to 1D model for Transmission

Loss Analysis

1D Transmission Loss Analyse Results Controlling with transmission loss test

results

• There are two major parts which are the most complex to be modeled.

• Stackpipe and air-cleaner box (ACB) have complex shape.

• About 150 iterations were done to obtain correlated stackpipe TL.

• 128 iterations were done for ACB correlation.

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TRANSMISSION LOSS BENCH SETUP

GEM3D

• CAD data is cleaned up and meshed by using HyperMesh Software.

Microphone

LocationsMicrophone

Locations

TL test bench is simulated on 1D Model.

Mean velocity ~ 1m/s

Velocity Amplitude ~ 0.1 m/s

• Then, discretized to 1D model by using GEM3D Soft.

CAD DATA HyperMesh

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CAE Work Flow Chart

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INTAKE ORIFICE NOISE GT-SUITE ROADMAP

Step-1 Step-2 Step-3

CAE correlation with

Trasmission Loss Test

Engine Performance Model

Correlation According to Dyno

Data which was taken from

Dyno.

Acoustic Correlation of

Engine Performance Model

According to Dyno Data

Stackpipe TL

Correlation

Air Cleaner

Box TL

Correlation

Acoustic

Compressor

Modelling

Step-4

Intake Orifice Noise

Correlation @3EO&@6EO

According to New

Dynamometer Data

Completed

New Test is awaited

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ION PREDICTION PHASE BY USING GT&LMS

LMS

LMS AIS Model

Probe Type Microphone

Test input from X1

Calibration Dyno

3EO&6EO of air intake orifice noise results can be

predicted at X1 phase with compressor inlet data which is

taken from calibration dyno.

GT Intake Orifice

Noise Prediction

Engine Performance

ModelGT AIS Model

3EO&6EO of air intake orifice noise results can be

predicted very early stages of program because engine

performance model could be used for acoustic pulsations

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Results

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STACKPIPE TRANSMISSION LOSS RESULT COMPARISON

GT & LMS results shows similar trends almost all frequency range but «Test» data only gives information about peak locations.

GT & LMS correlation (CAE to CAE) is observed for both software.

10 dB

0

10

20

30

40

50

60

0 50 100 150 200 250 300 350

dB

Frequency [Hz]

LMS GT Test

6EO Zone3EO Zone

Cut-off frequency of TL

test bench.

STACKPIPE

50 Hz

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AIS FULL SYSTEM CAE TO CAE TL COMPARISON

Cut-off frequency

of TL test bench.

6EO Zone3EO Zone

10 dB

60 Hz

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INTAKE ORIFICE NOISE PREDICTION

3EO ION Comparison GT&Test

40

45

50

55

60

65

70

75

80

85

800 1000 1200 1400 1600 1800 2000

dB

(A)

RPM

3EO Intake Orifice Noise CAE & Test Comparison

M1 Vehicle Results Dyno Test GT Results

5 dB

Compressor inlet pulsations could be different

than real values due to unknown compressor

inlet microphone location in dyno test.

GT results are decreasing while dyno test data

increase.This incompatibility could be occured

due to engine radiated noise effect.

100 rpm

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INTAKE ORIFICE NOISE COMPARISON

Compressor Inlet 3EO SPL Comparison

80

85

90

95

100

105

110

115

120

125

800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800

dB

(A)

RPM

Compressor Inlet 3EO SPL Comparison Test vs CAE

Mic.5mm Distance from Center Test Mic.Pipe Center

CAE results are decreased after 1250rpm.

5 dB

100 rpm

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DYNO TEST RESULTS

Intake Orifice Noise With Different Microphone Locations

Changing microphone location has significant effect on sound pressure between 900-1300rpm range,

which means engine radiated noise is became more dominant after 1300 rpm.

Microphone is positioned at

25cm , 10cm and 5cm from

stackpipe orifice

5 dB100 rpm

dB

(A)

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Conclusion & Next Steps

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CONCLUSION & NEXT STEPS

TestedTested

Compressor is modelled as an acoustic

compressor and it is implemented to 1D engine

performance model in order to increase

correlation but, SPL at firing orders for the

current compressor geometry that gave no

added value as GT have seen that on other

engines. (studied with GT-Support)

Dyno test is required

with latest design

prototype of AIS in

order to increase

confidence level of

test data and to

achieve ION

correlation.

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CONCLUSION & NEXT STEPS

Next Steps

Engine

Compressor inlet pressure

pulsations values in model should

be matched with test data.

New test will be done by

considering compressor inlet

microphone location.

Engine encapsulation will be done

at dynamometer test in order to

isolate engine radiated noise from

intake orifice noise to obtain more

accurate results.

AIS

New transmission loss rig is

needed which has lower cut off

frequency (30Hz) in order to

measure more accurate AIS

transmission loss values at lower

frequency range.

If the 3EO pressure pulsations at

compressor inlet is not correct in

the GT Model, ION can be

compared back to back by using

different designs.

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19

Thank You!

Hüseyin Berk ÖZCANEngine Performance & Energy Management

Engineer

[email protected]

Seçkin KUMPT NVH Development

Engineer

[email protected]

Methodology Development of Air Intake Orifice Noise Prediction · CONCLUSION & NEXT STEPS Next...

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