7th Sem Project

8th Semester B.
Tech Project
National Institute of Technology, Silchar
1.1 INTRODUCTION:
A muffler (or silencer) is a device for reducing the amount of noise emitted by
the exhaust of an internal combustion engine. The significant difference in noise
level a muffler can produce can only be appreciated if we ever hear a car running
without a muffler. If vehicles did not have a muffler there would be an unbearable
amount of engine exhaust noise in our environment. Noise is defined as unwanted
sound. Exhaust noise from engines is one of component noise pollution to the
environment [1]. Exhaust systems are developed to attenuate noise meeting
required decibel (dB) 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 .
Sound is a pressure wave formed from pulses of alternating high and low
pressure air. In an automotive engine, pressure waves are generated when the
exhaust valve repeatedly opens and lets high-pressure gas into the exhaust
system. These pressure pulses are the sound we hear. As the engine rpm
increases so do the pressure fluctuations and therefore the sound emitted is of a
higher frequency. Internal combustion engine are typically equipped with an
muffler to supress 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 [2].
Apart from the exhaust, noise in an automobile is also contributed by intake of
gases, mechanical vibrations in the engine body and transmission.
Department of Mechanical Engineering
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8th Semester B.Tech Project
2.1 TYPES OF MUFFLER DESIGN:

A number of variations of the two main types of muffler designs commonly
used, namely absorptive and reactive. Generally automotive mufflers will have
both reactive and absorptive properties [3].
The reactive (or reflective) mufflers are based on the principle of destructive
interference to reduce noise. This means that they are designed so that the
sound waves produced by an engine partially cancel themselves out in the
muffler. For complete destructive interference to occur a reflected pressure
wave of equal amplitude and 180 degrees out of phase needs to collide with
the transmitted pressure wave. Reflections occur where there is a change in
geometry or an area discontinuity.
2.1.1 Reactive muffler:
A reactive muffler generally consists of a series of resonating and expansion
chambers that are designed to reduce the sound pressure level at particular
frequencies. The inlet and outlet tubes are generally offset and have
perforations that allow sound pulses to scatter out in numerous directions
inside a chamber resulting in destructive interference.
The wide application of reactive mufflers is in car exhaust systems where the
exhaust gas flows and hence noise emission varies with time. They have the
ability to reduce noise at various frequencies due to the numerous chambers
and changes in geometry that the exhaust gasses are forced to pass through
[4].
The drawback of reactive mufflers is that larger backpressures are created,
however for passenger cars where noise emission and passenger comfort are
highly valued reactive mufflers are ideal and can be seen on most passenger
vehicles on our roads today [5].
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Fig 1: A layout of a typical reactive muffler
2.1.2 Absorptive muffler:

An absorptive (or dissipative) muffler uses the principle of absorption to
reduce sound energy. Sound waves are reduced as their energy is converted
into heat in the absorptive material. A typical absorptive muffler consists of as
straight, circular and perforated pipe that is encased in a larger steel housing.
Between the perforated pipe and the casing is a layer of sound absorptive
material that absorbs some of the pressure pulses [6]. Absorptive mufflers
create less backpressure then reactive mufflers, however unlike reactive
mufflers they do not reduce noise effectively.
Fig 2: An absorptive muffler
Usually reactive mufflers use resonating chambers that target specific

frequencies to control noise whereas an absorptive silencer reduces noise
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considerably over the entire range of spectrum and more so at higher

frequencies.
A muffler is generally designed to work best in the frequency range where the
engine has the highest sound energy. In practice the sound spectrum of an
engine exhaust is continually changing, as it is dependent on the engine speed
that is continually varying when the car is being driven. It is impossible to
design a muffler that achieves complete destructive interference, however
some waves will always get cancelled.
Noise spectrum variation makes muffler design quite difficult and testing is the
only sure way to determine whether the muffler performs well at all engine
speeds. However, as a thumb rule, exhaust noise is generally limited to the
fundamental frequency and the first few harmonics, which can be calculated,
therefore these frequencies should be used as a starting point for preliminary
muffler design [7].
One of the practical ways of determining the frequency range to be controlled
is to measure the unmuffled engine noise. This measured spectrum can then
be used to identify the frequencies, at which the higher noise levels occur. The
high noise level frequencies should be treated with appropriate noise control
to achieve an overall noise reduction.
Design of mufflers are always application specific, however if the designed
muffler is practical and achieves the required noise reduction and meets all
functional requirements then the designer has succeeded.
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3.1 PARAMETERS INVOLVED IN THE DESIGN OF AUTOMOTIVE MUFFLER:

A number of functional parameters that should be considered while designing
a muffler for a specific application. Such functional requirements may include
adequate insertion loss, backpressure, size, durability, desired sound, cost,
shape and style [8]. These functional requirements are discussed below
focusing on an automotive mufflers functional requirements.
3.1.1 Adequate Insertion Loss:
The vital function of a muffler is to attenuate or eliminate unwanted sound. An
effective muffler will reduce the sound pressure of the noise source to the
required level. In the case of an automotive muffler the noise in the exhaust
system, generated by the engine, is to be reduced.
The performance of muffler or attenuating capability is generally defined in
terms of insertion loss or transmission loss. Insertion loss is defined as the
difference between the acoustic power radiated without and with a muffler
fitted. The transmission loss is defined as the difference (in decibels) between
the sound power incident at the entry to the muffler to that transmitted by the
muffler.
The designer must determine the required insertion loss so that a suitable style
of muffler can be designed for the specific purpose. As a general principle
when designing an automotive muffler, a reactive muffler with many area
discontinuities will achieve a greater attenuation than one with fewer area
discontinuities. The addition of sound absorptive material will always increase
the attenuation capacity of a muffler, but should be located in an appropriate
place.
3.1.2 Backpressure:
Backpressure refers to the extra static pressure exerted by the muffler on the
engine through the restriction in flow of exhaust gasses. Generally the better a
muffler is at attenuating sound the more backpressure is generated. In a
reactive muffler where good attenuation is achieved the exhaust gases are
forced to pass through numerous geometry changes and a fair amount of
backpressure may be generated, which reduces the power output of the
engine. Backpressure should be kept to a minimum to avoid power losses
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especially for performance vehicles where performance is the major

requirement. Every time the exhaust gasses are forced to change direction
additional backpressure is created. Therefore to limit backpressure geometric
changes are to be kept to a minimum, a typical example of this is a straight
through absorption silencer. Exhaust gasses are allowed to pass virtually
unimpeded through the straight perforated pipe.
3.1.3 Size:
Availability of space has a predominant influence on the size and type of
muffler that may be used. A muffler may have its geometry designed for
optimum attenuation however if it does not meet the space constraints, it is of
no use. Generally the larger a muffler is, the more it weighs and the more it
costs to manufacture. For a performance vehicle every gram saved is crucial to
its performance/acceleration, especially when dealing with light open wheeled
race vehicles. Therefore a small lightweight muffler is desirable.
Effectively supporting a muffler is always a design issue and the larger a
muffler is the more difficult it is to support. A mufflers mounting system not
only needs to support the mufflers weight but it also needs to provide
vibration isolation so that the vibration of the exhaust system is not
transferred to the chassis and then to the passenger cabin. This isolation of
vibration is usually achieved with the use of hard rubber inserts and brackets
that isolate or dampen vibration from the muffler to the chassis.
3.1.4 Durability:
The life expectancy of a muffler is another important functional requirement
especially when dealing with hot exhaust gasses and absorptive silencers that
are found in performance vehicles.
Overtime, hot exhaust gasses tend to clog the absorptive material with
unburnt carbon particles or burn the absorptive material in the muffler. This
causes the insertion loss to deteriorate. There are however, good products
such as mineral wool, fibreglass, sintered metal composites and white wool
that resist such unwanted effects [9].
Reactive type mufflers with no absorptive material are very durable and their
performance does not diminish with time. Generally mufflers are made from
corrosion resistive materials such as stainless steel or aluminium. Mild steel or
aluminised steel is generally used for temperatures up to 500C, type 409
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stainless steel up to 700 C and type 321stainless steel for even higher
temperatures. Automotive exhaust gas temperatures are usually around 750
C.
3.1.5 Desired Sound:
A muffler is used to reduce the sound of a combustion engine to a desired
level that provides comfort for the driver and passengers of the vehicle as well
as minimising sound pollution to the environment. Muffler designs generally
aim to reduce any annoying characteristics of the untreated exhaust noise such
as low frequency rumble. Muffler modification of a stock vehicle is generally
done for two reasons being performance and sound. Vehicles leave the factory
floor with mufflers generally designed for noise control not optimal
performance. The standard reactive muffler is generally replaced with a
straight through absorption silencer for aesthetics and to minimise
backpressure and therefore improve vehicle performance. Having exchanged
the stock muffler for an absorptive type performance muffler generally means
that exhaust noise is increased, leaving a noticeable deep rumble in the
exhaust system. In most cases this sound is what the owner of the vehicle
desires so that the public is aware of their presence. However in the main
mufflers should be designed so that exhaust noise emission is only barely
audible within the passenger cabin and the appropriate government
regulations are adhered to. Breakout noise from the muffler shell may be a
problem and should be minimised together with flow-generated noise,
especially when designing a muffler for a high insertion loss [10].
3.1.6 Cost:
The most important factor in any component is the cost to the consumer.
Silencers not only have to be effective in performing their task they need to be
affordable otherwise the product will failing the marketplace. The cost is
dependent on the materials used in the construction of the muffler, design
integrity, durability and labour costs.
3.1.7 Shape and style:
Automotive mufflers come in all different shapes, styles and sizes depending
on the desired application. Generally automotive mufflers consist of an inlet
and outlet tube separated by a larger chamber that is oval or round in
geometry. The inside detail of this larger chamber may be one of numerous
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constructions. The end user of the muffler usually does not care what is inside
this chamber so long as the muffler produces the desired sound and is
aesthetically pleasing. It is therefore the task of the muffler designer to ensure
that the muffler is functional as well as marketable.
3.2 Possible muffler designs:
There are various types of automotive mufflers currently in the market place
and described below are the key features and benefits of various muffler
designs that may be found on a vehicle. The following types of mufflers have
been widely tested and the general observations from such tests are
described.
Automotive mufflers usually have a circular or elliptical cross section. A circular
shaped cross section is best suited in a vehicle as it delays the onset of higher
order modes.
Most formulas that are used to predict the transmission loss of a muffler
assume plane wave propagation. The properties of the following designs are
only valid up to the cut off frequency, where higher order modes occur.
Generally for all mufflers maximum transmission loss occurs at odd multiples
of a quarter wavelength.
The most basic type of silencing element that may be used for intake and
exhaust mufflers is the expansion chamber. It consists of an inlet tube, an
expansion chamber and an outlet tube. The inlet and outlet tubes may be
coaxial known as a concentric expansion chamber or offset known as an offset
expansion chamber.
Fig 3: A simple expansion chamber
The sudden expansion and contraction in this type of muffler causes sound
waves to reflect back and interfere with each other. Expansion chambers are
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efficient in attenuating low frequency sound, which makes them ideal for
automotive applications. They do not attenuate high frequency sound so well
as it beams straight through the muffler.
Fig 4: the incident, reflected and transmitted sound waves caused by a change in cross
sectional area.
Expansion chamber mufflers have been widely studied and results show that
the larger the expansion ratio the greater the transmission loss. The length of
the chamber should be at least 1.5 times the diameter. Similar to a standard
expansion chamber is the extended inlet and outlet expansion chamber, where
the inlet and outlet tubes are extended into the expansion chamber. The
benefit of such a design is that part of the chamber between the extended pipe
and the sidewall acts as a side branch resonator therefore improving the
transmission loss.
The greater the protrusion into the muffler the greater the transmission loss
however the inlet and outlet tubes should maintain a separation space of at
least 1.5 times the diameter of the chamber to ensure the decay of evanescent
modes.
Fig 5: Expansion chamber with extended inlet and outlet
Noise can be further attenuated by the addition of porous material inside the
expansion chamber whilst maintaining the same muffler dimensions. Sound
waves loose energy as they travel through a porous medium. The absorptive
material (porous material) causes the fluctuating gas particles to convert
acoustic energy to heat.
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Fig 6: Straight through absorptive muffler
Generation of insignificant backpressure is the main benefit of a straight

through absorptive silencer, thus improving vehicle performance. The
perforated tube is used to guide the exhaust flow and avoids the creation of
turbulence as is found in an expansion chamber.
The material used to guide the exhaust flow, yet allow sound waves to escape,
is usually perforated steel with an open area of approximately 20%.An
absorptive silencer produces a more consistent transmission loss (TL) curve.
A more broader and improved attenuation spectrum is achieved with multiple
resonators. Each chamber is designed to reduce a specific frequency being an
odd multiple of a quarter wavelengths apart. Attenuation is increased as the
number of chambers increase although the addition of a third chamber only
provides a small increase in attenuation. If a tube connects the chambers, the
longer the tube the greater the attenuation achieved. This type of muffler is
useful when space is limited and low frequency performance is required.
The volume and shape of the resonating chamber govern its performance
capabilities. Generally as the volume of the resonating chamber increases the
resonant frequency reduces.
Fig 7: A multiple resonative chamber muffler
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3.3 Modal Analysis:

The modal analysis of structures is well developed and is a powerful tool in
dynamic analysis. However, a structural body is too complex to be represented
by a single degree of freedom model. Such a body is a continuous body where
all of the three properties namely inertia, damping and stiffness are
continuously distributed from the domain of the system and are inseparable
from one another. However, in our case we have considered the muffler to be
a discrete or lumped system where the inertia, stiffness and stiffness
properties are lumped into specific locations. Such a system is commonly
known as multi-degree of freedom (MDOF) system. Our basic thrust will be to
formulate the required equations of motion, which necessarily addresses all
the possible modes of displacement of the system. Matrix formulation of such
large number of equations, where in general the number of motion equations
is equal to the number of degree of freedom of system, is the only way perhaps
to process them in an elegant way [11].
A mode of vibration is characterized by a modal frequency and a mode shape.
It is numbered according to the number of half waves in the vibration.
Our main aim is to find the natural frequencies of vibration for different modes
and check that whether any of these frequencies so obtained match with the
working frequency range of the engine i.e. from idling to maximum power
operation. This analysis helps in checking the occurrence of resonance in the
muffler and selection of mounting points in the zone of maximum strain
deformation. In our analysis using the Modal Analysis of the Ansys Workbench
14.0, we have considered the muffler to be a 6 DOF body system as the free
vibrations are prominent in the first few harmonics keeping the edge of the
inlet pipe and the edge of the muffler outer chamber as was in the procured
original model.
The following is an analysis for a two degree of freedom system which can be
extended for the analysis of an MDOF system:
Let us consider two equal bodies (not affected by gravity), each of mass, m,
attached to three springs, each with spring constant, k. They are attached in
the following manner:
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Here the edge points are fixed and cannot move. We'll use x1(t) to denote the
horizontal displacement of the left mass, and x2(t) to denote the displacement
of the right mass.
If we denote acceleration (the second derivative of x(t) with respect to time) as
, the equations of motion are:
m1x1 (k1 k 2 ) x1 k 2 x2 0
m2 x2 k 2 x1 (k 2 k3 ) x2 0
Since we expect oscillatory motion of a normal mode (where is the same for
both masses), we try:
x1 (t ) A sin(t )
x2 (t ) B sin(t )
Substituting these into the equations of motion gives us:
(mA 2 2kA kB) sin t 0

(mB 2 2kB kA) sin t 0
The above two equations are satisfied for every t and therefore,
mA 2 2kA kB 0
mB 2 2kB kA 0
And in matrix representation:
2k m 2
k
det
0
2
k
2
k
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Solving for , we have two positive solutions:
k
3k
,
m
m
First natural frequency:
k
A B
m
The displacement for the first natural frequency is:
A

A
This vector is called mode shape. This indicates that, both masses move in
phase and the have the same amplitudes.
Second natural frequency:
3k
A B
m
Mode shape for above frequency:
Thus, the two masses move in opposite directions.

Displacements of two masses are sums of displacements in the two modes:
x1 (t )
1
1
k
3k
c1 sin( t 1 ) c2 sin(
t 2 )
x
(
t
)
1
1
m
m

2
,
which is the general expression for vibration of the two-degree of freedom

system and c1, c2, 1, and 2, are determined by the initial conditions of the
problem.
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4.1 Literature Review:

M.L. MUNJAL worked on the ANALYSIS AND DEIGN OF MUFFLERS [1].
This paper describes the cause of noise generation and vibration in
reciprocating engine, motion of the piston of engines and compressors and the
associated intake and discharge of gases are responsible for noise radiation to
the atmosphere that ranks as a major pollutant of the urban environment.
Muffler has been developed based on electro-acoustic analysis and
experimental trial and error. This article basically concern with passive muffler
based on impedance mismatch called dissipative or reactive muffler have been
most common in the automobile industry muffler based on the principle of
conversion of acoustic energy into heat by means of highly porous-fibrous
linings, called dissipative muffler or silencers are generally used in heating,
ventilation and air-conditioning systems. He has been working in the vibro
acoustics of hoses used in automotive climate control systems. The present
paper gives an overview of the research needing in different aspects of active
as well as passive mufflers. The same are related to the contemporary state of
the art finally areas needing further research are indicated. Exhaust noise of
automotive engine is the main component of noise pollution of the urban
environment with the ever increasing population density of vehicles on the
road. This has been an important area of research and development. Most of
the advances in acoustics of ducts and muffler reference article following the
monograph in format briefly reviews the work that is subsequent to the
drafting of monograph.
SHITAL SHAH, SAISANKARANARAYANA K, KALYANKUMAR S. HATTI, Prof.
D.G.THOMBARE, worked on A PRACTICAL APPROACH TOWARDS
MUFFLER DESIGN, DEVELOPMENT AND PROTOTYPE VALIDATION [2].
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.
Page 14
H. BARTLETT, R. WHALLEY worked on MODELLING AND ANALYSIS OF

VARIABLE GEOMETRY EXHAUST GAS SYSTEMS [3].
This paper presents the modelling and analysis of variable geometry exhaust
gas systems. An automotive example is considered whereby the pulsating
exhaust gases flow through an exhaust pipe and silencer are considered over a
wide range of speeds. Analytical procedures are outlined enabling the general
analysis and modelling of variable geometry, exhaust gas systems. Simulation
results show the effect of pulsating gas streams through a vehicle exhaust and
silencer confirming thereby the calculated results.
S. BOIJ, B. NILSSON worked on the REFLECTION OF SOUND AT AREA
EXPANSIONS IN A FLOW DUCT [4].
The object of this paper is to describe the reflection of sound wave of an
analytical model for scattering at area discontinuities and sharp edges in flow
ducts and pipes. A large industrial duct system, where sound attenuation by
reactive and absorptive baffle silencers is of great importance. Such devices
commonly have a rectangular cross-section, so the model is chosen as 2-D. The
modelling of the flow conditions downstream of the area expansion, with and
without extended edges, and its implications for the resulting models are
discussed. Here the scattering problem is solved with the Wiener-Hopf
technique, and a kutta condition is applied at the edge. The solution of the
wave equation downstream of the expansion includes hydrodynamic waves, of
which one is a growing wave. Theoretical results are compared with the
experimental data for the reflection coefficient for the plane wave, at
frequencies below the cut-on for higher order modes. Influence of the
interaction between the sound field and the flow field is discussed. A region
where the reflection coefficient is strongly Strouhal number dependent is
found.
V.P. PATEKAR, R.B. PATIL worked on the VIBRATIONAL ANALYSIS OF
AUTOMOTIVE EXHAUST SILENCER BASED ON FEMAND FFT ANALYSER [5]
This paper describes the first stage in the design analysis of an exhaust system.
With the specified properties of a given material, the exhaust system is
modelled by using a conventional FEM package. The FEM results are compared
with the reading taken on FFT analyser, so as to distinguish working frequency
from natural frequency and avoid resonating condition. The silencer natural
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frequencies have been calculated by using the ANSYS package and by FFT
analyzer. By both the method the natural frequencies are nearly same and that
are useful while the design of silencer to avoid the resonance. Though the
dynamic performance can be increased by increasing the thickness of different
part. Furthermore is to add the support for partition, increase the support etc.
GHAREHBAGHI M, IRAY MAKVANDI R. worked on VEHICLE INTERIOR
ACOUSTIC OPTIMIZATION BY USING PASSIVE LAYERS [6].
In this paper, first the effect of structural vibration on the internal noise level
of vehicle namely structure-borne noise is investigated. The range of
investigated frequency is between 0-250 Hz. Acoustical FE simulation is
performed on a three internal space cavity of a truck. The analysis was carried
out in frequency response analysis and resultant internal noise level is
determined. The results of the above analysis are used for optimizing driver's
right ear noise level through location and thickness of damping layers. This
method is categorized as a passive noise reduction method and is the most
economical way for reducing the noise level for the mid-range vehicles. To
achieve this goal, number of simulations is designed using Taguchis method in
design of experiments (T-DOE). Then develop a general interpolation function
on the sample points using artificial neural network (ANN) method. And finally
determine the optimum state by means of a genetic algorithm (GA). Using this
method the optimization of parameters (SPL and Weight of Passive Layers) was
attained effectively. The results indicate that by proper use of these layers, one
can make a reduction of 10-15 dB in sound pressure level.
KAUSHIK RAMCHANDRA GADRE, T. A. JADHAV, SWAPNIL S. KULKARNI
worked on the EVALUATING THE DESIGN OF AN AUTOMOBILE SILENCER
THROUGH FEA METHODOLOGY FOR MINIMIZING THE VIBRATIONS
GENERATED DURING ITS OPERATION [7].
This paper discusses the FEA methodology to be followed in doing the
vibrational analysis of an automobile muffler and also the experimental
validation of the FEA results. This presents a computational approach for the
lifetime assessment of structures. One of the main features of the work is the
search for simplicity and robustness in all steps of the modeling, in order to
match the proposed method with industrial constraints. The proposed method
is composed of a fluid flow, a thermal and a mechanical finite element
computation, as well as a final fatigue analysis. The CAE software has intuitive
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graphical interface with direct access to CAD geometry, advanced meshing,

integration with other compatible software for solving. It is optimized for large
scale systems, assemblies, dynamics and NVH simulations. It has graphical
interface with direct access to CAD geometry, most suitable for fatigue
analysis.
CHANDRASEKHAR BHAT, S.S.SHARMA, JAGANNATH K, N S MOHAN,

SATHISHA S G worked on DESIGN AND ANALYSIS OF EXPANSION
CHAMBER MUFFLERS [8].
This paper attempts to predict the transmission loss through modal analysis,
followed by acoustic analysis using finite element analysis technique for three
different configurations of mufflers under different fixing conditions. It was
found that three-chamber muffler provides higher attenuation of sound
pressure compare to one and two chamber mufflers. And, fixing the muffler at
the center enhances sound pressure attenuation. The fact that higher natural
frequencies occur inside the chamber and the lower natural frequencies at the
free ends, strengthen the need for proper design of muffler. Number of natural
frequencies reduces for two and three chamber mufflers. The transmission loss
curve appears to be high and broad at higher frequencies for two-chamber
muffler and is broad at multiple frequencies for three-chamber muffler.
WANG JIE, DONG-PENG VUE worked on THE MODAL ANALYSIS OF
AUTOMOTIVE EXHAUST MUFFLER BASED ON PRO/E AND ANSYS [9].
This paper discusses the fact that in order to improve the design efficiency,
resonating of the exhaust muffler should be avoided with its natural frequency.
The solid modelling is created by the PRO/E, and modal analysis is carried out
by ANSYS to study the vibration of the muffler, so as to distinguish working
frequency from natural frequency and avoid resonating. Multi-degrees of
freedom, the finite element method of dynamics is the same as structure of
static problem, which make objects discrete into finite number of elements
body. But considering the unit features in this condition, the load which object
is suffered should be considered by many factors such as inertial force and
damping.
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A. I. KOMKIN worked on OPTIMIZATION OF REACTIVE MUFFLERS [10]

The paper explains a new approach to optimization of reactive mufflers, which
is based on use of muffler prototype with non-dimensional geometrical
parameters and integral criterion of acoustic performance of mufflers, is
proposed. Implementation of the approach using the example of chamber
mufflers is considered. Optimization of its configuration is important for the
performance of a muffler. This permits, on the one hand, determining the
configuration of a muffler with maximum acoustic performance under given
dimensional restrictions and, on the other hand, estimating the necessary
minimum volume of a muffler to ensure required acoustic performance.
POTENTE, DANIEL worked on GENERAL DESIGN PRINCIPLES FOR AN
AUTOMOTIVE MUFFLER [11]
This paper discusses the general principles of muffler design and explains the
advantages of different configurations of mufflers based on application. When
designing a muffler for any application there are several functional
requirements which are to be considered, this includes both acoustic and nonacoustic design issues. There will be many possible muffler design solutions for
a particular situation and many possible ways to predict a mufflers insertion
loss but the design is proven by its performance on the automobile.
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5.1 Problem Formulation

Here we have considered the existing muffler model from a Maruti Omni
having a 3-cylider in-line 4-stroke engine for designing and analysis purpose.
The muffler used in this car is a reactive muffler and the exhaust system has
the following specifications:
5.1.1 Specifications:
Type of engine
3-cylinder in-line 4-stroke
Engine RPM
5000
Maximum engine frequency
83.33 Hz
Working frequency range
7.3-83.33 Hz
Type of muffler
Reactive type (offset inlet and outlet

pipes)
Type of resonating chamber
Multiple (3 chambers)
Cross-section of resonating chamber
Circular
Perforations
None
Baffles
None
Diameter of the resonating chamber
13.32 cm
Length of the resonating chamber
41 cm
Diameter of the inlet pipe
3.3 cm OD; 3 cm ID
Table : 1 Specifications
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Fig 8: The existing muffler model of Maruti Omni

The existing model was designed using CATIA V5R20 and the analysis work was
carried out using Ansys 14.0. The figure above shows the cad model of the
existing muffler.
5.2 Design considerations:
There were many scopes for re-designing the muffler considering different
configurations such as
Changing the lengths of the resonating chambers

Perforating the pipes at specific locations
Tapering of the inlet pipe
Applying absorptive material over the pipes and between the layers of
the resonating chamber
Changing the diameter of the pipes
Changing the cross-section of the resonating chamber (oval or circular)
Providing baffles inside the resonating chamber.
Using an additional outer skin over the outer chamber with a air gap in
between.
Using delta configuration in the circular resonating chamber.
Out of the above options, we have considered the five configurations and
have designed five models keeping the following inlet boundary conditions:
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Inlet pressure
3 x 105 Pa
Inlet velocity
200 m/sec
Inlet temperature
800 K
Table : 2 Inlet boundary conditions
The material which we have considered for the three models is 409 Stainless
steel that has a capacity of operating at temperatures above 500C.
5.3 Modelling and analysis
The following is a detailed report on the design and analysis of the three
models including the existing Maruti Omni model:
5.3.1 The existing Maruti Omni muffler model:
The exhaust system was removed from the Maruti Omni and the outer
dimensions such as diameter of the inlet and outlet pipes, diameter of the
resonating chamber and the length of the resonating chamber were taken
using meter tape. Then a part of the resonating chamber was cut using power
saw and angle grinder to take the inner dimensions such as length of the
resonating chambers, thickness of the obstruction plates, the length of the
extension of the pipes inside each chamber etc. The designing of the model
was then done using CATIA V5R20 and the analysis was done in ANSYS 14.0.
Different contours were selected for comparison such as acoustic power level,
static pressure, absolute pressure and the turbulence intensity level.
The models and the analysis of the existing model are shown in the successive
pages.
Page 21
5.3.1(a) Modelling and meshing
Fig 9: An isometric view of the existing Maruti Omni muffler model
Fig 10: Volume meshing of the existing Maruti Omni model carried out in Ansys 14.0
Page 22
5.3.1(b) Pressure, turbulence and acoustic stress contours
Fig 11: Absolute pressure contour inside the resonating chamber
Fig 12: Static pressure contour inside the resonating chamber

Page 23
Fig 13: Turbulence intensity inside the resonating chamber
Fig 14: Surface acoustic power level inside the resonating chamber
Page 24
Fig 15: Acoustic power level across the resonating chamber
5.3.1(c) Modal analysis and different mode shapes
Fig 16: Total deformation in the 1st mode
Page 25
Fig 17: Total deformation in the 2nd mode
Fig 18: Total deformation in the 3rd mode
Page 26
Fig 19: Total deformation in the 4th mode
Page 27
5.3.2 Model proposed by changing the length of the resonating chamber:

The existing model was redesigned by reducing the length of the last section of
the resonating chamber in view of the fact that if the reflected pressure wave
of approximately same frequency interferes destructively with the incoming
transmitted wave of that frequency then effective attenuation can be
achieved. As the pressure wave travels through the last chamber, longer the
distance travelled by the incoming pressure wave, more is the transmission
loss due to the interference of the wave with the medium. And lesser amount
of destructive interference takes place in the chamber. The improvement in
the attenuation level can be explained from the transmission loss.
Page 28
Fig 22: An isometric view of the proposed model with reduced length of one of
the segments of the resonating chamber
Fig 23: Volume meshing of the proposed model with reduced length of one of the
segments of the resonating chamber
Page 29
5.3.2(b) Pressure, turbulence and acoustic stress contour
Fig 24: Absolute pressure distribution inside the proposed model with reduced length
of one of the segments of the resonating chamber
Fig 25: Static pressure distribution inside the proposed model with reduced length of
one of the segments of the resonating chamber
Page 30
Fig 26: Turbulence intensity inside the proposed model with reduced length of one of
the segments of the resonating chamber
Fig 27: Surface acoustic power level inside the resonating chamber
Page 31
Fig 28: Acoustic power level across the resonating chamber
Page 32
Page 33
Page 34
5.3.3 Model proposed by tapering the inlet pipe and reducing the length of
the last section of the resonating chamber:
Here the model was modified by gradual tapering of the inlet pipe on account
of the fact that pressure reduction takes place by gradually decreasing the
cross section of a pipe when a fluid flows through it. The earlier model didnt
account for the reduction of back pressure, only attenuation level was
improved. This model takes care of both the parameters i.e. reduction in noise
level and back pressure on the engine
Page 35
Fig 35: An isometric view of the proposed model with tapered inlet pipe and reduced
length of one of the segments of the resonating chamber
Fig 36: Volume meshing of the proposed model with tapered inlet pipe and reduced
length of one of the segments of the resonating chamber
Page 36
Fig 37: Absolute pressure distribution of the proposed model with tapered inlet pipe
and reduced length of one of the segments of the resonating chamber
Fig 38: Static pressure distribution of the proposed model with tapered inlet pipe and
reduced length of one of the segments of the resonating chamber
Page 37
Fig 39: Turbulence intensity of the proposed model with tapered inlet pipe and
reduced length of one of the segments of the resonating chamber
Fig 40: Surface acoustic power level of the proposed model
Page 38
Fig 41: Acoustic power level of the proposed model
Page 39
Page 40
Page 41
.3.4 Model proposed by tapering the inlet pipe and reducing the length of
the last section of the resonating chamber and providing an outer skin with
air gap in between:
Here the model was further modified by introducing an air gap by providing
an outer skin over the muffler chamber. This air gap acts as an additional
resonating chamber for attenuating noise level so that further reduction of
sound can be obtained. The outer additional chamber acts as a side branch
resonator which attenuates specific frequency band though the attenuation
band is very low. This model is used to treat particular frequency problem in
addition to the main chamber. The air gap also acts as a resistance to
thermal conductivity thereby reducing the heat transfer to the outer layer of
the muffler and as such increases the durability of the mountings.
Page 42
Fig 48: An isometric view of the proposed model with reduced length of last resonating
chamber and tapered inlet pipe and double outer skin with air gap.
Fig 49: Volume meshing of the proposed model with tapered inlet pipe and reduced
length of one of the segments of the resonating chamber and double outer skin with air
gap in between.
Page 43
Fig 50: Absolute pressure distribution of the proposed model with tapered inlet pipe
and reduced length of one of the segments of the resonating chamber and outer skin
with air gap
Fig 51: Static pressure distribution of the proposed model with tapered inlet pipe and
reduced length of one of the segments of the resonating chamber and outer skin with
air gap
Page 44
Fig 52: Turbulence intensity of the proposed model with tapered inlet pipe and
air gap
Fig 53: Surface acoustic power level of the proposed model with tapered inlet pipe
and reduced length of one of the segments of the resonating chamber and outer skin
with air gap
Page 45
Fig 54: Acoustic power level of the proposed model with tapered inlet pipe and
air gap
Page 46
Page 47
Page 48
.3.5 Model proposed by incorporating delta configuration in the last

resonating chamber:
Modification was done in the existing muffler model by incorporating delta
configuration the last resonating chamber. The delta configuration is normally
being used with an oval type resonating muffler. This design provides
advanced noise cancellation by separating and recombining pulses at precise
phase shifts. It increases the range of frequency over which the noise
attenuation is achieved. Thus more attenuation can be achieved in addition to
the normal range for which the original model was designed. The outlet pipe is
at the middle of the chamber which blocks power-robbing atmospheric
pressure from entering the system which would reduce scavenging capabilities
of the system. The design is rewarded with higher horsepower, torque and fuel
economy and with reduction of exterior sound levels as well as a decrease of
internal resonance inside the vehicle.
Page 49
Fig 61: An isometric view of the proposed model with delta configuration in the existing
model.
Fig 62: Volume meshing of the proposed model with delta configuration in the
existing model.
Page 50
Fig 63: Absolute pressure of the proposed model with delta configuration in the
existing model.
Fig 64: static pressure of the proposed model with delta configuration in the existing
model.
Page 51
Fig 65: Turbulence intensity of the proposed model with delta configuration in the
existing model.
Fig 66: Surface acoustic power level of the proposed model with delta configuration
in the existing model.
Page 52
Fig 67: Acoustic power level of the proposed model with delta configuration in the
existing model.
Page 53
Page 54
Page 55
Page 56
6.1 Results, Calculations and Discussion

6.1.1 The existing Maruti Omni muffler model:
The following results can be summarised from the analysis of the existing
model:
Back pressure: There is a back pressure at the inlet due to the

restrictions provided in the chamber.
Absolute pressure at inlet in steady state = 1.48 x 105 Pa
Absolute inlet boundary condition pressure = 4 x 10 5 Pa
Back pressure at the inlet = (4- 1.48) x 10 5 = 2.52 x 10 5 Pa
Turbulence intensity: Percentage of turbulence intensity increases from

inlet to the outlet.
Inlet pipe: 3.37 x 10 2
Outlet pipe: 5.88 x 10 2
Increase in turbulence intensity helps in the proper mixing of pressure pulses
improving the attenuation of sound inside the chamber
Acoustic power level: The sound intensity is reduced from the inlet to
the outlet of the resonating chamber due to the muffling effect which can be
shown in the form of transmission loss from inlet to the outlet.
Inlet pipe transmission loss: 78.9 dB
Outlet pipe transmission loss: 94.7 dB
Therefore the acoustic transmission loss through the resonating
chamber = (94.7- 78.9) = 15.8 dB
Modal analysis: The modal analysis for this model was carried out for
the first 6 modes under free vibration condition by fixing the edge of the inlet
pipe and the edge of the muffler outer chamber. Also the region of maximum
strain deformation was identified from various regions of strain deformations
of different modes. This was done in order to select the proper mounting
positions for the muffler. The analysis was carried out using the modal
analysis tool in Ansys Workbench 14.0.
Page 57
Modal frequency and strain deformation results

Strain Deforrmation
1st
Frequency
(Hz)
511.53
2nd
513.47
1.6035
3rd
886.82
3.8924
4th
893.80
3.9054
5th
1373.30
1.3485
6th
1552.60
Modes
1.5918
Table : 3 Modal frequency and strain deformation
6.1.2 Model proposed by reducing the length of the last section of the
resonating chamber:
model:

Absolute pressure at the steady state = 1.3 x 105 Pa
Absolute boundary condition pressure = 4 x 10 5 Pa
Back pressure increases as compared to the original model because as the last
chamber is made shorter the pressure pulse will move through a shorter path
and as a result it offers more restrictions.

Inlet pipe: 9.09 x 101
Outlet pipe: 8.64 x 102
Page 58
Inlet pipe transmission loss: 70 dB

chamber = (93.2- 70) = 23.2 dB
Here an improved noise attenuation level is achieved due to the fact that the
sound pressure pulses after reflection from the last chamber interferes
destructively with the pressure pulses of same order.
the first 6 modes and the results are listed below. The frequency range of free
vibration is higher than the earlier model and range of strain deformation is
less. Here there is a strain deformation in the 6 th mode also.

Strain Deformation
1st
Frequency
(Hz)
771.69
2nd
774.58
1.6325
3rd
1428.30
4.1214
4th
1470.60
4.4926
5th
1571.30
1.9025
6th
1759.50
4.0227
Modes
1.6349
the last section of the resonating chamber:
model:

Absolute boundary condition pressure = 4 x 105 Pa
Page 59
Back pressure reduces as compared to the second model because tapering of

the outlet of the inlet pipe provides a nozzle action which causes a loss in
pressure.

Inlet pipe: 9.09 x 101
Outlet pipe: 8.64 x 102
chamber = (99.6- 75.2) = 23.2 dB
Thus a further improved noise attenuation level is achieved due to more
restrictions provided in the form of tapering of pipe.
vibration is almost of the same order as compared to the earlier model but
range of strain deformation is more than the earlier case. At the 6th mode the
whole structure is becoming fixed with no strain deformation.

Strain Deformation
1st
Frequency
(Hz)
705.37
2nd
707.40
2.8124
3rd
1041.40
3.2375
4th
1053
3.2603
5th
1430.1
2.1959
6th
1762.30
Modes
2.8943

Page 60
the last section of the resonating chamber and double outer skin with air gap
in between:
The following results can be summarised from the analysis of the model:

Back pressure at the inlet = (4- 4.1) x 10 5 = -0.1 x 105 Pa
This design accounts for no back pressure on the contrary it creates a suction
condition at the inlet which will drive the flow of exhaust gases into the
muffler chamber more efficiently.

Inlet pipe: 0.361
Outlet pipe: 8.03
Inlet pipe transmission loss: 13 dB
chamber = (52.2 - 13) = 39.2 dB
Here much greater attenuation level is achieved as there is a side branch
resonator in addition to the main chamber in the form of air gap which also
attenuates specific frequency level.
vibration is almost of the same order as compared to the earlier model but
range of strain deformation is less as compared to the 3rd model. At the 6th
mode the whole structure is becoming fixed with no strain deformation.
Page 61
Strain Deformation
1st
Frequency
(Hz)
731.35
2nd
733.31
2.9426
3rd
1041.30
3.0527
4th
1058.8
3.1465
5th
1262
1.8512
6th
1561.5
Modes
2.9524
6.1.5 Model proposed by incorporating delta configuration in the existing

model:
The following results can be summarised from the analysis of the model:

Absolute pressure at the steady state = 1.17 x 10 5 Pa
Back pressure at the inlet = (4 1.17) x 10 5 = 2.83 x 10 5 Pa
This design accounts for the highest amount of back pressure among all the
models which can be explained by the fact that it was a modification in the
original model where back pressure was 2.52 x 10 5 Pa by incorporating three
baffles in the shape of cone in the last resonating chamber which provided
greater back pressure at the inlet as compared to the original model.

Inlet pipe: 0.361
Outlet pipe: 8.03
chamber = (71.4 14.3) = 57.1 dB
Page 62
This design accounts for the greatest attenuation of noise level among all the
three models which is more than three times of the original one.
the first 6 modes and the results are listed below. The frequencies of free
vibration are lesser than all the models. But range of strain deformation is
less as compared to the 4th model. At the 6th mode there is small amount of
strain deformation in the structure.

Strain Deformation
1st
Frequency
(Hz)
476.24
2nd
476.94
2.6136
3rd
659.94
3.5194
4th
660.82
3.5364
5th
1181.06
1.9053
6th
1708.70
0.6416
Modes
2.5898
Page 63
6.2 Table for comparing among the 5 models

Frequency
Model
Back
pressure
(Pa)
Acoustic
Trans.
Loss
(dB)
Original
2.52e+05
15.8
Model with
reduced length of
last resonating
chamber
2.70e+05
23.2
2.3e+05
24.4
-0.1e+05
39.2
2.83e+05
57.1
Model with
reduced length of
last resonating
chamber and
tapered inlet pipe
Model with
reduced length of
last resonating
chamber and
tapered inlet pipe
and double outer
skin with air gap
Existing model
with delta
configuration
(Hz)
Maximum
Strain
Deformation
Mode
1
511.53
513.47
886.82
893.8
1373.3
1552.6
771.69
774.58
1428.3
1470.6
1571.3
1759.5
705.37
707.4
1041.4
1053.0
1430.1
1762.3
731.35
733.31
1041.3
1058.8
1262.0
1561.5
476.24
476.94
659.94
660.82
1181.1
1708.7
3.9054
4.4926
3.2603
3.1465
3.5364
Table : 8 Comparison of the models
Page 64
7.1 CONCLUSION
The present work is concerned with the modification of the existing Maruti
Omni muffler model through various design improvements in the resonating
chamber of the muffler. The acoustic and modal analysis using Ansys 14.0
confirms the improvements in the design. The different results obtained from
the analysis gives a comparative study among the various design modifications.
The following conclusions can be drawn from the analysis:
The existing provided for very low acoustic transmission loss of 15.8 dB
and also accounted for a significant amount of back pressure of about
2.52e+05 Pa. The natural frequencies obtained for the first 6 modes
showed no match with the engines working frequency range thereby
nulling the chance of occurrence of resonance.
The second model provided for more attenuation of 23.2 dB but
produced more back pressure of 2.70e+05 Pa as compared to the
existing model. Here also the systems natural frequencies in different
modes didnt match with the engines frequency range.
Modification of second model by tapering of inlet pipes outlet
accounted for reduction in back pressure which was around 2.30e+05
Pa and increased the attenuation level by 1.2 dB. The natural
frequencies didnt match with engines frequency preventing the
occurrence of resonance.
The fourth model accounted for the attenuation of noise at two ranges
one for higher frequency range and another for the lower ranges
thereby causing a significant attenuation as a whole by 14.8 dB as
compared to the third one. Here there was no back pressure but on the
contrary suction condition was created at the inlet by 0.1 Pa below the
atmospheric pressure which enhanced the flow in its defined direction
of flow. This design also showed isolation with respect to resonance
condition.
The fifth model produced the highest attenuation of 57.1 dB as
compared to the other 4 models but accounted for the highest amount
of back pressure of about 2.83e+05 Pa which is not desired. The same
conclusions can be drawn for the modal analysis in this case also.
Page 65
Thus the model with delta configuration can be used in applications where
high attenuation of noise level is desired but cannot be used where low back
pressure is the requirement. Therefore the fourth model i.e. the model with
reduced last resonating chamber, tapered inlet pipe and with double outer
skin is the best optimised model among the all five models as there was no
problem of back pressure and it produced significant attenuation as compared
to the original one.
7.2 FUTURE SCOPE
Forced vibration analysis of the structure by taking pressure contour as
the input forces for the determination of frequency range of forced
vibration.
Experimental validation of the models in the vibration analysing set up
by a vibration analyser of suitable specifications.
Nodal analysis of the models for the selection of exact mounting points
around a line or a periphery of a cross-section.
Design of muffler mountings according to the values of maximum total
strain deformation.
Selection of suitable material for muffler design through static and
dynamic analysis.
Page 66
REFERENCES:
[1]
Analysis and design of mufflers. M.L MUNJAL, Department of Mechanical
Engineering, Indian Institute of Science, Bangalore: Journal of sound and Vibration (1998).
[2] A Practical Approach towards Muffler Design, Development and

Prototype Validation. SHITAL SHAH, SAISANKARANARAYANA K,
KALYANKUMAR S. HATTI, Prof. D.G.THOMBARE, Rajarambapu Institute of
Technology: SAE Technical Paper (2010).
[3] Modelling and analysis of variable geometry exhaust gas systems. H.

Bartlett, R. Whalley, Department of Mechanical and Medical Engineering, University of
Bradford, West Yorkshire (1998).
[4]
Reflection of sound at area expansions in a flow duct. S. Boij, B. Nilsson,
Department of Vehicle Engineering, Sweden. School of Mathematics and Systems

Engineering, Sweden (2003) 477-498.
Vibrational Analysis of Automotive Exhaust Silencer Based on FEM and

FFT Analyzer . V.P. PATEKAR, Pad, Dr. Vitthalrao Vikhe Patil College of Engineering,
Ahmednagar, R.B. PATIL, Jawaharlal Nehru College of Engineering, Aurangabad:
[5]
International Journal on Emerging Technologies 3(2): 1-3(2012).
Vehicle Interior Acoustic Optimization by Using Passive Layers.

Gharehbaghi M., Iray Makvandi R., Process Development and Equipment Technology
[6]
Division, Research Institute of Petroleum Industry, Tehran, Iran: Applied mathematics in

Engineering, Management and Technology 2 (3) 2014:24-32
Evaluating the Design of an Automobile Silencer Through FEA

Methodology for Minimizing the Vibrations Generated During its Operation.
KAUSHIK RAMCHANDRA GADRE, ME-Mech/Design (pursuing), Sinhagad College of
Engineering, Pune ,T. A. JADHAV, Associate Prof., Sinhagad College of Engineering, Pune
SWAPNIL S. KULKARNI, Director-Able Technologies India Pvt. Ltd., Pune: Gadre, et al,
[7]
International Journal of Advanced Engineering Research and Studies E-ISSN22498974.
Design and analysis of a Exhaust Chamber Mufflers. CHANDRASEKHAR

BHAT, S.S.SHARMA, JAGANNATH K, N S MOHAN, SATHISHA S. G. Professor,
[8]
Department of Mechanical & Mfg. Engineering, MIT, Manipal: World Journal Of Engineering,
volume 7, supplement 3, 2010, ISSN: 1708-5284.
Page 67
The Modal Analysis of Automotive Exhaust Muffler Based on PRO/E and

ANSYS. WANG JIE, DONG-PENG VUE: 20I0 3rd International Conference on Advanced
[9]
Computer Theory and Engineering (ICACTE). 2010 IEEE.

[10] Optimization of Reactive Mufflers. A. I. KOMKIN, Bauman State Technical
University, ul. Vtoraya Baumanskaya 5, Moscow, 105005 Russia: ISSN 1063_7710, Acoustical
Physics, 2010.
[11] General Design Principles for an Automotive Muffler. POTENTE, DANIEL,
Day Design Pty Ltd, Acoustical Consultants, Sydney, NSW: Proceedings of ACOUSTICS 2005.
Page 68

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8th Semester B.

National Institute of Technology, Silchar

Department of Mechanical Engineering

8th Semester B.Tech Project

National Institute of Technology, Silchar

2.1 TYPES OF MUFFLER DESIGN:

Department of Mechanical Engineering

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Fig 1: A layout of a typical reactive muffler

2.1.2 Absorptive muffler:

Fig 2: An absorptive muffler

Usually reactive mufflers use resonating chambers that target specific

8th Semester B.Tech Project

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considerably over the entire range of spectrum and more so at higher

Department of Mechanical Engineering

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3.1 PARAMETERS INVOLVED IN THE DESIGN OF AUTOMOTIVE MUFFLER:

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especially for performance vehicles where performance is the major

8th Semester B.Tech Project

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Fig 3: A simple expansion chamber

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Fig 5: Expansion chamber with extended inlet and outlet

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Fig 6: Straight through absorptive muffler

Generation of insignificant backpressure is the main benefit of a straight

Fig 7: A multiple resonative chamber muffler

Department of Mechanical Engineering

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3.3 Modal Analysis:

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Substituting these into the equations of motion gives us:

(mA 2 2kA kB) sin t 0

Department of Mechanical Engineering

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Solving for , we have two positive solutions:

First natural frequency:

The displacement for the first natural frequency is:

Mode shape for above frequency:

Thus, the two masses move in opposite directions.

which is the general expression for vibration of the two-degree of freedom

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4.1 Literature Review:

Department of Mechanical Engineering

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H. BARTLETT, R. WHALLEY worked on MODELLING AND ANALYSIS OF

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