The passive acoustic effect of turbo-compressors

H. Rmmal KTH CICERO, The Marcus Wallenberg Laboratory, Teknikringen 8, SE-10044 Stockholm, Sweden J. Galindo CMT Motores Trmicos, Universidad Politcnica de Valencia, Camino de Vera, s/n-46022 Valencia, Spain

ABSTRACT A turbocharger is currently widely used to boost performance of an IC-engine. The turbine and compressor of the turbocharger have an influence on the propagation of low frequency engine pulsations in intake and exhaust systems. In this paper a passive acoustic effect of automotive turbo-compressor is in focus. Current wave action models developed in CMT for computation of gas exchange processes in ICengines are implemented to study the wave transmission through the compressor. The models are validated with experimental data measured in the turbocharger test facility at KTH CICERO. The results are presented for different operating conditions of the unit. 1 INTRODUCTION

Turbochargers are playing a key role in the current trend of engine down-sizing. The compressor (see Fig. 1), which is a part of the turbocharger, is used to increase the amount of the combustible air charge in the cylinders which in turn provides more power output from the available capacity. Turbocharger compressors are generally centrifugal compressors consisting of a wheel, diffuser and housing. As the compressor wheel rotates, ambient air is drawn in axially through a filter-silencer system, accelerated to high speed and then expelled in a radial direction to the outlet which normally leads to an intercooler.

Fig 1. A simplified schematic representation of the turbo-compressor in the inlet line supercharging the IC-engine The compressor is one of the many elements in the engine inlet line. It works between the dominating noise source the engine, where high amplitude low frequency gas pulsations travel through the valves, and the primary noise radiation element - the intake snorkel (open termination). Like every other component of the intake system, it has an acoustic influence on the propagation of the engine breathing noise. This is referred to a passive acoustic effect that characterizes the 421

10.1243/17547164C0012010033 interaction between the turbocharger and low frequency engine pulsations, i.e., the scattering of incident pressure pulses or waves from the unit. Therefore, knowledge of the passive acoustic effect of the compressor is essential to understand the overall acoustic effectiveness of the complete inlet system. The state of the art in the turbocharger related acoustic research was recently reviewed by the authors in [1]. It was summarized that presently there is a lack of published information, both experimental and theoretical, on high performance centrifugal machines especially as compared to the axial machines. Furthermore, despite the fact that the dominating turbocharger noise problems are currently associated with the compressor side [2], fewer investigations seem to be available about the acoustics of the compressors, compared to the turbines. Similarly to every rotating fluid machine the turbocharger compressor can also be considered as a noise source. But the generated sound is significant only at high frequencies, typically associated with blade passing, tip clearance leakage and the buzz-saw tones occurring in case of supersonic blade tip speeds [1]. In this paper the focus is on the passive response of the compressor to the low frequency pulsations, generated by the cylinder discharges, which propagate through the air flow in the IC-engine inlet pipeline. During a recent EC-project ARTEMIS an investigation into the passive acoustic effect of the turbine in an automotive turbocharger was performed by Peat et al. [3]. This included measurements to determine the acoustic response [3-5]. It was found that the magnitude of the acoustic reflection coefficient of the turbine was strongly affected by turbine RPM and the mean flow rate. The turbine was found to behave non-symmetrically, due to geometrical reasons and the mean flow present for real operating conditions. For low frequencies the turbine was reported to be almost transparent to transmission in the downstream direction. The first systematic experimental investigation on the sound transmission in a turbo-compressor working at realistic operating conditions was recently performed by the authors [6]. The influence of the operating points on the sound transmission was analyzed. The damping of incident sound waves to the compressor was found to be strongly dependent on the propagation direction and exhibited higher transmission loss values for the upstream direction. The turbo-compressors are most commonly characterized by the compressor maps. These charts represent the (steady-state) fluid-mechanical performance of the compressor and are usually the basis for selection of the turbocharger for an engine. However, these maps contain no information about the dynamic (transient) response of these devices, i.e. the behavior of the compressor when running in fluctuating pressure conditions as takes place during their normal use. In this paper the dynamic response of a compressor unit is studied for the limiting case of small amplitude pressure pulses (acoustic excitation) and assuming a linear behavior (two-port model). If linear acoustic models are applied the low frequency dynamic properties can be described using 1-D wave models and acoustic twoports. Such models are commonly used for linear acoustic analysis of automotive intake and exhaust systems. To the authors knowledge this paper represents the first effort to implement a simple 1-D wave model for prediction of the acoustic two-port data of an automotive turbo-compressor working at realistic operating points. The model has been created to simulate the operating conditions studied during the recent experiments at the KTH CICERO centre [6] and the results are compared in section 5. 2 EXPERIMENTS

In [6], a complete experimental procedure to determine the sound transmission properties through automotive turbo-charger compressors is described in detail. It also includes acoustic transmission loss results for 7 different operating conditions of a passenger car compressor both in the downstream and upstream mean flow

422

10.1243/17547164C0012010033 direction. The data were obtained for various systematically mapped at the turbo-compressor chart. realistic operating points

2.1 Selection of the operating points In order to simulate the operating conditions of the turbo-compressor supercharging an inlet of the IC-engine, a turbocharger specific compressor map has to be followed. In Fig. 2 the performance map of the compressor used in this study together with the operating points (OP) investigated is presented. The characteristic data of the operating points are shown Table 1. The compressor chart exhibits the relationship between the pressure ratio across the compressor and the volume flow (or mass flow) rate. The corrected volume flow rate V1tred on the map represents the flow rate of air through the compressor referred to the ambient state, where V1t and T1t are the measured flow rate and temperature in the compressor inlet pipe and

Tref = 298K is the reference temperature. In Fig. 2,

u redV = 2f 0 red r is the corrected compressor blade tip speed, where f 0red is the
corrected rotational speed of the compressor shaft and r = 0.03m is the radius of the impeller. In case of centrifugal compressors the usable region of the map is limited by the surge and choke lines and the maximum permissible compressor shaft speed. The compressor pressure ratio is defined as the absolute outlet (discharge) pressure pressure

pb

of

the

compressor

divided

by

the

absolute

inlet

pa .

The operating range of the compressor is limited for higher volume

flows by the phenomenon known as choking, which is denoted by the choke line. The choking typically occurs when the charge air flow speed reaches the speed of sound in some region of the compressor. The surge line on the left side of the compressor map contributes another key factor in compressor performance, determining the maximum boost pressure at low flow rate conditions.

4.2 3.8 3.4 3.0 460 2.6 420 2.2 370 1.8 1.4 150 1.0 0.00 0.02 230 310
0.6 0.55 68959 0.65

uredV = 560 m/s

520 490

0.68

167900 RPM
0.7

155907
0.72

146912 137918
0.74

0.65

0.73

125925 110934
isV = 0.75 0.6

92945
0.6

44973
0.04 0.06

0.55

0.08

0.10

Volume

flow

V 1tred = V 1t Tref T1t

0.12

0.14

0.16

0.18

0.20

0.22

0.24

0.26

[m 3 / s]

Figure 2. The compressor map of the turbocharger studied together with the 4 operating points (OP1, OP3, OP5 and OP6) examined The map is additionally divided into regions indicating the compression efficiency ( isV ) of the operating condition. In order to determine the operating point of turbo-compressor and to locate it on the compressor map at least two of the three

423

10.1243/17547164C0012010033 dynamic parameters (the pressure ratio, the volume flow rate and the shaft rotational speed) have to be determined. Table 1. The characteristic data of the operating points studied
Inlet pipe (a) Test case v [m/s] t ['C] p [bar] no. 1 (static) 0 21 1,0 3 28,1 24 1,00 5 48,0 27 0,98 6 68,2 26 0,96 Outlet pipe (b) Rotor v [m/s] t ['C] p [bar] rpm [1/min] 0 21 1,0 0 36,2 79 1,50 81600 55,0 118 1,85 107600 76,6 107 1,83 115000

MODELING

The sound field in a duct system coupled to a turbo-compressor depends on both the passive and active properties of the device. The passive properties are controlled by the geometry of the device, the flow related losses and the speed of sound all of which determine the sound propagation through the device, while the active properties define the acoustic sources and describe how sound energy is generated [7]. In this paper the focus is on the modeling of the passive acoustic effect of the turbo-compressor. The standard models are based on non-linear 1-D gas-dynamics, which is used to simulate engine performance in the time domain. Description of such models can be found in the literature (e.g. in [8] and [9]). These models represent 0-D models, i.e., models that neglect wave propagation effects in the turbocharger and therefore are valid in the low frequency range. Under the assumption of an adiabatic flow, and imposing conservation of mass and energy the influence of the compressor on the flow is being computed by using a 1D wave action code [10] developed by CMT. Such 1-D pulse-flow models developed for engine performance prediction can effectively handle the acoustic performance, as the fluid pulsations in the flow can be regarded as the sound waves. The 1-D model is based on the governing equations for unsteady compressible nonhomentropic gas flow presented in Eq. (1).

W G + +C = 0 t x

(1)

Where W, G and C are vectors that contain the three conservatives variables: mass, momentum flux and energy. Parameters t and x represent the propagation time and distance, W contains the state term, G the flux term and C includes the source term that accounts for heat transfer, friction and area changes. The fluid is here defined as air, considered as a perfect gas. This non-homogeneous hyperbolic system is discretized and solved by using the two-step LaxWendroff method [10]. One of the early attempts to model turbocharger turbines by using this 1-D code, was presented by Payri et. al [11]. The geometric model of the turbine was based on the substitution of the turbine by two ideal nozzles discharging to and from an intermediate chamber. The first nozzle represented the stator of the turbine, which produces the first expansion in the flow. The second nozzle stood for the turbine rotor, and expanded further the flow up to the outlet conditions. In between, the intermediate chamber was able to account for the mass accumulation in pulsating flow that takes place in the operating turbine. The volume of this intermediate chamber was selected to be similar to that of the actual volume existing in the turbine, while the values of the nozzle effective sections were calculated using the turbine steady flow characteristic curves. Two types of turbines were studied and the resulting pressure signatures simulated inside the exhaust pipes of an ICengine agreed well with the experimental ones.

424

10.1243/17547164C0012010033 In [4] another model for the turbo-compressor, is proposed by Torregrosa. This model describes the compressor by using two volumes as illustrated in Fig. 3. The two volumes represent the space available in the compressor unit divided into inlet and outlet side by the rotor. These volumes are connected by the boundary conditions provided by the steady compressor operating chart. Following a successful implementation of the model in [12] where the pressure wave components upstream and downstream of two different turbo-compressors were predicted well, this type of model was selected to carry out the modeling work in this paper.

Turbine group

Compressor shaft

Compressor
Outlet pipe Inlet pipe Inlet Outlet Volume 1 Volume 2 boundary boundary Compressor map

Fig 3. A scheme of the 1-D gas dynamic compressor model (set up and solved by using CMT WAM software) In this study the two-volume compressor model mentioned above, was composed of simple geometrical elements provided in the CMT WAM (Wave Action Method) software [10] as shown in Fig. 3. The volume of the intake and the volume of the outlet volute (see Fig. 4) were determined for the particular compressor and were represented by the two volumes in the compressor model respectively. As the noise radiation from the compressor is normally dominating in the high frequency range, primarily at the blade passing frequencies far above the frequency region considered in this paper, the compressor was considered as acoustically passive. The experimental conditions (described in section 2), particularly the geometry and the thermo-dynamic parameters in the test sections up- and downstream of the compressor, were followed when setting up the compressor model and determining the initial conditions in the elements. The initial boundary conditions (the pressure and the entropy at the inlet and outlet terminations of the model BCa and BCb as shown in Fig. 5) were varied until the desired operating conditions of the compressor were reproduced when post-processing the simulation results. The additional parameter required was the rotational speed of the turbocharger, which was assumed to be constant during the calculation step. Based on the entered initial pressure values and the rotational speed of the turbocharger the operating point of the compressor was defined from the compressor chart and manually inserted into the model. 425

10.1243/17547164C0012010033

Fig 4. The intake (green) and the outlet volute (yellow) of the turbo-compressor represented in the compressor model by the two volumes respectively These data were obtained at two cross-sections: 0.7 m upstream and 0.7 m downstream of the compressor. The two source technique (also described in section 4) was followed to simulate the two-port data for the compressor. This was performed by adding the acoustic excitation first to the initial static pressure condition at the inlet boundary and leaving the outlet boundary unchanged. For the second acoustic state the excitation was imposed to the outlet boundary and the procedure was repeated again. The time-domain pressure signal imposed at the boundaries for the acoustic excitation was composed of 15 sine-waves at equally spaced discrete frequencies generated in the range between 100 Hz 1.5 kHz. The three operating conditions of the compressor, chosen for the modeling were the same as shown in Fig. 3 and Table 1. After the simulation had converged, the resulting pressure and volume velocity data were recorded in the 2 cross-sections. The time-domain data was converted into the frequency domain ( p and q ) and thereafter used to calculate the passive acoustic properties. By applying the equations 3 and 9 (see section 4) the acoustic two-port data together with the transmission loss (the reduction of acoustic power) were determined. 4 DETERMINATION OF THE TWO-PORT DATA

The dominating part of the acoustic energy in automotive IC-engine inlet and exhaust systems comes from the engine pulsations related to the firing frequencies. As the main harmonics normally occur in the relatively low frequency range (typically below 500 Hz) the wavelength of the pulsating pressure wave is considerably larger than the diameter of the main pipe the inlet and exhaust system components are connected to. Therefore the sound field in such a pipe can be expected to consist of plane waves. This implies that an appropriate model to describe the turbocharger compressor is an acoustic two-port model [4]. In Fig. 5 a sketch of the turbo-compressor treated as an acoustic two-port is presented. The frequency domain relationship between the acoustic states at sections representing the inlet (a) and outlet (b) of a two-port can be written as [13]:

pa T11 T12 pb , q = T T q a 21 22 b
where and

(2)

p a , pb

denote the (complex) plane wave acoustic pressures,

qa , qb the

(complex) acoustic volume velocities in the in- and outlet of the acoustic two-port

T11 , T21 , T12 , T22

are the two-port transfer matrix elements representing the

turbocharger compressor in this study.

426

10.1243/17547164C0012010033

Fig 5. The turbo-compressor treated as an acoustic two-port to characterize its passive acoustic effect To make a complete experimental determination of the properties of an acoustical two-port two independent test states must be created. The technique used for determining the two-port matrix in this paper is the two-source location (or the source switching) technique [14]. The first test state was obtained by activating the acoustic excitation at side A and the second independent test state is obtained by exciting from the side B (see Fig 5). By using the classical two-microphone approach [6,7] to perform the wave decomposition in the inlet and exhaust pipes of the turbocharger or by simulating pressure and volume velocity data (see section 3) the two-port matrix for the turbocharger studied is calculated from the following relationship:

T11 T12 p a ,1 T = q 21 T22 a ,1

p a , 2 p b,1 q qa , 2 b,1

p b, 2 qb , 2

(3)

where the indexes 1 and 2 indicate the test state. In case of experiments the wave decomposition in the ducts is required. Based on [13], this is performed by following the Eqs. (4-7) to compute the pressure and volume velocity data needed to solve Eq. (3) for the two-port matrix,

pa ,1 =

( exp ( jk s ) H
a

1,1

H na ,1 exp ( jk+ a La ) + exp ( jk+ a s ) H1,1 + H na ,1 exp ( jk a La ) exp ( jk a s ) exp ( jk+ a s )

(4)

pb ,1 =

( exp ( jk s ) H
b

4,1

H nb ,1 exp ( jk+ b Lb ) + exp ( jk+ b s ) H 4,1 + H nb ,1 exp ( jk b Lb ) , exp ( jk b s ) exp ( jk+ b s )

(5)

qa ,1 =

( exp ( jk s ) H
a

1,1

H na ,1 exp ( jk+ a La ) exp ( jk+ a s ) H1,1 + H na ,1 exp ( jk a La ) , (6) Z a exp ( jk a s ) exp ( jk+ a s )

qb ,1 =

( exp ( jk

s ) H 4,1 H nb , 1 exp ( jk + b Lb ) exp ( jk + b s ) H 4,1 + H nb ,1 exp ( jk b Lb ) , Z b exp ( jk b s ) exp ( jk + b s )

(7)

where: k + a = (2 f numbers and

k a = (2 f ) (c a (1 M a )) ,
427

) (c a (1 + M a )) ,

k + b = (2 f ) (cb (1 + M b )) are the positive wave

k b = (2 f ) (c b (1 M b ))

are

the

negative wavenumbers relative to the direction of the flow through the

10.1243/17547164C0012010033 compressor (see Fig. 5), j is the complex operator, La and Lb are the distances between the reference microphones (3/4) and the compressor inlet/outlet, s is the transducer separation, transducer signals

H n ,1 = pn ,1 / e

is the transfer function between the pressure

pn

and the reference signal (here the electrical signal e driving

the loudspeaker) and microphone n (n =1,2,,6), and na=1,2,3 and nb=4,5,6. Here

f is the frequency and

ca , cb

are the values of speed of sound in the inlet and

outlet pipes, defined by recording the absolute temperatures absolute pressures

Ta , Tb
Mach

and the numbers

pa , pb

in

the

ducts.

For

the

M a = u a c a and M b = u b c b , the flow velocities

the flow velocity in the inlet section

ua and ub

have to be obtained. As

ua of the compressor is measured or simulated

the outlet velocity can be determined by using the ideal gas law and conservation of mass flow

ub =
Here

a u a Aa RTb
pb Ab

(8)

Aa and Ab
Tb

are the cross-sectional areas of the pipes,

a is the density in the

R
is the gas

inlet pipe,

is the absolute temperature in the outlet pipe and

constant. Analogically to the first state the described procedure is repeated during the second test state and the acoustic pressure and volume velocity data required ( pa , 2 , pb , 2 , qa , 2 , qb , 2 ) are determined again. One of the most common parameters in engineering to characterize the acoustical performance of IC-engine intake and exhaust system components is the transmission loss (TL). The transmission loss is the difference in sound power level between the incident and the transmitted sound wave when the termination of the duct element studied is anechoic. As it is a property of the duct element only the TL is an attractive parameter often used in exhaust and intake system design. By using the measured or simulated two-port data the transmission loss is calculated implementing the following expression [13]:

T +T Z (1 + M a )2 T Z + 10 log10 11 12 + T21 Z a + 22 a TL = 10 log10 b 4 Z (1 + M )2 Zb Zb a b

where Z a =

, (9)

a ca Aa and Z b = b cb Ab are the acoustic wave impedances in the in-

and outlet of the turbo-compressor. In order to investigate the symmetry effect on the sound transmission through the working compressor, the two-port data was determined for both the upstream and downstream direction regarding the air flow. 5 RESULTS

The modeled (see section 3) and measured (see section 2) transmission loss (TL) of the turbo-compressor are compared in Figs. 6 and 7. In Fig. 8 the acoustic two-port matrix elements for the compressor are presented. In this figure the real and the imaginary part of the experimentally determined two-port matrix elements are compared with the simulated ones for the operating point OP3. 428

10.1243/17547164C0012010033
45 40

45 40

Transmission loss (dB)

30 25 20 15 10 5 0 0 200 400 600 800 1000 1200 1400 1600

Transmission loss (dB)

35

35 30 25 20 15 10 5 0 0 200 400 600 800 1000 1200 1400 1600

Frequency (Hz)

Frequency (Hz)

Fig. 6. Prediction in up- (left) and downstream (right) direction; OP03; Measured results (solid line), modeled results (stars)
45 40
45 40

Transmission loss (dB)

30 25 20 15 10 5 0 0 200 400 600 800 1000 1200 1400 1600

Transmission loss (dB)

35

35 30 25 20 15 10 5 0 0 200 400 600 800 1000 1200 1400 1600

Frequency (Hz)

Frequency (Hz)

Fig. 7. Prediction in upstream direction; OP05 (left) and OP06 (right); Measured results (solid line), modeled results (stars)

Fig. 8. The real and imaginary part of the two-port matrix elements T21 and T22; Operating point OP3; Upstream direction; Experimental results: real part (solid line), imaginary part (dashed line), Simulated results: real part (circles), imaginary part (stars) 6 SUMMARY AND CONCLUSIONS

The passive acoustic effect of a passenger car turbocharger compressor has been predicted by modeling. The agreement with experimental results is good in the low frequency range (up to around 500-600 Hz). It should be noted here that the frequency range predicted well is the region of main interest in engineering point of view since this is where the lower engine harmonics and thus the dominant noise radiation is expected. It was demonstrated that the simple two-volume model is 429

10.1243/17547164C0012010033 suitable to predict the acoustic two-port data for working turbo-compressors. To the authors knowledge this is the first effort to successfully implement a simple 1-D wave model for prediction of the acoustic two-port data of an automotive turbocompressor working at certain realistic operating points. As the acoustic modeling of automotive engine intakes is often performed up to 1 kHz a possible continuation of the work should introduce more complex models that include wave propagation effects for improved prediction in the higher frequency range. Authors 2010 7 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. REFERENCES Rmmal, H., bom, M., 2007. Acoustics of Turbochargers, SAE Technical Paper no. 2007-01-2205. Wenzel, W., 2006. Akustikmanahmen fr aufgeladene Motoren. Motortechnishe Zeitschrift (MTZ) 05/2006, pp. 344 351. Peat, K. S., Torregrosa, A. J., Broach, A. and Fermandez, T. 2005. An investigation into the passive acoustic effect of the turbine in automotive turbocharger. Journal of Sound and Vibration 295, 60-75. ARTEMIS 24-month progress report, Deliverable D24, 2004. Comparison between turbo group simulation data and experimental data. ARTEMIS Mid-term report, Deliverable D15, 2004. Comparison between turbo group simulation data and experimental data. Rmmal, H., bom, M., 2009. Experimental Determination of Sound Transmission in Turbo-Compressors, SAE Technical Paper no. 2009-0101. Bodn, H. and bom, M., 1995. Modeling of fluid machines as sources of sound in duct and pipe systems, Acta Acustica 3, p. 1-12. Watson, N. and Janota, M. S., 1982. Turbocharging the Internal Combustion Engine. Macmillan Publishers Ltd., London. Sher, E. and Rakib, S., 1987. A Practical Model for the Performance Simulation of an Automotive Turbocharger. SAE Technical Paper Series 1987. Payri F., Galindo J., Serrano J.R., Arnau F.J. 2004. Analysis of numerical methods to solve one-dimensional fluid-dynamic governing equations under impulsive flow in tapered ducts, International Journal of Mechanical Sciences 46 (7), 9811004. Payri, F., Benajes, J. and Reyes, M. 1996. Modeling of Supercharger Turbines in Internal-Combustion Engines. International Journal of Mechanical Science, 38, 853-869, 1996. Torregrosa, A. J., Broach, A., Climent, H. and Fermandez, T. 2005. Timedomain Modelling of Turbo-Compressors in Direct Injection Diesel Engines. Proc. IMechE Vol. 220 Part D: J. Automobile Engineering. bom, M., 2006. An Introduction to Flow Acoustics, KTH, The Royal Institute of Technology, M, Stockholm, TRITA-AVE 2006:04, ISSN 1651-7660, ISRN KTH/AVE/N-06/04-SE. bom, M., 1991. Measurement of the Scattering-Matrix of Acoustical TwoPorts, Mechanical Systems and Signal Processing, 5(2), 89 104. bom, M., Bodn, H., 1988. Error Analysis of Two-Microphone Measurements in Duct with Flow, Journal of Acoustical Society of America, Vol. 83, 2429 2438. Chung J. Y., Blaser D. A., 1980. Transfer Function Method for Measuring InDuct Acoustic Properties. I. Theory, II Experiments, Journal of Acoustical Society of America, Vol. 68 (3), 907 - 921.

11. 12. 13. 14. 15. 16.

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