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A. Singh i dr. Analiza različitih NVH izvora motora s unutarnjim izgaranjem

ISSN 1846-6168 (Print), ISSN 1848-5588 (Online)

ID: TG-20160131191031

ANALYSIS OF VARIOUS NVH SOURCES OF A COMBUSTION ENGINE

ANALIZA RAZLIČITIH NVH IZVORA MOTORA S UNUTARNJIM IZGARANJEM

Amar Singh, Shubham Bharadwaj, Sunny Narayan

Subject review
Abstract: The powertrain is the “heart” of a vehicle. It is the singular most expensive and most complex part of every
vehicle. The powertrain consists of the engine, intake, and exhaust subsystems, and the transmission and drivetrain
systems. The powertrain is one of the major sources of vehicle sounds and vibrations. In general, powertrain vibration
and sound sources consist of the following: 1. Engine, including combustion-related sounds and vibrations, reciprocating
unbalance, rotating unbalance, crankshaft torsional oscillations, etc; 2. Valve Train system, including valves, cam system,
timing belt, or chain; 3. Accessories, including their unbalance and resonance; 4. Intake system and exhaust system
vibrations; 5. Driveshaft first-order resonance; 6. Universal joint second-order bending vibrations and torsional
vibrations; and 7. Axle vibrations due to gear tooth conjugation error, transmission error, pinion par eccentricity, slip-
stick between pinion and ring gear, [Link] this work various sources of noise in an engine have been analyzed.

Keywords: engines; noise; vibrations

Pregledni članak
Sažetak: Pogonski sklop je 'srce' vozila. To je najskuplji i najsloženiji dio svakog vozila. Pogonski sklop sastoji se od
motora, unosa i ispušnih podsustava te prijenosnih i pogonskih sustava. Pogonski sklop jedan je od glavnih izvora
zvukova vozila i vibracija. Općenito, izvori vibracije i zvukova pogonskog sklopa sastoje se od sljedećeg: 1. motora,
uključujući zvukove vezane uz izgaranje i vibracije, klipne neravnoteže, rotirajuće neravnoteže, torzijskih oscilacija
koljenastog vratila…; 2. sustava razvodnog mehanizma, uključujući ventile, CAM sustav, razvodni remen ili lanac; 3.
dodatnu opremu, uključujući i njezinu neravnotežu i rezonanciju; 4. vibracije usisnog sustava i ispušnog sustava; 5.
rezonancija prvog reda vratila; 6. vibracija savijanja drugog reda kardanskog zgloba i torzijskih vibracija; i 7. vibracije
osovine uslijed pogreške konjugacije zupčanika, pogreške u prijenosu, zupčanik prema ekscentričnosti, slip-stick gibanje
između zupčanika i prstenastog zupčanika… U radu su analizirani različiti izvori buke u motoru.

Ključne riječi: motori, buka, vibracije

1. INTRODUCTION detrimental effects on the internal parts, and can cause

them to malfunction and thus have a reduced lifetime.
Engine vibrations can be classified as internal and Engine vibrations could also be transmitted to the engine’s
external vibrations [1-3]. The internal vibrations are supportive base-like frames, or its accessories, and
referred to as the vibrations of internal components of the therefore lead to the vibrations of other systems [6-13].
engine, induced by the inertial force of moving parts and Internal vibrations mainly lie in the torsional vibrations of
the variable pressure of combustion [4]. These vibrations crankshaft systems. The crankshaft has mass and
usually must be suppressed to avoid engine malfunctions elasticity; therefore, it constitutes a torsional vibration
and damage/fracture and noise of parts. The frequently system. Under the excitation of the periodically modulated
encountered vibrations are torsional and bending torsional torque, the crankshaft system is capable of
vibrations of the crankshaft, and vibration of the valves- making torsional vibrations. In operation, the crankshaft
camshaft system. The severe torsional and bending rotates and has an average torque applied to it. A static
vibrations of the crankshaft could lead to fracture of the torsional deformation is associated with the crankshaft
shaft and/or damage to the bearings [5]. Most of the system.
internal vibrations result in noise, and are unlikely to cause Torsional vibration of the crankshaft system is a
dangerous stress of parts. The external vibrations are periodically varied torsional deformation superposed on
referred to as the vibrations of the entire engine system as the static deformation of the crankshaft. Torsional
a block, which is usually integrated with the transmission vibration always exists for an operational engine
case. The external vibrations are due to unbalanced crankshaft. But it is not readily perceptible as the whole
moment, inertial moment, or variable-output torsional engine vibration [14]. The strength of the torsional
torque. Engine vibrations are mainly due to the variable vibrations can be estimated through measurement. If the
gas pressure in the cylinder, and the inertial force from the frequency of the harmonic excitation torque coincides
motion of the crank mechanism. Engine vibrations have with the natural frequency of the crankshaft, the resonance

Tehnički glasnik 10, 1-2(2016), 29-37 29

Analysis of Various NHV Sources of a Combustion Engine A. Singh et al.

occurs. If the resonance situation is severe, a disaster cycle, respectively [17]. Thus, their corresponding firing
consequence such as crankshaft failure could occur. The orders are 2nd order, 3rd order, and 4th order,
external vibration is referred to as the block vibration of respectively.
the entire engine system together with the transmission
case, in which the bending resonance has been critical. In
the engine crank system, the reciprocal motion of the
piston system leads to reciprocal inertial force; the rotating
crank generates centrifugal force. In multiple-cylinder
engines, the cranks are arranged uniformly to attain
uniform firing of each cylinder. The first and second
inertial forces are usually balanced (except for the second
inertial forces in a four-cylinder, four-stroke engine). The
balance of the reciprocal inertial moment and centrifugal
moment depend on the configuration of cranks. On the
other hand, the output torque of the engine and the
Figure 1. Engine Cycle
turnover moment applied on the entire engine are periodic
due to the periodic variation of gas pressure and reciprocal
The typical noise sources of engines are
inertial force.
schematically plotted in Fig. 2. The others such as engine
These forces or torques result in vibrations of the
block and injection pump are not indicated in the figure
complete engine block, which is usually treated as six-
[18].
degree-of-freedom, including the up-down, front-rear,
left-right, pitch, yaw, and roll. Thus, the isolation of whole
engine block is necessary, and it will be discussed in a later
section. The engine is usually mounted on the supportive
base, such as the frame or sub frame of the vehicle, which
is connected with the body.
In real applications, the engine undergoes various
impact excitations and periodic excitations. The impact
excitations are due to gap effects in moving parts such as
bearings and piston-cylinders. The impact-induced
response only lasts a short period of time and decays
quickly due to damping dissipation. The main excitations
leading to steady vibrations come from different force or
torques, including the following: 1) Periodic tangential
and radial forces acting on the crankshaft: these forces are
from the gas pressure in the engine cylinder, the inertial
and gravity forces from the piston, connecting rod, and Figure 2. Engine noise sources
crankshaft[15]. These forces are the primary sources of
engine vibrations. 2) Excitation forces and torques due to Fig. 2 Schematic of typical noise sources of an engine
rotating parts, such as the centrifugal force or torque (1. valvetrain; 2. timing chain (or belt) noise (radiated
caused by static or dynamic unbalance of the rotating from its cover); 3, 4. the noise from accessories such as oil
parts. The engines of most road vehicles use a four-stroke pump, belt/ pulley, and fan system; 5. piston slap noise; 6.
process. An engine finishes a full working process with bearing noise; 7. structural noise of valve cover; 8. intake
four steps (strokes): air intake, air compression, noise; 9. exhaust noise; 10. combustion noise; 11. oil pan
combustion (explosion or firing), and exhaust [16]. (sump)).
These steps are shown in Fig. 1. It takes a 180° Combustion noise intensity is proportional to the
rotation angle of the crank to complete one step of the square of the pressure rise rate. The sound pressure level
process. As such, a full process takes a 720° rotation angle of noise is proportional to the logarithm of heat generation
of the crank, i.e., two rotation cycles. Among the four or release rate in the cylinder. Combustion noise is also
steps, the combustion process produces force when dependent on ignition delay, speed, and torque load [19].
compressed gas is combined and fired. Consider an ideal Mechanical noise mainly comes from the piston slap, the
model of a single cylinder engine, in which a firing pulse friction and impact response of the valve train, the
appears every two cycles, or there is a “half” firing pulse meshing of gear and tooth belt, belt slippage, bearing
for each cycle. The firing order, simply called order, is operations, timing system and accessory systems, and oil
defined as the firing number in each cycle. Thus, the basic pump systems. Mechanical noise is proportional to engine
firing order for a single cylinder engine is the half order. speed. The resonance of the engine block structure also
For an engine with two cylinders, there is a half firing radiates noise [20]. For the noise radiated from the engine
order for each cylinder in one cycle; i.e., there exists a surface, it is mainly from the radiation of the engine block
whole firing order in one cycle for the two cylinders. surface and the bottom oil pan. The head of the cylinder
Hence, the basic firing order for a two cylinder engine is and the cylinder cover also radiate noise. Aerodynamic
1st order. Similarly, there are two firing pulses, three firing noise includes the fan noise, intake, and exhaust noise. Fan
pulses, and four firing pulses for a four-cylinder engine, noise is determined by speed, blade dimensions and
six-cylinder engine, and eight-cylinder engine in one configurations, and number of blades. The intake noise

30 Technical Journal 10, 1-2(2016), 29-37

A. Singh i dr. Analiza različitih NVH izvora motora s unutarnjim izgaranjem

and exhaust noise are due to the pressure pulse, flow Table 2 shows the decomposition of radiated noise
friction, and turbulence. The effect of tailpipe and surface from a V-6 engine. The testing of automotive engine noise
radiation of silencer vibration are also primary sources of is usually conducted in a semi anechoic chamber
exhaust noise. The wide variations in engine design make according to SAE-J1074. The room constant should be
it difficult to give a general ranking of engine noise in larger than four times the measurement surface [23]. In
terms of sound pressure level [21]. As an example, Fig. 3 measurement, to avoid the disturbance of vibration and
shows the contributions of variable sources to the total exhaust noise, the engine is installed together with a
sound pressure level of noise (1 meter away from engine) dynamometer on a base isolated from the rest of the floor;
of an engine. The noise contributors include: exhaust the exhaust tail pipe is connected with a pipe toward the
noise, intake noise, fan noise, combustion noise, piston outside of the test room. The background noise of the test
slap noise, noise of accessories and belt, and valve system room should be at least 3 dBA lower than the noise to be
noise. measured. The testing of the total engine noise needs to
take into account the overall testing conditions. The steady
test conditions should cover real operating conditions. In
ramp-up testing from idle, the speed increase rate should
be smaller than 15 rpm/s [24].

Table 2. Noise sources

Parts dBA
Block 78
Head 76
Crank case 79
Intake manifold 78.9
Figure 3. Contributions of varied sources to total sound Base 77.3
pressure level of noise (1 meter away from engine) of an Cam cover 78.3
engine (1. exhaust noise; 2. intake noise; 3. fan noise; 4. Front cover 77.97
combustion noise; 5. piston slap noise; 6. noise of
Exhaust manifold 74.5
accessories and belt; 7. valve system noise).
Oil pan 73.7
For various operational conditions, the contributions
of the noise sources are quite different and are highly
dependent on engine type. The specific frequency ranges 2. COMBUSTION NOISE
of primary noise sources of a typical engine are illustrated
in Table 1. The frequency ranges of the primary noise Engine combustion noise originates from the
sources of an automotive engine are dependent not only combustion in the cylinder. When fuel is injected into the
on the engine and system structure, but also on operating engine cylinder chamber where high-pressure air exists,
speed and load. Therefore, the estimation and gasoline spark-ignites the mixed gas, and then part of the
identification of specific frequencies must be determined ignitable gas start to burn. The pressure and temperature
through testing and analysis. By comparing the increase rapidly. Then the combustion propagates from
fundamental frequency and harmonics of these identified the firing part to other areas, and is associated with a
individual source noise with the spectrum of total noise, continuous increase of temperature and pressure in the
the contribution of individual noise source to total noise cylinder, with the combustible gas experiencing a circular
can be determined [22]. flow motion. The pressure wave in the cylinder impacts
the wall of the combustion chamber, which results in the
Table 1. Frequency ranges of noise sources structural resonance of the chamber. The cylinder parts
usually have high stiffness and their natural frequencies
Source Frequency ranges- Factor effecting
Hz are very high [25]. The frequencies of radiated noise are
Combustion noise 500-8000 In cylinder pressure
accordingly in the high frequency range. The pressure
within the cylinder also exhibits periodic variation, which
Piston slap 2300-8000 Skirt-liner gap
results in low-frequency vibrations of the cylinder. The
Valve noise 500-2000 Acceleration ,valve combustion of mixed gas results in gas pressure changes,
seat gap
which results in structural vibration of the engine. The
Cooling fan 200-2000 Engine speed vibration radiates to the air through the engine surface and
Intake 50-5000 Engine speed is perceived as combustion noise. In practice, it is difficult
Exhaust 50-5000 Engine speed to distinguish combustion noise from mechanical noise.
Injection 2000 Pump type
For convenience, we assume that the combustion noise is
the noise due to combustion, originating from the pressure
Gear 4000 Number of tooth
vibration within the cylinder and piston, transmitted to the
Accessory 3000 Alignment cylinder cover, piston, connecting rod, crankshaft, and
engine block, to the surroundings. We assume that the
mechanical noise includes noise from mechanical

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Analysis of Various NHV Sources of a Combustion Engine A. Singh et al.

interaction, impact and friction in piston-cylinder impact, for a small part of their total noise; however, when
timing gear or belt, valvetrain, injection mechanism, combustion-related knock occurs, cylinder pressure
accessories, and belt. Generally, in a direct-injection increases rapidly and leads to high-frequency knocking
diesel engine, combustion noise is higher than mechanical noise [32].The high-frequency vibrations of gas in the
noise; in a non-direct-injection diesel engine, mechanical retarded combustion phase of a diesel engine, the firing
noise is higher than combustion noise; in low-speed and propagation of fuel result in the rapid pressure rise in
operation, combustion noise is always higher than the local district, and it also leads to the propagation of
mechanical noise. The gasoline engine has less severe impulsive pressure waves. These impulsive waves reflect
combustion; both its combustion noise and mechanical multiple times after they reach the wall of the cylinder.
noise are lower than that of a diesel engine [26]. This process forms the high-frequency vibration of gas. It
The generation of combustion noise has been lasts quite a period of time in the expansion process.
attributed to the rapid change of cylinder pressure in the The frequency of high-frequency vibration of gas in
combustion process. The effect of combustion consists of the cylinder can be estimated from sound velocity c and
the dynamic load due to rapid pressure change and the engine bore d as
high-frequency gas vibration and impulsive wave [27].
𝑐
The strength of the noise from the gas dynamic load f≈ . (2)
2𝑑
depends on the rate of pressure rise and the timing of the
maximum pressure rise rate [28]. If pressure remains
constant, the noise cannot be generated. The variation of
cylinder pressure is characterized by the rate of pressure 3. SPECTRUM CHARACTERISTICS
rise, dp/dt. In terms of experiment, the noise strength of OF CYLINDER PRESSURE
combustion noise varies with cylinder pressure, i.e.

d𝑝
The spectrum plot of cylinder pressure can be derived
I≈ [𝑝max ( )max ]2 (1) from the graph of cylinder pressure versus time. Cylinder
d𝑡
pressure can be measured using a pressure sensor mounted
I is the sound intensity of the combustion noise, pmax is the on a cylinder head and connecting the sensor with the
maximum pressure or pressure peak in the cylinder, and inside of the combustion chamber [33]. A minor change in
(dp/dt)max is the maximum rate of pressure rise. the pressure curve has no significant effect on engine
The pressure in the cylinder of a diesel engine is power, but it does have a significant effect on noise. An
larger than that of a gasoline engine, and the maximum engine’s power is determined by the averaged pressure
rate of pressure rise is much higher than that of a gasoline curve from multiple cycles, whereas combustion noise is
engine; therefore, the combustion noise of a diesel engine dependent on the actual curve reflecting transient pressure
is much higher than that of a gasoline engine. For a diesel variation in each cycle [34]. The cylinder pressure curve
engine, the direct-injection type has the highest cylinder usually is a variation of cylinder gas pressure with respect
pressure and the pressure increase rate, therefore it has to time. To understand the frequency signature of cylinder
higher noise. For a direct-injection engine, combustion pressure, the spectrum of cylinder pressure has been used.
noise is closely related to the combustion process [29]. Fig. 4a plots the pressure of cylinder gas and the spectrum
The combustion process of a diesel engine consists of four of a typical engine. As shown in Fig. 4b, the pressure
phases: retarded combustion, rapid combustion, slow spectrum is a function of gas pressure, the shape
combustion, and late combustion. In the retarded integration of the pressure curve, rate of pressure rise, and
combustion phase, the variation of pressure and the second-order rate of pressure rise [35]. The spectrum
temperature in the cylinder are small, and their effects on of cylinder pressure can be classified within three regions
combustion noise are small. However, the retarded phase [36]:
has a significant effect on the combustion process; I. Low-frequency region: in this region, the maximum
therefore, it has indirect and significant effect on of cylinder pressure level is mainly determined by
combustion noise [30]. In rapid combustion, the cylinder integration of the pressure curve and the value of
pressure increases rapidly, and it directly affects engine pressure peak. The higher the maximum pressure of
noise and vibrations. Combustion noise is generated the cylinder, the higher the peak in the low-frequency
mainly in the phase of rapid combustion. When cylinder range in spectrum curves.
pressure increases severely, cylinder parts experience a II. Middle region of the spectrum has the feature that the
sudden dynamic load with a certain strength, the effect of pressure level decreases linearly in a logarithmic law;
which equals a slapping excitation. The engine is an the slope depends on the rise rate of cylinder pressure
intricate mechanical vibration system, for which different dp/dφ. It is a function of the thermal release quantity
parts have different natural frequencies, and most fall in at the beginning of combustion. The larger the dp/dφ
the high frequency range. Therefore, combustion noises the more flat the straight-line portion, whereas the
radiated to the air through the transmission of engine parts smaller the dp/dφ, the steeper the straight-line
are in the middle and high frequency ranges, which happen portion. The maximum rate of pressure rise plays an
to be the most sensitive range of human hearing capability. important role.
A slow combustion phase also has an effect on engine III. Third region exhibits a peak of pressure level. This is
high-frequency vibrations and noise. A late combustion due to the rapid elevation of the pressure of the
phase has a small effect on combustion noise [31]. cylinder in the local district at the beginning of
Normally, combustion noise of gasoline engines accounts combustion, which results in the high-frequency

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A. Singh i dr. Analiza različitih NVH izvora motora s unutarnjim izgaranjem

vibrations of gas and is related to second derivative vibrations, and the vibrations depend on the properties of
of in-cylinder pressure. excitation and the structural response of the vibration
system. The difference of pressure level between the
inside of the cylinder and the outside of the engine is
characterized by a decay, which is an attenuation quantity
reflecting the inherent characteristics of engine structures.
The decay is a constant value for a specific engine. Fig. 5
is the typical structural attenuation property of an engine
[40]. It is independent of the property of excitations and
the spectrum of the cylinder gas pressure. The engine’s
operating parameters such as speed, load, and the
adjustment of the fuel supply system have no substantial
effects on this property.

Figure 4. In-cylinder pressure analysis

The spectrum of cylinder pressure of some engines

exhibits a line spectrum at a low-frequency range, which
has several peaks at specific frequencies [37]. These
specific frequencies are the firing frequency and their
harmonics. In intermediate and high frequency ranges, the
spectrum is continuous due to the rapid elevation of
cylinder pressure in an impulsive way. The shape of the
spectrum curve of cylinder pressure at a low frequency
range is not affected by engine speed, except that the curve Figure 5. Engine structural attenuation
shifts toward high frequency when the rotating speed
increases. This is because when the rotating speed varies, The structural attenuation curve could be divided into
the pressure curve shape remains unchanged with respect three regions [41]:
to crank rotating angle. The high-frequency vibration of 1. Below 1000 Hz, the attenuation is quite high. This is
gas is mainly dependent on the size of the combustion because most of the structural parts of the engine
chamber and the propagation speed of the impulsive wave. have relatively larger stiffness, and their natural
The frequencies corresponding to the pressure peaks in the frequencies are at the middle and high frequency
third region of the curve are almost independent of engine ranges. Therefore, vibration response in the low
speed [38,39]. From the spectrum of cylinder pressure, we frequency range is relatively small due to a larger
learn that cylinder pressure is essentially the sum of a structural decay, despite the fact that the excitation of
series of harmonics with different frequencies and pressure is larger.
amplitudes. Based on the superposition principle, the 2. In the middle frequency range from 1000 to 4000 Hz,
quantity of the cylinder equals the sum of the individual the structural attenuation is small. This is because
effects of the respective harmonics; therefore, the most of the parts’ natural frequencies fall in this
excitations of combustion gas to the cylinder can be frequency range, which gives rise to a low attenuation
considered as the sum of the individual excitations of this property.
series of harmonics. The excitation of harmonics can be 3. Above 4000 Hz, structural attenuation is very high.
transmitted from the inside of the cylinder to the engine This high frequency range is above the natural
surface through three major paths, which results in surface frequencies of most parts; therefore, the structural
vibrations and radiates noise. The first path goes through attenuation is quite high. The engine’s structure is an
the piston, connecting rod, crankshaft, and main bearing, attenuator to combustion noise. The attenuation is
through which the vibration transmits to the surface of the larger at both low and high frequency ranges. The
engine block. sound pressure level of the engine is high in the range
The second path goes through the cylinder head to the of 800 to 4000 Hz, which corresponds to the range of
cover. The third path is the transmission from the sidewall low structural decay of the engine. In the low
of the cylinder to the outside of the cylinder and block. frequency range (below 800 Hz), despite the fact that
Many experiments demonstrate that most vibration energy cylinder pressure level is high, the noise radiated by
from combustion is transmitted from the larger ends of the the engine is low due to the engine’s high structural
connecting rod and main bearing to the structure of the attenuation.
engine, and results in the surface vibration of the engine
and radiated noise. The magnitude of combustion noise is In the high frequency range (above 4000 Hz), the
not only dependent on the spectrum of the cylinder structural attenuation is high and the cylinder pressure is
pressure, but also on the structural response and damping small, while the noise sound pressure level is low. In this
property of the engine. This is because noise is due to

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Analysis of Various NHV Sources of a Combustion Engine A. Singh et al.

range, cylinder pressure level decreases with increasing ratio results in the increase of cylinder pressure,
frequency, and structural attenuation increases with which leads to the increase of piston impact noise;
increasing frequency. Therefore, noise decreases rapidly therefore, it will not lead to significant reduction of
with increase in frequency. In the middle frequency range total engine noise [46]. The compression increase
(800 to 4000 Hz), cylinder pressure is not as high as that results in a higher intake temperature and accordingly
in the low frequency range, but the structural decay is at a reduces the combustion noise of the direct injection
minimum in this frequency range. Therefore, the structural diesel. The higher the intake temperature and the later
response is strong, and the sound level pressure attains its the fuel injection, the higher the gas temperature and
peak in this range. From the above observations we learn the shorter the retarded spark timing. The higher the
that combustion noise can be suppressed by reducing load and the higher the temperature of the cooling
cylinder pressure through combustion optimization and by liquid, the higher the temperature of the cylinder, and
increasing structural decay of the engine structure. The the shorter the retarded spark timing.
rate of pressure rise is a fundamental factor controlling c. Fuel injection parameters: the parameters of the fuel
combustion noise; it mainly depends on the retarded spark system, including advance angle of fuel injection,
timing and the quantities of mixture formation of injection pressure, number of injection nozzles, and
combustible gas formed during the delay. A shorter the fuel supply law all influence the combustion
retarded spark timing means that if the initial point of fuel process. If the other conditions remain the same, the
injection is the same, and if the starting point of increase of injection pressure results in the increase
combustion is relatively earlier, the injected fuel quantity of injection rate and the increase of fuel quantity in
before the combustion is relatively smaller; therefore, the combustion delay. The high-pressure injection
amount of combustible gas formed before firing is less, improves the mixture of fuel and air, and increases
and the pressure increase after the firing is slow. the rate of combustible fuel generation [47]. This
Conversely, the longer the period of ignition delay, the leads to the increase of combustible fuel accumulated
greater the quantity of the combustible gas formed before in the period of ignition delay, and therefore increases
firing. The fuel could combust simultaneously in the combustion noise. Under the condition that the other
second phase of the combustion process, which results in parameters are unchanged for the injection system,
a higher rate of pressure increase and higher maximum the reduction of the injection fuel area results in an
combustion pressure, and accordingly leads to higher increase in the resistance of the fuel injection hole
combustion noise [42]. Therefore, in the design of the and reduces the rate of fuel injection, while reducing
combustion system, the retarded combustion usually the quantity of fuel injection in combustion delay and
should be reduced as much as possible from the standpoint reducing the noise of the direct-injection diesel.
of noise control. For a specific engine structure, many d. Engine speed: if the other conditions remain
factors affect retarded combustion. In normal operating unchanged, the increase of speed reduces the fuel
conditions, compression temperature and pressure are the injection time, and increases the fuel injection speed
major factors influencing retarded combustion [43]. The and the fuel quantity injected in the period of
advance angle of fuel injection and the features of combustion delay. The increase of speed also
combustion also have significant influence. The influence increases the maximum cylinder pressure, the
of the structure of the combustion chamber and operating maximum of the rate of pressure increase, and the
parameters on combustion noise is due to their influence combustion noise. But usually the effect of engine
on retarded spark timing through compression speed on combustion noise is not extremely
temperature and pressure [44]. significant.
a. The structure and layout of the combustion chamber e. Load: for the indirect-injection diesel and gasoline
and the entire combustion system design have engine, as their pressure increase is relatively smooth,
obvious influence on the rate of pressure increase, when the load varies, the maximum combustion
maximum combustion pressure, and spectrum of pressure change is relatively small and remains at a
cylinder pressure. small value, and the impact on the cylinder from the
b. Temperature and pressure: when compression piston is small [48]. The sound pressure level of noise
temperature and pressure are increased, the physical under a full load could be smaller than that under the
and chemical preparation process of the fuel spark no-load case by a couple of decibels. With the
will be improved; the retarded spark is also reduced. increase of load, the thermal release quantity will
The final temperature of compression mainly increase; the combustion pressure peak and the rate
depends on the compression ratio, and also on the of pressure rise will also increase. This results in a
cooling water temperature, piston temperature, higher noise level. On the other hand, with the
cylinder head temperature, and intake temperature increase of load, the temperature of the combustion
[45]. The increase of compression ratio allows the gas chamber will increase; the gap between the cylinder
temperature in retarded combustion to increase, and and piston will be reduced, which could suppress
the final temperature and pressure at the end of noise.
compression to increase. This, accordingly, reduces Overall, the load has a small effect on engine noise.
retarded combustion, the rate of pressure increase, The basic approaches to reduce combustion noise: in
and the combustible fuel quantity accumulated in the principle, the combustion noise can be reduced in the
period of retarded combustion, which also reduces following two aspects. The first one is from its root cause,
the maximum value of thermal release rate and which includes reducing the spectrum of the cylinder
combustion noise. But the increase in compression pressure, particularly the magnitude in the middle or high

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A. Singh i dr. Analiza različitih NVH izvora motora s unutarnjim izgaranjem

frequency range; to reduce the period of ignition delay or Compared with the lower crankcase, the cylinder and
reduce the quantity of mixed gas in the combustion delay cylinder head are usually very stiff, which allows them to
[49]. resist the combustion pressures and prevent them from
The second approach is from the noise transmitting movement. It has been found that some special structure
path: to increase the attenuation of the engine structure, designs can attain better stiffness performance, including
particularly in the middle and high frequency range. The a lower crankcase, flat panels on the upper crankcase, and
approach includes increasing the stiffness of the engine optimal substructures for oil pan and valve cover, etc.
block and cylinder, and employing vibration isolation and [52].The extra ribs applied to reinforce crankcase walls
sound insulation; reducing the gaps between parts such as could reduce noise. It has been estimated that the total
piston and cylinder, cranks, and connecting rod; engine noise can be reduced by 3 dB by using the treated
increasing the thickness of the oil film; using cylinders covers (sump, valve cover, etc.). The crankcase walls and
with smaller diameters; using greater numbers of cylinders the main bearing caps have been integrated to form a
or using a design with a larger ratio of stroke to cylinder ladder-type structure [53].
diameter, to enable the output power to be less varied; or Optimization of fuel pump: the injection rate has a
changing materials of the plate or shell parts (e.g., oil pan) significant effect on combustion noise. Certain
by adding damping treatment. In general, combustion experiments have illustrated that doubling the injection
noise control requires trade-offs between the thermal rate increases combustion noise by 6 dB. Therefore, the
efficiency and emissions. Several approaches used to combustion noise can be reduced by decreasing the
reduce engine combustion noise include: injection rate of the fuel pump. But this approach may
1. Piston with thermal insulation: the application of worsen the high-speed performance and increase idle
pistons with thermal insulation can increase the noise. Employ turbocharging techniques: turbocharging
temperature of the cylinder wall, reduce the period of can increase the density of the air entering the cylinder,
ignition delay, and reduce combustion noise of the and increase the temperature and pressure of the air in the
direct injection diesel. cylinder at the end of compression, thus improving the
2. Injection delay: generally, the earlier the injection firing condition for the mixed gas and reducing the firing
time, the larger the combustion noise. If the injection delay. The higher the turbocharging pressure, the shorter
time is postponed, the combustion noise can be the firing delay period and the lower the pressure elevation
reduced. This is because the compression rate, thus the lower the combustion noise. Some
temperature and pressure in the cylinder varies with experiments have demonstrated that turbocharging allows
crank angles. The injection time affects the firing combustion noise to be reduced by 2 to 3 dB.
delay (combustion delay) through the compression Increase compression ratio: increasing the
temperature and pressure. If the injection time is set compression ratio can increase the gas temperature and
earlier, then the temperature and pressure are lower pressure at the end of compression, shorten the period of
when fuel enters the chamber. Then the period of firing delay, and reduce the pressure rise rate, thus
firing delay is increased, which leads to the increase reducing combustion noise. On the other hand, increasing
of combustion noise. However, if the injection time compression ratio could increase cylinder pressure and
is set too late, when fuel enters the chamber both the increase piston slap noise.
temperature and pressure become lower, and Increase the quality of fuel: some ingredients in fuel
accordingly the firing delay is increased, which leads may influence the physical and chemical processes of the
to the increase of combustion noise. An optimal time gas mixture before firing, thus leading to a change in firing
exists for injection delay. delay. Therefore, some high-quality fuel gives rise to short
3. Pre-injection: pre-injection has the function of firing delays, thus lowering the pressure rise rate and the
separating the injection process into two stages, combustion noise.
which allows fuel to be injected twice instead of once Electronic control: a diesel engine with electronic
within one cycle [50]. control injection can optimize injection in terms of speed,
load, air temperature, turbocharging pressure, and fuel
In the first stage, a small portion of fuel is injected to temperature, thus effectively reducing combustion noise.
precede the pre-reaction of firing before a major injection, The common rail injection system has been applied
to reduce the quantity of combustible fuel accumulated widely. The application of common rail injection can help
during combustion delay. This is an effective approach to to reduce the injection rate in the first injection period. The
reduce the noise of the direct-injection diesel. Improve the high frequency vibrations improve after the application of
structure, layout, and parameters of the combustion common rail injection, thus reducing combustion noise.
chamber: the formation of the air mixture and combustion Advantages of the common rail injection system are that
is influenced by the structure and layout of the combustion the injection pressure is independent of engine load and
chamber, which not only affects the performance of the speed, there are multiple timing and injection volumes, a
diesel, but also affects the firing delay, the rate of pressure variable profile of injection rate, flexible design, less
rise, and thus the combustion noise. For the same constraints of cylinder number, and improved start-up
condition, the sphere combustion chamber and biased properties.
cylinder chamber of the direct-injection diesel engine
yield comparatively lower combustion noise [51]. A diesel
engine with a separation chamber generally has lower
noise. The optimization of the parameters of the
combustion chamber can reduce combustion noise.

Tehnički glasnik 10, 1-2(2016), 29-37 35

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