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------------------------------------------------------------------------------------------BIRLA VISHWAKARMA MAHAVIDHYALAYA ENGINEERING COLLEGE
PROJECT REPORT Active noise attenuation through muffler( UDP) 201516 Singh Anil -120070119100 Keyur Bhuriya-120070119086 Dhaval
Dalwadi-130073119004 Kinjal Panchal- 130073119014 CHARUTAR
VIDYA MANDAL INSTITUTION VALLABH VIDYANAGAR -388120. BIRLA
VISHWAKARMA MAHAVIDHYALAYA ENGINEERING COLLEGE CHARUTAR
VIDYA MANDAL INSTITUTION VALLABH VIDYANAGAR-388120 ACTIVE
NOISE ATTENTUATION THROUGH MUFFLER" User defined project
SUBMITTED BY Singh Anil Kumar-120070119100 Keyur Bhuriya120070119086 Dhaval Dalwadi-130073119004 Kinjal Panchal130073119014 GUIDED BY Prof. B.S.
Patel Mechanical Engineering Department B.V.M. Engineering College A
Report Submitted to Gujarat Technological University in Partial
Fulfilment of the Requirements for the Degree in Bachelor of
Engineering in Mechanical Engineering APRIL- 2016
ACKNOWLEDGEMENT We consider it a privilege to be associated with
the BVM Engineering College and Gujarat Technological University, in
this academic endeavor. We express our heartfelt thanks to our guide
Prof. B.S.
Patel sir, Professor in Mechanical Department, for his valuable
guidance, continuous interest throughout the course of this work and
encouragement towards the successful compilation of this project. His
critical inputs and sound guidance have enriched the value of this
thesis. His perfectionism, enthusiasm and the confidence he has shown
in our project, have not only directly contributed to the work presented
in this thesis, but have also meant a lot to us. We are also thankful to

Dr. F. S. Umrigar sir, Principal, BVM Engineering College and Dr. P.M.
George sir, Head of Mechanical Department, BVM Engineering College,
for providing all necessary facilities during our course. We are very
much thankful to our friends for their valuable help throughout this
academic term. Singh Anil Kumar 120070119100 Keyur Bhuriya
120070119086 Dhaval Dalwadi 130073119004 Kinjal Panchal
130073119014 BIRLA VISHVAKARMA MAHAVIDYALAYA ENGINEERING
COLLEGE CHARUTAR VIDYAMANDAL INSTITUTION VALLABH
VIDYANAGAR- 388120 DECLARATION We hereby declare that the PAR
reports, submitted along with the project report for the project entitled
ACTIVE NOISE ATTENUATION THROUGH MUFFLER submitted in partial
fulfilment for the degree of bachelor of engineering in mechanical
engineering to Gujarat technological university, Ahmadabad, is a
bonafide record of the project work carried out at Birla Vishwakarma
Mahavidhyalaya engineering college under the supervision of Prof. B. S.
Patel and that no part of any of these reports has been directly copied
from any students' reports or taken from any other source, without
providing due reference. NAME OF STUDENTS: SIGNATURE: 1. Singh
Anil Kumar 2. Keyur Bhuriya 3. Kinjal Panchal 4. Dhaval Dalwadi BIRLA
VISHVAKARMA MAHAVIDYALAYA ENGINEERING COLLEGE CHARUTAR
VIDYAMANDAL INSTITUTION CERTIFICATE This is to certify that the
project report entitled Active Noise Attenuation through Muffler
submitted by Anil Sing(120070119100),Keyur
Bhuriya(120070119086),Kinjal Panchal(130073119014),Dhaval
Dalwadi (130073119004) is original work and literature use from other
sources has been acknowledge in the support.
The project work is a part of curriculum of the degree of mechanical
engineering at Gujarat Technological University (GTU), Chandkheda
pursued during the second semester of year 2015-16. This is to certify
that above mentioned Active Noise Attenuation through Muffler is
studied and presented with our coordination. Prof. B.S Patel Dr. P.M
George Project Guide Head of department Table of Contents
ABSTRACT1 CHAPTER 1: INTRODUCTION2 1.1 Problem summary3 1.2
Aims and objectives of Project3 1.3 What is Active noise control?4 1.4
Necessity of active noise control7 1.5 Brief overview about concept8
1.6 Active v/s Passive noise control9 1.7 General applications of active
noise control10 1.8 Why noise cancellation is important11 1.9
Literature Review12 CHAPTER 2: DESIGN19 2.1 Materials for muffler19
2.2 Our methodology22 CHAPTER 3: IMPLEMENTATION27 3.1
Analysis27 3.2 Observation30 3.3
Size of material and costing30 CHAPTER 436 4.1 Observations36 4.2

Summary of results36 4.2 Scope of the project36 REFERNCES37

APPENDIX38ABSTRACT: An IC Engine is a major source of noise
pollution, where exhaust noise pays a major contribution. That is why
the reduction of exhaust noise from engines is an important issue. A
muffler with active noise cancellation is used to reduce the noise.
Muffler requires specific design, considering various noise parameters
Noise is measured at maximum speed of the Cooper Diesel Engine.
Muffler with active noise cancellation is designed considering suitable
parameters for Cooper Diesel Engine. Sound level is measured before
and after the muffler installation at maximum speed. CHAPTER 1:
INTRODUCTION Diesel engine becomes more popular than S.I.
engine because of limitation of engine size and less operation cost.
Petrol engine cylinder bore diameter cannot be increased beyond 150
mm. For large power requirement, it is compulsory to use diesel
engine. Diesel engines are widely used because of the following
reasons: 1) It can be manufactured in large range of sizes (50 mm to
1200 mm) 2) Large speed range is available (100 rpm to 4500 rpm) 3)
Large range of power output is available (5 to 50000 kW) 4) Due to
high compression ratio thermal efficiency of diesel engine is higher
compared to petrol engine.
5) Diesel fuel is less expensive than petrol, as diesel has higher specific
gravity than petrol and fuel is sold on the volume basis, therefore,
more kg of diesel per litre is available compared to petrol. However,
generally diesel engines are not used in two wheelers and small cars
because of following drawbacks as compared to petrol engines: 1)
Heavier in weight for same output. 2) More noise and vibration,
therefore, it is less comfortable. 3) More exhaust smoke and odour. 1.1
Problem Summary The noise produced from diesel engine is going to
be reduced by combination of conventional and active muffler. The
modified muffler reduces the noise by combination of insertion loss
and destructive interference. In active noise cancellation noise can be
cancelled out by adding a second sound specifically designed to cancel
out first.
In other words to reduce the noise amplitude muffler produces anti
noise which have equal amplitude but opposite phase. And the
conventional muffler which is attached in front of active noise muffler
felicitates reduction of noise by providing absorptive material and
gradual pressure drop. The active noise muffler part consist of a pair of
speakers, microphone.
Microphone receives the input signal from outlet of conventional

muffler and sends it to speakers by which destructive interference can

be achieved. And the absorptive material absorbs the major sound
frequencies which are received from the engine exhaust. Therefore, by
conventional muffler major sound frequencies are cancelled out.
And by applying active noise cancellation method elimination of back
pressure and low frequency noise cancellation is possible. 1.2 AIMS
AND OBJECTIVES OF THE PROJECT The main aim of the project is to
provide a system that will suppress the noise generated from diesel
engine set. Objective of the present project is to provide an
improved active noise cancellation system. To provide compact and
economical sound cancellation system.
To design a system that will cancel out sound output without
sacrificing performance. Maintain and improve performance of
engine and generator set. To create a perfect sound or energy
absorber by appropriate use of active noise control technique. 1.3
WHAT IS ACTIVE NOISE CONTROL? Active noise control is the term
used to describe the process through which noise is reduced by
introducing a sound wave that is an inverse, or mirror-image of the
unwanted noise.
This cancellation wave, which is of equal amplitude and frequency,
but of opposite phase, destructively interferes with the noise without
physically blocking the sound path. It is therefore fundamentally
different from conventional noise control techniques and has potential
advantages. Active noise control is also known as noise cancellation
or active noise reduction (ANR) The active noise control system
contains an electro acoustic device that cancels the unwanted sound
by generating a sound (anti noise) of equal amplitude and opposite
phase.
The original, unwanted sound and the anti noise acoustically
combine, resulting in the cancellation of both sounds Figure 1: General
concept of active noise cancellation Figure 2: Active Noise Control
Principle 1.4 Necessity of active noise control Acoustic noise problems
in the environment become more noticeable for several reasons:
Increased numbers of large industrial equipments being used: Engines - Blowers - Fans - Transformers - Compressors - Motors The
growth of high-density housing increases the population's exposure to
noise because of the proximity to neighbours and traffic The use of
lighter materials for building and transportation equipment, resulting
from cost constraints in construction and fabrication two types of
acoustic noise exist in the environment. One is caused by turbulence
and is totally random. 1.5

BRIEF OVERVIEW ABOUT CONCEPT Active noise control (ANC) is often

applied in various situations for suppressing unwanted noise. Noise in a
duct, engine exhaust systems, noise in a cabin are some examples in
which ANC is widely applied. Compared to conventional passive noise
control, ANC can provide advantages such as improved low-frequency
performance, wideband noise suppression, reduction in size and weight
in the structure, and adaptability.
As is well known, there are three popular control structures for ANC,
namely narrowband feed forward, broadband feed forward, and
feedback ANC. Narrowband feed forward ANC uses a non-acoustic
signal related to the primary noise as a signal for synthesizing the
reference input, e.g. signals from an accelerometer, a tachometer, or
engine ignition signals.
On the other side, broadband feed forward ANC measures directly the
primary noise near the sound source as the reference signal. One
drawback associated with the broadband feed forward ANC is the socalled acoustic feedback which originates from the control speaker and
can cause undesirable effects. These two popular feed forward ANC
structures have been extensively investigated in duct noise
applications.
An active noise control (ANC) system based on adaptive filter theory
was developed in the 1980s; however, only with the recent
introduction of powerful but inexpensive digital signal processor (DSP)
hardware, such as the TMS320 family, has the technology become
practical. The specialized DSPs were designed for real-time numerical
processing of digitized signals.
These devices have enabled the low-cost implementation of powerful
adaptive ANC algorithms and encouraged the widespread development
of ANC systems. ANC that uses adaptive signal processing
implemented on a low-cost, high performance DSP is an emerging new
technology. 1.6 ACTIVE V/S PASSIVE NOISE CONTROL Active noise
control Passive noise control Sound reduction using a power source.
sound reduction by noise isolating materials best suited for low
frequencies more effective at higher frequencies The space
requirement is less Space and length depends on exhaust power
The back pressure can be reduced so engine performance can be
improved. Back pressure is disadvantage of this control. it reduce
engine performance Passive silencers use either the concept of
impedance change caused by a combination of baffles and tubes to
silence the undesired sound (reactive silencers) or the concept of
energy loss caused by sound propagation in a duct lined with sound-

absorbing material to provide the silencing (resistive silencers).

Reactive silencers are commonly used as mufflers on internal
combustion engines, while resistive silencers are used mostly for ductborne fan noise.
These passive silencers are valued for their high attenuation over a
broad frequency range. However, they are relatively large, costly, and
ineffective at low frequencies, making the passive approach to noise
reduction often impractical. Furthermore, these silencers often create
an undesired back pressure if there is airflow in the duct.
In an effort to overcome these problems, considerable interest has
been shown in active noise control. The active noise control system
contains an electro acoustic device that cancels the unwanted sound
by generating an anti sound (anti noise) of equal amplitude and
opposite phase. The original, unwanted sound and the anti noise
acoustically combine, resulting in the cancellation of both sounds. 1.7
General Applications of Active Noise Control The successful
application of active control is determined on the basis of its
effectiveness compared with passive attenuation techniques. Active
attenuation is an attractive means to achieve large amounts of noise
reduction in a small package, particularly at low frequencies (below
600 Hz).
At low frequencies, where lower sampling rates are adequate and only
plane wave propagation is allowed, active control offers real
advantages. From a geometric point of view, active noise control
applications can be classified in the following four categories: Duct
noise: one-dimensional ducts such as ventilation ducts exhaust ducts,
air-conditioning ducts, pipe work, etc.
Interior noise: noise within an enclosed space Personal hearing
protection: a highly compacted case of interior noise Free space
noise: noise radiated into open space Specific applications for active
noise control now under development includes attenuation of
unavoidable noise sources in the following end-equipments:
Automotive (car, van, truck, earth-moving machine, military vehicle) Single-channel (one-dimensional) systems: Electronic muffler for
exhaust system, induction system, etc.
- Multiple-channel (three-dimensional) systems: Noise attenuation
inside passenger compartment and heavy-equipment operator cabin,
active engine mount, hands-free cellular phone, etc. commercial
Single-channel (one-dimensional) systems-- Electronic muffler for
exhaust system, induction system, etc. Multiple-channel (three-

dimensional) systems-- Noise attenuation inside passenger

compartment and heavy-equipment operator cabin, active engine
mount, etc.
Industrial- fan, air duct, chimney, transformer, blower, compressor,
pump, chain saw, wind tunnel, noisy plant , public phone booth, office
cubical partition, ear protector, headphones, etc. Transportation:
airplane, ship, boat, helicopter, snowmobile, motorcycle, diesel
locomotive, etc. 1.8 Why Noise Cancelling is Important? Noise
pollution is a major problem in the world, particularly in urban areas.
It is known to increase stress and hypertension, both of which are
harmful conditions. It also felicitates tuning of sound. By being able
to accurately and effectively measure sound output of vehicles, noisecancelling systems can be employed to decrease if not eliminate many
sources of noise pollution. 1.9 LITERATRURE REVIEW: 1.
ACTIVE NOISE CONTROL TECHNIQUE TO IMPROVE ENGINE EFFICIENCY ,
Federico Rossi, University delgi study di Perugia Dipertimento di
ingegneria industrial Via G. Duranti, 1/A-4 06125 Perugia Electronic
muffler prototype installed on FIAT mares SW 1900 JTD Conclusions:
EM improves noise reduction and engine performances by substituting
the vehicle exhaust duct low frequency stage (LFS).
An acoustical measurement campaign has been led to evaluate the EM
noise abatement with respect to the LFS one. The Leq average global
reduction is 3.1 dB for 2000 rpm and 3.5 dB for 3000 rpm. EM and LFS
transmission losses and fuel consumptions have been evaluated
through some measurement methods: 1) Pressure drops
measurements; 2) Fuel consumption measurement by an engine test
bench; 3) Fuel consumption measurement on vehicle travelling
conditions.
Pressure drop measurement results show that LFS transmission
losses are greater than the EM ones; the difference between EM and
LFS performances rises up when engine angular velocity increases;
engine average performances improvement is about 2%.The same
average value has been found by mean of engine test bench. Fuel
consumption tests confirmed pressure drop results; EM fuel
consumption reduction is approximately 2%.
Noise measurements results and three different methods for engine
efficiency evaluation have verified that EM improves passive muffler
system low frequency abatement and meanwhile increase engine
efficiency. 2. DIESEL TRAIN LOCOMOTOR EXHAUST NOISE ABATEMENT
Franco cotana, Federico Rossi, Cinzia Buratti Conclusions: An

acoustical source characterized by high power and high efficiency at

very low frequencies is needed to generate the cancelling signal.
The destructive interference between the cancelling and the exhaust
noise occurs at the exhaust pipe outlet. The acoustical source and the
microphones have been protected by dusty and hot exhaust gases by
means of custom solutions: the microphones have been installed to EM
by means of flexible junctions in order to reduce the influence of
locomotors vibrations on picked up signals.
Results demonstrate that EM may be conveniently employed
together with a passive traditional muffler in order to extend noise
reduction to very low frequency components. 3. Design and Control of
Active Muffler in Engine Exhaust Systems JINSIANG SHAW Mechanical
Engineering Department Huafan University Shihtin 223, Taipei
Conclusions: In this paper, an active muffler with one control
loudspeaker inclined at 45 degree with the muffler centreline is
developed and tested.
The active muffler is attached to engine exhaust systems for exhaust
noise attenuation with a goal of attaining broadband noise
suppression. Feedback ANC with FXLMS and Godart modified
algorithms are independently employed for controller tuning. From
experimental results it is clearly shown that although Godart algorithm
has a slightly faster transient response than that of FXLMS for a pure
tone noise excitation, FXLMS outperforms Godart modified algorithm in
terms of noise attenuation in the overall sense for all the noise used in
the experiments.
Feedback ANC with FXLMS algorithm attained over 6 dB reductions of
engine exhaust noise, whereas feedback ANC with Godart algorithm
has only 5 dB noise attenuation. Finally, compared to results in
references, feedback ANC with FXLMS has a slightly better noise
attenuation performance. It is, however, pointed out here that flow and
temperature effects are neglected in this study. These effects will be
included in the future work. 4.
An experimental application of active control of exhaust noise on a
passenger car A. Capellino, G. Cerrato Electronic sound attenuation
S.P.A Conclusion: The active control of the exhaust noise was proved
to be feasible for a European style passenger car. The advantage of
this technique has also been demonstrated, such as the achievement
of lower external noise and lower backpressure.
Besides, other benefits for vehicle designers are to be expected,
such as a simplified designs, components standardizations and shorter

time to market. As for the activity to be underdone in order to match

functional specifications for commercial products , main issue to be
handled in the first place relate to the development of ruggedized
actuators and to the improvements of tracking capabilities of the
systems. 5.
ACTIVE NOISE CONTROL IN HEADSETS: A NEW APPROACH FOR
BROADBAND FEEDBACK ANC Thomas Schumacher, Hauke Kruger,
Marco Jeub Peter Vary Institute of Communication Systems and Data
Processing RWTH Aachen University Germany Conclusions: In this
paper, a novel hybrid feedback ANC scheme was proposed which is
based on the combination of classical and adaptive feedback ANC
techniques.
The proposed approach has the benefit to allow for the attenuation
of noise in lower frequency areas as well as periodic noise components
in all frequency areas. In addition, the adaptive part aids to stabilize
the classical ANC part due to the adaptation of the involved adaptive
filter to combat peaks in the spectrum of the residual ambient noise.
With respect to practical constraints, a mixed analogy-digital
realization is proposed to retain a very low system delay in the
classical part and to enable the adaptation of the adaptive ANC part in
the digital domain. The overall concept is suitable for low-cost ANC
headsets yielding a higher quality noise attenuation performance than
state of- the-art ANC headsets currently available. 6.
Design of muffler & effect of resonator length for 3 cylinders S I engine
By Shubham Pal, Tejpreet Singh Golan, Vinod Kumar, Virag Jain, Nilesh
Ramdas, O.P Sharma (Development of Mechanical Engineering,
Indraprath Engineering Collage, Ghaziabad, Uttar Pradesh, India)
Conclusion: A Muffler in the exhaust pipe is used for reducing noise.
Muffler requires specific design considering various noise parameters.
In this tuneable resonator I used whose length can be varied by using a
piston that can be set at different position. Noise level is also measured
at the different positions of resonator to check the effort of variation of
length of silencer that shows better insertion loss. CHAPTER 2: DESIGN
2.1 Materials for muffler Main body - Stainless Steel, 16 Gauge (1.5
mm thickness), 304 SS Inner and Outer tubes - Mild Steel ELECTRIC
RESISTANCE WELDED (ERW) Pipe Foam - Insertion with glass wool
upto 120 mm All welds are lap joint Outer parts for Active Noise
reduction Microphone Speakers Wire Properties of Glass wool:
Made from bonded glass fibres. For thermal and acoustic insulation,
available with or without Aluminium foil. Idea for under deck Insulation,

over the false ceiling and for Ducting.

Size: Rolls in standard width of 1.2 m Density: 16, 24, 32 & 48Kg/m3
Thickness: 25, 40, 50mm Also R.P.Tissue and Rigid Boards etc. Glass
wool Insulation is one of the most widely used forms of insulations
world-wide because of its thermal and acoustic properties, light weight,
high tensile strength and exceptional resilience.
Glass wool is one of the most dominant types of insulations preferred
in applications with service temperatures ranging up to 250C. Glass
wool consist of fine, long, inorganic fibres bonded together by high
temperature binder. These fibres (each of approx. 6 - 7 microns
diameters) are distributed to trap millions of tiny pockets of air in it
thereby creating it an excellent thermal and acoustic insulation.
The light weight of Glass wool also offers significant advantages during
transport and installation. In addition, Glass wool is chemically inert
and has no impurities such as iron shots, sulphur and chloride. The
product is non corrosive to metal and does not support mould grow. It
is manufactured from renewable raw materials and is environmental
friendly in every stage.
Glass wool is formed into products with various thickness and
densities. It comes in the form of rolls and slabs with or without
Aluminium foil. Types of facings: Aluminium Foil, Black Glass Tissue,
Glass Cloth. Product Range: Density 12 Kg/Cubic m to 100 Kg/Cubic m
and thickness 12mm to 100mm Temperature Range: Glass wool is
suitable for applications ranging from minus 195 degree Celsius to plus
230 degree Celsius. For special applications up to 450 degree.
Aluminium foil facing is suitable up to 120 degree Celsius.
Chemical Stability: Glass wool is chemically inert. Application does not
cause or accelerate corrosion. Glass wool is rot proof and odourless.
Fire Safety: Glass wool is non-combustible in accordance with BS 476
incombustible, extremely low spread of flame, and no emission of
dense smoke and toxic gases, on depletion of oxygen (high oxygen
index 70%). Biological: Glass wool is inorganic. Does not encourage
growth of fungi and vermin.
Dimensional: Glass wool is stable under varying conditions of
temperature and humidity when applied correctly. Excellent tear
strength and not prone to sagging or settling. Rigid slabs have
inherently high compression resistance. Properties of stainless steel:
Type 304 stainless steel is a T 300 Series Stainless Steel austenitic.
It has a minimum of 18% chromium and 8% nickel, combined with a

maximum of 0.08% carbon. It is defined as a Chromium-Nickel

austenitic alloy. These are some of its characteristics: - Forming and
welding properties - Corrosion/ oxidation resistance thanks to the
chromium content - Deep drawing quality - Excellent toughness, even
down to cryogenic temperatures which are defined as very low
temperatures - Low temperature properties responding well to
hardening by cold working - Ease of cleaning, ease of fabrication,
beauty of appearance Grade 304L is the low carbon version of 304.
It does not require post-weld annealing and so is extensively used in
heavy gauge components (over about 6mm). Grade 304H with its
higher carbon content finds application at elevated temperatures.
Speaker configuration: 1. Frequency response = 200Hz to 18 kHz 2.
Signal to noise ratio = Greater than 65 db 3. Model name and type =
Zebronics 2.0 comp multimedia speaker Microphone configuration: 1.
Product name = Mini condenser clip microphone (economical) 2. Brand
name = Krown 3. Technical specifications Battery 1x LR-44, 4.
Sensitivity -65 dB, 5. Frequency range 20Hz to 16 kHz, 6. Diameter
13mm excluding wind shield, 7. Microphone weight 14g Lead 2.5mm
dia. 2.2 OUR METHODOLOGY: In this we are using combined approach
for designing muffler.
Initial design data: Cooper Diesel Engine Max engine speed=
1800rpm No of cylinders = 1 Inlet pipe diameter (inner) = 40mm
Outer pipe diameter at inlet = 52mm Exhaust pipe temp assumed
=120C= 248F In order to select a suitable muffler type, some basic
information is necessary regarding muffler as per the ASHRAE technical
committee 2.6: Critical Grade IL = 25 to 35 DBA BODY /PIPE = 3*d
LENGTH / PIPE = 8*d TO 10*d IL = insertion loss; the level of sound
reduction after attaching the muffler.
Length of muffler chamber = 8*d to 10*d = 320 to 400 mm
Chamber diameter = 3*40=100 mm Experimental frequency for
design are 381,509,635 Hz Wavelength ?1, for frequency 381 Hz=Vs /
f1 = 0.86 m Wavelength ?2, for frequency 509 Hz = Vs / f2 = 0.65 m
Wavelength ?3, for frequency 635 Hz = Vs / f3 = 0.52 m Length of
chambers for wavelengths L1 = ?1 /4 = 0.21 m ( 1st chamber) L2 =
?2 /4 = 0.16 m ( 2st chamber) L3 = ?3 /4 = 0.13 m ( 3st chamber)
Total length of chamber = 0.47 m = 47cm Dia.
of chamber D = 120 mm Absorptive material = Glass wool upto 4 mm
Figure 3: Frequency analysis from Wavepad without muffler Figure 5:
Detailed drawing of our designed muffler from CREO 2.0 CHAPTER 3:
IMPLEMENTATION 3.1 ANALYSIS: Figure 6: Frequency analysis without
muffler The figure shows the reading of the engine exhaust when the

muffler was not attached to it.

It shows that the sound level was too high from the safe human
audible range. It shows the reading of around 127 dB, which is too high
for a normal human hearing range. Figure 7 : Frequency analysis with
muffler without ANC system The figure shows the reading of the engine
exhaust when the muffler was attached to the exhaust but the
speakers were not used for active noise attenuation. It can be seen
that the reduction in sound level was pretty good in the passive part of
the muffler.
The reading obtained was 96 dB. Figure 8: Frequency analysis with
combination of conventional and ANC system The figure shows the
reading of the engine exhaust when the muffler was attached and the
speakers were used for the active noise attenuation. It can be
observed that the noise level was further reduced to a considerable
level.
The sound level obtained was 88 dB. 3.2 OBSERVATION Sound level of
the engine exhaust when: The muffler is not attached = 127 dB The
muffler is attached but without ANC system = 96 dB The muffler is
attached with ANC system = 88 dB 3.3 SIZE OF MATERIAL AND
COSTING: Cost of materials Size of stainless steel=400 mm * 120 mm
Weight of SS sheet = 2.9790 kg Total weight of SS envelope portion =
3.2483 kg Total expense of stainless steel= {3.2483 kg * 204 Rs per
kg} = 700Rs Weight of M.S = 1.5
kg Total expense of M.S Pipe = 50*1.5 = 75 Rs Foam = Glass wool
Expense of glass wool = 200 Rs Cost of Machining Welding expense of
joining of pipes = 500 Rs Machining expense = 900 Rs Fabrication of
overall assembly = 600 Rs Other Auxiliary Charges = 150 Rs
Microphone expense = 300 Rs Speakers Expense = 399 Rs Total
expense = 3824 Rs Figure 9: Perforated tube for conventional system
Figure 10: Manufactured muffler Figure 11: Muffler on test CHAPTER 4:
4.1
OBSERVATIONS: Condition at engine exhaust Sound Level (decibels) 1.
Without muffler 127 dB 2. With muffler without ANC system 96 dB 3.
With muffler and ANC system 88 dB 4.2 SUMMARY OF RESULTS: Sound
level is measured before and after the muffler installed at maximum
speed. And the insertion losses are attenuated upto 30% of actual
noise at maximum speed of engine. In which the major noise reduction
was observed upto 24.4% of actual noise of engine at maximum speed
in conventional system while there is 30% reduction with the
combination of conventional and ANC system.

Therefore, the efficiency of muffler is increased due to addition of ANC

system. 4.3 SCOPE OF THE PROJECT: Research activities expand due to
new development in scientific journals. The ANC is directed towards
specific applications or part of an active system such as signal
processing or actuator design.
So its application is defined as new even if it is a similar physical
system but with a different type of noise problem. ANC is suitable only
for special application where passive control is impractical or comes
with a large cost penalty (such as weight in an aircraft). There have
been significant advances in many aspects of active control and the
day when it will be in common use is getting closer.
Continuing research on all aspects of the general technology as well as
on specific applications is needed if progress is to be made.
REFERENCES: Electronic muffler assembly with exhaust bypass by
Krider; James K., U.S patents Muffler for electronic equipment,
projection display device with same muffler, and silence method for
suppressing composite noise of electronic equipment by Utsunomiya
Motoyasu, Japan Suction muffler assembling structure of an
electronic hermetic compressor by Lee Sang, Korea Active acoustic
attenuation mixing chamber by Breming, United states Electronically
controlled variable loudness muffler by Bravo and Andres E.,
United states Motor vehicle muffler by Kim Kyung Tae, Korea Active
noise conditioning system by Shipps; J. Clay, Lecreault, Jr. John E.,
United states. APPENDIX: BUSINESS MODEL CANVAS:
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