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Noise and Noise Reduction in Supersonic Jets
Philip J. Morris and Dennis K. McLaughlinThe Pennsylvania State University
Department of Aerospace Engineering
Presented atFLINOVIA 2017
State College, PA
April 2017
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Noise and Noise Reduction in Supersonic Jets
Philip J. Morris and Dennis K. McLaughlinThe Pennsylvania State University
Department of Aerospace Engineering
Presented atFLINOVIA 2017
State College, PA
April 2017
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Outline
Brief historical perspectiveNoise reduction methodsCommercialMilitary
Successful conceptsChevronsCorrugated sealsFluidic inserts
Discussion
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Historical Perspective
8 corrugated silencers for Conway engines on
a 707-420
Bypass ratio, 0.25
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“Early” Suppression Ideas
Auxiliary jets
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Modern High Bypass Ratio Turbofans
General Electric GE90-115B.Bypass ratio, 9:1
PW1000G. Bypass ratio, 12:1
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Tactical Fighter Aircraft
F/A-18 Super Hornets, powered by the F414-GE-
400
F-35C Lightning II, powered by the P&W F135
Bypass ratio < 1
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Noise Reduction Methods Purely passive devices
Chevrons, tabs and other nozzle lip devices Beveled nozzle geometry Offset stream - fan flow deflectors Corrugated seals
Deployable (and retractable) Passive devices Deployable flexible filaments.
Active Noise Suppression Unsteady nozzle actuation (plasma excitation)Microjet injection and fluidic chevrons Distributed blowing, “fluidic inserts”
Additional Concepts Inverted Velocity Profile Jet
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Noise Reduction Devices Purely passive devices
Chevrons, tabs and other nozzle lip devices Beveled nozzle geometry Offset stream - fan flow deflectors Corrugated seals
Deployable (and retractable) Passive devices Deployable flexible filaments.
Active Noise Suppression Unsteady nozzle actuation (plasma excitation)Microjet injection and fluidic chevrons Distributed blowing, “fluidic inserts”
Additional Concepts Inverted Velocity Profile Jet
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Chevrons at Exit Plane
Side and aft looking forward photograph of typical chevron configuration.
From Martens & Spyropoulos (2010)F404-400
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Chevrons at Exit Plane
From Martens & Spyropoulos (2010)
F404-400: maximum afterburner
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Corrugated Seals
Corrugations reduce jet noise by eliminating the peak of the BBSAN. They also produce streamwise vortices that increase mixing and reduces large scale structure noise.
The effect of nozzle interior corrugations and the noise suppression potential of using these in supersonic converging-diverging nozzles was pioneered by ;
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Experiments with Corrugated Seals
The inserts were designed to perform optimally at one jet condition (takeoff). At higher altitude conditions, the corrugations can negatively effect engine performance.
Murray and Jansen (2013)
Good noise reductions at model scale
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Corrugated InsertsFull scale engine tests
Engine on Test Stand
Aft quadrant
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“Fluidic Inserts”
The Penn State innovation being pursued is that of “fluidic inserts” generated by a pattern of blowing that produces a core flow that approximately replicates that of “hard-walled” inserts, and produces a similar acoustic benefit as nozzles with “conventional” inserts
The “fluidic inserts” are an “active control system” that can be modified or turned off
Program approach: Use laboratory “staged experiments” and numerical
simulations to build an understanding of the flow field with the distributed blowing to provide “noise reduction”
Demonstrate concept at moderate and full scale
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“On Demand” Noise Reduction using Fluidic Inserts
Distributed blowing in the diverging portion of the supersonic exhaust nozzle using “compressor air” that is less than 5% of the core mass flow.
CAD Image Installed nozzle at Penn State
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Noise Benefit of Fluidic Inserts Far field spectra and OASPL’s ; 2012
result
0.01 0.1 1 10
120
120
120
120
120
Strouhal Number
SPL
per u
nit S
t (dB
//(20P
a2 ))
TTR = 3.0
Mj = 1.36NPR = 3
20dB
= 60 , IPR = 3.0
Baseline3 Corr., Dinj = 0.06D , mratio = 3.8%
30
40
60
90
120
-6 -4 -2 0 2
30
36
40
43
46
50
55
60
65
70
80
85
90
93.5
100
105
110
115
OASPL (dB)
Pola
r ang
le (D
egre
e),
3FID06B3FID06V
NPR = 3.0Mj =1.36
TTR = 3.0Md =1.65
Polar angle from downstream direction
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Time History
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Scaled Comparison
Martens, Spyropoulos & Nagel (2011)
Baseline Three Fluidic Inserts
Present experiments
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Current Major Objective
• Major Objective: To extend the successes of the fluidic insert noise reduction method from University to Industry model scale as a logical first step toward implementation on a full scale aircraft.
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Reynolds No. ranges: • PSU 450,000 to 660,000• GEA ~ 2.5 x 106
1 inch
5 inchs
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Adaptation of the Penn State Blowing System to GE Scale
Injectors
High pressure air feed lines for injectors
Fully-Assembled CAD model
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Moderate Scale Experiments
Far Field Jet Noise Comparison (rear arc: 140o) Industry Scale Baseline vs Fluidic Inserts Noise Reduction
Md = 1.65, Mj = 1.36 - Over-expanded Jet Spectra
70
80
90
100
110
120
130
10 100 1000 10000 100000
SPL
(dB
)
Frequency (Hz)
NPR 3.0 No Injection
NPR 3.0 IPR 3.0
6.5 dB
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Far Field Jet Noise OASPL Reduction - GE, Industry Scale
Far Field Jet Noise Comparison Industry Scale Baseline vs Fluidic Inserts Noise Reduction
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Md = 1.65, Mj = 1.36 - Over-expanded OASPL Reduction
Polar CoordinatesIndustry standard
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GE ResultsScaled to Aircraft Size
50 ft sideline -Carrier Environment
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Steady RANS Simulations for Design Guidance (Morris, Kapusta, Lampenfield)
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Provide details of flow inside nozzle
Show the effects of: Number of injectors Location and orientation of
injectors Compute “shape” of
fluidic inserts Insight into detailed
insert flow structure
Total Temp. Contours
x Vorticity Contours
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Noise and RANS CorrelationCompare flow changes with measured
noise reductionsSeek surrogate for noise reduction in
flow propertiesIntegrated TKE, streamwise vorticity, Q-
criterion
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Integrated TKE
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Findings and Conclusions
Results of the experiments at GE Aviation demonstrated that significant levels of noise reduction were achieved with the industry size experiments
Scaling of noise benefits to full size aircraft at sideline distances found on aircraft carriers show dramatic noise benefits
2nd round experiments at GE Aviation planned for June 2017
RANS CFD simulations assisted in design and will be continued. Expanded to Hybrid RANS/LES simulations
Plan to extend this method to university-scale models of multi-stream variable cycle engines
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Acknowledgements
This research was supported by ONR Contract # N00014-14-C-0157, with Dr. Joseph Doychak and Dr. Knox Millsaps serving as Program Officers.
Steve Martens and Erin Lariviere at GE Aviation had a major role in the preparation of the GE experiments. Penn State activity benefitted from the participation of Scott Hromisin, Chris Shoemaker, J.D. Miller, Jessica Morgan, Dr. Russell Powers, Matt Kapusta, Jake Lampenfield and Chitrarth Prasad.