Are locally reacting acoustic liners always behaving as they shouldacoustic performance of aircraft engine liner materials

1979 ◽  
Author(s):  
T. ZANDBERGEN
Keyword(s):  
Aircraft Engine ◽  
Acoustic Performance ◽  
Acoustic Liners

High fidelity modeling tools for engine liner design and screening of advanced concepts

2021 ◽  
pp. 1475472X2110238
Author(s):  
Julian Winkler ◽  
Jeffrey M Mendoza ◽  
C Aaron Reimann ◽  
Kenji Homma ◽  
Jose S Alonso
Keyword(s):  
Aircraft Engine ◽  
High Fidelity ◽  
Treatment Area ◽  
Modeling Tools ◽  
Physical Constraints ◽  
Acoustic Performance ◽  
Acoustic Liner ◽  
Bias Flow ◽  
Honeycomb Cores ◽  
Acoustic Treatment

With aircraft engines trending toward ultra-high bypass ratios, resulting in lower fan pressure ratios, lower fan RPM, and therefore lower blade pass frequency, the aircraft engine liner design space has been dramatically altered. This result is also due to the associated reduction in both the available acoustic treatment area (axial extent) as well as thickness (liner depth). As a consequence, there is current need for novel acoustic liner technologies that are able to meet multiple physical constraints and simultaneously provide enhanced noise attenuation capabilities. In addition, recent advances in additive manufacturing have enabled the consideration of complex liner backing structures that would traditionally be limited to honeycomb cores. This paper provides an overview of engine liner modeling and a description of the key physical mechanisms, with some emphasis on the use of low to high-fidelity tools such as empirical models and commercially available software such as COMSOL, Actran, and PowerFLOW. It is shown that the higher fidelity tools are a critical enabler for the evaluation and construction of future complex liner structures. A systematic study is conducted to predict the acoustic performance of traditional single degree of freedom liners and comparisons are made to experimental data. The effects of grazing flow and bias flow are briefly addressed. Finally, a more advanced structure, a metamaterial, is modeled and the acoustic performance is discussed.

scholarly journals Experimental Study of Advanced Helmholtz Resonator Liners with Increased Acoustic Performance by Utilising Material Damping Effects

2018 ◽  
Vol 8 (10) ◽  
pp. 1923
Author(s):  
Martin Dannemann ◽  
Michael Kucher ◽  
Eckart Kunze ◽  
Niels Modler ◽  
Karsten Knobloch ◽  
...  
Keyword(s):  
Polymer Films ◽  
Helmholtz Resonator ◽  
Broadband Noise ◽  
Acoustic Energy ◽  
Acoustic Damping ◽  
Acoustic Performance ◽  
Acoustic Liners ◽  
Flexible Polymer ◽  
Noise Absorption ◽  
Aero Engines

In aero engines, noise absorption is realised by acoustic liners, e.g., Helmholtz resonator (HR) liners, which often absorb sound only in a narrow frequency range. Due to developments of new engine generations, an improvement of overall acoustic damping performance and in particular more broadband noise absorption is required. In this paper, a new approach to increase the bandwidth of noise absorption for HR liners is presented. By replacing rigid cell walls in the liner’s honeycomb core structure by flexible polymer films, additional acoustic energy is dissipated. A manufacturing technology for square honeycomb cores with partially flexible walls is described. Samples with different flexible wall materials were fabricated and tested. The acoustic measurements show more broadband sound absorption compared to a reference liner with rigid walls due to acoustic-structural interaction. Manufacturing-related parameters are found to have a strong influence on the resulting vibration behaviour of the polymer films, and therefore on the acoustic performance. For future use, detailed investigations to ensure the liner segments compliance with technical, environmental, and life-cycle requirements are needed. However, the results of this study show the potential of this novel liner concept for noise reduction in future aero-engines.

Noise Attenuation Potential Using Helmholtz Absorbers Integrated in Low Pressure Turbine Exit Guide Vanes and Turbine Exit Casing End Walls

2020 ◽  
Author(s):  
Manuel Zenz ◽  
Loris Simonassi ◽  
Philipp Bruckner ◽  
Simon Pramstrahler ◽  
Franz Heitmeir ◽  
...  
Keyword(s):  
Suction Side ◽  
Aircraft Engine ◽  
Low Pressure ◽  
Flow Channel ◽  
Operating Conditions ◽  
Noise Attenuation ◽  
Beneficial Result ◽  
Guide Vanes ◽  
Acoustic Liners ◽  
Low Pressure Turbine

Abstract To further reduce the noise emitted from modern aircrafts, every possibility has to be taken into account. Acoustic liners are successfully used in the inlet or the bypass duct of aircraft engines to mitigate the noise emitted by the fan. Due to the rough environment (high temperature, flow velocity, higher order duct modes), the exhaust duct is of limited use concerning the application of acoustic liners. It is well known that the last stage low pressure turbine (LPT) has a dominant influence onto the emitted noise of an aircraft engine especially at low load conditions such as approach. A noise reduction in this area could lead to a beneficial result of decreasing the noise content which is directly emitted in the environment. This paper is about noise attenuation using Helmholtz absorbers in various parts of a turbine exit casing (TEC). These single degree of freedom absorbers have been integrated in turbine exit guide vanes (TEGVs), with the openings on the vanes suction side, as well as in the inner and outer duct end walls. Different absorber neck diameters were investigated and combined with different vane designs. The vane designs studied included a state of the art set-up as well as vanes with a lean. Test runs were performed with altered combinations of vanes and end walls under engine relevant operating conditions in a subsonic test turbine facility for aerodynamic, aeroacoustic and aeroelastic investigations (STTF-AAAI) located at the Institute of Thermal Turbomachinery and Machine Dynamics at Graz University of Technology. Comparisons between all these setups and the respective hard wall reference cases were done. The resulting sound pressure levels as well as sound power levels of all investigated combinations are listed and compared concerning each configurations noise attenuation potential. Additionally, the flow field downstream of every setup is analysed if the aerodynamic behaviour is changing. The investigated operating point is the noise certification point Approach (APP) which is of high importance because of the high acoustical impact onto the environment around airports during the landing procedure of an aircraft. The acoustical data has been obtained by using flush mounted condenser microphones located downstream of the TEC. The whole test section was rotated over 360 deg around the flow channel. To detect if the aerodynamical behaviour changes by including openings into the flow channel end walls as well as into the vanes, aerodynamic measurements have been performed downstream of the TEC. The aerodynamical data was obtained by using an aerodynamic five-hole-probe (5HP) as well as a trailing edge probe.

ON DESIGNING IMPEDANCE TUBE WITH GRAZING FLOW

Akustika ◽  
2021 ◽  
pp. 80
Author(s):  
Vadim Palchikovskiy ◽  
Igor Khramtsov ◽  
Aleksander Kuznetsov ◽  
Victor Pavlogradskiy
Keyword(s):  
Numerical Simulation ◽  
Analytical Solutions ◽  
Gas Dynamics ◽  
Aircraft Engine ◽  
Design Parameters ◽  
Experimental Setup ◽  
Structural Units ◽  
Impedance Tube ◽  
Acoustic Liners ◽  
Grazing Flow

The article considers the general issues arising in designing the experimental setup “Impedance tube with grazing flow”, the main structural units of the setup, and their purpose. It is given the basic requirements to be provided by the setup when testing samples of acoustic liners used in an aircraft engine. The choosing of the design parameters of the setup is based on the analysis of the known analytical solutions of the acoustics and gas dynamics, and on the numerical simulation of the grazing flow in the impedance tube.

Development of the Acousti-Cap™ Technology for Double-Layer Acoustic Liners in Aircraft Engine Nacelles

2007 ◽  
Author(s):  
Asif A. Syed ◽  
Fumitaka Ichihashi ◽  
Clark R. Smith ◽  
Earl Ayle
Keyword(s):  
Double Layer ◽  
Aircraft Engine ◽  
Acoustic Liners

An introduction to NASA’s broadband acoustic absorbers that resemble natural reeds

2021 ◽  
pp. 1475472X2110334
Author(s):  
L Danielle Koch ◽  
Michael G Jones ◽  
Peter J Bonacuse ◽  
Christopher J Miller ◽  
J Chris Johnston ◽  
...  
Keyword(s):  
Noise Control ◽  
Noise Pollution ◽  
Normal Incidence ◽  
Aircraft Engine ◽  
Wide Frequency Range ◽  
Acoustic Absorption ◽  
Frequency Range ◽  
Control Applications ◽  
Operational Conditions ◽  
Acoustic Liners

Thin, lightweight, and durable broadband acoustic absorbers capable of absorbing sounds over a wide frequency range, especially below 1000 Hz, while also surviving harsh operational conditions such as exposure to sprays of liquid and solid debris and high temperatures are desired for many noise control applications. While today’s commercially available broadband acoustic liners are impressive, such as melamine foam and perforate-over-honeycomb structures, each style has its limitations. Motivated by the need to reduce aircraft engine noise pollution NASA has recently patented a broadband acoustic absorber that claims some benefit over existing acoustic liners. Inspired by nature, these structures resemble the geometry and acoustic absorption of bundles of natural reeds, slender grasses that grow in wetlands across the world. Proof-of-concept experiments have begun at NASA. This report summarizes the design, fabrication, and normal incidence impedance tube tests performed for assemblies of natural reeds and additively-manufactured plastic prototypes that resemble the irregular geometry of bundles of natural reeds. Some synthetic prototypes were tested with and without perforated face sheets. Results indicate that there are a number of synthetic designs that exhibit substantial acoustic absorption in the frequency range of 500 Hz to 3000 Hz, and especially below 1000 Hz, as compared to baseline acoustic absorbers of similar thicknesses and weights. Many of these prototypes have an average acoustic absorption coefficient greater than 0.6. Additionally, an annular prototype was designed and printed but not yet subjected to tests. This annular prototype of a multifunctional structure designed to transfer heat and absorb sound was developed to fit inside the NASA Glenn Research Center’s DGEN Aeropropulsion Research Turbofan engine testbed. This invention can be considered and developed for a variety of aerospace, automotive, industrial, and architectural noise control applications.

High-Temperature Instability of A Cr2Nb-Nb(Cr) Microlaminate Composite

1996 ◽  
Vol 54 ◽  
pp. 374-375
Author(s):  
M. Larsen ◽  
R.G. Rowe ◽  
D.W. Skelly
Keyword(s):  
Heat Treatment ◽  
Solid Solution ◽  
High Temperature ◽  
Elevated Temperatures ◽  
Aircraft Engine ◽  
Lattice Parameter ◽  
Microstructural Stability ◽  
Elevated Temperature Strength ◽  
Cross Sectional ◽  
Bcc Structure

Microlaminate composites consisting of alternating layers of a high temperature intermetallic compound for elevated temperature strength and a ductile refractory metal for toughening may have uses in aircraft engine turbines. Microstructural stability at elevated temperatures is a crucial requirement for these composites. A microlaminate composite consisting of alternating layers of Cr2Nb and Nb(Cr) was produced by vapor phase deposition. The stability of the layers at elevated temperatures was investigated by cross-sectional TEM.The as-deposited composite consists of layers of a Nb(Cr) solid solution with a composition in atomic percent of 91% Nb and 9% Cr. It has a bcc structure with highly elongated grains. Alternating with this Nb(Cr) layer is the Cr2Nb layer. However, this layer has deposited as a fine grain Cr(Nb) solid solution with a metastable bcc structure and a lattice parameter about half way between that of pure Nb and pure Cr. The atomic composition of this layer is 60% Cr and 40% Nb. The interface between the layers in the as-deposited condition appears very flat (figure 1). After a two hour, 1200 °C heat treatment, the metastable Cr(Nb) layer transforms to the Cr2Nb phase with the C15 cubic structure. Grain coarsening occurs in the Nb(Cr) layer and the interface between the layers roughen. The roughening of the interface is a prelude to an instability of the interface at higher heat treatment temperatures with perturbations of the Cr2Nb grains penetrating into the Nb(Cr) layer.

Report and discussion on “A philosophy of aircraft engine manufacture”

1965 ◽  
Vol 44 (7) ◽  
pp. 344
Author(s):  
L.R. Beesly ◽  
Morley ◽  
W.S. Hollis ◽  
Higson Smith ◽  
G.A.J. Witton ◽  
...  
Keyword(s):  
Aircraft Engine
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