Sonic boom annoyance is an important technical showstopper for commercial supersonic aircraft operations. It has been proposed that aircraft can be shaped to alleviate sonic boom. Choosing the right aircraft shape reflecting the design requirements is a fundamental and most important step that is usually over simplified in the conceptual stages of design by resorting to a qualitative selection of a baseline configuration based on historical designs and designers perspective. Final aircraft designs are attempted by minor shape modifications to this baseline configuration. This procedure may not yield large improvements in the objectives, especially when the baseline is chosen without a rigorous analysis procedure. Traditional analyses and implementations tend to have a complex algorithmic flow, tight coupling between tools used and computational limitations. Some of these shortcomings are overcome in this study and a diverse mix of tools is seamlessly integrated to provide a simple, yet powerful and automatic procedure for sonic boom minimization. A shape optimization procedure for supersonic aircraft design using better geometry generation and improved analysis tools has been successfully demonstrated. The geometry engine provides dynamic reconfiguration and efficient manipulation of various components to yield unstructured watertight geometries. The architecture supports an assimilation of different components and allows configuration changes to be made quickly and efficiently because changes are localized to each component. It also enables an automatic way to combine linear and non-linear analyses tools. It has been shown in this study that varying atmospheric conditions could have a huge impact on the sonic boom annoyance metrics and a quick way of obtaining probability estimates of relevant metrics was demonstrated. The well-accepted theoretical sonic boom minimization equations are generalized to a new form and the relevant equations are derived to yield increased flexibility in aircraft design process. Optimum aircraft shapes are obtained in the conceptual design stages weighing in various conflicting objectives. The unique shape optimization procedure in conjunction with parallel genetic algorithms improves the computational time of the analysis and allows quick exploration of the vast design space. The salient features of the final designs are explained. Future research recommendations are made.

The aerospace industry has been concerned with propeller noise levels for years. This interest is two-fold: government regulation and comfort in cabin. This report attempts to create a simulation mechanism needed to evaluate the far-field noise generation levels. However, in order to do that, the tandem cylinder case was evaluated first as a validation step before the SR-7A propeller case was performed. Both cases use STAR-CCM+, a commercial software, to perform the simulations.

L'augmentation globale du trafic aérien mondial est susceptible de fortement augmenter les nuisances sonores induites autour des aéroports. De fait, des initiatives à diverses échelles sont prises afin de réduire le bruit des aéronefs. Le "bruit de cellule" de l'avion (airframe noise) est un contributeur majeur du bruit total en phase d'approche, dont environ un tiers est émis par le train d'atterrissage. La simulation aux grandes échelles (LES) des équations de Navier-Stokes compressibles a été identifiée comme une candidate pour la prédiction du bruit de train d'atterrissage. Elle permet de résoudre l'écoulement intrinsèquement instationnaire autour du train, et de capturer les différentes échelles des structures turbulentes mise en jeu dans le sillage. En outre, une approche non-structurée est retenue afin de traiter des géométries réalistes et complexes de trains d'atterrissage. Répondant à ces critères, le logiciel AVBP est choisi pour de telles simulations. Une analogie de Ffowcs-Williams et Hawkings est ensuite utilisée pour propager les sources acoustiques en champ lointain. La détermination des paramètres de simulation optimaux ainsi qu'une validation du code sont effectuées sur le cas académique du "barreau-profil" réalisé à l'Ecole Centrale de Lyon. Un bon accord des résultats aérodynamiques et acoustiques est observé avec la base de donnée expérimentale ainsi qu'avec d'autres résultats numériques. Une analyse des sources acoustiques a également été mise en oeuvre, mettant en évidence une contribution significative du cylindre aux angles rasants ainsi que des phénomènes interférentiels entre les émissions du cylindre et du profil, constructifs ou destructifs selon l'angle d'observation. Le code AVBP est ensuite utilisé pour la simulation des écoulements autour des trois trains simplifiés de la base de donnée LAGOON, supportée par Airbus. Un bon accord est globalement obtenu pour les résultats aérodynamiques et acoustiques pour les trois géométries de train, et les tendances des résultats expérimentaux lors de le complexification de la géométrie sont retrouvés à l'aide de la LES. Une étude des sources acoustique est ensuite réalisée. Les contributions respectives de chaque élément des trains sont identifiées, et une attention particulière est portée sur les tons de cavité. La structure de ces derniers est clairement mise en évidence à l'aide d'un solveur des équations d'Helmholtz (AVSP), expliquant également l'absence de tons pour les micros en survol. Les effets de l'ajout d'éléments supplémentaires pour les deux dernières configurations de train sont également étudiés, et il est montré en particulier qu'un bruit d'interaction, similaire à celui observé dans le cas "barreau-profil", entre le sillage de la barre de traction et l'essieu du train explique la prédominance d'un ton supplémentaire dans les spectres en champ lointain sur les tons de cavité. / Global air traffic growth is most likely to increase the community noise around airports. Consequently, several initiatives have been taken to reduce aircraft noise. Airframe noise has been identified as a major contributor to aircraft noise at approach, and one third is emitted by the landing gear. Compressible Large Eddy Simulation (LES) is a promising candidate for landing gear noise prediction. It is able to solve the unsteady flow around the landing gear, and also to capture the broad range of turbulent structures in the wake. Unstructured meshing approach has been selected to handle industrial-like and complex landing gear geometries. The AVBP software fulfills these criteria, and thus has been chosen to conduct the simulations. A Ffowcs-Williams and Hawkings analogy is also used to propagate the noise sources to the far-field. The best practices determination and the code validation are carried out on the academic "rodairfoil" configuration, which has been experimentally studied at Ecole Centrale de Lyon. A good agreement is observed between the numerical aerodynamic and acoustic results and the experimental database, as well with the other numerical simulations from the literature. A noise source analysis is also carried out, showing a significant contribution of the rod at grazing angles, as well as interferences between the rod and airfoil contributions, either being constructives or destructives depending on the observation angle. Then, the AVBP code is used to simulate unsteady flows around the three landing gear configurations of the LAGOON database, supported by Airbus. A good agreement is found for the aerodynamic and acoustic results for the three geometries, and experimental results tendencies are retrieved with LES while increasing the landing gear complexity. A noise source analysis leads to the identification of the noise source contributions of each landing gear element. A special attention is also paid on the cavity modes. Their structure, exhibited with a Helmholtz equation solver (AVSP), explains the absence of tone in the flyover direction. For the second and third geometries, it is also shown that interactions between the tow bar wake and the axle, similarly to the ones observed in the rod-airfoil benchmark, lead to an additional tone in the far-field spectra, which prevails on the initial cavity modes.

La réduction des nuisances sonores induites par les aéronefs civils autour des grands aéroports est devenue un enjeu sociétal important. Pour réduire le bruit propulsif de soufflante, devenu prépondérant au cours des dernières années avec l'avènement de turboréacteurs à double flux, les constructeurs sont amenés à généraliser l'utilisation de matériaux absorbants acoustiques (également appelés « liners »). Ce sujet de thèse s'inscrit dans le cadre de l'amélioration des outils CAA relativement à la prévision numérique de ces matériaux absorbants. Cette modélisation soulève plusieurs interrogations, liées à divers aspects tels que le type d'écoulement mis en jeu (inhomogénéités, couche limite, etc.), les niveaux acoustiques en présence (effets de non linéarité), les effets de diffraction induits par les ruptures d'impédance, etc. Cette étude consiste donc à valider et à améliorer la condition limite d'impédance, implémentée dans le solveur CAA sAbrinA.v0, développé par l'Onera. Des développements théoriques sont d'abord consacrés à la modélisation de l'impédance dans le domaine temporel, et conduisent à une discussion sur la généralisation de cette modélisation. Le travail consiste ensuite à simuler plusieurs cas tests canoniques de l'absorption du bruit par un revêtement acoustique, lesquels sont validés par confrontation avec d'autres résultats analytiques et/ou expérimentaux. Ce travail fournit de nouvelles connaissances sur la façon dont les matériaux absorbants acoustiques peuvent être modélisés et simulés de manière précise dans le cadre d'une approche CAA dans le domaine temporel. / The reduction of acoustic emission induced by civil aircraft around major airports has become an important societal issue. To reduce the fan noise, induced by the engines, which has become preponderant over the past years with the advent of turbofan engines, manufacturers are led to generalize the employment of acoustic absorbing materials (or acoustic “liners”). The present thesis is related to the numerical prediction of such absorbing materials, in the context of time-domain CAA (Computational AeroAcoustics) methods. Such modeling raises several key questions, which are related to various aspects such as the type of flow involved (boundary layers effects, etc.), the sound levels considered (non-linear phenomena), the diffraction effects induced by ruptures of impedance, etc. The present study then consists in validating and improving the time-domain impedance boundary condition implemented in Onera’s structured CAA solver (named sAbrinA.v0). Theoretical developments are first devoted to the modeling of impedance in the time-domain, and lead to a discussion on the generalization of this modeling. The work then consists in CAA-simulating several canonical tests of noise absorption by acoustic liners. Outputs are compared against experimental and/or analytical results, delivering new insight in the way noise absorption materials can be accurately modeled and simulated using time-domain CAA-approaches.

RESUMO Simulações de aeroacústica computacional demandam uma quantidade considerável de tempo, o que torna complicada a realização de estudos paramétricos. O presente trabalho propõe uma metodologia viável para otimização aeroacústica. Através da análise numérica utilizando dinâmica dos fluidos computacional, foi estudada a aplicação de uma placa separadora desacoplada como método de controle passivo da esteira turbulenta de um cilindro e avaliou-se a irradiação de ruído causado pela interação do escoamento com ambos os corpos, empregando ferramentas de aeroacústica computacional baseadas no método de Ffowcs-Williams e Hawkings. Algumas abordagens distintas de metodologias de otimização de projeto foram aplicadas neste problema, com o objetivo de chegar a uma configuração otimizada que permita a redução do nível sonoro ao longe. Assim, utilizando uma ferramenta de otimização multidisciplinar, pode-se avaliar a capacidade de modelos heurísticos e a grande vantagem do emprego de algoritmos baseados em método de superfície de resposta quando aplicados em um problema não linear, pois requerem a avaliação de um menor número de alternativas para se obter um ponto ótimo. Além disso, foi possível identificar e agrupar os resultados em 5 clusters baseados em seus parâmetros geométricos, nível de pressão sonora global e o valor quadrático médio do coeficiente de arrasto, confirmando a eficiência da aplicação de placas separadoras longas desacopladas posicionadas próximas ao cilindro na estabilização da esteira turbulenta, enquanto que o posicionamento de placas acima de um espaçamento crítico aumentou o nível de pressão acústica irradiado devido à formação de vórtices no espaço entre o cilindro e a placa separadora. / Computational aeroacoustics simulations require a considerable amount of time, which makes the comparison of a large number of different geometric designs a difficult task. The goal of the present study is to provide a suitable methodology for aeroacustic optimization. By means of numerical analyses using computational fluid dynamics tools, the application of a detached splitter plate as a passive control method for the turbulent wake of a circular cylinder was investigated. The irradiation of noise caused by the interaction between the flow and both bodies was evaluated using computational aeroacoustics tools based on the Ffowcs-Williams and Hawkings method. Various design optimization methodologies were applied to this flow in order to achieve a possible optimal configuration, i.e., one which is capable of reducing the far field noise level without increasing the aerodynamic forces. Using a multidisciplinary optimization tool, it was possible to evaluate the behavior of heuristic optimization algorithms and the major advantage of algorithms based on response surface methods when applied to a nonlinear aeroacoustics problem, since they require a smaller number of calculated designs to reach the optimal configuration. In addition, it was possible to identify and group the outcomes into 5 clusters based on their geometric parameters, overall sound pressure level and drag coefficient, confirming the efficiency of the application of long detached splitter plates placed next to the cylinder in stabilizing the turbulent wake, whereas the positioning of splitter plates at a distance larger than a critical gap increased the overall sound pressure level radiated due to the formation of vortices in the gap.

On considère les paquets d'ondes hydrodynamiques comme mécanismes de génération de bruit des jets subsoniques. Cette approche résulte tout d'abord de l'analyse de données numériques - DNS d'une couche de mélange (Wei et Freund 2006) et LES d'un jet à Mach 0,9 (Daviller 2010) - permettant de déterminer les propriétés des sources en termes de compacité, d'intermittence et de structure azimutale. L'identification d'un rayonnement intermittent associé aux modifications des structures cohérentes des écoulements permet de proposer un modèle de paquet d'onde pour représenter ce phénomène dans l'analogie de Lighthill, dont l'enveloppe présente des variations temporelles d'amplitude et d'étendue spatiale. Celles-ci sont tirées de données de vitesse de simulations numériques de jets subsoniques, et un accord de l'ordre de 1,5dB entre le champ acoustique simulé et le modèle confirme sa pertinence. L'exploration du concept proposé est ensuite poursuivie expérimentalement, avec des mesures de pression acoustique et de vitesse de jets turbulents subsoniques, permettant la décomposition des champs en modes de Fourier azimutaux. On observe l'accord des directivités des modes 0, 1 et 2 du champ acoustique avec le rayonnementd'un paquet d'onde. Les modes 0 et 1 du champ de vitesse correspondent également à des paquets d'onde, modélisés comme des ondes d'instabilité linéaires à partir des équations de stabilité parabolisées. Finalement, des corrélations de l'ordre de 10% entre les modes axisymétriques de vitesse dans le jet et de pression acoustique rayonnée montrent un lien clair entre les paquets d'onde et l'émission acoustique du jet. / Hydrodynamic wavepackets are studied as a sound-source mechanism in subsonic jets. We first analyse numerical simulations to discern properties of acoustic sources such as compactness, intermittency and azimuthal structure. The simulations include a DNS of a two-dimensional mixing layer (Wei and Freund 2006) and an LES of a Mach 0.9 jet (Daviller 2010). In both cases we identify intermittent radiation, which is associated with changes in coherent structures in the flows. A wave-packet model that includes temporal changes in amplitude and axial extension is proposed to represent the identified phenomena using Lighthill's analogy. These parameters are obtained from velocity data of two subsonic jet simulations, and an agreement to within 1.5dB between the model and the acoustic field of the simulations confirms its pertinence. The proposed mechanism is then investigatedexperimentally, with measurements of acoustic pressure and velocity of turbulent subsonic jets, allowing the decomposition of the fields into azimuthal Fourier modes. We find close agreement of the directivities of modes 0, 1 and 2 of the acoustic field with wave-packet radiation. Modes 0 and 1 of the velocity field correspond also to wavepackets, modelled as linear instability waves using parabolised stability equations. Finally, correlations of order of 10% between axisymmetric modes of velocity and far-field pressure show the relationship between wavepackets and sound radiated by the jet.

Ce manuscrit porte sur le développement d’une méthode de calcul du bruit d’écoulement à faible nombre de Mach en conduite en présence d’obstacles. Elle consiste en une simulation numérique de l’écoulement dont les données sauvegardées servent dans un deuxième temps à l’estimation du rayonnement acoustique. Le calcul de mécanique des fluides est réalisé avec un modèle de turbulence LES incompressible. Un code a été développé pour le calcul acoustique qui comprend la transformée de Fourier des données de l’écoulement, le calcul par méthode intégrale et les post-traitements. L’originalité de la méthode réside dans le fait qu’elle nécessite comme informations sur l’écoulement uniquement des données surfaciques. Aucune donnée volumique n’a besoin d’être sauvegardée durant le calcul de mécanique des fluides. Dans une conduite obstruée par un obstacle, les principales sources de bruit se situent à proximité de l’obstacle et le rayonnement diffracté sur l’obstacle domine sur le rayonnement direct des sources. C’est la diffraction du rayonnement incident qui rend négligeable les données volumiques dans le calcul acoustique. Elle est étudiée et illustrée à travers le cas simplifié du rayonnement d’une source placée à proximité d’un obstacle en conduite. Des comparaisons calculs/essais favorables valident la méthode et le code de calcul développé. Plusieurs configurations sont étudiées : l’insertion dans un conduit rectangulaire droit d’un diaphragme, d’un agencement de deux diaphragmes et d’un volet. En présence d’un diaphragme, une théorie de la similitude est introduite ; en présence d’un double diaphragme, des phénomènes d’interaction entre les deux obstacles apparaissent et sont analysés ; et en présence d’un volet, des résonances particulières sont examinées. / This manuscript deals with the development of a calculation method of low Mach number flow noise in ducts in the presence of fixed obstacles. lt consists of a numerical simulation of the flow during which data are saved and used in a second time to estimate the acoustic radiation. The fluid calculation is performed with an incompressible LES turbulence model. A code has been developed for the acoustic computation which includes the Fourier transform of the flow data, the integral computation and the post-processing. The originality of the method lies in the fact that it requires as information on the flow only surface data. No volume term needs to be saved during the fluid calculation. ln a duct obstructed by an obstacle, the main sources of noise are located near the obstacle and the scattered field on the obstacle dominates on the direct radiation of the sources. lt is the diffraction of the incident radiation which makes the volume data negligible in the acoustic calculation. This is studied and illustrated through the simplified case of the radiation from a source located near a ducted obstacle. Favorable comparisons with measurements validate the method and the developed code. Several configurations are studied: the insertion into a straight rectangular duct of a diaphragm, an arrangement of two diaphragms and a flap. ln the presence of a diaphragm, a theory of similarity is introduced; in the presence of a double diaphragm, interaction phenomena between the two obstacles appear and are analyzed; and in the presence of a flap, particular resonances are examined.

La prédiction de la réduction passive du bruit nécessite l’utilisation de modèles d’impédance acoustique fiables. La proposition de tels modèles en présence d’écoulement est un problème qui reste ouvert. Les travaux réalisés dans cette thèse sont consacrés à la mise en place d’une méthode expérimentale et numérique permettant de tester la validité de modèles d’impédance acoustique de traitements SDOF en présence d’écoulement. Cette approche repose sur la comparaison de résultats expérimentaux issus d’un banc aéroacoustique, et de résultats numériques issus d’un modèle FEM-PML axisymétrique basé sur l’équation de Galbrun. Ainsi, dans la première partie de cette thèse, le modèle FEM-PML utilisé est présenté. Dans la seconde partie, des modèles d’impédance acoustique de SDOF tenant compte de l’écoulement sont exposés, ainsi que la méthode de validation de ces modèles et les résultats de ces validations. / Prediction of noise reduction requires reliable acoustic impedance models. The proposal of such models in the presence of a mean flow is a problem which remains open. This thesis is devoted to the development of an experimental and a numerical method to test the validity of SDOF treatments acoustic impedance models in the presence of mean flow. This approach is based on the comparison of experimental results from an aeroacoustical duct, and numerical results from a FEM-PML axisymmetric model based on Galbrun’s equation. Thus, in the first part of this thesis, the FEM-PML model is presented. In the second part, some acoustic impedance models are exposed, and the validation method and the results of these validations are presented.

Bezsíťové metody reprezentují alternativu ke standardním diskretizačním technikám, které pro svůj chod vyžadují síť. V posledních desetiletích bylo vynaloženo mnoho úsilí k ověření konkurenceschopnosti bezsíťových metod v různých inženýrských odvětvích. Diplomová práce je zaměřena na aplikaci vhodné bezsíťové metody ve výpočetní aeroakustice. Stěžejní část této práce se zabývá úlohami šíření zvuku, které lze modelovat pomocí linearizovaných Eulerových rovnic. Obecně lze tyto rovnice zařadit mezi lineární hyperbolické systémy. Pro úlohy aeroakustiky se jako vhodná bezsíťová metoda jeví Finite point method (FPM), která byla úspěšně použita pro řešení úloh dynamiky tekutin. Odvozením této metody a návrhy k dosažení vysoké přesnosti se věnuje další část práce. Úlohy šíření zvuku se známým řešením jsou testovány vlastním softwarem vyvinutým speciálně pro tyto účely.

<p>  </p> <p>Three key challenges in developing advanced image-based computational models of cerebral aneurysms are: (i) disentangling the effect of biomechanics and confounding clinical risk factors on aneurysmal progression, (ii) accounting for arterial wall mechanics, and (iii) incorporating the effect of surrounding tissue support on vessel motion and deformation. This thesis addresses these knowledge gaps by developing fluid-structure interaction (FSI) models of subject-specific geometries of cerebral aneurysms to elucidate the effect of coupled hemodynamics and biomechanics. A consistent methodology for obtaining physiologically realistic computational FSI models from standard-of-care imaging data is developed. In this process, a novel technique to estimate heterogeneous arterial wall thickness in the absence of subject-specific arterial wall imaging data is proposed. To address a limitation in the mesh generation workflow of the state-of-the-art cardiovascular flow modeling tool SimVascular, generation of meshes with boundary-layer mesh refinement near the blood-vessel wall interface is proposed for computational geometries with nonuniform wall thickness. Computational murine models of thoracic aortic aneurysms were developed using the proposed methodology. These models were used to inform external tissue support boundary conditions for human cerebral aneurysm subjects via a scaling analysis. Then, the methodology was applied to subjects with multiple unruptured cerebral aneurysms. A comparative computational FSI analysis of aneurysmal biomechanics was performed for each subject-specific pair of computational models for the stable and growing aneurysms, which act as self-controls for confounding clinical risk factors. A higher percentage of area exposed to low shear and high median-peak-systolic arterial wall deformation, each by factors of 1.5 to 2, was observed in growing aneurysms, compared to stable ones. Furthermore, a novel metric – the oscillatory stress index (OStI) – was defined and proposed to indicate locations of oscillating arterial wall stresses. Growing aneurysms demonstrated significant areas with a combination of low wall shear and low OStI, which were hypothesized to be associated with regions of collagen degradation and remodeling. On the other hand, such regions were either absent (or were a small percentage of the total aneurysmal area) in the stable cases. This thesis, therefore, provides a groundwork for future studies, with larger patient cohorts, which will evaluate the role of these biomechanical parameters in cerebral aneurysm growth.</p>