The filtered Rayleigh scattering (FRS) optical diagnostic has become an attractive technique for advanced aerodynamic measurements. The appeal of FRS is that it can simultaneously quantify density, temperature, and vector velocity. Additionally, it is entirely non-intrusive to the flow since the technique leverages how laser light scatters off of molecules naturally present in the gas. Acquired FRS data considered herein is in the form of a frequency spectrum. To process this data, a measurement model for the FRS spectrum is used, where inputs to this model are the flow field quantities of interest and the output is a representative FRS spectrum. An iterative procedure on these quantities is performed until the model spectrum matches the measured spectrum. However, as observed in certain applications of this technique, there is a range of measurement configurations where the standard methods to model this spectrum do not agree with measured spectra, even at known flow conditions. This disagreement causes large bias uncertainties in determined flow field quantities. This work leverages a data-driven approach to diagnose this disagreement by utilizing an extensive FRS database. Data analysis indicates that the widely used Tenti S6 model for the Rayleigh scattering lineshape is invalid in certain operating regions. A new Rayleigh lineshape modeling methodology, the Cabannes model, is introduced that vastly improves the agreement between measured and modeled FRS signals. Analysis of the Cabannes model indicates that one only needs to use this modeling methodology for FRS and not laser Rayleigh scattering (LRS). This improved measurement model can be used to mitigate bias uncertainties, and, in turn, improve the reliability of the FRS optical instrument. / Doctor of Philosophy / The filtered Rayleigh scattering (FRS) laser-based measurement technique has become an attractive tool for aerodynamic measurements. Leveraging the theory of Rayleigh scattering, measuring how laser light scatters off of air molecules can be used to determine the temperature, density, and velocity of the air. A specific combination of temperature, density, and velocity results in a unique, measured FRS signal. A computational model of this FRS signal is then used to go from FRS signal to those three quantities of interest. However, as observed by certain applications of this technique, there is a certain range of measurement cases where the standard methods to model this signal do not agree with measured signals at known values for temperature, density, and velocity of the air. This disagreement between modeled and measured signals causes large errors, and, therefore, decreases the reliability of this measurement for those cases. This work analyzes an extensive FRS database to determine the source of this disagreement. The conclusion from this data analysis is that the widely used computational model in the community is not correct for certain applications of this FRS measurement. A new method to model FRS signals is proposed in this work, which vastly improves the agreement between measured and modeled signals. This improved computational model can be used to remove the large errors seen in this FRS measurement system that were previously caused by modeling errors. This, in turn, will improve the reliability of this technique across the whole application space of applied aerodynamic measurements.

Extensive disturbance rejection methods have been established for time-invariant systems. However, the development of these techniques has not focused on application to time-periodic systems in particular until recently. The filtered-X LMS algorithm is regarded as the best disturbance rejection technique for aperiodic systems by many, as has been proven in the acoustics industry for rejecting unwanted noise. Since this is essentially a feedforward approach, we might expect its performance to be good with respect to time-periodic systems in which the disturbance frequency is already known. The work presented in this thesis is an investigation of the performance of the filtered-X LMS algorithm for disturbance rejection in time-periodic systems. Two cases are examined: a generalized linear, time-periodic system and the helicopter rotor blade in forward flight. Results for the generalized system show that the filtered-X LMS algorithm does converge for time-periodic disturbance inputs and can produce very small errors. For the helicopter rotor blade system the algorithm is shown to produce very small errors, with a 96%, or 14 dB, reduction in error from the open-loop system. The filtered-X LMS disturbance rejection technique is shown to provide a successful means of rejecting timeperiodic disturbances for time-periodic systems. / Master of Science

Doctor of Philosophy / Filtered Rayleigh scattering (FRS) is a laser-based measurement technique that makes use of the scattering of light off particles that are much smaller than the wavelength of light that hits them (i.e., Rayleigh scattering of air molecules). The scattered laser light is altered after encountering particles in predictable ways that can be related to changes in velocity, temperature, and density. However, other sources of scattered light interfere with the pure Rayleigh scattering signal such as Mie and background scattering. Mie scattering is the scattering of light off particles that are much bigger than the wavelength of light that hits them (i.e., dust particles suspended in air). Background scattering is the laser light scattered off physical objects that reflect back into the region of interest. The different types of scattering are accounted for with intensive modeling and iterative fitting schemes where the error between simulated data and experimental data is minimized. This fit allows for velocity, temperature, and density information to be extracted from the measured scattered light. This iterative scheme is then applied to experimental measurements on the ground with mini turbojet engines as well as full-scale turbofan engines. A data grouping technique is derived such that the total measured force using FRS can be divided into individual contributions from different parts of the engine. These developed techniques have laid the foundation for future in-flight measurements of engine forces.

Foundational approaches for realizing practical, non-intrusive measurements using filtered Rayleigh scattering (FRS) are presented and analyzed for the multi-property quantification of internal flow fields. Validation is challenging in applying computational fluid dynamics (CFD) solutions to real-world scenarios, necessitating benchmark measurements with well-defined uncertainties. The ideal instrument for achieving the required measurements should be non-intrusive and require no particulate or gas seeding. One approach that satisfies these requirements is filtered Rayleigh scattering. FRS is a laser-based optical diagnostic technique that allows for the simultaneous, non-intrusive measurement of three-component velocity, static temperature, and static density everywhere within a two-dimensional plane illuminated by laser light without using any form of flow seeding. The major disadvantage of FRS is that it is very susceptible to signal contamination from particles and surfaces illuminated by the probing laser source. The effects of these contamination sources of the FRS signal are quantified as a function of their intensity relative to the Rayleigh scattered light. As the most significant contributor to Rayleigh scattering contamination, methods for reducing geometric or background contributions were investigated. Structured illumination was applied in cross-correlation Doppler global velocimetry to reduce geometric scattering contributions in image acquisition, demonstrating the removal of background scattering biases in an FRS-similar technique. For multi-property measurements, it is shown that with only an order of magnitude estimate of Mie and geometric scattering, a range of wavenumbers termed the rejection region can be pre-defined such that molecular iodine absorbs the contamination. At the same time, Rayleigh scattered light can pass through. Mie and geometric scattering contributions are reduced to negligible levels within the rejection region, allowing for unbiased temperature and density measurement. Additionally, a method for determining only Doppler shift, desirable due to its increased processing speed and spatial resolution, was developed and shown to be robust to at least one order of magnitude greater Mie and geometric scattering than other methods. The biases associated with sampling a statistical average of the flow using time-averaged FRS were also investigated. The result is that measuring flow properties with the "constant in time" assumption is valid up to a turbulent intensity of 20%, resulting in biases in velocity and temperature greater than 10% of the measurement uncertainties predicted without these contributions. These advancements allow researchers to optimize measurement parameters and predict uncertainties before integrating them into a facility. These methods were implemented in a turbulent, highly distorted internal flow environment with Mie and background scattering present. Measurement uncertainties for vector velocity components, static temperature, and static density are predetermined using a 95% confidence interval on the Monte Carlo simulation results. Derived measurement uncertainties are calculated by propagating the results of the Monte-Carlo simulation. Measurements are compared to reference five-hole probe and particle image velocimetry measurements to assess the validity of the predicted uncertainty bounds. The results from this study show good agreement in the measurement of axial velocity and derived circumferential and radial flow angles when compared to reference measurements. These comparisons typically yield measurements that measure the same value as the five-hole probe data within the pre-defined uncertainty bounds of 9 m/s, 1.0°, and 3.8°, with significant deviations occurring at radii greater than 71% for tangential flow angle and radii greater than 55% for radial flow angle. Compared to facility average measurements, static density and static pressure data collected over the entire plane show RMSD values comparable to predicted measurement uncertainties of 0.043 kg/m^3 and 4.0 kPa, respectively. For the same comparison, temperature measurements show a greater RMSD than the predicted uncertainty of 8.4 K. While additional work remains to identify sources of bias error in some measurements, this work lays the foundation for FRS-based diagnostics to be used as a replacement or supplemental measurement technique in quantifying the state of fluid flow fields. / Doctor of Philosophy / Rayleigh scattering is a process that results from the interaction of light with microscopic particles that, whether we know it or not, we experience every day. When sunlight interacts with air molecules, the light scattered to our eyes is blue. The fact that the sky appears blue indicates a key property of Rayleigh scattering in that it is most efficient for the shortest wavelengths. What isn't apparent is that a whole host of other properties can be extracted from observed scattering by imaging it with a camera and a specialized filter when illuminated by a narrow wavelength laser. The problem is that a few dust particles, small enough to pass through a household air filter, can scatter more light than all the air molecules in a shot glass, with laser light scattering off large surfaces even more intense. The primary focus of this dissertation is to define Foundational approaches for realizing practical, non-intrusive filtered Rayleigh scattering techniques and methods necessary so that the light scattered from air molecules can be measured while avoiding the scattering from particles and surfaces. These approaches enable the measurement of the three-component velocity, temperature, and density of the gas being illuminated without the measurement affecting the flow itself. Because all these properties can be measured simultaneously, Rayleigh scattering provides one of the most comprehensive experimental measurement techniques available to researchers, making it highly desirable in quantifying gaseous flows and validating computational fluid dynamics calculations. Measurements collected with the techniques outlined in this work are validated experimentally using reference measurements in a large-scale internal flow facility, providing the groundwork for future applications of Rayleigh scattering-based diagnostics.

In the last decade acoustic noise has become more and more regarded as a problem. In cars, boats, trains and aircraft, low-frequency noise reduces comfort. Lightweight materials and more powerful engines are used in high-speed vehicles, resulting in a general increase in interior noise levels. Low-frequency noise is annoying and during periods of long exposure it causes fatigue and discomfort. The masking effect which low-frequency noise has on speech reduces speech intelligibility. Low-frequency noise is sought to be attenuated in a wide range of applications in order to improve comfort and speech intelligibility. The use of conventional passive methods to attenuate low-frequency noise is often impractical since considerable bulk and weight are required; in transportation large weight is associated with high fuel consumption. In order to overcome the problems of ineffective passive suppression of low-frequency noise, the technique of active noise control has become of considerable interest. The fundamental principle of active noise control is based on secondary sources producing ``anti-noise.'' Destructive interference between the generated and the primary sound fields results in noise attenuation. Active noise control systems significantly increase the capacity for attenuating low-frequency noise without major increase in volume and weight. This doctoral dissertation deals with the topic of active noise control within the passenger cabin in aircraft, and within headsets. The work focuses on methods, controller structures and adaptive algorithms for attenuating tonal low-frequency noise produced by synchronized or moderately synchronized propellers generating beating sound fields. The control algorithm is a central part of an active noise control system. A multiple-reference feedforward controller based on the novel actuator-individual normalized Filtered-X Least-Mean-Squares algorithm is introduced, yielding significant attenuation of such period noise. This algorithm is of the LMS-type, and owing to the novel normalization it can also be regarded as a Newton-type algorithm. The new algorithm combines low computational complexity with high performance. For that reason the algorithm is suitable for use in systems with a large number of control sources and control sensors in order to reduce the computional power required by the control system. The computational power of the DSP hardware is limited, and therefore algorithms with high computational complexity allow fewer control sources and sensors to be used, often with reduced noise attenuation as a result. In applications, such as controlling aircraft cabin noise, where a large multiple-channel system is needed to control the relative complex interior sound field, it is of great importance to keep down the computational complexity of the algorithm so that a large number of loudspeakers and microphones can be used. The dissertation presents theoretical work, off-line computer experiments and practical real-time experiments using the actuator-individual normalized algorithm. The computer experiments are principally based on real-life cabin noise data recorded during flight in a twin-engine propeller aircraft and in a helicopter. The practical experiments were carried out in a full-scale fuselage section from a propeller aircraft. / Buller i vår dagliga miljö kan ha en negativ inverkan på vår hälsa. I många sammanhang, i tex bilar, båtar och flygplan, förekommer lågfrekvent buller. Lågfrekvent buller är oftast inte skadligt för hörseln, men kan vara tröttande och försvåra konversationen mellan personer som vistas i en utsatt miljö. En dämpning av bullernivån medför en förbättrad taluppfattbarhet samt en komfortökning. Att dämpa lågfrekvent buller med traditionella passiva metoder, tex absorbenter och reflektorer, är oftast ineffektivt. Det krävs stora, skrymmande absorbenter för att dämpa denna typ av buller samt tunga skiljeväggar för att förhindra att bullret transmitteras vidare från ett utrymme till ett annat. Metoder som är mera lämpade vid dämpning av lågfrekvent buller är de aktiva. De aktiva metoderna baseras på att en vågrörelse som ligger i motfas med en annan överlagras och de släcker ut varandra. Bullerdämpningen erhålls genom att ett ljudfält genereras som är lika starkt som bullret men i motfas med detta. De aktiva bullerdämpningsmetoderna medför en effektiv dämpning av lågfrekvent buller samtidigt som volymen, tex hos bilkupen eller båt/flygplanskabinen ej påverkas nämnvärt. Dessutom kan fordonets/farkostens vikt reduceras vilket är tacksamt för bränsleförbrukningen. I de flesta tillämpningar varierar bullrets karaktär, dvs styrka och frekvensinnehåll. För att följa dessa variationer krävs ett adaptivt (självinställande) reglersystem som styr genereringen av motljudet. I propellerflygplan är de dominerande frekvenserna i kabinbullret relaterat till propellrarnas varvtal, man känner alltså till frekvenserna som skall dämpas. Man utnyttjar en varvtalssignal för att generera signaler, så kallade referenssignaler, med de frekvenser som skall dämpas. Dessa bearbetas av ett reglersystem som generar signaler till högtalarna som i sin tur generar motljudet. För att ställa in högtalarsignalerna så att en effektiv dämpning erhålls, används mikrofoner utplacerade i kabinen som mäter bullret. För att åstadkomma en effektiv bullerdämpning i ett rum, tex i en flygplanskabin, behövs flera högtalare och mikrofoner, vilket kräver ett avancerat reglersystem. I doktorsavhandlingen ''Active Control of Propeller-Induced Noise in Aircraft'' behandlas olika metoder för att reducera kabinbuller härrörande från propellrarna. Här presenteras olika strukturer på reglersystem samt beräkningsalgoritmer för att ställa in systemet. För stora system där många högtalare och mikrofoner används, samt flera frekvenser skall dämpas, är det viktigt att systemet inte behöver för stor beräkningskapacitet för att generera motljudet. Metoderna som behandlas ger en effektiv dämpning till låg beräkningskostnad. Delar av materialet som presenteras i avhandlingen har ingått i ett EU-projekt med inriktning mot bullerundertryckning i propellerflygplan. I projektet har flera europeiska flygplanstillverkare deltagit. Avhandlingen behandlar även aktiv bullerdämpning i headset, som används av helikopterpiloter. I denna tillämpning har aktiv bullerdämpning används för att öka taluppfattbarheten.