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Modelling and CFD Acoustic Analysis of Different Chevron Nozzles using

Ansys for Jet Noise Reduction

Experiment Findings · December 2022

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 “Modelling and CFD Acoustic Analysis of Different

Chevron Nozzles using Ansys for Jet Noise Reduction”

Submitted in partial fulfilment of the requirements for the

degree of

Bachelor of Technology
By

Shiv Sagar (Roll No.- 1901003)

Under the guidance of

Dr. Saroj Kumar Sarangi

Assistant Professor, Mechanical Engineering Dept.

National Institute of Technology Patna

(December - 2022)

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 Acknowledgments

I would like to express our sincere gratitude and thanks towards our guide Dr. Saroj
Kumar Sarangi, Assistant Professor, Mechanical Engineering, Dept., National
Institute of Technology Patna for his invaluable guidance and constant support.
During the entire project timeline, his trustworthy nature as well as the fruitful
discussions with him helped me a lot.

We would like to acknowledge the crucial role of the entity Department of Mechanical
Engineering, National Institute of Technology Patna for providing us with this
wonderful stage and opportunity. We also express a special thanks to my classmates
and seniors for their valuable help and kind gesture when needed.

Last but not the least, a million thanks to Almighty God who made me able to complete
this task and made every job a success.

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 Declaration

I, hereby declare that the project titled, “Modelling and CFD Acoustic Analysis of
Different Chevron Nozzles Using Ansys for Jet Noise Reduction” for the partial
fulfilment of the requirements for the degree of Bachelor of Technology (B.Tech.) in
Mechanical Engineering is a record of bonafide work out by me under the kind guidance
of Dr. Saroj Kumar Sarangi, Assistant Professor, Mechanical Engineering Dept.,
National Institute of Technology Patna.

I further declare that this written submission represents my ideas in my own words and
where others’ ideas have been included. I have adequately referenced the original
journal sources, citations, and books. I also declare that I have adhered to all principles
of academic honesty and integrity.

Date: 01/12/2022

Signature of Candidate
Shiv Sagar

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Table of Contents

Abstract VII
Nomenclature VIII
1. Introduction 1
1.1 Motivation 2
1.2 Objective 2
2. Literature Review 3
2.1 Chevron Nozzle 3
3. Methodology 4-5
4. CAD Modelling of Chevron Nozzle 6-10
5. CFD Acoustic Analysis of Chevron Nozzle 11-14
6. Results and Discussion 15-16
7. Conclusion 17

References

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List of Figures

Figure 2.1 Pointed Section of Chevron Nozzle[1]……………………………………………...…… 3

Figure 3.1 Schematic view of geometric parameters of chevrons[2]……………..……….. 4
Figure 4.1 Outline of Baseline Nozzle for mounting the chevrons on it………...………… 6
Figure 4.2 CAD Model of Baseline Nozzle……………………………………………………………… 6
Figure 4.3 CAD Model of N8β60 Nozzle………………………………………………………………… 7
Figure 4.4 CAD Model of N8β76.3 Nozzle……………………………………………………………… 7
Figure 4.5 CAD Model of N8β88.8 Nozzle……………………………………………………………… 7
Figure 4.6 CAD Model of N8β101.6 Nozzle……………………………………………………………. 8
Figure 4.7 CAD Model of N8β108 Nozzle………………………………………………………………. 8
Figure 4.8 CAD Model of N16β60 Nozzle………………………………………………………………. 8
Figure 4.9 CAD Model of N16β76.3 Nozzle.………………………………………….….……………. 9
Figure 4.10 CAD Model of N16β88.8 Nozzle.………………………………………….….……………. 9
Figure 4.11 CAD Model of N16β101.6 Nozzle.……………………………………….….……………. 9
Figure 4.12 CAD Model of N16β108 Nozzle………………………………………….….……………. 10
Figure 5.1 Acoustic Power Level of Baseline Nozzle (Max: 106 dB)….….….……………. 11
Figure 5.2 Acoustic Power Level of N8β60 Nozzle (Max: 83.2 dB)………..……………… 11
Figure 5.3 Acoustic Power Level of N8β76.3 Nozzle (Max: 72.4 dB)……………….……. 12
Figure 5.4 Acoustic Power Level of N8β88.8 Nozzle (Max: 79.1 dB)…………………….. 12
Figure 5.5 Acoustic Power Level of N8β101.6 (Max: 78.1 dB)…………………………….... 12
Figure 5.6 Acoustic Power Level of N8β108 (Max: 78.2 dB)………………………………… 13
Figure 5.7 Acoustic Power Level of N16β60 Nozzle (Max: 88.3 dB)……………………… 13
Figure 5.8 Acoustic Power Level of N16β76.3 Nozzle (Max: 82.3 dB)……………..……. 13
Figure 5.9 Acoustic Power Level of N16β88.8 Nozzle (Max: 80.2 dB)…………………… 14
Figure 5.10 Acoustic Power Level of N16β101.6 Nozzle (Max: 83.8 dB)…………………. 14
Figure 5.11 Acoustic Power Level of N16β108 Nozzle (Max: 82.5 dB)……………………. 14
Figure 6.1 Plot of Acoustic power level of different N8 chevron configurations……. 15
Figure 6.2 Plot of Acoustic power level of different N16 chevron configurations….. 16

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List of Tables

Table 1 Chevron configurations with geometric parameters……………………………………… 5

Table 2 Acoustic Power Level (in dB) of various chevron nozzles…………………………….. 15

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Abstract: When the nozzle of a jet engine increases the velocity of a fluid, a lot of noise
is produced. This noise is called jet noise and is unfavourable to the population and
airports nearby. Jet noise is often a dominant component of aircraft noise, particularly at
take-off. To meet the stringent noise abatement regulations, the aircraft industry is in a
pressing need of advanced noise reduction concepts.
Chevron Nozzle has been used in the current time as a handy noise control device for noise
reduction in jet engine. The main noise source in an engine is compressor, turbine,
combustion and the exhaust jet leaving the jet engine. Jet exhaust noise is created or
caused by the relative velocity between the jet exhaust and the surrounding. Chevron
Nozzle is an effective noise control technique currently used in few of the commercial
airliners. They generate perturbations near the nozzle exit and thereby potentially reduce
jet noise. These perturbations are believed to increase the production of small-scale
disturbances at the expense of large-scale turbulent structures. These large-scale
turbulent structures are responsible for the dominant portion of the jet mixing noise,
particularly low-frequency noise.
In the present work, the N8 chevron nozzle and N16 chevron nozzle, which are similar to
chevrons installed at the trailing edge of the nozzle of Bombardier CRJ900 and Boeing 787
respectively. Various models have been studied based on the effect of various geometric
parameters (design) of a chevron nozzle. This paper mainly focuses on the reduction of a
jet noise emission in the exhaust nozzle of turbofan engines. The selected designs of N8 and
N16 chevron nozzles were modelled in SolidWorks and analysed in ANSYS-Fluent software.
In this study, the simulation results are evaluated in order to obtain the optimal design of
the chevron nozzle with respect to the acoustic power level emitted. Various geometric
parameters like different numbers of chevrons and tip angles are employed on a 50.8 mm
exit diameter nozzle.

Keywords: Chevron Nozzle, CFD analysis, Aircraft engine, Acoustic power level.

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Nomenclature

EPNdB effective perceived noise in dB

f frequency of noise in Hz
St Strouhal number
u local axial velocity
ujet mass-average axial velocity of jet at the nozzle exit
x, y, z orthogonal coordinate system
D diameter of nozzle exit, taken as the average of the nozzle diameters at
the chevron valley and chevron peak
b base of chevron
h height of chevron
L length of the nozzle
N number of chevrons
 penetration angle
β tip angle

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1. Introduction

One of the most significant issues facing aviation today is noise pollution and the need to
drastically minimize the noise exposure of areas next to airports. The most significant
noise sources in aviation are the take-off and landing periods. The principal noise source
for most commercial airplanes is the engines. The secondary source is the airflow
surrounding the airplane (aerodynamic source)[3]. In terms of airplane noise sources,
engine noise has one of the greatest proportions, with jet noise contributing
significantly. Numerous studies and research projects have been conducted on jet noise
reduction, but the simplest way is to build chevrons on the nozzle without a significant
loss of propulsion force[4].
Jet noise, which emerges from an aircraft engine’s exhaust jet, is a significant component
of aviation noise, especially during take-off. Jet noise can be divided into three distinct
categories: 1. Turbulent mixing noise, 2. Noise linked with shocks, and 3. Scream tones
Jet noise in subsonic flows is mostly the result of turbulent mixing noise[5]. Shock-
associated noise and scream tones arise only for supersonic flows and when the nozzle is
operated outside of its design parameters. The jet Mach number is subsonic during take-
off in civil aircraft engines with constant-area nozzles[2-7].
Chevrons are a zigzag or sawtooth shape at the tip of the enclosure, with tips that are
slightly curved into the flow, and they are mandated for modern jet engines. The
triangular cut-outs on the nozzle’s edge cause stream-wise vortices in the shear layer,
resulting in an inflated mixture and a shorter jet plume; consequently, the chevrons
increase the mixture by the ideal amount, so reducing the total jet noise[8]. The number
of chevrons to be installed on a nozzle will be determined by the design criteria as well
as the efficiency and performance of the chevrons on the respective engines. In general,
airplane noise is caused by oscillations in an unstable flow. In an unstable flow, pressure
fluctuations occur to counteract momentum fluctuations. Since all actual fluids are
compressible, these pressure changes are transmitted to the surrounding fluid and
propagate away from the flow. These pressure waves in the surrounding fluid constitute
what is known as sound[9]. When a fluid travels as a jet into a stagnant or comparatively
slower-moving background fluid, the shear generated between the flowing and
stationary fluids generates a fluid-mechanical instability, causing the interface to
disintegrate into vortices. These vortices then proceed downstream at a velocity
between that of the high- and low-velocity flows. The characteristics of the jet’s noise
depend on whether its velocity is subsonic or supersonic relative to the surrounding
flow[10].
The project focuses primarily on determining the optimal chevron nozzle design,
analyzing the acoustic performance of various chevron nozzle profiles to provide
maximum noise suppression at the exit of the nozzle of the aircraft’s turbofan engine.
Flow factors such as pressure, acoustic power, and velocity are examined to identify the
most efficient N8 chevron design model.

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1.1 Motivation

Aircraft noise has become one of the major environmental constraints for the future
growth of the aircraft industry. For example, the US Federal Aviation Administration has
spent $5 billion on airport noise abatement programs since the 1980s and the US
Veterans Affairs spends around $100 million per year in hearing loss benefits to
veterans often exposed to high aircraft noise levels[6].
People who are very much concerned about the quality of their surroundings in urban
areas are mainly concerned about the noise levels in the locality. In modern days, jet
airlines are significantly more efficient with less noise compared to commercial jet
airlines of the 1960s and 1970s. Even so, the goal of reducing noise from aircraft in the
locality surrounding airports (aerodromes) continues to exist[11]. Aircraft
manufacturers are working amidst high noise abatement regulations in airport
localities.
Researchers have been exploring various flow control methods to reduce jet noise.
However, the chevron nozzle is the simplest technique to reduce the acoustic intensity
level without having a high loss of engine thrust.

1.2 Objective

One of the main problems occurring in the airplane sector is the high airplane noise
from the exhaust nozzle. This is because of the formation of larger vorticities at the
shear layer between the jet and the surrounding.
The objective of my project is as follows-
-To develop or obtain the optimal design of the chevron nozzle with respect to
acoustic noise reduction in order to get maximum noise reduction.

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2. Literature Review

There has been interest in research of noise reduction in airplanes for the last decades
due to high noise pollution from aircraft in locality surrounding airports continues to
exist. In the past few years, interest in the design of chevron nozzles increased
considerably and its simulation is suitable for the purpose.
First section of this study gives the cad modelling of N8 and N16 chevron nozzle with
varied tip angle. In the next section, CFD analysis is done to find the optimal chevron
nozzle.

2.1 Chevron Nozzle

The air coming out of the combustion chamber of aircraft has a higher temperature than
the air passing through the engine bypass duct. This temperature difference causes a
pressure difference between air flows.
Air passing through combustion chamber has higher pressure than the air coming out
without combustion. When such two air flows suddenly meet each other shear layer
between the jet and surrounding air is formed. Which causes the production of noise.
Aerospace companies are trying very hard to reduce the amount of noise produced due
to an aircraft engine[1].
So, to reduce such type of noise Chevron nozzles are used. Chevron nozzle forces the air
flow coming out of the bypass duct to concentrate on each pointed section of the nozzle.
This prevents sudden mixing of two air flows[12]. And reduce noise.

Figure 2.1 Pointed Section of Chevron Nozzle[1].

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3. Methodology

In this section, the dimensional parameters like length of nozzle, inlet and exhaust
diameter of nozzle, number of chevrons, length of chevron for design for baseline and
chevron nozzle are recorded. Simple triangular chevrons are used for the present
parametric study[12]. Geometry of a chevron nozzle is defined by parameters such as
number of chevrons (N), length of chevron (L), tip angle (β), and penetration length (α).
Figure 3.1 represents the simple schematic of the chevron geometry with its shape
defining parameters[9].

Figure 3.1 Schematic view of geometric parameters of chevrons[2].

Base of the individual chevron (b) can be calculated as,

𝜋𝐷
𝑏= (1)
𝑁
The relation between the tip angle (β), base of chevron (b) and length of chevron can be
calculated using trigonometric functions,
β 𝑏
tan (2) = (2)
2𝐿
By combining and rearranging equations (1) and (2), it gives
𝐿 𝛽 𝜋
× tan ( 2 ) × 𝑁 = (3)
𝐷 2
Length of the nozzle which is dependent on the exhaust diameter of the nozzle that is
given as,
𝐿 = 4.25 × 𝐷
Height of the chevron is given as,
𝑏
ℎ= 2

From these formulas we can say that the length of the chevron is depends on the No. of
chevrons and tip angle for showing chevron configuration we can write simply as
“Nxβy”. Equation (3) shows that the length to diameter ratio is purely dependent on the
number of chevrons and the tip angle. This relation suggests these basic parameters
defining the geometry of chevron are interdependent and changing individual
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parameter without changing the other is not possible. Hence, chevron configurations
are chosen very carefully such that effect of individual parameter can be deducted from
that.
For the designing the chevron nozzle, the exhaust diameter of nozzle is considered to be
50.8 mm, tip angle (β) as 60˚, penetration angle (α) as 5˚ and number of chevron (N) as
8 so that the chosen configuration will be N8β60. Using the above relations, the base of
the nozzle is estimated to be 19.54 mm and the length of chevron as 17.26 mm, while
the length of the nozzle is 152.5 mm.

% of L wrt
N β (in degrees) L (in mm) D (in mm) L/D
to D
8 60 17.278 50.8 0.34012 34
8 76.3 12.7 50.8 0.25 25
8 88.8 10.2 50.8 0.20 20
8 101.6 8.14 50.8 0.1602 16
8 108 7.25 50.8 0.14272 14
16 60 8.638 50.8 0.17 17
16 76.3 6.349 50.8 0.12498 12
16 88.8 5.092 50.8 0.10023 10
16 101.6 4.067 50.8 0.8005 80
16 108 3.623 50.8 0.07131 7

Table 1 Chevron configurations with geometric parameters.

The project mostly focuses on varying the tip angle (β) while un-altering the chevron
count. It’s been clear that there will be only one value of length to diameter ratio to a
combination of chevron count and tip angle even if the other geometrical parameters
are varied. Numerous calculations have been done to check out the best possible
variants of N8 chevron nozzle. Tip angle has been varied from 20° to 110°and have
cornered 5 models/variants with respect to length to diameter ratio of the variants.
Geometrical parameters of those selected models have been studied by altering the
diameter of each variant.
The project study mostly focuses on varying the tip angle (β) and number of chevrons
(N) while un-altering the exit diameter of nozzle. It’s been clear that there will be only
one value of length to diameter ratio to a combination of chevron count and tip angle
even if the other geometrical parameters are varied. Numerous calculations have been
done to check out the best possible variants of N8 chevron nozzle. Tip angle has been
varied from 20° to 110°and have cornered 11 models/variants with respect to length to
diameter ratio of the variants. Geometrical parameters of those selected models have
been studied by altering the diameter of each variant.

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4. CAD Modelling of Chevron Nozzle

The basic outline of the models was taken from a baseline nozzle. The baseline nozzle
was also modelled in SolidWorks as a reference to the selected models.

Figure 4.1 Outline of Baseline Nozzle for mounting the chevrons on it.

The following are CAD models of above-mentioned chevron nozzles with mentioned
number of chevrons (N) and tip angle (β).

Figure 4.2 CAD Model of Baseline Nozzle

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 Figure 4.3 CAD Model of N8β60 Nozzle.

Figure 4.4 CAD Model of N8β76.3 Nozzle.

Figure 4.5 CAD Model of N8β88.8 Nozzle.

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 Figure 4.6 CAD Model of N8β101.6 Nozzle.

Figure 4.7 CAD Model of N8β108 Nozzle.

Figure 4.8 CAD Model of N16β60 Nozzle.

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 Figure 4.9 CAD Model of N16β76.3 Nozzle.

Figure 4.10 CAD Model of N16β88.8 Nozzle.

Figure 4.11 CAD Model of N16β101.6 Nozzle.

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 Figure 4.12 CAD Model of N16β108 Nozzle.

The design of a nozzle with chevrons is simple when the geometrical parameters are
known. It only involves basic calculations and simple formulas and varying each
parameter would result in unique values. Also, the 3D modelling of chevrons is also
simple because it does not have intricate parts and does not involve complex tools of
any CAD software. But the actual design of chevrons used in aircraft engines is totally
different and involves more than the considered parameters in the study. Hence this
design is used for basic analysis and is deplorable for pragmatic conditions.

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5. CFD Acoustic Analysis of Chevron Nozzle

Meshing was done using ANSYS Fluent solver software with element size of 0.015m and
max face size of 0.005m. A structured mesh has been used.
Analysis is done with the density-based solver since the flow is incompressible. Viscosity
parameter is chosen as realizable k-epsilon and energy equation is turned on. The inlet
condition is taken as pressure inlet 155 kPa, initialized pressure inlet 154.555 kPa and
temperature 600K. The outlet condition as pressure outlet 7.5 kPa. The fluid was taken
air as ideal gas and Sutherland viscosity parameter.
In this study, acoustic power level (in dB) is the main parameter considered. Hence the
analysis was mainly concentrated on acoustic power level.
Contours of acoustic power level and static pressure, velocity vector of all 11 models, has
been keenly visualized. They have been checked with the calculated parameters and
found out to be almost accurate.

Acoustic Power Level contours

Acoustic power level gives the amount of noise produced as shown in figures below
where the analysis was carried out. The acoustics power level is higher (red band) at the
end of nozzle because of turbulent mixing of hot and cold air and generation of strong
vortices.

Figure 5.1 Acoustic Power Level of Baseline Nozzle (Max: 106 dB).

Figure 5.2 Acoustic Power Level of N8β60 Nozzle (Max: 83.2 dB).
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 Figure 5.3 Acoustic Power Level of N8β76.3 Nozzle (Max: 80.1 dB).

Figure 5.4 Acoustic Power Level of N8β88.8 Nozzle (Max: 79.1 dB).

Figure 5.5 Acoustic Power Level of N8β101.6 (Max: 78.1 dB).

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 Figure 5.6 Acoustic Power Level of N8β108 (Max: 78.2 dB).

Figure 5.7 Acoustic Power Level of N16β60 Nozzle (Max: 88.3 dB).

Figure 5.8 Acoustic Power Level of N16β76.3 Nozzle (Max: 82.3 dB).

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 Figure 5.9 Acoustic Power Level of N16β88.8 Nozzle (Max: 80.2 dB).

Figure 5.10 Acoustic Power Level of N16β101.6 Nozzle (Max: 83.8 dB).

Figure 5.11 Acoustic Power Level of N16β108 Nozzle (Max: 82.5 dB).

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6. Results and Discussion

The results of the analysis are summarized in the table below.

Number of Chevrons
Sr. No. Chevron Specification Acoustic Power Level (dB)
(N)
1 Baseline Nozzle 0 106
2 N8β60 8 83.2
3 N8β76.3 8 80.1
4 N8β88.8 8 79.1
5 N8β101.6 8 78.1
6 N8β108 8 78.2
7 N16β60 16 88.3
8 N16β76.3 16 82.3
9 N16β88.8 16 80.2
10 N16β101.6 16 83.8
11 N16β108 16 82.5
Table 2 Acoustic Power Level (in dB) of various chevron nozzles.

A graph each for N8 and N10 chevron nozzles has also been plotted comparing the
acoustic power levels of different nozzles. The results of the models in the above models
ended up in an acute discernment. There have been two keen notable outcomes form the
observations done-
▪ In general, the noise suppression increases with the increase in tip angle to some
extent but then the effectiveness of chevron nozzle decreases.
▪ The performance of nozzle having NOC equals to 8 is more effective in noise
suppression that that having NOC equals to 16.

N8 Chevron Nozzle
120 108
106
Acoustic Power Level (in dB)

101.6
100 83.2
88.8
80.1
80
78.1 78.2
60 76.3 79.1

60
40

20
0
0
Baseline Nozzle N8β60 N8β76.3 N8β88.8 N8β101.6 N8β108
Tip Angle (β)

β Acoustic Power Level

Figure 6.1 Plot of Acoustic power level of different N8 chevron configurations.

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 N16 Chevron Nozzle
120 108
106 101.6
88.8
Acoustic Power Level (in dB)

100
88.3 82.3

80
76.3 83.8 82.5
80.2
60

40 60

20

0
0
Baseline Nozzle N16β60 N16β76.3 N16β88.8 N16β101.6 N16β108
Tip Angle (β)

β Acoustic Power Level

Figure 6.2 Plot of Acoustic power level of different N16 chevron configurations.

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7. Conclusion

From the acoustic analysis of a chevron nozzle, it is well understood that noise
suppression is acquired with the implementation of chevrons. The variations in the N*
and N16 models also showed the variations in different parameters, and the effective
model is considered.
Considering all possible factors, it is concluded that the efficient model in N8
configuration is N8β88.8 and in N16 configuration is N16β88.8 and is recommended to
be used in the aircraft engine as it provides effective performance.

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 References

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4. S. Mullick, “Impact of New Chevron Configurations on Mixing Enhancement in
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