Effect of signal duration on detection for gated and for continuous noise
Effect of signal duration on detection for gated and continuous noise
Jeffress, L. A.↗
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Effect of signal duration on detection for gated and for continuous noise.
Effect of signal duration on detection for gated and for continuous noise
MASKING↗
Studies with spike initiators - Linearization by noise allows continuous signal modulation in neural networks
It is shown that noise can be an important element in the translation of neuronal generator potentials (summed inputs) to neuronal spike trains (outputs), creating or expanding a range of amplitudes over which the spike rate is proportional to the generator potential amplitude. Noise converts the basically nonlinear operation of a spike initiator into a nearly linear modulation process. This linearization effect of noise is examined in a simple intuitive model of a static threshold and in a more realistic computer simulation of spike initiator based on the Hodgkin-Huxley (HH) model. The results are qualitatively similar; in each case larger noise amplitude results in a larger range of nearly linear modulation. The computer simulation of the HH model with noise shows linear and nonlinear features that were earlier observed in spike data obtained from the VIIIth nerve of the bullfrog. This suggests that these features can be explained in terms of spike initiator properties, and it also suggests that the HH model may be useful for representing basic spike initiator properties in vertebrates.
Yu, Xiaolong↗
Hearing loss in space
BACKGROUND: Temporary and, in some cases, permanent hearing loss has been documented after long-duration spaceflights. METHODS: We examined all existing published data on hearing loss after space missions to characterize the losses. RESULTS: Data from Russian missions suggest that the hearing loss, when it occurs, affects mainly mid to high frequencies and that using hearing protection often might prevent the loss. Several significant questions remain about hearing loss in space. While the hearing loss has been presumed to be noise-induced, no clear link has been established between noise exposure and hearing loss during spaceflight. In one documented case of temporary hearing loss from the Shuttle-Mir program, the pattern of loss was atypical for a noise-induced loss. Continuous noise levels that have been measured on the Mir and previous space stations, while above engineering standards, are not at levels usually associated with hearing loss in ground-based studies (which have usually been limited to 8-10 h exposure periods). Attempts to measure hearing in space using threshold-based audiograms have been unsuccessful in both the American and Russian programs due to noise interference with the measurements. CONCLUSIONS: The existing data highlight the need for reliable monitoring of both hearing and noise in long-duration spaceflight.
manned↗
NOISE PROBLEMS IN CONTINUOUS CHANNEL ELECTRON MULTIPLIERS
Noise problems in continuous channel multipliers
NOISE↗
Non-Gaussian noise Progress report
Probability density functions for quantization noise, continuous wave interference, impulse noise, and atmospheric noise
Tuncer, K. F.↗
Data on noise environments at different times of day around airports
Sources of information about noise environments at different times of the day at civilian and military airports are identified. Information about movements of scheduled flights are available in machine readable form from the Official Airline Guide. Information about permanent noise monitoring sites is readily obtained from individual airports. Limited data on the timing of flights are available at centralized locations for military airports. An examination of scheduled flights at commercial airports leads to the conclusion that differences between daytime and nighttime noise levels (measured in Equivalent Continuous Noise Level, LEQ) vary from 7 to 15 decibels. Data from 128 permanent noise monitoring sites at 11 airports are also examined. Differences between daytime and nighttime noise levels at these 128 noise monitoring sites vary from 3 to 17 decibels (LEQ). Preliminary analyses suggest that accurate estimates of time-of-day weights could not be obtained from conventional social surveys at existing airports.
Fields, J. M.↗
Method to Measure Total Noise Temperature of a Wireless Receiver During Operation
A method has been developed to measure the total effective noise power in a GPS receiver, including contributions from the system temperature, the antenna temperature, interference, lossy components, etc. A known level of noise is periodically injected before the preamplifier during normal tracking, with a switch set to a very low duty cycle, so that there is insignificant signal loss for the GPS signals being tracked. Alternately, a signal of known power may be injected. The coupling port is fed with a switch that can be controlled from the receiver s digital processing section. The switch can connect the coupling port to a noise or signal source at a known power level. The combined system noise is measured, and nearly continuous noise calibrations are made. The effect from injected noise/signals on the performance of the GPS receiver can be less than 0.01 dB of SNR loss. Minimal additional components are required. The GPS receiver is used to measure the SNRs required to solve for the noise level. Because this measurement is referenced to the preamplifier input, it is insensitive to variations in the receiver gain.
Young, Lawrence E.↗
Level, peculiarities and effects of coal mine noise on pit workers
There exists a correlation between noise intensity and spectrum and degree of hearing impairment in the different professional categories in the pit. Most affected are dross miners and drillers. In these, the first degree of hypoacusia sets in within the first five years of exposure. Deafness begins at a frequency of 4,000 Hz, but often enough (20%) at 2,000 Hz as well, progressively evolving through the classical stages if exposure to noise continues. In the coal bearing basins investigated, the noise level is, on the whole, 31.2%, but the conventional zone is not involved by more than 6.3%. Technological and medical measures are proposed for the purpose of avoiding these troubles in the future.
Darlea, I. G.↗
NASA's Subsonic Jet Transport Noise Reduction Research
Although new jet transport airplanes in today s fleet are considerably quieter than the first jet transports introduced about 40 years ago, airport community noise continues to be an important environmental issue. NASA s Advanced Subsonic Transport (AST) Noise Reduction program was begun in 1994 as a seven-year effort to develop technology to reduce jet transport noise 10 dB relative to 1992 technology. This program provides for reductions in engine source noise, improvements in nacelle acoustic treatments, reductions in the noise generated by the airframe, and improvements in the way airplanes are operated in the airport environs. These noise reduction efforts will terminate at the end of 2001 and it appears that the objective will be met. However, because of an anticipated 3-8% growth in passenger and cargo operations well into the 21st Century and the slow introduction of new the noise reduction technology into the fleet, world aircraft noise impact will remain essentially constant until about 2020 to 2030 and thereafter begin to rise. Therefore NASA has begun planning with the Federal Aviation Administration, industry, universities and environmental interest groups in the USA for a new noise reduction initiative to provide technology for significant further reductions.
Powell, Clemans A.↗
Predicting Quadcopter Drone Noise Using the Lattice Boltzmann Method
The market for new vertical takeoff and landing vehicles, including autonomous urban air taxis and drones for applications such as package delivery, imaging, and surveillance, is growing rapidly. However, aerodynamic noise continues to be the biggest roadblock to community acceptance and adoption. To predict the aerodynamic noise generated by an isolated quadcopter drone, derived from from first principles, we used the Lattice Boltzmann flow solver within NASA’s Launch Ascent and Vehicle Aerodynamics (LAVA) solver framework. The solver’s computational efficiency, and the complete absence of labor-intensive manual volume mesh generation in the workflow, are key to making routine aeroacoustic analysis of urban air taxis and drones from first principles possible.
Cadieux, Francois↗
Design, fabrication, and testing of a SMA hybrid composite jet engine chevron
Control of jet noise continues to be an important research topic. Exhaust nozzle chevrons have been shown to reduce jet noise, but parametric effects are not well understood. Additionally, thrust loss due to chevrons at cruise suggests significant benefit from deployable chevrons. The focus of this study is development of an active chevron concept for the primary purpose of parametric studies for jet noise reduction in the laboratory and technology development to leverage for full scale systems. The active chevron concept employed in this work consists of a laminated composite structure with embedded shape memory alloy (SMA) actuators, termed a SMA hybrid composite (SMAHC). The actuators are embedded on one side of the middle surface such that thermal excitation generates a moment and deflects the structure. A brief description of the chevron design is given followed by details of the fabrication approach. Results from bench top tests are presented and correlated with numerical predictions from a model for such structures that was recently implemented in MSC.Nastran and ABAQUS. Excellent performance and agreement with predictions is demonstrated. Results from tests in a representative flow environment are also presented. Excellent performance is again achieved for both open- and closed-loop tests, the latter demonstrating control to a specified immersion into the flow. The actuation authority and immersion performance is shown to be relatively insensitive to nozzle pressure ratio (NPR). Very repeatable immersion control with modest power requirements is demonstrated.
Turner, Travis L.↗
Annoyance due to simulated blade-slap noise
The effects of several characteristics of blade slap noise on annoyance response were studied. These characteristics or parameters were the sound pressure level of the continuous noise used to simulate helicopter broadband noise, the ratio of impulse peak to broadband noise or crest factor, the number of pressure excursions comprising an impulse event, the rise and fall time of the individual impulses, and the repetition frequency of the impulses. Analyses were conducted to determine the correlation between subjective response and various physical measures for the range of parameters studied. A small but significant improvement in the predictive ability of PNL was provided by an A-weighted crest factor correlation. No significant improvement in predictive ability was provided by a rate correction.
Powell, C. A.↗
Testing of SMA-enabled Active Chevron Prototypes under Representative Flow Conditions
Control of jet noise continues to be an important research topic. Exhaust-nozzle chevrons have been shown to reduce jet noise, but parametric effects are not well understood. Additionally, thrust loss due to chevrons at cruise suggests significant benefit from active chevrons. The focus of this study is development of an active chevron concept for the primary purpose of parametric studies for jet noise reduction in the laboratory and secondarily for technology development to leverage for full scale systems. The active chevron concept employed in this work consists of a laminated composite structure with embedded shape memory alloy (SMA) actuators, termed a SMA hybrid composite (SMAHC). SMA actuators are embedded on one side of the neutral axis of the structure such that thermal excitation, via joule heating, generates a moment and deflects the structure. The performance of two active chevron concepts is demonstrated in the presence of representative flow conditions. One of the concepts is shown to possess significant advantages for the proposed application and is selected for further development. Fabrication and design changes are described and shown to produce a chevron prototype that meets the performance objectives.
Turner, Travis L.↗
Recent Progress in Engine Noise Reduction for Commercial Aircraft Applications
Considerable progress has been made over the past ten years developing technologies for reducing aircraft noise. Engine noise continues to be a dominate source, particularly for aircraft departing from airports. Research efforts have concentrated on developing noise prediction methods, experimental validation, and developing noise reduction concepts that have been verified through model scale and static engine tests. Most of the work has concentrated on fan and jet components for commercial turbofan engines. In this seminar, an overview of the engine noise reduction work that was sponsored by NASA s Advanced Subsonic Technology Noise Reduction Program will be given, along with background information on turbofan noise sources and certification procedures. Concepts like "chevron" nozzles for jet noise reduction and swept stators for fan noise reduction will be highlighted. A preliminary assessment on how the new technologies will impact future engines will be given.
Huff, Dennis L.↗
Optimization and Control of Acoustic Liner Impedance with Bias Flow
Because communities are impacted by steady increases in aircraft traffic, aircraft noise continues to be a growing problem for the growth of commercial aviation. Research has focused on improving the design of specific high noise source areas of aircraft and on noise control measures to alleviate noise radiated from aircraft to the surrounding environment. Engine duct liners have long been a principal means of attenuating engine noise. The ability to control in-situ the acoustic impedance of a liner would provide a valuable tool to improve the performance of liners. The acoustic impedance of a liner is directly related to the sound absorption qualities of that liner. Increased attenuation rates, the ability to change liner acoustic impedance to match various operating conditions, or the ability to tune a liner to more precisely match design impedance represent some ways that in-situ impedance control could be useful. With this in mind, the research to be investigated will focus on improvements in the ability to control liner impedance using a mean flow through the liner which is referred to as bias flow.
Wood, Houston↗
Noise Generation by Fans with Supersonic Tip Speeds
Fan noise continues to be a significant issue for commercial aircraft engines and there still exists a requirement for improved understanding of the fundamental issues associated with fan noise source mechanisms. At the present time, most of the prediction methods identify the dominant acoustic sources to be associated with the stator vanes or blade trailing edges which are downstream of the fan face. However recent studies have shown that acoustic waves are significantly attenuated as they propagate upstream through a rotor, and if the appropriate corrections are applied, sound radiation from the engine inlet is significantly underpredicted. The prediction models can only be applied to fans with subsonic tip speeds. In contrast, most aircraft engines have fan tip speeds which are transonic and this implies an even higher attenuation for upstream propagating acoustic waves. Consequently understanding how sound propagates upstream through the fan is an important, and not well understood phenomena. The objective of this study is to provide improved insight into the upstream propagation effects through a rotor which are relevant to full scale engines. The focus of this study is on broadband fan noise generated by boundary layer turbulence interacting with the trailing edges of the fan blades. If this source mechanism is important upstream of the fan, the sound must propagate upstream through a transonic non uniform flow which includes large gradients and non linearities. Developing acoustic propagation models in this type of flow is challenging and currently limited to low frequency applications, where the frequency is of the same order as the blade passing frequency of the fan. For trailing edge noise, much higher frequencies are relevant and so a suitable approach needs to be developed, which is not limited by an unacceptably large computational effort. In this study we are in the process of developing a computational method which applies for the high frequencies of interest, and allows for any type of flow field associated with the fan. In this progress report the approach to be used and the basic equations will be presented. Some initial results will be given, but these are preliminary and need further verification.
Glegg, Stewart↗
Prediction of Landing Gear Noise Reduction and Comparison to Measurements
Noise continues to be an ongoing problem for existing aircraft in flight and is projected to be a concern for next generation designs. During landing, when the engines are operating at reduced power, the noise from the airframe, of which landing gear noise is an important part, is equal to the engine noise. There are several methods of predicting landing gear noise, but none have been applied to predict the change in noise due to a change in landing gear design. The current effort uses the Landing Gear Model and Acoustic Prediction (LGMAP) code, developed at The Pennsylvania State University to predict the noise from landing gear. These predictions include the influence of noise reduction concepts on the landing gear noise. LGMAP is compared to wind tunnel experiments of a 6.3%-scale Boeing 777 main gear performed in the Quiet Flow Facility (QFF) at NASA Langley. The geometries tested in the QFF include the landing gear with and without a toboggan fairing and the door. It is shown that LGMAP is able to predict the noise directives and spectra from the model-scale test for the baseline configuration as accurately as current gear prediction methods. However, LGMAP is also able to predict the difference in noise caused by the toboggan fairing and by removing the landing gear door. LGMAP is also compared to far-field ground-based flush-mounted microphone measurements from the 2005 Quiet Technology Demonstrator 2 (QTD 2) flight test. These comparisons include a Boeing 777-300ER with and without a toboggan fairing that demonstrate that LGMAP can be applied to full-scale flyover measurements. LGMAP predictions of the noise generated by the nose gear on the main gear measurements are also shown.
Lopes, Leonard V.↗