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AIRCRAFT ENGINE NOISE

CFMI Acoustics Presentation. AIRCRAFT ENGINE NOISE. ROME AERONAUTICAL ENGINEERING UNIVERSITY May the 28 th , 2004. 140-160 pax. A320 / CFM56-5A. B737 NG / CFM56-7. B737 CL / CFM56-3. 5 dB. 110-130 pax. A320 / CFM56-5B. 1990. 1970. 1980. 2000 *. Noise Reduction Trends.

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AIRCRAFT ENGINE NOISE

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  1. CFMI Acoustics Presentation AIRCRAFT ENGINE NOISE ROME AERONAUTICAL ENGINEERING UNIVERSITY May the 28th, 2004

  2. 140-160 pax A320 / CFM56-5A B737 NG / CFM56-7 B737 CL / CFM56-3 5 dB 110-130 pax A320 / CFM56-5B 1990 1970 1980 2000 * Noise Reduction Trends Average Noise Reduction in Decibels per Operation B737-200 B727-200 high bypass ratio engines entry into service 7 to 8 dB reduction per operation optimization of noise reduction technologies * Entry Into Service Year 1.5dB reduction per operation

  3. Noise Footprint Example SAME AIRCRAFT : GENERATION 1 ENGINES vs NEW GENERATION ENGINES

  4. INTRODUCTION • ACOUSTIC REGLEMENTATION • CFMI NOISE SITUATION • NOISE INSIDE A NEW ENGINE PROJECT • NOISE CERTIFICATION • TODAY'S NOISE TECHNOLOGIES • FOR A QUIET FUTURE • QUESTIONS

  5. Thrust Reduction Take-Off (with cut-back) » 1000ft 6500 m Sideline 450 m 3° 2000 m Approach Acoustic Reglementation Noise Certification Scheme AVIATION ENVIRONMENTAL PROTECTION ICAO ANNEX 16 Vol.1 Chapter 3 (THIRD EDITION 1993) JOINT AVIATION REQUIREMENTS : JAR 36 (1997) FEDERAL AVIATION REGULATIONS : FAR 36 (1993) RUSSIAN AVIATION REGISTRATION : AP-36 (AVIATION REGULATION - 36)

  6. Measure Physical Unit : the décibel (dB) dB = 10 log (acoustic pressure / 20 µPa) 10 Physiological Correction Acoustic unit used Physical units For aircraft noise certification Representing annoyance Annoyance curves EPNL = Noise integration on T PNL ( Perceived Noise Level ) T P N L m a x T P N L ( d B ) 1 0 d B TPNL ( Tone corrected T Perceived Noise Level ) T e m p s d e s u r v o l a v i o n t ( s ) EPNL (Effective Perceived Noise Level ) iso -sonical lines : same perception For human ear Vs frequency Acoustic Reglementation EPNL : the noise aeronautical unit

  7. 110 CUT-BACK 4 ENGINES APPROACH 105 CUT-BACK 3 ENGINES SIDELINE 100 CUT-BACK 2 ENGINES EPNL 95 90 85 10 100 1000 Airplane MTOW (Tons) Acoustic Reglementation ICAO Acoustic Certification - Stage 3 Limits

  8. Uncertified Aircraft (« Stage 1 ») Noise Level « Stage 1 » Phaseout « Stage 1 » Production Stop Stage 2 ICAO Decision Stage 3 Stage 2 Phaseout Stage 2 Production Stop ICAO Decision ICAO Decision US Europe Stage 4 (St3 - 10 dB Cum) CAEP V (2001) 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 Acoustic Reglementation ICAO Noise Rules Evolution NOISE STRINGENCY IS INCREASING WITH YEARS

  9. Acoustic Reglementation Stage 4 Noise Regulation • CAEP V PROPOSAL FOR STAGE 4 • STAGE 4 LIMIT FOR CUMULATIVE MARGIN 10 EPNdB MORE STRINGENT THAN STAGE 3 LIMIT • NO TRADES ALLOWED re. to STAGE 3 • ANY 2 POINTS MUST HAVE MARGINS VS STAGE 3 THAT SUM TO AT LEAST 2 EPNdB • APPLICABLE BY JANUARY 1ST, 2006 TO CERTIFICATION OF NEW TYPES ( NEW OR DERIVATIVE A/C) • NO GLOBAL PHASE-OUT STAGE 3 REGULATION AIRCRAFT CERTIFIED AFTER OCTOBER 06 , 1977 2006 2001 1977 Date of application

  10. INTRODUCTION • ACOUSTIC REGLEMENTATION • CFMI NOISE SITUATION • NOISE INSIDE A NEW ENGINE PROJECT • NOISE CERTIFICATION • TODAY'S NOISE TECHNOLOGIES • FOR A QUIET FUTURE • QUESTIONS

  11. CFM International is a Joint Company of Snecma Moteurs, France and General Electric Co., U.S.A.

  12. CFMI Noise Situation Snecma Moteurs has prime responsibilty for Noise Engineeringon all CFM56 Programmes CFM56-3B/C CFM56-7B CFM56-5A & 5B CFM56-5C

  13. CFMI Noise Situation A Continued Effort To Reduce Noise ICAO CHAPTER 3 LIMIT Noise improvement on A320 engined by CFM56 Noise margin improvedby 50% over 10 years Cumulated Margin (EPNdB) Certification Year

  14. A321 / CFM56-5B acoustic kit CFMI Noise Situation CFMI Engines Certified Noise Cumulative Margin STAGE 3

  15. INTRODUCTION • ACOUSTIC REGLEMENTATION • CFMI NOISE SITUATION • NOISE INSIDE A NEW ENGINE PROJECT • NOISE CERTIFICATION • TODAY'S NOISE TECHNOLOGIES • FOR A QUIET FUTURE • QUESTIONS

  16. Thrust Reduction FlyOver » 1000ft 6500 m Sideline 450 m 3° 2000 m Approach Noise inside a new Engine Project Strong Integration in Engine and Aircraft Development Processes Development Engine ComponentDefinition NoiseGuarantees Advanced Project Certification 4 5 2 3 1

  17. Noise inside a new Engine Project Specific Prediction Tools to support all Engine Programme Steps Development Engine ComponentDefinition NoiseGuarantees Advanced Project Certification 4 5 2 3 1 FanNoise CombustorNoise TurbineNoise JetNoise Installation / Flight Effects AirframeNoise Propagation Effects Perceived Noise Level Community Noise Impact

  18. Forward Fan Noise Aft Fan Noise Core Noise Turbine Noise Jet Noise Airframe Noise FLIGHT & INSTALLATION EFFECTS PROPAGATION EFFECTS EPNL Noise inside a new Engine Project Noise Sources & EPNL Calculation Engine Noise Sources Aircraft Factors Atmosphere

  19. Noise inside a new Engine Project Low Noise Engine Component Design Development Engine ComponentDefinition NoiseGuarantees Advanced Project Certification 4 5 2 3 1 Aérodynamics AdvancedModels &PredictionTechniques Acoustics Mécanical Design Fan Module Nozzles

  20. 85 dB Entrée d ’Air 80 dB 75 dB 70 dB 65 dB Demi-Sphère3 Diametres Noise inside a new Engine Project Optimisation of Noise Reduction Systems Development Engine ComponentDefinition NoiseGuarantees Advanced Project Certification 4 5 2 3 1 Aérodynamics AdvancedModels &PredictionTechniques Acoustics Mécanical Design 3D Duct Propagation Method 3DOF Multilayer Liner Design

  21. Noise inside a new Engine Project Experimental Validation Development Engine ComponentDefinition NoiseGuarantees Advanced Project Certification 4 5 2 3 1 Anechoic Wind Tunnel Outdoor Engine Test Facility

  22. Noise inside a new Engine Project Experimental Validation

  23. Noise inside a new Engine Project Experimental Validation

  24. Noise inside a new Engine Project CFMI Noise Experience / Experimental Database • Jet noise model in wind tunnel • 12 campaigns since 1985, more than 60 configurations • Engine static test • more than 15 static engine acoustic certification • more than 20 campaigns • more than 120 configurations including acoustic liners • Flight test • 9 engineering flight tests • 6 certification flight tests

  25. INTRODUCTION • ACOUSTIC REGLEMENTATION • CFMI NOISE SITUATION • NOISE INSIDE A NEW ENGINE PROJECT • NOISE CERTIFICATION • TODAY'S NOISE TECHNOLOGIES • FOR A QUIET FUTURE • QUESTIONS

  26. ANNEXE 16 PROCEDURES & CORRECTIONS RESIDUAL NOISE - STATIC TO FLIGHT PROJECTION STATIC TO FLIGHT PROJECTION DERIVED AIRCRAFT FLIGHT NPD (EPNL) + Noise Certification Noise Family Plan Concept BASELINE AIRCRAFT FLIGHT DATA BASELINE AIRCRAFT FLIGHT NPD (EPNL) BASELINE AIRCRAFT STATIC TO FLIGHT PROJECTION NPD (EPNL) BASELINE ENGINE STATIC DATA DERIVED ENGINE STATIC DATA DERIVED AIRCRAFT STATIC TO FLIGHT PROJECTION NPD (EPNL)

  27. Noise Certification Noise Family Plan Application 1st Version : Certification using an acoustic flight test Change on propulsion system Acoustic impact study Individual Impact < 0.3 EPNdB NO YES Cumulative Impact < 5.0 EPNdB YES NO Analysis Dossier Outdoor Acoustic Engine Static Test Flight Test

  28. Noise Certification B737NG / CFM56-7B Example 2 CERTIFICATION STATIC TEST + 1 CERTIFICATION FLIGHT TEST = SEVERAL AIRCRAFT / ENGINE NOISE CERTIFICATION

  29. INTRODUCTION • ACOUSTIC REGLEMENTATION • CFMI NOISE SITUATION • NOISE INSIDE A NEW ENGINE PROJECT • NOISE CERTIFICATION • TODAY'S NOISE TECHNOLOGIES • FOR A QUIET FUTURE • QUESTIONS

  30. Forward Fan Noise Aft Fan Noise Combustor Noise Turbine Noise Jet Noise Engine Noise Sources Approach Cutback Sideline Current CFMI Engines Typical Noise Signature Today's Noise Technologies

  31. Today's Noise Technologies Current Noise Reduction Technologies BLADES NUMBER OPTIMISATION BLADES / VANES SPACING OPTIMISATION CYCLE OPTIMISATION Rotating Speed Reduction CYCLE OPTIMISATION Fan Pressure Ratio Reduction CYCLE OPTIMISATION Speed Reduction MIXER ACOUSTIC LINING

  32. Today's Noise Technologies Improvement of Current CFM56 Engines Jet Noise Reduction through Chevron Nozzle Design Fan Noise Reductionthrough 3D OGV Aeracoustic Design

  33. 20 3DOF-SDOF 15 10 L [dB] 5 D 0 -5 315 630 1250 2500 5000 10000 Frequency [Hz] Today's Noise Technologies Nacelle Noise Reduction Systems Extension of Attenuation Bandwidth towards Low Frequency Range Improvement of Liner Efficiency through 3D Impedance Optimisation 3 Degree-of-Freedom Inlet Liner Hollow Sphere Exhaust Liner

  34. Today's Noise Technologies Nacelle Noise Reduction Systems Finite Element Duct Progation Model to support Negatively Scarfed Inlet Design 85 dB 3-Diameter Sphere INLET 80 dB 75 dB 70 dB 65 dB Observer Plane

  35. OGV StaticPressure t = O t = 1/4 T t = 2/4 T t = 3/4 T Today's Noise Technologies Future Engine Applications Full Implementation of CAA capabilities to achieve Low Broadband Noise Fan Design Active Technologies applied to Low Frequency Fan Tones Reduction

  36. Today's Noise Technologies Low Noise Aircraft Design - Engine installation • Optimisation of future aircraft designs should consider powerplant installation factors as an opportunity for further noise reduction • Significant development of aerocoustics modelling and appropriate testing facilities will support such activities

  37. Basic Tools & Source Understanding Turbomachinery Noise Reduction Technology Airframe noise Reduction Techniques Today's Noise Technologies Technologies Panel to support Optimum Aircraft System Definition Advanced CFD Models Source Models Propagation Models Noise Reduction at Source Noise ReductionSystems Exhaust Noise Reduction Technology Nozzle Design & Liner Technology High Lift Devices & Landing Gear

  38. INTRODUCTION • ACOUSTIC REGLEMENTATION • CFMI NOISE SITUATION • NOISE INSIDE A NEW ENGINE PROJECT • NOISE CERTIFICATION • TODAY'S NOISE TECHNOLOGIES • FOR A QUIET FUTURE • QUESTIONS

  39. For a Quiet Future UpcomingChallenges • Goal to introduce in service by 2010 products allowing traffic growth at no environmental cost (Ex : 10 dB cumulative margin re Chapter 4 for a typical 90 Tons MTOW Twin Engine Aircraft) : • Development of appropriate panel of noise reduction technologies to support individual optimisation of aircraft system components: • Engine • Nacelle • Landing Gear • High Lift Devices • Combined optimisation of powerplant and aircraft taking into consideration installation factors and flight performance

  40. Basic Tools & Source Understanding Turbomachinery Noise Reduction Technology Airframe noise Reduction Techniques For a Quiet Future European Aircraft Noise Research Initiative Years 93 94 95 96 97 98 99 00 01 02 03 04 05 Advanced CFD Models Source Models Propagation Models JEAN TurboNoise CFD FANPAC RESOUND National / Industry Research RAIN DUCAT Noise Reduction at Source Noise Reductionsystems SILENCE(R)TechnologyPlatform FANPAC RESOUND FANPAC RANNTAC Exhaust Noise Reduction Technology Nozzle Design & Liner Technology National / Industry Research High Lift Devices & Landing Gear RAIN

  41. Project Coordinator : Snecma Moteurs Main Innovations : Noise Evaluation of Advanced Engine Concepts Validation of Novel Noise Reduction Solutions:- Low Noise Engine Component Design- Nacelle and Nozzle Liner Concepts- Active Noise Control Applications- Inlet and Nozzle Advanced Design Adaptation of Solutions to Helicopter Engine Validations of Airframe Noise Reduction Solutions;- Landing Gear- High Lift Devices Project Duration : 4 years (Start 04/01) Total Budget: 112 MEuros (50% EC Support) Participation: 51 partners from 14 EU countries + 2 Associated States. SILENCE(R) Technology Platform

  42. Questions ?

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