1、NASA Contractor Report 195480: /Improved NASA-ANOPP Noise PredictionComputer Code for Advanced SubsonicPropulsion SystemsVolume 1“ ANOPP Evaluation and Fan Noise ModelImprovementK. B. Kontos, B. A. Janardan, and P. R. GliebeGE Aircraft EnginesCincinnati, OHAugust, 1996Prepared forNASA Lewis Research
2、 CenterUnder Contract NAS3-26617Task Order Number 24Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Table of ContentsList of Figures ivList of Tables .
3、vNomenclature . vi1.0 Summary 12.0 Introduction . 23.0 Results and Discussion - ANOPP Evaluation 33.1 Overall Results . 63.2 Fan Inlet Noise . 103.3 Fan Exhaust Noise 123.4 Jet Noise . 143.5 Combustor Noise 163.6 Turbine Noise . 184.0 Results and Discussion - Fan Noise Model Improvements 214.1 Fan I
4、nlet Broadband Noise 224.2 Fan Exhaust Broadband Noise 254.3 Fan Inlet Discrete Tone Noise . 274.4 Fan Exhaust Discrete Tone Noise . 324.5 Directivity 344.6 Combination Tone Noise . 374.7 Summary of Fan Noise Methodology Changes . 43Concluding Remarks 45A. Sample ANOPP Input . 46B. Fan Inlet Noise S
5、pectral Comparisons - CF6-80C2 . 50C. Fan 63D. Fan 70E. Fan 775.0AppendixAppendixAppendixAppendixAppendix- E ooooo . ooooooooooooo Inlet Noise Spectral Comparisons 3Inlet Noise Spectral Comparisons - QCSEE .Exhaust Noise Spectral Comparisons - CF6-80C2 Appendix F.Appendix G.Appendix H.Appendix I.App
6、endix J.Appendix K.Appendix L.Appendix M.6.0Fan Exhaust Noise Spectral Comparisons - E 3 102Fan Exhaust Noise Spectral Comparisons - QCSEE 109Jet Noise Spectral Comparisons, 150 degrees . 116Combustor Noise Spectral Comparisons, 120 degrees . 120Turbine Noise Spectral Comparisons, 120 degrees . 124D
7、irectivity, CF6-80C2 and QCSEE 128Combination Tone Noise Spectra - CFM56 133Combination Tone Noise Spectra - CF6-80C2 142References 147illProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-List of FiguresFigure 3.0.1Figure 3.0.2Figure 3.0.3Figure 3.0.4F
8、igure 3.1.1Figure 3.1.2Figure 3.1.3Figure 3.1.4Figure 3.1.5Figure 3.1.6Figure 3.2.1Figure 3.2.2Figure 3.2.3Figure 3.3.1Figure 3.3.2Figure 3.3.3Figure 3.4.1Figure 3.4.2Figure 3.4.3Figure 3.5.1Figure 3.5.2Figure 3.5.3Figure 3.6.1Figure 3.6.2Figure 3.6.3Figure 3.6.4Figure 4.1.1Figure 4.1.2Figure 4.1.3F
9、igure 4.2.1Figure 4.2.2Figure 4.2.3Figure 4.3.1Figure 4.3.2Figure 4.3.3CF6-80C2 Engine .E 3 Engine QCSEE Engine .Sample E 3 Component Noise Spectrum ANOPP Summary, CF6-80C2, forward peak angle .ANOPPANOPPANOPPANOPPANOPPSummary, E 3 , forward peak angle Summary, QCSEE, forward peak angle .Summary, CF
10、6-80C2, aft peak angle .Summary, E 3 , aft peak angle Summary, QCSEE, aft peak angle Fan Inlet Noise Spectrum, CF6-80C2 11Fan Inlet Noise Spectrum, E 3 . 11Fan Inlet Noise Spectrum, QCSEE 12Fan Exhaust Noise Spectrum, CF6-80C2 13Fan Exhaust Noise Spectrum, E 3 13Fan Exhaust Noise Spectrum, QCSEE 14J
11、et Noise Spectrum, CF6-80C2 . 15Jet Noise Spectrum, E 3 15Jet Noise Spectrum, QCSEE . 16Combustor Noise Spectrum, CF6-80C2 17Combustor Noise Spectrum, E 3. 17Combustor Noise Spectrum, QCSEE 18Turbine Noise Spectrum, CF6-80C2 . 19Turbine Noise Spectrum, E 3 19Turbine Noise Spectrum, QCSEE . 20Turbine
12、 Noise Adjustment 20“Figure 4a“ CF6-80C2 Fan Inlet Broadband Noise . 23“Figure 4a“ E Fan Inlet Broadband Noise . 24“Figure 4a“ QCSEE Fan Inlet Broadband Noise . 24“Figure 4b“ CF6-80C2 Fan Exhaust Broadband Noise 25“Figure 4b“ E Fan Exhaust Broadband Noise . 26“Figure 4b“ QCSEE Fan Exhaust Broadband
13、Noise 27“Figure 10a“ CF6-80C2 Fan Inlet Tone 28“Figure 10a“ E Fan Inlet Tone . 29“Figure 10a“ QCSEE Fan Inlet Tone 29ivProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-List of Figures (continued)FigureFigureFigureFigureFigureFigureFigureFigureFigureFi
14、gureFigureFigureFigureFigure4.4.14.4.24.4.34.5.14.5.24.5.34.5.44.6.14.6.24.6.34.6.44.6.54.6.64.6.7“Figure 10b“ CF6-80C2 Fan Exhaust Tone . 32“Figure 10b“ E Fan Exhaust Tone 33“Figure 10b“ QCSEE Fan Exhaust Tone . 33“Figure 7a“ Fan Inlet Broadband Directivity Correction 34“Figure 13a“ Fan Inlet Tone
15、Directivity Correction . 35“Figure 7b“ Fan Exhaust Broadband Directivity Correction . 35“Figure 13b“ Fan Exhaust Tone Directivity Correction . 36“Figure 14“ Combination Tone Noise Spectrum Content . 37Combination Tone Noise Spectra, CFM56, M,= 1.2 . 38Combination Tone Noise Spectra, CFM56, M_= 1.32
16、39Combination Tone Noise Spectra, CFM56, M_ = 1.43 39“Figure 15“ Combination Tone Noise, f/fb = 1/2 . 40“Figure 15“ Combination Tone Noise, f/fb = 1/4 . 41“Figure 15“ Combination Tone Noise, f/fb = 1/8 . 41List of TablesTable 3.0.1Table 3.2.1Table 4.3.1Table 4.6.1Engine Summary - Typical Takeoff Con
17、dition . 4Rotor Tip Relative Inlet Mach Number . 10Flight Cleanup Suppression Table 31Combination Tone Noise Levels . 42vProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-NomenclatureANOPP . Aircraft Noise Prediction ProgramB . number of fan bladesBPF
18、. blade passing frequencydB . decibelE 3 . Energy Efficient Enginef/fb. ratio of frequency to BPF frequencyF normalized SPLGE General ElectricIGV inlet guide vanek . harmonic orderL c characteristic peak SPL, dBLo normalized peak sound pressure level, dBm airflow, lb/smo. reference airflow, IbisM, .
19、 fan blade tip Mach numberM, or MTR . rotor tip relative inlet Mach numberM,_ or MTRD . rotor tip relative inlet Mach number at fan design pointMPT . multiple pure toneNASA . National Aeronautics and Space AdministrationRSS Rotor/Stator Spacing (in % of blade chord length)SPL Sound Pressure Level, d
20、BAT delta T (total temperature rise across fan stage), deg RAT o. reference value of AT, 1 deg RTCS turbulence control screenUHB . Ultra High BypassV number of stator vanesQCSEE . Quiet, Clean, Short Haul Experimental Engine8 . fan inlet tone cutoff ratio0 . Angle relative to engine inlet, deg.viPro
21、vided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-1.0 SummaryRecent experience using ANOPP (Aircraft Noise Prediction Program) to predictturbofan engine flyover noise suggests that it over-predicts overall EPNL by a significantamount. An improvement in th
22、is prediction method is desired for system optimizationand assessment studies of advanced UHB engines.An assessment of the ANOPP fan inlet, fan exhaust, jet, combustor, and turbine noiseprediction methods was made using static engine component noise data from the CF6-80C2, E 3, and QCSEE turbofan en
23、gines. It was shown that the ANOPP predictionresults are generally higher than the measured GE data, and that the fan inlet noiseprediction method (Heidmann method) is the most significant source of thisoverprediction. Fan noise spectral comparisons show that improvements to the fan tone,broadband,
24、and combination tone noise models are required to yield results that moreclosely simulate the GE data.Suggested changes that yield improved fan noise predictions but preserve the Heidmannmodel structure were identified and are described herein. These changes are based on theengine data sets mentione
25、d above, as well as additional CFM56 engine data that was usedto expand the combination tone noise database. It should be noted that the recommendedchanges are based on an analysis of engines that are limited to single stage fans withdesign tip relative mach numbers greater than one.Provided by IHSN
26、ot for ResaleNo reproduction or networking permitted without license from IHS-,-,-2.0 IntroductionThe purpose of the Aircraft Noise Prediction Program is to predict aircraft noise withthe best currently available methods (GiUian, 1982). The task of predicting the aircraftnoise is divided in to four
27、areas within ANOPP:1. Aircraft Flight Definition2. Source Noise Modeling3. Propagation and Ground Effects4. Noise CalculationsThe work described in this report is concerned entirely with the Source Noise Modelingportion of the ANOPP program. In keepir_g with the promise of ANOPP to contain thebest m
28、ethods available, an industry-established reputation for over-prediction, and theneed to refine ANOPP for the completion of advanced UHB studies, GE was providedwith the task of evaluating the engine source noise models in ANOPP. The evaluation ofANOPP was made by comparing fan, jet, combustor, and
29、turbine noise prediction modelresults with GE data on a static, single engine basis.The results of these comparisons identified that the Heidmann fan noise modelcontained in ANOPP was contributing significantly to the trend of noise over-prediction,and under the existing contract, GE was given the t
30、ask of resolving this problem. Ratherthan replace the fan noise model in its entirety, it was recommended by NASA that thebasic Heidmann model be retained, but modified to yield results that would more closelypredict the commercial turbofan noise.Each part of the Heidmann fan noise prediction model
31、was carefully evaluated relativeto three GE databases - CF6-80C2, E 3, and QCSEE. A CFM engine database was alsoused to expand the combination tone database in order to evaluate that part of the modelVolume ,1 of this report presents the results of the ANOPP fan, jet, combustor, andturbine noise mod
32、ule assessment. Also included are specific recommendations forchanges to the Heidmann fan noise model (Heidmann, 1979) that were determined toyield results in closer agreement with these databases.Volume 2 of this report (to be published at a later date) will describe the results ofongoing work rela
33、tive to the correlation of fan inlet and fan exhaust noise suppressionwith various treatment design parameters. This follow-on work is an enhancement to theHeidmann method, which currently predicts noise for only hardwaU engine nacelles.Provided by IHSNot for ResaleNo reproduction or networking perm
34、itted without license from IHS-,-,-3.0 Results and Discussion - ANOPP EvaluationAn assessment of ANOPP was carried out to evaluate the ability of ANOPP to predictengine component noise of high bypass ratio engines. Predictions were made forrepresentative engines for which detailed noise measurements
35、 were available. Theseengines were the CF6-80C2 (Biebel, J., and Hoerst, D., “Acoustic Data Report for CF6-80C2“, GE TM #87-80, 1987, private communication), The Energy Efficient Engine (E 3)(Lavin et al., 1978), and the Quiet Clean Short-Haul Experimental Engine (QCSEE)(Stimpert, 1979). Cross-secti
36、ons of each engine are shown in Figures 3.0.1, 3.0.2, and3.0.3. A summary of general cycle and geometry information for these three engines isgiven in Table 3.0.1.Figure 3.0.1 CF6-80C2 EngineFigure 3.0.2 E 3 EngineProvided by IHSNot for ResaleNo reproduction or networking permitted without license f
37、rom IHS-,-,-Figure 3.0.3 QCSEE UTW (Under The Wing) Engine0.711Table 3.0.1FNBPRtip speedCore jet velocityExhaust typePRFan TreatmentEngine Summary -Typical Takeoff ConditionCF_66 E 3 QCSEE57 32 19 K lbs5.0 7.7 12.11434 1123 956 ft/s1577 889 868 ft/sseparate mixed separate1.8 1.4 1.3hardwail hardwall
38、 hardwall4Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-In order to assess the ANOPP source noise models, the following component noisepredictions were made:Component ANOPP Modulefan HDNFANjet - STNJETcombustor - GECORturbine - GETURPredictions wer
39、e made for each of three engines: the CF6-80C2, E 3, and QCSEE.All predictions were made for a static, single engine on a 150 ft arc, and were made onthe VAX system using ANOPP version 03/02/10. For each engine, typical takeoff,cutback, and approach conditions were predicted. These conditions were s
40、elected tofacilitate comparison with the existing GE engine component noise database. A sampleANOPP input listing (E 3 takeoff case) is given in Appendix A.The GE in-house component noise databases are created by using engine geometryand cycle information in order to split the measured static acoust
41、ic data into jet, fan inlet,and turbomachinery exhaust components. Figure 3.0.4 shows a typical E 3 componentdatabase generated for the takeoff condition. The combustor and turbine noisepredictions shown were made using GE in-house prediction methods.Provided by IHSNot for ResaleNo reproduction or n
42、etworking permitted without license from IHS-,-,-Figure 3.0.4 Sample E Component Noise150 ft arc, one engine, Takeoff140130120_ 1109O7OFan Inlet _ Tutbom(_hlne_/ _ JetE_austTurl_ne _ Total-x- Combult _20 _lO 60 80 100 120 laO 160Angle re Inlet, degFor the E 3 and QCSEE engines, the GE database used
43、was for a hardwall fan inlet andfan exhaust. For the CF6-80C2, a treated fan inlet and fan exhaust database was used (ahardwall fan exhaust database did not exist at the time this work was completed). Inorder to compare the ANOPP predictions with the CF6-80C2 database, calculatedtreatment suppressio
44、ns were applied to the ANOPP fan inlet and fan exhaust componentresults.3.1 Overall ResultsFigures 3.1.1 - 3.1.6 show summaries on a spectral basis of the ANOPP componentpredictions for all three engines at the takeoff condition. For each engine, there areseparate plots for both the peak forward and
45、 peak aft angles. The heavy, solid linerepresents the total measured engine noise, and the solid squares represent a static SPLsum of all of the ANOPP components. These plots show how well ANOPP predicts totalengine noise, and indicate where particular ANOPP component predictions are yieldingnoise l
46、evels greater than the total engine noise.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Figure 3.1.1 ANOPP Component Sunnnary, CF6-80C2, forward angle, takeoff,150 ft arc, one engineiFan Inlet (r_o CT)Fan Exhou_Jet=J_ CombustorTurblneANOPP Summ Dat
47、aiI00 I000 IOOOO113 Octave Center Frequency, HzFigure 3.1.2 ANOPP Component Summary, E, forward peak angle, takeoff,150 ft arc, one enginelOSTO09590485807570656010Fort InletFan Exnou%-e,- JelI_ ComDu$Tor,._z- Turbine-m- ANOPP Summ Oota. _ _.i. _ ,lO0 IO0O 1ooooI/3 Octave Center Frequency, NzProvided
48、 by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Figure 3.1.3 ANOPP Component Summary, QCSEE, forward angle, takeoff,150 ft arc, one engineI00959O857570656010Far= _lelrFort Exr_oustJelComDusTOrTurbine,&NO PP Summ )otooo :ooo _oooo1/3 Octave Center Frequency, HzFigure 3.1.4 ANOPP Component Summary, CF6-80C2, aft angle, takeoff,150 ft arc, one engineFan _tet (no CT,Fen EXhOUSTJetComDusIorTufDIneANOPP Summ OOTOLT0 100 _000 _0000I
