• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a turbofan-type aircraft engine (1) comprising an air intake sleeve (2) having an internal face provided with an acoustic attenuation ferrule (11) located upstream of the engine. a blower (3) of this engine (1). This acoustic attenuation ferrule (11) comprises a regular alternation of first portions and second portions having different thicknesses in the radial direction, the number of alternations being greater than twice the number of passing azimuth acoustic vibratory modes being established in the engine (1) devoid of sound attenuation ferrule (11) operating at conditions corresponding to a landing phase and a take-off phase.
    公开号:FR3028886A1
    申请号:FR1461373
    申请日:2014-11-24
    公开日:2016-05-27
    发明作者:Laurent Baudoin；Georges Jean Xavier Riou
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The invention relates to attenuation of the acoustic emission level generated by a turbofan engine operating in operation. STATE OF THE PRIOR ART In such an engine, the outside air is sucked into an air inlet sleeve by a fan, also called a fan, comprising a series of rotating blades. This stream is then split into a central primary stream and a secondary stream surrounding the primary stream. The primary flow is then compressed before arriving in a combustion chamber, after which it relaxes by crossing a turbine before being evacuated backwards by generating thrust. The secondary flow is propelled directly backwards by the fan to generate a portion of the thrust. The reduction of the noise emission level of such an engine consists in particular in reducing the power of the different sources of noise and in attenuating the acoustic energy of these sources by treatments.
    [0002] There are two directions of propagation of acoustic energy: a so-called upstream direction in which the acoustic energy moves in the opposite direction of the air flow, and a so-called downstream direction in which the energy propagates in the flow direction of the air flow in the engine. In the case of upstream noise we can distinguish several different sources. One of these sources is related to the interaction of the assembly formed by the fan and its rectifiers, with the flow of air through them. These rectifiers are in particular fixed vanes adapted to straighten the flow of air after passing through the blower 3028886. The rectifiers may also comprise structural arms ensuring the maintenance of the housing around the fan. The inner face of the air inlet sleeve comprises acoustic attenuation elements that attenuate the upstream noise.
    [0003] 5 This air intake sleeve is fixed on the housing surrounding the fan, also called fan housing, which provides acoustic attenuation because it is equipped with an acoustic treatment ring upstream of the fan in the direction flow of air in the turbomachine. This attenuation element is secured to the fan casing by fasteners located on its outer face.
    [0004] Complementarily, an annular additional attenuation panel is mounted in the air inlet duct upstream of the acoustic treatment casing which is itself immediately upstream of the blower. This annular panel is not attached to the fan casing, but to elements located upstream of this casing. The noise generated in the engine at the assembly formed by the blower and the rectifiers and which propagates forward against the flow of air admitted into the sleeve, is thus reduced thanks to the ferrule acoustic treatment and also thanks to the annular panel which is located upstream of this ferrule. The ferrule which is immediately upstream of the fan blades is usually formed of several distinct acoustic elements. Indeed, when a projectile such as a pebble enters the air duct, it bounces on the blades of the blower and then on this shell, before crossing the engine. The impact of the projectile can suffice to damage an acoustic attenuation panel, which then leads to replace it. However, this multi-panel architecture greatly penalizes acoustic noise levels, and moreover, through the use of composite materials to make this ferrule, the risk of deterioration has become very limited. It has thus been envisaged to manufacture a one-piece shell, that is to say in a single element, to improve the acoustic attenuation. But the fixing zones of this shell remain acoustically disadvantageous in particular because they constitute discontinuities of this ferrule which are known to be penalizing in terms of acoustic attenuation. The object of the invention is thus to design a noise attenuation ferrule intended to be located immediately upstream of the fan, but being in the form of a monobloc shell while improving the acoustic attenuation efficiency, compared to known monoblock ferrules. SUMMARY OF THE INVENTION The invention relates to a turbofan-type aircraft engine comprising a fan casing having an internal face provided with an acoustic attenuation ring located upstream of a fan of this engine. this acoustic attenuation ferrule comprising a regular alternation of first portions and second portions respectively having a first thickness and a second thickness that are different in the radial direction, the number of alternations being greater than twice the number of passing azimuth acoustic vibratory modes; established in the engine without noise reduction ferrule and operating under conditions corresponding to a landing phase and a take-off phase. By virtue of this design, with this choice of number of alternations, the ferrule causes a conversion of the passing azimuth acoustic vibration modes in the duct formed by the fan casing of the engine, in modes cut by this duct, that is, ie not passing. This shell thus provides an attenuation identical to or even greater than that of a shell of constant thickness whose attachment to an existing casing structure is problematic.
    [0005] The thin portions may furthermore receive conventional fastening means implanted at the level of the thin portions, so that the integration of this ferrule with a motor of prior design does not require modifying the other components of the engine. question in a meaningful way. The invention also relates to an engine as defined above, in which the shell is attached to a fan casing of the engine.
    [0006] The invention also relates to a motor as defined above, wherein the first portions form grooves on the outer face of the ferrule, these grooves being oriented parallel to the axis of revolution of the ferrule. The invention also relates to an engine as defined above, in which the shell is equipped with means for fixing the housing, each fastening means being located at a first portion of this shell, the first portions having a Thicker than the second portions. The invention also relates to a motor as defined above, comprising first free portions and first portions equipped with means 10 for fixing the ferrule to the housing. The invention also relates to a method of designing an acoustic attenuation ring intended to equip a turbofan engine type to be mounted on the inner face of the fan casing of this engine being located upstream of a fan of this engine, this method comprising: a step of determining the number of passing azimuthal acoustic vibratory modes established in the engine without an acoustic attenuation ferrule and operating at conditions corresponding to a landing phase and a takeoff phase; a step of dimensioning the acoustic attenuation ferrule in which a regular alternation of first portions and second portions having different thicknesses in the radial direction is provided, the number of alternations being greater than twice the number of vibratory modes; passing azimuthal acoustics. The invention also relates to a method as defined above, in which the determination of the number of passing azimuthal modes is carried out analytically.
    [0007] BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a longitudinal sectional view of an engine according to the invention; Figure 2 is a perspective view of the ferrule according to the invention shown alone; Figure 3 is a perspective representation schematically showing an engine equipped with a ferrule according to the invention; FIG. 4 is a graph showing the attenuation provided by the ferrule according to the invention as well as that obtained with a perfect ferrule and that obtained without ferrule for a set of azimuthal modes; FIG. 5 is a graph showing the attenuation provided by the ferrule according to the invention as well as that obtained with a ferrule according to the state of the art for a relatively low frequency range corresponding to the sound frequencies to be reduced during the take-off phase and landing.
    [0008] DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS As can be seen in FIG. 1, a front part of a turbofan engine 1 comprises an air intake sleeve 2 in which the air is admitted before being sucked in by the Blades 3 of a blower 4. After passing the region of the blower, a so-called primary air flow then passes through a compressor 6 located immediately after the blower while a so-called secondary flow which surrounds the primary flow is propelled towards the back to directly generate some of the thrust. The engine 1 and its components have a shape of revolution about a longitudinal axis AX. It comprises in particular a fan casing 7 surrounding the blades 3 of the blower 4, this casing 7 being extended forwardly by an air inlet lip 8, also having a shape of revolution. The air inlet sleeve 2 of this engine 1 is thus successively surrounded along the axis AX by the air intake lip 8, then by the casing 7. This casing 7 extends towards the It supports the components located at the center of the engine such as the compressor 6, by means of radial arms 9 which are fixed, 3028886 6 as well as the air intake lip 8 which extends in the extension of this casing forward. In an area located immediately upstream of the fan 4, the casing 7 carries on its internal face a noise attenuation ferrule 11.
    [0009] Complementarily, an annular noise attenuation panel 12 extends in the extension of the shell 11, beyond it to the front of the sleeve 2. This annular panel 12 is thus interposed between the shell 11 and the front end of the air inlet lip 8. This annular panel 12 is surrounded by the air inlet lip 8 which holds it and which is itself carried by the casing 7. This panel annular 12 to 10 substantially the same internal diameter as the shell 11, which substantially corresponds to the internal diameter of the fan casing 4, or fan housing, upstream of the fan. As can be seen in FIGS. 2 and 3, the shell 11 has a smooth and regular internal surface 13 in the form of a cylinder portion, while its external face 14 has, on the contrary, grooves 16 parallel to the axis AX, regularly spaced around this axis and which constitute as many local thickness reductions of this ferrule 11. The ferrule 11 thus comprises a regular succession of first portions 16 of small thickness and second portions 17 of greater thickness. In the example of the figures, the portions 17 of greater thickness are larger, that is to say they have a larger area, than the thin portions 16.
    [0010] This shell 11 is made of a honeycomb composite material whose cells are oriented radially with respect to the axis AX, and partially open towards the axis AX to form resonators. The first thin portions 16 thus correspond to cells of short length while the second portions 17, thicker, correspond to longer cells.
    [0011] The first portions 16, of reduced thickness, constitute discontinuities in the acoustic impedance provided by the ferrule 11. Such discontinuities are generally considered to tend to increase the emission level via the air intake of the noise. generated by the blower 3, so that it is usually sought to reduce the amount.
    [0012] On the contrary, the invention takes advantage of these discontinuities, based on the fact that they make it possible to act on the azimuth acoustic propagation modes that make up the noise generated by the fan 3, in order to convert the passing azimuth modes into azimuthal modes cut so as to reduce the propagation of noise out of the engine. With a sufficient number of discontinuities, the passing azimuthal modes are converted into non-passing azimuth modes that can not propagate upstream. According to the invention, the number of first portions 16 of small thickness, which is the same as the number of second portions 17 of greater thickness and the number of alternations or discontinuities, is chosen greater than twice the number of passing azimuthal acoustic modes, in order to convert passing or propagating modes into cut modes. The invention thus takes advantage of the modal conversion properties provided by the discontinuities and the cutoff properties of the conduit to reduce the propagation of noise out of the motor. The determination of the number of passing azimuthal modes for the engine to be equipped with the ferrule according to the invention is carried out for example analytically, because the breaking properties of the pipe constituted by the fan casing depend mainly on the frequency considered, the diameter of this pipe, and the Mach number of the fluid flow passing through it. Determination of the number of pass modes can be made on the basis of the analytical models used in modal theory to describe the acoustic propagation in an infinite annular cylindrical waveguide traversed by a uniform fluid flow. The main elements of this approach are recalled for example in the document Reinsta, S.W .: 2000 "Noise in Turbomachines: Sound propagation in ducts" Von Karman lnstitute for fluid dynamics LS 2000-02. Thus, for a given excitation frequency, which depends on the speed of rotation and the number of blades of the fan, for a given diameter which is substantially the diameter of the fan casing, and for a uniform flow regime 3028886 8 corresponding to the flight conditions that are given and which is characterized by a Mach number, the analytical calculation makes it possible to determine the acoustic propagation modes being established in the pipe that forms the engine. Each mode has a cutoff frequency of its own. The 5 pass modes are those whose frequency is greater than their own cutoff frequency. The non-conducting modes, that is to say, cut, are those whose frequency is lower than their own cutoff frequency. The order discussed here is the azimuthal order: the modes propagate in the pipe in a direction forming with the longitudinal axis of this pipe an angle all the more important that the azimuthal order of the mode considered is high. The low azimuthal order modes propagate in directions close to the longitudinal axis (zero angle). By definition and according to the Bessel functions (functions of definition of the propagation of acoustic waves in the pipe), the higher order modes have more energy on the outer radius and are therefore more sensitive to the treatments and breaks in the field. 'impedance. The determination of the number of passing modes for given conditions thus consists in determining by the analysis the number of modes whose order is lower than the order of the first cut mode.
    [0013] Different values of the number of passing modes can thus be determined based on different speeds of rotation of the fan and different values of the Mach number, for the same engine, so as to then retain the highest number of pass modes among those which have been determined, to establish the number of discontinuities of the ferrule according to the invention.
    [0014] It is also possible to rely on a certification point of the aircraft to determine the rotational speed and the Mach number representative of the fluid flow, so as to determine the number of passing modes to be taken into account to determine the number of discontinuities that the ferrule must have in order to effectively mitigate the noise level for this certification point. There are, for example, three certification points which are: two take-off flight points and one landing point. The number of modes retained may also correspond to the maximum number obtained by scanning a certain frequency range and a certain range of Mach numbers, based on the above analysis items. By way of illustration, the graphs of FIGS. 4 and 5 make it possible to visualize the noise attenuation obtained thanks to the invention for a given engine. The graph of FIG. 4 which illustrates the transmission loss of the signal, that is to say the transmission of noise for a set of modes, the axis of the abscissae corresponding to their order numbers, comprises three curves C1. , C2 and C3 representative of this attenuation, the ordinate axis corresponding to the attenuation in dB. The curve C1 which represents this attenuation for the case of a motor equipped with a ferrule according to the invention is very close to the curve C2 which represents the attenuation for the case of a perfect ferrule, that is to say -a constant thickness. Conversely, the curve C3 which corresponds to the attenuation for a ferrule-free motor with discontinuities gives rise to significantly smaller gains. Similarly, the graph of FIG. 5 illustrates the attenuation, graduated in decibels on the ordinate axis, for a wide frequency range graduated in Hertz on the abscissa, usually referred to as "wideband noise". This graph also shows that the attenuation is significantly greater with a ferrule according to the invention, which corresponds to the C4 curve, with an engine equipped with a ferrule perfect or without ferrule which corresponds in both case with curve C5.
    [0015] This graph of FIG. 5 furthermore shows that the invention provides a noise attenuation over a range of low frequencies, which corresponds to the aim sought in terms of reducing the noise generated by aircraft in take-off and / or landing.
    [0016] The invention thus makes it possible to manufacture a one-piece shell providing significant attenuation, while being able to be equipped, thanks to its thin portions, with conventional fastening means mounted at its outer periphery. The mounting of the ferrule according to the invention thus does not require significant modification of the other 5 components of the engine. The invention can thus lead to design a ferrule having a number of portions of small thickness significantly greater than that required for the implantation of the fasteners of the shell to the fan casing, because this number depends on a modal acoustic analysis.
    [0017] The ferrule according to the invention thus also has a substantially reduced mass compared to a ferrule using the entire thickness.
    权利要求:
    Claims (7)
    [0001]
    REVENDICATIONS1. A turbofan engine (1) comprising a fan casing equipped with an acoustic attenuation shroud (11) situated upstream of a fan (3) of this engine (1), this shroud acoustic attenuation (11) comprising a regular alternation of first portions (16) and second portions (17) respectively having a first thickness and a second thickness in the radial direction relative to the axis of the motor, the number of alternations being greater than twice the number of passive azimuthal acoustic vibratory modes established in the engine (1) devoid of acoustic attenuation ferrule (11) and operating under conditions corresponding to a landing phase and / or a phase take off.
    [0002]
    2. Engine according to claim 1, wherein the ferrule (11) is fixed to a housing (7) of the motor surrounding the air intake sleeve immediately upstream of the fan (3).
    [0003]
    3. Motor according to claim 2, wherein the first portions (16) form grooves on the outer face of the ferrule (11), these grooves being oriented parallel to the axis of revolution of the ferrule (11).
    [0004]
    4. Motor according to claim 2, wherein the ferrule (11) is provided with fixing means to the housing (7), each fastening means being located at a first portion (16) of the ferrule, the first portions having a smaller thickness than the second portions.
    [0005]
    5. Motor according to claim 4, comprising first portions (16) free and first portions equipped with fastening means of the ferrule (11) to the housing (7). 25 3028886 12
    [0006]
    6. A method of designing an acoustic attenuation ring (11) intended to equip a motor (1) of the turbofan type to be mounted on the inside face of an air intake sleeve (2) of this engine (1) being located upstream of a blower (3) of this engine (1), this method comprising: - a step of determining the number of passing azimuthal acoustic vibratory modes being established in the engine (1 ) without an acoustic attenuation shroud (11) and operating under conditions corresponding to a landing phase and a take-off phase; a step of dimensioning the acoustic attenuation ferrule 10 (11) in which a regular alternation of first portions (16) and second portions (17) having different thicknesses in the radial direction, the number of alternations is provided; being greater than twice the number of passing azimuth acoustic vibratory modes. 15
    [0007]
    7. The method of claim 6, wherein the determination of the number of passing azimuthal modes is performed analytically.
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2018209A1|1968-09-16|1970-05-29|Gen Electric|NOISE SUPPRESSING DEVICE FOR GAS TURBINE ENGINE BLOWER DUCT AND SIMILAR|
    FR2216445A1|1973-02-01|1974-08-30|Gen Electric|
    FR2284158A1|1974-09-03|1976-04-02|Gen Electric|ACOUSTIC CHANNEL|
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    FR3005100A1|2013-04-26|2014-10-31|Snecma|TURBOMACHINE HOUSING|
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    FR2980241A1|2011-09-15|2013-03-22|Snecma|Acoustic panel for use in gas stream pipe of turboshaft engine, has damping element fixed on intermediate segment of external face of panel, where intermediate segment is located between fixing points on main axis of panel|
    FR3022218B1|2014-06-12|2016-07-15|Airbus Operations Sas|AIRCRAFT NACELLE COMPRISING AN ENHANCED AIR INTAKE|GB201820943D0|2018-12-21|2019-02-06|Rolls Royce Plc|Gas turbine engine having improved noise signature|
    GB201820940D0|2018-12-21|2019-02-06|Rolls Royce Plc|Low noise gas turbine engine|
    GB201820936D0|2018-12-21|2019-02-06|Rolls Royce Plc|Low noise gas turbine engine|
    GB201820945D0|2018-12-21|2019-02-06|Rolls Royce Plc|Low noise gas turbine engine|
    US10815895B2|2018-12-21|2020-10-27|Rolls-Royce Plc|Gas turbine engine with differing effective perceived noise levels at differing reference points and methods for operating gas turbine engine|
    US10753226B1|2019-05-07|2020-08-25|United States Of America As Represented By The Administrator Of Nasa|Reverse vortex ringfor dramatic improvements in rocket engine turbomachinery rotordynamic stability margins|
    法律状态:
    2015-11-16| PLFP| Fee payment|Year of fee payment: 2 |
    2016-05-27| PLSC| Publication of the preliminary search report|Effective date: 20160527 |
    2016-11-09| PLFP| Fee payment|Year of fee payment: 3 |
    2017-10-20| PLFP| Fee payment|Year of fee payment: 4 |
    2018-02-02| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20170719 |
    2018-10-24| PLFP| Fee payment|Year of fee payment: 5 |
    2019-10-22| PLFP| Fee payment|Year of fee payment: 6 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 7 |
    2021-10-20| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1461373|2014-11-24|
    FR1461373A|FR3028886B1|2014-11-24|2014-11-24|TURBOREACTOR BLOWER NOISE REDUCTION BODY|FR1461373A| FR3028886B1|2014-11-24|2014-11-24|TURBOREACTOR BLOWER NOISE REDUCTION BODY|
    US14/948,623| US10502134B2|2014-11-24|2015-11-23|Reduction of turbofan noise|
    GB1520748.3A| GB2534663B|2014-11-24|2015-11-24|Reduction of turbofan noise|
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