Large Civil Tiltrotor (LCTR2) Interior Noise Predictions due to Turbulent Boundary Layer Excitation

The Large Civil Tiltrotor (LCTR2) is a conceptual vehicle that has a design goal to transport 90 passengers over a distance of 1800 km at a speed of 556 km/hr. In this study noise predictions were made in the notional LCTR2 cabin due to Cockburn/Robertson and Efimtsov turbulent boundary layer (TBL) excitation models. A narrowband hybrid Finite Element (FE) analysis was performed for the low frequencies (6-141 Hz) and a Statistical Energy Analysis (SEA) was conducted for the high frequency one-third octave bands (125- 8000 Hz). It is shown that the interior sound pressure level distribution in the low frequencies is governed by interactions between individual structural and acoustic modes. The spatially averaged predicted interior sound pressure levels for the low frequency hybrid FE and the high frequency SEA analyses, due to the Efimtsov turbulent boundary layer excitation, were within 1 dB in the common 125 Hz one-third octave band. The averaged interior noise levels for the LCTR2 cabin were predicted lower than the levels in a comparable Bombardier Q400 aircraft cabin during cruise flight due to the higher cruise altitude and lower Mach number of the LCTR2. LCTR2 cabin noise due to TBL excitation during cruise flight was found not unacceptable for crew or passengers when predictions were compared to an acoustic survey on a Q400 aircraft

Reverberation Time Measurements in the NASA Langley Exterior Effects Room (EER)

One-third octave band background noise and reverberation time measurements were conducted in the Exterior Effect Room (EER) at the NASA Langley Research Center. The related overall acoustic absorption of the room was calculated. The acoustic field in the room was characterized. Reverberation time measurements were performed using the integrated impulse response method. The results were compared with independent measurements using the interrupted noise reverberation time method and different instrumentation. Reasonable agreement was obtained between the reverberation times of the two methods

Sound attenuation apparatus

An apparatus is disclosed for reducing acoustic transmission from mechanical or acoustic sources by means of a double wall partition, within which an acoustic pressure field is generated by at least one secondary acoustic source. The secondary acoustic source is advantageously placed within the partition, around its edges, or it may be an integral part of a wall of the partition

Preliminary Assessment of the Interior Noise Environment in the Large Civil Tiltrotor (LCTR2)

The second-generation Large Civil Tiltrotor (LCTR2) serves as a representative vehicle under the NASA Fundamental Aeronautics Program (FAP) Subsonic Rotary Wing (SRW) project with a design goal to transport 90 passengers over a distance of 1800 km at a speed of 550 km/hr. The tiltrotor combines the vertical lift capability of a helicopter with the speed, altitude, and range of a turboprop airplane. The blade-passage frequency of the four-bladed rotor is as low as 6.9 Hz during cruise conditions. The resulting low-frequency acoustic excitation and its harmonics, combined with the anticipated use of lightweight composite and sandwich materials for the fuselage sidewall, may pose a challenge to achieving acceptable interior noise levels. The objective of the present study is to perform a preliminary assessment of the expected interior noise environment in the LCTR2 cabin. The approach includes a combination of semi-empirical, analytical, and statistical energy analysis methods. Because the LCTR2 is a notional vehicle, the prediction approach was also applied to the XV-15 tiltrotor and Bombardier Q400 turobprop aircraft to compare predictions with publicly available experimental data. Guidance for the expected interior noise levels in the LCTR2 was obtained by considering both the predicted exterior noise levels and the transmission loss of a basic fuselage sidewall consisting of a skin, porous layer and a trim panel. Structural and acoustic resonances are expected to coincide with low order harmonics of the blade passage frequency. The estimated sound pressure levels in the LCTR2 may not be acceptable when evaluated against known characteristics of human response to low frequency sound

Characterization of the Reverberation Chamber at the NASA Langley Structural Acoustics Loads and Transmission (SALT) Facility

In 2011 the noise generating capabilities in the reverberation chamber of the Structural Acoustic Loads and Transmission (SALT) facility at NASA Langley Research Center were enhanced with two fiberglass reinforced polyester resin exponential horns, each coupled to Wyle Acoustic Source WAS-3000 airstream modulators. This report describes the characterization of the reverberation chamber in terms of the background noise, diffusivity, sound pressure levels, the reverberation times and the related overall acoustic absorption in the empty chamber and with the acoustic horn(s) installed. The frequency range of interest includes the 80 Hz to 8000 Hz one-third octave bands. Reverberation time and sound pressure level measurements were conducted and standard deviations from the mean were computed. It was concluded that a diffuse field could be produced above the Schroeder frequency in the 400 Hz one-third octave band and higher for all applications. This frequency could be lowered by installing panel diffusers or moving vanes to improve the acoustic modal overlap in the chamber. In the 80 Hz to 400 Hz one-third octave bands a successful measurement will be dependent on the type of measurement, the test configuration, the source and microphone locations and the desired accuracy. It is recommended that qualification measurements endorsed in the International Standards be conducted for each particular application

Finite and Boundary Element Modeling of the NASA Langley Aluminum Testbed Cylinder (ATC)

The NASA Langley Aluminum Testbed Cylinder (ATC) was designed to serve as a universal structure for evaluating structural acoustic codes, modeling techniques and optimization methods used in the prediction of aircraft interior noise. Finite element models were developed for the components of the ATC based on the geometric, structural and material properties of the physical test structure. Numerically predicted modal frequencies for the longitudinal stringer, ring frame and dome component models, and six assembled ATC arrangements were in good agreement with experimental modal survey data. Finite element modal analyses were performed for 3 psi and 6 psi internal pressurization conditions. Acoustic cylinder modes for the interior of the ATC were calculated with an acoustic finite element model. Frequency transfer functions between a unit force on the structure and the acoustic response inside the ATC cylinder were measured and were compared with predictions based on a boundary element model. Comparisons between predicted and experimental results are presented and discussed

Finite Element Development and Specifications of a Patched, Recessed Nomex Core Honeycomb Panel for Increased Sound Transmission Loss

This informal report summarizes the development and the design specifications of a recessed nomex core honeycomb panel in fulfillment of the deliverable in Task Order 13RBE, Revision 10, Subtask 17. The honeycomb panel, with 0.020-inch thick aluminum face sheets, has 0.016-inch thick aluminum patches applied to twenty-five, 6 by 6 inch, quarter inch thick recessed cores. A 10 dB higher transmission loss over the frequency range 250 - 1000 Hz was predicted by a MSC/NASTRAN finite element model when compared with the transmission loss of the base nomex core honeycomb panel. The static displacement, due to a unit force applied at either the core or recessed core area, was of the same order of magnitude as the static displacement of the base honeycomb panel when exposed to the same unit force. The mass of the new honeycomb design is 5.1% more than the base honeycomb panel. A physical model was constructed and is being tested

Comparison of Comet Enflow and VA One Acoustic-to-Structure Power Flow Predictions

Comet Enflow is a commercially available, high frequency vibroacoustic analysis software based on the Energy Finite Element Analysis (EFEA). In this method the same finite element mesh used for structural and acoustic analysis can be employed for the high frequency solutions. Comet Enflow is being validated for a floor-equipped composite cylinder by comparing the EFEA vibroacoustic response predictions with Statistical Energy Analysis (SEA) results from the commercial software program VA One from ESI Group. Early in this program a number of discrepancies became apparent in the Enflow predicted response for the power flow from an acoustic space to a structural subsystem. The power flow anomalies were studied for a simple cubic, a rectangular and a cylindrical structural model connected to an acoustic cavity. The current investigation focuses on three specific discrepancies between the Comet Enflow and the VA One predictions: the Enflow power transmission coefficient relative to the VA One coupling loss factor; the importance of the accuracy of the acoustic modal density formulation used within Enflow; and the recommended use of fast solvers in Comet Enflow. The frequency region of interest for this study covers the one-third octave bands with center frequencies from 16 Hz to 4000 Hz

Interior Noise Predictions in the Preliminary Design of the Large Civil Tiltrotor (LCTR2)

A prediction scheme was established to compute sound pressure levels in the interior of a simplified cabin model of the second generation Large Civil Tiltrotor (LCTR2) during cruise conditions, while being excited by turbulent boundary layer flow over the fuselage, or by tiltrotor blade loading and thickness noise. Finite element models of the cabin structure, interior acoustic space, and acoustically absorbent (poro-elastic) materials in the fuselage were generated and combined into a coupled structural-acoustic model. Fluctuating power spectral densities were computed according to the Efimtsov turbulent boundary layer excitation model. Noise associated with the tiltrotor blades was predicted in the time domain as fluctuating surface pressures and converted to power spectral densities at the fuselage skin finite element nodes. A hybrid finite element (FE) approach was used to compute the low frequency acoustic cabin response over the frequency range 6-141 Hz with a 1 Hz bandwidth, and the Statistical Energy Analysis (SEA) approach was used to predict the interior noise for the 125-8000 Hz one-third octave bands

Statistical Energy Analysis (SEA) and Energy Finite Element Analysis (EFEA) Predictions for a Floor-Equipped Composite Cylinder

Comet Enflow is a commercially available, high frequency vibroacoustic analysis software founded on Energy Finite Element Analysis (EFEA) and Energy Boundary Element Analysis (EBEA). Energy Finite Element Analysis (EFEA) was validated on a floor-equipped composite cylinder by comparing EFEA vibroacoustic response predictions with Statistical Energy Analysis (SEA) and experimental results. Statistical Energy Analysis (SEA) predictions were made using the commercial software program VA One 2009 from ESI Group. The frequency region of interest for this study covers the one-third octave bands with center frequencies from 100 Hz to 4000 Hz