Noise and Fuel Burn Reduction Potential of an Innovative Subsonic Transport Configuration
Noise and Fuel Burn Reduction Potential of an Innovative Subsonic Transport Configuration
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创新亚音速运输配置的噪音和燃油消耗减少潜力
DOI：
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发表时间：
2014
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影响因子：
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通讯作者：
Russell H. Thomas
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作者：
Yueping Guo;C. Nickol;C. Burley;Russell H. Thomas
本文研究了一种新型双层概念飞机的降噪和节油潜力，该飞机采用两台三轴直驱涡轮风扇发动机。发动机安装在机身上，使发动机进气道位于主翼上方。结果表明，这种飞机可以实现比当前第4阶段飞机噪音法规低约28 dB的累积有效感知噪音级（EPNL）。高涵道比发动机和先进的机翼设计与层流控制技术相结合，同时提供了减少燃油燃烧和低噪音水平。例如，机身安装发动机位置通过屏蔽进气道辐射噪声提供超过4 EPNLdB的噪声降低。为了确定降噪技术对这一概念的潜在影响，提出了参数研究，以揭示各种新兴的降噪概念的系统级效益，发动机和机身降噪。这些概念都单独讨论，以显示各自的增量降噪潜力，并共同评估其对总噪声的综合影响。通过这些方案，如果整套降噪技术能够成熟应用于实际应用，则可以额外降低大约8 dB的噪声，使该飞机的累积噪声级达到低于第4级的36 EPNLdB。在最后一步中，对相同的飞机方案进行了估算，但采用了更高涵道比的齿轮传动涡轮风扇发动机。采用这种齿轮传动的涡轮风扇发动机推进系统，噪声估计可达到低于第4级的40-42 dB，燃油消耗减少43-47%，低于2005年同类最佳飞机的基准。虽然距离NASA N+2的42 dB和50%的燃料燃烧减少目标只有一步之遥，但对于2025年的服务时间表，该评估表明，这种创新概念值得进行深入研究。此外，这种设计似乎是一种可行的潜在未来客机，不仅符合法规要求，而且在N+2时间框架和目标框架内与不同先进设计的飞机竞争。
A study is presented for the noise and fuel burn reduction potential of an innovative double deck concept aircraft with two three-shaft direct-drive turbofan engines. The engines are mounted from the fuselage so that the engine inlet is over the main wing. It is shown that such an aircraft can achieve a cumulative Effective Perceived Noise Level (EPNL) about 28 dB below the current aircraft noise regulations of Stage 4. The combination of high bypass ratio engines and advanced wing design with laminar flow control technologies provide fuel burn reduction and low noise levels simultaneously. For example, the fuselage mounted engine position provides more than 4 EPNLdB of noise reduction by shielding the inlet radiated noise. To identify the potential effect of noise reduction technologies on this concept, parametric studies are presented to reveal the system level benefits of various emerging noise reduction concepts, for both engine and airframe noise reduction. These concepts are discussed both individually to show their respective incremental noise reduction potential and collectively to assess their aggregate effects on the total noise. Through these concepts approximately about 8 dB of additional noise reduction is possible, bringing the cumulative noise level of this aircraft to 36 EPNLdB below Stage 4, if the entire suite of noise reduction technologies would mature to practical application. In a final step, an estimate is made for this same aircraft concept but with higher bypass ratio, geared, turbofan engines. With this geared turbofan propulsion system, the noise is estimated to reach as low as 40-42 dB below Stage 4 with a fuel burn reduction of 43-47% below the 2005 best-in-class aircraft baseline. While just short of the NASA N+2 goals of 42 dB and 50% fuel burn reduction, for a 2025 in service timeframe, this assessment shows that this innovative concept warrants refined study. Furthermore, this design appears to be a viable potential future passenger aircraft, not only in meeting the regulatory requirements, but also in competing with aircraft of different advanced designs within this N+2 timeframe and goal framework.