不同飞行轨迹对旋翼斜下降状态噪声影响计算分析
|
摘要
基于自由尾迹结合Farassat 1A方程的数值计算方法,研究了不同飞行轨迹下旋翼远场噪声辐射特性。采用BO-105直升机旋翼作为研究对象,针对直升机的斜下降飞行任务,设计了三种具有相同起始和终止位置的飞行轨迹,计算获得了直升机在不同轨迹飞行中目标观测点处A计权总声压级的变化历程。对比了不同飞行状态的桨-涡干扰特性和BVI噪声传播指向性,分析了飞行轨迹改变对噪声降低的内在影响。进一步改变了旋翼飞行速度,对比了旋翼状态参数变化对飞行轨迹噪声控制的影响。结果表明,改变飞行轨迹可以显著降低旋翼的远场噪声辐射,飞行过程中最大总声压级降低约6dBA;旋翼飞行速度改变显著影响飞行轨迹噪声控制的效果。
The efforts of flight path control on rotor far field noise was investigated. The rotor noise was predicted using combination of free wake method and Farassat 1 A equation. Full scale BO105 rotor was chosen to build noise analysis model. First,three flight paths which have the same start and end point were designed to complete the descend flight mission. Then,rotor noise at different observer locations during the three whole flight paths was computed,and the noise OSPLA of different flight paths was compared. After that,the blade-vortex interaction and BVI noise radiation directivity were also analyzed to explain the noise reduction due to flight path control. At last,the flight velocity was altered,and the efforts on noise reduction of flight path control were compared.The results show that,the flight path control can lead to notably rotor far field noise reduction,and the maximal OSPLA during flight can reduce about 6 dBA. The flight velocity alteration has large influence on the noise reduction effect.
The efforts of flight path control on rotor far field noise was investigated. The rotor noise was predicted using combination of free wake method and Farassat 1 A equation. Full scale BO105 rotor was chosen to build noise analysis model. First,three flight paths which have the same start and end point were designed to complete the descend flight mission. Then,rotor noise at different observer locations during the three whole flight paths was computed,and the noise OSPLA of different flight paths was compared. After that,the blade-vortex interaction and BVI noise radiation directivity were also analyzed to explain the noise reduction due to flight path control. At last,the flight velocity was altered,and the efforts on noise reduction of flight path control were compared.The results show that,the flight path control can lead to notably rotor far field noise reduction,and the maximal OSPLA during flight can reduce about 6 dBA. The flight velocity alteration has large influence on the noise reduction effect.
引文
[1] Boxwell D A,Schmitz F H. Full-scale Measurements of Blade-Vortex Interaction Noise[C]. The 36th AHS Annual Forum,May 1980.
[2] Splettstoesser W R,Schultz K J,Martin R M. Rotor Blade-Vortex Interaction Impulsive Noise Source Localization[J]. AIAA Journal,1990,28(4).
[3] Koushik S,Gopalan G,Schmitz F H. Measurements and CFD-based Acoustic Computations of Experimentally Simulated Blade-Vortex Interaction(BVI)Noise[C].The 65th AHS,2009.
[4] Cervais M,Schmitz F. Tilt Rotor BVI Noise Abatement Using Flight Trajectory Management&Aircraft Configuration Control[C]. AIAA Guidance,Navigation,and Control Conference and Exhibit,Texas,2003.
[5] Schmitz F. Fredric Flight Path Management/Control Methodology to Reduce Helicopter Blade-Vortex Interaction Noise[J]. Journal of Aircraft,2002,39(2).
[6]曹亚雄,樊枫,林永峰.带先进桨尖的模型旋翼悬停噪声计算与试验[J].南京航空航天大学学报,2016,48(2):180-185.
[7]王阳,徐国华,招启军.基于非结构网格CFD技术的旋翼气动噪声计算方法研究[J].空气动力学学报,2011,29(5):559-566.
[8] Johnson W. A General Free Wake Geometry Calculation for Wings and Rotors[C]. The AHS 51st Annual Forum,Texas,2014.
[9] Brentner K S. Prediction of Helicopter Rotor Discrete Frequency Nosie[R]. California:NASA Langley Research Center,1986.
[10] Swanson S M,Jacklin S A. Individual Blade Control Effects on Blade-Vortex Interaction Noise[C]. The50th AHS Forum,Washington,1994.
[11] Peterson R. Aeroelastic Loads and Stability Investigation of a Full-Scale Hingeless Rotor[R]. California:NASA Langley Research Center,1991.
[2] Splettstoesser W R,Schultz K J,Martin R M. Rotor Blade-Vortex Interaction Impulsive Noise Source Localization[J]. AIAA Journal,1990,28(4).
[3] Koushik S,Gopalan G,Schmitz F H. Measurements and CFD-based Acoustic Computations of Experimentally Simulated Blade-Vortex Interaction(BVI)Noise[C].The 65th AHS,2009.
[4] Cervais M,Schmitz F. Tilt Rotor BVI Noise Abatement Using Flight Trajectory Management&Aircraft Configuration Control[C]. AIAA Guidance,Navigation,and Control Conference and Exhibit,Texas,2003.
[5] Schmitz F. Fredric Flight Path Management/Control Methodology to Reduce Helicopter Blade-Vortex Interaction Noise[J]. Journal of Aircraft,2002,39(2).
[6]曹亚雄,樊枫,林永峰.带先进桨尖的模型旋翼悬停噪声计算与试验[J].南京航空航天大学学报,2016,48(2):180-185.
[7]王阳,徐国华,招启军.基于非结构网格CFD技术的旋翼气动噪声计算方法研究[J].空气动力学学报,2011,29(5):559-566.
[8] Johnson W. A General Free Wake Geometry Calculation for Wings and Rotors[C]. The AHS 51st Annual Forum,Texas,2014.
[9] Brentner K S. Prediction of Helicopter Rotor Discrete Frequency Nosie[R]. California:NASA Langley Research Center,1986.
[10] Swanson S M,Jacklin S A. Individual Blade Control Effects on Blade-Vortex Interaction Noise[C]. The50th AHS Forum,Washington,1994.
[11] Peterson R. Aeroelastic Loads and Stability Investigation of a Full-Scale Hingeless Rotor[R]. California:NASA Langley Research Center,1991.