Hybrid FEM/SEA model of an aircraft fuselage section

A. Peiffer, S. Tewes
EADS Innovation Works, Department of Noise and Vibration Control, Email: [email protected]

The selected subsystem configuration for this new model

Introduction will be similar to the first model and is shown in Figure 3.
This paper deals with the SEA- and hybrid model generation Again, all systems having a low modal density will be inac-
derived from a detailed finite element model of a fuselage tive, i.e. the structure serves only as coupling element and
structure using the software VAOne [1]. First, starting from not as resonant subsystem.
a modal analysis a check of the dynamic behaviour of the
selected subsystem configuration is performed. Based on
these results and using the energy flow method (EFM) as
SEA post-processing is applied. All criteria that are required
for the evaluation of each subsystem configuration can be
derived, i.e. the modal density and the coupling behaviour
between the subsystems. Based on this calculation the ap-
propriate frequency range and subsystem configuration is
selected.
The second part deals with a hybrid model of this configura-
tion using a structural FE-model coupled to SEA cavities.
One focus of both approached was the feasibility of these
methods using models of realistic size and the commercial
software VAOne. Figure 2: Modes in band for the systems from Figure 1

EFM / EIC modelling

The energy flow method (EFM) or energy influence coeffi-
cient (EIC) method was introduced by Mace in [2]. The first
step in EFM processing is to select subsystems out of the FE
model from experience or visual inspection of overall mode
shapes. The outcome of this selection is shown in Figure 1.

FE shear left

FE floor

Figure 3: Extended and modified FE model

FE shear right

FE struts
Results for modified and extended model
Left The new modes in band situation is shown in Figure 4 and
right
FE fuselage remains in general the same as the one presented in Figure 2.
The fuselage has enough modes for statistical simulation, but
Figure 1: Selected subsystems for EFM simulation the floor modal density remains low in comparison. The up-
per frequency limit is now 250 Hz due to computational
Modes in band limitations of the extended, new model.
Figure 2 shows that the fuselage is appropriate for SEA from
100 to 400 Hz if we consider ten modes in band as suffi-
cient. The same is valid for the floor above 250 Hz. This
means that structural SEA may give reasonable results above
250 Hz if a four bay fuselage is considered and coupling
between those subsystems is not too strong. All other sub-
systems from Figure 1 are considered as inactive and there-
fore only act as coupling element in the further calculations.
Some parts of the model provide local modes due to low
stiffness. To avoid those modes some modifications were
done in order to remove the local effects. Thus, a new model
is selected including two additional frame bays and some
corrections in order to avoid the local modes. Figure 4: Modes in band for modified model
 If the system loss factors are supposed to be about 2% the as SEA subsystem (Figure 7). All coupling and excitation is
coupling loss factors, as shown in Figure 5, are low enough defined via the faces as shown in Figure 8. They also allow
to fulfil the golden rules of SEA. for partial coupling of subsystems. There is no face concept
in the SEA approach of VAOne which will further increase
the low frequency limit of SEA.
Diffuse sound field
applied to fuselage

PAX cavity
SEA sub-
systems
CARGO cavity

FE subsystems

Figure 5: CLF between floor and fuselage Figure 7: Hybrid model of fuselage section and cavities

One further check is the reciprocity condition for the CLFs.

In Figure 6 one can see that the reciprocity is fulfilled for the
chosen subsystem selection. For comparison the results for
the first as well as the modified model are given. One can
see some minor improvement in reciprocity in the 80 and
100 Hz band.

1,0E+00

CLF12/n2

CLF21/n1

1,0E-01
mod CLF12/n2 Figure 8: Faces for coupling and cavity definition
eta_xy/y

mod CLF21/n1 As shown in Figure 8 the faces allow for coupling to both
the interior cavities (only partially) and the exterior excita-
1,0E-02
tion via a diffuse sound field (the total external fuselage). All
coupling is defined by the diffused sound field reciprocity
based on the modal radiation impedance [4]. This radiation
1,0E-03 impedance assumes free field conditions leading to certain
0 50 100 150 200 250 300 350 400 450
1/3 octave band
limitations in accuracy. However, if the internal cavities are
assumed to be appropriate for SEA this free radiation as-
Figure 6: Reciprocity check between first and modified model sumption should be correct.
Conclusions from EFM In addition, the software allows for the consideration of local
The EFM processing shows that the SEA method is possible treatment. Here, the mode shapes are coupled to the fluid
but might not be appropriate for simulation in this frequency using the transfer impedance of the treatment.
range. In addition, pre-stressing due to pressurization is not
Configurations
considered and will further reduce the modal density.
In order to understand the effects of different configurations
Another drawback might be that the EFM method does not we calculated four configurations:
include FE models of the fluid. For further improvement,
especially the understanding of the coupled phenomena, the 1. Green (no insulation) and 1% structural damping
inclusion of a full structure-fluid model into the EFM might 2. Fuselage with primary insulation, 1% structural damping
be useful. 3. ρc termination at end caps of cavities, fuselage with pri-
mary insulation, 1% structural damping
However, structural SEA modelling in that frequency range 4. Fuselage with primary insulation, 2% structural damping
remains cumbersome. As a consequence the hybrid approach
described in [3] and [4] will suit better to this task. Thus, a The ρc termination was used to check the influence on the
hybrid model is created that consists of a full FEM model for interior absorption.
the structure and SEA systems describing the interior cavi- Results
ties.
In Figure 9 all results are shown in comparison to flight test
Hybrid model data. In general, the green configuration shows the highest
levels. However, at some frequencies the pressure level is
A straightforward approach is used for the hybrid subsystem even higher with the insulation. One must keep in mind that
definition. The structure is modelled as FE and the cavities
the only noise treatment is the primary insulation consisting
of a two inch layer of light glass wool. Furthermore, the aim
of these investigations was to show the principle function of
the hybrid approach with models of this order of magnitude.

Figure 9: Interior sound level due to external excitation

Conclusions and outlook

The results prove that hybrid modelling of large scale fuse-
lage structures is feasible. However, the calculation time
remains high and the simulation is only possible for low fre-
quencies due to the very high mode count of the fuselage.
Thus, in the frequency range valid for SEA one should still
think about SEA modelling using the information derived
from the EFM analysis.
A further step is the comparison with high frequency FEM
results in the overlap region. Finally, the inclusion of real
lining, trim, and seats shall allow for realistic interior noise
simulation. However, this will still be a real challenge due to
the high amount of hybrid couplings.

References
[1] www.esi-croup.com
[2] B.R. Mace, P.J. Shorter: Energy flow models from finite
element analysis, JSV (2000) 233(3), pp. 369-389
[3] P.J. Shorter, R.S. Langley: Vibro-acoustic analysis of
complex systems, JSV (2005) 288, pp. 669-699
[4] P.J. Shorter, R.S. Langley: On the reciprocity relation-
ship between direct field radiation and diffuse reverber-
ant loading, J. Acoust. Soc. Am, 117(1), 2005, pp. 85-95