Cette étude porte sur le développement d’une méthodologie de calcul pour évaluer les effets d’installation. Ce phénomène, qui représente le bruit d’interaction entre un jet double flux et un profil, constitue un problème modèle pour l’étude du bruit de jet installé en aéronautique. L’écoulement moyen est déterminé à partir de la résolution des équations de Navier-Stokes moyennées et du modèle de turbulence k - ω BSL de Menter. Lorsque le jet est isolé, il est possible ensuite d’utiliser le modèle de Tam & Auriault. Dans des configurations plus complexes, comme l’interaction jet-voilure considérée ici, la formulation statistique des termes sources de ce modèle est retenue à la place du modèle complet. Un propagateur acoustique, basé sur les équations d’Euler linéarisées, est utilisé pour compléter la modélisation. Dans un premier temps, une tuyère double flux avec plug est simulée et les résultats obtenus sont comparés aux données d’essais dans le but de valider la simulation numérique. De bons résultats sont obtenus. La même étude est ensuite réalisée sur une configuration installée, prenant en compte la même tuyère installée sous un profil. La simplicité de la configuration se justifie par le fait qu’il s’agit de développer une méthodologie de calcul permettant d’avoir un effet qualitatif de l’installation sur le développement du jet. En comparant les résultats aérodynamiques avec ceux obtenus numériquement pour la tuyère isolée, l’impact du profil sur le jet est mis en évidence au travers de la déviation du jet vers le profil et d’un déficit de l’énergie cinétique turbulente. La dernière étape consiste à caractériser l’impact de ces modifications sur les sources de bruit. Pour cela, le logiciel de propagation industriel Actran DGM est utilisé. Les sources calculées statistiquement par le modèle de Tam & Auriault sont introduites dans les équations d’Euler linéarisées. En première approche pour mettre en œuvre la méthodologie, les sources de bruit de jet sont assimilées à une distribution de monopoles équivalents. Cette modélisation permet de mettre en évidence les effets de diffraction et de masquage de l’onde causés par le profil. Le rayonnement en champ lointain est quant à lui obtenu avec la méthode intégrale de Ffowcs-Williams & Hawkings. / Excess noise induced by installation effects is numerically investigated in this work. Interaction noise between a turbofan jet engine and an airfoil is a simplified but relevant problem to address installed jet noise in aeronautics. The mean flow is determined from Reynolds-Averaged Navier-Stokes equations, using Menter k - ω BSL turbulence model. With jet only, fine scale turbulence model of Tam & Auriault can be used directly for jet noise prediction. To assess jet-wing interaction in industrial configuration, the statistical formulation of the source terms is retained from this stochastic model, and the acoustic propagation is performed using linearised Euler equations. A dual stream jet is firstly computed and the results are compared to available data in order to validate the numerical simulation. Satisfactory results are obtained. The same study is then performed on an installed configuration, taking into account the same nozzle installed under a profile. This first configuration is is used to develop a methodology of calculation by having a qualitative effect of the installation on the jet behaviour. By comparing the aerodynamic results with those obtained numerically for the isolated nozzle, the impact of the jet profile is highlighted through the jet deflection and a modification of the turbulent kinetic energy field. The last step is to characterize the impact of these modifications on the noise sources. For this, the industrial propagation software Actran DGM is used. The statistical formulation of the source calculated by Tam & Auriault model is introduced into the linearised Euler equations. As a first step, the jet sources are defined as a distribution of equivalent monopoles. This modeling allows highlighting the effects of diffraction and the masking effects caused by the profile. The radiation in the far field is obtained with the integral method of Ffowcs-Williams & Hawkings.

Tire-Pavement Interaction Noise (TPIN) becomes the main noise source contributor for passenger vehicles traveling at speeds above 40 kph. Therefore, it represents one of the main contributors to noise environmental pollution in residential areas nearby highways. TPIN has been subject of exhaustive studies since the 1970s. Still, almost 50 years later, there is still not an accurate way to model it. This is a consequence of a large number of noise generation mechanisms involved in this phenomenon, and their high complexity nature. It is acknowledged that the main noise mechanisms involve tire vibration, and air pumping within the tire tread and pavement surface. Moreover, TPIN represents the only vehicle noise source strongly affected by an external factor such as pavement roughness. For the last decade, new machine learning algorithms to model TPIN have been implemented. However, their development relay on experimental data, and do not provide strong physical insight into the problem. This research studied the correct configuration of such tools. More specifically, Artificial Neural Network (ANN) configurations were studied. Their implementation was based on the problem requirements (acoustic sound pressure prediction). Moreover, a customized neuron configuration showed improvements on the ANN TPIN prediction capabilities. During the second stage of this thesis, tire noise test was undertaken for different tires at different pavements surfaces on the Virginia Tech SMART road. The experimental data was used to develop an approach to account for the pavement profile when predicting TPIN. Finally, the new ANN configuration, along with the approach to account for pavement roughness were complemented using previous work to obtain what is the first reasonable accurate and complete tool to predict tire noise. This tool uses as inputs: 1) tire parameters, 2) pavement parameters, and 3) vehicle speed. Tire noise narrowband spectra for a frequency range of 400-1600 Hz is obtained as a result. / Master of Science / Tire-Pavement Interaction Noise (TPIN) becomes the main noise source contributor for passenger vehicles traveling at speeds above 40 kph. Therefore, it represents one of the main contributors to noise environmental pollution in residential areas nearby highways. TPIN has been subject of exhaustive studies since the 1970s. Still, almost 50 years later, there is still not an accurate way to model it. This is a consequence of a large number of noise generation mechanisms involved in this phenomenon, and their high complexity nature. It is acknowledged that the main noise mechanisms involve tire vibration, and air pumping within the tire tread and pavement surface. Moreover, TPIN represents the only vehicle noise source strongly affected by an external factor such as pavement roughness. For the last decade, machine learning algorithms, based on the human brain structure, have been implemented to model TPIN. However, their development relay on experimental data, and do not provide strong physical insight into the problem. This research focused on the study of the correct configuration of such machine learning algorithms applied to the very specific task of TPIN prediction. Moreover, a customized configuration showed improvements on the TPIN prediction capabilities of these algorithms. During the second stage of this thesis, tire noise test was undertaken for different tires at different pavements surfaces on the Virginia Tech SMART road. The experimental data was used to develop an approach to account for the pavement roughness when predicting TPIN. Finally, the new machine learning algorithm configuration, along with the approach to account for pavement roughness were complemented using previous work to obtain what is the first reasonable accurate and complete computational tool to predict tire noise. This tool uses as inputs: 1) tire parameters, 2) pavement parameters, and 3) vehicle speed.

This thesis documents trailing edge blowing research performed to reduce rotor / stator interaction noise in turbofan engines. The existing technique of filling every velocity deficit requires a large amount of air and is therefore impractical. The purpose of this research is to investigate new blowing configurations in order to achieve noise reduction with lesser amounts of air. Using the new configurations air is not injected into every fan blade, but is instead varied circumferentially. For example, blowing air may be applied to alternating fan blades. This type of blowing configuration both reduces the amount of air used and changes the spectral shape of the tonal interaction noise. The original tones at the blade passing frequency and its harmonics are reduced and new tones are introduced between them. This change in the tonal spectral shape increases the performance of acoustic liners used in conjunction with trailing edge blowing. This thesis presents numerical predictions performed to estimate the sound power reductions due to these concepts, as well as experimental results taken on the ANCF rig at NASA Glenn for validation purposes. The results show that the new concepts are successful in increasing the efficiency of trailing edge blowing. / Master of Science

An innovative application of existing technology is proposed for attenuating the effects of transient phenomena, such as rotor-stator and rotor-strut interactions, linked to noise and fatigue failure in turbomachinery environments. A computational study was designed to assess the potential of Passive Porosity Technology as a mechanism for alleviating interaction effects and radiated noise by reducing the fluctuating forces acting on the vane surfaces. The study involved a typical high bypass fan stator airfoil immersed in a subsonic free field and exposed to the effects of a transversely moving wake. Time histories of the primitive aerodynamic variables obtained from Computational Fluid Dynamics (CFD) calculations were input into an acoustic prediction code to estimate noise levels at a radial distance of ten chords from the stator airfoil. This procedure was performed on the solid airfoil to obtain a baseline, and on approximately fifty porous configurations in order to isolate those that would yield maximum noise reductions without compromising the aerodynamic performance of the stator. It was found that, for a single stator immersed in a subsonic flow field, communication between regions of high pressure differential - made possible by the use of passive porosity - tends to induce a time-dependent oscillatory pattern of small inflow-outflow regions near the stator leading edge (LE), which is well established before wake effects come into play. The oscillatory pattern starts at the LE, and travels downstream on both suction and pressure sides of the airfoil. The amplitude of the oscillations seemed to be proportional to the extension of the porous patch on the pressure side. Regardless of this effect, which may not have occurred if the airfoil were placed within a stator cascade, communication between regions of high pressure differential is necessary to significantly alter the noise radiation pattern of the stator airfoil. Whether those changes result in noise abatement or enhancement depends primarily on the placement and extension of the porous patches. For most viable configurations, porosity reduced loading noise but increased thickness noise. Variations in nominal porosity were of secondary importance. In general, the best aerodynamic performers (i.e., those configurations that were able to reduce unsteady lift without severely altering the lift and/or drag characteristics of the solid airfoil) were also the best acoustic performers. As a result of using passive surface porosity, overall peak radiated noise was reduced by approximately 1.0 dB. This reduction increased to about 2.5 dB when the effects of loading noise alone were considered. / Ph. D.

With advancements in technology, electric vehicles are dominating the world making Internal Combustion engines less relevant, and hence vehicles are becoming quieter than ever before. But noise levels remain a significant concern for both passengers and automotive manufacturers. The vehicle's interior noise can affect the overall driving experience and even the safety of the driver and the passengers. The two main sources of vehicle interior noise are attributed to air-borne noises and structure-borne noises. A modern automobile is a complicated vibration system with several excitation sources like the engine, transmission system, tire/road interface excitation, and wind noise. With electric vehicles on the rise, the engine and transmission noise is practically eliminated, and effective preventive measures and control systems are already in place to reduce the aerodynamic-based noise, vibrations, and harshness (NVH) in modern automobiles making the structure-borne noise the most crucial of the noise sources. Tire/road interaction noise being the most dominant among the structure-borne noise is the main concern of the vehicle interior noise. The two main sources of vehicle interior noise induced by the tire pavement interaction noise are structure-borne noise induced by the low-frequency excitation and air-borne noises produced by the mid and high-frequency excitation. The present study tested an all-season tire over varying operational conditions such as different speeds, normal loads, and inflation pressures on an asphalt surface. Two tri-axial accelerometers attached 1800 apart from each other on the inner liner of the tire of a Volkswagen Jetta were used to measure the circumferential, lateral, and radial acceleration data. An Inertial Measurement Unit (IMU) and velocity box (VBOX) were instrumented in the vehicle to measure the acceleration at the center of gravity (COG) position of the vehicle and the longitudinal velocity of the vehicle respectively. The vehicle was also equipped with a modified hybrid of Close Proximity Testing (CPX) and On-Board Sound Intensity (OBSI) sound measurement systems which were designed and manufactured in-house to measure the tire/road interaction noise at the leading and trailing edges of the tire/road contact patch. Another microphone was instrumented inside the passenger compartment of the vehicle at the passenger's seat right ear position over the tire mounted with the sound measurement system to measure the vehicle interior noise as interpreted by the passengers in the vehicle. Two data acquisition systems coupled with a real-time Simulink model were used to collect all the measured data, one for the noise signals and the other for velocity and acceleration signals. The focus of the current study is to review different generation and amplification mechanisms of the structure-induced tire/road interaction noise and find the relevant dominant frequency ranges of the vehicle interior noise induced by the structure-borne noises using already established physics-based models and correlation techniques. It also aims to find correlations between tire acceleration, vehicle interior noise, and tire pavement interaction noise and their effect on different operational conditions like load, inflation pressure, and velocity. All the signals are studied in the time, frequency, and spectral domain and insights have been drawn on different tire/road noise generation and amplification mechanisms. / Master of Science / Structure-induced vehicle interior noise is one of the main concerns surrounding the automotive NVH industry and tire/road interaction noise being the most dominant source among the structure-borne noises affecting the vehicle interior noise is a major problem to the tire and automotive manufacturers nowadays. It leads to discomfort for the driver and the passengers in the vehicle and can cause fatigue, which in turn can directly affect the vehicle's safety. Several attempts have been made to reduce vehicle interior noise using statistical, physics-based, and hybrid models, but the research is still nowhere near completion. The current study aims to identify the frequency ranges affecting the structure-borne noise-induced vehicle interior noise and uses data-driven approaches in estimating the vehicle interior noise using only the acceleration of the tire. A test setup was designed and developed in-house where a tri-axial accelerometer embedded inside the inner liner of the tire measures the X, Y, and Z acceleration signals. Several microphones are instrumented at the tire/road contact surface and inside the passenger cabin to measure the tire/road interaction noise and the vehicle interior noise. The longitudinal velocity of the vehicle and the accelerations at the center of gravity of the vehicle have also been measured. Multiple data-driven models have been developed to directly predict the vehicle interior noise and tire/road interaction noise using the accelerometer data. This research is directly helpful for the automotive and tire industries by giving them insights on designing and developing quieter tires by using data-driven approaches and further using these with active control systems can mask the vehicle interior noise to acceptable levels in real-time.

Tire-pavement interaction is a dominant noise source for passenger cars and trucks above 25 mph (40 km/h) and 43 mph (70 km/h), respectively. For the same pavement, tires with different tread pattern and construction generate noise of different levels and frequencies. In the present study, forty-two different tires were tested over a range of speeds (45-65 mph, i.e., 72-105 km/h) on a non-porous asphalt pavement (a section of U.S. Route 460, both eastbound and westbound). An On-Board Sound Intensity (OBSI) system was instrumented on the test vehicle to collect the tire noise data at both the leading and trailing edge of the tire contact patch. An optical sensor recording the once-per-revolution signal of the wheel was also installed to monitor the vehicle speed and, more importantly, to provide the data needed to perform the order tracking analysis in order to break down the tire noise into two components. These two components are: the tread pattern and the non-tread pattern noise. Based on the experimental noise data collected, two artificial neural networks (ANN) were developed to predict the tread pattern (ANN1) and the non-tread pattern noise (ANN2) components, separately. The inputs of ANN1 are the coherent tread profile spectrum and the air volume velocity spectrum calculated from the digitized 3D tread pattern. The inputs of ANN2 are the tire size and tread rubber hardness. The vehicle speed is also included as input for the two ANN's. The optimized ANN's are able to predict the tire-pavement interaction noise well for different tires on the pavement tested. Another outcome of this work is the complete literature review on Tire-Pavement Interaction Noise (TPIN), as an appendix of this dissertation and covering ~1000 references, which might be the most comprehensive compilation of this topic. / PHD

No description available.

Induced vibrations due to tire-pavement interaction are one of the main sources of vehicle exterior noise, especially near highways and main roads where traveling speeds are above 50 kph. Its dominant spectral content is approximately within 500-1500 Hz. However, accurate prediction tools within this frequency range are not available. Current methods rely on structural modeling of the complete tire using finite elements and modal expansion approaches that are accurate only at low frequencies. Therefore, alternative physically-based models need to be developed. This work proposes a new approach that incorporates wave behavior along the tire's circumferential direction, while modes are assumed along its transversal direction. The formulation for new infinite plate and cylindrical shell structural models of a tire is presented. These are capable of accounting for orthotropic material properties, different structural parameters between the belt and sidewalls, inflation pressure, and rotation of the tire. In addition, a new contact model between the pavement and the tire is developed presented. The excitation of the tire due to the impact of the tread-pattern blocks in the contact patch region is characterized and coupled to the structure of the tire. Finally, a Boundary Element Method is implemented in order to compute the vibration-induced noise produced by the tire. All the modeling components are combined in a single prediction tool named Wave Pro Tire. Lastly, simulated responses and validation cases are presented in terms of harmonic responses, Frequency Response Functions (FRF), and produced noise. / Doctor of Philosophy / Induced vibrations due to tire-pavement interaction are one of the main sources of vehicle exterior noise, especially near highways and main roads where traveling speeds are above 50 kph. Accurate prediction tools are not currently available. Therefore, new physically based models need to be developed. This work proposes a new approach to model the tire’s structure with a formulation that accounts for multiple physical phenomena. In addition, a model that simulates the contact between the pavement and the tire’s tread is presented. Finally, the vibrations are coupled to the produced noise in a single prediction tool named Wave Pro Tire. This work also includes simulated responses and validation cases.

L’évolution des turboréacteurs vers des taux de dilution toujours plus importants est associée à de nouvelles problématiques. Parmi elles, le raccourcissement de l’entrée d’air et de la tuyère est associé à une diminution du gain apporté par les traitements acoustiques de nacelle. La contribution des traitements situés dans l’espace entre la soufflante et le stator redresseur (OGV) va donc prendre de l’importance par rapport à l’ensemble des traitements. Cette zone, également appelée “interstage”, est caractérisée par une forte giration de l’écoulement moyen due à l’entraînement du fluide par le rotor. L’objectif de ce travail est de développer un modèle analytique afin d’évaluer l’effet de la giration sur le comportement des traitements acoustiques dans l’interstage, ainsi que sur le bruit à large-bande rayonnant en amont dû à l’interaction de la turbulence en aval de la soufflante avec les aubes des stators (OGV). Dans un premier temps, l’évolution de petites perturbations dans écoulement moyen tournant et cisaillé dans un conduit rigide est étudiée. Après avoir introduit les équations ainsi que les hypothèses du problème, l’analogie acoustique de Posson & Peake [122] est présentée. L’effet de la giration sur le contenu modal dans un conduit rigide est mis en évidence pour plusieurs types d’écoulements tournants. En particulier, le décalage des fréquences de coupures est étudié. L’étude est ensuite étendue au cas d’un conduit annulaire traité acoustiquement. Une attention particulière est portée sur la condition aux limites à appliquer aux parois du conduit. Dans ce cadre, une correction due aux effets centrifuges est apportée à la condition aux limites de Myers [101]. Une extension du modèle de Brambley [24] est aussi proposée afin de prendre en compte l’effet de l’épaisseur de la couche limite aux parois du conduit dans le cas tournant. Les effets combinés de la rotation et de la condition aux limites sur le contenu modal sont ensuite étudiés. En outre, une relation de dispersion pour les modes de surfaces en présence d’écoulement tournant est développée. À partir des développements précédents, un modèle de transmission acoustique est proposé afin d’évaluer l’effet de la giration sur le comportement des traitements acoustiques. La méthode repose sur le principe de raccordement modal appliqué à la conservation du débit massique et de l’enthalpie totale aux interfaces séparant les sections rigides et traitées. Une nouvelle méthode de projection basée sur les propriétés des polynômes de Chebyshev est proposée. À partir de ce modèle, l’efficacité des traitements acoustiques est étudiée pour différents écoulements tournants. Enfin, un modèle de prédiction du bruit à large-bande d’interaction rotor-stator est établi à partir de l’analogie de Posson & Peake [122], dans le but de prendre en compte l’effet de la giration sur la puissance acoustique rayonnée en amont. Le terme source est calculé selon le formalisme de Posson et al. [120]. Le modèle ainsi développé permet de prendre en compte une évolution radiale des paramètres géométriques et des propriétés statistiques de la turbulence incidente. Le modèle est ensuite évalué sur le cas test NASA SDT pour différents régimes et géométries. / The advent of modern turbofan engines such as UHBR goes along with new issues. Amongst others, the shortening of the inlet and exhaust yield a relatively higher importance of the liners located inside the interstage, where the flow is highly swirling. The present work aims at developing analytical models to assess the effect of the swirl both on the behavior of the interstage liners and on the upstream radiation of the fan-OGV interaction broadband boise. The evolution of small fluctuations in a rigid annular duct containing a swirling and sheared mean flow are studied first. After having introduced the governing equations and the main assumptions, the acoustic analogy of Posson & Peake [122] tailored to an annular duct with swirl and shear is presented. The effect of the swirl on the modal content in a rigid annular duct is highlighted for different types of swirl. In particular the shift of the cut-on thresholds is studied. Then, the modal analysis is extended to a duct with lined walls. A particular attention is paid on the boundary condition. Notably, a correction of the classical Myers boundary condition [101] is proposed to account for the centrifugal effects. An extension of Brambley’s boundary condition [24] is also derived to account for the boundary layer thickness to first order. The effect of both the swirl and the boundary condition on the modal content are studied. Besides, a dispersion relation for the surface waves is derived for the corrected Myers boundary condition. Based on the previous modal analyses, a transmission tool is developed to assess the effect of the swirl on the efficiency of a liner. The method, which relies on the mode-matching approach, is based on the conservation of the total enthalpy and the mass flow at the interfaces between the rigid and the lined sections. Due to the nature of the eigenfunctions, a new projection method based on the Chebyshev polynomial properties is proposed. Thanks to this model, the absorption is assessed for different types of swirl. Finally, a rotor-stator interaction broadband noise prediction model is derived from Posson & Peake’s acoustic analogy [122], to account for the effect of the swirl on the upstream radiated acoustic power. The source term is computed according to Posson et al.’s model [120]. It allows considering a radial variation of the geometry and the statistical properties of the incident turbulence. The model is assessed on the NASA SDT test case and the effect of the swirl is evaluated for several stator geometries and regimes.

Le bruit tonal d’interaction rotor-stator, généré par l’impact des sillages issus des pales d’un rotorsur la grille d’aubes d’un stator redresseur, contribue de manière déterminante au bruit d’origineaérodynamique des turbomachines axiales carénées, qui équipent une large part des systèmes de propulsionaéronautique et de conditionnement d’air. La prédiction du bruit par l’utilisation de simulationsnumériques demeure onéreuse, notamment dans les premières phases de conception lorsque de nombreusesconfigurations doivent être testées. Dans cette optique, l’approche analytique choisie dans cettethèse apporte une alternative tout à fait appropriée. Les modèles analytiques basés sur une fonctionde réponse aéroacoustique de profil isolé ne permettent pas de reproduire l’effet de grille engendrépar le nombre important d’aubes de stator. Inversement, de fortes approximations sont nécessairespour décliner les fonctions de réponse de grilles d’aubes existantes dans des configurations tridimensionnelles.Le formalisme proposé, basé sur la méthode de raccordement modal, permet d’introduiresimplement l’effet de grille dans une géométrie annulaire d’étage rotor-stator. Un modèle de réponse degrille rectilinéaire bidimensionnel est tout d’abord présenté pour la transmission d’ondes acoustiques àtravers le stator ainsi que pour la génération de bruit par l’impact de rafales hydrodynamiques. Dansce cadre, une analyse linéaire et non visqueuse est considérée, pour laquelle les modes acoustique ettourbillonnaire d’un gaz sont couplés par le biais des frontières rigides. Les perturbations de vitessesliées aux sillages sont modélisées comme des rafales convectées. Leur impact sur la grille de statorgénère des ondes acoustiques se propageant en amont, en aval ainsi que dans les espaces inter-aubesdu stator, vu comme un réseau périodique de guides d’ondes. Les sections de bords d’attaque et defuite des aubes sont considérées comme des interfaces sur lesquelles la continuité des fluctuations depression, de vitesse axiale et de vorticité est vérifiée. Un système d’équations est ainsi obtenu, puisrésolu par des projections sur les bases modales du conduit et des inversions matricielles. Le champacoustique rayonné est ainsi déterminé uniformément dans tout le domaine. Les résultats issus de cesmodélisations sont comparés à ceux des fonctions de réponse de grilles d’aubes rectilinéaires issues dela littérature, montrant un très bon accord avec les modèles basés sur la technique de Wiener-Hopf. Leformalisme est par la suite étendu aux grilles annulaires par l’ajout de fonctions de Bessel comme fonctionsde forme radiale exprimant les effets tridimensionnels. Finalement, une procédure est présentéepour rendre compte de l’hétérogénéité des aubes de stator, caractéristique des nouvelles architecturesde turbomachines. Cette méthodologie est basée sur l’emploi conjoint du principe du dipôle de bordd’attaque et de la fonction de réponse aéracoustique de la grille de stator à l’aide de la technique deraccordement modal. Le principe de dipôle de bord identifie le chargement instationnaire des aubesinduit par l’impact de rafales hydrodynamiques, calculé par le formalisme d’Amiet, avec la trace duchamp de pression acoustique produit par un dipôle placé au voisinage du bord de l’aube. Les prédictionsissues de ce modèle, appliqué dans un cadre bidimensionnel, sont ensuite comparées à des mesuresobtenues pendant la campagne d’essais du projet SEMAFOR. / The rotor-stator wake-interaction tonal noise, generated by the impingement of rotor wakes onoutlet guide vanes, plays a crucial role in the aerodynamic noise of axial-flow ducted fan stages. Thelatter are widely used in most aeronautic propulsion and air-conditioning systems. The noise predictionby means of numerical simulations remains expensive, especially at the preliminary design stage whennumerous configurations must be tested. In this respect, the analytical approach chosen in this thesisprovides a well suited alternative. The analytical modeling based on an isolated-airfoil response functioncan not reproduce the cascade effect introduced by the large number of stator vanes. Conversely, drasticapproximations are required to extend the current cascade response functions to three-dimensionalconfigurations. The proposed modeling based on the mode-matching technique simply introduces thecascade effect in an annular rotor-stator stage. A rectilinear cascade response function is firstly presentedto account for the acoustic transmission through the stator along with the wake-interaction noise.In this context, a linearized and non-viscous analysis is carried out, in which the acoustic and vorticalmodes of a gas are coupled at rigid physical boundaries. The velocity perturbations issued from thewakes are written as a sum of convected gusts. Their impingement on the cascade of vanes generatesacoustic waves propagating upstream, downstream of the cascade, as well as inside the inter-vane channelsof the stator, seen as a periodic array of bifurcated waveguides. The duct cross sections at theleading-edge and the trailing-edge of the vanes are seen as interfaces on which the continuity of thefluctuating pressure, axial velocity and vorticity is fulfilled. A system of linear equations is obtained,then solved by means of modal projections and matrix inversions. The acoustic field is then uniformlycalculated in the whole domain. Comparisons with rectilinear cascade response functions show a verygood agreement with predictions based on the Wiener-Hopf technique. The configuration of an annularcascade is addressed by introducing the Bessel functions as radial shape functions, expressing threedimensionaleffects. Finally, a procedure is presented to account for the heterogeneity of the statorvanes, typical of modern fan architectures. This approach is based on the combinaison of the leadingedgedipole principle and the cascade response function derived from the mode-matching technique.The edge-dipole principle identifies Amiet’s solution for the unsteady loading and the radiation of adipole approached very close to the edge of a half plane. The predictions provided by this modeling,applied in a two-dimensional configuration, are finaly compared to measurements performed in the testcampaign of the SEMAFOR project.