Agency: Cordis | Branch: H2020 | Program: RIA | Phase: MG-1.1-2014 | Award Amount: 5.28M | Year: 2015
The European industry is currently a world leader in aviation and to maintain its leading position and competitiveness in the dynamic global market, Europes industry must develop quickly and efficiently high quality products by meeting time-critical market demands and customers needs. Industrial competition is becoming fiercer not only from established regions, such as the USA, but from new emerging challengers, such as Brazil, Canada, etc. Technological leadership and innovation is becoming the major competitive differentiator, most notably in terms of costs, and environmental performance. The market demands shorter cycles of new technology integration and, on the other hand, competitors enter the market with aggressive prices. It is forecasted that in 2050, innovative products and services demanded by the market will be based on state of the art design, manufacturing and certification processes with a significant reduction of the environmental impact. Recent studies have shown that the development and deployment of new structural technologies will have the greatest impact in the reduction of weight and operational costs compared to other technologies. Against this background, composite materials technology is of fundamental importance to current and future aircraft structures where high specific properties and integration of multiple functionalities are essential to improve weight, fuel efficiency, reduce CO2 emissions, and certification costs. The vulnerability of composite structures to localised, dynamic, sudden, and unexpected loads, may result in unpredictable complex localized damage and a loss of post-impact residual strength. The aim of the EXTREME project is to develop novel material characterisation methods and in-situ measurement techniques, material models and simulation methods for the design and manufacture aerospace composite structures under EXTREME dynamic loadings leading to a significant reduction of weight, design and certification cost.
AgustaWestland Ltd | Date: 2012-10-10
An aerofoil (12a, 12b, 12c, 12d) has a main portion of aerofoil cross section, an inner spanwise root end where the aerofoil is in use secured to a supporting structure, and at an outermost spanwise end outboard of the main portion, beyond a tip station, a tip region, and the tip region including a tip edge, the planform configuration of the tip edge lying on a first Bezier curve constructed from at least four control points P1, P2, P3 and P4, the control points P1, P2, P3 and P4 each lying on the periphery of a polygon which bounds the tip region, Bezier control point P1 being located on a leading edge of the aerofoil at the tip station, which is at a spanwise position between 93.5%R and 95.9%R, where first and second sides of the polygon meet, the first side being at the tip station extending perpendicularly to a blade reference axis, which extends spanwise of the main portion of the aerofoil, and the second side being a tangent to the leading edge of the aerofoil at control point P1, which extends between control point P1 to a position where the second side meets a third side of the boundary polygon at a position outwardly of the tip edge, the third side being parallel to the first side and extending between the position where the third side meets the second side, to where the third side and a fourth side meet, control point P2 being located on the second side at a position between 30% and 80% along the second side from P1, control point P3 being located on the third side at a position between 30% and 90% along the third side from where the second and third sides meet, and control point P4 being located at the outermost tip edge point at a trailing edge of the aerofoil, where R is the effective aerofoil span.
AgustaWestland Ltd | Date: 2014-03-26
A gearbox including a housing, an input member rotatably supported in the housing, a rotatable shaft supported in the housing, gearing providing a power transmitting connection between the input member and the rotatable shaft; and an oil feed member held against rotation relative to the housing, wherein the oil feed member has at least one helical formation for causing oil within the gearbox to be fed axially of the oil feed member, on rotation of the rotatable shaft.
AGUSTAWESTLAND Ltd | Date: 2012-03-26
A system for reducing the transmission of vibration from a first vibrating body to a second body, the system having a first part connected to the first vibrating body, a second part connected to the second body and an electro-hydrostatic actuator connected to the first and second parts, the electro-hydrostatic actuator being operable to continuously oscillate the first and second parts 10 relative to each other at a frequency substantially corresponding to the frequency of vibration of the first vibrating body.
AGUSTAWESTLAND Ltd | Date: 2012-02-16
A helicopter tail rotor gearbox including a housing, an output shaft for connection to a tail rotor rotatably supported in the housing and having an open end therein, an input member rotatably supported in the housing, gearing providing a power transmitting connection between the input member and output shaft, a pitch control shaft for effecting a change in the pitch of the tail rotor, the pitch control shaft being disposed at least partially within the output shaft, rotatable therewith, and movable relative thereto along the rotational axis of the output shaft, an actuating member for effecting axial movement of the pitch control shaft, the actuating member being movable axially of the output shaft but held against rotation therewith, and a bearing assembly positioned in between the pitch control shaft and the actuating member for permitting relative rotation therebetween, wherein the gearbox includes at least one formation for diverting oil, dispersed within the housing in use, towards the open end of the output shaft.
AGUSTAWESTLAND Ltd | Date: 2014-02-25
A device for holding a bearing member relative to a fixed body, including a first part having a formation for engagement with a corresponding formation on a fixed body to hold the first part relative to the fixed body, and a receiving formation for receiving and slidably supporting a generally elongate second part, wherein a first end of the second part is configured for engagement with a part of a bearing member to hold the bearing member relative to the fixed body, and wherein a second, opposite, end of the second part supports an abutment member which prevents the first and second parts separating from each other, wherein the device includes biasing means for biasing the first end of the second part away from the first part.
AgustaWestland Ltd | Date: 2013-08-16
A gearbox including a housing; an input member rotatably supported in the housing; a rotatable shaft supported in the housing; gearing providing a power transmitting connection between the input member and the rotatable shaft; and an oil feed member held against rotation relative to the housing; wherein the oil feed member has at least one helical formation for causing oil within the gearbox to be fed axially of the oil feed member, on rotation of the rotatable shaft.
Davies D.P.,AgustaWestland Ltd |
Jenkins S.L.,AgustaWestland Ltd
International Journal of Fatigue | Year: 2012
The high cycle fatigue behaviour of a number of commercially available aerospace carburising gear steels have been examined under conditions similar to those encountered in the tooth roots of helicopter gears. In particular, the related variables of tooth root stress concentration, of carburised case depth, and of applied mean stress were arranged in such a way as to provide a realistic distribution of applied stress whilst still using a simple, axially loaded, fatigue specimen. In addition, in order to ensure the specimens were tested under representative temperature and environmental conditions, experienced by helicopter gears, the specimens were enclosed in a specially designed environmental chamber. Fatigue testing showed that crack initiation occurred either within the case or the core, in which the propensity for nucleation to occur at either site was strongly dependent on applied stress. For example, by using a 2D FE model based on actual residual stress measurements, it was shown that under a tensile mean stress the highest stresses were confined to a region slightly sub-surface of the root radius, whereas in compression the most highly stressed locations were either in the root radius as before or in a region away from the notch but several millimeters from the surface, confirming the fractographic observations. Regardless of its influence on failure location, it was noted when testing was carried out at 150°C in oil, all the steels exhibited a certain degree of mean stress sensitivity in which the fatigue endurance declined generally in the form of a straight line as the load ratio became more positive. By raising the testing temperature from ambient air to elevated temperature oil (i.e. 150°C), fatigue endurance was found to decline regardless of alloy type, in which the reduction in fatigue life was considered to be primarily due to two main factors, i.e. a partial relaxation of the shot peened surface as a result of thermal stress relief and easier dislocation movement due to elevated temperature testing. A further reduction in fatigue observed during testing in elevated temperature oil was only considered to be of secondary importance. © 2012 Elsevier Ltd. All rights reserved.
Agency: GTR | Branch: Innovate UK | Program: | Phase: Collaborative Research & Development | Award Amount: 1.37M | Year: 2013
HiPerTilt led by AgustaWestland with the University of Liverpool and Bristol will develop world leading aerodynamic models, processes, techniques and new designs/products integral to the design and development of next generation tilt-rotorcraft in the UK. Tilt-rotorcraft offer the potential to revolutionise vertical lift passenger transport by delivering higher speeds, freeing up existing airport ‘regional aircraft’ capacity. These advances will deliver a game changing reduction in design time, an order of magnitude improvement within the UK.
Agency: GTR | Branch: Innovate UK | Program: | Phase: Business, Innovation & Skills Financed | Award Amount: 2.13M | Year: 2013
AgustaWestland is continuing research into helicopter active rotor technology; this will provide a step change in passenger ride comfort. With support from the Aerospace Growth Partnership (AGP), the Aerospace Technology Institute (ATI) and the Technology Strategy Board, AgustaWestland in Yeovil will carry out manufacture and test activities on an experimental active rotor system in preparation for flight test in 2014. The novel nature of the demonstrator system will require innovative new testing techniques to ensure the rotor can be flown safely. AgustaWestland will be supported extensively by the UK academic community and the aerospace supply chain.