ITP Group

Madrid, Spain

ITP Group

Madrid, Spain

Industria de Turbo Propulsores S.A. is a Spanish aircraft engine and gas turbine manufacturer. It is owned by Sener Aeronáutica and Rolls-Royce plc . Wikipedia.


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Grant
Agency: European Commission | Branch: FP7 | Program: CP | Phase: FoF-ICT-2013.7.2 | Award Amount: 9.64M | Year: 2013

In the manufacturing industry, the machining of medium and big size parts with the required and suitable precision is a challenge, especially in high added value products manufactured in small or single-unit batches made of high performance materials like in aeronautic, space or energy sectors, where conventional process engineering and test/error methods are not completely efficient.\nINTEFIX aims to increase the performance of the machining processes by the use of intelligent fixture systems, allowing the monitoring, control and adaptation of the process to obtain suitable results according to precision, quality and cost requirements.\nThe main outcome of INTEFIX project will be the integration of new and state of the art technologies (sensors, actuators, control algorithms, simulation tools...) applied to the workpiece handling systems to develop intelligent and modular fixtures capable of modify the behaviour and interactions between the process and systems in machining operations; reducing time and costs with improved performance and capabilities.\nThe proposed intelligent-modular fixture is a step forward to the smart manufacturing, providing new features of automation, flexibility, versatility, cost-efficiency and accuracy to the current, state of the art, manufacturing systems and equipment.\nThe intelligent fixture will provide sensors and active drives to obtain a suitable fix of the component modifying the force and position of active locators and clamps, in order to select the suitable static and dynamic behavior of the machine-fixture system for improving the process (setup, deformations, vibrations...). This implies a fast-reliable connection and data transfer between the different ICT systems (CNC, PLC, sensors, actuators, CAD-CAM...) using ad-hoc methodologies and software.\nFurthermore, the use of modular elements eases disassembling and reuse of the advanced components improving the flexibility and sustainability of the manufacturing process.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2013.1-3. | Award Amount: 45.04M | Year: 2013

The ENOVAL project will provide the next step of engine technologies to achieve and surpass the ACARE 2020 goals on the way towards Flightpath 2050. ENOVAL completes the European 7th Framework Programme (FP7) roadmap of Level 2 aero engine projects. ENOVAL will focus on the low pressure system of ultra-high by-pass ratio propulsion systems (12 < BPR < 20) in conjunction with ultra high overall pressure ratio (50 < OPR < 70) to provide significant reductions in CO2 emissions in terms of fuel burn (-3% to -5%) and engine noise (-1.3 ENPdB). ENOVAL will focus on ducted geared and non-geared turbofan engines, which are amongst the best candidates for the next generation of short/medium range and long range commercial aircraft applications with an entry into service date of 2025 onward. The expected fan diameter increase of 20 to 35% (vs. year 2000 reference engine) is significant and can be accommodated within the limits of a conventional aircraft configuration. It is in line with the roadmap of the Strategic Research and Innovation Agenda for 2020 to have the technologies ready for Optimised conventional aircraft and engines using best fuel efficiency and noise control technologies, where UHBR propulsion systems are expressively named as a key technology. ENOVAL will be established in a consistent series of Level 2 projects in conjunction with LEMCOTEC for core engine technologies, E-BREAK for system technologies for enabling ultra high OPR engines, and OPENAIR for noise reduction technologies. Finally, ENOVAL will prepare the way towards maturing the technology and preparing industrialisation in coordination with past and existing aero-engine initiatives in Europe at FP7 and national levels.


Grant
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: FOF-13-2016 | Award Amount: 4.04M | Year: 2016

The ENCOMPASS project principally aims to create a fully digital integrated design decision support (IDDS) system to cover the whole manufacturing chain for a laser powder bed fusion (L-PBF) process encompassing all individual processes within in. The ENCOMPASS concept takes a comprehensive view of the L-PBF process chain through synergising and optimising the key stages. The integration at digital level enables numerous synergies between the steps in the process chain and in addition, the steps themselves are being optimised to improve the capability and efficiency of the overall manufacturing chain. ENCOMPASS addresses the three key steps in the process chain: component design, build process, and post-build process steps (post-processing and inspection). The links between these stages are being addressed by the following five interrelations: 1. Between the design process and both the build and post-build processes in terms of manufacturing constraints / considerations to optimise overall component design 2. Between the design process and build process component-specific L-PBF scanning strategies and parameters to optimise processing and reduce downstream processing 3. Between the design process and the build and post-build processes in terms of adding targeted feature quality tracking to the continuous quality monitoring throughout the process chain 4. Between the build and post-build processes by using build specific processing strategies and adaptation based on actual quality monitoring data (for inspection and post-processing) 5. Between all stages and the data management system with the integrated design decision support (IDDS) system By considering the entire AM process chain, rather than the AM machine in isolation, ENCOMPASS will integrate process decision making tools and produce substantial increases in AM productivity, with clear reductions in change over times and re-design, along with increased right-first time, leading to overall reductions in production costs, materials wastage, and over-processing. This will lead to higher economic and environmental sustainability of manufacturing, and re-inforce the EUs position in industrial leadership in laser based AM.


Grant
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-1.2-2015 | Award Amount: 6.70M | Year: 2016

TurboNoiseBB aims to deliver reliable prediction methodologies and noise reduction technologies in order to allow European Aerospace industries: to design low-noise aircraft to meet societys needs for more environmentally friendly air transport to win global leadership for European aeronautics with a competitive supply chain. The project is focusing on fan broadband (BB) noise sources and will offer the possibility to acquire an experimental database mandatory to validate the Computational Fluid Dynamics and Aero Acoustic (CAA) simulations from the sound sources to the radiation from aircraft engines. It fully exploits the methodology successfully developed starting from FP5 programmes, TurboNoiseCFD and AROMA and also associated FP6 (SILENCE(R), PROBAND, OPENAIR) and FP7 (FLOCON, TEENI, ENOVAL) proposals. TurboNoiseBB has 3 main objectives. 1. To acquire appropriate CAA validation data on a representative test model. In addition different approaches for measuring the BB far-field noise levels in the rear arc (bypass duct contribution) will be assessed to help define future requirements for European turbofan test facilities. 2. To apply and validate CAA codes with respect to fan & turbine BB noise. 3. To design novel low BB noise fan systems by means of state-of-the-art design and prediction tools. The combination of partners from industry, research \ university combined with the excellence of the EU most versatile test facility for aero and noise forms the basis for the successful validation and exploitation of CAA methods, crucial for quicker implementation of future low noise engine concepts. TurboNoiseBB will deliver validated industry-exploitable aeroacoustic design \ prediction tools related to BB noise emissions from aircraft nacelle intakes \ exhaust nozzles, allowing EU industry to leap-frog NASA-funded technology developments in the US. It will also deliver a technical assessment on the way forward for European turbofan noise testing.


Grant
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-1.10-2015 | Award Amount: 2.19M | Year: 2016

This proposal is in response to the call for International Cooperation in Aeronautics with China, MG-1.10-2015 under Horizon 2020 Enhanced Additive Manufacturing of Metal Components and Resource Efficient Manufacturing Processes for Aerospace Applications. The objectives are to develop the manufacturing processes identified in the call: (i) Additive manufacturing (AM); (ii) Near Net Shape Hot Isostatic Pressing (NNSHIPping) and (iii) Investment Casting of Ti alloys. The end-users specify the properties and provide computer-aided design, (CAD) files of components and these components will be manufactured using one or more of the three technologies. During the research programme, experiments will be carried out aimed at optimising the process routes and these technologies will be optimised using process modelling. Components manufactured during process development will be assessed and their dimensional accuracies and properties compared with specifications and any need for further process development identified. The specific areas that will be focussed on include: (a) the slow build rate and the build up of stresses during AM; (b) the reproducibility of products, the characteristics of the powder and the development of reusable and/or low cost tooling for NNSHIP; (c) the scatter in properties caused by inconsistent microstructures; (d) improving the strength of wax patterns and optimising welding of investment cast products. The process development will be finalised in month 30 so that state-of-the-art demonstrators can be manufactured and assessed by partners and end-users, during the final 6 months. The cost of the process route for components will be provided to the end-users and this, together with their assessment of the quality of these products, will allow the end-users to decide whether to transfer the technologies to their supply chain. The innovation will come through application of improved processes to manufacture the demonstrator components.


Patent
ITP Group | Date: 2016-06-08

An anti-vibration system for structures made of heat resistant material, formed by nickel alloys difficult to produce. These structures house bearings designed to work at a high number of revolutions, thereby being highly sought after with axial and radial loads, requiring an extremely fine surface finish. They should also have very narrow geometric tolerance levels. Machining operations produce vibrations or chattering in the walls of the structure treated. The invention therefore aims to prevent these vibrations from being produced as the structure is manufactured. This aim is achieved by means of a retractable multi-piece mechanical tool, assembled piece by piece inside cavities difficult to access.


Patent
ITP Group | Date: 2015-03-25

Gas turbine rotor in which flow from the turbine internal cavity is directed through slots (45) in the connecting flanges (52-53) of adjacent rotor rows to a cooling flow passage (43) of a heat shield (60) controlled by flow restrictors (82). A portion of such flow is directed to bucket grooves (34) beneath the blade attachments (25B), thereby cooling the disc rim (32), and controlled by flow restrictors (80). The remaining flow is exhausted through a heat shield rim gap (81) thereby cooling the front disc rim (32) and the blade shank cavity (25A).


Patent
ITP Group | Date: 2015-09-30

Gas turbine rotor in which flow from the turbine internal cavity is directed through slots (45) in the connecting flanges (52-53) of adjacent rotor rows to a cooling flow passage (43) of a heat shield (60) controlled by flow restrictors (82). A portion of such flow is directed to bucket grooves (34) beneath the blade attachments (25B), thereby cooling the disc rim (32), and controlled by flow restrictors (80). The remaining flow is exhausted through a heat shield rim gap (81) thereby cooling the front disc rim (32) and the blade shank cavity (25A).


Grant
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: AAT.2012.1.1-3. | Award Amount: 5.94M | Year: 2013

In order to achieve the greening of the European air transport with the deployment of low emission and low noise propulsion systems the reduction of core noise plays an important role. The ability to design low core noise aero-engines requires the development of reliable prediction tools. This development demands extensive research with dedicated experimental test cases and sophisticated numerical and analytical modelling work to broaden the physical understanding of core noise generation mechanisms. This objective is only reachable with an extensive cooperation on the European level. In this proposal Research on Core Noise Reduction (RECORD) the major aero-engine manufacturers of five different European countries collaborate to enable the design of low core noise aero-engines. In RECORD the fundamental understanding of core noise generation and how can it be reduced will be achieved by combining the research competence of all European experts in universities and research organizations working in this field of core noise. This concept of the RECORD project is completed by the technology development of small and medium size enterprises distributed in Europe. RECORD will promote the understanding of noise generating mechanism and its propagation taking the interaction of combustor and turbine into account. The importance of direct and indirect noise will be quantified. Through carefully designed experiments and extensive numerical calculations, the numerical methods and assumptions will be validated and extended. As a result, low-order models will provide a quick approach for the noise design of combustors and subsequent turbine stages while the more time-consuming and expensive LES calculation will provide a more detailed picture of the flow physics. Finally, RECORD will develop means and methods for core noise reduction.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2012.1.4-2. | Award Amount: 30.14M | Year: 2012

Future aero engines will need to be more efficient and contribute to the reduction on environmental impact of air transportation. They must reach some standards of performance by reducing emissions and creating some savings on operation costs. EIMG consortium has launched since several years some initiatives to develop future engines in the frame of the European Committee research programmes. Within different project such as DREAM, VITAL, NEWAC or LEMCOTEC, EIMG is ensuring the development of innovative technologies in order to further reduce the fuel burn, emissions and noise. In order to ensure the technological breakthrough, future aero-engines will have higher overall pressure ratios (OPR) to increase thermal efficiency and will have higher bypass ratios (BPR) to increase propulsive efficiency. These lead to smaller and hotter high pressure cores. As core engine technologies have been addressed in the previous project, E-BREAK project will ensure the mandatory evolution of sub-systems. It is indeed required for enabling integration of engine with new core technologies to develop adequate technologies for sub-systems. E-BREAK will aim to adapt sub-systems to new constraints of temperature and pressure. The overall picture of these initiatives bring all technology bricks to a TRL level ensuring the possibility to integrate them in a new aero engines generation before 2020. In its 2020 vision, ACARE aims to reduce by 50% per passenger kilometer CO2 emissions with an engine contribution targeting a decrease by 15 to 20% of the SFC. NOX emissions would have to be reduced by 80 % and efforts need to be made on other emissions. E-BREAK will be an enabler of the future UHOPR integrated engine development, completing efforts done in previous or in on-going Level 2 programs.

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