Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: AAT.2010.1.1-2.;AAT.2010.4.1-5. | Award Amount: 7.06M | Year: 2011
The concept of the MERLIN project is to reduce the environmental impact of air transport using Additive Manufacturing (AM) techniques in the manufacture of civil aero engines. MERLIN will develop AM techniques, at the level 1 stage, to allow environmental benefits including near 100% material utilisation, current buy to fly ratios result in massive amounts of waste, no toxic chemical usage and no tooling costs, to impact the manufacture of future aero engine components. All of these factors will drastically reduce emissions across the life-cycle of the parts. There will also be added in-service benefits because of the design freedom in AM. Light-weighting, and the performance improvement of parts will result in reduced fuel consumption and reduced emissions. MERLIN will seek to develop the state-of-the-art by producing higher performance additive manufactured parts in a more productive, consistent, measurable, environmentally friendly and cost effective way. The MERLIN consortia has identified the following areas where a progression of the state-of-the art is needed to take advantage of AM: Productivity increase. Design or Topology optimisation. Powder recycling validation. In-process NDT development. In-process geometrical validation. High specification materials process development. The MERLIN consortium comprises six world leading aero engine manufacturers, Rolls-Royce is the coordinator, six renowned RTD providers and two intelligent SMEs. Impacts will include the development of high value, disruptive AM technologies capable of step changes in performance which will safeguard EU companies in the high value aero engine manufacturing field. AM will significantly reduce waste in an industry where materials require massive amounts of energy and toxic chemicals, in-process toxic chemical usage will be massively reduced, and emissions will drop because of the reduced amount of material involved.
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.
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2011.1.4-2. | Award Amount: 67.80M | Year: 2011
The main objective of the LEMCOTEC project will be the improvement of core-engine thermal efficiency by increasing the overall pressure ratio (OPR) to up to 70 leading to a further reduction of CO2. Since NOx increases with OPR, combustion technologies have to be further developed, at the same time, to at least compensate for this effect. The project will attain and exceed the ACARE targets for 2020 and will be going beyond the CO2 reductions to be achieved by on-going FP6 and FP7 programmes including Clean Sky: 1.) CO2: minus 50% per passenger kilometre by 2020, with an engine contribution of 15 to 20%, 2.) NOx: minus 80% by 2020 and 3.) Reduce other emissions: soot, CO, UHC, SOx, particulates. The major technical subjects to be addressed by the project are: 1.) Innovative compressor for the ultra-high pressure ratio cycle (OPR 70) and associated thermal management technologies, 2.) Combustor-turbine interaction for higher turbine efficiency & ultra-high OPR cycles, 3.) Low NOx combustion systems for ultra-high OPR cycles, 4.) Advanced structures to enable high OPR engines & integration with heat exchangers, 5.) Reduced cooling requirements and stiffer structures for turbo-machinery efficiency, 6.) HP/IP compressor stability control. The first four subjects will enable the engine industry to extend their design space beyond the overall pressure ratio of 50, which is the practical limit in the latest engines. Rig testing is required to validate the respective designs as well as the simulation tools to be developed. The last two subjects have already been researched on the last two subjects by NEWAC. The technology developed in NEWAC (mainly component and / or breadboard validation in a laboratory environment) will be driven further in LEMCOTEC for UHPR core engines. These technologies will be validated at a higher readiness level of up to TRL 5 (component and / or breadboard validation in a relevant environment) for ultra-high OPR core-engines.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: AAT.2010.1.1-3. | Award Amount: 7.41M | Year: 2011
The environmental benefits of low emissions lean burn technology in reducing NOx emissions up to 80% will only be effective when these are deployed to a large range of new aero-engine applications. While integrating and developing low emission combustion design rules, IMPACT-AE will deliver novel combustor design methodologies for advanced engine architectures and thermodynamic cycles. It will support European engine manufacturers to pick up and keep pace with the US competitors, being already able to exploit their new low emission combustion technology to various engine applications with short turn-around times. Key element of the project will be the development and validation of design methods for low emissions combustors to reduce NOx and CO emissions by an optimization of the combustor aero-design process. Preliminary combustor design tools will be coupled with advanced parametrisation and automation tools. Improved heat transfer and NOx models will increase the accuracy of the numerical prediction. The advanced representation of low emission combustors and the capability to investigate combustor scaling effects allow an efficient optimisation of future combustors targeting a cut of combustor development time by 50%. IMPACT-AE is split into four technical work packages: WP1Development of smart design methodologies for clean combustion as central WP to deliver the new methodology for combustor design, WP2Modelling and design of advanced combustor wall cooling concepts for combustor liner design definition as key technology area, WP3Technology validation by detailed flame diagnostics to substantiate fuel injector design rules implemented into the design methodology and WP4Methodology demonstration for efficient low NOx combustors will validate the combustor design. The consortium consists of all major aero-engine manufactures in Europe, 7 universities and 3 research establishments with recognised experience in low emission combustion research and 10 SMEs.
Agency: European Commission | Branch: FP7 | Program: MC-IAPP | Phase: FP7-PEOPLE-2012-IAPP | Award Amount: 1.24M | Year: 2013
The interaction between the processes of design and analysis of mechanical components is at the core of industrial engineering. In particular in the very specialized and competitive field of designing highly-efficient aircraft engines, a large number of optimization loops is required to fully exploit the entire potential of efficiency with respect to various mechanical, aerodynamic and thermal objectives. On the one hand, the design process is performed with the help of suitable software tools, which represent the field of Computer Aided Design (CAD). In aircraft engine design, a combination of commercial products with highly specialized in-house software tools is used. On the other hand, the analysis process relies on software from the field of Computer Aided Engineering (CAE). The interaction of these tools, which is needed for optimizing the engineering design with respect to various criteria, is not very well supported by the currently used mathematical technology for geometric design and numerical simulation. The main objective of the EXAMPLE project is as follows: Improve the design and analysis processes for the air passage of aircraft engines by enhancing the existing mathematical technology using the new approach of Isogeometric Analysis (IGA) which was proposed by T.J.R Hughes et al. in 2005. This objective will be achieved by combing expertise of the academic partner on IGA, which was acquired during a previous European project on IGA, with the experience on design and analysis of aircraft engines which is available at the industrial partner. The two main workpackages in EXAMPLE will address the following two topics: (1) Volumetric Air Passage Modeling and Applications, in particular techniques for creating spline volume parameterizations of the air passage. (2) Adaptive Trivariate Spline Technology.
MTU Aerospace Engines GmbH | Date: 2015-11-05
A blading for a turbomachine, particularly for a gas turbine, wherein thickened areas and depressions are formed and disposed on a lateral wall having a plurality of blades such that at least one depression or thickened area is disposed at a blade pressure side and at least one thickened area or depression is disposed at a blade suction side for each blade of the plurality of blades.
MTU Aerospace ENGINES GMBH | Date: 2015-02-26
A method of producing holes in a component, in particular of turbomachines, wherein each hole extends from a first, outer surface to a second, inner surface of the component and wherein the method has, for example, the following steps: (i) producing a 3D model of the actual geometry of the component, at least for the region of the holes; (ii) adapting each hole on the basis of the actual geometry of the component; and (iii) generating a production program for each individual hole. In this way, the process quality and with it the quality of the holes increases, because the offset of holes caused by component tolerances is avoided and the drilling funnels are formed according to specification. Furthermore, drilling defects on account of the offset of holes and/or cores can be avoided. Overlapping holes caused by component tolerances are likewise avoided.
MTU Aerospace Engines GmbH | Date: 2013-01-18
A method for nondestructive testing of workpiece surfaces by a fluorescent penetration test is disclosed. An embodiment of the method includes a) cleaning the area of the workpiece surface that is to be inspected; b) applying a fluorescent liquid penetrant to the area of the workpiece surface that is to be inspected, where the penetrant penetrates into possible recesses in the workpiece surface; c) removing the excess penetrant from the workpiece surface; d) applying a developer to the area of the workpiece surface that is to be inspected; e) bleaching the fluorescent penetrant by a beam of light in the layer formed by applying the developer to the workpiece surface; and 0 visual evaluation of the fluorescent penetrant remaining in the recesses present in the workpiece surface.
MTU Aerospace ENGINES GMBH | Date: 2015-01-27
A gas turbine engine according to an exemplary aspect of the present disclosure includes, among other things, a turbine section including a fan drive turbine, a geared architecture driven by the fan drive turbine, and a fan driven by the fan drive turbine via the geared architecture. At least one stage of the turbine section includes an array of rotatable blades and an array of vanes. A ratio of the number of vanes to the number blades is greater than or equal to about 1.55. A mechanical tip rotational Mach number of the blades is configured to be greater than or equal to about 0.5 at an approach speed.
Fraunhofer Gesellschaft Zur Foerderung Der Angewandten Forschung E.V. and MTU Aerospace Engines GmbH | Date: 2015-11-23
The invention relates to a method of nondestructive and contactless testing of components (3), wherein ultrasonic waves (6) are irradiated onto the surface of the component (3) at a predefinable, non-perpendicular angle of incidence (9) using an ultrasonic transmission sound transducer (1) arranged spaced apart from the surface of the component (3) and the intensity of the ultrasonic waves (7) reflected from the surface of the component (3) is detected with time resolution and/or frequency resolution by the antenna array elements (2n) of an ultrasonic antenna array (2) configured for detecting ultrasonic waves (7) and the phase shift of the ultrasonic waves guided at the surface of the test body is determined therefrom with respect to the ultrasonic waves (7) directly reflected at the surface of the component (3).