MTU Friedrichshafen GmbH is a manufacturer of commercial internal combustion engines founded by Wilhelm Maybach and his son Karl Maybach in 1909. Wilhelm Maybach was the technical director of Daimler-Motoren-Gesellschaft - a predecessor company of the German multinational automotive corporation Daimler AG until he left in 1907. On 23 March 1909, he founded the new company, Luftfahrzeug-Motorenbau GmbH , with his son Karl Maybach as director. A few years later the company was renamed to Maybach-Motorenbau GmbH , which originally developed and manufactured diesel and petrol engines for Zeppelins, and then rail cars. The Maybach Mb.IVa was used in aircraft and airships of World War I.The company first built an experimental car in 1919, with the first production model introduced two years later at the Berlin Motor Show. Between 1921 and 1940, the company produced various classic opulent vehicles. The company also continued to build heavy duty diesel engines for marine and rail purposes. During the second world war, Maybach produced the engines for Germany's medium and heavy tanks. The company was renamed MTU Friedrichshafen in the 1960s.MTU derives from Motoren- und Turbinen-Union meaning "Motor and Turbine Union".MTU Friedrichshafen remained a subsidiary of DaimlerChrysler until 2006 when it was sold off to the EQT IV private equity fund, becoming a part of the Tognum Corporation.The company manufactures diesel engines for trains, ships, oil and gas installations, military vehicles, agriculture, mining and construction equipment, as well as diesel generators and very new Molten carbonate fuel cells.In March 2011, it was announced that Rolls-Royce Holdings and Daimler AG were launching a takeover for Tognum. The acquisition of Tognum by the two companies was completed in September 2011.On 9 January 2014, Tognum was renamed Rolls-Royce Power Systems. The decision was made to reflect the industrial ties to Daimler AG and Rolls-Royce Holdings for the large engines, propulsion systems and distributed energy systems. Wikipedia.
United Technologies and Mtu Ag | Date: 2017-01-11
A gas turbine engine comprises a fan (202), a compressor section including a compressor having a low pressure portion (210) and a high pressure portion (214), a combustor section (218), and a turbine having a downstream portion (208). A gear reduction (204) effects a reduction in the speed of the fan (202) relative to an input speed to the fan (202). The downstream portion (208) of the turbine has a number of turbine blades in each of a plurality of rows of the downstream turbine portion (208). The turbine blades operate at least some of the time at a rotational speed. The number of blades and the rotational speed are such that the following formula holds true for at least one of the blade rows of the downstream turbine: (number of blades speed)/605500. The rotational speed is an approach speed in revolutions per minute. A method of designing a gas turbine engine and a turbine module are also disclosed.
United Technologies and Mtu Ag | Date: 2017-03-22
A gas turbine engine (20) comprises a fan (202; 302), a turbine having a fan drive rotor (208) and a second turbine rotor (216). A gear reduction (204; 306) effects a reduction in the speed of the fan (202; 302) relative to an input speed from the fan drive rotor (208). The fan drive rotor (208) has a number of turbine blades in at least one of a plurality of rows of the fan drive rotor (208), and the turbine blades operate at least some of the time at a rotational speed. The number of turbine blades in the at least one row and the rotational speed are such that the following formula holds true for the at least one row of the fan drive turbine (208): (number of blades speed)/605500 Hz.
Mtu Ag | Date: 2017-03-08
The invention relates to a method for detecting the aging of a heterogeneous catalytic converter (5), comprising the following steps: acquiring at least one measurement signal (17, 19) in a media flow passing through the catalytic converter (5) downstream of the catalytic converter (5); applying a time-variant input signal (15) to the media flow and/or the catalytic converter (5); evaluating a behavior of the at least one measurement signal (17, 19) as a function of the time-variant input signal (15), and detecting a state of aging of the catalytic converter (5).
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.
Agency: European Commission | Branch: H2020 | Program: IA | Phase: MG-4.1-2014 | Award Amount: 22.99M | Year: 2015
The specific challenge for waterborne transport call MG4.1 is, To support developments that make new and existing vesselsmore efficient and less polluting. A sound way to support developments is, to demonstrate solutions that are sufficiently close to market so that ship owners will consider these in their future investment plans. Following this reasoning LeanShips will execute 8 demonstration actions that combine technologies for efficient, less polluting new/retrofitted vessels with end users requirements. Demonstrators were selected for their end-user commitment (high realisation chance), impact on energy use/emissions, EU-relevance, innovativeness and targeted-TRL at the project end. Selected technologies (TRL3-4 and higher) address engines/fuels/drive trains, hull/propulsors, energy systems/emission abatement technologies. Technologies are demonstrated mostly at full-scale and evidence is provided on energy and emission performance in operational environments. The LeanShips partnership contains ship owners, shipyards and equipment suppliers, in total 48 partners from industry (81%) and other organisations. Industry has a leading role in each demonstrator. Target markets are the smaller-midsized ships for intra-European waterborne transport, vessels for offshore operations and the leisure/cruise market. First impact estimates show fuel saving of up to 25 %, CO2 at least up to 25%, and SOx/NOx/PM 10-100%. These estimates will be updated during the project. First market potential estimates for the LeanShips partnership and for markets beyond the partnership are promising. Project activities are structured into 3 layers: Basis layer with 8 focused demonstrators (WP 04-11), Integration layer with QA, Innovation Platform and Guide to Innovation (WP02), Dissemination and Market-uptake (WP03), and top Management layer (WP01), in total 11 Work Packages. The demonstrators represent an industry investment of ca. M 57, the required funding is M 17,25.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: FoF-08-2015 | Award Amount: 4.30M | Year: 2015
The MOTOR project focuses on ICT-enabled design optimization technologies for fluid energy machines (FEMs) that transfer mechanical energy to and from the fluid, in particular for aircraft engines, ship propellers, water turbines, and screw machines. The performance of these machines essentially depends on the shape of their geometry, which is described by functional free-form surfaces. Even small modifications have significant impact on the performance; hence the design process requires a very accurate representation of the geometry. Our vision is to link all computational tools involved in the chain of design, simulation and optimization to the same representation of the geometry, thereby reducing the number of approximate conversion steps between different representations. The improved accuracy and reliability of numerical simulations enables the design of more efficient FEMs by effective design optimization methods. MOTOR also exploits the synergies between the design optimization technologies for the different types of FEMs that have so far been developed independently. MOTOR adopts a modular approach for developing novel methodologies and computational tools and integrating them into real process chains, contributing a volumetric mesh generator with exact interface matching for multi-domain geometries enabling high-order multi-physics simulations with enhanced accuracy, an isogeometric analysis simulation toolbox for CFD, CSM, and FSI problems and advanced interactive visualization toolkit for high-order solutions, and automatic shape optimization based on a multi-level approach in the parameterization enabling different levels of shape variety to combine design space exploration with local searches. The effectiveness of our approach in terms of reduced time to production and increased efficiency of the optimally designed product will be validated by developing four proof-of-concept demonstrators with the modernized process chains.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-1.2-2015 | Award Amount: 6.83M | Year: 2016
For decades, most of the aviation research activities have been focused on the reduction of noise and NOx and CO2 emissions. However, emissions from aircraft gas turbine engines of non-volatile PM, consisting primarily of soot particles, are of international concern today. Despite the lack of knowledge toward soot formation processes and characterization in terms of mass and size, engine manufacturers have now to deal with both gas and particles emissions. Furthermore, heat transfer understanding, that is also influenced by soot radiation, is an important matter for the improvement of the combustors durability, as the key point when dealing with low-emissions combustor architectures is to adjust the air flow split between the injection system and the combustors walls. The SOPRANO initiative consequently aims at providing new elements of knowledge, analysis and improved design tools, opening the way to: Alternative designs of combustion systems for future aircrafts that will enter into service after 2025 capable of simultaneously reducing gaseous pollutants and particles, Improved liner lifetime assessment methods. Therefore, the SOPRANO project will deliver more accurate experimental and numerical methodologies for predicting the soot emissions in academic or semi-technical combustion systems. This will contribute to enhance the comprehension of soot particles formation and their impact on heat transfer through radiation. In parallel, the durability of cooling liner materials, related to the walls air flow rate, will be addressed by heat transfer measurements and predictions. Finally, the expected contribution of SOPRANO is to apply these developments in order to determine the main promising concepts, in the framework of current low-NOx technologies, able to control the emitted soot particles in terms of mass and size over a large range of operating conditions without compromising combustors liner durability and performance toward NOx emissions.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-1.5-2014 | Award Amount: 3.14M | Year: 2015
With the ULTIMATE project five experienced research groups and four major European engine manufacturers will develop innovative propulsion systems to fulfill the SRIA 2050 key challenges. One of the most challenging targets is the 75% reduction in energy consumption and CO2-emissions. Technologies currently at TRL 3-5, cannot achieve this aim. It is estimated that around a 30% reduction must come from radical innovations now being at lower TRL. Thus, European industry needs synergetic breakthrough technologies for every part of the air transport system, including the airframe, propulsion and power. The ULTIMATE project singles out the major loss sources in a state of the art turbofan (combustor irreversibility, core exhaust heat, bypass exhaust kinetic energy). These are then used to categorize breakthrough technologies (e.g. piston topping, intercooling & exhaust heat exchangers, and advanced propulsor & integration concepts). This classification approach gives a structured way to combine and explore synergies between the technologies in the search for ultralow CO2, NOx and noise emissions. The most promising combinations of radical technologies will then be developed for a short range European and a long range intercontinental advanced tube and wing aircraft. Through the EU projects VITAL, NEWAC, DREAM, LEMCOTEC, E-BREAK and ENOVAL, the ULTIMATE partners have gained the most comprehensive experience in Europe on conception and evaluation of advanced aero engine architectures. Existing tools, knowledge and models will be used to perform optimization and evaluation against the SRIA targets to mature the technologies to TRL 2. Road maps will be set up to outline the steps to develop the technologies into products and bring them onto the market. These road maps will also provide a way forward for future European propulsion and aviation research.