Paris, France
Paris, France

Safran S.A. is a French multinational aircraft and rocket-engine, aerospace-component, and security company. It was formed by a merger between the aircraft and rocket engine manufacturer and aerospace component manufacturer group SNECMA and the security company SAGEM in 2005. Its headquarters are located in Paris. Wikipedia.


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The fixed vanes of a diffuser are set to an azimuth angle setting () with respect to the injectors of a combustion chamber so that the paths leading from the trailing edges pass through the gaps between injectors and more preferably mid-way between same, so that these portions of the flow, which may contain condensed water, do not affect the initiation of the combustion.


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: 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.


Grant
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.


A main power unit implements an optimization method in an aircraft including energy-consuming equipments, a cabin in which air is renewed and temperature and/or pressure of which are regulated by a regulation system, main power-generating engines, and a flight control unit. The main power unit is built into a compartment which is insulated from other zones of the aircraft with a fireproof bulkhead and fitted with an outside-air intake and an exhaust nozzle. The main power unit includes an engine-type power unit as a main power source, fitted with a gas generator and with a power turbine for driving equipments including a supercharger. The supercharger is coupled, via a regulation control which communicates with the control unit, with the regulation system in order to supply a necessary pneumatic energy to the cabin.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: AAT.2013.4-2.;AAT.2013.1-1. | Award Amount: 5.83M | Year: 2013

Virtual prototyping (VP) is a key technology for environmental friendly and cost effective design in the aircraft industry. However, the underlying analysis and simulation tools (for loads, stresses, emissions, noise), are currently applied with a unique set of input data and model variables, although realistic operating conditions are a superposition of numerous uncertainties under which the industrial products operate (uncertainties on operational conditions, on geometries resulting from manufacturing tolerances, numerical error sources and uncertain physical model parameters). Major new developments in this new scientific area of Uncertainty Management and Quantification (UM and UQ) and Robust Design methods (RDM) are needed to bridge the gap towards industrial readiness, as the treatment of uncertainties enables a rigorous management of performance engagements and associated risks. This is the main objective of the UMRIDA project, which has the following action lines: Address major challenges in UQ and RDM to develop and apply new methods able to handle large numbers of simultaneous uncertainties, generalized geometrical uncertainties in design and analysis within a turn-around time acceptable for industrial readiness in VP systems. To respond to the validation requirements of UQ and RDM, a new generation of database, formed by industrial challenges (provided by the industrial partners), and more basic test cases, with prescribed uncertainties, is proposed. The methods developed will be assessed quantitatively towards the industrial objectives on this database, during the project and at two open workshops. The gained experience will be assembled in a Best Practice Guide on UQ and RDM. It is anticipated that the UMRIDA project will have a major impact on most of the EU objectives for air transport, by enabling design methods to take into account uncertainty based risk analysis.


Patent
Safran Group | Date: 2015-01-15

An accessory gearbox for turbomachine equipment comprising a casing (30) and two gear lines (40a, 40b) arranged in a V shape, the casing (30) comprising two arms (30a, 30b) in both of which one of the two gear lines (40a, 40b) is arranged, with a lubricant tank (35) being arranged between the two gear lines (40a, 40b).


Patent
Safran Group | Date: 2015-01-16

The invention relates to an accessory gearbox assembly for an aircraft turbine engine including: a radial drive shaft (41); an input gearbox (20) including an input gear, attachable onto a drive shaft (12) connecting a turbine (11) to a compressor (10) of the turbine engine, and an output gear secured to the radial drive shaft (41); an accessory (51) including a stator, attachable to a housing (2) of the turbine engine, and a rotor that is rotatably mounted relative to the stator; and a transfer gearbox (41) including an input gear, rotatably secured to the radial drive shaft (41), and an output gear rotatably secured to the rotor of the accessory (51). The input gear (45) engages with the output gear (46) so that, when the drive shaft (12) is rotated, the drive shaft rotates the rotor of the accessory (51) via the input gearbox (20), the radial drive shaft (41), and the transfer gearbox (41).


A method optimizing fuel-injection control with driving speeds of apparatuses adjusted by controlling a turbine speed according to power, and optimizing control of a free turbine power package of an aircraft, including a low-pressure body, supplying power to apparatuses and linked to a high-pressure body. The method varies the low-pressure body speed to obtain a minimum speed for the high-pressure body, so power supplied by the apparatuses remains constant. Power supplied by the apparatuses is dependent upon the apparatuses driven speed by the low-pressure body, and a speed set point of the low-pressure body is dependent upon a maximum value of minimum speeds of the apparatuses, enabling required power to be optimized, upon a positive or zero incrementation added to the speed set point of the low-pressure body to minimize speed of the high-pressure body to the apparatuses power supply.

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