Das Projekt "New Aero Engine Core Concepts (NEWAC)" wird vom Umweltbundesamt gefördert und von Rolls-Royce Deutschland Ltd & Co KG durchgeführt. NEWAC will provide a step change for low emission engines by introducing new innovative core configurations to strongly reduce CO2 and NOx emissions. This breakthrough will be achieved by developing and validating new core configurations using heat management (intercooler, cooling air cooler, recuperator), improved combustion, active systems and improved core components. NEWAC will design and manufacture these innovative components and perform model, rig and core tests to validate the critical technologies. The NEWAC core configurations include an Inter-cooled Recuperative Aero engine (IRA) operating at low overall pressure ratio (OPR), an inter-cooled core configuration operating at high OPR, an active core and a flow controlled core operating at medium OPR. NEWAC will complement past and existing EC projects in the field, e.g. EEFAE in FP5 and VITAL in FP6. The main result will be fully validated new technologies enabling a 6Prozent reduction in CO2 emissions and a further 16Prozent reduction in NOx relative to ICAO-LTO cycle. Most importantly, the project will address the challenges involved in delivering these benefits simultaneously. NEWAC will deliver together with EEFAE (-11Prozent CO2, -60Prozent NOx), national programs and expected results of VITAL, the overall CO2 reduction of 20Prozent and the NOx reduction close to 80Prozent at a technology readiness level of 5, contributing to the attainment of the ACARE targets. NEWAC will achieve this technology breakthrough by integrating 41 actors from the European leading engine manufacturers, the engine-industry supply chain, key European research institutes and SMEs with specific expertise. The advance and benefits that NEWAC will bring to Europe in terms of more efficient and environmental-friendly air transport will be disseminated widely to all stakeholders. Furthermore a training programme will ensure the transfer of expertise and knowledge to the wider research community and especially to the new member states of the EU.
Das Projekt "Main Annulus Gas Path Interactions (MAGPI)" wird vom Umweltbundesamt gefördert und von Rolls-Royce Deutschland Ltd & Co KG durchgeführt. In a modern aero engine, up to 20Prozent of the main annulus flow is bled off to perform cooling and sealing functions. The vicinity of these bleed ports and flow sinks is characterised by complex unsteady swirling flows, which are not fully understood. Even the most up-to-date numerical tools have difficulties predicting the behaviour of the secondary flow system when interacting with the main annulus. The project addresses interactions between main gas path and secondary flow systems in commercial gas turbines in response to Research Activity AERO-2005-1.3.1.2a Concepts and technologies for improving engine thermal efficiency and reducing secondary air losses. Experiments are planned on turbine disc rim and compressor manifold cavity heat transfer, hot gas ingestion, and spoiling effects of cooling air flow and their impact on turbine and compressor performance, as well as a reduction of secondary air losses. The experimental data will be used for better understanding of the complex flow phenomena and improvements of platform and cavity design. Furthermore, the industrial partners will validate their design tools with these test data and improve their prediction capability of secondary flow systems when interacting with the main gas path. The expected results are a reduction of cooling and sealing airflow rates, improvements of the turbine and compressor efficiency and increase of the safety margin of the engine components by better cooling. Expected technical results are: - Knowledge of the interaction phenomena and its effect on cavity heat transfer, spoiling and performance, - Experimental results for validation of improved numerical tools for secondary flow systems, - Optimised design methods and CFD best practice guidelines. The targeted outcome will contribute to the ACARE goal of reduced CO2 emissions via reduced fuel burn of 2Prozent to improve the environment and strengthening the competitiveness of European gas turbine manufacturers.
Das Projekt "Forschung zum Aussenlaerm durch Hubschrauber und Schwenkrotorflugzeuge - AERO 1108" wird vom Umweltbundesamt gefördert und von Eurocopter durchgeführt. Objective: To bring about substantial reduction of the noise emission of helicopters and future tilt-rotor aircraft, the corresponding noise prediction capabilities must be considerably improved to provide the European helicopter manufacturers with the necessary competitive edge. Towards this objective a joint European effort will be conducted to investigate the aero acoustic mechanisms of rotor noise generation by means of a comprehensive wind tunnel test programme. The unsteady pressure distribution on rotor blades is determined through a large number of pressure sensors embedded in the blade contour. By simultaneously measuring the radiated acoustic signals for a large variety of 'flight-conditions' (take-off, high speed, horizontal flight, landing approach, high-g turns), a comprehensive database will be obtained which allows the new advanced prediction codes and improvements to existing codes for helicopter external noise. General Information: The tests will be conducted in the best aero acoustic wind tunnel in existence, the DNW, using a high quality modular rotor test stand. The model rotor will be a large scale (40 per cent), to avoid scaling towards full size problems. The helicopter exterior noise prediction methods will be developed for high speed and blade/vortex interaction, impulsive noise and broadband noise. They will be based on the pressure distribution of the rotor blade surface, which is the source of the rotor noise radiation. The pressure distribution will be evaluated by advanced aerodynamic codes taking into account 3-dimensional, unsteady and compressibility effects. The wind tunnel tests will provide a validation of both the aerodynamic and the acoustic prediction results and thereby control and improve the codes. The prediction codes will permit consideration of noise constraints in the early design phase of a helicopter rotor system. Achievements/Theoretical results: The methods applied differ mainly with respect to the necessary computation effort and the physical effects addressed. Different levels of code complexity correspond to the different stages of the helicopter design process. For the first estimation, a rough and relative simple computation is needed, whereas for the final lay out, sophisticated theories are mandatory. So, the work of Bristol University leads to a saving of computer time by partial use of prescribed wake configuration. The approach of ECD and ALFAPI concentrates on blade vortex interaction under neglection of compressibility effects. The latter aspect is addressed by the work of Morino. The partners AGUSTA, CIRA, ALFAPI, IST and Bristol University established codes for the prediction of rotor noise created by different sources, viz thickness, loading, quadrupole and broadband noise. The theoretical approach was performed in the frequency and time domain. The procedures differed between the Farassat and the Lowson solution of the Ffowes Williams Hawkins (FWH) equation...
Das Projekt "Technologies enhancement for clean combustion in aero-engines (TECC-AE)" wird vom Umweltbundesamt gefördert und von Rolls-Royce Deutschland Ltd & Co KG durchgeführt. Due to continuous efforts through past and ongoing European projects, lean combustion by means of internally staged injectors now appears to be the promising technology for obtaining the required emission reductions compatible with a sustainable growth of aviation transport. (cf ACARE 2020). Recognising that putting into service such a technology as soon as possible is the only way to effectively reduce the aviation environmental impact, TECC-AE addresses some unavoidable issues in order to: - Solve the main limitations identified during past and ongoing projects appearing when lean combustion is pushed toward its maximum potential about NOx emissions reduction. In particular, TECC-AE will a) Provide full combustor operability in terms of ignition, altitude relight and weak extinction performance b) Suppress the occurrence of thermo-acoustic instabilities by reducing the combustor sensitivity to unsteady features to a level such instabilities will not happen - Ensure injection system robustness with respect to coking that can appears during transient operations of the engine. - Optimise the combustion system s operational and environmental performance through all the flight phases - Develop, demonstrate and validate design rules, CFD capabilities and scaling laws. Prime Contractor: SNECMA SA; Paris; France.
Das Projekt "Vorschlag 1067 Fortgeschrittene Untersuchung zur aktiven Schalldaemmung in Flugzeugen" wird vom Umweltbundesamt gefördert und von Dornier Luftfahrt durchgeführt. Objective: Initial assessments indicate that active noise control, the introduction of antinoise cancelling the original noise, has a promising potential for solving the critical low frequency interior noise problem of fixed wing and rotary wing aircraft. The main goal of this project is to investigate this technique in greater detail and to identify feasible optimum active noise control systems for future practical applications. General Information: Following an evaluation of pertinent active noise control work, detailed theoretical and experimental research is performed. The research covers interior noise calculations and noise and vibration measurements in aircraft in flight and in a full scale fuselage test section on the ground. Laboratory tests and investigations on promising new noise control transducers are included. Also, extensive work is performed on the development of optimum prototype active noise control systems. In the later phase of the study, these systems will be evaluated by ground and flight testing. The study will advance the current technology in this field and provide a basis for improving the passenger comfort, important for the competitiveness of future European aircraft. In addition, a significant technology spin-off to other industrial branches can be expected. Achievements: The total project progressed extremely well. For the fixed wing aircraft group, for example, all laboratory and aircraft testing and all theoretical work could be performed as planned. In addition, the development of the two control units could be finished and finally very successfully flight tests as initially assumed. For the rotary wing aircraft group similar progress was made. Also in this group all experimental and theoretical work could be finished and successfully concluded in time. The established results of the project by far exceeded the expectation. They are documented in more then hundred reports and range from detailed theoretical results to practically oriented laboratory and full scale flight test data of all research sub-areas considered. For the future several scientific papers are planned to be published explaining more details of these research results. Two summary reports on the project with selected data have been published already.
Das Projekt "Predictive methods for combined cycle fatigue in Gas Turbine Blades (PREMECCY)" wird vom Umweltbundesamt gefördert und von Rolls-Royce Deutschland Ltd & Co KG durchgeführt. The modern gas turbine is a complex machine, the design and development of which takes many months and costs Millions. The European gas turbine manufacturing industry is under pressure to minimise the resources required to bring a new design to market, due to global competitive pressure and increasing customer expectations. Accurate design and prediction tools are keys to success in this process. The PREMECCY project identifies the field of rotor blade Combined Cycle Fatigue (CCF) as an area where there are shortcomings in the existing industry standard design and prediction tools and thus where significant benefits can be achieved. Rotor blade CCF accounts for up to 40Prozent of the total number of issues that arise during an engine development programme and a similar proportion of in-service problems. These issues cost the industry Millions in both maintenance and redesign costs. The primary objective of the PREMECCY project is to develop new and improved CCF prediction methods for use in the design process. These will halve the number of development and in-service CCF problems thereby reducing the time and cost required to develop a new engine and reducing the operating costs once in service. They will also enable the design of lighter, more efficient blades, reducing engine sfc. In order to develop the new prediction methods the project will first generate high quality material test data. Advanced specimens and testing mechanically, geometrically and environmentally representative of operating conditions will be used to verify the enhanced methodology. All industrial partners are in a position to exploit the resulting methodologies within their existing design processes. The 15 strong consortium includes 9 major European gas turbine manufacturers, 1 specialist SME and 5 world-class research facilities. The complimentary expertise and experience of the consortium represents an optimised resource with which to achieve the project's challenging objectives. Prime Contractor: Rolls-Royce Plc; London; United Kongdom.
Das Projekt "Beseitigung materialabhaengiger Probleme bei der NOx-Verringerung bei Dieselmotoren mit grossem Hubraum durch Einspritzung eines Reduktionsmittels in den Zylinder" wird vom Umweltbundesamt gefördert und von MAN B&W Diesel AG durchgeführt. General Information: For reduction of NOx from large Diesel engines in ships power stations the selective catalytic reduction (SCR) is assigned technology. It has several severe disadvantages, economically and technically as well as ecologically. To overcome this a package of engine modifications including reducing agent injection and exhaust gas recirculation has been developed which, however, is not yet applicable because of very high wear of engine components. It is the aim of this project to remove this obstacle by the application of new materials. The main objectives for this purpose are the following: A) Getting further insight into the mechanisms underlying the exorbitant wear phenomena observed in connection with reducing agent injection so as to improve the basis on which the questions of materials can be defined. B) Finding a compromise between the NOx reduction and the wear involved. C) Adaptation of the engine and the reducing agent injection system, in terms of design and materials used, to the higher corrosive attack, relying on the know-how as per A). D) Testing of filtering systems that are capable of cleaning ash-bearing exhaust gases and that could be for filtering the gases in the exhaust gas recycling system. A reduction of additional costs for NOx reduction of 30 per cent is expected. Achievements: The main results can be summarized as follows: Materials were identified which allow the design of injection nozzles for urea solution under high temperatures and pressures. State-of-the-art common-rail injectors for diesel fuel-injection are not suited for injection of water or reducing-agent-solution due to their high leakage rates and wear. Standard diesel injection nozzles can successfully be operated with water if a sufficient amount of a suitable lubricant is added to the water, - injection pressure is not too high, - the nozzle is not used as a control device as is the case with certain common rail injectors. The wear characteristics can be improved by suitable materials. The NOx-reduction rate achieved with RAI is not sufficient. RAI is thus not economic. A theoretical model for RAI has been developed which is able to explain the failure of this method. With the combination of DWI + EGR + FWE it is possible to reduce NOx by more than 80 per cent while keeping reasonable smoke limits. A filter system has been developed which is able to clean exhaust gases of diesel engines operated on HFO with an efficiency of 98 per cent with respect to SOx and 80 per cent with respect to particulates. This filtering efficiency is however not sufficient to make possible the long term EGR operation of an engine burning HFO. Materials for piston rings and cylinder liner have been developed which are able to provide state-of-the-art or even better wear results in an engine running with DWI.
Das Projekt "Fortgeschrittene Untersuchung zur aktiven Schalldaemmung in Flugzeugen" wird vom Umweltbundesamt gefördert und von Dornier Luftfahrt durchgeführt. Achievements: The applications of piezo ceramic patches on the primary structure have demonstrated that this approach can be a potential alternative to the classical passive dynamic vibration absorbers and to the loudspeakers. The research in advanced actuator design showed promising results for the piezo-ceramic based actuators and electrodynamic shakers. Flight test with the Dornier 328 as well as the ground tests in the Saab 340 ground test section in combination with loudspeakers showed very good results. However, for future applications of these approaches the actuators need more power. The results obtained using speaking panels in real flight are very encouraging. Additional works are needed to overcome the two phenomena high driving voltage and some non-linear behaviour in order to raise this technology to an industrial state. Neural network and genetic algorithm modelling has provided good locations of sensors and actuators at lower computation costs than others analytical algorithms. Extensive testing and detailed F.E-modelling was performed in order to construct accurate vibro-acoustic models of the structural and acoustical responses. The results obtained during Saab 340 ground test section showed excellent reductions and the feasibility of this approach. During the study 4 control algorithms were designed and selected for ground and flight tests: The robust vibration control algorithm exhibited good convergence characteristics both for rectified frame element and in the ATR42 mock-up tests. The twin-reference algorithm has proven to be valuable even in flight conditions with the synchrophaser turned off. The results of Saab 340 mock-up tests showed the need of multiple reference algorithms for real applications. The remote microphone algorithm, capable of reducing noise at positions well away from the error microphones, reaches noise reductions very close to those achieved with a LMS algorithm. The robust acoustic control algorithm was able to reduce the noise field significantly even during fast changes in RPM and during flight with different propellor RPM. In total three different full scale test campaigns were conducted at the end of the project, successfully verifying various different advanced developments in the field of active noise control.
Das Projekt "Qualitaetsverbesserung fuer das Wasserstrahlschneiden" wird vom Umweltbundesamt gefördert und von Universität Hannover, Fachbereich Maschinenbau, Institut für Werkstoffkunde durchgeführt. General Information: Water jet cutting is a very young technology that offers due to its possibilities the opportunity to cut nearly every material. Especially difficult-to-machine materials like composites (metal matrix), austenitic steel, titanium and aluminium as well as xome ceramics can be cut. Water jets are a non-thermal cutting tool, so that no heat-affected zone occurs and also heat sensitive materials can be cut. Aim of the project is to improve the quality of cut to minimise or avoid further machining operations. Criteria will be chosen to characterise the quality of the cutting result. Working groups will run parallel R and D activities in relation to the main parameters that influence the quality of the cutting results. These results will lead to an improved knowledge of all partners to produce more efficient quality cuts. Achievements: Quality criteria as well as measuring procedures were chosen to characterise the quality of the cutting result. All samples were measured in one lab to guarantee comparability of results. Extensive know-how about the influence of process parameters on the cutting quality was delivered. Extensive cutting tests at several facilities (industrial and research) were conducted. Quality criteria were measured and evaluated. On the basis of extensive quality data a first technological model for the prediction of the roughness of the shoulder of the cut was developed. The model showed encouraging agreement with experimental data. Aluminium and glass samples have been cut using a range of suspension type, abrasive water jet cutting machines. Analysis of major process parameters have shown clear trends which seem generally apply to both the cutting of aluminium and glass. Ideally, it should be possible to determine surface roughness by either increasing abrasive concentration or reducing traverse speed. Different abrasive cutting heads were tested in order to understand the influence of the mixing chamber design on the cut quality. Six different abrasive cutting heads were tested. After analysing the 6 abrasive cutting head designs and discussion of results, a new abrasive cutting head was developed. Innovative aspects of the cutting head are: - autocentering of water nozzle and focusing nozzle - reduced angle of the entrance of the focusing tube and increased length - mixing tube and focusing tube are monobloc. First tests with the so called 'Euro cutting head' showed improved cutting quality. The influence of process parameters on the accuracy of the cut contour, by analysing the squareness at the top and the bottom of the workpiece as well as dimensions of overshoots at incontinuities, like angles, was investigated. Such criteria are of great interest for manufacturers of cutting systems to qualify the accuracy of cutting systems.
Das Projekt "Gegentaktverarbeitung von kurzfaserverstaerkten Thermoplasten und Fluessigkristallpolymeren" wird vom Umweltbundesamt gefördert und von Universität Stuttgart, Fakultät für Verfahrenstechnik, Institut für Kunststoffprüfung und Kunststoffkunde durchgeführt. General Information: It is proposed to investigate and model the properties of highly anisotropic short fibre composites (glass fibre reinforced LCP's and 'long fibre' reinforced thermoplastic materials). These advanced composites are compared to standard short fibre composites. 'Push-Pull' injection moulding is used to process these materials and to come to a quasi-multilayered laminate structure in the parts. The properties of these composites are highly determined by processing parameters, design of part and gating and especially by the local fibre and matrix orientation and fibre length distribution. The proposal is intended as fundamental research to provide novel tool for designing, processing and quality control of highly anisotropic materials. These tools are morphology-based and pay attention to the high gradients in fibre and matrix orientation. These objectives are achieved by three principal tasks: 1. Modelling of the 'Push-Pull' injection moulding process will provide tools to predict fibre and matrix orientation in the layers, that are formed while the melt flows several times through the mould. Crystallisation and viscous heating effects in the solidifying boundary are important for the process-related morphology. 2. Modelling of local material properties (tensors of stiffness and thermal expansion) based on measured local matrix and fibre orientation tensors, local fibre volume fraction, matrix crystallinity and local fibre length distribution. 3. Developing and application of new 2D and 3D image analysis methods to measure morphological parameters of the fibre reinforcement. Confocal Laser Scanning Microscopy using optical and physical sectioning combined with pattern matching will provide fibre orientation and length data in a one-step 3D analysis. Successful completion should strengthen the European position in the market of these advanced composites by a reduction of the development time for new parts of more than 30 per cent. This will result in a corresponding reduction of product costs. Material properties of advanced composites are improved significantly (e.g. weldline strength by more than 50 per cent) by the new 'Push-Pull' process. Achievements: A new Push-Pull mould was developed to produce different plate geometries with different grades of nylon-6.6 and LCP. Fibre orientation measurements proved that Push-Pull processing can be used to produce highly oriented glass fibre reinforced samples. The influence of non-constant thickness, diverging and converging flow respectively was investigated by fibre orientation measurements and tensile tests in these parts. A range of fibre reinforced samples has been characterized by 2D image analysis, 3D confocal laser scanning microscopy (CLSM) and ultrasonic, time of flight measurements. Significant sample regions have been scanned by these techniques.
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