Other language confidence: 0.9126886308251666
Reducing noise from aircraft operations perceived by airport neighbouring communities is a major challenge facing the aircraft manufacturing industry, social society and the air transport business. By adopting a whole aircraft approach based on the latest developments in active / adaptive technologies, flow control techniques and advances in computational aero-acoustics applied to the major causes of noise at source, OPENAIR aims to deliver a step change in noise reduction, beyond the SILENCE(R) achievements. The workplan clearly supports realistic exploitation of promising design concepts driven by noise reduction and will result in the development and validation up to TRL 5 of ?2nd Generation? technology solutions. OPENAIR?s multidisciplinary approach and composition is suited to the projected integrated, lightweight solutions. The process includes a down-selection in mid project. The selected technologies will be subjected to scaled rig tests, and the resulting data will support assessment of the noise reduction solutions on powerplant and airframe configurations across the current and future European range of products. The project exploitation plan will include detailed proposals for further demonstration in the Clean Sky JTI. The verification of the technologies applicability will be assured by addressing identified integration and environmental tradeoffs (performance, weight, emissions). In this way OPENAIR will develop solutions that can play a significant role, in continuity with the previous Generation 1 effort, enabling future products to meet the ACARE noise goals and improving current fleet noise levels through retrofitting. This capability is key to providing the flexibility needed to simultaneously accommodate market requirements in all segments, global traffic growth and environmental constraints, while addressing the global environmental research agenda of the EU. Prime Contractor: Snecma SA; Paris; France.
The main objective of the AEROMUCO project is to develop and evaluate a number of alternative The high-speed airflow over aircraft can contain sand, water droplets, insects, ice crystals and other particles, and there thus exists a significant challenge to produce protective coatings for this varied and demanding environment. AEROMUCO will develop multifunctional coatings with both anti-contamination and anti-icing properties that will also protect the aircraf The multi-disciplinary approach will yield technological improvements beyond the state of the art through a structured, but innovative, research strategy. A comprehensive set of unique tests will be performed, including ice build-up tests (microscopic and full-scale icing wind tunnel tests), comparative rain erosion tests, abrasion tests, and an assessment of kinetic of enzyme processes.
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.
Objective: The aim is to investigate and assess the pollution emissions of future aero-engines, covering small and large civil engines. This task is considered urgent, since increased pollutant emissions from aircraft are to be expected in future. General Information: Before reviewing the possible reduction methods, it will be necessary to perform a number of fundamental investigations, eg on fuel-air mixing and droplet formation. Definition of temperature and pressure conditions of future civil small and large aero engines. Assessment of the pollution emission of the defined engines using present combustor technology. Summary of methods which control the reduction of pollutants. Performing investigations into the fundamental formation processes of pollutants. These investigations will be carried out in relation to the phenomena of droplet formation and fuel-air mixing. The results help to review applicability of different pollution reduction methods. Selection of the most promising pollution reduction methods based on efficiency, reliability, safety, air worthiness, weight, volume and costs. Achievements: All three concepts showed potential in advanced low-emission aero engines, although they differ in the amounts of development investments they still require. For this reason, further investigations into emissions reduction methods are envisioned for the next project phase. Assuming that requisite fundamental work is carried out and a start is made on the development of appropriate combustors, referred to present levels, a 30 per cent reduction in the emission of nitrogen oxides by engines of the mid-nineties would appear feasible, and a reduction of 80 per cent should be possible by the end of the century. The achievement of these targets calls for investigation of both the combustion and combustor control aspects.
Objective: During the 3 year interim phase of the programme three selected concepts will be investigated in detail, their potential of NOx reduction will be measured and an evaluation of these methods concerning air worthiness will be performed. General Information: Further objectives of the low emission combustor programme in the interim phase comprise the strengthening of the scientific and technological basis for the development of ultra low NOx combustion methods and the provision of new or improved tools and techniques for analysis, prediction and control of aero engine exhaust emissions. However, the major long term objective for the Low Emission Combustor team is the translation of the best suited concepts into a practical combustor and to test it at engine operating conditions, which requires both a reliable continuation of the research work and sufficient financial support of the partners involved. Achievements: Theme I: Rich Burn, Quick Quench, Lean Burn Combustion (RQL)- The design and development of a rich burn combustor (RQL) were supported by tubular combustor tests, by flow visualization in perspex models and by extensive measurements in a rectangular sector combustor. The specific problems resulting from extreme temperature in the rich burning zone and the need for rapid quench in the zone to follow were addressed by a specific cooling task. Theme II: The Lean, Premixed and Prevaporized Combustion (LPP)- For the development of a lean premixed, prevaporized combustor (LPP), fundamental investigations were concentrated on prevaporizer ducts and the premix systems. Because of the particular problems caused by reverse flow layout and the requirements for small size and low cost inherent with small engines, the combustor investigations were split into two tasks: ducts for large engines and ducts for small engines. Theme III: The Double Annular Combustor (DAC)- The investigations of the double annular combustor (DAC) such as lean stability, altitude relight, low power efficiency and NOx control, fuel staging and combustor exit temperature distribution were of more basic nature. While these fundamental tests were carried out in low pressure and intermediate pressure rigs, the final configuration experiments were conducted under engine relevant conditions. Theme IV: Validation of CFD-Combustion Models (CFD)- The results of selected measurements were added to a common database which could be used to evaluate the tests, compare the different combustor standards and to numerically predict and optimize the behaviour of the different combustors with advanced CFD methods. The results from the Low NOx II programme confirm that assuming the requisite research work is continued in future and the development of appropriate combustors is initiated and progress demonstrated, a reduction of 60 per cent to 80 per cent in nitrogen oxides from current levels appears to be feasible by the end of the century.
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.
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.
General Information: Energy storage by Hydrogen absorption in metals and alloys is becoming increasingly important technology today. Electrochemical Hydrogen storage has been realized in the rechargeable Nickel/metal hydride (Ni/H) cells which are beginning to penetrate the market for portable and consumer appliances. Ni/H-batteries have 50 per cent more energy density than comparable Nickel/Cadmium (Ni/Cd) batteries. But their use is as yet limited to low drain applications. The high drain requirements of batteries for motive power or portable power tools cannot be satisfied by existing Ni/H technology. These markets are available to Ni/Cd batteries, but the use of these cells will become increasingly constrained by environmental factors. Automotive manufacturers have hesitated to use Ni/Cd batteries in traction applications because of lack of efficient and environmentally compatible recycling for this system. The proposed research therefore is directed towards the development of new environmentally compatible materials to enable new, competitively priced and high performance Ni/H cells to be developed to meet the growing needs of the market. The major objectives of the R and D project will be: 1. Development of suitable, cost effective, and environmental compatible materials optimised for electrochemical Hydrogen-storage meeting the high performance requirements of power tools and electric vehicles. 2. Establishment of the technology for the production of the Hydrogen storage materials and big Ni/H-batteries on a commercial basis. 3. To assess the potential for an effective commercial recycling operation and to develop the basis for a closed loop recycling process. A successful outcome of this project will facilitate the production of high performance, cost effective, and environmentally acceptable batteries which can be recycled in a closed loop environmentally safe process. At the end of the project the full commercial development of the battery technology will require a further two years. Achievements: Hydrogen storing alloys were shown to offer a chance of further improvements. This is valid mainly for the high load performance. It was demonstrated that the use of new materials could improve the discharge rate capability by more than 50 per cent compared to the standard materials currently being used. Though there still is a gap to the well established Ni/Cd-system the materials developed showed that NiMH-cells with improved materials can meet most of the power demands set by industrial applications today. The power capability of the new electrode materials was demonstrated with a new high power battery with high efficiency. Due to the high gravimetric and volumetric power values the hydride vehicle is the preferred application if this new battery.
Vision-2020, whose objectives include the reduction of emissions and a more effective transport systems, puts severe demands on aircraft velocity and weight. These require an increased load on wings and aero-engine components. The greening of air transport systems means a reduction of drag and losses, which can be obtained by keeping laminar boundary layers on external and internal airplane parts. Increased loads make supersonic flow velocities more prevalent and are inherently connected to the appearance of shock waves, which in turn may interact with a laminar boundary layer. Such an interaction can quickly cause flow separation, which is highly detrimental to aircraft performance, and poses a threat to safety. In order to diminish the shock induced separation, the boundary layer at the point of interaction should be turbulent. The main objective of the TFAST project is to study the effect of transition location on the structure of interaction. The main question is how close the induced transition may be to the shock wave while still maintaining a typical turbulent character of interaction. The main study cases - shock waves on wings/profiles, turbine and compressor blades and supersonic intake flows - will help to answer open questions posed by the aeronautics industry and to tackle more complex applications. In addition to basic flow configurations, transition control methods (stream-wise vortex generators and electro-hydrodynamic actuators) will be investigated for controlling transition location, interaction induced separation and inherent flow unsteadiness. TFAST for the first time will provide a characterization and selection of appropriate flow control methods for transition induction as well as physical models of these devices. Emphasis will be placed on closely coupled experiments and numerical investigations to overcome weaknesses in both approaches.
The goal of ERICKA is to directly contribute to reductions in aircraft engine fuel consumption with a targeted contribution of 1Prozent reduction in SFC relative to engines currently in service. The fuel efficiency of a jet engine used for aircraft propulsion is dependent on the performance of many key engine components. One of the most important is the turbine whose efficiency has a large influence on the engine fuel consumption and hence its CO2 emissions. The turbine must operate with high efficiency in the most hostile environment in the engine. The design of turbine cooling systems remains one of the most challenging processes in engine development. Modern high-pressure turbine cooling systems invariably combine internal convection cooling with external film cooling in complex flow systems whose individual features interact in complex ways. The heat transfer and cooling processes active are at the limit of current understanding and engine designers rely heavily on empirical tools and engineering judgement to produce new designs. ERICKA will provide a means of improving turbine blade cooling technology that will reduce turbine blade cooling mass-flow relative to that required using existing technology. A reduction in cooling mass-flow leads directly to improved component and engine efficiency. The improved technology for turbine cooling developed by ERICKA will also enable low NOx combustion chambers to be included in future engines. ERICKA will undertake research to furnish better understanding of the complex flows used to internally cool rotating turbine blades. This will be achieved by: 1) Acquisition of high quality experimental data using static and rotating test facilities 2) Development of cooling design capability by enhancement of computer codes that will exploit these experimental data ERICKA groups 18 partners representing the European aero engine industry, five SMEs and a set of leading academic institutions. Prime Contractor: Rolls-Royce PLC; London; United Kingdom.
| Organisation | Count |
|---|---|
| Bund | 34 |
| Europa | 33 |
| Wissenschaft | 22 |
| Type | Count |
|---|---|
| Förderprogramm | 34 |
| License | Count |
|---|---|
| offen | 34 |
| Language | Count |
|---|---|
| Deutsch | 4 |
| Englisch | 31 |
| Resource type | Count |
|---|---|
| Keine | 32 |
| Webseite | 2 |
| Topic | Count |
|---|---|
| Boden | 29 |
| Lebewesen und Lebensräume | 30 |
| Luft | 33 |
| Mensch und Umwelt | 34 |
| Wasser | 24 |
| Weitere | 34 |