Engines ITD

Innovation Takes Off 1

Clean Sky 2 Information Day

2nd Call for Proposal (CfP02)

Engine ITD

Jean-Francois Brouckaert (PO - CleanSky JU)

Christophe Diette (Safran Turbomeca)

Brussels, 3rd September 2015

2

ENGINE – ITD in Clean Sky 2

3

From Clean Sky towards Clean Sky 2

• Clean Sky, through SAGE (Sustainable And Green Engines), is delivering significant step changes in key engine technologies along the following themes: – Open Rotor, Composites, Lean Burn combustors, high power gearboxes,

enhanced turbines and compressors, advanced materials and improved structures

• Clean Sky 2 is about providing and demonstrating new engine technology for the whole of the civil market

• The Clean Sky 2 engines ITD will build on Clean Sky and demonstrate technology at a whole engine level

Overview of the ITD/IADP

High-Level Objectives

• Environmental objectives for the engines ITD are to demonstrate at TRL6 the following:

– 20-30% reduction in CO2*

– Significant contribution to ACARE 2020 NOx reduction

target (-80%*)

– Upto -11EPNdB per operation reduction in noise*

• Industrial objectives are to ensure future competitiveness of European Aero Engine industry, securing trade, employment and high technology knowledge and skills

*relative to year 2000 baseline


Engine ITD timelines

WP1 SNECMA

2014 2018 2022 2016 2020

WP2 SNECMA

WP3 TM

WP4 MTU

WP5 RR

WP6 RR

WP7 SMA

VHBR Turbofan Long Range

VHBR Turbofan Middle of Market

Business Aviation Regional Turboprop

Geared engine Configuration (HPC-LPT)

Open Rotor Flight Test

UHPE demonstrator

Flight Demonstrator

Ground Demonstrator

Ground Demonstrator

Ground Demonstrator

Flight Demonstrator

Technology Demonstrator

Several demonstrators Small Piston Engine


WP8 PAI Small Gas Turbine Engine Several demonstrators

WP1- SNECMA Clean Sky 2 activities: Contra Rotating Open Rotor for Flight Test Demo

This WP is now integrated in IADP_LPA Large Passenger Aircraft – WP1.1.- CROR Engine Demonstrator FTD See IADP_LPA presentation from Cleansky 2 - Brussels infoday Sept. 3rd, 2015

Open Rotor engine

Snecma proprietary data


WP2 SNECMA Clean Sky 2 activities: Ultra High Propulsive Efficiency for SMR aircraft

Main Technology Objectives from design to ground test of an engine demo to validate LP modules & nacelle technologies Key Technologies Low pressure ratio fan / variable area fan nozzle Low weight / low drag fixed or rotating structures and nacelle. High power gear box High efficiency LP turbine & LP compressor Engine / aircraft specific integration

Potential Partner participation: Fixed structures in propulsive system, low pressure turbine components, controls and systems components, shafts, bearings

UHBR turbofan for SMR aircraft



WP3 Turbomeca Clean Sky 2 activities: Main Technology Objectives From design to ground test of a new turboprop engine demo (1800-2000 shp) for business aviation and short range regional. Improvement of advanced core engine ARDIDEN3

Key Technologies HP core small size (high pressure ratio, low NOx combustor, advanced materials on HP turbine) Capability to hybridise the core engine Advanced propeller / air inlet / gear box Controls, lub & hybrid actuation systems

Potential Partner Participation : Propeller Power gear box and accessory gear box Air inlet & Nacelle Innovative accessories (oil, bleed, starter,..)

ARDIDEN 3 Existing turboshaft to be modified for CS2 TP


WP4 MTU Clean Sky 2 activities: Advanced Geared Engine Configurations

Main Technology Objectives Rig and Engine Testing and Validation

of Compressor and Turbine Technology to further reduce Emissions

Key Technologies Aerodynamic Integration Material Technologies Manufacturing Technologies

Timeframe: 2015 - 2021


//upload.wikimedia.org/wikipedia/de/a/ae/MTU_Aero_Engines_Logo.svg

Rolls-Royce Clean Sky 2 activities are split into two work packages:

Integration

Transmissions

Control & Power Systems

Externals & Structures

Turbines

Composites

WP6: VHBR technologies for

the long range airliner market

with Engine Demonstrator

WP5: underlying technologies for

VHBR engines with focus on the

“Middle-of-Market” short range

aircraft


UltraFanTM

WP7 - SMA Clean Sky 2 activities Light weight & Efficient Jet-fuel reciprocating engine

Main Technology Objectives Existing technologies power density improvement Research on very high power density (target 2.5 kW/kg) Optimization of the engine integration on an aircraft

Key Technologies Material Technologies Manufacturing Technologies Turbochargers Propellers systems, dampers Heat exchangers Timeframe: 2015 - 2018


WP8 – Piaggio Aero/ Avio Aero Clean Sky 2 activities Reliable and more efficient small Gas Turbine engine for SAT market

Main Technology Objectives Virtual Engine Integration Component Maturation Component Validation

Key Technologies Material Technologies Manufacturing Technologies Compressor Combustor Turbine Timeframe: 2015 - 2019


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Identification Code Title Type of Action

Est. Funding Value (M€)

JTI-CS2-2015-CFP02-ENG-01-02 Conventional and Smart Bearings for Ground Test Demo IA 2

JTI-CS2-2015-CFP02-ENG-01-03 More electric, advanced hydromechanics propeller control components

IA 0,25

JTI-CS2-2015-CFP02-ENG-01-04 Engine Mounting System (EMS) for Ground Test Turboprop Engine Demonstrator

IA 0,4

JTI-CS2-2015-CFP02-ENG-02-02 Integration of Laser Beam Melting Simulation in the tool landscape for process preparation of Additive Manufacturing (AM) for Aero Engine applications

RIA 0,7

JTI-CS2-2015-CFP02-ENG-02-03 Integration of a property simulation tool for integrated virtual design & manufacturing of forged discs/rotors for aero engine applications

RIA 0,45

JTI-CS2-2015-CFP02-ENG-03-01 Industry focused eco-design RIA 2,5

JTI-CS2-2015-CFP02-ENG-03-02 Jet Noise Reduction Using Predictive Methods RIA 0,4

JTI-CS2-2015-CFP02-ENG-03-03 Catalytic control of fuel properties for large VHBR engines RIA 0,35

JTI-CS2-2015-CFP02-ENG-03-04 Development of coupled short intake / low speed fan methods and experimental validation

IA 2,8

JTI-CS2-2015-CFP01-ENG-04-05 Powerplant Shaft Dynamic and associated damping system

IA 0,35

JTI-CS2-2015-CFP02-ENG 10,2

List of Topics

15





IA 0,25


IA 0,4


RIA 0,7


RIA 0,45





IA 2,8


IA 0,35


List of Topics

WP2 SNECMA Clean Sky 2 activities: Ultra High Propulsive Efficiency for SMR aircraft

Main Technology Objectives from design to ground test of an engine demo to validate LP modules & nacelle technologies Key Technologies Low pressure ratio fan / variable area fan nozzle Low weight / low drag fixed or rotating structures and nacelle. High power gear box High efficiency LP turbine & LP compressor Engine / aircraft specific integration

Potential Partner participation: Fixed structures in propulsive system, low pressure turbine components, controls and systems components, shafts, bearings

UHBR turbofan for SMR aircraft



SAFRAN_Snecma CfP - Bearings

Type of action: IA

Programme Area: ENG

JTP Ref.: WP2 Ultra High

Propulsive Efficiency

Indicative Funding Topic Value: 2000 k€

Duration: 66

month

Start Date: Q2 2016

Conventional and Smart Bearings for Ground

Test Demo (JTI-CS2-2015-CFP02-ENG-01-02)

SAFRAN_Snecma CfP - Bearings

• Partner is expected to provide a complete set of conventional bearings for the demonstrator plus a set of spare, and deliver at least a smart bearing for the demonstrator:

– Fan Rotor Bearings (1 & 2) – Low Pressure Compressor (3 & 4) – low Pressure Turbine (7 & 8)

• Smart bearing will be: – Able to deliver in real time: temperatures, axial & radial load, ball or roller or cage speed, lubrication

quality indicator, radial clearances, premise of failure on each part of the bearing – Autonomous for energy supply, storage, calculation – Data will be transmitted wirelessly to the monitoring system

• Partner capabilities, skills – Experience in design, manufacturing, testing and certification of aircraft engine bearings is mandatory – Experience in dynamic and engine vibration complex environment analysis is mandatory – Experience in endurance tests or other relevant tests contributing to risks abatement is mandatory – Availability of test benches to support test campaign is mandatory – English language is mandatory

19





IA 0,25


IA 0,4


RIA 0,7


RIA 0,45





IA 2,8


IA 0,35


List of Topics

• Main Technology Objectives – From design to ground test of a new

turboprop engine demo for business aviation and short range regional.

– Improvement of advanced core engine ARDIDEN3

• Key Technologies – HP core small size (high pressure ratio,

low NOx combustor)

– Advanced propeller / air inlet / gear box

– Controls, lub & actuation systems

WP3 - Turbomeca Clean Sky 2 activities

From ARDIDEN 3 existing turboshaft engine to full

Integrated Turboprop System

More electric, advanced hydromechanics propeller control components

Ref. CfP : JTI-CS2_2014-CFP02-ENG-TM-1

• The project aims at designing, manufacturing and testing more electric propeller control components, including propeller governor and oil pump.

• The purpose is to optimize the overall propulsive efficiency.

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22





IA 0,25


IA 0,4


RIA 0,7


RIA 0,45





IA 2,8


IA 0,35


List of Topics

Engine Mounting System (EMS) for Ground Test Turboprop Engine Demonstrator

Ref. CfP : JTI-CS2_2014-CFP02-ENG-TM-2

• Design, manufacture, assembly and instrumentation of an Engine Mounting System for Business Aviation / Short Regional TP ground demonstrator.

• EMS Set for characterization and validation during engine ground tests.

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24





IA 0,25


IA 0,4


RIA 0,7


RIA 0,45





IA 2,8


IA 0,35


List of Topics

WP7 Light weight & Efficient Jet-fuel reciprocating engine

Call For Proposal #2 Propeller and powerplant dynamic Main Technology Objectives Design and test a propeller dedicated for direct drive diesel

engines.

Key Technologies Propellers systems Dampers Timeframe: 18 months between 2016 - 2018

WP7.3 DIESEL ENGINES PROPELLER

26





IA 0,25


IA 0,4


RIA 0,7


RIA 0,45





IA 2,8


IA 0,35


List of Topics

Industry Focused Eco-Design Traditionally focused on use phase emissions and efficiency

Design

Time

Design

freedom

Cost of

change

Fuel burn & efficiency

Design is a very important stage of the product’s life cycle

There are many competing

requirements to consider in

design

• Safety

• Performance

• Cost

Eco-design has traditionally

been focused on fuel burn and

operational efficiency

Conceptual Design

Definition Final

design Design locked

Industry Focused Eco-Design – Interpretation Impacts need to be interpreted in terms of business strategy

Traditional LCA results are difficult to action.

They are difficult to consider alongside other

requirements and their impact on business

objectives/strategy is not clear

The availability of data and the associated analytics to evaluate it is making it

easier for people to draw links between impacts and stakeholder objectives.

This is increasing the need to have a better understanding of life cycle impacts

beyond use phase efficiency – but these impacts must be interpreted in terms of

impact to the business.

We need a specific level of interpretation that

provides an intelligent, configurable

evaluation of data from the perspective of our

business objectives/strategy

Industry Focused Eco-Design – Workflows Eco-Design capability must be integrated with workflows

Eco-Design can’t be a standalone

capability requiring a separate department

or isolated assessment. It can’t be

separate to the existing design process

Eco-Design needs to be integrated into

our existing design workflows. It needs

to use existing data frameworks and

gated review processes

Eco-design capability also needs to take account of data uncertainty. Early stages in the workflow often have to use low confidence data, with more accurate data only being

available in later stages.

30





IA 0,25


IA 0,4


RIA 0,7


RIA 0,45





IA 2,8


IA 0,35


List of Topics

Info-Day, Brussels, 2nd September 2015

Jet Noise Reduction using Predictive Methods

Present Status

Due to the development of higher bypass ratio, the diameter of aircraft engines increases and other constrains like ground clearance leading to higher close-coupled wing / engine architectures.

As a result, the aerodynamically interaction of the jet mixing flow with the wing and its high lift system (flaps) during take-off and landing phases will result in higher noise contribution.

This noise source is known as jet installation noise and becomes even more important at future aircraft designs since all other aircraft noise sources will reduce.

Jet Wing Interaction

Info-Day, Brussels, 2nd September 2015

Jet Noise Reduction using Predictive Methods

Objectives:

Improvement of RR DES/FWH (near-field aerodynamics with noise plus far-field acoustics) framework in order to enable reliable numerical assessments of jet-wing interaction noise emissions required to better understand close-coupled engine/airframe integration and future low noise nozzle designs (jet noise reduction techniques).

Three target applications will be investigated:

Baseline configuration (reference, without flap)

Configuration 1 (jet-flap configuration)

Configuration 2 (low noise jet-flap configuration)

Key Outcomes:

DES methods for accurate jet noise prediction (i.e. numeric, meshing and modelling)

Improved confidence in numerical methods and “best practice” established

The methods above will be applied to three-dimensional nozzles optimized for low-jet flap interaction

The results will be validated using database of national or European Union funded projects.

Special skills requested:

General aerodynamic CFD modelling and method development skills

International collaborations in the field of DES jet noise prediction methods (numerics, meshing and modelling)

Experience in jet noise /jet-flap-interaction noise simulation

Aeroacoustics: numerical, analytical, methods, CFD-CAA, far field extrapolation

Signal processing

Previous experience in HYDRA would be beneficial. Access to HYDRA could be given with relevant NDAs.

Duration: 36 Months Topic value: 400 k€

33





IA 0,25


IA 0,4


RIA 0,7


RIA 0,45



JTI-CS2-2015-CFP02-ENG-03-03 Catalytic control of fuel properties for large VHBR engines

RIA 0,35


IA 2,8


IA 0,35


List of Topics

Catalytic control of fuel properties for large VHBR*

engines

Present Status

Aviation fuel carried for propulsion offers significant heat sink potential, but in today’s engine fuel system architectures this potential is limited by the maximum allowable fuel temperature. This must be set below the temperature at which fuels start to degrade and form lacquers and deposits that adversely affect the cleanliness and operation of fuel system hardware.

It is well known that a significant increase in maximum fuel temperature capability can be achieved by treating fuel to remove most of the dissolved oxygen, (fuel de-oxygenation or ‘de-ox’). Technologies exist to achieve this. The same effect can be achieved by introducing fuel additives, although this has operational implications for commercial operation where large quantities of fuel are used. An alternative approach involves elevating fuel temperatures and allowing deposits to form, but then filtering in some way to remove deposits upstream of vulnerable fuel system control units.

*VHBR – Very High Bypass Ratio

Catalytic control of fuel properties for large VHBR

engines

Objectives:

The key objective of this topic is to progress the technology and understanding of methods of removing dissolved oxygen from aviation fuel.

Research existing technologies for increasing the heat sink potential of fuel by raising maximum allowable fuel temperatures. Candidate technologies should include, but not be limited to fuel de-oxygenation, the use of fuel additives, and fuel treatment via catalysts, sorbents and membranes.

Down-select the optimum technology based on a pre-determined by the topic manager requirements set.

Develop the technology to TRL5 via fundamental study of the underlying principles of operation, modelling and laboratory based testing as appropriate.

Undertake studies to determine how best to functionally integrate the selected technology in a VHBR engine heat management system, and quantify it’s value in terms of VHBR engine fuel burn.

Undertake studies to determine how best to physically integrate the selected technology in a VHBR engine heat management system, taking in to account installation and control, cost, weight and reliability constraints and requirements.

Special Skills Requested:

Significant experience working with fuel system rigs and hardware, including pumping, metering, and parameter measurement.

Capability to measure dissolved oxygen content in aviation fuel

Experience in dealing with heated fuel, including safety aspects.

Capability to measure deposition rate and decomposition products from thermally degraded fuel.

Analytical modelling capability suitable for the assessment of fluid flow in aviation style fuel hardware.

Duration: 36 Months ; Topic value: 350 k€

36





IA 0,25


IA 0,4


RIA 0,7


RIA 0,45





IA 2,8


IA 0,35


List of Topics

Development of coupled short intake / low speed fan

methods and experimental validation

Present Status

As a part of engine ITD in Clean Sky 2, the topic manager will lead the design and development of Very High Bypass Ratio (VHBR) technologies for VHBR engine demonstrator (WP6 of Engine ITD) for large engine market. One of the key technologies to be developed to meet the goals of WP6 is a low speed, low pressure ratio fan.

Future VHBR engines represent a significant challenge for aerodynamic designs of fans & nacelle’s as there is a growing drive to reduce drag and weight, optimise the thrust, reduce specific fuel consumption and reduce the impact and occurrence of aerodynamically induced phenomena such as flutter.

In order to ensure that the benefits of future VHBR products are fully realised, then these potential future engine architectures and geometries need to be investigated to ensure that sufficient understanding exists to create robust, competitive and light weight LP systems.

Objectives:

The current proposal is expected to deliver data to support Rolls-Royce developing their various analytical methods to a TRL6 level understanding.

The objective of the current proposal is to develop capability and test a scaled representative fan system. Key factors include:

Driving a fan of approximately 46” diameter at tip speeds of up to 1500 feet/second and maintain accuracies of 0.05% of controlled values.

Test in wind tunnel conditions with running cross wind angles varying from 0o to 135o.

Cross wind speeds up to 50 knots.

Represent a ground plane for certain testing.

Instrumentation capability including flow velocities, microphones, pressures, tip timing system & strain gauges

Interface for Rolls-Royce supplied hardware and instruments

Special Skills Requested:

It is expected that the partner has significant experience of testing aerospace assemblies in a wind tunnel facility.

It is expected that the partner has experience applying cross-wind to aerospace assemblies.

It is expected that the supplier has experience producing/supplying detailed models and drawings of their facilities and these standards are at a minimum standard to conform with the Rolls-Royce rig design process standards. This is to allow design in context and reliable interfaces.

It is expected that the partner has the capability to make or procure the high tolerance components required to interface with a Rolls-Royce, aerospace standard test vehicle.

It is expected that the partner can display compliance with all the quality standards and procedures that Rolls-Royce apply to their supply chain. This includes rigorous conformity inspection of key components, calibration of instrumentation etc.

Duration: 24 Months

Development of coupled short intake / low speed fan

methods and experimental validation

39





IA 0,25


IA 0,4


RIA 0,7


RIA 0,45





IA 2,8


IA 0,35


List of Topics

MTU CfP – LBMSim for AM

CFP02 info Days

Integration of Laser Beam Melting Simulation in the tool landscape for process preparation of Additive Manufacturing (AM) for Aero Engine applications

• It is demonstrated that simulation of an additive manufactured engine part

concerning residual stresses and distortions is possible. However the

existing models incorporate many simplifications and can therefore not

model the complexity of real life parts and the AM-process.

• Calculating results indicate that various simulations need several 100 hours

of simulation time. This is not applicable in terms of process optimization

and cost.

• The aim of this project is therefore to increase the fidelity of the predictions

and decrease the calculation time dramatically by novel methods.

• Use of open software will ease user based extension/modification.

MTU CfP – LBMSim for AM

CFP02 info Days

Type of action: RIA

Programme Aerea: ENG

JTP Ref.: WP4 Geared Engine

Configuration

Ref. No.: JTI-CS2-2015-CFP02-ENG-02-02


Duration: 36 month

Start Date: Q2 - 2016

Integration of Laser Beam Melting Simulation in the tool landscape for process preparation of Additive Manufacturing (AM) for Aero Engine applications

42





IA 0,25


IA 0,4


RIA 0,7


RIA 0,45





IA 2,8


IA 0,35


List of Topics

MTU CfP – PropSim forged discs & rotors

CFP02 info Days

Integration of a property simulation tool for integrated virtual design & manufacturing of forged discs/rotors for aero engine applications

• Simulation of microstructural and mechanical properties for forged DA718

parts - considering billet, final part forming and heat treatment process route

has been demonstrated.

• To increase prediction fidelity, the next step is to include the aspect of grain

structure originated in the beginning of the overall manufacturing process

and its modification during the process route for DA718 in the forging model.

Additionally, impact of grain structure, i.e. degree of recrystallization, on

mechanical properties including yield strength variations in circumferential

direction shall be evaluated.

• Further development of modelling is required, covering the complete

manufacturing process for forgings, backed-up with experimental validation

work .

MTU CfP – PropSim forged discs & rotors

CFP02 info Days

Type of action: RIA

Programme Aerea: ENG

JTP Ref.: WP4 Geared Engine

Configuration

Ref. No.: JTI-CS2-2015-CFP02-ENG-02-03


Duration: 36 month

Start Date: Q2 - 2016

Integration of a property simulation tool for integrated virtual design & manufacturing of forged discs/rotors for aero engine applications

Questions?

Any questions on the 2nd Call for Core Partners can be addressed to the following mailbox:

[email protected]

Last deadline to submit questions:

15th of October 2015, COB.

Thank you !

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mailto:[email protected]









Thank You

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Disclaimer

The selection of Partners will be based on Horizon 2020 Rules for Participation, the rules for submission of proposals, evaluation

and selection of Partners as adopted by the Governing Board of Clean Sky 2 JU and will apply to the calls for Proposals

The content of this presentation is not legally binding . This presentation wishes to provide a preliminary overview of these rules .

The proposed content/approach is based on the consultation with the “National States Representative Group” and the “Task

Force “ of the Clean Sky 2 Programme Programme

http://www.fraunhofer.de/de.html

http://www.safran-group.com/?lang=fr

http://www.thalesgroup.com/

Engines ITD

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