e break – overview final results · ‐ improved bearing chambers design using numerical ......
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E‐BREAK – Overview & Final ResultsPresenter: Manuel SILVAPresenter: Manuel SILVA
(SAFRAN HELICOPTER ENGINES)
h l k hFORUM AE ‐ CO2 Mitigation Technology Workshop10th‐11th of May 2017
Reims FranceReims, France
Improving Powerplant System
l
Efficiency E‐BREAK is a significant contribution to next generation powerplant system
performances regarding operating cost and environmental impact.‐ Performance objectives are driven by the fuel consumption and CO2/NOx/noise
emissions reduction (ACARE FlightPath 2050)‐ Two main drivers can be used to improve the powerplant system’s efficiency:
Improve thermodynamic efficiency of core engine by increasing Technologies for higher OPR corep y y g y gthe Overall Pressure Ratio (OPR)
Technical constraints: more pressure, more temperature
Technologies for higher OPR core engine:
Smaller core, higher pressures, higher temperature
T b h ftShort/Medium Range
E‐BREAK benefitsTurboshaft
Regional Turbofan
Open Rotor
Long Range Turbofan
Improve propulsive efficiency by increasing the Bypass Ratio (BPR)
Technical constraints: more mass, installation
New materials (lighter and HT resistant) for easier integration
and better robustness
210th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
E‐BREAK Enablers for high
i h O d l d ff d i i f i
OPR and BPR Cycles High OPR and BPR cycles generate unwanted effects during operation of engines.
310th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
E‐BREAK Enablers for high
b j kl d ff i h d di d h l i l
OPR and BPR Cycles E‐BREAK subprojects tackle unwanted effects with dedicated technological
solutions.
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E BREAK OrganisationE‐BREAK Organisation
SP7 - Project ManagementProject Office : Coordinator : Manuel Silva
General Assemblyall partners
( t t )
EUROPEAN COMMISSION
Project Office : Julie Charbonneau
Coordinator : Manuel Silva
Executive Management Board -- SP Coordinators --
(one partner one vote)
IPR Advisory TeamKnowledge Portfolio
Exploitation & Dissemination Plan
SP1 LeaderN. Tantot
SP2 LeaderM. Walsh
UK
SP3 LeaderE. Johann
Deutschland
SP4 LeaderS. Selezneff
SP5 LeaderM.Coppola
SP6 LeaderA. Kando
Overall Specification and Engine Assessment
Advanced Sealing systems
Engine variability and
thermomechanicalbehaviour
Higher temperature material for
breakthrough components
Lightweight materials for breakthrough components
Health monitoring
41 partners contributing to SPs
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E BREAK ConsortiumE‐BREAK Consortium
AB AE HE
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E BREAK Consortium
E‐BREAK involved 41 partners during 54 months with a 30 M€ budget
E‐BREAK Consortium
E‐BREAK involved 41 partners during 54 months with a 30 M€ budget.‐ Start date: 1st of October 2012‐ Kick‐off Meeting: 24th‐25th of October 2012
Duration: 54 Months (until the 31/03/2017)‐ Duration: 54 Months (until the 31/03/2017)‐ Grant Agreement Number : 314366 (FP7 Call5 ‐ AAT‐2012‐RTD‐1)
Sweden4 organisations
Netherlands41 partners from 10 EU countries:
‐ 12 industrial companies amongst which 101 organisation
Belgium4 organisations
Poland2 organisations
12 industrial companies amongst which 10 aero‐engine OEMs
‐ 4 SMEs (3% of funding)‐ 18 academic institutes‐ 7 research institutes
17 partners involved in LEMCOTEC
France7 organisations
UK5 organisations
Germany8 organisations
Switzerland2 organisations
‐ 17 partners involved in LEMCOTEC‐ 19 partners involved in ENOVAL
30M€ gross budget (18,25M€ EU funding)Note: Many SMEs (12% of budget) are involved as
subcontractor or as supplier of consumables2246 PM (187 PY ) 7 organisations
Spain3 organisations
2 organisations
Italy5 organisations
2246 PMs (187 PYs)201 Deliverables185 Milestones
710th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
E‐BREAK ‐ Consistency with EC
E‐BREAK will carry out technological improvement on components and subsystems
Funded Projectsy g p p y
for future high OPR engines, with a specific concern on LP and HP components.
810th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
E BREAK Global Objectives Over existing EC projects, E‐BREAK will shift TRL to 4‐5 for ultra high OPR
E‐BREAK Global Objectivesg p j , g
technology bricks, and provide a further 1‐2% CO2 improvement.
Reference: EIS1 in 2000
FP5 FP6 FP7
CO2 NOx
NOx
CO2
EFFAE
ANTLE-DDTF
CLEAN-GTF
TRL
4-6
-11%-60%
(1) EIS : Entry Into Service(2) Depending on engine
architecture
CO2
CO2
CLEAN-IRA TR
L 2
VITAL
DDTFGTF
CRTF TRL
4-5
NEWAC
IC 4-5
-16%
-7%-18%
-11% -60%
DREAM
CO2
NOx
ACFCCIRA
TRL
LEMCOTEC
UHOPRLean Burn R
L 4
-5
E-BREAK
5
-6%-16%-18%
-27%
-64%
NOx
CO2
DREAM
Optimised Open Rotor
TRL
4-5
-9%-65%
CO2
NOx
CO2 TR
Sub-systems
TRL
4-5-8%
-1 to 6 %2
-1 to 2 %
-20 to30%2
-65 to 70%2
-21 to 32%2
910th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
E‐BREAK Enablers for high
h b f h
OPR and BPR Cycles Three main objectives for the E‐BREAK project:
‐ To develop enabling technologies for subsystems and components to makeintegration and operability of new engines come true
o Lower fuel consumption and noise leads global research trend to develop higher OPR and BPRaero‐engine.
o E‐BREAK is the complement to already launched projects on “Thermodynamic CycleInnovation” for high OPR and BPR engines (LEMCOTEC, NEWAC, DREAM, VITAL, ENOVAL).Innovation for high OPR and BPR engines (LEMCOTEC, NEWAC, DREAM, VITAL, ENOVAL).
‐ To develop generic technologies for subsystems or components with a specialattention on Low and High Pressure partsg p
o Sealing technologies, higher temperature components including abradables, lightercomponents, robust subsystems, more variable geometries, …
T th t th hi h f f t i l t‐ To ensure that these high performance future core engine also guarantee ahigh level operability, availability and maintainability
o Robustness of material, reliability of subsystems, anticipate sub‐system degradation...
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SP Overview Descriptions&&
Enabling Technologies ResultsEnabling Technologies Results
1110th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP1 ‐ Overall Specification and Engine Assessment
Main Goals:Summarize technology applicability to a wide range ofengine architectures from Ultra High OPR platforms tolow OPR TS:
Provide requirements and objectivesMonitor activity progress through technical indicatorsConsolidate project outcomesExplore new concept studies
h h &Ensure exchanges with LEMCOTEC & ENOVALSP2
Advanced sealing systems
SP3
Engine variability and thermomecha
nicalbehaviour
SP4
Higher temperature materials
SP5
Lightweight materials
SP6
Health monitoring
Applicable SP outcomes
Partially applicable SP outcomes
Not applicable SP outcomes
~
(tip ( il
WP1.1Specification phase
Components “environmental requirements”
Regional Turbofan ~
~~~~
~
~
~ (booster
(VSV systems maybe N/A)
(air sealings : few high radius parts)
(moderate compressors temperature
levels)
(tip clearances controls)
(system installation
constraints on small engines)
~(cost/benefit
(oil systems)
Turboshaft
SP3 ‐ Engine variability and thermomechanical behaviour
SP4SP4 Higher temperature
SP2 ‐ Advanced Sealing systems
WP1.2Variable engine concept
requirements
WP1.1M i i
Medium range open rotor
Long range turbofan
~ vanes vs bird ingestion)
(cost/benefit trade)
SP4 ‐ Higher temperature materialSP5 ‐ Lightweight
materials
SP6 ‐ Health monitoring
concept studies Monitoring
(Technical Indicators)
Long range turbofan
~(high temperature
engine)
WP1.1Assessment phase
Technology achievements (weight, efficiency …)
1210th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP1 ‐ Overall Specification and Engine Assessment
Components environmental requirements definition Components environmental requirements definition
Requirements from Aircraft definitionf f
Overall engine cycle definition (sizing points)
Thrust,Power extraction,Flight conditions,Installation constraints
Engine basic architecture (geometry corner points, weight)( g p )Installation constraints … (g y p g )
Component environmental requirements (massflows,
OPR 21
OPR 50 temperature, pressure, operability …)OPR 50
OPR 54
SP2, SP3, SP4, SP5, SP6For each of the 4 target architectures
Level of detail and parameters definition adjusted to SPs needs
OPR 70
1310th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP2 ‐ Air Sealing Systems and Oil Systems
WP2.1 ‐ Secondary air system : TRL Objective: 3/4/5WP2.1 Secondary air system :‐ Optimisation of stator by‐pass flow‐ Cavity flow optimisation and heat shield for LP turbine
disks‐ Improving dynamic behaviour of labyrinth piston seals‐ Development of a larger diameter, ultra low flow air‐
riding flexible sealDevelopment of advanced bearing chamber seals‐ Development of advanced bearing chamber seals, including wet face carbon seals
WP2.2 ‐ Oil system :‐ Advanced air/oil separation: Breather technology and
TRL Objective: 3/4/5
Advanced air/oil separation: Breather technology and modelling
‐ Improved bearing chambers design using numerical approaches. Validate thermal models against experimental data (engine validation)experimental data (engine validation)
‐ Oil lifeing and prediction
1410th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP2 ‐ Air Sealing Systems
WP2.1 – Air Sealing System Achievements : Piston seal stability rig
Achievements Stator bypass flows optimised using physics models and experiment Validated conjugate flow models of LP Turbine disks heat shielding New stability analysis methods for piston and air riding seals
f d d l f lid d d l f i idi l
WP2.1 Air Sealing System Achievements : Piston seal stability rig
Test of concept and development of validated models of air riding seals Development of advanced seals – brush and face.
Advanced wet face seals
Advanced brush seals
Conjugate 3D CFD
Air riding seal validation rig
j ganalysis & rig design of shielded rotor1
Stator-bypass CFD and experimental conceptexperimental concept
1510th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP2 – Oil SystemsAchievements
WP 2.2 Oil Systems Achievements Breather technology
‐ Measurement of oil capture efficiency‐ Development of CFD models of breathers ‐
Macro scale modelso Macro‐scale modelso Micro‐scale (pore) models.
Bearing chambers ‐ Experiments on oil films – measurement of thickness and heat transfer coefficient
KIT Bearingchamber rig
SPH model of simple chamber
ULB breather rig
‐ Thermal modelling and validation (external engine test)‐ Modelling CFD – thin film model (ported into Fluent), mixture model and SPH
Improved understanding of oil degradation
Thermal model validation Micro-scale (pore)
CFD model ofCFD model of simple chamberStandard method
for oil oxidationThin-film CFD
model
CFD model of breather
model
1610th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP3 Variable Engine SystemsSP3 ‐ Variable Engine Systems
Aero‐engines are usually optimised for cruise conditions
take/off climb
Aero engines are usually optimised for cruise conditions
cruise descent / landing
but have to work also at different conditions:
cold weather high altitudeairports
hot conditions rain & hail
www.airbus.com
anti-icingcabinpressurisation
turbine cooling air,b i
www.airbus.com www.airbus.com www.flytime.ca
www.aeronatics.nasa.govwww.avmed.in
pressurisation bearingpressurisation+
1710th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP3 Variable Engine SystemsSP3 ‐ Variable Engine Systems
Variable system options to improve engine operability andVariable system options to improve engine operability andefficiency :
Variable fan area nozzle SP1
Variable bleed systemSP3
Variable pitch fan
Tip clearance control SP3
Variable stator vanesSP3 High temp. abradable materials SP4
1810th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP3 ‐ Engine Variability and Thermomechanical Behaviour
WP3 1 ‐ Variables mechanical systems : TRL Objective: 4/5WP3.1 Variables mechanical systems :‐ Improved Variable Bleed Vane and Variable Stator Vane
systems (more precise), including new bushing l
TRL Objective: 4/5
material‐ Bird strike robustness (effects on VSV and design
requirements)‐ Ultra high OPR robust blading
WP3.2 ‐ Tip clearance control : TRL Objective: 4/5
‐ Sensor and process for tip clearance control on compressor and turbine applications
WP3 3 ‐ Thermomechanical behaviour of mainTRL Objective: 4/5
WP3.3 Thermomechanical behaviour of main structures :‐ Active (variable) cooling of turbine radial structure
1910th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP3 Variable Engine SystemsSP3 ‐ Variable Engine Systems
+70°K Temperature capability
Improved accuracy, 6% weight reduction
AB
Improved accuracy, 6% weight reduction
+1.25° more vane accuracy
5% surge margin improvement
AE0 6 kg Weight reduction
AE
Improved load prediction weight reduction
AE
0.6 kg Weight reduction
AE
d d l f l b0.25 kg Weight reduction Reduced wear rate less fuel burn
2010th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP4 ‐ Higher Temperature Material for Breakthrough Components
Improve aircraft engine efficiency : Improve aircraft engine efficiency :‐ increase the admissible running temperature into the engine gas flow‐ Optimise and limit the clearance between rotating and static parts
Three technologies that can conduct to such improvement :‐ abradable for sealing application: contact tolerance at rotor stator interface‐ thermal barrierthermal barrier‐ super alloys
E‐BREAK scope :‐ Develop these technologies from the process optimization to the modeling of the
t b h i
Fan abradable [Safran AE] TBC system [Safran HE]
part behaviour
2110th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP4 ‐ Higher Temperature Material for Breakthrough ComponentsBreakthrough Components ‐
AchievementsFundamental knowledgeFundamental knowledge
Mechanical dataFull scale validation test
Improvements from the E BREAK project S ifi d l f
TRL 4/5TRL 1/3
MTU Germany
Specific models for contact
Ageing results
contact dynamic data
MTU, Germany
contact dynamic dataHeating flux
TUD, Germany
New abradables and optimised specifications for coating manufacturing
0.5
1
1.5 Contact forces
0 Element Berlin, Germany
2210th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP5 ‐ Lightweight Materials for Breakthrough ComponentsComponents
‐ New TiAl Alloy development for LPT Blade application ‐
h i l bl d ?Why TiAl blade?Because of weight saving in the LPT section, leading to: reduced fuel burn and CO2 consumption each rotor stage can have about 30% weight
reduction by using TiAl blades taking also advantage by the lighter disk and casing.
weight saving on LPT module depends on the hengine architecture.
WP 5.1 ‐Material properties testing WP 5.3 ‐ Improvement to manufacturing processWP 5.1 Material properties testing‐ Material testing for 2nd and 3rd generation TiAl alloys‐ Heat Treatment and relevant Microstructure definition ‐ Assessment on defects and trace elements influence on
materials properties‐ Best design criteria selection for TiAl alloys
WP 5.3 Improvement to manufacturing process‐ Raw material recycling‐ Affordable and robust TiAl manufacturing processes
(casting and EBM)‐ Electrochemical machining process developed as
alternative machining process for TiAl blades Defect detectability : NDTs
WP 5.2 ‐ Coatings for TiAl components ‐ Wear coatings and intermediate layers‐ Oxidation and corrosion resistant coatings for turbine blades‐ Surface treatments (shot peening)
‐ Defect detectability : NDTs
WP 5.4 ‐ Component rig tests and engine test‐ Blade validation at small size (turboshaft) and higher size
(medium range engine)
2310th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP5 ‐ Lightweight Materials for Breakthrough Components ‐Main achievements
New alloy development (TNM)Mechanical characterization Defects assessment and trace
New alloy development (TNM) elements influence
i d f
Manufacturing Process development (Centrifugal Casting and Additive) +
Anti‐wear coating, anti‐oxidation/corrosion coating, shot peening developed for new alloy
Engine and component test for technology validation
(Centrifugal Casting and Additive) + pertinent recycling process
Casting bladesafter engine test
2410th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP6 ‐Why Engine Health
B k h h d b h l i
Monitoring ? Breakthrough components and subsystem technologies
also bring new challenges in design and operation‐ Safety margins in design and operation vs
weight reduction and engine lifeweight reduction and engine life‐ Acceptance due to reliability concerns‐ Life cycle costs
Health Monitoring is a key to Health Monitoring is a key to‐ Allow for lower weight designs without
compromise on safety‐ Better anticipate and mitigate reliability concernsBetter anticipate and mitigate reliability concerns
in operation‐ Maintain engine performance over the life cycle:
From educated guessing to informed decisions‐ Bring turbofan technology to turboshaft engines
2510th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
SP6 Engine Health Monitoring Achievements
Structures Health Monitoring• Demonstrator: Fan Outlet
Prognostics• Forecasting of remaining useful life based on
Guide Vane• Embedded wireless
architecture• Reduces weight• Improves safety and
li bilit
Forecasting of remaining useful life based on performance degradation
• Extension of life of non-Life-limited-parts• Shop visit planning Long Range Turbofan and Turboshaft – TRL4
reliability Long Range Turbofan– TRL4
Fan OGV with embedded SHM Hardware.GKN Aerospace Proprietary
P f P i MTU A E i AGEarly Detection and Diagnosis of Events andPerformance Degradation• Physics-based and big data analytics• Reduced wear and tear, improved reliability Long Range Turbofan and Turboshaft – TRL4 to 6
Predictive/Prescriptive Maintenance• Adaptive prediction of optimum part mix during
shop visit• Optimum SFC recovery @ maximum usage of
used parts = conservation of ressources
Performance Prognosis. MTU Aero Engines AG
urem
ent
used parts = conservation of ressources Long Range Turbofan – TRL3/4
Measurement #1Measurement #1
Measurement #2
Mea
su#3
Pattern recognition of fouling in turboshaft axial#1#1#2 Pattern recognition of fouling in turboshaft axial compressor. Safran HE
MTU Aero Engines AG
2610th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
Preliminary final resultsPreliminary final results
dd l b f
Significant overall
Additional CO2 benefits, mostly in line with
expectationsTRL progress
OPR 21 ‐1.2 to ‐1.5 % CO2
OPR 50
OPR 54
‐1.1 to ‐1.4 % CO2
OPR 70
‐1.2 to ‐1.8 % CO2
Number of technologies per TRL growth category (= arrow width)
5 9 3 3 11 2 2 3 2 ‐2.8 to ‐4.1 % CO2
2710th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
E BREAK ConclusionE‐BREAK Conclusion
E‐BREAK is complementary to already launched European projects which focused on “Thermodynamic Cycle Innovation” for high OPR and high BPR engines (LEMCOTEC, NEWAC, DREAM, VITAL, ENOVAL).
Those innovations can only be enabled if the current subsystems capabilities are significantly improved.
Th fi E BREAK h b h l bl f The first E‐BREAK target was then to be a technology enabler for subsystems and components.
This was achieved by developing generic technologies for subsystems or y p g g g ycomponents with a special attention on Low and High Pressure parts, and guaranteeing a high level operability, availability and maintainability.
Technologies developed in the other projects will be applicable at an Technologies developed in the other projects will be applicable at an engine level thanks to E‐BREAK’s contribution.
2810th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)
Any questions ?Any questions ?
E-BREAK – Overview & Final ResultsE BREAK Overview & Final ResultsContact : [email protected]
Find out more on : http://www.e-break.eu/Acknowledgement: The research in E-BREAK leading to these results has received funding from the European Union`s Seventh Framework Programme (FP7/2007-2013) under Grant Agreement ACP1-GA-2011-n° 314366.
2910th‐11th of May 2017 E‐BREAK Overview & results FORUM AE Workshop Reims (France)