Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2013.1-3. | Award Amount: 45.04M | Year: 2013
The ENOVAL project will provide the next step of engine technologies to achieve and surpass the ACARE 2020 goals on the way towards Flightpath 2050. ENOVAL completes the European 7th Framework Programme (FP7) roadmap of Level 2 aero engine projects. ENOVAL will focus on the low pressure system of ultra-high by-pass ratio propulsion systems (12 < BPR < 20) in conjunction with ultra high overall pressure ratio (50 < OPR < 70) to provide significant reductions in CO2 emissions in terms of fuel burn (-3% to -5%) and engine noise (-1.3 ENPdB). ENOVAL will focus on ducted geared and non-geared turbofan engines, which are amongst the best candidates for the next generation of short/medium range and long range commercial aircraft applications with an entry into service date of 2025 onward. The expected fan diameter increase of 20 to 35% (vs. year 2000 reference engine) is significant and can be accommodated within the limits of a conventional aircraft configuration. It is in line with the roadmap of the Strategic Research and Innovation Agenda for 2020 to have the technologies ready for Optimised conventional aircraft and engines using best fuel efficiency and noise control technologies, where UHBR propulsion systems are expressively named as a key technology. ENOVAL will be established in a consistent series of Level 2 projects in conjunction with LEMCOTEC for core engine technologies, E-BREAK for system technologies for enabling ultra high OPR engines, and OPENAIR for noise reduction technologies. Finally, ENOVAL will prepare the way towards maturing the technology and preparing industrialisation in coordination with past and existing aero-engine initiatives in Europe at FP7 and national levels.
Agency: European Commission | Branch: H2020 | Program: CSA | Phase: MG-9.1-2015 | Award Amount: 2.87M | Year: 2016
Global socio-economic and environmental megatrends are urging for a paradigm shift in mobility and transport that involves disruptive technologies and multimodal solutions. The individual transport sectors face diverse technical and non-technical requirements and rather individual, sometimes contradicting challenges. An action plan for the coherent implementation of innovative transport and mobility solutions in Europe is thus urgently needed and should be sustained by a wide range of societal stakeholders. The MOBILITY4EU project will develop such a plan taking into account all modes of transport as well as a multitude of societal drivers encompassing health, environment and climate protection, public safety and security, demographic change, urbanisation and globalisation, economic development, digitalisation and smart system integration. In order to obtain a widely supported and consensusbased action plan a Multi-Actor Multi-Criteria Analysis (MAMCA) methodology will be used to consult a broad stakeholder community representing the main societal actors including vulnerable to exclusion citizens in Europe. This stepwise and scientifically sound approach will allow the consortium of the MOBILITY4EU project to involve a large group of stakeholders in the process. The participation will be strengthened by a visualisation-based story map process. The successful implementation of the vision for the future transport and mobility system of Europe will require a continuous cross-modal and inter-stakeholder dialogue and collaboration. For this purpose will the developed action plan also contain the blueprint for the implementation of a sustainable and continuous European Transport and Mobility Forum beyond the duration of the project, e.g. in the form of a new European Technology Platform. The work will be complemented by extensive networking and engagement activities and by dissemination with special focus on young generations and transport users in general.
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2012.1.4-2. | Award Amount: 30.14M | Year: 2012
Future aero engines will need to be more efficient and contribute to the reduction on environmental impact of air transportation. They must reach some standards of performance by reducing emissions and creating some savings on operation costs. EIMG consortium has launched since several years some initiatives to develop future engines in the frame of the European Committee research programmes. Within different project such as DREAM, VITAL, NEWAC or LEMCOTEC, EIMG is ensuring the development of innovative technologies in order to further reduce the fuel burn, emissions and noise. In order to ensure the technological breakthrough, future aero-engines will have higher overall pressure ratios (OPR) to increase thermal efficiency and will have higher bypass ratios (BPR) to increase propulsive efficiency. These lead to smaller and hotter high pressure cores. As core engine technologies have been addressed in the previous project, E-BREAK project will ensure the mandatory evolution of sub-systems. It is indeed required for enabling integration of engine with new core technologies to develop adequate technologies for sub-systems. E-BREAK will aim to adapt sub-systems to new constraints of temperature and pressure. The overall picture of these initiatives bring all technology bricks to a TRL level ensuring the possibility to integrate them in a new aero engines generation before 2020. In its 2020 vision, ACARE aims to reduce by 50% per passenger kilometer CO2 emissions with an engine contribution targeting a decrease by 15 to 20% of the SFC. NOX emissions would have to be reduced by 80 % and efforts need to be made on other emissions. E-BREAK will be an enabler of the future UHOPR integrated engine development, completing efforts done in previous or in on-going Level 2 programs.
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2011.1.4-2. | Award Amount: 67.80M | Year: 2011
The main objective of the LEMCOTEC project will be the improvement of core-engine thermal efficiency by increasing the overall pressure ratio (OPR) to up to 70 leading to a further reduction of CO2. Since NOx increases with OPR, combustion technologies have to be further developed, at the same time, to at least compensate for this effect. The project will attain and exceed the ACARE targets for 2020 and will be going beyond the CO2 reductions to be achieved by on-going FP6 and FP7 programmes including Clean Sky: 1.) CO2: minus 50% per passenger kilometre by 2020, with an engine contribution of 15 to 20%, 2.) NOx: minus 80% by 2020 and 3.) Reduce other emissions: soot, CO, UHC, SOx, particulates. The major technical subjects to be addressed by the project are: 1.) Innovative compressor for the ultra-high pressure ratio cycle (OPR 70) and associated thermal management technologies, 2.) Combustor-turbine interaction for higher turbine efficiency & ultra-high OPR cycles, 3.) Low NOx combustion systems for ultra-high OPR cycles, 4.) Advanced structures to enable high OPR engines & integration with heat exchangers, 5.) Reduced cooling requirements and stiffer structures for turbo-machinery efficiency, 6.) HP/IP compressor stability control. The first four subjects will enable the engine industry to extend their design space beyond the overall pressure ratio of 50, which is the practical limit in the latest engines. Rig testing is required to validate the respective designs as well as the simulation tools to be developed. The last two subjects have already been researched on the last two subjects by NEWAC. The technology developed in NEWAC (mainly component and / or breadboard validation in a laboratory environment) will be driven further in LEMCOTEC for UHPR core engines. These technologies will be validated at a higher readiness level of up to TRL 5 (component and / or breadboard validation in a relevant environment) for ultra-high OPR core-engines.
Agency: European Commission | Branch: H2020 | Program: CSA | Phase: MG-1.7-2014 | Award Amount: 1.33M | Year: 2014
DATASET2050 (DATA driven approach for a Seamless Efficient Travelling in 2050) is the very first Coordination and Support Action that - through a cutting edge data science approach - will provide insight into the door-to-door European travel paradigm for the current, 2035 and 2050 transport scenarios. DATASET2050 puts the passenger at the centre, paving the way for a seamless, efficient door-to-door travelling experience. The main focus will be put on analysing how the European transport supply profile (capacity, connections, business models, regulations, intermodality, processes, infrastructure) could adapt to the evolution of the demand profile (customers, demographics, passenger expectations, requirements). Through expert application of state-of-art predictive analytics, modelling, statistical analyses and data visualisation, with an examination of multimodal data, these analyses will enable the identification of European transport bottlenecks and weak areas across the different scenarios. These findings will serve as a basis for the development of intermodal transport concepts, identifying possible solutions for current and predicted shortcomings. The insights gained through the projects approach will highlight research needs towards the four hour door-to-door goal formulated by ACARE. Given the nature and aim of the initiative, the DATASET2050 partners and Advisory Board are comprised of top European transport Entities (universities, policy makers, industry, research Institutes, GIS and inter-/multimodal entities) with major inputs into European strategy agendas. A comprehensive dissemination and communication plan will ensure efficient circulation of the results among key European transport policy makers and stakeholders.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: LCE-11-2015 | Award Amount: 6.15M | Year: 2016
Liquid hydrocarbon fuels are ideal energy carriers for the transportation sector due to their exceptionally high energy density and most convenient handling, without requiring changes in the existing global infrastructure. Currently, virtually all renewable hydrocarbon fuels originate from biomass. Their feasibility to meet the global fuel demand and their environmental impact are controversial. In contrast, SUN-to-LIQUID has the potential to cover future fuel consumption as it establishes a radically different non-biomass non-fossil path to synthesize renewable liquid hydrocarbon fuels from abundant feedstocks of H2O, CO2 and solar energy. Concentrated solar radiation drives a thermochemical redox cycle, which inherently operates at high temperatures and utilizes the full solar spectrum. Thereby, it provides a thermodynamically favourable path to solar fuel production with high energy conversion efficiency and, consequently, economic competitiveness. Recently, the first-ever production of solar jet fuel has been experimentally demonstrated at laboratory scale using a solar reactor containing a ceria-based reticulated porous structure undergoing the redox cyclic process. SUN-to-LIQUID aims at advancing this solar fuel technology from the laboratory to the next field phase: expected key innovations include an advanced high-flux ultra-modular solar heliostat field, a 50 kW solar reactor, and optimized redox materials to produce synthesis gas that is subsequently processed to liquid hydrocarbon fuels. The complete integrated fuel production chain will be experimentally validated at a pre-commercial scale and with record high energy conversion efficiency. The ambition of SUN-to-LIQUID is to advance solar fuels well beyond the state of the art and to guide the further scale-up towards a reliable basis for competitive industrial exploitation. Large-scale solar fuel production is expected to have a major impact on a sustainable future transportation sector.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-1.5-2014 | Award Amount: 3.14M | Year: 2015
With the ULTIMATE project five experienced research groups and four major European engine manufacturers will develop innovative propulsion systems to fulfill the SRIA 2050 key challenges. One of the most challenging targets is the 75% reduction in energy consumption and CO2-emissions. Technologies currently at TRL 3-5, cannot achieve this aim. It is estimated that around a 30% reduction must come from radical innovations now being at lower TRL. Thus, European industry needs synergetic breakthrough technologies for every part of the air transport system, including the airframe, propulsion and power. The ULTIMATE project singles out the major loss sources in a state of the art turbofan (combustor irreversibility, core exhaust heat, bypass exhaust kinetic energy). These are then used to categorize breakthrough technologies (e.g. piston topping, intercooling & exhaust heat exchangers, and advanced propulsor & integration concepts). This classification approach gives a structured way to combine and explore synergies between the technologies in the search for ultralow CO2, NOx and noise emissions. The most promising combinations of radical technologies will then be developed for a short range European and a long range intercontinental advanced tube and wing aircraft. Through the EU projects VITAL, NEWAC, DREAM, LEMCOTEC, E-BREAK and ENOVAL, the ULTIMATE partners have gained the most comprehensive experience in Europe on conception and evaluation of advanced aero engine architectures. Existing tools, knowledge and models will be used to perform optimization and evaluation against the SRIA targets to mature the technologies to TRL 2. Road maps will be set up to outline the steps to develop the technologies into products and bring them onto the market. These road maps will also provide a way forward for future European propulsion and aviation research.
Agency: European Commission | Branch: FP7 | Program: CSA-CA | Phase: AAT.2013.7-1. | Award Amount: 1.51M | Year: 2013
The proposed coordination action OPTICS will provide oversight of progress in research and innovation aiming to improve the safety and security of aviation in accordance with Flightpath 2050 challenges and goals, exploiting as far as possible the identified metrics, achievements, main topic areas and broad industry knowledge and expertise base established in the development industrys SRIA. OPTICS will implement sustainable processes supporting stakeholders with strategic recommendations and a comprehensive vision of the safety-oriented research landscape. The action will implement a reference base and methodologies to perform assessment of progress both from a technological perspective - are we doing the right research, and from the societal and economic perspective - are we doing the research right - is it delivering societal and market benefit? The surveys are to be performed on an annual basis, in close collaboration with expertise drawn from the industry through a series of workshops, fully exploiting the network developed by ACARE. Assessments will be performed upon all on-going initiatives explicitly addressing safety research. The assessments will result in the provision of an annual report, identifying main performers, gaps and obstacles in the research landscape, formulating strategic recommendations, corrective actions and suggested priorities. The findings are to be presented and discussed with the aviation community at an annual Safety conference, organised on the premises of EASA, EUROCONTROL, etc. The results of the annual state-of-the-art review, together with relevant basic data, project information will be made available on the OPTICS repository accessible on the a actions dedicated website. Finally, this action will ensure co-ordination and wherever possible, create synergies, with other actions supporting complementary challenges.
Agency: European Commission | Branch: FP7 | Program: CSA-CA | Phase: AAT.2013.7-2. | Award Amount: 1.56M | Year: 2013
For a number of ecologic and economic reasons, the aviation industry is currently in great need for alternative fuels. Highly ambitious goals for the reduction of the sectors overall greenhouse gas emissions set from industry and politics imply sustainable alternative fuels as major contribution, and require research and innovation efforts in order to develop pathways for an economically feasible large-scale production of such fuels for aviation. The project CORE-JetFuel will evaluate the research and innovation landscape in order to develop and implement a strategy for sharing information, for coordinating initiatives, projects and results and to identify needs in research, standardisation, innovation/deployment, and policy measures at European level. Bottlenecks of research and innovation will be identified and, where appropriate, recommendations for the European Commission will be elaborated with respect to re-orientation and re-definition of priorities in the funding strategy. The consortium will cover the entire alternative fuel production chain in four domains: Feedstocks and sustainability; conversion technologies and radical concepts; technical compatibility, certification and deployment; policies, incentives and regulation. CORE-JetFuel will ensure cooperation with other European, international and national initiatives and with the key stakeholders in the field. The consortium combines the competencies of the Agency for Renewable Resources (FNR), SENASA, Bauhaus Luftfahrt (BHL), WIP , IFP, EADS Innovation Works and numerous external experts from science, industry and politics. The expected benefits are enhanced knowledge of decision makers, support for maintaining coherent research policies and the promotion of a better understanding of future investments in aviation fuel research and innovation, in alignment with the ACARE Strategic Research and Innovation Agenda (SRIA) as well as with the ATAG goals of future emission reduction in aviation.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: AAT.2012.6.3-1. | Award Amount: 788.54K | Year: 2013
The objectives defined in Flightpath 2050 as well as the limited availability of fossil fuels call for significant reductions in fuel consumption in the air transport sector. Novel propulsion concepts are thus a field of intense research, with particular trends that emerge: hybrid energy sources may not only be more efficient, but open up new degrees of freedom in terms of airframe-engine integration. The power plant system can be fully or partially embedded in the airframe, and thus exploit the benefits of boundary layer ingestion and wake filling, which have proven to allow lower power requirements. However, despite the established advantages of such integrated propulsion concepts, little effort has been expended to examine the practical implementation in realistic aircraft systems. The project DisPURSAL investigates the impact of novel propulsion concepts in a holistic manner, covering the aspects of power generation and drive chain architectures as well as engine-airframe integration together with the impact on aircraft performance and emissions. The project is set up around two case studies, namely a distributed propulsion concept with multiple propulsive devices, and a propulsive fuselage concept featuring a propulsive device encircling the fuselage. Starting from the definition of realistic operational and systems requirements, initial concept exploration and down-selection define a baseline and feed into a multi-disciplinary design optimization process, which quantifies the efficiency potentials at aircraft level. Detailed numerical flow simulation is used to evaluate the strong interaction of airframe and propulsion. DisPURSAL shows the potential of distributed propulsion and highlights synergy effects with turbo-electric aircraft architectures. A technology roadmap derived in the project will contribute to establish distributed propulsion as a serious option for future air transport and sustain the competitiveness of the European aviation industry.