Agency: European Commission | Branch: H2020 | Program: CS2-IA | Phase: JTI-CS2-2014-CFP01-AIR-01-03 | Award Amount: 499.95K | Year: 2016
New, eco-efficient aircrafts are challenged by a demand to significantly reduce the CO2 and NOx emission. To achieve these goals, the topic manager is exploring new configurations for integrating advanced engines and propulsion concepts to the aircraft. Most of such promising concepts as the CROR-engine, Boundary Ingestion Layer (BIL), Ultra High Bypass Ratio engines (UHBR), multiple fan cannot be targeted simply by replacing engines of the current generation, but require a substantial change of the principle aircraft configuration. In case of un-ducted engine architecture as the CROR, the rearward shift of the engines away from the wing provides additional advantages in cabin noise and passenger comfort and safety improvement. Regarding the safety, main issue is the CROR engine debris that can be release with high energy when there is a failure. It is mandatory to develop innovative solutions for panels and shielding able to shield and reduce damage at impact, to secure the airframe integrity, so that aircraft can make safe continuation of flight and landing after engine burst event. The goal of REDISH is the development and maturation of innovative shielding able to sustain impacts from high and low energy debris caused by CROR engine burst. A coupled experimental-numerical development approach at two structural scales (laminate/panel and component) is proposed that starts from a large pool of possible configurations that will be downselected in successive analysis steps of increasing detail. Virtual testing by means of high-fidelity simulation tools developed by the consortium will be used to decrease the need for costly physical testing as much as possible and accelerate the shielding development process. The specimens to be manufactured and tested are the ones strictly necessary to validate the numerical simulations and assure the highest educated selection of the actual solution to be implemented for CROR Engine Debris Impact SHielding.
Agency: European Commission | Branch: H2020 | Program: IA | Phase: FOF-03-2016 | Award Amount: 4.12M | Year: 2016
In the aerospace industry very high quality standards have to be met. For the manufacturing of carbon fibre parts this is currently solved through extended end-of-line inspection in combination with re-work processes to deal with defective parts. Also, in-situ visual inspection is used for quality control, which is currently causing huge productivity losses (30%-50%) during lay-up and has become a real bottleneck in carbon fibre parts manufacturing. The project will provide a solution by developing inline quality control methods for the key process steps: automatic lay-up (dry fibre placement and automatic dry material placement) and curing. At the system level decision support systems will be developed that assist human decision-making when assessing defects and when planning the part flow through the production line. These will be supported by simulation tools for part verification and logistical planning. The future manufacturing of the A320neo wing covers will be provide the background for the developments. Each such wing cover consists of two parts, that each cost several hundred thousand Euros in manufacturing. Assuming the planned production rates of 60 planes per month from 2025, savings of 150 MEUR in production costs can be obtained per year. The consortium consists of all key players that will play a future role in the manufacturing of such large carbon fibre parts. Airbus with its research centers Airbus Group Innovations and FIDAMC will play a leading role in the consortium as far as the multi-stage manufacturing process is concerned. Machine builders (MTorres, Danobat) and research centers will develop the inline quality control, while Dassault Systmes will provide simulation support.
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2011.4.4-3. | Award Amount: 50.74M | Year: 2011
The project proposal concerns the challenges posed by the physical integration of smart intelligent structural concepts. It addresses aircraft weight and operational cost reductions as well as an improvement in the flight profile specific aerodynamic performance. This concerns material concepts enabling a conformal, controlled distortion of aerodynamically important surfaces, material concepts enabling an active or passive status assessment of specific airframe areas with respect to shape and potential damages and material concepts enabling further functionalities which to date have been unrealizable. Past research has shown the economic feasibility and system maturity of aerodynamic morphing. However, few projects concerned themselves with the challenges arising from the structural integration on commercial aircraft. In particular the skin material and its bonding to the substructure is challenging. It is the aim of this project proposal to demonstrate the structural realizability of individual morphing concepts concerning the leading edge, the trailing edge and the winglet on a full-size external wing by aerodynamic and structural testing. Operational requirements on morphing surfaces necessitate the implementation of an independent, integrated shape sensing system to ensure not only an optimal control of the aerodynamic surface but also failure tolerance and robustness. Developments made for structural health monitoring will be adapted to this task. Similar systems optimized for rapid in-service damage assessment have progressed to a maturity which allows their inclusion in the next generation of aircraft. However, the time consuming application of these sensor systems has to be further improved by integration at the component manufacturing level. The additional benefit of a utilization of these adapted systems for part manufacture process and quality control shall be assessed in SARISTU. Addressing the Nanotechnology aspect of the call, benefits regarding significant damage tolerance and electrical conductivity improvements shall be realized at sub-assembly level.
Agency: European Commission | Branch: H2020 | Program: SGA-RIA | Phase: FETFLAGSHIP | Award Amount: 89.00M | Year: 2016
This project is the second in the series of EC-financed parts of the Graphene Flagship. The Graphene Flagship is a 10 year research and innovation endeavour with a total project cost of 1,000,000,000 euros, funded jointly by the European Commission and member states and associated countries. The first part of the Flagship was a 30-month Collaborative Project, Coordination and Support Action (CP-CSA) under the 7th framework program (2013-2016), while this and the following parts are implemented as Core Projects under the Horizon 2020 framework. The mission of the Graphene Flagship is to take graphene and related layered materials from a state of raw potential to a point where they can revolutionise multiple industries. This will bring a new dimension to future technology a faster, thinner, stronger, flexible, and broadband revolution. Our program will put Europe firmly at the heart of the process, with a manifold return on the EU investment, both in terms of technological innovation and economic growth. To realise this vision, we have brought together a larger European consortium with about 150 partners in 23 countries. The partners represent academia, research institutes and industries, which work closely together in 15 technical work packages and five supporting work packages covering the entire value chain from materials to components and systems. As time progresses, the centre of gravity of the Flagship moves towards applications, which is reflected in the increasing importance of the higher - system - levels of the value chain. In this first core project the main focus is on components and initial system level tasks. The first core project is divided into 4 divisions, which in turn comprise 3 to 5 work packages on related topics. A fifth, external division acts as a link to the parts of the Flagship that are funded by the member states and associated countries, or by other funding sources. This creates a collaborative framework for the entire Flagship.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: AAT.2012.4.1-2.;AAT.2012.4.1-5. | Award Amount: 6.62M | Year: 2012
The main challenge of the BOPACS project is to reduce the weight and costs of primary aerospace structures by developing bolt free adhesive bonded joints that comply with the airworthiness requirements. Until today thin walled composite primary aerospace structures are joined by using a large number of fasteners. Bolt free joining would considerably contribute to the weight and cost reduction of aerospace structures. Within BOPACS target applications will be selected that are commonly used in todays aerospace primary structures and where adhesive bonding might advantageously replace conventional riveting / fastening. Based on these target application bolt free adhesive bonded joining methods will be developed that comply with the EASA airworthiness requirements. Contrary to projects focusing on the development of non destructive techniques for the inspection of weak bonds, BOPACS proposes arigorous road map to certification by developing Means of Comply based on: Thorough research, beyond the state of the art, into the crack growth / disbond extension mechanisms in adhesively bonded joints. Design, analysis, testing and assessment of different categories of crack stopping design features, i.e. features that are capable of preventingcracks or disbonds from growing above a predefined acceptable size, with a joint still capable of carrying the limit load. The project results and certification issues will be reviewed on a regular base by EASA representatives through the Airbus certification department.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: NMP-01-2014 | Award Amount: 7.80M | Year: 2015
Two FP7 European projects ELECTRICAL and SARISTU aim to develop methods to manufacture CNT reinforced multifunctional composites compatible with current industrial manufacturing processes. According to the results, three CNT integration strategies appear as promising methods to be driven towards an industrial scale manufacturing process: buckypapers, CNTtreated prepreg and CNT doped nonwoven veils. Although each of the technologies can act separately they can be combined synergistically in a way that a higher multifunctional level can be achieved according to the final requirements of the application. This project aims to develop open access pilot lines for the industrial production of buckypapers, CNT treated prepreg and CNT doped non-woven veils for composite applications in sectors such as Aeronautic and Automotive. The purpose is to efficiently and economically manufacture components using novel developed at a scale suitable for industrial uptake. The developed facilities will not only provide increased capabilities to the operating company but also offer a network of nanorelated manufacturing facilities suited to the needs of related SMEs. A European platform of nanobased pilot lines will be created to which companies, and more precisely SMEs, can gain access and make use of the facilities as well as the experience and knowledge of the operating RTO.The partners will work with existing EU clusters and initiatives aimed at the establishment of an EU nanosafety and regulatory strategy framework to ensure the safe use of these products particularly at an industrial scale. This will be achieved through collaboration with end users to ensure the developed products are accepted within existing health and safety procedures or through the introduction of new ones.PLATFORM proposes solutions that will generate new market opportunities for European Aeronautic and Automotive components manufacturing offering to OEMs new added-value products based on nano-enabled products
Agency: European Commission | Branch: H2020 | Program: CS2-RIA | Phase: JTI-CS2-2014-CFP01-AIR-02-04 | Award Amount: 350.01K | Year: 2016
NEODAMP is marked in the ITD Airframe part B, oriented to highly integrated innovative structural components, for the Large Passenger Aircraft. NEODAMP will develop new prepreg composite materials for structural purposes in the aircraft, able to support structural loads and other additional functions. The project is focused on acoustic damping and complemented with electrical conductivity studies while using techniques related to additional embedded and/or integrated functionality. Composite materials will be chosen among those provided by a widely experienced manufacturer, to meet the future needs and requirements given by the topic manager. Activities are distributed along 36 months, and tasks are associated to 3 main topics: material development, screening and process ability. In order to find the optimal material, a series of key characteristics will be selected, such as acoustic damping, structural and mechanical properties, HSE requirements, Fire, Smoke&Toxicity resistance for fuselage applications, resistance to environmental factors, automatic manufacturing and costs. The damping material will be improved and modified to adjusts properties such as tacking or curing parameters. All the cited features will be deeply studied through a test campaign, at coupon level using raw damping material and the embedded damping prepreg composite material. The wide variety of tests will include from damping behavior and vibro-acoustic performance to lightning strike protection, including aging, common mechanical properties and physicochemical tests. Needed panels and embedded design will be done and manufactured by the partners. Results of the cited works altogether will guide to the optimal design and manufacturing of trials, which will reach to material improvements also. The production of demonstrators will be oriented to automatic fuselage production by using automatic fiber placement techniques and always considering possible solutions for industrialization.