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: FP7 | Program: CP-IP | Phase: AAT-2007-1.4.01 | Award Amount: 39.99M | Year: 2008
Since the publication of the ACARE goals, the commercial and political pressure to reduce CO2 has increased considerably. DREAM is the response of the aero-engine community to this pressure. The first major DREAM objective is to design, integrate and validate new engine concepts based on open rotor contra-rotating architectures to reduce fuel consumption and CO2 emissions 7% beyond the ACARE 2020 objectives. Open rotors are noisier than equivalent high bypass ratio turbofan engines, therefore it is necessary to provide solutions that will meet noise ICAO certification standards. The second major DREAM objective is a 3dB noise emission reduction per operation point for the engine alone compared to the Year 2000 engine reference. These breakthroughs will be achieved by designing and rig testing: Innovative engine concepts a geared and a direct drive contra-rotating open rotor (unducted propulsion system) Enabling architectures with novel active and passive engine systems to reduce vibrations These technologies will support the development of future open rotor engines but also more traditional ducted turbofan engines. DREAM will also develop specifications for alternative fuels for aero-engines and then characterise, assess and test several potential fuels. This will be followed by a demonstration that the selected fuels can be used in aero-engines. The DREAM technologies will then be integrated and the engine concepts together with alternative fuels usage assessed through an enhanced version of the TERA tool developed in VITAL and NEWAC. DREAM is led by Rolls-Royce and is made of 47 partners from 13 countries, providing the best expertise and capability from the EU aeronautics industry and Russia. DREAM will mature technologies that offer the potential to go beyond the ACARE objectives for SFC, achieving a TRL of 4-5. These technologies are candidates to be brought to a higher TRL level within the scope of the CLEAN SKY JTI.
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: H2020 | Program: RIA | Phase: FETOPEN-1-2014 | Award Amount: 3.42M | Year: 2015
Wireless Chip-to-Chip (C2C) communication and wireless links between printed circuit boards operating as Multiple Input Multiple Output devices need to become dominant features of future generations of integrated circuits and chip architectures. They will be able to overcome the information bottleneck due to wired connections and will lead the semiconductor industry into a new More-Than-Moore era. Designing the architecture of these wireless C2C networks is, however, impossible today based on standard engineering design tools. Efficient modelling strategies for describing noisy electromagnetic fields in complex environments are necessary for developing these new chip architectures and wireless interconnectors. Device modelling and chip optimization procedures need to be based on the underlying physics for determining the electromagnetic fields, the noise models and complex interference pattern. In addition, they need to take into account input signals of modern communication systems being modulated, coded, noisy and eventually disturbed by other signals and thus extremely complex. Recent advances both in electrical engineering and mathematical physics make it possible to deliver the breakthroughs necessary to enable this future emerging wireless C2C technology by creating a revolutionary electromagnetic field simulation toolbox. Increasingly sophisticated physical models of wireless interconnects and associated signal processing strategies and new insight into wave modelling in complex environments based on dynamical systems theory and random matrix theory make it possible to envisage wireless communication on a chip level. This opens up completely new pathways for chip design, for carrier frequency ranges as well as for energy efficiency and miniaturisation, which will shape the electronic consumer market in the 21st century.
Agency: European Commission | Branch: FP7 | Program: JTI-CP-ARTEMIS | Phase: SP1-JTI-ARTEMIS-2010-8 | Award Amount: 14.36M | Year: 2011
Transportation based on cars, aircraft and ships is a key factor for modern human societies. Human operators have historically been in charge of the two main facets of transportation: vehicle control and traffic control. Technological innovations have progressively allowed the introduction of advanced automated assistance systems leading to a complex interplay of humans and automation which has been shown to lead in many cases to new types of human errors, incidents and sometimes accidents. It has been recognized that further automation alone cannot solve the problem and the crucial issue is how to achieve an adequate level of human-machine cooperation with shared authority. The proposal addresses missing key enablers for market penetration of innovative dynamic Distributed Cooperative Human-Machine Systems (DCoS). The proposal intends to develop affordable methods, techniques and tools which go beyond assistance systems and consequently address the design, development and evaluation of cooperative systems from a multi-agent perspective where human and machine agents are in charge of common tasks, assigned to the system as a whole. A high quality user interface is inevitable to meet user expectations and to gain market acceptance of cooperative systems with increased levels of automation. Already today the development of a user interface of Embedded Systems is a substantial cost driver that is constantly increasing. The proposal strives to boost cost efficiency of highly innovative DCoS with several interactive Embedded Systems. This will be achieved by supporting and closing the industrial development process chain from (1) DCoS composition over (2) interaction design to (3) system design and (4) interface design and by allowing to evaluate the overall system safety, efficiency and effectiveness already in early process phases. An Innovation Eco System for cooperative embedded HMI will be established during the project and will be maintained afterwards.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: COMPET-4-2016 | Award Amount: 3.50M | Year: 2016
The ESROCOS activity is devoted to the design of a Robot Control Operating Software (RCOS) that can provide adequate features and performance with space-grade Reliability, Availability, Maintainability and Safety (RAMS) properties. The goal of the ESROCOS proposal is to provide an open source framework which can assist in the generation of flight software for space robots. By providing an open standard which can be used by research labs and industry, it is expected that the elevation of TRL levels can be made more efficient, and vendor lock-in through proprietary environments can be reduced. Current state-of-the-art robotic frameworks are already addressing some of these key aspects, but mostly fail to deliver the degree of quality expected in the space environment. Terrestrial RCOS developed by industrial robot companies (e.g. VxWorks, PikeOS) are not usable for space robotics because their Intellectual Property Rights (IPR) enforce the vendors dependency on space development. Other open-source frameworks do not have sufficient RAMS properties for its use in space missions. The ESROCOS objectives are to: 1. Develop a Space-oriented RCOS including space-grade RAMS attributes, formal verification and qualification of industrial drivers. 2. Integrate advanced modelling technologies, separating the model from the platform 3. Focus on the space robotics community, with requirements coming from actors leading robotics missions 4. Allow integration of complex robotics applications by including the Time and Space partitioning approach 5. Avoid vendor-lock in situations by delivering an open-source solution 6. Leverage on existing assets, such as already existing frameworks properly extended, mature toolsets and libraries) 7. Ease the development of robotics systems by providing a solution interoperable with other robotics frameworks (e.g. Rock/ROS third-party libraries and visualizers/simulator) 8. Cross-pollinate with non-space solutions and applications
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.
Higher Institute of Aeronautics and Space | Date: 2012-03-27
A microscale radio-controlled aerial micro-drone vehicle, having a fixed wing (as opposed to a rotary wing) having a propulsion device the vehicle including wheels for traveling on the ground, which are attached to the side ends of a section of the wing. The rotational axis Y1 of the wheels being located in front of the center of gravity of the micro-drone, the center of gravity of the micro-drone being located in front of the aerodynamic center of the micro-drone. The rotational axis Y1 of the wheels being aligned with the thrust axis of the propulsion device and the wheels are sized such that the radius D/2 thereof is greater than the distance between the rotational axis Y1 of the wheels and the trailing edge of the wing.
Agency: European Commission | Branch: FP7 | Program: JTI-CS | Phase: JTI-CS-2011-2-SFWA-02-017 | Award Amount: 570.16K | Year: 2012
It is proposed in this research programme to optimize the pylon shape of a Counter Rotating Open Rotor (CROR) propeller and its embedded flow control system, in order to reduce the noise emission through pylon wake attenuation, by means of advanced experimental methodology, such as 3CHD-PIV, adapted to in-flight tests. It is proposed to decompose the project into subtasks of increasing complexity. Each task falls within the scope of either ISAE or AAE. Thus, ISAE and AAE offer to join their different skills to elaborate a work-plan based on well-defined responsibilities. The subtasks are summarized below: 1.Optimization of the flow control device for the 2D pylon. 2.Detailed design and manufacturing of the 2D type pylon wind tunnel model and its instrumentation. 3.Low speed wind tunnel tests of the 2D pylon without open rotor, in a non vibrating environment, including parametric studies on the advanced flow control devices parameters and boundary layer transition effects. 4.Comparison between experimental results and numerical prediction. Analysis of the results, physical understanding and recommendation for further improvement of the concept. 5.Definition of vibration environment simulators (VES), in compliance with Airbus inputs from in flight tests. 6.Detailed definition and manufacturing of VES applicable to the different PIV subsystems (cameras, laser, laser sheet generation devices) as implemented in the wind tunnel. 7.Characterization of the limits of the vibration spectrum supported by the PIV subsystems, beyond which vibration-induced errors on PIV measurements impose corrections on raw data or on PIV subsystems attitude. 8.Definition of correction methodology to correct PIV measurements, through raw data manipulation or PIV subsystems vibration attenuation, in order to recover a non disturbed PIV measurement. 9.Validation of the correctiion methodology in wind tunnel by replicating subtask 3.
Agency: European Commission | Branch: H2020 | Program: MSCA-IF-EF-ST | Phase: MSCA-IF-2014-EF | Award Amount: 138.81K | Year: 2015
Air transportation is a crucial contributor to the world economy, and thus its continued growth is essential. However, environmental impact and the increase in fuel prices make sustainable aviation a challenge. To address this challenge, we propose to develop state-of-the-art computational tools for the design optimization of next-generation airliners with unprecedented fuel efficiency. We will achieve this by leveraging the expertise of the researcher on high-fidelity computational design of aircraft, together with Airbus vast experience in practical aircraft design, and the network of academics at ISAE. The proposed research is expected to make a lasting impact at Airbus by implementing new computational tools, and by developing design concepts for the next-generation of aircraft.