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Grant
Agency: Cordis | 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.


Grant
Agency: Cordis | Branch: H2020 | Program: RIA | Phase: FETOPEN-RIA-2014-2015 | 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.


Jardin T.,Higher Institute of Aeronautics and Space | David L.,University of Poitiers
Physical Review E - Statistical, Nonlinear, and Soft Matter Physics | Year: 2015

At high angles of attack, an aircraft wing stalls. This dreaded event is characterized by the development of a leading edge vortex on the upper surface of the wing, followed by its shedding which causes a drastic drop in the aerodynamic lift. At similar angles of attack, the leading edge vortex on an insect wing or an autorotating seed membrane remains robustly attached, ensuring high sustained lift. What are the mechanisms responsible for both leading edge vortex attachment and high lift generation on revolving wings? We review the three main hypotheses that attempt to explain this specificity and, using direct numerical simulations of the Navier-Stokes equations, we show that the latter originates in Coriolis effects. © 2015 American Physical Society. Source


Grant
Agency: Cordis | 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.


Grant
Agency: Cordis | 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.

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