TOPIC : Advancements in aerodynamics and innovative propulsion systems for quieter and greener aircrafts
|Publication date:||27 October 2017|
|Focus area:||Building a low-carbon, climate resilient future (LC)|
|Types of action:||RIA Research and Innovation action|
|DeadlineModel: Opening date:||two-stage 05 September 2018||Deadline: 2nd stage Deadline:||
16 January 2019 17:00:00
12 September 2019 17:00:00
|Time Zone : (Brussels time)|
Topic DescriptionSpecific Challenge:
Significant progress has been done recently in terms of environmental emission (including noise) by the development of Ultra High Pressure Ratio and Ultra High By-Pass Ratio engines. Technology assessments based on the turbofan engine configuration are indicating that there is still remarkable potential inherent in the turbofan engine configuration to be realised to further reduce gaseous and noise emissions. However, as far as noise is considered it is necessary to address the interaction between engines and aerodynamics surface and the engines interaction in aircraft architecture for a better assessment of the gain in term of noise reduction. This is necessary for the above mentioned advanced engines soon available but even more for future aircraft architecture displaying distributed propulsion or closer engine/wing integration.Scope:
In order to substantially decrease the noise and environmental impact of aviation, in parallel to advances in propulsion technologies, the quest for a full understanding of the noise source mechanism (for example associated with the laminar-to-turbulent flow transition, fully turbulent flow regime, high lift devices, landing gears, etc) remains open especially for future aircraft configurations adopting breakthrough technologies. Hence, proposals should address at least two of the following areas:
- Compatibility between thrust effectors (fan/propeller electrically or mechanically driven) and higher degree of integration into disruptive airframe configurations (e.g. Boundary Layer Ingestion, wing distributed propulsion).
- A better understanding of the noise source mechanisms for high bypass ratio turbofan engines for evolutionary and disruptive aircraft architectures such as distributed propulsion or closer engine/wing integration.
- A better understanding of the noise source mechanism associated with the laminar-to-turbulent flow transition and fully turbulent flow regime.
- A better understanding of the leading/trailing edge noise generated at landing by high-lift devices and undercarriage, including new acoustic treatments on nacelle and aircraft structures.
- Innovative propulsion technologies to address the critical topics related to the further increase of overall pressure ratio and gas temperatures needed to drive efficiency such as: reducing fuel consumption by improving thermal and propulsion efficiency, reducing Particle Number (PN), CO2 and NOx emissions by advanced combustion technologies, reducing engine weight and dimensions gaining substantial benefits on aircraft level.
The proposals are expected also to develop multi-physics modelling, numerical simulation and optimisation exploiting High Performing Computing capabilities, innovative flow control technologies, and experimental methodologies.
Proposals should ideally address TRLs ranging from 1 to 4. The Commission considers that proposals requesting a contribution from the EU between EUR 3 and 5 million would allow this specific challenge to be addressed appropriately. Nonetheless, this does not preclude submission and selection of proposals requesting other amounts.Expected Impact:
Results will contribute to ultra-efficient, more silent, regional, short-haul or long-haul commercial, transport aircraft that could result in demonstration activities in 2025. According to the Flightpath 2050 goals pursued by the ACARE SRIA, CO2 emissions per passenger kilometre have to be reduced by 75%, NOx by 90% and perceived noise by 65% by 2050, all relative to the year 2000. Recent achievements assessed by the CSA FORUM-AE and extrapolated at TRL6 in 2020 result in the following figures: CO2 emissions per passenger kilometre about 38% (aircraft, + engine + ATM), NOx at engine level reduced by about 60% and perceived noise reduced by about 50%. The proposals must demonstrate that their targets are going beyond these last and are approaching the ACARE 2050 goals. Proposals must substantially explain how and why their anticipated targets are realistic.Cross-cutting Priorities:
Topic conditions and documents
1. Eligible countries: described in Annex A of the Work Programme.
A number of non-EU/non-Associated Countries that are not automatically eligible for funding have made specific provisions for making funding available for their participants in Horizon 2020 projects. See the information in the Online Manual.
Proposal page limits and layout: please refer to Part B of the proposal template in the submission system below.
- Evaluation criteria, scoring and thresholds are described in Annex H of the Work Programme.
- Submission and evaluation processes are described in the Online Manual.
4. Indicative time for evaluation and grant agreements:
Information on the outcome of evaluation (two-stage call):
For stage 1: maximum 3 months from the deadline for submission.
For stage 2: maximum 5 months from the deadline for submission.
Signature of grant agreements: maximum 8 months from the deadline for submission.
5. Proposal templates, evaluation forms and model grant agreements (MGA):
Research and Innovation Action:
6. Additional provisions:
Members of consortium are required to conclude a consortium agreement, in principle prior to the signature of the grant agreement.
8. Additional documents:
7. Open access must be granted to all scientific publications resulting from Horizon 2020 actions.
Where relevant, proposals should also provide information on how the participants will manage the research data generated and/or collected during the project, such as details on what types of data the project will generate, whether and how this data will be exploited or made accessible for verification and re-use, and how it will be curated and preserved.
Open access to research data
The Open Research Data Pilot has been extended to cover all Horizon 2020 topics for which the submission is opened on 26 July 2016 or later. Projects funded under this topic will therefore by default provide open access to the research data they generate, except if they decide to opt-out under the conditions described in Annex L of the Work Programme. Projects can opt-out at any stage, that is both before and after the grant signature.
Note that the evaluation phase proposals will not be evaluated more favourably because they plan to open or share their data, and will not be penalised for opting out.
Open research data sharing applies to the data needed to validate the results presented in scientific publications. Additionally, projects can choose to make other data available open access and need to describe their approach in a Data Management Plan.
Projects need to create a Data Management Plan (DMP), except if they opt-out of making their research data open access. A first version of the DMP must be provided as an early deliverable within six months of the project and should be updated during the project as appropriate. The Commission already provides guidance documents, including a template for DMPs. See the Online Manual.
Eligibility of costs: costs related to data management and data sharing are eligible for reimbursement during the project duration.
The legal requirements for projects participating in this pilot are in the article 29.3 of the Model Grant Agreement.
No submission system is open for this topic.
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