Periodic Reporting for period 1 - HOPE (Hydrogen Optimized multi-fuel Propulsion system for clean and silEnt aircraft)
Periodo di rendicontazione: 2023-02-01 al 2024-07-31
The growth of Air traffic inevitably increases aviation's combustion and acoustic emissions, hence aggravating aviation's environmental impact locally and globally. HOPE will deliver an integrated aircraft propulsion system comprising two multi-fuel ultra-high bypass ratio (UHBR) turbofan engines, a fuel cell-based auxiliary propulsion and power unit (FC-APPU) driving an aft boundary layer ingestion (BLI) propulsor based on tube-wing aircraft configuration.
The HOPE system:
1)minimizes the combustion and noise emissions during landing and takeoff (LTO), hence the impact on air quality and noise annoyance near airports, without the trade-off of cruise emissions;
2)proposes a new propulsion system that avoids substantial changes to the aircraft planform, allowing integration into tube-wing configuration. Therefore, the substantial emission reduction is to be achieved within a short time;
3)reduces the risks associated with the introduction of 100% H2 propulsion systems (smaller hydrogen storage needed, reduction of instabilities related to lean combustion);
4)smoothens aviation’s energy transition through the assessment and exploitation of several greener propulsion technologies at different maturity levels.
HOPE emission goals consist of LTO NOx: -50%, CO: -50%, soot: -80%, perceived noise: -20% (~3 dB per operation), and climate impact: -30%, compared to state-of-the-art technology in 2020. To this end, HOPE will: 1)Design an integrated aircraft propulsion system accommodating multi-fuel (kerosene/sustainable aviation fuel +hydrogen) UHBR turbofan engines, FC-APPU, and an aft BLI propulsor; 2)Explore the novel idea of combining a BLI propulsor with FC-APPU for zero-emission taxiing; 3)Model, experiment, and demonstrate for the first time a low emission multi-fuel combustion technology burning H2+kerosene/SAF for future UHBR turbofan engine; 4)Assess societal impact, environmental burden, and cost benefits of the reduced noise and emissions by HOPE technology; 5)Formulate recommendations to introduce HOPE technology.
The HOPE system:
1)minimizes the combustion and noise emissions during landing and takeoff (LTO), hence the impact on air quality and noise annoyance near airports, without the trade-off of cruise emissions;
2)proposes a new propulsion system that avoids substantial changes to the aircraft planform, allowing integration into tube-wing configuration. Therefore, the substantial emission reduction is to be achieved within a short time;
3)reduces the risks associated with the introduction of 100% H2 propulsion systems (smaller hydrogen storage needed, reduction of instabilities related to lean combustion);
4)smoothens aviation’s energy transition through the assessment and exploitation of several greener propulsion technologies at different maturity levels.
HOPE emission goals consist of LTO NOx: -50%, CO: -50%, soot: -80%, perceived noise: -20% (~3 dB per operation), and climate impact: -30%, compared to state-of-the-art technology in 2020. To this end, HOPE will: 1)Design an integrated aircraft propulsion system accommodating multi-fuel (kerosene/sustainable aviation fuel +hydrogen) UHBR turbofan engines, FC-APPU, and an aft BLI propulsor; 2)Explore the novel idea of combining a BLI propulsor with FC-APPU for zero-emission taxiing; 3)Model, experiment, and demonstrate for the first time a low emission multi-fuel combustion technology burning H2+kerosene/SAF for future UHBR turbofan engine; 4)Assess societal impact, environmental burden, and cost benefits of the reduced noise and emissions by HOPE technology; 5)Formulate recommendations to introduce HOPE technology.
The project has advanced well in the first reporting period. All the first-period objectives defined in the DoA have been achieved. Progress was made in the following key areas:
1) The Top Level Requirements for the aircraft have been identified, thereafter, the sizing & performance of multi-fuel turbofan & fuel cell APPU have been carried out. The aircraft and propulsion systems design & operational sensitivities have been carried out.
2) The initial studies on the multi-fuel combustor have been successfully demonstrated in the lab at atmospheric pressure conditions. The design is being improved with CFD studies. The design of the high-pressure rig to test the multi-fuel combustor is underway.
3) Regarding the noise analysis of the novel aircraft configuration, 3 experimental campaigns have been conducted within the first period, which have been used to gather fundamental and necessary knowledge and expertise to be applied in BLI propulsor noise measurements in a wind tunnel at the later stage. Noise source prediction models have been established for the baseline aircraft with the baseline turbofan and airframe parameters defined in WP1 and the noise mapping modeling chain has been set up for the baseline aircraft. Moreover, a sensitivity study of key parameters on aircraft noise assessment has been conducted.
4) Regarding the social and environmental impact assessments, data (passenger traffic data/forecasts, production capacity, and aircraft types) was evaluated and analyzed in preparation for scenario creation. A workshop was also organized to collect inputs for scenarios development. A fleet model has been built and an airport selection approach for case studies has been carried out.
The work performed contributes to three milestones:
MS1: Baseline aircraft and propulsion systems specified and first design & operational sensitivities available;
MS2: Demonstration of the Multi-fuel combustion in the lab has been achieved.
1) The Top Level Requirements for the aircraft have been identified, thereafter, the sizing & performance of multi-fuel turbofan & fuel cell APPU have been carried out. The aircraft and propulsion systems design & operational sensitivities have been carried out.
2) The initial studies on the multi-fuel combustor have been successfully demonstrated in the lab at atmospheric pressure conditions. The design is being improved with CFD studies. The design of the high-pressure rig to test the multi-fuel combustor is underway.
3) Regarding the noise analysis of the novel aircraft configuration, 3 experimental campaigns have been conducted within the first period, which have been used to gather fundamental and necessary knowledge and expertise to be applied in BLI propulsor noise measurements in a wind tunnel at the later stage. Noise source prediction models have been established for the baseline aircraft with the baseline turbofan and airframe parameters defined in WP1 and the noise mapping modeling chain has been set up for the baseline aircraft. Moreover, a sensitivity study of key parameters on aircraft noise assessment has been conducted.
4) Regarding the social and environmental impact assessments, data (passenger traffic data/forecasts, production capacity, and aircraft types) was evaluated and analyzed in preparation for scenario creation. A workshop was also organized to collect inputs for scenarios development. A fleet model has been built and an airport selection approach for case studies has been carried out.
The work performed contributes to three milestones:
MS1: Baseline aircraft and propulsion systems specified and first design & operational sensitivities available;
MS2: Demonstration of the Multi-fuel combustion in the lab has been achieved.
The novel multi-fuel combustion being studied in the HOPE project is one of the most promising ways of making aviation sustainable. The combination of multi-fuel combustion along with the novel Fuel-cell based auxiliary propulsion and power system (APPU) can not only reduce the emissions around the airport but also reduce the climate impact of aviation significantly.
The preliminary design & analysis of FC-APPU is completed. The first proof of the principle of Multi-fuel combustion is done, which provides insights into the technical development of such a combustion technology. The CFD model on multi-fuel combustion is validated with exp. data. The emission calculations will be carried out in the next phase.
The experiment campaign has been conducted testing the aeroacoustics of a single, six-bladed open propeller at the open-jet A-tunnel. The effect of different turbulence grids on far-field noise was investigated. The understanding provides feedback to the BLI propulsor design team for designing the low-noise propulsor. Noise source prediction models have been established and calibrated with respect to a noise contour as the HOPE reference technology at a specific airport. The sensitivity study of key parameters on aircraft noise assessment has been conducted
For environmental impact assessment, airports for noise assessment are shortlisted based on the HOPE reference technologies. Scenario development is ongoing for local as well as global impact assessment
The expected HOPE outcome has a high potential to contribute to policy perspectives, for instance, the CAEP working groups. Progress will be minored and dialogs will be created in such communications.
The preliminary design & analysis of FC-APPU is completed. The first proof of the principle of Multi-fuel combustion is done, which provides insights into the technical development of such a combustion technology. The CFD model on multi-fuel combustion is validated with exp. data. The emission calculations will be carried out in the next phase.
The experiment campaign has been conducted testing the aeroacoustics of a single, six-bladed open propeller at the open-jet A-tunnel. The effect of different turbulence grids on far-field noise was investigated. The understanding provides feedback to the BLI propulsor design team for designing the low-noise propulsor. Noise source prediction models have been established and calibrated with respect to a noise contour as the HOPE reference technology at a specific airport. The sensitivity study of key parameters on aircraft noise assessment has been conducted
For environmental impact assessment, airports for noise assessment are shortlisted based on the HOPE reference technologies. Scenario development is ongoing for local as well as global impact assessment
The expected HOPE outcome has a high potential to contribute to policy perspectives, for instance, the CAEP working groups. Progress will be minored and dialogs will be created in such communications.