The TRINIDAT project adresses the aerodynamic characterization of an already available intake geometry (as supplied by ITD) and optimization of the intake performance by using CFD based optimization tools leading to redesigned high performance intake shapes to be implemented on the Next Generation Civil Tilt Rotor (NGCTR) configuration. A purpose of the optimization is to improve the flow steadiness and uniformity at the Air Intake Plane of the engines such as to comply with the requirements put forward by the engine manufacturer. The initial characterization and optimization will rely on dedicated CFD studies, the final validation will be made with full size model tests in DNW-LLF 6x6 wind tunnel, allowing reliable testing at full scale Mach and Reynolds conditions. For efficient testing of basic and optimized left hand and right hand intake geometries in airplane, helicopter and intermediate Extreme Short Take-Off and Landing mode, a modular wind tunnel model equipped with a remotely controlled tilting forward nacelle part will be designed and manufactured. A remotely controlled highly instrumented rotatable rake will be installed in the model to enable detailed and efficient measurement of the flow at the engine air intake plane. Apart from the aerodynamic optimization of the intakes, the project will also identify icing and snow conditions to be considered for certification and will subsequently analyse the ice and snow effects on the nacelle inlets and ducts to provide early input for anti icing measures that might be needed for NGCTR. The partners of the consortium, gathering renowned Research Centres (NLR, DNW), 2 Industrials (Deharde, ALTRAN), 1 SME (ADSE) and 1 University (UT), will use their complementary expertise and facilities to provide an optimized inlet geometry for NGCTR, based on CFD and wind tunnel analysis, with high potential for certification in snow/icing conditions. The TRINIDAT project will last 39 months for a total budget of 3,346,397€.

The proposal addresses the themes outlined in Topic “JTI-CS2-2016-CFP03-REG-01-02 Green Turboprop configuration - Natural Laminar Flow adaptive wing concept aerodynamic experimental validation (WTT2)”. The objectives of the GRETEL project is the design, manufacturing, testing and WTT support of an innovative large scale (1:3) flexible Natural Laminar Flow (NLF) wing model that is equipped with innovative morphing capabilities on the Leading Edge (LE), Trailing (TE) and Winglet devices and will act as a precursor for the morphing technology implementation on the next generation regional aircrafts. Wing morphing is considered one of the major technological developments towards NLF wings, turbulent skin friction drag reduction and load control, aiming to increase the aerodynamic efficiency in cruise and in off-design conditions (climb, descent). The large scale NLF wing model will be fully functional and representative of the actual wing structure, ensuring that the morphing wing model deformation and its static, and dynamic / vibration response will be representative of those of the actual wing at specified flow conditions. Special emphasis will be placed on the flexible skins sizing in order to structurally optimize them such that the deflected surfaces match as close as possible the aerodynamic surface shapes of the full scale wing. The wing model, with all the morphing devices integrated, will be subjected to Ground Static and Vibration Testing as well as to functional Testing to validate its performance. Subsequently, the large scale wing NLF model will be fully instrumented and delivered to the WT facility to verify the concept of the morphing laminar wing in a representative operational environment up to TRL 6. The innovations achieved within GRETEL will result in important socio-economic, technical and ecological impacts, arising mainly from the expected increase in the wing aerodynamic efficiency.

To achieve ever shrinking dimensions and higher resolutions of circuit elements, projection lithography (PL), is growing in complexity and cost to manufacturers. It is limited to producing 2D images on flat surfaces. Extension to 3D imaging is restricted by trade-off between focus depth and resolution. Advanced, cost-efficient solutions to fabricate wafer-scale 3D components are required. HoLiSTEP unleashes the potential of sub-wavelength Holographic Lithography (HL) as a powerful and enabling disruptive lithography. HL will overcome limitations of PL and facilitate production of novel 3D topographies with high resolution while making the production of high-resolution IC much more affordable. An industrial prototype operating at 345nm with 200nm resolution will be produced and validated in an operational environment. Several advancements in holographic stepper subcomponents must be realised: A UV fibre-based laser with 20W output power at 345nm and 1.5m coherence length, an alignment system with 25nm overlay precision, an adaptive optical system with correction precision of 1/20λ and software modules for vector diffraction models. Energy consumption of HL technology is drastically reduced compared to PL due to low power-consumption of the laser and production of complex structures in one exposure. HL images are not sensitive to mask defects, eliminating frequent mask replacements and use of toxic materials. Moreover, holographic masks act as projection optics, eliminating the need for complex optical systems. The HL prototype will be verified for 3D patterning for MEMS, MOEMS and micro-optical components to show better resolution, flexibility of 3D printing and reduced cost. HoLiSTEP will empower a positive transformative effect on environment, economy and society by enabling a wider range of companies to produce novel high-resolution 2D and 3D images at lower costs.

The concept of integrated knowledge centre UMA3 (Unique Materials for Advanced Aerospace Applications) is based on creation a value chain of knowledge of research entities in the scope of powder metallurgy process, additive manufacturing, surface technology (coatings) and fully 3D investigations. In this period of disruptions when innovation is redefining future success of organizations, it is extremely important to provide a coherent network, allowing for transnational cooperation for researchers and industry. The project members join forces to develop new material systems and create new solutions, while using their competencies (knowledge, human resources, infrastructures) and cooperating in synergistic. The multi-step process of the project (from theoretical elaboration and experimental engineering to computational modelling) will remarkably contribute to existing know-how and concept-driven, market-based innovation and scientific & research progress as well. Knowledge transfer between partners is realized on each topic, led by an internationally recognized researcher. The implementation of the UMA3 is linked to the Regional Smart Specialization Strategy (RIS3) for Advanced Vehicle and Machine Engineering Technologies and Intelligent Technologies for Research and Development of Special Materials at county level. The implementation of the project is fitted on Institution Development Plan of the University of Miskolc in the framework of Centre for Excellence of Advanced Materials and Technologies and carried out by Special Materials Scientific Workshop: in Modern materials, Nanotechnology, Aerospace Applications topic.

Europe must seize the opportunities presented by connected, cooperative, and automated mobility (CCAM). For its deployment, powerful tools enabling the design and analysis of CCAM components, digitally and with a common language between TIERs an OEMs are needed. The lack of a validated - and scientifically based - Driver Behavioural Model (DBM) to cover the aspects of human driving performance is one of the main shortcomings of CCAM development. It allows to understand and test the interaction of CCAM with other cars in a safer and predictable way from a human perspective. DBM is the cornerstone for the development of CCAM components. It will guarantee its digital validation and, if incorporated in the ECUs software, will generate a more human-like response of autonomous vehicles (at any level) and increase its acceptance. The main objective of BERTHA is to develop a scalable and probabilistic DBM based mostly on Bayesian Belief Network (BBN). The DBM will be implemented on an open-source, HUB (repository) to validate technological and practical feasibility of the solution with industry and become a unique approach for the model worldwide scalability. The resulting DBM will be translated into a simulating platform, CARLA, using diverse demos which allows building new driving models in the platform. BERTHA will also include a methodology which, due to the HUB, will share the model to the scientific community to ease its growth. The project includes a set of interrelated demonstrators to show this DBM approach as a reference to design human-like, easily predictable and acceptable behaviour of automated driving functions in mixed traffic scenarios. BERTHA is expected to go from a TRL 2 a TRL 4. The requested EU contribution is €7,981,801. The consortium, 14 entities from 6 countries, including South Korea, deem this Project as vitally relevant to the CCAM industry due to its impact for safer and more human-like CAVs and its market and societal adoption.