Non-CO2 Mitigggypation Technology Workshop n°2 ... · 3/9/2017 · Itaka final report (2016) ICAO long term reviews Fuel Burn Reduct. Techno. IE report (FBRT) – CAEPSG.20101.WP11.3

N CO2Non-CO2 Mitigation Technology Workshop n°2g gy p

~ Introduction ~Olivier Penanhoat (Safran Aircraft Engines)Emmanuel Montreuil (Onera)WP2 C l dWP2 Co-leadsFORUM-AE workshop – Hosted by RRDB li 8th & 9th M h 2017

FORUMFORUM--AEAE

Berlin – 8th & 9th March 2017

FORUM on Aviation and Emissions (& Environment)

FORUM-AE offers a European technical forum addressing: emissions environmental impacts most-promising mitigation solutions technical recommendations on regulation issues

Assesses major European RTD programs progress against ACARE environmental goals

Compiles recommendations in terms of future RTD priorities

1 / FORUMFORUM--AEAEFORUM-AE non-CO2 mitigation technology workshop - Berlin 8th & 9th March 2017

PROJECT’S SCOPE AND ORGANISATION

Project Management Comittee (PMC)

Steering Comittee

Coordinator(Snecma)

WP1 WP2 WP3 WP4

Environmental Impacts

Mitigation Solutions

Regulation Technical Issues

Management and Disseminationp

Paul Brok (NLR)

Sigrun Matthes (DLR)

Xavier Vancassel (ON)

Olivier Penanhoat (SN)

Bethan Owen (MMU)

Paul Madden (RR)

Olivier Penanhoat (SN)

Peter Wiesen (ECATS)

Emmanuel Montreuil (ON)

Olivier Penanhoat (SAE)


WORKSHOPS & MONITORING

Large number of topical workshops:

Detailed outputs in: www.forum-ae.eu General Status / SoA / Statements / RTD priorities / Recommendations

3 / FORUMFORUM--AEAE

General Status / SoA / Statements / RTD priorities / Recommendations

FORUM-AE non-CO2 mitigation technology workshop - Berlin 8th & 9th March 2017

ACARE GOALS: NON-CO2 MITIGATION TECHNOLOGY


ACARE GOALS: LTO - NOX

NOx goal at LTO level expressed in terms of margin to CAEP6

-60% CAEP660% C 6

-75% CAEP6


ACARE GOALS: COMBUSTOR TECHNOLOGY TRL SCALE

ACARE goals assumed at TRL6 maturity (respectively in 2020 & ~2050)

Time scale:• TRL1 => TRL3: ~5 years• TRL4 => TRL6: ~5 years

TRL6 > TRL8 5


• TRL6 => TRL8: ~5 years


NON-CO2 MITIGATION SOLUTIONS: 2015 STATUS

LTO-NOx mid-term status based on previous forum-ae workshop (usingimportant LEMCOTEC results)important LEMCOTEC results)



NOx mid-term status: gap towards ACARE 2020 goal. Nothing properly established on cruise NOx



Status against ACARE goals (Forum-ae mid-term assessment in 2015)


MONITORINGA

V l b f l t j t Very large number of relevant projectsCombustionInstabilitiesICLEAC MUSCLES

CFD ModellingCFD4C

IgnitionINTELLECT DM TECC AE

Alternative fuels

Fuel AtomisationA d S

MUSCLES KIAI

Combustor/TurbineI t ti

MOLECULES TIMECOP‐AE IMPACT‐AE

TECC‐AE CS‐SAGE

DREAM FIRSTJet screen

Diffuser

And SprayFIRST

InteractionLEMCOTEC (SP3)

Advanced CombustordesignAerodynamics

INTELLECT DM LEMCOTEC (SP3)

designIMPACT‐AE LEMCOTEC (SP3) CS‐SAGE

ExtinctionTLC NEWAC (SP6) TECC‐AE Cooling &

Staged injectionSystemsLOPOCOTEP & TLC NEWAC (SP6)

Soot ModellingSIA TEAM FIRSTMERMOSE*

KIAI LEMCOTEC (SP3)

Heat TransferLOPOCOTEP TECC‐AE IMPACT‐AE

NEWAC (SP6) TECC‐AE IMPACT‐AE LEMCOTEC (SP3)TOSCA*

Fuel CokingTECC‐AE


MERMOSE*TOSCASoprano

MONITORINGB

Monitoring activity (continued)


EXPECTATION FROM THE WORKSHOP

Technical exchange on major European or national relevant projects

What is the new status since Mid-term, towards ACARE non-CO2 goals?What is the new status since Mid term, towards ACARE non CO2 goals? Maturity (TRL achieved) Progress on NOx LTO mitigation But also on NOx cruise (estimated cruise EINOx?) on particles But also on NOx cruise (estimated cruise EINOx?), on particles

What are the most promising or leading solutions?L b ti Lean combustion…

Are there potential trade-offs (with technical choices to mitigate CO2)?

What are the research priorities ?What are the research priorities ? Technological aspects Investigation means: experimental means, numerical tools Alternative combustion

Is there a need on targeted new European programs?

12 / FORUMFORUM--AEAE***


ANNEX


RECALL OF MID-TERM STATUS (2015)

Key concluding statements are elaborated as follows:

New concern on particlesNew concern on particles

Because of the raising concern on fine particles, in particular on nonvolatile particles (nvPM), linked to Air Quality or Climate Change andvolatile particles (nvPM), linked to Air Quality or Climate Change andthe perspective of the future international nvPM standard, Europeanengine manufacturers agree that future combustor technology shouldalso reduce nvPM in addition to the existing NOx reduction objectivealso reduce nvPM, in addition to the existing NOx reduction objective.The topic of particles was weakly stressed in ACARE 2050 goals andknowledge is probably still insufficient to define quantified target, but itis clear that solutions to reduce them should be investigated andis clear that solutions to reduce them should be investigated anddeveloped.



Technological status

A big cluster of dedicated projects, among them LEMCOTEC and also specific A big cluster of dedicated projects, among them LEMCOTEC and also specificwork in SAGE ITD inside Clean-Sky, support important research on future lowemission combustor technologies



Technological status (continued)

Focus was until recently on NOx reduction, for the whole range of engines Focus was until recently on NOx reduction, for the whole range of engines(small / large, low / high OPR), knowing key point is often to guaranty alloperability issues for the proposed solutions. However, the new concern onparticles involves that future combustor technology should jointly satisfyparticles involves that future combustor technology should jointly satisfyambitious NOx and nvPM objectives.

The strategy which is generally adopted for Turbofans above 26 7kN The strategy which is generally adopted for Turbofans above 26.7kNapplications is the lean combustion although implementing lean combustionbecomes more complicated for smaller size and/or smaller OPR enginecombustorscombustors.

Results (observed recently by Rolls-Royce in SAGE, andby Snecma in TLC) reveal that lean combustion targetinglow NOx seems also beneficial to low level of nvPM.




The progress realised in European R&T projects for 2 decades, including the The progress realised in European R&T projects for 2 decades, including thecurrent Lemcotec project, will demonstrate ~TRL5 maturity, with a reductionrange of [-55% ; -65%] from CAEP6 for the various European enginemanufacturers in 2015manufacturers, in 2015.

Such assessment requires however some care as it may depend in particularon the OPR assumption and on the engine performance (in terms of sfc)on the OPR assumption, and on the engine performance (in terms of sfc)assumption.




Modelling (physical & numerical) in addition toModelling (physical & numerical) in addition toExperimental simulation, is a key tool for thedesign and optimisation of future low emission(NOx particles CO/UHC) combustor(NOx, particles, CO/UHC) combustortechnologies, and various European projects(most recent ones: KIAI, TECC, IMPACT-AE,FIRST) on the subject for many years haveFIRST) on the subject for many years havepermitted significant progress.

RANS (and URANS) with high quality 2 phase RANS (and URANS) with high quality 2-phaseturbulent combustion models with detailedkinetics, are needed but LES appears now as a

t l t id b ttnecessary tool to provide better accuracy or evenpredict non-stationary phenomena poorlypredicted by conventional approach.


RECALL OF MID-TERM STATUS (2015): PRIORITIES

Consensus appears that fine particles (nvPM) reduction must be alsoachieved, in addition to NOx. This induces critical R&T on:

The combustor technology itself in order to reduce both NOx & nvPM enhanced lean combustion in general (achieving TRL6 maturity & extending its

application to smaller size and/or smaller OPR engine combustors), focus on more specific aspects which may be beneficial to particles reduction

L b ti t h l S l l ti (l ft) R ll R l ti ( i ht)


Lean combustion technology: Snecma calculation (left), Rolls-Royce solution (right)

RECALL OF MID-TERM STATUS (2015): PRIORITIES

The modeling of emissions (NOx + particles), Modelling for particles is far from being predictable today, because of the physical

complexity of particles formation and of the modeling of combustion relatedoperability aspects

Th i t l l i hi h i b l t l t t The experimental analysis, which is absolutely necessary to support modeling development or to assess technology. This assumes advanced measurements (in particular intrusive and non intrusive

measurements of particles in the combustion chamber) and appropriate test capability (from multi-sector tests to full annular tests, with ability

to achieve high pressure levels)


RECALL OF MID-TERM STATUS (2015): ALTERNATIVE FUELS

Harmonisation is needed to converge on a common and technicallysatisfactory CO2 LCA methodology in order to assess alternative jet fuelproduction pathwaysproduction pathways.

The aromatic content of future jet fuels (fossil or renewable) should beminimized as much as possible in order to reduce particles emissionminimized as much as possible in order to reduce particles emission.Reduction of sulphur content will be also beneficial.

Need to develop predictive tools to model the fuel interaction with theNeed to develop predictive tools to model the fuel interaction with theaircraft fuel system or with the engine. => fuel composition optimisation toimprove fuel compatibility and help reducing ASTM certification costs.

Fuel effect on non volatile particles (CFM56 test inparticles (CFM56 test in

AAFEX II)


RECALL OF ICAO POLLUTANT STANDARDS


SOME REFERENCE DOCUMENTSACARE 2020

European Vision 2020 (issued 2001) Strategic Research Agenda (SRA): SRA1 (2002), SRA2 (2004), addendum (2008)g g ( ) ( ), ( ), ( )

ACARE 2050 Flightpath 2050 Europe’s Vision for Aviation (June 2011)g p p ( ) Strategic Research & Innovation Agenda SRIA:

Vol. 1 & Vol. 2 delivered in Sept. 2012 and 2013. New up-date of Vol 1: 2017New up date of Vol. 1: 2017

European Assessment reports AGAPE: 2010 (non public) / OPTI: 2012 (currently circulated) AGAPE: 2010 (non public) / OPTI: 2012 (currently circulated) CS-TE: 2nd assessment (2013) ; up-date 2017 Itaka final report (2016)

ICAO long term reviews Fuel Burn Reduct. Techno. IE report (FBRT) – CAEPSG.20101.WP11.3 (nov. 2010)

NO i t CAEP10 WG3 WP (2014)


NOx review report - CAEP10-WG3-WPxx (2014)


Documents

Non-CO2 Mitigggypation Technology Workshop n°2 ... · 3/9/2017 · Itaka final report (2016) ICAO long term reviews Fuel Burn Reduct. Techno. IE report (FBRT) – CAEPSG.20101.WP11.3