HORIZON EUROPE
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Specific Challenge:Environmental impacts from cars and vans have historically been assessed through standardised testing or drive cycles. However, to assess total environmental impacts, real world behaviours and interactions beyond pure propulsion should be evaluated and optimised. This is particularly relevant for plug-in hybridised systems, where the discontinuous nature of operation and the possibility that users don't charge the battery poses significant problems in both the reduction and the assessment of emissions in real driving conditions. In addition, the possibility of converting engine waste heat to useful power or for vehicle functions such as heating or cooling can deliver improvements in energy efficiency but adds significant complexity to these issues. Innovative energy generators, specifically developed for hybrid applications can provide benefits in terms of energy efficiency, cost, size and weight in comparison with derivatives of existing engines as currently implemented in PHEVs. The challenge will be to optimise in real time which form of energy should be used under a range of specific conditions and what new in-engine or after-treatment approaches can be... ver más
Specific Challenge:Environmental impacts from cars and vans have historically been assessed through standardised testing or drive cycles. However, to assess total environmental impacts, real world behaviours and interactions beyond pure propulsion should be evaluated and optimised. This is particularly relevant for plug-in hybridised systems, where the discontinuous nature of operation and the possibility that users don't charge the battery poses significant problems in both the reduction and the assessment of emissions in real driving conditions. In addition, the possibility of converting engine waste heat to useful power or for vehicle functions such as heating or cooling can deliver improvements in energy efficiency but adds significant complexity to these issues. Innovative energy generators, specifically developed for hybrid applications can provide benefits in terms of energy efficiency, cost, size and weight in comparison with derivatives of existing engines as currently implemented in PHEVs. The challenge will be to optimise in real time which form of energy should be used under a range of specific conditions and what new in-engine or after-treatment approaches can be used to holistically minimise real world emissions of both greenhouse and toxic substances.
Proposed solutions should reach at least TRL7 at the end of the project.
Scope:Proposals will have to address all the following technical areas:
Advanced energy generators in hybrid electric applications (excluding therefore simple derivatives of existing engines) to minimise total environmental impacts.Evaluation and optimisation of related hybrid driveline technologies and topologies matching the characteristics of the innovative systems if these are significantly different from current implementations, based on real world operation.Holistic management and optimisation of thermal functions of vehicles and systems in both battery- and engine-based operation. This includes battery thermal management, passenger comfort and safety functions (like demisting/defrosting) and real-world operation of after-treatment. The latter, for instance, could be achieved by storing and using available heat or electric energy to improve catalysts efficiency by maintaining them close to or above light-off temperature. Heat to power technologies that convert waste heat into electricity or useful work for driveline and ancillary systems can also be researched if a sufficient energy availability and cost-effectiveness can be proven. The Commission considers that proposals requesting a contribution from the EU of between EUR 3 and 5 million would allow the specific challenge to be addressed appropriately.
Expected Impact:Each developed technology should be implemented in an existing demonstrators vehicle (no vehicle or hybrid powertrain development is foreseen except as mentioned above for innovative technologies for which this is impossible) and independently tested in real driving conditions according to the methodologies developed for PHEVs in RDE regulation, with the following more stringent requirements: 15% higher V x apos values in urban, extraurban and motorway real driving segments;Use of raw emissions with no weighting;A 2000m limit on altitude gain;No time limit on 165 km/h maximum test speed. Engine peak efficiency shall reach at least 47% to guarantee high efficiency also in areas not covered by battery propulsion (particularly in motorway driving).A battery consistent with a WLTP range of at least 80km shall be incorporated or its mass simulated for RDE testing, which will however be performed in charge sustaining mode, with a full passenger load.The resulting technology shall demonstrate a reduction of the real world environmental impacts of vehicles consistent with the level of ambition defined for the European Commission Horizon Prize for cleanest engine of the future[1] (with a minimum score of 3[2] for each main pollutant PM/PN, NOx and hydrocarbons, and 1 for “other pollutants” i.e. ammonia, formaldehyde, nitrous oxides and carbon oxide) thus simulating compliance with possible future regulation and ensuring a low impact also when running on the combustion engine.
Cross-cutting Priorities:Contractual Public-Private Partnerships (cPPPs)EGVI
[1]http://ec.europa.eu/research/participants/data/ref/h2020/other/prizes/contest_rules/h2020-prizes-induc-rules-future-engine_en.pdf, taking in the tables for each pollutant the higher value leading to the indicated score: for instance, a score of 1 for CO means ≤ 400 mg/km
[2]The reference document is under review and therefore please check if these values need to be updated correspondingly
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Características del consorcio
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La ayuda es de ámbito europeo, puede aplicar a esta linea cualquier empresa que forme parte de la Comunidad Europea.
Características del Proyecto
Los costes de personal subvencionables cubren las horas de trabajo efectivo de las personas directamente dedicadas a la ejecución de la acción. Los propietarios de pequeñas y medianas empresas que no perciban salario y otras personas físicas que no perciban salario podrán imputar los costes de personal sobre la base de una escala de costes unitarios
Los otros costes directos se dividen en los siguientes apartados: Viajes, amortizaciones, equipamiento y otros bienes y servicios. Se financia la amortización de equipos, permitiendo incluir la amortización de equipos adquiridos antes del proyecto si se registra durante su ejecución. En el apartado de otros bienes y servicios se incluyen los diferentes bienes y servicios comprados por los beneficiarios a proveedores externos para poder llevar a cabo sus tareas
La subcontratación en ayudas europeas no debe tratarse del core de actividades de I+D del proyecto. El contratista debe ser seleccionado por el beneficiario de acuerdo con el principio de mejor relación calidad-precio bajo las condiciones de transparencia e igualdad (en ningún caso consistirá en solicitar menos de 3 ofertas). En el caso de entidades públicas, para la subcontratación se deberán de seguir las leyes que rijan en el país al que pertenezca el contratante
Características de la financiación
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.
2. Eligibility and admissibility conditions: described in Annex B and Annex C of the Work Programme.
Proposal page limits and layout: please refer to Part B of the proposal template in the submission system below.
3. Evaluation:
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 (single-stage call): 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):
Innovation Action:
Specific provisions and funding rates
Standard proposal template
Standard evaluation form
General MGA - Multi-Beneficiary
Annotated Grant Agreement
6. Additional provisions:
Horizon 2020 budget flexibility
Classified information
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.
2. Eligibility and admissibility conditions: described in Annex B and Annex C of the Work Programme.
Proposal page limits and layout: please refer to Part B of the proposal template in the submission system below.
3. Evaluation:
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 (single-stage call): 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):
Innovation Action:
Specific provisions and funding rates
Standard proposal template
Standard evaluation form
General MGA - Multi-Beneficiary
Annotated Grant Agreement
6. Additional provisions:
Horizon 2020 budget flexibility
Classified information
Technology readiness levels (TRL) – where a topic description refers to TRL, these definitions apply
Members of consortium are required to conclude a consortium agreement, in principle prior to the signature of the grant agreement.
8. Additional documents:
1. Introduction WP 2018-20
11. Smart, green and integrated transport WP 2018-20
18. Dissemination, Exploitation and Evaluation WP 2018-20
General annexes to the Work Programme 2018-2020
Legal basis: Horizon 2020 Regulation of Establishment
Legal basis: Horizon 2020 Rules for Participation
Legal basis: Horizon 2020 Specific Programme
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.
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