Sainte-Foy-lès-Lyon, France
Sainte-Foy-lès-Lyon, France

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Grant
Agency: European Commission | Branch: FP7 | Program: CP | Phase: SPA-2007-2.2-02 | Award Amount: 4.87M | Year: 2008

The objective of the research program is to design, optimize and develop a space plasma thruster based on helicon-radio-frequency technology and its application to a nano-satellite for attitude and position control. Moreover a detailed feasibility study will be also conducted to evaluate the possibility of using the plasma thruster to heat and decompose a secondary propellant. The feasibility study will asses the possibility of building up a combined-two-mode-thruster able to operate in the low-thrust high-efficiency plasma-mode and high-thrust low-efficiency secondary-propellant-plasma-enhanced mode. Only the plasma thruster will be developed and fully tested during this study. The main characteristics of the thruster are: Power 50 W Weight within 1.5 kg Thrust >1.5 mN Specific Impulse (Isp) >1200 s The program will develop thought the following steps: a) Deep numerical-theoretical investigation through dedicated plasma-simulation tools. b) Extensive experimental campaign to validate codes, to investigate the physics phenomena involved and to proof thruster performance. c) The development of a thruster-prototype to be mounted on board of a mini-satellite to demonstrate technology feasibility, d)The study of all the critical issues related to the application to a mini-satellite e) the design and manufacturing of the mini-satellite mock up including all critical components f) analysis of scaling law to lower and higher power. As a final results of the project, a detailed analysis will be conducted in order to evaluate the possible application of the thruster in space missions requiring low thrust accurate attitude and position control.


Grant
Agency: European Commission | Branch: FP7 | Program: CSA-CA | Phase: ENERGY.2012.8.8.1 | Award Amount: 4.49M | Year: 2013

Today climate change causes serious problems to the societies worldwide and Europe starts to feel its consequences. At the same time European community is facing economical problems. One of the main producers of greenhouse gases is the non sustainable energy production and use. Therefore there is an urgent need to reduce energy use in most cost effective way. PLEEC will gather cities with innovative planning and ambitious energy saving goals. It will identify technology, citizens behaviors and structure driven efficiency potentials within urban planning and key city aspects. PLEEC will assess the status of energy efficiency and energy flows in the participating European middle size cities. It will improve understanding of basic conditions for energy efficiency in the cities through joint activities between city planners and researchers on technology, citizens behavior and structures. By finding the optimal mix of all energy efficiency measures the model for strategic sustainable planning will be created together with the action plans for implementation and management. The model and the action plans will address key aspects relevant for the whole city. They will be supported by the public authorities on the highest political levels. Analysis of time line, the costs and pay-back periods will be done based on different regulatory and market conditions of the participating cities. The model will guide the cities to find the most cost effective implementation of the EU SET-Plan goals to reduce energy use in EU by 20% till 2020.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: GC.SST.2012.1-6. | Award Amount: 4.28M | Year: 2012

Following the Green Car Initiative (GCI) included in the European Economic Recovery Plan there is a high demand for electrification of transport in Europe. There are currently several concepts for FEV (fully electric vehicle) and HEV (hybrid electric vehicle) that support this electro mobility demand. The development and improvement of the different concepts require a huge effort in analysis, design, implementation and testing and not to forget feeding back experience, results and knowledge to new generations of Electric Vehicles. Advanced modelling tools and testing procedures going from one-dimension to three dimensional approaches have a fundamental role to play in optimizing during the earliest project phases for the energy dimensioning of FEV & HEV as well as their energy management strategies while reducing projects development lead-time as well as to build-up requirements for subsystems and their related control units. Research in this project will focus on the development and validation of numerical simulation tools, virtual prototyping and advanced physical testing procedures and on the standardization of such tools in order to: Investigate solutions for improving the efficiency and performance of future generation EV and their constituent components and sub-systems that may be critical from the energy efficiency point of view. The development of these sub-systems is however excluded. Assess the effect of different sub-systems solutions in terms of energy efficiency and related increase of autonomy on different specific real life driving cycles that will take into account traffic constraints, road slope evolution, etc. Verify technological feasibility and economic viability of the advanced solutions proposed. ASTERICS project aim is to develop advanced modelling and testing tools and methods that will be the base for future developments of FEV & HEV trough all Europe, contributing to the competitiveness in this sector, in all its aspects.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2013.4-6. | Award Amount: 26.47M | Year: 2013

Thermal behaviour of aircraft has recently become a crucial subject due to many factors: increasing number of complex systems required by modern, more electric, commercial aircraft, the introduction of hotter engines with higher by-pass ratios, the increased use of composite material in aircraft structures, or the confinement of highly dissipative equipment and systems in smaller areas to earn space for passengers and cargo. New advanced techniques to manage the aircraft thermal behaviour at the very early stages of development are essential to take the right configuration decisions while meeting market demands. To work efficiently and on emerging innovative solutions, it is essential to perform thermal management at the global aircraft level. Today, thermal studies are performed for sizing and risk analyses. The TOICA project intends to radically change the way thermal studies are performed within aircraft design processes. It will create and manage a thermal aircraft architecture which today does not exist. This will be shared in the extended enterprise with design partners through a collaborative environment supporting new advanced capabilities developed by the project, namely the architect cockpit, which will allow the architects and experts to monitor the thermal assessment of an aircraft and to perform trade-off studies. Super integration will support a holistic view of the aircraft and allow traditional design views and the related simulation cascade to be challenged. Six use cases illustrating new thermal strategies will demonstrate the benefits of the TOICA approach on realistic aircraft configurations. Plateaus will be organised with architects for the definition, selection and evaluation of thermally optimised aircraft configurations. These plateaus will drumbeat the project. In parallel, technology readiness evaluations will assess the maturity of the developed technologies and support the deployment and exploitation of the TOICA results.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: GC.SST.2013-3. | Award Amount: 3.55M | Year: 2013

Ultra Light Vehicles (ULV) intrinsically have a better efficiency due to their improved transport capability per vehicle mass. Additionally improved driving dynamics performance can more easily be achieved because of the reduced mass. However, the design of ULV sharing the same road with heavier cars represents a complex technical challenge for achieving acceptable safety levels. Furthermore, at present the additional purchase costs of a pure battery electric vehicle one as compared with a gasoline is more than 15000 Euros. Consumers buy a new vehicle because many and diverse reasons, including purchase price (one of the main concerns of the majority of buyers when approaching to purchase a new vehicle), depreciation rate, styling, performance and handling, brand preference and social image. However, car owners tend to underestimate the costs of running a vehicle. Although they are very well aware of fuel costs, road tax and insurance, they do not always account for servicing, repair and cost of depreciation. Therefore, if one is interested in comparing the cost of EV with other competing vehicle technologies the parameter of interest should be the Total Cost of Ownership (TCO). The project proposal AMBER-ULV aims to develop and integrate several innovative concepts, resulting from successfully completed R&D projects, giving a socially acceptable answer to safety concerns but not penalising the driving experience.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2008.4.4.1. | Award Amount: 54.79M | Year: 2009

The IMG4 project CRESCENDO addresses the Vision 2020 objectives for the aeronautical industry by contributing significantly to the fulfilment of three specific targets of the aeronautical industrys Strategic Research Agenda. CRESCENDO will develop the foundations for the Behavioural Digital Aircraft (BDA), taking experience and results from VIVACE, and integrating these into a federative system and building the BDA on top of them. Main components of the BDA are: the Model Store, the Simulation Factory, the Quality Laboratory, and the Enterprise Collaboration Capabilities. It will be validated through use cases and test cases concerning Power Plant Integration, Energy Aircraft, Thermal Aircraft and Value Generation design problems and viewpoints during the preliminary design, detailed design, and test and certification phases of a generic aircraft product life-cycle. The BDA will become the new backbone for the simulation world, just as the Digital Mock-up (DMU) is today for the Product Life-cycle Management (PLM) world. This is considered a challenging area for research and innovation for the next decade. Hence, the CRESCENDO results will provide the aeronautics supply chain with the means to realistically manage and mature the virtual product in the extended/virtual enterprise with all of the requested functionality and components in each phase of the product engineering life cycle. CRESCENDO will make its approach available to the aeronautics supply chain via existing networks, information dissemination, training and technology transfer actions. The project will be organised into six subprojects: four technical and business-oriented subprojects, one Enabling Capabilities subproject which will deliver the BDA and a sixth subproject, responsible for consortium management and innovation issues. CRESCENDO will bring together 59 partners from industry, research institutes, universities and technology providers.


Alix G.,French Institute of Petroleum | Pera C.,French Institute of Petroleum | Bohbot J.,French Institute of Petroleum | Baldari A.,LMS Imagine
SAE Technical Papers | Year: 2011

Acoustics influence on internal combustion engine volumetric efficiency is obvious and the use of modeling to represent its effect is largely spread. In this regard, LMS has developed a new 1D model library, namely CFD1D, to model engine intake and exhaust lines under LMS Imagine. Lab AMESim platform. Simulations have been performed at IFP Energies nouvelles (IFPEN) to compare duct system modeling with two different approaches: on the one side, with the brand new 1D library and on the other side, with state-of-the-art 0D lumped parameter models (IFP-Engine library under the same platform). This paper aims at comparing 0D and 1D modeling strategies for two naturally-aspirated spark-ignition engines: a single-cylinder propane-fueled engine and a Honda K20A engine with a dedicated intake system used for a cylinder deactivation concept development. For each application, a 0D and a 1D intake system model is realized, based on real engine test-bed geometry. The line description of the system geometry is performed either with multiple 0D pipe models representing mass transfers or with 1D elements accounting for full acoustics phenomena. Each type of line description is associated with the same combustion model for each application to obtain a sound comparison on steady-state operating points. Calculated pressure traces in pipes are in good agreement with high frequency test bench measurements for both engine cases and modeling approaches. Finally, a comparison of the modeling approaches is provided in terms of accuracy and CPU time consumption. © Copyright 2011 Society of Automotive Engineers of Japan, Inc. and SAE International.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2008.1.1.1. | Award Amount: 3.22M | Year: 2009

The objective of LESSCCV is to exploit the recent possibilities of engine computational fluid dynamics (CFD) tools to fundamentally improve the understanding of cyclic combustion variability (CCV) in gasoline engines under real operating conditions, and to provide adequate modelling. Multi-scale CFD tools, able to study in detail the sources of CCV in full engines, will be developed. These tools will be achieved by coupling 1D-CFD codes, describing the flow in the intake and exhaust lines as well as in the fuel injection system (FIS), with 3D-CFD codes using the innovative Large-Eddy Simulation (LES) technique, which can accurately reproduce the cycle resolved flow inside the combustion chamber. The resulting multi-scale tools will then be applied to study the sources and effects of CCV in different gasoline engines. Work will also concern studying in more detail the effects of local factors, as early flame kernel growth at the spark plug and the interaction between the flow in the FIS and the fuel spray in a vessel, on CCV. The resulting improved understanding of CCV in gasoline engines will be capitalised in the form of models able to reproduce the characteristics and effects of CCV in multi-cycle 1D-CFD simulations of operating points subject to cyclic variability. Finally, the improved three industrial 1D-CFD codes incorporating these models will be applied in case studies aimed at demonstrating the benefits to be expected from a better prediction of CCV in terms of CO2 and pollutant emissions under real driving conditions. The LESSCCV partnership brings together 3 major European engine simulation software vendors, 2 research centres and 3 Universities from 7 European countries, all internationally recognised for their expertise in engines and simulation.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: GC.SST.2013-2. | Award Amount: 3.57M | Year: 2013

To enable a large scale adoption of EVs, a new generation of electric drive systems is needed to reduce dependency on rare earth materials, while improving energy efficiency, power density, safe operation and reducing manufacturing/recycling costs. ARMEVA will develop a new rare-earth-material free generation of advanced reluctance motors. The goal of ARMEVA is to achieve similar power density and NVH-performance (Noise, vibration, and harshness) at lower costs when compared to permanent magnet motors in real electric vehicle applications. The focus will be on Switched Reluctance Motors, Variable Reluctance Synchronous Motors and DC exited flux-switching motors which each have been the topic of previous research by the consortium, and offer promising potential. The scientific objectives of the ARMEVA project are:(i) development of multiphysics simulation models for advanced reluctance motors; (ii) comparative assessment to select optimal motor topology for future EVs; (iii) development of an integrated electric drive system based on advanced reluctance motor technology and customized power electronics. ARMEVA will be executed through 5 linked RTD WPs: starting with requirements mapping at vehicle level, followed by concept analysis & specification, after which the motor concept and the power electronics & controls are developed. The entire system consisting of control software, power electronics and a physical electric motor will be integrated and validated in a vehicle platform. The partners will manage the project as necessary (WP7), and roll out a well thought-out plan for the dissemination and communication (WP6). ARMEVA will use a system based approach using multi-attribute techniques to improve the overall concepts and multi-application, multi-operation analysis to optimize vehicle level efficiency in a wide range of realistic conditions. The ARMEVA consortium (incl. SME, Tier 1 and RIs) has been carefully defined to cover all fields of expertise necessary


Grant
Agency: European Commission | Branch: FP7 | Program: JTI-CS | Phase: JTI-CS-2009-1-SGO-02-003 | Award Amount: 398.39K | Year: 2010

EHWAZ is a professional software solution dedicated to the sizing, analysis and optimization of electrical wire harnesses in aeronautic context. Starting from an electrical harness definition (logical and wire harness CAD-info and equipment definition), the tool checks whether harnesses comply with user-defined business rules. The harness definitions are then used to create a physical electro-thermal model (Modelica and/or C based). These models are used to simulate the transient electro-thermal phenomena in function of A/C missions and the location of the harness in the A/C. Automated post processing build map of heat flow from the harness to its environment (by branch & by A/C zone), and global results for the harness are reported by wire and by branch: weight, temperature, voltage drop, heat flow. Additionally, the electrical simulation allows plotting the current evolution, temperature and the electrical resistance over time and by wire. The voltage drop includes the current path return with respect to the A/C technology (metal, composite or hybrid). The simulation results are linked to and benchmarked with the professional rules (user-defined by integrator and/or supplier). Eventually, an optimization process is included to help the harness designer sizing and selecting the right wire. The optimization technology takes into account the multiple constraints, discrete standard aeronautical wire database. The optimization wants to achieve minimal harness weight & costs versus an electro-thermal safe, reliable & robust harness. The output of the optimization is an XML file describing the optimized harness selection in term of wire type and gauge. Besides wires optimization, the connectors are challenged to find a lighter global harness. The mechanism of professional rules extension associated with the formalism chosen for models creation offers the possibility to further extend the capacity of the tool.

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