SIA IFP CNAM conferences: the future of the combustion engine

[Christophe]

2 dates have already passed but the videos will probably be available here in a while: http://www.cnam.fr/turbomachines-moteur ... l#confcnam

On this link, there are already some very interesting .pdf files on engine R&D!

RATIONAL USE OF ENERGY IN INTERNAL COMBUSTION ENGINES AND THE ENVIRONMENT. 11e Cnam / SIA Lecture Series

Public
Engineers, technicians, researchers and students interested in the evolution of reduction techniques
energy consumption and pollutant emissions of engines.

Dates
Tuesdays 9, 16, 23 and 30 Mars 2010 from 18 h 15 to 20 h 15.
Speakers
Mr. Gabriel Plassat, Energy & Prospects Engineer in the Transport and Mobility Department (ADEME)
Mr. Joseph Beretta, Institutional Relations Department, Head of Energy, Technologies and Automotive Emissions (PSA Peugeot-Citroën)
Mr. Michael Deligant, PhD student and Pierre Podevin, Research Engineer, Chair of Turbomachinery (CNAM)
Mr. Martial Durget, Project Manager - Petrol Engine Expert (AVL / LMM)

Location
National Conservatory of Arts and Crafts - Amphi Gaston Planté - 2 rue Conté - 75003 Paris.

Conferences are recorded and retransmitted by videoconferencing at remote sites.

Cost
? Free on site, subject to availability.
Mandatory registration on the site www.sia.fr
? Live webcast by video conference:
- Conferences will be broadcast on partner sites.
The partners will have to contact Pierre PODEVIN in order to define the retransmission methods.
- CNAM auditors registered in FOD during ENMXXX engines will be able to watch the conferences from April to September 2009.

See registration details on www.cnam.fr/turbomachines-moteurs

09 / 03 - THE FUTURE OF THERMALLY POWERED VEHICLES
Gabriel PLASSAT

Road transport {Internal Combustion Engine - MCI / Fossil Fuel Liquid} has contributed for a century to increasing the individual mobility of people and the exchange of goods. Can such an increase continue? What major changes can we expect?
How to ensure free and sustainable mobility for all? The question is no longer how to make a vehicle that emits less than 90 gCO2 / km, but to ask why we still do not market 800 kg vehicles? The energy efficiency potential is therefore partially used in the form of visible market value, generating profit. As long as energy efficiency does not have sufficient market value, the energy gain observable by the customer will be reduced. This major change could come from new constraints. Currently, limited but already at work, these "new" constraints will upset the techno-economic models of
the automotive industry and will need to review the vehicle specifications. These vehicles can have much higher energy efficiencies (low mass, low maximum speed, optimized management of traffic and driving ...), use different energy, electrical or thermal energy, managed by professionals.

16/03 - "DECARBON" VEHICLES
Joseph BERETTA

The transportation sector is a key strategic issue in the long term in terms of controlling its greenhouse gas emissions.
The Grenelle de l'environnement has set a target of reaching 130 g CO2 / km in 2020 for the entire French fleet. But in 2008, this fleet emits on average 165 g / km. This goal is therefore very ambitious.
The next step is the 130 g / km European goal on 2012 sales that can be achieved by continuing the technological improvement of current vehicles. To reduce additional 10 g / km emissions (at 120 g / km), it will be necessary to introduce electric traction and low-carbon vehicles.
will take on their full meaning. Thus, the introduction of low-carbon vehicles (electric vehicles, plug-in hybrids, hybrids emitting less than 60g of CO2 / km) must be considered and their economic and environmental balance sheets must be evaluated to make the right technological choices, taking into account the global sector including specific energy supply infrastructures.
The presentation will present the different solutions of carbon-free vehicles and show their advantages and limitations.

23 / 03 - PERFORMANCE OF TURBOCHARGERS AT LOW ROTATIONAL SPEEDS
Michael DELIGANT - Pierre PODEVIN


New generations of automotive engines with high specific power (downsizing) are supercharged. In urban traffic conditions, the engine power demand is minimal, therefore the rotation speed of the turbocharger is low (typically less than 100 000 rpm). This operating zone of the turbocharger is poorly known, the usual means used for the characterizations
performance of these machines can no longer be used.
The presentation will highlight the difficulties encountered and show the means implemented to better understand the operation of turbochargers at low speeds. Particular attention will be paid to the experimental and theoretical determination of the mechanical losses of these turbomachines.

30 / 03 - ELECTRIFICATION OF THE ALLLUMAGE MOTOR CONTROL
Martial DURGET

The constraints in terms of reduction of CO2 emissions on vehicles (passenger cars & LCVs) will increasingly require the optimization of the powertrain as a whole. Optimization of the heat engine alone, without significant change in the transmission chain, accessories or the vehicle itself will not lead to the lowest CO2 emissions. But what are the important criteria to guarantee the best results? What are the most influential boundary conditions? Concepts on a positive-ignition engine with different downsizing levels, the use of downspeeding and different levels
Engine electrification and GMP are considered in this talk taking into account a realistic use of the vehicle to try to answer these questions.

https://www.econologie.info/share/partag ... t1Sake.pdf

[Flytox]

Full of interesting docs indeed .... that does not prevent the usual manipulations, the downsizing with equal power it is just less bad .... but the problem of substance not evoked, it is that one is far to need such a powerful engine (1 / 3 would suffice ...) ... and technology as sophisticated (turbo HP and BP in series etc ...)

[Ptilu]

Hello
That's not to say that, but turbos are very important to save a little energy, and at very low costs, because they increase the efficiency during the transient phases, reduce the energy of an engine, increase the power. Indeed, to have an equivalent power, it is necessary to increase the cubic capacity (which increases the costs in gray energy), which also reduces the yield;)
When low rotation, it increases the reactivity of the turbo, which reduces the energy bill during the transient phase.
And let's not forget the turbo-copound, which allows the engine of heavy weight to hope 45% of yield !!!

[Flytox]

Hello
That's not to say that, but turbos are very important to save a little energy, and at very low costs, because they increase the efficiency during the transient phases, reduce the energy of an engine, increase the power. Indeed, to have an equivalent power, it is necessary to increase the cubic capacity (which increases the costs in gray energy), which also reduces the yield;)
When low rotation, it increases the reactivity of the turbo, which reduces the energy bill during the transient phase.
And let's not forget the turbo-copound, which allows the engine of heavy weight to hope 45% of yield !!!

Are you sure that a much less powerful engine, from 25 to 35 Cv max (which would be enough) can take advantage of these turbo ???? There are other architectures, much cheaper to manufacture and use, which would be able to do much better (fixed-speed hybrids etc ...) On the other hand, on a large truck engine it is without contests a very good solution, and there, the need for power is much more justified.

[bernardd]

There is also this solution:

http://www.letemps.ch/Facet/print/Uuid/ ... prim%C3%A9

By reducing the displacement of the engines, the builders improved the balance sheet and the performance by adding a turbocharger. But the transplant has a default: the turbo gives all its power from a certain regime. To overcome this "air gap", the Zurich engineers had the idea of ​​storing compressed air in a small tank to support the turbocharger, which is responsible for deceleration.