landtransport and marine technologies b

Project ObjectivesInnovations in the automotive area are mainly driven by new electronic systems. Withadditional electronics, electromagnetic noise emission increases. Thus the success ofnew technologies will also depend on the solution of EMC problems. A validation forsuch systems in early stages of the development is mandatory. This validation can onlybe carried out using simulation. EMC simulation is well advanced in the developmentprocess of automotive electronics but the simulation activities of the IC manufacturer,the electronic supplier and the car manufacturer are still stand-alone solutions. Anexchange of simulation data does not presently exist.In this project a new continuous concurrent simulation process based on the exchangeof EMC models between car manufacturer, electronic supplier and IC developer will bedefined. In the new process, the simulation of the car manufacturer is based on thesimulation models of the electronic supplier. Their simulation again is based on thesimulation models of the IC manufacturer.

Description of the workAfter the specification of the test set-up which is the first task of the project, the usedICs (integrated circuits) including micro controller and CAN (controller area network)bus driver, are characterised and modelled with the help of simulation tools andmeasurements. In parallel, modelling of the control module PCB (printed circuit board)layout and characterisation and modelling of the car environment including cableharness, car body and antenna is realised. All parts are modelled in three differentlevels of accuracy (level 0/1/2), which are used to develop and increase the accuracy ofexchange interfaces and simulation models. Finally the control module is integrated, virtual as well as in hardware, into the vehicle.System simulation is realised and compared to car measurement (coupling into carantenna). So the project is used for the development of new EMC-design concepts andvalidation of the simulation process by simultaneous measurements.

Expected resultsAs result, new technologies can be validated at earlier stages of the development andopportune measures to reduce electromagnetic emissions can be started in time. Areduction of the time-consuming and cost-intensive production of hardware forredesign cycles will be possible and the reliability of whole electronic systems can beimproved. The new simulation process can fundamentally influence the introduction ofnew technologies in a vehicle, by reducing the time to market and cutting the risk ofEMC.

Cont inuous S imula t ion o f EMC in

Automot ive App l ica t ions

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Title : Continuous Simulation of EMC in Automotive Applications

Acronym: COSIME

Contract N°: G3RD-CT-2000-00305

Proposal N°: GRD1-2000-2594

Total Cost : €1 945 075

EU Contribution: €1 098 082

Starting Date: 01/02/00

Duration: 30 months

Scientific Coordinator : Dr Friedrich HASLINGEROrganisation: BMW GROUP

KNORRSTRAßE 147DE-80788 MÜNCHEN

Contact: Dr Friedrich Haslinger Tel: +49 89 382 37812Fax: +49 89 382 44563

E-mail: [email protected]

EC Officer: Dr Zoe KetselidouTel: +32 2 29 63431Fax: +32 2 29 63307


Partners (name, abbreviation, country):

BMW Bayrische Motoren Werke AG BMW DMagneti Marelli Sistemi Elettronici S.p.A. MM ISTMicroelektronics SA (ST) ST FJohannes Kepler University of Linz – Institute for Communications and Information Engineering JKU ASiemens AG (SIE.ATD.ITPS) Siemens D

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Transport B 22/05/02 9:02 Page 111

Project ObjectivesThe ultimate aim of this project is to ensure that electromagnetic compatibility (EMC)problems will not compromise the success of future vehicle technologies that aim toimprove transport and minimise its environmental impact.This will be achieved by using electromagnetic modelling to investigate vehicle EMCperformance issues at the design stage, and to make better use of more limitedphysical testing. Several tools are available that are suitable for this purpose. Thisproject aims to investigate practical application issues, including:- the requirements for electromagnetic modelling in automotive applications;- the level of model detail that is required;- the uses and potential benefits of electromagnetic modelling;- how to maximise the efficiency of vehicle level simulations.

Description of the workThe work is based on foreground activities aimed at investigating various processissues, which are supported by a long-term background activity concerned withexperimental validation of numerical models. The main project activities are:- identification of requirements for automotive electromagnetic modelling;- definition of validation test cases and measurement requirements;- simulation of test cases using a variety of numerical techniques;- equivalent measurements on test cases in a variety of test environments;- critical assessment of correlation between models and measurements;- identification of techniques for efficient simulation of vehicle models;- identification of opportunities for introducing electromagnetic modelling into

vehicle design processes;- quantification of the anticipated benefits to the automotive industry;- development of practical guidelines for automotive electromagnetic modelling;- practical evaluation of the guidelines, by modelling two new vehicles;- dissemination of the project results, and the guidelines in particular;- project management.

Expected resultsThe project aims to establish the level of detail that is required in whole vehicleelectromagnetic models, the relative merits of different techniques, and the benefits ofmodel results.The main output will be practical guidelines for automotive electromagneticmodelling. These will be widely disseminated, through publications, workshops andthe internet. These results will help to maintain Europe’s lead in this field, and toimprove the competitiveness of the European automotive industry.

Guide l ines fo r E lec t romagnet ic Compat ib i l i ty

Model l ing fo r Automot ive Requ i rements

112


Title : Guidelines for Electromagnetic Compatibility Modelling for AutomotiveRequirements

Acronym: GEMCAR



Total Cost : €2 597 321



Duration: 36 months

Scientific Coordinator : Alastair RUDDLEOrganisation: MIRA LTD

WATLING STREETUK-CV10 0TU NUNEATON

Contact: Alastair RuddleTel: +44 2 476 355551Fax: +44 2476 355486


EC Officer: Dr Zoe KetselidouTel: +32 229 63431Fax: +32 229 63307



MIRA Ltd MIRA UKFord Motor Company Ltd FORD UKEADS CCR EADS FCentre Technique des Industries Mecaniques CETIM FQinietiQ QinietiQ UKEcole Polytechnique Fédérale de Lausanne EPFL CHHevrox EMC/Safety Services NV/SA Hevrox BOffice National d’Etudes et de Recherches Aérospatiales ONERA FVolvo Technological Development Corporation VTD S

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Project ObjectivesThe importance of diagnosis in on-board automotive systems is constantly growingtogether with the complexity of the systems. This important role has no confirmationin the design chain since diagnosis is currently only the last step in the design process.This situation leads to diagnostic functions that are often a compromise that couldsacrifice environmental, customer and sometimes also safety requirements. The IDDproject aims at solving this critical situation through the formalisation andstandardisation of the diagnostic design process and the realization of new tools forthe designers that can help them to evaluate and understanding the effects of eachchoice on the system being designed. A success in reaching these objectives will leadto new systems with higher degree of reliability and higher diagnostic performanceswith advantages for the environment, the safety and customers.

Description of the workThe re-organisation of the design chain with the introduction of diagnosis in an earlystage of the system development can be achieved by giving designers appropriatetools and methodology.Applying techniques of model-based diagnosis, a new approach for the design processof on-board diagnosis functions in vehicles will be defined, and prototypicallydemonstrated.The present OBD design process will be analysed using guiding applications.Requirements for all constituents will be derived to improve the present process. Anaccompanying design process for the intended functions will be defined. In themodelling step, suitable techniques will be identified which support the derivation ofmodels for diagnosis from developed or other tasks (simulation). Design rationales willbe investigated with respect to different strategies, and diagnostic tools for thedesigner will be defined and implemented. A uniform demonstrator will point out theessentials in the developed concepts.

Expected results- a methodology (requirements, architecture and modelling procedures) for diagnosis

integration in the design chain;- a prototype toolbox that performs this kind of integration, composed by a set of

software modules to be added to a design tool that;- will provide new functionalities to the design tool (e.g. simulation or evaluation of

the impact of different choices on diagnosability);- will automatically generate a diagnostic model;- will exploit models for other tasks, such as FMEA.

In tegra ted Des ign Process fo r

On-Board D iagnos is

114


Title : Integrated Design Process for On-Board Diagnosis

Acronym: IDD



Total Cost : €3 203 031



Duration: 36 months

Scientific Coordinator : Fulvio CASCIOOrganisation: CENTRO RICERCHE FIAT

STRADA TORINO 50I-10043 ORBASSANO (TO)

Contact: Fulvio CascioTel: +39 11 908 3017Fax: +39 11 908 3082


EC Officer: Dr Zoe KetselidouTel: +32 296 3431Fax: +32 296 3307



Centro di Ricerche Fiat CRF IUniversità di Torino UNITO IDaimlerChrysler AG DC AG DTechnische Universität München TUM DMagneti Marelli S.p.A MM IOCC’M Software GmbH OCCM DPeugeot Citroën Automobiles PSA FUniversité Paris 13 UPN FRegienov Renault REGIENOV F

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Project ObjectivesThe main purpose of the RTD project TROPHY (towards prediction of hydroplaning:numerical simulation and experimental validation) is the development of advancedsimulation tools for tyre design under hydroplaning conditions, in order to reduce therisk of accidents on wet roads, thus increasing safety on the road. The integratedsoftware system customised to hydroplaning phenomena will enable the tyremanufacturers to efficiently design new generations of tyres, with higher resistance tohydroplaning,The simulation tools will account for the major phenomena affecting hydroplaning: - the strong deformation of the tyre and its non-elastic properties; - the water flow through the complex network of treads for a rolling tyre, influenced

by turbulence, free surface behaviour, air entrainment and spray formation; - the complex geometry and the strong influence of the fluid/structure coupling. New dedicated experiments will be used to validate the new simulation tools. Anadditional objective is the dissemination of the research outcome to the public and tosafety and transportation agencies.

Description of the workThe integrated software system will be based on existing commercial structural (FEM)and fluid (CFD) codes which will require some specific developments dedicated tohydroplaning phenomena. An FEM deformation and an FEM based tyre-ground contact modules, taking intoaccount non-linear material properties will be developed. Some new experiments willbe done in order to model the air entrainment and spray formation. These models willbe integrated in the CFD code. A module will be integrated in order to account for thefree surface behaviour. Finally the overall application will be developed in a weaklycoupled fashion.The developed models will be validated with innovative experimental measurements.Progressive, stepwise applications for non-rolling and rolling conditions in a straightline and a curved trajectory for non-treaded and fully treaded tyres will be treated.The outcome of the TROPHY project will be disseminated to the road and safetyauthorities by industrial end-users and by the Road Research Center, as well as to thepublic at large.

Expected resultsThe development of a complete analysis tool for tyre wet traction will improve theoverall quality, safety and reliability of tyres, leading to an increased safety on the road. It will also have a strong impact on the research costs over the long term and willultimately lead to a significant cost reduction to the consumers.Finally it is expected that the developed simulation can be adapted to other areas, suchas offshore fluid-structure interaction, marine sloshing and wind engineeringapplications.

Towards the Pred ic t ion o f Hydrop lan ing:

Numer ica l S imula t ion and Exper imenta l Va l ida t ion

116


Title : Towards the Prediction of Hydroplaning: Numerical Simulation and ExperimentalValidation

Acronym: TROPHY



Total Cost : €2 769 919



Duration: 36 months

Scientific Coordinator : Professor Charles HIRSCHOrganisation: NUMECA INTERNATIONAL SA

AVENUE FRANKLIN ROOSEVELT, 5B-1050 BRUSSELS

Contact: Professor Charles Hirsch Tel: +32 2 647 8311Fax: +32 2 647 9398


EC Officer: Patrick Mercier-HandisydeTel: +32 2 296 8329Fax: +32 2 296 3307



Manufacture Française des Pneumatiques Michelin MICHELIN FMSC Software MSC NLNumeca International NUMECA BPirelli Pneumatics S.p.A. PIRELLI IUniversity Hannover U.HAN DUniversity Martin Luther U.ML DVrije Universiteit Brussel VUB B

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Project ObjectivesThe objective of the ADVANCE project is to enhance the current situation of passengersafety simulations, in order to identify sensitivities and reduce dispersion of thesimulation responses, allowing for a cost-effective and predictive means of ensuringmore reliable automotive designs. The regulatory instances should also benefit fromthe outcome of the project since passenger injury evaluations may then be performedon a unified European basis, with higher frequency and accessibility than currentlyprovided only upon a manufacturer's requirements. The project should provide simu-lation enhancements modelling methodologies, evaluation and identification toolsand experimental data. Consequently, parametric studies on the dummy sensitivities tostructural, material and restraint system modelling will be performed.

Description of the workThe project is divided into six technical work packages and one management workpackage. It covers the following technical subjects:- evaluation tools and interfacing (WP2);- material investigations (WP3); foams, rubbers, tissues, etc;- structural modelling issues (WP4); energy losses, components, assemblies;- restraint systems (WP5); airbags;- experimental work (WP6); components, materials, devices;- parametric studies (WP7); dummy response, sensitivities to structural response.

Expected resultsDuring the course of the project, many experimental and numerical simulation resultswill be obtained and compared. This comparison will be based on the automaticquality rating and evaluation tool ADVISER, developed also within the project.Guidelines on the sensitivity of numerical models to modelling issues will be providedand improvements to some current theoretical models will be devised. We expect toimprove the acceptance and the validity of the crash simulations, especially within thedomain of safety applications

Advanced V i r tua l Ana lys is o f C rash Env i ronments

118


Title : Advanced Virtual Analysis of Crash Environments

Acronym: ADVANCE



Total Cost : €2 414 000



Duration: 36 months

Scientific Coordinator : Dr Kambiz KAYVANTASHOrganisation: MECALOG SARL

CENTRE D’AFFAIRES2 RUE DE LA RENAISSANCEF-92184 ANTONY CEDEX

Contact: Kambiz Kayvantash Tel: +33 1 555 90190Fax: +33 1 555 90190





MECALOG SARL MECALOG FDaimlerChrysler AG DC AG DTRW Occupant Restraint Systems GmbH TRW DNederlands Organisation for Applied Scientific Research TNO NLFundacio para la Investigacion y Desarrollo en Automacion CIDAUT ESPCAD-FEM GmbH CADFEM DPolytecnico di Torino PT IPolytechnika Warszawska WUT POLNational University of Athens NTUA ELRegienov EIG (Renault, RVI) RENAULT F

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Project ObjectivesThe objectives of CHILD are to increase the knowledge in areas specifically regardingchildren, and to use the information in beneficial applications of child restraint systems(CRS) design, evaluation, testing and regulation. This project includes real-worldobservations and accident investigations, both real and virtual reconstructions, childmodels (dummy and human) and further evaluation of existing dummies.All these data will enable the investigation of child injury mechanisms and tolerancesand to establish injury criteria and risk curves. The information will be consolidated inthe context of child restraint design, testing and regulation. In addition CHILD seeks tocomplement the activities of other European projects such as PENDANT, HUMOS, VITES,ADVANCE and PRISM as well as the activities of EURONCAP, in order to establishProtection Reference Values for the different body regions for children. Formalcontributions will be made to bodies responsible for the development and revision ofrelevant child restraint standards.

Description of the workThe research programme is divided into four work packages, with clearly defined tasks,responsibilities and time-scales:WP1 consists of real-world observation and crash data collection, information relatingto use of CRS, management, analysis and dissemination of the data;WP2 is devoted to experimentation and modelling, dummy and sensors optimisation,development of numerical tools (both dummy and human), crash reconstructions (full-scale and virtual testing);WP3 enables the analysis and consolidation of the results, selection of accidents andsynthesis of the reconstructions, development of analytical tools for databases andinjury criteria, risk curves and procedures;WP4 is for the co-ordination of the project. A website will be set up as one major meansof information dissemination;A large consortium with good geographical representation within Europe and abalance between research, industry, regulation and testing make the strength of thisproject.The opportunity to apply this specialised knowledge to the characteristics, needs andcircumstances of children is fundamental and vital to ensure better protection in cars.

Expected resultsThe expected result is to increase the level of knowledge about child car occupants’safety, and use this knowledge in the applications of child restraint design, evaluation,testing and regulation. The outputs will include an invaluable source of real-world crash injury data; real andvirtual reconstructions, child-based simulation methods and tools, including humanand dummy models, further evaluation of the Q dummies, child injury criteria and riskcurves.Contributions will be made to authorities responsible for revision and development ofrelevant child restraint standards.

Advanced Methods For Improved Ch i ld Safe ty

120


Title : Advanced Methods For Improved Child Safety

Acronym: CHILD



Total Cost : €4 506 640



Duration: 36 months

Scientific Coordinator : Françoise BRUN-CASSANOrganisation: RENAULT

132 RUE DES SUISSESF-92000 NANTERRE

Contact: Françoise Brun-Cassan Tel: +33 1 47 77 35 58Fax: +33 1 47 77 36 36


EC Officer: Angel Rodriguez LlerenaTel: +32 2 29 64213Fax: +32 2 29 63307



Regienov RENAULT FPeugeot Citroën Automobiles PCA PSA FFiat Auto S.p.a FIAT ITechnical University Berlin TUB DLoughborough University VSRC UKInstitut National de Recherche sur les transports et leur Sécurité INRETS FNetherlands Organisation for Applied Scientific Research TNO NLIDIADA Automotive Technology IDIADA EChalmers University of Technology Chalmers STRL Limited TRL UKBundesanstalt für Strassenwesen BAST DUniversité Louis Pasteur ULP FMedical University Hannover MUH D

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Transport B 22/05/02 9:02 1

Project ObjectivesThe overall objective of the project is to contribute to the improvement of transportsafety through development of human body numerical models allowing an accurateinjury risk prediction for a large range of accident situations. An anthropometricdatabase, a scaling tool and a positioning tool will be developed to obtain threemodels representative of the 5th percentile female and the 50th and 95th percentilemale in driving and pedestrian positions. Data concerning internal organ interaction,the effect of muscle tone, the biomaterial behaviour during dynamic loading and injurymechanisms will be acquired and integrated in the models. After the validation of themodels, they will be extensively used in realistic crash situations to assess theircapabilities for injury prediction.

Description of the workThe project is structured into five scientific work packages. WP1 and WP2 will provide meshes of the 5th percentile female and of the 50th and95th percentile male in sitting and standing positions. For that, scaling and positioningtools will be developed respectively in WP1 and WP2. WP3 deals with the improvementof biomechanical knowledge concerning the mechanical properties of biologicaltissues, the effect of muscle tone and the whole body response to realistic impacts.Data provided by this work package will be collected in a biomechanical database thatwill serve as provider of input data for WP4. In this work package, the developedmodels will be improved by adding the simulation of injury mechanisms, ofpressurisation and of the effect of muscle tone and then validated. WP5 will bededicated to an extensive use of the validated models in different impact conditions toassess their capacity in predicting injuries.

Expected resultsThe main expected results are:- the definition of the 5th percentile female and the 5th and 50th percentile male;- scaling and positioning tools;- meshes of the 5th, 50th, 95th percentiles in driving and pedestrian positions;- a biomechanical database open to the project partners;- the modelling of muscle tone effect, pressurisation, injury mechanisms;- validated models of the 5th, 50th, 95th percentiles in driving and pedestrian

positions;- the assessment of the developed models in realistic impact situations.

Deve lopment o f a Set o f Human

Models fo r Safe ty 2

122


Title : Development of a Set of Human Models for Safety 2

Acronym: HUMOS 2



Total Cost : €4 476 462


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Jean Pierre VERRIESTOrganisation: INSTITUT NATIONAL DE RECHERCHE SUR LES

TRANSPORTS ET LEUR SÉCURITÉ – INRETS25 AVENUE FRANÇOIS MITTERRANDF-69675 BRON

Contact: Jean Pierre Verriest Tel: +33 4 7214 2350Fax: +33 4 7214 2360





Institut National sur les Transports et leur Sécurité INRETS FChalmersUniversity of Technology Chalmers STechnical University of Eindhoven TU/e NLEngineering System International Gmbh ESI DFaurecia sièges d’automobile S.A Faurecia FUniversity of Heidelberg UoH DSociété d’Etudes et de Recherches de l’école nationale supérieure des Arts et Métiers SERAM FMecalog SARL MECALOG FUniversité de la Méditerranée UnivMed FLudwig Maximilians Universität München – Institut für Rechtsmedizin LMU DPeugeot Citroën Automobiles PSA FRegienov Renault Recherche et Innovations REGIENOV FNetherlands organisation for Applied Research TNO NLVolvo Car Corporation Volvo SVolkswagen AG VW D

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Project ObjectivesCrashworthiness simulation has been a major factor that has enabled automotivemanufacturers to achieve a 30 to 50% reduction in development time and costs over thepast decade. And today, this technology is a mature and proven design tool for thedevelopment of conventional ‘ductile’ steel automotives where the predominant energyabsorption mechanisms are bending and plastic crushing. For these cases usually onlyminimal prototype testing is needed, at the end of the design phase, for the purpose ofconfirming the ‘simulation based design’. However, demand for greater weight savingand crashworthiness protection has necessitated new design concepts and the use oflightweight materials that often have limited ductility and a complex failure. Variousadvanced metals including aluminium, high strength steel and magnesium will be usedto develop new generic material failure models. Initial failure will be predicted usingstate-of-the-art ‘void growth’ and ‘damage mechanics’ concepts and subsequent crackpropagation will be described using ‘fracture mechanics’ approaches. Plastics, as used forexample in bumpers and internal trim for occupant protection, are another importantcategory of materials that will be investigated. For jointing systems spotwelds, rivets andweldlines will all be studied and failure models developed. The theoretical work will beundertaken by experienced research partners and supported by an automotive testinginstitute and a materials manufacturer. The consortium therefore represents thecomplete chain from material supplier to software developer and end-user.

Description of the workThe main tasks in the project:- a database of material and joint test data will be collected as input for the theoretical

and validation work. Testing procedures will be standardised to ensure consistent dataacquisition during (and after) the project;

- a review of failure models will be made from which new theoretical models will bedeveloped;

- the new failure models will be implemented in the software and industrialised.Techniques such as adaptive meshing, mesh independent solutions and codeoptimisation will be made;

- test and detailed analyses will provide a detailed understanding of the mechanisms offailure of jointing systems. This work will provide the basis to develop new macro-failuremodels suitable for crash analysis;

- validation work will be undertaken by industrial partners using coupon, componentsand automotive sub-structures under various loading and rate conditions.Recommendations for improvements will be proposed and implemented.

Expected results- the testing program is providing new information on the rate, temperature and process

history dependency of HSS, Al, Mg and automotive plastics. One new dynamic test forbiaxial loading has been developed;

- guidelines are being established to characterise materials and jointing testing which willbe of great value to industry;

- new numerical dynamic failure models which include process history, anisotropy andtemperature effects have been developed and implemented in the PAM-CRASH code forcrashworthiness analysis;

- new techniques have been developed to simulate the crack propagation in materials;- detail experimental and numerical simulation of spotweld and weldline failure have

been undertaken and are being used to develop predictive macro- failure models forcrash simulation.

Improved Fa i lu re Pred ic t ion fo r Advanced

Crashwor th iness o f Transpor ta t ion Veh ic les

124


Title : Improved Failure Prediction for Advanced Crashworthiness of TransportationVehicles

Acronym: IMPACT



Total Cost : €3 210 000



Duration: 36 months

Scientific Coordinator : Dr Thomas PYTTELOrganisation: ENGINEERING SYSTEMS INTERNATIONAL GMBH

FRANKFURTER STR 13-15D-65760 ESCHBORN

Contact: Dr Thomas Pyttel Tel: +49 61 9695 8317Fax: +49 61 9695 8311


EC Officer: Robert GiordanoTel: +32 2 295 0011Fax: +32 2 296 3307



Engineering Systems International GmbH ESI DBMW Bayerische Motoren Werke AG BMW DVolkswagen AG VW DAudi AG AUDI DInstitute for Applied Automotive Research IDIADA EAlusuisse Technology & Management Ltd Alusuisse CHSystus International Systus FUniversity of Oxford Oxford UKUniversity of Valenciennes (Lab. of Mech. Eng.) Valenc FSteyr-Daimler-Puch Fahrzeugtechnik AG & Co KG SDP AEcole Normale Supérieure de Cachan (LMTC) LTMC FCentre Catalá del Plástic CCP ECentro di Ricerche Fiat SCpA CRF I

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Project Objectives- to review existing accident data and current state-of-the-art restraint technologies

regarding rollover scenarios;- to assess the potential effects of rollover occupant protection systems on the

accident statistics;- to determine various characteristic rollover scenarios which represent real rollover

accidents, including their frequency; - to investigate the effects of pre-roll occupant kinematics, to determine roll start; - to identify rollover / occupant scenarios to evaluate the issues and likely effects of

existing restraints on those scenarios; - to identify, create and use advanced computer models and physical testing methods,

which allow the effective evaluation and optimisation of such scenarios; – togenerate instructions to develop and evaluate the functional requirements ofoccupant protection systems;

- to create knowledge for the development of improved restraint systems;- to improve vehicle designs, which will guarantee an increased safety performance

during rollover.

Description of the workWP1: Accident statistics will be performed to gain information on real rolloveraccidents and their mechanisms.WP2: Through in-depth accident analysis of selected accidents, different rollovercategories will be derived. In addition realistic cases which will be used to evaluate theefficiency of protection systems;WP3: Rolling phase/injury mechanisms, detailed analysis of the roll phase will beperformed to determine demands on vehicle structural and interior trim performance.In addition injury mechanisms will be studied;WP4: Virtual test methods will be assessed and evaluated for the simulation of vehiclestructure, interior and restraint system;WP5: Experimental test methods, physical test methods will be assessed for theevaluation of vehicle structure, interior and restraint system;WP6: Design instructions and demonstration, performance criteria for all rolloverrelevant scenarios will be defined. A demonstrator will be built and verified.

Expected results- electronic database of well documented and reconstructed rollover cases; - representative rollover scenarios defined and categorisation of different rollover

mechanisms; - tool for simulation of occupant movement up to first phase of rollover; - cause of injury summary for different rollover categories; - occupant size influence on all types of test procedures; - definition of efficient numerical and experimental rollover test methods; - design instructions and performance criteria; - validated demonstrator.

Improvement o f Ro l lover Safe ty fo r

Passenger Veh ic les

126


Title : Improvement of Rollover Safety for Passenger Vehicles

Acronym: ROLLOVER



Total Cost : €3 470 805


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Bertram C. GEIGLOrganisation: TU-GRAZ, INSTITUT F. MECHANIK U. GETRIEBELEHRE

KOPERNIKUSGASSE 24A-8010 GRAZ

Contact: Bertram C. Geigl Tel: +43 732 3432 0026Fax: +43 732 3432 0028





Technical University of Graz TUG AEngineering Systems International GmbH ESI DMIRA Limited MIRA UKNetherlands Organization for Applied Scientific Research TNO NLUstav pro Vyzkum Motorovych Vozidel s.r.o UVMV CZSteyr Daimler Puch Fahrzeugtechnik AG & Co KG (SFT) MAGNA Steyr AIDIADA Automotive Technology SA IDIADA ELudwig Maximilian Universität München LMU DConcept Technologie GmbH CONCEPT AGesamtverband der Deutschen Versicherungswirtschaft e.V. GDV DBolton Institute of Higher Education, Bolton Automotive Group BOLTON INST UKFord Motor Company FORD UKRegienov Renault Reserche Innovation REGIENOV FDelphi Automotive Systems Deutschland GmbH DELPHI DTRW Occupant Restraint Systems TRW DSaab Automobile AB SAAB S

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Project Objectives- to improve the survivability of side impact collision by 50% (i.e. an improvement of

survivability from 60 to 90% at an average impact speed of 50 km per hour) byproviding a more advanced and more humanlike test tool for industry and regulators;

- to reduce costs associated with meeting side impact standards for automotivemanufacturers by 25% of the total development costs by harmonising the anthropo-morphic test device for compliance testing;

- to enhance the know-how on the human responses and injury types sustained by caroccupants involved in side car accidents as well as on the efficacy of improvedvehicle design, following the introduction of EC Regulation 95;

- to further develop the WorldSID dummy and provide guidelines for regulatoryapplication testing and/or EuroNCAP consumer testing protocols;

- to derive a set of injury risk functions to be used with the dummy that will provide theusers with a direct relationship between dummy responses and the protectionoffered.

Description of the workThe project is organised in five work packages. WP1 aims to expand the Europeandatabase of side impact accidents with newer vehicles to determine the efficacy ofimproved vehicle design and to select two accidents to be reconstructed withWorldSID. In WP2 tests with human specimens will be carried out to increase thebiomechanical knowledge on side impact, and to produce injury risk functions. In WP3the WorldSID prototype responses will be compared with the human responses foundin WP2. The work in WP 2 and 3 will serve as basis for WP4 activities, to design, buildand validate improvements to the dummy, resulting in the WorldSID pre-productionversion. The latter will be evaluated by the project partners, to assess the dummy'sbiofidelity, its effectiveness as injury prediction tool and usefulness as regulatory testdevice. WP5 consists of co-ordination, harmonisation and exploitation activities, toensure the results of the project are coordinated, shared with and used by internationalstandard setting bodies and industrial organisations.

Expected results- enhanced accidents database showing injury types sustained by car occupants

involved in side car accidents in Europe, with emphasis on the performance of activerestraint systems and related patterns of injury induced by these systems;

- a set of dummy performance requirements and injury criteria for shoulder, lumbarspine and legs in lateral impact conditions;

- a WorldSID pre-production prototype with improved humanlike behaviour andguidelines for future regulatory testing.

Side Impact Dummy Biomechan ics and

Exper imenta l Research

128


Title : Side Impact Dummy Biomechanics and Experimental Research

Acronym: SIBER

Contract N°: G3RD-2000-00365


Total Cost : €3 160 000



Duration: 36 months

Scientific Coordinator : Dr Michiel VAN RATINGENOrganisation: TNO AUTOMOTIVE

SCHOEMAKERSTRAAT 97PO BOX 6033NL-2600 JA DELFT

Contact: Michiel van Ratingen Tel: +31 15 269 6342Fax: +31 15 262 4321





Association des Constructeurs Européens d'Automobiles ACEA BBundesanstalt für Strassenwesen BASt DFirst Technology Safety Systems FTSS Europe NLInstitut National de Recherche sur le Transport et leur Sécurité INRETS FMotor Industry Research Association MIRA, ltd UKTransport Research Laboratory TRL, ltd UKDutch Organisation for Applied Scientific Research TNO NLTRW Automotive Occupant Restraint Systems TRW D

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Project ObjectivesThe main objectives of this project are to define procedures and guidelines for virtualtesting in vehicle passive safety design to:- enhance passive safety for a wide range of conditions to reduce injury numbers. A

validated virtual test procedure will be developed for a range of impact directions,impact velocities, occupant body sizes, and body positions;

- gain efficiency in vehicle to reduce the duration and costs of the design process. Newprocedures and guidelines for model development, validation and application willbe developed, including a method to predict scatter in crash test results. Theseprocedures will enhance reliability of virtual testing and improve the quality ofmethods and products

These objectives are vital for the European road vehicle safety policy. The focus of theproject is on passenger car occupant protection in frontal and side impact collisions aswell as intermediate impact directions. The methods developed will, in a more generalsense, enhance our capability to address safety for other accident scenarios such as rollover and rearward loading and the protection of vulnerable road users such aspedestrians.

Description of the workIn WP1 guidelines and procedures for virtual testing will be developed. Existing modelsof crash dummies, humans, vehicles, restraint systems, and barriers will be evaluatedaccording to these procedures to demonstrate the current state of the art and toindicate areas for further improvement of virtual testing methods.In WP2 a method will be developed to predict the stochastic response of crash tests inrelation to the scatter of component responses in the system. In particular, thevariability of regulated crash dummies will be evaluated and implemented in astochastic analysis tool. This research will also indicate areas where the currentregulated dummy responses are insufficiently reproducible. In WP3 models evaluated and enhanced in WP1 & WP2 will be used to developprocedures extending the range of protection to real life crash conditions. Extensivesimulations will be performed for a range of impact directions, impact velocities,occupant body sizes, and body positions. These simulations will identify ‘gaps’ in thecurrent regulations where occupants are not optimally protected. A validated virtualtest procedure will be proposed to fill these gaps.

Expected results- procedures and guidelines for virtual testing in passive safety design;- criteria for objective quality assessment of models and virtual test results obtained;- software tool ADVISER to automatically evaluate quality of numerical models

(developed together with ADVANCE project);- a method to predict the effects of scatter in regulated crash tests on injury criteria

measured with dummies;- a validated virtual test procedure to extend the range of protection beyond current

regulations to real life crash conditions.

V i r tua l Test ing fo r Ex tended Veh ic le

Pass ive Safe ty

130


Title : Virtual Testing for Extended Vehicle Passive Safety

Acronym: VITES



Total Cost : €3 000 000



Duration: 36 months

Scientific Coordinator : Jack VAN HOOFOrganisation: TNO

SCHOEMAKERSTRAAT 97NL-2600 JA, DELFT

Contact: Jack van Hoof Tel: +31 15 269 7075Fax: +31 15 262 4321





Netherlands Organisation for Applied Research TNO NLSocietà Consortile per Azioni CRF IBMW Bayerische Motoren Werke AG BMW DTransport Research Laboratory TRL UKTRW TRW DMECALOG sarl MECALOG FAUTOLIV AUTOLIV DBundesanstalt für Straßenwesen BASt DCranfield Impact Centre CIC UKCIDAUT CIDAUT ETechnische Universität Graz, Institut F. Mechanik TUG AUniversity of Birmingham BASC UKWarsaw University of Technology PL

131

ROAD TRANSPORT

/ Passive safety


Project ObjectivesThe objective of this project is to pave the way for the realisation of a new generationof road vehicles, which offer a better protection against neck injuries. Currently, neithera test method nor a design method exists to support the industrial need for designingsafer vehicles with respect to whiplash injuries. As a result of the 4th FrameworkWHIPLASH project, a test and design method has been developed for low severity neckinjuries. However, this method considers the loading phase of rear-end collisions only.Therefore the objective of this project is to develop evaluation and design methods tominimise the incidence and risk of neck injuries in frontal and oblique impacts as wellas in the rebound phase of a rear-end collision, and to integrate this with the recentlydeveloped methods for the loading phase of rear-impact collisions. The aim is to reducethe risk and societal costs of low-severity neck injuries in car collisions by at least 40%by means of the introduction of safer vehicle designs.

Description of the workThe project is organised in six work packages:- WP1 ‘accident analyses’ aims to obtain knowledge on injury causation and accident

conditions for which whiplash injuries occur;- WP2 studies human responses and injuries in laboratory conditions in order to

develop criteria for crash dummy development (WP3) and to study injury mechanismin detail;

- WP3 aims at the development of an omni-directional whiplash dummy andcomputer models of this dummy representing three different sizes;

- WP4 concentrates on the development of the test method for injury assessment andbenchmarking of some European vehicle designs;

- WP5 applies the developed tools and results in implementable design guidelines forsafer vehicle designs together with a demonstrator showing the benefit of thedeveloped methods;

- WP6 concerns the project management and coordination with parties outside theconsortium, such as other European projects, the European vehicle passive safetynetwork, EEVC and international harmonisation.

Expected results- test methods based on realistic accident conditions using a new crash dummy to

assess the whiplash protection offered by a vehicle;- computer models to support the industrial design process of safer vehicles for

whiplash protection;- design guidelines related to the seat/head restraint system and the restraint system

for improved whiplash protection and a demonstrator.

Deve lopment o f New Des ign and Test Methods fo r

Whip lash Pro tec t ion in Veh ic le Co l l is ions

132


Title : Development of New Design and Test Methods for Whiplash Protection in VehicleCollisions

Acronym: WHIPLASH 2

Contract N°: G3RD-CT2000-00278


Total Cost : €3 600 000



Duration: 36 months

Scientific Coordinator : H. J. CAPPONOrganisation: TNO AUTOMOTIVE

SCHOEMAKERSTRAAT 97NL-2628 VK DELFT

Contact: M. Mahieu Tel: +31 15 269 7054Fax: +31 15 262 4321


EC Officer: Patrick Mercier-HandisydeTel: +32 2 296 83 89Fax: +32 2 296 33 07



TNO Automotive TNO NLFirst Technology Safety Systems FTSS UKTransport Research Laboratory TRL UKTechnical University of Graz TUG ADaimlerChrysler A.G. DC AG DVolkswagen AG VW DGesamtverband der Deutschen Verzicherungswirtschaft GDV DEidgenössische Technische Hochschule Zürich ETH CHFolksam Folksam SLear Corporation Lear IChalmers University of Technology Chalmers SRegienov (Renault) REGIENOV FPSA Peugeot-Citroën PSA FBetrand Faure and Ecia (Faurecia) B.F.E. SA FCentro di Recherche Fiat CRF I

133

ROAD TRANSPORT

/ Passive safety


Project ObjectivesThe CLARESCO project is aimed at improving traffic safety and car and truck drivers’comfort using innovative lighting technologies. This requires analysis of humanperception and behaviour in terms of efficiency and comfort for:- dynamic lighting situations (adaptive front-lighting systems) while driving on

specific road types such as motorways, rural areas (with turn lighting) and cities;- traffic and environmental conditions.These objectives will be achieved through the use of innovative real-time simulationtools.

Description of the workThe first part of the CLARESCO project consists of testing and adapting advancedlighting strategies. Technical data concerning safety and perceptual figures, lightingmodels and headlamp descriptions will be collected. Both graphical modelling toolsand graphic databases will be developed to get realistic rendering of the lightingsimulation for the evaluation sessions.The second part of the project aims at assessing, by using car and truck drivingsimulators, the impact of new lighting strategies on driver perception and behaviour,traffic safety and drivers' comfort. To reach that goal, specific evaluation protocols andprocedures will be established to assess the lighting qualitatively and quantitatively. The lighting simulation will be validated according to specific safety criteria.Results from the simulation trials will be studied and analysed, and will lead torecommendations in the specific areas of safety, comfort and ergonomics of innovativelighting strategies for cars and trucks.

Expected resultsThe following results are expected: - set-up of evaluation procedures and assessment methodologies;- safety, ergonomics and comfort recommendations concerning innovative lighting

technologies;- exploitation and dissemination of project results.

Car and Truck L igh t ing Ana lys is : Rat ings and

Eva luat ions fo r Safe ty and Comfor t Ob jec t i ves

134


Title : Car and truck Lighting Analysis: Ratings and Evaluations for Safety and Comfort Objectives

Acronym: CLARESCO

Contract N°: NA


Total Cost : €2 999 955


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Dr Andras KEMENYOrganisation: RENAULT

TECHNOCENTRE RENAULTTCR AVA 2 121 AVENUE DU GOLFF-78288 GUYANCOURT CEDEX

Contact: Dr Andras Kemeny Tel: +33 1 34 95 1985Fax: +33 1 34 95 2730


EC Officer: Patrick Mercier-HandisydeTel: +32 2 296 83 29Fax: +32 2 296 33 07



Renault FRenault VI – AB Volvo SHELLA DTRL UKSINTEF NOLPPA (CNRS –CdF) FOKTAL FAUTOSIM NOTRADEMCO EL

135

ROAD TRANSPORT

/ Human/Vehicle interaction


Project ObjectivesAlthough current interest has emphasised the adverse effects of outdoor air pollution,it is recognised that indoor air pollution (from the outdoor environment, interiormaterials, anthropogenic activities, and air-conditioning systems) is also of criticalimportance. The project aims to develop an innovative, efficient and modular airquality management system in vehicles, able to provide a sustainable treatment of airpollutants from outdoor and indoor sources and to offer a healthy, comfortable andsafe environment for driver and passengers. The new system is based on thedestruction of gaseous pollutants and the removal of fine aerosol particles usinginnovative technologies. The developed compact air conditioning prototype forvehicles will be equipped with an advanced air monitoring system and enhanceddriver/vehicle interfaces. The technological approach may be applicable to other typesof mobile cabins (e.g. buses, trucks, rails, aircrafts).

Description of the workThe project work is divided into the following steps:- definition of clean air quality criteria for comfort, health and safety in vehicles.

Creation of a methodology for air quality measurement in vehicles;- development of an advanced technology able to capture efficiently fine aerosol

particles in the particular vehicle environment;- development of an original process able to decompose gaseous pollutants;- development of a smart monitoring system based on advanced sensors able to

identify and quantify air pollutants;- development of an innovative, efficient, modular and integrated prototype of air

conditioning system, able to detect air pollution in the cabin, to eliminate noxiousgases, fine particles, allergens, microbiological contaminants;

- implementation of advanced on-board interfaces for passengers/vehicle for enhancedair quality awareness, improved information for passengers and for preventivemaintenance;

- technology assessment of the innovative system by on-board trials.

Expected resultsThe new system is expected to:- provide a new designed air conditioning prototype for fine particle capture and

gaseous pollutant destruction equipped with an intelligent air monitoring systemand advanced interfaces between driver/vehicle;

- give advanced information on cabin air pollution exposure and system preventivemaintenance;

- ensure a pure and healthy environment in cabin and improved comfort and safety;- improve working conditions for professional drivers.

Innovat i ve and E f f ic ien t A i r Qua l i ty Management

System fo r a Hea l thy , Comfor tab le and Safe

In -Veh ic le Env i ronment

136


Title : Innovative and Efficient Air Quality Management System for a Healthy,Comfortable and Safe In-Vehicle Environment

Acronym: CleanRcab

Contract N°: GRD2-2001-50034

Proposal N°: PPC01-5017

Total Cost : €4 501 218


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Carine PAUMIEROrganisation: VALEO CLIMATISATION

8 RUE LOUIS LORMANDF-78321 LA VERRIERE

Contact: Carine Paumier Tel: +33 1 34 61 5880Fax: +33 1 30 13 5464


EC Officer: Claudia VivaldaTel: +32 2 296 8524Fax: +32 2 296 3305



Valeo Climatisation VALEO FSocietà Consortile per Azioni CRF ITechnical Research Centre of Finland VTT FINBMW Bayerische Motoren Werke AG BMW DUniversité de Poitiers UNIV-POITIERS FI.U.T. Institut für Umwelttechnologien Gmbh IUT GmbH DSwiss Federal Institute of Technology Zürich ETHZ CHMicroChemical Systems SA MiCS CH

137

ROAD TRANSPORT



Project ObjectivesThe aim is the development of an innovative human-centred driver support system tobe operable in case of driver-impaired or erroneous behaviour under different trafficscenarios. The proposed integrated system will merge the functionality of two differentsensors (far infrared and microwave radar) to support the driver in reduced visibility,due to night and/or adverse weather conditions, and to warn the driver even in goodvisibility, when dangerous situations occur. Data derived from the two sensors will beprocessed and combined to enhance the performance of the system well beyond whatit is possible by a combination of individually processed sensor data at the HMI (human-machine interface) level. The definition of the most effective strategy to support, whenneeded, the driver with information will allow the development of a system to increaseeffectively drivers’ comfort and safety. The advantage will be further increased by theintroduction of the concept of human machine interface, which is no longer ‘stand-alone’ but will be designed to be open to other on-vehicle data/ information flow.

Description of the workEUCLIDE aims to enhance road safety in cases of low visibility, developing a system fordriver support, fusing the data of a far infrared sensor and a microwave radar; andequipping it with an open and interoperable user interface, based on efficient use ofvisual and acoustic warning signals, able to attract driver's attention while minimisinghis/her distraction.The data fusion of those sensors and the optimal integration of the user interfaces willlead to a new type of driver assistance system, able to distinguish obstacles from whatis outside and above the road, to identify the type of obstacle, to give the driver anenhanced perception of the road ahead and to warn the driver, in case of need, ofdangerous situations in an intuitive, effective and safe way.The EUCLIDE concept and its subsystems will be tested in a series of pilots before thefinal installation, including laboratory experiments with the virtual prototypes anddriving simulator experiments.

Expected resultsThe EUCLIDE system will be built from:- a microwave radar sensor;- a far infrared sensor;- a human machine interface device to provide the driver with the necessary

information and warnings. The system will be installed and tested on two demonstrator vehicles to technicallyverify the system reliability and to perform on-road experiments to validate systemperformances, the usability and the user’s acceptance.

Enhanced Human-Mach ine In te r face fo r On-Veh ic le

In tegra ted Dr i v ing Suppor t System

138


Title : Enhanced Human-Machine Interface for On-Vehicle Integrated Driving Support System

Acronym: EUCLIDE

Contract N°: GRD1-2000-26801


Total Cost : €3 849 067



Duration: 36 months

Scientific Coordinator : Luisa ANDREONEOrganisation: CENTRO RICERCHE FIAT

STRADA TORINO 50I-10043 ORBASSANO TORINO

Contact: Luisa Andreone Tel: +39 011 9083 071Fax: +39 011 9083 083





Centro Ricerche Fiat S.C.p.A. CRF ICEDIP Infrared Systems CEDIP FVolvo Car Corporation VOLVO SDaimlerChrysler AG DC AG DUniversity of Stuttgart USTUTT DChemnitz University of Technology TUC DRobert Bosch GmbH BOSCH DICCS/NTUA ICCS/NTUA ELEC-JRC-ISIS JRC I

139

ROAD TRANSPORT



Project ObjectivesThe main objective of RoadSense is to develop an industry standard evaluationframework for new Human Vehicle Interactions (HVI) strategies. RoadSense aims todeliver guidelines for the methods of HVI tests that measure the impact of new in-vehicle systems on driver behaviour. It is anticipated that these guidelines will facilitatethe introduction of new systems that can provide enhanced driver support.More precisely, the RoadSense detailed objectives are:- to develop driver behavioural indicators for the assessment of safety, comfort and

support; - to develop a framework for the integration of new and existing tools and techniques

for assessing the impact of new technologies on driver behaviour;- to develop hardware based on DSP technology and high-speed serial communication

techniques to simulate vehicle networks and programmable tools to simulate systemfunctions and support the consistent assessment of HMI proposals;

- to develop an open platform allowing a modular approach to the prototyping tooldesigned to support structured upgrade to keep pace with future technology.

Description of the workRoadSense will start with an analysis of accident data collected for European accidentdatabases. These data will be used to identify common mechanisms of driverfunctional failure and appropriate test scenarios. RoadSense will then review themeasures and metrics devised to investigate driver performance and select the mostvalid scenarios for use in a programme of evaluation trials. A hardware/software systemtermed D-BITE (Driver Behaviour Interface Test Equipment) will be developed toimplement the trials methodology. In parallel, a number of demonstrator vehicles willbe developed to prove the proposed methodology and test system.The evaluation trials will involve the assessment of the demonstrator vehicles viaspecific case studies that draw on the situations determined by the initialaccidentology. The final activity will involve the creation of guidelines and extensivedissemination in order to establish the RoadSense methodology as a de facto standardfor the European automotive industry.

Expected resultsRoadSense will produce a standard methodology for the assessing the impact of newin-vehicle systems on driver performance. The project will produce a sophisticatedhardware/software system that can be adopted by automotive manufacturers and theirsuppliers to implement the RoadSense methodology. The RoadSense Guidelines willpromote higher standards of system performance in terms of safety, support andcomfort and a consistent character to systems designed by Europe's automotive sector.

Road Awareness fo r Dr i v ing v ia a St ra tegy

tha t Eva luates Numerous Systems

140


Title : Road Awareness for Driving via a Strategy that Evaluates Numerous Systems

Acronym: RoadSense



Total Cost : €4 410 992


Starting Date:01/02/01

Duration: 36 months

Scientific Coordinator : John RICHARDSONOrganisation: JAGUAR CARS

ENGINEERING CENTREABBEY ROAD, WHITLEYUK-CV3 4LF COVENTRY

Contact: John Richardson Tel: +44 2476 207318Fax: +44 2476 206533





Jaguar Cars Jaguar UKCentro di Ricerche Fiat CRF IPorsche AG Porsche AG DUniversité Blaise Pascal (LASMEA) UBP FCranfield University Cranfield UKPeugeot Citroën Automobiles PSA FRegienov Renault Recherche et Innovation Renault FNetherlands Organization for Applied Scientific Research TNO NLCentre National de la Recherche Scientifique CNRS FUniversité de Technologie de Compiègne (HEUDIASYC) UTC F

141

ROAD TRANSPORT



Project ObjectivesAluminium alloys are now in widespread use in Europe and elsewhere for rail vehicleconstruction. However in recent collisions involving seam-welded aluminium railcoaches, observations showed that some of the longitudinal seam welds had fracturedfor some metres beyond the zone of severe damage, the panels themselves generallybeing intact without significant distortion. The designer needs the data to assess this fracture phenomenon and be able to takeappropriate measures. In addition to this requirement, there is a need for innovation inthe use of joining techniques and joint design concepts to improve the performance ofthe vehicles under severe conditions. ALJOIN aims to prove innovative aluminium welding technologies, such as friction stirwelding (FSW), in the construction of new rail vehicles. ALJOIN will study and evaluatethe use of alternative grades of aluminium alloys to contribute to the crashworthinessof the rail vehicles.

Description of the workThe ALJOIN Project will appraise the use of alternative non-fusion welding techniquesfor rail coaches, such as friction stir welding (FSW) using different grades of aluminiumless susceptible to fusion weakening with the aim of improving the overallcrashworthiness of the rail vehicles and therefore their safety. Performance criteria for aluminium welding in the new generations of rail vehicles willbe defined and the performance of aluminium alloys shall be tested in both static anddynamic loadings. These tests shall be conducted in conjunction with finite elementsimulations to aid an analytical approach to the modelling of rail vehicles. A further innovative output from the work will be the definition of a method forassessing crashworthiness in the context of welded aluminium joints and structuresthat is currently not fully covered by existing design codes, especially as far as energyabsorption and the effects of strain localisation on the structural behaviour of thejoints are concerned.

Expected resultsThe expected results are the following:- definition of performance criteria for the properties of the aluminium welding in

new generation of rail vehicles;- definition of a method for assessing crashworthiness of rail vehicles in the context of

welded aluminium joints and structures;- demonstration and validation of the innovative technologies developed versus the

performance criteria.

Crashwor th iness o f Jo in ts in A lumin ium

Rai l Veh ic les

142


Title : Crashworthiness of Joints in Aluminium Rail Vehicles

Acronym: ALJOIN

Contract N°: NA


Total Cost : €2 177 807


Starting Date: expected by spring 2002

Duration: 36 months

Scientific Coordinator : Andrea BARBAGELATAOrganisation: D’APPOLONIA

VIA SAN NAZARO 19I-16145 GENOVA

Contact: Andrea Barbagelata Tel: +39 10 362 8148Fax: +39 10 362 1078


EC Officer: Joost De BockTel: +32 2 296 9089Fax: +32 2 296 3307



D’Appolonia DAPP IAdvanced Railway Research Centre, University of Sheffield ARRC UKAlcan ALU CHBombardier Transportation BOM SDanStir DAN DKThe Welding Institute TWI UK

143

RAILWAYS TRANSPORT

/ Design and manufacturing


Project ObjectivesThe project European Driver's Desk (EUDD) aims at the development, demonstration,evaluation and specification of a train driver's desk capable for operation across Europe.It addresses the need for critical technologies concerning the human-machine-interaction. The modular desk design as well as the development and integration of newdisplay techniques should generate innovative, cost-effective and flexible hard- andsoftware solutions. The new driver's desk layout should be capable of harmonisation tothe greatest degree and meet Europe-wide acceptance without hindering futuredevelopments, e.g. future command and control systems. Considerable economicbenefits are anticipated for both suppliers and operators. Apart from the enhancementof competitiveness for the European rail supply industry it is expected that theexploitation of EUDD will result in new business opportunities, e.g. refurbishment. Afurther main objective is the improvement of driver's working conditions.

Description of the workThe achievement of project objectives requires at first a multidisciplinary analysis/specification approach. Basis for the industrial design process and the development/specification of hard- and software is a thorough definition of specifications resultingfrom the analysis of railway management practices, operating and safety polices,functional and layout construction of existing modern desks, driver's workingconditions, future technological trends, innovative solutions in other transportindustries, customer (railways and drivers) requirements and economic impacts forrailways and industry. The design phase results into the realization of three to fourversions of the preferred modular basic layout to be assessed by drivers. Hardwaredevices (displays, controls, switches) as well as the software solutions belonging to itwill be combined together with the modular desk design to a full functional mock-upto be evaluated in a simulator.

Expected resultsThe main results of EUDD are represented by:- product and design guidelines comprising the results from the analysis/specification

phase;- an industrial design mock-up flexible enough to realise three or four versions of the

same basic layout;- a fully functional mock-up comprising the developed hard- and software solutions

and capable for testing in a simulator;- the EUDD technical specification document;- the input document for a European standard based on the technical specification.

European Dr i ve r 's Desk

144


Title : European Driver's Desk

Acronym: EUDD



Total Cost : €4 515 468



Duration: 32 months

Scientific Coordinator : Wolfgang H. STEINICKEOrganisation: FORSCHUNGS- UND ANWENDUNGSVERBUND

VERKEHRSSYSTEMTECHNIK (FAV) BERLINAM BORSIGTURM 48D-13507 BERLIN

Contact: Thomas Meissner Tel: +49 304 303 3541Fax: +49 304 303 3550


EC Officer: Joost de BockTel: +32 2 296 9089Fax: +32 2 296 3307



Forschungs- und Anwendungsverbund Verkehrssystemtechnik Berlin FAV DBombardier Transportation Bombardier DAlstom Transport S.A. Alstom FBREDA Construzioni Ferroviarie SpA BCF IUniversitat Politécnica de Catalunya FPC-UPC EStichting European Rail Research Institute ERRI NLFaiveley Transport S.A. FAY FIAS Institut für Arbeits- und Sozialhygiene Stiftung IAS DSGW Werder GmbH SGW DSiemens AG Transportation Systems Siemens DTechnische Universität Wien TUW ADeuta-Werke GmbH (Subcontractor) Deuta D

145

RAILWAYS TRANSPORT



Project ObjectivesThere is a major problem in the composite manufacturing industry that at presentthere is no feasible method for manufacturing very large monocoque compositesandwich structures. HYCOPROD (HYbrid COmposite PRODuction) will address thisproblem. It is the objective of HYCOPROD to design an advanced composite productionprocess for the systematic manufacture of very large monocoque hybrid compositesandwich structures for the transportation sectors.HYCOTRANS (BRPR CT96 0257) has demonstrated that monocoque compositesandwich structures can be designed to absorb energy and perform in a predictableand stable manner. The exploitation of this novel technology however depends on theinvention of a new production process that can accommodate very large structuressuch as buses, trams, trains, refrigerated containers and trailers.

Description of the workThere is a demand from the transport sectors for lightweight and safe monocoquecomposites to replace metals. This need cannot be addressed by the compositesmanufacturing industry as the technology does not exist to manufacture the structuresthat can meet this need. It has been proven in a previous project (HYCOTRANS – BRPRCT96 0257) that composite sandwich structures can be lightweight and safe, they havedemonstrated the ability to absorb large amounts of energy in a manageable way witha ductile-type failure mechanism.HYCOPROD (HYbrid COmposite PRODuction) addresses the manufacturing problemthat exists for the composites manufacturing industry in the production of very largemonocoque composite sandwich structures. The consortium builds on the successfulHYCOTRANS consortium but to address this problem the number of partners hasdoubled and the range has increased with the involvement of raw materials suppliers,more specialist composite manufacturers, processing technologists and additionalend-users.The philosophy of HYCOPROD is that in the first phase the necessary research anddevelopment activity is undertaken to develop a processing system that can take theinformation from a manufacturing design tool to produce moulds and be used forvarious demonstration products in phase 2. The demonstrators produced in associationwith the end-users will be a very practical example of how HYCOPROD technologies canbe used in the transportation sectors represented in HYCOPROD by: train, bus, tram,refrigerated container and trailers.

Expected resultsThe project is 48 months in duration and has two distinct phases, with progress fromphase 1 to phase 2 being the subject of the mid-term review. By month 6 the compositedesign tool will have defined the dimensions and construction of the moulds. By month24 all moulds will have been manufactured to permit their use in phase 2 for themanufacture of demonstrators. Also by month 24 development activity will havedetermined the optimum processing technologies to be used in phase 2 (24-28).

Design o f an Advanced Composi te Product ion

Process fo r the Systemat ic Manufac tu re o f

Very Large Monocoque Hybr id Sandwich

St ruc tu res fo r Transpor t Secto rs

146


Title : Design of an Advanced Composite Production Process for the Systematic Manufacture of Very Large Monocoque Hybrid Sandwich Structures for Transport Sectors

Acronym: HYCOPROD


Proposal N°: GRD1-CT99-10418

Total Cost : €3 420 000



Duration: 48 months

Scientific Coordinator : Dr Mark ROBINSONOrganisation: UNIVERSITY OF SHEFFIELD ADVANCED

RAILWAY RESEARCH CENTREPORTOBELLO 217UK-S14 DP SHEFFIELD

Contact: Dr Mark Robinson Tel: +44 114 222 0150Fax: +44 114 222 0155





University of Sheffield ARRC ARRC UKAhstrom Glassfibre oy Mikkeli Plant AHLSTROM FINAshland Italia S.p.a. ASHLAND Id’Appolonia DAPP IAntony Patrick & Mutra Extportacao Ltd AP & M PAachen University of Technology: Plastics Processing RWTH AACHEN DCostaferroviaria S.p.a. COSTA IFibrocom oy FIBROCOM FINSicomp AB SICOMP SBox Modul AB BOX SThe Netherlands Organisation for Applied Research TNO NLHubner Gummi – und Kunstoff GmbH HUBNER DUniversity of Perugia UNIPG INational Technical University of Athens NTUA ELIrizar s. Coop IRIZAR EIfor Williams Trailers Ltd IWT UKAdvanced Technologies Research Institute ATRI EAPC Composite AB APC S

147

RAILWAYS TRANSPORT



Project ObjectivesIN growing cities, options are limited for new surface rail networks whereas there isgreat scope for new and extended underground metro systems. Ground-borne noisedisturbance is one of the main factors influencing the acceptability of undergroundsolutions. Equally, existing metros often generate increased ground-borne noise astheir maintained condition varies with time. In addressing both of these issuesCONVURT aims to produce advances in all aspects of technology that relate to ground-borne noise generation so that all metros can benefit irrespective of their vintage orcondition. Advances that CONVURT will make in commercially exploitable products willalso contribute to this goal

Description of the workMEASUREMENT trials and surveys to assess the current norms for noise and vibrationlevels and characteristics typical of three metropolitan railways are to be carried out.An innovative computational model incorporating all relevant parameters andexcitation mechanisms will be created and validated by conducting trials in realsituations. The model will yield a complete, validated calculation capability fromwheel/rail interaction to re-radiated noise in buildings. Additionally, CONVURT willgenerate and develop ideas for innovative equipment to be incorporated into track ortunnel in order to minimise ground-borne transmissions. The most promising and cost-effective of these will have laboratory and live trials carried out on prototypes toevaluate them fully. CONVURT will systematically analyse deterioration of noise generation to developnovel techniques for minimising this and also will formulate good practice guidelinesto deal with maintaining an as-new performance consistently over time. A key feature is to incorporate the results into standards and guidelines to ensure thatthere is a framework in place that will promote the adoption of the best availablepractices to control ground-borne noise.

Expected results- a validated, general analytical software tool for ground-borne vibration and re-

radiated noise. This will be based on a mathematical, largely analytical model whichwill be derived partly using insertion loss techniques and partly using numericalcomputation;

- optimised designs for slab/ballasted track forms based on novel system(s) forvibration reduction;

- design standards for new/refurbished railways and design guidelines for track andtunnel;

- maintenance guidelines for existing operations to maintain the vibrationperformance of metros close to the as-built condition. Particular attention will begiven to roughness (corrugation) management for both wheels and rails.

Cont ro l o f No ise and V ib ra t ion f rom

Underground Ra i lway Tra f f ic

148


Title : Control of Noise and Vibration from Underground Railway Traffic

Acronym: CONVURT



Total Cost : €3 345 108



Duration: 36 months

Scientific Coordinator : Mike GELLATLEYOrganisation: LONDON UNDERGROUND LTD.

30 THE SOUTH COLONNADEUK- E14 5EU LONDON

Contact: Ed Bovey Tel: +44 7970 884467Fax: +44 20 8400 1646





London Underground Ltd. LUL UKRégie Autonome des Transports Parisiens RATP FAzienda Trasporti Milanese ATM IPandrol Rail Fastenings Ltd. Pan UKComposite Damping Materials CDM BVibratec Vib FKatholieke Universiteit Leuven KUL BCentrale Recherche S.A. ECP FStichting GeoDelft GeoDelft NLUniversity of Cambridge CamU UK

149

RAILWAYS TRANSPORT

/ Structures for railways


Project ObjectivesThe general objective is to reduce the corrugation growth of light rail systems by 50%in time. This will be achieved through the following intermediate objectives: - definition of all relevant parameters that influence corrugation and development of

the required measurement equipment to evaluate these parameters. Measurementof the relevant corrugation parameters at different track sections of the end-users;

- definition, with great precision, of the macroscopic and microscopic wheel/railcontact forces;

- simulation of the wear characteristics on a dedicated test rig; - design of low-cost anti-corrugation measures for tracks and wheels in function of the

type of corrugation encountered; - installation and validation of the designed measures in test tracks and on the

dedicated test rig and follow-up; - definition of the corrugation mechanism(s) in any specific track section of any

network from the relevant corrugation parameters.

Description of the workBy mid 2002, relevant corrugation parameters will be defined, dedicated measurementequipment will be developed and appropriate test tracks will be selected, where therelevant corrugation parameters will be measured as reference and comparison data.Also at the start of the project, existing tools will be adapted for corrugation simulation:- different types of numerical modelling;- microscopic model for the wheel/rail contact area;- an existing wheel set fatigue test rig for wear simulation.By end of 2002, the design of anti-corrugation measures will be started. It will bepossible to begin with the installation and testing of designed solutions in test tracksand on the dedicated test rig by the end of 2003. It is foreseen that the first resultsregarding the influence of the designed solutions on the development of corrugationwill be collected in 2004, which will enable, if required, modification and optimising ofthe designed solutions before the end of the project.

Expected resultsThe project aims at developing solutions for the corrugation problem in metro andtram networks. Corrugation reduces the lifetime of rails and wheels and causesirritating rolling noise. The only efficient solution nowadays is periodical rail grinding.The general objective is to reduce the corrugation by developing solutions other thangrinding. Based on a study of all relevant corrugation parameters, on measurementsand on numerical modelling, nine different solutions will be designed and tested.

Wheel Ra i l Cor rugat ion in Urban Transpor t

150


Title : Wheel Rail Corrugation in Urban Transport

Acronym: CORRUGATION

Contract N°: NA


Total Cost : €7 787 628



Duration: 48 months

Scientific Coordinator : Patrick VANHONACKEROrganisation: DYNAMICS, STRUCTURES & SYSTEMS INTERNATIONAL

MECHELSEVEST 18/0601B-3000 LEUVEN

Contact: Patrick Vanhonacker Tel: +32 1 623 8988Fax: +32 1 623 8910





Dynamics, Structures & Systems International D2S BAcoustic Control ACL SFrateur de Pourcq FDP BInstitut National des Sciences Appliquées INSA FCentre National de la Recherche Scientifique CNRS FLucchini Centro Ricerche e Sviluppo LUC IPolitecnico di Milano – Dipartimento di Meccanica POLI IRailtech International RTI FRégie Autonome des Transports Parisiens RATP FSL Infrateknik SLI SSPIE Drouard SPIE FSociété des Transports Intercommunaux de Bruxelles STIB BTecnogamma TEC IUniversité Catholique de Louvain – Faculté des Sciences Appliquées UCL BUniversité Libre de Bruxelles – Service des Constructions Mécaniques & Robotique ULB B

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Project ObjectivesTHROUGHOUT Europe there is currently an increased need to reduce noise and thusimprove quality of life. With the growth of freight traffic, especially at night, this needto reduce noise becomes critical.The overall objective of ERS is to provide an innovative braking product which reducesrolling noise generated by tread-braked railway rolling stock (700 000 wagons inEurope) by 5 to 10 dB(A) (noise emission reduction) and which is:- completely interchangeable with the current system (ensuring safety);- has a10% lower LCC than the current system (cost reduction);- is recyclable (environmental protection).The final deliverable is anticipated to be a prototype demonstrator which willcompletely satisfy the initial technical specifications.

Description of the workTHE project will be carried out in two main phases largely in parallel with theexploitation and dissemination activities and management of the project. These phasescorrespond to the different stages of the life cycle of a new braking product:- Phase 1: the state-of-the-art survey is conducted in parallel with the work of defining

the required specification and will collect and compile the current knowledge ofrailways, universities and industrial partners. The material research will then becarried out principally through industrial laboratory analysis and prototypevalidation will be performed on industrial and university test rigs.

- Phase 2: the purpose of the line tests is to validate the brake performance in the mostsevere operational conditions. Acoustic tests will also be carried out to confirm thereduction of rolling noise and predictions of the life cycle cost will be made basedon measured state-parameters of worn samples in comparison with the new block.

Expected resultsThe expected results are:- a report on existing information and specification for new brake blocks;- a prototype demonstrator derived from rig tests;- a process for recovering and recycling the new brake block material;- brake test results – noise and LCC measurement;- a technical implementation and dissemination plan;- a prototype final demonstrator.

Euro Ro l l ing S i len t ly

152


Title : Euro Rolling Silently

Acronym: ERS



Total Cost : €6 077 783



Duration: 36 months

Scientific Coordinator : Jacques RAISONOrganisation: SNCF

DIRECTION DU MATÉRIEL ET DE LA TRACTION15 RUE TRAVERSIÈREF-75571 PARIS CÉDEX 12

Contact: Annabelle Courtois Tel: +33 15 333 1754Fax: +33 15 333 1748


EC Officer: William BirdTel: +32 2 295 4779Fax: +32 2 296 3307


Partners (name, area of activity, country):

SNCF Railway Company FDB AG Railway Company DFS Railway Company ISBB Railway Company CHBREMSKERL Railway brake manufacturer DRÜTGERS Automotive Railway D

brake manufacturerBECORIT Railway brake manufacturer DFERODO Railway brake manufacturer UKICER Railway brake manufacturer EJURID Railway brake manufacturer DChalmers University of Technology Railway Mechanics Department SUniversity of Technology

153

RAILWAYS TRANSPORT



Project ObjectivesDesign of rolling-stock is facing new severe specifications, due to the increased severityof train operational conditions. Some cases of service failures involving the axle-wheelsassembly have recently occurred, generating an undesired social impact and theimportant need of improving train safety and reliability. Moreover, to enhance theenvironment’s quality in the vicinity of the rail network, the radiated pass-by noiseneeds to be reduced, for which the wheel-rail contact noise is mainly responsible. Therefore, the aim of the HIPERWHEEL project is the development of innovative wheel-sets (axle-wheels assemblies), with outstanding performance in reliability and low noiseemission. The new wheelset designs will be achieved through the use of novel CAEmethodologies and numerical tools developed within this project, suitable for durabilityand vibro-acoustic analyses. This will enable wheelset manufacturers to shortendevelopment time, save costs and remarkably strengthen their competitiveness.

Description of the work- measurements of service loads for high-velocity railway vehicles on selected tracks,

along with on-line measurements of pass-by noise, will be analysed and extrapolatedto obtain the desired design requirements;

- multi-body modelling will be used to predict dynamic loads, while FE modelling willbe used to compute the stresses induced in the wheelset structure;

- the damage mechanisms (rolling contact fatigue, shelling, wear, mechanical fatigue,fretting) undergone by wheelsets during service operations will be identified, andsuitable models for their evaluation will be adopted. The implementation of suchmodels in CAE tools will enable a more accurate assessment of wheelsets reliability;

- suitable FEM/BEM models will enable prediction of the modal characteristics andacoustic response of the wheelset under dynamic contact forces. Measurementsmade on purpose-built test rigs will be carried out to validate the numerical models;

- significant parts of the wheelset structure will be re-analysed, aiming at therealisation of lightweight demonstrators through the development of an aluminiumwheel hub.

Expected resultsThe most relevant deliverables of the HIPERWHEEL project will be:- the realisation of an advanced methodology for wheelset development, using

appropriate CAE tools and offering state-of-the-art capabilities in durability andvibro-acoustic analyses;

- the design and manufacturing of full-scale wheelset demonstrators, showing asignificant weight reduction (-20%) and an enhanced reliability and vibro-acousticperformances (in particular, 5–6 dB reduction of pass-by noise will be pursued).

Deve lopment o f an Innovat i ve H igh

Per fo rmance Ra i lway Wheelset

154


Title : Development of an Innovative High Performance Railway Wheelset

Acronym: HIPERWHEEL



Total Cost : €3 700 719



Duration: 48 months

Scientific Coordinator : Kamel BEL KNANIOrganisation: CENTRO RICERCHE FIAT S.C.P.A

STRADA TORINO, 50I-10043 ORBASSANO (TO)

Contact: Kamel Bel Knani Tel: +39 11 908 3774Fax: +39 11 908 3672





Fraunhofer Institut Betriebsfestigkeit LBF DLucchini C.R.S. S.R.L. Lucchini IValdunes S.A.S. Valdunes FSociété Nationale des Chemins de Fer Français SNCF FOtto Fuchs Metallwerke Fuchs DChalmers University of Technology Chalmers SUniversity of Sheffield USFD UKPolitecnico di Milano Poli-MI IFerrovie dello Stato FS IMechanical Dynamics Italy S.R.L. MDI I

155

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Project ObjectivesRolling contact fatigue (RCF) is one of the major current limitations of railwayinfrastructure productivity. In addition to RCF, high noise emission (up to 100-110 dB)caused by stick-slip at the wheel-rail interface is a significant environmental problem inEurope. For both problems, the INFRA-STAR project focuses on improving the durability andlifetime of the rail, and also on reducing noise emission, along stretches of track withnarrow and moderate radius curves, high traffic volumes and high axle loads by applyinga surface coating to the railhead. The main goal of the project is to develop a railheadwith an additional surface layer (the INFRA-STAR two-material rail) which prevents rollingcontact fatigue and reduces noise emissions in narrow radius curved rails.Two application technologies for processing two-material rails are studied in theproject: rolling technology for application to new rails during the production process,and laser cladding technology for application to the existing infrastructure or in theproduction process of new rails.

Description of the workThe main innovations of the INFRA-STAR project will be realised through the followingscientific and technological research objectives.Material modelling RTD-objectives:- to understand and model the mechanisms of RCF for curved two-material rails; - to understand and model the mechanisms of dynamic train/track interaction for

curved two-material rails (influence of wheel/rail friction);- to get insight in the proper material parameters of the additional surface layer.Material and surface application RTD-objectives:- to determine and validate suitable surface functionalities, binding mechanisms and

related surface material behaviour for curved railheads through laboratoryexperiments;

- to select best performance material property data for new materials to be applied inlaser cladding and rolling application processes;

- to develop two-surface layer application methods (laser cladding, in-rolling). Field test objectives:- to perform field tests of treated curved two-material railheads, to demonstrate

technical and economical improvements of new two-material rail and its applicationtechnologies;

- to validate both physical material models (RCF and train/track) and the laboratoryexperiments with the results of the full-scale field tests.

Expected resultsRailway operators, rail suppliers and maintenance contractors will gain economicbenefits through an increase in reliability and durability of their railway infrastructure.Strategic objectives of the INFRA-STAR project can be found in the area of rail lifetimes(curved rail lifetime increases with 50%), noise level (reduction with 15-20 dB), railwayproductivity and maintenance cost. Furthermore, considerable amounts of rail materialsand energy will be preserved.

Improv ing Ra i lway In f ras t ruc tu re Product i v i ty by

Susta inab le Two-Mater ia l Ra i l Deve lopment

156


Title : Improving Railway Infrastructure Productivity by Sustainable Two-Material RailDevelopment

Acronym: INFRASTAR



Total Cost : €1 783 811



Duration: 42 months

Scientific Coordinator : Martin HIENSCHOrganisation: AEA TECHNOLOGY RAIL BV.

CONCORDIASTRAAT 67, PO BOX 8125NL-3503 RC UTRECHT

Contact: Martin Hiensch Tel: +31 30 235 3024Fax: +31 30 235 7329





AEA Technology Rail bv. AEAT NLChalmers University of Technology, dept Applied Mechanics Chalmers SSheffield University – Dept. Mechanical Engineering USFD UKDUROC AB SCORUS – Hayange FRegie Autonome des Transports Parisiens RATP FBanverket – Swedish rail administration S

157

RAILWAYS TRANSPORT



Project ObjectivesThe area of crashworthiness and vehicle impact has seen rapid changes in recent years.The public is becoming increasingly aware of safety issues, which in turn puts manu-facturers and operators under pressure to improve the crash performance of vehicles.Passive safety has been successfully applied in the automotive industry and trains. NowSAFETRAM proposes to develop the corresponding rules for tramways, a passengerguided transport system operating in a complex environment of mixed traffic.SAFETRAM intends to tackle the passive safety issue of:- the city tram circulating within the city;- the periurban tram operating between the suburban areas and the city centre,

sharing the regional railway network. The major objective of this project is to prove the feasibility of the concept of collisionenergy and acceleration management for existent city trams and for the new periurbantram configurations within acceptable cost and technological constraints for thedefined construction solutions.

Description of the workReference accident scenarios will be defined for both the city and periurban tram,extracting information from statistical and risk analyses of tramway and regional railaccidents in Europe. SAFETRAM will create new design concepts for the two tramwaytypes by defining technical requirements to manage the collision energy. In thevalidation of these two designs, two different approaches will be employed: dynamictests (component, sled and full-scale testing) and numerical modelling. Acomprehensive study of interiors will be carried out including layout analysis, occupantmodelling, and the development and sled testing of the standing dummy. The current requirements for the construction and operation of urban rail systems inEurope vary greatly from country to country. SAFETRAM will harmonise passive safetyrequirements for European tramways by outlining specific recommendations, whichwill serve as the basis for the European Standard on tramway passive safety.

Expected resultsThe following results are expected:- identification of relevant reference accident scenarios;- new structural and interior tramway design rules for improved protection of

occupants;- definition of different levels of passive safety requirements for structural and interior

designs, according to the tramway type and operating conditions;- demonstration of the feasibility of the theoretical safety measures through specific

design solutions, manufacture, numerical modelling and testing of prototypes.

Passive Safe ty o f Tramways fo r Europe

158


Title : Passive Safety of Tramways for Europe

Acronym: SAFETRAM



Total Cost : €3 235 237



Duration: 36 months

Scientific Coordinator : Lamy FIGUEIRASOrganisation: BOMBARDIER TRANSPORTATION

RUA VICE ALMIRANTE AZEVEDO COUTINHO 1P-2700-843 AMADORA

Contact: Linda O’Connor Tel: +351 21 4969 300Fax: +351 21 4969 385

E-mail: linda.o’[email protected]




Bombardier Transportation, Portugal BT/P PAnsaldobreda S.p.A. AB IBombardier Transportation, Nuremberg BT/N DAlstom Transport SA ALS FAlcan Alesa Engineering Ltd ALC CHBerliner Verkehrsbetriebe BVG DCentrum Naukowo – Technicze Kolejnictwa CNTK PLDeutsche Bahn AG DB DInstituto Superior Técnico IST PMIRA Ltd. MIRA UKRégie Autonme des Transports Parisiens RATP FSociété Nationale des Chemins de Fer Français SNCF FTechnische Universität Berlin TUB D

159

RAILWAYS TRANSPORT



Project Objectives- enhancement of system efficiency in order to reduce fuel consumption and

pollutant emission;- reduction of the static and dynamic losses of the chips, application of high

temperature modules, optimised thermal management (reduction of thermal lossesacross interfaces, new attempts in thermal flux design);

- reduction of the system volume and system weight by a rigid system integrationconcept;

- system optimisation regarding cost-efficiency (high serviceability, durability anddesign for manufacturability) and high reliability (establishment of reliability testsand models);

- minimising system noise and torque ripple;- application of fast switching IGBTs for passenger comfort, considering electro-

magnetic interference for safety reasons;- design for a high volume market (mass-production), considering 100% recyclable

and non-polluting materials being compatible with other materials.

Description of the workDEVICES (IGBTs and MOSFETs) sustaining 200°C junction and 120°C ambient temper-ature are to be developed where existing simulation tools are applied. Instantaneously,simulation models will be extended to higher temperatures and model parametersextracted and verified. The high temperature chips will be further integrated tomodules where the thermal flux will be optimised and first reliability tests will becarried out. The application of new materials for packages, baseplates and joints willrequire detailed investigations of manufacturability, compatibility and durability. Atevery stage of the development process (chip, module and system level) measurementtechniques and methods for performance and failure analysis will be elaborated. Thesystem integration (module integrated to cooling system) will be performed in threestages: After an initial phase for definition of the operation limits and the require-ments, the system will be designed by support of standard simulation tools. Then,prototypes of modules integrated into the hot water cooling system will bemanufactured. The prototypes will be electrically and thermally characterised and theirperformance iteratively enhanced, where simulation models will be steadily extendedand improved, and experimentally verified. First reliability tests will be carried outproviding inputs for reliability modeling and design for high reliability. After the systemhas been technologically defined, reliability tests will be performed and standardised.Compact models (thermal, electro-thermal, mechanical, thermo-mechanical) will bedeveloped and finally standardised in a macro model library.

Expected results- IGBT/MOSFET-chips, packages sustaining 200°C junction and 120°C ambient temper-

ature modules for hot water cooling; - IGBT(600V, 3 3kV) / MOSFET(70V, 700A) testing systems for modules, modules

integrated into cooling system;- compact device models, driving circuits, physical models (thermal, electro-thermal,

mechanical, thermo-mechanical), multi-energy domain macro models;- metal-matrix composites quality criteria/specifications;- standardised reliability tests/models.

High-Tempera tu re IGBT and MOSFET Modules fo r

Ra i lway Trac t ion and Automot ive E lec t ron ics

160


Title : High-temperature IGBT and MOSFET Modules for Railway Traction and AutomotiveElectronics

Acronym: HIMRATE



Total Cost : €6 807 428



Duration: 36 months

Scientific Coordinator : Professor Dr Eckhard WOLFGANGOrganisation: SIEMENS AG

CT MS 4, OTTO HAHN RING 6D-81730 MUNICH

Contact: Professor Dr Eckhard Wolfgang Tel: +49 89 6364 4176Fax: +49 89 6364 6376





Siemens Aktiengesellschaft SIEMENS DSwiss federal Institute of Technology (ETH), Zurich Integrated Systems Laboratory (IIS) ETHZ CHCRF Società Consortile per Azioni CRF IRegienov RENAULT FInstitut National de Recherche sur les Transports et leur Securité INRETS FELECTROVAC Fabrikation elektrotechnischer Spezialartikel Ges.m.b.H. ELECTROVAC AInfineon Technologies AG INFINEON DEuropean Power Semiconductor and Electronics Company EUPEC DTechnische Universität Wien, Institute of Materials Science and Testing TUW.MST ATechnische Universität München; Lehrstuhl für Technische Elektrophysik TUM DAnsaldobreda ANSALDO IFerraz Date Industries FERRAZ F

161

RAILWAYS TRANSPORT

/ Power trains for railways


Project ObjectivesTo face the increase in both passenger and freight traffic demand railway companies arerequired to upgrade their traction power supply infrastructure in order to increase trackcapacity. In addition, on several lines, the electrical infrastructure is no longer able tosustain the actual traffic level reliably. The growing attention to environmental issuesmakes the installation of new electrical substations difficult and costly. Moreover,railways pay high penalties to national grid electrical suppliers for disturbances due torailway consumption: hence an energy-saving approach is envisaged. The mainobjective of this project is to develop and validate an SVC device adapted to the railwayelectrification infrastructure. The SVC adaptation in a single phase configurationrequires extensive design studies in terms of control system, interoperability towardsignalling and telecommunication systems, reliability and safety. The main technicalobjectives to be reached are; low cost (less than 1/3 of a new ESS), good interoperability(to different track circuits and signalling limits) and low maintenance. These objectiveswill be validated by the building of a prototype and testing on two different sites whichrepresent the two extremes of application throughout Europe.

Description of the workThe starting point of the work identified a SVC as the optimum short-term solution forvoltage profile improvement in electrified railway systems. Two main steps wereidentified: - design;- functional validation. The first step performed the detailed design of the SVC structures following thesecriteria: - voltage drop compensation (>3kV); - fast dynamic response (<200ms); - low losses (efficiency>0.95); - low cost and small size (<1/3new ESS); - interoperability; low maintenance (availability=0.98). The interoperability requirements influenced the design leading to the development ofspecific control boards and circuitry in order to respect signalling system limits,telecommunication interference levels, safety requirements, power supply disturbancelevels, traction voltage quality requirements and environmental considerations. Thesecond step performed the integration of the device at two test sites (Chathill on theUK’s East Coast Main Line and Paris on a French suburban line at Villenoy). Performancetests have already been scheduled and the recorded results will be compared with thedesign simulations and the design criteria set for the device.

Expected results- good demonstration of compliance of the HVB equipment;- exhaustive measurement campaign and satisfactory comparison with design criteria;- profitable cost/benefit analysis and product development.

High Vo l tage Booster Second Phase

162


Title : High Voltage Booster Second Phase

Acronym: HVB2

Contract N°: G3RD-CT 2000-00250

Proposal N°: GRD1-11220

Total Cost : €2 799 771



Duration: 28 months

Scientific Coordinator : Marina FRACCHIAOrganisation: CENTRO INTERUNIVERSITARIO RICERCA TRASPORTI

VIA ALL’OPERA PIA 11AI-16145 GENOVA

Contact: Marina Fracchia Tel: +39 10 353 2741Fax: +39 10 353 2700





Centro Interuniversitario Ricerca Trasporti, University of Genoa CRT ISociété Nationale des Chemins de Fer Français SNCF FRailtrack plc RT UKAnsaldo Sistemi Industriali S.p.A. ASI IInstitut National Polytechnique de Grenoble INPG FInstitut National de Recherche sur les Transports et leur Sécurité INRETS FFaculté Polytechnique de Mons FpMONS BRailinfrabeheer B.V. NS NLItalferr SpA ITF I

163

RAILWAYS TRANSPORT



Project ObjectivesImproved regional passenger transport systems are under consideration for urban andsuburban areas worldwide. With the cost of electrification being in many casesunacceptably high, diesel-powered vehicles are at present the only solution. Howeverthe diesel engine is unattractive for much of commuter transport. It is therefore clearthat the solution is a hybrid powertrain comprising a power booster and energyrecovery unit (PEU), a prime mover unit (PMU) and a supervisory control unit (SCU) foroptimised energy use. The objective of this project is to develop a PEU capable of providing accelerationpower with energy recovered from braking and an efficient, compact and low-emissions PMU. The system, under the authority of a SCU for safe and efficientoperation, will be designed in a way that its dimensions fit into modern modular lowfloor vehicles.

Description of the workThe workplan aims at effectively achieving the overall goal of the project. Morespecifically the workplan will aim at:- developing innovative propulsion technologies for a tram/light-rail platform;- providing effective co-ordination of the technical challenges of the project;- evaluating and certifying the technical approaches.The project work of ULEV-TAP II will be carried out in different work packages, which aresplit into three basic groups:- two work packages for specifications and evaluation;- three work packages for research work and development of the main components:

PEU, PMU and SCU;- two work packages for coordination, dissemination and exploitation across theme-

oriented activities.The work packages are linked interactively to ensure high efficiency and synergy indeveloping a hybrid powertrain for the European market.

Expected resultsThe project ULEV-TAP II will result in highly optimised hardware components for electrichybrid drive including a PEU, a PMU and the integrating SCU for optimised energy use.The components must fit into the roof of modern light rail vehicles.

Ul t ra Low Emiss ion Veh ic le Transpor t

Advanced Propu ls ion I I

164


Title : Ultra Low Emission Vehicle Transport Advanced Propulsion II

Acronym: ULEV-TAP II

Contract N°: NA


Total Cost : €4 000 000


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Hubert MÜLLEROrganisation: SIEMENS AG, TS LR PM

SIEMENS AGDUISBURGER STR. 145D-47829 KREFELD

Contact: Hubert Müller Tel: +49 215 1450 7338Fax: +49 215 1450 7565





Siemens Transportation System Siemens DKiepe Elektrik GmbH & Co. KG Kiepe DB.V. Ontwikkelingsmaatschappij CCM CCM NLThe Turbo Genset Company Limited TGC UKImperial College of Science, Technology and Medicine IMPCOL UKTransport Technologie Konsult TTK D

165

RAILWAYS TRANSPORT



Project ObjectivesThe objective of the EDIP project is to develop and promote as a standard an on-boardradio control system which will allow locomotives, and other traction units, working inmultiple to operate freight trains across Europe. The primary action is theestablishment of an open communication channel, allowing the control of locomotivesin the train, without the necessity for all vehicles in the train to be specificallyequipped. Resources in the radio communication system will have the provision forpotential future use by other on-board train applications.

Description of the workThe project activity is organised in four main phases. The first phase identifies currentand future operation of heavy/long/coupled/modular freight trains and technologiesused in similar existing systems. It will investigate applicable existing or emergingtechnologies in both the electronics and rail sectors. This will be followed by theidentification of the desired functions for the type of distributed power freight trainsthat shall be retained within EDIP taking into consideration their technicalcharacteristics, operational constraints and their compliance with safety rules.Provision for the future possible use of the EDIP radio-communication network will bemade. This phase will result in a complete specification of the functional requirementsand constraints with which the EDIP system shall comply.The project includes an assessment to identify the economic criteria of the system, itseconomic viability, the productivity gains for railway operators as well as the final userbenefits. A parametric simulation model will be developed to determine possible gainswhen using one of the retained types of freight trains on a specific corridor. The mainconsiderations of the dissemination and pre-standardisation processes will be to makerail freight operators aware of the benefits of EDIP and to provide the basis forstandards to be issued by the relevant standardisation bodies (AEIF, CEN, UIC).

Expected resultsFive milestones will be used to check intermediate results and exploitation perspectivesagainst goals. These will be set before start-up or during the initial stages of theproject, taking into account the evolution of the project’s technical and economicfeasibility. Risks can then be analysed and objectives refocused if required. Theprogressive deployment of the system and the exploitation phase are felt to be possiblewithin a few months of the end of the project.

European D is t r ibu ted Power

166


Title : European Distributed Power

Acronym: EDIP

Contract N°: G3RD–CT–2002-00816

Proposal N°: GRD2–2001-50040

Total Cost : €2 481 338



Duration: 30 months

Scientific Coordinator : Bruno GUILLAUMIN Organisation: TEKELEC SYSTEMES

29 AVENUE DE LA BALTIQUEF-91953 LES ULIS CEDEX

Contact: Sophie Pavoine Tel: +33 2 9912 7060Fax: +33 2 9912 7061





Tekelec Systemes TEKELEC SYSTEMES FSNCF SNCF FDeutsche Bahn Deutsche Bahn DThiemeg Thiemeg DSt2e St2e FSAB Wabco SAB Wabco ITrenitalia Trenitalia IAEA AEA UKNTUA NTUA ELSBB Cargo SBB Cargo CH

167

RAILWAYS TRANSPORT

/ Systems for railways


Project ObjectivesThis proposal aims at new needs for diagnostics on trains and electrical infrastructuredue to the deregulation and interoperability of EU track. The contact betweenoverhead contact line (OCL) and current collector/pantograph is an interface betweennewly established track and train operators. Permanently monitoring the thermal andmechanical stress load caused by a train running under the OCL allows the resultingwear to be predicted. This provides enhanced cost transparency for the operators,makes predictive maintenance possible and allows more efficient, faster and safer useof existing stock. Interoperability in a very heterogeneous EU electrical infrastructurenetwork will be increased. For high-speed trains, load monitoring is becomingessential, as non-optimised contact forces produce excessive wear and causeenvironmental noise. The EU is addressing these goals with a planned upgrade of theexisting rail network, Trans-European Net.

Description of the workFrom the functional, design and operating requirements as well as simulations of theinteraction between overhead contact line and current collector, the electromagneticimmune sensors and the topology for the sensor network for quasi-distributed temper-ature and contact force will be developed. The emerging results will be transferred ina hardware sensor design with a complementary interrogation unit and primarypackaging for harsh environmental conditions and high voltage potential. The successof the project depends on the enabling of a cross-talk free-embedding of the sensorsinto the collector. The developed and implemented sub-modules, current collectorwith embedded sensors, HV cabling, plus interrogation unit will be integrated andfunctional performance tests will ensure that the project monitoring goals are met.Operation under specified environmental conditions will be proved in the lab. A fieldtest will represent the full verification of the technology.

Expected results- quantitative assessment of transducer packaging, attachment, embedding and

transduction mechanisms;- prediction and measurement of sensor reliability and accuracy;- delivery of a prototype of a monitoring system measuring quasi-distributed

temperature and contact parameters;- integration of sensors with existing train electrical infrastructure.

Smar t Moni to r ing fo r Tra in Systems

168


Title : Smart Monitoring for Train Systems

Acronym: SMITS

Contract N°: G3RD-2002-0812


Total Cost : €3 400 000



Duration: 36 months

Scientific Coordinator : Thomas BOSSELMANNOrganisation: SIEMENS AG CORPORATE TECHNOLOGY

PAUL GOSSEN STR. 100D-91052 ERLANGEN

Contact: Thomas Bosselmann Tel: +49 913 173 1745Fax: +49 913 173 2164





Siemens Aktiengesellschaft Siemens DMorganite Electrical Carbon Morganite UKSocieté Nationale des Chemins de fer Français SNCF FInstitut f. Phys. Hochtechnologie IPHT DCommissariat à l’Energie Atomique CEA FBLS Lötschbergbahn AG BLS CH

169

RAILWAYS TRANSPORT

/ Systems for railways


landtransport and marine technologies b

Documents

emc simulation

new simulation process

continuous simulation

simulation activities

system simulation

car manufacturer

new process

anexchange of simulation