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Continuous Simulation of EMC in Automotive Applications
Project Objectives
Innovations in the automotive area are mainly driven by new electronic systems. With additional electronics, electromagnetic noise emission increases. Thus the success of new technologies will also depend on the solution of EMC problems. A validation for such systems in early stages of the development is mandatory. This validation can only be carried out using simulation. EMC simulation is well advanced in the development process of automotive electronics but the simulation activities of the IC manufacturer, the electronic supplier and the car manufacturer are still stand-alone solutions. An exchange of simulation data does not presently exist. In this project a new continuous concurrent simulation process based on the exchange of EMC models between car manufacturer, electronic supplier and IC developer will be defined. In the new process, the simulation of the car manufacturer is based on the simulation models of the electronic supplier. Their simulation again is based on the simulation models of the IC manufacturer.
Description of the work

After the specification of the test set-up which is the first task of the project, the used ICs (integrated circuits) including micro controller and CAN (controller area network) bus driver, are characterised and modelled with the help of simulation tools and measurements. In parallel, modelling of the control module PCB (printed circuit board) layout and characterisation and modelling of the car environment including cable harness, car body and antenna is realised. All parts are modelled in three different levels of accuracy (level 0/1/2), which are used to develop and increase the accuracy of exchange 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 car antenna). So the project is used for the development of new EMC-design concepts and validation of the simulation process by simultaneous measurements.
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Expected results
As result, new technologies can be validated at earlier stages of the development and opportune measures to reduce electromagnetic emissions can be started in time. A reduction of the time-consuming and cost-intensive production of hardware for redesign cycles will be possible and the reliability of whole electronic systems can be improved. The new simulation process can fundamentally influence the introduction of new technologies in a vehicle, by reducing the time to market and cutting the risk of EMC.
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Title : Continuous Simulation of EMC in Automotive Applications Acronym : COSIME

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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 HASLINGER Organisation : BMW GROUP KNORRSTRAE 147 DE-80788 MNCHEN Contact: Dr Friedrich Haslinger Tel: +49 89 382 37812 Fax: +49 89 382 44563 E-mail: friedrich.haslinger@bmw.de EC Officer: Dr Zoe Ketselidou Tel: +32 2 29 63431 Fax: +32 2 29 63307 E-mail: zoe.ketselidou@cec.eu.int Partners (name, abbreviation, country): BMW Bayrische Motoren Werke AG Magneti Marelli Sistemi Elettronici S.p.A. STMicroelektronics SA (ST) Johannes Kepler University of Linz Institute for Communications and Information Engineering Siemens AG (SIE.ATD.ITPS) BMW MM ST JKU Siemens D I F A D
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Guidelines for Electromagnetic Compatibility Modelling for Automotive Requirements
Project Objectives
The ultimate aim of this project is to ensure that electromagnetic compatibility (EMC) problems will not compromise the success of future vehicle technologies that aim to improve transport and minimise its environmental impact. This will be achieved by using electromagnetic modelling to investigate vehicle EMC performance issues at the design stage, and to make better use of more limited physical testing. Several tools are available that are suitable for this purpose. This project 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.

The work is based on foreground activities aimed at investigating various process issues, which are supported by a long-term background activity concerned with experimental 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.
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Expected results
The project aims to establish the level of detail that is required in whole vehicle electromagnetic models, the relative merits of different techniques, and the benefits of model results. The main output will be practical guidelines for automotive electromagnetic modelling. These will be widely disseminated, through publications, workshops and the internet. These results will help to maintain Europes lead in this field, and to improve the competitiveness of the European automotive industry.
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Title : Guidelines for Electromagnetic Compatibility Modelling for Automotive Requirements Acronym : GEMCAR Contract N : G3RD-CT-1999-00024 Proposal N : GRD1-1999-10453 Total Cost : 2 597 321 EU Contribution : 1 079 691 Starting Date : 01/01/00 Duration : 36 months Scientific Coordinator : Alastair RUDDLE Organisation : MIRA LTD WATLING STREET UK-CV10 0TU NUNEATON
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Contact: Alastair Ruddle Tel: +44 2 476 355551 Fax: +44 2476 355486 E-mail: alastair.ruddle@mira.co.uk EC Officer: Dr Zoe Ketselidou Tel: +32 229 63431 Fax: +32 229 63307 E-mail: zoe.ketselidou@cec.eu.int Partners (name, abbreviation, country): MIRA Ltd Ford Motor Company Ltd EADS CCR Centre Technique des Industries Mecaniques QinietiQ Ecole Polytechnique Fdrale de Lausanne Hevrox EMC/Safety Services NV/SA Office National dEtudes et de Recherches Arospatiales Volvo Technological Development Corporation MIRA FORD EADS CETIM QinietiQ EPFL Hevrox ONERA VTD UK UK F F UK CH B F S
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Integrated Design Process for On-Board Diagnosis
Project Objectives
The importance of diagnosis in on-board automotive systems is constantly growing together with the complexity of the systems. This important role has no confirmation in 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 could sacrifice environmental, customer and sometimes also safety requirements. The IDD project aims at solving this critical situation through the formalisation and standardisation of the diagnostic design process and the realization of new tools for the designers that can help them to evaluate and understanding the effects of each choice on the system being designed. A success in reaching these objectives will lead to new systems with higher degree of reliability and higher diagnostic performances with advantages for the environment, the safety and customers.

The re-organisation of the design chain with the introduction of diagnosis in an early stage of the system development can be achieved by giving designers appropriate tools and methodology. Applying techniques of model-based diagnosis, a new approach for the design process of on-board diagnosis functions in vehicles will be defined, and prototypically demonstrated. The present OBD design process will be analysed using guiding applications. Requirements for all constituents will be derived to improve the present process. An accompanying design process for the intended functions will be defined. In the modelling step, suitable techniques will be identified which support the derivation of models for diagnosis from developed or other tasks (simulation). Design rationales will be investigated with respect to different strategies, and diagnostic tools for the designer will be defined and implemented. A uniform demonstrator will point out the essentials in the developed concepts.
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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.
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Title : Integrated Design Process for On-Board Diagnosis Acronym : IDD

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Contract N : G3RD-CT-1999-00058 Proposal N : GRD1-1999-11263 Total Cost : 3 203 031 EU Contribution : 1 799 956 Starting Date : 01/02/00 Duration : 36 months Scientific Coordinator : Fulvio CASCIO Organisation : CENTRO RICERCHE FIAT STRADA TORINO 50 I-10043 ORBASSANO (TO) Contact: Fulvio Cascio Tel: +39 11 908 3017 Fax: +39 11 908 3082 E-mail: fulvio.cascio@crf.it EC Officer: Dr Zoe Ketselidou Tel: +32 296 3431 Fax: +32 296 3307 E-mail: zoe.ketselidou@cec.eu.int Partners (name, abbreviation, country): Centro di Ricerche Fiat Universit di Torino DaimlerChrysler AG Technische Universitt Mnchen Magneti Marelli S.p.A OCCM Software GmbH Peugeot Citron Automobiles Universit Paris 13 Regienov Renault CRF UNITO DC AG TUM MM OCCM PSA UPN REGIENOV I I D D I D F F F
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To w a r d s t h e P r e d i c t i o n o f H y d r o p l a n i n g : Numerical Simulation and Experimental Validation
Project Objectives
The main purpose of the RTD project TROPHY (towards prediction of hydroplaning: numerical simulation and experimental validation) is the development of advanced simulation tools for tyre design under hydroplaning conditions, in order to reduce the risk of accidents on wet roads, thus increasing safety on the road. The integrated software system customised to hydroplaning phenomena will enable the tyre manufacturers to efficiently design new generations of tyres, with higher resistance to hydroplaning, 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. An additional objective is the dissemination of the research outcome to the public and to safety and transportation agencies.

The integrated software system will be based on existing commercial structural (FEM) and fluid (CFD) codes which will require some specific developments dedicated to hydroplaning phenomena. An FEM deformation and an FEM based tyre-ground contact modules, taking into account non-linear material properties will be developed. Some new experiments will be done in order to model the air entrainment and spray formation. These models will be integrated in the CFD code. A module will be integrated in order to account for the free surface behaviour. Finally the overall application will be developed in a weakly coupled fashion. The developed models will be validated with innovative experimental measurements. Progressive, stepwise applications for non-rolling and rolling conditions in a straight line 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 safety authorities by industrial end-users and by the Road Research Center, as well as to the public at large.
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Expected results
The development of a complete analysis tool for tyre wet traction will improve the overall 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 will ultimately lead to a significant cost reduction to the consumers. Finally it is expected that the developed simulation can be adapted to other areas, such as offshore fluid-structure interaction, marine sloshing and wind engineering applications.
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Title : Towards the Prediction of Hydroplaning: Numerical Simulation and Experimental Validation Acronym : TROPHY Contract N : G3RD-CT-2001-00510 Proposal N : GRD1-2000-25295 Total Cost : 2 769 919 EU Contribution : 1 599 960 Starting Date : 01/06/01 Duration : 36 months Scientific Coordinator : Professor Charles HIRSCH Organisation : NUMECA INTERNATIONAL SA AVENUE FRANKLIN ROOSEVELT, 5 B-1050 BRUSSELS
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Contact: Professor Charles Hirsch Tel: +32 2 647 8311 Fax: +32 2 647 9398 E-mail: charles.hirsch@numeca.be EC Officer: Patrick Mercier-Handisyde Tel: +32 2 296 8329 Fax: +32 2 296 3307 E-mail: patrick.mercier-handisyde@cec.eu.int Partners (name, abbreviation, country): Manufacture Franaise des Pneumatiques Michelin MSC Software Numeca International Pirelli Pneumatics S.p.A. University Hannover University Martin Luther Vrije Universiteit Brussel MICHELIN MSC NUMECA PIRELLI U.HAN U.ML VUB F NL B I D D B
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Advanced Virtual Analysis of Crash Environments
Project Objectives
The objective of the ADVANCE project is to enhance the current situation of passenger safety simulations, in order to identify sensitivities and reduce dispersion of the simulation responses, allowing for a cost-effective and predictive means of ensuring more reliable automotive designs. The regulatory instances should also benefit from the outcome of the project since passenger injury evaluations may then be performed on a unified European basis, with higher frequency and accessibility than currently provided only upon a manufacturer's requirements. The project should provide simulation enhancements modelling methodologies, evaluation and identification tools and experimental data. Consequently, parametric studies on the dummy sensitivities to structural, material and restraint system modelling will be performed.

The project is divided into six technical work packages and one management work package. 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.
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Expected results
During the course of the project, many experimental and numerical simulation results will be obtained and compared. This comparison will be based on the automatic quality rating and evaluation tool ADVISER, developed also within the project. Guidelines on the sensitivity of numerical models to modelling issues will be provided and improvements to some current theoretical models will be devised. We expect to improve the acceptance and the validity of the crash simulations, especially within the domain of safety applications
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Title : Advanced Virtual Analysis of Crash Environments Acronym : ADVANCE

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Contract N : G3RD-CT-2000-00276 Proposal N : GRD1-2000-25194 Total Cost : 2 414 000 EU Contribution : 1 350 000 Starting Date : 01/02/01 Duration : 36 months Scientific Coordinator : Dr Kambiz KAYVANTASH Organisation : MECALOG SARL CENTRE DAFFAIRES 2 RUE DE LA RENAISSANCE F-92184 ANTONY CEDEX Contact: Kambiz Kayvantash Tel: +33 1 555 90190 Fax: +33 1 555 90190 E-mail: kambiz@mecalog.fr EC Officer: Patrick Mercier-Handisyde Tel: +32 2 296 8329 Fax: +32 2 296 3307 E-mail: patrick.mercier-handisyde@cec.eu.int Partners (name, abbreviation, country): MECALOG SARL DaimlerChrysler AG TRW Occupant Restraint Systems GmbH Nederlands Organisation for Applied Scientific Research Fundacio para la Investigacion y Desarrollo en Automacion CAD-FEM GmbH Polytecnico di Torino Polytechnika Warszawska National University of Athens Regienov EIG (Renault, RVI) MECALOG DC AG TRW TNO CIDAUT CADFEM PT WUT NTUA RENAULT F D D NL ESP D I POL EL F
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Advanced Methods For Improved Child Safety
Project Objectives
The objectives of CHILD are to increase the knowledge in areas specifically regarding children, and to use the information in beneficial applications of child restraint systems (CRS) design, evaluation, testing and regulation. This project includes real-world observations and accident investigations, both real and virtual reconstructions, child models (dummy and human) and further evaluation of existing dummies. All these data will enable the investigation of child injury mechanisms and tolerances and to establish injury criteria and risk curves. The information will be consolidated in the context of child restraint design, testing and regulation. In addition CHILD seeks to complement the activities of other European projects such as PENDANT, HUMOS, VITES, ADVANCE and PRISM as well as the activities of EURONCAP, in order to establish Protection Reference Values for the different body regions for children. Formal contributions will be made to bodies responsible for the development and revision of relevant child restraint standards.

The 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 relating to 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 (fullscale and virtual testing); WP3 enables the analysis and consolidation of the results, selection of accidents and synthesis of the reconstructions, development of analytical tools for databases and injury criteria, risk curves and procedures; WP4 is for the co-ordination of the project. A website will be set up as one major means of information dissemination; A large consortium with good geographical representation within Europe and a balance between research, industry, regulation and testing make the strength of this project. The opportunity to apply this specialised knowledge to the characteristics, needs and circumstances of children is fundamental and vital to ensure better protection in cars.
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Expected results
The 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 and virtual reconstructions, child-based simulation methods and tools, including human and dummy models, further evaluation of the Q dummies, child injury criteria and risk curves. Contributions will be made to authorities responsible for revision and development of relevant child restraint standards.
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Title : Advanced Methods For Improved Child Safety Acronym : CHILD

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Contract N : G3RD-CT-2002-00791 Proposal N : GRD2-2001-50075 Total Cost : 4 506 640 EU Contribution : 2 985 754 Starting Date : 01/06/02 Duration : 36 months Scientific Coordinator : Franoise BRUN-CASSAN Organisation : RENAULT 132 RUE DES SUISSES F-92000 NANTERRE Contact: Franoise Brun-Cassan Tel: +33 1 47 77 35 58 Fax: +33 1 47 77 36 36 E-mail: francoise.cassan@lab-france.com EC Officer: Angel Rodriguez Llerena Tel: +32 2 29 64213 Fax: +32 2 29 63307 E-mail: angel.rodriguez-llerena@cec.eu.int Partners (name, abbreviation, country): Regienov Peugeot Citron Automobiles PCA Fiat Auto S.p.a Technical University Berlin Loughborough University Institut National de Recherche sur les transports et leur Scurit Netherlands Organisation for Applied Scientific Research IDIADA Automotive Technology Chalmers University of Technology TRL Limited Bundesanstalt fr Strassenwesen Universit Louis Pasteur Medical University Hannover RENAULT PSA FIAT TUB VSRC INRETS TNO IDIADA Chalmers TRL BAST ULP MUH F F I D UK F NL E S UK D F D
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Development of a Set of Human Models for Safety 2
Project Objectives
The overall objective of the project is to contribute to the improvement of transport safety through development of human body numerical models allowing an accurate injury risk prediction for a large range of accident situations. An anthropometric database, a scaling tool and a positioning tool will be developed to obtain three models representative of the 5th percentile female and the 50th and 95th percentile male in driving and pedestrian positions. Data concerning internal organ interaction, the effect of muscle tone, the biomaterial behaviour during dynamic loading and injury mechanisms will be acquired and integrated in the models. After the validation of the models, they will be extensively used in realistic crash situations to assess their capabilities for injury prediction.

The project is structured into five scientific work packages. WP1 and WP2 will provide meshes of the 5th percentile female and of the 50th and 95th percentile male in sitting and standing positions. For that, scaling and positioning tools will be developed respectively in WP1 and WP2. WP3 deals with the improvement of biomechanical knowledge concerning the mechanical properties of biological tissues, 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 that will serve as provider of input data for WP4. In this work package, the developed models will be improved by adding the simulation of injury mechanisms, of pressurisation and of the effect of muscle tone and then validated. WP5 will be dedicated to an extensive use of the validated models in different impact conditions to assess their capacity in predicting injuries.
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Expected results
The 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.
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Title : Development of a Set of Human Models for Safety 2 Acronym : HUMOS 2

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Contract N : G3RD-CT-2002-00803 Proposal N : GRD2-2001-50053 Total Cost : 4 476 462 EU Contribution : 3 199 966 Starting Date : NA Duration : 36 months Scientific Coordinator : Jean Pierre VERRIEST Organisation : INSTITUT NATIONAL DE RECHERCHE SUR LES TRANSPORTS ET LEUR SCURIT INRETS 25 AVENUE FRANOIS MITTERRAND F-69675 BRON Contact: Jean Pierre Verriest Tel: +33 4 7214 2350 Fax: +33 4 7214 2360 E-mail: jpv@inrets.fr EC Officer: Patrick Mercier-Handisyde Tel: +32 2 296 8329 Fax: +32 2 296 3307 E-mail: patrick.mercier-handisyde@cec.eu.int Partners (name, abbreviation, country): Institut National sur les Transports et leur Scurit ChalmersUniversity of Technology Technical University of Eindhoven Engineering System International Gmbh Faurecia siges dautomobile S.A University of Heidelberg Socit dEtudes et de Recherches de lcole nationale suprieure des Arts et Mtiers Mecalog SARL Universit de la Mditerrane Ludwig Maximilians Universitt Mnchen Institut fr Rechtsmedizin Peugeot Citron Automobiles Regienov Renault Recherche et Innovations Netherlands organisation for Applied Research Volvo Car Corporation Volkswagen AG INRETS Chalmers TU/e ESI Faurecia UoH SERAM MECALOG UnivMed LMU PSA REGIENOV TNO Volvo VW F S NL D F D F F F D F F NL S D
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Improved Failure Prediction for Advanced C r a s h w o r t h i n e s s o f Tr a n s p o r t a t i o n V e h i c l e s
Project Objectives
Crashworthiness simulation has been a major factor that has enabled automotive manufacturers to achieve a 30 to 50% reduction in development time and costs over the past decade. And today, this technology is a mature and proven design tool for the development of conventional ductile steel automotives where the predominant energy absorption mechanisms are bending and plastic crushing. For these cases usually only minimal prototype testing is needed, at the end of the design phase, for the purpose of confirming the simulation based design. However, demand for greater weight saving and crashworthiness protection has necessitated new design concepts and the use of lightweight materials that often have limited ductility and a complex failure. Various advanced metals including aluminium, high strength steel and magnesium will be used to develop new generic material failure models. Initial failure will be predicted using state-of-the-art void growth and damage mechanics concepts and subsequent crack propagation will be described using fracture mechanics approaches. Plastics, as used for example in bumpers and internal trim for occupant protection, are another important category of materials that will be investigated. For jointing systems spotwelds, rivets and weldlines will all be studied and failure models developed. The theoretical work will be undertaken by experienced research partners and supported by an automotive testing institute and a materials manufacturer. The consortium therefore represents the complete chain from material supplier to software developer and end-user.
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The 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 data acquisition during (and after) the project; - a review of failure models will be made from which new theoretical models will be developed; - the new failure models will be implemented in the software and industrialised. Techniques such as adaptive meshing, mesh independent solutions and code optimisation will be made; - test and detailed analyses will provide a detailed understanding of the mechanisms of failure of jointing systems. This work will provide the basis to develop new macro-failure models suitable for crash analysis; - validation work will be undertaken by industrial partners using coupon, components and 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 for biaxial loading has been developed; - guidelines are being established to characterise materials and jointing testing which will be of great value to industry; - new numerical dynamic failure models which include process history, anisotropy and temperature effects have been developed and implemented in the PAM-CRASH code for crashworthiness 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 for crash simulation.
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Title : Improved Failure Prediction for Advanced Crashworthiness of Transportation Vehicles Acronym : IMPACT Contract N : G3RD-CT-2000-00186 Proposal N : GRD1-1999-10222 Total Cost : 3 210 000 EU Contribution : 1 790 000 Starting Date : 01/07/00 Duration : 36 months Scientific Coordinator : Dr Thomas PYTTEL Organisation : ENGINEERING SYSTEMS INTERNATIONAL GMBH FRANKFURTER STR 13-15 D-65760 ESCHBORN Contact: Dr Thomas Pyttel Tel: +49 61 9695 8317 Fax: +49 61 9695 8311 E-mail: tp@esigmbh.de EC Officer: Robert Giordano Tel: +32 2 295 0011 Fax: +32 2 296 3307 E-mail: robert.giordano@cec.eu.int Partners (name, abbreviation, country): Engineering Systems International GmbH BMW Bayerische Motoren Werke AG Volkswagen AG Audi AG Institute for Applied Automotive Research Alusuisse Technology & Management Ltd Systus International University of Oxford University of Valenciennes (Lab. of Mech. Eng.) Steyr-Daimler-Puch Fahrzeugtechnik AG & Co KG Ecole Normale Suprieure de Cachan (LMTC) Centre Catal del Plstic Centro di Ricerche Fiat SCpA ESI BMW VW AUDI IDIADA Alusuisse Systus Oxford Valenc SDP LTMC CCP CRF D D D D E CH F UK F A F E I
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Improvement of Rollover Safety for Passenger Vehicles
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; to generate instructions to develop and evaluate the functional requirements of occupant 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.

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WP1: Accident statistics will be performed to gain information on real rollover accidents and their mechanisms. WP2: Through in-depth accident analysis of selected accidents, different rollover categories will be derived. In addition realistic cases which will be used to evaluate the efficiency of protection systems; WP3: Rolling phase/injury mechanisms, detailed analysis of the roll phase will be performed 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 vehicle structure, interior and restraint system; WP5: Experimental test methods, physical test methods will be assessed for the evaluation of vehicle structure, interior and restraint system; WP6: Design instructions and demonstration, performance criteria for all rollover relevant 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.
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Title : Improvement of Rollover Safety for Passenger Vehicles Acronym : ROLLOVER

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Contract N : G3RD-CT-2002-00802 Proposal N : GRD2-2001-50086 Total Cost : 3 470 805 EU Contribution : 2 100 000 Starting Date : NA Duration : 36 months Scientific Coordinator : Bertram C. GEIGL Organisation : TU-GRAZ, INSTITUT F. MECHANIK U. GETRIEBELEHRE KOPERNIKUSGASSE 24 A-8010 GRAZ Contact: Bertram C. Geigl Tel: +43 732 3432 0026 Fax: +43 732 3432 0028 E-mail: geigl@mech.tu-graz.ac.at EC Officer: Patrick Mercier-Handisyde Tel: +32 2 296 8329 Fax: +32 2 296 3307 E-mail: patrick.mercier-handisyde@cec.eu.int Partners (name, abbreviation, country): Technical University of Graz Engineering Systems International GmbH MIRA Limited Netherlands Organization for Applied Scientific Research Ustav pro Vyzkum Motorovych Vozidel s.r.o Steyr Daimler Puch Fahrzeugtechnik AG & Co KG (SFT) IDIADA Automotive Technology SA Ludwig Maximilian Universitt Mnchen Concept Technologie GmbH Gesamtverband der Deutschen Versicherungswirtschaft e.V. Bolton Institute of Higher Education, Bolton Automotive Group Ford Motor Company Regienov Renault Reserche Innovation Delphi Automotive Systems Deutschland GmbH TRW Occupant Restraint Systems Saab Automobile AB TUG ESI MIRA TNO UVMV MAGNA Steyr IDIADA LMU CONCEPT GDV BOLTON INST FORD REGIENOV DELPHI TRW SAAB A D UK NL CZ A E D A D UK UK F D D S
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Side Impact Dummy Biomechanics and Experimental Research
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) by providing a more advanced and more humanlike test tool for industry and regulators; - to reduce costs associated with meeting side impact standards for automotive manufacturers by 25% of the total development costs by harmonising the anthropomorphic test device for compliance testing; - to enhance the know-how on the human responses and injury types sustained by car occupants involved in side car accidents as well as on the efficacy of improved vehicle design, following the introduction of EC Regulation 95; - to further develop the WorldSID dummy and provide guidelines for regulatory application testing and/or EuroNCAP consumer testing protocols; - to derive a set of injury risk functions to be used with the dummy that will provide the users with a direct relationship between dummy responses and the protection offered.

The project is organised in five work packages. WP1 aims to expand the European database of side impact accidents with newer vehicles to determine the efficacy of improved vehicle design and to select two accidents to be reconstructed with WorldSID. In WP2 tests with human specimens will be carried out to increase the biomechanical knowledge on side impact, and to produce injury risk functions. In WP3 the WorldSID prototype responses will be compared with the human responses found in WP2. The work in WP 2 and 3 will serve as basis for WP4 activities, to design, build and validate improvements to the dummy, resulting in the WorldSID pre-production version. The latter will be evaluated by the project partners, to assess the dummy's biofidelity, its effectiveness as injury prediction tool and usefulness as regulatory test device. WP5 consists of co-ordination, harmonisation and exploitation activities, to ensure the results of the project are coordinated, shared with and used by international standard setting bodies and industrial organisations.
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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 active restraint systems and related patterns of injury induced by these systems; - a set of dummy performance requirements and injury criteria for shoulder, lumbar spine and legs in lateral impact conditions; - a WorldSID pre-production prototype with improved humanlike behaviour and guidelines for future regulatory testing.
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Title : Side Impact Dummy Biomechanics and Experimental Research Acronym : SIBER
Passive safety
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Contract N : G3RD-2000-00365 Proposal N : GRD1-2000-25657 Total Cost : 3 160 000 EU Contribution : 1 730 000 Starting Date : 01/02/01 Duration : 36 months Scientific Coordinator : Dr Michiel VAN RATINGEN Organisation : TNO AUTOMOTIVE SCHOEMAKERSTRAAT 97 PO BOX 6033 NL-2600 JA DELFT Contact: Michiel van Ratingen Tel: +31 15 269 6342 Fax: +31 15 262 4321 E-mail: vanratingen@wt.tno.nl EC Officer: Patrick Mercier-Handisyde Tel: +32 2 296 8329 Fax: +32 2 296 3307 E-mail: patrick.mercier-handisyde@cec.eu.int Partners (name, abbreviation, country): Association des Constructeurs Europens d'Automobiles Bundesanstalt fr Strassenwesen First Technology Safety Systems Institut National de Recherche sur le Transport et leur Scurit Motor Industry Research Association Transport Research Laboratory Dutch Organisation for Applied Scientific Research TRW Automotive Occupant Restraint Systems ACEA B BASt D FTSS Europe NL INRETS F MIRA, ltd UK TRL, ltd UK TNO NL TRW D
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V i r t u a l Te s t i n g f o r E x t e n d e d V e h i c l e Passive Safety
Project Objectives
The main objectives of this project are to define procedures and guidelines for virtual testing 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. New procedures and guidelines for model development, validation and application will be developed, including a method to predict scatter in crash test results. These procedures will enhance reliability of virtual testing and improve the quality of methods and products These objectives are vital for the European road vehicle safety policy. The focus of the project is on passenger car occupant protection in frontal and side impact collisions as well as intermediate impact directions. The methods developed will, in a more general sense, enhance our capability to address safety for other accident scenarios such as roll over and rearward loading and the protection of vulnerable road users such as pedestrians.

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In WP1 guidelines and procedures for virtual testing will be developed. Existing models of crash dummies, humans, vehicles, restraint systems, and barriers will be evaluated according to these procedures to demonstrate the current state of the art and to indicate areas for further improvement of virtual testing methods. In WP2 a method will be developed to predict the stochastic response of crash tests in relation to the scatter of component responses in the system. In particular, the variability of regulated crash dummies will be evaluated and implemented in a stochastic analysis tool. This research will also indicate areas where the current regulated dummy responses are insufficiently reproducible. In WP3 models evaluated and enhanced in WP1 & WP2 will be used to develop procedures extending the range of protection to real life crash conditions. Extensive simulations will be performed for a range of impact directions, impact velocities, occupant body sizes, and body positions. These simulations will identify gaps in the current regulations where occupants are not optimally protected. A validated virtual test 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.
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Title : Virtual Testing for Extended Vehicle Passive Safety Acronym : VITES
Passive safety
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Contract N : G3RD-CT-2000-00312 Proposal N : GRD1-2000-25655 Total Cost : 3 000 000 EU Contribution : 1 700 000 Starting Date : 01/02/01 Duration : 36 months Scientific Coordinator : Jack VAN HOOF Organisation : TNO SCHOEMAKERSTRAAT 97 NL-2600 JA, DELFT Contact: Jack van Hoof Tel: +31 15 269 7075 Fax: +31 15 262 4321 E-mail: vanhoof@wt.tno.nl EC Officer: Patrick Mercier-Handisyde Tel: +32 2 296 8329 Fax: +32 2 296 3307 E-mail: patrick.mercier-handisyde@cec.eu.int Partners (name, abbreviation, country): Netherlands Organisation for Applied Research Societ Consortile per Azioni BMW Bayerische Motoren Werke AG Transport Research Laboratory TRW MECALOG sarl AUTOLIV Bundesanstalt fr Straenwesen Cranfield Impact Centre CIDAUT Technische Universitt Graz, Institut F. Mechanik University of Birmingham Warsaw University of Technology TNO CRF BMW TRL TRW MECALOG AUTOLIV BASt CIC CIDAUT TUG BASC NL I D UK D F D D UK E A UK PL
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D e v e l o p m e n t o f N e w D e s i g n a n d Te s t M e t h o d s f o r Whiplash Protection in Vehicle Collisions
Project Objectives
The objective of this project is to pave the way for the realisation of a new generation of road vehicles, which offer a better protection against neck injuries. Currently, neither a test method nor a design method exists to support the industrial need for designing safer vehicles with respect to whiplash injuries. As a result of the 4th Framework WHIPLASH project, a test and design method has been developed for low severity neck injuries. 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 to minimise the incidence and risk of neck injuries in frontal and oblique impacts as well as in the rebound phase of a rear-end collision, and to integrate this with the recently developed methods for the loading phase of rear-impact collisions. The aim is to reduce the 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.

The 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 mechanism in detail; - WP3 aims at the development of an omni-directional whiplash dummy and computer models of this dummy representing three different sizes; - WP4 concentrates on the development of the test method for injury assessment and benchmarking of some European vehicle designs; - WP5 applies the developed tools and results in implementable design guidelines for safer vehicle designs together with a demonstrator showing the benefit of the developed methods; - WP6 concerns the project management and coordination with parties outside the consortium, such as other European projects, the European vehicle passive safety network, EEVC and international harmonisation.
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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.
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Title : Development of New Design and Test Methods for Whiplash Protection in Vehicle Collisions Acronym : WHIPLASH 2 Contract N : G3RD-CT2000-00278 Proposal N : GRD1-2000-25674 Total Cost : 3 600 000 EU Contribution : 2 100 000 Starting Date : 01/03/01 Duration : 36 months Scientific Coordinator : H. J. CAPPON Organisation : TNO AUTOMOTIVE SCHOEMAKERSTRAAT 97 NL-2628 VK DELFT Contact: M. Mahieu Tel: +31 15 269 7054 Fax: +31 15 262 4321 E-mail: mahieu@wt.tno.nl EC Officer: Patrick Mercier-Handisyde Tel: +32 2 296 83 89 Fax: +32 2 296 33 07 E-mail: patrick.mercier-handisyde@cec.eu.int Partners (name, abbreviation, country): TNO Automotive First Technology Safety Systems Transport Research Laboratory Technical University of Graz DaimlerChrysler A.G. Volkswagen AG Gesamtverband der Deutschen Verzicherungswirtschaft Eidgenssische Technische Hochschule Zrich Folksam Lear Corporation Chalmers University of Technology Regienov (Renault) PSA Peugeot-Citron Betrand Faure and Ecia (Faurecia) Centro di Recherche Fiat TNO FTSS TRL TUG DC AG VW GDV ETH Folksam Lear Chalmers REGIENOV PSA B.F.E. SA CRF NL UK UK A D D D CH S I S F F F I
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C a r a n d Tr u c k L i g h t i n g A n a l y s i s : R a t i n g s a n d Evaluations for Safety and Comfort Objectives
Project Objectives
The CLARESCO project is aimed at improving traffic safety and car and truck drivers comfort using innovative lighting technologies. This requires analysis of human perception 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 simulation tools.

The first part of the CLARESCO project consists of testing and adapting advanced lighting strategies. Technical data concerning safety and perceptual figures, lighting models and headlamp descriptions will be collected. Both graphical modelling tools and graphic databases will be developed to get realistic rendering of the lighting simulation for the evaluation sessions. The second part of the project aims at assessing, by using car and truck driving simulators, the impact of new lighting strategies on driver perception and behaviour, traffic safety and drivers' comfort. To reach that goal, specific evaluation protocols and procedures 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 to recommendations in the specific areas of safety, comfort and ergonomics of innovative lighting strategies for cars and trucks.
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Expected results
The 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.
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Title : Car and truck Lighting Analysis: Ratings and Evaluations for Safety and Comfort Objectives Acronym : CLARESCO Contract N : NA Proposal N : GRD2-2001-50000 Total Cost : 2 999 955 EU Contribution : 1 499 976 Starting Date : NA Duration : 36 months Scientific Coordinator : Dr Andras KEMENY Organisation : RENAULT TECHNOCENTRE RENAULT TCR AVA 2 12 1 AVENUE DU GOLF F-78288 GUYANCOURT CEDEX Contact: Dr Andras Kemeny Tel: +33 1 34 95 1985 Fax: +33 1 34 95 2730 E-mail: andras.kemeny@renault.com EC Officer: Patrick Mercier-Handisyde Tel: +32 2 296 83 29 Fax: +32 2 296 33 07 E-mail: patrick.mercier-handisyde@cec.eu.int Partners (name, abbreviation, country): Renault Renault VI AB Volvo HELLA TRL SINTEF LPPA (CNRS CdF) OKTAL AUTOSIM TRADEMCO F S D UK NO F F NO EL
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Innovative and Efficient Air Quality Management System for a Healthy, Comfortable and Safe In-Vehicle Environment
Project Objectives
Although current interest has emphasised the adverse effects of outdoor air pollution, it is recognised that indoor air pollution (from the outdoor environment, interior materials, anthropogenic activities, and air-conditioning systems) is also of critical importance. The project aims to develop an innovative, efficient and modular air quality management system in vehicles, able to provide a sustainable treatment of air pollutants from outdoor and indoor sources and to offer a healthy, comfortable and safe environment for driver and passengers. The new system is based on the destruction of gaseous pollutants and the removal of fine aerosol particles using innovative technologies. The developed compact air conditioning prototype for vehicles will be equipped with an advanced air monitoring system and enhanced driver/vehicle interfaces. The technological approach may be applicable to other types of mobile cabins (e.g. buses, trucks, rails, aircrafts).

The 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 noxious gases, fine particles, allergens, microbiological contaminants; - implementation of advanced on-board interfaces for passengers/vehicle for enhanced air quality awareness, improved information for passengers and for preventive maintenance; - technology assessment of the innovative system by on-board trials.
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Expected results
The 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 system and advanced interfaces between driver/vehicle; - give advanced information on cabin air pollution exposure and system preventive maintenance; - ensure a pure and healthy environment in cabin and improved comfort and safety; - improve working conditions for professional drivers.
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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 EU Contribution : 2 007 484 Starting Date : NA Duration : 36 months Scientific Coordinator : Carine PAUMIER Organisation : VALEO CLIMATISATION 8 RUE LOUIS LORMAND F-78321 LA VERRIERE Contact: Carine Paumier Tel: +33 1 34 61 5880 Fax: +33 1 30 13 5464 E-mail: carine.paumier@valeo.com EC Officer: Claudia Vivalda Tel: +32 2 296 8524 Fax: +32 2 296 3305 E-mail: claudia.vivalda@cec.eu.int Partners (name, abbreviation, country): Valeo Climatisation Societ Consortile per Azioni Technical Research Centre of Finland BMW Bayerische Motoren Werke AG Universit de Poitiers I.U.T. Institut fr Umwelttechnologien Gmbh Swiss Federal Institute of Technology Zrich MicroChemical Systems SA VALEO CRF VTT BMW UNIV-POITIERS IUT GmbH ETHZ MiCS F I FIN D F D CH CH
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Enhanced Human-Machine Interface for On-Vehicle Integrated Driving Support System
Project Objectives
The aim is the development of an innovative human-centred driver support system to be operable in case of driver-impaired or erroneous behaviour under different traffic scenarios. The proposed integrated system will merge the functionality of two different sensors (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 good visibility, when dangerous situations occur. Data derived from the two sensors will be processed and combined to enhance the performance of the system well beyond what it is possible by a combination of individually processed sensor data at the HMI (humanmachine interface) level. The definition of the most effective strategy to support, when needed, the driver with information will allow the development of a system to increase effectively drivers comfort and safety. The advantage will be further increased by the introduction of the concept of human machine interface, which is no longer standalone but will be designed to be open to other on-vehicle data/ information flow.

EUCLIDE aims to enhance road safety in cases of low visibility, developing a system for driver support, fusing the data of a far infrared sensor and a microwave radar; and equipping it with an open and interoperable user interface, based on efficient use of visual and acoustic warning signals, able to attract driver's attention while minimising his/her distraction. The data fusion of those sensors and the optimal integration of the user interfaces will lead to a new type of driver assistance system, able to distinguish obstacles from what is outside and above the road, to identify the type of obstacle, to give the driver an enhanced perception of the road ahead and to warn the driver, in case of need, of dangerous situations in an intuitive, effective and safe way. The EUCLIDE concept and its subsystems will be tested in a series of pilots before the final installation, including laboratory experiments with the virtual prototypes and driving simulator experiments.
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Expected results
The 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 technically verify the system reliability and to perform on-road experiments to validate system performances, the usability and the users acceptance.
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Title : Enhanced Human-Machine Interface for On-Vehicle Integrated Driving Support System Acronym : EUCLIDE Contract N : GRD1-2000-26801 Proposal N : GRD1-2000-26801 Total Cost : 3 849 067 EU Contribution : 2 349 624 Starting Date : 01/03/01 Duration : 36 months Scientific Coordinator : Luisa ANDREONE Organisation : CENTRO RICERCHE FIAT STRADA TORINO 50 I-10043 ORBASSANO TORINO Contact: Luisa Andreone Tel: +39 011 9083 071 Fax: +39 011 9083 083 E-mail: luisa.andreone@crf.it EC Officer: Patrick Mercier-Handisyde Tel: +32 2 296 8329 Fax: +32 2 296 3307 E-mail: patrick.mercier-handisyde@cec.eu.int Partners (name, abbreviation, country): Centro Ricerche Fiat S.C.p.A. CEDIP Infrared Systems Volvo Car Corporation DaimlerChrysler AG University of Stuttgart Chemnitz University of Technology Robert Bosch GmbH ICCS/NTUA EC-JRC-ISIS CRF CEDIP VOLVO DC AG USTUTT TUC BOSCH ICCS/NTUA JRC I F S D D D D EL I
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Road Awareness for Driving via a Strategy that Evaluates Numerous Systems
Project Objectives
The main objective of RoadSense is to develop an industry standard evaluation framework for new Human Vehicle Interactions (HVI) strategies. RoadSense aims to deliver guidelines for the methods of HVI tests that measure the impact of new invehicle systems on driver behaviour. It is anticipated that these guidelines will facilitate the 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 system functions and support the consistent assessment of HMI proposals; - to develop an open platform allowing a modular approach to the prototyping tool designed to support structured upgrade to keep pace with future technology.

RoadSense will start with an analysis of accident data collected for European accident databases. These data will be used to identify common mechanisms of driver functional failure and appropriate test scenarios. RoadSense will then review the measures and metrics devised to investigate driver performance and select the most valid scenarios for use in a programme of evaluation trials. A hardware/software system termed D-BITE (Driver Behaviour Interface Test Equipment) will be developed to implement the trials methodology. In parallel, a number of demonstrator vehicles will be developed to prove the proposed methodology and test system. The evaluation trials will involve the assessment of the demonstrator vehicles via specific case studies that draw on the situations determined by the initial accidentology. The final activity will involve the creation of guidelines and extensive dissemination in order to establish the RoadSense methodology as a de facto standard for the European automotive industry.
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Expected results
RoadSense will produce a standard methodology for the assessing the impact of new in-vehicle systems on driver performance. The project will produce a sophisticated hardware/software system that can be adopted by automotive manufacturers and their suppliers to implement the RoadSense methodology. The RoadSense Guidelines will promote higher standards of system performance in terms of safety, support and comfort and a consistent character to systems designed by Europe's automotive sector.
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Title : Road Awareness for Driving via a Strategy that Evaluates Numerous Systems Acronym : RoadSense Contract N : G3RD-CT-2000-00254 Proposal N : GRD1-2000-25572 Total Cost : 4 410 992 EU Contribution : 2 800 000 Starting Date :01/02/01 Duration : 36 months Scientific Coordinator : John RICHARDSON Organisation : JAGUAR CARS ENGINEERING CENTRE ABBEY ROAD, WHITLEY UK-CV3 4LF COVENTRY
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Contact: John Richardson Tel: +44 2476 207318 Fax: +44 2476 206533 E-mail: jrich104@jaguar.com EC Officer: Patrick Mercier-Handisyde Tel: +32 2 296 8329 Fax: +32 2 296 3307 E-mail: patrick.mercier-handisyde@cec.eu.int Partners (name, abbreviation, country): Jaguar Cars Centro di Ricerche Fiat Porsche AG Universit Blaise Pascal (LASMEA) Cranfield University Peugeot Citron Automobiles Regienov Renault Recherche et Innovation Netherlands Organization for Applied Scientific Research Centre National de la Recherche Scientifique Universit de Technologie de Compigne (HEUDIASYC) Jaguar CRF Porsche AG UBP Cranfield PSA Renault TNO CNRS UTC UK I D F UK F F NL F F
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Crashworthiness of Joints in Aluminium Rail Vehicles
Project Objectives
Aluminium alloys are now in widespread use in Europe and elsewhere for rail vehicle construction. However in recent collisions involving seam-welded aluminium rail coaches, observations showed that some of the longitudinal seam welds had fractured for some metres beyond the zone of severe damage, the panels themselves generally being intact without significant distortion. The designer needs the data to assess this fracture phenomenon and be able to take appropriate measures. In addition to this requirement, there is a need for innovation in the use of joining techniques and joint design concepts to improve the performance of the vehicles under severe conditions. ALJOIN aims to prove innovative aluminium welding technologies, such as friction stir welding (FSW), in the construction of new rail vehicles. ALJOIN will study and evaluate the use of alternative grades of aluminium alloys to contribute to the crashworthiness of the rail vehicles.

The ALJOIN Project will appraise the use of alternative non-fusion welding techniques for rail coaches, such as friction stir welding (FSW) using different grades of aluminium less susceptible to fusion weakening with the aim of improving the overall crashworthiness of the rail vehicles and therefore their safety. Performance criteria for aluminium welding in the new generations of rail vehicles will be defined and the performance of aluminium alloys shall be tested in both static and dynamic loadings. These tests shall be conducted in conjunction with finite element simulations 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 for assessing crashworthiness in the context of welded aluminium joints and structures that is currently not fully covered by existing design codes, especially as far as energy absorption and the effects of strain localisation on the structural behaviour of the joints are concerned.
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Expected results
The 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.
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Title : Crashworthiness of Joints in Aluminium Rail Vehicles Acronym : ALJOIN Contract N : NA Proposal N : GRD2-2001-50065 Total Cost : 2 177 807 EU Contribution : 1 200 037 Starting Date : expected by spring 2002 Duration : 36 months Scientific Coordinator : Andrea BARBAGELATA Organisation : DAPPOLONIA VIA SAN NAZARO 19 I-16145 GENOVA Contact: Andrea Barbagelata Tel: +39 10 362 8148 Fax: +39 10 362 1078 E-mail: andrea.barbagelata@dappolonia.it EC Officer: Joost De Bock Tel: +32 2 296 9089 Fax: +32 2 296 3307 E-mail: joost.de-bock@cec.eu.int Partners (name, abbreviation, country): DAppolonia Advanced Railway Research Centre, University of Sheffield Alcan Bombardier Transportation DanStir The Welding Institute DAPP ARRC ALU BOM DAN TWI I UK CH S DK UK
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Design and manufacturing
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European Driver's Desk
Project Objectives
The 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-machineinteraction. The modular desk design as well as the development and integration of new display techniques should generate innovative, cost-effective and flexible hard- and software solutions. The new driver's desk layout should be capable of harmonisation to the greatest degree and meet Europe-wide acceptance without hindering future developments, e.g. future command and control systems. Considerable economic benefits are anticipated for both suppliers and operators. Apart from the enhancement of competitiveness for the European rail supply industry it is expected that the exploitation of EUDD will result in new business opportunities, e.g. refurbishment. A further main objective is the improvement of driver's working conditions.

The 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 resulting from the analysis of railway management practices, operating and safety polices, functional and layout construction of existing modern desks, driver's working conditions, future technological trends, innovative solutions in other transport industries, customer (railways and drivers) requirements and economic impacts for railways and industry. The design phase results into the realization of three to four versions of the preferred modular basic layout to be assessed by drivers. Hardware devices (displays, controls, switches) as well as the software solutions belonging to it will be combined together with the modular desk design to a full functional mock-up to be evaluated in a simulator.
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Expected results
The 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.
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Title : European Driver's Desk Acronym : EUDD Contract N : G3RD-CT-2000-00457 Proposal N : GRD1-2000-25786 Total Cost : 4 515 468 EU Contribution : 2 747 262 Starting Date : 01/01/01 Duration : 32 months Scientific Coordinator : Wolfgang H. STEINICKE Organisation : FORSCHUNGS- UND ANWENDUNGSVERBUND VERKEHRSSYSTEMTECHNIK (FAV) BERLIN AM BORSIGTURM 48 D-13507 BERLIN Contact: Thomas Meissner Tel: +49 304 303 3541 Fax: +49 304 303 3550 E-mail: tmeissner@fav.de EC Officer: Joost de Bock Tel: +32 2 296 9089 Fax: +32 2 296 3307 E-mail: joost.de-bock@cec.eu.int Partners (name, abbreviation, country): Forschungs- und Anwendungsverbund Verkehrssystemtechnik Berlin Bombardier Transportation Alstom Transport S.A. BREDA Construzioni Ferroviarie SpA Universitat Politcnica de Catalunya Stichting European Rail Research Institute Faiveley Transport S.A. IAS Institut fr Arbeits- und Sozialhygiene Stiftung SGW Werder GmbH Siemens AG Transportation Systems Technische Universitt Wien Deuta-Werke GmbH (Subcontractor)
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FAV Bombardier Alstom BCF FPC-UPC ERRI FAY IAS SGW Siemens TUW Deuta
D D F I E NL F D D D A D
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Design of an Advanced Composite Production Process for the Systematic Manufacture of Very Large Monocoque Hybrid Sandwich S t r u c t u r e s f o r Tr a n s p o r t S e c t o r s
Project Objectives
There is a major problem in the composite manufacturing industry that at present there is no feasible method for manufacturing very large monocoque composite sandwich structures. HYCOPROD (HYbrid COmposite PRODuction) will address this problem. It is the objective of HYCOPROD to design an advanced composite production process for the systematic manufacture of very large monocoque hybrid composite sandwich structures for the transportation sectors. HYCOTRANS (BRPR CT96 0257) has demonstrated that monocoque composite sandwich structures can be designed to absorb energy and perform in a predictable and stable manner. The exploitation of this novel technology however depends on the invention of a new production process that can accommodate very large structures such as buses, trams, trains, refrigerated containers and trailers.

There is a demand from the transport sectors for lightweight and safe monocoque composites to replace metals. This need cannot be addressed by the composites manufacturing industry as the technology does not exist to manufacture the structures that can meet this need. It has been proven in a previous project (HYCOTRANS BRPR CT96 0257) that composite sandwich structures can be lightweight and safe, they have demonstrated the ability to absorb large amounts of energy in a manageable way with a ductile-type failure mechanism. HYCOPROD (HYbrid COmposite PRODuction) addresses the manufacturing problem that exists for the composites manufacturing industry in the production of very large monocoque composite sandwich structures. The consortium builds on the successful HYCOTRANS consortium but to address this problem the number of partners has doubled and the range has increased with the involvement of raw materials suppliers, more specialist composite manufacturers, processing technologists and additional end-users. The philosophy of HYCOPROD is that in the first phase the necessary research and development activity is undertaken to develop a processing system that can take the information from a manufacturing design tool to produce moulds and be used for various demonstration products in phase 2. The demonstrators produced in association with the end-users will be a very practical example of how HYCOPROD technologies can be used in the transportation sectors represented in HYCOPROD by: train, bus, tram, refrigerated container and trailers.
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Expected results
The project is 48 months in duration and has two distinct phases, with progress from phase 1 to phase 2 being the subject of the mid-term review. By month 6 the composite design tool will have defined the dimensions and construction of the moulds. By month 24 all moulds will have been manufactured to permit their use in phase 2 for the manufacture of demonstrators. Also by month 24 development activity will have determined the optimum processing technologies to be used in phase 2 (24-28).
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Title : Design of an Advanced Composite Production Process for the Systematic Manufacture of Very Large Monocoque Hybrid Sandwich Structures for Transport Sectors Acronym : HYCOPROD Contract N : G3RD-CT99-00060 Proposal N : GRD1-CT99-10418 Total Cost : 3 420 000 EU Contribution : 3 420 000 Starting Date : 01/01/00 Duration : 48 months Scientific Coordinator : Dr Mark ROBINSON Organisation : UNIVERSITY OF SHEFFIELD ADVANCED RAILWAY RESEARCH CENTRE PORTOBELLO 217 UK-S14 DP SHEFFIELD Contact: Dr Mark Robinson Tel: +44 114 222 0150 Fax: +44 114 222 0155 E-mail: a.m.robinson@sheffield.ac.uk EC Officer: Joost de Bock Tel: +32 2 296 9089 Fax: +32 2 296 3307 E-mail: joost.de-bock@ec.eu.int Partners (name, abbreviation, country): University of Sheffield ARRC Ahstrom Glassfibre oy Mikkeli Plant Ashland Italia S.p.a. dAppolonia Antony Patrick & Mutra Extportacao Ltd Aachen University of Technology: Plastics Processing Costaferroviaria S.p.a. Fibrocom oy Sicomp AB Box Modul AB The Netherlands Organisation for Applied Research Hubner Gummi und Kunstoff GmbH University of Perugia National Technical University of Athens Irizar s. Coop Ifor Williams Trailers Ltd Advanced Technologies Research Institute APC Composite AB ARRC AHLSTROM ASHLAND DAPP AP & M RWTH AACHEN COSTA FIBROCOM SICOMP BOX TNO HUBNER UNIPG NTUA IRIZAR IWT ATRI APC UK FIN I I P D I FIN S S NL D I EL E UK E S
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Control of Noise and Vibration from U n d e r g r o u n d R a i l w a y Tr a f f i c
Project Objectives
IN growing cities, options are limited for new surface rail networks whereas there is great scope for new and extended underground metro systems. Ground-borne noise disturbance is one of the main factors influencing the acceptability of underground solutions. Equally, existing metros often generate increased ground-borne noise as their maintained condition varies with time. In addressing both of these issues CONVURT aims to produce advances in all aspects of technology that relate to groundborne noise generation so that all metros can benefit irrespective of their vintage or condition. Advances that CONVURT will make in commercially exploitable products will also contribute to this goal

MEASUREMENT trials and surveys to assess the current norms for noise and vibration levels and characteristics typical of three metropolitan railways are to be carried out. An innovative computational model incorporating all relevant parameters and excitation mechanisms will be created and validated by conducting trials in real situations. The model will yield a complete, validated calculation capability from wheel/rail interaction to re-radiated noise in buildings. Additionally, CONVURT will generate and develop ideas for innovative equipment to be incorporated into track or tunnel in order to minimise ground-borne transmissions. The most promising and costeffective of these will have laboratory and live trials carried out on prototypes to evaluate them fully. CONVURT will systematically analyse deterioration of noise generation to develop novel techniques for minimising this and also will formulate good practice guidelines to deal with maintaining an as-new performance consistently over time. A key feature is to incorporate the results into standards and guidelines to ensure that there is a framework in place that will promote the adoption of the best available practices to control ground-borne noise.
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Expected results
- a validated, general analytical software tool for ground-borne vibration and reradiated noise. This will be based on a mathematical, largely analytical model which will be derived partly using insertion loss techniques and partly using numerical computation; - optimised designs for slab/ballasted track forms based on novel system(s) for vibration reduction; - design standards for new/refurbished railways and design guidelines for track and tunnel; - maintenance guidelines for existing operations to maintain the vibration performance of metros close to the as-built condition. Particular attention will be given to roughness (corrugation) management for both wheels and rails.
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Title : Control of Noise and Vibration from Underground Railway Traffic Acronym : CONVURT Contract N : G3RD-CT2000-00381 Proposal N : GRD1-2000-25115 Total Cost : 3 345 108 EU Contribution : 1 760 251 Starting Date : 01/01/01 Duration : 36 months Scientific Coordinator : Mike GELLATLEY Organisation : LONDON UNDERGROUND LTD. 30 THE SOUTH COLONNADE UK- E14 5EU LONDON Contact: Ed Bovey Tel: +44 7970 884467 Fax: +44 20 8400 1646 E-mail: edbovey@luna.co.uk EC Officer: Joost de Bock Tel: +32 2 296 9089 Fax: +32 2 296 3307 E-mail: joost.de-bock@cec.eu.int Partners (name, abbreviation, country): London Underground Ltd. Rgie Autonome des Transports Parisiens Azienda Trasporti Milanese Pandrol Rail Fastenings Ltd. Composite Damping Materials Vibratec Katholieke Universiteit Leuven Centrale Recherche S.A. Stichting GeoDelft University of Cambridge LUL RATP ATM Pan CDM Vib KUL ECP GeoDelft CamU UK F I UK B F B F NL UK
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Structures for railways
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W h e e l R a i l C o r r u g a t i o n i n U r b a n Tr a n s p o r t
Project Objectives
The 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. Measurement of the relevant corrugation parameters at different track sections of the end-users; - definition, with great precision, of the macroscopic and microscopic wheel/rail contact 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.

By mid 2002, relevant corrugation parameters will be defined, dedicated measurement equipment will be developed and appropriate test tracks will be selected, where the relevant 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 be possible to begin with the installation and testing of designed solutions in test tracks and on the dedicated test rig by the end of 2003. It is foreseen that the first results regarding the influence of the designed solutions on the development of corrugation will be collected in 2004, which will enable, if required, modification and optimising of the designed solutions before the end of the project.
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Expected results
The project aims at developing solutions for the corrugation problem in metro and tram networks. Corrugation reduces the lifetime of rails and wheels and causes irritating rolling noise. The only efficient solution nowadays is periodical rail grinding. The general objective is to reduce the corrugation by developing solutions other than grinding. Based on a study of all relevant corrugation parameters, on measurements and on numerical modelling, nine different solutions will be designed and tested.
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Title : Wheel Rail Corrugation in Urban Transport Acronym : CORRUGATION Contract N : NA Proposal N : GRD2-2001-50006 Total Cost : 7 787 628 EU Contribution : 4 199 011 Starting Date : 01/05/02 Duration : 48 months Scientific Coordinator : Patrick VANHONACKER Organisation : DYNAMICS, STRUCTURES & SYSTEMS INTERNATIONAL MECHELSEVEST 18/0601 B-3000 LEUVEN Contact: Patrick Vanhonacker Tel: +32 1 623 8988 Fax: +32 1 623 8910 E-mail: d2sint@d2sint.com EC Officer: Joost De Bock Tel: +32 2 296 9089 Fax: +32 2 296 3307 E-mail: joost.de-bock@cec.eu.int Partners (name, abbreviation, country): Dynamics, Structures & Systems International Acoustic Control Frateur de Pourcq Institut National des Sciences Appliques Centre National de la Recherche Scientifique Lucchini Centro Ricerche e Sviluppo Politecnico di Milano Dipartimento di Meccanica Railtech International Rgie Autonome des Transports Parisiens SL Infrateknik SPIE Drouard Socit des Transports Intercommunaux de Bruxelles Tecnogamma Universit Catholique de Louvain Facult des Sciences Appliques Universit Libre de Bruxelles Service des Constructions Mcaniques & Robotique D2S ACL FDP INSA CNRS LUC POLI RTI RATP SLI SPIE STIB TEC UCL ULB B S B F F I I F F S F B I B B
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Euro Rolling Silently
Project Objectives
THROUGHOUT Europe there is currently an increased need to reduce noise and thus improve quality of life. With the growth of freight traffic, especially at night, this need to reduce noise becomes critical. The overall objective of ERS is to provide an innovative braking product which reduces rolling noise generated by tread-braked railway rolling stock (700 000 wagons in Europe) 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 will completely satisfy the initial technical specifications.

THE project will be carried out in two main phases largely in parallel with the exploitation and dissemination activities and management of the project. These phases correspond 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 of railways, universities and industrial partners. The material research will then be carried out principally through industrial laboratory analysis and prototype validation 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 most severe operational conditions. Acoustic tests will also be carried out to confirm the reduction of rolling noise and predictions of the life cycle cost will be made based on measured state-parameters of worn samples in comparison with the new block.
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Expected results
The 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.
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Title : Euro Rolling Silently Acronym : ERS Contract N : G3RD-CT-2002-00820 Proposal N : GRD2-2001-50005 Total Cost : 6 077 783 EU Contribution : 2 500 000 Starting Date : 01/06/02 Duration : 36 months Scientific Coordinator : Jacques RAISON Organisation : SNCF DIRECTION DU MATRIEL ET DE LA TRACTION 15 RUE TRAVERSIRE F-75571 PARIS CDEX 12 Contact: Annabelle Courtois Tel: +33 15 333 1754 Fax: +33 15 333 1748 E-mail: annabelle.courtois@sncf.fr EC Officer: William Bird Tel: +32 2 295 4779 Fax: +32 2 296 3307 E-mail: william.bird@cec.eu.int Partners (name, area of activity, country): SNCF DB AG FS SBB BREMSKERL RTGERS BECORIT FERODO ICER JURID Chalmers University of Technology University of Technology Railway Company Railway Company Railway Company Railway Company Railway brake manufacturer Automotive Railway brake manufacturer Railway brake manufacturer Railway brake manufacturer Railway brake manufacturer Railway brake manufacturer Railway Mechanics Department F D I CH D D D UK E D S
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Development of an Innovative High Performance Railway Wheelset
Project Objectives
Design of rolling-stock is facing new severe specifications, due to the increased severity of train operational conditions. Some cases of service failures involving the axle-wheels assembly have recently occurred, generating an undesired social impact and the important need of improving train safety and reliability. Moreover, to enhance the environments quality in the vicinity of the rail network, the radiated pass-by noise needs 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 wheelsets (axle-wheels assemblies), with outstanding performance in reliability and low noise emission. The new wheelset designs will be achieved through the use of novel CAE methodologies and numerical tools developed within this project, suitable for durability and vibro-acoustic analyses. This will enable wheelset manufacturers to shorten development time, save costs and remarkably strengthen their competitiveness.

- 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 extrapolated to obtain the desired design requirements; - multi-body modelling will be used to predict dynamic loads, while FE modelling will be 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, and suitable models for their evaluation will be adopted. The implementation of such models in CAE tools will enable a more accurate assessment of wheelsets reliability; - suitable FEM/BEM models will enable prediction of the modal characteristics and acoustic response of the wheelset under dynamic contact forces. Measurements made 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 the realisation of lightweight demonstrators through the development of an aluminium wheel hub.
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Expected results
The 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 and vibro-acoustic analyses; - the design and manufacturing of full-scale wheelset demonstrators, showing a significant weight reduction (-20%) and an enhanced reliability and vibro-acoustic performances (in particular, 56 dB reduction of pass-by noise will be pursued).
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Title : Development of an Innovative High Performance Railway Wheelset Acronym : HIPERWHEEL Contract N : G3RD-CT2000-00244 Proposal N : GRD1-1999-11028 Total Cost : 3 700 719 EU Contribution : 1 979 089 Starting Date : 01/04/00 Duration : 48 months Scientific Coordinator : Kamel BEL KNANI Organisation : CENTRO RICERCHE FIAT S.C.P.A STRADA TORINO, 50 I-10043 ORBASSANO (TO) Contact: Kamel Bel Knani Tel: +39 11 908 3774 Fax: +39 11 908 3672 E-mail: kamel.belknani@crf.it EC Officer: Joost de Bock Tel: +32 2 296 9089 Fax: +32 2 296 3307 E-mail: joost.de-bock@cec.eu.int Partners (name, abbreviation, country): Fraunhofer Institut Betriebsfestigkeit Lucchini C.R.S. S.R.L. Valdunes S.A.S. Socit Nationale des Chemins de Fer Franais Otto Fuchs Metallwerke Chalmers University of Technology University of Sheffield Politecnico di Milano Ferrovie dello Stato Mechanical Dynamics Italy S.R.L. LBF Lucchini Valdunes SNCF Fuchs Chalmers USFD Poli-MI FS MDI D I F F D S UK I I I
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Improving Railway Infrastructure Productivity by S u s t a i n a b l e Tw o - M a t e r i a l R a i l D e v e l o p m e n t
Project Objectives
Rolling contact fatigue (RCF) is one of the major current limitations of railway infrastructure 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 in Europe. For both problems, the INFRA-STAR project focuses on improving the durability and lifetime of the rail, and also on reducing noise emission, along stretches of track with narrow and moderate radius curves, high traffic volumes and high axle loads by applying a surface coating to the railhead. The main goal of the project is to develop a railhead with an additional surface layer (the INFRA-STAR two-material rail) which prevents rolling contact fatigue and reduces noise emissions in narrow radius curved rails. Two application technologies for processing two-material rails are studied in the project: rolling technology for application to new rails during the production process, and laser cladding technology for application to the existing infrastructure or in the production process of new rails.

The main innovations of the INFRA-STAR project will be realised through the following scientific 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 laboratory experiments; - to select best performance material property data for new materials to be applied in laser 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 application technologies; - to validate both physical material models (RCF and train/track) and the laboratory experiments with the results of the full-scale field tests.
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Expected results
Railway operators, rail suppliers and maintenance contractors will gain economic benefits 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), railway productivity and maintenance cost. Furthermore, considerable amounts of rail materials and energy will be preserved.
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Title : Improving Railway Infrastructure Productivity by Sustainable Two-Material Rail Development Acronym : INFRASTAR Contract N : G3RD-CT2000-00059 Proposal N : GRD1-1999-10372 Total Cost : 1 783 811 EU Contribution : 1 075 298 Starting Date : 01/04/00 Duration : 42 months Scientific Coordinator : Martin HIENSCH Organisation : AEA TECHNOLOGY RAIL BV. CONCORDIASTRAAT 67, PO BOX 8125 NL-3503 RC UTRECHT Contact: Martin Hiensch Tel: +31 30 235 3024 Fax: +31 30 235 7329 E-mail: martin.hiensch@nl.aeat.com EC Officer: Joost de Bock Tel: +32 2 296 9089 Fax: +32 2 296 3307 E-mail: joost.de-bock@cec.eu.int Partners (name, abbreviation, country): AEA Technology Rail bv. Chalmers University of Technology, dept Applied Mechanics Sheffield University Dept. Mechanical Engineering DUROC AB CORUS Hayange Regie Autonome des Transports Parisiens Banverket Swedish rail administration AEAT Chalmers USFD NL S UK S F F S
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RATP
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P a s s i v e S a f e t y o f Tr a m w a y s f o r E u r o p e
Project Objectives
The 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 manufacturers and operators under pressure to improve the crash performance of vehicles. Passive safety has been successfully applied in the automotive industry and trains. Now SAFETRAM proposes to develop the corresponding rules for tramways, a passenger guided 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 collision energy and acceleration management for existent city trams and for the new periurban tram configurations within acceptable cost and technological constraints for the defined construction solutions.

Reference accident scenarios will be defined for both the city and periurban tram, extracting information from statistical and risk analyses of tramway and regional rail accidents in Europe. SAFETRAM will create new design concepts for the two tramway types by defining technical requirements to manage the collision energy. In the validation of these two designs, two different approaches will be employed: dynamic tests (component, sled and full-scale testing) and numerical modelling. A comprehensive study of interiors will be carried out including layout analysis, occupant modelling, and the development and sled testing of the standing dummy. The current requirements for the construction and operation of urban rail systems in Europe vary greatly from country to country. SAFETRAM will harmonise passive safety requirements for European tramways by outlining specific recommendations, which will serve as the basis for the European Standard on tramway passive safety.
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Expected results
The 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.
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Title : Passive Safety of Tramways for Europe Acronym : SAFETRAM Contract N : G3RD-CT-2001-00492 Proposal N : GRD1-2000-25389 Total Cost : 3 235 237 EU Contribution : 1 402 911 Starting Date : 01/07/01 Duration : 36 months Scientific Coordinator : Lamy FIGUEIRAS Organisation : BOMBARDIER TRANSPORTATION RUA VICE ALMIRANTE AZEVEDO COUTINHO 1 P-2700-843 AMADORA Contact: Linda OConnor Tel: +351 21 4969 300 Fax: +351 21 4969 385 E-mail: linda.oconnor@pt.transport.bombardier.com EC Officer: Joost De Bock Tel: +32 2 296 9089 Fax: +32 2 296 6757 E-mail: joost.de-bock@cec.eu.int Partners (name, abbreviation, country): Bombardier Transportation, Portugal Ansaldobreda S.p.A. Bombardier Transportation, Nuremberg Alstom Transport SA Alcan Alesa Engineering Ltd Berliner Verkehrsbetriebe Centrum Naukowo Technicze Kolejnictwa Deutsche Bahn AG Instituto Superior Tcnico MIRA Ltd. Rgie Autonme des Transports Parisiens Socit Nationale des Chemins de Fer Franais Technische Universitt Berlin BT/P AB BT/N ALS ALC BVG CNTK DB IST MIRA RATP SNCF TUB P I D F CH D PL D P UK F F D
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H i g h - Te m p e r a t u r e I G B T a n d M O S F E T M o d u l e s f o r R a i l w a y Tr a c t i o n a n d A u t o m o t i v e E l e c t r o n i c s
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 losses across interfaces, new attempts in thermal flux design); - reduction of the system volume and system weight by a rigid system integration concept; - system optimisation regarding cost-efficiency (high serviceability, durability and design for manufacturability) and high reliability (establishment of reliability tests and models); - minimising system noise and torque ripple; - application of fast switching IGBTs for passenger comfort, considering electromagnetic interference for safety reasons; - design for a high volume market (mass-production), considering 100% recyclable and non-polluting materials being compatible with other materials.

DEVICES (IGBTs and MOSFETs) sustaining 200C junction and 120C ambient temperature are to be developed where existing simulation tools are applied. Instantaneously, simulation models will be extended to higher temperatures and model parameters extracted and verified. The high temperature chips will be further integrated to modules where the thermal flux will be optimised and first reliability tests will be carried out. The application of new materials for packages, baseplates and joints will require detailed investigations of manufacturability, compatibility and durability. At every stage of the development process (chip, module and system level) measurement techniques and methods for performance and failure analysis will be elaborated. The system integration (module integrated to cooling system) will be performed in three stages: After an initial phase for definition of the operation limits and the requirements, the system will be designed by support of standard simulation tools. Then, prototypes of modules integrated into the hot water cooling system will be manufactured. The prototypes will be electrically and thermally characterised and their performance iteratively enhanced, where simulation models will be steadily extended and improved, and experimentally verified. First reliability tests will be carried out providing inputs for reliability modeling and design for high reliability. After the system has been technologically defined, reliability tests will be performed and standardised. Compact models (thermal, electro-thermal, mechanical, thermo-mechanical) will be developed and finally standardised in a macro model library.
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Expected results
- IGBT/MOSFET-chips, packages sustaining 200C junction and 120C ambient temperature 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.
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Title : High-temperature IGBT and MOSFET Modules for Railway Traction and Automotive Electronics Acronym : HIMRATE Contract N : G3RD-CT-2000-00275 Proposal N : GRD1-2000-25092 Total Cost : 6 807 428 EU Contribution : 3 561 391 Starting Date : 01/11/00 Duration : 36 months Scientific Coordinator : Professor Dr Eckhard WOLFGANG Organisation : SIEMENS AG CT MS 4, OTTO HAHN RING 6 D-81730 MUNICH
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Contact: Professor Dr Eckhard Wolfgang Tel: +49 89 6364 4176 Fax: +49 89 6364 6376 E-mail: eckhard.wolfgang@mchp.siemens.de EC Officer: Joost De Bock Tel: +32 2 296 9089 Fax: +32 2 296 3307 E-mail: joost.de-bock@cec.eu.int Partners (name, abbreviation, country): Siemens Aktiengesellschaft Swiss federal Institute of Technology (ETH), Zurich Integrated Systems Laboratory (IIS) CRF Societ Consortile per Azioni Regienov Institut National de Recherche sur les Transports et leur Securit ELECTROVAC Fabrikation elektrotechnischer Spezialartikel Ges.m.b.H. Infineon Technologies AG European Power Semiconductor and Electronics Company Technische Universitt Wien, Institute of Materials Science and Testing Technische Universitt Mnchen; Lehrstuhl fr Technische Elektrophysik Ansaldobreda Ferraz Date Industries SIEMENS ETHZ CRF RENAULT INRETS D CH I F F
ELECTROVAC A INFINEON D EUPEC D TUW.MST TUM ANSALDO FERRAZ A D I F
Power trains for railways
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High Voltage Booster Second Phase
Project Objectives
To face the increase in both passenger and freight traffic demand railway companies are required to upgrade their traction power supply infrastructure in order to increase track capacity. In addition, on several lines, the electrical infrastructure is no longer able to sustain the actual traffic level reliably. The growing attention to environmental issues makes the installation of new electrical substations difficult and costly. Moreover, railways pay high penalties to national grid electrical suppliers for disturbances due to railway consumption: hence an energy-saving approach is envisaged. The main objective of this project is to develop and validate an SVC device adapted to the railway electrification infrastructure. The SVC adaptation in a single phase configuration requires extensive design studies in terms of control system, interoperability toward signalling and telecommunication systems, reliability and safety. The main technical objectives 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 objectives will be validated by the building of a prototype and testing on two different sites which represent the two extremes of application throughout Europe.

The starting point of the work identified a SVC as the optimum short-term solution for voltage profile improvement in electrified railway systems. Two main steps were identified: - design; - functional validation. The first step performed the detailed design of the SVC structures following these criteria: - 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 of specific control boards and circuitry in order to respect signalling system limits, telecommunication interference levels, safety requirements, power supply disturbance levels, traction voltage quality requirements and environmental considerations. The second step performed the integration of the device at two test sites (Chathill on the UKs East Coast Main Line and Paris on a French suburban line at Villenoy). Performance tests have already been scheduled and the recorded results will be compared with the design simulations and the design criteria set for the device.
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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.
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Title : High Voltage Booster Second Phase Acronym : HVB2 Contract N : G3RD-CT 2000-00250 Proposal N : GRD1-11220 Total Cost : 2 799 771 EU Contribution : 1 415 369 Starting Date : 01/04/00 Duration : 28 months Scientific Coordinator : Marina FRACCHIA Organisation : CENTRO INTERUNIVERSITARIO RICERCA TRASPORTI VIA ALLOPERA PIA 11A I-16145 GENOVA Contact: Marina Fracchia Tel: +39 10 353 2741 Fax: +39 10 353 2700 E-mail: marina@crt.unige.it EC Officer: Joost de Bock Tel: +32 2 296 9089 Fax: +32 2 295 4349 E-mail: joost.de-bock@cec.eu.int Partners (name, abbreviation, country): Centro Interuniversitario Ricerca Trasporti, University of Genoa Socit Nationale des Chemins de Fer Franais Railtrack plc Ansaldo Sistemi Industriali S.p.A. Institut National Polytechnique de Grenoble Institut National de Recherche sur les Transports et leur Scurit Facult Polytechnique de Mons Railinfrabeheer B.V. Italferr SpA CRT SNCF RT ASI INPG INRETS FpMONS NS ITF I F UK I F F B NL I
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U l t r a L o w E m i s s i o n V e h i c l e Tr a n s p o r t Advanced Propulsion II
Project Objectives
Improved regional passenger transport systems are under consideration for urban and suburban areas worldwide. With the cost of electrification being in many cases unacceptably high, diesel-powered vehicles are at present the only solution. However the diesel engine is unattractive for much of commuter transport. It is therefore clear that the solution is a hybrid powertrain comprising a power booster and energy recovery unit (PEU), a prime mover unit (PMU) and a supervisory control unit (SCU) for optimised energy use. The objective of this project is to develop a PEU capable of providing acceleration power with energy recovered from braking and an efficient, compact and lowemissions PMU. The system, under the authority of a SCU for safe and efficient operation, will be designed in a way that its dimensions fit into modern modular low floor vehicles.

The workplan aims at effectively achieving the overall goal of the project. More specifically 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 are split 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 themeoriented activities. The work packages are linked interactively to ensure high efficiency and synergy in developing a hybrid powertrain for the European market.
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Expected results
The project ULEV-TAP II will result in highly optimised hardware components for electric hybrid 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.
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Title : Ultra Low Emission Vehicle Transport Advanced Propulsion II Acronym : ULEV-TAP II Contract N : NA Proposal N : GRD2-2001-50090 Total Cost : 4 000 000 EU Contribution : 2 000 000 Starting Date : NA Duration : 36 months Scientific Coordinator : Hubert MLLER Organisation : SIEMENS AG, TS LR PM SIEMENS AG DUISBURGER STR. 145 D-47829 KREFELD Contact: Hubert Mller Tel: +49 215 1450 7338 Fax: +49 215 1450 7565 E-mail: hubert.mueller@siemens.de EC Officer: Joost de Bock Tel: +32 2 296 9089 Fax: +32 2 296 3307 E-mail: joost.de-bock@cec.eu.int Partners (name, abbreviation, country): Siemens Transportation System Kiepe Elektrik GmbH & Co. KG B.V. Ontwikkelingsmaatschappij CCM The Turbo Genset Company Limited Imperial College of Science, Technology and Medicine Transport Technologie Konsult Siemens Kiepe CCM TGC IMPCOL TTK D D NL UK UK D
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European Distributed Power
Project Objectives
The objective of the EDIP project is to develop and promote as a standard an on-board radio control system which will allow locomotives, and other traction units, working in multiple to operate freight trains across Europe. The primary action is the establishment of an open communication channel, allowing the control of locomotives in the train, without the necessity for all vehicles in the train to be specifically equipped. Resources in the radio communication system will have the provision for potential future use by other on-board train applications.

The project activity is organised in four main phases. The first phase identifies current and future operation of heavy/long/coupled/modular freight trains and technologies used in similar existing systems. It will investigate applicable existing or emerging technologies in both the electronics and rail sectors. This will be followed by the identification of the desired functions for the type of distributed power freight trains that shall be retained within EDIP taking into consideration their technical characteristics, operational constraints and their compliance with safety rules. Provision for the future possible use of the EDIP radio-communication network will be made. This phase will result in a complete specification of the functional requirements and constraints with which the EDIP system shall comply. The project includes an assessment to identify the economic criteria of the system, its economic viability, the productivity gains for railway operators as well as the final user benefits. A parametric simulation model will be developed to determine possible gains when using one of the retained types of freight trains on a specific corridor. The main considerations of the dissemination and pre-standardisation processes will be to make rail freight operators aware of the benefits of EDIP and to provide the basis for standards to be issued by the relevant standardisation bodies (AEIF, CEN, UIC).
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Expected results
Five milestones will be used to check intermediate results and exploitation perspectives against goals. These will be set before start-up or during the initial stages of the project, taking into account the evolution of the projects technical and economic feasibility. Risks can then be analysed and objectives refocused if required. The progressive deployment of the system and the exploitation phase are felt to be possible within a few months of the end of the project.
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Title : European Distributed Power Acronym : EDIP Contract N : G3RDCT2002-00816 Proposal N : GRD22001-50040 Total Cost : 2 481 338 EU Contribution : 1 199 064 Starting Date : 01/06/02 Duration : 30 months Scientific Coordinator : Bruno GUILLAUMIN Organisation : TEKELEC SYSTEMES 29 AVENUE DE LA BALTIQUE F-91953 LES ULIS CEDEX Contact: Sophie Pavoine Tel: +33 2 9912 7060 Fax: +33 2 9912 7061 E-mail: sophie.pavoine@st2e.com EC Officer: William Bird Tel: +32 2 295 4779 Fax: +32 2 296 3307 E-mail: william.bird@cec.eu.int Partners (name, abbreviation, country): Tekelec Systemes SNCF Deutsche Bahn Thiemeg St2e SAB Wabco Trenitalia AEA NTUA SBB Cargo TEKELEC SYSTEMES SNCF Deutsche Bahn Thiemeg St2e SAB Wabco Trenitalia AEA NTUA SBB Cargo F F D D F I I UK EL CH
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Systems for railways
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S m a r t M o n i t o r i n g f o r Tr a i n S y s t e m s
Project Objectives
This proposal aims at new needs for diagnostics on trains and electrical infrastructure due to the deregulation and interoperability of EU track. The contact between overhead contact line (OCL) and current collector/pantograph is an interface between newly established track and train operators. Permanently monitoring the thermal and mechanical stress load caused by a train running under the OCL allows the resulting wear to be predicted. This provides enhanced cost transparency for the operators, makes predictive maintenance possible and allows more efficient, faster and safer use of existing stock. Interoperability in a very heterogeneous EU electrical infrastructure network will be increased. For high-speed trains, load monitoring is becoming essential, as non-optimised contact forces produce excessive wear and cause environmental noise. The EU is addressing these goals with a planned upgrade of the existing rail network, Trans-European Net.

From the functional, design and operating requirements as well as simulations of the interaction between overhead contact line and current collector, the electromagnetic immune sensors and the topology for the sensor network for quasi-distributed temperature and contact force will be developed. The emerging results will be transferred in a hardware sensor design with a complementary interrogation unit and primary packaging for harsh environmental conditions and high voltage potential. The success of the project depends on the enabling of a cross-talk free-embedding of the sensors into the collector. The developed and implemented sub-modules, current collector with embedded sensors, HV cabling, plus interrogation unit will be integrated and functional performance tests will ensure that the project monitoring goals are met. Operation under specified environmental conditions will be proved in the lab. A field test will represent the full verification of the technology.
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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.
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Title : Smart Monitoring for Train Systems Acronym : SMITS Contract N : G3RD-2002-0812 Proposal N : GRD2-2001-50045 Total Cost : 3 400 000 EU Contribution : 1 600 000 Starting Date : 01/06/02 Duration : 36 months Scientific Coordinator : Thomas BOSSELMANN Organisation : SIEMENS AG CORPORATE TECHNOLOGY PAUL GOSSEN STR. 100 D-91052 ERLANGEN Contact: Thomas Bosselmann Tel: +49 913 173 1745 Fax: +49 913 173 2164 E-mail: thomas.bosselmann@erls.siemens.de EC Officer: William Bird Tel: +32 2 295 4779 Fax: +32 2 296 3307 E-mail: william.bird@cec.eu.int Partners (name, abbreviation, country): Siemens Aktiengesellschaft Morganite Electrical Carbon Societ Nationale des Chemins de fer Franais Institut f. Phys. Hochtechnologie Commissariat lEnergie Atomique BLS Ltschbergbahn AG Siemens Morganite SNCF IPHT CEA BLS D UK F D F CH
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Systems for railways

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Transport B

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