Cost-efficient and reliable trains, including high-capacity trains and high-speed trains

IP Coordinator: Javier Goikoetxea – CAF

Overview

Project title:
Performance Improvement for Vehicles on Track

Topic:
S2R-CFM-IP1-01-2017
Total Project Value:
€ 18 901 890
Duration:
from 01/09/2017 to 31/08/2019
S2R (H2020) co-funding:
€ 8 400 000,00
Coordinator:
Paul Boettcher
BOMBARDIER TRANSPORTATION GMBH

Objectives

PIVOT combines the development of activities in several key Rolling Stock sub-systems to contribute to the achievement of the key S2R Master Plan objectives (high reliability, high capacity, low cost and improved performance) within Innovation Programme 1.

PIVOT seeks to extend the focus of innovation beyond the historic procurement limits using the sort of methodology developed in Roll2Rail’s Universal Cost Model as shown below.

PIVOT concept


It takes the Roll2Rail Lighthouse project and addresses mechanical systems within rail vehicles: Carbodies, Running Gear, Brakes, Entry Systems and Interiors including the Cab.

The objectives are:

  • Explore the materials, joining techniques and manufacturing for innovative carbodies and develop a risk-assessed demonstrator specification. Develop conceptual carbody components for alternative materials.
  • Provide smart solutions for running gear considering functions such as health monitoring and active suspension systems. These include new sensor system architecture and affordable hardware providing sufficient reliability and robustness. Develop a common technical specification, to innovatively use both new and existing materials and to scope the authorisation demands arising for running gear performances
  • Develop next generation brake products/systems to offer attractive and efficient rail traffic both for operators and passengers.
  • Provide specification of the access door systems. Perform research activities necessary for innovative conceptual design of leaves and implement new technologies, architectures and devices
  • Work on the pre-project (ideation, conceptualisation and maturation process) of an adaptive train interiors and driver cabin to increase flexibility of use and adapt the train to the needs.

Project Structure

Project structure


WP1 Carbody Study

The main objective of WP1 is to define the material, joints and manufacturing process to be used during the build-up of demonstrator.

WP1 will start by defining the main technical specifications of the project taking into account current standards and the results available from the REFRESCO and Roll2Rail projects. In addition to the Technical Specification, the main objective is the selection of the material, joints and manufacturing process to be used based on a global study of available materials carbody, joining technologies and manufacturing process, together with the definition of an assessment methodology for validating the different demonstrators developed, due to the lack of certain standards regarding the possible new materials and joints (composites, foams, bonding, etc.). Supported by the matrix assessment created on REFRESCO project and Roll2Rail project, it will be necessary to define a new materials selection for each component of the carbody. The materials selection will be an input for the detail design.

WP2 Carbody components design

The main objective of WP2 is to develop conceptual designs of some key elements such as HS carbody, bogie bolster, metro carbody section, parts of a sidewall or roof which will be then further taken up during the next Shift2Rail projects. TALGO, ANN, FIDAMC and TECNALIA will focus on the conceptual design of a complete HS carbody; BT will concentrate on the conceptual design of a bogie bolster; CAF will work on the conceptual design of a metro carbody section and SIE will work on the conceptual design of parts of a sidewall or roof. This design will be carried out assuring the fulfilment of the structural and non-structural requirements identified in the technical specification and according to the assessment methodology. The design will be completed with a weight analysis that will be used to calculate the weight reduction.

WP3 Smart Running Gear

The general goal of this work package is to boost the introduction of smart innovative solution in running gear systems in order to improve their dynamic behaviour and reduce their overall cycle cost (by reducing the track damage, unavailability costs and maintenance cost). These improvements must be obtained without reducing the current safety standards.

The following detailed objectives are defined:
  • Establish an accepted general framework to develop health monitoring systems (HMS) for condition based maintenance (CBM). Prototypes based on these requirements will be developed.
  • Create technology-based background to develop innovative active steering systems that allow a significant improvement of dynamic behaviour to be achieved.
  • Develop new active suspension systems to increase network capacity by allowing higher operating speeds in curves while maintaining or improving passenger comfort
  • Define requirements and specifications for the different technologies related to the above-mentioned systems (sensors for CBM based systems, data collection systems, actuators…)

WP4 Running Gear Performance

The main objective of this WP is to define methodologies which will improve the performance of the running gears in terms of weight, wheel/rail forces, wear, energy cost, noise emission, vibrations transmission to the carbody, cost of homologation, etc. All these actions are focused in the reduction of LCC, the increase of reliability and capacity, and they will be supported by the Universal Cost Model developed in Roll2Rail project to check the impact of all of them. To achieve this ambitious objective, some sub-objectives and actions have been defined:
  • A common technical specification for high performance running gear will be defined to harmonize different objectives, procedures and research lines of the different vehicle manufacturers.
  • Use of new materials for running gear components to optimize its weight and wheel/rail contact interface.
  • Noise and Vibration reduction to improve passenger comfort and reduce their effects over the population, especially in urban areas.
  • To enable easier running gear certification processes using virtual homologation techniques.
  • Analysis of current regulatory framework affected by introduced technologies.

WP5 Development of future brake system solutions

This work package aims to develop the future brake system concept based on complementary technologies and consideration of both adhesion-dependent and adhesion-independent approaches such as innovative friction pair solutions, designed to dissipate all the braking energy for service braking and for emergency braking and for emergency braking and designed to achieve better LCCs of the components, electro-mechanical solutions and frictionless low-noise solutions, including the development of proposals for technical standardization in the assessment of brake systems and virtual certification. In addition, an electronic HWSW architecture is to be designed to manage the braking functions service brake, emergency brake, and wheel slide protection for high safety levels (SIL3, SIL4). In synergy, these actions will result in a full-system-approach technology demonstrator.

Several sub-objectives are defined and will be developed:
  • Implementation of safety functions based on pneumatic solutions suitable to be implemented by electronic HW&SW, with high safety levels (SIL3, SIL4)
  • An interoperable, standardized and highly safe next-generation frictionless low-noise brake system (eddy current brake)
  • Innovative friction pair solutions with performances improvement in the friction pairing regarding friction level itself, behavior friction level (reduced spread, temperature, pressure dependency, …) as well as behavior of friction level on bad conditions (wet, dust, …), higher energy consumption, and the environmental impact reduction. Moreover, the plan is for performance improvement in the wear conditions regarding longer lifetime of brake pad and disk, better predictions of wear, reduced weight of the components (especially reduced rotary masses).
  • Considerably improved electro-mechanical brake solutions to fulfil increased requirements concerning reliability, the effective transfer of force, better control and diagnosis, eco-friendly maintainability – and competitive enough to be expanded to other vehicle types
  • Defining virtual certification standards and processes to enable cheaper and faster certification and authorization of brake systems and their components

WP6 Entrance Systems

To enhance the overall Shift2Rail objectives, the Entrance System work-package contributes to reach the dedicated following targets:
  • Finalize prerequisite studies on composite, plastic and composite materials and technologies to launch the conceptual design of innovative leaves
  • Perform the conceptual design of adaptive gap fillers with the target to reduce threshold heights and gaps to 10 mm instead of 50 mm, as permitted today
  • Perform conceptual studies of innovative passengers information systems, new sensors technologies and door entry surveillance technologies for improved accessibility to the train with the target of reducing the number of noise producing PRM devices by an estimated number of approximately 10% of the actual cases and improving the passenger information, assistance and help and increase the safety and the door surveillance
  • Perform the conceptual design of both metallic-based and composite-based leaves to reach 3W/m²K as thermal performance and increase door acoustic attenuation by 3dB, with priority given to high speed and regional trains on both thermal and acoustic behavior.
  • Reduce door weight by up to 10 % depending on the train family

WP7 Modular Interiors

The overall objective of the TMIU TD is to make railway transport more attractive to passengers and more flexible to operators. The interior design of current Rolling Stock is not so adapted to the demand of flexibility to meet the passenger demand during the in-service operating life of a train (40 years). There is a risk that the solution integrated becomes quickly obsolete and does not meet the passenger/operator expectations. This TD will mainly work on Modularity In Use (MIU).

The WP is organised around 3 phases: defining the needs: state of art and knowledge (railway transportation and other domains), characterizing new concepts for interiors design and driver cabin and identifying the impact of few selected concepts by pre-feasibility studies.

The main objectives are:
  • Adapt the train interiors/driver cabin to increase capacity
  • Adapt the dwell time at stations by improving passenger flow in and out of train and between vestibule and saloon
  • Reduce the cost of a refurbishment
  • Increase the possibilities to evolve train interiors/driver cabin during the operating life

WP8 Dissemination, Communication and Exploitation

WP9 Project Management and Technical Coordination

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Paul Boettcher

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This project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No: 777629