LandTransport and Marine Technologies B

Transport B 22/05/02 9:02 Page 110
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)
110 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.
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.
Title : Continuous Simulation of EMC in Automotive Applications
Acronym : COSIME
Contract N° : G3RD-CT-2000-00305
Advanced design
Proposal N° : GRD1-2000-2594
Total Cost : €1 945 075
EU Contribution : €1 098 082
ROAD TRANSPORT /
Starting Date : 01/02/00
Duration : 30 months
Scientific Coordinator : Dr Friedrich HASLINGER

Organisation : BMW GROUP
KNORRSTRAßE 147
DE-80788 MÜNCHEN
Contact: Dr Friedrich Haslinger 111

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 BMW D

Magneti Marelli Sistemi Elettronici S.p.A. MM I
STMicroelektronics SA (ST) ST F
Johannes Kepler University of Linz – Institute for
Communications and Information Engineering JKU A
Siemens AG (SIE.ATD.ITPS) Siemens D
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;
112 - equivalent measurements on test cases in a variety of test environments;
- critical assessment of correlation between models and measurements;
- identification of techniques for efficient simulation of vehicle models;
- identification of opportunities for introducing electromagnetic modelling into
vehicle design processes;
- quantification of the anticipated benefits to the automotive industry;
- development of practical guidelines for automotive electromagnetic modelling;
- practical evaluation of the guidelines, by modelling two new vehicles;
- dissemination of the project results, and the guidelines in particular;
- project management.
Expected 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 Europe’s lead in this field, and to
improve the competitiveness of the European automotive industry.
Title : Guidelines for Electromagnetic Compatibility Modelling for Automotive

Requirements
Acronym : GEMCAR
Advanced design
Total Cost : €2 597 321
ROAD TRANSPORT /
Scientific Coordinator : Alastair RUDDLE

Organisation : MIRA LTD
WATLING STREET
UK-CV10 0TU NUNEATON
113
Contact: Alastair Ruddle
Tel: +44 2 476 355551
Fax: +44 2476 355486
E-mail: alastair.ruddle@mira.co.uk

Tel: +32 229 63431
Fax: +32 229 63307
MIRA Ltd MIRA UK

Ford Motor Company Ltd FORD UK
EADS CCR EADS F
Centre Technique des Industries Mecaniques CETIM F
QinietiQ QinietiQ UK
Ecole Polytechnique Fédérale de Lausanne EPFL CH
Hevrox EMC/Safety Services NV/SA Hevrox B
Office National d’Etudes et de Recherches Aérospatiales ONERA F
Volvo Technological Development Corporation VTD S
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.
114 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.
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.
Title : Integrated Design Process for On-Board Diagnosis
Acronym : IDD
Advanced design
Total Cost : €3 203 031
ROAD TRANSPORT /
Scientific Coordinator : Fulvio CASCIO

Organisation : CENTRO RICERCHE FIAT
STRADA TORINO 50
I-10043 ORBASSANO (TO)
Contact: Fulvio Cascio 115

Tel: +39 11 908 3017
Fax: +39 11 908 3082
E-mail: fulvio.cascio@crf.it

Tel: +32 296 3431
Fax: +32 296 3307
Centro di Ricerche Fiat CRF I

Università di Torino UNITO I
DaimlerChrysler AG DC AG D
Technische Universität München TUM D
Magneti Marelli S.p.A MM I
OCC’M Software GmbH OCCM D
Peugeot Citroën Automobiles PSA F
Université Paris 13 UPN F
Regienov Renault REGIENOV F
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
116 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.
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.
Title : Towards the Prediction of Hydroplaning: Numerical Simulation and Experimental

Validation
Acronym : TROPHY
Advanced design
Total Cost : €2 769 919
ROAD TRANSPORT /
Scientific Coordinator : Professor Charles HIRSCH

Organisation : NUMECA INTERNATIONAL SA
AVENUE FRANKLIN ROOSEVELT, 5
B-1050 BRUSSELS
117
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
Manufacture Française des Pneumatiques Michelin MICHELIN F

MSC Software MSC NL
Numeca International NUMECA B
Pirelli Pneumatics S.p.A. PIRELLI I
University Hannover U.HAN D
University Martin Luther U.ML D
Vrije Universiteit Brussel VUB B
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 simu-
lation 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;
118 - parametric studies (WP7); dummy response, sensitivities to structural response.
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
Title : Advanced Virtual Analysis of Crash Environments
Acronym : ADVANCE
Passive safety
Total Cost : €2 414 000
ROAD TRANSPORT /
Scientific Coordinator : Dr Kambiz KAYVANTASH

Organisation : MECALOG SARL
CENTRE D’AFFAIRES
2 RUE DE LA RENAISSANCE
F-92184 ANTONY CEDEX
119
Contact: Kambiz Kayvantash
Tel: +33 1 555 90190
Fax: +33 1 555 90190
E-mail: kambiz@mecalog.fr

Tel: +32 2 296 8329
Fax: +32 2 296 3307
MECALOG SARL MECALOG F

TRW Occupant Restraint Systems GmbH TRW D
Nederlands Organisation for Applied Scientific Research TNO NL
Fundacio para la Investigacion y Desarrollo en Automacion CIDAUT ESP
CAD-FEM GmbH CADFEM D
Polytecnico di Torino PT I
Polytechnika Warszawska WUT POL
National University of Athens NTUA EL
Regienov EIG (Renault, RVI) RENAULT F
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;
120 WP2 is devoted to experimentation and modelling, dummy and sensors optimisation,
development of numerical tools (both dummy and human), crash reconstructions (full-
scale and virtual testing);
WP3 enables the analysis and consolidation of the results, selection of accidents 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.
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.
Title : Advanced Methods For Improved Child Safety
Acronym : CHILD
Passive safety
Total Cost : €4 506 640
ROAD TRANSPORT /
Scientific Coordinator : Françoise BRUN-CASSAN

Organisation : RENAULT
132 RUE DES SUISSES
F-92000 NANTERRE
Contact: Françoise Brun-Cassan 121

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
Regienov RENAULT F
Peugeot Citroën Automobiles PCA PSA F
Fiat Auto S.p.a FIAT I
Technical University Berlin TUB D
Loughborough University VSRC UK
Institut National de Recherche sur les transports
et leur Sécurité INRETS F
Netherlands Organisation for Applied Scientific
Research TNO NL
IDIADA Automotive Technology IDIADA E
Chalmers University of Technology Chalmers S
TRL Limited TRL UK
Bundesanstalt für Strassenwesen BAST D
Université Louis Pasteur ULP F
Medical University Hannover MUH D
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
122 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.
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.
Title : Development of a Set of Human Models for Safety 2
Acronym : HUMOS 2
Passive safety
Total Cost : €4 476 462
ROAD TRANSPORT /
Starting Date : NA
Scientific Coordinator : Jean Pierre VERRIEST

Organisation : INSTITUT NATIONAL DE RECHERCHE SUR LES
TRANSPORTS ET LEUR SÉCURITÉ – INRETS
25 AVENUE FRANÇOIS MITTERRAND
F-69675 BRON
123
Contact: Jean Pierre Verriest
Tel: +33 4 7214 2350
Fax: +33 4 7214 2360
E-mail: jpv@inrets.fr

Tel: +32 2 296 8329
Fax: +32 2 296 3307
Institut National sur les Transports et leur Sécurité INRETS F

ChalmersUniversity of Technology Chalmers S
Technical University of Eindhoven TU/e NL
Engineering System International Gmbh ESI D
Faurecia sièges d’automobile S.A Faurecia F
University of Heidelberg UoH D
Société d’Etudes et de Recherches de l’école nationale
supérieure des Arts et Métiers SERAM F
Mecalog SARL MECALOG F
Université de la Méditerranée UnivMed F
Ludwig Maximilians Universität München –
Institut für Rechtsmedizin LMU D
Regienov Renault Recherche et Innovations REGIENOV F
Netherlands organisation for Applied Research TNO NL
Volvo Car Corporation Volvo S
Volkswagen AG VW D
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.
124
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.
Title : Improved Failure Prediction for Advanced Crashworthiness of Transportation

Vehicles
Acronym : IMPACT
Passive safety
Total Cost : €3 210 000
ROAD TRANSPORT /
Scientific Coordinator : Dr Thomas PYTTEL

Organisation : ENGINEERING SYSTEMS INTERNATIONAL GMBH
FRANKFURTER STR 13-15
D-65760 ESCHBORN
125
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
Engineering Systems International GmbH ESI D

BMW Bayerische Motoren Werke AG BMW D
Volkswagen AG VW D
Audi AG AUDI D
Institute for Applied Automotive Research IDIADA E
Alusuisse Technology & Management Ltd Alusuisse CH
Systus International Systus F
University of Oxford Oxford UK
University of Valenciennes (Lab. of Mech. Eng.) Valenc F
Steyr-Daimler-Puch Fahrzeugtechnik AG & Co KG SDP A
Ecole Normale Supérieure de Cachan (LMTC) LTMC F
Centre Catalá del Plástic CCP E
Centro di Ricerche Fiat SCpA CRF I
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.

WP1: Accident statistics will be performed to gain information on real rollover
126 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.
Title : Improvement of Rollover Safety for Passenger Vehicles
Acronym : ROLLOVER
Passive safety
Total Cost : €3 470 805
ROAD TRANSPORT /
Starting Date : NA
Scientific Coordinator : Bertram C. GEIGL

Organisation : TU-GRAZ, INSTITUT F. MECHANIK U. GETRIEBELEHRE
KOPERNIKUSGASSE 24
A-8010 GRAZ
Contact: Bertram C. Geigl 127

Tel: +43 732 3432 0026
Fax: +43 732 3432 0028
E-mail: geigl@mech.tu-graz.ac.at

Tel: +32 2 296 8329
Fax: +32 2 296 3307
Technical University of Graz TUG A

Engineering Systems International GmbH ESI D
MIRA Limited MIRA UK
Netherlands Organization for Applied Scientific Research TNO NL
Ustav pro Vyzkum Motorovych Vozidel s.r.o UVMV CZ
Steyr Daimler Puch Fahrzeugtechnik AG & Co KG (SFT) MAGNA Steyr A
IDIADA Automotive Technology SA IDIADA E
Ludwig Maximilian Universität München LMU D
Concept Technologie GmbH CONCEPT A
Gesamtverband der Deutschen Versicherungswirtschaft e.V. GDV D
Bolton Institute of Higher Education,
Bolton Automotive Group BOLTON INST UK
Ford Motor Company FORD UK
Regienov Renault Reserche Innovation REGIENOV F
Delphi Automotive Systems Deutschland GmbH DELPHI D
TRW Occupant Restraint Systems TRW D
Saab Automobile AB SAAB S
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 anthropo-
morphic 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
128 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.
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.
Title : Side Impact Dummy Biomechanics and Experimental Research
Acronym : SIBER
Contract N° : G3RD-2000-00365
Passive safety
Total Cost : €3 160 000
ROAD TRANSPORT /
Scientific Coordinator : Dr Michiel VAN RATINGEN

Organisation : TNO AUTOMOTIVE
SCHOEMAKERSTRAAT 97
PO BOX 6033
NL-2600 JA DELFT
129
Contact: Michiel van Ratingen
Tel: +31 15 269 6342
Fax: +31 15 262 4321
E-mail: vanratingen@wt.tno.nl

Tel: +32 2 296 8329
Fax: +32 2 296 3307
Association des Constructeurs Européens d'Automobiles ACEA B

Bundesanstalt für Strassenwesen BASt D
First Technology Safety Systems FTSS Europe NL
Institut National de Recherche sur le Transport et leur Sécurité INRETS F
Motor Industry Research Association MIRA, ltd UK
Transport Research Laboratory TRL, ltd UK
Dutch Organisation for Applied Scientific Research TNO NL
TRW Automotive Occupant Restraint Systems TRW D
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.

In WP1 guidelines and procedures for virtual testing will be developed. Existing models
130 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.
Title : Virtual Testing for Extended Vehicle Passive Safety
Acronym : VITES
Passive safety
Total Cost : €3 000 000
ROAD TRANSPORT /
Scientific Coordinator : Jack VAN HOOF

Organisation : TNO
SCHOEMAKERSTRAAT 97
NL-2600 JA, DELFT
Contact: Jack van Hoof 131

Tel: +31 15 269 7075
Fax: +31 15 262 4321
E-mail: vanhoof@wt.tno.nl

Tel: +32 2 296 8329
Fax: +32 2 296 3307
Netherlands Organisation for Applied Research TNO NL

Società Consortile per Azioni CRF I
Transport Research Laboratory TRL UK
TRW TRW D
MECALOG sarl MECALOG F
AUTOLIV AUTOLIV D
Bundesanstalt für Straßenwesen BASt D
Cranfield Impact Centre CIC UK
CIDAUT CIDAUT E
Technische Universität Graz, Institut F. Mechanik TUG A
University of Birmingham BASC UK
Warsaw University of Technology PL
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
132 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.
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.
Title : Development of New Design and Test Methods for Whiplash Protection in Vehicle
Collisions
Acronym : WHIPLASH 2
Passive safety
Contract N° : G3RD-CT2000-00278
Total Cost : €3 600 000
ROAD TRANSPORT /
Scientific Coordinator : H. J. CAPPON

Organisation : TNO AUTOMOTIVE
SCHOEMAKERSTRAAT 97
NL-2628 VK DELFT
133
Contact: M. Mahieu
Tel: +31 15 269 7054
Fax: +31 15 262 4321
E-mail: mahieu@wt.tno.nl

Tel: +32 2 296 83 89
Fax: +32 2 296 33 07
TNO Automotive TNO NL

First Technology Safety Systems FTSS UK
Transport Research Laboratory TRL UK
Technical University of Graz TUG A
DaimlerChrysler A.G. DC AG D
Volkswagen AG VW D
Gesamtverband der Deutschen Verzicherungswirtschaft GDV D
Eidgenössische Technische Hochschule Zürich ETH CH
Folksam Folksam S
Lear Corporation Lear I
Regienov (Renault) REGIENOV F
PSA Peugeot-Citroën PSA F
Betrand Faure and Ecia (Faurecia) B.F.E. SA F
Centro di Recherche Fiat CRF I
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.
134 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.
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.
Human/Vehicle interaction
Title : Car and truck Lighting Analysis: Ratings and Evaluations for Safety and Comfort
Objectives
Acronym : CLARESCO
Contract N° : NA
Total Cost : €2 999 955
ROAD TRANSPORT /
Starting Date : NA
Scientific Coordinator : Dr Andras KEMENY

Organisation : RENAULT
TECHNOCENTRE RENAULT
TCR AVA 2 12
1 AVENUE DU GOLF 135
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

Tel: +32 2 296 83 29
Fax: +32 2 296 33 07
Renault F
Renault VI – AB Volvo S
HELLA D
TRL UK
SINTEF NO
LPPA (CNRS –CdF) F
OKTAL F
AUTOSIM NO
TRADEMCO EL
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;
136 - 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.
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.
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
ROAD TRANSPORT /
Starting Date : NA
Scientific Coordinator : Carine PAUMIER

Organisation : VALEO CLIMATISATION
8 RUE LOUIS LORMAND
F-78321 LA VERRIERE
137
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
Valeo Climatisation VALEO F

Società Consortile per Azioni CRF I
Technical Research Centre of Finland VTT FIN
Université de Poitiers UNIV-POITIERS F
I.U.T. Institut für Umwelttechnologien Gmbh IUT GmbH D
Swiss Federal Institute of Technology Zürich ETHZ CH
MicroChemical Systems SA MiCS CH
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 (human-
machine 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 ‘stand-
alone’ 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
138 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.
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 user’s acceptance.
Title : Enhanced Human-Machine Interface for On-Vehicle Integrated Driving Support
System
Acronym : EUCLIDE
Contract N° : GRD1-2000-26801
Total Cost : €3 849 067
ROAD TRANSPORT /
Scientific Coordinator : Luisa ANDREONE

Organisation : CENTRO RICERCHE FIAT
STRADA TORINO 50
I-10043 ORBASSANO TORINO
139
Contact: Luisa Andreone
Tel: +39 011 9083 071
Fax: +39 011 9083 083
E-mail: luisa.andreone@crf.it

Tel: +32 2 296 8329
Fax: +32 2 296 3307
Centro Ricerche Fiat S.C.p.A. CRF I

CEDIP Infrared Systems CEDIP F
Volvo Car Corporation VOLVO S
University of Stuttgart USTUTT D
Chemnitz University of Technology TUC D
Robert Bosch GmbH BOSCH D
ICCS/NTUA ICCS/NTUA EL
EC-JRC-ISIS JRC I
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 in-
vehicle 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
140 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.
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.
Title : Road Awareness for Driving via a Strategy that Evaluates Numerous Systems
Acronym : RoadSense
Total Cost : €4 410 992
ROAD TRANSPORT /
Starting Date :01/02/01
Scientific Coordinator : John RICHARDSON

Organisation : JAGUAR CARS
ENGINEERING CENTRE
ABBEY ROAD, WHITLEY
UK-CV3 4LF COVENTRY
141
Contact: John Richardson
Tel: +44 2476 207318
Fax: +44 2476 206533
E-mail: jrich104@jaguar.com

Tel: +32 2 296 8329
Fax: +32 2 296 3307
Jaguar Cars Jaguar UK

Centro di Ricerche Fiat CRF I
Porsche AG Porsche AG D
Université Blaise Pascal (LASMEA) UBP F
Cranfield University Cranfield UK
Regienov Renault Recherche et Innovation Renault F
Netherlands Organization for Applied Scientific Research TNO NL
Centre National de la Recherche Scientifique CNRS F
Université de Technologie de Compiègne (HEUDIASYC) UTC F
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.
142 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.
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.
Design and manufacturing

Title : Crashworthiness of Joints in Aluminium Rail Vehicles
Acronym : ALJOIN
Contract N° : NA
Total Cost : €2 177 807
RAILWAYS TRANSPORT /
Starting Date : expected by spring 2002
Scientific Coordinator : Andrea BARBAGELATA

Organisation : D’APPOLONIA
VIA SAN NAZARO 19
I-16145 GENOVA
Contact: Andrea Barbagelata 143

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
D’Appolonia DAPP I
Advanced Railway Research Centre, University of Sheffield ARRC UK
Alcan ALU CH
Bombardier Transportation BOM S
DanStir DAN DK
The Welding Institute TWI UK
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-machine-
interaction. 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
144 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.
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.

Title : European Driver's Desk
Acronym : EUDD
Total Cost : €4 515 468
Scientific Coordinator : Wolfgang H. STEINICKE

Organisation : FORSCHUNGS- UND ANWENDUNGSVERBUND
VERKEHRSSYSTEMTECHNIK (FAV) BERLIN
AM BORSIGTURM 48
D-13507 BERLIN
145
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
Forschungs- und Anwendungsverbund

Verkehrssystemtechnik Berlin FAV D
Bombardier Transportation Bombardier D
Alstom Transport S.A. Alstom F
BREDA Construzioni Ferroviarie SpA BCF I
Universitat Politécnica de Catalunya FPC-UPC E
Stichting European Rail Research Institute ERRI NL
Faiveley Transport S.A. FAY F
IAS Institut für Arbeits- und Sozialhygiene Stiftung IAS D
SGW Werder GmbH SGW D
Siemens AG Transportation Systems Siemens D
Technische Universität Wien TUW A
Deuta-Werke GmbH (Subcontractor) Deuta D
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
146
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.
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).

Title : Design of an Advanced Composite Production Process for the Systematic
Manufacture of Very Large Monocoque Hybrid Sandwich Structures for
Transport Sectors
Acronym : HYCOPROD
Proposal N° : GRD1-CT99-10418
Total Cost : €3 420 000
Scientific Coordinator : Dr Mark ROBINSON

Organisation : UNIVERSITY OF SHEFFIELD ADVANCED
RAILWAY RESEARCH CENTRE
PORTOBELLO 217
UK-S14 DP SHEFFIELD 147
Contact: Dr Mark Robinson

Tel: +44 114 222 0150
Fax: +44 114 222 0155
E-mail: a.m.robinson@sheffield.ac.uk

Tel: +32 2 296 9089
Fax: +32 2 296 3307
E-mail: joost.de-bock@ec.eu.int
University of Sheffield ARRC ARRC UK

Ahstrom Glassfibre oy Mikkeli Plant AHLSTROM FIN
Ashland Italia S.p.a. ASHLAND I
d’Appolonia DAPP I
Antony Patrick & Mutra Extportacao Ltd AP & M P
Aachen University of Technology: Plastics Processing RWTH AACHEN D
Costaferroviaria S.p.a. COSTA I
Fibrocom oy FIBROCOM FIN
Sicomp AB SICOMP S
Box Modul AB BOX S
The Netherlands Organisation for Applied Research TNO NL
Hubner Gummi – und Kunstoff GmbH HUBNER D
University of Perugia UNIPG I
National Technical University of Athens NTUA EL
Irizar s. Coop IRIZAR E
Ifor Williams Trailers Ltd IWT UK
Advanced Technologies Research Institute ATRI E
APC Composite AB APC S
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 ground-
borne 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 cost-
148 effective 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.
Expected results
- a validated, general analytical software tool for ground-borne vibration and re-
radiated noise. This will be based on a mathematical, largely analytical model 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.
Structures for railways

Title : Control of Noise and Vibration from Underground Railway Traffic
Acronym : CONVURT
Total Cost : €3 345 108
Scientific Coordinator : Mike GELLATLEY

Organisation : LONDON UNDERGROUND LTD.
30 THE SOUTH COLONNADE
UK- E14 5EU LONDON
Contact: Ed Bovey 149

Tel: +44 7970 884467
Fax: +44 20 8400 1646
E-mail: edbovey@luna.co.uk

Tel: +32 2 296 9089
Fax: +32 2 296 3307
London Underground Ltd. LUL UK

Régie Autonome des Transports Parisiens RATP F
Azienda Trasporti Milanese ATM I
Pandrol Rail Fastenings Ltd. Pan UK
Composite Damping Materials CDM B
Vibratec Vib F
Katholieke Universiteit Leuven KUL B
Centrale Recherche S.A. ECP F
Stichting GeoDelft GeoDelft NL
University of Cambridge CamU UK
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.
150 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.
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.

Title : Wheel Rail Corrugation in Urban Transport
Acronym : CORRUGATION
Contract N° : NA
Total Cost : €7 787 628
Scientific Coordinator : Patrick VANHONACKER

Organisation : DYNAMICS, STRUCTURES & SYSTEMS INTERNATIONAL
MECHELSEVEST 18/0601
B-3000 LEUVEN
Contact: Patrick Vanhonacker 151

Tel: +32 1 623 8988
Fax: +32 1 623 8910
E-mail: d2sint@d2sint.com

Tel: +32 2 296 9089
Fax: +32 2 296 3307
Dynamics, Structures & Systems International D2S B

Acoustic Control ACL S
Frateur de Pourcq FDP B
Institut National des Sciences Appliquées INSA F
Centre National de la Recherche Scientifique CNRS F
Lucchini Centro Ricerche e Sviluppo LUC I
Politecnico di Milano – Dipartimento di Meccanica POLI I
Railtech International RTI F
Régie Autonome des Transports Parisiens RATP F
SL Infrateknik SLI S
SPIE Drouard SPIE F
Société des Transports Intercommunaux de Bruxelles STIB B
Tecnogamma TEC I
Université Catholique de Louvain –
Faculté des Sciences Appliquées UCL B
Université Libre de Bruxelles –
Service des Constructions Mécaniques & Robotique ULB B
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
152 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.
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.

Title : Euro Rolling Silently
Acronym : ERS
Total Cost : €6 077 783
Scientific Coordinator : Jacques RAISON

Organisation : SNCF
DIRECTION DU MATÉRIEL ET DE LA TRACTION
15 RUE TRAVERSIÈRE
F-75571 PARIS CÉDEX 12
153
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 Railway Company F

DB AG Railway Company D
FS Railway Company I
SBB Railway Company CH
BREMSKERL Railway brake manufacturer D
RÜTGERS Automotive Railway D
brake manufacturer
BECORIT Railway brake manufacturer D
FERODO Railway brake manufacturer UK
ICER Railway brake manufacturer E
JURID Railway brake manufacturer D
Chalmers University of Technology Railway Mechanics Department S
University of Technology
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
environment’s 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 wheel-
sets (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;
154 - 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.
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, 5–6 dB reduction of pass-by noise will be pursued).

Title : Development of an Innovative High Performance Railway Wheelset
Acronym : HIPERWHEEL
Total Cost : €3 700 719
Scientific Coordinator : Kamel BEL KNANI

Organisation : CENTRO RICERCHE FIAT S.C.P.A
STRADA TORINO, 50
I-10043 ORBASSANO (TO)
Contact: Kamel Bel Knani 155

Tel: +39 11 908 3774
Fax: +39 11 908 3672
E-mail: kamel.belknani@crf.it

Tel: +32 2 296 9089
Fax: +32 2 296 3307
Fraunhofer Institut Betriebsfestigkeit LBF D

Lucchini C.R.S. S.R.L. Lucchini I
Valdunes S.A.S. Valdunes F
Société Nationale des Chemins de Fer Français SNCF F
Otto Fuchs Metallwerke Fuchs D
University of Sheffield USFD UK
Politecnico di Milano Poli-MI I
Ferrovie dello Stato FS I
Mechanical Dynamics Italy S.R.L. MDI I
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:
156 - 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.
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.

Title : Improving Railway Infrastructure Productivity by Sustainable Two-Material Rail
Development
Acronym : INFRASTAR
Total Cost : €1 783 811
Scientific Coordinator : Martin HIENSCH

Organisation : AEA TECHNOLOGY RAIL BV.
CONCORDIASTRAAT 67, PO BOX 8125
NL-3503 RC UTRECHT
157
Contact: Martin Hiensch
Tel: +31 30 235 3024
Fax: +31 30 235 7329
E-mail: martin.hiensch@nl.aeat.com

Tel: +32 2 296 9089
Fax: +32 2 296 3307
AEA Technology Rail bv. AEAT NL

Chalmers University of Technology, dept Applied Mechanics Chalmers S
Sheffield University – Dept. Mechanical Engineering USFD UK
DUROC AB S
CORUS – Hayange F
Regie Autonome des Transports Parisiens RATP F
Banverket – Swedish rail administration S
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 manu-
facturers and operators under pressure to improve the crash performance of vehicles.
Passive safety has been successfully applied in the automotive industry and trains. 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
158 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.
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.

Title : Passive Safety of Tramways for Europe
Acronym : SAFETRAM
Total Cost : €3 235 237
Scientific Coordinator : Lamy FIGUEIRAS

Organisation : BOMBARDIER TRANSPORTATION
RUA VICE ALMIRANTE AZEVEDO COUTINHO 1
P-2700-843 AMADORA
Contact: Linda O’Connor 159

Tel: +351 21 4969 300
Fax: +351 21 4969 385
E-mail: linda.o’connor@pt.transport.bombardier.com

Tel: +32 2 296 9089
Fax: +32 2 296 6757
Bombardier Transportation, Portugal BT/P P

Ansaldobreda S.p.A. AB I
Bombardier Transportation, Nuremberg BT/N D
Alstom Transport SA ALS F
Alcan Alesa Engineering Ltd ALC CH
Berliner Verkehrsbetriebe BVG D
Centrum Naukowo – Technicze Kolejnictwa CNTK PL
Deutsche Bahn AG DB D
Instituto Superior Técnico IST P
MIRA Ltd. MIRA UK
Régie Autonme des Transports Parisiens RATP F
Technische Universität Berlin TUB D
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 electro-
magnetic interference for safety reasons;
- design for a high volume market (mass-production), considering 100% recyclable
and non-polluting materials being compatible with other materials.

DEVICES (IGBTs and MOSFETs) sustaining 200°C junction and 120°C ambient temper-
ature are to be developed where existing simulation tools are applied. Instantaneously,
160 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 require-
ments, the system will be designed by support of standard simulation tools. Then,
prototypes of modules integrated into the hot water cooling system will 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.
Expected results
- IGBT/MOSFET-chips, packages sustaining 200°C junction and 120°C ambient temper-
ature modules for hot water cooling;
- IGBT(600V, 3 3kV) / MOSFET(70V, 700A) testing systems for modules, modules
integrated into cooling system;
- compact device models, driving circuits, physical models (thermal, electro-thermal,
mechanical, thermo-mechanical), multi-energy domain macro models;
- metal-matrix composites quality criteria/specifications;
- standardised reliability tests/models.
Power trains for railways

Title : High-temperature IGBT and MOSFET Modules for Railway Traction and Automotive
Electronics
Acronym : HIMRATE
Total Cost : €6 807 428
Scientific Coordinator : Professor Dr Eckhard WOLFGANG

Organisation : SIEMENS AG
CT MS 4, OTTO HAHN RING 6
D-81730 MUNICH
161
Contact: Professor Dr Eckhard Wolfgang
Tel: +49 89 6364 4176
Fax: +49 89 6364 6376
E-mail: eckhard.wolfgang@mchp.siemens.de

Tel: +32 2 296 9089
Fax: +32 2 296 3307
Siemens Aktiengesellschaft SIEMENS D

Swiss federal Institute of Technology (ETH),
Zurich Integrated Systems Laboratory (IIS) ETHZ CH
CRF Società Consortile per Azioni CRF I
Regienov RENAULT F
Institut National de Recherche sur les Transports et leur
Securité INRETS F
ELECTROVAC Fabrikation elektrotechnischer Spezialartikel
Ges.m.b.H. ELECTROVAC A
Infineon Technologies AG INFINEON D
European Power Semiconductor and Electronics Company EUPEC D
Technische Universität Wien,
Institute of Materials Science and Testing TUW.MST A
Technische Universität München;
Lehrstuhl für Technische Elektrophysik TUM D
Ansaldobreda ANSALDO I
Ferraz Date Industries FERRAZ F
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
162 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
UK’s 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.
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.

Title : High Voltage Booster Second Phase
Acronym : HVB2
Contract N° : G3RD-CT 2000-00250
Proposal N° : GRD1-11220
Total Cost : €2 799 771
Scientific Coordinator : Marina FRACCHIA

Organisation : CENTRO INTERUNIVERSITARIO RICERCA TRASPORTI
VIA ALL’OPERA PIA 11A
I-16145 GENOVA
Contact: Marina Fracchia 163

Tel: +39 10 353 2741
Fax: +39 10 353 2700
E-mail: marina@crt.unige.it

Tel: +32 2 296 9089
Fax: +32 2 295 4349
Centro Interuniversitario Ricerca Trasporti, University of Genoa CRT I

Railtrack plc RT UK
Ansaldo Sistemi Industriali S.p.A. ASI I
Institut National Polytechnique de Grenoble INPG F
Institut National de Recherche sur les Transports et leur
Sécurité INRETS F
Faculté Polytechnique de Mons FpMONS B
Railinfrabeheer B.V. NS NL
Italferr SpA ITF I
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 low-
emissions 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.
164 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 theme-
oriented activities.
The work packages are linked interactively to ensure high efficiency and synergy in
developing a hybrid powertrain for the European market.
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.

Title : Ultra Low Emission Vehicle Transport Advanced Propulsion II
Acronym : ULEV-TAP II
Contract N° : NA
Total Cost : €4 000 000
Starting Date : NA
Scientific Coordinator : Hubert MÜLLER

Organisation : SIEMENS AG, TS LR PM
SIEMENS AG
DUISBURGER STR. 145
D-47829 KREFELD
165
Contact: Hubert Müller
Tel: +49 215 1450 7338
Fax: +49 215 1450 7565
E-mail: hubert.mueller@siemens.de

Tel: +32 2 296 9089
Fax: +32 2 296 3307
Siemens Transportation System Siemens D

Kiepe Elektrik GmbH & Co. KG Kiepe D
B.V. Ontwikkelingsmaatschappij CCM CCM NL
The Turbo Genset Company Limited TGC UK
Imperial College of Science, Technology and Medicine IMPCOL UK
Transport Technologie Konsult TTK D
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.
166 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).
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 project’s 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.
Systems for railways

Title : European Distributed Power
Acronym : EDIP
Contract N° : G3RD–CT–2002-00816
Proposal N° : GRD2–2001-50040
Total Cost : €2 481 338
Scientific Coordinator : Bruno GUILLAUMIN

Organisation : TEKELEC SYSTEMES
29 AVENUE DE LA BALTIQUE
F-91953 LES ULIS CEDEX
Contact: Sophie Pavoine 167

Tel: +33 2 9912 7060
Fax: +33 2 9912 7061
E-mail: sophie.pavoine@st2e.com

Tel: +32 2 295 4779
Fax: +32 2 296 3307
Tekelec Systemes TEKELEC SYSTEMES F

SNCF SNCF F
Deutsche Bahn Deutsche Bahn D
Thiemeg Thiemeg D
St2e St2e F
SAB Wabco SAB Wabco I
Trenitalia Trenitalia I
AEA AEA UK
NTUA NTUA EL
SBB Cargo SBB Cargo CH
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 temper-
ature and contact force will be developed. The emerging results will be transferred in
a hardware sensor design with a complementary interrogation unit and primary
168 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.
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.
Systems for railways

Title : Smart Monitoring for Train Systems
Acronym : SMITS
Contract N° : G3RD-2002-0812
Total Cost : €3 400 000
Scientific Coordinator : Thomas BOSSELMANN

Organisation : SIEMENS AG CORPORATE TECHNOLOGY
PAUL GOSSEN STR. 100
D-91052 ERLANGEN
Contact: Thomas Bosselmann 169

Tel: +49 913 173 1745
Fax: +49 913 173 2164
E-mail: thomas.bosselmann@erls.siemens.de

Tel: +32 2 295 4779
Fax: +32 2 296 3307
Siemens Aktiengesellschaft Siemens D

Morganite Electrical Carbon Morganite UK
Societé Nationale des Chemins de fer Français SNCF F
Institut f. Phys. Hochtechnologie IPHT D
Commissariat à l’Energie Atomique CEA F
BLS Lötschbergbahn AG BLS CH

LandTransport and Marine Technologies B

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Transport B 22/05/02 9:02 Page 110

Continuous Simulation of EMC in

Description of the work

Title : Continuous Simulation of EMC in Automotive Applications

Total Cost : €1 945 075

EU Contribution : €1 098 082

Scientific Coordinator : Dr Friedrich HASLINGER

Contact: Dr Friedrich Haslinger 111

EC Officer: Dr Zoe Ketselidou

Partners (name, abbreviation, country):

BMW Bayrische Motoren Werke AG BMW D

Guidelines for Electromagnetic Compatibility

Description of the work

Title : Guidelines for Electromagnetic Compatibility Modelling for Automotive

Total Cost : €2 597 321

EU Contribution : €1 079 691

Scientific Coordinator : Alastair RUDDLE

EC Officer: Dr Zoe Ketselidou

Partners (name, abbreviation, country):

MIRA Ltd MIRA UK

Integrated Design Process for

Description of the work

Title : Integrated Design Process for On-Board Diagnosis

Total Cost : €3 203 031

EU Contribution : €1 799 956

Scientific Coordinator : Fulvio CASCIO

Contact: Fulvio Cascio 115

EC Officer: Dr Zoe Ketselidou

Partners (name, abbreviation, country):

Centro di Ricerche Fiat CRF I

Description of the work

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

Total Cost : €2 769 919

EU Contribution : €1 599 960

Scientific Coordinator : Professor Charles HIRSCH

EC Officer: Patrick Mercier-Handisyde

Partners (name, abbreviation, country):

Manufacture Française des Pneumatiques Michelin MICHELIN F

Advanced Virtual Analysis of Crash Environments

Description of the work

Title : Advanced Virtual Analysis of Crash Environments

Total Cost : €2 414 000

EU Contribution : €1 350 000

Scientific Coordinator : Dr Kambiz KAYVANTASH

EC Officer: Patrick Mercier-Handisyde

Partners (name, abbreviation, country):

MECALOG SARL MECALOG F

Advanced Methods For Improved Child Safety

Description of the work

Title : Advanced Methods For Improved Child Safety

Total Cost : €4 506 640

EU Contribution : €2 985 754

Scientific Coordinator : Françoise BRUN-CASSAN

Contact: Françoise Brun-Cassan 121

EC Officer: Angel Rodriguez Llerena

Partners (name, abbreviation, country):

Development of a Set of Human

Description of the work

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

Total Cost : €4 476 462

EU Contribution : €3 199 966

Scientific Coordinator : Jean Pierre VERRIEST