Demonstrators for the next generation of traction systems, smart maintenance, virtual validation and eco-friendly HVAC, and Technical research on battery and hydrogen powered regional trains (BEMU/ HMU) (IP1/IP3)

Deadline: Apr 21, 2020  
CALL EXPIRED

SPECIFIC CHALLENGE

There are several specific challenges concerning traction systems and HVAC.

A reference architecture for CCS will be developed in the action to be funded under topic S2R-CFM- IPX-CCA-01-2019. AWP2020 includes the continuation of these activities inside the topic S2R-CFM-IPX and CCA-02-2020. Subsequently, each CFM proposal has to be aligned with the progress in S2R-CFM- IPX-CCA-01-2019 and S2R-CFM-IPX and CCA-02-2020; in particular the system approach and interoperability of solutions must be ensured across S2R IP/CCA activities and for future developments.

1. Traction systems

The Traction Drive sub-system is one of the main sub-systems of a train as it moves the train converting energy from an electrical source (directly or via a chemical source) into a mechanical one.

The physical domains to master are multiple: electrical, mechanical, thermal, and control. A large number of norms and regulations have to be taken into account for traction systems design, manufacturing, validation and certification. The challenges, at this point, are:

•   to master technologies breakthrough developments like Silicon carbide (SiC) semi-conductors applied to different railway traction applications and independent rotating wheels for HST;

•   to develop and contribute to implementing new methodologies, tools, norms & standards of noise, reliability, virtual validation and certification, smart maintenance.

•   Continuing and finishing the work of PINTA and PINTA2 by the Traction demonstrations on trains (Regional, Metro) using SiC technologies, Wheel motors for HST, conclude on the 7 Traction KPIs progress and consolidate results at train level.

2. HVAC

Conventional HVAC systems of rail vehicles use artificial refrigerants that have a very high impact on the global warming (e.g. R134a). To limit the climatic impact from HVAC systems, the EC passed in 2014 regulation No 517/2014 which aims to reduce the use of artificial refrigerants within the EU. Rail service operators and vehicle integrators need to act quickly due to the long lifetime of the rolling stock. Hence new and redesigned trains should be equipped with eco-friendly HVAC systems using natural gases such as air or CO2.

The objective of this research activity in the S2R JU is the increase of technical readiness of HVAC-units with natural gases up to TRL 7 so that they can be purchased for new vehicles or for retrofitting of existing units without technical risks.

3. Battery and Hydrogen solutions

In addition to the use of renewable energies for energy supply of electrified railway lines, the use of alternative drive systems is necessary to achieve CO2-free passenger and freight traffic on non-electrified lines. The focus of this call is regional traffic. Vehicle solutions could be “Battery Electric Multiple Units” (BEMUs) or “Hydrogen Multiple Units” (HMU). The results being developed in this call (e.g. standardized interfaces) can also be applied for freight application.

The goal of zero CO2-emission can be reached with new developed BEMUs or HMUs based on existing EMU-platforms. This is already on the way within the railway industry with first prototypes. But by considering only new trains the reduction of CO2-impact to zero emission will take more than 30 years until all running diesel trains are substituted by new BEMUs. Therefore retrofitting of existing trains is necessary to achieve the target and time line of the EU for reduction of CO2-emission. Especially for retrofitting special challenges are to overcome with respect to weight management, charging solutions and economy. Currently there is no affordable solution for an economical retrofitting available on the market and the goal of this call is to elaborate further to define these possible solutions. The topic itself is seen as a bridge between the S2R JU and activities to come within Horizon Europe and a possible follow up of the S2R JU.

A further challenge of this call is basic research for the second generation of BEMUs and HMUs targeting the operational behaviour of today’s DMU and/or EMU.

SCOPE

The main target (but not the only one) of the proposed project is to demonstrate (TRL 7) on trains, as described in the IP1 Demo Plan:

•   SiC based Traction systems for Metro (on Quarter2 of 2022) and Regional (on Q4 2021 to Q1 2022) trains applications

•   Wheel-motor on a HST train application (on Q4 2021)

•   Complete (TRL 7 as far as methodologies and tools could be described by TRL NASA approach)

  methodologies and tools to simulate and predict Traction noises, reliability

•   Demonstrate (TRL 7) Traction smart maintenance algorithms & health monitoring on trains.

  In order to address the challenges described above, proposals should address all the following work streams, in line with the S2R MAAP:

1. Work stream 1: Traction

On traction, work should cover:

- Traction solution developments :

•   Based on experience gained in PINTA2, continuation of manufacturing and test (static

  test bench and on train tests) of new hardware and software traction components and sub-systems (especially Silicon Carbide based, but also independently rotating wheel architecture for HST) customised for different market segments (urban, regional, HST) up to TRL 7.

•   Smart maintenance (TRL 7): implement high reliability components and specific maintenance solutions per train application (Condition Based Monitoring of traction components, remote diagnostic, on-board and/or off-board software, etc.), leading up to “smart-maintenance” integrated demonstrators.

•   Continue test bench tests and assess their results on the S2R JU and PINTA defined KPIs (Capital cost, maintenance cost, energy cost, reliability, weight, volume, noise of traction system and/or traction components).

Industrials and Operators should cooperate as much as possible in Life-Cycle Costs (LCC) and other KPIs quantification in order to support future introduction to commercial markets thanks to very well understood capabilities, performance and costs of the new technologies developed within the S2R JU.

•   Traction Noise (TRL 7): Based on experience gained in PINTA2, finish the development and implementation of methodologies and tools for acoustic noise emission prediction and reduction (noise levels and tonal noise, electromagnetic, aerolic noise) for traction sub-system, components and parts (ex.: fans) in all phases of vehicle use including parking mode.

•   Traction Reliability/Availability (TRL 7): Based on the results of PINTA2, finish the development of methodologies and tools and increase traction system reliability, availability, in particular, use real operator data and return of experience as much as possible.

  Continue further improvements in converter reliability concerning SiC modules , train availability, smart maintenance solutions and generic approach due to digitalized system features.

  Conclude on the “data observation system” prototype in a real train environment implemented in PINTA2 on added value for reliability, availability or smart maintenance purposes.

•   Traction virtual validation & certification (TRL 5): Based on experienced gained in PINTA2, finish the development of methodologies & tools for virtual validation and/or certification of traction systems, and apply Software in the Loop (SIL) tests as much as possible to cover the complete traction system control and combine with vehicle level TCMS validation. Replace physical tests by virtual proofs and conclude on the cost and time saving due to this major breakthrough.

   Pre-standardisation: Based on experience gained in PINTA2, continue to perform pre- standardisation tasks for new solutions & new technologies (e.g. new insulation material, sensors network, etc.), complete normative evolution via cooperation with the S2R CCA Working Area “Standardisation” and all needed normative bodies in order to align new solutions emergence with suitable normative environment, allowing a fast introduction on markets for the solutions developed within the S2R JU.

2.

Work stream 2: HVAC

The research activities of this call are the continuation of previous activities that have started in S2R- CFM-IP1-01-2019 within the AWP2019. The previous project has covered requirement specification, analysing existing units, simulations, alternative refrigerants, conformity and risk assessment as well as the beginning of the further prototype development and pre-standardisation.

The current call covers the following actions:

•   Further development and adoption of existing prototypes of HVACs (with CO2 refrigerant and integration of a heat pump) incl. carrying out a type test

•   Integration of the adopted HVAC-prototypes into the test vehicle(s), installation of measuring equipment and testing within a climatic chamber

•   Test of HVAC-prototype in real operation over 12 months incl. comparison with the conventional HVAC unit with respect to behaviour, thermal comfort, energy consumption, maintainability and reliability

•   Continuation of the pre-standardisation of interfaces and functions of HVAC subsystems (compressor, heat exchanger etc.) as well as interfaces for vehicle integration of HVACs (energy supply, mechanical dimensions, data exchange, etc.)

•   Final report on HVACs with natural gases concerning technical behaviour, technical readiness and maintainability as well as migration strategy and application for new and existing trains

  The work will be the continuation of the HVAC-activities of S2R-CFM-IP1-01 -2019 with demonstration of eco-friendly HVACs with natural gases in real operation (TRL 7). The following tasks are foreseen:

•   Further development of prototypes

•   Test of prototypes (within a climatic chamber and in real operation)

•   Pre-standardization of interfaces

•   Assessing of alternative refrigerants, risk analysis and migration strategy

3. Work stram 3: Battery and Hydrogen solutions

The focus of this work stream is basic research on rolling stock, infrastructure and operational aspects for retrofitting existing regional trains. Further, preparatory work for next generation BEMUs and HMUs is carried out (TRL 2). Higher TRL levels will be achieved in possible follow-up projects.

In order to address the challenges described above, proposals should address all the following tasks, in line with the S2R MAAP:

•   Evaluation of use cases for regional trains with respect to train size, non-electrified line length, target costs, market volume, business models, time scale and migration strategy

•   Looking at standardised and cost-efficient solutions for infrastructure with respect to battery charging, hydrogen refilling and green hydrogen production

•   Looking at operational aspects of the new technologies, e.g. service, maintenance, handling, safety, emergency concept, driver training and time table with recharging slots

•   Basic research on rolling stock for retrofitting and next generation BEMU and HMU, mainly on battery as well as weight and energy management. The work on hydrogen storage and fuel cell technology for rail application should be carried out in close cooperation with the FCH Joint Undertaking

•   Optimise, accelerate and simplify the authorisation process, especially for retrofitting

•   Preparation work for high technical performances and low LCC Technical Demonstrators in subsequent research activities wich could take place in a possible follow up of the S2R JU.

Based on the above mentioned actions, the described call is in line with the three priority R&I topics as mentioned in the 2019 issued Roland Berger H2-study33 to unlock the full market potential of alternative drives. In particular, an optimised storage system is part of this call and a large-scale demonstration is foreseen to take place in a follow up of S2R.

The proposal should explain how the results on energy storage systems of previous S2R JU projects, such as FFL4E (730823) and OPEUS (730827) are taken into account.

Work Streams results should be placed in the context of the demo plans, which are developed in conjunction with MAAP part B. In addition, the demo plans should be accompanied with integration environment_final.pdf

https://shift2rail.org/wp-content/uploads/2019/05/Study-on-the-use-of-fuel-cells-and-hydrogen-in-the-railway- 57

and migration plans to implement produced solutions in the rail environment to support and speed up deployment.

The S2R Joint Undertaking considers that proposals with a duration of 30 months would allow this topic to be addressed appropriately. Nevertheless this does not preclude submission and selection of proposals with another duration.

COMPLEMENTARITY

As specified in section 2.3.1 of AWP 2020, in order to facilitate the contribution to the achievement of the S2R JU objectives, the options regarding 'complementary grants' of the S2R JU Model Grant Agreement and the provisions therein, including with regard to additional access rights to background and results for the purposes of the complementary grant(s), will be enabled in the corresponding S2R JU Grant Agreements.

The action that is expected to be funded under this topic will be complementary to the actions that are expected to be funded under the following topics:

•   S2R-OC-IP1-01-2020

•   S2R-CFM-IP1-01-2019

•   S2R-CFM-CCA-01-2019

•   S2R-CFM-IPX and CCA-02-2020

The action stemming from this topic will also be complementary to actions carried out within the following projects:

•   FR8HUB (GA 777402)

•   FR8RAIL-2 (GA 826206)

The action shall actively contribute to the S2R standardisation rolling development plans wherever relevant.

The action shall actively contribute to the S2R KPIs development. This shall lead to publicly available deliverable, quantified indicatively on a semi-annual basis.

The planned activities of the action should take into account the revised MAAP.

The S2R JU will only fund one proposal under this topic.

The S2R Joint Undertaking considers that proposals with a duration of 30 months would allow this topic to be addressed appropriately. Nevertheless this does not preclude submission and selection of proposals with another duration.

EXPECTED IMPACT

For traction, the previous PINTA and PINTA2 projects have defined and worked on seven Traction KPIs (capital cost, maintenance cost, energy cost, reliability, noise, weight, volume of traction sub-system) directly linked with S2R KPIs (LCC, reliability, capacity). The long term quantified performance targets have been described.

The most significant quantitative benefits of the present action brought by new technologies, methodologies and simulation tools developed within this action will include the conclusion on Traction KPIs improvements progress toward previously described targets:

•   A reduction up to -30% of the traction system validation/certification duration and costs through simplification, harmonization of rules and replacing very expensive "on site" certification tests by more cost efficient simulations and/or static bench tests;

•   A reduction up to -20% in maintenance costs, thanks to high reliability and “maintenance oriented design” components and traction sub-system hardware completed by smart maintenance;

•   A reduction up to -15% in traction energy consumption thanks to the use of higher energy efficiency technologies, significant weight reduction, and naturally cooled components (instead of using pumps or fans);

•   Traction noise reduction up to -10% thanks to the application of methodologies of noise emission prediction, new low noise solutions on traction components;

•   Further important impacts are also be expected in the domains of train capacity, passenger comfort, battery or Hydrogen powered trains autonomy extension up to +10% thanks to traction components weight and volume savings;

•   Finally, the traction LCC will be reduced thanks to a specific focus – in complement with energy and maintenance - on the reduction of capital cost of the traction systems.

  For HVAC, the action will contribute to the market introduction of eco-friendly HVAC systems taking into account the near-term shortage of conventional refrigerants. Additional impacts are:

•   Reduction of LCC by reducing energy consumption of about 20-45% by integrating heat pumps and the usage of standardized interfaces

•   Standardised control interface for optimisation of vehicle energy management and condition-based maintenance

For Battery and Hydrogen solutions, the action has an impact on CO2-reduction of railway traffic and is thus in accordance with the ERRAC vision 205034 where railway traffic is seen as the sustainable backbone of an intermodal “Mobility as a service” within cities and beyond. If regional diesel trains (with two cars) are substituted by BEMUs or HMUs the CO2-Impact is reduced by about 4kg/train-km.

Further the action contributes to standardisation and the market introduction of alternative drives to gain a competitive advantage for the European railway industry.

The research and innovation activities results shall be brought in the form of a demonstrator in the context of InnoTrans 2022, including on the S2R JU stand.

The research and innovation activities results shall be shown through the High TRL demonstrators planned to end by the end of 2022.

Type of Action: Innovation Action (IA)