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Energy harvesting methodologies for trackside and on-board signalling and communication devices. Adaptation of already existing technologies for developing a purely on-board Train Integrity - S2R-OC-IP2-02-2017
Deadline: Mar 30, 2017  

 Energy Efficiency
 Intelligent Energy
 Electronics and Microelectronics
 Urban transport
 Industrial Engineering

Specific challenge:

Evolution on signalling needs to be accompanied by an investigation of new technologies to be applied in the traditional environment and framework. The challenge is to develop competitive solutions for enhancing train integrity functionalities and for trackside object controller deployment. 

Considering the different application in the Railway Segments one of the challenges is to find out solutions that will enable to overcome communication issues and provide the suitable energy supply for on board train integrity devices also in those cases where trains (especially freight trains) do not have any power supply available on the wagons. 

Similar issue is present for trackside signalling object controllers which are laid down close to the track or the signalling equipment; hence a specific solution is necessary in order to minimize cables and trackside infrastructure. Subsequently, the objective will be to identify the best technical system (communication network, devices, antenna, energy generation and harvesting, etc.) to be used for achieving the On Board Train Integrity feature and to identify the best engineering solution for energy feeding of the trackside object controller. 

Scope: The proposals should address all work streams described below, in line with the SS2R MAAP: 

 Regarding the On-board Train Integrity (complementarity with TD2.5), the activities should include: 

a) the identification of solutions and the development of devices focusing on radio communication, energy harvesting technologies, antennas suitable to be installed in the queue of a very long train, optimizing its characteristics, also in non-line-of-sight (NLOS) conditions; 

b) the exploration of new solution or adaptation of existing technologies of energy generation for feeding on-board Train Integrity devices (for application on trains where power supply is not available) considering both the most appropriate source and the best way to store and distribute it. 

c) Validation in relevant environment of the developed solution regarding suitable antennas, power supply and harvesting. 

 Regarding the trackside energy harvesting systems for object controller (complementarity with TD2.10) the activities should include: 

a) The analysis of the economic models of the energy harvesting systems focusing notably on regional and freight lines; 

b) The identification (in terms of components, circuits, engineering rules, redundancy, cabling) of the most suitable energy harvesting solution taking into account existing signalling standards as the essential input for ensuring safety and security. 

c) Provide the proof of the effectiveness of the solutions in terms of efficiency of the energy harvesting and safety. 


This topic will be complementary with the topic S2R-CFM-IP2-01-2017: Enhancing Railway Signalling Systems thanks to applying satellite positioning; developing an on-board safe Train Integrity; applying formal methods approach and standardised interfaces, and enhancing Traffic Management System (TMS) functions. 76 


The action stemming from this topic will also be complementary to action carried out following the topic S2R-CFM-IP2-01-2015: Start-up activities for Advanced Signalling and Automation System. 

As specified in section 2.3.1 of S2R AWP for 2017, in order to facilitate the contribution to the achievement of S2R objectives, the options regarding 'complementary grants' of the S2R 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 Grant Agreements. 

An indicative scheduling of the deliverables is suggested below44: 

 Deliverables of work stream 1a and 1b are expected to be available by M12; 

 Deliverables of work stream 1c are expected to be available by M20; 

 Deliverables of work stream 2a are expected to be available by M8; 

 Deliverables of work stream 2b are expected to be available by M12; 

 Deliverables of work stream 2c are expected to be available by M30. 


The activities are expected to reach TRL4. 

Expected impact: The activities are expected to contribute to: 

 Achieving the basic knowledge of the best system architecture for further Train Integrity development and on board integration. Train Integrity is essential for the application of the Moving Block and it will be one of the main key element to improve European industries competitiveness also in markets currently dominated by other systems and technologies like PTC (Positive Train Control) (e.g. American market in the application of freight and regional lines). 

 Defining the basic architecture (made up of components and interfaces) able to power the new Object Controller deployment. The new structure will have impact reducing installation cost (reducing quantity of cables to be laid down) and time to market reducing test & commissioning phase. It will also have significant impact on the signalling system at a whole using radio communications not only between object controllers and interlocking but also directly with trains. 


Specific metrics and methods to measure and achieve impacts should be included in the proposals, with the objective to achieve by the end of the S2R Programme the quantitative and qualitative targets defined in the S2R MAAP related to TD2.5 and 2.10 in line with the relative planning and budget. 

Type of Action: Research and Innovation Actions 

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