EC - Horizon 2020 logo

Integrated mobility management (I2M), Energy and Noise & Vibration - S2R-CFM-CCA-01-2019
Deadline: Jun 18, 2019   Expiring..

 Innovation
 Energy Efficiency
 Horizon2020
 Industrial Engineering
 Pollution

SPECIFIC CHALLENGE

Integrated Mobility Management (I2M)

The project IN2RAIL (GA number 635900) has delivered a first system design for an integrated Communication Infrastructure to link the defined rail operation services and their field assets. This platform (Integration Layer) uses standardized data structures and processes to manage the data exchange between different stakeholders and provides a gateway for data exchange with external clients. The availability of such data will enable analyses to enhance rail traffic management, including improved planning and timetabling, reliable and resilient operations and informed asset investment and maintenance decision making.

The most critical factor to realize the proposed system concept is the maturity of the Conceptual Data Model with embedded elements of information required from the different applications of subscribed services/clients. To achieve this goal, applied operational procedures or technical functionalities must be described in such depth that the necessary data to be received or send from/to other clients can be specified. If preceding projects deliver their targeted outputs, the works proposed for WA4.2 in this project will not face significant risk to be completed.

Energy

The challenge regarding energy is linked to the need to reduce energy consumption within the railway sector in order to ensure that the environmental advantage of railways remains or increases. The necessity to reduce energy costs, an important part of the total Life-Cycle Cost, to contribute to the general S2R objective “Reduced operating costs” is also a priority. Furthermore, reduction energy consumption from HVAC is needed is required, as HVAC accounts for a major part of the energy consumption from the traction.

Noise and Vibration

In order to ease vehicle certification and reduce the associated cost and time expenses without penalising the real vehicles noise performance, virtual certification will play an important role in the near future. Thus, current exterior noise simulation tools require further research and validation in order to ensure that the procedures and methodologies applied, and the results obtained represent the noise performance the real train will have. Additionally, current noise measurement procedures lack the possibility to accurately separate noise sources on pass-by noise tests, and do not cover the common vehicle scenarios (including different track types). Separation of contributions is relevant both for vehicle validation and for source ranking prior to mitigation measure implementation, and the improvement of separation techniques shall finally lead to more flexibility, better comparability and hence a better vehicle characterization in current homologation procedures and for the customers.

SCOPE

Having regard to the Union policies and targets on decarbonisation, taking into consideration that automation and digitalization are key enablers of a drastic railway system transformation, in order to address the challenges described above, the proposals should address all the following work streams, in line with the S2R MAAP.

Work stream 1: I2M

The action to be funded under topic S2R-CFM-IP-01-2019 is expected to develop prototypes up to TRL6 for the TMS integration layer.

 

IN2SMART (grant agreement number 730569) further progressed Railway Information Measuring and Monitoring System (RIMMS), Dynamic Railway Information Management System (DRIMS) and Intelligent Asset Management Strategies (IAMS) demonstrators, complementing the work previously done in past project (IN2RAIL).

The action to be funded under the topic S2R-OC-IP2-02-2019 (linked to TD2.9) will provide a demonstration platform for an Integration Layer-enhanced TMS.

The action to be funded under this topic will therefore specify and develop necessary Interfaces to allow Freight and Passenger Operations, Maintenance Services and Traffic Management Systems to access the different databases via the integrated ICT and design a concept and to test and validate the proposed prototypes on the platform to be delivered by the action to be funded under the topic S2R- OC-IP2-02-2019.

- Integration of Business Services
Technical Engineering: This activity shall encompass all coordination and system engineering activities required to ensure compatibility, interoperability and design of the Interfaces of the Integration Layer to TMS, Asset Management Systems, Passenger and Freight Planning and Operation Services. Development Specification and Prototypes for APIs including specific Plug-ins: The objective of this activity is to specify and develop prototypes up to TRL 3 for the APIs between the Integration Layer, TMS, Asset Management Systems and Passenger and Freight Planning and Operation services. These activities are based on the requirement specification developed under the WP6 of X2RAIL2 (GA number 777465) and WP7 of IMPACT-2 (GA number 777 513).
Develop a concept and design Guidelines for a Demonstrator: Developing a concept and the design guidelines for a demonstrator to test and validate the prototypes. This task is closely linked with the coordination and the works proposed for the action to be funded under the topic S2R-OC-IP2-02-2019 (establish a test bench to test and validate all prototypes related to the Integration Layer).

- Advanced Business Service Applications
Specification and Development of prototypes for TMS applications: The Objective of this work is to specify and develop prototypes for applications in a TMS addressing traffic prediction, real-time control of the operation, maintenance planning and operational decision support features. This will enable:

  1. Optimised service intent, timetable and schedule planning across different time- resolutions for efficient TM operations;

  2. The ability to predict and prevent (e.g. pre-planned alterations for predictive maintenance interventions); or quickly detect unplanned operational disruptions and minimise their impact and incident recovery (e.g. reactive maintenance, conflict resolution);

  3. The ability to re-optimise timetable planning, as more rail and mobility system operation data is made available, thereby facilitating continuous improvement in TM and;

  4. Additional data to be provided to other non-rail mobility providers, to enhance overall mobility offering.

Examples of additional data which can be used to improve Traffic Management (TM) operations can include but are not limited to:

  • -  Rolling stock and crew availabilities (planned vs. actual), small events which may affect effectiveness of macro-level timetabling;

  • -  Live passenger movements and overcrowding, availability and incentivising multi-modal options to alleviate demand on rail during abnormal operational conditions;

  • -  Smart maintenance operations based on predicted behaviour of infrastructure assets (outputs from IN2SMART).

This could lead to the creation of advanced prototypes, including but not limited to:

  1. Rolling stock and crew availability management systems to reduce likelihood of disruption to planned TM operations;

  2. Enhanced freight tracking including better coordination with ‘last-mile’ logistics providers;

  3. Automated decision support tools for TMS to cater for preventative maintenance requests of a railway asset, based on Intelligent Asset Management Strategies developed under IN2SMART, minimising system disruption on macro-level timetable;

  4. Demonstration of pre-emptive information output to minimise disruption to passenger journeys and maximise speed of rail operational recovery, based on discrete events, e.g. passenger overcrowding, rail network disruption, TMS failure.

  5. Enhanced standard operator workstation HMI design to accommodate new information flow and decision support functionalities for above prototypes.

Work stream 2: Energy

The activity should provide support to all S2R Innovation Programmes (IPs) and Technology Demonstrators (TDs), most notably as regards the energy calculation methodology and agreed boundary conditions produced in the project FINE-1 (Grant agreement number 730 818).

The existing list of energy-related TDs shall be reviewed for matching with the updated MAAP. Once the energy related tasks have been confirmed, respectively identified for each IP, they should be analysed with respect to their potential contribution to energy saving.

The action shall undertake the following activity:

  1. Update of the energy KPI, creating specific TD input consolidation groups by market segments and continue the data gathering from the TDs;

  2. Supporting the IPs and TDs for estimating energy improvement;

  3. Carry out pre-standardisation work: Energy-efficient technologies and strategies should be

    analysed from a whole life cycle perspective;

  4. Review the energy baseline defined in FINE-1 and collect lessons learned in the application as a reference for the evaluation of energy savings of new S2R technologies;

  5. Review and update the “future railway system with respect to energy” deliverable work of FINE-1 as ;
  6. Evaluation of energy savings achieved on demonstrators (new driving strategies, DAS implementation savings, new optimised auxiliary management) by real measurement campaigns;

  7. Theoretical Evaluation of energy savings achieved (via simulations and calculations with the

    support of the tool developed in the project OPEUS29;

  8. Regarding HVAC, the activity should define the state-of-the-art of the technology, define additional sub-level KPIs as well as energy savings evaluation methods; deliver an analysis of potential energy (HVAC related) savings shall be carried out along a train journey in order to investigate e.g. wasted heat and braking energy utilisation. The thermal car body model used for this purpose shall apply energy baseline scenarios as calculated by the OPEUS tool.

Work stream 3: Noise

1. Exterior noise simulation tools

The objective is to support the development in the complementary action to improve simulation capabilities for exterior noise at standstill and pass-by, based on existing tools stemming from ongoing and past projects. The modelling of exterior noise includes adding together noise sources placed on different parts of the train to simulate the resulting noise levels. The exterior noise modelling tools and methodologies to be enhanced and validated are those currently in use by industry members with respect to standstill and pass-by noise. The focus will be set on modelling of noise sources sound power and directivity and of integration effects.

The activity should consequently focus on the following two areas:

  1. Defining requirements for the modelling to be carried out by the action to be funded under the topic S2R-OC-CCA-01-2019.

  2. Analysing existing methodologies in comparison to the enhanced modelling procedures developed for reference cases.

  3. Applying an uncertainty assessment of the whole prediction by using the methods developed by the OC or own methods.

An indicative scheduling of the deliverables is suggested below30:

  •   Requirement definition based on current industry needs - M5

  •   Implementation of new modelling methodologies on industry members tools and improvement assessment - M36

2. Pass-by noise source characterisation

  1. The objective is to support the development of innovative techniques to separate and define the sound power level and directivity of the different types of sources during pass-by at constant speed of a train.

  2. A specification should be delivered based on the results from ROLL2RAIL and FINE-1, with the purpose to be used by the action to be funded under the topic S2R-OC-CCA-01-2019 on the work on separation techniques including aerodynamic sources, traction noise sources as well as rolling noise (rolling noise shall be considered as an entity, with no need to separate track noise from wheel noise.) Two vehicle scenarios will be specified together with additional requirements to be complied with by the methodologies to be proposed. The separation techniques developed shall be tested by the action to be funded under the topic S2R-OC-CCA- 01-2019 for each vehicle scenario separately. This action will on the other hand define and give access to vehicles and tracks to be used for this purpose.

  3. Analysis of strengths and weaknesses of the methodology proposals to be developed by the action to be funded under the topic S2R-OC-CCA-01-2019.

  4. The test results provided by the Open Call shall be tested in this action’s pass-by noise simulation tools in order to assess the suitability of the test methodologies developed to feed simulations fitting real train pass-bys.

An indicative scheduling of the deliverables is suggested below:

  •   Specification of vehicle scenarios and requirements for methodologies to be delivered to the Open call project - M6

  •   Analysis and recommendations for implementation of new methodologies proposed by the Open call project - M33

3. Separation of track noise versus vehicle noise

30 The scheduling of the deliverables is provided to facilitate the complementarity with the CFM actions and it is not binding. Additionally, each deliverable may have some flexibility in the scheduling.

 

The objective of this work stream is to support both the simplification and the enhancement of methodologies for separation of the track versus the vehicle part of the rolling noise. Validation and data collection including several vehicle scenarios is expected.

The focus shall be put on:

  1. Delivering specifications based on FINE-1 and ROLL2RAIL, with the purpose for use by the action to be funded under the topic S2R-OC-CCA-01-2019 on separation techniques. For this purpose, three vehicle scenarios shall be specified including a detailed goal and requirement definition;

  2. Study the feasibility of normalizing pass-by noise to a reference TSI/ISO track reference in terms of roughness and TDR (Track Decay Rate);

  3. Analyse performance of the methodologies proposed for exterior noise pass-by separation technologies;

  4. The separation techniques developed shall be tested and validated by action to be funded under the topic S2R-OC-CCA-01-2019 for each vehicle scenario separately. This action will define and give access to vehicles and tracks to be used for this purpose.

An indicative scheduling of the deliverables is suggested below:

  •   Specification of vehicle scenarios and requirements for methodologies for the Open Call - M5

  •   Analysis and recommendations for possibility to implement separation methodologies for

    authorisation and other exterior noise testing - M36

4. Ground Vibration

The objective to support the future development of a commonly accepted, practical and validated prediction tool for ground vibration impact studies:

  1. Specification of model requirements including descriptors and indicators for the overall prediction tool. Predictions should be made in free-field conditions (without buildings) and on the foundations of buildings as well as on floor levels of living rooms;

  2. Specification to define and characterize typical vehicles and in different situations involved i.e. based on the different dynamics characteristics of bogies and their interaction with track conditions;

  3. Performing measurements of the same type of train in at least two different situations in order to test the models for the transfer of vibration emissions data;

  4. Validation of the prediction tool (final version) using either already existing measurements and/or the measurements to be performed in the project as well as the integrated methods by comparison to numerical results and measurements.

An indicative scheduling of the deliverables is suggested below:

  •   Specification of model requirements including descriptors for vibration evaluation - M10;

  •   Specification how to define and characterize typical vehicles, track and soil conditions

    including tests - M14;

  •   Results from test campaign - M26;

  •   Validation and uncertainties - M36.

 

5. New Technologies:

The objectives are to support the action to be funded under topic S2R-OC-CCA-01-2019 on developing new and innovative approaches to improve the acoustic design for the interior on future rolling stock and on auralisation (A&V) and visualisation systems for railway noise:

  1. Regarding new materials and concepts, the activity shall provide input, review analysis and recommend preferred designs proposed in feasibility studies on innovative solutions for railway noise abatement developed in the complementary Open Call;

  2. Permanent follow-up and supervision of the Open Call during the simulation and validation phases (new materials and concepts);

  3. Evaluate the simulation and validation results provided by the complementary Open Call and analyse the improved configurations;

  4. Regarding the development of functional system for (A&V), this activity shall revise or fine- tune the system specification, which was delivered in FINE1 , if necessary. Information and measurement data shall be compiled to support the activities of the complementary Open call, as well as provide support for digital mock-ups of railway noise scenarios. All software version (external noise, test version and final user version) developed by the complementary open call shall be reviewed and tested in this activity.

An indicative scheduling of the deliverables is suggested below:

  •   Provide input to feasibility studies of innovative designs - M4;

  •   Analysis of and recommendations for most promising proposals in feasibility study - M10;

  •   Analysis of improved configurations on vehicle level - M36;

  •   Evaluation and analysis of the A&V software tool - M36.

6. Technical assessment on system level

This part shall focus on the integration of the noise activities within the Shift2Rail program. The coordination with the Technical Demonstrators shall be done as well as a follow up of N&V targets for each noise relevant TD to reach an optimal result, at system level. S2R Results may be compared to other relevant innovations done outside Shift2Rail.

An indicative scheduling of the deliverables is suggested below:  Report on technical assessment on system level - M36

7. Evaluation and monitoring of impact on traffic noise scenarios of Shift2Rail innovations

This activity aims at following up on the scenarios defined in FINE-1. These scenarios will be used as a basis in order to assess the impact of the overall work done on Noise in the programme (WA5.2 of the S2R MAAP). Effect of the new technologies developed in the S2R IPs may also be compared with other relevant innovations outside Shift2Rail.

 

An indicative scheduling of the deliverables is suggested below:
 Comprehensive report on the improvements of S2R for noise and vibration - M36

In order to address the challenges described above, the proposed research shall address all the work- streams described above, in line with the Shift2Rail Multi-Annual Action Plan (MAAP).

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

Foreseen achievable Technology Readiness Level: TRL3/4

Considering the “18C044-0C WHITE PAPER REFERENCE CCS ARCHITECTURE (RCA) BASED ON ERTMS” developed by the ERTMS Users Group and the EULYNX consortium and provided to S2R in July 2018, and following the ongoing collaboration initiated with the promoters of such initiative for the integration of the RCA in the S2R Programme, a final high level decomposition of RCA is expected be delivered to S2R by April 2019. The S2R Members should firstly verify the impact that the RCA would have or potentially have on the content of each work streams activities and subsequently each CFM proposal should be aligned, as far as possible, against the latest progress on the Reference CCS Architecture, in particular the system approach and interoperability of solutions must be ensured across S2R IP/CCA activities and for future developments.

COMPLEMENTARITY

As specified in section 2.3.1 of AWP 2019, 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.

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-CFM-IP2-01-2019: Tools, methodologies and technological development of next generation of Running Gear.

  •   S2R-OC-CCA-01-2019: Noise & Vibration.

  •   S2R-CFM-IPX and /CCA-01-2019: S2R System Architecture and Conceptual Data Model.

  •   S2R-OC-IP2-02-2019: Support to development of demonstrator platform for Traffic

Management.

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

 FINE-1 (GA 730818).
 X2RAIL2 (GA 777465)
 IMPACT-2 (GA 777513)  IN2SMART (GA 730569).

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

EXPECTED IMPACTS

I2M

  •   Additional services through integrated communication processes and permanent availability of status data in one common layer will significantly improve the performance of TMS. This is key to achieve the targets for capacity growth, reliability improvement and cost reduction.

  •   Capacity Increase and Cost Reduction
    Improved business logic in the TMS integrating dynamically updated asset status data received via the proposed interfaces asset will enable the creation of a much more flexible and consistent time tables for cargo services which will reduce the “disturbances” caused by freight traffic on lines which are used also by passenger trains.
    This will lead to a higher utilization of the theoretical line capacity hence decrease the operational cost for IMs. Also a more robust (flexible) time table for Freight trains will reduce unnecessary waiting times for slots and reduce the OPEX for Freight Services.

  •   Customer experience
    Overall customer experience is affected by not only the rail assets controlled by TMS, but also the interconnecting service providers at either end of their journey, including modes of transport to and from stations and pedestrian experience within stations. Therefore the proposed scope should enable service providers at each stage to deliver services to improve seamless customer experience.
    Where disruptions to regular service occur, such sharing of data can enable enhanced ‘service- recovery’ actions to take place, to minimise any negative effects to the customer experience.

  •   Increase of Reliability of Train Services through increase of the Availability of Assets Maintenance operations will benefit from a dynamic update of the traffic status via the Integration Layer and its Interfaces. This will allow those services to plan much better their services operations. A quantification of improvement of this KPI must be originated from IP3 TD6 and TD8 (Maintenance Strategies) reflecting the better usage of available slots for maintenance.
    Improved effectiveness of maintenance operations will increase the reliability of all train services, hence increase further the capacity utilization and decrease operational cost.

    Energy

  •   The expected impact of the research and innovation action in the field of energy will be linked to determining the potential energy improvement of technical innovations in order to decide which innovations should be applied when new trains or infrastructure assets are purchased.

  •   In addition, the reduced energy consumption, thanks to the use of new technologies, should contribute to the reduction of the environmental impact of the railway sector and help to increase the competitiveness of rail transport due to reduced energy cost.

  •   The standardisation of the simulation methodology and parameters as well as measurement procedures for the estimation and verification of energy consumption supports the general S2R objective of “simplified business processes”.

  •   Actions will contribute to contribute to energy-related standardisation and reinforcement of energy-efficient technologies development both through technical developments inside Shift2Rail and also market demand for Life Cycle Cost-optimized solutions.

Noise and vibration

Exterior Noise:

  • -  Reduction on rail vehicles noise validation lead time and cost

  • -  Reduction of requirement non-compliances at product delivery

  • -  More precise and better-founded requirement definition for equipment suppliers, reducing time (and cost)

  • -  Lower operators’ track occupation for testing

  • -  Better understanding of noise contributors exterior noise

  • -  Higher comparability and reproducibility of pass-by measurements.

  • -  The new assessment method will allow silent vehicles to show up

  • -  A better basis for possible noise dependent track access charges

  • -  Reduce the need of a TSI-compliant test track (e.g. slab track is also possible without high risk)

  • -  Detection of main noise contributors to pass-by noise.

Ground Vibration:

  • - Access to a commonly accepted, practical and validated prediction tool for ground vibration impact studies

New Technologies:

- Access to a fully functional software for Auralisation and Visualisation allowing the possibility of listening and experiencing visually the noise of trains passing a certain track, long before it is built and test different noise mitigation measures as well as assess modification on the interior noise.

- Availability of new, innovative and validated design solutions for interior noise control. Type of Action: Innovation Action (IA)



Public link:   Only for registered users


Looking for a partnership?
Have a look at
Ma Région Sud!
https://maregionsud.up2europe.eu