Annual Thematic Research Summary - Vehicle Technology [D2 ... · DG Energy and Transport Deliverable D2.E-4.10 Issue 1.0 Third Annual Thematic Research Summary – Vehicle Technology

DG Energy and Transport

Deliverable D2.E-4.10

Issue 1.0

Third Annual Thematic Research Summary – Vehicle Technology

Prepared Ulrich Leiss EXTR@Web Project Date 16/08/2006

Approved W. Helmreich Date 22/08/2006

Released G. Jauernig Contract No. GMA2/2001/52046-S07.13187

Date 23/08/2006

mailto:EXTR@Web

Contract No. GMA2/2001/52046-S07.13187 EXTR@Web

Document Change Record Issue Version Comments

Affected Pages Date Change

Release

0 1 Complete draft 09/08/2006 U. Leiss

0 2 Peer review 16/08/2006 J. A. Felício

0 3 Incorporation of comments from peer re-view

16/08/2006 U .Leiss

1 0 Final edited version 22/08/2006 W. Helmreich

Main Contributors Ulrich Leiss & Wolfgang Helmreich (IABG) – authors Prof. J. Augusto Felício and Ricardo Rodrigues (Neptune – CEGE/ISEG) – peer review Further information on EXTR@Web’s editorial team for Thematic Research Summaries can be obtained from Annex III.

Distribution Public, via Transport Research Knowledge Centre website.

Deliverable D2.E-4.10 Third Annual Thematic Research Summary – Vehicle Technology

Issue 1.0 Page: i of iv


Abbreviations and Acronyms Used ACC Adaptive Cruise Control ADAS Advanced Driver Assistance Systems AG High level Advisory Group (to the EXTR@Web project) BG Benchmark Group (associated with the EXTR@Web project) CAD Computer Aided Design CEEC Central and Eastern European Country CONCAWE CONservation of Clean Air and Water in Europe DG TREN EC Directorate-General for Energy and Transport DMS Driver Monitoring System EC European Commission EESD Energy, Environment and Sustainable Development (thematic programme

within FP 5) EFTA European Free Trade Association (Norway, Iceland, Switzerland, Liech-

tenstein) ERA European Research Area (EU, EFTA and CEECs) ERTMS European Rail Traffic Management System ETCS European Train Control System EUCAR European Council for Automotive R&D EXTR@Web Exploitation of Transport Research Results via the Web (DG TREN FP 5

Accompanying Measure project) EU European Union FLR Forward Looking Radar FLRS Forward Looking Radar Sensor FP 4 (5, etc) EC Fourth (Fifth, etc) Framework Programme GRSP Global Road Safety Partnership HGV Heavy Goods Vehicle


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mailto:EXTR@Web


IAS Integrated Advanced Driver Assistance Systems IC Internal Combustion IMO International Maritime Organisation ISA Intelligent Speed Adaptation IVIS In Vehicle Information System KA Key Action (sub-division of the EU’s Framework Programmes) LCC Life Cycle Cost PAG Programme Analysis Group (part of EXTR@Web project) PSV Public Service Vehicle R&D Research and Development RTD Research and Technical Development SMEs Small and Medium-sized Enterprises TRKC Transport Research Knowledge Centre; TRKC website at

ec.europa.eu/transport/extra UN ECE United Nations Economic Commission for Europe VR Virtual Reality


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http://ec.europa.eu/transport/extra/


Table of Contents 1. INTRODUCTION.................................................................................................................... 1

1.1 HOW TO USE THIS PAPER........................................................................................................... 2 1.2 THE LINK TO THE TRANSPORT RESEARCH KNOWLEDGE CENTRE WEBSITE ...................................... 2

2. SCOPE OF THEME................................................................................................................ 3 2.1 DEFINITION OF THEME ............................................................................................................... 3 2.2 TOPICS INCLUDED IN THEME....................................................................................................... 3 2.3 SIGNIFICANCE OF THEME ........................................................................................................... 4

3. POLICY CONTEXT ................................................................................................................ 5 4. SYNTHESIS OF FINDINGS FROM COMPLETED PROJECTS ......................................................... 9

4.1 AERODYNAMICS AND HYDRODYNAMICS.......................................................................................10 4.2 STRUCTURES AND MATERIALS ...................................................................................................11 4.3 PROPULSION, ENERGY SUPPLY AND FUELS .................................................................................13 4.4 GUIDANCE, NAVIGATION AND CONTROL ......................................................................................14 4.5 NEW VEHICLE CONCEPTS AND INTERDISCIPLINARY ASPECTS .........................................................17 4.6 RESEARCH GAPS .....................................................................................................................18

5. REFERENCES....................................................................................................................19 ANNEX I: CONTRIBUTING PROJECTS .................................................................................... 20 ANNEX II: GENERAL INFORMATION ON THE TRANSPORT RESEARCH KNOWLEDGE CENTRE

AND ANALYSIS PROCESS USED .............................................................................. 60 ANNEX III: EDITORIAL TEAM FOR THEMATIC RESEARCH SUMMARIES ....................................... 63


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1. Introduction This paper provides a structured guide to the results of Research and Technical Develop-ment (RTD) projects relating to Vehicle Technology, carried out in transport research pro-grammes throughout the European Research Area (ERA). It is one of a series of 28 papers. Two further from an original set of 30 transport themes – i.e. Long-distance Transport and Financing Tools – have been discontinued as separate reports, though all related projects will be covered elsewhere in Thematic Research Sum-maries.

Paper no. Transport theme

1.1 Passenger Transport 1.2 Freight Transport 1.3 Urban Transport 1.4 Rural Transport 1.5 Regional Transport D

imen

sion

1

1.6 EU Accession Issues 2.1 Air Transport 2.2 Rail Transport 2.3 Road Transport 2.4 Waterborne Transport 2.5 Other Modes D

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sion

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2.6 Intermodal Transport 3.1 Economic Aspects 3.2 Efficiency 3.3 Equity and Accessibility 3.4 Environmental Aspects 3.5 User Aspects (incl. ergonomics, quality, choice and rights) D

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sion

3

3.6 Safety and Security 4.1 Decision-support Tools 4.2 Information and Awareness 4.3 Infrastructure Provision (incl. TENs) 4.4 Integration 4.5 Intelligent Transport Systems 4.6 Regulation / Deregulation 4.7 Land Use Planning 4.8 Transport Management 4.9 Pricing, Taxation and Financing Tools

Dim

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4.10 Vehicle Technology Of the more than 5600 projects from research programmes the Transport Research Know-ledge Centre (TRKC) ultimately has considered, a total of 1259 projects deal partly or fully with the issues of Vehicle Technology.


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1.1 How to use this paper

It is recommended that you use this paper to locate RTD (Research and Technical Devel-opment) results on sub-themes where you have a particular interest, rather than reading the paper from start to finish:

• Start in Section 2 to get an overview of the scope of the particular theme. • Read Section 4 that summarises the findings for each sub-theme of interest to you. • Consult Annex I to identify the individual projects, be they of European or national ori-

gin, relating to a particular sub-theme. • If this is the first time you have used one of the series of thematic research summaries,

it is strongly recommended that you read Annex II. This explains the background and purpose of the EXTR@Web project, and the basis upon which information in this docu-ment was selected and analysed.

The other sections of this paper can help you to gain an overall picture of the Vehicle Technology theme, associated policy issues and the background of project EXTR@Web.

The analysis in this paper is the responsibility of the EXTR@Web project team, and does not represent the official viewpoint of the European Commission.

1.2 The link to the Transport Research Knowledge Centre website

Further details on individual projects can be obtained from the Transport Research Knowl-edge Centre (TRKC) website at: ec.europa.eu/transport/extra

The TRKC website includes summaries and full final reports of individual projects, as well as a variety of analyses, and publications prepared by the EXTR@Web project. How to best use the online resource: • The 'Projects & Analysis' section allows the user to specify a project-wide search on

'Publication date', 'Origin', 'Document type', 'Mode', 'Sector', 'Geographic area', 'Policy objective' and 'Tool', or any combination of these criteria.

• This may be complemented, or superseded, by the flexible 'Free text search'. • On the query result screen, free text search criteria may be refined, as appropriate. Fur-

ther tick boxes here allow limiting query results according to 'Project status' (five levels). • Query results are presented in a table, which allows for sorting by column (click on rele-

vant column header for alphanumerical sorting). • Project-specific summaries may include links to project websites, or provide contact de-

tails for the project, where available. It should be noted that the online Transport Research Knowledge Centre will be updated frequently, though dependent on input from project co-ordinators. Other parts of the TRKC website cover transport research at Programme level, and ex-pand on transport related issues, e.g. in the 'Links', 'Events', 'Glossary' and 'FAQs' sec-tions.



http://ec.europa.eu/transport/extra/


2. Scope of theme

2.1 Definition of theme

The theme covers all technologies adjusted to research for use in transport vehicles of all modes and targeted to the sustainable policy objectives within transport. This comprises analytical, experimental and conceptual work as well as hardware development for re-search purposes. The theme does not cover base technologies and component technologies appropriate for any application including transport.

2.2 Topics included in theme

Research projects contributing to the theme Vehicle Technology cover a broad range of topics related to all transport modes, respectively air, rail, road and waterborne. The aim is to meet the technological challenges needed to develop and validate the next generation of vehicles. Vehicles must be capable of meeting all public demands for sus-tainable mobility and improved safety, while reducing the environmental impact and rein-forcing Europe’s economic strength. Critical technologies for road and rail vehicles Technologies for on-board and fixed propulsion systems characterised by high efficiency, environmental friendliness and cost effectiveness; for noise, vibration and electro-magnetic reduction; light-weight components and structures; application of micro technologies and sensor technologies for advanced components and systems; technologies for improved safety. Innovative road and rail vehicle concepts Integration of new systems, structures, and power trains supported by parallel research into specific technologies for vehicle design, engineering and manufacturing operations; integration of on-board systems for intelligent and safe vehicles; integration of technologies for cost-effective vehicle design, manufacturing and use, within a whole life-cycle ap-proach. Human-vehicle interaction Methodologies supporting the incorporation of human-vehicle interaction elements within the overall vehicle design and prototyping processes; effective architecture for intelligent vehicle monitoring using fault-tolerant, modular, plug-in technologies; ergonomic vehicle design; cognitive engineering technologies for effective driver-vehicle or occupant-vehicle interaction; technologies for improved cabin environment. Advanced technologies for the development of ships Development of critical technologies for vessels, systems and sub-systems, covering safety concepts, environmental protection, efficiency, production, dismantling and recy-cling. Research will also cover the development of the new generation of on-board sys-




tems, application of new materials, structures and components, and new, optimised and alternative power train concepts. Use of the sea and inland waterways to transport goods and passengers Integration of technologies, of advanced equipment and systems for innovative vessel con-cepts; integration of technologies for efficient, safe and environmentally friendly tranship-ment facilities and operations; research to support concurrent development of technical standards, guided by life cycle approaches and performance based criteria. Acquisition of critical aircraft technologies Innovative approaches and evolutionary advances in aerodynamics, structures and appli-cation of new materials, propulsion, noise, equipment and systems, advanced sensors and avionics; development of multi-disciplinary technologies, such as aero-elasticity, flight me-chanics and airframe-propulsion integration; methods and processes for aircraft design and manufacture. Technology integration for new-generation aircraft Advanced design tools and concurrent engineering for reconfigurable, flexible, distributed and multi-site production systems; advanced developments in propulsion, structural and aerodynamic efficiency and systems performance and integration; airframe, engine and systems technologies and operational procedures to reduce significantly emissions and engine noise, and improve cabin environment. Operational efficiency and safety of aircraft Validation and integration of on-board systems for improving the operational capabilities of aircraft and supporting their integration within the future ATM system; maintenance tech-niques and condition monitoring for improved aircraft reliability and dispatch availability; technologies and methodologies and improved aircraft design for passenger survivability. The above summary of topics describes the principal breakdown of technical, organisa-tional and managerial aspects that come under the theme, whereas Chapter 4 of this document reflects sub-themes according to actual priorities in transport research policy.

2.3 Significance of theme

The overall goal is to facilitate the development of vehicles and their subsystems and com-ponents in order to foster the competitiveness of the European industry while assuring the sustainable growth of transportation. The medium-term targets of the RTD effort, including large-scale validation activities, are to substantially reduce development time and costs of new vehicles, improve efficiency (fuel consumption and maintenance costs) and reduce environmental impacts (pollutant emissions and perceived external noise) and accident rates (by at least the same factor as the growth of traffic volume). New technologies are expected to reduce the around 1.35 million accidents with people injured in 2003 (EU-25) and 42,203 killed in 2004 (EU-25 without Belgium) and the 1,000 million tonnes of CO2 produced by transport 2003 (EU-25) in Europe [5]. The application of new vehicle technologies closer to the physical limits is a prerequisite to reach the challenging goals within the themes economic development, efficiency, environ-mental aspects, and safety and security.




3. Policy context Links with other policies The theme Vehicle Technology is cross cutting and can be understood as a prerequisite to the fulfilment of the overarching sustainability policy objective. Beyond the EU Common Transport Policy there are links with other policies as enlarge-ment and external relations with focus on Eastern Europe, industrial and employment pol-icy, competition policy, technology and innovation policy as well as environmental policy. New vehicle technologies contribute directly or indirectly to that great variety of other poli-cies. EU actions and relevant priorities Fifth Framework Programme (FP5) Growth, KA3 “Land Transport and Marine Tech-nologies” The main objectives of Key Action 3 (KA3) are improved fuel efficiency and reduced emis-sions, i.e. cutting CO2 emissions and developing and validating zero-emission vehicles: • Improved performance – increasing safety, reliability, maintainability, availability, oper-

ability, energy efficiency and adaptability; and • improved system competitiveness – reducing both time to market and development

costs. The KA3 is organised in two priorities: a) Development of critical technologies For land transport, the emphasis is on developing more efficient, intelligent, clean and safe vehicles. For marine technologies, priority is placed on more efficient, safe and environmentally-friendly ships and innovative marine technologies particularly for unmanned operations. b) Technology integration and validation Research will focus on integrating and validating six technology platforms: • New land transport vehicle concepts; enhanced systems efficiency; • advanced concepts for ships and vessels; competitive shipbuilding; • enhanced design and manufacturing for road vehicles; • sustainable and modular trains; • safe, efficient and environmentally friendly vessels and platforms; and • efficient interoperability and transhipment. FP5 Growth, KA4 “New Perspectives in Aeronautics” Four priorities have been set for European aeronautics research over the next eight to ten years: • Cut procurement costs through reductions in aircraft production costs by 35% and de-

velopment time by 15 to 20%; • improve efficiency and performance, with reduction in fuel consumption by 20% and

general improvement in reliability and direct operating costs; • reduce noise and climate impacts as well as improve passenger environment, with re-

ductions in emissions of NOX by 80% and CO2 by 20% and decrease of external and cabin noise by 10dB each; and

• improve operational capability and safety, through reductions in aircraft maintenance costs by 25% and decrease in accident rates by at least the same factor as the growth in traffic.




The Aeronautics programme is broken down to nine technology platforms which are ad-dressing technology integration and validation activities: • Low-cost, low-weight primary structures; • efficient and environmentally friendly aero-engines; • novel rotary-wing aircraft configurations; • more autonomous aircraft in the air traffic management systems; • power-optimised aircraft; • low external noise aircraft; • low noise aircraft cabins; and • novel fixed-wing aircraft configurations; and • integrated and modular aircraft electronic systems. FP5 IST KA1 “Systems and Services for the Citizens” The objective of the Key Action "Systems and services for the citizens" is to foster the creation of the next generation of interoperable general interest application systems in the following five areas: (i) healthcare, (ii) special needs groups, (iii) administrations, (iv) envi-ronment, (v) transport and tourism. Each of the five areas includes two or more clusters of projects. In the transport area there are two clusters: • Mobility and intelligent infrastructure for transport; and • intelligent vehicles. The cluster "Mobility and intelligent infrastructure for transport" ranges across all modes, road, air, rail and maritime. Research in the cluster is expected to contribute to safer, cleaner and more efficient transport, as well as to rationalise energy use - thereby reducing environmental pollution, according to the general goals of the EU transport policy. In addi-tion to this, people on the move will enjoy increasing access to a range of info-mobility ser-vices in line with IST’s objective of having ubiquitous access and ambient intelligence. The cluster "Intelligent vehicles" also ranges across all modes. Research in the cluster is expected to contribute to safety, security, efficiency and comfort. FP5 EESD “Energy, Environment and Sustainable Development” In the transport sector, advanced energy technologies can make an important contribution to the pursuit of a number of key EU policy objectives. Technologies which cut the con-sumption of oil and gas are particularly important to the future security of the EU's energy supply and to the CO2 emissions reduction goals, while those that limit polluting emissions benefit the environment at global, regional and local levels. The development of advanced transport energy technologies will also contribute to making the EU transport industry (particularly SMEs) more competitive in world markets, where emissions regulations and vehicle efficiency requirements can be expected to become in-creasingly important in the future. This in turn will lead to increased employment opportuni-ties in the transport industry. Increased deployment of the technologies would also further EU policies in other key areas, such as social and economic cohesion, health and quality of life in cities, and enhancement of the EU's knowledge base. The corresponding EU transport policies are: • Developing a Community approach on transport and CO2 (1998) – reduction of CO2

emissions from cars through a 30% improvement in average fuel economy; and • measures to be taken against air pollution by emissions from motor vehicles – Quality

of fuels Directives (1998) – accelerated introduction of innovative propulsion technolo-gies and low-emission fuels.




FP6 Priority Thematic Areas Aeronautics • Strengthening competitiveness by reducing development costs, aircraft direct operating

costs and improving passenger comfort; • improving the environmental impact with regard to emissions and noise; • improving aircraft safety and security; and • increasing operational capacity and safety of the air transport system. Space (with relation to transport) • Galileo: development of multisectorial systems, equipment and tools; • GMES: stimulate evolution of satellite-based information services by development of

technologies (e.g. sensors, data and information models, services for global environ-ment, land-use, desertification, disaster management); and

• satellite telecommunications: to be integrated with the wider area of telecommunica-tions.

Sustainable energy systems • Short term impact (clean energy sources, savings and efficiency, alternative motor fu-

els); and • long term impact (fuel cells, carriers/transport storage, renewable energy technologies,

capture and sequestration of CO2. Sustainable surface transport • Environmentally friendly and competitive transport systems and means of transport

• new technologies and concepts for all surface transport modes (road, rail, water-borne),

• advanced design and production techniques; and • Safer, more effective and competitive rail and maritime transport

• rebalancing and integrating different transport modes, • increasing road, rail and waterborne safety and avoiding traffic congestion.

Commission Transport White Paper 2001 and mid term review 2006 The objectives of the EU transport policy from the early beginning up to now remain valid. Nevertheless, environmental pressures have increased substantially and need beyond others innovative vehicle technologies. These include technologies for communication, navigation, automation and engine technologies providing increased fuel efficiency and promoting the use of alternative fuels. In general, smarter and cleaner vehicles are needed. The introduction of more and more limiting emission standards Euro 5, Euro 6 etc. should be pushed. Another action is requested on implementing an integrated approach to road safety which targets vehicle design and technology. Outlook FP7: thematic sub-programmes An explicit sub-programme on transport including aeronautics will be introduced. Other ve-hicle technology related activities will be part of the sub-programmes “information and communication technologies”, “nanosciences, nanotechnologies, materials and new pro-duction technologies”, “energy” and “security and space”.




EUREKA The objective of EUREKA is to support the competitiveness of European companies through international collaboration, in creating links and networks of innovation. This in-volves bringing high quality research and development efforts to the market and to use the multiplying effects of co-operation. EUREKA is tackling the challenge of a swiftly changing business environment and offers a platform for short-term as well as strategic collaboration. It offers flexible and dynamic sup-port, quality label and expertise for market-oriented R&D projects. It offers a frame for co-operation to small and large companies and operates through its network of national mem-bers, while remaining open to global co-operation. The programme covers 9 themes, of which transport is one.




4. Synthesis of findings from completed projects

Research projects contributing to the theme of Vehicle Technology can be broken down to the following sub-themes: • Aerodynamics and hydrodynamics; • structures and materials; • propulsion, energy supply and fuels; • guidance, navigation and control; and • new vehicle concepts and interdisciplinary aspects. These sub-themes provide an aggregation and viewpoint different from the traditional mode wise sorting given in the policy context and specific programme objectives of chapter 3. You may wish to further consult the following Thematic Research Summaries that present research findings which are complementary to those covered in this paper: • D2.E-2.1 Air Transport; • D2.E-2.2 Rail Transport; • D2.E-2.3 Road Transport; • D2.E-2.4 Waterborne Transport; • D2.E-2.5 Other Modes; • D2.E-3.2 Efficiency; • D2.E-3.6 Safety and Security; and • D2.E-4.5 Intelligent Transport Systems. Results from the following 24 projects have been included in this Thematic Research Sum-mary: Research sub-theme Contributing projects Aerodynamics and hydrodynamics EROCAV; Truck aerodynamic styling (GPG

308) Structures and materials BOJCAS; COMPOSIT; ECBOS; EROCAV;

SANDWICH; Safety of children in road traf-fic in connection with child safety equip-ment in motor vehicles

Propulsion, energy supply and fuels ECTOS; FURORE; PODS IN SERVICE Guidance, navigation and control ADVISORS; CHAMELEON; DENSE

TRAFFIC; IVMC; LOCOPROL; NOP-SEURA; PROBEIT; UG 340; VIRTUAL

New vehicle concepts and interdisciplinary aspects

CYBERCARS; SAIL; TAXEL; IDD; F4

Detailed findings and policy implications for individual projects can be found in Annex I. Please refer to acronyms and project titles, respectively, listed above.




4.1 Aerodynamics and hydrodynamics

4.1.1 Research objectives

In this area research objectives include: • Development of new or improved methods for the design of ship propellers and rudders

and development of improved testing equipment; improved propeller designs from the erosion point of view will reduce the cost for repair and will lengthen the lifetime of the product propeller; and

• evaluation the effectiveness of aerodynamic styling relative to other fuel-saving meth-ods and maximisation of the fuel savings offered by any aerodynamics fitted.

4.1.2 Main findings

An EU project brought together a wide range of scientific research units, ship yards and ship owners and propeller manufacturers and created an extensive database on cases showing erosion damages, which is more or less unique. The main types for erosive cavi-tation on propellers have been localized as fluctuating sheet and vortex cavitation, cloudy tip vortices and irregular/unstable mid chord cavitation. Also collapsing cavitation, merging into foaming cavitation (small bubbles or clouds) is regarded as being erosive. A concep-tual model for the hydrodynamics of erosion has been introduced and a handbook for ob-servation and analysis of eroding cavitation has been written. It must be stated that model experiments are and will continue to be the only reasonable way to make predictions, concerning the influence of cavitation on the occurrence of ero-sion. Besides the detailed observation of the cavitation phenomena, high speed video ob-servation and paint tests are the most reliable tools at the moment. Unfortunately the paint test method up to now does not give reliable results for the prediction of cavitation induced rudder cavitation. Further research is needed to develop an adequate paint. A British project as an independent information and advice activity covered the use of criti-cal technology and aerodynamics in relation to the road freight and road haulage industry. The project evaluated available aerodynamic vehicle technology solutions to achieve fuel savings and reduce emissions and to improve moving vehicle functionality. An illustrated guide has been written offering truck operators practical information on aero-dynamically effective truck add-ons. The majority of this Guide is devoted to help truck op-erators in the freight and haulage industry to predict and realise fuel savings that can be obtained by applying particular aerodynamic features to truck fleet including a focus on cab, body and chassis elements as well as ancillary equipment. In addition, the guide evaluates various manufacturers’ claims to aerodynamic status, provides driver training tips to reduce fuel cost, as well as essential Aerodynamic dos and don’ts, such as flat bed loading hints.




4.2 Structures and materials


In this area research objectives include: • Bringing together researchers, designers, manufacturers and end-users of composite

materials across the aerospace, automotive and rail industries to encourage new and improved concepts for composite material transport applications leading to an in-creased usage of composites and better vehicle solutions;

• development of advanced design methods for bolted joints in composite aircraft struc-tures, incorporating recent developments in computational mechanics adaptable to new materials and configurations;

• combining low density materials with steel sandwiches for both design and production, laser welding and joints to integrate the sandwich panels into land and marine vehicles;

• development of a practical tool to assess the risk of erosion on ship propellers in an early design stage and definition of prediction methods in model tests as well as calcu-lation methods for the assessing of the possibility of cavitation induced erosion;

• improvements in current regulations and proposing new regulations and standards for the development of safer buses and coaches with respect to structural design; and

• developing, testing and putting into service the set of devices for testing in accordance with UN ECE Regulation No. 44 which concerns child restraint systems in vehicles.

4.2.2 Main findings

A thematic network on composite materials and structures found that the three industries aerospace, automotive and rail could sensibly and usefully collaborate. New and improved concepts for composite material transport applications and increased added value for com-posite material research activities through the cross-fertilisation of knowledge between the transport sectors and the subsequent reduction in the duplication of effort will be expected. Furthermore new material concepts in particular, nanomaterials, three-dimensionally tai-lored textile preforms, bio-based composites, and low cost sandwich structures are all con-sidered to have potential for future use in the transport sectors. The following priority areas have been identified: • Design, simulation and modelling for improved product performance; • reduced time to market; • lower development costs and reduced development risk; • failure and damage modelling; • integrated design / processing tools; and • development of quicker simulation techniques, manufacturing technologies – for im-

proved affordability and improved quality. The focus areas should include advanced textile preforms, low cost sandwich structures, process automation, and non-autoclave processing. Another project generated a significant amount of new tools for design and analysis of composite bolted joints, which are expected to be assimilated into the design process in the European aerospace industry. All tools were validated with an extensive experimental test programme involving a large number of joint parameters and joints of varying complexity. It has been recommended




that the tools be developed further in future research actions as well as issues concerning testing standards and design processes. Research into steel sandwich panel application at ships offered up to 35% weight reduc-tion and a maximum space reduction of 64% at equal weight. Filled sandwich panels reach significant better results than empty ones and a 350 mm wide X type sandwich wall is as crashworthy as a conventional 1,000 mm wide double hull. Accuracy still needs some im-provement. For minor components in passenger ships, like walls, staircase landings, stairs, etc. sand-wich panels are an attractive and cost efficient alternative to conventionally stiffened plates. Main benefits are, among others, space saving and increased stiffness. Enhanced properties and design algorithms, developed by the project will lead to increased applica-tion. The requirements towards application of sandwich panels in inland-waterway cruise ships differ significantly from those in large cruise vessels. In the prototype application, sandwich panels have been used in a number of decks in those ships. A number of valuable experi-ences have been gained from the prototype application, indicating problems in particular in assembly of the ship. This area needs further improvements. Up to 3,000 m2 of sandwich panels will be used in decks of inland waterway cruise ships during and immediately after the project terminates. Currently, market forecasts identify a high demand for inland wa-terway cruise ships, mainly on central European rivers, but also in Russia, where a huge number of similar ships have to be replaced in the next years. The application of sandwich panels in heavily loaded decks and structures will be limited in the moment, the development of new structural and functional concepts will be necessary before a breakthrough can be achieved. An extensive database has been created on cases showing erosion damages. Four ships have been investigated. Guidelines have been developed applying the accumulated knowl-edge among partners in a practical way and split into three main parts. The first part was related to the design stage before model test results are available, the second part dealt with improvements on designs after model test results are available and the third part was related to improvements of existing hardware when damages have been found after some time of operation of the ship. In all three parts, the problems related to propellers and rud-ders have been treated separately. A European project has validated numerical simulation models for vehicles structures and occupant behaviour and verified different test methods and numerical simulation methods. The results led to proposals for amending ECE regulations and related EC Directives on buses and coaches, in particular for vehicles with more than 5,000 kg of gross weight (categories M2 and M3). In a subsequent step specific suggestions for new bus and coach safety regulations have been made. These are in particular the consideration of the mass of occupants for calculation and testing, inclusion of M2 buses in rollover tests, child re-straint systems and the abandoning of pendulum tests. For frontal/rear impacts combina-tion tests for seats, rigid platforms for seat testing, and crash pulse for M2 vehicles are rec-ommended. New regulations have been drafted, including the compatibility between bus/coach and other vehicles, superstructure resistance of double-deck coaches, guidelines for using numerical techniques and further research on possibilities for general rating of the passive safety.




Devices to test child restraint systems in accordance to UN ECE Regulations No. 44 and 16 were produced and checked in a Czech Republic project. Discrepancies in the UN ECE Regulations No. 44 and 16 were noted for the Working Party on Passive Safety (GRSP – WP 29 ECE UN). 20 child restraint systems, purchased mainly in supermarkets, were tested and an array of imperfections and even defects was found. The facility to test the performance of child restraint systems according to UN ECE standards will help to ensure that in-car child safety systems sold in the Czech Republic meet legal requirements and thus improve the safety of children in vehicles.

4.3 Propulsion, energy supply and fuels


In this area research objectives include: • Creating an integrated, long-term research strategy for the European automotive sec-

tor, with focus on powertrain technologies and fuels; • demonstration and evaluation of a hydrogen based infrastructure for public transport

vehicles and the operation of pollution free hydrogen buses in a CO2 free environment; and

• assessment and evaluation of the reliability and integrity of podded propulsors under operational conditions, comprising extreme loads during harsh conditions such as im-posed by severe waves and manoeuvres, cumulative fatigue loads and 'incident loads and responses', such as originating from emergency manoeuvres and crash stops and development of computational methods for determining these loads.

4.3.2 Main findings

An EU Automotive R&D Technology Roadmap has been created with the following per-spectives: • In the year 2020 and beyond we will have an increased plurality of different propulsion

technologies, still with a main focus on internal combustion engines; • a higher variety of fuels, conventional, advanced as well as alternative fuels, will be on

the market, with designed fuels for new combustion processes; • most of all it will be essential to save energy wherever possible independent from future

scenarios on propulsion systems or fuels; • adequate research investment in the evolution of powertrain technology based on IC

engines and conventional-based fuels guarantees global competitiveness of European Automotive industry together with reduced energy dependency and improved environ-ment;

• research in completely new technologies must promote sustainable advances in envi-ronment and energy security;

• for fuel cell and hydrogen based powertrain systems only improvements in terms of production and distribution will make them a competitive alternative;

• the main challenge for electric vehicles is the development of cost effective advanced batteries / energy storage systems;

• advanced simulation techniques are necessary to establish basic detailed knowledge in order to simulate physical processes more precisely and to increase the accuracy of predicted results; and




• a system approach which integrates the stakeholders concerned (infrastructure, vehicle manufacturers, research providers, etc.) and the concerned scientific areas will lead to remarkable technological progress.

Overall important information has been collected from the operation of the world’s ‘first pre-commercial’ hydrogen refuelling station built at a conventional gasoline station in Reykjavík Iceland. The project faced high maintenance and service cost of the station, and an inci-dent in the early operation phase, but valuable learning has occurred, benefiting all part-ners regarding future set-up and technologies. Despite extreme North Atlantic weather the buses in Iceland have had extremely high availability with no major incidents and with a very satisfied customer group consisting of the bus company and the passengers. It has been shown that social and environmental benefits are very visible. However, the current stage of technology does not yet make it commercially viable. Indications are though that the cost of the new technology will come down in the near future and therefore not far into the future the city of tomorrow will benefit in social, economical and environ-mental way by using hydrogen instead of fossil fuels. Loads of podded drives have been determined from strain gauge measurements during dedicated sea trials on-board the podded four vessels Botnica, GTV Radiance of the Seas, GTS Summit, and the ferry Nils Holgersson by computational methods. A pod load calcula-tion model has been developed that allows for assessing force components and overall loads. Loads during crash stops and during extreme manoeuvres in transit (under full en-gine power) have been found to be the most extreme. A higher than anticipated impact of slamming and whipping of the ship hull have been observed in severe weather conditions on pod body dynamics. Sea trials with pod driven ships are currently conducted according to the IMO requirements for conventional propellers and rudders and in particular the steering trials such as har-dover/hardover tests induce severe loads on pods whereas they are not considered as re-alistic or necessary for this type of ship. Therefore tailored requirements for sea trials of ships using podded propulsors are proposed to IMO for implementation in future regula-tions.

4.4 Guidance, navigation and control


In this area research objectives include: • Identification of a set of ADAS with high potential to overcome important safety haz-

ards, road capacity bottlenecks, driver behaviour problems and environmental load in several road types to realise exploitable ADA systems;

• evaluating the effectiveness and safety benefits of a pre-crash system, analysing new solutions for restraint systems;

• development and demonstration of a low cost Forward Looking Radar Sensor (FLRS) with improved capabilities that will allow operation in Stop&Go modes and early detec-tion of cut-in situations;

• electronic operation of steering, braking, engine and transmission controls as part of an integrated system to improve the performance of all drivers, particularly those whose driving skills are impaired by age or disability;




• studying the possibilities of different ISA options, study their potential, prepare a demo version of the selected ISA variant and propose further work to promote ISA;

• definition of a new multi-technology location system based on satellite positioning com-bined with fail-safe on-board track mapping and interlocking and to study and prove its application to ERTMS/ETCS;

• building and demonstrate a system that will both allow dynamically changing informa-tion from traffic authority databases to be transmitted to vehicles, and for sensor data from vehicles to be received back and processed;

• identification of gaps in the existing standards and guidelines to provide recommenda-tions to systems manufacturers and providers, as a product design guideline for In-Vehicle Information Systems (IVIS); and

• development of an integrated platform, based on Virtual Reality (VR) technology, in-cluding systems for testing and related experimental procedures, to be used for better understanding and improving the ergonomic design of the vehicles, in the process of making the driving tasks simpler, safer and more comfortable.

4.4.2 Main findings

Advanced driver assistance systems Tasks of a vehicle driver especially in the congested environment on roads are manifold and complex. Widespread vehicle technology research provides an increasing number of advanced driver assistance systems (ADAS) to ease the driving task, to alleviate imperfec-tions of the driver, to reduce congestion and to increase safety. One European activity developed an integrated and common ADAS assessment method-ology including the description of a comprehensive ADAS assessment approach, drawing on relevant criteria, involving various types of measurements, and setting up an evaluation checklist to allow design and evaluation teams to rapidly check their systems. A set of mul-tidimensional future priority scenarios has been identified for ADAS developments, such as Adaptive Cruise Control (ACC) on the motorway, intervening Intelligent Speed Adaptation (ISA) in urban areas, a warning type Driver Monitoring System (DMS) for professional driv-ers, and an integrated ADAS (IAS). Implementation strategies have been formulated to overcome implementation barriers for priority future scenarios for ACC, ISA, DMS and IAS. Another ADAS element is a concept for a pre-crash safety system application. A prototype system in a demonstrator car has shown feasibility and a functional road map has been identified to guide future developments. According to the roadmap, the pre crash system will contribute to the realisation of marketable products, in a time frame around five years for the first categories of applications. Besides the pre-crash function, several subsystems and tools will be available, as enablers for a series of multifunctional products, especially the sensor technologies, the software modules and the testing methods. A Forward Looking Radar (FLR) system has been developed for safer driving conditions and a reduction of collisions. The system involved the integration of sensors and software with the vehicle’s control system as well as testing the system to prove reliability. A mass production radome has been developed and a heater has successfully been im-plemented which improves the FLR performance in very cold weather. The initial trans-ceiver design allowed the demonstration of a multi-beam system with an impressive per-formance. The radar algorithms developed for this FLR are of the most advanced that can be found even in military applications. The greatest drawback is still cost. New systems need to meet standards of all European countries and appropriate standards should be unified in time at European level.




The task of driving a vehicle involves the operation of the primary vehicle controls steering, braking, engine and transmission in combination to achieve safety and comfort. This is a challenging task and most drivers are not able to do this in an optimum way, particularly under difficult driving conditions. Electronic operation of these controls as part of an inte-grated system might improve the performance of all drivers, particularly those whose driv-ing skills are impaired by age or disability. A global design methodology for vehicle chassis control has been proven. This is a generic methodology that is the same in principle across different road and rail vehicle platforms. The studies were one of the first to show the benefits of active front steering integrated with brake based stability control for improving stability without incursion onto the driver's demands. This is the approach now taken by BMW on their latest 5 series. Intelligent speed adaptation (ISA) in Finland proved to be a good and cost-effective safety measure that can be taken into operation fairly quickly. The Recording ISA could be fo-cused on companies and communities as a quality control system, while the Warning ISA is well suited to private cars. Mobile speed enforcement complements this intermediate phase, focusing on those who are not willing to adopt voluntary systems. Information A number of research projects dealt with information in context with vehicles. They could be classified into information about the position of vehicles mainly satellite based, the in-formation exchange between e.g. traffic control centres and vehicles, the in vehicle infor-mation exchange and the information transfer to the driver. For each category one activity will be given. The first category has developed an innovative cost-effective satellite based fail-safe train location system as the core of a train protection, control and command system, thereby achieving a significant cost reduction by concentrating more intelligence on-board. An end user interface has been specified as well as a fail safe worker terminal and a tool for geo-graphical database creation for railway lines. The developed system enhances and ex-tends the ERTMS/ETCS system, currently covering high density lines, to low density lines. Within the second category a system has been built and demonstrated that will both allow dynamically changing information from traffic authority databases to be transmitted to ve-hicles, and for sensor data from vehicles to be received back and processed. A framework has been implemented for the sourcing and exchange of geo-referenced information be-tween traffic management systems, an integrated data source, and in-vehicle systems such that the data is always timely and accurate. It is expected to provide an open architecture model which can be further developed by manufacturers, commercial service providers and traffic authorities in particular, in order to attain a sustainable system data collection, processing and delivery process for ITS appli-cations. The third category has provided in UK a systematic review of the many factors that need to be considered in the design process of in-vehicle information systems (IVIS). It identified gaps in the existing standards and guidelines so as to make them compatible with the de-tailed human machine interface checklist that has been produced to assess such systems. The document could then be recommended, to systems manufacturers and providers, as a product design guideline for In-Vehicle Information Systems. The legal situation in the United Kingdom has been examined and issues of liability and responsibility have been discussed. The guidelines, although primarily aimed at systems designed for 'private' car drivers, will also be largely transferable and applicable to systems used by individuals in




the course of their work, for example by drivers of fleet cars, HGVs, PSVs and ambu-lances. The fourth category dealt with virtual reality (VR). The methods developed based on VR can improve significantly the quality and the validity of the ergonomic evaluation of the ve-hicle and can reduce the risks and the costs of problem solving after prototyping. Three alternatives have been investigated. The first system consists of a projection system with actuated primary controls. The second system consists of a more immersive simula-tion, with a head mounted display. The third system aims at substituting the physical mod-els of the primary controls by a generic force effector able to give the person the sense of reaching and operating a real control. Social benefits are in addition expected from the potential application of VR based vehicle testing systems for education and for training, for instance in driving schools or in mobility centres for disabled or elderly users.

4.5 New vehicle concepts and interdisciplinary aspects


In this area research objectives include: • Development and implementation of novel urban transportation systems, based on

automated vehicles for movement of people and goods to alleviate negative effects of the private car use in cities;

• user needs survey and subsequent design of an innovative, targeted electric taxi vehi-cle;

• improvement of the intermodal transportation of semi-trailers in Europe with special emphasis on the interfaces of the system's elements. Demonstration and evaluation on a relevant typical route in Europe;

• development of a methodology for integrating the analysis of diagnosis and avoidance of fault effects in the design chain by creating interfaces between currently used tools, such as CAD and numerical modelling to improve performance of cars with respect to reliability, safety and environmental impact; and

• definition of the needs to make long distance passenger transport on railways more competitive and attractive

4.5.2 Main findings

A new form of urban transport has been developed based on cybercars, which are road vehicles with fully automated driving capabilities. Such innovative transport systems can provide on-demand and door-to-door capabilities for passengers or goods. Enabling technologies have been optimised or developed for better guidance, collision avoidance, energy utilisation and fleet management and corresponding simple, standard user interfaces. With the availability of a large network for automated travel, public cybercars would have a great potential to be the better alternative of the private car. For the same reason, freight transporters would also be interested to use the network for automated goods delivery, in particular for city environments where large (and perhaps medium size) delivery trucks are or will be prohibited. The long term perspective of cybercars would be high speed driving.




In France a new concept has been developed for an electric taxi. Because of the unsuit-ability of existing vehicle structures, a wholly electric taxi is a longer-term proposition. In the short-term, two hybrid solutions are favoured: • Electric vehicle with 'autonomy extension', using a small 6 to 8 kW motor which can re-

charge the batteries. This solution exists now using the Renault Kangoo (since 2002) and can reach, according to the vehicle manufacturer, autonomy of some 200 km.

• Fuel cell vehicle: based on the same principle as the vehicle above, i.e. the fuel cell re-places the motor and recharges the batteries. Autonomy in this case is between 200 and 300 km.

Investigations on semi-trailers in Europe and the demonstration and evaluation on a rele-vant typical route in Europe led to recommendations on technical, organisational and op-erational standardised solutions to enhance and ease the use of semi trailers in intermodal transport. Solutions have been proposed and tested to improve the design process for on-board di-agnosis. Different activities can be performed in an interleaved way, such as the selection of components and their layout, definition and simulation of a system model, diagnosability analysis, and generation of on board diagnostics: this can lead to a significant transforma-tion of the design cycle, causing in addition a reduction in the design time. The main re-sults have been tested on real applications and are ready for industrialization. The most important remaining problems are to derive qualitative models from quantitative ones and the modification of the design process. This can have a strong impact on com-pany organisation and should be analysed and evaluated on a company-by-company ba-sis in order to achieve the expected results. A study in Switzerland found that for long distance passenger transport the transport sys-tem rail has the possibility and also the technological potential to keep its market position and even to extend it considerably. A consequent evaluation and use of technologies is necessary for the successful realisation of a growth-strategy. The expenditure for develop-ing and using efficient technology has to be reduced decisively. The time between testing and using a system has to be shortened. The most important challenges exist in the area of reduction of costs for tracks and rolling stock. The use of vehicle and other technological efforts in the fields of automation, ticketing, train control and management technology is mandatory. The rail industry will have the possibility to realise rolling stock with shorter life-time, optimal LCC and lower procurement costs.

4.6 Research gaps

Beyond the manifold research in vehicle technologies among all modes, a systematic in-vestigation of new vehicle concepts is missing at least in the public research domain.




5. References [1] EXTR@Web project: ‘Transport Research Knowledge Centre (TRKC) website’

(ec.europa.eu/transport/extra), 2004-2006, Brussels

[2] 'EU Energy and Transport in Figures' – Statistical pocketbook 2005. European Commission, DG TREN in co-operation with Eurostat, 2006, Luxembourg

[3] South East England Regional Assembly (2003): 'From Crisis to cutting Edge – Draft Regional Transport Strategy'

[4] 'A European Initiative for Growth. Investing in Networks and Knowledge for Growth and Jobs.' Final Report to the European Council; COM(2003)690, Brussels

[5] Eurostat (2002): 'Statistics in Focus.' EU Transport and Energy, Brussels

[6] 'A Sustainable Europe for a Better World: A European Union Strategy for Sustain-able Development'; COM(2001)264, CEC, 2001, Brussels

[7] 'European transport policy for 2010: time to decide', White Paper; COM(2001)370, CEC, 2001, Brussels

[8] European Commission: 'Keep Europe moving – Sustainable mobility for our conti-nent. Mid-term review of the European Commission’s 2001 Transport White Paper.'; COM(2006)314, CEC, 2006, Brussels

[9] 'General Report 1999'; CEC, 1999, Brussels

[10] 'Energy, environment and sustainable development. Programme for research, tech-nology development and demonstration under the Fifth Framework Programme – Work programme'; CEC, 1999, Brussels

[11] 'Modern Technologies in Transport'; ECMT – Council of Ministers of Transport, Co-penhagen, 26-27 May 1998, CEMT/CM(98)3

[12] 'Towards a Trans-European positioning and navigation network including a Euro-pean strategy for global navigation satellite systems (GNSS)'; COM(98)29, CEC, 1998, Brussels

[13] 'An environmental agreement with the European automobile industry'; COM(98)495, CEC, 1998, Brussels

[14] 'The Common Transport Policy. Sustainable Mobility: Perspectives for the Future'; COM(98)716, CEC, 1998, Brussels

[15] 'Models for Traffic and Safety Developments and Interventions', COST 329; CEC, 1997, Brussels



http://ec.europa.eu/transport/extra


Annex I: Contributing projects

Preface This Annex lists all the projects (European and national) which belong to the Ve-hicle Technology theme, in alphabetical order of project acronym (for projects with acro-nyms), followed by projects without acronyms in alphabetical order of the project's name in English. Where results have been made available to the EXTR@Web project, a summary of key findings and policy implications relevant to this theme are given.

In 'Origin' column, use country designators as follows:

Austria – AT; Belgium – BE; Bulgaria – BG; Cyprus – CY; Czech Republic – CZ; Denmark – DK; Estonia – EE; European – EU; Finland – FI; France – FR; Germany – DE; Greece – GR; Hungary – HU; Iceland – IS; International – INT; Ireland – IE; Italy – IT; Latvia – LV; Lithuania – LT; Luxembourg – LU; Malta – MT; Netherlands – NL; Norway – NO; Poland – PL; Portugal – PT; Romania – RO; Slovakia – SK; Slovenia – SI; Spain – ES; Sweden – SE; Switzerland – CH; United Kingdom – UK; Other countries – Oth

Theme: Vehicle Technology Last update: 09 August 2006

Acronym Project title (in English) Origin Research sub-theme

Key findings / Policy implications / Project website or contact

3AS Active aeroelastic aircraft structure EU New vehicle concepts and interdiscipli-nary aspects

Project contact

[email protected]

3GT 3rd Generation Telematics EU Guidance, navigation and control

Project website

www.ertico.com/activiti/projects/3gt/home.htm

AAA Advanced Amphibious Aircraft EU New vehicle concepts and interdiscipli-nary aspects

Project website (or contact)

none

ACCESS An aluminium-based concept of a CO2 emissions saving sub-compact car

EU Structures and materials


none

ACTMAP Actual and dynamic MAP for transport telematic applications

EU Guidance, navigation and control

Project website

www.ertico.com/activiti/projects/actMAP/home.htm



mailto:[email protected]

http://www.ertico.com/activiti/projects/3gt/home.htm

http://www.ertico.com/activiti/projects/actMAP/home.htm





ADMIRE Advanced design concepts and main-tenance by integrated risk evaluation for aerostructures


Project contact

[email protected]

ADSEALS Investigation in advanced high tem-perature seals



none

ADVISORS Action for advanced driver assistance and vehicle control systems imple-mentation, standardisation, optimum use of the road network and safety


Key findings

The project's main achievements have been: • The development of an integrated and common Advanced Driver Assistance System (ADAS) assess-

ment methodology including the description of a comprehensive ADAS assessment approach, drawing on relevant criteria, involving various types of measurements, and setting up an evaluation checklist to allow design and evaluation teams to rapidly check their systems;

• identification of a set of multidimensional future priority scenarios for ADAS developments, such as Adaptive Cruise Control (ACC) on the motorway, intervening Intelligent Speed Adaptation (ISA) in ur-ban areas, a warning type Driver Monitoring System (DMS) for professional drivers, and an integrated ADAS (IAS); and

• the formulation of implementation strategies to overcome implementation barriers for priority future sce-narios for ACC, ISA, DMS and IAS.

Policy implications

No policy implications directly relevant to this theme. However, please note that implications for the pro-ject's key theme (Safety and Security) are generically applicable.


none

ADYN Advanced European tiltrotor dynamics and noise

EU Aerodynamics and hydrodynamics

Project contact

[email protected]

AFFORHD Alternative Fuel For Heavy Duty EU Propulsion, energy supply and fuels


none









AFS Advanced front lighting system for cars



none

AGNETA Advanced grinding technology of new aircraft engine materials


Project contact

[email protected]

AIRSCAN Development of stabilisation, route guidance, propulsion and ground segment control systems for the autonomous operation of unmanned surveillance/scanning airships


Project contact

[email protected]

ALCOHOL-SENSOR

Development and application of a low cost alcohol sensor for flexible fuel vehicles

EU Propulsion, energy supply and fuels


none

ALTTA Application of hybrid laminar flow technology on transport aircraft


Project contact

[email protected]

APOLLO Intelligent tyre for accident-free traffic EU Guidance, navigation and control

Project website

www.vtt.fi/tuo/projects/apollo/index.htm

ASPIS Application of steel panels into ship structural designs



none

ASYNUD Development of an asynchronous driving unit



none






http://www.vtt.fi/tuo/projects/apollo/index.htm





AWARD Aircraft wheel aluminium research and development



none

AWFORS Advanced welding technologies for repair and salvage of high valued en-gine components on nickel and tita-nium based alloys


Project contact

[email protected]

AWIATOR Aircraft wing advanced technology operations


Project contact

[email protected]

BALK Research into the behaviour of a new profile



none

BALTECOLOGI-CALSHIP

Environment friendly ships for Baltic area

EU New vehicle concepts and interdiscipli-nary aspects


none

BAROPTIC Free style car head lamp EU Guidance, navigation and control


none

BASSA Bond assisted single step assembly of aircraft structural components



none

BOJCAS Bolted joints in composite aircraft structures


Key findings

The main results from BOJCAS were: • Global design methods, for preliminary design of complex, multi-fastener joints; • detailed design methods for final design of critical joints; and • design guidelines for primary composite bolted joints based on analyses and tests. For instance:









Two different global design methods representing the fastener/hole interaction in a simple yet physically realistic way were developed. Global-local coupling methods were implemented into three different FE codes used in the industry. Two software tools for automated creation of three-dimensional finite element models of bolted joints were developed, which enable this complex task to be performed quickly and relia-bly. Progressive damage analysis methods were developed and applied to predict failure of composite bolted joints loaded quasi-statically and in fatigue. Finally a tool for optimisation and damage tolerance studies of complex joints involving large numbers of fasteners was developed and implemented in a multi-processing environment. All the developed tools were validated with an extensive experimental test pro-gramme involving a large number of joint parameters and joints of varying complexity. Significant funda-mental information was generated from this test programme, leading to several publications in journals and conferences.

Policy implications

BOJCAS generated a significant amount of new tools for design and analysis of composite bolted joints, which are expected to be assimilated into the design process in the European aerospace industry. It is recommended that the tools be developed further in future research actions. BOJCAS also generated much fundamental information on composite bolted joint behaviour and raised issues concerning testing standards and design processes that need further investigation.

Project website

www.smr.ch/bojcas

CARDS Comprehensive automobile research and development simulator



none

CARPET Development of methods and prod-ucts to perform uncommitted diagno-sis on recent and future cars



none

CARSENSE Sensing of Car Environment at Low Speed Driving


Project website

www.crfproject-eu.org/frame.asp?site=carsense

CARTALK 2000 Safe and Comfortable Driving based upon inter-vehicle communication


Project website

www.cartalk2000.net

CAST DOOR Study for cast doors EU Structures and materials


none



http://www.smr.ch/bojcas

http://www.crfproject-eu.org/

http://www.cartalk2000.net/





CAT Controlled advanced transmission for scooters

EU


none

CEPIA Environmentally-friendly painting con-cept for the automotive industry

EU


none

CHAMELEON Pre-crash application all around the vehicle


Key findings

The Chameleon project, starting from basic ideas, has: • Defined a concept for the pre-crash application and implemented the system in a demonstrator car; • identified a functional road map to guide future developments; • developed and tested prototypes of advanced sensor solutions for the pre-crash:

• a compact multi-beam laser with high update rate (100 Hz), • a short range radar at 24 GHz, covering a range down to 0.5m, • a 77 GHz radar complementary to the ACC sensor, • a laser scanner with wide field of view and precise distance measurement, • an active stereo video sensor for the detection and classification of objects;

• developed and tested crash prediction algorithms, delivering good predictions of the time to impact and of the impact speed and position;

• shown the feasibility of the pre-crash concept; the application is still in a preliminary phase of develop-ment, considering the present performance of sensor technologies; gaps to the realisation have been defined by suitable testing and analysis;

• defined tools and methods for an effective evaluation with innovative approaches to test 'crash' or 'quasi-crash' conditions; and

• confirmed the potential impact of pre-crash by bio-mechanical simulations and expert evaluations: the availability of pre-crash information makes possible the development of restraint systems more effec-tive than the state of the art.

Policy implications

According to the roadmap, Chameleon will contribute to the realisation of marketable products, in a time frame around five years for the first categories of applications. Besides the pre-crash function, several Chameleon subsystems and tools will be available, as enablers for a series of products, especially the sensor technologies, the SW modules, the testing methods. Even if the final control function will concern the passive safety equipment, the focal point remains the sensorial technology. In this frame, considering the expected trends for Driver Assistance applications, exploitation will be based on the following approaches: • Products will be presented with a strong 'safety related' content, changing somehow the from previous

ADAS commercial applications more focused on comfort; • specific features of the different sensor technologies, conceived for accurate and fast detection at short

range, will be exploited; and • the multifunctional applications already investigated in the project will be further explored and pro-







posed, due to the remaining high costs of the sensor devices. Car manufacturers are continuing their efforts to design and produce safer cars, and will make use of pro-ject results concerning especially the system definition, the sensor characteristics, the testing procedures. The engineering company is actively developing SW products based on the Chameleon approach. The research institutes are using the methods and technologies developed in Chameleon for the realisation of new vehicle demonstrators and for projects in the area of preventive safety.

Project website

www.crfproject-eu.org

CLEANRCAB Innovative and efficient air quality management system for a healthy, comfortable and safe in-vehicle envi-ronment


Project contact

[email protected]

COMPOSIT The future use of composites in transport


Key findings

Although there are clear differences between the aerospace, automotive and rail industries, particularly in terms of their cost structures, production volumes, vehicle design lives, approaches to safety, and other specific factors, the COMPOSIT thematic network found that the three industries could sensibly and use-fully collaborate in the following areas: • Design, simulation and modelling – for improved product performance, reduced time to market, lower

development costs and reduced development risk. In particular, failure and damage modelling, inte-grated design / processing tools, and the development of quicker simulation techniques should be pri-ority areas. Manufacturing technologies – for improved affordability and improved quality. Focus areas should include advanced textile preforms, low cost sandwich structures, process automation, and non-autoclave processing.

• New material concepts – in particular, nanomaterials, three-dimensionally tailored textile preforms, bio-based composites, and low cost sandwich structures are all considered to have potential for future use in the transport sectors.

Policy implications

For the longer term, the expected achievements of COMPOSIT can be summarised as follows: • New and improved concepts for composite material transport applications; and • increased added value for composite material research activities through the cross-fertilisation of

knowledge between the transport sectors and the subsequent reduction in the duplication of effort.

Project website

www.compositn.net



http://www.crfproject-eu.org/


http://www.compositn.net/





CONIHEX Development of a new type of copper-nickel heat exchanger for seagoing vessels


Project contact

[email protected]

CPS2FCS Critical Paths to Fuel Cells EU Propulsion, energy supply and fuels


none

CYBERCARS Cybernetic technologies for the car in the city


Key findings

The CyberCars Project was focused on the development and dissemination of a new form of urban trans-port based on cybercars, which are road vehicles with fully automated driving capabilities. Such innovative transport system can provide on-demand and door-to-door capabilities for passengers or goods. The pro-ject has focussed on the improvement and testing of the technologies, on the certification procedures and on the dissemination. For the technologies, several new techniques have been developed for better guidance, collision avoid-ance, energy utilisation and fleet management and the development of simple, standard user interfaces. The project was able to improve significantly the performances of these technical systems or to lower their cost.

Policy implications

With the availability of a large network for automated travel, private cars would be interested to use these infrastructure (under control of the overall management of the resource and possibly with a toll) for auto-mated driving, using the capabilities of the driver aids. For the same reason, freight transporters would also be interested to use the network for automated goods delivery, in particular for city environments where large (and perhaps medium size) delivery trucks are or will be prohibited. If the political will is present to offer an alternative to traditional cars, this approach could lead quickly to a large infrastructure dedicated to driverless cars (with mostly existing roads for low speed driving in limited access areas) and new infrastructures for high speed driving.

Project website

www.cybercars.org

DEMARITS Development of design and manufac-turing rules of an innovative thin shell technology improving the vibration and/or acoustic response of compo-nents in cars, ships and civil engi-neering machines



none




http://www.cybercars.org/





DENSE TRAFFIC A forward looking radar sensor for adaptive cruise control with stop & go and cut in situations capabilities im-plemented using MMIC technologies


Key findings

The partners have been able to develop technologies that not only can improve their business but also that have, synergistically contributed to the well being of the population at large and specifically the reduc-tion of traffic accidents and the human lives and property losses due to them. But still this very lofty state-ment can be brought down to earth and we shall try to sum up those technical points that are the building blocks of this construction: • A mass production radome has been developed of molded Ultem with 10% glass fibers. Metallic stripes

are printed in the interior surface of the radome which functions as polarization filter. The conductive stripes have been replaced by resistive material and a radome heater has successfully implemented which improves the FLR performance in very cold weather by melting the ice and snow that otherwise could accumulate on the aperture.

• The original ERA design of the antenna was transformed to one appropriate for molding materials. • The initial transceiver design allowed the demonstration of a multi-beam system. It has an impressive

performance and 20 modules have been fabricated which have been used to fabricate 20 FLR’s. The greatest drawback of this transceiver is its cost. It is therefore necessary to find a solution to this prob-lem which otherwise is a non-starter.

• The analog and digital signal processing and the communications electronics have been integrated three times to reduce the number of cards.

• The power supply plays an important role in a radar. The signals are so faint and the amplification so large, that any noise contributed by the power supply leaks into the radar signal and produces all kind of spurious.

• The housing has been designed so that the front of the radar containing the RF module and the anten-nas does not change with the successive steps of size reduction. Only the back of the housing has been reduced each time the number of cards was reduced.

• The Real Time software has been developed more or less along the standards of Software Develop-ment.

• The radar algorithms developed for this FLR are of the most advanced that can be found even in mili-tary applications.

• DENSETRAFFIC has reached its conclusion, but the development of RoadEye’s FLR continues. It is believed that the technologies developed during DENSETRAFFIC are going to give fruits in due time. It is clear that the market growth is much slower than predicted and therefore the numbers of FLR’s sold per year do not warrant further investments.

Policy implications

The DENSETRAFFIC proposal addresses the policy of the EU to develop Information Society technolo-gies in a way that they will impact on the everyday lives of all citizens to raise their expectations for a bet-ter quality of life. In this case it is for safer driving conditions and a reduction of collisions by incorporating innovative technology into vehicles that will enable them to recognize the problem, warn the driver and automatically affect the vehicle’s control system to avoid the collision completely or, at least, minimize the damage resulting from it. The system involves the integration of sensors and software with the vehicle’s control system as well as testing the system to prove reliability. The technologies involved require the ex-pertise of companies specializing in a variety of different areas situated in various European countries. An important consideration for including companies from different countries is the growing awareness of the







need for vehicle standardization across Europe – vehicles are often assembled from parts manufactured in other countries and manufacturers of vehicles have assembly plants in countries often dictated by eco-nomic considerations. For this reason new systems need to meet standards of all European countries and standards are becoming unified. In April 1997, a new EU Communication establishing a programme for the period 1997-2001 was adopted. The Communication takes stock of road safety matters in the Euro-pean Union for the years 1993-1996. Among other trends it noted that figures vary widely from one coun-try to another and there was an explosion in the number of cars in certain Member States that has gone hand in hand with a worsening of the situation in those countries. The Commission noted that there is an economic justification for taking measures costing up to one million Euro in order to save a single life ("the million Euro rule"). Using this approach, the Commission identifies several courses of action including the use of collision warning and cruise control systems. A reliable cruise control system, such as DENSE-TRAFFIC, will allow more vehicles to occupy the same area of roadway with greater safety and will reduce the strain of driving in dense traffic conditions.

Project website

www.densetraffic.org

DETOS Development of a new method for the detection of damage caused by os-mosis in laminated fibre-glass yachts and boats by means of a suitable heat source and infrared light technology


Project website

www.detos.com

DIGAFA Direct Injection Gasoline and Fuel Adaptation


Project contact

[email protected]

DIME Direct injection engine spray proc-esses. Mechanisms to improve per-formance


Project contact

[email protected]

DOLPHIN Innovative podded propulsion by a dolphin



none

DOLSIG Development of lightweight stiff static sheet structures in gamma titanium aluminide



none



http://www.densetraffic.org/

http://www.detos.com/







DREAMCAR Direct Methanol Fuel Cell System for Car Applications


Project contact

[email protected]

DUTIFRISK Dual material titanium alloy friction welded (BLISK)


Project contact

[email protected]

ECBOS Enhanced coach and bus occupant safety


Key findings

ECBOS has: • Validated numerical simulation models for vehicles structures and occupant behaviour; and • verified different test methods and numerical simulation methods.

Policy implications

One of the key outputs of ECBOS have been detailed proposals for amending ECE regulations and re-lated EC Directives on buses and coaches, in particular for vehicles with more than 5,000 kg of gross weight (categories M2 and M3). In a subsequent step specific suggestions for new bus and coach safety regulations have been made, fea-turing: • Recommendations on rollover accidents, such as

• mandatory use of seat belts, • consideration of the mass of occupants for calculation and testing, • inclusion of M2 buses in rollover tests, • child restraint systems, • abandoning of pendulum tests;

• recommendations on frontal/rear impacts, such as • use of a 3-point belt system, • combination tests for seats, • rigid platforms for seat testing, • crash pulse for M2 vehicles, • child restraint systems; and

• recommendations on new draft regulations, such as • research for driver/co-driver frontal impact safety, • compatibility between bus/coach and other vehicles, • double-deck coaches (superstructure resistance), • harmonised accident databases, • guidelines for using numerical techniques, • partial ejection out of the bus (side window/windscreen) should be avoided, • contact load with side (window or structure) should be as low as possible, • development of a rollover dummy is necessary to predict injury criteria, • further research on driver's impact on accidence avoidance, • further research on possibilities for general rating of the passive safety.









Project contact

[email protected]

EC-DOCK Easy Controlled Docking EU Guidance, navigation and control

Project contact

[email protected]

ECTOS Ecological city transport system EU Propulsion, energy supply and fuels

Key findings

Bus Operation The operation of the buses was always considered as the riskiest part of the project. This was due to the fact that the technology was new and the geographical location and climate of Iceland being subject to ex-treme North Atlantic weather may influence the operation of the vehicles. However, the buses in Iceland have had extremely high availability with no major incidents and with a very satisfied customer group con-sisting of the bus company and the passengers. Infrastructure As one of the key elements of the project to evaluate social and economical issues, it was important to in-tegrate the hydrogen infrastructure into the local society as it would be in the future hydrogen society. The hydrogen refuelling station was therefore built at a conventional gasoline station in Reykjavík. As such the station became the “world’s first hydrogen refuelling station built at a conventional gasoline station”. During the first months of operation it became evident that more maintenance and service work was needed for the station than in the original plans. However in August 2004 an incident happened at the sta-tion that caused over 3 months of stoppage. The cause of the incident was determined (by a specific task force put in place for the investigation) to be as follows: • Level transmitter malfunction; • missing demister; and • manual override of the control system. Although serious incidents are never a good thing, the lessons that resulted from the incident have left all partners with valuable learning information. The know-how from the incident has now been fed into other similar operations with similar technology and therefore the project has added valuable technological de-velopments for future hydrogen stations. Other modifications have also been done to the station as a re-sult from other incidents in sister plants, specifically the plant in Hamburg (CUTE) as the Iceland station and the Hamburg stations are almost identical. Furthermore the Icelandic team has developed a crisis management plan, emergency response procedure plan and an incident reporting system as a result from the incident. Overall important information has been collected from the operation of this world’s ‘first pre-commercial’ H2 filling station. The project has had to struggle a little with the maintenance and service cost of the sta-tion, but valuable learning has occurred, benefiting all partners regarding future set-up and technologies (materials, design, etc.). During the latter part of the ECTOS project, it seems that the team has overcome what can be called, “birth symptoms” of the station and it has been running very well in the last 9 months.

Policy implications

Throughout the project it has been shown that social and environmental benefits are very visible. How-ever, the current stage of technology does not yet make it commercially economical. Indications are though that the cost of the new technology will come down in the near future and therefore not far into the future the city of tomorrow will benefit in social, economical and environmental way by using hydrogen in-stead of fossil fuels.









Project website

www.ectos.is

EDEL Enhanced Driver's perception in poor visibility


Project contact

[email protected]

EHA Electro hydraulic actuator EU Aerodynamics and hydrodynamics

Project contact

[email protected]

EMF Electromagnetic forming of tube and sheet metal for automotive parts


Project contact

[email protected]

ELEDRIVE Thematic network on fuel cells and their applications for electric & hybrid vehicles



none

ELEGIE (IMP) Electrical vehicle globally innovative for the environment



none

ELENA Power range engine with fully inte-grated electronic control system for high efficiency low emission vehicles



none

ENGIN2T2002 New 2-stroke engine concept for ur-ban vehicles



none

ENSHIELD Development of NVH expertise ap-plied to under-the-hood components for car engines


Project contact

[email protected]



http://www.ectos.is/









E-OBD E-obd For Lpg Systems EU Propulsion, energy supply and fuels

Project contact

[email protected]

ERGOTRACK Ergonomic chassis for refuse collector trucks



none

EROCAV Erosion on ship propellers and rud-ders – the influence of cavitation on material damages


Key findings

One of the main outputs of the project is an extensive database on cases showing erosion damages. The existing databases of the partners have been checked, the main types for erosive cavitation on pro-pellers have been localized as fluctuating sheet and vortex cavitation, cloudy tip vortices and irregu-lar/unstable mid chord cavitation. Also collapsing cavitation, merging into foaming cavitation (small bub-bles or clouds) are regarded as being erosive. One of the aims of the consortium was to develop guidelines based on the results of the work performed and make them available to others. In these guidelines the accumulated knowledge was applied in a prac-tical way and split into three main parts. The first part is related to the design stage before model test re-sults are available, the second part deals with improvements on designs after model test results are avail-able and the third part is related to improvements of existing hardware when damages have been found after some time of operation of the ship. In all three parts, the problems related to propellers and rudders are treated separately. The full scale work has been carried out very successfully. The cooperation with the owners was very good. Instead of the planned three ships, four ships have been investigated. The results available are a set of fully documented cavitation observations and erosion data. This is more or less unique. The results show a variety of mechanism causing erosion on propeller and rudder. It has been the aim of the research in EROCAV to look for more large scale mechanism related to erosion that create links between the small scale mechanism mentioned above and the behaviors observable in ordinary model tests to judge propeller and rudder designs. A conceptual model for the hydrodynamics of erosion is introduced and a handbook for observation and anlaysis of eroding cavitation was written. Another main objecitve of the research work was to develop and improve erosion prediction methods based on model tests. Three different test techniques have been investigated in detail, the work went well for the paint test technique and the High Speed Video observations. The work related to the impact method shows, however, even if the application seems promising, the interpretation of the signals, both in the fluid and/or the material is so complicated that only an initial application could be obtained.

Policy implications

The EROCAV project showed that the research and development work, done by the European Commis-sion, is helpful for the ship yards and shipowners. Mainly the owners were very much engaged. Through its workshops and open forums the EROCAV consortium succeeded in bringing together a wide range of scientific research units (like model basins, classification societies), ship yards and ship owners and pro-peller manufacturers. It must be stated that model experiments are and will continue to be the only rea-sonable way to make predictions, concerning the influence of cavitation on the occurrence of erosion. Be-








sides the detailed observation of the cavitation phenomena, high speed video observation and paint tests are the most reliable tools at the moment. Unfortunately the paint test method up to now does not give re-liable results for the prediction of cavitation induced rudder cavitation. Further research is needed to de-velop an adequate paint.

Project website

www.erocav.de

ERTAC Research into new products and pro-cesses to lighten an automotive sound deadener system



none

ESCORT Enhanced diversity and space-time coding for metro and railway trans-mission


Project website

www.ceit.es/escort/

E-TOUR Electric Two-Wheelers on Urban Roads


Project contact

[email protected]

EU-DAY EVS 18 EU-Day for Clean and Safe Vehicles during EVS 18



none

EUROBOGIE Advanced rail suspension using fibre-reinforced plastics



none

EUROCLIM Research on heating and air condi-tioning systems for European cars



none

EUROLIFT European high lift programme EU Aerodynamics and hydrodynamics

Project contact

[email protected]



http://www.erocav.de/

http://www.ceit.es/escort/







EUROSPRINGS Development of Lightweight Springs and Suspension Components for Ve-hicles using Fibre-Reinforced Plastics


Project contact

[email protected]

EUROSURF ADHESIVE BONDING

Joining metals and composites by adhesive bonding advanced light-weight design concepts



none

F4 Technical perspectives of rail trans-port

CH New vehicle concepts and interdiscipli-nary aspects

Key findings

In case of the long distance passenger transport the transport system rail has the possibility and also the technological potential to keep its market position and even to extend it considerably: • The correct assessment of the frame conditions and the consequent evaluation and use of technolo-

gies is necessary for the successful realisation of a growth-strategy. • The expenditure for developing and using efficient technology has to be reduced decisive. • The time between testing and using a system has to be shortened. Near future: • The most important challenges exist in the area of reduction of costs for tracks and rolling stock (new

kind of tracks and optimisation of maintenance). • Increasing of the amount of standardized elements and modules. Further future: • It can be begun to use the technological efforts in the fields of automation, ticketing, train control and

management technology. • The using of radio technology in the field of train management systems allows a self operating trans-

port system. • The rail industry will have the possibility to realise rolling stock with shorter life-time, optimal LCC and

lower procurement costs. • Electronic ticketing facilities.

Policy implications

Considerable efforts for the railways are necessary to achieve better efficiency and market penetration in the production. • The infrastructure owners have to reduce the infrastructure usage costs and have to ap-ply an optimal slot usage management. • The authorities as a neutral instance have to regulate the modali-ties for the access to the infrastructure. They also have to protect the national and regional interest. • The industry and research have to develop the technical solutions.

Project website

www.nfp41.ch




http://www.nfp41.ch/





FACT Fast and comfortable trains EU

Key findings

In WP1 (Questions Related to Track Layout), two reports were published, giving rich synthetic information on the consequences of track layout and comparing European Standards and national limits. In WP2 (Questions Related to Onset of Nausea), a method was found and applied that permits a regression analy-sis of the results test runs who investigate nausea. Key elements in the new method are: • Net dose evaluation of the parameters having influence on nausea; and • Excel solver like optimising of parameters like time constant; scale factor and regression constant (or a

binary method finding local extreme).

Policy implications

The key recommendations relate to the further work required. On the basis of the experience of the tests executed by the consortium and the general knowledge in this field, the following aspects need to be stud-ied further before new line experiments can be held: • What is the confidence zone of the average net dose parameters an homogeneous group of males ,

exposed to a sinusoidal vibration of X Hz, level Y m/sec2? • What is the confidence zone of the average net dose parameters a homogeneous group of females,

exposed to an identical stimulation? • What is the influence of age and homogeneous group? • What is the influence of reusing people? • What is the best weighting function for roll speed? • What is the best weighting function for fore and aft acceleration?

Project website

www.uic.asso.fr/fact

FACTORY 4ESP ESP (Electronic Stability Programme) for cross-country vehicles with per-manent 4-wheel drive and engage-able longitudinal and transverse locks



none

FACTORY ITS Improving thin sheet use EU Structures and materials


none

FANMAN Research and development of a per-sonal flying system "The Fanman"



none



http://www.uic.asso.fr/fact





FASDHTS High-tensile steel 690 in fast ship structures


Project contact

[email protected]

FASOLLASI Fast solver for linear acoustic simula-tions



none

FASTWING Foldable, adaptive, steerable, textile wing structure for aircraft emergency recovery and heavy load delivery


Project contact

[email protected]

FIDELLA Reliability of electrical and electronic linkages in motor cars



none

FLOWMART Fast low wash maritime transportation EU Aerodynamics and hydrodynamics

Project website

www.na-me.ac.uk/research/ship_stab/flowmart.htm

FOREC Single grip harvester for Russian pri-vate forestry sector



none

FPEC Free piston energy converter EU Propulsion, energy supply and fuels


none

FRESCO European development of a fuel-cell, reduced-emission scooter



none





http://www.na-me.ac.uk/research/ship_stab/flowmart.htm





FUCHSIA Fuel cell and hydrogen store for inte-gration into automobiles


Project contact

[email protected]

FUEL CELL BUS Fuel Cell Bus Project Berlin, Copen-hagen, Lisbon


Project contact

[email protected]

FUERO Fuel cell systems and components general research for vehicle applica-tions


Project contact

Fax: +49-241-888814/7

FURORE Future road vehicle research – a roadmap for the future


Key findings

The main physical output of FURORE is the Automotive R&D Technology Roadmap. This roadmap was created by the FURORE work package and task leaders with contributions from the FURORE consortium, the Working Group Powertrain of EUCAR, CONCAWE and other additional R&D organisations. It consolidates the specialist knowledge and the opinions of the participating organisations via several dedicated workshops, individual discussions with specialists in the fields of automotive research, voting surveys among FURORE-experts and a comprehensive literature analysis.

Policy implications

Major statements from FURORE: • In the year 2020 and beyond we will have an increased plurality of different propulsion technologies,

still with a main focus on internal combustion engines. • A higher variety of fuels, conventional, advanced as well as alternative fuels, will be on the market, with

designed fuels for new combustion processes. • Most of all it will be essential to save energy wherever possible independent from future scenarios on

propulsion systems or fuels. • Adequate research investment in the evolution of powertrain technology based on IC engines and con-

ventional-based fuels guarantees global competitiveness of European Automotive industry together with reduced energy dependency and improved environment.

• Research in completely new technologies is an additional must to promote sustainable advances in environment and energy security.

• For fuel cell and hydrogen based powertrain systems only improvements in terms of production and distribution will make them a competitive alternative.

• The main challenge for electric vehicles is the development of cost effective advanced batteries / en-ergy storage systems.

• Vehicle weight is crucial for both fuel consumption and safety issues. Intensive research for new mate-rials and production processes including recycling technologies is needed.

• Active and passive safety show great research potential and require an integrated approach to deliver









the best results. • The same applies for noise: future vehicle technologies focus on road/tyre interaction, the engine, the

exhaust and intake system and the vehicle driving condition. • Advanced simulation techniques are necessary to establish basic detailed knowledge in order to simu-

late physical processes more precisely and to increase the accuracy of predicted results. • A system approach which integrates the stakeholders concerned (infrastructure, vehicle manufactur-

ers, research providers, etc.) and the concerned scientific areas (materials, electronics, telematics etc.) will lead to remarkable technological progress.

Project contact

[email protected]

GLEVEL Gasoline Direct injection-Low Emis-sion Levels by Engine Modelling


Project contact

[email protected]

G-STARS On ground simulation by transient analysis of riveted structures


Project contact

[email protected]

GTO GTO thyristors (Gate turn off thyris-tors)



none

HELIX Innovative aerodynamic high lift con-cepts



none

HIAER High level modelling of high lift aero-dynamics


Project contact

[email protected]

HIMRATE High-temperature IGBT and MOSFET modules for railway traction and automotive electronic application


Project contact

[email protected]












HOLO-MODAL Holographic modal testing system EU Structures and materials


none

HYCOPROD Design of an advanced composite production process for the systematic manufacture of very large monocoque hybrid sandwich structures for trans-port sectors


Project website

www.arrc.ac.uk/projects/HYCOPROD/HYCOPROD.php

HYDROSHEET Sheet hydroforming for the automo-tive industry



none

HYDROTUBE Reduction of CO2 impact by weight reduction achieved by bending and hydroforming of steel and aluminium tubular parts for body and chassis applications


Project contact

[email protected]

IDA Investigation on damage tolerance behaviour of aluminium alloys


Project contact

[email protected]

IDD Integrated design process for on-board diagnosis


Key findings

During the project some potential problems in the current design process have been identified. Possible solutions have been proposed and tested introducing a new design process. In the new process different activities can be performed in an interleaved way, such as the selection of components and their layout, definition and simulation of a system model, diagnosability analysis, and generation of on board diagnos-tics: this can lead to a significant transformation of the design cycle, causing a reduction in the design time. In order to support the new process, a toolbox has been defined that integrates software platforms for design and simulation (namely Matlab(R)/Simulink(R)) and model-based reasoning tasks for perform-ing the activities related to diagnosis. The main results have been tested on real applications and are ready for the next phase, i.e. industrialization. The results achieved can demonstrate the feasibility and the potentiality of the approach developed.



http://www.arrc.ac.uk/projects/HYCOPROD/HYCOPROD.php







Policy implications

Even if the project showed that the model-based reasoning can play a fundamental role in the new design process, it also pointed to new open problems to be faced by researches in the next years. The most im-portant and interesting one is deriving qualitative models from quantitative ones. The automatic derivation is a fundamental opportunity for model based reasoning and diagnosis and it will provide a wider diffusion of these technologies. A further aspect that has to be taken into consideration in the application of the pro-ject results is the modification of the design process. This can have a strong impact on company organisa-tion and should be analysed and evaluated on a company-by-company basis in order to achieve the ex-pected results.

Project website

www.crfproject-eu.org/sites/iddfolder/homepage.htm

IDEAL Integrated development routes for op-timised cast aluminium components



none

INFOCAR Development of a new fleet manage-ment and communications system for European passenger transport fleets, mainly taxis, to improve efficiency and safety


Project contact

[email protected]

IVMC Intelligent vehicle motion control UK Guidance, navigation and control

Key findingsThis is a key vehicle technology theme project, as the task of driving a vehicle involves the operation of the primary vehicle controls (steering, braking, engine and transmission) in combination to achieve safety and comfort. The authors consider this is a challenging task and most drivers are not able to do this in an op-timum way, particularly under difficult driving conditions. Electronic operation of these controls as part of an integrated system might improve the performance of all drivers, particularly those whose driving skills are impaired by age or disability. The project therefore relates particularly to the following vehicle technol-ogy themes: critical technologies for road and rail vehicles; and human vehicle interaction. The key out-come in the project came in proving a global design methodology for vehicle chassis control. This is a ge-neric methodology that is the same in principle across different vehicle platforms. It also works with exist-ing chassis control systems and does not require hardware adaptations to the technology already in the supply chain.

Policy implicationsThe studies were one of the first to show the benefits of active front steering integrated with brake based stability control for improving stability without incursion onto the driver's demands. This is the approach now taken by BMW on their latest 5 series.

Project websitewww.foresightvehicle.org.uk/dispproj1.asp?wg_id=1007&Submit=Go



http://www.crfproject-eu.org/sites/iddfolder/homepage.htm


http://www.foresightvehicle.org.uk/dispproj1.asp?wg_id=1007&Submit=Go





KERO Kerosene-burning rotary aviation en-gine



none

KISS Klippan Isofix safety system EU Structures and materials


none

L-DRIVE High powered electric podded propul-sion unit for marine vessels



none

L-DRIVE II Diesel-electric azimuthal, multi-propulsion system for marine vessels



none

LOCOPROL Low cost satellite based train location system for signalling and train protec-tion for low density railway lines


Key findingsThe main results of the project are as follows: • A new multi-technology satellite based train location system based on satellite positioning combined

with fail-safe, on-board track mapping & interlocking. • A new control & command system including a token-based simplified interlocking system and positive

train detection. • Interoperability with ERTMS – Integration of satellite based odometry in ERTMS/ETCS onboard archi-

tecture. • End user interface. • A fail safe worker terminal (specification). • A tool for geographical database creation for railway lines.

Policy implicationsThe project has developed an innovative cost-effective satellite based fail-safe train location system as the core of a train protection, control and command system, thereby achieving a significant cost reduction by concentrating more intelligence on-board. The proposed innovations have achieved a significant reduction of the cost aiming to short term applications for low density traffic railway lines. The developed system en-hances and extends the ERTMS/ETCS system, currently covering high density lines, to low density lines. Further work is required to upgrade the whole system to make it industrially available, either for the EU market, where it must be compatible with ERTMS/ETCS equipped lines, and the NON EU market, where there are no constraints concerning other equipment.

Project websitewww.locoprol.org



http://www.locoprol.org/





LOGCHAIN FOOTPRINT

Relating the environmental footprint of a vehicle to the lifetime cost of main-taining the infrastructure


Project contact

[email protected]

LOGCHAIN MODLOC

Modernisation of diesel traction vehi-cles for East-West transit services on the wide-gauge metallurgic railway line



none

MAGAM Step and gap acquisition system with-out contact by digital photogrammetry technique



none

MAGFLY Magnetic bearings for smart aero en-gines


Project contact

[email protected]

MG-CHASSIS Advanced manufacturing technology for automotive chassis components through extensible and sustainable use of mg alloys


Project contact

[email protected]

MG-ENGINE Light weight engine construction through extended and sustainable use of Mg alloys


Project contact

[email protected]

MICROVOLT Development of a new, ultralight air-craft



none











MINIMOBIL Small, enclosed four-wheel drive car equipped with a hybrid drive and in-terchangeable rear section



none

MINIREF Miniaturised gasoline fuel processor for fuel cell vehicle applications



none

MISTIC Maritime Intelligent Systems for Transport and Inter- related Chain


Project website

www.ist-mistic.org

MMFSC Manufacturing and modelling of fabri-cated structural components


Project website

www.mmfsc.net

MOB A computational design engine incor-porating multi-disciplinary design and optimisation for blended wing body configuration


Project contact

[email protected]

MOLECULES Modelling of low emissions combus-tors using large eddy simulation


Project contact

[email protected]

MUSCLES Modelling of unsteady combustion in low emission systems



none

NANOSCAN New and novel systems for composite aircraft NDE


Project contact

[email protected]



http://www.ist-mistic.org/

http://www.mmfsc.net/








NOPSEURA Quality assurance system - SPEEDAUDIT

FI Guidance, navigation and control

Key findings

Recording ISA proved to be a good and cost-effective safety measure that can be taken into operation fairly quickly. The Recording ISA could be focused on companies and communities as a quality control system, while the Warning ISA is well suited to private cars. Mobile speed enforcement complements this intermediate phase, focusing on those who are not willing to adopt voluntary systems.

Policy implications

None

Project contact

[email protected]

NOVAPROP – EU Propulsion, energy supply and fuels


none

NOVIOBUS Development of an ultra-lightweight city bus



none

OPTITRAC Optimization and diagnostics of condi-tion of the tractive accumulator as an ecological source of electric power



none

ORDICO Oxidation resistant al and PTAL diffu-sion coatings with improved oxidation and thermomechanical fatigue life


Project contact

[email protected]

PAMELA Prospective analysis for modular elec-tronic integration in airborne systems


Project contact

[email protected]

PAMELA-1 Piezoactive motors for electric com-ponents in aircraft



none









PAMELA-2 Piezoactive motors for more aircraft EU Guidance, navigation and control


none

PASOC Paint application system for use out-door conditions



none

PDS Performa data service EU Guidance, navigation and control


none

PEIT Powertrain equipped with intelligent technologies


Project website

www.eu-peit.net

PIV Personal independent commuter ve-hicle



none

POLADIA Advanced pollution diagnostic EU Aerodynamics and hydrodynamics


none

PODS IN SER-VICE

Safety and reliability of podded pro-pulsors under service conditions


Key findings

PODS IN SERVICE ran a full scale monitoring campaign, using extensive measuring equipment on-board the following four vessels: • The supply vessel Botnica, equipped with ABB Azipods, and operating in the North Sea; • the new, 300m long cruise ship GTV Radiance of the Seas, equipped with ABB Azipods, and operating

on the American west coast including Alaska; • the new, 300m long cruise ship GTS Summit, equipped with Rolls-Royce Mermaid pods, and operating

in the Mediterranean, Caribbean and Baltic Seas; and • the new-built Ropax ferry Nils Holgersson, equipped with Siemens Schottel SSP pods, and operating

the TT-line Travemünde-Trelleborg service. The Joint Industry Project (JIP) has: • Determined loads of podded drives from strain gauge measurements during dedicated sea trials, and

by computational methods; • developed a pod load calculation model that allows for assessing force components and overall loads; • found loads during crash stops and during extreme manoeuvres in transit (under full engine power) to



http://www.eu-peit.net/





be the most extreme; and • observed a higher than anticipated impact of slamming and whipping of the ship hull in severe weather

conditions on pod body dynamics.

Policy implications

Sea trials with pod driven ships are currently conducted according to the IMO requirements for conven-tional propellers and rudders and in particular the steering trials such as hardover/hardover tests induce severe loads on pods whereas they are not considered as realistic or necessary for this type of ship. Therefore tailored requirements for sea trials of ships using podded propulsors are proposed to IMO for implementation in future regulations.

Project website

www.marin.nl/folder_info.asp?FolderID=64

POSICOSS Improved post buckling simulation for design of fibre composite stiffened fu-selage structures


Project contact

[email protected]

PRAZE Personal zero emission transport for the city of the future


Project contact

[email protected]

PROBATT Advanced Processes and Technolo-gies for Cost Effective Highly Efficient Batteries for Fuel Saving Cars



none

PROBEIT Foresight vehicle UK Guidance, navigation and control

Key findings

This is a key vehicle technology project, which aimed to build and demonstrate a system that will both al-low dynamically changing information from traffic authority databases to be transmitted to vehicles, and for sensor data from vehicles to be received back and processed. It contributes to knowledge under the fol-lowing vehicle technology topics: critical technologies for road and rail vehicle, especially technologies for on board systems characterised by high efficiency; innovative road concepts, such as integration of tech-nologies for cost effective vehicle design; and human vehicle interaction, especially as this project contrib-utes to vehicle design and prototyping processes. The Probe IT project implemented and demonstrated a framework for the sourcing and exchange of geo-referenced information between traffic management sys-tems, an integrated data source, and in-vehicle systems such that the data is always timely and accurate. The research was undertaken in the following three phases: • Phase 1 looked at the potential for non-dynamic data flow such as digital maps for navigation. The

achievements during this phase included the acquisition of static information in relation to: speed limits and waiting restrictions, though variability in the formatting of reference needed to be match to the



http://www.marin.nl/folder_info.asp?FolderID=64







Probe IT database. • Phase 2 looked at potential for dynamic data flow, such as static speed limits and parking restrictions,

dynamic navigation, real time variable speed limit information and real-time traffic information. The achievements during this phase included the acquisition of dynamic information such as: Variable speed limit information on the M25 that could be accessed using TIH, QMISS CORBA based informa-tion service.

• Phase 3 looked at the potential for advanced probe vehicle information such as roadwork and airbag alert but this was not fully integrated during the project lifetime. The technology used to implement the framework is widely available and comprises GPRS as wireless communication medium and the Travel Information Highway (TIH) in conjunction with the Internet for fixed communications. To demonstrate the framework, the project has implemented navigation and traffic regulations advice (speed and wait-ing restrictions) as in-vehicle applications.

Policy implications

The project is expected to provide an open architecture model which can be further developed by manu-facturers, commercial service providers and traffic authorities in particular, in order to attain a sustainable system data collection, processing and delivery process for ITS applications.

Project website

www.ha-research.co.uk/projects/index.php?id=555

PROFUEL On-Board Gasoline Processor For Fuel Cell Vehicle Application


Project contact

[email protected]

PROMETHEUS Programme for a European traffic system with highest efficiency and unprecedented safety



none

QUALISTIR Development of novel non-destructive testing techniques and integrated on-line process control for robotic and flexible friction stir welding systems


Project contact

[email protected]

RAMGT Robust aerofoils in modern gas tur-bines


Project contact

[email protected]



http://www.ha-research.co.uk/projects/index.php?id=555








RCC (DEF) Development of production technolo-gies for extensive fibre composite structures for self-supporting RCC car body



none

REFRIGE A new design concept for a highway refrigerated truck and trailer



none

RESIN No evaporation injected fuel tank sys-tem



none

RHILP Rotorcraft handling, interactions and loads prediction



[email protected]

ROBCRANE Overhead crane bridge intelligent control system



none

ROLLOVER Improvement of rollover safety for passenger vehicles


Project website

www.vsi.tugraz.at/rollover

SAFECOAT Strain, age, fatigue, environmental coating – options and test


Project contact

[email protected]

SAFENVSHIP Safe and environmentally friendly passenger ships



none




http://www.vsi.tugraz.at/rollover






SAFFIR Structural automotive functions fiber reinforcements



none

SAIL Semi trailers in advance intermodal logistics


Key findings

Recommendations on technical, organisational and operational standardised solutions to enhance and ease the use of semitrailers in intermodal transport.

Policy implications

None

Project website

www.tfk-hamburg.com/sail/

SANDWICH Advanced composite sandwich steel structures


Key findings

Project findings comprise: • So far up to 35% weight reduction; • max space reduction of 64% at equal weight; • improvements not in the range we expected; • filled SANDWICH panels reach significant better results than empty ones; • 350 mm wide X type SANDWICH wall is as crashworthy as a conventional 1000 mm wide double hull; • much better than conventional but yet not satisfactory accuracy; and • for the crashworthy side structure the improvement is in the order of 50%, for decks in the order of

20%.

Policy implications

Heavily loaded decks and structures: in view of the problems which can not be solved by the SANDWICH project, the application of sandwich panels in these critical areas will be limited and less than expected at the time, when the proposal was written. The development of new structural and functional concepts will be necessary before a breakthrough can be achieved. Minor components in passenger ships: for minor components, like walls, staircase landings, stairs, etc. sandwich panels are an attractive and cost efficient alternative to conventionally stiffened plates. Main benefits are among others, space saving and increased stiffness. Enhanced properties and design algo-rithms, developed by the SANDWICH project will lead to increased application. Some of the solutions, e.g. aiming at supporting new outfitting techniques (pre-manufactured cabins) have already been developed. It is expected, that the application doubles (i.e. approximately 2,400 m2) during the project and in the first two years after the project finishes. Application in inland-waterway cruise ships: Inland waterway vessels are a new product line, being pro-duced by a sister company of Meyer Werft. The requirements towards application of sandwich panels in these ships differ significantly from those in large cruise vessels (some requirements are less, others more critical). In the prototype application, sandwich panels have been used in a number of decks in those



http://www.tfk-hamburg.com/sail/





ships. A number of valuable experiences have been gained from the prototype application, indicating prob-lems in particular in assembly of the ship. Extra investigations have been started as a consequence within the sandwich team and also assembly techniques need further improvements. Up to 3,000 m2 of sand-wich panels will be used in decks of inland waterway cruise ships during and immediately after the project terminates. Currently, market forecasts identify a high demand for inland waterway cruise ships, mainly on central European rivers, but also in Russia, where a huge number of similar ships have to be replaced in the next years.

Project contact

[email protected]

SANMO Development of mobile slaughter-houses including docking facilities



none

SC Sliding carpet EU New vehicle concepts and interdiscipli-nary aspects


none

SEAL-COAT Abradable seal coatings and clad-dings for compressor applications


Project contact

[email protected]

SEDIATRONIC S.F.E.E.

Development and production of an automotive seat functionally en-hanced by electronics



none

SEE Sight Effectiveness Enhancement EU Guidance, navigation and control

Project website

www-leti.cea.fr/commun/europe/see/see.htm

SEISE Development of a four-stroke, off-road engine with an electronic injection system



none









SEMITRAILER-LIGHT

Development of lightweight semi-trailer incorporating new materials re-sulting in improved structure and components



none

SHIPYAG Shipbuilding low cost, versatile and safe welding by YAG laser application


Project contact

[email protected]

SINOPSYS Model-based structural monitoring us-ing in-operation system identification



none

SMARTFUEL Third generation digital fluid man-agement system


Project contact

[email protected]

SOBER Sonic boom European research pro-gramme: numerical and laboratory-scale experimental simulation



none

SONOPIEZO Development of a piezoelectric sound system mainly for automotive applica-tions



none

SUBCAT Polyvalent sea vessel capable of both surface and submerged displacement



none

SURFAS Processing of class-A surface SMC (Sheet moulding compounds)



none









SYNAMEC Synthesis tool for aeronautical mechanisms design


Project contact

[email protected]

TANGO Technology application to the near term business goals and objectives of the aerospace industry


Project contact

[email protected]

TAURUS Technology development for aero-elastic simulations on unstructured grids


Project contact

[email protected]

TAXEL Research into an electric taxi FR New vehicle concepts and interdiscipli-nary aspects

Key findings

The study developed a concept for an electric taxi. The project was mainly centred on technological, user and environmental considerations. Main features from the user point of view are: • Placing of batteries: in order to spread the load as evenly as possible across the vehicle chassis, it was

decided to propose 3 blocks of batteries: one at the rear, one in the floor to the right of the driver (below the luggage space) and one at the front of the vehicle, forward of the motor compartment. As an exam-ple, the batteries at the front would comprise 20 modules (2 rows of 10) with a 50mm space between each module to allow for cooling. Dimensions of the front battery block were 1260mm wide x 564mm long x 250mm high, with a total weight of 167kg.

• Structure and chassis: 2 options were tested: a 185kg structure and a 110kg one. Both satisfied the cri-teria for torsion resistance, however the heavier version offered no resistance in a crash. For the sec-ond (110kg) structure, crash test results were ambiguous.

• Braking: the choice was constrained by factors such as the requirement to have regenerative braking in order to recoup energy and thereby optimise vehicle autonomy, the requirement to meet roadworthi-ness standards and norms, the fact that comfort is the main criteria rather than road-holding (due to the fact that the vehicle is for generally low or moderate speed urban use), etc.

• Air conditioning and heating can be provided by 5 sq. metres of solar panels, these could provide all the energy needed for air conditioning in summer and about half of the energy needed for heating in winter.

Policy implications

Because of the unsuitability of existing vehicle structures, a wholly electric taxi is a longer-term proposi-tion. In the short-term, two hybrid solutions are favoured: • Electric vehicle with 'autonomy extension', using a small 6 to 8 kW motor which can recharge the bat-

teries. This solution exists now using the Renault Kangoo (since 2002) and can reach, according to the vehicle manufacturer, an autonomy of some 200km

• Fuel cell vehicle: based on the same principle as the vehicle above, i.e. the fuel cell replaces the motor










and recharges the batteries. Autonomy in this case is between 200 and 300km. This solution does not yet exist except in the form of a prototype built by PSA Peugeot-Citroën (the 'TaxiPAC'), however this vehicle is at present only a research vehicle and industrial production is unlikely before the year 2010.

Project contact

[email protected] / [email protected]

TECABS Technologies for carbon fibre rein-forced modular automotive structures


Project contact

[email protected]

TELEDRIVE Vehicle Tele-operation System For Application To Entertainment, Re-search And Remote Interventions


Project website

www.cps.unizar.es/~laimuz/teledrive/

THE REV A thermo photovoltaic power genera-tor for hybrid electric vehicles


Project contact

[email protected]

TILTAERO Tiltrotor interactional aerodynamics EU Aerodynamics and hydrodynamics

Project contact

[email protected]

TITALUM Improvement of tools for the machin-ing of aeronautic aluminium and tita-nium alloys


Project contact

[email protected]

TML-MTD Twin marine lifter – motion theory de-velopment, implementation and verifi-cation



none

TRAINLIN Linear train motor EU Propulsion, energy supply and fuels


none





http://www.cps.unizar.es/~laimuz/teledrive/








TRISYD Tiltrotor integrated drive system de-velopment


Project contact

[email protected]

TRUS Zero emission public transport for ur-ban areas



none

TWISTTRAM Controlled power turning of sections of low-floor trams



none

TWO Two wheels optimization EU New vehicle concepts and interdiscipli-nary aspects


none

TYRESENSE Tyre friction remote sensor using gi-ant magneto-impendence



none

ULTIMATE Universal light transport display and motion articulated training equipment



none

UG 340 Design guidelines for in-vehicle infor-mation systems producers

UK Guidance, navigation and control

Key findings

This Vehicle technology theme project has provided a systematic review of the many factors that need to be considered in the design process of in-vehicle information systems (IVIS). It intends to identify gaps in the existing standards and guidelines so as to make them compatible with the detailed human machine interface checklist that has been produced to assess such systems. The document could then be recom-mended, to systems manufacturers and providers, as a product design guideline for In-Vehicle Information Systems. The project thus complies with the following sub themes of Vehicle technology: critical technolo-gies for road and rail services, especially onboard technologies; innovative road and rail vehicle concepts, such as integration for technologies for cost effective vehicle design, manufacturing and use; and human vehicle interaction, such as ergonomic vehicle design. In particular, the project has: • Outlined the different stages of the design process and considered briefly what each stage entails and

the possible need for conducting assessments at the different stages;








• reviewed the documentation and user instructions that may need to be provided with the system; • provided guidelines about how the IVIS should be fitted within the vehicle; • looked into ergonomic issues of how the driver interacts with the system with respect to controls, visual

displays and the use of auditory information; • discussed issues of the driver-system interface; • considered some safety related aspects of IVIS, such as the need to provide the driver with accurate

and timely information; • examined the legal situation in the United Kingdom and discussed issues of liability and responsibility

Policy implications

These guidelines were intended to alert designers (and manufacturers) of IVIS to some legal and ergo-nomic issues relevant to safety. The guidelines document has also produced a 'user friendly' synthesis of current knowledge and provided up to date guidance on where to locate more detailed information. It was concluded that the principles behind the guidelines will be largely transferable and also intended for de-signers of in-vehicle entertainment systems (such as radios, cassette and CD players) or mobile phones. The guidelines, although primarily aimed at systems designed for 'private' car drivers, will also be largely transferable and applicable to systems used by individuals in the course of their work, for example by driv-ers of fleet cars, HGVs, PSVs and ambulances.

Project website

www.rmd.dft.gov.uk/project.asp?intProjectID=9284

USVA Universal system for vehicle automa-tion



none

VAL N.G. Vehicle nal nouvelle génération EU New vehicle concepts and interdiscipli-nary aspects


none

VC COMPAT Improvement of vehicle crash com-patibility through the development of crash test procedures


Project website

vc-compat.rtdproject.net

VEDILIS Vehicle discharge light system EU Guidance, navigation and control


none



http://www.rmd.dft.gov.uk/project.asp?intProjectID=9284

http://vc-compat.rtdproject.net/





VIRTUAL Virtual reality systems for perceived ergonomic quality testing of driving task and design


Key findings

• The methods developed during the project based on VR can improve significantly the quality and the validity of the ergonomic evaluation of the vehicle and can reduce the risks and the costs of problem solving after prototyping.

• The first system consists of a projection system with actuated primary controls. • The second system consists of a more immersive simulation, with a head mounted display. The person

is given a visual representation of his/her movements (avatar) in the virtual environment by means of appropriate techniques of motion tracking, capturing and graphical reproduction. A second variant of this system was realised: the steering wheel and the gear shift were moved away so that the interaction with these controls occurred just thanks to the visual cue, through the graphical interaction between the hands of the avatar and the graphical models of the controls.

• The third system aims at substituting the physical models of the primary controls by generic force effec-tors able to give the person the sense of reaching and operating a real control (existing and defined only in the virtual environment). This system is an immersive system with virtual controls (steering wheel and gear shift) and haptic feedback with exoskeleton for the right upper limb.

Policy implications

The project aimed at improving the ergonomic quality of the vehicles and then to have impact on quality of life, health and safety due to the relevant amount of time spent by European citizens on vehicles (1.1 hours per day on average according to a recent MIT study). Then VIRTUAL project performed tests with the aim to train people to drive a car in virtual environment, so social benefits are expected from the poten-tial application of VR based vehicle testing systems for education and for training, for instance in driving schools or in mobility centres for disabled or elderly users.

Project website

percro.sssup.it/projects/virtual/

Development of a new type of Cop-per-Nickel Heatexchangers for Sea-going Vessels



none

– Development of new isolation materi-als applicable to the refrigerating transport



none

– Electro hydraulic actuator EU Guidance, navigation and control


none



http://percro.sssup.it/projects/virtual/





– Improvement of the sliding of piston rings in combustion engines by textur-ing micro-pores with a laser technol-ogy



none

– Project for developing a very-light air-craft capable to be mainly employed in agricultural treatments, disinfest-ations, and to fight against locusts



none

– Safety of children in road traffic in connection with child safety safety equipment in motor vehicles

CZ Structures and materials

Key findings

Devices to test child restraint systems in accordance to UN ECE Regulations No. 44 and 16 were pro-duced and checked. Discrepancies in the UN ECE Regulations No. 44 and 16 were noted for the Working Party on Passive Safety (GRSP – WP 29 ECE UN). 20 child restraint systems, purchased mainly in su-permarkets, were tested. Tests included 5000 cycles of the central adjustor, 5000 buckle opening and closing cycles, dynamic tests on buckle opening force and check of installation and use instructions against the requirements of ECE regulation No. 44. An array of imperfections and even defects was found (indicating insufficient influence of Conformity of Production testing). Several testing devices were de-signed. Beyond the terms of devices necessary for the above-mentioned tests, preliminary drafts for the following devices were prepared: Catapult for inverse dynamic testing by using the kinetic energy of a fly-wheel; and System for monitoring the kinematics (and derivatively also the dynamics) of a car impact on a pedestrian (in particular a child) under reduced speed and deceleration.

Policy implications

The design, manufacture and checking of devices to test child restraint systems now allows the Czech Republic to test such vehicle equipment. Several child seats were shown to have imperfections with re-gard to the UN ECE regulation no. 44 (which specifies the requirements for such equipment). The facility to test the performance of child restraint systems according to UN ECE standards will help to ensure that in-car child safety systems sold in the Czech Republic meet legal requirements and thus improve the safety of children in vehicles.

Project contact

[email protected] / [email protected]








– Truck aerodynamic styling (GPG 308) UK Aerodynamics and hydrodynamics

Key findings

This vehicle technology project specifically covers the use of critical technology and aerodynamics in rela-tion to the road freight and road haulage industry. Truck Aerodynamic Styling aimed to provide guidance to truck users in the use of vehicle technology to achieve fuel savings and reduce emissions. The project evaluated available aerodynamic vehicle technology solutions to improving moving vehicle functionality: • This project cumulated into an illustrated guide offering truck operators practical information on aero-

dynamically effective truck add-ons. • The majority of this Guide is devoted to helping truck operators in the freight and haulage industry to

predict and realise fuel savings that can be obtained by applying particular aerodynamic features to truck fleet including a focus on cab, body and chassis elements as well as ancillary equipment.

• In addition, the guide evaluates various manufacturers’ claims to aerodynamic status, provides driver training tips to reduce fuel cost, as well as essential Aerodynamic dos and don’ts, such as flat bed loading hints.

Policy implications

This project is part of the Transport Energy Best Practice programme, which provides authoritative, inde-pendent information and advice to help implement sustainable transport initiatives. This information was disseminated through publications, videos and software, together with seminars, workshops and other events to truck operators.

Project website

www.rmd.dft.gov.uk/project.asp?intProjectID=10235

– Vacuum injected composite parts for small aircraft



none

– Welding of aluminium to steel by means of laser technology



none



http://www.rmd.dft.gov.uk/project.asp?intProjectID=10235


Annex II: General information on the Transport Research Knowledge Centre and analysis process used

The Knowledge Centre's background

The EXTR@Web project – Exploitation of Transport Research Results via the Web – at-tempts to collect, structure, analyse and disseminate transport research results, covering not only EU supported but also nationally financed research in the European Research Area (ERA), as well as selected global transport RTD programmes and projects. The EXTR@Web consortium has brought together eight main contractors to combine strong and in-depth technical knowledge of transport technology and of EU and national transport RTD programmes with solid communication and dissemination experience. The current project's direct predecessor, EXTRA (a Fourth Framework Programme Trans-port RTD project), co-ordinated dissemination activities on the European level for the first time. While FP4 addressed transport research on a mode-by-mode basis, the current Fifth Framework Programme (FP5) focuses on generic themes that consequently reflect trans-port policy objectives. The EXTR@Web project will provide support to research at European and national levels by building up and promoting an electronic hub. The key objectives are: • To establish a comprehensive web-based Knowledge Centre, providing structured and

timely access to both detailed and user-oriented summary information on transport re-search programmes and their results across Europe;

• to provide an electronic hub for inter-connecting European and national programmes and individual networks concerned with transport research into an easily navigable European network;

• to establish a common best practice scheme for the structure and content of the re-porting of transport research results;

• to provide high-quality analytical outputs that are structured and tailored according to the type of stakeholder and medium; and

• to raise awareness of the new service, the implications of emerging results, and the wider opportunities under national research programmes across Europe as a whole.

EXTR@Web will provide a comprehensive pool of programme, project and results related information to users, principally in electronic format via the Internet. The approach is based on three main strokes of work covering: • Monitoring, analysis and information preparation; • website and electronic news service, the principal dissemination channels; and • management of knowledge transfer, including dissemination by non-electronic means,

and also the maintenance of a contact database and e-mail enquiry service and evaluation of the performance of EXTR@Web.




Definition of transport research

For inclusion into the Transport Research Knowledge Centre, Transport research pro-grammes and projects have to be within the definition of research and transport simultane-ously. This will define the eligibility of projects.

Definition of research

General OECD definition: "Creative work undertaken on a systematic basis in order to increase the stock of knowl-edge, including knowledge of humanity, culture and society, and the use of this stock of knowledge to devise new applications." Additional transport research criteria: • Targeted – in line with transport policy aims, strategies and processes to solve the in-

herent problems for society. • Accessible – a public activity, open to scrutiny by peers. • Transferable – useful beyond the specific research project, applicable in principle to

other researchers and research contexts as well as decision-makers in policy, industry and science.

Definition of transport

In order to clarify expectations from the Transport Research Knowledge Centre, and to en-sure a common understanding of important terms, the Programme Analysis Group of EXTR@Web has come up with the following definition of transport. • Transport is the means by which a person or material of any kind is passed from its

origin to its destination. • Transport comprises:

• the transport users: passenger, business, freight; • the transport vehicles (full life cycle issues); • the transport infrastructure (full life cycle issues); • the transport system: the interaction of users, vehicles and infrastructure; • the impacts of transport: contribution to objectives, and hence to overall sustainabil-

ity; and • the transport tools: methods and instruments to help ensure an effective contribu-

tion to the objectives.




Three levels of analysis

Project level analysis

For European, national and international projects the following harmonized process was agreed: • For each eligible project, the project co-ordinator will be requested to draft a Project

Profile; • the EXTR@Web consortium identifies, for each project all relevant themes (typically

up to five), and provides the project linkage; • for each eligible project, the project co-ordinator will be requested to draft the other

elements of the reporting scheme – Progress Summary and Result Summary – due to the project progress and provides the final report;

• projects with highest relevance and best available final results will be selected for analysis;

• for every such relevant theme within each project a short and concise paragraph – structured with bullet points as appropriate – will be written to present the key findings of the project in relation to the objectives of the theme; and

• this information will be searchable on the Knowledge Centre website.

Thematic analysis

The thematic analysis has been exploiting existing project level analysis. The consolidated project wise findings have been structured and analysed along 30 themes, which are fixed for the project life time and fed into annual Thematic Research Summaries and Annual Compendia. However, for reporting purposes Thematic Research Summaries have been limited to 28 volumes (cf. Chapter 1). The sequence of outputs has been comprising an explanation of the overall structure, and regular reports treating national, European and international research in a comprehensive way. Deliverable

number Title Release date

(final version)

D2.A "Thematic structure and definitions – all themes" August 2006 D2.B "European, national and international project database" July 2006 D2.C "First annual thematic research summary"; 30 vol. December 2004D2.D "Second annual thematic research summary"; 10 vol. March 2006 D2.E "Third annual thematic research summary"; 28 vol. August 2006

Table: The sequence of deliverables

Policy level analysis

Whilst the 30 themes are fixed, this type of analysis should give the flexibility to provide in-formation on ad hoc policy priorities. Hence, policy level analysis will synthesize key find-ings of projects across combinations of themes. As an output, policy brochures shall be prepared depending on ad hoc requirements by DG TREN or by the high-level Advisory Group (AG).




Annex III: Editorial team for Thematic Research Summaries

Please note that – in principle – all EXTR@Web partners and sub-contractors will be con-tributing to a particular Thematic Research Summary because all project level findings that are of some relevance to one of the 28 (30) individual themes are presented in the com-prehensive format of these papers. The following summary of authors and peer reviewers is presented in alphabetical order while the main author of this paper is given on page i of the document. Fabien Dreveton, ISIS; France Mr Dreveton has an electrical engineering post-MSc degree, an MBA and over 8 years ex-perience in Intelligent Transport Systems for road transport. He has been a senior engi-neer with ISIS since 2001, specialising in traffic control, motorway management, ITS stan-dards development process and system architecture.

Co-author: Road Transport Prof J Augusto Felício, Neptune – CEGE/ISEG; Portugal Professor Felício, holding a PhD in management, is teaching graduate and post-graduate courses such as ‘Maritime transport and port management’ and ‘Land transport and logis-tic management’ at ISEG, School of Economics and Management (Technical University of Lisbon). His activities include participation in transport research where he has published several related articles and books.

Main author: Waterborne Transport, Intelligent Transport Systems Peer review: Efficiency, Vehicle Technology

Dr Paul E Firmin, Institute for Transport Studies, University of Leeds (ITS); UK Dr Firmin has 30 years of experience in transport planning and engineering, including local authority, consultancy and academia. His research specialities are: traffic management, transport survey design & analysis, traveller information systems; driver route choice be-haviour and transport telematics. He is currently the MSc(Eng) degree programme leader and international student adviser at ITS, University of Leeds. He teaches computing skills and traffic management, and supervises student dissertation projects.

Main author: Information and Awareness Peer review: Safety and Security

Dr Nils Gendner, Neptune – University of Bremen, ISL; Germany Dr Gendner has been working for more than four years at the University of Bremen, Insti-tute of Shipping Economics and Logistics. His main topics include the analysis of proc-esses, functions and data flows in shipping and within the rail sector. He contributes to on-going efforts in intermodality by participating in several projects dealing with intermodal concepts and developments.

Main author: Intermodal Transport, Integration Peer review: Financing Tools, Pricing and Taxation




Wolfgang Helmreich, Industrieanlagen-Betriebsgesellschaft mbH (IABG); Germany Mr Helmreich is a civil engineer from the Technical University of Munich. He has more than 15 years experience with transport planning and infrastructure design in the rail, road and air sector, and sound knowledge of vehicle technologies. His expertise also includes pro-ject management, web publishing and dissemination skills. He joined IABG in 1999 as a senior transport consultant after working as project manager at several German engineer-ing companies. He is principal editor of all Thematic Research Summaries.

Main author: Air Transport, User Aspects, Safety and Security Peer review: Regional Transport, Rail Transport, Waterborne Transport, Environ-

mental Aspects, Land Use Planning Cristina I Ivan, Group of Independent Experts Ltd (GIE); Romania Ms Ivan has a law degree and has graduated a Master course in project management. Ever since 1998 she has participated in various projects financed by international donors in Romania. The main areas of her expertise cover: project management, legal approxima-tion of the EU acquis & drafting of environmental legislation, as well as the carrying out of awareness raising and dissemination activities, including those for the transport sector.

Main author: EU Accession Issues Peer review: Economic Aspects, User Aspects, Transport Management

Dr Ann Jopson, Institute for Transport Studies, University of Leeds (ITS); UK Dr Jopson is a Research Fellow whose main interests and expertise lie in the areas of travel behaviour psychology, transport marketing and urban transport planning and policy, with particular emphasis on travel demand management through attitudinal and behav-ioural measures. Her PhD thesis was based on the role of psychology in reducing car use.

Main author: Environmental Aspects Peer review: Rural Transport

Dimitris Koryzis, Systema; Greece Mr Koryzis is a production & management engineer from the Technical University of Crete and holds an MSc in Decision Sciences from Athens University of Economics & Business. He has more than 8 years experience as technical and managerial consultant for 30 Euro-pean programmes in the transport sector (road, maritime and intermodal) as well as in re-search and innovation technology EC projects.

Co-author: Pricing, Taxation and Financing Tools Peer review: Integration

Ulrich Leiss, Industrieanlagen-Betriebsgesellschaft mbH (IABG); Germany Mr Leiss is an aerospace engineer from the Technical University of Munich. His profes-sional career includes 24 years experience with research, technical analyses, monitoring and managing national and European projects and programmes. These activities cover the areas aerospace, transport, energy and new technologies.

Main author: Other Modes, Vehicle Technology Bryan Matthews, Institute for Transport Studies, University of Leeds (ITS); UK Mr Matthews has 9 years experience of transport research and project management in both consultancy and university settings. His research expertise is in transport policy analysis and transport economics. He has worked on a number of EU, UK DfT and Re-search Council projects. He also contributes to teaching activities, lecturing on Air Trans-port Systems and supervising student projects.

Main author: Rail Transport Peer review: Air Transport




Prof Anthony D May, Institute for Transport Studies, University of Leeds (ITS); UK Professor May has over 35 years' experience in transport planning and traffic engineering. He has been a professor at Leeds since 1977, and has served as Head of the Department of Civil Engineering, Dean of the Faculty of Engineering, Pro-Vice Chancellor for Research and Director of the Institute for Transport Studies. He also has practical experience with the MVA consultancy and the GLC in London. His research specialities include: land use planning, traffic management, road pricing, sustainable urban transport, integrated trans-port and environmental impacts of transport.

Supervision of entire process of thematic reviews Batool Menaz, Institute for Transport Studies, University of Leeds (ITS); UK Ms Menaz is a transport economist from the University of Leeds. She has been involved in a number of various projects including research into transport pricing reform issues in air, road and rail for the IMPRINT-Europe thematic network project, and research for the UK Rail Research Centre looking at the alternative visions for the future of the British rail sys-tem.

Main author: Regulation/Deregulation Co-author: Passenger Transport, Equity and Accessibility, Land Use Planning Peer review: Road Transport

Christina Paschalidou, Systema; Greece Ms Paschalidou is a transportation engineer from Aristotle University (Thessaloniki), with a MSc in Urban and Regional Transport from Laboratory of Transport Economics in Lyon. Her field of interest is transport planning and engineering, EU and national transport poli-cies, sustainability issues and research. She joined Systema in 2005, while her previous experience includes an internship in ISIS, traffic studies elaborated individually and re-search activities in the Aristotle University.

Main author: Transport Management Peer review: Information and Awareness

Ignacio Rada Cotera, Neptune – IkerConsulting; Spain Mr Rada Cotera is a lawyer from Deusto University in Bilbao, holding a diploma and certifi-cate of European studies from Deusto and Saarland Universities, respectively. He has been working on EU projects since 2000. His main expertise is European commercial and regional policy, maritime transport and port affairs, legal aspects of international economic relations, urban planning, regional benchmarking and development.

Main author: Regional Transport Marco Valerio Salucci, Università di Roma "La Sapienza", DITS; Italy Mr Salucci holds a degree in mechanical engineering from the University of Rome “La Sa-pienza”. His past research experience has focused on computer modelling of the opera-tions of freight terminals and automatic passenger transport systems, the latter being car-ried out within EC funded research projects. His current research for a doctorate is in the area of transhipment and information and communication technologies for intermodal freight transport.

Co-author: Freight Transport, Urban Transport, Rural Transport, Efficiency, Decision-support Tools

Peer review: Intermodal Transport




Dr Karsten Seidel, Neptune – European Networks and Cooperation; Belgium/Germany Dr Seidel has graduated as economist and holds a PhD from the University of Bremen. He has been working on EU projects since 1988. His main expertise is in European industrial and regional policy, telecommunication research projects, maritime transport and port af-fairs, evaluation of technical aid, urban planning, regional benchmarking development.

Co-author: Regional Transport Dr Paolo Delle Site, Università di Roma "La Sapienza", DITS; Italy Dr Delle Site holds an PhD, and is a senior research fellow at DITS, Transport Area, Uni-versity of Rome “La Sapienza”. He combines professional experience with research activi-ties, the latter mainly being carried out within EC funded research projects. Related activi-ties comprise urban transport planning, urban public transport design, transport project as-sessment, and policy analysis. His teaching activities include courses in transport plan-ning. Furthermore, he is author of papers in Transportation Research Part A – Policy and Practice and in the European Journal of Transport and Infrastructure Research.

Co-author: Freight Transport, Urban Transport, Rural Transport, Economic Aspects, Infrastructure Provision, Pricing, Taxation and Financing Tools

Peer review: EU Accession Issues, Intelligent Transport Systems, Regulation/ Deregulation

Damian Stantchev, Institute for Transport Studies, University of Leeds (ITS); UK Mr Stantchev holds a degree in Economics and Trade from Varna University of Economics in Bulgaria and an MA in Political Science from the Central European University in Hun-gary. His early research experience was in the area of small business development in transitional economies of Central and Eastern Europe. Damian has also contributed to an extensive report on the role of the logistics and transportation sector in society for the Lo-gistics & Transportation Corporate Citizenship Initiative of the World Economic Forum. His research for a doctorate examines the role of logistics in enhancing the competitiveness of the regional economy and encompasses all aspects of original research and data collec-tion including the design, conduct and analyses of large scale surveys as well as the col-lection of commercial data and development of case studies.

Main author: Passenger Transport, Land Use Planning, Equity and Accessibility Peer review: Freight Transport

Andrew Winder, ISIS; France Mr Winder is a transport planner with a BSc in transport management (Aston University, England) and over 15 years experience in consultancies and public transport authorities covering transport planning and policy, particularly at UK, French and Europe-wide levels. Since 1998 he has been a senior engineer at ISIS, responsible for a wide range of Euro-pean projects focusing primarily on Trans-European Networks, ITS for road traffic man-agement, urban and regional public transport and EU enlargement aspects.

Main author: Road Transport Peer review: Passenger Transport, Urban Transport, Other Modes, Equity and Acces-

sibility, Infrastructure Provision




Ard Wolthuis, Università di Roma "La Sapienza", DITS; Italy Ard Wolthuis graduated in Science & Innovation Management, in the field of Transport and Mobility, from the University of Utrecht. He has been involved in transport projects and analysed socio-economic, environmental, political and legal aspects, such as the Phileas project, the Fokker bankruptcy, and innovation policy of companies in the Netherlands. Has participated in a European project on innovation in urban public transport systems. Since spring 2005 has joined DITS as a research fellow. His main areas of activities are policy analysis and dissemination of research results.

Co-author: Efficiency, Decision-support Tools Dr Zhaomin Zhang, ANAST – University of Liege, Neptune; Belgium Dr Zhang has got the university degrees of Civil Engineering, Mechanical and Marine En-gineering; Master of Transportation Sciences and Doctor of Philosophy. He is a senior en-gineer and led the important projects related to the "Establishment of a mathematical traffic model on the Belgian waterway network" (Belgian national research program "Transport and mobility"), the project called "On computerisation and management in real-time of op-erations relating to the exploitation of fluvial traffic to organise the waterway transport", Bel-gian Regional Ministry of Public Works) and the Project related to the development of a transport cost model in the inland navigation sector. He has also been involved in numer-ous simulation and operation research activities.

Peer review: Decision-support Tools



Documents

Annual Thematic Research Summary - Vehicle Technology [D2 ... · DG Energy and Transport Deliverable D2.E-4.10 Issue 1.0 Third Annual Thematic Research Summary – Vehicle Technology