IP1 TRACTION TD1 AND BRAKES TD5 PHASE 2

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IP1 TRACTION TD1 AND BRAKES TD5 – PHASE 2

Fact Sheets Report linked to D10.2

Due date of deliverable: 16/05/2020

Actual submission date: 11/05/2020

Laurent NICOD/ALSTOM

Reviewed: Y/N

Document status

Revision Date Description

1 11/05/2020 First issue

Project funded from the European Union’s Horizon 2020 research and innovation

programme

Dissemination Level

PU Public x

CO Confidential, restricted under conditions set out in Model Grant Agreement

CI Classified, information as referred to in Commission Decision 2001/844/EC

Start date of project: 01/09/2018 Duration: 27 months

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REPORT CONTRIBUTORS

Name Company Details of Contribution

L Nicod ALS Report coordination and ALSTOM led Reports fact sheets writing

WPs leaders from CAF, ST,BT,Talgo,KB,FTI

Respective led Reports fact sheets writing

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EXECUTIVE SUMMARY

This specific report follows the PINTA2 Audit Day on 16/04/2020, comments done on the

Deliverable D10.2 and the fact sheets per confidential Delieverable as described in the Grant

Agreement §2.2.2.2 Dissemination beyond the current Shift2Rail group : “PINTA partners

will produce a publishable fact sheet per Confidential Deliverables allowing external to PINTA2

consortium to access to a certain level of information.”

The PINTA2 consortium partners agreed on the fact that the best way to answer this request is to

take the executive summary of each concerned reports and expunge confidential part of each.

There are some exception when a public fact sheet is not considered interesting for the public

and in that case is is explicitely described.

Reports fact sheets are presented in chronological order of Reports releases during the PINTA2

project.

This is described in the following pages.

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ABBREVIATIONS AND ACRONYMS

Abbreviation Description

ATP Automatic Train Protection

AWP Shift2RAil Annual Work Plan

CAS and Credibility Assessment Scale

CBM Condition Based Maintenance

CCA Cross Cutting Activities ( of Shift2Rail)

CFD Computational Fluid Dynamic

EM Electro Magnetic

EMC Electro Magnetic Compatibility

EMI Electro Magnetic Interferences

ETCS European Train Control System

FEM-BEM Finite Element Method- Boundary Element Method

FMI Functional Mock-up Interface

HIL Hardware-in-the-loop

KPI Key Performance Indicator

MBD Model Based Design

MIL Model-in-the-Loop

PCMM Predictive Capability Maturity Model

PWM Pulse Width Modulation

RTS Real Time Simulator

S2R Shift2Rail

SiC Silicon carbide (technology of power semi-conductor)

SIL Software-in-the-Loop

TRL Technology Readiness Level ( NASA standard)

WSP Wheel Slide Protection

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TABLE OF CONTENTS

Report Contributors .................................................................................................................... 2

Executive Summary .................................................................................................................... 3

Abbreviations and Acronyms ...................................................................................................... 4

Table of Contents ....................................................................................................................... 5

D9.1 Quality Plan .................................................................................................................. 6

D10.1 Data Management Plan .................................................................................................... 6

D7.1 Adhesion Test Definiton................................................................................................ 6

D1.1 KPI reporting year 1 ...................................................................................................... 7

D8.1 Establishment of better braking impact on future rail traffic ........................................... 7

D2.4 Regional E-transformer medium frequency transformer pre-design test Report ............ 8

D3.1 Simulations and analysis of electromagnetic and acoustic noise in traction motors ...... 9

D3.2 Specification of the modelling to analyse EMI noise problem ...................................... 10

D2.2 System design of a full SiC based converter for Metro ............................................... 11

D2.3 Design report for SiC optimized traction system for sub-urban application ................. 12

D2.5 Regional Traction subsystem components specification and hardware Report ........... 13

D4.2 Intermediate Description of model for reliability and life time mechanisms (semiconductors) ...................................................................................................................... 13

D4.3 Intermediate report on smart maintenance improvements .......................................... 14

D2.6 Final control algorithm and dynamic study of the HST train ........................................ 14

D5.1 Report on virtual process on use cases ...................................................................... 15

D7.2 Define Focus of Normative Changes Proposals ......................................................... 15

D7.3 Specification of Solutions managing low Adhesion ..................................................... 16

D8.2 Update of WSP test bench and Test procedure .......................................................... 17

D8.3 Definition of blending concept(s) during low adhesion ................................................ 17

D8.4 Adaptive WSP and Adhesion improving dispenser Specifications .............................. 18

D8.5 Efficient force transmission and optimised adhesion utilisation concepts .................... 19

D2.1 Report on tramway traction converter with SiC semiconductor devices – Prototype ready for the vehicle integration and vehicle tests, Siemens ............................................................... 20

D4.1 Requirement specification for climatic conditions-‘” for SiC semiconductors ............... 20

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D9.1 QUALITY PLAN

There is no interest to publish a public fact sheet

D10.1 DATA MANAGEMENT PLAN

There is no interest to publish a public fact sheet

D7.1 ADHESION TEST DEFINITON

During the Shift2Rail PINTA project, the compilation of a so called “adhesion catalogue” has been started. It contains wheel/rail adhesion curves gathered during multiple measurement campaigns using trains or test rigs at various wheel/rail contact conditions and brake control states. The catalogue will be used as a basis for the development/ improvement of wheel/rail adhesion related products. It represents the required conditions the functions need to cope with. Beyond, the data was used for the generation of an agreed common adhesion model to be integrated into wheel slide protection test rigs, specified during PINTA and to be updated during PINTA2.

As the adhesion catalogue is not fully exhaustive yet, it needs to be complemented during PINTA2. So within the Deliverable D7.1, based on the data already available, the scope for further data collections was defined. This was done under consideration of the blind spots within the existing catalogue focussing on which data will be needed for later product related work and the update of the wheel slide protection test bench adhesion model. The parameters to be investigated concerning vehicle, environmental conditions and train functions were chosen.

Within the D7.1 document further on different scenarios are collocated that are available during PINTA2 for the collection of the demanded data. The scenarios, defined as available vehicles in combination with possible adaptations/measurements, and the available test tracks or public tracks will be able to cover all parameters defined as interesting. The measurements themselves will later be performed within PINTA2 WP15 and the generated measured data and analysis results will be used to support the work to be done within PINTA2 WP15 and WP16. In total five scenarios are available in the first instance. Their availability will be reassured at the beginning of the following WP15. Besides the search for a suitable test ring/ test track will be more detailed for each scenario.

Preparation work that could already be done without full definition of the scenarios has

also been kicked off within this task. This for example includes the definition of the

scenarios’ test procedures and the installation of equipment and validation work at the

Knorr-Bremse ATLAS (Advanced Test Laboratory for Adhesion based Systems) roller rig.

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D1.1 KPI REPORTING YEAR 1

This report is the first deliverable of PINTA2 WP1 – KPI Quantification and progress within the Shift2Rail project.

This deliverable has the objective to report on the progress of design and development of concepts and technologies in S2R PINTA2. The progress is measured from the top level requirements of traction system, based on the work from Roll2Rail D1.1 - Top level specification from Operators & Technology and S2R PINTA D1.2 - Final report on Top Level Requirements.

The deliverable S2R PINTA D1.2 contained an updated set of requirements expressed as improvements of project KPIs. The KPIs were detailed based on the definition of the overall S2R goals, with a breakdown to how they are influenced by improvements from the Traction demonstrators and development. The KPIs and associated targeted improvements for the Adhesion Management development are listed in a similar way.

A Questionnaire was used in S2R PINTA to collect and define the expectations of improvement from operators and other stakeholders. Together with a technical feasibility assessment a set of target KPIs for each demonstrator in the S2R PINTA programme was defined.

In this report, there is an assessment of progress for each of the targeted applications. The progress is briefly commented and a future outlook is given. The progress with be further reported, as an update to this report, in S2R PINTA2 D1.2 – KPI reporting year 2.

D8.1 ESTABLISHMENT OF BETTER BRAKING IMPACT ON FUTURE RAIL TRAFFIC

The content is aligned with the PINTA2 Grant Agreement for WP8 Task 8.1 “Establishment of better braking impact on future rail traffic: business potential for new adhesion management products”.

It has been determined it was necessary to run a study of the different signaling systems used in Europe with a special attention to the way the adhesion management equipment (e.g. wheel slide protection) performance is considered within these systems.

An analysis of the state of the art has been made regarding the following questions:

• Which signaling system/strategy are used in EU countries?

• What is the interaction between braking system and signaling systems?

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• How the braking distances / braking curves are considered?

• How the degraded adhesion conditions are considered?

• How the distances between trains are established?

This analysis has covered both conventional signaling systems and the common European system ERTMS/ETCS. The working group decided to focus on this modern system that take more into consideration the performance of the adhesion management.

Then a prospective analysis has been made on the following questions:

• How the train signalling system could consider a train equipped with an improved adhesion management system (ensuring reduced braking distances)

• Which is the business potential of an improved wheel-rail adhesion management system

D2.4 REGIONAL E-TRANSFORMER MEDIUM FREQUENCY TRANSFORMER PRE-DESIGN TEST REPORT

The work have been described into 3 axes:

- A system level reliability and Life Cycle Cost analysis which lead to the conclusion that the suitable basic semi-conductors are the high voltage ones (10kV or 15kV);

- Even the series high voltage semi-conductors (10kV or 15kV) are not available (on 2019) on the market, ALSTOM has worked with the suppliers to source prototype components and, with a specialized european laboratory, to characterize them.

- The third axe has been to complete the pre-design of scale one medium frequency transformer, to carry out comparative analysis of weight and volume for different types of structures, materials and different cooling solution.

The main work done has been the medium frequency transformer component even it refers to system (electonic-transformer) level specification and reliability analysis.

Four main parts are distinguishable:

- High voltage semi-conductors for optimized Life Cycle Cost and reliability: it is an introductive discussion about the choice of the suitable voltage level semi-conductor for etransformer converters. This explains why ALSTOM targets high voltage semi-conductor as the right components for e-transformer

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- High voltage semi-conductors characterization: presentation of ultra-high voltage SiC devices evaluation done.

- Medium Frequency Transformer (MFT) technical requirements specification: it specifies the target of the MFT design and the main requirements to comply with mission profile, maximum sizes, maximum weight, and others specific constraints as leakage inductance, magnetizing inductance. The MFT pre-design has been done with a systematic parametric analysis of possible solutions. The modelling of the MFT according to various choices of materials and different cooling solutions has been done.

D3.1 SIMULATIONS AND ANALYSIS OF ELECTROMAGNETIC AND ACOUSTIC NOISE IN TRACTION MOTORS

This deliverable presents the results of the investigation work completed in Work Package 3 (WP3) WP3 of PINTA2. The work package focuses on the investigation, simulation, and analysis of acoustic noise in traction motors. The work has been divided into the following three topics:

• Tonal noise requirements for railway vehicles

• Aeroacoustic (cooling) noise generated by traction motors

• Electro-magnetic noise generated by traction motors

Several partners have contributed to the investigation of these topics.

The objectives and main achievements for each topic are:

• Tonal noise requirements at train level: The aim is to analyze how to define tonal noise requirements at the component level based on the requirement at the vehicle level. The work describes the challenges that must be overcome in order to define such requirements. The potential costs of meeting such requirements are also noted as well as the difficulties for industry in demonstrating compliance.

• Simulation and analysis of aeroacoustic noise generated by traction motors: The aim is to develop methodologies, that use standard commercial software packages, to close the gap between simple and less accurate analytical methods and the more cumbersome and complex methods, which were investigated in Roll2Rail and PINTA1. A methodology based on the results from a low-computation cost CFD simulation coupled with an acoustic model of the motor has been tested and results compared to measurements. This method was shown to be able to predict the tonality in the noise, but accurate predictions of the overall noise levels could not be achieved, which was expected. This newly developed method allows the source of the noise to be more easily identified and can therefore be used to optimize the design towards lower tonality noise.

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• Simulation and analysis of electromagnetic noise in traction motor: The aim is to build on the work done in PINTA1 by increasing the accuracy and usability of the model of a traction motor. The simulation process is coupling results from electro-magnetic simulation to a mechanical model. The work focused on making this process transparent to identify any source of problems. With a transparent process, additional validation checks were possible on the model, raising the confidence in the simulation results. Comparison of simulation and measurements showed a much better match than in PINTA1, although the process remains computationally expensive.

D3.2 SPECIFICATION OF THE MODELLING TO ANALYSE EMI NOISE PROBLEM

The work performed in the WP3 of the PINTA2 project, is based on the work that was performed in the Roll2Rail and PINTA projects and intends to develop tools and methodologies to reduce noise and EMI emissions in traction systems. The activity in WP3 is divided in two groups: acoustic noise task 3.1 and EMI noise task 3.2.

Within the task 3.2 the following objectives were described for the PINTA2 project in the Grant Agreement:

1. State of the art analysis. Results and open points from PINTA revision.

2. Identification and characterization of EMI noise source equipment other than traction systems.

3. Common Mode Current phenomena study: compatibility with ATP systems, parasitic currents through traction motor bearings, overvoltage due to stationary waves between subsystems.

4. Impact due to migration to SiC. However, after detailed evaluation of the output from PINTA project the second goal for characterization of EMI noise source equipment other than the traction system is postponed in order to focus to get more reliable results for traction systems according to the goal 3 above as there are still some open points from the PINTA project.

The main results are mainly specifications, methodology and simulation model description. This shall be used as the input information to the work that has be performed in the future work of the PINTA2 project which is oriented to testing and validation of the proposed modelling techniques and tools.

The objectives and main achievements for each topic are:

• Definition of a test system to measure magnetic field emissions affecting ATP systems: in the PINTA project a test setup and test procedure to study the compatibility between the rolling stock and the ETCS system was proposed based on UNISIG methodology.

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Within the present document a similar test setup and test procedure is proposed to study the compatibility between the rolling stock and other type of ATP systems operating in the frequency range below 100kHz. The proposed antenna to measure the magnetic field emissions from the rolling stock is described as well as a calibration method to validate the antenna.

• Common mode current phenomenon description: in the PINTA project the equivalent common mode current model was described. As a conclusion of the performed work some open points were identified. Within the present document the open points from

• Study of the compatibility between the traction power supply and the rolling stock: describe and implement a methodology to simulate the power supply system behaviour (impedance) and the interaction with the rolling stock. The main aspects of the railway infrastructure have been described and a simulation methodology to calculate the equivalent impedance is proposed.

D2.2 SYSTEM DESIGN OF A FULL SIC BASED CONVERTER FOR METRO

This deliverable describes the design process of a new Traction Converter based in two 3-phase Power Inverters made of SiC MOSFET semiconductors for its use in a Metro application under 1500Vdc nominal catenary voltage (Ref. 2). The main target for CAF P&A is to replace an existing 2010 Si based traction converter by this Full SiC one maintaining the same electrical performances and cooling strategy (Cold Wall natural cooling). The original electrical and mechanical interfaces will be also maintained but the volume and mass of the converter will be significantly reduced.

The original Si based Inverter is made using single traction IGBT modules with a 140mm x 190mm package. For the new development SiC based MOSFET semiconductors with a 100mm x 140mm mechanical package are used. In the SiC based module, the switch is a MOSFET device and the freewheeling diode is a SiC Schottky Barrier Diode. The interest of CAF P&A on using SiC based semiconductors for the development of a new Power Converter is because they show new physical characteristics such as very low switching losses, compared to traditional Si semiconductors. This characteristic can allow to design smaller traction converters as well as to improve the energy efficiency if the traction chain.

To maximize the benefits that higher switching frequencies carry out, a new control strategy will be used in this converter.

The report is divided in four main sections; SiC based traction converter design, results of the commutation tests made with the SiC MOSFET, a comparison between the original Si-based converter box and the new SiC based one, and finally the description of the new control strategy.

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D2.3 DESIGN REPORT FOR SIC OPTIMIZED TRACTION SYSTEM FOR SUB-URBAN APPLICATION

This report is a deliverable of PINTA2 WP2, Subtask 2.1.3 – Suburban SiC Traction design & manufacturing within the Shift2Rail program.

This deliverable has the objective to report on work done on the path for an efficient suburban traction system with SiC based technology. It shows results from power lab measurements on main transformer, investigations of impacts on the traction motor, measurements on latest generation of SiC MOSFETs, and describes work done to update converter and system calculation programs with new or improved algorithms and models to enable efficient studies of SiC traction systems.

Reliability remains an important topic for SiC technology. The report discusses existing knowledge in this field for SiC devices with and without external SiC diodes and for surge and short circuit current transients that may occur in traction systems.

This report also contains a feasibility study on car motion cooled SiC converters for a typical suburban application. The results show that car motion cooling (passive with no moving parts) in principle is viable for this case but the possibilities to reach a more optimized solution that is improving both cost and energy efficiency at the same time is not the best. If initial cost is the priority, the results show that it is possible to achieve the required performance with half the number of semiconductors, i.e half the converter size, provided that switching frequencies are kept more or less the same as in todays Si IGBT based converters. An energy efficient solution on the other hand, requires significantly higher switching frequencies to reduce harmonic losses in transformer and motors and this would mean more semiconductors compared to the cost optimized case. The results show that an energy optimized design with higher switching frequency requires about the same number of semiconductors as a Si IGBT solution in case of car motion cooling, i e no reduction of converter equipment size.

A forced air cooled traction system would provide better possibilities for combined cost and energy efficiency optimization in one and the same solution but at the expense of higher maintenance effort, aux consumption and noise associated with additional cooling equipment.

The final sections of the report present an aggregated view of KPI status based on all PINTA work done up to now. This assessment shows that the introduction of SiC technology in traction systems is likely to reach the seven KPI targets for suburban applications as was set out for PINTA in WP1. Final chapter of the report contains a discussion about further topics that need to be addressed before reaching full market acceptance of the new technology.

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D2.5 REGIONAL TRACTION SUBSYSTEM COMPONENTS SPECIFICATION AND HARDWARE REPORT

The studies carried out are divided into 4 main parts :

• The Key Performance Indicators (KPIs) objectives are mainly to improve technical

performances (weight, volume, noise savings; reliability improvements) and Life

Cycle Cost Reduction (cost of the train, cost of Traction energy and maintenance)

compared to classical Silicium based Traction systems.

• Detailed studies: the detailed design of the traction components like main traction

transformer, traction case, motors, gearbox has been done and the laboratory

protypes scale one were manufactured for further test on test bench expected on

2020 and later test on train

• The KPIS results have been updated and underline that all the KPIs targets are

achievable, but serie price pf the semi-conductors remains a point to be improved.

• Life Cycle Cost has been evaluated with a simplidfied model and shows a good

return of investment of the SiC based technology applied to Regional trains during

the expected life time of the train (35 years) thanks to energy and maintenance

cost reductions

D4.2 INTERMEDIATE DESCRIPTION OF MODEL FOR RELIABILITY AND LIFE TIME MECHANISMS (SEMICONDUCTORS)

Reliability and availability especially of traction system used on Rolling Stock are a major concern of Railway Operators. The development of appropriate methodologies to forecast traction component reliability and lifetime is therefore a key

• to evaluate different technologies regarding reliability and lifetime • to define optimized system architectures with enough redundancies • to forecast maintenance costs over the lifetime • to optimize spare part management

The deliverable 4.2 contributes to these objectives by providing a generic approach and methodology for the reliability and failure rate calculation. This approach is based on physical reliability and lifetime limiting failure mechanisms derived from accelerated reliability, lifetime and robustness tests. The advantage over existing methodologies are:

• Completeness: Si and SiC technologies are considered as well as all known failure mechanism like cosmic ray, load / power cycling, corrosion, gate-oxide stability etc. • Comprehensiveness: The structure of the approach can consider all failure mechanism and lifetime limiting factors if mathematical model equations are available. • Alignment

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with the real operation: The operational characteristics like load variation, environmental conditions etc. are used to forecast the reliability and lifetime figures.

The content of deliverable is well embedded into the WP4 workplan with its other deliverables like D 4.1 “Environmental requirements” and results from the ECPE working group e.g. the released lifetime test specifications for corrosion and migration failure mechanism

D4.3 INTERMEDIATE REPORT ON SMART MAINTENANCE IMPROVEMENTS

This work package’s aim is to increase reliability and availability of the traction system and the related traction components, especially SiC power modules, sensors and inductive components.

Increasing reliability will not only reduce Life Cycle Cost (LCC) but also boost safety approvals, simplify verification and validation activities and allow operators to run trains according to their schedule and therefore increase availability. And here is where Smart Maintenance concept plays an important role.

Cost savings and improvements of the operation of rolling stock due to smart maintenance depend on a beneficial overall concept, considering data acquisition, data transmission, lifetime modelling and an appropriate feedback of the evaluated data to the maintenance and repair workshops. The process of smart maintenance must be adapted especially to the operation of the rolling stock and the infrastructure of the operator. To do so, a concept design for a “data observation system” in the cloud will be provided. This concept design will include train data monitoring for analysis of generic information, specification of IT infrastructure and bandwidth of operator/client/train for sending data and requirements for diagnosis and reliability of alarm management.

D2.6 FINAL CONTROL ALGORITHM AND DYNAMIC STUDY OF THE HST TRAIN

The wheel motor is a PMSM installed on a wheels that’s allow to Talgo to maintain the concept

of low-floor and the independent rotating wheel. The will motor will be fit on the single axle running

frame of Talgo, allowing a different concept from a conventional bogie.

Different topics has been covered: LCC, FMECA and Hazard analysis, control algorithm and dynamic analysis to check the compatibility between the wheel motor and independent rotating wheel.

LCC reduction has been estimated on 0.7M€

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The simulation of the control algorithm demonstrates that the motors of each wheel of the same IRW can rotate at different speeds respecting the concept of independent rotating wheel. This is achieved by aplying a constant torque control strategy instead speed control.

The presence of the tractive effort does not substantially change the representative parameters of the driving conditions, except logically the linear speed.

D5.1 REPORT ON VIRTUAL PROCESS ON USE CASES

This deliverable deals with the use of virtual validation means of proof for Railway

traction systems. Several simulation methodologies are addressed depending on the

system level needed to be modelled e.g.

for physical components and subsystems:

• Multiphysics modelling tools based on Finite Element Methods are used to

accurately predict thermal, mechanical and electrical phenomenon

for the complete traction system

• Model in the loop, Software in the loop and Hardware in the loop simulators are

used to validate the functional aspects of the Traction control software and verify

virtually the complete Traction system performance

To go further, recommendations for the use of numerical simulations and how to integrate this

part in a validation process is addressed. As an extension of this work on the Traction system,

links with TCMS modelling and field data collection will be discussed as an interesting

perspective of the virtual validation process.

D7.2 DEFINE FOCUS OF NORMATIVE CHANGES PROPOSALS

This task within the PINTA2 WP7 focusses on standards relevant for wheel/rail adhesion related solutions to be developed/ improved within the PINTA2 project. Besides it sets the basis for the collection of information from operators and infrastructure managers concerning requirements for wheel/rail adhesion related systems.

First, considerations on standard change proposals already defined during the PINTA project and to be discussed with standards boards were revised and updated with new information available. The proposal on virtualisation of wheel slide protection system tests (PINTA WP8) is still valid and is getting detailed. A second proposal on changing the definition of maximum allowed sand amounts used with sanding systems was,

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independently of PINTA2, in the meantime started to be considered within the update of a standard. Nevertheless, the topic influenced the definition of wheel/rail adhesion data to be collected and therewith tests that have been performed in other tasks of the work package or that will be performed in the follow-up work package, WP15. One new proposal related to ETCS (European Train Control System) braking curves, part of the signalling concept that will mostly be used in future, has been made. Goal is to consider more wheel/rail adhesion related functions as e.g. the sanding function when describing the braking behaviour of the train in low wheel/rail adhesion conditions. This has an influence on the overall capacity of rail operation. In total these three proposals will be discussed in the following WP15 (still being open for further proposals).

As a second part of the task, a questionnaire to be answered by railway undertakings and infrastructure managers was compiled by the group. Up to now the feedback of the addressees is limited only. The full results and an analysis of the feedback will be available within the following work package WP15.

During the course of the project information was handed over to WP6, where all PINTA2 proposals for discussion with standards boards are consolidated and an overall process for handling the standards proposals is being defined.

D7.3 SPECIFICATION OF SOLUTIONS MANAGING LOW ADHESION

This deliverable was created based on the work done in PINTA2, WP7, task7.3 (“Specification of solutions minimizing the effects of low adhesion conditions”). Within the task basic measurements (e.g. wheel/rail adhesion measurements on tests rigs or test trains) and preliminary functional tests for the later development of solutions to reduce the negative effects of low adhesion conditions, to improve LCC and increase the stability of rail traffic, were made. All measurements and tests lead to the specification of two solutions. The two specified solutions are:

- A function to be used during braking in order to avoid prolonged braking distances (improvement of stability of rail operation) and to reduce LCC (reduce possible damages of the equipment or wear of material).

- Another function to be used for traction purposes to avoid torsional vibration and instability of locomotives and EMUs.

The design of the functional concept to be used during braking was enabled by the collection and analysis of wheel/rail adhesion related data, also stored in the PINTA adhesion catalogue, which was generated from test train and test rig data. The data within the catalogue covers various relevant wheel/rail contact conditions and brake control states and effectively represents the required conditions that new products to be developed need to cope with. The analysis of the test data also helps to understand physical effects occurring during braking. First validity tests were performed on the Knorr-Bremse ATLAS (Advanced Test Laboratory for Adhesion based Systems) test rig to show

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the benefits of the system. At defined conditions the braking distance could significantly be reduced compared to braking without the new concept.

Based on the results described above, the development of the solutions will be continued within WP15 up to TRL3-4 (technology validated in lab).

D8.2 UPDATE OF WSP TEST BENCH AND TEST PROCEDURE

The content is aligned with the PINTA2 Grant Agreement for WP8 Task 8.2 “Update of WSP test bench and test procedure specification”.

Among the braking system’s validation tests, a particular focus is dedicated to the wheel slide protection (WSP) because of the workload associated with this test, if the test campaign is led on field. To achieve the low adhesion condition, necessary to stimulate the wheel slide protection intervention, the rail must be artificially contaminated using specific devices such as spraying systems injecting mixture of water and soap or manually contaminated by applying a layer of oil/grease on the track. The EN 15595 regulation provides all the details related to the test procedure giving an idea about the complexity of such test campaign.

For these reasons, the replacement (total or partial) of field tests with virtual tests has a considerable potential in terms of time and cost saving.

The virtual tool in charge of the virtual validation of the wheel slide protection is called “WSP test rig” and it consists of a series of mathematical models reproducing the train’s dynamic, the brake system chain and the wheel-rail contact’s adhesion.

The first version of the WSP test rig has been defined in the PINTA specifications, leading to the implementation of a demonstrator among the project’s partners.

The scope of this deliverable is to collect (and solve) all remaining open points and to identify (and implement) all the potential improvements applicable to the WSP test rig.

After a brief introduction (chapter 1), the chapter 2 summarizes the structure of the WSP test rig inherited from PINTA project. In the chapter 3, all the potential updates are identified also using a questionnaire distributed among the partners. In the 4th chapter these updates are implemented within the WSP test rig models and specifications.

D8.3 DEFINITION OF BLENDING CONCEPT(S) DURING LOW ADHESION

From the knowledge acquired during PINTA, several concepts for blending during low adhesion conditions will be proposed.

We focus on defining the parameters and variables which should be analyzed to verify the validity of a service brake in accordance with Standard “EN15595-2018”. we analye

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the blending concept principally in Simulation, but the method is valid also for testing in a real train.

In most of the Electrical Multi Units (EMU), motor and trailer coaches are combined to form a complete train, so CAF developed a simulation model for a 3 coach EMU (Motor- Trailer- Motor). In a longer train the complexity of the model is increased, because the number of coaches is increased. But also, in order to simulate the behavior in service brake we need to combine the following control blocks: BCU WSP, TCU WSP and blending control strategy.

The new blending concepts will deal with the interaction between the TCU and BCU during low adhesion conditions, aiming towards optimizing the braking performance. (Technology Readiness Level-3, Experimental proof of concept).

Using the simulation tool, a comparison of 5 different braking events has been done, an excel table was generated to compare the results:

• Service brake blending with dry rail (xnu0=0,3).

• Low adhesion (xnu0=0,09), service brake only with pneumatic brake.

• Low adhesion (xnu0=0,09), service brake with 3 different blending strategies (A, B, C), each one optimized with different objectives in relation with ED energy and braking distances.

This simulation helped to test an improve adhesion model based in the proposal made by CAF in PINTA, validating the parameters obtained by adhesion curve tests. The principal improvements are the new structure and equations for the wheel and rail cleaning effect, and it will be used in the Wheel Slide Protection testbench.

A more detailed Validation of the concept will be done later in PINTA2. This work will reinforce the capabilities of the simulation tools, to improve accuracy and usefulness for all the different brake types.

D8.4 ADAPTIVE WSP AND ADHESION IMPROVING DISPENSER SPECIFICATIONS

The objective of this document is the definition of the main requirements applicable for the adhesion related solutions. The Faiveley Transport research on adhesion converges into the development of the following solutions:

- Adaptive wheel slide protection algorithm - Adhesion improving dispenser

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The requirements shall lead to the development of two prototypes (TRL 4, technology validated in laboratory) that will be validated within the work package 16 of PINTA2 project.

In the chapter 1, the two solutions’ concepts are briefly introduced.

In the second chapter, the adhesion improving dispenser is defined starting from the weaknesses of the state-of-art solutions and from the norms that shall be respected for this railway system. The third chapter describes the main objectives applicable to the adaptive wheel slide protection, based on the EN 15595, and related to the capability of the system to self-adapt its behavior in function of the adhesion condition naturally occurring on the rail.

D8.5 EFFICIENT FORCE TRANSMISSION AND OPTIMISED ADHESION UTILISATION CONCEPTS

Low wheel/rail adhesion conditions can lead to platform or even signal overruns if the brake force cannot be transmitted between wheel and rail. This is referred to as an issue by many organisations, e.g. RSSB, and provokes disturbances and instabilities in rail traffic caused by prolonged braking distances. This is usually delays but in extreme situations might also cause critical situations leading to vehicle damages or even damages to persons.

Hence system functions as WSP (Wheel Slide Protection) as the Knorr-Bremse MGS2 or MGS3 are already introduced in rail operation to lower the negative effect of low adhesion conditions. The systems improve the transmission of forces between wheel and rail. Currently the homologation of those systems is focussing on wheel/rail adhesion values and situations defined within standards, e.g. the EN15595. The systems are tested against this standard.

Within the work on hand conditions with wheel/rail adhesion values outside the standards’ conditions, were studied. Therefore test results from previous tests were analysed. These originated from the PINTA project, e.g. on train tests performed in task7.3, or also from other tasks within the PINTA2 project, e.g. the tests performed in WP7 and WP15. In addition, test rig tests at the KB ATLAS (Advanced Test Laboratory for Adhesion based Systems) roller rig have been performed. The test rig can especially be used for broadening the database on wheel/rail adhesion conditions, as many tests under controlled conditions can be done within a short period of time. Therefore, the test rig was prepared to represent real world situations.

Using new parameters, a concept for an updated WSP algorithm was defined by Knorr-Bremse. The concept is especially able to cope with the wheel/rail adhesion situations mentioned above. More detailed work is still to be done.

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In the following WP16, the concept will be more detailed. An algorithm for use within a wheel slide protection system will be developed and tested.

D2.1 REPORT ON TRAMWAY TRACTION CONVERTER WITH SIC SEMICONDUCTOR DEVICES – PROTOTYPE READY FOR THE

VEHICLE INTEGRATION AND VEHICLE TESTS, SIEMENS

A new designed tramway traction converter was built up with new power semiconductor modules using SiC-MOSFETs. In a static laboratory investigation, the basic functions as well as the performance of the developed inverter was proven. The total line power consumption can be reduced by about 6.9% when using SiC MOSFETs instead of the latest Si-IGBT technology. This is a further improvement compared to efficiency gain of 5.1% with the SiC-Hybrid technology as it was reported in Pinta 1. Due to the reduced switching losses of the SiC devices the switching frequency can be increased. A switching frequency of about 3kHz was identified as the optimum, providing minimum total losses in motor and inverter. The electromagnetic interference (EMI) behavior of the equipment based on SiC-MOSFETs is rather similar compared to equipment with latest Si-IGBTs. Some oscillations which occur during the switching transient of the SiC module a peak in the frequency spectrum is generated. The impact of such oscillations on the relevant vehicle EMC can only be finally judged in a vehicle measurement using test condition according to the relevant standards. The realized inverter is ready to be used in a demonstrator application. However, as the available 1.7kV SiC MOSFET are still sample devices, only a limited demonstrator operation is possible. A commercial application requires a stable series production of the devices and answers to the reliability questions of Pinta 3.

D4.1 REQUIREMENT SPECIFICATION FOR CLIMATIC CONDITIONS-‘” FOR SIC SEMICONDUCTORS

Thanks to a close cooperation within the PINTA Working group and following the common target to improve traction system reliability and availability especially regarded to the improvement of power semiconductor reliability, an overall reliability initiative was started including main stakeholders of the railway domain as well as important power semiconductor suppliers. An ECPE working group was established which enables the cooperation with power semiconductor suppliers not being part of the PINTA project. ECPE guarantees that results from the EU project will have a strong impact on the European as well as international cooperation between all concerned stake holders. Once having reached mature technical specifications the so called ECPE guidelines owned by ECPE it is intended to transform the results into international standards. The deliverable D4.1 is the requirement specification for climatic conditions of power semiconductor devices. This specification will be used by the semiconductor supplier to define suited and applicable test for the devices. It is planned to supplement the climatic operation conditions by requirements for harmful gases, which can have a significant impact on the

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semiconductor reliability and lifetime. All in all, the work of the EU founded project PINTA together with the contributions from the ECPE working group will be the basis for a comprehensive lifetime and reliability models for multi-chip power semiconductor devices either in Si or SiC technology. The model will be based on the known physical and chemical phenomena. It will cover power and thermal cycling, cosmic ray impacts as well as lifetime limitations caused by environmental loads (e.g. temperature and humidity). The results achieved on describing, evaluating and improving reliability based on specific railway requirements will have a significant impact on the introduction of the new SiC technology and a high reliability from the very beginning.