ECUC Final Report Due date: 31/08/2015 EDDY CURRENT BRAKE COMPATIBILITY.

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1 ECUC Eddy Current Brake Compatibility Title: Final Report Contract number : Project acronym : Project title : ECUC EDDY CURRENT BRAKE COMPATIBILITY Funding Scheme: Date of latest version of Annex I Periodic Report 7th Framework Programme (FP7) Transport 25/03/2015 Final Report Period Covered 01/09/2012_ 31/08/2015 Project Coordinator Organisation Project Website address: CEIT CEIT Paseo de Manuel Lardizabal, , San Sebastián- SPAIN Tel: Fax: (+34) The ECUC project was funded by the European Commission under the 7 th Framework Programme (FP7) Transport Coordinator: CEIT FP7 TRANSPORT Contract No Sept August 2015 Page 1 of 68

2 INDEX 1.1 EXECUTIVE SUMMARY SUMMARY DESCRIPTION OF PROJECT CONTEXT AND OBJECTIVES Overview of the project objectives DESCRIPTION OF THE MAIN S&T RESULTS/FOREGROUNDS WP2: Identification of the Performance Requirements, Design Parameters, and their Relationships WP3: Eddy Current Brake Compatibility Model design and Implementation WP4: Definition of Representative Worst Case Conditions WP5: Test Site, Test procedure and Test Setup Desing and Implementation WP6: Technical Recommendations and Design, Engineering and Operational Guidelines WP7: Exploitation and Dissemination POTENTIAL IMPACT AND MAIN DISSEMINATION ACTIVITIES AND EXPLOITATION OF RESULTS Socio Economic Impact The Wider Societal Implication of the Project Main Dissemination Activities a) Metrics of dissemination plan b) General Dissemination Roadmap Exploitation of Results SECTION A- PLAN FOR DISSEMINATION Raising awareness through the project website and RSS news Raising awareness through the media Promoting the technical achievements of ECUC to the scientific community a) Presentation of ECUC in conferences b) Articles in journals and magazines c) Master Thesis and PhD Thesis Presentation of ECUC to promote participation of end-users Interaction with other EU projects SECTION B: PLAN FOR USE OF FOREGROUND Plan for use of foreground Generated foreground LIST OF ANNEXES Annex A.1: Final Intellectual Property and Generated Foreground Report Annex A.1: Report on Final Intellectual Property and Foreground Control-CEIT Annex A.2: Report on Final Intellectual Property and Foreground Control-KB Annex A.3: Report on Final Intellectual Property and Foreground Control-AlSTOM Annex A.4: Report on Final Intellectual Property and Foreground Control-SNCF Annex A.5: Report on Final Intellectual Property and Foreground Control-DB Annex A.6: Report on Final Intellectual Property and Foreground Control-NRIL Annex A.7: Report on Final Intellectual Property and Foreground Control-FRAUSCHER Annex A.8: Report on Final Intellectual Property and Foreground Control-UNIFE FP7 TRANSPORT Contract No Sept August 2015 Page 2 of 68

3 Version Date Contributors Sections Affected 1 2 October 14 th, 2015 October 15 th, 2015 All All CEIT FP7 TRANSPORT Contract No Sept August 2015 Page 3 of 68

4 1 FINAL PUBLISHABLE SUMMARY REPORT. 1.1 EXECUTIVE SUMMARY The use of linear eddy-current brakes (ECBs) in rolling stock shortens the stopping distance and reduces the dependency of the actual braking capability on the wheel/rail adhesion properties. Other advantages are their no-wearing, no-smell, no fine-dust emission features, the reduction of maintanence cost for friction brakes, their potential independence from the catenary supply that makes them appropriate for emergency applications etc. To date, the general application of ECB in rolling stock gives rise to possible electromagnetic and thermo-mechanical incompatibilities between the braking system and the infrastructure. Firstly, some signalling systems such as axle counters are disturbed by the presence of ECBs. Secondly, the elevated rail head temperatures which introduce extra forces can lead to the buckling of the rail. ECUC (Eddy-Current Brake Compatibility) project's objective is to prove that ECB is a very effective and applicable solution for increasing the braking capacity of new high speed trains and solving the concerns raised by infrastructure managers by proposing concrete and realistic solutions to overcome its drawbacks. In this manner, ECUC has clarified the interaction of ECB with track and trackside equipment by modelling and measuring critical electromagnetic and thermo-mechanical parameters. Three EMC cases have been studied: Low frequency magnetic fields (Hz) emitted by the ECB when it is switched on as a DC source that moves as fast as 300 Km/h; the presence of a disconnected ECB passing by a wheel sensor, which can affect its readout by the presence of a metallic mass nearby; and high frequencies (KHz) magnetic fields radiated from the harmonics of the power supply emitted by the ECB when it is switched on. For each case EM simulation models have been developed for Knorr-Bremse s ECBs and Frauscher s axle counters. The results have been validated by comparison with extensive testruns of an ICE3 in the high speed line Munich Nuremberg and in laboratory settings. The evaluation of the measured output signal of the axle counters and wheel sensors shows that, based on the high magnetic field emissions generated by each ECB-pole and the corresponding saturation of the rail, the curves of the output signals differ in the influencing area of the ECB - from the typical shapes. But all investigated axle counters and wheel sensors work correctly. Furthermore, the testing provides no evidence that there is an interference mechanism from ECB affecting the track circuits beyond what is already known and used for compatibility requirements in TS and EN50617 (for new development). Once the simulation models are verified, worst case conditions can be simulated without resorting to expensive testruns. ECB-based track temperature increments have been obtained through simulation models carried out for UIC60 rail, which have been validated by comparing results with experimental measurements carried out in real situations. Simulation and measurement results show, with good agreement, the expected dependency of rail temperature from the ECB braking force and train frequency (trains per hour). With both models in place, a test setup and a test procedure for ECBs are described. ECUC also proposes a new generation ECB, new designs, engineering and operational guidelines for ECB and signalling equipment, and Project Technical Recommendations for future revisions of Technical Specifications for Interoperability. FP7 TRANSPORT Contract No Sept August 2015 Page 4 of 68

5 WP1: MANAGEMENT CEIT, as project coordinator, has had the main responsibilities in such matters of the first work package: administrative, financial, legal and IPR activities. WP2: IDENTIFICATION OF THE PERFORMANCE REQUIREMENTS, DESIGN PARAMETERS, AND THEIR RELATIONSHIPS All the partners have shared their previous knowledge focused on the study areas of the project. The collection of experiences has enabled a document where the main information about ECB has been collected. Moreover, the performance requirements of ECB have been also described and the interfaces between the ECB and the train and the infrastructure have been defined. Besides, the requirements from the point of view of signalling systems, such as axle counters and the infrastructure have been summarized. Finally, the qualitative relationship between requirements and design parameters for a typical high speed train considering different train configurations have been included in another document. WP3: EDDY CURRENT BRAKE COMPATIBILITY MODEL DESIGN AND IMPLEMENTATION In this work package finite element models were developed to simulate the interactions between ECBs, sensing systems and the track infrastructure. Several models were built to investigate different aspects of the interaction: electromagnetic interference or thermal effects. The models, once verified using data gained from the laboratory or track tests (see WP5), were used to investigate worst case situations in order to help define limits and recommendations in WP6. The goal of the wheel sensor model for use in the passive ECB case in this work package was to be able to simulate and reproduce realistic sensing signals using only computational resources. With this model it was possible to analyse scenarios which would be otherwise technically challenging or prohibitively expensive. Based on the compilation of information, requirements and enhanced properties of ECB, KB developed a concept for a new generation of ECB specifically with the focus on signaling compatibility. WP4: DEFINITION OF REPRESENTATIVE WORST CASE CONDITIONS Through a thorough understanding of the information gained in WP2, worst case scenarios were defined for operational conditions of the ECB, signaling systems, the rail head and rolling stock, These scenarios were analysed and used as inputs for the requirements for the test setup and test procedure as defined in WP5. Regarding operational conditions the worst cases include infrastructure aspects as track or rail heating, forces on track/rail, gauge, EMC etc. Regarding train operation the worst cases have to respect the operation cycle, the environment and the approval for use. Regarding the train itself the ECB design has to take in account the speed, the kind of power supply/consumption, the thermal limits and the mechanical forces. For maintenance the adjustment of the air gap is relevant. Regarding signalling systems the worst cases have to take in account the influenced systems (axle counters, wheel sensors, speed detection), all non influenced systems and the possibly influenced systems. For the rail head, the modelled conditions such as track temperature limits, maximum brake power per trainset, succession of trains, speed limit, material of rail and weather conditions were taken into account. Worst cases result also from track limitations (ballasted or non ballasted). The worst cases regarding rolling stock are the design of the bogie and (brake) control systems. The potential FP7 TRANSPORT Contract No Sept August 2015 Page 5 of 68

6 hazard of affecting signalling track circuits using insulated rail joints (IRJ) to differentiate the boundary between adjacent block sections was identified. The application of ECB over IRJ may lead to a differential voltage on both sides and potential reliability issues of the train detection system. WP5: TEST SITE, TES PROCEDURE AND TEST SETUP DESIGN AND IMPLEMENTATION In order to verify the models developed in WP3 as well as to aid in defining the recommendations highlighted in WP6, several tests were conducted both in the laboratory and on the track. The laboratory tests were primarily done to ascertain the electrical characteristics of the ECB as well as the influence a passive ECB has on the signaling systems under laboratory conditions. This information was used to verify the simulation models. The track tests complimented these results while giving further information on this interaction under real life conditions together with input data for the simulations which again was used for verification purposes. WP6: TECHNICAL RECOMMENDATIONS AND DESIGN, ENGINEERING AND OPERATIONAL GUIDELINES Based on the simulation models developed in WP3 and the laboratory and track test results obtained in WP5 a number of operational and design recommedations for ECBs and signaling systems have been attained. These recommendations will help ECB and signaling system manufacturers to design products that are compatible with each other to extend the introduction of ECBs across Europe. WP7: EXPLOITATION AND DISSEMINATION The dissemination of ECUC results has demanded a substantial amount of work from all partners (public events, publications), with the strong intention that all work done should be useful to many now and in the future. In particular, ECUC partners have presented the results during several EU-level events (TRA2014, Innotrans 2014, Eurobrake 2014 and 2015 etc.) and internal workshops (ECUC mid-term conference, ECUC public workshop, ECUC Final Conference). ECUC successfully engaged the members of the Advisory Group which provided useful contribution for the improvement of the final outcomes. Moreover, ECUC partners managed to publish a high number of both scientific papers and general publications in several European Magazines. All the articles are publicly available on One of the most important legacies of this project are the simulation models which were developed. These will allow a focused and efficient development of future generations of ECBs and signaling systems. At the same time, a new generation brake has been prototyped, which set the basis for future development towards interoperatibility. FP7 TRANSPORT Contract No Sept August 2015 Page 6 of 68

7 List of Beneficiaries No Name Short name Country Project entry month Project exit month 1 CENTRO DE ESTUDIOS E INVESTIGACIONES TECNICAS CEIT Spain KNORR-BREMSE SYSTEME FUR SCHIENENFAHRZEUGE GMBH*KB KB Germany ALSTOM TRANSPORT S.A ALSTOM France SOCIETE NATIONALE DES CHEMINS DE FER FRANCAIS SNCF France DEUTSCHE BAHN AG DB Germany NETWORK RAIL INFRASTRUCTURE LTD United NRIL 1 36 Kingdom 7 FRAUSCHER SENSORTECHNIK GMBH FRAUS Austria 1 36 CHER 8 UNION DES INDUSTRIES FERROVIAIRES EUROPEENNES - UNIFE UNIFE Belgium 1 36 Contact details Dr. Daniel Valderas CEIT Paseo Manuel de Lardizabal, San Sebastian (Spain) Tel. (+34) Fax: (+34) dvalderas@ceit.es Project logo and website FP7 TRANSPORT Contract No Sept August 2015 Page 7 of 68