Periodic Reporting for period 1 - CARBODIN (Car Body Shells, Doors and Interiors)
Periodo di rendicontazione: 2019-12-01 al 2020-12-31
In Block 2, the partners have worked towards meeting the specific objectives, but all remain delayed or partially achieved. A certain type of liquid resin infusion, called light RTM, was chosen for the door leaves to reduce the NRC. SMT started to design the composite door. To move towards the fulfilment of an acoustic attenuation of 3 dB and a thermal reduction of 3 W/m2K, DES ART (CADM) designed and simulated a Helmholtz-Resonator-Thermal-Layer concept for the doors or their vicinity. The PIVOT2 TD1.6 leader, DICEA, UIC, and MASATS agreed to develop even further a MASATS ramp/platform boarding equipment (TRL 9) and supply by May 2021 a working mock-up (TRL 6), which will integrate sensors, new hardware, and software. The new boarding equipment will be used in tests with PRM.
In Block 3, the partners have also worked towards meeting the specific objectives, but all remain delayed or partially achieved. A first draft of floor concepts for an aesthetic interior was created and a first concept of the virtual configurator tool was developed. However, when the Collaboration Agreement is signed, CARBODIN expects to receive the confidential information required to finish the floor mock-up, low voltage printed circuits, and virtual reality configurator. In the first reporting period, the HMI tasks, which are being surveyed from drivers across Europe, were defined.
The expected impact of the modular mould of WP5 will not contribute to TD1.6 as agreed in the COLA draft, but CARBODIN will still comply with the impact proposed in the GA for the doors market. CARBODIN will design a composite door and a modular mould to build the door and demonstrate a reduction in 30% labour and manufacturing costs. The composite door will weigh 10% less than the benchmark train door. In WP6, where collaboration is expected according to the COLA draft, CARBODIN designed a Helmholtz-Resonator-Thermal-Layer concept to meet the expected impact of reducing thermal conductivity by 3 W/m2K and 3 dB of noise in the vicinity of the door. In WP7, where collaboration with PIVOT2 is also expected, CARBODIN will develop even further a ramp/platform equipment from MASATS to let sensors help determine if the device should stay horizontal or continue to extend into a ramp. With the integration of sensors, new hardware, and software, CARBODIN expects to reduce threshold heights and gaps from 50 to 10 mm, reduce the number of noises produced by PRM devices by 10%, lower the operational time to enter by 20%, reduce the opening and closing time by 10%, increase by 15% the passenger confort perception and by 20% the accessibility of PRM. Also, with the new ramp/platform the waiting time of trains at a station will be reduced by 5%.
The expected impact of the modular moulds of WP9 will not contribute to TD1.7 but both PIVOT2 and CARBODIN have agreed not to collaborate. However, the modular moulds of WP9 will meet the target of a 20 to 30% weight reduction, because the parts will be built with the use of composites. In WP8, where a collaboration with PIVOT2’s TD1.7 is expected, CARBODIN will develop a virtual reality configurator for the interior of the train to achieve the expected target of 50% cost reduction of layout change. Also, in WP8, a self-supporting modular floor will be designed to reach the expected target of 30% reduction in the cost of the refurbishment operation.