railway transport 4.0 innovation within the railway ... · the vdb members design and manufacture...

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Railway Transport 4.0 – Innovation within the railway industry for more

climate protection and more customer quality

Schiene 4.0 – Innovationen der Bahnindustrie für mehr Klimaschutz und mehr

KundenqualitätInnoTrans Convention

Palais am Funkturm, 19th September 2018

1

The German Railway Industry Association

▪ The German Railway Industry Association (VDB) is the industrial association of the

railway equipment and technology manufacturers in Germany.

▪ It represents the interests of more than 190 member companies – many of them are

worldwide leading system integrators and highly specialised medium-sized equipment

suppliers.

▪ The VDB members design and manufacture systems and components for rail vehicles

and their infrastructure. In addition to that they offer a broad range of services for the

railway technology applications.

▪ The VDB members employ 50,000 people in Germany alone.

InnoTrans Convention ▪ Berlin ▪ 19th September 2018

2

The VDB member companies

InnoTrans Convention ▪ Berlin ▪ 19th September 2018

3InnoTrans Convention ▪ Berlin ▪ 19th September 2018

SPEAKERS

▪ Jürgen Kerner Board, IG Metall

▪ Dr. Josef Doppelbauer Executive Director, European Union Agency for Railways (ERA)

▪ Millar Crawford Senior Vice President, Thales Group

▪ Dr. Jörg Nikutta Managing Director, Alstom Transport Deutschland GmbH

▪ François Muller Ecosystem Leader Private Operators, Bombardier Transportation GmbH

▪ Dr. Peter Radina Member of the Managing Board, Knorr Bremse SfS GmbH

▪ Dr. Stefan Spindler CEO Industrial, Schaeffler AG

MODERATION

▪ Dr. Ben Möbius Managing Director, German Railway Industry Association

4

Jürgen Kerner, IG Metall

DB Innovation Forum 2018 ■ Dr. Ben Möbius

Die Schiene als Rückgrat eines nachhaltigen Multi-modalen Transportsystems

VDB Dialogforum Schiene 4.0, Berlin, 19.09.2018Dr. Josef Doppelbauer, Leitender Direktor

Setting the Scene

• Transport of people and goods is essential for society and economy

• The transport sector is faced with enormous challenges: climate change, NOx, fine dust, ...

• Rail can become the mode of transport of the 21st century –if it provides a convincing offer

7

The Importance of Railways

Sustainability &Economic growth

Climate change Congestion

Clean energy Capacity Safety

8

Four Generations ...

1800 1880 1950 2020

1.0Enabler of

the industrial revolution

2.0International networks for passengers

and freight -dominating

surface transport

3.0Major

innovations –yet on the

decline

4.0Backbone of

the multimodal transport

chain

?

Innovation

Innovation means to introduce a new application, product, service, or process (including the supply chain) that increases customer value

Fashion

Trends

Hype

Unnovation

Technology Providers





Innovation Chains


Service/

Infrastructure

Providers

Consumer Goods

End Users

+

+

+

+

+

+

Historic Examples:Vegetables, Cattle, Beer carried by rail

Current Examples:Smart phones, Google, Facebook, Booking.com, ...

The Innovation Ecosystem for Rail

Users• Availability of service

(no forced choice)

• Total travel time

• Hassle-free

• Cost/affordability

• Quality/reliability

Providers• CAPEX/OPEX

(incl. energy)

• Revenue generating

• Fixed cost vs. variable cost

• Movable assets (residual value)

Policy• Efficient

transport system

• Affordable (strains on budget)

• Environment/ decarbonisation

• Public Safety

Enablers

• Technology

• Capabilities

• Regulatory framework

Rail has a twofold structural innovation problem

1) National fragmentation (N x effort, 1/N market)

2) Dynamic network (innovation can be local, or the elevation of the entire network to a new status)

The Innovation Cycle in Rail is 25 Years

Operations & Maintenance

Tertiary Infrastructure: control command/signalling

Secondary Infrastructure: energy and communication

Primary infrastructure: tracks, tunnels, bridges, stations, ...

14

We Need to Think Systems

Carbody – 30 years

Bogies – 15 years

Propulsion – 5 to 10 years

Interiors – 5 to 10 years

SW – 1 to 3 years

Average life-time in rail Fixed infrastructure – 100 years

Modularity is vital

Innovation and Interoperability are no contradiction –there is no innovation without interoperability

Hard Innovation

How did the price of Coca-Cola evolve from 1886 to 1959?

Soft Innovation

Innovation Locality Soft/hard Comment

From steam traction to Diesel

traction

largely local soft Provided sufficient fuel is available, both steam and Diesel locomotives

can run anywhere on the network

Electric traction network semi-soft

Diesel, steam can continue to run under catenary; unless there is

batteries (“fuel on board”), electric traction depends on the provision of

an adequate energy supply infrastructure

Air condition in passenger coaches local (to coach) softPractically no impact on the network

(? Weight, EMC)

New materials for carbodies local softPassive safety? Fire safety?

Self-steering trains –

no moving parts in switches in the

infrastructure

local + network very hard

Saves massively maintenance cost for switches in infrastructure –

however, ALL trains need to be converted – a “normal” train can no

longer run once the first switch is converted across the new switch!

Automated Train Operation (ATO) largely local semi-soft ATO exists since quite some time in closed (urban) rail networks

Universal geographic safety logic local + network semi-soft migration necessary, including regulatory framework

Some Rail Examples

18

How to Position Rail in the Innovation Game?

(Moore's law)

₊ Innovation by combination₊ Based on existing technologies₊ Simplified customer adaption₊ Standardisation boosts

innovation₊ Network effects – the more

users, the faster the improvement

₋ Innovation "by design"₋ Unproven technologies₋ High transaction cost₋ Proprietary solutions create risks₋ Fragmentation prevents

improvement

time time

The focus has to be on local and soft innovation, and on creating the appropriate enablers• Technical (comms networks, electricity on wagons,

...)• Regulatory (authorisation scheme)• Organisational (S2R)

From Fixed Cost to Variable Cost

VehicleSecure Wireless Communication (bidirectional)

Control andAutomation

Geographic Safety Logic

Sensors

Fuel (Hydrogen)

The Vision for the Future Control Loop

Train 2Train 1safe distance

to gosafe distance

to go

Switch 2Switch 1Speed v1 Speed v2

Wireless communication train to train

TMS

Wireless communication track to train

to other TMSsto other TMSs

Position (train/vehicle) measured in geographic coordinates

Loops of Control

local to train

TMS

Multimodal Integration

Rail Transport without borders

Road

Passenger + FreightSecurity, dangerous goods, planning,

ticketing, operations, tracking and tracing, revenue settlement

UrbanRail

RailwayDirectivesRegulation

Single shared transport system – journeys procured digitally using the combination that best fits customer needs - without multimodality, there is a limited future for digital rail!

Digital technology can be disruptive in all aspects of the transport chain,also helping to integrate transport modes (seamless multi-modal transport)

The Challenge

Cybersecurity will be a design requirement of the system – safe operation has to be solidly rooted in physical reality

Technology = solution + problem

Conclusion

"Mainstreaming" rail on the technology side

Compatible evolution - Migrateabilty and Upgradeability

5G network as critical enabler

Multimodal integration – Mobility as a Service

(Global) standardization (across modes), re-use of components

Eliminate structural problems for rail - by supporting interoperability, user-first principle

Adopt regulation to enable innovation and to address Cybersecurity

Availability of talent in rail?

Rail 4.0 – innovations

within the railway

industry for more climate

protection and more

customer quality

Millar CrawfordEVP Ground Transportation Thales

19th September 2018 -VDB FORUM - INNOTRANS

A decisive moment for the rail sector

Are we ready

to change for

the next step?

The backbone of mobility

Efficiency

Safety

Environment

Switzerland committed

to shifting freight from

road to rail.

The Gotthard Base Tunnel:

stretching for 57km beneath the Alps,

it is the longest rail tunnel in the world

The tunnel plays a vital role

in reducing the impact of road

traffic in the fragile

Alpine environment.

SIGNALLING

UNDER THE ALPSGOTTHARD BASE

TUNNEL

57KMfrom

end to end 250KM/H

Trains can

travel at up to

World’slongest rail

tunnel

ETCS

LEVEL 2

When technology meets environment

Accelerating the digital transformation in the railway

Harnessing all core digital technologies

Connectivity & internet of things

Big Data Analytics

Artificial intelligence

Cybersecurity

The emergence of new products and services

Harnessing all core digital technologies

Connectivity & internet of things

Big Data Analytics

Artificial intelligence

CybersecurityDelivering digital transport applications

Train autonomy

Data driven operations

Predictive maintenance

Solutions protected against cyber threats

Giving train eyes and a brainAwareness, monitoring and self-driving

Ground TransportationAutomatic Train Operation

On-Board systems and Traffic Management

AerospaceAdvanced sensors

and detection

Digital FactoryBig Data & Safe

Decision using Artificial Intelligence

SpaceAdvance Train positioning based on satellites.

NavalAcoustic systemfor Train Integrity Monitoring.

CyberCommunication& Cyber security

Train Autonomy Boosted by Thales Group Assets

A smarter and connected train control system

In Main Lines,

Connected

Driver Advisory

EXAMPLE:

MODERNISING

THE LONDON

UNDERGROUND

“Green CBTC” optimization with SelTrac®

1863In operation since Jubilee and

Nothern lines

already in service UNDERGROUND

One of the world’s busiest

metros

Driverless Metro in Dubai

WINNING HEARTS

AND MINDS

IN DUBAI

1METRO IN THE

GULF REGION

ST

The centrepiece of a

successful programme

to combat congestion

and boost productivity

in one of the world’s

fastest-growing cities.

Driverless

operation

7%Increase

in ridershipin 2016

Intelligence that perfects travelers’ experience

Connected Journey

Door to door

Continuous connectivity, information,

and on-line services

Towards flexibility & intermodal urban mobility

What are the benefits? Added value for multiple stakeholders

Efficiency

Safety

Environment

Thank you!

The world’s first Hydrogen Train:

The use of fuel cells in rail transport

© ALSTOM SA, 2015. All rights reserved. Information contained in this document is indicative only. No representation or warranty is given or should be relied on that it is complete or correct or will apply to any particular project. This will depend on the technical and commercial circumstances. It is provided without liability and is subject to change without notice. Reproduction, use or disclosure to third parties, without express written authorisation, is strictly prohibited

InnoTrans 2016 –Weltweite Premiere des Wasserstoffzuges Coradia iLint


Ab 16.09.2018: Zwei Vorserienfahrzeuge im Fahrgasteinsatz in Niedersachsen

Cuxhaven

Bremerhaven Buxtehude

Bremervörde

(H2-Tankstelle)

◼ Echter Fahrgasteinsatz im Alltag

◼ Betrieb durch EVB, unterstützt

durch LNVG

◼ Beweis der Alltagstauglichkeit

◼ Erfahrungen sammeln für

optimiertes Serienfahrzeug


Die Zukunft: Der Coradia iLint

0%CO2-Emissionen

1.000 KM Reichweite

Erster Vertragüber 14 Fahrzeuge

unterschrieben 2017

Leiserals vergleichbare

Dieselfahrzeuge

Zugelassenvon vom Eisenbahnbundesamt

Im Einsatz


Ein guter Ausblick in die Zukunft: grüner Strom für grüne Mobilität ohne Emissionen


Status heute: Der Markt verlangt verstärkt nach emissionsfreien Lösungen

◼ Niedersachsen:

14 Züge,

Betriebsaufnahme

Ende 2021/2022◼ Nordrhein-

Westfalen:

Erneute

Ausschreibung

über ca. 50 Züge◼ Hessen:

26 Züge bis Ende 2022

◼ Baden-Württemberg:

10 Züge bis Ende 2022

(plus Option über 5 Züge)

◼ Großes

Interesse aus

anderen

Bundesländern

Unterschrieb

en

09. Nov 2017

Weltweit

großes

Interesse

www.alstom.com


Dieseltechnologie wird durch Wasserstoff- und Brennstoffzellentechnologie ersetzt

◼ Elektrisches Antriebssystem

◼ Primärenergie durch Brennstoffzellen

◼ Zwischenspeicherung mit Li-Ionen-Batterien ...

▪ …für zusätzliche Beschleunigung

▪ ...für die Rückgewinnung von Bremsenergie

Kombinierter Antrieb und Energiespeichersystem

BOMBARDIER TALENT 3 Battery Train

WHAT IS A „BATTERY TRAIN“?

A Battery Train allows for emission-free and catenary-free Operation on Railway lines by

using High Performance Traction Batteries.


The roof-mounted Traction Batteries supply sufficient energy and power to propell the train

for distances between 40 and 80 km.


The Re-Charge of the Train takes places via the Overhead line/ Catenary with up to 1 Mega

Watt. The Re-Charge only takes 7 … 10 Minutes.

Bombardier’s bridging battery solution

▪ Fully electric train, fitted with MITRAC Traction Batteries

▪ Battery capacity targeted to cover non-electrified section of 40 km to 100 km*

▪ Capable of replacing diesel trains on partly- and non-electrified railway lines

▪ Proven traction battery technology

▪ Easy to implement solution – the start of e-mobility on non-electrified regional railway lines!

▪ Full authorization and homologation according to TSI

Product and technology

Solution = Battery EMU (BEMU) with traction batteries

= Modular traction

batteries

MITRAC is a trademark of Bombardier Inc. or its subsidiaries

*Demonstrator range: 40 km; BT targets higher range of up to 100 km for upcoming Series application, Optimisation between battery capacity and infrastructure required for each Scenario

THE POTENTIAL FOR BATTERY TRAINS IN GERMANY

▪ 337 (75 %) of 450 „Diesel Lines

can be operated with Battery

Trains

Status Quo Scenario „all terminus stations

will be electrified“ for Re-

Charge

▪ 144 (32 %) of 450 „Diesel Lines“

can be operated with Battery

Trains as per today

Alternative propulsion concepts

Diesel Train

100 % ¹

None: Diesel

stations existing~ 1.0 €/kmHighLow

0.021 ³

Fuel Cell Train

~ 130 % ¹

Hydrogen

Station and

infrastructure

needed

~ 1.2…3

.0 €/km ²Mediu

mVery Low

0.06 ³

Electric Train (EMU)

~ 110 %Catenary~ 0,55

€/kmLowHigh

0.014 ³

Battery

Electric Train (BEMU

)

~ 130 %

Existing Catenar

y/ Chargin

g Station

~ 0,65 €/kmLowHigh

0.018 ³

Vehicle cost

(standard 3-car train)

Infrastructure

Energy cost

Maintenance cost

Efficiency

(well-to-wheel)

CO2 emissions [kgCO2

eq/km/seat]

¹Assumptions

²NOW/ Ernst&Young 2016, Excluding taxes, margins, administrative cost etc.

³TU Berlin CO2 Study, 2017; German Rail Energy Mix 2015 (ca. 30 % renewable

energy), H2 generation via Electrolysis; Boundary conditions: Mileage: 150,000 km/ year;

Electricity price: 0.13 €/kWh; Diesel price: 1.0 €/km; H2 price: 2.5 … 10 €/kg

H2

59

„PLUG & PLAY“ RETROFIT OF THE MITRAC TRACTION INTO

THE TALENT 3 BATTERY-EMU (BEMU)

THE TALENT 3 BEMU IS ALREADY UP & RUNNING –COMMERCIAL SERVICE STARTS IN 2019

2016 2017 2018 2019 2020

Sept. 2016: Project Start

Q2/2019: German

Homologation

Project Partners:

- Development

- Production of Pre-Series Vehicle

- Type Testing &

Homologation (TSI LOC &

PAS)

- 12 months passenger operation

with DB in Baden Württemberg

(Germany)

TALENT is a trademark of Bombardier Inc. or its subsidiaries

TALENT 3 BEMU launch

▪ Electric and Battery electric propulsion is

technically feasible and available today

▪ Optimization and case-specific optimization

between Vehicle, Operation and

Infrastructure is always necessary

▪ Energy Costs play a decisive role in the

multi-parameter system

▪ Traction battery has clear efficiency

advantages compared to Diesel and

Hydrogen Trains

▪ Bombardier is demonstrating

TALENT 3 BEMU in September 2018!

▪ Homologation & 12-month passenger

operation of the TALENT 3 BEMU

▪ Feasibility Studies for further applications in

Germany and Worldwide

▪ Adaptation of operational and infrastructural

boundary conditions for Battery Trains

▪ Further optimization of Battery Train and the

Super System

▪ Bombardier is constantly looking for new

partners and applications – PLEASE FEEL

FREE TO CONTACT US!

Conclusion Next steps

TALENT is a trademark of Bombardier Inc. or its subsidiaries

Get ready for battery technology with Bombardier solutions

Thank you for your kind attention!

Knorr-Bremse Group

Energieeffiziente und umweltfreundliche

Kältemittel für Schienenfahrzeug-

Anwendungen

Knorr-Bremse Group 2

Wischer- und

Waschsysteme

Einstiegssysteme

Innentüren

KlimasystemeLeistungselektrik

Bremssysteme Hilfsbetriebeumrichter Modernisierungsservice

und Support

Zugsteuerungs- und

-managementsystemeTraktionssysteme

Kundenorientierung – Connected Systems steigern den Mehrwert für unsere Kunden

Energieeffiziente und umweltfreundliche Kältemittel für Schienenfahrzeug-Anwendungen

Knorr-Bremse Group

Produktfokus: Klimasysteme

STANDORTE ÜBERBLICK

KURZBESCHREIBUNG

▪ Führendes Unternehmen für Klima-Integral-

Lösungen für Fahrzeugbauer und Betreiber

▪ Entwicklung, Design, Herstellung, Installation und

Service von Heizungs-, Klima- und

Lüftungssystemen für alle Arten von

Schienenfahrzeugen

Madrid

Sydney Wien

Westminster

Wuxi

Gründungsjahr: 1963

Angestellte: 1,310

Marktanteil: ~20%

100,000 Geräte in

täglichem Betrieb

3


Knorr-Bremse Group

Klimaanlagen sind verantwortlich für bis zu 30% des Jahresenergieverbrauchs eines Zuges1.

Energieeffiziente Eigenschaften reduzieren ihn.


│4

Energieeffiziente Eigenschaften:

Leistungsregelung über Heißgasbypass

1Quelle ZEVrail 139 (2015): “Anwendung des DB-Energy-Verbrauchs-Zyklys DC2013 für Klimaanlagen in Schienenfahrzeugen”

2006 2018

Leistungsregelung über Heißgasbypass

Frischluftregelung

Drehzahlgesteuerte Leistungsregelung

Frischluftregelung

100%

Jahres

Energie

Verbrauch*

91%71%

*Simulation mit dem Knorr-Bremse

Energy Tool, Verbrauchsprofil

Regionalzug, Wetterdaten: Berlin

12%34%

17%

0% 30% 70%10% 20%Friktion Beleuchtung/

Andere

40% 50% 60%Beschleunigen undBremsen

Klimaanlage

80% 90% 100%Aerodinamischer Widerstand

Umsetzung der Oberleitung

Metro (Serie 7000)

LRV (Citadis 302)

Regional (Serie 449)

Beispiele des Zuganteils des

Energieverbrauchs durch

“Spanische Stiftung für die

Bahn”.

Knorr-Bremse Group

Die Verschärfung der Vorschriften im Rahmen des Umweltschutzes hat die

Entwicklung von Lösungen mit alternativen Kältemitteln beschleunigt.


│5

Situation Folgen und Auswirkungen auf denMarkt

Kältemittellieferanten reduzieren die im Markt verfügbaren Mengen.

Preisanstieg der „herkömmlichen“ Kältemittel.

Steigerung der Wartungskosten für Betreiber.

Ungewisse Verfügbarkeit.

1HFKW: Fluor-Kohlenwasserstoffe 2EU: Europa

€0

€10

€20

€30

€40R407c

R134a

“Drop IN”

HFKW1 Kältemittelleckagen tragen zum Treibhauseffektbei.

EU2 und Internationale Normen regulieren die imMarkt

erlaubten Mengen von HFKW.

Diese Auflage hat große Auswirkungen in der EU in 2018, und wird auch in Australien, USA und Russland in 2024 und in China in 2036 in Kraft treten.

Europäische UnionIndustrieländer

Entwicklungsländer:

Gruppe 1 Gruppe 2

0%

20%

40%

60%

80%

100%93

63

45

3124 21

90

60

30

2015

90

70

50

20

90

80

70

15 (Pri

ce

pe

r K

g o

f

refr

igera

nt)

(% o

f B

ase

line

Quantity

)

Kigali AmendmentDer Pfad zum globalen stufenweisen

Abbau von K-FKW. 15 Oktober 2016

Australia, USA, Russia, JapanChina, South America

India, Saudi Arabia

Knorr-Bremse Group

R407c R134a

1)

OPTION 1a

CO2 (A1, GWP

OPTION 0

(Air Cycle. GWP 0)

(A1 “drop in” :

R513a, R449..)

?

OPTION 1b

Prototypes

1234yf

CO2

Untersuchung von “Drop In“1 Kältemitteln.

Ermittlung langfristiger Optionen für natürlicheKältemittel.

2010 2018 2020 2022

Erkenntnisse

“Drop In” Kältemittel sind bisherÜbergangslösungen.

Natürliche Kältemittel führen zu teureren, schwererenund ineffizienteren Systemen aber unterliegen keinenRegelungen.

Merak reagierte in 2017 mit einer Strategie, die kurz-, mittel- und langfristige

Initiativen beinhaltet.


│6

Gestartete Aktionen Status

“Drop In“ Testergebnisse

“Drop in“ Kältemittel können für bestehende und

neue Fahrzeuge verwendet werden und das

Treibhauspotenzial senken (bis zu ½).

Die Kühlleistung liegt innerhalb von 5% der existierenden Systeme.

Für vorhanden Fahrzeuge muss der korrekte Nachrüstungsprozess durchgeführt werden.

Natürliche Kältemittel

Es gibt zwei Optionen: CO2 undLuft.

Wir haben die thermodynamische Leistung von Systemen mit CO2 und Luft in Simulierungen verglichen.

OE

1Drop In: Mischung herkömmlicher Kältemittel (R134a) und HFO (R1234yf)

Knorr-Bremse Group

Es wird eine großzügige Effizienz für Kompressor/Turbinen der Luftsysteme angenommen (0.85/0.9).

CO2 Kompressor Effizienz basiert auf Herstelleraussagen(0.5).

Erkenntnisse

Bei gleicher Platzanforderung ist CO2 effizienterals

Luftkreislauf.

Es gibt keinen thermodynamischen Grund, die Lufttechnologie weiter zu verfolgen.

Eine von uns durchgeführte Simulationsstudie hat ergeben, dass CO2 vom Standpunkt der

Thermodynamik eine bessere Lösung ist als Air Cycle Technologie.


│7

Simulationsstudie Andere Faktoren

Lieferkette

CO2 Kompressoren für andere

Anwendungen sind im Markt verfügbar

(Supermärkte, Industrie, Gebäude).

Air Cycle Turbinen sind Nischenprodukte mit einer sehr limitierten Lieferkette.

Andere Faktoren

CO hat technische Herausforderungen im2

Vergleich zu derzeitigen Geräten aufgrunddes

höheren Drucks; dies muss für Wartungs-

aktivitäten in Betracht gezogen werden.

CO2 und Luft sind immun gegen Kältemittelvorschriften.

Langzeit-Lebenszykluskosten für beide Technologien sind noch einzuholen.

3,5

3,0

2,5

2,0

1,5

1,0

0,5

0,0

CO

P

Cooling (Tamb=35ºC) Heating (Tamb=-5ºC)Cooling (Tamb=25ºC)

CO2AIR

COP: Coefficient of Performance: Verhältnis von Nutzleistung zur benötigten Antriebsleistung

Alternativlösungen wurden von Merak auf ihre Leistungsfähigkeit untersucht: CO2 ist die beste

Alternative zur bestehenden Technologie.


Chemische Alternativen Natürliche Alternativen

Air Cycle

Beschreibung

Drop in

R407c R134a

A1:

R513a, CO2

R449

CO2

A1:

GWP3 1

R744

Air Cycle:

GWP 0

R729

Technologieprinzip wie heute mit

gemischten Alternativkältemitteln

Konfiguration wie heute aber mit CO2

als Kältemittel.

Neue Technologie, kein auf dem Markt

erhältliches Standardprodukt.

Vergleich (zu heute)

Vor-/Nachteile

Geschätze Kosten 100% 130% 150%

Bauraum 100% 100% > 100%

Gewicht 100% 128%(Zone II und III EN13129)2 > 100%

Energieverbrauch 100% 102%(Zone II und III EN13129)2 150%

LCC1 Effekt + ++ + (Verfügbarkeits- und Lieferrisiko)

Bekannte Technologie, effizient,

kann Vorhandenes ersetzen

Verbessert das Treibhauseffekt-

Problem, aber löst es nicht.

Verfügbare Lieferkette.

Löst das GWPProblem

Höheres Gewicht. Effizienz für

Südeuropa muss verbessert

werden.

Kein druckdichter Kreislauf. Löst

das GWP Problem

Begrenzte Lieferkette verfügbar,

Kerntechnologie nur über Dritte.

Geringere Effizienz.

Knorr-Bremse Group 1LCC-Life Cycle Cost - Lebenslaufkosten 2Zone II und III bz. auf Mittel- und Nordeuropa 3GWP: Global Warming Potential- Treibhauspotential │8

Knorr-Bremse Group

Merak CO2 Klimaanlagen kombinieren unsere Erfahrung in Energieeffizienz mit den Vorteilen

eines natürlichen Kältemittels


│9

Nr Projekt Beschreibung

1 VT642

Probe-

zug

• Klimagerät geliefert in 2015

• Im Einsatz für Probeläufe und

Passagierverkehr

2 VT642

Ecotrain

• Klimagerät geliefert in 2016

3 DoSto

CO2

• Doppelstockfahrzeug Baden-

Württemberg

HKL751 Feldversuche

CO2 ist eine verfügbare Technologie; Merak hat installierte

Prototypen und ist zur Serienproduktion bereit.

Knorr-Bremse Group

Vielen Dank für Ihre Aufmerksamkeit!

Dr. Peter Radina, Member of the ManagingBoard

KNORR-BREMSE

Systeme für SchienenfahrzeugeGmbH

Dialog Forum @ InnoTrans 2018

Dr. Stefan SpindlerCEO Industrial and Member of the Executive Board

19.09.2018

More than

90,000employees worldwide 1)

More than 170 locations in 50 countries

1.1 m tons of processed steel p.a.

Strong customer basewith approx.

11,800 customers

1) As at December 31, 2017

Strong organic growth

5% p.a.Ø Sales growth2006-2017

Nearly

2,400patents filed in 2017

Far more than

10,000different products

72 plants

18 R&D centers

Schaeffler in facts – Strong partner for Automotive and Industrial Customers

76 Dialog Forum @ InnoTrans 2018 - Dr. S. Spindler

Balanced revenue mix

14 bn EURGlobal Sales 2017

19.09.2018

Basis for strategic direction – Four focus areas

77 Dialog Forum @ InnoTrans 2018 - Dr. S. Spindler

Mobility for tomorrow

The Schaeffler Smart EcoSystem …

reflects a flexible, scalable and holistic business model for I4.0

combines engineering-based Schaeffler expert knowledge withalgorithm-based data modelling

offers open interfaces for internal and external Cloud-to-Cloud solutions

The Schaeffler Smart EcoSystem as strategic framework for Railway 4.0

19.09.2018 Dialog Forum @ InnoTrans 2018 - Dr. S. Spindler78

Railway 4.0

Condition Monitoring Rail

Wheelset Generator Bearing for freight

Data Matrix Code for traceability

Using Rail Condition Monitoring System (CMS) System to improve the overall availability


Concept for digitalized condition monitoring of wheelset bearings

Schaeffler supports its customers throughout all levels of digital value creation from the sensor to the cloud.

New, railway specific condition monitoring system for predictive maintenance Automatic bearing diagnostics (Remaining

useful life – RUL) Calculation of remaining grease lifetime

based on operation conditions (Grease-RUL)

Security standard SIL for temperature measuring

Ready for cloud-based and on-board applications

Schaeffler Reconditioning improves the operating costs and reduces the CO2 emission


The Schaeffler Reconditioning…

increases the overall availabilityof your fleet by significantly reducing through put time in maintenance

enhances your life cycle costs

supports the opportunity of increased maintenance intervals

needs to be close to the operators

saves resources compared to new bearings

CO2 equivalents: - 96.1 %

Electrical Power: - 94.6 %

Recon

Turns a used bearing into an as good as new bearing

For CO2 calculation: exemplary calculation based on a Schaeffler Cylindrical Roller Bearing

The 100% Return Concept improves the vehicle maintenance process


The Schaeffler 100% Return Concept…

ensures that the customers receives same number of units as he has provided

will highly reduce the downtimeof your fleet during maintenance (from weeks to days)

increases your free cash flow by reducing your outlay for stockholding and replenishment

offers you immediate availabilityof spare parts in case of unforeseen events

offers you the same warrantiesfor new and reconditioned bearings

Reconditioning Workshop

Pool of reconditioned bearings from various customers

5 new bearings

5 non reusable bearings

50 bearings

40 bearings

50 bearings

40 bearings

Icon made by Freepik from www.flaticon.com

Operator A

Operator B

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Operator A

Operator B

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The Data Matrix Code increases the overall process efficiency

19.09.2018 Dialog Forum @ InnoTrans 2018 - Dr. S. Spindler

CloudData Connect

Data Matrix Code

The Data Matrix Code…

increases customer’s process efficiency (incoming goods inspection, assembly, configuration management for the train)

immediate access to traceabilityinformation

Schaeffler – production process incl. quality characteristics

Customer – vehicle configuration incl. operating history

offers sound basis to extendmaintenance intervals

Railway Operator

DistanceTraveled

Status Messages 82

Loadingprofile

TravelProfile

Bearingcondition

Measuringdata 82

Processtracking

Maintenance history

Summary

Small intelligent innovation like Data Matrix Code and 100% Return Concepts can highly improve the vehicle maintenance process

Reconditioning is one contribution from Schaeffler to reduce operating costs for vehicles and lowering CO2 footprint

Continuous and trustful collaboration by using common data base opens the door to extend maintenance intervals and significantly improve the efficiency of railway operators

Railway Condition Monitoring will introduce the next step in condition based maintenance concepts for vehicle subsystems

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OUR CONTRIBUTION TO STRENGTHEN

RAILWAY OPERATORS

83 Dialog Forum @ InnoTrans 2018 - Dr. S. Spindler19.09.2018

Thank you for your attention!

Dr. Stefan SpindlerCEO Industrial and Member of the Executive Board

www.bahnindustrie.info

Railway Transport 4.0 – Innovation within the railway industry for more

climate protection and more customer quality

Schiene 4.0 – Innovationen der Bahnindustrie für mehr Klimaschutz und mehr

KundenqualitätInnoTrans Convention

Palais am Funkturm, 19th September 2018

railway transport 4.0 innovation within the railway ... · the vdb members design and manufacture...

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