Different DLR vehicle technologies, such as new propulsion concepts or lightweight construction, are evaluated and compared with a computer model. Scientific evaluation makes recommendations for policy and economics.
DLR (CC-BY 3.0).
DLR researchers in Stuttgart have become the first team in the world to demonstrate the feasibility of the free-piston linear generator, which they accomplished using a test bench developed specifically for this purpose.
In this RCAS (Railway Collision Avoidance System) research project, scientists from three DLR Institutes of Communications and Navigation, Transportation Systems, and Robotics and Mechatronics have developed a complete system, requiring no infrastructure, for the prevention of train collisions. DLR's cooperation partner is Bayerische Oberlandbahn. This Bavarian rail operator provided one of its Integral regional trains as a test vehicle for the RCAS system (Photo).
One-of-a-kind – the performance of high-speed trains is tested under unprecedentedly realistic conditions in the new tunnel simulation facility at the German Aerospace Center (DLR) in Göttingen.
The Schlörwagen was an experimental car, which caused a stir in 1939. It had an amazingly low drag coefficient of 0.186. Measurements carried out in the seventies by Volkswagen confirmed that the drag coefficient of the Schlörwagen was a mere 0.15. Today's passenger cars have a drag coefficient ranging from .24 to 0.3; they cannot match the favourable aerodynamic shape of the Schlörwagen. This image shows a model Schlörwagen in the wind tunnel. The tight airflow is clearly visible.
With the DLR ViewCar, the researchers examined driver behavior. Results determined that drivers are subjected to greater stress at intersections.
At 400 kilometres per hour, a silent double-decker – the Next Generation Train (NGT) – will travel into the future and in doing so will realise energy savings of 50 percent. In this project, the German Aerospace Center (DLR) is combining its skills in the field of railway vehicle research. DLR researchers are working to make the trains of tomorrow lighter, more energy efficient, more comfortable, safer and, at the same time, faster.
Environmentally friendly, safe, comfortable and affordable; that's how it should be. DLR transport researchers investigate the car of the future. approaches.
The tunnel simulation facility at DLR Göttingen is the only one of its kind in the world. Before they enter the experimental Plexiglas tunnel, a 'catapult' can accelerate the model trains to speeds of up to 400 kilometres per hour on the 60-metre-long test track.
With the touch of a button, the driver can select the level of automation. Road traffic accidents are often the result of errors made by inattentive, overstressed or tired drivers. The objective of the EU project HAVEit (Highly Automated Vehicles for Intelligent Transport), in which the German Aerospace Center (Deutsches Zentrum fuer Luft- und Raumfahrt; DLR) played an active role, was to minimise the number of this kind of accidents.
To make railway trains faster and more economical, their shape is decisively important. Two new research facilities at the German Aerospace Center (DLR) in Göttingen are involved in developing the aerodynamically optimum shape for future rail vehicles.
With this double-deck train model made from carbon-fibre-reinforced composite, DLR researchers measure, among other things, the noise emitted by a high-speed train.
Equipped with sensors and an electronic steering system, steer-by-wire, the FASCar II is used to test innovative driver assistance and automation systems.
In a driving demonstration, the DLR Institute of Transportation Systems, an autonomous vehicle was able take advantage of traffic information, from traffic lights to speed adjustment.
Innovative communications and positioning technologies make it possible – cars and transport infrastructure exchange information.
The trains of the future need to be efficient, safe and cost-effective. To this end, DLR combines skills in, among other things, aerodynamics, lightweight construction, energy management and communications.Using wind tunnel models (coloured silver in the illustration), crosswind stability and possibilities for drag optimisation are investigated. A draft design has been prepared (light lattice structure) for the topological optimisation of the train structure, from which conclusions about the main load paths in the carriage body can be drawn. This gives important information for the selection of the manufacturing and assembly technologies to be used for the Next Generation Train.