are the foundation
of any economy
because they allow
between people and
As a result
of globalization with
and the economy a high
growth in traffic has taken place in recent years
In addition to the
positive effects of
effects have risen up in the form of
) and high
damage caused by
capacity constraints and
lack of infrastructure
, delays and
The consideration of social development and climate change is therefore essential for accepted and sustainable mobility and transport concepts of the future . On this base the profile area Mobility and Transport Engineering ( MTE) has identified interdisciplinary thematic challenges in the form of research activities. Those are grouped into certain reasearch objectives and research fields.
The research fields include the following areas :
- CMP - Research and Development of new and sustainable propulsion systems
- Optimisation the performance of multimodal logistics chains
- Reduction of the traffic side effects and improvment of the road safety
The research activities
- Aldenhoven Testing Center (ATC )
- Center for Mobile Propulsion ( CMP)
- Galileo above project ( stablishment of the European satellite navigation system )
- Center for European Research on Mobility ( CERM )
With a clear vision of the initiation of new partnerships among research institutes, industry, funding agencies and the RWTH Aachen University and the aim of linking pull and push innovations the profile area MTW menstions new task forces in the fields of
and other research projects to give answers to future problems.
CMP - Research and Development of new and sustainable driving systems
With the Center for
, RWTH Aachen University
takes advantage out of another
emphasis has been
upcoming global changes
and distribution of energy will have a significant impact on the mobile sector. Within the existing
for power distribution
there will be a movement towards the power supply.
The research objectives of the MTE in the field of new and sustainable propulsion systems by workingn with the CMP are the following
- bisection of the number of cars, which are operated with conventional fuels in city traffic by 2030
- complete resignation of such vehicles in cities by 2050
- achieve an essentially CO2-free city logistics in major urban centers by 2030
besection of CO2
emissions by 2020
in the aviation industry
(based on the
In order to meet those goals , research objectives have been established under the direction of the profile area MTE :
- Environmentally friendly, safe and silent vehicles for all modes of road vehicles, such as ships, rail vehicles and aircrafts
- Environmentally friendly fuels and related infrastructure
- Holistic sustainability evaluations and modelling of vehicles and propulsion systems
Optimisation of the performance of multimodal logistics chains
Despite of ambitious reduction targets, rising resource costs and the growing internationalisation of external costs, both the demand for transport services in freight and passenger mobility are rising
contribution to reventing the
contrained capacity is
freight and passenger
made up of the integration
modes of transport
the transport system
in terms of the required time
In this context significant technical , planning , informational and organizational barriers still have to be overcome. At this point, the know- how of the actors of the RWTH Aachen University make a significant contribution . The development of drive and storage systems for new modes as well as the design of international standards and intermodal interfaces for multimodal data consistent telematics systems are the key points. Other issues are the d evelopment of robust timetables and real-time capable routing systems based on advanced methods of operations research , infrastructure and transportation system planning and mobility management and the design of appropriate incentive schemes based on surveys acceptance of multimodal freight and passenger traffic.
Specific planning tasks on long-term level are the integrated concept, infrastructure and capacity planning of the transport system and the selection and integration of new means of transport and transport services in the system. In the short and medium-term level interface-free information , booking and payment systems are to be developped and integrated . In addition, appropriate incentive systems and optimizing control systems need to be developed . Overall, the result are complex tasks that can only be solved by referring to the skills of mechanical engineering, transport and urban planning as well as computer science, electrical engineering, social sciences and economics only in interdisciplinary co-work.
Reduction of the traffic side effects and improvment of the road safety
Mobility is often
basic human need
and is therefore demanded by the society. It is mandatory to counterpart the personal, social and
economic benefits of
the society's effort
These are primarily being manifested
by the high
energy demand and
and traffic accidents
Reducing the number of traffic fatalities remains a major challenge on the road , because worldwide each year more than 1.2 million people die in traffic accidents. In terms of road safety , the European Commission has set a reduction in the number of fatalities by 50 percent based on 2010 levels by 2020 . To achieve this goal, it is necessary to exhaust all the potential to increase road safety.
In addition to the possibilities of passive safety measures, active measures offer a much greater potential by prev enting accidents and are also associated with lower economic costs . Apart from that it is obvious, that vehicles should meet specific customer requirements for a comfortable, sustainable and sporty car .
Overall, the modern automobile needs to meet the three main requirements efficiency, driving safety and driving experience, even though they are quite oppositional. An important model in this context are advanced driver assistance systems, which aim to assist the driver. The driver itself is at the center of the traffic , since he is ultimately responsible for maintaining the vehicle in accordance with the Vienna Convention . The action of the driver is grouped into the following th ree levels:
- navigation level : In this case, the driver decides on his route within an existing road network , which he pursued while driving.
- web guiding level : At this level, the driver selects hia road according to his perception of the road, the surrounding traffic from a target speed and a target price .
- stabilization level : In this case, the driver acts as a controller by operating the primary controls such as steering wheel , traction and brake pedal and gearshift lever suitable.
of the driver is located on the web
the driver can be supplied with information and warnings on this level regarding the correct
If the driver doesn't react as desired, advanced driver
assistance systems can
help to optimize the alignment
avoid every possible accident.
Another way to relieve the driver is the automation of parts of the driving task . While active, adaptive cruise control is state of the art nowadays, it will soon be replaced by modern techniques with which the driving task, for example, will be completly transformed to the car by the driver. This is just a matter of time until legal conditions can be met.
Aldenhoven Testing Center
In order to explore
future driver assistance
vehicle and mobility
was opened in
Center is a
joint project of the
the Kreis Düren
is funded by the
state of North Rhine
and the EU
, especially for small
The shared commitment
of the Innstitut für Kraftfahrzeuge Aachen
of the Lehrstuhl für Verbrennngskraftmaschinen
the Institut für Regelungstechnik
, as well as the Kreis Düren
represented by the
, the first phase
and the ability
attractive not only
for the many
automotive suppliers in
but also for companies
from other industries
such as communications
traffic management and others.
With its six different route elements, the ATC offer a broad framework as an environment for various tests . In this context, Galileo test areas for motor vehicles and rail vehicles are constructed , which are unique in Europe . The physical infrastructure enables the flexible representation of relevant traffic and crossing situations with the already available Galileo -based localizing function .
If you are interested , please visit the homepage of the ATC to get more information about the individual route elements , etc.
The ATC is integrated into the project Campus Aldenhoven of Düren.
recently are gaining more importance
in the field of
individual modes of transport
This development is allowed for by
In contrast to
such as GPS
provides users with a
and information on
in real time.
As part of the Task Force Galileo Online: GO! a GNNS signal receiver for navigation with Galileo signals and a rudimentary Fleet Management Program is developed. In addition to increased accuracy in the position localization using Galileo signals , the receiver convinced by very short latency times and a very fast signal recovery after it briefly lost GNNS signal (eg through a tunnel ride). Due to the high positioning accuracy and the latency , the receiver is perfectly to be used in highly dynamic leveler technical solutions in the post set (eg . targeted braking and automatic coupling of trains ) . The field of application of the receiver will be mainly in the field of web navigation. Specifically, a classical object is used in the field of logistics freight station to show the high potential of the receiver with respect to the automation in the rail industry (based on the projects Sipos and Flex Cargo Rail ) within the framework of this project.
For this purpose, a freight station scenario is built at which several autonomous trains are able to deliver ware in an optimal sequence . In this connection autonomous agents developed at IRT test vehicles ( buggies ) can be used . The entire system will be tested in the Galileo test centers in Wildenrath ( railGATE ) and Aldenhoven ( automotiveGATE /ATC ) . Due to the adjustable GNNS signal quality, the infrastructure at those test centers is perfect to test the reliability of the system. The project is financed by the DLR/ Space Agency .
Center for European Research on Mobility (CERM)
of each individual,
motivated, is reflected
in passenger transport.
greatly also depends
, economic and
different economic and
in the individual
regions of Germany
However, political decisions
in the areas of
and Urban Development
will shape the
In regard to
estimations for development in mobility over e long period of time are indispensable.
To enable the
RWTH Aachen Universities contribution to the
at European level
the composition of a modern research traffic data center is mandatory.
The structure of the traffic data center is to be understood as complementary , not yet funded part of the puzzle , which runs on top of the CERM - promotion ( Centre for European Research on Mobility ) by the RWTH - strategy funds . In this environment the CERM activities need to be supplemented by a wide collection of classification and abstraction of traffic data , as well as the extrapolation of the results produced in Aldenhoven on large commercial spaces. The research traffic data center provides the following functions for research :
- Loading of worldwide traffic scenarios
- Real-time traffic monitoring across all modes of transport in the loaded scenario
- Real -time analysis of congestion and delays
traffic management strategies
- calculation of optimized avoidance strategies
- Calculation of optimized compensation strategies
- Simulation and extrapolation of alternative strategies and compensation strategies
- Site Planning
- need for expansion
Energy Management for Mobility
The risen awareness of the fact that
fuels are finite arises the complexe task for the society to cover the energy needs by renewable energy speaking in the medium or long term.
At the same time
effects of pollutants
emissions need to be
both stationary and
need to be made
In order not to endanger the social consensus in this process of change , the transition to new solutions needs to be designed without harshness or extreme fluctuations in respect to transport performance and costs . Mobility is an essential factor for prosperity and quality of life. Therefore , this requirement is in the interest of public , manufacturers and users. On a global scale a growth restriction is not an acceptable solution because the currently highly developed regions can not deny emerging companies' participation in the prosperity.
Besides the insight into necessary changes a consensus is required as to which tasks are obtained for the different social groups and how the costs of research and implementation can be shared .
In order to meet the goal of sustainable energy economy based on renewable sources , it is necessary to develop a common understanding of the future networked energy system from stationary and mobile elements. Analogous to biological ecosystems technical ecosystems need to be integrated in a kind of symbiosis with each other in future to work holistically optimal in respect to energy and sustainability. To this end and in the profile areas' view it is necesssary to strengthen or establish the theme system research in the area of sustainability in addition to a close cooperation with the different faculties driven projects such as the Boost Fund Urban Future Outline ( UFO) within the RWTH . From the perspective of the profile area , for this purpose it is necessary establish a bridge professorship in the field of construction , since the basic research on sustainability systems can be useful combined with an application-oriented field of work , namely the infrastructure . Since infrastructures are durable and resource intensive , an in-depth study of the connections and system dynamics makes sense at this point .
From addressed knowledge about the interactions technical objectives for stationary and mobile systems must be derived and agreed with each other. Jointly defined interfaces between both domains, communication and power transmission, are required.
Cooperative, automatic Driving
systems are becoming more essential
in order to improve the safety
and ride comfort
on the road.
pedestrian protection requires that an
" identifies traffic conditions
and critically evaluates in real-time to assist the driver.
Furthermore it is necessary to develop similar technologies for both pedestrians and cyclists.
Intelligent driver assistance up to the completely autonomous acquisition of the driving function ( 'autopilot ' ) requires reliability of sensors for the detection of situations and intentions in all its variations , as well as correctness and reliability of software , hardware and actuators. Driver assistance is much more complex than for vehicles such as aircraft , for which the dedicated flight corridors already exist and neither pedestrians nor traffic lights, road works or traffic signs must be considered.
Therefore, new methods need to be explored to develop and test the necessary systems . N ew technical and software architectures , reliable communication techniques with the transportation infrastructure and the environment of the vehicle are needed. It is to clarify sustainably how the interplay of intelligent mobile machines and human beings in the vehicle or person on the road will be represented in the future.
A revolutionary approach would use a central "brain" for situational awareness and action dissipation and can be supplemented modularily by sensors and higher , assistive driving functions . Such a holistic development would show faster results. A related hedging methodology which is based on virtual test-driven kilometers, which are early in development, could be complemented by real test drives, which in turn are virtually extended with augmented reality. These methodologies include alienated Galileo positioning signals as well as virtual pedestrians, cyclists and other risk scenarios.
The goal is to provide an efficiently working, safe for all traffic participants such as pedestrians, cyclists and car drivers transport a s a long -term vision . This will only be achieved if mobility and activities motifs and profiles are being understood in order to recognize and predict modal choicce behavior and enable a sustainable infrastructure design . This requires, among other things, an integrated , reliable communication infrastructure between all road users .