Determination of optimization potential of existing and future traffic management systems.
In order to handle the ever-increasing traffic volume on motorways, various traffic control measures will be implemented, among others. The potential of traffic management is thus not long ago exhausted. The research project will focus on the control level: The SBA has only a few, pre-defined traffic conditions and it only has a limited mappable by if-then rules action spectrum. The principle of the SBA based on the classic controller.
The opponent for control is the control in control engineering. Includes the following general control loop is understood: analyze traffic and identify deviation from the targeted traffic - arrange measure - Syndicate effect of the measure with the desired effect - arrange further action in case of deviation - and so in turn influences the quantitative deviation from the expected and actual effect which further or other measure must be arranged. This continues until the deviation between the intended and actual traffic situation traffic is minimized. The project will provide an important basis for the development of a classic SBA control towards a scheme by a time required for the target-actual comparison reference variable so describes the measurable actual traffic flow that therefrom to winning deviation further by a regulator can be processed. This results in the project, the task of describing the optimal traffic flow and to transfer them to measurable quantities. The project also aims to clarify what measures can bring about an optimum flow of traffic. In addition, the question of optimal input data (locations of detection, requirements C2I, etc.) and suitable display locations to be taken up and discussed.
Innovative and sustainable replacement construction of concrete bridges.
Due to the aging buildings, the continuous rise of heavy traffic, further projected increases and the existing shortcomings in the existing road bridges the replacement building is becoming increasingly important. When creating road bridges as replacement new buildings within the existing road network result during construction by the temporary, total or partial decommissioning of buildings impairment of traffic flow. Especially on busy stretches procedures are therefore asked which reduce both the necessary traffic-related restrictions and the construction total to a minimum, thereby ensuring the availability of the works. For the "replacement building" should be provided, taking into account the different construction methods and construction practices that reduce traffic congestion to a minimum, involving innovative solutions. The project focuses on the object plane (ie at the level of each building). Interests of other modes of transport (rail and waterways) should be considered, if applicable.
The studies focus on the "reduction of construction" and "minimization of traffic restrictions" to be placed.
There are the following sub-projects are:
- Representation of the current approach (the current standard);
- Presentation of innovative approaches (even from abroad);
- Comparative comparison of the current approach and the innovative approaches;
- Creating concepts for implementation.
The full Terms of Reference is made to the tender documents.
Testing of precast concrete products for the construction and complete reconstruction on the duraBASt.In the area of structural maintenance of the use of modular precast systems are already being studied. After the testing and manufacturing of the demonstrator the calibration of the FE model, and a comparison of different materials are to be made based to be performed measurements.
FE 02.0380 / 2015 / FRB -HBS compliant simulation of traffic flow on single-lane roads.It is expected that bidders / project partners can identify relevant experience in the use of at least two simulation programs available on the market.
Improving safety in the road transport sector has the consequence that the risk of property damage, injuries and deaths falls. However, the introduction of any measure that contributes to this risk reduction, at a cost. The cost of an action must therefore be weighed against the benefits gained in risk reduction, but this proves to be difficult. For particular pain, suffering and loss of quality of life as a result of a traffic accident can not be easily expressed in monetary terms for the purpose of balancing, because this accident can only be subjectively estimated. A general review of these effects is not readily possible. A useful characteristic which in road safety plays an important role in investment decisions and cost-benefit analysis, is the willingness to pay for risk reductions. Here, people are asked how much money they are willing to pay to reduce z. B. the risk of a particular injury. In this way, a specific value can be determined. In empirical investigations of this characteristic is particularly important factors influencing the level of willingness to pay. The accident cost accounting in Germany currently contains no information about the willingness to pay for road safety and therefore no evaluation of intangible costs from road accidents. The main objective of the project is an empirical study of willingness to pay for road safety, taking into account relevant factors. The findings are incorporated inter alia in the German accident costing and thus made comparable on an international level.
The Georadarverfahren is applied in the context of substance evaluation worldwide. In particular, due to the recent technological advancements that enable the use of the process fast driving, the Georadarverfahren is increasingly used in the German road network. The method allows esp. A destructive inventory of bound and unbound superstructure caused by the determination of layer thicknesses and layer sequences and the detection of defects and inhomogeneities. The interpretation of the measured values shown as radargrams currently takes place visually and requires skilled personnel and adequately sized personal resources. The measurements are generally carried out in an arbitrary line, ie 2-dimensional. The parallel measurement in several lines, the validity of the measurement results, especially in the detection of defects in the road surface can be increased. The possible potential of the method is not yet being exploited fully in the sense of substance detection of roads at property and network level. The reasons for this are that the limits and possibilities of the process have not yet been systematically ascertained. The developments of recent years are particularly noted. Application of the Geo Radar is currently limited by the particular complex because almost completely manually executed evaluation. Hereby the risk of wrong interpretation is given. The project aims to be is to be accompanied by a detailed view of the process chain and exemplary applications, the limits and possibilities of the Geo Radar and provide therefrom a continuous adapted methods for the detection and evaluation in the context of substance detection of roads at property and network level. Increased process safety and efficiency the possibilities of automated evaluations are also considered.
Camera Monitor Systems (KMS) can be used to illustrate the rearward visibility for the driver on one or more integrated in the vehicle interior monitors in motor vehicles. This provides, among other things, the possibility of replacing conventional mirrors by appropriate KMS. Thus can be represented from a technical perspective, the mandatory information required on the rear road at any position in the field of vision. Currently, also the display options for the driver information in the vehicle are becoming more diverse. Among other things, there is the possibility to use the instrument cluster as a source of information for rear sceneries and objects. This step would move the previous representative meeting of the rear information from peripheral towards central. Furthermore, could a single monitor - especially in the instrument cluster - be used to the rear image from multiple cameras represent fused. These approaches provide perhaps specific demands on the driver. In a first part of the project - part (A) - is first of all the aim to describe different monitor positions as rear (indirect) source of information for the driver more accurately and the speed of perception that discrimination performance and the (direct) viewing behavior to the left and right of the vehicle by way of example to prove empirically , Building on - part (B) - to take place on the level of perception and they are tested according to empirically a systematic assessment of the impact of fused backward information. In a third project part - (C) - to the distance and speed perception are empirically investigated even at high differential speeds in a real drive and compared with conventional exterior mirrors. The three parts of the project possible requirements for future KMS should be demonstrated conclusively.
Camera Monitor Systems (KMS) can be used to illustrate the rearward visibility for the driver on one or more integrated in the vehicle interior monitors in motor vehicles. This provides, among other things, the possibility of replacing conventional mirrors by appropriate KMS. Thus can be represented from a technical perspective, the mandatory information required on the rear road at any position in the field of vision. Currently, also the display options for the driver information in the vehicle are becoming more diverse. Among other things, there is the possibility to use the instrument cluster as a source of information for rear sceneries and objects. This step would move the previous representative meeting of the rear information from peripheral towards central. Furthermore, could a single monitor - especially in the instrument cluster - be used to fused the rear image display from multiple cameras. These approaches provide perhaps specific demands on the driver. In a first part of the project - part (A) - is first of all the aim to describe different monitor positions as rear (indirect) source of information for the driver more accurately and the speed of perception that discrimination performance and the (direct) viewing behavior to the left and right of the vehicle by way of example to prove empirically , Building on - part (B) - to take place on the level of perception and they are tested according to empirically a systematic assessment of the impact of fused backward information. In a third project part - (C) - to the distance and speed perception are empirically investigated even at high differential speeds in a real drive and compared with conventional exterior mirrors. The three parts of the project possible requirements for future KMS should be demonstrated conclusively.
FE 02.0414 / 2017 / IRB -modellanalyse Pollutant emissions - impact of traffic on air quality in 3 agglomerations.
FE 02.0414 / 2017 / IRB.
"Model analysis of pollutant emissions - Impact of traffic on air quality in 3 metropolitan areas"
Problem:These can be used to generate detailed, ie, high-resolution, time and space-resolution emission maps for selected areas.
Objective, benefits:The observation period for the model scenarios is intended to cover a yearly cycle since different meteorological conditions have a considerable impact on the air pollution problem within the seasons.
FE 06.0102 / 2012 / DRB Review of the practice relevance of the test method Friction after Polishing.
FE 06.0102 / 2012 / DRB.
"Review of the Practice Reality of the Test Procedure Friction after Polishing"The grip must be given immediately after the road has been constructed and during its useful life in order to ensure safe use of the road. Further parameters of the mix composition as well as the appearance of the surface texture, which are also influenced by the construction, are to be taken into account.
With the test method "Friction after polishing" (FAP method), a laboratory method has been available for several years, which is able to detect the grip potential of surfaces on the compacted asphalt.The influences from the production of an asphalt covering layer in situ and the traffic stress remain unaffected. Subsequently, tests with the FAP method are to be carried out on asphalt mix, which is produced using grain aggregations with known PSV.
Process optimization of asphalt extraction with octanoic acid methyl ester (OME) for the Asphalt analysis is used both as part of the test, and the factory production control (FPC) for many years trichlorethylene (tri), represented by the European Chemicals Agency (ECHA) in the context of REACH as substance has been judged with particularly worrying properties. The asphalt extraction with Tri will no longer be possible in the foreseeable future. The extraction of the starting materials (aggregates, bitumen and optionally other substances) from the asphalt mix in the context of the test, and the WPK the asphalt manufacturer finds however currently held by Tri. In Germany, several years ago as part of a project initiated by the industry research project with the search for an alternative solvent started with octanoic acid methyl ester (OME), a solvent found from renewable resources, with the asphalt extraction is possible. According to current knowledge OME is a largely harmless bitumen dissolving vegetable oil esters. The extraction in a closed system at reduced pressure makes it possible to reduce the boiling point, and thus the automated execution of a binder extraction using OME. With current extraction parameters can be assumed a significant prolongation of time pending the test results, especially as the drying of the aggregates is costly. Here significant improvements in the process flow must be achieved. At the same time, the basic conditions have to be verified and commit to occupational health and safety when using the alternative solvent. In addition, the parameters must be optimized in the extraction using several asphalt species and varieties.
Terms of Reference - Summary FE 05.0185 / 2014 / CRB "Numerical modeling of the lysimeter BASt" The use of "replacement materials" such as recycled building materials and industrial by-products, as well as anthropogenic contaminated soils according Recycling Act mandatory and meaningful from an economic perspective. These materials are obtained in large quantities and are well suited for use in earthworks, where large quantities of building materials are needed. Soil and groundwater protection are to ensure this. To minimize a possible discharge of pollutants from the materials mentioned above, it is necessary to keep the entry of water into a building of such materials is minimal. These are technical safeguards in the building, which are described in the "Notice concerning structures for technical safeguards in the use of soils and building materials with environmental substances in earthworks (M TS E)". In order to optimally use and improve the technical safety measure in road construction can of water and solute transport must be described realistic and adapted to the specific conditions in the building in replacement construction materials. To determine realistic data large scale lysimeter be carried out by the BASt itself and in cooperation with the University of Augsburg. This should be ready by numerical modeling in the context of this project. When creating the model the known characteristics of the building materials used are to be transferred into the model. Procedure: see tender specifications - Long version (tender documents No 1.b..).
15.0621 / 2015 / ERB "validation of the model tunnel based on the results of larger fire tests" In the research project FE 15.0539 / 2011 / ERB ( "Studies on the optimization of longitudinal ventilation systems for road tunnels based on the development of a model tunnel") was built a model tunnel 1:18 and used for first experimental fluid mechanics studies z. B. for smoke spread. Further development of the structured model with a view to future processing real Fragegestellungen for configuration and operation of ventilation systems initially provides a detailed validation using available real data to ensure that the data obtained in the model tunnel and in the numerical simulation as a collateralised basis for decision can be used. A suitable data basis make for a represents the regularly as part of acceptance of ventilation systems conducted fire tests are carried out in the framework of selectively flow measurements in cross-sectional center. For a comprehensive validation, these data have to be added to a recording of the flow conditions over the entire tunnel cross section, and therefore close to the wall as well as results of larger experiments under fire through collaborative projects. These results are to be transmitted suitable considering fluid mechanical relationships in the model scale. For validation are selected scenarios in terms of an immediate possible later use, with their relevant parameters (eg. As the tunnel geometry, the considered fire load and the ventilation operation with respect to) be transferred to, as required by the 2006 Safety RABT level.
The German road network consists mainly of roads with asphalt inclusion. With a projected increase of transport performance in particular in road transport, according to traffic interconnection forecast made in 2014 of about 39% by 2030 and the impact of projected climate change with extreme weather events such heat waves and tropical nights, the weather-related influences are more on the asphalt superstructure construction. The results of previously conducted research projects show that shorten without material adaptation preservation cycles, which would lead not only to higher maintenance costs to a higher impairment of network availability. In order to arrive at robust conclusions of this research project are used to design existing asphalt locations in terms of their thermophysical properties new to achieve a high resistance to high temperatures. The aim is to check to what extent can be reached by material adaptation reducing the vulnerability of the asphalt against the projected impacts of climate change. The basic concept of the project is to improve the thermo physical properties of asphalts for cover, binder and base course and to face a standard asphalt inclusion.