Armoured land vehicles are ballistic and blast protected (mines threats or Improvised Explosive Devices, IEDs). For blast protection, protection is mainly insured with metallic reinforced structure. This concept has been combat proven. However, payload of vehicles has been reduced with this kind of solutions and light vehicles cannot use such heavy solutions. Therefore, for weight issue or in order to increase protection level, composite material used as up-armouring of the vehicle can prove to be an innovative solution and allow the weight reduction in the overall armouring solution. Thus in the BLAST3D+ project, different configurations of material combinations (composite or others) will be submitted to blast to understand their dynamic behaviour. Fibrous reinforcement used in composite material will be made with multi-layers textile structures with different multi-directional orientations of yarns. Blast has different behaviour if it is used in open field (essentially representing IED types of threat) or buried mine, material responses will be evaluated and compared in both cases. Based on the blast phenomenon analysis, different composite-metallic hybrid architectures will be designed, produced and tested at low value of the explosive charge, to compare the solutions, and at high value of the explosive charge to identify the optimal protection solution. A law of behaviour of the metallic/composite structure submitted to blast will be so determined for blast threat.

Long-haul BEVs and FCEVs need to become more affordable and reliable, more energy efficient, with a longer range per single charge, and a reduced charging time to meet the user’s needs. Next to those, there is a real need to take zero-emission long-haul goods transport in Europe to the next level by executing real-world demonstrations of BEVs and FCEVs spread all over Europe; this also requires that technology soon can deliver on promised benefits (easy handling, similar driving hours & charging/fueling, and high speeds, and ability to operate in complex transport supply chains); flexible and abundant charging points for the rising number of vehicles must be implemented fast and to support this, novel charging concepts are needed. In addition, as multiple needs in the logistics chain exist, require novel tools for fleet managers providing them with better information on ZEV in logistic operation, providing a twin of the real use thereby giving valuable information regarding predictive maintenance, eco-driving etc., providing information on better logistics planning, the (available) charging and refuelling along the route, access to roads and traffic information. ZEFES major outcomes: Executing of real-world demonstrations of long-haul BEVs and FCEVs across Europe to take zero-emission long-haul goods transport in Europe to the next level. Pathway for long-haul BEVs and FCEVs to become more affordable and reliable, more energy efficient, with a longer range per single charge and reduced charging times able to meet the user’s needs. Technologies which can deliver promised benefits (easy handling, similar driving hours & charging/fueling, high speeds and ability to operate in complex transport supply chains). Mapping of flexible and abundant charging/fueling points and novel charging concepts. Novel tools for fleet management to support the rising number of long-haul BEVs and FCEVs vehicles in the logistics supply chains.

Ce projet s'inscrit dans le cadre de la mise au point de solutions innovantes pour les futurs moteurs utilisés dans les Poids Lourds routier, en vue des prochaines normes d'émissions polluantes Euro 6, dont les valeurs limites d'émissions considérées comme les plus probables à l'heure actuelle sont de 0,4 g/KWh pour les émissions de NOx, et 0,01 g/kWh pour les émissions de particules, ce qui représente des niveaux extrêmement bas._x000D_ Ce projet propose de tirer partie des systèmes de combustion bas-NOx, efficaces sur le compromis émissions / consommation à faible charge, pour ainsi permettre de diminuer le taux d'EGR en pleine charge, et d'éviter ainsi les inconvénients de la double-suralimentation ou d'une cylindrée augmentée. L'enjeu consiste notamment à augmenter considérablement la zone d'application de la combustion bas-NOx dans l'ensemble du domaine d'utilisation du moteur. Le niveaux d'EGR retenu pour les conditions de pleines charges doivent également tenir compte des émissions en pleine charge limitées à la valeur maximale Not To Exceed (NTE) autorisée par la future norme Euro 6 (non encore précisée en 2006)._x000D_ Ce travail permettra donc la mise au point d'un moteur Diesel industriel multicylindre d'une cylindrée de 11 litres, Euro 6 « bi-mode » (mode conventionnel et mode bas-NOx)