THE EST CRASH BUFFER - Information and References on the EST Crash Buffers G1, R1 and X1

Information and References

Features and working principle, technical specifications

The subsequent description refers to the EST Crash Buffer G1 (for freight wagons and locomotives) in accordance with UIC 526-1. The description similarly applies for the R1 versions (for passenger carriages, in accordance with UIC 528) and X1 versions (diagonal buffer variant for ultra-low truck hauling wagons and short coupled freight wagons) of the EST Crash Buffer.

1. Features and working principle

The EST Crash Buffer combines a standard side buffer for railway vehicles and an energy absorbing deformation element into a single component. It is its unique feature that the additional function, as a deformation element, is integrated into the casing of the side buffer, so that no additional space is required, not even after deformation has been deployed. The external dimensions and attachment flange of the EST Crash Buffer are identical with those of a standard side buffer complying with the rail industry standard UIC 526-1. Therefore, the EST Crash Buffer can be mounted to all vehicles that have been designed for standard side buffers in accordance with this standard. It can be used for the protection of high capital cost modern railway vehicles, as well as a retro-fit onto existing older railway stock where enhanced protection is desired.

The crash element function of the EST Crash Buffer prevents the overloading of the vehicle, its structure and components during strong impacts and collision events. High load peaks and accelerations are avoided. In the planned deformation of the buffer casing, 10 to 20 times more energy is absorbed than in the standard spring action of conventional buffers. This corresponds to an extension of the range of sustainable maximum impact speeds for the railway vehicle to around 30 km/h when equipped with EST Crash Buffers. Under similar conditions, the sustainable maximum impact speed with traditional, conventional buffers is around 10 km/h. (The maximum sustainable impact speed depends upon various parameters, such as the mass of the vehicles involved, application of the brakes amongst others.)

The following improvements in protection and safety can be achieved:

The advantages of the EST Crash Buffer system result from the combination of regular in-service function and crash energy absorber into a single ready-to-use component:

The EST Crash Buffer mounted onto a locomotive Class BR 185.1 of DB.
The deformable casing here is highlighted with red livery.
The yellow triangular arrow/marker serves to indicate the trigger release.
(Photo: EST/Bombardier, added 02.11.2004).

The EST Crash Buffer (on the left) after a crash test with two locomotives.
Clearly visible is the deformation of the buffer casing by splitting and curling.
(Photo: EST, added 02.11.2004).

2. Technical specifications for EST Crash Buffer G1-200M

Length:							620 mm (UIC 526-1)
Buffer plate:						550 x 340 mm square
							(UIC 527-1 and ERRI B12 DT 84)
Spring system, UIC classification:			Category A (UIC 526-1)
Reversible spring travel:				105 mm (+0/-5 mm, UIC 526-1)
Energy absorption reversible (dyn.):			approx. 40 kJ
Attachment bolt pattern:				280 x 160 mm, M24
Typ. trigger force per buffer:				1500 kN
Typ. mean deformation force per buffer:			1125 kN
Max. axial deformation in addition to spring travel:	approx. 200 mm
Tot. energy absorption capacity per vehicle end (dyn.): approx. 600 kJ
Weight per buffer:					127 kg

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