CEN/TR 17373:2019

SLOVENSKI STANDARD
01-december-2019
Železniške naprave - Železniška vozila - Ugotavljanje položaja tirnih vozil med
vožnjo po tirnih protikrivinah in izračun prekrivanja odbojnikov
Railway applications - Railway rolling stock - Investigation of vehicles position on the
reserve curve tracks during running and calculation of buffer overlap
Bahnanwendungen - Schienenfahrzeuge - Untersuchung der Fahrzeugstellungen im
Gleis bei Durchfahrt von S-Bögen mit Ermittlung der Pufferüberdeckung
Applications ferroviaires - Synthèse des calculs de la largeur des tampons pour appareils
de choc et traction
Ta slovenski standard je istoveten z: CEN/TR 17373:2019
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

CEN/TR 17373
TECHNICAL REPORT
RAPPORT TECHNIQUE
September 2019
TECHNISCHER BERICHT
ICS 45.060.01
English Version
Railway applications - Railway rolling stock - Investigation
of vehicles position on the reverse curve tracks during
running and calculation of buffer overlap
Applications ferroviaires - Synthèse des calculs de la Bahnanwendungen - Schienenfahrzeuge -
largeur des tampons pour appareils de choc et traction Untersuchung der Fahrzeugstellungen im Gleis bei
Durchfahrt von S-Bögen mit Ermittlung der
Pufferüberdeckung
This Technical Report was approved by CEN on 26 May 2019. It has been drawn up by the Technical Committee CEN/TC 256.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2019 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 17373:2019 E
worldwide for CEN national Members.

Contents Page
European foreword . 3
Introduction . 4
1 Scope . 6
2 Normative references . 6
3 Terms and definitions . 6
4 Symbols and abbreviations . 6
5 Boundary conditions . 7
6 Vehicle dynamic . 10
6.1 Coefficient of displacement k . 10
6.2 Geometric overthrow dg or F . 11
6.3 Location of the vehicle in the track and displacement dy . 12
p
6.4 Position of the vehicles in the S-curve . 13
6.4.1 Bogie vehicles . 13
6.4.2 Other vehicles . 14
7 Calculation of the displacement of the vehicle body centre (dy ) — Δdy calculated
p p
with UIC 527-1 assumptions . 15
7.1 General . 15
7.2 Basic vehicle . 16
8 Determination of the minimum half width of the buffer head . 16
8.1 Calculation (simplified formula derived from UIC 527-1) . 16
8.2 Verification . 18
8.2.1 General . 18
8.2.2 Drawing methodology with UIC 527-1 assumptions . 18
8.2.3 Simulation methodology . 18
9 Comparison of the values . 20
10 Buffer overlap of investigated vehicles . 20
11 Summary . 21
Annex A (informative) Position of the vehicles on the track calculated and compared with
estimation according to UIC 527-1 assumption . 23
Annex B (informative) Drawing methodology — Examples . 27
Annex C (informative) Multi-body simulation methodology — Examples . 34
C.1 General . 34
C.2 Multi-body simulation by Siemens . 34
C.3 Multi-body simulation by SNCF . 45
Annex D (informative) Remark about the buffer head geometry and buffer overlap . 52
Bibliography . 57

European foreword
This document (CEN/TR 17373:2019) has been prepared by Technical Committee CEN/TC 256
“Railway applications”, the secretariat of which is held by DIN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
Introduction
During CEN/TC 256/SC 2/WG 33/SG 2 meetings for the writing of the European Standard EN 15551,
SNCF presented its experience about derailments in the space of time from 1976 to 1982 due to
insufficient buffer overlap and proposed to modify the formulae written in EN 15551:2009, Annex J to
make greater the width of buffer heads sufficient for safety operation service. The formulae SNCF
proposed, based on the former assumptions acc. UIC-leaflet from January 1964, simply takes into
account the maximal own play of the vehicles, instead of the 5 mm value given in UIC 527-1:2005, 3.2.2
and EN 15551:2009, K.6. Indeed, this 5 mm value is a realistic value for freight wagons but not for other
types of vehicles. Regarding the modification of the formulae proposed by SNCF the other members of
W 33 pointed out that:
— it is not possible to increase the internal half width of the buffer head over the limits specified by
UIC 527-1:2005, Annex A and EN 15551:2009, 6.2.2;
— since 1965 there have been two language versions of UIC 527-1, a French version and a German
version, and they have the following discrepancy in the formulae for calculation of the width of
buffer head:
— UIC 527-1 French version: calculates the half width of the buffer head with different formulae
for vehicles with running bogies (e.g. coaches, wagons) or with power bogies (e.g. locomotives,
power heads and motor vehicles). Thus, the width of the buffer head calculated for vehicles
with power bogies will be greater than the width of the buffer head calculated for vehicles with
running (non-power) bogies;
— UIC 527-1 German version: calculates the half width of the buffer head with the same formulae
for all types of bogie vehicles, namely: for vehicles with running bogies as well as for vehicles
with power bogies.
— No cases of buffer locking due to an insufficient dimensioning of buffer width (with consequently
insufficient buffer overlap) were really noticed in Germany, whereas also in German speaking
countries the UIC 527-1 formulae in the German version have been used for decades to dimension
the buffer heads width.
— The geometry of the outside half width of buffer heads (opposite to vehicle centre line) of SNCF
derailed coaches have had a circular shape geometry that reduced the buffing surface in Geometry
specified in UIC 527-1:2005, Annex A).
In order to develop a uniform methodology for the calculation of the width of buffer heads, WG 33
decided to create an ad hoc group whose mission was to analyse, by means of realistic simulations,
realized with the multi-body Software SIMPACK, if the formulae, written in the standard
EN 15551:2009, Annex J, provide the width of buffer head enough for required minimum buffer overlap
and what the domain of use of these formulae was.
This document presents the work made by the WG 33 Ad hoc group and the conclusions of this Group.
The investigation is conducted for specified vehicles in different vehicle combinations (train sets) for
defined running cases in curves.
The purpose of this investigation is evaluation of following parameters:
— lateral displacement of coupled vehicles on the track;
— lateral displacement of coupled vehicles to each other;
— buffer overlap between two specified coupled vehicles with given buffers.
For this purpose, the types of vehicles defining the train sets and different operational conditions are
specified. Position of the vehicles on the track at the moment of maximum lateral displacement to each
other (minimum buffer overlap) is recorded.
The worst cases of lateral displacement and buffer overlap between two coupled vehicles as well as
relation to UIC 527-1 and EN 15551 formulae are analysed.
1 Scope
The purpose of this document is to analyse the conducted investigation and evaluation of lateral
displacement and buffer overlap between each two specified vehicles of different train sets for defined
running cases in curves.
For this purpose, the types of vehicles defining the train sets and different operating conditions are
specified. Position of the vehicles on the track at the moment of maximum lateral displacement
(minimum buffer overlap) is recorded during the calculation.
The worst cases of lateral displacement and buffer overlap between two coupled vehicles as well as
relation to formulae in EN 15551:2009 are analysed.
2 Normative references
There are no normative references in this document.
3 Terms and definitions
No terms and definitions are listed in this document.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at http://www.iso.org/obp
4 Symbols and abbreviations
Symbol Designation Unit
Distance between end wheelsets of vehicles not fitted with bogies or
a mm
between bogie centres
dg
Geometric overthrow of the vehicle on the outside of the curve mm
a
dg
Geometric overthrow of the vehicle on the inside of the curve mm
i
Distance from the centre line of the buffer to the contact point at the
dy
mm
i
buffer head, index 1, 2 in accordance to the vehicle number
dy
Distance between the centre lines of the 2 buffers mm
p
Geometric overthrow of the vehicle on the outside of the curve for car
F mm
body pivots on the track centre line
F
Compressive force with buffers in contact kN
BC
Compressive force simulates the forces which occur on the vehicles
F
kN
LC
during braking or pushing operation
Own lateral play (internal lateral displacement) of the vehicle (j1) in
j1 mm
secondary suspension
j2 Lateral play in primary suspension mm
j3 Lateral play of the wheelset in a track mm
Symbol Designation Unit
k Coefficient of lateral displacement of the vehicle on the track —
l Track gauge, distance between the rail running edges mm
l
Nominal track gauge mm
nom
LoB Length over buffer mm or m
Distance from the section under consideration to the adjacent end
n mm
wheelset or the clo
...