EST Eisenbahn-Systemtechnik GmbH
- Selected current references

Integrated front module for locomotives and trainsets

After the previous study and design phase, the new EST deformation system Duplex G2-300L.AC05.A4-300 M is built for the first time in 2019 and tested in 2020. In this deformation system, the anti-climber (EST anti-climbing module AC05) is positioned between a crash buffer (EST Supra Buffer G2-300 L) and a supplementary energy absorber (EST Absorber Block A4-300 M) and thus, forms a fully integrated part. Consequently, the forces that act onto the anti-climber are collected and routed through the energy absorber into the vehicle.

Testing of EST Duplex Deformation System G2-300L.AC05.A4-300M
(Photo: EST, added 13.01.2021).

Testing of EST Duplex Deformation System G2-300L.AC05.A4-300M
(Photo: EST, added 13.01.2021).

Irrespective of and independent from the presence of the anti-climber, in each of the EST deformation systems, a variety of interfaces allow for additional functionalities and thus, the even more extensive integration into the vehicle. As an example, the deformation system may be used to suspend steps and platforms, to attach electrical sockets, pneumatic valves and lines, to suspend the draw hook guide or the parking bracket for an automatic shunting coupler. Even the integration of the TSI coupler handle and a point for the lifting of the vehicle is possible.

Advanced integration of the EST Deformation System Duplex into the vehicle
in the longitudinal, transversal and vertical directions

(Photo: EST, added 13.01.2021).

The integration can be made in the longitudinal direction of the vehicle, for example by supporting steps or a platform. A longitudinal assembly is formed. In this case, care must be taken that the deformation of the crash systems, deformation systems or energy absorbers (EST Deformation Systems Duplex) is not hindered, or is influenced only in a controlled manner, even in an asymmetric or a single sided collision event. Therefore, the constituents of the longitudinal assembly are to be of a reduced strength or rigidity, or have a planned deformation ability, or are weakened by a mechanical fuse, or suspended floating, gliding or decoupled, as an example.

The integration can also be made in the transversal direction of the vehicle, for example by supporting a crossover platform or by the use of connection elements in the transverse direction to support the draw hook or to support an automatic shunting coupler in the parked position. A transversal assembly is formed. Also in this case, care must be taken that the deformation of the crash systems, deformation systems or energy absorbers (EST Deformation Systems Duplex) is not hindered, or is influenced only in a controlled manner, even in an asymmetric or a single sided collision event. Therefore, the constituents of the transversal assembly are to be of a reduced strength or rigidity, or have a planned deformation ability, or are weakened by a mechanical fuse, or suspended floating, gliding or decoupled, as an example.

Corresponding applies for the extended integration of the deformation system in the vertiocal direction of the rail vehicle.

Application to a mainline locomotive, as an example,
and visualization of decoupling to both sides
between the left and right deformation system
(Photo: EST, added 13.01.2021).

Application to a centre cabin locomotive, as an example,
and visualization of full decoupling on one side and reduced coupling on the other side
between the left and right deformation system
(Photo: EST, added 13.01.2021).

Application to a mainline locomotive, as an example,
and visualization of different concepts for the fixed or reduced coupling
or full decoupling between the left and right deformation system
(Photo: EST, added 13.01.2021).

Application to a centre cabin locomotive, as an example,
and visualization of different concepts for the fixed or reduced coupling
or full decoupling between the left and right deformation system
(Photo: EST, added 13.01.2021).

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