PAMM · Proc. Appl. Math. Mech. 3, 156–157 (2003) / DOI 10.1002/pamm.

200310353

Grabner, Gerald; Kecskeméthy, Andrés

Dynamic Simulation of Colliding Trains for Buffer Stop Dimensioning

This paper describes an application of multibody dynamics to the determination of global physical behavior patterns
that mimic traditional empirical laws. The main idea is to sift out such patterns from virtual experiments carried
out with a simulation package. The concrete investigation in this setting is the dynamics of trains colliding onto
buffer stops. Using a rigid-body model with nonlinear couplers featuring hysteresis, it is shown that, for typical train
constellations, the highest load at the buffer stops is almost independent of the number of coaches, and that the value
and the location of the maximum force within the train does not increase from a particular train length on. These
results are compared with traditional formulas for dimensioning of buffer stops used in rail-vehicle industry.

1. Traditional methods for buffer stop dimensioning

The dimensioning of buffer stops with respect to shunting requires to estimate the influence of train length and
velocity on the forces and energies at the buffer stop. The traditional method, which is still used as a base for
regulations, assumes that the kinetic energy of the whole train transforms into the potential energy at the buffer
stop. However, for long trains, it proves that rearward wagons do not contribute significantly to the collision process.
This has been taken into account in lookup formulas, where the mass of each wagon is multiplied by a diminishing
influence factor as a function of the running number of the wagon from the front of the train [1]. The influence factors
are based on generic assumptions on the buffer characteristic and the collision process. In this project, multibody
simulation is applied to this problem, yielding not only comprehensive insight into the collision process, but based on
this also generic new rules that were not possible to detect with the simplifying assumptions of traditional methods.

2. Modeling

The investigated system consists of a fixed buffer stop and a train with a locomotive of type ÖBB 1044 and RIC
coaches, all equipped with either elastomer or friction spring buffers and draw gear. In order to focus on main effects,
the cars were modeled as point masses along a line, while for the buffers and the draw gear, hysteresis characteristics
were assumed, as the force laws for both elastomer and friction springs can be assumed to be independent of the
magnitude of velocity. Hereby, one discerns between compression and expansion as well as a transition in-between.
xstr F In the transition between compression
and expansion (and vice versa), the force 1000
xsw xm x is linearly interpolated between the two
500
characteristic curves (see Figure 1 for a
F+ transition from compression to expan-
F [kN]

0
sticking sion). This transition can be interpreted
as the temporary sticking of the endpoint −500
Fm of the buffer, where its slope is the result
Fst of stress-strain relationships in the con- −1000
compression
tact zone. At the switching point xsw , compression
F− the compression velocity ẋ becomes zero, −1500 expansion
and the sticking line along xstr yields for −200 −150 −100
s [mm]
−50 0
the force Fst (x) = Fm +c (x−xm ), where Figure 2: Total characteristic curve
Figure 1: Sticking range c is the resulting contact stiffness.
The characteristic curves of the buffers and the draw gear can be combined to a total curve, as depicted in Figure
2 for the coupler between the locomotive and a coach. For the simulation, one requires tools for generation of the
equations of motion, as well as for detection and processing of unilateral contacts and switching functions. Such tools
are available today and not further described here. We used a regularized impact model featuring spring-damper
a a
elements in the contact region [2] and the multibody simulation package M a aBILE [3] for simulation. With these, a
large number of simulations could be performed that provided a novel generic impact pattern, as described below.
Section 3: Multibody systems and kinematics 157

3. Results

Based on approximately 2000 numerical runs with different velocities, train lengths from 1 to 16 cars, front or rear
locomotive and two different draw gear pre-tensions, the following results could be obtained.
500 2.5 9
(1) The typical time histories of
8
coupler forces exhibit time de-

critical velocity [m/s]

F [kN]

critical velocity [km/h]

0 2 7
lays between the force peaks in
6
different couplers, see Figure 3 1.5
5
for a train with three cars. From −500
4
this it follows that the force at 1
3
the buffer stop depends primar- −1000
buffer stop − car 1 0.5 2
ily on the first car, whereas the car 1 − car 2 front locomotive 1
other cars collide with each other car 2 − car 3 rear locomotive
−1500 0 0
at shifted times, dissipating en- 5 5.5 6 6.5 7 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
t [s] number of cars (incl. locomotive)
ergy mainly there. Figure 3: Time history of forces Figure 4: Critical velocities
(2) The critical velocity for a colliding train without buffer
v highest maximum force
overloading is dictated mainly by the inner couplers. In 1
2
3
Figure 4, the critical velocity is displayed as a function of 4
5
6
7
the number of cars. It remains nearly constant from the 8
9
10
11
fifth car on, both for front and rear locomotive. A detailed 12

analysis of the buffer forces reveals that the inner buffers

are the limiting factor. (3) The peak force is reached at
a particular wagon, and stays there even when arbitrary
1500
many additional wagons are attached to the train. Figure
maximum force [kN]

5 displays the distribution of the maximum buffer forces

during the whole collision process, obtained for an initial 1000

train velocity of 1.5 m/s. The maximum force at the buffer

stop is already reached with just 2 cars, which differs sig- 500 12
nificantly from the traditional regulation prescription. The 11
10
influence of rear wagons is also smaller than predicted by 9 s
0 8 c ar
the traditional method. The highest load is at a constant 7 of
1 6 r
position within the train, in the actual case between the 2
3 5 be
4 m
4th and 5th car. The same typical pattern of this collision buffe 5
r/cou
6
7 3
4 nu
pler n 8
9 2
process is also obtained for a rear locomotive. Moreover, umbe
r
10
11
12
1
this pattern also applies to the maximum accelerations, Figure 5: Distribution of force maxima
which are relevant both for freight and passengers.
In conclusion, the described results show that by application of virtual experiments using computer simulation new
generic patterns of motion behavior could be found that can be used for defining new buffer-stop dimensioning
regulations. Although these results still have to be validated by physical experiments, it is expected that their
tendential validity will remain, providing a new method for mimicking empirical-law generation by experiments.

Acknowledgements

Support of this project by the Institute for Railway Engineering and Transport Economy at TU Graz is gratefully acknowledged.

4. References
1 Müller, J.: Ermittlung der Pufferstoßkräfte mit Hilfe von Einflußkurven. Verkehr und Technik 1 (1987), 16–22.
2 Kecskeméthy, A.; Lange, C.; Grabner, G.: Object-Oriented Modeling of Multibody Dynamics Including Impacts.
Proceedings of the European Conference on Computational Mechanics, 1-28, Cracow, Poland, 26-29 2001. ECCM.
3 Kecskeméthy, A.: Objektorientierte Modellierung der Dynamik von Mehrkörpersystemen mit Hilfe von Übertragungs-
elementen. Fortschrittberichte VDI, Reihe 20 Nr. 88. VDI-Verlag, Düsseldorf, 1993.

Dipl.-Ing. Gerald Grabner, Technische Universität Graz, Institut für Mechanik und Getriebelehre, Kopernikus-
gasse 24/III, A-8010 Graz.
Prof. Dr.-Ing. Andrés Kecskeméthy, Universität Duisburg-Essen, Abteilung Maschinenbau, Lehrstuhl für
Mechanik, Lotharstraße 1, D-47048 Duisburg.