C-AKv coupler

The C- AKV - coupling (Compact - Automatic clutch simplified) is a fully automatic central buffer coupling for rail vehicles, which was developed as a replacement for the European screw coupling. It has the Willison profile Russian SA -3 clutch, and is connected to both the European and screw coupling with the SA -3 and the previous UIC central buffer coupling adapterlos coupled.

History

As early as the 1970s had been developed a new type of coupling for the European railways with the UIC central buffer coupling ( types AK69e or Intermat ). You should ensure the European screw coupling - which is not very reliable, personnel and time consuming couples and causes high maintenance costs - replace. A European launch has been postponed again and again. Since the shape was not compatible with the screw coupler, a nationwide simultaneous transition would have been necessary, the number of member countries financially could not lift. The same time, co-developed mixed coupling at the time was only allowed in the shunting.

The C- AKV - coupling has now been developed by SAB WABCO, Faiveley Transport Witten GmbH. In contrast to the UIC central buffer coupling the C- AKV - coupling is compatible without additional directions with screw coupling, so that now an upgrade of the vehicles would be carried out gradually. Since 2002, she has erprobenden continuous use at coal trains Railion between the mine and the power plant Profen Schkopau. Railion, Faiveley and the TU Berlin are currently developing possible strategies for the long-term transition to the C- AKV - coupling.

2009 received the Siemens plant in Munich - Allach Railion the order to equip 18 existing locomotives of the series 189 with the C- AKV - coupling. This is intended ore trains with up to 6000 t mass on the route Rotterdam - Dillingen ( Saar), be driven. The integrated pipe coupling is used here with two air ducts, namely the main air line, which is used for braking, and the main reservoir pipe which serves to supply pneumatically driven load into the carriage. The locomotives come of it in double traction used. In March 2010, the first four locomotives were completed. The ore cars of them are already for years with AK69e couplings in use, they will be converted in the context of the conservation of C- GAB.

Construction

As a rapidly changing development of AK69e coupling the C- AKV - clutch based on the shape of the SA -3 coupler. Compared to the SA-3 and the compressed air lines (optional) electrical connections are integrated into the coupling, so that no manual labor is required during coupling. In contrast to previous designs, which should replace the ineffective coupling bolts in Europe and failed (though not for technical reasons), the C- AKV - coupling with it is compatible. The immense cost of a Europe-wide or nationwide simultaneous conversion were one of the main reasons for the failure. In the meantime, Mixed coupling, however, has demonstrated their suitability for safe train operation both in Finland and in the operation of the transfer and the dome car, a simultaneous conversion would therefore no longer necessary.

This is made possible Mixed domes without adapter with screw coupling, because the air and electrical connections, which were arranged in the AK69e and similar designs under the mechanical coupling, are incorporated into the Willison profile itself, namely corresponding to the outer surface of the small tooth and the contact surface. This leaves including space for keeping the dome chain along the lines of " Unilink " dome head. Thus, the design is much more compact than previous designs; the shape is different from the SA -3 coupler except through the ports themselves visually only by a horn front of the large tooth and an associated side pocket of the small tooth, which together ensure the necessary vertical fixation.

For coupling to SA3 and UIC central buffer couplings, air and electrical connections must be folded by hand from the Willison profile and the leads are connected manually.

Pros and Cons

Load-bearing capacity

The C- AKV - coupling has approved a tensile load of 1000 kN and shear load of 2,000 kN ( screw coupling: 500 kN/1000 kN). For the lane change traffic to Russia, a variant exists with 2500 kN to 3000 kN tensile and compressive force. This, and the central forces -initiated much heavier trains possible to exploit the track capacity and logistics costs better. This advantage shares the C- AKV - coupling with the SA -3- coupling and the Janney coupling.

Time and personnel expenses during the coupling process

For coupling railway vehicles involved have only each other to roll until the clutch engages. All connections are automatically linked. In contrast, the engagement of a Rangierbegleiters is required for SA -3 and Janney coupling that connects to a few seconds, the brake cables, and possibly other terminals. In the presently standard screw coupling the shunter must manually manage the mechanical coupling by hooking the chain and the screw tightens, which lasts about a minute.

The decoupling is done by pressing a button from the driver's cab or by pulling a lever on the side to reach the clutch also "immediately". For SA -3 and coupling Janney This is also done by a lateral lever. The screw coupler shall be complicated and long made ​​losgehängt.

The train line must continue to be coupled and separated by hand. However, that requires no cross stepping into the space between the vehicles. The transitional bridges of coaches must be lowered from above, with pressure-tight wagon transition even that is not necessary. The height and the rigid principle allow a flat -car connection without the usual in the Eastern European broad gauge network level. However, there are no concrete plans for the conversion of passenger vehicles.

The quick and automatic coupling procedure divides the C- AKV with the Scharfenberg coupler, but is not suitable because of their low capacity for freight trains. In practice, the Scharfenberg coupler also presupposes that both sides already have a power supply to open the cover of the clutch or at least the electrical contacts; this only afford multiple units.

One possibility for coupling vehicles with Scharfenberg coupler is not now.

Security

Since nobody has to occur between the moving rail cars during coupling and uncoupling, eliminating a major source of risk for accidents.

Because the longitudinal forces are introduced centrally, the trains tend coasting less derailed as with the combination screw coupling - page buffer. This increases security and makes speed limits in sheets and the narrow confines of the pushed Zugmassen and the braking force limiting the dynamic brake superfluous.

These advantages all share common central buffer couplings, more or less.

Maintenance costs and wear

The page buffers of railway vehicles, which are connected with screw coupling, must be regularly greased and replaced. While feature for the transitional period, all vehicles with C- GAB clutch side buffer to allow a mixed coupling, but these cause no maintenance costs as long as is coupled unmixed. The wear of fixed central buffer couplings is smaller by orders of magnitude.

Financially more falls into the weight of the reduced wear of wheel sets: Since central buffer couplings can pass transverse forces with suitable bearings, lower lateral forces acting between the wheel flange and rail. Tires and rails wear out much slower.

Cost

Compared with the prevailing European and technically primitive screw coupling, the cost of C- AKV - coupling are higher. For the above- mentioned coal trains the leaders estimate the payback period to about 5 to 10 years, and due to the high savings in the wheel sets. However, the potential savings are very different depending on the cargo, transportation genus ( Einzelwagen-/Ganzzugverkehr, Combined Transport ) and degree of mixing with the conventional screw coupling.

Railway vehicles are prepared for the conversion to the European UIC central buffer coupling, require no further conversion to accommodate the C- AKV - coupling.

UIC conformity

Contrary to unchanged SA -3 clutch and Janney coupling the C- AKV - coupling meets the requirements of UIC, which led to the development of the UIC central buffer coupling; it meets the standard UIC 522-1. Among other things, this includes reliable domes in the tight corners of Europe.

In particular, the clutch is fully compatible with mounting frame according to UIC 530-1 that have already been installed in numerous railway vehicles.

TSI compliance

Within the European Union the technical specification for interoperability ( TSI) applies from the year 2006 ( 2006/861/EC ). This stipulates that car with the screw coupling system must be coupled. This can also be enabled via an auxiliary clutch. The C- Akv - coupling meets the requirements in combination with side buffers. A revision of this TSI is required if the C- Akv to be the standard clutch.

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