Scharfenberg coupler

The Scharfenberg coupler (abbr. Schaku ) is one of the central buffer couplings. It enables a rapid, simple and above all safe coupling and uncoupling of trains. The clutch by Karl Scharfenberg was developed in the wagon factory L. Steinfurt AG in Königsberg, in 1904 and 1907 it received patents ( Imperial Patent 149727, filed on May 6, 1903, Imperial Patent 188845, filed on April 5, 1906).

Today the Schaku be found around the world in passenger trains of all kinds in use, from the tram up to the high-speed train, and in almost every state railways. In 2002, the Type 10 of the Scharfenberg coupler was made ​​standard for high -speed trains and is now part of the interoperability specification ( TSI).

  • 3.1.2.1 main air line
  • 3.1.2.2 main air reservoir pipe
  • 3.1.2.3 Entkuppelleitung
  • 3.2.1 Shock protection 3.2.1.1 deformation tube
  • 3.2.1.2 Hydrostatic buffer
  • 3.2.1.3 Gas Hydraulic buffer
  • 3.2.1.4 TwinStroke
  • 3.2.2.1 elastomer spring joint
  • 3.2.2.2 Further development of the EFG as Abreißlösung
  • 3.2.2.3 steel friction spring
  • 3.2.2.4 hollow rubber spring
  • 3.2.2.5 The elastomer spring connection
  • 4.1 type 10
  • 4.2 Type 35
  • 4.3 Type 330
  • 4.4 Type 430
  • 4.5 Kurzkupplungen
  • 4.6 Special couplings 4.6.1 Type 55
  • 4.6.2 Type 140
  • 5.1 trams
  • 5.2 standard gauge railways
  • 5.3 Narrow Gauge Railways
  • 6.1 S -Bahn
  • 6.2 Regional Transport
  • 6.3 Highway
  • 6.4 Narrow Gauge Railways
  • 8.1 CD

History

In Germany, the club was looking for German Railway Administrations ( V DEV ) in 1873 with the following call for a better clutch: " Because of the great danger to life and health officials and workers of the railway, which is connected with the current clutch is from VDEV a first Price of 3000 thalers and a 2nd prize of 2000 thalers suspended for the invention of a device by means of the coupling of the railway carriage can be made ​​without an intervention of the clutch exporting worker is required between the cars. " There came no satisfactory offers this tender. In Germany, no coupling could be found that met all the requirements of the V DEV. This should change only in 1903. Karl Scharfenberg reported on May 6, 1903, a patent on a " central buffer coupling with eyelet and swivel hook as coupling elements ". At that time, hundreds of patents have been applied to automatic couplers.

His clutch was first used in 1909 in the small private railway from Memel to Plicken where they are well proven. 1926 announced the German Reichsbahn of interest and built Scharfenberg's clutch tentatively in some large-capacity freight cars, which frequented the coal shuttle to Berlin Klingenberg power plant. However, this approach was not pursued further.

In 1921, the Scharfenberg coupler AG was founded with its headquarters in Berlin by the wagon contractor Steinfurt in Königsberg and the Busch company in Bautzen. It was determined that the heavy clutches for trains in Königsberg should be built and all other couplings, such as trucks, in Bautzen. By working with some electrical companies, including Siemens and Brown Boveri, an improved coupling has been developed with which one could also connect electrical wires. Previously, the electrical wires by hand had to be plugged. Also the brake air lines could now be connected automatically.

As in the suburban railways of Berlin ( forerunner of the Berlin S-Bahn ) had not proven the American Willison coupling, one was out there looking for a better clutch and decided to introduce the Schaku. 1924 also led the Berlin U -Bahn to the metro type BI Schaku a little later, the subway in Buenos Aires ( Argentina). The first line vehicles that drove on the tracks of the Deutsche Reichsbahn with the Schaku, in 1935 the diesel express railcar and the Henschel -Wegmann train that could reach a speed of 175 km / h with its steam train.

After the Second World War, the Scharfenberg AG moved its headquarters to Salzgitter. After several changes of ownership including the Voith Group in 1998 acquired the Scharfenberg coupler GmbH & Co. KG, & Co. KG is now known under the name Voith Turbo Scharfenberg GmbH.

The spread of Schaku has risen sharply in recent decades. 1935, only 20,000 wheels in Europe built, in 2004 there were already more than 250,000.

Although the dome principle is the same for all Scharfenberg couplers, there are depending on the application, different types of coupling. Thus, the Type 10 of the Scharfenberg coupler has proven especially in mainline train sets in high speed rail and was declared as the standard coupling for high speed trains in 2002. Smaller types are predominantly found in subway cars and streetcars. Among themselves, the different types are not compatible.

Principle of operation and technical data

When moving together of two vehicles with Scharfenberg couplers, couplings are firmly connected. You are entering into a rigid connection, on the train and compressive forces are transmitted, so they do not turn, and can not aufklettern also during coupling. So that passengers have a smooth ride and goods vehicles are not damaged shock absorbers can be mounted on the clutch, take the car like shock absorbers on the forces. By existing in many Scharfenberg couplers guide horn that is attached at the bottom of the clutch, the couplings are roughly aligned with each other, so that one can also couple in curves and on uneven track. Some couplings allow a displacement of up to 370 mm up to 140 mm horizontally and vertically. The fine tuning is done via the cone and funnel that fit together perfectly, so that the couplings are exactly together. The connection is made via the dome closure.

The special feature of the principle of the Scharfenberg coupler is that there is no dome closure by one notch, such as the Russian SA 3 or the American Willison coupling. The transmission of tensile forces carried out solely by a balance of forces of the two summit on solving the core and the main bolt. So is not disengaged when disconnecting a possible catch, but merely twisted the heart against spring force, thus releasing the crest be released from the respective jaw of the opposite coupling. Snapped the operation is only possible at the Scharfenberg coupler existing electrical couplings. The disconnection process can be done from the driver's cab, pneumatic, electric rare. In any case, however, disconnection is possible by hand. ( Notentkuppelung case of faults )

The couplings can weigh up to a ton depending on the version.

Some clutches can take a compressive force of over a thousand kilo Newton without damage. These enormous forces arise only in the accident and not in operation; here occur much lower train and compression forces on ( during starting or braking ). For smaller vehicles, the energy consumption is even lower due to lower vehicle mass, which even lower forces arise.

Most modern Schakus are heated, as no reliable operation is possible with icing.

Design and function

The Scharfenberg coupler is modular, so that they can adapt to different requirements. It consists of a head portion and the articulation.

Head area

The head region is the anterior portion of the clutch ( in the schema image blue). About him a pneumatic, electrical and mechanical connections between the cars is made. When coupling is first coupled mechanically and pneumatically, the electrical connection is made.

The header usually includes the following components: Dome closure, air line coupling, electrical coupling and decoupling device.

Coupling head with dome closure

The dome closure connects the two vehicles together mechanically. The coupling head is designed so that it has as large a grip region in which the automatic coupling is possible. The grip area is enlarged by a gripper, which is located at the bottom of the clutch. Thus, the clutches can be coupled in curves and elevation changes. The gripper heads a clutch roughly the opposite, the rest is then taken from the cones. This place exactly into the hopper of the opposite coupling, whereby a positive connection is created. This is a prerequisite for the domes and the pneumatic and electrical lines. The connection is free of play, what to wear minimized.

In the production of the mechanical connection, a distinction is the adjustment cap and the two-position cap.

Setting Shutter

The setting shutter has only one position. The crest as well as loosening are in the coupled state in the decoupled position of the same. The movements during connection and disconnection process, in which the eyes and heart pieces into each turn, can not be regarded as an additional position. At the beginning of the coupling process is the coupling eye at the edge of the cone. The heart pieces are pressed by springs against a stop so that they are always aligned correctly.

By moving together of the couplings, the closures are turned so far against the force of springs until the coupling eye of a clutch holds in the hook mouth of the frog of the other clutch. When this is done, the fasteners are rotated by the force of the tension springs back in the other direction until the forces are balanced. The coupled position is reached and the two clutches are now firmly joined together

When uncoupling the closures are turned so far against the force of the tension springs until the tip loosening slide out of the heart of mouths. It summarizes a coupling eye in a depression behind the heart the mouth. This prevents the tip solving reposition it in the heart the mouth. The clutches Now move apart, the dome closures rotate by the force of the tension springs back, and the dome- ready position is restored.

Two-position lock

In contrast to the setting Shutter differs in the two- position lock the dome ready and the coupled position.

In the dome- ready position, the clutch locks are rotated so that the coupling eye is at the edge of the cone. The core components are held by the latch rods project laterally from the coupler head housing and engaged in the punch guide, in its position. Before the end faces ( these are the areas in which the couplings are to each other ) meet, press the cone, the stamp in the opposite funnel back. The punch press is thus against the locking of the latch rods which dissolves and the shutter releases. The caps are rotated by the force of the tension springs. The tip Solve reach into the heart pieces. In its final position are the closures in a balance of power. The coupled position is reached.

To disengage the heart pieces are turned so far against the force of the tension springs until the tip loosening slide off the hook mouths. In this position, the latch rods fix the locks as they engage in the punch guide.

In this way, the clutch is after disconnecting the vehicles back into position ready for dome

Air line coupling

The vehicles are connected to one another via the pneumatic air line coupling. Via the air lines of compressed air is transmitted to the brakes, and for other purposes. The lines are always on the end face and mostly between the cone and the funnel. The mouthpieces of the lines always look out a small piece and pushed the domes on the mouthpieces of the other clutch.

There are three types of air line couplings, which may be present on a coupling: the main air pipe (HLL ), the main air reservoir line ( HBL) and the Entkuppelleitung (EL).

Main air line

The main air line (HLL ), the compressed air to the brake control. This line is always present pressure; when a pressure drop occurs, it comes to braking.

The air line coupling for the main air line is mounted in the upper part of the end face. The mouthpiece ( pictured left ), which connects the two air lines, rises out a few millimeters from the end face. The two mouthpieces are pressed firmly against each other during coupling by springs, so that no air can escape.

For example in a two- position lock: the air line coupling for the main air line has a valve which is controlled by the main pin of the coupling lock. When coupling the bolt from turning, whereby the valve is released and is urged by springs down, so that the compressed air can flow.

If the couplings are disconnected, and the bolt rotates back again, so also the valve closes again, so that no more air to flow therethrough. This is to prevent air from flowing out when no other clutch is connected; the train could result applied brakes otherwise no longer drive.

Main air reservoir pipe

The main air reservoir pipe (HBL ) leads compressed air for all connected devices, such as door closing devices or louvers. Also the air for decoupling is provided here.

The coupling for the main air reservoir pipe (HBL ) is arranged behind the face of the coupling for the main air line (HLL ).

The mouth piece of the line viewed as well as the mouthpiece out of the main air line, a few millimeters from the surface. The air couplings for the main reservoir pipe has a spring loaded valve stem. In the uncoupled state, a valve is pressed by springs against a stop and makes sure that no air is passed through it. When coupling the two valve stem of the air couplings are pressed together and thus pushed against the force of the springs backwards, allowing the line to share with the compressed air.

Entkuppelleitung

The Entkuppelleitung (EL ), the compressed air that is required for automatic disconnection of Scharfenberg couplers.

The air line coupling for Entkuppelleitung is housed with the coupling of the main air reservoir pipe in a housing and receives from this the air to perform the disconnection process.

The air line coupling for the Entkuppelleitung leads air only when the Schaku is uncoupled, so she has no complete coupling as the main air and main air reservoir pipe, but is simply sealed by another push yourself during the coupling process two rubber tubes.

Electrical contact coupling

The electric clutch disengages the electric lines, such as control cables or electrical wires for lighting and other consumers. The arrangement, size, and control the electrical coupling on the vehicle and the number of electric wires which are to be coupled, depending.

In the uncoupled state, the contacts are protected by a protective flap from dirt and moisture. When two vehicles are traveling together, the electrical couplings are automatically moved into the dome position, open the dampers automatically. The electrical couplings are pressed against each other and the contacts connected to one another.

Electrostatic coupling can be distinguished according to their location, the type of contacts and the actuator. On most vehicles today, the electric couplings are mounted on the side, for example the ICE. There are also cables in which the electric coupling is arranged on the Schaku; an arrangement below the Schaku is hardly ever used. There are also different types of contacts for the electrical conductors. Depending on whether the lines are used for power transmission or for the control, the line currents can be transmitted up to 800 Å.

The first recorded use of Scharfenberg electrical coupling was performed in 1932 in Zwickau tram.

Linkage

Articulation with the rear part of the coupling is referred to ( in the schema file red). It may be constructed differently depending on the task and consists of a shock absorber, a train and shock device and possibly a centering device.

Shock protection

The shock absorber is located in the coupling rod. It protects the vehicle and the passengers from damage at high impact velocities. Depending on the vehicle, weight and setting itself can impact velocities up to 20 km / h without damage through the vehicle.

There are two ways to include the power: destructive and regenerative.

Deformation tube

The deformation tube operates destructive, which means that you can re-use it according to the power not record. It consists of two tubes, which is somewhat thinner than the other. It does not fit by itself into the larger tube. Now, when a large force is applied to the thin tube slides into the larger pipe, which must extend this and deform. This much energy is absorbed. You have to replace after the deformation tube.

Hydrostatic buffer

The hydrostatic buffer operates renewable, which means that it is not damaged during deformation and thus can be used exposure to stress. It has in the interior of a cylinder which is filled with an elastic material; usually, silicone oil is used. Now, when a force acts from the colliding vehicle to the piston, it compresses the elastic fluid which is then highly compressed and so stores the power; part of the energy is converted into heat. Then there is a very high pressure inside the cylinder. The elastic fluid then expands again, and pushes the piston out again, with a portion of the energy is in turn converted to heat. The hydrostatic buffer increases by this process does not damage and does not need to be replaced.

Hydraulic buffer gas

The gas-hydraulic buffer operates the same as the hydrostatic regenerative buffer. The buffer consists of a nitrogen-filled plunger and an oil-filled cylinder. When occurring forces the plunger pushes into the cylinder, so that the oil is forced through a small opening and presses into the plunger. Between nitrogen and the oil that flows into the plunger, there is a separating piston, so that the nitrogen can not mix with the oil. The nitrogen is greatly compressed and builds high pressure on. When no more force is applied to the buffer is no more oil is pressed through the opening. However, since the nitrogen is now available at a high pressure, it presses the oil back through the opening in the cylinder. The buffer is now back in its initial position and the process can be repeated. The gas-hydraulic buffer is usually combined with a spring ring for damping the tensile forces.

TwinStroke

The TwinStroke attenuates train and compression forces without a further functional element. A piston system transmits the train and compression forces on gas hydraulic basis in various oil and gas chambers. Thus, almost any load shall be initiated and wear. Of advantage is the small size and low weight, as you will only need one member for receiving compressive and tensile forces. He is also cheaper than a similar system with two elements and can be removed quickly when needed. The TwinStroke can also absorb very well changing loads.

Train and surge device

The train gear and buffers used to hold compressive and tensile forces during the trip and during the coupling process. These include the elastomeric spring joint, the steel friction springs and rubber springs.

Elastomer spring joint

The elastomeric spring joint ( EFG ) consists of a bearing block and a spring joint, which is mounted in the bearing block such that it can move horizontally and vertically. This is necessary because the Scharfenberg coupler, unlike the screw coupler forms a firm connection. If you were to store the clutch does not move, if you had a stiff train that could sail no curves or Gefälländerungen. The spring apparatus is composed of the upper and lower shell, the elastomeric spring part and the center piece. Said spring portions are backlash inserted into the upper and lower shell, and fixed to the center piece.

The spring holder is mounted horizontally pivotable in the bearing block. If on the center piece now acts a force ( compressive or tensile force), the shearing forces of the elastomeric spring of the same parts of these forces. If too much force strikes the center piece to the edge of the housing so that the spring parts can not be overstretched.

Development of the EFG as Abreißlösung

The EFG is attached by screws to the vehicle undercarriage. You used herein shear bolts, these shear off at too high a burden, and the clutch is pushed out under the car body. In this way more damage to the vehicle can be prevented.

Steel friction spring

The steel friction spring is located in the clutch rod that is used to hold train and compressive forces. In the spring are alternately large and small steel rings. When a compressive force is applied to it, the small rings compress and stretch the big something out so that they can slide into each other. In tensile forces, the individual elements are peeled apart. To accommodate greater pressure forces this spring is usually combined with a buffer.

Hollow rubber spring

The hollow rubber springs are arranged in front of and behind the base plate, which is fixed to the vehicle. Earlier they were hollow, but there are no longer mostly. They sit on the clutch rod on both sides of the base plate. On the other side of the spring plate are mounted, which prevent the spring from sliding off the coupling rod. If now acts a pressure load on the structure, then the springs compress against the base plate and the rear relax. When a tensile load is reversed. The hollow rubber springs can be horizontal, vertical and rotational movements also up to a certain angle.

The elastomer spring connection

The elastomer spring connection (EFA ) is a new variant of the previous hollow rubber spring axle articulation. In contrast to this, the spring elements are here rectangular and so secure the coupling automatically in addition to rotation.

Centering device

The centering device is used to hold the coupling in the uncoupled position of the right and prevent an uncontrolled swinging. It may be mounted above or below the bearing block.

There are three types of center actuators: mechanical, pneumatic and electric. The mechanical is always in operation, regardless of whether the clutch is coupled or not coupled. The pneumatic and the electrical actuator are in the middle of operation when the clutch is not coupled; when coupled, they will be switched off.

The functions of the three types are similar. The mechanical and electrical centering device, the centering of the clutch by means of springs, in the pneumatic pressure of air happens.

Schaku variants

There are, depending on the requirement for coupling different types that are more compact and can transfer more power, depending on the scope in which the coupling is to be used.

Type 10

The type 10 is found worldwide in almost all state railways and is also used in the high speed range. Examples are the German ICE, French TGV, the Spanish AVE S-102/S- 103 and the Chinese GNP. This type is characterized by its high strength and large horizontal and vertical grip area. He was declared an international standard for high-speed trains in 2002 and is now also part of the TSI standards. It can carry up to 1,000 kN compressive force up to 2,000 kN and a tensile force.

Type 35

The Type 35 is ideal for all-electric vehicles, ie vehicles that do not have a compressed air system and control everything only electrically. It is mainly used in regional and metro vehicles. Examples are in Shanghai, Singapore, to find the light rail from Salt Lake City and Calgary. The Type 35 can transmit up to 850 kN compressive force up to 1,300 kN and a tensile force.

Type 330

The Type 330 is very versatile. He is also preferably used in metro and light rail vehicles, and despite its small size offers a high degree of strength. Furthermore, you can rearrange the electrical coupling under the head of this type, to equip also narrow vehicles with it. For the particularly narrow and curve- Trentram Avanto in Paris even a bendable double coupling was developed. Uncoupled, the coupling is located behind the front hatches; when they are driven to couple up, the clutch automatically folds out into the coupling position. The Type 330 is a pressure force up to 1,300 kN and a tensile force transmitted up to 850 kN and also has gripper without a large gripping area.

Type 430

The Type 430 is an ultra-light design for low-floor trams and people movers. Also, they can be like the Typ330 buckle, to hide behind the front hatches. It is used for example in the trams in Berlin and at the Rapid KL in Kuala Lumpur and can transmit a push and pull force of up to 300 kN.

Quick couplings

Scharfenberg close couplings establish a permanent rigid connection of intermediate cars in Triebzugverband. The two short coupling halves are connected by means of shell sleeves that can be easily solved when needed each other. Since this does not have to be operatively coupled or uncoupled, no automatic is needed. Nevertheless, a high level of security is present, since these short couplers can be fitted with shock-absorbing elements, as well as electrical and pneumatic couplings. In addition, you can equip it with a supporting device for the vehicle crossing.

Special couplings

Type 55

The type 55 is a special clutch for the Unimog. This type is particularly adapted to a harsh working conditions.

Type 140

The Model 140 is designed for freight cars and industrial railways. It is suitable for extremely high loads in harsh environments, such as coal and ore wagons, mold and Stahlgießwagen and vehicles for the transport of hot metal. This type can transmit up to 1,500 kN compressive force up to 2,500 kN and a tensile force.

Dissemination

Trams

With trams, the Scharfenberg couplers spread by a slow start. Only with the large volume and articulated vehicles of the 1950s expanded its area of ​​operations in Germany from strong. In the GDR, was developed by a slight modification of the Scharfenberg coupler, a coupling unit for trams that, because of a slight thickening of the cone clutch so not is almost identical to the model but coupled.

Standard gauge railways

Scharfenberg couplers are used in German railways for a long time in the S -Bahn and railcars in local and long-distance transport. This includes all ICE trains ( the ICE 1 only as Notkupplung for towing ). Due to the differences in the various vehicle models of the Scharfenberg coupler, although more frequently mechanically and pneumatically, but usually not electrically coupled to each other. A peculiar feature is the five-part Henschel -Wegmann train of the Deutsche Reichsbahn, the - was equipped with Schakus - as well as the associated steam locomotives of the DR- 61 series. Similarly, the HL -speed traffic in Lübeck- Büchener railway with the current line steam locomotives (series 60) and the double-decker cars.

Narrow Gauge Railways

The Scharfenberg coupler was introduced in the 1930s with the 750 mm narrow gauge railways in Saxony as a semi- automatic clutch system. They replaced gradually the funnel clutches previously used. In order to continue to be able to hook coaches with Scharfenberg couplers and funnel coupling with one another, there are adapters heads. The still in operation narrow gauge railways in Saxony use up to a few museum- preserved vehicles Scharfenberg coupler, but only as a mechanical connection. Air brake, power connection and possibly heating must be coupled by hand. The electrical meter gauge railway in the Rhine -Neckar region (Upper Rhenish Railway Company Ltd / Rhein- Haardt Bahn GmbH ) was also introduced Schaku; the vehicles have tram-like character.

Examples of railway vehicles with Scharfenberg couplers in Germany

S -Bahn

  • Series 420, 422, 423, 430 in Munich, Stuttgart, Rhein- Ruhr and Frankfurt am Main
  • Series 424 in Hanover
  • 450 series in Karlsruhe
  • Series 470, 471, 472 and 474 in Hamburg
  • ET 165 series ( 275, 475 ), ET 166 (276, 477), ET 167 ( 277, 477), ET 168, ET 169, ET 170, 276 (476 ), 480, 481, 485, 488 in Berlin
  • ( Multi-system ) trainsets of the Karlsruhe Regional Transport Network
  • Multi-system EMUs Saarbahn

Regional Transport

  • Series 425, 426 for electrically operated tram -like regional services
  • Stadler Flirt (series 427 and 428) for fast regional traffic
  • 440 series ( Coradia Continental) for regional transport
  • Series 442 ( Talent 2 ) for regional transport
  • Series 445 ( Stadler Kiss) for regional transport
  • Series 610, 611, 612 ( Pendolino tilting body or Regioswinger, diesel -powered)
  • Series 613 ( ITINO )
  • Series 640, 648 ( LINT regional train, diesel -powered)
  • Class 642 ( regional train Desiro diesel- powered)
  • Series 643, 644 ( regional train talent, diesel -powered)
  • Series 646 ( regional train GTW 2/6, diesel- powered)
  • 650 Series ( regional train Stadler Regio-Shuttle, diesel -powered)
  • Series 654 ( regional train RegioSprinter Vogtlandbahn, diesel -powered)
  • Series 771 772 ( German Reichsbahn )
  • Integral S5D95

Long-distance traffic

  • Henschel -Wegmann train of the Deutsche Reichsbahn locomotives with the Series 61
  • Series 401 ( ICE 1 - Notkupplung for towing )
  • Series 402 ( ICE 2 ), 410 (ICE S)
  • Series 403 ( ICE 3 ), 406 (ICE 3M)
  • Series 411, 415 (ICE T)
  • Series 605 (ICE TD)
  • Series 601 ( German Federal Railroad )
  • Series 675 ( German Reichsbahn )

Narrow Gauge Railways

  • Series 99.51-60
  • Series 99.67-71
  • Series 99.73-76
  • Series 99.77-79

Scharfenberg couplers in Switzerland

  • Bombardier trainset NINA (BLS, TRN, TMR)
  • Bombardier trainset Lötschberger (BLS )
  • Martigny- Châtelard Railway Transports de Martigny et régions ( meter gauge )
Alstom Coradia LINT Henschel-Wegmann Train Stuttgart S-Bahn Hanover S-Bahn Tilting train Siemens Venturio Deutsche Bundesbahn BLS RABe 525 Metre gauge
712296
de