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1930s Round 'Knuckle-less' Coupler !
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 Posted: Fri Jul 3rd, 2015 01:13 am
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pipopak
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Another oddity found today:


From Popular Science October 1930. Those old mags are an endless source of fun... Jose.



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 Posted: Fri Jul 3rd, 2015 03:15 am
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oztrainz
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Hi Jose and all,
The real world is only just starting to catch up with this concept that keeps ground personnel out from between railway vehicles
https://www.fra.dot.gov/Page/P0328 and the Scharfenburg coupler
http://www.voith.com/en/products-services/power-transmission/scharfenberg-couplers/the-scharfenberg-operating-principle-13784.html couple mechanically/pneumatically and electrically when "bumped up"



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 Posted: Fri Jul 3rd, 2015 03:46 am
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pipopak
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After watching the video I think the Scharfenburg coupler will not catch on. Imagine a burly brakeman pulling the little red release in a freezing night with all his might (and a club). There is also the Tomlinson and lookalikes that have been around for ages. But the guy deserves credit for the tank cars. Jose.



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 Posted: Fri Jul 3rd, 2015 01:50 pm
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Herb Kephart
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I think that Jose is correct. All these ''improvements'' lack the simplicity and rugged construction of the present knuckle.

Herb



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 Posted: Fri Jul 3rd, 2015 10:00 pm
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oztrainz
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Hi Herb, Jose and all,
The Scharfenbergs have been working well for now over almost 20 years in Australia and probably far longer in Europe. They are mainly used on multiple unit sets like the Tangara. See https://en.wikipedia.org/wiki/Sydney_Trains_T_set

For more on the Scharfenberg coupler have a look at
https://en.wikipedia.org/wiki/Scharfenberg_coupler No they are not suitable for 10,000T freight drags but they do keep the TGV together at 350kph or +200mph and have been doing so for many years.

The ECP brake function mentioned in my earlier post has TWO BIG advantages on long fright trains. The brakes on every wagon go on at once rather than taking up to 3 minutes before the brake on the last car START to come on and they can be gradually bled off and held while the main reservoir recharges from the train pipe. To recharge the main reservoir on "conventional" Westinghouse air-braked equipment, requires that The brakes have to be released on each wagon before that wagon starts to recharge its main reservoir, again this can take several (up to 5) minutes before the air brakes on the last car have been recharged and the train has full braking capacity available. The tri-coupler is a knuckle coupler suitable for freight drags that automatically connects the coupler, the train air and the ECP wiring loom without having to put someone between the cars. For bonus points, the ECP loom also can report brake effectiveness back to the loco cab and warn the driver of problems such as brakes needing adjustment. ECP-fitted trains can pull up in about 30% of the distance taken by a the same load on a conventionally air-braked train under emergency braking. The downside is that ECP-braked cars need dedicated locos set up to haul them.

No, it's not simple, but when you have train lengths up in the of 100's of cars and several lots of mid-train helpers, the ability to stop several million $'s worth of locos, wagons and cargo or prevent them from running away on a grade, the cost of this equipment almost pays for itself every trip when compared to the cost of "getting it wrong" just once. That's why our heavy-haul iron ore and coal trains are using it in Australia.

Here's 30,000T on the move at about 50 mph
https://www.youtube.com/watch?v=Rc3V3T-eDj0



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 Posted: Tue Jul 7th, 2015 01:52 am
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Tramcar Trev
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pipopak wrote:
After watching the video I think the Scharfenburg coupler will not catch on. Imagine a burly brakeman pulling the little red release in a freezing night with all his might (and a club). There is also the Tomlinson and lookalikes that have been around for ages. But the guy deserves credit for the tank cars. Jose.

Tomlinson couplers worked well on Sydney Trams, remember them well...Though they only were used on P class cars....



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 Posted: Tue Jul 7th, 2015 03:02 am
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pipopak
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Tomlinsons work fine on light equipment. Regular freight trains are a whole different game. Jose.



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 Posted: Wed Jul 8th, 2015 06:07 am
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Ray Dunakin
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I don't see how that round coupler is supposed to handle curves.



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 Posted: Wed Jul 8th, 2015 11:02 am
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pipopak
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Neither do I... Jose,



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 Posted: Wed Jul 8th, 2015 10:05 pm
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oztrainz
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probably in the way it is attached to the each wagon in the associated draftgear. Unless you are on VERY tight curves there is very little movement needed inn the coupler



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