RV101 PG

RAIL VEHICLE 101: INTRODUCTION AND OVERVIEW TO COUPLERS
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Table of Contents
Module 1 Introduction and Overview to Couplers .....................................................................6
1-1 Overview to Couplers ............................................................................................................7
1-2 Types of Couplers..................................................................................................................8
1-3 Coupler Components Overview ..........................................................................................11
1-4 Summary..............................................................................................................................12
Module 2 The Scharfenburg Coupler ........................................................................................13

2-1 Overview to the Scharfenburg Coupler ...............................................................................14
2-2 Mechanical Parts to the Scharfenburg Coupler ...................................................................15
2-3 Electrical Parts to the Scharfenburg Coupler ......................................................................22
2-4 Pneumatic Parts to the Scharfenburg Coupler .....................................................................28
2-5 Summary ..............................................................................................................................29
Module 3 The Tomlinson Coupler .............................................................................................31

3-1 Overview to the Tomlinson Coupler ...................................................................................32
3-2 Mechanical Parts to the Tomlinson Coupler .......................................................................33
3-3 Electrical Parts to the Tomlinson Coupler...........................................................................39
3-4 Pneumatic Parts to the Tomlinson Coupler .........................................................................45
3-5 Summary..............................................................................................................................46
Module 4 The Buckeye Coupler .................................................................................................47

4-1 Overview to the Buckeye Coupler ......................................................................................48
4-2 Mechanical Parts to the Buckeye Coupler...........................................................................48
4-3 Electrical Parts to the Buckeye Coupler .............................. Error! Bookmark not defined.
4-4 Pneumatic Parts to the Buckeye Coupler ............................ Error! Bookmark not defined.
4-5 Summary..............................................................................................................................57
Module 5 Operating a Coupler ...................................................................................................58

5-1 Overview .............................................................................................................................59
5-2 Coupling a Vehicle ..............................................................................................................59
5-3 Uncoupling a Vehicle ..........................................................................................................60
5-4 Summary ..............................................................................................................................63
Module 6 Inspection and Maintenance Tools ............................................................................64
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6-1 Overview .............................................................................................................................65

6-2 Common Tools Used for Inspection and Maintenance of Couplers ...................................65
6-3 Summary ..............................................................................................................................67
List of Figures
Figure 1.1, Coupler Location, Courtesy of Patco ........................................................................... 8
Figure 1.2 Scharfenburg Coupler.................................................................................................... 9
Figure 1.3 Tomlinson Coupler ........................................................................................................ 9
Figure 1.4 Buckeye Coupler ......................................................................................................... 10
Figure 2.1, Scharfenburg Coupler, Courtesy of CATS ................................................................. 14
Figure 2.2 Mechanical Coupler Head, Courtesy of RTD ............................................................. 15
Figure 2.3 Latching Device, Courtesy of SacRT .......................................................................... 15
Figure 2.4 Uncoupling Handle, Courtesy of RTD ........................................................................ 16
Figure 2.5 Suspension Attachment, Courtesy of CATS ............................................................... 17
Figure 2.6 Centering Device, Courtesy of RTD ........................................................................... 17
Figure 2.7 Draft Gear, Courtesy of SACRT ................................................................................. 18
Figure 2.8 Shear Pins, Courtesy of SacRT ................................................................................... 18
Figure 2.9 Buff and Draft Force, Courtesy of BART ................................................................... 19
Figure 2.10 Deformation Unit, Courtesy of BART ...................................................................... 19
Figure 2.11 Mounting Bolts, Courtesy of Edmonton ................................................................... 20
Figure 2.12 Horn, Courtesy of RTD ............................................................................................. 20
Figure 2.13 Gathering Range, Courtesy of RTD .......................................................................... 21
Figure 2.14 Scharfenburg Coupler, Courtesy of BART ............................................................... 22
Figure 2.15 Electrical Coupler Head, Courtesy of SDMTS ......................................................... 23
Figure 2.17 Electrical Pins, Courtesy of RTD .............................................................................. 23
Figure 2.18 Electrical Coupler Door, Courtesy of RTD ............................................................... 24
Figure 2.19 Trainline Cables, Courtesy of RTD ........................................................................... 25
Figure 2.20, Linear Actuator, Courtesy of Metro Transit ............................................................. 26
Figure 2.21, Electrical Heater, Courtesy of Metro Transit ........................................................... 27
Figure 2.22 Tappet Valve, Courtesy of CATS ............................................................................. 28
Figure 2.23 Air Lines, Courtesy of GCRTA................................................................................. 29
Figure 2.24, Ethernet Coupler, Courtesy of Edmonton ................................................................ 29
Figure 3.1 Tomlinson Coupler, Courtesy of WMATA................................................................. 32
Figure 3.2 Mechanical Coupler Head, Courtesy of GCRTA ........................................................ 33
Figure 3.3 Latching Device, Courtesy of GCRTA ....................................................................... 33
Figure 3.4 Uncoupling Cylinder, Courtesy of GCRTA ................................................................ 34
Figure 3.5 Centering Springs, Courtesy of GCRTA ..................................................................... 35
Figure 3.6 Cushioning Device, Courtesy of GCRTA ................................................................... 36
Figure 3.7 Leaf Spring, Courtesy of ............................................................................................. 36
Figure 3.8 Buff and Draft Load, Courtesy of................................................................................ 37
Figure 3.9 Anchorage Device Courtesy of GCRTA ..................................................................... 37
Figure 3.10 Horn Courtesy of ....................................................................................................... 38
Figure 3.11 Gathering Range, Courtesy of RTD .......................................................................... 38
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Figure 3.12 Electrical Coupler Head, Courtesy of GCRTA ......................................................... 39

Figure 3.13 Electrical Pins, Courtesy of GCRTA......................................................................... 40
Figure 3.14 Electrical Coupler Door, Courtesy of GCRTA ......................................................... 40
Figure 3.15 Rotary Switches, Courtesy of GCRTA ..................................................................... 41
Figure 3.16 Electrical Cables, Courtesy of GCRTA..................................................................... 42
Figure 3.17 Coupler Heater, Courtesy of Metro Transit ............................................................... 43
Figure 3.18 Uncouple Switch, Courtesy of GCRTA .................................................................... 43
Figure 3.19 Solenoid Valve, Courtesy of GCRTA ....................................................................... 44
Figure 3.20 Tappet Valve, Courtesy of GCRTA .......................................................................... 45
Figure 4.1 Buckeye Coupler, Courtesy of CTA ........................................................................... 48
Figure 4.2 Mechanical Coupler with Drawbar Assembly, Courtesy of CTA ............................... 50
Figure 4.3 Electrical Coupler Head, Courtesy of GCRTA ........................................................... 51
Figure 4.4 Electrical Pins, Courtesy of GCRTA........................................................................... 51
Figure 4.5 Electrical Coupler Door, Courtesy of GCRTA ........................................................... 52
Figure 4.6 Rotary Switches, Courtesy of GCRTA ....................................................................... 52
Figure 4.7 Electrical Cables, Courtesy of GCRTA....................................................................... 53
Figure 4.8 Coupler Heater, Courtesy of Metro Transit ................................................................. 54
Figure 4.9 Uncouple Switch, Courtesy of GCRTA ...................................................................... 54
Figure 4.10 Solenoid Valve, Courtesy of GCRTA ....................................................................... 55
Figure 4.11 Tappet Valve, Courtesy of GCRTA .......................................................................... 56
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MODULE 1
Introduction and Overview to Couplers
Outline
1-1 Overview to Couplers
1-2 Types of Couplers
1-3 Coupler Components Overview
1-4 Summary
Purpose and Objectives

The purpose of this module is to provide participants with an overview to the principle of
operation of couplers and different types of couplers used on rail vehicles.
Following the completion of this module, the participant should be able to complete the
objectives with an accuracy of 75% or greater:
• Explain the principle of operation of couplers
• Identify different types of couplers
• Explain the general definition of coupler components
Key Terms
• Coupler • Manual • Scharfenburg
• Automatic • Buckeye • Tomlinson
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1-1 OVERVIEW TO COUPLERS

Couplers provide a mechanical, electrical and/or pneumatic connection between rail vehicles,
which allows for trainline communication. Couplers may be Automatic or Manual.The
automatic coupler enables automatic coupling of railway vehicles. Coupling of two units is
achieved without manual assistance by driving one unit up to a second unit. Automatic coupling
is even possible, if the two units horizontally and vertically are not in alignment. The coupler
permits coupled trains to negotiate vertical and horizontal curves and allows rotational
movements. Each coupler assembly is provided with electric heads to achieve electric coupling.
Uncoupling is done automatically by remote control from the driver’s cab or manually from
trackside. After uncoupling and separation of the cars, the coupler is again ready to couple.
Coupler Functions:
o Provides a mechanical connection between two rail cars
o Provides electrical connection between two rail cars
o Allows for travel on vertical and horizontal curves
o Allows rotational movement
Automatic couplers couple and uncouple vehicle with the assistance of electro-pneumatic
energy. The process to automatically couple vehicles is started from within the operator’s cab.
Automatic couplers have a manual option, as a back-up.
Manual couplers do not use the electro-pneumatic function. Manual couplers are able to couple
without assistance but do require the uncoupling process to be done manually, at train-side. The
steps and procedures for automatically and manually coupling and uncoupling vehicles will be
discussed in a later module.
Vehicles may use the process of automatic or manual coupling and uncoupling. Regardless, the
coupling function allows for trainline communication between vehicles, which includes:
• Door controls
• Network
• Propulsion and Brakes
Figure 1.1, provided by PATCO, shows a front and side view of the coupler’s location on the
rail vehicle.
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Figure 1.1, Coupler Location, Courtesy of Patco
1-2 TYPES OF COUPLERS

This course will cover three main types of couplers; Scharfenburg, Tomlinson and Buckeye.
Although the theory of all couplers is the same, different types of couplers will have varying
components and functions. Below you will find a high-level overview of each type of coupler.
Subsequent Modules will go into much greater detail and explain each individual component on
the specific type of coupler.
The Scharfenburg Coupler

The Scharfenburg automatic coupler is a design widely used on European multiple unit rolling
stock of all types, ranging from high speed trains to light rail vehicles. The coupler has a
mechanical portion with pneumatic and electrical connections. The units are coupled by pushing
one onto the other. The electrical contacts mounted under the mechanical coupler are protected
by a cover when uncoupled. The electrical contacts can be mounted on the sides of the coupler.
One of the earliest tight coupling mechanisms was the Scharfenburg coupler, (developed in
1903) which is still widely used. Its most serious problem is that it’s not very strong, limited to
about 1,000 tons, and thus only suitable for slower-speed passenger trains (not high-speed trains,
and definitely not freight trains).
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Figure 1.2 Scharfenburg Coupler
The Tomlinson Coupler

The Tomlinson coupler was developed by the Ohio Brass Company for mass transit. This
coupler consists of two squared metal hooks that engage with each other in a larger rectangular
frame with the air line connections above and below. The Tomlinson is the most widely used
fully automatic heavy rail coupler in North America.
Figure 1.3 Tomlinson Coupler
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The Buckeye Coupler

In 1873, Eli H. Janney patented a knuckle style coupler that was to become the standard for the
freight car couplers used even today. The coupler had a bifurcated draw head and a revolving
hook, which, when brought in contact with another coupler, would automatically interlock with
its mate.
The Janney coupler had several advantages over link and pin couplers. Not only did it alleviate
the problem of loose parts that plagued the link and pin coupler, it also allowed rail workers to
couple and uncouple cars without having to go between the cars to guide the link and set the pin.
One commentator described the automatic coupling operation as follows:
“While the cars were apart, the brakeman had to make sure the knuckle of the coupler on the
waiting car stood in an open position and that the pin had been lifted into its set position. When
the opposite coupler was closed and locked in position, the brakeman was able to stand safely
out of the way and signal the engineer to move the cars together. When the knuckle of the
coupler of the moving car hit the lever arm of the revolving knuckle on the open coupler, it
revolved around the locked one, while concurrently the locking pin dropped automatically from
its set position into the coupler, locking the knuckle in place. Although the brakeman had to set
up the entire situation by hand, the actual locking operation was automatic and did not require
the brakeman to stand between the cars.”
Figure 1.4 Buckeye Coupler
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1-3 COUPLER COMPONENTS OVERVIEW

This section will provide a high-level overview of the coupler components. Specific
nomenclature and functions will be discussed in later modules. The following table is divided
into pneumatical, electrical and pneumatic components of the automatic coupler.
COMPONENT DEFINITION
MECHANICAL PARTS TO THE COUPLER
Anchorage Device: Attaches the automatic coupler to the car underbody coupler assembly
Centering Device: Positions the coupler in the center location of the uncoupled end of a
car, both vertically and horizontally
Draft Gear: Protects the railcar by absorbing energy associated with pushing,
pulling, starting, stopping and coupling
Guiding Horn: Helps to guide the coupler into place during the coupling process
Latching Device: Helps to “latch” the male and female cones on the mechanical coupler
head
Mechanical Coupler Ensures mechanical connection of two vehicles

Head:
Suspension: Holds coupler parallel to running rails
Uncoupling Device: Allows for the uncoupling of vehicles
ELECTRICAL PARTS TO THE COUPLER
Coupler Control: • Uncoupling switch – Operates coupler release (solenoid

valve/actuator)
• Solenoid valves – supplies air to uncouple cylinder (rotary switch,
actuator)
• Coupler control cutout – isolates electrical signals
Electrical Coupler Houses the electrical pins

Head:
Electrical Head Covers the electrical pins

Door:
Electrical Pins: Electrical contacts which may be fixed or moving
Heater: Keeps pins dry and prevents from freezing
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Linear Actuator: Moves coupler head into place
Proximity Switch: Allows the coupler head to move into position
Rotary Switch: Electrically connects coupler head wiring to carbody
Trainline Cables: Connects coupler heads to carbody
PNEUMATIC PARTS TO THE COUPLER
Air Filter: Prevents moisture, debris and contaminants from accumulating in the
pneumatic coupler airline
Air Lines: Carry pneumatic air to the electric and mechanical coupler
Impulse Valve: Controls multiple valve functions by means of pneumatic air
Tappet Valve: Transmits pneumatic air between rail car vehicles during the coupling
process
1-4 SUMMARY
This Module provided the learner with the theory of operation of rail vehicle couplers. A brief
history and overview of three types of couplers; Scharfenburg, Tomlinson and Buckeye was
provided. General definitions for coupler components was also provided and can serve as a
reference point for future needs.
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MODULE 2
The Scharfenburg Coupler
Outline
2-1 Overview to the Scharfenburg Coupler
2-2 Mechanical Parts to the Scharfenburg Coupler
2-3 Electrical Parts to the Scharfenburg Coupler
2-4 Pneumatic Parts to the Scharfenburg Coupler
2-5 Future of Technology
2-6 Summary

The purpose of this module is to provide participants with and overview to the mechanical,
electrical and pneumatic parts to the Scharfenburg Coupler.
• Identify and explain the function of mechanical components to the Scharfenburg Coupler
• Identify and explain the function of electrical components to the Scharfenburg Coupler
• Identify and explain the function of pneumatic components to the Scharfenburg Coupler
Key Terms
• Coupler Head • Uncoupling Device • Linear Actuator
• Latching Device • Suspension Attachment • Valves
• Centering Device • Switches • Electrical Pins
• Draft Gear • Cables
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2-1 OVERVIEW TO THE SCHARFENBURG COUPLER

Module 2 will discuss components specific to the Scharfenburg Coupler. In an effort to show
how all mechanical components are related in context, this module will use line diagrams from
the Scharfenburg Coupler used at CATS, in addition to photos provided by Rail Car Consortium
Member Agencies.
Figure 2.1, Scharfenburg Coupler, Courtesy of CATS
This Module will be divided into three section; mechanical, electrical and pneumatic parts to the
Scharfenburg coupler. The chart below identifies the components which will be discussed in
each section.
COMPONENTS
MECHANICAL ELECTRICAL PNEUMATIC
Mechanical Coupler Head Electrical Coupler Head Tappet Valve
Latching Device Electrical Pins Impulse Valve
Uncoupling Device Electrical Coupler Door Air Lines
Suspension Attachment Coupler Switches Air Filter
Centering Device Trainline Cables
Draft Gear Electrical Linear Actuator
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Anchorage Device Electrical Coupler Heater
Alignment Components Coupler Control Unit
2-2 MECHANICAL PARTS TO THE SCHARFENBURG COUPLER

Mechanical Coupler Head
The mechanical coupler head ensures the mechanical connection of two vehicles. The
mechanical heads have a male and female cone, which allow for automatic alignment and
coupling. The block, which is outlined in red in Figure 2.2, houses the hook and link.
Male Cone
Female Cone
Figure 2.2 Mechanical Coupler Head, Courtesy of RTD
Latching Device
The Coupling Link and Hook Plate make up the latching device on the mechanical coupler.
They are encased in the coupler head, when coupled, for protection from the environment. The
traction loads are transmitted through the coupling link and hook plate to the buffer assembly.
Link Hook Plate
Figure 2.3 Latching Device, Courtesy of SacRT
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Uncoupling Device
The uncoupling device enables the release of the coupler locks. It may be a handle, lever or
cable with lever. The uncoupling process is initiated from the operator’s cab, by pressing the
uncouple button. When the uncoupling process is initiated, the uncouple motor is powered on
and turns the hooked plate and releases the links on the latching device. Manual uncoupling can
also be accomplished in the event of an emergency of a failure with the uncoupling device, by
means of an uncoupling handle.
Manual
uncoupling
handle
Figure 2.4 Uncoupling Handle, Courtesy of RTD
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Suspension Attachment
The suspension attachment is intended to transfer the
movement of the linear actuator to the electrical
coupler(s) and hold the coupler parallel to the running
rails. It consists of a bridge, operating arms, latch and
connecting shaft. The suspension attachment is
located on both sides of the mechanical coupler.
Figure 2.5 Suspension Attachment, Courtesy of CATS

Centering Device
The coupler Centering Device is intended to position the coupler in the center location of the
uncoupled end of a car, both vertically and horizontally. This allows the coupler to remain in the
correct position for when automatic coupling happens. The centering device’s purpose is also to
prevent the coupler from swinging during transit, when uncoupled. It also allows navigation of
curves, when coupled. The centering device may consist of springs (coil), links and hydraulic
shocks.
Figure 2.6 Centering Device, Courtesy of RTD
Cushioning Device
The cushioning device can also be referred to as the draft gear. The Cushioning Device’s
function is to protect the railcar by absorbing energy associated with pushing, pulling, starting,
stopping and coupling. The cushioning device connects the coupler face to the carbody. The
main components of the cushioning device include:
• Buffer
• Bearing Bracket
• Shear pin
• Rubber bushing
• Shocks (gas, hydraulic)
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The Buffer is connected to the bearing bracket. The Buffer’s function is to absorb as much of
the buff and draft loads as possible. The buffer cushions compressions of the rail vehicle. The
bearing bracket allows the coupler to move horizontally and vertically.
Draft Gear/Cushioning
Device
Bearing Bracket
Figure 2.7 Draft Gear, Courtesy of SACRT
There are Shear Pins located on the rear end of the buffer. If the maximum shear force is
exceeded, the shear pins will shear, allowing the buffer to be additionally compressed.
Figure 2.8 Shear Pins, Courtesy of SacRT
Buff Load vs. Draft Load

Buff and Draft loads are forces that are applied to the coupler in all modes of transit;
acceleration, deceleration, turning and reverse direction. Buff Load is the pushing force applied
to the coupler. An example is the trailing car is going to want to push the leading car. Draft
Load is the pulling force applied to the coupler. Buff and Draft loads are absorbed by the
cushioning device. Figure 2.9 shows example of buff and draft force.
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Figure 2.9 Buff and Draft Force, Courtesy of BART
In the event of excessive buff force, such as a collision, the load is absorbed by the deformation
unit. The deformation unit provides protection for the vehicle structure. The deformation unit is
located between the mechanical coupler and the draft gear. If a collision does happen, the
deformation tube expands, which allows the coupler to compress and absorb the excessive force.
The deformation unit is not repairable and must be replaced when activated.
Deformation
Unit
Figure 2.10 Deformation Unit, Courtesy of BART
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Anchorage Device
At the rear of the mechanical coupler, the anchorage device, which consists of the mounting
plate with shear bolts, attaches the automatic coupler to the car underbody coupler assembly. It
allows for vertical, lateral and roll movement. Figure 2.11 shows an example of mounting bolts
that can be found on an anchorage device. The anchorage device will also consist of a tail eye
socket. The draft gear sits in the tail eye socket and pivots side to side. The tail eye socket is
mounted to the anchorage device.
Tail Eye Anchorage

Socket Device
Mounting
Bolts
Figure 2.11 Mounting Bolts, Courtesy of Edmonton
Alignment Components
Alignment components on the Coupler include a horn, also referred to as a guiding horn. The
horn is mounted on the coupler head face. The horn helps to increase the gathering range. The
gathering range is a specific horizontal or vertical limit in which coupling cars is possible. The
horn helps to guide the coupler within the designated gathering range. If coupling on curves, the
gathering range is reduced. The coupler also has guide pins and guide bushings on its front
face to help automatically align when two cars are coupling together.
Horn
Figure 2.12 Horn, Courtesy of RTD
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The male and female cones ensure the gathering of the couplers as the cars are coupled. The
horn helps to increase the gathering range. The diagram below provides an example of the
gathering range on straight track. The gathering range is reduced on curves.
Figure 2.13 Gathering Range, Courtesy of RTD
Learning Application 2.1 – Gathering Range

With the help of your instructor, identify the gathering range for the coupler on
straight track. Afterwards, identify the gathering range on curved track.
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2-3 ELECTRICAL PARTS TO THE SCHARFENBURG COUPLER

When coupled, the electrical coupler provides electrical trainline communication and signals
between vehicle. This section will discuss components specific electrical coupler. In an effort to
show how all components are related in context, this module will use line diagrams from the
Scharfenburg Coupler used at BART, in addition to photos provided by Rail Car Consortium
Member Agencies.
Figure 2.14 Scharfenburg Coupler, Courtesy of BART
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Electrical Coupler Head

The coupler may have one or two electrical coupler heads. The electrical coupler head houses
the electrical pins. Electrical coupler heads can be actuated into place by air or electric motor.
They can also be non-moveable with spring loaded pins. The Scharfenburg electrical coupler
head is mounted to the suspension attachment on the mechanical coupler.
Figure 2.15 shows one electrical coupler located

on top of the mechanical coupler
Electrical
Coupler
Figure 2.15 Electrical Coupler Head, Courtesy of

SDMTS
Electrical Pins
Th electrical coupler has electrical pins which provide electrical contacts, and are located in an
insulating block. The electrical pins can be fixed contacts or moving (spring-loaded) contacts.
The flat pins are fixed. As an example, rail vehicle communication pins are fixed. The pins
mate with each other during the coupling process. A seal and an electrical coupler door protect
the electrical pins from the elements of the environment.
Electrical
Pins
Figure 2.17 Electrical Pins, Courtesy of RTD
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Electrical Coupler Door

The electrical coupler door covers the electrical pins when the car is uncoupled. The electrical
coupler door opens and closes automatically during the coupling and uncoupling process.
Electrical
Coupler Door
Figure 2.18 Electrical Coupler Door, Courtesy of RTD
Coupler Switches
Proximity and Rotary switches are part of the electrical coupler assembly.
Proximity Switches allow the coupler head(s) to move into position. The proximity switch tells
the coupler control system when one car is mechanically coupled to another car, and next, the
electrical coupling must happen. When the mechanical coupling process is initiated, the
proximity switch will throw the link and hook plate into position, so they are able to latch. When
the uncoupling process is initiated, the proximity switch sends a signal to the coupler control
system and energizes the pneumatic valve to deactivate and uncouple the electrical coupler.
After the electrical portion is uncoupled, the mechanical uncoupling process can begin. The
proximity switch is located on the face of the coupler.
Rotary Drum Switches electrically connect coupler head wiring to the carbody trainline. When
the solenoid valve is activated, the rotary switch will throw to either couple or uncouple the
vehicle. The switch can either electrically or pneumatically connect or disconnect to
couple/uncouple. The rotary switch is located under the car.
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Trainline Cables
Trainline Cables connect coupler heads to the carbody. Trainline cables provide connectivity of
the electrical signals used to control and operate the train.
Trainline
Cables
Figure 2.19 Trainline Cables, Courtesy of RTD
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Electrical Linear Actuator

The electrical linear actuator is mounted to the actuator attachment, which is located one on each
side of the mechanical coupler. It advances and retracts the guide pins during the coupling and
uncoupling process to move the head into place. The linear actuator can be electrically actuated
or pneumatically actuated. It can be disconnected from the attachment for manual operation of
the electrical coupler.
Linear
Actuator
Figure 2.20, Linear Actuator, Courtesy of Metro Transit
Learning Application 2.2 – Electrical Linear Actuator

Explain how the electrical linear actuator works on the trains at your agency. Is
the linear actuator electrically or pneumatically actuated?
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Electrical Coupler Heater

An electrical coupler heater is only used at agencies that experience colder weather. The
electrical heater is intended to keep the electrical pins dry and from freezing.
Electrical
Coupler Heater
Figure 2.21, Electrical Heater, Courtesy of Metro Transit
Coupler Control Unit

The Coupler Control Unit includes the Uncoupling Switch, Solenoid Valves and Coupler Control
Cutout. For purpose of this training, the coupler control unit will be discussed under the
electrical section, but it is important to note, it can be either electrical or pneumatic. Refer to
your agency to determine if these components are electrical or pneumatic.
The uncoupling switch operates the coupler release and initiates uncoupling. The operator
initiates both electrical and mechanical uncoupling of the coupler.
The solenoid valve controls airflow to the rotary drum switch. The solenoid valve is mounted to
both the A and B car. During the coupling process, and after the electrical couplers have
coupled, the solenoid valve receives a signal that indicates air pressure should be applied to the
rotary drum switch. It closes and connects specific trainline signals to the electrical coupler.
The same process will happen for the uncoupling process. Before the electrical couplers are
uncoupled, the solenoid valve receives a signal which indicates air pressure to the rotary drum
switch is open and disconnects specific trainline signals from reaching the electrical couplers.
The coupler control cutout isolates electrical signals so the vehicle cannot send certain signals
from one car to another. The coupler control cutout is located in the operator’s cab.
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Learning Application 2.3 Coupler Control Unit – Electrical or Pneumatic

Determine if the Coupler Control Unit switches are electrical of pneumatic.
Place an X in the correct box. Space is provided for agency specific notes.
SWITCH ELECTRICAL PNEUMATIC NOTES
Uncoupling Switch
Solenoid Valve
Coupler Control Cutout
2-4 PNEUMATIC PARTS TO THE SCHARFENBURG COUPLER

Tappet Valve
The tappet valve is used to transmit pneumatic air between rail car vehicles during the coupling
process.
Figure 2.22 Tappet Valve, Courtesy of CATS
Impulse Valve
The impulse valve controls multiple valve functions by means of pneumatic air.
Air Lines
Air lines carry pneumatic air to the electric and mechanical coupler.
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Figure 2.23 Air Lines, Courtesy of GCRTA
Air Filter
The air filter prevents moisture, debris and contaminants from accumulating in the pneumatic
coupler airline. Contaminants that could damage the pneumatic devices include, but are not
limited to, lubricant particles ejected by the compressor, dirt particles and small water droplets.
2-5 FUTURE OF TECHNOLOGY

Some agencies are beginning to implement new and innovative ethernet attachments to their
existing couplers. By doing so, it makes the transmission of large quantities of data easier. The
ethernet couple can be attached the side, top of bottom of the existing coupler. The ethernet
coupler is compatible with both electrical and pneumatic couplers. This coupler is contactless
and therefore, does not cause any mechanical wear creating a longer life and cost savings.
Figure 2.24, Ethernet Coupler, Courtesy of Edmonton
2-6 SUMMARY
This Module provided the participant with a more in depth look into the mechanical, electrical
and pneumatic parts to the Scharfenburg Coupler. As always, refer to your specific agencies as
nomenclature and component functions may slightly differ.
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COMPONENTS
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MODULE 3
The Tomlinson Coupler
Outline
3-1 Overview to the Tomlinson Coupler
3-2 Mechanical Parts to the Tomlinson Coupler
3-3 Electrical Parts to the Tomlinson Coupler
3-4 Pneumatic Parts to the Tomlinson Coupler
3-5 Summary

electrical and pneumatic parts to the Tomlinson coupler.
• Identify and explain function of mechanical components to the Tomlinson Coupler
• Identify and explain function of electrical components to the Tomlinson Coupler
• Identify and explain function of pneumatical components to the Tomlinson
Key Terms
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3-1 OVERVIEW TO THE TOMLINSON COUPLER

Module 2 will discuss components specific to the Tomlinson Coupler. In an effort to show how
all components are related in context, this module will use line diagrams from the Tomlinson
Coupler used at WMATA, in addition to photos provided by Rail Car Consortium Member
Agencies.
Figure 3.1 Tomlinson Coupler, Courtesy of WMATA
This Module will be divided into three section; mechanical, electrical and pneumatic parts to the
Tomlinson coupler. The chart below identifies the components which will be discussed in each
section.
COMPONENTS
32
3-2 MECHANICAL PARTS TO THE TOMLINSON COUPLER

Mechanical Coupler Head
The mechanical coupler head ensures the mechanical connection of two vehicles. The
mechanical heads have a male and female cone, which allow for automatic alignment. The
block, which is outlined in red in Figure 3.2, houses the hook and link.
Mechanical
Coupler Head
Figure 3.2 Mechanical Coupler Head, Courtesy of GCRTA
Latching Device
The Coupling Hook and Spring make up the latching device on the mechanical coupler. They
are encased in the coupler head, when coupled, for protection from the environment.
Hook
Figure 3.3 Latching Device, Courtesy of GCRTA
33
Uncoupling Cylinder
The uncoupling process starts immediately after the command is made (in the cab, by pressing a
button on the dash). When the uncoupling command is given, the following happens:
1. The linear actuator actuates and the electrical couplers begin to retract
2. After the electrical couplers are fully retracted, the signal is given to begin actuation of
the linear actuator for mechanical uncoupling
3. When the mechanical coupler is fully uncoupled, the vehicles can then be separated
The uncoupling cylinder is located on top of the mechanical coupler. It receives the mechanical
uncouple signal only after the electrical coupler has been uncoupled. The uncoupling device
may also be a handle, lever or cable with lever. Manual uncoupling can also be accomplished in
the event of an emergency of a failure with the uncoupling device, by means of an uncoupling
handle.
Uncouple
Handle
Uncoupling
Cylinder
Figure 3.4 Uncoupling Cylinder, Courtesy of GCRTA
Centering Device
The coupler Centering Device is intended to position the coupler in the center location of the
uncoupled end of a car, both vertically and horizontally. This allows the coupler to remain in the
correct position for when automatic coupling happens. The centering device’s purpose is also to
prevent the coupler from swinging during transit, when uncoupled. It also allows navigation of
curves, when coupled. The centering device may consist of springs (coil), links and hydraulic
shocks.
The main function of the centering springs on the Centering Device is to keep the automatic
coupler in a centered position to allow for the coupling of vehicles. The springs are able to be
disconnected, if needed. The springs consist of an eyebolt, connecting links, chain, hook, tension
spring and chain connector. If the coupler is misaligned, and exceeds the gathering range, the
coupler can be manually released, by way of the centering springs.
34
Centering
Springs
Figure 3.5 Centering Springs, Courtesy of GCRTA
Cushioning Device
The cushioning device consists of the draft gear, buffer, bearing bracket, leaf spring and leaf
spring holder.
Draft Gear
The Draft Gear’s function is to protect the railcar by absorbing energy associated with pushing,
pulling, starting, stopping and coupling. The main components of the draft gear include:
• Buffer
• Bearing Bracket
• Leaf Spring
• Leaf Spring holder
• Shear bolts
The Buffer is connected to the bearing bracket. The Buffer’s function is to absorb as much of
the buff and draft loads as possible. The bearing bracket allows the coupler to move horizontally
and vertically, and is the attachment point for the coupler to the car underbody anchor assembly.
35
Cushioning
Device
Shear Bolt
Figure 3.6 Cushioning Device, Courtesy of GCRTA
The Leaf Spring holds the coupler parallel to the running rails and is intended to transfer the
movement of the linear actuator to the electrical coupler(s). The leaf spring is attached to the
leaf spring holder. The leaf spring holder is mounted to the pivot shaft.
Leaf Spring
Figure 3.7 Leaf Spring, Courtesy of
Buff and Draft Loads

The images below show the Tomlinson Buffer under buff and draft loads. Buff and Draft loads
are forces that are applied to the coupler in all modes of transit; acceleration, deceleration,
turning and reverse direction. Buff Load is the pushing force applied to the coupler. An
example is the trailing car is going to want to push the leading car. Draft Load is the pulling
force applied to the coupler. An example is as the lead car pulls away it wants to pull. Buff and
draft loads are absorbed by the draft gear.
36
Figure 3.8 Buff and Draft Load, Courtesy of
Anchorage Device
At the rear of the mechanical coupler, the anchorage device, which consists of the mounting
plate with shear bolts, attaches the automatic coupler to the car underbody coupler assembly. It
allows for vertical, lateral and roll movement. The anchorage device will also consist of a tail
eye socket. The draft gear sits in the tail eye socket and pivots side to side. The tail eye socket
is mounted to the anchorage device.
Tail Eye Anchorage

Socket Device
Anchorage
Device
Figure 3.9 Anchorage Device Courtesy of GCRTA
37
Alignment Components
Alignment components on the Coupler include a horn, also referred to as a guiding horn. The
horn is mounted on the coupler head face. The horn helps to increase the gathering range. The
gathering range is a specific horizontal or vertical limit in which coupling cars is possible. The
horn helps to guide the coupler within the designated gathering range. If coupling on curves, the
gathering range is reduced. The coupler also has guide pins and guide bushings on its front
face to help automatically align when two cars are coupling together.
Figure 3.10 Horn Courtesy of WMATA
The male and female cones ensure the gathering of the couplers as the cars are coupled. The
horn helps to increase the gathering range. The diagram below provides an example of the
gathering range on straight track. The gathering range is reduced on curves.
Figure 3.11 Gathering Range, Courtesy of RTD
38
Learning Application 3.1 – Gathering Range

With the help of your instructor, identify the gathering range for the coupler on
straight track. Afterwards, identify the gathering range on curved track.
3-3 ELECTRICAL PARTS TO THE TOMLINSON COUPLER

between vehicle. This section will discuss components specific electrical coupler.

They can also be non-moveable with spring loaded pins. The Tomlinson electrical coupler head
is mounted to the suspension attachment on the mechanical coupler.
Electrical
Coupler Head
Figure 3.12 Electrical Coupler Head, Courtesy of GCRTA
39
Electrical Pins
insulating block. The electrical pins can be fixed contacts or moving (spring loaded) contacts.
Electrical
Pins
Figure 3.13Electrical Pins, Courtesy of GCRTA

Electrical Coupler
Door
CLOSED
Electrical
Figure 3.14 Electrical Coupler Door, Courtesy of GCRTA Coupler Door
OPEN
40
Coupler Switches
electrical coupling has to happen. When the mechanical coupling process is initiated, the
proximity switch will throw the link and hook plate into position so they are able to latch. When
Rotary Switch
Actuator
Coupler Electrical
Isolation Switches
Figure 3.15 Rotary Switches, Courtesy of GCRTA
Trainline Cables
41
Electrical
Cables
Air Lines
Figure 3.16 Electrical Cables, Courtesy of GCRTA


42

Figure 3.17 Coupler Heater, Courtesy of Metro Transit

electrical section but it is important to note, it can be either electrical or pneumatic. Refer to
Uncouple
Switch
Figure 3.18 Uncouple Switch, Courtesy of GCRTA
43
The number of solenoid valves may vary by agency. For example, there are 3 solenoid valves on
the Tomlinson coupler used at VTA.
Coupling Uncouple
Solenoid Valve Solenoid Valve
Figure 3.19 Solenoid Valve, Courtesy of GCRTA
from one car to another. The coupler control cutout is located in the operator’s cab. At some
agencies, the coupler control cutout may also be referred to, and perform the same functions, as
the rotary switch.
Learning Application 3.3; Coupler Control Unit – Electrical or Pneumatic

Uncoupling Switch
Solenoid Valve
44
3-4 PNEUMATIC PARTS TO THE TOMLINSON COUPLER

Tappet Valve
process.
Tappet
Valve
Figure 3.20 Tappet Valve, Courtesy of GCRTA
Impulse Valve
Air Lines
Air lines carry pneumatic air to the electric and mechanical coupler
45
Air Filter
3-5 SUMMARY
and pneumatic parts to the Tomlinson Coupler. As always, refer to your specific agencies as
COMPONENTS
46
MODULE 4
The Buckeye Coupler
Outline
4-1 Overview
4-2 Mechanical Parts to the Buckeye Coupler
4-3 Electrical Parts to the Buckeye Coupler
4-4 Pneumatic Parts to the Buckeye Coupler
4-5 Summary

electrical and pneumatic parts to the Buckeye coupler.
• Identify and explain function of mechanical components to the Buckeye Coupler
• Identify and explain function of electrical components to the Buckeye Coupler
• Identify and explain function of pneumatical components to the Buckeye Coupler
Key Terms
47
4-1 OVERVIEW TO THE BUCKEYE COUPLER

Module 4 will discuss components specific to the Buckeye coupler. This Module is divided into
three section; mechanical, electrical and pneumatic parts to the Buckeye coupler. The chart
below identifies the components which will be discussed in each section.
COMPONENTS
4-2 MECHANICAL PARTS TO THE BUCKEYE COUPLER

The Buckeye coupler has two major mechanical assemblies; a semi-permanent drawbar and a
mechanical coupler with drawbar assembly.
Figure 4. 1 Buckeye Coupler, Courtesy of CTA
48
The Buckeye Mechanical Coupler with Drawbar Assembly has three main components that
allow for effective use:
• Mechanical Coupler Head Assembly
• Drawbar Assembly
• Yoke Assembly
The Mechanical Coupler Head Assembly ensures the mechanical connection of two vehicles.
The Buckeye mechanical coupler head is fitted with a drawbar assembly that couples and
uncouples married pairs and absorbs normal buff and draft loads. There is also an emergency
release, which absorbs forces in excess of 90,000 lbs. The three main components of the
mechanical coupler with drawbar assembly include; coupler head assembly, drawbar assembly
and yoke assembly.
The Drawbar Assembly houses other components of the mechanical coupler. The drawbar
assembly allows for horizontal movement of the coupler head assembly by allowing it to swing
along the radial carrier bar. The drawbar assembly allows the coupler heads to remain coupled
when the train is moving around a curve. The drawbar assembly also allows for some vertical
movement through the use of a yoke assembly.
The Yoke Assembly allows the train to rock side to side. There are three rubber draftgears as
part of the yoke assembly. These absorb shocks. Movememnt under normal buff and draft loads
from the yoke assembly is limited by an emergency release ring in the drawbar assembly. Buff
and draft loads of more than 90,000 pounds will result in shear bolts shearing to allow for
additional movement. There are a total of 4 shear bolts.
49
Figure 4.2 Mechanical Coupler with Drawbar Assembly, Courtesy of CTA
4-3 ELECTRICAL PARTS TO THE BUCKEYE COUPLER

between vehicle. This section will discuss components specific electrical coupler.

They can also be non-moveable with spring loaded pins. The Tomlinson electrical coupler head
is mounted to the suspension attachment on the mechanical coupler.
50
Electrical
Coupler Head
Figure 4.3 Electrical Coupler Head, Courtesy of GCRTA
Electrical Pins
insulating block. The electrical pins can be fixed contacts or moving (spring loaded) contacts.
Electrical
Pins
Figure 4.4 Electrical Pins, Courtesy of GCRTA

51
Electrical Coupler
Door
CLOSED
Figure 4.5 Electrical Coupler Door, Courtesy of GCRTA
Coupler Switches
electrical coupling has to happen. When the mechanical coupling process is initiated, the
proximity switch will throw the link and hook plate into position so they are able to latch. When
Rotary Switch
Actuator
Coupler Electrical
Isolation Switches
Figure 4.6 Rotary Switches, Courtesy of GCRTA
52
Trainline Cables
Electrical
Cables
Air Lines
Figure 4.7 Electrical Cables, Courtesy of GCRTA


53

Figure 4.8 Coupler Heater, Courtesy of Metro Transit

electrical section but it is important to note, it can be either electrical or pneumatic. Refer to
Uncouple
Switch
Figure 4.9 Uncouple Switch, Courtesy of GCRTA
54
The number of solenoid valves may vary by agency. For example, there are 3 solenoid valves on
the Tomlinson coupler used at VTA.
Coupling Uncouple
Solenoid Valve Solenoid Valve
Figure 4.10 Solenoid Valve, Courtesy of GCRTA
from one car to another. The coupler control cutout is located in the operator’s cab. At some
agencies, the coupler control cutout may also be referred to, and perform the same functions, as
the rotary switch.
Learning Application 4.2; Coupler Control Unit – Electrical or Pneumatic

Uncoupling Switch
Solenoid Valve
55
4-4 PNEUMATIC PARTS TO THE BUCKEYE COUPLER

Tappet Valve
process.
Tappet
Valve
Figure 4.11 Tappet Valve, Courtesy of GCRTA
Impulse Valve
Air Lines
Air lines carry pneumatic air to the electric and mechanical coupler
56
Air Filter
4-5 SUMMARY
and pneumatic parts to the Buckeye Coupler. As always, refer to your specific agencies as
COMPONENTS
57
MODULE 5
Operating a Coupler
Outline
5-1 Overview
5-2 Coupling a Vehicle
5-3 Uncoupling a Vehicle
5-4 Summary
The purpose of this module is to provide participants with the processes for automatically and
manually coupling and uncoupling a rail vehicle.
• Explain the procedure for automatically coupling a rail vehicle.
• Explain the procedure for automatically uncoupling a rail vehicle.
• Explain the procedure for manually uncoupling a rail vehicle.
Key Terms
• Automatic • Manual • Uncouple
• Couple
58
5-1 OVERVIEW
Coupling or uncoupling can be achieved automatically or manually. Automatic couplers couple
and uncouple with assistance of electro-pneumatic energy. The function for coupling and
uncoupling is started from within the cab. Manual couplers do not use electro-pneumatic energy
for coupling and uncoupling. Manual couplers can couple without assistance. The uncoupling
procedure requires personnel to perform the uncoupling actions at train-side.
Coupling or uncoupling vehicles can only occur with:
• Authorization from OCC

• A qualified Rail Operations employee
• LRVs that have couplers that are in good working order
Coupling or uncoupling can only occur when it is safe to do so and when couplers can be
properly aligned for a solid buff. Coupling and uncoupling should be avoided on hills and curves
when possible.
5-2 COUPLING A VEHICLE

Procedures for coupling a vehicle will vary slightly by agency but will all follow the same
general process as described below. Be sure to always refer to your agency’s specific guidelines
before beginning the coupling process.
Coupling is accomplished at low speeds without assistance and creates a rigid, fully attached
connection between vehicles.
• Conduct visual inspection and walk around of the stationary LRV to ensure that no blue
flags are displayed, or obstructions are present to prevent a safe coupling. Visually
inspect both couplers from the ground for correct alignment and readjust couplers if
necessary. Verify coupler state:
o Centered
o Open (for manual couplers)
o Ready for coupling (for automatic couplers)
• Ensure that the Key switch on the stationary LRV is in the OFF position. The stationary
LRV must be AUXED ON.
• Activate LRV cab facing the stationary LRV and move the Mode Selector Switch to the
"Forward" position.
• Ensure that all employees assisting in the coupling are in a safe position and that the
correct hand signal is given.
• Perform safety stops at 5 feet and 1 foot from the stationary LRV before coupling.
59
• Ring bell twice before proceeding with coupling.
• Move the Master Controller handle to power position and slowly (1- 3 mph) bring the
LRVs together until they meet firmly and buff.
• Ensure that coupling is complete and successful by observing that the Train Operator
Display (TOD) shows both LRV icons illuminated, confirming that both LRVs are
mechanically and electrically coupled.
• Perform a pull test to ensure the LRVs are securely coupled. Conduct a roll test and brake
test within 10 feet of coupling to ensure that the brakes are operating properly.
Learning Application 5.1 – Coupling Process

After reviewing the coupling process stated above, discuss as a class the
similarities and differences in the process at your agency. Space is provided to
take notes for future reference.
5-3 UNCOUPLING A VEHICLE

Procedures for uncoupling a vehicle will vary slightly by agency but will all follow the same
general process as described below. Be sure to always refer to your agency’s specific guidelines
before beginning the uncoupling process.
Automatic Uncoupling
• Activate cab facing the LRV to be uncoupled.
• Lift the cover on the UNCOUPLE button and depress the push-button.
• Replace the safety cover on the UNCOUPLE button.
60
• Move the Mode Selector Switch to the "O" position.
• Remove key and move to the lead cab. Key up and move selector switch to the forward
position.
• Ensure that all employees assisting in the uncoupling are in a safe position and that
the proper hand signal is given.
• Check monitors to ensure train is clear, ring bell twice before moving.
• Move the Master Control handle to power position to slowly (1- 3 mph) separate the
LRVs (not to exceed 1 – 2 feet).
• Ensure that uncoupling is complete and successful by observing that the TOD shows one
(1) LRV icon illuminated, confirming that both LRVs are mechanically and electrically
uncoupled.
• Deactivate the cab.
Learning Application 5.2 – Automatic Uncoupling Process

61
Manual Uncoupling
• Activate cab facing the LRV to be uncoupled.
• Lift the cover on the UNCOUPLE button and depress the push-button.
• On the operating and the stationary LRV coupler heads, pull the uncoupling handle out to
position the coupling link.
• Move the Mode Selector Switch to the "O" position. Remove key and move to the lead
cab. Key up and move selector switch to the forward position.
• Ensure that all employees assisting in the uncoupling are in a safe position and that the
correct hand signal is given.
• Check monitors to ensure train is clear, ring bell twice before moving.
• Move the Master Control handle to power position to slowly (1- 3 mph) separate the
LRVs (not to exceed 1 – 2 feet).
• Ensure that uncoupling is complete and successful by observing that the TOD shows one
LRV icon illuminated confirming that both LRVs are mechanically and electrically
uncoupled.
Learning Application 5.3 – Manual Uncoupling Process

62
5-4 SUMMARY
This Module provided the participant with the general processes and procedures for coupling and
uncoupling a coupler. As procedures will vary by agency and make of coupler, it is important to
always refer to agency specific material prior to coupling and uncoupling a coupler.
63
MODULE 6
Inspection and Maintenance Tools
Outline
6-1 Overview
6-2 Inspection and Maintenance Tools Used for the Coupler
6-3 Summary
The purpose of this module is to provide participants with an understanding of the necessary
tools used to inspect and maintain the rail vehicle’s coupler.
• List and explain function of tools used to inspect and maintain the coupler
Key Terms
• Gauges • Wrench • Lubricant
• Hand Tools • Digital Voltmeter
64
6-1 OVERVIEW
The rail car technician will use various tools to perform door maintenance and inspections. This
Module will present some of the common tools used across the Consortium’s rail agencies. This
Module will not go into detail on all tools a rail car technician will use within the scope of their
job duties. Therefore, refer to your agency for a complete list of tools necessary to perform
assigned tasks.
For a complete list of tools used in the inspection and maintenance of rail car vehicles, refer to
Rail Car Consortium Course 100.
6-2 COMMON TOOLS USED FOR INSPECTION AND MAINTENANCE

TOOL FUNCTION PICTURE AGENCY
NOTES
Go/No-Go Gauge Checks all

mechanical ware
Height Gauge Checks standard

height for vehicle
Tape Measure Verifies proper

height adjustment
of coupler
65
Grease Gun and Used for lubrication

Grease of moving parts
Hand Tools Used for general

(wrenches, maintenance of
screwdrivers) coupler
Nylon Brush Used to clean

electrical pins
Torque Wrench Used to verify

proper nut and bolt
tension
Cleaning Used for general

Solution/Lubricant cleaning
Used for coupler

face, hook, as per
OEM
66
Digital Voltmeter Checks for

electrical continuity
6-3 SUMMARY
This Module provided the participant with a list of tools used for the inspection and maintenance
of all types of couplers. In some cases, more specialized tools may be needed. Always refer to
your agency for specific information. A full list of tools the rail car technician will use in the
scope of his job can be found in Course 100.
67

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RAIL VEHICLE 101: INTRODUCTION AND OVERVIEW TO COUPLERS

PAGE INTENTIONALLY LEFT BLANK

Module 2 The Scharfenburg Coupler ........................................................................................13

Module 3 The Tomlinson Coupler .............................................................................................31

Module 4 The Buckeye Coupler .................................................................................................47

Module 5 Operating a Coupler ...................................................................................................58

Module 6 Inspection and Maintenance Tools ............................................................................64

6-1 Overview .............................................................................................................................65

Figure 3.12 Electrical Coupler Head, Courtesy of GCRTA ......................................................... 39

Purpose and Objectives

1-1 OVERVIEW TO COUPLERS

Figure 1.1, Coupler Location, Courtesy of Patco

1-2 TYPES OF COUPLERS

The Scharfenburg Coupler

Figure 1.2 Scharfenburg Coupler

The Tomlinson Coupler

Figure 1.3 Tomlinson Coupler

The Buckeye Coupler

Figure 1.4 Buckeye Coupler

1-3 COUPLER COMPONENTS OVERVIEW

MECHANICAL PARTS TO THE COUPLER

Mechanical Coupler Ensures mechanical connection of two vehicles

Suspension: Holds coupler parallel to running rails

Uncoupling Device: Allows for the uncoupling of vehicles

ELECTRICAL PARTS TO THE COUPLER

Coupler Control: • Uncoupling switch – Operates coupler release (solenoid

Electrical Coupler Houses the electrical pins

Electrical Head Covers the electrical pins

Electrical Pins: Electrical contacts which may be fixed or moving

Heater: Keeps pins dry and prevents from freezing

Linear Actuator: Moves coupler head into place

Proximity Switch: Allows the coupler head to move into position

Rotary Switch: Electrically connects coupler head wiring to carbody

Trainline Cables: Connects coupler heads to carbody

PNEUMATIC PARTS TO THE COUPLER

Impulse Valve: Controls multiple valve functions by means of pneumatic air

Purpose and Objectives

2-1 OVERVIEW TO THE SCHARFENBURG COUPLER

Figure 2.1, Scharfenburg Coupler, Courtesy of CATS

MECHANICAL ELECTRICAL PNEUMATIC

Mechanical Coupler Head Electrical Coupler Head Tappet Valve

Latching Device Electrical Pins Impulse Valve

Uncoupling Device Electrical Coupler Door Air Lines

Suspension Attachment Coupler Switches Air Filter

Centering Device Trainline Cables

Draft Gear Electrical Linear Actuator

Anchorage Device Electrical Coupler Heater

Alignment Components Coupler Control Unit

2-2 MECHANICAL PARTS TO THE SCHARFENBURG COUPLER

Figure 2.2 Mechanical Coupler Head, Courtesy of RTD

Link Hook Plate

Figure 2.3 Latching Device, Courtesy of SacRT

Figure 2.4 Uncoupling Handle, Courtesy of RTD

Figure 2.5 Suspension Attachment, Courtesy of CATS

Figure 2.6 Centering Device, Courtesy of RTD

Figure 2.7 Draft Gear, Courtesy of SACRT

Figure 2.8 Shear Pins, Courtesy of SacRT

Buff Load vs. Draft Load

Figure 2.9 Buff and Draft Force, Courtesy of BART