Voith Rail couplers and connections - CargoFlex: thinking rail freight transport further (EN)

[@TreniFS_]

It looks interesting, although I wonder if this could be adopted on heavy freight trains, which are a consistent part of the cargo traffic. Also, since the 1970s an European automatic coupler was tested on some rolling stock, it was compatible with the classic chain coupler and since then most of new trains are built with a frame suitable for it. Why should an operator consider the Voith system over this (almost forgotten) solution, which is chain compatible as well, allows high traction forces and is not a project of a single company with all the downsides this causes? Thanks in advance for your reply and sorry for the length of my comment.

[@VoithGroup]

Dear Terni FS, thank you for your comment. The CargoFlex meets all UIC requirements for automatic couplers. Some of the heavy freight trains use a conventional screw coupling; their strength is below the values of those of Voith’s freight coupler. The CargoFlex is also compatible with 1970s wagons according to UIC 530. The hybrid version is also downward compatible and can be connected to towing hooks if required. Thank you for your patience! Kind regards, Voith Social Media Team

[@julianroudabush4812]

Why does this system seem to me to be way over thought? Why is the American style coupler not accepted in Europe over the hook style?

[@VoithGroup]

Dear Mr. Roudabush, thank you for your question. Unfortunately we can not answer your question during the public holidays. After our return, we will find the appropriate contact person for you and answer your question as soon as possible. Thank you for your patience! Kind regards, Voith Social Media Team

[@jorgyr36]

I was just wondering the same thing.

[@VoithGroup]

Dear Mr. Roudabush, the couplers used in the US are specially designed for extremely heavy and long trains. In European freight transport trains are shorter (750 m) and less heavy. Therefore there are different requirements. Besides the US solution does not allow coupling of electric contacts because of slag. With the CargoFlex (type 10 coupler) this will be possible as a next step. For more Information and concrete contact persons please visit our Website: voith.com/corp-en/scharfenberg-couplers/freightcoupler.html Kind regards, The Voith Social Media Team

[@adigyran]

@@VoithGroup but we have Russian couplers also, why not use them?

[@VoithGroup]

@@adigyran Dear adigyran, thank you for your question. The CargoFlex offers a variety of automation and digitalization features which cannot be achieved with a standard SA3 coupler; for example automatic train formation, EP brake and telematics applications. These features contribute to a more competitive rail freight service. Thank you for your patience! Kind regards, Voith Social Media Team

[@johnsmart964]

Thank you for bringing us this very interesting and informative video presentation which is very much appreciated by the people. Hopefully there will be a time that there will be no requirement for men to go between cars and locomotives.

[@whiteknightcat]

Can this comment be any more scripted?

[@johnsmart964]

​@@whiteknightcat we are very grateful to receive your comment.

[@whiteknightcat]

@@johnsmart964 😂 We are honored to have you among us. We are building a fighting force of extraordinary magnitude, we forge our spirits in the tradition of our ancestors, you have our gratitude!

[@johnsmart964]

@@whiteknightcat this comment has been noted and is receiving attention.

[@oregonsignalfan]

I think the best option for europe would be to adopt the AAR knuckle coupler - which uses VERY FEW moving parts - and to automate the rest they can just come up with a way to integrate automatic connecting and releasing of airlines/datcomm cables. I like the automation, but there's TOO MANY finely machined components for the actual load points. If europe ever wants longer and/or heavier trains (that is, reliable trains), the knuckle coupler is the ONLY way. It's just as simple as adding a sencondary connection block with auto height adjustment either above or below the coupler. If I have to design it myself, I will.

[@whiteknightcat]

Give Anja-Maria a call. Might even be a fun date.

[@14j3ketlgds]

I'm curious, based on your last sentence, what design would you make?

[@HugeRademaker]

This type of couplers are in use since the 1930's. Scharfenberg couplers. Still in use, no issues.

[@parthobasistha6135]

I am from india. Is the dac couplers applicable for long and heavy haul freight trains with 12000 tons, precisely those carrying coal or iron ore cargo in highly humid and dusty conditions. With sudden release of brake pressure what are the possibilities that the yoke pin hole elongation does not appear if the train is running on gradients. Regards

[@parthobasistha6135]

Can the dac be used in box wagons undergoing tippling operations say at steel and cement plants

[@ronwulftn1976]

That automatic coupler is too complicated with too many moving parts. The American knuckle coupler has been the US standard for well over 100 years. It is designed for heavy freight and is relatively easy to replace a broken knuckle almost anywhere. Automatic couple/decouple seems great, but, now every car in the consist has to have power, another fail point. The manual decouple lever is dangerously short compared to the American lever which allows for decoupling on the either side of the car. The British railway companies should have just adopted the American coupling system. It would have saved millions in research and development costs in the long run.

[@bkayganich]

This coupler isn't too complicated. It integrates ABV and data link (also future ECP adoption). The goal of fully automated coupling is to reduce dwell and increase safety. This coupler is the way forward, and we are testing fully automated AAR coupler designs as we speak. Not sure when they will get adopted. The semi automatic coupler is outdated. Even the 3-piece bogie we use has many deficiencies, and needs to be replaced with a 2-piece bogie..

[@s0nnyburnett]

@@bkayganich Wait 10 years for moisture to eat up these wifi enabled couplers.

[@MervynPartin]

I totally agree with your comment, but in Europe they have to keep re-inventing the wheel! I like simplicity- it works.

[@pavelpolcer7354]

@@MervynPartin AAR coupler is mechanical only, which requires manpower to make pneumatic connections. Adding electric connections would also enable new functions. First, detection of broken couplings. Ensuring that train remains in one piece enables implementing moving block signalling system, greatly improving network capacity. Secondly, electronically controlled pneumatic brakes can be used, which improve brake response time, which helps to reduce headways, and again, improve network capacity. Essentially, you would be able to get typical european 600 to 750 m freight trains running about 2 minutes apart.

[@MervynPartin]

@@pavelpolcer7354 That's a fair comment, but it all depends on the needs of the railway and how big a budget they have. Most passenger trains (and some container trains) are fixed formations. When required to couple two units, it does not take very long to hook up 2 Westinghouse brake lines and the jumper cables for control and EPB systems. If a coupling breaks then the air hoses part and the train stops, so no need for indication of a broken coupling. (AAR couplings are very strong indeed, but can be replaced quickly if they do break) My personal choice is for simplicity like the AAR knuckle as standard (far safer than link couplings- and no heavy lifting involved) rather than the constant drive for ever more complicated trains, with differing coupler heights. Here in UK, the delays and huge cost overruns have negated any possible benefits that might accrue from high tech solutions to simple problems. Even some of the trains which have finally been approved for service have yet to be passed fit to run in multiple. When the cost of all this is added to the tickets, we may not be able to afford a train ride!

[@thimiraamarathungaaarachch8316]

Do they connect brake pipes as well?

[@Ghfvhvfg]

Yes an uprage froman aar coupler

[@maxischew514]

Could this be used on locomotive hauled passanger trains? To my knowledge most locomotive hauled passanger services aren't as long as most European freight trains nor do passanger cars weigh as much.

[@VoithGroup]

Dear Maxis Chew, Thanks for your question. Our CargoFlex couplers are basically also suitable for locomotive-hauled passenger service. This requires that the wagons are suitable for appropriate installation and power transmission. In this context, it is important to adjust the spring mechanism for comfort.

[@fishfighter2]

Laughs in American knuckle couplers...

[@Lightning_Mike]

**Laughs in couplers without slack**

[@the101stdalmatian8]

@@Lightning_Mike so...a tightlock American knuckle coupler.

[@hrk9209]

@@the101stdalmatian8 So a really tight lock easy couple no slack coupler.

[@hrk9209]

Plus you do not have to open knuckles.

[@hrk9209]

And lift up 80+ pound knuckles to fix the couplers.

[@shreekanthareddy]

Hi Voith, What is the material used for AAR Coupler and draft gear?

[@VoithGroup]

Dear Mr. Reddy, Thanks for your question. The material of JANNEY (AAR) couplers is according to AAR standard AAR M-201 with steel grade E. The draft gear of Voith Push-Back Couplers also includes this material where applicable and (performance) requirement allows. Kind regards, Voith Social Media Team

[@oregonsignalfan]

@@VoithGroup why not just convert the european fleet entirely to AAR type E and F couplers? (worlds's first automatic coupler with very few moving parts) I've heard that India also has a version which includes a drawhook.

[@Artyom.2033]

@@oregonsignalfan It can be a costly effort, think that millions of wagons and locomotives in the EU will need at least a pair of this couplers, not to mention the logistic problem that comes when need to use an adaptor to couple rolling stock thats not yet converted

[@cadetkohr5508]

@@VoithGroup I would like to inform you that Janney and AAR type couplers are entirely different. Janney couplers are an old style of knuckle couplers that uses a very complex mechanism and has a rotating locking pin, whereas AAR couplers have 2 moving parts (aside from the draft gear) and use a lifting locking pin. Janney couplers are prone to seizing up and can lock entirely, and therefore require maintenance to keep operational. AAR couplers don't seize up, and if they do catch on something, you can kick the couplers to unlock them. I hope that this information helps in some way!

[@Tivis7]

Bruh, I get that this coupler is state of the art, but the Americans and the Russians figured this out more than a century ago 🤣 I'm glad couplers continue to be innovated, I just don't really get why it took so long? Regulations maybe?

[@VoithGroup]

The automatic couplers type AAR or SA3 can only couple automatically. The Voith Cargoflex goes beyond that, it can also uncouple automatically and will be able to provide automatic coupling of air, data and energy via a so called E-coupler0. This feature makes Voith prepared for upcoming technologies that require energy or data transfer on a train, providing significant advantages to owners and operators. Additionally, some safety information cannot be transferred via mechanical coupling. Therefore, the transfer of energy and data through an E-coupler is crucial for ensuring the safety of the entire train system, not just the wagons mechanically coupled.

[@Speciation]

This looks like a coupler adopted from passenger service, with air and power going through it. Overly complicated, a lot more expensive. It's probably great if you want camera systems on all your cars or temperature control or other more specialized equipment, but a waste for dry van and normal cargo cars.

[@Anthracite84]

What a stupid idea. American couplers are easy and safe.

[@МаленькийНаблюдатель]

Just the Europeans decided: "let's invent something that is not on freight trains in other countries." But seriously, this connector is the basis of future digital security and control systems for freight trains. I think they want to make it so that the engineer can monitor the condition of the train without leaving the cabin. Sorry for my English, I wrote this through a translator.

[@Anthracite84]

@@matthewcatsey so being stubborn is the only excuse?

[@matthewcatsey]

@@Anthracite84 Just because it works for America does not mean it necessarily works for Europe. American freight trains are totally different from European freight trains in terms of size, and this means the amount of strength needed in couplers is also different as well. The plus in this design is that it's digital and facilitates automatic coupling/uncoupling.

[@evaluateanalysis7974]

@@matthewcatsey I'm not. We should invent something new just so we can say that Europe is just as good as the USA. (irony warning)

[@Anthracite84]

@@matthewcatsey you do know America isn’t the only country that uses the knuckle coupler right?

[@jamesdavis5096]

If they were so smart, then they would make the air connections automatic as well....stupid, to go through all the trouble of re-standardizing something, and not being complete....yes..I know Im right.

[@acrodrigues1]

@1:59 It's there.

[@Dasdembo]

What can go wrong! ? They have a woman in charge!