Connect and Protect.

Coupler and Front End Systems

1 Karl Scharfenberg.

Voith Turbo Scharfenberg

Systematic Safety
Quality and safety these are the attributes associated with Voith Turbo
Scharfenberg for more than a century: In 1903, Karl Scharfenberg put
his rst vision of an automatic train coupler into practice.

Continuous technical renements and updated technology have

made the Schaku one of the most prominent railway coupler
systems all over the world. More than 500 000 coup-lers in use
to date, from light rail vehicles to high speed trains, show the high
degree of trust the customers have in Scharfenberg products.
Today, Voith Turbo Scharfenberg system solutions cover the
whole range of energy absorbing components for train front
ends, including kinematics and control electronics. Be it light
rail, monorail or metro vehicles, regional transport or high speed
trains, Voith Turbo Scharfenberg products are suited for any of
your applications and perfectly adapted to their purpose. In best
Scharfenberg tradition we are always one step ahead of our time
keeping our eyes rmly on the safety of passengers and train.
One of the First Scharfenberg Couplers

Major Mile Stones on the Scharfenberg Track Record

1903 Development of the rst automatic Schaku
by Karl Scharfenberg; German Reichspatent
1921 Foundation of the incorporated company
Scharfenberg Aktiengesellschaft in Berlin
1925 Introduction of the Schaku at the rapid
transit railway Berliner S-Bahn and the
Hamburger Hochbahn
1957 The Scharfenberg GmbH becomes part of
the Salzgitter group of companies
1998 Foundation of the Voith Turbo
Scharfenberg GmbH & Co. KG
2002 System supplier for complete train front ends,
including complete front end systems; joints; system
for automatically coupling AAR type couplers
including electric head and air pipe connections. The
type 10 Scharfenberg coupler is declared standard
coupler for high speed trains

Modular Concept of Modern Schakus

2006 Modular coupler head One4; energy absorbing joints;

modular adapter coupler
2008 New data transmission concepts;
start of the GFRP production on the Salzgitter site
2010 Fibre composite vehicle head Galea as new energy
absorption concept; CFRP adapter coupler;
new crash buffers
2012 Expansion of the Galea concept as test bed for
innovative technologies
2014 GFRP energy absorber; SA3 coupler featuring
automatic air pipe connections, automatic uncouple
device and energy absorbing components

Front End Systems and Energy Absorption Concepts

On our Systems, Safety Always Gets a

Free Ride. Energy Absorbing Components from Front End Systems to Joints

Automatic Front Couplers

Front End Systems

P. 6 Automatic Coupler Types

P. 18 Buffers and
GFRP Energy Absorbers
P. 22 Modular Design
P. 24 Coupler Head
P. 26 Data Transmission Concepts
P. 28 Energy Absorption
(Coupler Shank)
P. 30 Drawgear Articulation

P. 16 More Safety for Products of

other Manufacturers
P. 32 Galea Vehicle Head Concept
P. 34 References Front End Systems

Intermediate Connections
between Wagons
P. 20 Semi-Permanent Couplers
P. 21 Joints

1 FLIRT regional train, Hungary.

2 Regentalbahn regional train, Germany.
3 Inter-urban train S-Bahn Stuttgart, Germany.
4 DMU 730M, Belarus. (Copyright: Vladimir Shastitko)

Power-Pack for Standard Gauge and

High Speed Applications Type 10
The type 10 Scharfenberg coupler excels in strength and rigidity and possesses a particularly wide horizontal and
vertical gathering range. In 2002, it was declared standard
coupler for high speed applications and is now an inherent
part of the TSI (Technical Specication for Interoperability).

Type 10 Characteristics

This coupler can be found in nearly all state railways

and a multitude of high speed trains world-wide, e.g. in
Germany (ICE), France (TGV), Spain (AVE trains) or China
(CRH series).

Strength:
Compression: 1 500 kN (up to 2 000 kN)
Tension:
1 000 kN
Compliant with the UIC standard for standard
gauge motor train units
Two-position coupler lock

Automatic Scharfenberg Coupler

Automatic Scharfenberg couplers are mainly found at the
train ends. Allowing automatic and safe coupling / uncoupling, they permit a exible train set conguration on the
track. Different coupler types are available, depending on the
application and required forces.

Type 10 Automatic Scharfenberg Coupler Featuring Side-Mounted Electric Heads, Centring Device and Downstream Deformation Tube

1 Edmonton Lightrail vehicle, Canada.

2 Metro Shanghai Line 1, China.
3 Hochbahn Hamburg, Germany.
(Copyright: Hochbahn)
4 Shenyang tram, China.

The Beast of Burden for Metro and

All-Electric Vehicles Type 35
The type 35 coupler is mainly used for metro vehicles and
itis also suitable for all-electric vehicles. It can be found e.g.
in Shanghai, Singapore, Salt Lake City and Edmonton
(Canada).

Type 35 Characteristics

Strength:
Compression: 1 300 kN
Tension:
850 kN
Guiding horn for increased gathering range
Two-position coupler lock
Type 35 Automatic Scharfenberg Coupler Featuring Electric Heads
and Centring Device

Versatile for Light Rail and

Monorail Vehicles Type 330
The type 330 is mainly found in light rail and monorail vehicles.
Despite its small dimensions it offers remarkable strength and
the possibility to use bottom-mounted electric heads. It features a wide gathering range, even without a guiding horn.
Designed as foldable or retractable coupler, it can be hidden
behind closed front hatches. The extremely narrow dimensions of the tramtrain Avanto in Paris even called for a coupler
that folds twice along its longitudinal axis.

Type 330 Characteristics

Strength:
Compression: 800 kN
Tension:
600 kN
Particularly wide gathering range without guiding horn

Type 330 Automatic Scharfenberg Coupler Featuring BottomMounted Electric Head and Rubber Cushion Drawgear

Light-Weight Design for Urban

Railways Type 430 and Type 530
Its compact and lightweight design makes the types 430 and
530 ideal couplers for low-oor urban railways, monorails and
people movers. Designed as foldable couplers, they can be
combined with front hatches. Type 430 couplers can be found
in Berlin (Berliner Straenbahn), Kuala Lumpur (KL Rapid) or
the monorails of Sao Paulo and King Abdullah Financial District. The type 530 was mainly developed for the Eastern German market and is compatible to the TGL couplers that used
to be very common there.

Type 430 / 530 Characteristics

Strength:
Compression / tension: 300 kN
Small dimensions, low weight
Compact design without guiding horn

Type 430 Automatic Scharfenberg Coupler Featuring Integrated

Electric Heads and Rubber Cushion Drawgear with Support

10

1 Berlin tram (type 430 coupler), Germany.

2 Leipzig tram (type 530 coupler), Germany.

The Tough Ones

Type 55 and Type 140
Couplers for industrial applications need to be extremely
robust and wear resistant, just like the type 55 and 140
Scharfenberg couplers. Especially in shunting operations or
automated marshalling of trains, these couplers make the
industrial working environment considerably safer.

For Shunting and Unimog Couplers Type 55

This coupler developed in compliance with the UIC directive
for drawhooks provides safety and rationalisation in shunting
operations. Coupling and uncoupling can be effected automatically and no longer require any shunting staff. The type 55
coupler allows automatic coupling with a drawhook.
The robust and service friendly coupler signicantly reduces
wear and maintenance perfect for rough operating
conditions.

Type 55 Automatic Scharfenberg Coupler

For Freight Wagons and Industrial Railways Type 140

This coupler type was designed for heavy duty loads under
rough environmental conditions. Typical applications are coal
and ore transport, pig iron transport, mould cars and steel
pouring ladle cars.
In order to endure the extreme operating conditions, this type
features an extremely robust coupler head which offers very
good strength characteristics (compression up to 2 500kN,
tension up to 1 500kN).

Type 140 Automatic Scharfenberg Coupler

11

For Shunting or Towing.

Adapter Couplers
Adapter couplers are used whenever different coupler types need to
be connected or the coupling height is not compatible. During standard
train operation this should not occur, but it is common practice in
shunting or towing operations.

Modular Adapter Coupler

Traditional adapter couplers were mostly very special in design and layout, as they had to be adapted to one particular
combination of coupler heads as well as a particular difference
in coupling height.
This new modular approach separates the individual parts,
namely the two coupler heads and the intermediate adapter
piece bridging the offset in height. Should no adapter piece be
required, the coupler heads can just as well be directly connected. This way, adapter couplers of any combination can be
individually and exibly assembled.

CFRP Adapter: High-Tech Towing

Adapter couplers are only needed for towing or shunting
trains. This means, they need to be tted by the operating
staff on track manually, of course. An ideal adapter coupler
would be lightweight and yet able to bear the heavy load of a
whole train.
For common steel couplers used to date, the possibilities
for weight reduction are virtually exhausted. This new type
of adapter coupler mainly consists of carbon bre reinforced
plastics, a hightech material often to be found in aviation technology. Its weight of only 23 kg allows the coupler to be tted
on the train by one person alone.

What is more, the individual components are mounted on the

train one after the other, so that only a fraction of the weight
needs to be carried at a time.

Modular Adapter Coupler with and without Intermediate Adapter

Piece, Sample Conguration

12

CFRP Adapter Coupler

Looking Beyond Our Own Horizon.

Couplers of Other Makes
More than 100 years of experience have made us experts in couplers, including those of other makes. We offer efcient solutions for connections
and energy absorption systems of all kinds.

AAR Type Coupler

AAR type couplers are in common use on railcars on the
American market and suited for heavy loads. The mechanical connection between the couplers is established automatically, whereas the large coupler head play usually does
not allow any pneumatic or electric connection. These, however, can be integrated into an additional support system.
For further information, refer to page 16.

AAR Coupler

Wedgelock Type Coupler

The Wedgelock principle can be mainly found on British
trains and also allows automatic coupling. Here, the coupler
lock members are held in place by pneumatically operated
wedges.

Wedgelock Coupler

Tomlinson Type Coupler

Tomlinson couplers are also mainly used on the American
market. Voith Turbo Scharfenberg has developed a prototype combining their proven energy absorption systems with
the Tomlinson coupling principle, allowing mechanical,
electric and pneumatic connections to be established automatically.

Tomlinson Coupler

GF (Fischer) Type Coupler

The GF type automatic coupler is widespread in Belgium
and Switzerland. During automatic coupling, the cone and
funnel shaped coupler heads interlock. The couplers can be
provided with air pipe connections and electric heads.

GF Type Coupler

13

A Strong Combination.
SA3 Coupler
SA3 coupler heads are extremely robust and designed for heavy load
applications, like those in coal or iron ore transportation. As semi-automatic center buffer couplers they are widely used in the former Soviet
states. In a modular approach, Voith Turbo Scharfenberg combines an
advanced SA3 coupler head with different types of energy absorption in
the draft gear.

SA3 Coupler Head (Long Version) Featuring Automatic Air Pipe Connection, Manual Uncouple Device, Support and Draft Gear.

14

Voith Standard SA3 Coupler Head Featuring Muff Coupling Collar

Coupler Head
The coupler head comes in two variations, a long version with
shank and a Voith standard version featuring a muff coupling
collar. The latter one can be combined with any type of Voith
Turbo Scharfenberg energy absorption solution in the draft gear.
The coupler head contour corresponds to that of the Russian
SA3 coupler, including standard locking members.

Draft Gear with Flange Connection with Reversible and Irreversible

Energy Absorption

Energy Absorption
Energy absorption solutions cover the increased requirements
of new safety standards. Depending on the requirements,
different types of energy absorption, both reversible and irreversible, are available, plus combinations of these two.

Automatic Air Pipe Connection

The coupler head was modied in a way that an integration of

different types of mixed coupler devices is possible.
Additional guiding elements prevent the vertical clearance in
the coupler head, allowing for an automatic connection of air
pipes and direct coupling with AK69e / Intermat coupler heads.
A pneumatic uncouple device makes automatic uncoupling
possible.

Draft Gear with Yoke with Reversible Energy Absorption

Reversible energy absorption is covered by maintenance-free

polymeric springs in different load dimensions. For irreversible
energy absorption, different types of deformation tubes are
provided.

15

More Safety for Products

of Other Manufacturers

SCRRA Metrolink Vehicle, California,

Featuring Push Back Coupler and
Lateral Energy Absorbers.

Example: Crash Energy Management for AAR Couplers. So far USAmerican train manufacturers and operators have mainly focused on
massive and rigid carbodies. Some serious train accidents during the
lastyears, however, have caused a mind-shift towards an introduction
ofcrash energy management systems to increase passenger safety.
In California, the acquisition of a new vehicle-eet for SCRRA Metrolink
was postponed until a solution would be found to efciently protect both
passengers and trains. The vehicles were equipped with Crash Energy
Management (CEM) using Voith Turbo Scharfenberg technology. Today,
acomplete CEM system is available, complying with the latest FRA and
PRIIA 305 safety regulations.

CEM-System
A Crash Energy Management system is composed of several
matched energy absorbing components which are integrated
in both the coupler and the carbody. The energy absorption
works in a cascading way, compensating a high amount of
energy in case of a crash and preventing an overriding of the
cars.

Working Principle: 1. Step Coupler

A standard AAR coupler head was tted with state-of-the-art
energy absorption features, forming a push back coupler.
The drawgear is mounting compatible to that of standard AAR
couplers. In addition to the usual reversible energy absorption
element it contains an irreversible part based on deformation
tube technology. Should a crash occur, the coupler is pushed
back into the drawgear, absorbing a great amount of energy
on its way.

Constituent Parts of the System

Push back AAR coupler including support

Anti-climber
Lateral energy absorbers

CEM System (SMART Project)

16

Push Back Coupler

2. Step Anti-Climber
At a certain point during the push-back process, the anticlimber brackets interlock and thus prevent any vertical movement of the cars.

3. Step Lateral Energy Absorbers

Two lateral energy absorbers have been integrated into the
carbody structure above the coupler level. At their front ends,
they are connected through the anti-climber. This way, additional energy will be absorbed as the crash proceeds.

A separate support structure mounted sideways of the coupler ensures that the energy absorption takes place in a controlled manner. One part of this support carries the anti-climber, another supports the coupler, the latter pivoting out of the
way as soon as the push-back process starts.

Anti-Climber

Lateral Energy Absorber

17

Buffer for Passenger

Trains and Freight Wagons
In co-operation with SMW Spezialmaschinen, Voith Turbo Scharfenberg
has developed two types of ready-to-use crash buffers: VSSM-105-400
for freight and tank wagons as well as locomotives and VSSM-110-170
for passenger trains. The buffers are TSI conform and meet all safety
requirements. This means additional safety and comfort without any
adaptations. Their compact design and standardised interfaces allow
the buffers to be replaced very quickly and also make them suitable for
retrot applications.

More Safety for Freight Wagons

This crash buffer has a reversible stroke of 105 mm and an
energy absorption of minimum 400 kJ. A combination of a
spring and an energy absorption element, these TSI conform
buffers meet all the requirements according to UIC 573 (crashworthiness), DIN EN 15551 and UIC 526 (cat.A). They offer
increased impact protection and safety, even for the transport
of hazardous goods. In case of an impact, there will be no
intrusion into the vehicle underframe.

VSSM-105-400 for Freight Wagons

18

Comfort and Safety for Passenger Trains

This crash buffer also combines reversible and irreversible energy absorption. In compliance with the technical specication
for the interoperability of locomotives and passenger rolling
stock (TSI CR LOC+PAS) it features a reversible stroke of
100 mm and an energy absorption of minimum 170 kJ.
Down to -40 C it meets the highest demands concerning
safety and travelling comfort. In combination with SA3 couplers, the two-stage spring concept even allows cross-border
operations.

VSSM-110-170 for Passenger Trains

GFRP Energy Absorber

Low Weight, High Performance
Energy absorbers serve to transform the crash energy generated during
an impact and thus allow the best possible protection for both passengers and rolling stock. GFRP energy absorbers are characterised by a
low total weight and a constant energy absorption behaviour. This
results in a high energy aborption capacity and a remarkable energy to
weight ratio. With approximately 90 kg, their weight is far below that of
standard steel absorbers.

Design
Key element of the light-weight energy absorber is a bre
composite tube functioning as crash element. Its rear end is
integrated into a bearing connecting the absorber to the
vehicle.

Function
In case of a collision, the bre composite tube is pressed
through the nozzle. This induces a controlled collapse of the
laminate. The laminate debrates on its way, which makes it
easy to deect downwards. This reduces the space required
behind the absorber.

The latter also functions as guiding element and nozzle. The

front end holds an anti-climber plate which, in case of a
collision, prevents the vehicles from climbing. Both bearing
and anti-climber are made of aluminium.

The load characteristics can be adapted to customer

requirements, a multiple force level layout is possible, as well
as increasing force level characteristics.

GFRP Energy Absorber

GFRP Energy Absorber, Design Variation

19

Optimum safety requires a perfect interaction of all the

connecting components in a trainset. In case of an impact,
the automatic couplers and further energy absorbing components of the train front end work hand in hand with the
semi-permanent couplers and joints connecting the wagons. Operating in a cascading way, they function as one
matched energy absorption system.

Semi-Permanent Coupler
with Anticlimbing Feature
Semi-permanent couplers establish a safe and reliable permanent connection between intermediate cars. For the rst time, a semi-permanent
coupler for metro vehicles assumes anti-climbing function. Contrary to
conventional systems, this coupler has a stabilising effect without additional space requirements before any climbing occurs.
Working Principle
During a train crash or heavy impact, the longitudinal forces
are converted into vertical swerving movements leading to an
overriding of the cars once a critical momentum has been exceeded. This may cause the wagon to disconnect from its
Jacobs bogie and damage softer structures.
The anti-climbing feature has been designed to prevent this
overriding right from the start. To do so, it uses a simple, yet
highly effective principle: The rear end of the coupler shank
features a special geometry.

As soon as the reversible stroke of the coupler has been utilised, this geometry interlocks with the bearing bracket, building a counter-momentum that holds the wagons down.
Additional energy absorbing components of the semi-permenant coupler, e.g. deformation tubes or hydrostatic dampers, convert kinetic energy and help to keep the load on a
controllable level.

Operating Principle of the Anticlimbing Feature

Fcrash

Fcrash

solid contact

Fcrash
solid contact

20

Joints
Whenever trains are equipped with Jacobs bogies, joints are used as
intermediate connections between the cars. They transmit driving forces
between the car bodies, harmonise deection angles and cushion impacts. Joints always have a connection with the Jacobs bogie, entraining
it during train operation.
Basic Design
Basically, joints consist of two parts which are connected:
joint fork and joint eye with spherical bearing. The spherical
bearing allows cardanic movements and cushions impacts.
Contrary to standard semi-permanent couplers, joints also
compensate vertical loads. A torsion bar suspension mounted
between the cars brings additional stability.

Energy Absorption
Should additional energy absorption be needed (e.g. for heavy
rail applications), joints may be tted with energy absorbing
elements. Our standard energy absorbing joint can be provided with deformation tubes on both ends aproven technology which can be exactly matched with your requirements.
A combination of both energy absorbing joints and non energy absorbing joints is also possible.

Energy Absorbing Joint with Deformation Tube (Partly Sectional View)

21

Modularity: Everthings Possible

Apart from reliability and safety aspects, exibility and adaptability are the
main requirements a train coupler has to comply with. The modular design
of the Scharfenberg couplers and different coupler types allow us to
provide the optimum coupler for each and every application and condition.

P. 24 Coupler Head

P. 26 Data and Signal Transmission

22

P. 28 Coupler Shank /
Energy Absorption Systems

P. 30 Drawgear Articulation

23

Coupler Head
the Couplers Centrepiece
An automatic couplers key functionalities are resumed by the
coupler head. The connection of two couplers mechanically,
pneumatically and electrically as required can only be established
through the coupler head and its locking mechanism.

The Special Design

The cone and funnel shape of the coupler face establishes a
rigid and slack-free connection, reducing coupler play to a
minimum. Coupler head extensions and a guiding horn assure
the maximum possible gathering range. This way, automatic
coupling is possible even under horizontal, vertical or angular
offset, as for example in curves or on hilltops.

Coupler Lock: Safe and Wear-Resistant

The coupler lock is the functional heart of every automatic
Schaku. It mainly consists of a pivot-mounted hooked plate, a
coupling link and tension springs. During coupling, the coupling
links and hooked plates of the two couplers interlock, forming
an equilibrium of forces. A very simple, but efcient mechanism that excels in wear-resistance and safety, even under extreme conditions.

Coupler Lock Components (Two-Position Coupler Lock)

Central Pivot
Coupling Link

Tension Spring
24

Hooked Plate

Locking Device
(only for two-position coupler locks)

Modularity at Peak Level One4

The One4 coupler head concept is a logical consequence of our modular
way of thinking. Coupler head and coupler body were separated, the
coupler body designed as a one size ts it all piece to be tted with the
individual, type specic front plate. This can be easily replaced and yet
remains compatible to existing couplers.

Enjoy Maintenance
The One4 offers a number of benets, especially for repair
and maintenance. When the coupler front plate is removed,
the coupler lock components are easily accessible and can
be replaced without any special tools.

Furthermore, a standardised electric head operating gear and

heating concept considerably save repair time and effort.

One4 Coupler Head: Completely Modular Concept with Removable

Front Plate and Standardised Electric Head Operating Gear

Standardised Electric Head Operating Gear Support (for Lateral

Electric Heads)

One4 with Removed Front Plate

Heating Elements

25

Electric Heads and Coupler /

Front Hatch Control Units
Apart from power transmission, electric heads are used for transmitting
control signals as well as data and video signals. They are mounted
on the coupler head and, when uncoupled, are protected from the
ingress of dirt and water by means of electric head covers. Our microprocessor based coupler and front hatch control units offer standard
plug-and-play interfaces for controlling and diagnosing the interaction
of automatic couplers and front hatch systems.

Electric Head Casing Models

Standardised electric head casing models and interfaces ensure easy installation and a perfect interaction of all
components.
Depending on the number of contacts required and on the
position of the electric head with relation to the mechanical
head, different casing types are available: two for lateral
arrangement, and one for top or bottom mounted electric
heads. A standard electric head includes a contact block tted with contacts, cables and a hand plug. The contacts are
easily replaceable from the front, the hand plug ensures an
easy-to-t connection to the carbody.

The Three Standard Electric Head Casing Models

26

Coupler and Front Hatch Control

Perfect interaction is also required for coordinated coupler
and front hatch movements. Our control unit operates all actuators of this system and provides an easy-to-use control
and diagnosis interface to the vehicle. Diagnosis comprises
only few signals, keeping the cabling manageable and still
considerably reducing requirements for diagnosis on the
vehicle side.
The robust coupler and front hatch control unit can be mounted either on the car underframe or in the front nose.
A data bus connection to the vehicle is optional, and both
service and maintenance software are available for maintenance purposes.

Coupler and Front Hatch Control Unit, Cover Removed

Performance Enhancement
Made Easy
So far performance enhancements for signal and data transmission
through the coupler meant considerable effort and high expenses,
particularly for retrot solutions. Voith Turbo Scharfenberg has developed Fast Ethernet based systems for different applications, covering
both new vehicles and upgrades of trains already in operation.

Without Electric Head: RadiConn

RadiConn is a contact-free data transmission concept which
is particularly resistant to soiling, keeping the failure rate and
related maintenance works at a minimum. The system uses
near-eld radio coupler pins. These may be integrated into the
electric head, but can just als well be mounted anywhere on
the mechanical coupler head. This makes the RadiConn particularly interesting for retrot applications.

Cost-Effective Retrot Solution: TLM

The Train Line Modem (TLM) shares the contacts and lines of
an already congured electric head using a special modulation technique. This way, control and operating signals as well
as train information, video or CCTV data may be transmitted
without any modication on the coupler. A cost-effective solution for trains already in operation.

For New Vehicles: QuatConn

QuatConn is a solution comprising 4-pole pin and socket connectors which need to be integrated into an electric head.
Once a contact block has been prepared to hold the contacts,
these are mounted just like the standard ones. This makes the
QuatConn a preferred solution for new vehicles.

Gigabit Connector: OctiConn

The OctiConn connectors work along the line of the QuatConn,
but they offer a higher data transmission rate of 1 Gigabit/
second.

RadiConn

OctiConn

27

Energy Absorption for More Safety

Coupler Shank
The coupler shank plays a major role in train safety. Customised to t
itsindividual purpose and application, it integrates the couplers energy
absorption features. Reversible energy absorbing components like
dampers smoothen train operation and compensate minor impacts.
Irreversible (destructive) energy absorbing components like deformation
tubes, on the other hand, can cope with major impacts. All energy absorbing features in a train set are meticulously matched in a cascading
way to ensure a most efcient interaction.

Deformation Tube
The deformation tube converts impact load into deformation.
Its energy absorption characteristics allow the deformation
tube to compensate major impacts. However, it will be
de-stroyed while doing so.

Characteristics

Downstream Deformation Tube

This version of a deformation tube is not part of the coupler
shank, but mounted on the rear end of a bearing bracket with
shear-off feature, i.e. behind the couplers mounting plate.
Any impact exceeding the absorption capacity of the coupler will result in a shearing-off, pushing the coupler rearwards
through the deformation tube at a constant force level.

Dened release load without peak value

Force stroke curve can be adapted to requirements
Max. energy absorption (when designed for rectangular response curve)

Deformation Tube (Coupler Shank)

28

Rear End of Coupler Featuring Downstream Deformation Tube

Gas-Hydraulic Damper
In combination with a friction spring, the gas-hydraulic damper
converts both compressive and tensile load in a regenerative
way. They can be designed such that they function as regenerative deformation tubes: In case of excessive load an internal
bypass will be opened at a dened load level.

Hydrostatic Damper
The hydrostatic damper converts compressive load in a
regenerative way.

Characteristics

Characteristics

Speed-related response curve

Pre-loaded system in both directions,
tension and compression
Usually combined with spherical bearing

Gas-Hydraulic Damper

Straight proportional response curve

Pre-loaded system in direction of compression
Usually combined with rubber cushion drawgear

Hydrostatic Damper

29

Working Mode of the Rubber Cusion Drawgear: Neutral Position

Rubber Cusion Drawgear under Compressive Load

Coupler Meets Carbody

Drawgear Articulation
The drawgear articulation establishes the connection to the carbody.
Elastic components allow cardanic coupler moves and cushion minor
impacts. Depending on its purpose and application, the drawgear articulation can be tted with additional energy absorbing components to
compensate tensile and compressive loads.

Rubber Cushion Drawgear with and without

Shear-off Feature
The rubber cushion drawgear is a bearing bracket with integrated cushioning unit. Comprising either two or three rubber
elements, the rubber cushion drawgear compensates both
tensile and compressive loads and can be individually adapted to its purpose.
Additionally, it can feature a shear-off solution. If the maximum
load is exceeded, the screws xing the cushioning unit shear
off, and the whole coupler pushes rearwards under the carbody in a controlled way.

Rubber Cushion Drawgear with Shear-off Feature

under Excessive Load

30

Benets
+ High cushioning effect through shear stress of
the rubber elements
+ Low-wear and maintenance-friendly design
+ Small dimensions
+ Different sizes for various applications
Rubber Cushion Drawgear under Tensile Load

Bearing Bracket
The bearing bracket represents the most straight-forward
type of drawgear articulation: It is combined with a coupler
shank featuring a spherical bearing to allow cardanic coupler
moves. Just like the rubber cushion drawgear, the bearing
bracket can feature an internal shear-off solution as overload
protection.

Rubber Ring / Rubber Cushion Articulation

The rubber ring articulation is best suited for a narrow train
front offering only small mounting dimensions. Being located
on both sides in front of and behind the coupler mounting
plate, the rubber rings cushion impacts in the direction of both
compression and tension. They possess a softly rising force
stroke curve and thus increase travelling comfort.

If further energy absorption is required, the bearing bracket

can be tted with a rear-mounted (downstream) deformation
tube with dened response characteristics. Any impact exceeding the absorption capacity of the coupler will result in a
shearing-off, pushing the coupler rearwards through the deformation tube at a constant force level.

Based on the rubber ring principle, the rubber cushion

articulation features rectangular rubber elements. They function as anti-rotation device, while at the same time allowing a
high degree of cardanic moves.

Bearing Bracket with Downstream Deformation Tube, Centring

Device and Support

These drawgear articulations can also be designed as overload protection solutions.

Rubber Cushion Articulation

31

Front End Systems

Connect and Protect Galea
Front end design is caught in a crossre of inuences: safety aspects,
economic and environmentally friendly operation, efcient maintenance
and repair works. Using innovative GFRP technology, Voith Turbo
Scharfenberg combines structural elements and energy absorbing
components to form a complete, modular vehicle head, teaming longstanding experience with state-of-the-art technologies. Safe, exible,
lightweight and modular: The Galea concept represents a standardised
framework for all types of exterior designs. A perfect combination of
individual appearance and optimum energy absorption.

Safe
Safety plays a major role in rail trafc, with ever increasing
importance. To meet these high demands, the Galea integrates
a multiple-stage crash concept. It was designed to cover the
main aspects of the EN 15227 standard, when integrated into
a trainset. Crashworthiness and re protection, as well as
noise protection and thermal insulation were taken into
account. What stands out: Even the crash elements are made
from GFRP. The Galea was developed for Intercity trains up to
200 km / h.

Lightweight
The heavy-weight steel constructions in operation to date
were replaced by lightweight structures using bre composite materials. The weight reduction results in a higher
economic efciency and environmental acceptability. The
load on every wheel is minimised, thus reducing the wear
of train and tracks or respectively allowing an increased
passenger volume.
Flexible
The base of the Galea concept is its internal crash structure.
This structure can be adapted to different vehicle heights and
widths, but the design and the components making it up remain the same.
For the external shell covering this crash structure any design
can be realised. The result: individual design paired with optimum safety.
Modular
Just like every other Scharfenberg product, the Galea has
been designed in a modular way. The entire vehicle head is
characterised by short mounting times, and when damaged
can be easily replaced. The same applies to the individual
energy absorbing components. This way, train down times
are minimised. The entire vehicle head will be delivered ready
for installation. Apart from pre-installed pneumatic and electric components, it contains the interior panelling and drivers
desk (according to European drivers desk specications).

Galea Vehicle Head

32

Fibre Composite Vehicle Head Galea Consisting Almost Completely of Glass-Fibre Reinforced Plastics (GFRP)
* Vehicle components made from GFRP
Laminated Safety Glass

Shell*

A-Pillars*

Aluminium Honeycomb
Structure
Front Plate*

Floor Plate*

Energy Absorbers*

Obstacle Deector

Scharfenberg Coupler

The modular design allows the individual components of the

energy absorption concept to be used as stand-alone solutions. This way, the new GFRP technology is open for other
applications.
33

Play it Safe even at Highspeed

An ideal combination of functionality and safety: Voith
Turbo Scharfenberg front end systems offer perfectly
matched components, individually designed for their
operational purpose. Standardised interfaces and a
modular design make the systems easy to replace in case
of damage and keep the down times of the train as short
as possible.

ICx
Superlatives in rapid succession: From 2016 on, up to 300
ICx trains will gradually replace the Intercity/Eurocity trains
presently in operation, followed by the ICE1 and ICE2 trains.
Thus the ICx forms the new backbone of the future DB (German Railways) main line trafc. The ICx sets new standards in
exibility and operational availability and can be perfectly
adapted to different transport tasks.

The modular design and few connection points of the front

nose allow for fast mounting and easy adjustment of the components. Low-maintenance encapsulated actuators remain
perfectly functional even under rough operating conditions.
Apart from smooth operation, these actuators prevent any unwanted closing of the front hatches. This provides additional
safety for maintenance works.

An advanced aerodynamic design and optimised usable oor

space result in weight and energy savings, while still providing
all the comfort needed for long distance travels.
Our Contribution

GFRP drivers cabin

Front nose module including front hatches
Front hatch kinematics (manual and automatic)
Snow deector
Type 10 automatic coupler
Semi-permanent couplers
Adapter coupler type 10 / UIC drawhook

ICx, Germany.

Components Supplied by Voith

34

CRH3-380
Meanwhile, a whole family of CRH3 products has seen the light
of day at the Salzgitter production site. They all have one thing in
common: a huge delivery volume.
Both the design process of the CRH3-380 front nose and
the manufacturing of the rst systems took place at the Salzgitter site. The remaining front noses are manufactured locally by
Chinese partners. Finally, they are mounted and adjusted at the
Voith site in Shanghai.

Preceding the localisation in China, our Chinese partners underwent comprehensive training in laminating the GFRP parts, assembling the front noses and adjusting the front hatches. When
production in China started, experts accompanied the process
for several weeks. The result: 100 % localised front noses at
100 % quality and functionality.

Our Contribution

Front nose module including front hatches

Front hatch kinematics (manual and automatic)
Type 10 automatic coupler
Semi-permanent couplers
Modular adapter coupler type 10 /AAR

CRH 380 B / BL, China.

Components Supplied by Voith

35

EMU800
During the last years, Taiwan has invested largely to improve
its rail infrastructure. Apart from a new high speed line, a focus was put on intra-urban transport in and around larger cities like Taipei or Kaohsiung.

Designed for a maximum speed of 130 km/h, the EMU800

vehicles are destined as commuter trains to improve the
transport capacity between large urban areas.
The yellow line around the front made railway enthusiasts
nickname the EMU800 "Smiling Express".

Our Contribution

Front hatches including kinematics

AAR type automatic coupler
Semi-permanent couplers
Modular adapter coupler type AAR/ semi-permanent
coupler

EMU800, Taiwan.

Components Supplied by Voith

36

36

Tilting Express EMU

As "Puyuma Express", this second generation of tilting express EMUs connect the Taiwanese city centres of Taipei and
Hualien, and down to Taitung on the eastern line at a maximum speed of 150 km/h. This makes the Puyuma Express
Taiwan's fastest train operated by the TRA (Taiwan Railways
Administration) so far.

Parts of the track are a scenic route and provide spectacular

views of the Pacic Ocean.
The kinematics of the Puyuma Express corrspond to that of
the EMU800, the front hatches were adapted to the vehicle
design.

Our Contribution

Front hatches including kinematics

AAR type automatic coupler
Semi-permanent couplers
Modular adapter coupler type AAR/ semi-permanent
coupler

Puyuma Express, Taiwan.

Components Supplied by Voith

37

37

G 1712 en ak / BAI 2014-09 2 000. Subject to modifications. All data are for descriptive purposes only and do not represent guaranteed properties.

Voith Turbo Scharfenberg

GmbH & Co. KG
Gottfried-Linke-Str. 205
38239 Salzgitter, Germany
Tel +49 5341 21-02
Fax +49 5341 21-4202
[email protected]
voith.com