how coupling train technology

how coupling train technology
The Scharfenberg coupler (German: Scharfenbergkupplung or Schaku) is probably the most commonly used type of fully automatic coupling. Designed in 1903 by Karl Scharfenberg in Königsberg, Germany (today Kaliningrad, Russia), it has gradually spread from transit trains to regular passenger service trains, although outside Europe its use is generally restricted to mass transit systems. The Schaku coupler is superior in many ways to the AAR (Janney/Knuckle) coupler because it makes the electrical and also the pneumatic connections and disconnections automatic. However, there is no standard for the placement of these electro-pneumatic connections. Some rail companies have them placed on the sides while others have them placed above the mechanical portion of the Schaku coupler

A coupling (or a coupler) is a mechanism for connecting rolling stock in a train. The design of the coupler is standard, and is almost as important as the track gauge, since flexibility and convenience are maximised if all rolling stock can be coupled together.

There are two different kinds of couplers in the units: Automatic couplers on both unit ends (driver cab car), which permit the coupling with another unit, and semi-permanent couplers, which permit a permanent connection between cars forming a unit.

The equipment that connects the couplings to the rolling stock is known as the draft gear or draw gear.
The capacity of a rail convoy often needs to be adjusted to adapt to peak traffic.
Many trains have a fixed configuration. It is therefore necessary to resort to coupling between two trains:

Today, coupling or uncoupling is no longer carried out manually: it is directly controlled by the driver, using the control panel in the driver’s cab.
During coupling, one train approaches another at low speed to limit the effect of the “jolt”. They are then linked together by an automatic coupler, consisting of: mechanical systems to ensure the connection between the two trains, pneumatic ducts to guarantee continuity between the two trains, and finally, electrical connector heads to allow both trains to be controlled from a single cabin. To optimise aerodynamics, coupling systems are sometimes hidden away behind hatches.
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