Гениальное. Прям гениальнейшее... Прям немыслимое чудо техники. И для трамвая подойдёт, и для метро, и для скоростных поездов. Опять совок впереди всех, да какие молодцы😂 Куда уж там автосцепки Джаннея, Виллисона, Шарфенберга...

@@ricklisovsky8237 а что не так???? Есть что по сути сказать?

@@silvestrstolovoystalone7027 есть - найух пошёл этот совок

it's ok unless 12 year old girls are working on it

@@eckee Well, link and pin falls under the same category of "just be careful" but people lost their fingers anyways

実際には、棒はバネと繋がっていて自動で連結の解除ができるようになっています。 そのため、人が線路に入る必要がなく安全です

looks pretty basic though ngl. i think the main point of breakage would be that spring and that should be pretty easy to replace

@@checkpointstore1 and they are likely a weld on / bolt on solution, if the coupler completely fails you could just attach another. The cost of these things is likely nothing compared to the profits of operating.

wow... was not expecting knot commentary here

@@UberOcelot get out of here furry

​@@UberOcelot stay here, furry

Only thing I can imagine...if you'd think of this model as fully encapsulated that it's some kind of pressure/air release.

i suspect air pressure relief holes and/or drainage for water

@@-Hari-03 I don't think it would need air pressure relief and a drainage hole would be on the bottom. Maybe it is production related? But then why put it into the animation?

Could be for lubrication or maintenance

it must indeed be for equalizing pressure; if you notice, the protrusion fits pretty flushly into the socket and forms an enclosed space. the hole allows air to move out, otherwise it would be "squished" out the same way the coupler is trying to go in, creating resistance

ok - and you can't imagine that some kind of connection is applied to the left and right of this coupler... but not shown... since this is about the coupling? what is next, you tell us that the train won't move without a locomotive, that is also not shown? heck, this thing won't even roll down a hill since there are no wheels!

If the connectors are mounted through a swinging link there’s a likelihood they wouldn’t be perfectly aligned when they went to connect. Instead flopped over to one side or another. Personally my problem with this system is inagining how difficult it would be to maintain that many closely fitting connectors.

..this was my intial tought seeing this, but i assume those r connected to a spindle hinge that can allow movement in any direction, so probably works for light trains... otherwise it is not a very roubust coupler.. under normal conditions it probably works fine..

Exis: yes, it need to be able withstand considerbly stress forces... turning, vibrations, pulling/stopping, track welds, derailing..etc .. this design is weak...

As a railroad employee, I can tell you these couplers are designed for passenger trains that rarely detach cars, and yes, the slack is at the base of the drawbars.

what are you trying to say

huh

Are you able to articulate a reason why?

@@saxplayingcompnerd I'm able to arcticulate a reason for "why not", it's because in many places rail tracks are not smooth and couplings need space to compensate for movement of cars (one moving in relation to other)

B-but we're both trains. 😳🫣

How would a snow storm defeat this?

@@meribor snow.

@@Drruuiipp Literally not an explanation. How would snow defeat this?

@@meribor Because the snow and ice build up in it and freeze everything solid . That mechanism will not turn anymore and everything gets plugged up . Hope this helps .

You realize this is a very simplified cutaway model, right? Designed just to demonstrate how it works and not intended for production. Any actual coupler would have multiple backup mechanisms as well

It's been in standard use all across Japan for many decades, a country known for reliable trains. These couplers are mounted to carriages with enough flex. The mechanism shown is just the coupler.

@@ed_halley sure, i can accept that. as long as there is something that allows the connected cars to pivot around the coupling system then there shouldn't be an issue. but on face value the coupler itself (however nice it is) doesn't look like it would allow for it.

@@gedion4000 alright well it's on the trains dunno what to tell you buddy

@@gedion4000 I'm sure the engineers have already figured it out since they are used on trains.

Scharfenberg/Schaku Coupler is similar and is Rigid. without wiggle room inside the coupler (its outside). These couplers are used on High Speed Trains with low Tonnage. Your Information is incorrect. The couplers shown in the video are already commonly used and very reliable. the least you could do is read the description before commenting like you know something about this? Who do people comment with such confidence on topics they know nothing about?

Merci Docteur!

Dziękuję doktorze!

Tiny ? Bet you can´t lift one of these bare hands.

anyone/thing that is near those arms is also between two train cars that are about to squish them. So they have bigger problems.

nope. you have have to stand next to couplers to uncouple them. they aren't know for flinging levers into folk. no one is getting squished.

@@amandahugankiss4110If you watch a video of JR trains coupling, you will see that the arms are actually quite small. Plus, there aren’t actually any humans needed for decoupling since the arms are now hydraulically controlled.

Contact area seems kinda small but idk anything about trains

@@chriswho12345 гдето 1/2 периметра, остальное вскользь

Seems kinda much for me

regular trains are much longer and have a lot more weight with only one motor at the front (in most cases, at least), so their couples have a little bit of slack that allows them to start pulling carriages one by one, incrementing the load instead of starting to pull the whole train at once. it's also why you feel a sudden shock when you ride one of those trains and they start moving, you're rapidly catching up to the speed that the locomotive is already running at. subways and trams are much lighter and can have multiple drive wheels, so starting the whole train at once is not an issue, plus you remove the shock when starting / stopping the train for more comfort

@@razvanpopia206 Generally good explanations, except that modern passenger trains also have multiply drive axis. But for freight trains its true.

Is it strange that I'm imagining them growing in size like the scale of the models up to the full size?

Not a concept, in active service in Japan on several hundred trains since the 1930s. As for the difficulty uncoupling, they are hydraulically actuated nowadays so it’s not an issue and as trains in Japan generally keep the same configuration throughout service aside from freight it isn’t significant enough of a problem to change the entire standard for minuscule potential advantages

@@cozduntow9346 Sounds like @CristiNeagu was right if they changed them to be hydraulically actuated

@@Zeecontainers Oh yeah he's right about that, just thought it worth mentioning that there's a solution to it

Or one reason could be that the train operator can do it themselves without needing to hop outside or extra worker to do it. There is zero reasons to do it manually if it can be automated.

@@Zeecontainers a) Hydraulic actuation is because of the forces needed (would make the hydraulics too large and expensive) but because of safety and time saving. b) Those are for passenger trains, not for freight trains. Passenger train only get coupled (in most parts of the world) when in the maintenance yard where there is no forces, the carriages are light etc. There is a reason why freight couplings have resisted automation for so long ....

More like you need a man on each side.

This design was actually invented by railway engineer Mamoru Shibata in the 1930s (which is why it's known as the Shibata coupler). It has been the standard coupler used on all Japanese (and many Korean) passenger trains for almost a century now.

*sound of Philip falling over*