CA-3 automatic coupler: device, purpose, dimensions

One of the most popular devices for automatic connection and disconnection of railroad cars is the automatic coupler model CA-3. It is a device that provides coupling and separation of wagons and locomotive. Thanks to its device, the automatic coupler CA-3 keeps the wagons in the required interval, connects and disconnects them, and also makes possible their contact without damaging the carload frame and the automatic coupler mechanism itself.

Purpose of the mechanism

The modern adaptations necessary for autocoupling and coupling of cars are CA-3, despite the fact that it was developed in the distant 1932. The device is quite popular now. The secret of success is a successful design, simple and effective, as well as reliability and ease of use and care.

In the modern transport park for railways, wagons of the most diverse designs and destinations are used. There are cargo and passenger. Also, the conditions for their application are distinguished. A number of wagons and locomotives are operated under rather harsh conditions: increased intensity of use, excessively high or low temperature indicators, transportation of people and goods for short distances.

With a small kilometer, the power of the device increases when performing loading and unloading manipulations, and as a consequence, it becomes urgent to use a device that automatically grips and uncouples the elements of the train in an automatic mode. It is to these devices that this device can be related, since the purpose, characteristics and design of the CA-3 automatic coupler are completely suitable for these purposes.

The impact-traction device - automatic coupler СА-3 allows to carry out:

• Automatic connections of wagons at their collision and locking of the lock at the linked auto-couplers.
• Automatic decoupling of rolling stock wagons, which are carried out without the intervention of a specialist, and keeping the device in the disengaged position before the couplings are opened.
• Automatic return of the parts of the device to the initial position, allowing, when the cars are stressed, to couple them and block the lock.

In addition, the automatic coupler CA-3 allows you to re-engage the randomly disconnected automatic couplers without diluting the railroad train cars. The implementation of shunting operations, that is, when they are carried out, the impact of an auto-coupling does not lead to their unification. Until the moment of cohesion, parts of CA-3 assume the following reciprocal positions:

• The axes of the instruments are placed on one straight line;
• The axes are displaced vertically or horizontally.

In this case, the vertical axial displacement can be admitted in the freight train. The axis shift occurs up to 100 millimeters, and also in a passenger high-speed train up to 50 millimeters. The maximum value of the horizontal axial displacement does not exceed 175 mm. With these offsets of the axles, the CA-3 automatic coupler works in a qualitative and safe automatic coupling of the wagons during their operation.

Coupling model CA-3

The automatic coupler CA-3 can be divided into several components, which allow to ensure uninterrupted operation:

1. Housing, parts and parts of the working mechanism.
2. Shock-centering device.
3. The harness.
4. Stops.
5. Drive for uncoupling wagons.

The effective work of the automatic coupler CA-3 is achieved due to the interaction of all parts of the mechanism and the cast hollow space in the body. In its main part are the details of the mechanism (they are placed in a cavity, which is called the pocket):

• Castle;
• The lock holder;
• Lift roller;
• Lock hoist;
• Fuse, which allows to secure against arbitrary autocoupling self-coupling;
• bolt.

In addition to the head part, the body is equipped with an elongated tail. It also has a hole for the blade, which connects the traction clamp and the automatic coupler CA-3. In the connected position, the mechanisms that are located on adjacent cars are in contact with each other by protruding from the mouth (this is the segment between the large and small teeth), the lock holders and locks.

In this regard, we can conclude that the state of the automatic coupler CA-3 depends on the stable and smooth functioning of the entire device as a whole.

Dimensions and weight of automatic coupler СА-3

The automatic coupler has the following parameters:

• The dimensions of the CA-3 automatic coupler are 1130 x 421 x 440 millimeters.
• The weight of the CA-3 automatic coupler can vary from 207.18 to 215 kilograms. It depends on the drawing of the device.

The dimensions of the automatic coupler make it quite versatile device, which is equally well suited for both freight and passenger trains.

Upgraded coupler СА-3

In the two thousandth years of the twenty-first century, the modernized automatic coupler SA-3 begins to be used in Russia. The device and operation of the automatic coupler CA-3 remained unchanged, but the design was improved. The device received two brackets, which prevent the parts of the broken coupling from falling onto the rails. Falling the same parts leads to damage to the arrow or to the collapse of the composition.

Thus, together with the upgrade, the security level of the new device model also increases. But this is not all that brought innovations. The distance of the unmanned run of the new adaptation model was 1,000,000 kilometers. The old same automatic coupler CA-3 can only boast 200,000 kilometers by purpose and characteristics. Considering that safety and saving on repair of the device have increased, old models very quickly began to take out of operation. However, the purpose and device of the automatic coupler CA-3 in its original version firmly entered the history of the Soviet and Russian railways.

CA-3 automatic coupler malfunction

The CA-3 auto-coupler, in case of a certain number of failures, is not able to fully perform its functions:

• Fracture of the components of the mechanism, as well as a microcrack in the body of the device.
• Contour production of working surfaces, non-working fuses, expansion of throat.
• A roller that was not fixed from the fall, fixed by an incorrect or irregular way of the roller, as well as its absence.
• Damage to the wedge or roller of the pulling clamp. A crack in a wedge, a platen and a pulling yoke.
• Crack and / or breakage of centering beam, pendulum-type suspension. Incorrectly installed pendular suspension.
• Atypical roll of a wedge or a roller, malfunction of components of a traction yoke.
• Breakage of the bar or the formation of a crack in it.

The purpose of the bar is to maintain the traction clamp, bracket, as well as the drive holder for uncoupling, the shock outlet and the stop plate, or the stops themselves. The bent release lever is also the main malfunction of the CA-3 automatic coupler.

The above mentioned faults are the main ones. With the presence of these faults, the automatic coupler is unsuitable for operation, since its stable operation will be a big question. To eliminate a number of malfunctions, the parts are sent for repair. Those parts in which worn working surfaces are not subject to repair and are replaced with new ones.

In this case, there may be backlashes and abnormalities. Their appearance threatens with insufficiently strong grip and, as a result, a disengagement during the movement of the train. In the event of backlashes and deviations above the norm, the automatic coupling is immediately repaired. Since non-observance of the established operating rules poses a threat to the lives of train passengers.

Comparative characteristics of automatic couplers СА-3 and CAKv

The seventieth years of the twentieth century were marked by the fact that the development of a new standard of automatic coupler, intended for the railway communication of the European Union, began. One of the developments - CAKv has become widely used not only in European, but also in Russian trains.

It was founded by CAKv on the basis of CA-3 and is fully compatible with Soviet development. However, there are differences, in the German version on the big tooth is equipped with an additional ledge, which falls into a special groove. Due to this the coupling of the non-rigid becomes rigid.

A rigid coupling can be used to connect electrical connectors and brake lines. CAKv is used to connect wagons, large cargo trains. This is because the helical harness used on the CA-3 is not capable of withstanding the load of the freight train.

Countries where the CA-3 automatic coupler is used

Despite its "venerable" age, the device and operation of the automatic coupler CA-3 suit many, it is still popular in many countries around the world. For example, it is used in some Arab countries, such as Iran and Iraq. Also, the CA-3 automatic coupler can be found on the railways of Mongolia, Kazakhstan, Uzbekistan, Belarus, Latvia, Lithuania, Georgia, Estonia, Ukraine, Tajikistan, Moldova, Azerbaijan, Finland, Sweden and Russia.

At the same time, the Russian version is equipped with additional brackets that prevent the unhooked parts of the coupler from getting on the tracks. Thanks to the use of protective equipment, the number of accidents and railway accidents caused by the broken off part of the automatic coupler, which fell under the wheels of the train, significantly decreased.

Explanation of the abbreviation CA-3

The abbreviation SA-3 is translated as a Soviet automatic coupler, the third option. It is worth noting that after its creation, in 1935, the transfer of the entire USSR railway transport to devices of a new type started. Completely the transition was completed in 1957.

It is worth noting that at that time a transition device was used in the form of a two-link chain. The device was a metal corner, to which two pieces of a chain were welded. The corner was mounted in the hollow of the SA-3, well, and the chain pounced on the hook, welded to the screw coupling. Thanks to this element, it was possible to connect the cars with the old coupling device and equipped with a CA-3 automatic coupler.

The creation of the SA-3 made life easier for the coupler. The purpose and device of the automatic coupler СА-3 allowed to reduce its duties before combining the hoses providing braking and electric cables.

Curious facts

The automatic coupler CA-3 has a rather popular design, which for all time of its existence has proved itself as a reliable and durable element, allowing to automatically connect and disconnect the cars.

The purpose of the CA-3 automatic coupler is the connection and disconnection of rolling stock elements, but its characteristics allow the coupler to only ensure that the coupling and disengagement process passes as it should. For all the time of the existence of the automatic coupler, a number of interesting facts have been gathered about this element:

• SA-3 was developed in 1932 in the USSR. Soviet designers took as a basis the automatic coupler produced in the USA (the coupler of the Willison system), developed in 1910, and practically re-created the domestic version. Also, the contour of the gear was re-designed. In the West, the CA-3 is referred to as the "Russian auto-coupler" or "Willison's auto-coupling with the Russian circuit".
• If the CA-3 automatic coupler is incorrectly disconnected, it is necessary to push the steel rod into a certain hole that is located in its casing. The components of the mechanism will return to their original position, and the coupler will be linked.
• The automatic lock is equipped with a signaling process. It is a protrusion that can be seen at the bottom of the device, provided that the lock is not blocked. When a specialized train serviceman inspects each coupler, he notices the process, he learns that the cars are detached from each other.
• As is known, the coupler is equipped with an absorbing device, a device that absorbs the impact pulse and protects the car frame and the components of the automatic coupler mechanism from destruction. However, locomotive and motor locomotives CA-3 are not equipped with this device. The thing is that on the locomotive and motorcycle frame there is no elementary place for the installation of this element.
• The Polish version of the name of the automatic coupler CA-3 is "Brezhnev's fist".
• In 1898, the question was raised about commissioning an automatic coupler on Russian railways. One option was the American automatic coupon of Giannay. But the idea had to be abandoned. Because of the unreliability of the design of the American version, as well as the inability to choose the appropriate option from existing domestic couplers, the introduction of automatic couplings and uncoupling cars was postponed indefinitely.
• The Soviet automatic coupler (3rd variant) is used not only in the post-Soviet countries, but also in some European countries, such as Poland, Finland, Norway and Sweden. Also on the basis of CA-3 was developed the European version of CAKv, which with a slight modification completely repeats the design of the domestic automatic coupler. Only in contrast to the domestic, the foreign makes feasible a rigid linkage, which is necessary to connect the cars of the freight train.
• On average, the cost of the new CA-3 equals 10 500 rubles. Repair of the aggregates of the device varies in the range from 300 to 1000 rubles. Therefore, timely repair of the automatic coupler allows you to save a fairly large amount of money.

Conclusion

Summarizing the above, it is worth noting that the automatic coupler CA-3 is a sufficiently reliable and durable device that allows for autocoupling and coupling of wagons. At the same time, increased requirements are imposed on the state of the device: there should be no worn parts, broken components of the mechanism and cracks in the body and parts of the mechanism. In the event of a malfunction, the CA-3 is sent for repair. If the device is worn out, it is changed to a new one.

The automatic coupler CA-3 was developed in the distant 1932 on the basis of American automatic coupling Willison. At the same time, Soviet designers independently thought out the design of the coupling loop, for which the coupling of the SA-3 was called the "Russian automatic coupler".

The transition to automatic couplings began in 1935. At that time, a transitional device was used to connect wagons equipped with new and old model couplers. Finally the transition ended in 1957. At the beginning of the two thousandth CA-3 was slightly modified. In the construction of the coupler, special brackets have appeared, which make it possible to protect the railway track from getting parts of it broken off from the hitch. The protection of the blade, in turn, prevents the failure of the arrow, as well as reduces the likelihood of an emergency, leading to a full-fledged railway accident. Modernized couplings are used in trains carrying oil products, as well as in passenger trains.

Automatic coupling СА-3 is well known in Europe. In many respects due to its reliability and durability. At the same time, as we have already noted, many samples of foreign devices for such a plan were created on the basis of the Soviet automatic coupler.

Thus, the conclusion suggests that the SA-3, created in the distant 1932, can more than function ten or twenty years, or even much more. After all, the reliability of the design is measured not only by its characteristics, but also by its impeccable reputation and years of constant automatic couplings and train breakdowns.

But despite the high popularity, the replacement of the CA-3 came CA-4 - it has a more modern and reliable design. In addition to the third, the CA-4 has an increased lifetime of unattended run (200,000 kilometers of the third against 1,000,000 kilometers of CA-4).

Also, the fourth is much easier and more effective than its predecessor. Despite the appearance of a more perfect coupling, the CA-3 is still quite common, largely due to the lower cost, compared to the CA-4. CA-3 is still one of the most popular auto-couplers.