Abstract: The coupler assembly for coupling railway wagons comprises a pulling apparatus (10) positioned between a front stop (6) and a rear stop (7) in space between central girders (1, 2) of a railway carriage. The front stop (6) is fixed rigidly to the central girders (1, 2) of the wagon frame. The solution is characterized by the fact that the rear stop (7) is mounted in a moving manner between the central girders (1, 2) of the wagon frame, and a support bracket (9), fixed permanently to the wagon frame, is positioned behind the rear stop (7), whereby an increased energy absorption unit (12) is positioned between the support bracket (9) and the rear stop (7).

Abstract: A coupler pivot. A coupler (10) comprises at least a first gimbal (31; 32) defining a pivot that is secured to a mounting (41) for securing to a frame member of a vehicle, the pivot also being secured to a buffer column (39) part of which protrudes on an opposite side of the pivot to the mounting (41) such that the buffer column (39) is moveable relative to the mounting (41) with at least two degrees of freedom. The buffer column (39) defines a free (42) end that is remote from the mounting (41) and that is securable to a further member.

Abstract: A device for coupling tilting railroad cars onto a high-speed railroad train comprises a coupler and a shock absorber held in a shock absorber frame, each joined by a coupling pin via a coupling joint. The frame includes a front inner surface with a front end wall opening and a cylindrical surface extending to a semi-circular concave inner surface. The joint includes a rounded convex surface engaged with a semi-circular concave surface, a circumferential surface of a short cylinder receiving the rear portion of the coupler, and an insertion hole which is provided in a direction perpendicular to the axis of the short cylinder. The frame has a removal hole and an air removal pin of the coupling pin facing each other at a position to rotate at a predetermined angle in a circumferential direction in the assembled state, and at a position coaxial with the coupling pin in the assembled state.

Abstract: The present invention relates to an elastic coupling (1) between rail vehicle wagons, comprising: an end support (2) or curved head (8) in turn comprising a screwed straight area (5), an intermediate deformation area (6) and an end coupling area (7), the end (8) of the coupling area (7) being curved, an end support (3) or straight head (8?) in turn comprising a screwed straight area (5?), an intermediate deformation area (6?) and an end coupling area (7?), the end (8?) of the coupling area (7?) being straight, and an enclosing case (4) covering the end coupling area (7) of the support (2) and the end coupling area (7?) of the support (3), such that the supports (2) and (3) are attached to one another by draw connection means and by elastic elements. The walls of the intermediate area 6 of the support 2 are curved inwards, and the walls of the intermediate area 6? of the support 3 are curved outwards.

Abstract: A coupling arrangement for the front of a tracked vehicle is disclosed, comprising a central buffer coupling having a gladhand, a coupling shaft supporting the gladhand and a bearing, via which the coupling shaft can be joined with the undercarriage of the vehicle pivotable in a horizontal and/or vertical direction. An energy consuming device allocated to the central buffer coupling having at least one energy consuming element with a destructive design is provided. To ensure maximum energy consumption in a crash with a course of events definable in advance, the coupling arrangement additionally comprises a supporting structure with two longitudinal beams arranged on the sides of the central buffer coupling and a crossbeam joined with the two longitudinal beams, said crossbeam beam being arranged above the central buffer coupling such that a vertical deflection of the coupling shaft relative to the undercarriage of the vehicle is limited by the crossbeam.

Abstract: A device for coupling tilting railroad cars onto a high-speed railroad train comprises a coupler and a shock absorber held in a shock absorber frame, each joined by a coupling pin via a coupling joint. The frame includes a front inner surface with a front end wall opening and a cylindrical surface extending to a semi-circular concave inner surface. The joint includes a rounded convex surface engaged with a semi-circular concave surface, a circumferential surface of a short cylinder receiving the rear portion of the coupler, and an insertion hole which is provided in a direction perpendicular to the axis of the short cylinder. The frame has a removal hole and an air removal pin of the coupling pin facing each other at a position to rotate at a predetermined angle in a circumferential direction in the assembled state, and at a position coaxial with the coupling pin in the assembled state.

Abstract: A coupling arrangement for the front of a tracked vehicle is disclosed, comprising a central buffer coupling having a gladhand, a coupling shaft supporting the gladhand and a bearing, via which the coupling shaft can be joined with the undercarriage of the vehicle pivotable in a horizontal and/or vertical direction. An energy consuming device allocated to the central buffer coupling having at least one energy consuming element with a destructive design is provided. To ensure maximum energy consumption in a crash with a course of events definable in advance, the coupling arrangement additionally comprises a supporting structure with two longitudinal beams arranged on the sides of the central buffer coupling and a crossbeam joined with the two longitudinal beams, said crossbeam beam being arranged above the central buffer coupling such that a vertical deflection of the coupling shaft relative to the undercarriage of the vehicle is limited by the crossbeam.

Abstract: The improved intermodal vehicle has a one-piece upper frame assembly with a horizontal load carrying surface below the ends of a drawbar for connecting the trailers. Each highway trailer has a coupler socket assembly at both its front and rear into which the drawbar enters and connects to the intermodal vehicle by a vertical coupling pin projecting upward from the horizontal load carrying surface. The coupling pin is operated up and down by either manual or air operated actuators, and locks in the up position by a manually operated safety latch. The upper frame is supported from dual steerable lower frames by primary air springs so that when the springs are deflated, the upper frame is lowered to allow the trailers to be pushed upon the load carrying surface. When the air springs are inflated, the trailers are raised so that the trailer wheels are carried above the railroad track.

Abstract: A car includes a car equipment protection structure, The car equipment protection structure includes an underframe, couplers and guide members. Each of the guide members is provided on a railcar inner side of an attached flange portion of the underframe to which the couplers are attached. Moreover, the guide members respectively include inclined surfaces, each of which is opposed to at least a part of the coupler. Each of the inclined surfaces is inclined toward the railcar inner side as it extends downward.

Abstract: A coupler yoke and a coupler draft gear are used in the field of carriages of a railway and aim at solving the problems of lower strength, low safety and reliability and the like in the prior art. The coupler yoke comprises a hollow yoke body with the cross section being in a long concentric-square shape, the inner side surface of the one end of the hollow yoke body is a bearing surface, and at least part of the heavy loading area of the bearing surface protrudes outwards relatively to the end surface of the light loading area. The coupler yoke is used for connecting couplers between the carriages of a train, so that the carriages are connected to form the train for transmitting the tractive force in the transportation; the distribution pattern of the existing bearing surface is changed due to the arrangement of a middle groove.

Abstract: A vehicle, in particular a rail vehicle, having a vehicle longitudinal axis, a first body, a second body which is adjacent to the first body, a third body which is adjacent to the first body, a first anti-roll device which connects the first body and the second body, and a second anti-roll device which connects the first body and the third body. The anti-roll devices each counteract rolling motions between the bodies, which are connected via the anti-roll devices, about a roll axis parallel to the vehicle longitudinal axis. The first anti-roll device and the second anti-roll device are coupled to each other via a coupling device, and are configured along with the coupling device in such a way that at least one first displacement on the first anti-roll device causes at least one second displacement on the second anti-roll device.

Abstract: An energy dissipation device (1) is provided for a car body of a multi-element vehicle in particular a rail vehicle, the energy dissipation device (1) having a damping unit (10) having a regeneratively implemented damping element (11) for damping traction and impact forces occurring in normal travel operation and an energy dissipation unit (20) having a destructively implemented energy dissipation element (21), and the energy dissipation element (21) being designed to respond after a previously determinable critical impact force is exceeded and to transmit at least a part of the impact forces transmitted via the energy dissipation device (1) into heat and deformation work by plastic deformation and thus dissipate them.

Abstract: The invention relates to an energy dissipation device (100) for a multi-member vehicle, a rail-mounted vehicle in particular, comprising a first end plate (10), a second end plate (20) and an energy dissipation element (30) in the form of a hollow body extending in the longitudinal direction (L) of the energy dissipation device (100) and arranged between the first and the second end plate (10, 20), whereby to prescribe the formation of folds for the energy dissipation element (30) upon activation of the energy dissipation device (100), said energy dissipation element (30) comprises a response trigger in the form of a fold/bulge area (33, 33?) extending peripherally at least partly around the periphery of the hollow body.

Abstract: A release device for a draft gear assembly comprises a draft gear housing for slidably supporting a yoke shaft and capturing a cushion unit associated with the yoke shaft between buff and draft stops. The buff stop comprises a release ring within the interior of the draft gear housing being radially divided into two or more sections. A plurality of release bolts designed to shear under emergency buffing forces extend through the draft gear housing and into the sections of the release ring to draw the sections radially outward to the interior surface of the draft gear housing eliminating gaps and minimizing flexing of the release bolts.

Abstract: The invention relates to an automatic central buffer coupling having a coupling head, a coupling rod and a shock absorber including a destructively-configured force-absorbing member in the form of a deformable tube. The invention provides additional functionality of extendability and retractability to the coupling rod, the and for the central buffer coupling to include a controllable linear drive for the axial displacement of the coupling rod relative the fixing plate and for the bearing block to include a first bearing block component against which adjoins the coupling head-side end of the deformable tube, and a second bearing block component to which the vehicle-side end of the coupling rod is articulated, whereby the second bearing block component is axially displaceable relative the first bearing block component by means of the linear drive.

Abstract: The invention relates to a vehicle front-end module having a vehicle front-end structure (100) for mounting to the front end of a rail-borne vehicle, in particular a railway vehicle, wherein the vehicle front-end structure (100) is wholly composed of structural elements made from fiber composite or fiber composite sandwich material. The structural elements forming the vehicle front-end structure (100) comprise first structural elements (10, 10?, 11, 12, 12?, 14, 15, 16) which are configured and directly connected to one another so as to form a substantially deformation-resistant, self-supporting front-end structure designed to accommodate a vehicle driver's cab (101).

Abstract: A housing for a railway car draft gear assembly for cushioning buff and draft shocks includes a rear portion engageable with the rear stops of such railway car and a front portion configured for attachment to a coupler arm. Opposed ends of the front and rear portions are provided with complimentary flanges for removable attachment of the front portion to the rear portion with threaded fasteners.

Abstract: A friction clutch mechanism for a draft gear assembly includes a pair of outer stationary plate members, a pair of movable plate members, a pair of inner stationary plate members having an inner surface which is tapered at an angle of approximately 4.5°, a pair of wedge shoe members having an upper surface which is tapered from a point disposed inwardly from the tapered outer surface inwardly toward and at an acute angle relative to a longitudinal axis of the friction clutch mechanism, and a center wedge member which includes a pair of correspondingly tapered surfaces frictionally engageable with the upper tapered surface of a respective one of the pair of wedge shoe members. The tapered upper surface of the pair of wedge shoe members is tapered at an angle of approximately 49.0°-50.0°. The pair of tapered surfaces of the center wedge is tapered at an angle of about 49.5°.

Abstract: A friction-type draft gear assembly includes a housing having an open front end and a partially closed rear end with a first and second rear portions and a pair of ledge members disposed intermediate such first and second rear portions for enabling the draft gear assembly to fit into a draft gear pocket of a predetermined length. A first rear portion is adapted to receive a compressible cushioning element with a seating arrangement abutting one end thereof which extends longitudinally from the second portion of the closed rear end toward the open front portion. A removable bottom wall is attachable either to the first or second rear portions for enabling installation of the compressible cushioning element through the first end.

Abstract: A railcar draft gear housing formed from an austempered ductile iron casting having an original shape and including an open end, a closed end, and wall structure axially extending between the housing's ends. The wall structure of the housing defines an axial section between and spaced from the ends. The axial section of the wall structure is configured to withstand impact energy imparted to the housing in excess of 81,000 inch pounds while retaining and exhibiting substantially linear elasticity wherein the resultant ratio of stress to energy input remains substantially constant thereby allowing for flexible distortion of the housing in a manner promoting enhanced energy damping characteristics while allowing the casting to return to the original shape after the impact energy is released threrefrom.

Abstract: In energy absorbing structures in an entire train, a compression amount at an interface between cars at an end portion of a train is reduced and compression at an interface between cars at a center portion of the train is facilitated. In the structure, a plurality of cars (A1 to A12) are coupled to one another through couplers (B1 to B11), and energy absorbing structures (S12 to S42, S82 to S122) are provided between cars. An average compressive load corresponding to a value obtained by dividing an energy absorption amount of the energy absorbing structure by a maximum compression amount of the energy absorbing structures (S12 to S42, S82 to S122) is set smaller at an interface between cars at a center portion of the train than at an interface between cars on an outer side of the train (closer to an end portion).

Abstract: A housing for a railroad car draft gear is disclosed. The draft gear housing has an axially elongated tubular portion comprised of layers. At least one of the layers of the draft gear housing is formed from a filament wound structure or composite material, and an additional layer may be steel.

Abstract: A vehicular coupler comprises a head for coupling to an opposed, generally identical coupling head of a vehicle for mechanically connecting two vehicles together. Such coupler includes a beam member for connecting to the underside of one of such vehicles. A housing is slideably connected to the beam member and a cushioning device is connected to the coupling head. The coupling head has a rearward extension located in the housing. Primary shear bolts or pins extend through walls of the housing and into the rearward extension of the cushioning device. Secondary shear bolts or pins extend through the beam member and into the housing. Retaining bolts are secured to the housing and have upper portions located above an upper surface of the housing. A longitudinal relief area is provided in the beam member, with the upper portions of the retaining bolts being located in the relief area.

Abstract: A shock absorbing tow bar for connection between the accumulating trolley and load carriage of a power and free conveyor system is disclosed. The tow bar includes one component that is connectable to the accumulating trolley and another that is connectable to the intermediate trolley of the load carriage. Limited relative shifting is permitted between the components of the tow bar. Moreover, the components are threadably intercoupled so that such relative shifting requires a screwing or unscrewing action that serves to cushion movement between the accumulating trolley and load carriage.

Abstract: A shock-resistant coupler for a vehicle includes a substantially hollow draft gear tube and a coupler head. The draft gear tube has an inside surface, and the coupler head has a flexible, substantially hollow shank portion. The shank portion has a distal end that extends into one end, or mouth, of the draft gear tube. A collar on the distal end features a predetermined number of longitudinally extending relief grooves. Formed in the shank portion adjacent the distal end thereof are at least two slots that extend longitudinally from the collar. These slots enable the distal end of the shank portion to be compressed inwardly so that the shank portion may be inserted into the draft gear tube. A plurality of shear bolts, directed radially through openings in the draft gear tube and corresponding threaded holes in the collar, enable the shank portion to be secured against the inside surface of the draft gear tube.

Abstract: A shock absorbing tow bar for connection between the accumulating trolley and load carriage of a power and free conveyor system is disclosed. The tow bar includes one component that is connectable to the accumulating trolley and another that is connectable to the intermediate trolley of the load carriage. Limited relative shifting is permitted between the components of the tow bar. Moreover, the components are threadably intercoupled so that such relative shifting requires a screwing or unscrewing action that serves to cushion movement between the accumulating trolley and load carriage.

Abstract: A compressible spring or shock attenuating apparatus is disclosed for axial insertion within an elongated hollow receptacle having a predetermined inner diameter. The compressible spring of the present invention comprises an elastomer body having an outer diameter and a pair of axially spaced ends. A series of substantially equal annular crests are axially disposed relative to each other on the elastomer body between the spaced ends, with a periphery of the crests defining an outer diameter for the elastomer body. The elastomer body is specifically configured such that the outer diameter of the elastomer body remains substantially constant even when the ends of the spring are compressed toward each other. According to the present invention, each crest of the elastomer body has a closed annular ring fixed and extending thereabout to promote maintaining the outer diameter of said body substantially constant as the ends move toward each other while defining a predetermined outer diameter for the spring.

Abstract: A longitudinally adjustable coupling rod for central buffer couplings of rail-borne vehicles. The coupling rod has a longitudinally adjustable section, which is formed by four shear elements fastened to a support body in an articulated manner. Two shear elements form front shears and two shear elements form rear shears. The two shear elements of the rear shears are associated extensively mirror-symmetrically with the shear elements of the front shears. The shear elements of each of the shears, which are arranged opposite each other, are connected to one another in their front area by hinges.

Abstract: A cushioned tow bar for connecting a drive trolley to a load carriage in a power and free conveyor system includes a particulate shock absorber with a damping chamber which is partially filled with particulate material, such as small ball bearings, which act to dampen the movement of a piston through the damping chamber. The damping chamber comprises a portion of a sleeve which includes a threaded end cap which mates with threads on an open end of the sleeve. The threads in the sleeve extend along the longitudinal axis of the sleeve to an extent which allows the end cap to be threadably adjusted, changing the portion of the sleeve forming the damping chamber, and thus adjusting the cushioning effect of the tow bar.

Abstract: The trailing, load supporting component of a product conveyor is connected to a powered, leading component by a shock absorbing tow bar that employs a dampener tube in which a plunger moves against the resistance of a sleeve of resilient material. The head of the plunger is oversized with respect to a passageway defined by the sleeve and thus is forced to compress and displace the resilient material in order to move relative to the passageway in response to an impact caused by rapid acceleration or deceleration of the conveyor. Compression and displacement of the material occurs at a zone of contact of the head with the material, the head shifting the zone of contact and compressing and displacing the material in response to the impact communicated to the tow bar. A protective sleeve shields an exposed plunger rod from contaminants and enhances the structural integrity of the assembly.

Abstract: A railroad car moving vehicle has a main frame on which are mounted front and rear axles with steel wheels for engaging the railroad track. Front and rear coupler assemblies have a set of coupler arms with a cross rail member extending between one end of the arms. A coupler is reciprocally mounted on the cross rail member and adapted for coupling with the railroad car. The other ends of the coupler arms are rotatably mounted on a pivot shaft supported by the main frame. The pivot shaft extends between opposed sides of the main frame at its center line. Each set of front and rear coupler arms are mounted on a common pivot shaft such that the horizontal portion of any shock load imparted to one coupler will pass directly through the pivot shaft to the other coupler and not to the main frame. Each end of the pivot member is supported by an isolator assembly. Each isolator assembly is mounted on the main frame and includes a resilient mount.

Abstract: An improved articulated connector or coupler in which the connection between the male connecting member and female connecting member via a king pin is provided with an elastomeric bushing housed in the male connecting member. The bushing has an outer metallic ring, and inner metallic ring, and a middle ring of elastomeric material, by which a coupling free of uncontrolled slack is achieved and by which all normal draft and buffing, as well as train-action and angling, forces, are damped and partially absorbed by the elastomeric ring. For excessive loads, in order to protect the elastomeric ring, over solid metal-to-metal stops are provided which shunt the force transmittal from the eleastomeric ring to metal stop-surfaces. The king pin is also frustro-conical in shape at the intermediate portion thereof passing through the bushing of the male connecting member, which bushing has a similarly-shaped frustro-conical passageway.

Abstract: A backstop assembly for use with a cushioning device in the sill of a railway car. The cushioning device has a body, or cylinder, slidable endwise in the sill and carrying a car coupler at its outer end. The cylinder has a piston centered on the sill axis and a piston rod projecting from its inner end terminating in an enlarged end collar of circular cross section which is received in a backstop. The backstop is of rectangular box shape secured in the sill and having an inner end wall, outer end wall, top wall and parallel side walls, the end walls being axially spaced to form a chamber for loose, axially captive accommodation of the collar. The outer end wall has an arch-shaped clearance opening for loose accommodation of the piston rod.

Abstract: A railway coupler arrangement which eliminates the conventional yoke strap, thereby enabling a larger draft gear to be employed in the coupling without increasing the overall size of the sill. The invention also provides a novel assembly for facilitating a rotary coupler arrangement in which the diameter of the rotary shank can be increased over prior art rotary butt couplers.

Abstract: Shock absorbing unit which comprises a shaped resilient polyurethane composition characterized by being able to withstand compressive cycling and particularly being characterized by retaining a high degree of rebound after a multitude of compressive cycling cycles. The unit is suitable for use in a railroad draft gear. Such polyurethane composition for said shock absorbing unit is prepared by reacting specifically selected polyols with a corresponding balance of 1,5-naphthalene diisocyanates in combination with mixtures of certain polymeric polyols with a manipulation of their molecular weights.

Abstract: A preform is made by casting a copolyester polymer elastomer into a block. While the block is solidifying, pressure is supplied to the central portion thereof. After a block is formed, it is annealed and a precompression force is applied thereto sufficient to compress the block to an extent greater than thirty percent of the original dimension of the block as measured parallel to the precompression force. In one embodiment a cushioning unit using the block is made by placing a pair of multi-apertured metal plates on opposite sides of the block with projections on the plates extending against the block and applying a second precompression force to the block and plates sufficient to cause the copolyester polymer elastomer to flow into the apertures in the plates and form a mechanical bond between the block and the plates.

Abstract: A shock absorbing element, suitable for use in a railroad draft gear, as well as a resilient polyureaurethane composition therefor, said element characterized by a compressive cycling test as well as preferably a cold temperature compression test, where said polyureaurethane is prepared by reacting a complex of 4,4'-methylene dianiline and a salt with the reaction product of selected diisocyanates and manipulatively selected polymeric polyols. An assembly of such shock absorbing elements is also disclosed under compression in a cylinder suitable as a railroad shock absorbing draft gear.