Abstract: An electrical contact coupling (3) is provided for automatic center- or central buffer couplings for rail vehicles, more particularly for claw couplings with protective arm, rotatable claw and fall bar of the “AAR” or “Janney” type or with two rigid claws and claw bar of the “Willison” type. The coupling has a contact carrier (8) secured to the coupling head and guided so as to be displaceable longitudinally in the longitudinal direction of the center buffer coupling. An economic and flat-construction solution, indicated for a center- or central buffer coupling of the aforementioned type, for the design and arrangement of an electrical contact coupling (3) and an air line coupling (12) is achieved wherein the longitudinally displaceable contact carrier (8) is arranged underneath and on a supporting unit (1) which for its part is elastically supported on and secured to the coupling head underneath the said coupling head.

Abstract: A device for elastically supporting the coupling shaft (4) of a central buffer coupling at a rail-borne vehicle with a spring apparatus is provided, which is formed by rings (9) arranged one behind another at mutually spaced locations in the longitudinal direction of the coupling shaft and vertically. The pretensioned rings (9) are held in annular rings (5, 6) of the coupling shaft (4) and of the housing (3). To improve the generation and the adjustability of the pretension of the spring apparatus of the device, the coupling shaft (4) has a collar (11), with which a pretensioning ring (12) is in contact with its rear side, on the one hand, and, and with which the ring (9) located closest to the opening of the housing (3) is in contact, on the other hand, with its front side, wherein the pretensioning ring (12) pretensions the rings (9) in the longitudinal direction of the coupling shaft (4) in the unloaded state of the device.

Abstract: An electric cable coupling for rail-borne vehicles is held longitudinally displaceably on a central buffer coupling. The cable coupling has only one adapter box (1) as a replacement for the two usual cable coupling halves, wherein the connection lines (4) for the functionally correct connection of the connection lines (2) to the rail-borne vehicles in the correct left-right configuration are arranged crossed within the adapter box (1), and the connection of the connection lines (2) to the two rail-borne vehicles to be coupled is performed via confusion-proof plug-and-socket connections (3) or fixed cables with at least one plug-and-socket connection (3) each.

Abstract: An electric heater for central buffer couplings, with a heating element introduced into a groove of the coupling head. The heating element is covered to the outside. To reduce damage to the heating elements and to prolong the service life of the heater, the heating element in the groove is filled with silicone material, which forms the outer cover and is a flowable single-component material, which undergoes crosslinking at room temperature under the action of atmospheric humidity.

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 coupling head housing of a central buffer coupling for rail vehicles, especially low-platform vehicles, with a lock with rotatable disk-type hook and articulated coupling ring, which is located retracted inside the centering projection when the coupling is not in use, and with a funnel for receiving the centering projection of an opposite coupling head of the same design. Offsets in height and lateral offsets, but even angular offsets are to be compensated prior to the coupling process. Accordingly, the front part, which combines a compact design with the known advantages of older coupling designs for the largest possible gripping range, within which a coupling process can still be initiated as intended when the coupling head housings are axially offset in relation to one another and it can be concluded after the adjustment to one another.

Abstract: The present invention pertains to a central buffer coupling for rail-borne vehicles with a two-part coupling shaft formed by a front shaft part (2) carrying the coupling shaft (1) and by a rear shaft part (3) hinged horizontally pivotably to the chassis of the rail-borne vehicle, wherein the two shaft parts (2 and 3) of the two-part coupling shaft are connected to one another by a vertical connecting pin (5). A locking bar (7), which is displaceable in the longitudinal direction to a limited extent in the coupling shaft, is provided as the fixing device, and the said locking bar can be displaced, in the mutually extended position of the two shaft parts (2 and 3), by the force of a spring (13), into a locked position, in which the locking bar (7) associated with one of the shaft parts (2 or 3) engages the vertical groove (6) associated with the other shaft part (3 or 2) to make the coupling shaft rigid.

Abstract: To couple the initiation and the chronological sequence of a coupling or uncoupling process of a mechanical middle buffer coupling and an electrical cable coupling with a common rotary drive with the smallest amount of control effort possible in a reliable manner, a coupling and uncoupling device has a shaft, which can be driven at right angles to the coupling axis and is fastened non-rotatably on an actuating arm that extends into a guide rail of the cable coupling and is consequently designed as a direct drive member of the cable coupling, wherein an uncoupling lever for the mechanical middle buffer coupling and the actuating arm are positively coupled via the shaft. A switching device for the coupling and uncoupling device with switches and initiating members or control cams controls the initiation and the chronological sequences of the coupling and uncoupling process of the mechanical middle buffer coupling and the electrical cable coupling.

Abstract: To couple the initiation and the chronological sequence of a coupling or uncoupling process of a mechanical middle buffer coupling and an electrical cable coupling arranged on it longitudinally displaceably in the direction of the coupling axis with a common rotary drive with the smallest possible amount of control effort and in a reliable manner, a coupling and uncoupling device is provided with a drivable shaft arranged at right angles to the coupling axis. An actuating arm is nonrotatably fastened to the drivable shaft, and the actuating arm extends into a guide rail of the cable coupling and is thus designed as the direct drive member of the cable coupling.

Abstract: To avoid, after excessive shocks in the underframe in the forestructure and at the coupling of a traction/thrust pivoted joint or device of a vehicle, deformations of a central buffer coupling at the underframe of the vehicle is proposed. Arranged between the carrier plate for the support of the traction/thrust device and the coupling uptake at the underframe in each instance is a shock absorber which in case of excessive shocks becomes deformed elastically and/or plastically and permits a deformation path preset for the force acting at the time.

Abstract: To obtain a defined reset for horizontal articulations for an elastic articulation of a central buffer coupling, if at least one elastic ring is used, the inner part of the housing as well as the drawbar have the greater axis of their cross-section in the vertical in the installed position. The coupling which is secured on the vehicle and a drawbar which traverses the housing are supported by a ring of rubber, plastic or similar resilient material which is prestressed normal to the coupling axle of the coupling and arranged between the housing and the drawbar. The drawbar and a side of the housing have peripheral cams directed toward each other. The housing and the drawbar have an oval cross-section and the rings are spaced by cams formed on the drawbar and portions of the housing, the ring and the housing and the drawbar have a major axis of their cross-section extending along the vertical in their installed position.

Abstract: In a rail vehicle with anticlimb equipment, the occurring normal shocks are absorbed by draw and buffer devices which are provided in tandem with the central buffer couplers. To take up excessive impacts, an excess-impact safety effective through deformation is built into the coupler bar of the central buffer coupler. The purpose of the inventive arrangement with an additional excess-impact safety is to be able, upon a collision accident, to take up further excess impacts, in addition to those which are absorbed by the excess-impact safety of the coupler bar. The additional excessive-impact safety is so disposed that it remains unaffected during the response of the excess-impact safety of the coupler bar.

Abstract: A mechanical central buffer coupling for a so-called model Scharfenberg for rail vehicles which have a main conduit connected to a coupling lock in a brake actuator coupling lock, comprises a controlled pneumatic valve for opening the lock which is characterized by an air valve connected with the main air conduit and to the pneumatic valve. The air valve is connected to the brake actuator so that in case of unintentional severing of the central buffer coupling the air valve actuates the brake of the rail vehicle by venting the main conduit. The model Scharfenberg mechanical central buffer coupling generally includes an arrangement of a rotary pivotable lever system between two mechanical coupling members in such a way that the mechanical coupling members can pivot even without moving the lever system, so as to make possible an actuation of the air-shut off member only upon actuating the releasing device of the coupling members but not heretofore upon an unintentional severing of the coupling members.

Abstract: A buffer coupling for rail vehicles comprises a first coupling part which has a receiving shoulder adjacent its end with a first cylindrical portion spaced from the end of said first coupling part of increased diameter from said shoulder and forming a rib in a second cylindrical portion of smaller diameter than the rib forming a cylindrical slide surface over which a sleeve is slidable. The sleeve is urged away from the rib by a spring so that it projects outwardly from the second cylindrical portion of smaller diameter so that it may engage over respective legs of a forked end of the second coupling part which engages with the first coupling part so that the shoulder of the first part fits within the legs of the second coupling part. The sleeve is urged by the spring to engage over the outer cylindrical surface of the second coupling part.

Abstract: An improved arrangement of a short coupling for rail vehicles includes a pair of plates connected to the short coupling which supports an axially displaceable electrical line coupling as well as a pneumatic line coupling and a centering pin and bore for engaging complementary centering pins and bores of a counter-coupling.

Abstract: A device for uncoupling central buffer couplings on rail vehicles having a rotatable disk hook includes a cam operatively connected to a worm wheel for rotation therewith which, in turn, is connected to an electric motor. The cam is rotatably operative to engage a bridge member connected to the disk hook in order to rotate the disk hook and also to engage a switch for energizing and de-energizing the motor.

Abstract: An electrical cable coupling, in particular for a mechanical buffer coupling of a rail vehicle, comprising first and second coupling heads each including a contact carrier with a recess therein. One of the coupling heads includes two spaced centering pins and the other of the coupling heads includes two spaced bushings into which the centering pins are engaged to center the coupling heads with each other. A photoconductor insert is detachably and resiliently mounted into each of the recesses. One of the inserts has a protruding portion which fits into a recessed portion of the other of the inserts. A spring-loaded photoconductor member is shiftably mounted in the protruding portion and aligned with a fixed photoconductor mounted in the recessed portion. The recessed portion is covered by a slotted gate structure which is movable by sword-shaped lugs on the other coupling head.

Abstract: An elastic hinge of a central buffer coupling for rail cars, comprises a bearing housing which has at least one end with a coupling rod receiving opening into which a coupling rod extends. The interior wall of the housing has a plurality of axially spaced radially inwardly extending annular housing cam surfaces which engage between similar cam surfaces defined on a coupling rod which is inserted into the housing. A plurality of rings are arranged on the coupling rod between the coupling rod cam surfaces and they have outer peripheries which bear on the housing between adjacent housing cam surfaces. The housing interior wall and the coupling rod have an oval cross-section and the rings are held in spaced axial relationship by the coupling rod cams. The housing and the rings may be made of two semiannular parts, and the housing parts may be bolted together.