The invention relates to an articulated coupling comprising at least one tension-transferring or compression-transferring rod, at least one pressure plate comprising a cutting tool that comprises at least one blade and a central conically shaped recess. Furthermore, the articulated coupling comprises at least one conical threaded ring which comprises an internal thread and is slit in a longitudinal direction, wherein the rod comprises an external thread onto which the conical threaded ring is screwed. The cutting tool is arranged on a conical external surface of the conical threaded ring, wherein the conical threaded ring is arranged at least partially in the conically shaped recess.

The invention relates to an articulated coupling comprising at least one tension-transferring or compression-transferring rod, at least one pressure plate comprising a cutting tool that comprises at least one blade and a central conically shaped recess. Furthermore, the articulated coupling comprises at least one conical threaded ring which comprises an internal thread and is slit in a longitudinal direction, wherein the rod comprises an external thread onto which the conical threaded ring is screwed. The cutting tool is arranged on a conical external surface of the conical threaded ring, wherein the conical threaded ring is arranged at least partially in the conically shaped recess.

An elevated transportation system includes a multicompartment fuselage adapted to run on a series of spaced apart stanchions in which the motive force for the fuselage is located in motorized rollers disposed on each stanchion.

An elevated transportation system includes a multicompartment fuselage adapted to run on a series of spaced apart stanchions in which the motive force for the fuselage is located in motorized rollers disposed on each stanchion.

Joint arrangement (10) for a truck comprising at least one deformation element (12.1, 12.2), wherein the deformation element comprises at least one rod (14.1, 14.2) and a connection plate (16.1, 16.2), wherein the connection plate is arranged on the rod, wherein the rod has at least one stop element. The connection plate can be displaced on the rod in the longitudinal direction of said rod, wherein a deformation work can be performed on the deformation element in the event of a displacement of the connection plate on the rod; and wherein a displacement path of the connection plate on the rod is limited by the stop element (24.1, 24.2). Further a method for energy conversion is proposed.

A block, towing system, and a method for towing rail cars is provided. The block includes a first channel, a second channel, a third channel and a fourth channel. The first channel is located on a first side of the block. The second channel is located adjacent to the first channel on the first side of the block. The third channel is located on an opposite side of the block from the first channel. The fourth channel is located adjacent to the third channel on the opposite side of the block from the second channel.

A block, towing system, and a method for towing rail cars is provided. The block includes a first channel, a second channel, a third channel and a fourth channel. The first channel is located on a first side of the block. The second channel is located adjacent to the first channel on the first side of the block. The third channel is located on an opposite side of the block from the first channel. The fourth channel is located adjacent to the third channel on the opposite side of the block from the second channel.

A joint connector of a railway vehicle comprises a concave joint (22) and a convex joint (21). A traction load transfer section and/or a compression load transfer section are provided between the concave joint and the convex joint. The traction load transfer section and the compression load transfer section are detachable assembled in the concave joint. The service life of the concave joint is prolonged due to the arrangement of the traction load transfer section and the compression load transfer section.

A joint connector of a railway vehicle comprises a concave joint (22) and a convex joint (21). A traction load transfer section and/or a compression load transfer section are provided between the concave joint and the convex joint. The traction load transfer section and the compression load transfer section are detachable assembled in the concave joint. The service life of the concave joint is prolonged due to the arrangement of the traction load transfer section and the compression load transfer section.

Articulated connectors are attached to and extend from center sills of adjacent car units of a multi-unit railroad freight car, connecting the car units to each other and to a shared truck. The center sill of each of the car units includes a top member that is of increased thickness at the outer end of the center sill. A weld extending along a shoulder that extends around the main body of s portion of the articulated connector attaches the articulated connector portion to the outer end of the center sill with ample strength to carry draft and buff train loads as well as the weight of the car unit and its lading, without the need for weld joints inside the center sill.