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.

An articulated rail coupler comprises a base member, a female connecting member, a male connecting member, a bearing race, a first bearing seated within the bearing race and defining a vertical axis of rotation, and a second or a coupler bearing configured and sized to be received within a truck bogie bearing bowl. The male connecting member is allowed to rotate relative to the female connecting member about the vertical axis of rotation in a range of about ninety degrees, when the male connecting member and the female connecting member are coupled therebetween by the first bearing.

An articulated rail coupler comprises a base member, a female connecting member, a male connecting member, a bearing race, a first bearing seated within the bearing race and defining a vertical axis of rotation, and a second or a coupler bearing configured and sized to be received within a truck bogie bearing bowl. The male connecting member is allowed to rotate relative to the female connecting member about the vertical axis of rotation in a range of about ninety degrees, when the male connecting member and the female connecting member are coupled therebetween by the first bearing.

An assembly that includes a housing with a chamber formed within a bore of the housing. The assembly further includes a tapered center shaft disposed at least partially within the bore of the housing. The chamber includes an angled contact surface, a sliding wedge, and a load spring. The sliding wedge is positioned to apply a force onto the angled contact surface of the chamber. The sliding wedge is also positioned to apply a frictional force to a rod portion of the tapered center shaft. The load spring is compressed between a contact surface of the chamber and a contact surface of the sliding wedge. The load spring is positioned to apply a compressive force onto the contact surface of sliding wedge toward the angled contact surface of the chamber.

A coupling support for a central buffer coupling of a rail vehicle includes first and second holding plates to be secured to the body of the rail vehicle. The coupling support has a base plate and a transverse bar disposed between the holding plates. The transverse bar is resiliently coupled to the base plate and is disposed above the base plate. First and second pivot levers are disposed on the base plate such that the pivot location of each pivot lever is disposed below the transverse bar, and the pivot locations are connected to the base plate. Each upper portion of the pivot levers is connected to the transverse bar by an articulated connection such that a movement of the transverse bar away from the base plate is restricted by the articulated connections and a movement of the transverse bar towards the base is allowed by the articulated connections.

The invention relates to an energy absorbing fastener suitable for connecting a part of a coupler or pivot to a car of a multi-car vehicle, wherein a fastener having a head and an end is provided, the end being suitable to be connected to an element of the coupler or the pivot, a deformation tube surrounding the fastener, whereby the deformation tube has a first end, whereby the head of the fastener rests against the first end or rests against an element that rests against the first end, and whereby the deformation tube has a second end suitable to rest against a surface of the car or a connection plate suitable to be connected to the car.

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.

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.

System for automatic coupling and release of at least a first vehicle and of a second vehicle travelling on the railway network comprising at least a first hooking group of the first vehicle and at least a second hooking group of the second vehicle, comprising at least one vertical alignment apparatus for vertical alignment of the at least one first and at least a second hooking group, the first and at least the second hooking group being configured to be coupled and released each other by means of complementary interlocking coupling means under the control of an informatic system present on each vehicle.

System for automatic coupling and release of at least a first vehicle and of a second vehicle travelling on the railway network comprising at least a first hooking group of the first vehicle and at least a second hooking group of the second vehicle, comprising at least one vertical alignment apparatus for vertical alignment of the at least one first and at least a second hooking group, the first and at least the second hooking group being configured to be coupled and released each other by means of complementary interlocking coupling means under the control of an informatic system present on each vehicle.