A traction-impact device including two force transmission elements which extend along a longitudinal axis and which are connected to each other in a force-transmitting manner and an irreversible energy absorption device that includes at least one energy absorption element which at least partially or in regions, preferably completely, includes a fiber composite material. The irreversible energy absorption device is at least partially received by a first of the two force transmission elements. This first force transmission element includes a nozzle portion. The irreversible energy absorption element is arranged in such a manner with respect to the nozzle portion and the other second force transmission element that, when an impact force which exceeds the maximum permissible impact force is introduced into the traction-impact device, the irreversible energy absorption element is pressed through the nozzle portion with at least partial, preferably complete defibration of the regions formed from fiber composite material.

A traction-impact device including two force transmission elements which extend along a longitudinal axis and which are connected to each other in a force-transmitting manner and an irreversible energy absorption device that includes at least one energy absorption element which at least partially or in regions, preferably completely, includes a fiber composite material. The irreversible energy absorption device is at least partially received by a first of the two force transmission elements. This first force transmission element includes a nozzle portion. The irreversible energy absorption element is arranged in such a manner with respect to the nozzle portion and the other second force transmission element that, when an impact force which exceeds the maximum permissible impact force is introduced into the traction-impact device, the irreversible energy absorption element is pressed through the nozzle portion with at least partial, preferably complete defibration of the regions formed from fiber composite material.

A coupler uncoupling control mechanism is provided in the present application, comprising an uncoupling cylinder, a propelling cylinder and a control assembly, wherein the propelling cylinder is connected to a first valve body, and the first valve body comprises a first air inlet connected to the main reservoir pipe of the train, a first air outlet communicated with the first air inlet, a second air inlet and a second air outlet communicated with the second air inlet; the first air outlet is communicated with the air inlet chamber of the propelling cylinder, and the second air inlet is communicated with the air outlet chamber of the propelling cylinder. The control assembly comprises a second valve body and the second valve body is a pneumatic control valve; the second valve body comprises a third air inlet communicated with the uncoupling pipe of the train, a third air outlet communicated with the third air inlet, and a first control port capable of controlling airflow communication between the third air inlet and the third air outlet after being triggered; and, the third air inlet is communicated with the air inlet of the uncoupling cylinder, and the first control port is connected to the first air outlet of the first valve body. The present application can ensure that electrical couplers are uncoupled successfully.

A coupler uncoupling control mechanism is provided in the present application, comprising an uncoupling cylinder, a propelling cylinder and a control assembly, wherein the propelling cylinder is connected to a first valve body, and the first valve body comprises a first air inlet connected to the main reservoir pipe of the train, a first air outlet communicated with the first air inlet, a second air inlet and a second air outlet communicated with the second air inlet; the first air outlet is communicated with the air inlet chamber of the propelling cylinder, and the second air inlet is communicated with the air outlet chamber of the propelling cylinder. The control assembly comprises a second valve body and the second valve body is a pneumatic control valve; the second valve body comprises a third air inlet communicated with the uncoupling pipe of the train, a third air outlet communicated with the third air inlet, and a first control port capable of controlling airflow communication between the third air inlet and the third air outlet after being triggered; and, the third air inlet is communicated with the air inlet of the uncoupling cylinder, and the first control port is connected to the first air outlet of the first valve body. The present application can ensure that electrical couplers are uncoupled successfully.

The invention relates to a coupling arrangement for a rail vehicle that includes a coupling rod which extends along a longitudinal axis, a bearing bracket to which the coupling rod is connected at a second axial end, a bearing between the bearing bracket and the coupling rod, and a support structure which elastically supports the coupling rod in relation to the movement in the vertical direction. The support structure is positioned in the vertical direction at least predominantly level with the bearing bracket and/or with the coupling rod in a manner substantially coaxial with respect to the longitudinal axis.

The invention relates to a coupling arrangement for a rail vehicle that includes a coupling rod which extends along a longitudinal axis, a bearing bracket to which the coupling rod is connected at a second axial end, a bearing between the bearing bracket and the coupling rod, and a support structure which elastically supports the coupling rod in relation to the movement in the vertical direction. The support structure is positioned in the vertical direction at least predominantly level with the bearing bracket and/or with the coupling rod in a manner substantially coaxial with respect to the longitudinal axis.

Linkage device for a couplings of railway vehicles, the coupling head of which is connected to a drawbar linked to a steering pivot of the railway vehicle, which drawbar is provided with spring elements sitting on it in order to dampen compressive and tensile force that arise, e.g., when coupling the railway vehicle. The spring elements are fastened to a plate that can be rotated about an axis of rotation of the steering pivot. In this way, they are also deflected when the coupling is deflected so that the compressive and tensile forces acting on the latter also act upon its entire surface evenly, even when the coupling is deflected. The linkage device is also provided with overload protection.

A railroad car coupling system including a draft sill with front and rear stops, a coupler along with an energy management assembly for receiving and dissipating external forces experienced by the coupler. A yoke also forms part of the coupling system and is operably coupled to the coupler. The yoke includes top and bottom walls which each include two forward facing stops. A follower is mounted substantially between the top and bottom walls of the yoke for receiving forces experienced by the coupler. The follower is configured with two laterally spaced vertical extensions disposed toward opposed upper corners of the follower and two laterally spaced vertical extensions disposed toward opposed lower corners of the follower. Forward facing surfaces on the follower extensions arc arranged in generally coplanar relationship relative to each other. Rearward facing surfaces on the follower extensions are arranged in generally coplanar relationship with each other and operably engage with the forward facing stops on the yoke to enhance the distribution of forces when the follower engages the front stops on the center sill when the coupling system is in a full draft condition.

A railroad car coupling system including a draft sill with front and rear stops, a coupler along with an energy management assembly for receiving and dissipating external forces experienced by the coupler. A yoke also forms part of the coupling system and is operably coupled to the coupler. The yoke includes top and bottom walls which each include two forward facing stops. A follower is mounted substantially between the top and bottom walls of the yoke for receiving forces experienced by the coupler. The follower is configured with two laterally spaced vertical extensions disposed toward opposed upper corners of the follower and two laterally spaced vertical extensions disposed toward opposed lower corners of the follower. Forward facing surfaces on the follower extensions arc arranged in generally coplanar relationship relative to each other. Rearward facing surfaces on the follower extensions are arranged in generally coplanar relationship with each other and operably engage with the forward facing stops on the yoke to enhance the distribution of forces when the follower engages the front stops on the center sill when the coupling system is in a full draft condition.

A coupler face of a coupler head for a rail vehicle has a plurality of contact surface segments which are distributed over the coupler face and elevated with respect to regions of the coupler face adjacent to the contact surface segments, characterized in that the plurality of contact surface segments is formed as a plurality of pads which are removably attached to the coupler face so as to be replaceable upon maintenance or repair services.