A hybrid cushioning apparatus for a railway car apparatus employs a standard yoke and a conventional draft gear forward of the tail of the yoke and a stack of elastomeric units behind the tail engaging the draft gear with a force transfer member.

A draft and buffer apparatus for a track-guided vehicle includes a coupling rod and a draft yoke for connecting the coupling rod to the vehicle body. An energy-dissipating device is arranged between the vehicle and the coupling rod for receiving draft and buffer forces. The energy-dissipating device includes a reversible energy-dissipating unit and is configured so as to cause the force flow of the buffer loads transmitted thereto from the coupling rod and of the draft loads transmitted via the draft yoke thereto to be conducted through the energy-dissipating device and to be transmitted to the vehicle body. The energy-dissipating device further includes an irreversible energy-dissipating unit providing irreversible energy dissipation. The energy-dissipation device is mounted within the axial extent of the draft yoke when viewed in the longitudinal direction of the vehicle.

A draft and buffer apparatus for a track-guided vehicle includes a coupling rod and a draft yoke for connecting the coupling rod to the vehicle body. An energy-dissipating device is arranged between the vehicle and the coupling rod for receiving draft and buffer forces. The energy-dissipating device includes a reversible energy-dissipating unit and is configured so as to cause the force flow of the buffer loads transmitted thereto from the coupling rod and of the draft loads transmitted via the draft yoke thereto to be conducted through the energy-dissipating device and to be transmitted to the vehicle body. The energy-dissipating device further includes an irreversible energy-dissipating unit providing irreversible energy dissipation. The energy-dissipation device is mounted within the axial extent of the draft yoke when viewed in the longitudinal direction of the vehicle.

A threaded interface buffer with anti-rotation structure is provided, comprising a buffer housing (1), a buffer capsule (2) and a drawbar (3), wherein the drawbar (3) comprises a connection portion (4) connected to the buffer capsule (2); the drawbar (3) is in threaded connection to the buffer capsule (2) through the connection portion (4); and, a first level anti-rotation structure (5) for limiting the rotation of the drawbar (3) and the buffer capsule (2) is mounted thereon, and a second level anti-rotation structure (6) for limiting the rotation of the drawbar (3) and the buffer housing (1) is mounted therebetween, so that the versatility and adaptability of the buffer can be enhanced and the operational stability of the buffer is ensured.

A threaded interface buffer with anti-rotation structure is provided, comprising a buffer housing (1), a buffer capsule (2) and a drawbar (3), wherein the drawbar (3) comprises a connection portion (4) connected to the buffer capsule (2); the drawbar (3) is in threaded connection to the buffer capsule (2) through the connection portion (4); and, a first level anti-rotation structure (5) for limiting the rotation of the drawbar (3) and the buffer capsule (2) is mounted thereon, and a second level anti-rotation structure (6) for limiting the rotation of the drawbar (3) and the buffer housing (1) is mounted therebetween, so that the versatility and adaptability of the buffer can be enhanced and the operational stability of the buffer is ensured.

An articulated joint connection device force-transmits the connection of two components, each extending along a common longitudinal axis in a first working position, and for pivoting one of the two components relative to the other component about a pivot axis, which is arranged perpendicularly and parallel to the longitudinal axis, into at least one other, second working position. Furthermore, a coupling device, particularly for rail vehicles, has a coupling bar with two components which are coupled together via such an articulated joint connection device. The design configuration of the coupling elements is characterized by a drawbar sleeve joint connection.

The application relates to a crash system for the head module of a rail vehicle, said head module being detachably fixed to the front face of a subsequent railcar unit without additional underframe. The crash system has a crash conduction element that carries a crash box at its front end and the back end of which is fixed to the underframe support of the subsequent railcar unit. In the event of a crash, crash forces are thus absorbed by the underframe of the subsequent railcar unit.

A coupler assembly, arranged at a front end of a vehicle head of a rail vehicle, includes: a coupler mounting base fixed to the vehicle head; a coupler fixedly mounted to the coupler mounting base, and a supporting component provided at each of two sides of the coupler mounting base. The supporting component has a guiding slide way inclined longitudinally, a front end of the guiding slide way is higher than a rear end of the guiding slide way; a sliding component is fixedly provided at each of the two sides of the coupler mounting base, and the sliding component slidably cooperates with the guiding slide way at a respective side; and the coupler assembly is configured such that in an initial state, the coupler mounting base is fixedly connected to the supporting component, and the sliding component is located at a front end of the guiding slide way.

A selective cushioning apparatus for a railway car absorbs draft and buff loads applied to a coupler of a railway car during train assembly and normal operation. The apparatus according to the invention provides better cushioning than a conventional draft gear without the excessive travel and maintenance issues of a hydraulic cushioning unit. In embodiments, the selective cushioning unit is adapted to fit into an AAR standard pocket for a hydraulic cushioning unit.

A selective cushioning apparatus for a railway car absorbs draft and buff loads applied to a coupler of a railway car during train assembly and normal operation. The apparatus according to the invention provides better cushioning than a conventional draft gear without the excessive travel and maintenance issues of a hydraulic cushioning unit. In embodiments, the selective cushioning unit is adapted to fit into an AAR standard pocket for a hydraulic cushioning unit.