An energy absorption/coupling system for a railcar including a draft assembly provided toward opposed ends of a centersill on the railcar. Each draft assembly includes a coupler and a draft gear assembly disposed in longitudinally disposed and operable relation relative to each other. The coupler is configured to allow at least 4.5 inches of travel in a single longitudinal direction during operation of the coupler. The draft gear assembly of each draft assembly is configured to consistently and repeatedly withstand up to about 110,000 ft-lbs. of energy imparted to the energy absorption/coupling system at a force level not to exceed 900,000 lbs. over a range of travel of a wedge member in an inward axial direction relative to the housing of at least 4.5 inches. With the present invention disclosure, high level impact forces between rail cars can be absorbed and dissipated while maintaining an overall length of the railcar constant and unchanged. A method for releasably coupling two railcars to each other is also disclosed.

A box underframe end structure of a railway vehicle includes an underframe boundary beam, an end beam, a front draft sill, and a coupler mounting seat, and further includes a rear end cross beam located on one side in a rear of the front draft sill, an end floor fixed between the end beam and the rear end cross beam, and a coupler cross beam fixed with the coupler mounting seat into a whole. A draft sill includes the front draft sill and a rear draft sill respectively arranged on a front side and a rear side of the coupler mounting seat. The coupler cross beam, the rear end cross beam, and the end floor are welded and fixed with the underframe boundary beam. The front draft sill, the rear draft sill, and the coupler cross beam are welded and fixed on a lower surface of the end floor.

A box underframe end structure of a railway vehicle includes an underframe boundary beam, an end beam, a front draft sill, and a coupler mounting seat, and further includes a rear end cross beam located on one side in a rear of the front draft sill, an end floor fixed between the end beam and the rear end cross beam, and a coupler cross beam fixed with the coupler mounting seat into a whole. A draft sill includes the front draft sill and a rear draft sill respectively arranged on a front side and a rear side of the coupler mounting seat. The coupler cross beam, the rear end cross beam, and the end floor are welded and fixed with the underframe boundary beam. The front draft sill, the rear draft sill, and the coupler cross beam are welded and fixed on a lower surface of the end floor.

A railcar includes: a pair of side sills extending in a railcar longitudinal direction; end beams respectively located at railcar-longitudinal-direction end portions of the side sills to extend in a railcar width direction; bolster beams located at a railcar-longitudinal-direction inner side of the end beams to extend in the railcar width direction and respectively placed on bogies; center sills each located between the end beam and the bolster beam to extend in a railcar longitudinal direction; a plurality of cross beams located at a railcar-longitudinal-direction inner side of the bolster beams to extend in the railcar width direction; and a corrugated plate fixed to upper surfaces of the cross beams to be displaceable relative to the bolster beams in the railcar longitudinal direction.

A railcar includes: a pair of side sills extending in a railcar longitudinal direction; end beams respectively located at railcar-longitudinal-direction end portions of the side sills to extend in a railcar width direction; bolster beams located at a railcar-longitudinal-direction inner side of the end beams to extend in the railcar width direction and respectively placed on bogies; center sills each located between the end beam and the bolster beam to extend in a railcar longitudinal direction; a plurality of cross beams located at a railcar-longitudinal-direction inner side of the bolster beams to extend in the railcar width direction; and a corrugated plate fixed to upper surfaces of the cross beams to be displaceable relative to the bolster beams in the railcar longitudinal direction.

An assembly for increasing the load-bearing capacity of a structural component of a rail vehicle, in particular the tensile strength and the compressive strength. The structural component has a first connection point and a second connection point. A tensile force acting on the first connection point or a compressive force acting on the first connection point is transmitted to the second connection point. A first load path which is designed to transmit the compressive force is formed between the first connection point and the second connection point, and a second load path which is designed to transmit the tensile force is formed between the first connection point and the second connection point. The first load path and the second load path have different compressive strengths, thus achieving a division of the force transmission by the different compressive strengths.

An assembly for increasing the load-bearing capacity of a structural component of a rail vehicle, in particular the tensile strength and the compressive strength. The structural component has a first connection point and a second connection point. A tensile force acting on the first connection point or a compressive force acting on the first connection point is transmitted to the second connection point. A first load path which is designed to transmit the compressive force is formed between the first connection point and the second connection point, and a second load path which is designed to transmit the tensile force is formed between the first connection point and the second connection point. The first load path and the second load path have different compressive strengths, thus achieving a division of the force transmission by the different compressive strengths.