A rail vehicle, in particular a locomotive, includes a chassis, a central buffer coupling, a coupling shaft which is hinged to the chassis and carries a coupling head, and a coupling support which has a spring-mounted transverse beam for supporting the coupling shaft. The coupling support has two retaining sheets which are secured to the chassis, and the transverse beam has two guide grooves which run in the spring direction. Each of the retaining sheets engages into a respective one of the guide grooves in a form-locking manner such that the transverse beam is guided in a movable manner in the spring direction and transversely thereto, and each retaining sheet has a predetermined breaking point. In this way, the coupling support is secured to the chassis in a simple manner.

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.

An enclosure system attachable to a railway vehicle to protect automobiles in the event of a collision. The enclosure system having an enclosure panel that is actuatable between a deployed configuration and a stowed configuration. A breakaway mechanism configured to allow certain components of enclosure system to release from the railway vehicle in the event of a collision with another railway vehicle to ensure the anticlimbers engage between the railway vehicles to prevent override. The enclosure system having a coupler centering assembly for maintaining a coupler in a forward position when the enclosure is in the deployed configuration.

An enclosure system attachable to a railway vehicle to protect automobiles in the event of a collision. The enclosure system having an enclosure panel that is actuatable between a deployed configuration and a stowed configuration. A breakaway mechanism configured to allow certain components of enclosure system to release from the railway vehicle in the event of a collision with another railway vehicle to ensure the anticlimbers engage between the railway vehicles to prevent override. The enclosure system having a coupler centering assembly for maintaining a coupler in a forward position when the enclosure is in the deployed configuration.

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.

A lifting system for rerailing a rail vehicle is particularly suited for rerailing a locomotive. The lifting system has a support profile of an undercarriage structure of the rail vehicle as a lifting point for a rerailing device, the profile support running transversely to the longitudinal axis of the vehicle on a front end of the rail vehicle. It further has a gripping element, which can be lifted and lowered by the lifting device, including two hook-shaped gripping brackets, the hooked profile thereof corresponding to the support profile. The gripping brackets for lifting and lowering the rail vehicle by gripping under the support profile can thereby be symmetrically engaged at the vehicle longitudinal center plane. By this means, a lifting system for rerailing a rail vehicle is provided, in which a frontal lifting device positionable in front of the rail vehicle can be used.

A lifting system for rerailing a rail vehicle is particularly suited for rerailing a locomotive. The lifting system has a support profile of an undercarriage structure of the rail vehicle as a lifting point for a rerailing device, the profile support running transversely to the longitudinal axis of the vehicle on a front end of the rail vehicle. It further has a gripping element, which can be lifted and lowered by the lifting device, including two hook-shaped gripping brackets, the hooked profile thereof corresponding to the support profile. The gripping brackets for lifting and lowering the rail vehicle by gripping under the support profile can thereby be symmetrically engaged at the vehicle longitudinal center plane. By this means, a lifting system for rerailing a rail vehicle is provided, in which a frontal lifting device positionable in front of the rail vehicle can be used.

An improved selective travel cushioning device for a railway car is responsive to both draft and buff loads on the coupler, fitting into a standard cushioning unit pocket with little or no reconfiguration of the sill required, while limiting wear on elastic members in the cushioning unit and exhibiting high energy absorption.