A coupler for a rail vehicle comprising: a front portion having a forward end and a rear end, and a coupler head arranged on the forward end of the front portion; a rear portion having a forward end and a rear end and extending along a longitudinal axis from the rear end to the forward end, and a pivot anchor arranged on a rear end of the rear portion, the pivot anchor configured to be attached to a car of a rail vehicle, a joint for connecting a rear end of the front portion to the forward end of the rear portion, the joint configured to allow the front portion to pivot in relation to the rear portion about an pivot axis that is perpendicular to the longitudinal axis from an operational position in which the forward portion and the rear portion are aligned so that the forward portion extends in a forward direction from the rear portion, to a pivoted position in which the forward portion is pivoted about the pivot axis so that the forward portion extends at an angle from the rear portion, wherein the coupler further comprises a crash plate attached to the forward end of the rear portion by way of a crash plate joint, the crash plate joint configured to allow the crash plate to pivot in relation to the rear portion about an pivot axis from an operational position in which the crash plate is arranged in front of the rear portion to a pivoted position in which the crash plate is pivoted about the pivot axis to a side position.

The present invention discloses a honeycomb type cowcatcher and energy absorber for rail transit vehicles, comprising a high rigidity supporting back frame for cowcatcher and energy absorber, arranged detachably on a frame body of rail transit vehicle; at least one honeycomb type cowcatcher and energy absorber unit fixedly screwed on supporting back frame, applied to absorbing an impact energy generated by collision through plastic deformation; the honeycomb type unit comprises honeycomb structured accommodation cavity, where a honeycomb structure arranged. Through a method of mounting a honeycomb type unit onto the high rigidity supporting back frame, the present invention makes part of energy have been absorbed by the unit before a rigid collision between obstacle and train body happens, thus weakens a relatively large impact afforded by train body, therefore, decreases a damage from obstacle to train body.

The present invention discloses a honeycomb type cowcatcher and energy absorber for rail transit vehicles, comprising a high rigidity supporting back frame for cowcatcher and energy absorber, arranged detachably on a frame body of rail transit vehicle; at least one honeycomb type cowcatcher and energy absorber unit fixedly screwed on supporting back frame, applied to absorbing an impact energy generated by collision through plastic deformation; the honeycomb type unit comprises honeycomb structured accommodation cavity, where a honeycomb structure arranged. Through a method of mounting a honeycomb type unit onto the high rigidity supporting back frame, the present invention makes part of energy have been absorbed by the unit before a rigid collision between obstacle and train body happens, thus weakens a relatively large impact afforded by train body, therefore, decreases a damage from obstacle to train body.

A system for maintaining a minimum clearance between a locomotive and a railway infrastructure is provided. The system includes at least one rollable and compressible device configured to be affixed or otherwise provided on a side of a locomotive or portion of a train. Each rollable and compressible device includes bi-directional rolling element and is configured to allow movement of the roller between a non-rolling state and a rolling state and between an uncompressed state and a predetermined maximum compressed state.

A system for maintaining a minimum clearance between a locomotive and a railway infrastructure is provided. The system includes at least one rollable and compressible device configured to be affixed or otherwise provided on a side of a locomotive or portion of a train. Each rollable and compressible device includes bi-directional rolling element and is configured to allow movement of the roller between a non-rolling state and a rolling state and between an uncompressed state and a predetermined maximum compressed state.

It is described a rail vehicle, in particular a tram comprising a front portion and a bumper. Preferably, the bumper comprises at least a thermoplastic material comprising PPS, more preferably the bumper comprises more than 50%, even more preferably more than 80% by weight on the total weight of the thermoplastic materials present in the bumper in a thermoplastic PPS-based material. Preferably, the thermoplastic material comprises reinforcement fibres, more preferably glass fibres.

It is described a rail vehicle, in particular a tram comprising a front portion and a bumper. Preferably, the bumper comprises at least a thermoplastic material comprising PPS, more preferably the bumper comprises more than 50%, even more preferably more than 80% by weight on the total weight of the thermoplastic materials present in the bumper in a thermoplastic PPS-based material. Preferably, the thermoplastic material comprises reinforcement fibres, more preferably glass fibres.

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.

Provided are a collision energy absorption structure and a rail vehicle having the same. The collision energy absorption structure includes: a primary energy absorption structure, connected to a chassis boundary beam of a vehicle, the primary energy absorption structure having at least two spaced energy absorption cavities; an end energy absorption structure, the lower end of the end energy absorption structure being connected to the primary energy absorption structure; and a roof structure, the upper end of the end energy absorption structure being connected to the roof structure. The technical solution provided by the present invention can meet requirements of more complex road conditions.

Provided are a collision energy absorption structure and a rail vehicle having the same. The collision energy absorption structure includes: a primary energy absorption structure, connected to a chassis boundary beam of a vehicle, the primary energy absorption structure having at least two spaced energy absorption cavities; an end energy absorption structure, the lower end of the end energy absorption structure being connected to the primary energy absorption structure; and a roof structure, the upper end of the end energy absorption structure being connected to the roof structure. The technical solution provided by the present invention can meet requirements of more complex road conditions.