A rail vehicle includes a coupling disposed centrally in a front region of the rail vehicle. The coupling is mounted in a transversely extended crossmember, so that forces acting on the coupling are introduced through the crossmember into abutments which are supported on a front side of a car body of the rail vehicle. The crossmember is connected through at least one elastic energy absorption configuration to one of the abutments.

The invention relates to the field of transport mechanical engineering and concerns friction shock absorbers for vehicles. The object of the invention is to improve the operational life, performance and reliability of a friction shock absorber. The friction shock absorber comprises housing (1) with bottom (2) and with orifice (3) formed by walls (4), internal surfaces (fv) whereof form alternating working beds (V1) and connecting beds (V2), and further comprises friction assembly (5) consisting of pressure wedge (6) and stay wedges (7) in contact with same, said stay wedges being provided with friction surfaces (fp), while return-and-retaining device (8) is located between bottom (2) and friction assembly (5). In addition, the area (S1) of contact between friction surfaces (fp) of stay wedges (7) and internal surfaces (fv) of walls (4) of orifice (3) in working beds (V1) exceeds the corresponding area (S2) of contact in the connecting beds (V2). The internal surfaces (fv) may be straight, while the values of angles (θ1) between adjacent internal surfaces (fv), which form working beds (V1), are lower than the values of angles (θ2) between adjacent internal surfaces (fv), which form the connecting beds (V2). The thickness of walls (4) of the orifice (3) is variable with an increase in the direction from the working bed (V1) to the connecting bed (V2). The contact between pressure wedge (6) and stay wedges (7) is provided along linked curved surfaces (fκ).

The invention relates to the field of transport mechanical engineering and concerns friction shock absorbers for vehicles. The object of the invention is to improve the operational life, performance and reliability of a friction shock absorber. The friction shock absorber comprises housing (1) with bottom (2) and with orifice (3) formed by walls (4), internal surfaces (fv) whereof form alternating working beds (V1) and connecting beds (V2), and further comprises friction assembly (5) consisting of pressure wedge (6) and stay wedges (7) in contact with same, said stay wedges being provided with friction surfaces (fp), while return-and-retaining device (8) is located between bottom (2) and friction assembly (5). In addition, the area (S1) of contact between friction surfaces (fp) of stay wedges (7) and internal surfaces (fv) of walls (4) of orifice (3) in working beds (V1) exceeds the corresponding area (S2) of contact in the connecting beds (V2). The internal surfaces (fv) may be straight, while the values of angles (θ1) between adjacent internal surfaces (fv), which form working beds (V1), are lower than the values of angles (θ2) between adjacent internal surfaces (fv), which form the connecting beds (V2). The thickness of walls (4) of the orifice (3) is variable with an increase in the direction from the working bed (V1) to the connecting bed (V2). The contact between pressure wedge (6) and stay wedges (7) is provided along linked curved surfaces (fκ).

A railroad freight car draft gear includes a friction clutch assembly with friction members arranged in operable combination with an actuator. Each friction member has an outer friction surface which slides along a mating friction surface. A spring assembly is provided for absorbing, dissipating, and returning energy imparted to the draft gear. Recesses are provided on the respective mating friction surfaces of the draft gear. A uniquely designed preformed friction modifying insert is pressed into each recess on the clutch assembly components. Each insert includes an elongated leg having projections extending radially outward from opposed surfaces on the insert leg. Each friction modifying insert is furthermore configured to include a convex inner contact surface to facilitate insertion and active contact along with flared inner edges to improve fit between the insert and related draft gear components.

A railroad freight car draft gear includes a friction clutch assembly with friction members arranged in operable combination with an actuator. Each friction member has an outer friction surface which slides along a mating friction surface. A spring assembly is provided for absorbing, dissipating, and returning energy imparted to the draft gear. Recesses are provided on the respective mating friction surfaces of the draft gear. A uniquely designed preformed friction modifying insert is pressed into each recess on the clutch assembly components. Each insert includes an elongated leg having projections extending radially outward from opposed surfaces on the insert leg. Each friction modifying insert is furthermore configured to include a convex inner contact surface to facilitate insertion and active contact along with flared inner edges to improve fit between the insert and related draft gear components.

The invention relates to the field of transport mechanical engineering and concerns friction shock absorbers for vehicles.

The object of the invention is to improve the operational life, performance and reliability of a friction shock absorber.

The friction shock absorber comprises housing (1) with bottom (2) and with orifice (3) formed by walls (4), internal surfaces (fv) whereof form alternating working beds (V1) and connecting beds (V2), and further comprises friction assembly (5) consisting of pressure wedge (6) and stay wedges (7) in contact with same, said stay wedges being provided with friction surfaces (fp), while return-and-retaining device (8) is located between bottom (2) and friction assembly (5). In addition, the area (S1) of contact between friction surfaces (fp) of stay wedges (7) and internal surfaces (fv) of walls (4) of orifice (3) in working beds (V1) exceeds the corresponding area (S2) of contact in the connecting beds (V2).

The internal surfaces (fv) may be straight, while the values of angles (θ1) between adjacent internal surfaces (fv), which form working beds (V1), are lower than the values of angles (θ2) between adjacent internal surfaces (fv), which form the connecting beds (V2).

The thickness of walls (4) of the orifice (3) is variable with an increase in the direction from the working bed (V1) to the connecting bed (V2).

The contact between pressure wedge (6) and stay wedges (7) is provided along linked curved surfaces (fκ).

The invention relates to the field of transport mechanical engineering and concerns friction shock absorbers for vehicles.

The object of the invention is to improve the operational life, performance and reliability of a friction shock absorber.

The friction shock absorber comprises housing (1) with bottom (2) and with orifice (3) formed by walls (4), internal surfaces (fv) whereof form alternating working beds (V1) and connecting beds (V2), and further comprises friction assembly (5) consisting of pressure wedge (6) and stay wedges (7) in contact with same, said stay wedges being provided with friction surfaces (fp), while return-and-retaining device (8) is located between bottom (2) and friction assembly (5). In addition, the area (S1) of contact between friction surfaces (fp) of stay wedges (7) and internal surfaces (fv) of walls (4) of orifice (3) in working beds (V1) exceeds the corresponding area (S2) of contact in the connecting beds (V2).

The internal surfaces (fv) may be straight, while the values of angles (θ1) between adjacent internal surfaces (fv), which form working beds (V1), are lower than the values of angles (θ2) between adjacent internal surfaces (fv), which form the connecting beds (V2).

The thickness of walls (4) of the orifice (3) is variable with an increase in the direction from the working bed (V1) to the connecting bed (V2).

The contact between pressure wedge (6) and stay wedges (7) is provided along linked curved surfaces (fκ).

A rail vehicle includes a coupling disposed centrally in a front region of the rail vehicle. The coupling is mounted in a transversely extended crossmember, so that forces acting on the coupling are introduced through the crossmember into abutments which are supported on a front side of a car body of the rail vehicle. The crossmember is connected through at least one elastic energy absorption configuration to one of the abutments.

A rail vehicle includes a coupling disposed centrally in a front region of the rail vehicle. The coupling is mounted in a transversely extended crossmember, so that forces acting on the coupling are introduced through the crossmember into abutments which are supported on a front side of a car body of the rail vehicle. The crossmember is connected through at least one elastic energy absorption configuration to one of the abutments.

The present invention relates to the field of transport mechanical engineering. Objectimprove performance and operational reliability of a friction shock absorber. The friction shock absorber (FIG. 2) comprises housing (1), whose walls form orifice (2), and bottom (4) that is in contact with return-and-retaining device (5) contacting a friction assembly that consists of the following elements fitted out with friction surfaces (f1-f10): supporting plate (10), pressure wedge (6), stay wedges (7), and reverse-U-shaped movable plates (9) fitted out with side shelves (14) that cover guide plates (8) and are located on supporting plate (10). Return-and-retaining device (5) is available between the guide plates. Additional return-and-retaining device (11) is available between the pressure wedge and the supporting plate. Recesses for the return-and-retaining device and hard lubricant inserts are available on the guide plates; Movable plates may be partially T-shaped forming side shelves that are located on the supporting plate. Hooks (15, 16) are available on the pressure wedge and stay wedges, located so as to enable a mutual contact during the back stroke of the pressure wedge.