An energy absorption system for a railcar having an elongated sill with front and rear stops defining a pocket therebetween. To facilitate use of known railcar structures, the energy absorption system can be used in combination with a railcar also having a sill with center stops disposed between the front and rear stops. A coupler having a head portion and a shank portion is arranged in operable combination with the energy absorption system. The energy absorption system also includes a first cushioning assembly positioned in the sill pocket. A first follower is urged toward and engageable with the front stops under the influence of the first cushioning assembly and is operably engageable with a free end of the shank portion of the coupler. A second cushioning assembly is positioned in generally axial alignment with first cushioning assembly. A second follower is positioned and normally urged by the energy absorption system toward and configured to engage with the center stops. An axially elongated yoke encompasses the first and second cushioning assemblies, terminates in an open forward end, and is coupled to the shank portion of the coupler. The first and second cushioning assemblies act in series relative to each other to absorb and cushion impact forces directed against them when the energy absorption system operates in a buff direction. Advantageously, the second follower acts in concert with the center stops and the second cushioning assembly to minimize excessive system cycles while better dissipating train action energy when the energy absorption system operates in a draft direction.

An energy absorption system for a railcar having an elongated sill with front and rear stops defining a pocket therebetween. To facilitate use of known railcar structures, the energy absorption system can be used in combination with a railcar also having a sill with center stops disposed between the front and rear stops. A coupler having a head portion and a shank portion is arranged in operable combination with the energy absorption system. The energy absorption system also includes a first cushioning assembly positioned in the sill pocket. A first follower is urged toward and engageable with the front stops under the influence of the first cushioning assembly and is operably engageable with a free end of the shank portion of the coupler. A second cushioning assembly is positioned in generally axial alignment with first cushioning assembly. A second follower is positioned and normally urged by the energy absorption system toward and configured to engage with the center stops. An axially elongated yoke encompasses the first and second cushioning assemblies, terminates in an open forward end, and is coupled to the shank portion of the coupler. The first and second cushioning assemblies act in series relative to each other to absorb and cushion impact forces directed against them when the energy absorption system operates in a buff direction. Advantageously, the second follower acts in concert with the center stops and the second cushioning assembly to minimize excessive system cycles while better dissipating train action energy when the energy absorption system operates in a draft direction.

Buffer, in particular for a rail vehicle, includes a buffer sleeve, forming a pressure chamber, a jointed head securable to this sleeve on the face side by a connection flange, and a buffer piston rod, mounted opposite in the buffer sleeve to be displaceable longitudinally. The jointed head is connectable in a jointed manner to the rail vehicle, while the buffer piston rod is preferably connectable to a coupling head. The connection flange has an outer thread on its outer casing, screwed to an inner thread in a hole of the buffer sleeve to form a releasable connection of the jointed head with the buffer sleeve. The connection flange preferably has on the front side a centering tip element before the outer thread, which is slid or pressed essentially free of play into the hole of the buffer sleeve.

Buffer, in particular for a rail vehicle, includes a buffer sleeve, forming a pressure chamber, a jointed head securable to this sleeve on the face side by a connection flange, and a buffer piston rod, mounted opposite in the buffer sleeve to be displaceable longitudinally. The jointed head is connectable in a jointed manner to the rail vehicle, while the buffer piston rod is preferably connectable to a coupling head. The connection flange has an outer thread on its outer casing, screwed to an inner thread in a hole of the buffer sleeve to form a releasable connection of the jointed head with the buffer sleeve. The connection flange preferably has on the front side a centering tip element before the outer thread, which is slid or pressed essentially free of play into the hole of the buffer sleeve.

An energy absorbing device has a rod with a part, suitable for cutting by means of surrounding cutting tools mounted in a body sleeve and oriented to the inside. In addition, the rod has an angular guiding part passing into the part suitable for cutting and is pivoted in a support, wherein the body sleeve with the attached cutting tools is connected by breakable elements with the support.

An energy absorbing device has a rod with a part, suitable for cutting by means of surrounding cutting tools mounted in a body sleeve and oriented to the inside. In addition, the rod has an angular guiding part passing into the part suitable for cutting and is pivoted in a support, wherein the body sleeve with the attached cutting tools is connected by breakable elements with the support.

An absorbing apparatus includes a shock-absorbing unit that includes a front plate, a rear plate and a shock-absorbing core arranged between the front plate and the rear plate. The apparatus also includes a base connected to the rear plate of the shock-absorbing unit and having a rear plate, and a side shield surrounding at least partially the shock-absorbing core. One end of the side shield is connected to the front plate or the rear plate of the shock-absorbing unit, while the other end of the side shield is spaced-apart from the other of the front plate or the rear plate of the shock-absorbing unit. The base includes an energy absorbing element connected to the rear plate of the shock-absorbing unit and mounted in the rear plate of the base, while the rear plate of the base includes a cutting unit for cutting a surface of the energy absorbing element.

An absorbing apparatus includes a shock-absorbing unit that includes a front plate, a rear plate and a shock-absorbing core arranged between the front plate and the rear plate. The apparatus also includes a base connected to the rear plate of the shock-absorbing unit and having a rear plate, and a side shield surrounding at least partially the shock-absorbing core. One end of the side shield is connected to the front plate or the rear plate of the shock-absorbing unit, while the other end of the side shield is spaced-apart from the other of the front plate or the rear plate of the shock-absorbing unit. The base includes an energy absorbing element connected to the rear plate of the shock-absorbing unit and mounted in the rear plate of the base, while the rear plate of the base includes a cutting unit for cutting a surface of the energy absorbing element.

A device for preventing rail vehicles from riding up includes an energy absorbing element extended in longitudinal direction, having a hollow inside, a fastening side for fastening to one of the rail vehicles and an impact side facing away from the fastening side. A flange fastened to the impact side of the energy absorbing element has an impingement surface facing away from the fastening side. The flange protrudes in at least one vertical direction beyond a contour delimited by the energy absorbing element on the impact side, forming a holding web protruding beyond the energy absorbing element. The device provides effective ride-up protection for identically and differently equipped rail vehicles by equipping a free end of the holding web with at least one vertical stop extending up from the impingement surface, and providing a device for moving the vertical stop upon an impact loading in longitudinal direction.

A device for preventing rail vehicles from riding up includes an energy absorbing element extended in longitudinal direction, having a hollow inside, a fastening side for fastening to one of the rail vehicles and an impact side facing away from the fastening side. A flange fastened to the impact side of the energy absorbing element has an impingement surface facing away from the fastening side. The flange protrudes in at least one vertical direction beyond a contour delimited by the energy absorbing element on the impact side, forming a holding web protruding beyond the energy absorbing element. The device provides effective ride-up protection for identically and differently equipped rail vehicles by equipping a free end of the holding web with at least one vertical stop extending up from the impingement surface, and providing a device for moving the vertical stop upon an impact loading in longitudinal direction.