A claw system for mechanical coupling a railcar mover to a railcar is disclosed herein. The claw assembly may comprise a set of arms and a set of claws each mounted on the interior side of one of the set of arms. When a railcar adjacent to a railcar mover on a set of tracks is positioned within a proximity of the railcar mover, the claw assembly may be utilized to grasp the air hose of the adjacent railcar. For example, the set of arms may be attached to the railcar mover via a motorized rail upon which the set of arms may be configured to move axially toward each other in a direction perpendicular to the tracks, thereby causing the claws to move toward each other and close around the air hose of the adjacent railcar. The claws may include openings configured to grasp the air hose.

A claw system for mechanical coupling a railcar mover to a railcar is disclosed herein. The claw assembly may comprise a set of arms and a set of claws each mounted on the interior side of one of the set of arms. When a railcar adjacent to a railcar mover on a set of tracks is positioned within a proximity of the railcar mover, the claw assembly may be utilized to grasp the air hose of the adjacent railcar. For example, the set of arms may be attached to the railcar mover via a motorized rail upon which the set of arms may be configured to move axially toward each other in a direction perpendicular to the tracks, thereby causing the claws to move toward each other and close around the air hose of the adjacent railcar. The claws may include openings configured to grasp the air hose.

A system for automatic coupling and release of at least a first vehicle having a cushioning system and of a second vehicle travelling on the railway network, at least a first hooking group of the first vehicle; a retractable screw body; and a horizontal shaft. At least a second hooking group of the second vehicle, includes an automatic head including a first and a second terminal element configured to be coupled to each other with complementary interlocking. The frontal structure of the first hooking group includes the retractable screw body, the first hooking group includes a tubular cavity; and the second hooking group comprises a thread.

A system for automatic coupling and release of at least a first vehicle having a cushioning system and of a second vehicle travelling on the railway network, at least a first hooking group of the first vehicle; a retractable screw body; and a horizontal shaft. At least a second hooking group of the second vehicle, includes an automatic head including a first and a second terminal element configured to be coupled to each other with complementary interlocking. The frontal structure of the first hooking group includes the retractable screw body, the first hooking group includes a tubular cavity; and the second hooking group comprises a thread.

A coupling support for a central buffer coupling of a rail vehicle includes first and second holding plates to be secured to the body of the rail vehicle. The coupling support has a base plate and a transverse bar disposed between the holding plates. The transverse bar is resiliently coupled to the base plate and is disposed above the base plate. First and second pivot levers are disposed on the base plate such that the pivot location of each pivot lever is disposed below the transverse bar, and the pivot locations are connected to the base plate. Each upper portion of the pivot levers is connected to the transverse bar by an articulated connection such that a movement of the transverse bar away from the base plate is restricted by the articulated connections and a movement of the transverse bar towards the base is allowed by the articulated connections.

A coupling support for a central buffer coupling of a rail vehicle includes first and second holding plates to be secured to the body of the rail vehicle. The coupling support has a base plate and a transverse bar disposed between the holding plates. The transverse bar is resiliently coupled to the base plate and is disposed above the base plate. First and second pivot levers are disposed on the base plate such that the pivot location of each pivot lever is disposed below the transverse bar, and the pivot locations are connected to the base plate. Each upper portion of the pivot levers is connected to the transverse bar by an articulated connection such that a movement of the transverse bar away from the base plate is restricted by the articulated connections and a movement of the transverse bar towards the base is allowed by the articulated connections.

A coupling head for a central buffer coupling for vehicles that are able to be coupled has a coupling head housing and an end plate that terminates the coupling head housing on the end face and is releasably connected to the coupling head housing. The coupling head housing has a first connection region for coupling to the end plate and a second connection region for establishing the connection to a coupling rod. The coupling head housing is designed in one piece as a forged component. The first connection region is formed on the coupling head housing by at least two contact surfaces arranged separately from one another in order to be at least indirectly supported on partial surfaces of the end plate and the coupling head housing is connected to the end plate in the first connection region by non-positive connections.

A coupling head for a central buffer coupling for vehicles that are able to be coupled has a coupling head housing and an end plate that terminates the coupling head housing on the end face and is releasably connected to the coupling head housing. The coupling head housing has a first connection region for coupling to the end plate and a second connection region for establishing the connection to a coupling rod. The coupling head housing is designed in one piece as a forged component. The first connection region is formed on the coupling head housing by at least two contact surfaces arranged separately from one another in order to be at least indirectly supported on partial surfaces of the end plate and the coupling head housing is connected to the end plate in the first connection region by non-positive connections.

A claw system for mechanical coupling a railcar mover to a railcar is disclosed herein. The claw assembly may comprise a set of arms and a set of claws each mounted on the interior side of one of the set of arms. When a railcar adjacent to a railcar mover on a set of tracks is positioned within a proximity of the railcar mover, the claw assembly may be utilized to grasp the air hose of the adjacent railcar. For example, the set of arms may be attached to the railcar mover via a motorized rail upon which the set of arms may be configured to move axially toward each other in a direction perpendicular to the tracks, thereby causing the claws to move toward each other and close around the air hose of the adjacent railcar. The claws may include openings configured to grasp the air hose.

A claw system for mechanical coupling a railcar mover to a railcar is disclosed herein. The claw assembly may comprise a set of arms and a set of claws each mounted on the interior side of one of the set of arms. When a railcar adjacent to a railcar mover on a set of tracks is positioned within a proximity of the railcar mover, the claw assembly may be utilized to grasp the air hose of the adjacent railcar. For example, the set of arms may be attached to the railcar mover via a motorized rail upon which the set of arms may be configured to move axially toward each other in a direction perpendicular to the tracks, thereby causing the claws to move toward each other and close around the air hose of the adjacent railcar. The claws may include openings configured to grasp the air hose.