A railroad car draft gear is provided which includes a housing. The housing is a unitary structure, having an open end and a closed end. Compressible spring elements are located inside the housing, with an end of the spring element located against the interior side of the closed end. A friction assembly is also located within the housing, near the open end. The friction assembly provides energy absorption during compression cycles. The spring element restores the friction assembly to its fully extended position after a compression event.

A railcar end unit is operable to be mounted in a center sill between buff and draft sill stops. The buff and draft end bodies are configured to be shiftably mounted relative to the center sill to engage the respective sill stops and to shift axially relative to one another along a unit axis. The end unit includes a buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition.

A vehicle coupling assembly includes a bearing bracket, a rod, a pin and an abutment element. The bearing bracket includes compressible elements, a connection member intermediate the compressible elements, and a rear plate rearward of the connection member. The rod has an end wall, a first side of which is adjacent to one of the compressible elements. The pin extends through the compressible elements, a connection member hole defined in the bearing bracket, and an end wall hole of the rod. A pin support surface at a first pin end faces a first side of the connection member, one of the compressible elements being between the pin support surface and the second side of the connection member. The abutment element is at a second pin end, and abuts a second side of the end wall of the rod.

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 yoke for use in a railway locomotive draft gear assembly is provided. The yoke includes a back wall, a front wall and top and bottom straps that extend from the front wall to the back wall. The front wall includes two side sections and a bottom section and a top section. The top strap and bottom strap are tapered to a reduced width along their respective outer edges. The top strap and bottom strap have a reduced lateral extent from their respective intersections with the front wall and the back wall.

Coupler device for a coupling, in particular of a rail vehicle, is provided with a drawbar with spring elements mounted thereon in order to dampen the tension and pressure forces incurred, with a plate arranged between these, and a support flange secured to the rail vehicle. The plate bears the drawbar and is held on the support flange and connected at its outer circumference in each case with a carrier disk, each in an opening of the support flange, by overload elements arranged adjacent to one another. The overload elements are sheared off in the event of an overload in the pressure or tension direction of the drawbar. Accordingly, a secure connection is formed between the support flange and the plate, which, in the event of a crash or an overload, can be detached in a functionally reliable manner, but which in normal operation ensures a perfect coupling linkage.

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 disclosure discloses a coupler assembly and a straddle type rail train with the same. The coupler assembly includes a mounting base, a buffering mechanism, a folding mechanism, and a coupler head, one end of the buffering mechanism is interconnected movably with the mounting base, the other end of the buffering mechanism is provided with a pull rod, the pull rod is provided with a limiting portion, one end of the folding mechanism is interconnected movably with the pull rod, the folding mechanism is provided with a locking part, the locking part movably cooperates with the limiting portion to lock or release the pull rod, and the pull rod is fixed at a stretching position when the limiting portion is locked by the locking part, and is movable between a folding position and the stretching position when the limiting portion is released by the locking part; and one end of the coupler head is interconnected with the other end of the folding mechanism.

A regenerative energy absorption device for damping forces which occur during operation of a track-guided vehicle, in particular tensile, impact and/or torsional forces, wherein the energy absorption device includes at least one spring device with an elastomer body which is designed so as to at least partially deform elastically when forces are introduced into the energy absorption device, wherein the elastomer body is at least partially formed from an electrically conductive material, the specific electrical resistance of which varies under tensile and/or compressive load, and wherein the energy absorption device is allocated a resistance sensor device for detecting electrical conductivity or electrical resistance of the electrically conductive material.