A bumper assembly includes a bumper beam having a bumper beam surface extending along a bumper plane X and a crash box including a crash box surface extending along a crash box plane Y. One of the bumper beam and the crash box includes an alignment joint to mate the bumper beam and the crash box and dispose the surfaces in abutting and aligned relationship relative to one another for establishing a linear load path extending linearly along the planes X, Y. A method of assembling a bumper assembly includes the steps of mating the bumper beam and the crash box about the alignment joint and connecting the bumper beam and the crash box together along the alignment joint. The step of connecting the bumper beam and the crash box includes friction stir welding the bumper box and the crash box together along the alignment joint.

A structure for absorbing frontal collision energy of a vehicle absorbs frontal collision energy of a vehicle using both front side members configured to support a bumper beam disposed at a front side of a vehicle body, a shock absorber housing panel disposed outside the front side member, and a fender apron member disposed outside the shock absorber housing panel, and the structure includes: an enlarged member installed to be inclined between an outer surface of the front side member and a rear surface of the fender apron member so as to be spaced forward and apart from the outer surface of the front side member; and an enlarged frame engaged between a lower side of the fender apron member and a front mounting portion of a sub-frame.

An adjustable air diffuser is disposed in an airflow channel into which a travelling wind is directed through an opening provided in a bumper face. The diffuser opens and closes the channel by movable louver blades driven by an actuator. An upper part of the diffuser is disposed to face a rear wall of the bumper face and is attached to a bumper beam extending along a vehicle width direction. A lower part of the diffuser is attached to a vehicle body structural member. The attachment structure includes a column that is disposed behind the adjustable air diffuser. A lower end of the column is attached to a lower end of the adjustable air diffuser. Weak portions are provided on the column such that the column breaks when the column interferes with another member behind the column.

A grill opening reinforcement (GOR) assembly of a vehicle is provided. The GOR assembly includes a shutter body formed to define a first opening, a front fascia and a seal. The shutter body includes a top portion, first and second side support members and a bottom portion. The front fascia is formed to define a second opening and is supportively attachable to the shutter body. The seal is disposable on a leading edge of at least one of the first and second side support members and the bottom portion and is configured to define an airflow path from the second opening to the first opening.

A bumper structure, that can mitigate impact when a collision body collides with a vehicle transverse direction end portion of an impact absorbing member, is obtained. A bumper structure has a bumper reinforcement that extends along a vehicle transverse direction at a vehicle front-rear direction end portion; an impact absorbing member that is provided at a vehicle front-rear direction outer side of this bumper reinforcement, and at which an outer side surface of a vehicle transverse direction end portion is made to be an inclined surface that is inclined toward a vehicle transverse direction outer side, from a vehicle front-rear direction outer side toward a vehicle front-rear direction inner side; and a plate-shaped member that is provided along the inclined surface, and whose rigidity is higher than the impact absorbing member.

A vehicle bumper for use with police and other emergency vehicles for pushing another vehicle which is fabricated of a tubular loop defining a generally oval cross-section. The oval cross-section tubular loop is oriented such that the major axis of the oval cross-section extends front to back with respect to the host vehicle while the minor axis extends up and down. The vehicle bumper further supports a plurality of resilient pads to aid in controlling the pushed vehicle and to cushion impact transfer between the bumper and the pushed vehicle. The inventive vehicle bumper is substantially stronger and substantially lighter in weight while simultaneously providing a more attractive front view cross-section when mounted on a host vehicle. A plurality of attachments are secured to the tubular loop and are used in securing the vehicle bumper to a suitable portion of a host vehicle.

A bumper absorber (9) has a squared U-shaped cross section formed of: a vertical face (11) extending in a top-bottom direction and a vehicle width direction, and a top face (12) and a bottom face (13) respectively extending rearward from a top end and a bottom end of the vertical face (11). The bumper absorber (9) is configured such that the top face (12) and the bottom face (13) thereof are supported by the bumper reinforcement (10) via multiple attachment members (23 to 27), and an interval between the attachment members adjacent to each other in the vehicle width direction is set to decrease from end portions (9b) in the vehicle width direction toward a central portion (9a) in the vehicle width direction.

A collision energy absorption apparatus and a vehicle front end structure including the apparatus. The apparatus is welded to a bumper beam and is laterally adjacent a longitudinally extending member disposed behind the bumper beam. The apparatus has a central body having a front edge attached to the bumper beam and a rear edge that is spaced from the bumper beam and the longitudinally extending member. Upper and lower triangular walls extend between the central body and the longitudinally extending member. A rib extends laterally outwardly from the central body.

A structure for absorbing energy from impacts thereon, the structure being plastically deformable by an impact, with, if appropriate, the possibility that it is at least to some extent disrupted. The structure can include a) ribs for reinforcement, the ribs arranged with respect to one another at an angle with respect to the axial direction such that on failure of a rib a force acting on the structure is immediately absorbed axially by another rib, b) ribs running axially, the ribs being in essence corrugated or of zigzag shape, c) at least one rib running axially in a first plane and connected to at least two ribs running axially in a second plane rotated with respect to the first plane. The structure includes, in the direction of impact, at least two layers, each of which has different compressibility properties and different failure properties.

A robot bumper assembly includes a bumper body, a first sensor array, and a second sensor array. The first sensor array is disposed along and contoured to the periphery of a forward facing portion of the bumper body and senses contact with an external environment at positions along the contour of the periphery forward facing portion of the bumper body. The second sensor array is disposed along and contoured to the periphery of a top portion of the forward facing portion of the robot body. The top portion is angled, ramping up. The second sensor array senses contact with an external environment at positions along the periphery of the angled top portion of the bumper body.

The invention relates to a vehicle bumper assembly (1) having a bumper cross-member (2) and at least two energy-absorption components (3), which are arranged at a distance from one another and which are connected to the rear side of the bumper cross-member (2) and supported thereon by means of a first end. The energy-absorption components have an x-direction absorption effective direction oriented perpendicular to the y-axes longitudinal extension of the bumper. The energy-absorption components (3) are designed to be supported on a chassis part (4) of a vehicle by means of the end of the energy-absorption components pointing away from the bumper cross-member, wherein the energy-absorption component (3) has a slanted end face (5) in the direction toward the bumper cross-member (2). According to the invention, the entire or substantially the entire end face (5) of the energy-absorption component (3) is supported on the rear side of the bumper cross-member (2), and the plane of the end face (5) of the energy-absorption component (3) facing the bumper, and thus the bumper cross-member (2), is oriented such that the front side thereof is arranged at an angle to the plane extending orthogonally to the force application direction of the AZT structure test.

A deployable pedestrian protection lower leg stiffen apparatus includes a left and a right linear actuator mountable adjacent to respective left and right forward frame members of a vehicle and a lower leg stiffener attached to and movable by the actuators. The actuators are extendable along respective deployment axes extending forward and downward relative to the vehicle to move the stiffener between a retracted position rearward of a forward surface of a front bumper beam and above a ground clearance plane and a deployed position forward of the retracted position and below the ground clearance plane. The actuators have rotational joints defining a horizontal pivot axis about which at least the forward portions of the piston may rotate upward along with the stiffener to prevent damage to the system if it strikes a road obstacle.

The assembly is for mounting to a motor vehicle having a bumper skin and it comprises a body part forming at least a portion of a bumper skin. The body part is defined by bottom and top edges. The top edge includes a first portion to be masked by a member of the vehicle that is to be fitted to the body part. The assembly includes at least a first masking element masking at least one portion of the bottom edge and at least a second masking element masking at least one second portion of the top edge of the body part, complementary to the at least one first portion of the top edge of the body part. The first and second masking elements are fixed relative to the body part once the assembly is mounted to the motor vehicle.

A vehicular crash sensing system includes a bumper cap for contacting a bumper. A chamber fits into a side rail attached to the bumper, the chamber being sealed by the bumper cap. A stop element limits movement of the chamber into the side rail. A pressure sensor detects an increased chamber air pressure during crushing of the chamber resulting from movement of the bumper with respect to the stop element.

A bumper reinforcement structure capable of achieving a weight reduction while still securing required bending strength in a bumper reinforcement structure with closed cross-section structure configured by joining together an inside member and an outside member. A bumper reinforcement is formed with two closed cross-sections configured by joining together three top-to-bottom flanges of an inner panel to three top-to-bottom flanges of an outer panel. The flanges of the inner panel are disposed in the same front-rear direction position as that of the wall portions that configure the closed cross-sections.

A motor vehicle includes a first side member having first lower and upper darts. The motor vehicle also includes a second side member parallel with and spaced apart from the first side member, the second side member having second lower and upper darts. The upper darts are positioned between the lower darts and end portions of the respective first or second side members. The motor vehicle further includes first and second bumper brackets coupled to the end portion of the respective first or second side members, a bumper reinforcement member coupled to the first and second bumper brackets, and a counter rotation bracket coupled to the bumper reinforcement member and extending upwards from the bumper reinforcement member. The lower darts and the upper darts form a preferential buckling zone of the first and the second side members.

A fascia support structure and aerodynamic shutter assembly for a vehicle includes a fascia support structure, comprising: a top portion comprising a substantially U-shaped body comprising a top fascia support member, a first side fascia support member and a second side fascia support member, the first side fascia support member having a first side baffle, the second side fascia support member having a second side baffle; and a bottom portion comprising a bottom baffle, the bottom portion attached to the first and second side fascia support members, the top portion and the bottom portion comprising a fascia support structure opening, at least one of the first side baffle, second side baffle or bottom baffle having a seal member disposed on a leading edge. The assembly also includes an aerodynamic shutter system comprising a shutter frame having a shutter frame opening and a plurality of rotatable shutters disposed therein.

A vehicle bumper system comprises a bumper reinforcement beam and an energy absorber with top and bottom rows of similarly-shaped spaced-apart crush lobes in alternating relation for uniform impact resistance across the bumper system. The illustrated top row of crush lobes provides a high first force-deflection curve for high impact forces, and the bottom row of crush lobes provides a lower second force-deflection curve, for pedestrian reduced injury. An elongated sensor is positioned under shear walls of the top and bottom crush lobes, and is retained by tabs on the energy absorber. This positively retains the sensor in position on the bumper system, with few (or zero) separate fasteners, while facilitating quick assembly and reliable operation of the sensor tube.

A vehicle bumper beam including: a resin beam having an elongate body extending along a vehicle-width direction, two tubular shock-absorbing portions disposed at the beam body's opposite longitudinal end portions extending in front-rear direction, the beam body and shock-absorbing portions being formed with each other; a metal beam disposed outside the resin beam in the front-rear direction, fixedly fitted to the resin beam. Further, flat attachment portions, formed with inner end portions of the shock-absorbing portions in front-rear direction; bent portions bent in a crank extending from attachment portions outward in front-rear direction, the beam body being to attachment portions via bent portions, the metal beam fixedly fitted to an outer surface of the beam body's intermediate portion; metal beam's opposite end portions extending beyond bent portions covering the right and left sides, fixedly fitted to distal end portions; each space defined by shock-absorbing portion, metal beam and bent portion.

A material handling vehicle includes a laminated bumper that provides both durability and reduced energy transmissibility. The laminated bumper includes at least a first bumper layer and a second bumper layer, such that at least one of the first bumper layer and second bumper layer of the laminate bumper are allowed to translate upon bumper contact with an object.

A bumper (10) created using a resistive implant welding process. The bumper includes a mounting plate portion (12) and a composite bumper portion (14). The mounting plate portion (12) is connected to the composite bumper portion (14) using a resistive implant welding process. In one embodiment, the present invention includes a bumper for a vehicle having a mounting plate (12) and a bumper portion (14). The bumper portion (14) includes at least one flange (24) formed as part of the bumper portion (14), a first contact area (28) formed as part of the mounting plate (12), and a second contact area (30) formed as part of the flange (24). A connection point is used to bond the first contact area (28) and the second contact area (30) such that the mounting plate (12) is connected to the bumper portion (14).

A panel member having a U-shaped cross section includes step portions at an upper face portion and a lower face portion, and a distance, in a vehicle longitudinal direction, of the step potions from a panel member formed substantially in a flat-plate shape, is configured such that the distance at a central portion, in the vehicle width direction, of a bumper reinforcement is the maximum and the distance decreases gradually toward an outward direction of the vehicle. Accordingly, the vehicle-body structure which can properly ensure the bending strength and also attain the light weight of the bumper reinforcement, improving the load transmission from the bumper reinforcement to crash cans, can be provided.

A front bumper assembly including a bumper beam and two deflectors are provided on right and left sides of the front bumper assembly. The deflectors include hook-shaped portions and telescopic portions. The telescopic portions are received within the front bumper assembly. The hook-shaped portion of the deflector may be engaged by a rigid barrier aligned with the deflectors. In the event of a collision, the rigid barrier engages one of the hook-shaped portions and withdraws the telescopic portion from the front bumper assembly. The deflector is pulsed outwardly to move the front wheel and tire assembly to a tow-in orientation.

Disclosed is an external airbag apparatus. The apparatus includes, a back beam disposed on one surface directed toward a bumper on which an airbag module is disposed. The apparatus additionally includes a deployment guide disposed between the bumper and the back beam, both ends of which are coupled to the back beam, and a middle end of which is supported on the bumper. Furthermore, the apparatus includes a sensor disposed between the deployment guide and the back beam to sense impact when pressed by the deployment guide during impact to the bumper.

The vehicle attachable carrier device includes a mounting bracket assembly for movably mounting a guard frame to a vehicle that includes a bracket coupled to the vehicle. A frame is movably coupled to the bracket. The frame may guard the vehicle. The frame is positionable between a stored position and an extended position.

An airbag system mitigates intrusion in the event of an offset rigid barrier impact to a forward corner of a motor vehicle. An airbag is attached proximate a distal end of a front rail. When in the inflated condition, the airbag has an angular leading edge. An impact detection sensor generates a signal upon a corner impact event, whereby a controller processes the signal generated by the detection sensor and electrically actuates an inflator upon a predetermined impact severity. The angular leading edge of the airbag in the inflated condition acts against the offset rigid barrier to generate a lateral force against the offset rigid barrier to push the motor vehicle away from the barrier and thereby redirect impact energy by lateral movement of the motor vehicle.

A robot bumper including a bumper body having a forward surface and a top surface angling away from the forward surface. The bumper body conforms to a shape of a received robot chassis. The robot bumper also includes a force absorbing layer disposed on the bumper body, a membrane switch layer comprising a plurality of electrical contacts arranged along the top surface of the bumper body, and a force transmission layer disposed between the force absorbing layer and the membrane switch layer. The force transmission layer includes a plurality of force transmitting elements configured to transmit force to the membrane switch layer.

A tool bar for securing under a hood of a car during repair and maintenance is disclosed. A rigid member spanning a substantial portion of the hood is flexibly secured to hooks. The hooks engage edges of the hood and may include a compliant covering. The hooks may secure to the rigid member by means of straps and the straps may be tensioned by means of tensioners secured to one of the hooks and the rigid member. A stabilizer secures to the rigid member and has an end that may be clipped or otherwise fastened to a portion of the hood to resist rotation of the rigid member. One or more tool retaining members secured to the rigid member, such as a socket rack, magnetic bar, hook groove, or the like.

Vehicle structures for dissipating energy associated with a collision are described herein. In one embodiment, a vehicle includes a side support extending in a vehicle longitudinal direction, a bumper assembly coupled to the side support and extending in a vehicle lateral direction that is transverse to the vehicle longitudinal direction, and a repositionable joint assembly extending between and pivotally coupled to the side support and the bumper assembly, the repositionable joint assembly including an outboard linking member pivotally coupled to the bumper assembly at a bumper securement location, an inboard linking member pivotally coupled to the side support at a side support securement location, and a fulcrum portion, where the outboard linking member is pivotally coupled to the inboard linking member at the fulcrum portion.

A first projection portion projecting outward, in a vehicle width direction, from a front side frame is provided. A front end of the first projection portion is located at the same position, in the vehicle longitudinal direction, as a connection portion of a crash can to the front side frame or located in back of the connection portion. An outward side face of the first projection portion is configured to slant rearward and inward in a plan view. The first projection portion and a power unit are arranged to overlap each other in the vehicle longitudinal direction. Accordingly, an impact transmitted to a vehicle-compartment side in a small overlap collision can be reduced, restraining repair costs of the crash can broken in a low-speed collision as well as maintaining appropriate design flexibility of a vehicle-body front portion.

A bumper fixing clip includes a leg portion engaging with a vehicle body panel; engagement claws engaging with a plurality of engagement holes formed on a bumper side; and an engagement member including a second engagement claw engageable with or retractable from one of the engagement holes formed on the bumper side by operating an operation portion, and fixing the bumper to the vehicle body panel. The engagement member is integrally formed with a fixing clip main body, and includes an approximately rod-like operation portion; the second engagement claw formed in a vicinity of a turning center of the operation portion; and an abutment piece formed on a side opposite to the second engagement claw. Also, the fixing clip main body includes a control portion abutting against the abutment piece of the operation portion, and controlling a moving range of the operation portion so as to reduce a force operating the operation portion, and even if an excessive force is applied, the moving range is controlled so as to prevent a breakage.

A thermoplastic energy absorber having a horizontal axis and a vertical axis, and comprise: an array of energy absorbing lobes protruding from a base, the lobes arranged in two or more rows. The energy absorbing lobes can have a vertical length (L) and a horizontal width (D), and wherein a ratio of L:D is greater than 1. The energy absorbing lobes in each row can be disposed in a staggered manner with respect to energy absorbing lobes in an adjacent row. The energy absorber can be configured to be installed on a vehicle for absorption of impact energy. An energy absorbing system can comprise the thermoplastic energy absorber disposed between a bumper beam and a fascia. The fascia can optionally be configured to envelope the thermoplastic energy absorber and the bumper beam. This system passes EuroNCAP lower-leg impact requirements, version 5.1, June 2011, for lower leg impact requirement.

A fender front-side step portion has first and second fender front-side fixing portions that engage with and fasten a bumper spacer. The bumper spacer is provided with: a spacer body; a bumper-spacer reinforcing portion that extends toward a fender lower-end portion of a fender panel from the bottom end of the spacer body; and a bumper-spacer rear-side fixing portion which is disposed on the bumper-spacer reinforcing portion, and which overlaps with and fastens the front of the fender lower-end portion. The bumper-spacer rear-side fixing portion is disposed in a position further to the rear than the fender front-side step portion in the longitudinal direction of a vehicle.

A mold structure used to form a molded object having an undercut portion includes a fixed mold as a first mold having a first molding surface for molding an obverse surface of the molded object; a slide core having an undercut molding surface used to mold the undercut portion as part of the obverse surface of the molded object; and a movable mold as a second mold having a second molding surface used to mold the reverse surface of the molded object. The first molding surface and the undercut molding surface form a cavity surface. A step is formed between the first molding surface and the second molding surface at a parting position between the fixed mold and the slide core on the cavity surface.

A fascia support structure and aerodynamic shutter assembly for a vehicle includes a fascia support structure, comprising: a top portion comprising a substantially U-shaped body comprising a top fascia support member, a first side fascia support member and a second side fascia support member, the first side fascia support member having a first side baffle, the second side fascia support member having a second side baffle; and a bottom portion comprising a bottom baffle, the bottom portion attached to the first and second side fascia support members, the top portion and the bottom portion comprising a fascia support structure opening, at least one of the first side baffle, second side baffle or bottom baffle having a seal member disposed on a leading edge. The assembly also includes an aerodynamic shutter system comprising a shutter frame having a shutter frame opening and a plurality of rotatable shutters disposed therein.

What is described is a middle buffer coupling for rail-bound vehicles, comprising two coupling halves (2, 2') to be coupled together attached to vehicle parts (A, B), each of said coupling halves (2, 2') comprising a coupling rod (8, 8') with a coupling head (12, 12'), and comprising a connecting element (16) for manually connecting the two coupling heads (12, 12'). Disposed at each coupling head (12, 12') is an electrical contact element (32, 34) for contacting with the contact element of the other respective coupling head (12, 12') when the two coupling halves (2, 2') are coupled. Routed within each coupling rod (8, 8') are electrical lines (18, 18') that lead from the contact elements (32, 34) of the associated coupling head (12, 12') to the vehicle part (A, B) to which the coupling halves (2, 2') comprising said coupling rods (8, 8') are attached, respectively.

A coupler body for a railcar coupler, said coupler body comprising at least one central datum feature that does not wear during coupler use.

An electrical contact coupling for a track-borne vehicle has a coupling housing and a protective flap articulated to the coupling housing. In order to ensure a reliable sealing of the coupling housing in the closed state of the electrical contact coupling, a seal is utilized which exhibits an upper sealing area running parallel to the axis of rotation and a lower sealing area running parallel to the axis of rotation. The upper sealing area associates with a sealing face aligned perpendicular to the housing end face and the lower sealing area associates with a sealing face aligned substantially parallel to the housing end face.

A core assembly for forming the interior spaces of a railcar coupler knuckle has a first transition section between the C-10 portion of the core and the finger portion of the core. The first transition section has a first side, a second side, a third side and a fourth side and the first and second sides form the vertical axis of the first transition section and the third and fourth sides form the horizontal axis of said first transition section. The vertical axis of the first transition section has a height along a horizontal plane of the vertical axis of at least 2.5″ and the horizontal axis of said first transition section has a width along a vertical plane of the horizontal axis of at least 0.925″.

A method of making a compressible elastomeric spring including at least one compressible elastomeric pad enclosed by a pair of metal plates includes the steps of forming plates with a center aperture and a plurality of prongs positioned about a peripheral edge thereof, forming each end of the pad with an axial projection and abutting groove, aligning the plurality of prongs with each respective projection and respective groove and applying axial force to one end of the spring to frictionally interlock the plurality of prongs with such projection and groove. The method also provides for making a multi-tiered stack of pads separated by plates in the above described manner and pre-shortening the spring prior to installation into the conventional yoke. The above described method additionally improves axial straightness and lateral stability of the multi-tiered spring assembly.

The moving body separating device includes a separating device main body, which separates an upstream-side moving body disposed on a base plate to be movable in a straight-line direction and a downstream-side moving body connected to the upstream-side moving body on the base plate at a prescribed separating point when moving to a downstream side. The separating device main body includes a rotary body for pushing out the downstream-side moving body towards the downstream side through a rotary action, a supporting shaft held by the upstream-side moving body for supporting the rotary body to be freely rotatable, and an original-position returning spring held by the supporting shaft for returning the rotary body to an original position. A protrusion member which applies a rotary pressure force to the rotary body is fixed at a prescribed separating point on the base plate by corresponding to one end part of the rotary body.

An energy absorbing coupler for railway vehicles includes a coupler anchor, a coupler mechanism supported to the coupler anchor by a deformation tube and draft gear element, and a plurality of energy absorbing devices associated with the coupler anchor. The energy absorbing devices each include two mating components in frictional engagement with one another. Sliding movement between contacting surfaces of the two components occurs when energy is applied to the coupler mechanism, thereby creating friction and dissipating the applied energy at least in part in the form of heat. The two mating components may include a male part, such as a mounting bolt, in mating engagement within a female part, such as a collar. An inside diameter of the collar may be slightly smaller than an outside diameter of the mounting bolt to create a press-fit engagement.

An improved coupler body having an area of increased material in the upper lock chamber.

A railroad coupler assembly having at least a body and a knuckle both formed in a no-bake manufacturing process, the body and the knuckle having dimensional tolerances of distances between features that wear during operation that are about half those obtained from a body and a knuckle manufactured by a green sand process, resulting in increased fatigue life compared to the body and the knuckle manufactured by a green sand process. The body and the knuckle resulting from the no-bake manufacturing process have no observable laps, scabs, chaplets or welding in critical areas of the body and knuckle, which are reflected in surface conditions matching SCRATA (Steel Castings Research and Trade Association) values of: D1 (laps); E1 (scabs); F1 (chaplets); and J1 (welds).

The invention relates to an articulated coupling between a first car (3) and a second car of a vehicle, especially a railway vehicle, having at least two cars, said articulated coupling including a first element (33) capable of being connected to said first car (3) and a second element (35) capable of being connected to said second car, a device for moving said second element (35) in translation relative to said first element (33) in the event of an impact, and an energy absorber capable of being arranged between said first (3) and second (19) cars. The energy absorber is arranged between said first (33) and second (35) elements, and in the first element (33) is designed to allow persons to pass between said first car (3) and said second car.

A shock energy absorber includes, in one example, a cylinder having a closed end and an open end, a sleeve fixed about the open end of the cylinder, and a damping material in the form of an ultra high molecular weight polyethylene material in the cylinder. A plunger is positioned to be driven into the damping material via the sleeve. When the plunger is impacted and driven into the damping material, the damping material changes from a solid to a viscous fluid state thereby enabling absorption of a significant amount of energy.

An integrated self-supporting and deformation-resistant modular driver's cabin structure for mounting to the front end of a rail vehicle body and for providing a driver space and a windshield opening, is composed of a composite sandwich structure with a single, common, continuous outer skin layer, a single, common, continuous inner skin layer and an internal structure wholly covered with and bonded to the inner and outer skin layers, the internal structure comprising a plurality of core elements. The driver's cabin structure comprises at least: side pillars each having a lower end and an upper end, and an undercarriage structure at the lower end of each of the side pillars. The fiber-reinforced sandwich located in the side pillars is provided with several layers of fibers oriented to provide a high bending stiffness. The fiber-reinforced sandwich of the undercarriage structure is such to transfer static and crash loads without flexural buckling.

A railcar draft gear assembly having an axially elongated spring assembly comprised of an axially stacked array of individual spring units and further including cooperating instrumentalities for maintaining the spring assembly generally axially aligned with a longitudinal axis of the railcar draft gear assembly during operation of the draft gear assembly while maintaining the individual spring units in generally aligned relation relative to each other.

A coupler head for a coupling arrangement is shown, which coupler head includes a coupler head housing (6) extending in a longitudinal direction from a first end (6a), attachable to a drawbar, to a second end (6b), which is arranged to carry a coupling interface between coupled rail vehicles, which coupler head housing houses mechanical coupling components (8,9) effective for automatic coupling to the corresponding components of a connecting coupling arrangement. The coupler head is characterized in that the coupler head housing has at least one notch (11, 11') for a predetermined and primarily axial compression thereof with absorption of energy from a deforming compressive force that is applied to the coupler head in the longitudinal direction thereof. The coupler head has preferably at least one notch (11, 11') for a predetermined folding of the coupler head housing.

A railcar draft gear assembly including a housing, a spring sea, a spring and a friction clutch assembly in operable combination relative to each other within the housing. The spring includes a series of axially stacked elastomeric pads arranged between a closed end of the housing and the spring seat. An axially elongated guide rod is endwise passed through the spring seat and elastomeric pads for aligning the pads relative to a longitudinal axis of the draft gear assembly. The guide rod is operably inhibited from axial shifting movements during operation of the draft gear assembly. A related method for assembling the draft gear is also disclosed.