A rail-borne vehicle includes an inner ceiling assembly having at least one air duct, a multiplicity of lighting devices and at least one ceiling cladding. The air duct is disposed between an inner surface or face of a roof of the rail-borne vehicle and the ceiling cladding and the air duct is provided with a multiplicity of air outlet openings. The ceiling cladding also has a multiplicity of openings. Both the lighting devices disposed between the inner surface of the roof of the rail-borne vehicle and the ceiling cladding as well as the air outlet openings of the air duct are disposed relative to the openings in the ceiling cladding in such a way that both the air of the air duct and the light of the lighting devices pass through the openings in the ceiling cladding.

A rail-borne vehicle includes an inner ceiling assembly having at least one air duct, a multiplicity of lighting devices and at least one ceiling cladding. The air duct is disposed between an inner surface or face of a roof of the rail-borne vehicle and the ceiling cladding and the air duct is provided with a multiplicity of air outlet openings. The ceiling cladding also has a multiplicity of openings. Both the lighting devices disposed between the inner surface of the roof of the rail-borne vehicle and the ceiling cladding as well as the air outlet openings of the air duct are disposed relative to the openings in the ceiling cladding in such a way that both the air of the air duct and the light of the lighting devices pass through the openings in the ceiling cladding.

A curved plate for a railcar bodyshell includes: a plate main body including an outer surface facing an outside of a railcar and an inner surface facing an inside of the railcar and the plate main body having a curved shape; and reinforcing ribs projecting from the inner surface of the plate main body toward the inside of the railcar. At least two of the plurality of the reinforcing ribs include machining reference surfaces formed on a same plane as reference surfaces used when machining an outer surface of the plate main body. At least one of the plurality of the reinforcing rib includes a mounting reference surface perpendicular to one of a rail direction, a sleeper direction, and a vertical direction as a reference surface used when mounting the curved plate to the railcar.

A curved plate for a railcar bodyshell includes: a plate main body including an outer surface facing an outside of a railcar and an inner surface facing an inside of the railcar and the plate main body having a curved shape; and reinforcing ribs projecting from the inner surface of the plate main body toward the inside of the railcar. At least two of the plurality of the reinforcing ribs include machining reference surfaces formed on a same plane as reference surfaces used when machining an outer surface of the plate main body. At least one of the plurality of the reinforcing rib includes a mounting reference surface perpendicular to one of a rail direction, a sleeper direction, and a vertical direction as a reference surface used when mounting the curved plate to the railcar.

A floor structure of a railcar includes: a pair of side sills extending in a railcar longitudinal direction; cross beams extending in a railcar width direction and coupling the pair of side sills; a supporting member, which is arranged on upper surfaces of the cross beams, in which bottom surface portions and convex portions projecting upward from the bottom surface portions are alternately, continuously formed in the railcar width direction, and which extends in the railcar longitudinal direction; receiving members located at positions corresponding to the cross beams, arranged on an upper surface of the supporting member, and extending in the railcar width direction; and a floor panel arranged on upper surfaces of the receiving members. The receiving members include: a floor plate contact portion that contacts the floor panel; and leg portions, extending from the floor plate contact portion to the bottom surface portion of the supporting member.

A device releasably fastens to a workpiece. The device contains a screw and the workpiece is fastened by use of a through-bore for passing the screw. The device contains elastically deformable perforated plates, which each have a through-bore for passing the screw through and thus can be aligned with the workpiece and can be placed against the workpiece such that the screw can be passed through the through-bore of the workpiece and through the through-bore of the first perforated plate and through the through-bore of the second perforated plate. The workpiece, around the first perforated plate, has a predefined free space in the radial direction relative to the axis of the through-bore through the first perforated plate in the predefined, intended assembly position and in a relaxed state of the first perforated plate, such that the first perforated plate can deform elastically in the radial direction to a predefined extent.

An in-vehicle device includes a housing having an opening, an openable-closable cover disposed over the opening of the housing, a first member fixed to the cover to rotate about a rotational axis and including a protruding segment protruding in the direction of the rotational axis, and a second member fixed to the housing to support the first member such that the first member is rotatable about the rotational axis and including a notch to engage with the protruding segment around a point of intersection with the rotational axis. The edge of the notch has first and second surfaces intersecting with each other. The second member limits the rotation range of the first member to the range between the position in contact with the first surface and the position in contact with the second surface.

An in-vehicle device includes a housing having an opening, an openable-closable cover disposed over the opening of the housing, a first member fixed to the cover to rotate about a rotational axis and including a protruding segment protruding in the direction of the rotational axis, and a second member fixed to the housing to support the first member such that the first member is rotatable about the rotational axis and including a notch to engage with the protruding segment around a point of intersection with the rotational axis. The edge of the notch has first and second surfaces intersecting with each other. The second member limits the rotation range of the first member to the range between the position in contact with the first surface and the position in contact with the second surface.

An assembly for increasing the load-bearing capacity of a structural component of a rail vehicle, in particular the tensile strength and the compressive strength. The structural component has a first connection point and a second connection point. A tensile force acting on the first connection point or a compressive force acting on the first connection point is transmitted to the second connection point. A first load path which is designed to transmit the compressive force is formed between the first connection point and the second connection point, and a second load path which is designed to transmit the tensile force is formed between the first connection point and the second connection point. The first load path and the second load path have different compressive strengths, thus achieving a division of the force transmission by the different compressive strengths.

An assembly for increasing the load-bearing capacity of a structural component of a rail vehicle, in particular the tensile strength and the compressive strength. The structural component has a first connection point and a second connection point. A tensile force acting on the first connection point or a compressive force acting on the first connection point is transmitted to the second connection point. A first load path which is designed to transmit the compressive force is formed between the first connection point and the second connection point, and a second load path which is designed to transmit the tensile force is formed between the first connection point and the second connection point. The first load path and the second load path have different compressive strengths, thus achieving a division of the force transmission by the different compressive strengths.