A carbody of a railcar includes: an underframe; a first member provided at one of vertical sides of a vertical center of the underframe, supported by the underframe, and absorbing collision energy; a second member provided at the other vertical side of the vertical center of the underframe, supported by the underframe, and contacting an obstacle when the first member is compressed by collision with the obstacle. In a case where the second member receives a reaction force from the obstacle when the first member is compressed by the collision with the obstacle, the second member transfers to the underframe a moment load that is opposite in a rotational direction to a moment load transferred to the underframe by the first member.

A railway vehicle and a head car cowcatcher thereof are provided. The head car cowcatcher includes a flow guiding plate; a front-end frame mounted at a front end of an inner side surface of the flow guiding plate; and longitudinal sills mounted at two sides of the inner side surface of the flow guiding plate. Two ends of the front-end frame are respectively connected to the longitudinal sills located at the two sides. The rigidity of a connecting part of the longitudinal sills and the front-end frame is smaller than the rigidities of any parts of the longitudinal sills and the front-end frame. When obstructions are cleared or a train collision occurs, the connecting part of the front-end frame and each of the longitudinal sills would be largely deformed if the impact force the cowcatcher bears is beyond the maximum load the cowcatcher can bear.

A railway vehicle and a head car cowcatcher thereof are provided. The head car cowcatcher includes a flow guiding plate; a front-end frame mounted at a front end of an inner side surface of the flow guiding plate; and longitudinal sills mounted at two sides of the inner side surface of the flow guiding plate. Two ends of the front-end frame are respectively connected to the longitudinal sills located at the two sides. The rigidity of a connecting part of the longitudinal sills and the front-end frame is smaller than the rigidities of any parts of the longitudinal sills and the front-end frame. When obstructions are cleared or a train collision occurs, the connecting part of the front-end frame and each of the longitudinal sills would be largely deformed if the impact force the cowcatcher bears is beyond the maximum load the cowcatcher can bear.

An anti-climbing protection apparatus for a rail vehicle includes at least one buffer supported by an energy absorption element connected to a rail vehicle frame. In order to permit such a protection apparatus to be produced economically, to reliably prevent overriding and to be comparatively easy to retrofit, a bearing element is fastened to an end of the energy absorption element facing away from the vehicle frame. The bearing element supports an anti-climbing protection device at an end thereof protruding in a vertical direction from the buffer. In the event of a crash, a horizontally oriented stop, in cooperation with the front of the rail vehicle, permits an anti-climbing protection element of the anti-climbing protection device to be brought from the stop into an anti-climbing protection position extending outward over the buffer.

An anti-climbing protection apparatus for a rail vehicle includes at least one buffer supported by an energy absorption element connected to a rail vehicle frame. In order to permit such a protection apparatus to be produced economically, to reliably prevent overriding and to be comparatively easy to retrofit, a bearing element is fastened to an end of the energy absorption element facing away from the vehicle frame. The bearing element supports an anti-climbing protection device at an end thereof protruding in a vertical direction from the buffer. In the event of a crash, a horizontally oriented stop, in cooperation with the front of the rail vehicle, permits an anti-climbing protection element of the anti-climbing protection device to be brought from the stop into an anti-climbing protection position extending outward over the buffer.

A system includes a prime engine connected to a prime engine exhaust stack that receives prime engine exhaust, a mixing duct section connected to the prime engine exhaust stack, a head-end power (HEP) generator connected to an HEP generator exhaust pipe that receives HEP generator exhaust, a single urea injector, and a selective catalytic reduction (SCR) system. The HEP generator exhaust pipe is connected to the mixing duct section, and the single urea injector injects urea into the HEP generator exhaust pipe upstream of the mixing duct section. The HEP generator exhaust and prime engine exhaust merge in the mixing duct section to form a merged exhaust that is received by the SCR system.

A system includes a prime engine connected to a prime engine exhaust stack that receives prime engine exhaust, a mixing duct section connected to the prime engine exhaust stack, a head-end power (HEP) generator connected to an HEP generator exhaust pipe that receives HEP generator exhaust, a single urea injector, and a selective catalytic reduction (SCR) system. The HEP generator exhaust pipe is connected to the mixing duct section, and the single urea injector injects urea into the HEP generator exhaust pipe upstream of the mixing duct section. The HEP generator exhaust and prime engine exhaust merge in the mixing duct section to form a merged exhaust that is received by the SCR system.

An anti-climbing protection apparatus for a rail vehicle includes at least one buffer supported by an energy absorption element connected to a rail vehicle frame. In order to permit such a protection apparatus to be produced economically, to reliably prevent overriding and to be comparatively easy to retrofit, a bearing element is fastened to an end of the energy absorption element facing away from the vehicle frame. The bearing element supports an anti-climbing protection device at an end thereof protruding in a vertical direction from the buffer. In the event of a crash, a horizontally oriented stop, in cooperation with the front of the rail vehicle, permits an anti-climbing protection element of the anti-climbing protection device to be brought from the stop into an anti-climbing protection position extending outward over the buffer.

An anti-climbing protection apparatus for a rail vehicle includes at least one buffer supported by an energy absorption element connected to a rail vehicle frame. In order to permit such a protection apparatus to be produced economically, to reliably prevent overriding and to be comparatively easy to retrofit, a bearing element is fastened to an end of the energy absorption element facing away from the vehicle frame. The bearing element supports an anti-climbing protection device at an end thereof protruding in a vertical direction from the buffer. In the event of a crash, a horizontally oriented stop, in cooperation with the front of the rail vehicle, permits an anti-climbing protection element of the anti-climbing protection device to be brought from the stop into an anti-climbing protection position extending outward over the buffer.

A railway vehicle and a head car cowcatcher thereof are provided. The head car cowcatcher includes a flow guiding plate; a front-end frame mounted at a front end of an inner side surface of the flow guiding plate; and longitudinal sills mounted at two sides of the inner side surface of the flow guiding plate. Two ends of the front-end frame are respectively connected to the longitudinal sills located at the two sides. The rigidity of a connecting art of the longitudinal sills and the front-end frame is smaller than the rigidities of any parts of the longitudinal sills and the front-end frame. When obstructions are cleared or a train collision occurs, the connecting part of the front-end frame and each of the longitudinal sills would be largely deformed if the impact force the cowcatcher bears is beyond the maximum load the cowcatcher can bear.