A covered hopper car including a plurality of hoppers adjacent one another along the length of the car, with a generally vertical stiffened bulkhead of sheet material between adjacent ones of the hoppers. The bulkhead may include a plurality of stiffeners of which each stiffener is a transversely oriented curved portion of the sheet material of the bulkhead itself, displaced from the vertical main plane of the bulkhead. A radius of curvature is great enough and all surfaces of the stiffener are steep enough that granular material will slide downward from the stiffener and all surfaces of the stiffener can easily be washed by a spray directed from a hatch opening in the roof of the covered hopper car.

The invention relates to a head module for a rail vehicle, said head module being suitable to be detachably fixed to the front face of a subsequent railcar unit without additional underframe. The head module consists of an inner and an outer shell and includes three systems which convert, in the event of a crash, the collision energy into a deformation one after the other or simultaneously and substantially independently of another.

A connecting element for fastening connection pieces to fiber composite components made of at least one fiber layer and of matrix material is provided, the connecting element has a screw- or bolt-like shape, the connecting element includes a tip at one end thereof, which tip supports the penetration of the fiber layers of the fiber composite component in the dry or matrix-impregnated, unconsolidated state, and comprising a casing in the region that comes in contact with matrix material of the fiber composite component, but at least in the region that comes in contact with the reinforcing fibers of the fiber composite component.

The application relates to a crash system for the head module of a rail vehicle, said head module being detachably fixed to the front face of a subsequent railcar unit without additional underframe. The crash system has a crash conduction element that carries a crash box at its front end and the back end of which is fixed to the underframe support of the subsequent railcar unit. In the event of a crash, crash forces are thus absorbed by the underframe of the subsequent railcar unit.

A double-deck rail vehicle and a vehicle body thereof are provided. An underframe (11) of the vehicle body comprises a lower-layer underframe (111), end underframes (112, 115), sealing plates (114, 116), and side underframes (118, 119); wherein the lower-layer underframe is provided with an underframe middle beam (1111); the end underframe is fixedly connected to the underframe middle beam by means of reinforcement middle beams (113, 117); the sealing plate is fixedly connected between the end underframe and the lower-layer underframe; and the side underframe comprises side beams (1181, 1191) of the side underframe that are integrated, and the side underframe is fixedly connected to the end underframe by means of the side beams of the side underframe. The vehicle body supplements the reinforcement middle beams capable of increasing the connection strength between the end underframe and the lower-layer underframe, and uses the integrated side beams of the side underframe. Therefore, the structure strength, rigidity and compression-resistant performance of the vehicle body can be enhanced, so that the safety of the double-deck rail vehicle can be improved, and a problem that a related double-deck vehicle body does not satisfy the requirements of America strength standard can be solved.

Modeling process and structural repair of a railway or metal car to assemble a hopper with a self-supporting body different from the original hopper that is formed from steel plates on the structure of the car.

Modeling process and structural repair of a railway or metal car to assemble a hopper with a self-supporting body different from the original hopper that is formed from steel plates on the structure of the car.

The present invention relates broadly to a railway track trolley (10) generally comprising a collapsible chassis (12), two pairs of wheels (14a/b) and (16a/b), and a platform assembly (18). The collapsible chassis (12) includes a pair of opposing beams member (20a) and (20b) interconnected by a pair of adjustable cross-members (22) and (24). The pair of wheels (14a) and (16a) are removably mounted to opposing ends of one of the beam members (20a) whereas the other pair of wheels (14b) and (16b) are removably mounted to opposing ends of the other of the beam members (20b). The railway tracks (26a) and (26b) may be separated at one of a plurality of predetermined track gauges and the collapsible chassis in an expanded condition is designed to match the required lateral separation of the opposing rail members (26a/b). The invention is also directed broadly to a gate catch assembly (90) generally comprising a coupling sub-assembly (92), and a catch sub-assembly (96) configured to be releasably engaged by the coupling sub-assembly (92). The gate catch assembly (90) may be installed in conjunction with the platform assembly (18) of the railway track trolley (10) of the earlier aspect of the invention.

A rail vehicle car for transporting passengers comprising a car body, a car body floor, a car body ceiling and a front end area. An A-pillar is disposed in the front portion. The car body has a longitudinal extent and a transverse extent, and the longitudinal extent is greater than the transverse extent. The car body includes a height extension transverse to the longitudinal and transverse extensions. The A-pillar is substantially centered in the transverse direction so that the front region is divided into a first side and a second side, and the first side comprises 30-70% of the transverse extent.

A rail vehicle car for transporting passengers comprising a car body, a car body floor, a car body ceiling and a front end area. An A-pillar is disposed in the front portion. The car body has a longitudinal extent and a transverse extent, and the longitudinal extent is greater than the transverse extent. The car body includes a height extension transverse to the longitudinal and transverse extensions. The A-pillar is substantially centered in the transverse direction so that the front region is divided into a first side and a second side, and the first side comprises 30-70% of the transverse extent.