Disclosed is railway vehicle coach, including a chassis and a bogie arranged below the chassis in a vertical direction. The coach includes a thermally insulating screen, arranged between the chassis and the bogie, above the bogie in the vertical direction.

A railroad car including a plurality of penetration resistant and protective structures including a penetration resistant and protective underframe, penetration resistant and protective first end, second end, and center bulkheads, penetration resistant and protective first, second, third, and fourth side walls, and protective first and second roof hatches, all configured to protect internal cylinder assemblies, the pipes that communicate the gas from the cylinders of the cylinder assemblies, and the safety critical valves, regulators, and other equipment connected to such cylinders and pipes of the railroad car in an accident (such as a derailment, crash and/or roll-over).

A vehicle body structure and a rail train with the vehicle body. The vehicle body structure includes a vehicle body, an air duct and a maintenance portion, wherein the air duct is provided at the bottom of the vehicle body, the air duct has a maintenance port, the maintenance portion is connected to the air duct and located at the maintenance port, and the maintenance portion has an opening position for opening the maintenance port and a closing position for closing the maintenance port. By operating a maintenance portion on an air duct at the bottom of a vehicle body, a maintenance port of the air duct is at an opened or closing position, in order to detect or repair the interior of the air duct, thus prolonging the life of the air duct of the vehicle body structure and improving the reliability.

The present invention provides a rail vehicle. The rail vehicle includes: an underframe assembly, a side wall assembly, a vehicle roof assembly, and a vehicle end assembly. The underframe assembly includes a primary energy absorption structure and an underframe edge beam which are connected. The primary energy absorption structure has at least two energy absorbing cavities that are set at interval. The lower end of the side wall assembly is connected with the underframe assembly. The upper end of the side wall assembly is connected with the vehicle roof assembly. The vehicle end assembly includes an end energy absorption structure whose lower end is connected with the primary energy absorption structure, and upper end is connected with the vehicle roof assembly. By using the technical solution of the present invention, that is, the primary energy absorption structure of the underframe assembly, the vehicle roof assembly, and the end energy absorption structure which is installed between the vehicle roof assembly and the primary energy absorption structure form the overall energy absorbing structure at the end of the vehicle body structure, there is no need to add an independent energy absorbing component. The present invention improves impact energy absorbing performance of the vehicle without increasing the overall dimension of the vehicle body structure.

Provided are a railway vehicle having a sufficient rigidity against an airtight load and a sufficient space in which an electrical component and the like can be mounted below an underframe, and a method for manufacturing the railway vehicle. An underframe constituting a floor surface of the railway vehicle includes: a central underframe having a hollow shape material extruded in a width direction of the railway vehicle; and a pair of end underframes each having a hollow shape material extruded in a longitudinal direction of the railway vehicle and connected to the central underframe on both sides sandwiching the central underframe.

Provided are a railway vehicle having a sufficient rigidity against an airtight load and a sufficient space in which an electrical component and the like can be mounted below an underframe, and a method for manufacturing the railway vehicle. An underframe constituting a floor surface of the railway vehicle includes: a central underframe having a hollow shape material extruded in a width direction of the railway vehicle; and a pair of end underframes each having a hollow shape material extruded in a longitudinal direction of the railway vehicle and connected to the central underframe on both sides sandwiching the central underframe.

Some embodiments of the present disclosure provide a chassis component of a railway vehicle, and a railway vehicle. The chassis component includes: two lower boundary beams, the two lower boundary beams being provided at an interval; and a cross beam component, the cross beam component being provided between the two lower boundary beams, wherein there are a plurality of cross beam components, and the plurality of cross beam components are provided along a length direction of each of the lower boundary beams at an interval, wherein at least one cross beam component includes a first cross beam and a second cross beam provided below the first cross beam in a height direction of the each of the lower boundary beams, the first cross beam and the second cross beam form a mounting cavity, and a part of a floor of a railway vehicle penetrates into the mounting cavity.

Some embodiments of the present disclosure provide a chassis component of a railway vehicle, and a railway vehicle. The chassis component includes two lower boundary beams provided at an interval and a sleeper beam provided between the two lower boundary beams. The sleeper beam includes: a web structure; a center pin, connected with a bogie of a railway vehicle; and a mounting frame, connected with the web structure, the center pin being provided on the mounting frame, the mounting frame including a plurality of vertical plates, and the plurality of vertical plates being provided at an interval along an outer wall surface of the center pin. The technical solution of the present disclosure can solve the problem in the related art of insufficient connecting strength of a center pin and a web structure of a sleeper beam.

Some embodiments of the present disclosure provide a chassis component of a railway vehicle, and a railway vehicle. The chassis component includes: two spaced lower boundary beams; and two spaced sleeper beams, provided between the two lower boundary beams along a length direction of the lower boundary beams. At least one of the sleeper beams includes: a web structure; a center pin, connected with a bogie of a railway vehicle; and a mounting frame, connected with the web structure, the center pin being provided on the mounting frame, the mounting frame including a plurality of vertical plates, and the plurality of vertical plates being spaced along an outer wall surface of the center pin. The technical solution of some embodiments of the present disclosure can solve the problem in the related art of insufficient connecting strength of a center pin and a web structure of a sleeper beam.

A well car includes a well floor, a first end portion, a second end portion, and a first side assembly. The first end is portion coupled to the well floor. The second end portion is coupled to the well floor. The first side assembly is coupled to the well floor. The first side assembly includes a first side portion, a second side portion, and a first humped portion coupled between the first and second side portions. The first side portion is coupled to the first end portion. The second side portion is coupled to the second end portion. The first humped portion is positioned higher than the first and second portions on the first side assembly.