A driver cabin for an urban railway vehicle, the driver cabin extending in a longitudinal driving direction and including: a cabin chassis including at least one main shock-absorbing area having a longitudinal extend defined between a front plane oriented transversally to the longitudinal driving direction and a rear plane oriented transversally to the longitudinal driving direction, the main shock-absorbing area being able to deform in case of a shock between an initial state and a shock-absorbed state, so that in the shock-absorbed state the longitudinal extend of the main shock-absorbing area is reduced about a predefined compression distance; an electrical equipment compartment storing at least one stiff electrical element carrying electronic components. The electrical equipment compartment is located inside the main shock-absorbing area.

A gondola car is made of high strength and high abrasion resistance steel that provides a lightweight structure and that prolongs the useful life of the car. The high strength and high abrasion resistance steel enhances the strength of the gondola car without increasing its thickness. The contemplated railcar positions components (e.g., side posts and cross-bearers) of the railcar away from areas of the railcar that experience high stresses during transport. In this manner, these components can be welded to form the railcar, and the welds will experience less stress during transport resulting in less weld breaks. Additionally, the number of components (e.g., side posts and cross-bearers) may be reduced, which reduces the weight of the railcar.

A body structure for a rail vehicle that includes a frame with at least one support element made at least predominantly of steel alloy, at least one equipment element made predominantly of aluminum alloy, at least one first plate having at least one longitudinal edge and a first surface delimited by the longitudinal edge, and at least one longitudinal batten of steel alloy, which is integral with the support element, wherein the longitudinal batten is fixed flat to the first face by way of friction melt bonding.

A process for manufacturing a base board of a high-speed rail equipment cabin using a composite material is disclosed. The composite material includes: aramid honeycomb, PET foam, 3K twill carbon fiber flame retardant prepreg, unidirectional carbon fiber flame retardant prepreg, glass fiber flame retardant prepreg, aramid flame retardant prepreg, and 300 g/cm.sup.2 single component medium temperature curing blue epoxy adhesive. The process includes manufacturing a base-board main plate (1), a base-board handle (2) and two base-board sliders (3). While installation, the base-board handle (2) is stuck to one side of the base-board main plate (1), and the two base-board sliders (3) are respectively stuck to another two opposite sides of the base-board main plate (1). The weight of the base board made from the composite material is 35%-40% lower than the base board made from the aluminum alloy material, which leads to a good prospect of application.

An underfloor double skin structure includes a first upper plate including a pair of first thin portions disposed on both end portions thereof and a first thick portion disposed inwardly with respect to the pair of first thin portions, a first lower plate disposed to be spaced apart downward of the first upper plate and including a pair of second thin portions disposed on both end portions thereof and a second thick portion disposed inwardly with respect to the pair of second thin portions, a first rib group integrally formed with the first upper plate and the first lower plate and connects the first upper plate and the first lower plate, a reinforcing body is formed of the first thick portion, the second thick portion, and a pair of thick ribs, and the second thick portion is disposed downward of the pair of second thin portions.

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.

A bone structure of a railcar includes: a pair of first lateral bones arranged at an inner side of a wainscot panel in a car width direction and extending in a car longitudinal direction, the first lateral bones being joined to the wainscot panel; and a side post arranged at an inner side of a pier panel in the car width direction and extending in a car upper-lower direction, the side post intersecting with the first lateral bones, wherein the side post includes: at least one first flange portion joined to the pier panel; a pair of cutout portions located at positions corresponding to the wainscot panel, the first lateral bones passing through the respective cutout portions in the car longitudinal direction; and at least one second flange portion arranged between the first lateral bones and joined to the wainscot panel.

A half-round cargo container comprises a plurality of curved panels and has a longitudinal axis. Each curved panel has a cross-sectional profile in a plane perpendicular to the longitudinal axis, wherein the respective cross-sectional profiles of the curved panels have curved shapes with a common curvature. Adjacent pairs of the curved panels are joined at respective abutting longitudinal edges parallel to the longitudinal axis to form a semi-cylindrical shell. The half-round cargo container has a top opening.

A railway traction vehicle, in particular a locomotive, is provided for pulling at least one coupleable railway car, which may be a two-level car, having a car body with a car roof which defines a car height. The locomotive includes a vehicle body with a vehicle roof which defines a vehicle height. If the vehicle height is lower than the car height, a roof transition element is disposed on a rear-side end region of the vehicle body. Since the cross-sectional profile of the roof transition element expands from the front edge, which follows a contour line of the vehicle roof, to the rear edge, which follows a contour line of the car roof, the flow resistance in the transition region from the locomotive to the subsequent two-level car is reduced in a simple way, so that traction energy losses and vehicle noise can be reduced.

A driver cabin for an urban railway vehicle, the driver cabin extending in a longitudinal driving direction and including: a cabin chassis including at least one main shock-absorbing area having a longitudinal extend defined between a front plane oriented transversally to the longitudinal driving direction and a rear plane oriented transversally to the longitudinal driving direction, the main shock-absorbing area being able to deform in case of a shock between an initial state and a shock-absorbed state, so that in the shock-absorbed state the longitudinal extend of the main shock-absorbing area is reduced about a predefined compression distance; an electrical equipment compartment storing at least one stiff electrical element carrying electronic components. The electrical equipment compartment is located inside the main shock-absorbing area.