A covered hopper railroad freight car having a car body whose opposite longitudinal sides include substantially flat, parallel, generally vertical upper side wall portions free from outwardly protruding structural strength members.

A covered hopper railroad freight car having a car body whose opposite longitudinal sides include substantially flat, parallel, generally vertical upper side wall portions free from outwardly protruding structural strength members.

Some embodiments of the present disclosure provide an energy-absorbing anti-creeper and a train vehicle with the energy-absorbing anti-creeper. The energy-absorbing anti-creeper includes: a guiding cylinder, an energy-absorbing material, a collision mechanism and a discharging mechanism for discharging the energy-absorbing material being arranged at the first end of the guiding cylinder. A first end of the guiding cylinder is configured to be in assembly connection with a train. The energy-absorbing material is filled in the guiding cylinder. The collision mechanism is arranged at a second end of the guiding cylinder. The first end of the guiding cylinder and the second end of the guiding cylinder are two opposite ends of the guiding cylinder.

Provided are a vehicle end skeleton structure and a rail vehicle having the same. The vehicle end skeleton structure comprises: a roof structure, the roof structure being a closed frame structure; and an end energy absorption structure, the upper end of the end energy absorption structure being connected with the roof structure, and the lower end of the end energy absorption structure being connected with a chassis. The technical solution provided in the present invention can solve the problem in the conventional art in which the collision performance of a vehicle end skeleton structure cannot meet current demands.

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 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 body (1) for a rail vehicle (100) comprising a control panel (4) for controlling the rail vehicle (100). The control panel (4) has a rest position and an operational position and, in the rest position, is located in a control panel holder (41) while, in the operational position, is at least partially located outside the control panel holder (41) such that control elements (42) are accessible for operation.

A body (1) for a rail vehicle (100) comprising a control panel (4) for controlling the rail vehicle (100). The control panel (4) has a rest position and an operational position and, in the rest position, is located in a control panel holder (41) while, in the operational position, is at least partially located outside the control panel holder (41) such that control elements (42) are accessible for operation.

A front end body structure (3) has a front wall portion (4) which forms a front surface (4b) in a front-rear direction (Da) and has edge portions which form an opening portion (4a) opened; and a ceiling wall portion (5) which is continuous with the front wall portion (4) and forms a ceiling surface (5a) facing an upper side. In t front wall portion (4), side edge portions (41, 42) on both sides in the width direction (Dw) and an upper edge portion (40) on the upper side among edge portions surrounding the opening portion (4a) have a multi-axial fiber-reinforced plastic material in which at least two directions along the outer surface are set as a fiber direction. At least a partial region of the ceiling wall part (5) including a central portion in the width direction (Dw) has a core material sandwiched between the multi-axial fiber-reinforced plastic materials.

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.