A railway vehicle car includes a lower level and an upper level that are separated by an intermediate floor. The intermediate floor defines an opening emerging on the upper level and on the lower level, and also defines a bridge extending at least partially along the opening. The bridge connects a first longitudinal end and a second longitudinal end of the car on the upper level. The circulation of passengers is blocked on the lower level at least at one of the first and second longitudinal ends. The car provides for dining for travelers. The lower level includes a preparation area and a dining area, with the preparation area extending continuously between a first side wall and a second side wall of the car, over an entire width of the lower level.

A railway vehicle car includes a lower level and an upper level that are separated by an intermediate floor. The intermediate floor defines an opening emerging on the upper level and on the lower level, and also defines a bridge extending at least partially along the opening. The bridge connects a first longitudinal end and a second longitudinal end of the car on the upper level. The circulation of passengers is blocked on the lower level at least at one of the first and second longitudinal ends. The car provides for dining for travelers. The lower level includes a preparation area and a dining area, with the preparation area extending continuously between a first side wall and a second side wall of the car, over an entire width of the lower level.

The invention relates to a rail vehicle having a car body comprising an upper level and a lower level separated by an intermediate floor. The intermediate floor comprises at least two intermediate floor elements, the intermediate floor elements being arranged one behind the other in the longitudinal direction of the rail vehicle. A dilation profile is disposed between a first and second intermediate floor element.

A door device for the interior of a passenger transport vehicle, and a passenger transport vehicle having at least one door device. The device includes a double-leaf sliding door with a first door leaf and a second door leaf in one plane. The door device has an upper guide for the first door leaf and an upper guide for the second door leaf. The guides are parallel with one another, and at least the upper guide for the first door leaf is offset with respect to the plane of the first and the second door leaf.

A door device for the interior of a passenger transport vehicle, and a passenger transport vehicle having at least one door device. The device includes a double-leaf sliding door with a first door leaf and a second door leaf in one plane. The door device has an upper guide for the first door leaf and an upper guide for the second door leaf. The guides are parallel with one another, and at least the upper guide for the first door leaf is offset with respect to the plane of the first and the second door leaf.

A railcar that allows a first end beam to move toward a second end beam when an intended load is input is provided. A railcar includes a fuse member that couples a first end beam to a second end beam along a car longitudinal direction, and the fuse member buckles when a load received in collision exceeds a predetermined value to allow the first end beam to move toward the second end beam, thus ensuring reduction of variation of the load that allows the first end beam to move toward the second end beam. Consequently, when the intended load is input, the first end beam is allowed to move toward the second end beam.

According to a railcar, a low-floor underframe includes side beams to which side bodyshells are coupled, a high-floor underframe includes a center sill disposed to extend in a car longitudinal direction at a center in a car width direction and a body bolster coupled to this center sill and to be an installation portion of a bogie, and the body bolster is coupled to the side beam by a coupling member. Thus, the car end compression load input to the high-floor underframe can be directly transmitted from the center sill and the body bolster to the side beams via the coupling member. This can disperse the car end compression load on the side bodyshells to ensure the car strength against the car end compression load.

According to a railcar, a low-floor underframe includes side beams to which side bodyshells are coupled, a high-floor underframe includes a center sill disposed to extend in a car longitudinal direction at a center in a car width direction and a body bolster coupled to this center sill and to be an installation portion of a bogie, and the body bolster is coupled to the side beam by a coupling member. Thus, the car end compression load input to the high-floor underframe can be directly transmitted from the center sill and the body bolster to the side beams via the coupling member. This can disperse the car end compression load on the side bodyshells to ensure the car strength against the car end compression load.

According to a railcar, a fuse member that couples a first end beam to a second end beam along a car longitudinal direction is formed as a channel material with an approximately U-shaped cross-section, including a web disposed to extend along the car longitudinal direction and a pair of flanges disposed upright from both end portions of this web. Accordingly, when a load received in collision exceeds a predetermined value, the fuse member buckles to allow the first end beam to move toward the second end beam to ensure reducing variation of the load that allows the first end beam to move toward the second end beam. Consequently, when the intended load is input, the first end beam is allowed to move toward the second end beam.

The invention relates to an energy-supplying double-deck carriage, in particular a passenger double-deck carriage, for power supply, in which a main transformer is arranged in the roof region, preferably on or at the roof, and moreover preferably substantially above a bogie.