The invention relates to an articulated coupling comprising at least one tension-transferring or compression-transferring rod, at least one pressure plate comprising a cutting tool that comprises at least one blade and a central conically shaped recess. Furthermore, the articulated coupling comprises at least one conical threaded ring which comprises an internal thread and is slit in a longitudinal direction, wherein the rod comprises an external thread onto which the conical threaded ring is screwed. The cutting tool is arranged on a conical external surface of the conical threaded ring, wherein the conical threaded ring is arranged at least partially in the conically shaped recess.

The invention relates to an articulated coupling comprising at least one tension-transferring or compression-transferring rod, at least one pressure plate comprising a cutting tool that comprises at least one blade and a central conically shaped recess. Furthermore, the articulated coupling comprises at least one conical threaded ring which comprises an internal thread and is slit in a longitudinal direction, wherein the rod comprises an external thread onto which the conical threaded ring is screwed. The cutting tool is arranged on a conical external surface of the conical threaded ring, wherein the conical threaded ring is arranged at least partially in the conically shaped recess.

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 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.

An object is to provide a railcar bodyshell whose deformation behavior at the time of collision is stable. The railcar bodyshell includes an anti-climber projecting from an end beam outward in a car longitudinal direction. The anti-climber includes a starting point portion that serves as a starting point of bending of the end beam when collision has occurred, and the end beam is bent by a collision load. The starting point portion is disposed at a portion corresponding to a position between a front end of an energy absorber and a corner post in a car width direction.

An object is to provide a railcar bodyshell whose deformation behavior at the time of collision is stable. The railcar bodyshell includes an anti-climber projecting from an end beam outward in a car longitudinal direction. The anti-climber includes a starting point portion that serves as a starting point of bending of the end beam when collision has occurred, and the end beam is bent by a collision load. The starting point portion is disposed at a portion corresponding to a position between a front end of an energy absorber and a corner post in a car width direction.

A railcar includes: an underframe including an end beam at its railcar-longitudinal-direction end portion; side bodyshells; a roof bodyshell; side outside plates respectively arranged at both railcar-width-direction end portions of the railcar and constituting the side bodyshells; corner posts extending from the end beam toward the roof bodyshell; and intermediate coupling members each configured to couple the side outside plate and the corner post, the stiffness of the intermediate coupling member in a railcar longitudinal direction being lower than the stiffness of the intermediate coupling member in a vertical direction.

A railcar includes: an underframe including an end beam at its railcar-longitudinal-direction end portion; side bodyshells; a roof bodyshell; side outside plates respectively arranged at both railcar-width-direction end portions of the railcar and constituting the side bodyshells; corner posts extending from the end beam toward the roof bodyshell; and intermediate coupling members each configured to couple the side outside plate and the corner post, the stiffness of the intermediate coupling member in a railcar longitudinal direction being lower than the stiffness of the intermediate coupling member in a vertical direction.

A device for preventing rail vehicles from riding up includes an energy absorbing element extended in longitudinal direction, having a hollow inside, a fastening side for fastening to one of the rail vehicles and an impact side facing away from the fastening side. A flange fastened to the impact side of the energy absorbing element has an impingement surface facing away from the fastening side. The flange protrudes in at least one vertical direction beyond a contour delimited by the energy absorbing element on the impact side, forming a holding web protruding beyond the energy absorbing element. The device provides effective ride-up protection for identically and differently equipped rail vehicles by equipping a free end of the holding web with at least one vertical stop extending up from the impingement surface, and providing a device for moving the vertical stop upon an impact loading in longitudinal direction.