A railway vehicle includes a car body having a shell frame surrounding an internal area suitable for accommodating passengers, and a power generator connected to an external side of the car body and including an outlet for discharging out a liquid produced during generation of electricity. A hydraulic system is in fluid communication with the outlet and receives at least part of the liquid produced during generation of electricity. The hydraulic system includes a first end portion connected to the outlet, a second end portion, spaced apart from the first end portion, for draining out from the hydraulic system the received liquid, and a third intermediate portion which is interconnected between the first and second end portions and is placed, at least partially, in the internal area of the car body, which is adapted to be heated before receiving passengers.

An assembly for increasing the load-bearing capacity of a structural component of a rail vehicle, in particular the tensile strength and the compressive strength. The structural component has a first connection point and a second connection point. A tensile force acting on the first connection point or a compressive force acting on the first connection point is transmitted to the second connection point. A first load path which is designed to transmit the compressive force is formed between the first connection point and the second connection point, and a second load path which is designed to transmit the tensile force is formed between the first connection point and the second connection point. The first load path and the second load path have different compressive strengths, thus achieving a division of the force transmission by the different compressive strengths.

The present invention addresses the problem of providing a method for molding, using a honeycomb core, a composite material structure that is high-quality, low cost, and leaves less voids. The present disclosure addresses the problem of providing a method for molding, using a honeycomb core, a composite material structure with which it is possible to reduce dimples in a composite material skin at low cost. According to a method for molding a composite material structure of the present disclosure, an uncured composite material honeycomb sandwich panel in which prepreg is laminated on upper and lower surfaces of a honeycomb core via an adhesive is covered with a vacuum bag and placed in an autoclave. After that, the vacuum bag is evacuated and, while the evacuation is being continued, is heated and pressurized by the autoclave to cure a matrix resin of the prepreg and achieve adhesion to the honeycomb core.

The present invention addresses the problem of providing a method for molding, using a honeycomb core, a composite material structure that is high-quality, low cost, and leaves less voids. The present disclosure addresses the problem of providing a method for molding, using a honeycomb core, a composite material structure with which it is possible to reduce dimples in a composite material skin at low cost. According to a method for molding a composite material structure of the present disclosure, an uncured composite material honeycomb sandwich panel in which prepreg is laminated on upper and lower surfaces of a honeycomb core via an adhesive is covered with a vacuum bag and placed in an autoclave. After that, the vacuum bag is evacuated and, while the evacuation is being continued, is heated and pressurized by the autoclave to cure a matrix resin of the prepreg and achieve adhesion to the honeycomb core.

The present invention relates broadly to a railway track trolley (10) generally comprising a collapsible chassis (12), two pairs of wheels (14a/b) and (16a/b), and a platform assembly (18). The collapsible chassis (12) includes a pair of opposing beams member (20a) and (20b) interconnected by a pair of adjustable cross-members (22) and (24). The pair of wheels (14a) and (16a) are removably mounted to opposing ends of one of the beam members (20a) whereas the other pair of wheels (14b) and (16b) are removably mounted to opposing ends of the other of the beam members (20b). The railway tracks (26a) and (26b) may be separated at one of a plurality of predetermined track gauges and the collapsible chassis in an expanded condition is designed to match the required lateral separation of the opposing rail members (26a/b). The invention is also directed broadly to a gate catch assembly (90) generally comprising a coupling sub-assembly (92), and a catch sub-assembly (96) configured to be releasably engaged by the coupling sub-assembly (92). The gate catch assembly (90) may be installed in conjunction with the platform assembly (18) of the railway track trolley (10) of the earlier aspect of the invention.

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.

According to some embodiments, a railcar comprises at least two hoppers for transporting a commodity. Each hopper comprises a pair of side walls and a floor. The railcar further comprises a composite partition separating the hoppers. The composite partition comprises a frame comprising a first material coupled to the pair of side walls and the floor at a location separating hoppers. The frame comprises a center opening. The frame is configured to provide structural support for structural loads exerted on the pair of side walls and the floor. The composite partition further comprises a composite section comprising a second material coupled to the frame and covering the central opening of the frame. The composite section is configured to withstand loads exerted on the composite section by the commodity transported in the hoppers.

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.

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.