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 railroad tank car formed from steel alloy plates having improved toughness and puncture resistance. The steel alloy plates include a steel alloy including in wt. %: C: 0.1-0.15; Mn: 1.0-1.65; Si: 0.15-0.40; Al: 0.015-0.06; Mo: 0.1-0.3; Ni: 0.1-0.25; Nb: 0.015-0.045; Ti: up to 0.02; Cr: up to 0.22; V: up to 0.08; Cu: up to 0.35; P: max 0.025; S: max 0.015; and N: 0.004-0.01. The alloy plates may have been normalized for 30 minutes at 900° C. The alloy plates may have a tensile strength of at least 560 MPa; a yield strength of at least 345 MPa; a total elongation of at least 22%; a CVN impact toughness of at least 135.5J at −34.4° C.; a CVN impact toughness of at least 122J at −45.5° C. The alloy plates may have a ferrite-bainite microstructure, with 10% or less pearlite. The alloy plates of the inventive railroad tank car may have an absence of any banded ferrite-pearlite/martensite structure.

The invention preferably relates to a method for stiffening a sheet element. In this regard, the method preferably comprises a first step of providing stiffening modules comprising a flange and at least one web. Furthermore, the stiffening modules are preferably attached to the sheet element sequentially along a load path, wherein the stiffening modules are connected to each other via their respective flanges using connecting means and/or joining methods for a positive, frictional and/or materially bonded connection to form a stiffening structure, such that the stiffening modules have a combined effect, specifically stiffening and reinforcing the sheet element. The invention also preferably relates to a stiffening structure for a sheet element comprising a plurality of stiffening modules arranged sequentially, and to a stiffening system comprising a stiffening structure and a sheet element.

A composite aluminum plate assembly comprises at least two aluminum honeycomb profile units; each aluminum honeycomb profile unit comprises a support component, an interlayer aluminum honeycomb, a first aluminum plate and a second aluminum plate, the interlayer aluminum honeycomb being filled between the first aluminum plate and the second aluminum plate; an extension section is provided on an abutting side of at least one of two sides of aluminum plates of the aluminum honeycomb profile unit, the extension section extending to the exterior of the interlayer aluminum honeycomb at the same side; the strength of the support component is greater than that of the interlayer aluminum honeycomb, and extension sections of two adjacent aluminum honeycomb profile units are assembled to each other and connected and fixed by means of the support component.

A composite aluminum plate assembly comprises at least two aluminum honeycomb profile units; each aluminum honeycomb profile unit comprises a support component, an interlayer aluminum honeycomb, a first aluminum plate and a second aluminum plate, the interlayer aluminum honeycomb being filled between the first aluminum plate and the second aluminum plate; an extension section is provided on an abutting side of at least one of two sides of aluminum plates of the aluminum honeycomb profile unit, the extension section extending to the exterior of the interlayer aluminum honeycomb at the same side; the strength of the support component is greater than that of the interlayer aluminum honeycomb, and extension sections of two adjacent aluminum honeycomb profile units are assembled to each other and connected and fixed by means of the support component.

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 railroad freight car has an underframe that includes a center sill and lateral cross-members such as bolsters, cross-bearers and cross-ties. Side sills run along the edges of the car. A floor sheet is welded to the center sill and side sills and above the cross-members. Floor stringers are welded to the top side of the floor sheet. A surface covering is mounted on top of the stringers. Thermal insulation may be installed between the surface covering and the floor sheets.

The ultralight two track train that does not derail, made up of one or more ultralight wagons and aerodynamic, oval or semi-oval transverse profiles, characterized in that the wagons carry vertical or inclined wheels or pulley wheels in their lower area and supported by the chassis of the wagons, which rest and roll on a pair of vertical or inclined rails, the channels of the pulley wheels are supported and held on the head of circular, semicircular or semi-oval section of the rails, the heads of the rails being trapped with the pulley wheels, adding pairs of wheels that use a common axis, the rails are coupled and fixed tongue and groove to the sleepers or to some monolithic structures or channels, the sleepers are fixed using the track system on concrete slab, using electrical supply means, propellant means and reducing means of the front, rear and lateral resistance of the wagons, adding wheels with permanent magnets or with electromagnets that are attached, or run close and attracted by the rails.

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.

Disclosed is an adapter frame for attaching a transport refrigeration unit (TRU) to a railway car, the adapter frame having a window and a supporting section, the window having a rectangular shape, the supporting section extending from an edge of the window and comprising two or more truss members spanning from an edge of the window to a corresponding edge of the supporting section, wherein the adapter frame is configured for installation between the TRU and the railway car such that a distal end of a protruding evaporator section of the TRU protrudes into the window.