A side wall for a rail vehicle body includes an outer skin, an insulating layer adjacent an inner face of the outer skin, a structural layer adjacent an inner face of the insulating layer, a finishing layer adjacent an inner face of the structural layer and a window. The insulating layer provides at least one of a thermal and an acoustical insulation. The structural layer has a longitudinally aligned top door frame member, vertical left and right door frame members and a plurality of diagonal structural members oriented at an angle comprised between 1 degree and 89 degrees from the top door frame member. The plurality of diagonal structural members defines a lattice structure having a plurality of openings there in between. The window covers at least a portion of one of the plurality of openings.

A side wall for a rail vehicle body includes an outer skin, an insulating layer adjacent an inner face of the outer skin, a structural layer adjacent an inner face of the insulating layer, a finishing layer adjacent an inner face of the structural layer and a window. The insulating layer provides at least one of a thermal and an acoustical insulation. The structural layer has a longitudinally aligned top door frame member, vertical left and right door frame members and a plurality of diagonal structural members oriented at an angle comprised between 1 degree and 89 degrees from the top door frame member. The plurality of diagonal structural members defines a lattice structure having a plurality of openings there in between. The window covers at least a portion of one of the plurality of openings.

The present application relates to an opening and closing mechanism and a train having the same. The opening and closing mechanism comprise a driving device, a locking device and a support arm; the driving device is connected to the locking device to drive the locking device to rotate; a first end of the locking device is rotatably mounted on a baseplate; a sliding groove in which a second end of the locking device is slidably located is formed on the support arm; a first end of the support arm is rotatably mounted on the baseplate; a second end of the support arm is connected to a fairing; the driving device drives the locking device to rotate, the locking device drives the support arm to rotate by the sliding groove, so that the support arm opens or closes the fairing.

The present application relates to an opening and closing mechanism and a train having the same. The opening and closing mechanism comprise a driving device, a locking device and a support arm; the driving device is connected to the locking device to drive the locking device to rotate; a first end of the locking device is rotatably mounted on a baseplate; a sliding groove in which a second end of the locking device is slidably located is formed on the support arm; a first end of the support arm is rotatably mounted on the baseplate; a second end of the support arm is connected to a fairing; the driving device drives the locking device to rotate, the locking device drives the support arm to rotate by the sliding groove, so that the support arm opens or closes the fairing.

A sensor module for a rail vehicle contains a box-like module housing with a housing wall having a front opening. It further has one or more environment sensors arranged in the module housing for acquiring environment data that can be perceived through the front opening. Moreover, it contains one or more front windows, which have in each case one window pane, which closes the front opening. As a result, the integration of environment sensors into rail vehicles, in particular for high-speed operation, can be optimized. A rail vehicle ideally contains such a sensor module.

A system of a side skirt for a car of a multi-car vehicle and a side skirt support, the side skirt configured to cover a space below the underframe of the car from a side, and having a coupler side edge that forms a side of the side skirt and arranged next to a coupler head of the car, the side skirt support suitable to attach the side skirt to the underframe of the car, the side skirt support having a bar with a first joint suitable to be attached to the underframe to allow rotation relative to the underframe, the bar being attached to a part of the side skirt via a second joint that allows part of the side skirt to rotate relative to the bar, the side skirt support having a rotation controller that limits the rotation that the part of the side skirt attached to the bar can perform relative to the bar, whereby the part attached to the bar can rotate into an end position, but cannot rotate beyond that end position.

It is described a rail vehicle, in particular a tram comprising a front portion and a bumper. Preferably, the bumper comprises at least a thermoplastic material comprising PPS, more preferably the bumper comprises more than 50%, even more preferably more than 80% by weight on the total weight of the thermoplastic materials present in the bumper in a thermoplastic PPS-based material. Preferably, the thermoplastic material comprises reinforcement fibres, more preferably glass fibres.

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 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).