Abstract: The invention relates to an anti-climbing device (2) for railway carriages, which is fixed at least at one end of the carriage at a defined height and extends over at least part of the carriage width. To co-operate with the end section of an anti-climbing device of another carriage in the event of a crash, said device is provided with a central cut-out section (5), open on the underside and delimited on the upper side by an interception surface, said section being located beneath a central protruding end section (4), in addition to two centering surfaces (8) that laterally delimit the section (5). An essentially horizontal fixing surface (9) adjoins the lower edge of each centering surface.

Abstract: A rail vehicle comprising an anticlimber disposed in a vehicle end region and extending over substantially the entire width of the vehicle, wherein there is disposed, in the end region of the rail vehicle, at least one anticlimber element forming a partial vertical extension of the anticlimber, which anticlimber element is capable of engaging the anticlimber of another rail vehicle in the event of a collision.

Abstract: A deformable element for a vehicle, particularly a rail vehicle, comprising a profiled part (CR) disposed between two end plates (AC, AP) and having the form of a tubular box, particularly of polygonal cross section for dissipating impact energy in the event of longitudinal compression by plastic deformation, and comprising a guide element (FH) disposed parallel to the longitudinal direction of said profiled part (CR), which guide element is fixed to the end plate (AC) remote from the vehicle and is capable of sliding through a through opening (DL) in the end plate (AP) facing the vehicle, wherein the end plate (AP) facing the vehicle has a through opening (DL) which has a shape which permits contactless sliding of said guide element (FH) in the longitudinal direction and lateral inclination of said guide element relative to the longitudinal direction.

Abstract: Interconnected train cars (ZUV) with at least two rail vehicles (WA1, WA2) coupled to each other, between which there is a passage (UEB) with at least two gangway bellows (WB1, WB2), which can be connected to each other and which each have several bellows frams (BR1, BR2, BR3, BR4), and the passage (UEB) has additional passage plates (UB1, UB2, UB3, UB4) and a support (ABS) for the passage plates (UB1, UB2, UB3, UB4), with this support being able to move on a sliding plate (GLP) arranged between the rail vehicles (WA1, WA2) above a coupling device (KUP), wherein there is at least one pile-up prevention device (AC1, AC2) at the end regions of the rail vehicles (WA1, WA2) coupled to each other, with the pile-up prevention devices (AC1, AC2) each extending essentially over the entire vehicle width, the bottom edges of the bellows frames (BR1, BR2, BR3, BR4) being arranged over the upper edges of the pile-up prevention devices (AC1, AC2), and the sliding plate (GLP) being arranged under the bottom edge of the pil

Abstract: A rail vehicle having a vehicle body (WKA) comprising on at least one vehicle end a compression zone (STA) located behind an end carrier (ETR) of the vehicle body, and having a central buffer coupling (KUP) extending from a substantially vertical pivot axis (SWA) to the vehicle end and connected to said vehicle body via a coupling carriage (KSL) wherein said coupling carriage (KSL) is attached to said end carrier (ETR) and extending from said end carrier (ETR), bridging said compression zone (STA), towards the vehicle centre, and which is guided longitudinally slidable on the vehicle body (WKA).

Abstract: The invention relates to a method for adapting the brake cylinder pressure (pc,actual; pc1/pc2/pc3/pc4) of a pneumatic brake of a rail vehicle (FZG). According to the invention, during a braking process, the momentary actual slip (sactual) between at least one wheel (2) of the rail vehicle (FZG) and a rail (3) is determined, a desired slip (sdesired) between the at least one wheel (2) and the rail (3) is predetermined, and the brake cylinder pressure (pc,actual; pc1, pc2/pc3, pc4), which corresponds to the difference of the actual slip (sactual) from the predetermined actual slip (sdesired), is modified such that the difference between the desired and actual slip is approximately zero or is at a minimum. The desired slip can be, selectively, in the micro or macro slip range. A braking state factor is determined in the event of a stable braking process, from axle speed measurements and brake cylinder pressures.

Abstract: A deformable element for a vehicle, particularly a rail vehicle, comprising a profiled part (CR) disposed between two end plates (AC, AP) and having the form of a tubular box, particularly of polygonal cross section for dissipating impact energy in the event of longitudinal compression by plastic deformation, and comprising a guide element (FH) disposed parallel to the longitudinal direction of said profiled part (CR), which guide element is fixed to the end plate (AC) remote from the vehicle and is capable of sliding through a through opening (DL) in the end plate (AP) facing the vehicle, wherein the end plate (AP) facing the vehicle has a through opening (DL) which has a shape which permits contactless sliding of said guide element (FH) in the longitudinal direction and lateral inclination of said guide element relative to the longitudinal direction.

Abstract: A bowl-shaped or plate-shaped structural element, consisting of a first layer (A), an intermediate layer (C), and a second layer (B), wherein the first layer (A) and the second layer (B) are profiles (1a, 1b) having anchorage couplers (2a, 2b) projecting into the intermediate layer (C), which couplers regionally interlock with the anchorage couplers (2a, 2b) associated with the respective opposite layer (A, B), and the space between the profiles and their anchorage couplers is filled with a material that is solid and cohesive per se.

Abstract: A pneumatic spring (LUF) for a rail vehicle (SFZ), comprising two bellow rims (BF1, BF2) mounted one above the other and interconnected by pneumatic-suspension bellow (LBA). One of the bellow rims (BF1) comprises a groove (NUT) and the other rim (BF2) comprises a counterpart (GGS) for the groove (NUT), which permit an automatic centering of the two bellow rims (BF1,BF2) in relation to one another in the transversal direction (Q) of the vehicle, if the pneumatic spring (LUF) fails.

Abstract: A method and a device for the recognition of a derailment state of a wheel (RAD) of a rail vehicle. The acceleration of the wheel (RAD) is measured perpendicularly to a rail plane (?) with at least one acceleration sensor (SEN), whereby from an acceleration signal (BSI) generated by the acceleration sensor (SEN) by means of simple integration (INT) over a time window of predeterminable magnitude, one determines a fall speed (FAG) of the wheel (RAD) in the direction of the rail plane (?), and whereby on the basis of the determined fall speed (FAG), one examines whether a derailed state exists.

Abstract: A sprinkler system for rail vehicles (SFZ) with at least one liquid container (FBH), which can be connected via a pressure medium line (DML) with a pressure medium container (DMB) and which can be placed under pressure, and with a number of thermally triggerable sprinkler nozzles (SDF, SDD) that are connected with the liquid container via a liquid line (FLL), where in the pressure medium line (DML) between the pressure medium container (DMB) and the liquid container (FBH), there is connected an electromechanical alarm valve (AVE) that is controlled by a fire alarm system (BMA), which alarm valve is closed during routine operation but which is opened in case of an alarm, so that in case of an alarm, the liquid container (FBH) and the liquid line (FLL) leading to the sprinkler nozzles will be pressurized.