Abstract: A longitudinally reinforced railway vehicle includes a body, longitudinal girders, cross-girders, and reinforced carriage ends. Reinforcement tubes which are guided within recesses of the cross-girders are arranged in the longitudinal direction between the reinforced carriage ends.

Abstract: A crash-resistant front apron for a rail vehicle is provided. The front apron includes an apron cover, a first support part supporting the apron cover, a second support part attached to a frame of the rail vehicle and a friction coupling release mechanism which connects the first support part to the second support part by a friction connection. In the event of a crash of the rail vehicle, in which a collision force acts on the front apron cover causing a torsion of the first support part relative to the second support part, the friction coupling release mechanism releases the friction connection.

Abstract: A longitudinally reinforced railway vehicle includes a body, longitudinal girders, cross-girders, and reinforced carriage ends. Reinforcement tubes which are guided within recesses of the cross-girders are arranged in the longitudinal direction between the reinforced carriage ends.

Abstract: A crash-resistant front apron for a rail vehicle is provided. The front apron includes an apron cover, a first support part supporting the apron cover, a second support part attached to a frame of the rail vehicle and a friction coupling release mechanism which connects the first support part to the second support part by a friction connection. In the event of a crash of the rail vehicle, in which a collision force acts on the front apron cover causing a torsion of the first support part relative to the second support part, the friction coupling release mechanism releases the friction connection.

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 center, and which is guided longitudinally slidable on the vehicle body (WKA).

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 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 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 centring surfaces (8) that laterally delimit the section (5). An essentially horizontal fixing surface (9) adjoins the lower edge of each centring surface.