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.

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.

Some embodiments of the present disclosure provide an energy-absorbing anti-creeper and a train vehicle with the energy-absorbing anti-creeper. The energy-absorbing anti-creeper includes: a guiding cylinder, an energy-absorbing material, a collision mechanism and a discharging mechanism for discharging the energy-absorbing material being arranged at the first end of the guiding cylinder. A first end of the guiding cylinder is configured to be in assembly connection with a train. The energy-absorbing material is filled in the guiding cylinder. The collision mechanism is arranged at a second end of the guiding cylinder. The first end of the guiding cylinder and the second end of the guiding cylinder are two opposite ends of the guiding cylinder.

Some embodiments of the present disclosure provide an energy-absorbing anti-creeper and a train vehicle with the energy-absorbing anti-creeper. The energy-absorbing anti-creeper includes: a guiding cylinder, an energy-absorbing material, a collision mechanism and a discharging mechanism for discharging the energy-absorbing material being arranged at the first end of the guiding cylinder. A first end of the guiding cylinder is configured to be in assembly connection with a train. The energy-absorbing material is filled in the guiding cylinder. The collision mechanism is arranged at a second end of the guiding cylinder. The first end of the guiding cylinder and the second end of the guiding cylinder are two opposite ends of the guiding cylinder.

An energy absorbing device for subway vehicle includes a movable anti-climber, a fixed anti-climber, an energy absorbing honeycomb, at least one collapse tube, two sliding-groove assemblies and two guide sliding rails. As the first stage energy absorbing unit of the total structure, the energy absorbing honeycomb directly bears the collision impact transferred from the movable anti-climber. Through the deformation of the energy absorbing honeycomb itself under pressure, the collision kinetic energy transfers into internal energy of deformation and heat, thus realizing the energy absorbing buffering. As the second stage energy absorbing buffering unit, the at least one collapse tube further absorbs the collision energy, thus further buffering and protecting the underframe of the vehicle body, as well as ensuring that the impact energy performs a multistage and serial operation according to a predetermined direction and sequence, thereby ensuring the reliability of operation of the energy absorbing device.

An energy absorbing device for subway vehicle includes a movable anti-climber, a fixed anti-climber, an energy absorbing honeycomb, at least one collapse tube, two sliding-groove assemblies and two guide sliding rails. As the first stage energy absorbing unit of the total structure, the energy absorbing honeycomb directly bears the collision impact transferred from the movable anti-climber. Through the deformation of the energy absorbing honeycomb itself under pressure, the collision kinetic energy transfers into internal energy of deformation and heat, thus realizing the energy absorbing buffering. As the second stage energy absorbing buffering unit, the at least one collapse tube further absorbs the collision energy, thus further buffering and protecting the underframe of the vehicle body, as well as ensuring that the impact energy performs a multistage and serial operation according to a predetermined direction and sequence, thereby ensuring the reliability of operation of the energy absorbing device.

A collision energy absorption apparatus for a rail vehicle, including a connection member, a base, and an energy-absorption splitting tube provided on the outer side in the radial direction of the connection member. The inner wall and outer wall of the energy-absorption splitting tube includes one or more pairs of slits having radial positions corresponding to each other. Each pair of slits includes an inner slit and an outer slit. Each slit is a non-closed linear slit. The slit has a width of 0.05-0.8 mm. The sum of the depths of each pair of slits is less than the wall thickness of the energy-absorption splitting tube.

A collision energy absorption apparatus for a rail vehicle, including a connection member, a base, and an energy-absorption splitting tube provided on the outer side in the radial direction of the connection member. The inner wall and outer wall of the energy-absorption splitting tube includes one or more pairs of slits having radial positions corresponding to each other. Each pair of slits includes an inner slit and an outer slit. Each slit is a non-closed linear slit. The slit has a width of 0.05-0.8 mm. The sum of the depths of each pair of slits is less than the wall thickness of the energy-absorption splitting tube.

The application relates to a crash system for the head module of a rail vehicle, said head module being detachably fixed to the front face of a subsequent railcar unit without additional underframe. The crash system has a crash conduction element that carries a crash box at its front end and the back end of which is fixed to the underframe support of the subsequent railcar unit. In the event of a crash, crash forces are thus absorbed by the underframe of the subsequent railcar unit.

A collision energy absorbing device of a railcar includes: an outside plate constituting an outer tube including an axis extending in a car longitudinal direction; and at least one partition plate extending in the car longitudinal direction in an internal space surrounded by the outside plate, the at least one partition plate fixed to the outside plate and dividing the internal space. An outer shape of the outer tube is a shape that is symmetrical with respect to a virtual horizontal surface including the axis, and the at least one partition plate includes a missing portion in the internal space.