An anti-impact device includes a first connector, an upper outer cylinder, a lower outer cylinder and a second connector which are sequentially connected, where a top of the lower outer cylinder is sleeved with the upper outer cylinder to be movably connected to the upper outer cylinder; an aluminum honeycomb and a magnetorheological buffer outer cylinder are arranged inside the lower outer cylinder, the aluminum honeycomb is arranged at a bottom of a lower end cover, a piston rod is arranged inside the magnetorheological buffer outer cylinder, a top end of the piston rod extends out of an upper end cover and is connected to a collision head, and the piston rod between the collision head and the upper end cover is sleeved with a return spring; and an electromagnetic coil is wound around the piston rod, a damping piston is arranged at a lower part of the piston rod.

An anti-impact device includes a first connector, an upper outer cylinder, a lower outer cylinder and a second connector which are sequentially connected, where a top of the lower outer cylinder is sleeved with the upper outer cylinder to be movably connected to the upper outer cylinder; an aluminum honeycomb and a magnetorheological buffer outer cylinder are arranged inside the lower outer cylinder, the aluminum honeycomb is arranged at a bottom of a lower end cover, a piston rod is arranged inside the magnetorheological buffer outer cylinder, a top end of the piston rod extends out of an upper end cover and is connected to a collision head, and the piston rod between the collision head and the upper end cover is sleeved with a return spring; and an electromagnetic coil is wound around the piston rod, a damping piston is arranged at a lower part of the piston rod.

A crash energy management system is configured to be disposed within a draft sill of a car coupling system for a rail vehicle. The crash energy management system includes a front sub-assembly including a front end plate, guide legs extending between the front end plate and a front central plate, a front central tube extending between the front end plate and the front central plate, and stop walls coupled to the guide legs. A rear sub-assembly is coupled to the front sub-assembly, and includes a rear end plate, a rear central plate, and a rear central tube extending between the rear end plate and the rear central plate.

A crash energy management system is configured to be disposed within a draft sill of a car coupling system for a rail vehicle. The crash energy management system includes a front sub-assembly including a front end plate, guide legs extending between the front end plate and a front central plate, a front central tube extending between the front end plate and the front central plate, and stop walls coupled to the guide legs. A rear sub-assembly is coupled to the front sub-assembly, and includes a rear end plate, a rear central plate, and a rear central tube extending between the rear end plate and the rear central plate.

The present invention relates to a piston rod end for absorbing forces on a linear actuator in a train coupler, the piston rod end comprising a housing (2) enclosing a cavity (23) with a bottom surface (24), the cavity (23) extending in a longitudinal direction in the housing (2), —an elongated insert (3) arranged at least partly inside the cavity (23) of the first portion (P), a spring (5) arranged inside the cavity (23), and a fastening device (4) comprising a transversal element (41) and a longitudinal slot (42) forming a play, one being arranged in the housing and the other in the insert, and configured to cooperate in such a way that the transversal element extends into the slot in a transversal direction in relation to the housing and is movable in the play. The invention also relates to a piston assembly and to a sealing method for sealing the piston rod end.

The present invention relates to a piston rod end for absorbing forces on a linear actuator in a train coupler, the piston rod end comprising a housing (2) enclosing a cavity (23) with a bottom surface (24), the cavity (23) extending in a longitudinal direction in the housing (2), —an elongated insert (3) arranged at least partly inside the cavity (23) of the first portion (P), a spring (5) arranged inside the cavity (23), and a fastening device (4) comprising a transversal element (41) and a longitudinal slot (42) forming a play, one being arranged in the housing and the other in the insert, and configured to cooperate in such a way that the transversal element extends into the slot in a transversal direction in relation to the housing and is movable in the play. The invention also relates to a piston assembly and to a sealing method for sealing the piston rod end.

Provided are a vehicle end skeleton structure and a rail vehicle having the same. The vehicle end skeleton structure comprises: a roof structure, the roof structure being a closed frame structure; and an end energy absorption structure, the upper end of the end energy absorption structure being connected with the roof structure, and the lower end of the end energy absorption structure being connected with a chassis. The technical solution provided in the present invention can solve the problem in the conventional art in which the collision performance of a vehicle end skeleton structure cannot meet current demands.

A reusable collision energy absorption device for a rail vehicle includes an impacted rod, a damping structure including a damping plug, a guide tube and a damping elastic element, a return structure including a return piston and an elastic return element, an outer tube having a tubular structure, and an interior partitioned into a front cavity and a rear cavity through a partition plate provided with a damping hole in the form of a through hole. A portion of the damping plug is in the damping hole when the damping plug is in an initial position, and the damping plug can move in a front-rear direction when the device is impacted. A gap between a radial thickest portion of the damping plug and the damping hole allows the fluid to circulate between the front cavity and the rear cavity.

An energy absorption system for a railcar having an elongated sill with front and rear stops defining a pocket therebetween. To facilitate use of known railcar structures, the energy absorption system can be used in combination with a railcar also having a sill with center stops disposed between the front and rear stops. A coupler having a head portion and a shank portion is arranged in operable combination with the energy absorption system. The energy absorption system also includes a first cushioning assembly positioned in the sill pocket. A first follower is urged toward and engageable with the front stops under the influence of the first cushioning assembly and is operably engageable with a free end of the shank portion of the coupler. A second cushioning assembly is positioned in generally axial alignment with first cushioning assembly. A second follower is positioned and normally urged by the energy absorption system toward and configured to engage with the center stops. An axially elongated yoke encompasses the first and second cushioning assemblies, terminates in an open forward end, and is coupled to the shank portion of the coupler. The first and second cushioning assemblies act in series relative to each other to absorb and cushion impact forces directed against them when the energy absorption system operates in a buff direction. Advantageously, the second follower acts in concert with the center stops and the second cushioning assembly to minimize excessive system cycles while better dissipating train action energy when the energy absorption system operates in a draft direction.

An energy absorption system for a railcar having an elongated sill with front and rear stops defining a pocket therebetween. To facilitate use of known railcar structures, the energy absorption system can be used in combination with a railcar also having a sill with center stops disposed between the front and rear stops. A coupler having a head portion and a shank portion is arranged in operable combination with the energy absorption system. The energy absorption system also includes a first cushioning assembly positioned in the sill pocket. A first follower is urged toward and engageable with the front stops under the influence of the first cushioning assembly and is operably engageable with a free end of the shank portion of the coupler. A second cushioning assembly is positioned in generally axial alignment with first cushioning assembly. A second follower is positioned and normally urged by the energy absorption system toward and configured to engage with the center stops. An axially elongated yoke encompasses the first and second cushioning assemblies, terminates in an open forward end, and is coupled to the shank portion of the coupler. The first and second cushioning assemblies act in series relative to each other to absorb and cushion impact forces directed against them when the energy absorption system operates in a buff direction. Advantageously, the second follower acts in concert with the center stops and the second cushioning assembly to minimize excessive system cycles while better dissipating train action energy when the energy absorption system operates in a draft direction.