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.

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.

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.

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 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.

A guide-type anti-climbing energy-absorbing device based on hydraulic shearing includes an energy-absorbing tube, an anti-climbing portion, a first connecting portion, a plurality of partition plates, and two guide plates. The anti-climbing portion and the first connecting portion are respectively provided at two ends of the energy-absorbing tube. The partition plates are sequentially arranged inside the energy-absorbing tube along an axial direction to divide the interior of the energy-absorbing tube into a plurality of first energy-absorbing cavities, each filled with a first honeycomb body. The two guide plates are symmetrically arranged in the energy-absorbing tube along a vertical direction of the energy-absorbing tube. Each guide plate is arranged obliquely and includes a connecting end connected to the anti-climbing portion and a free end passing through the partition plates in sequence to extend outside the first connecting portion.

A guide-type anti-climbing energy-absorbing device based on hydraulic shearing includes an energy-absorbing tube, an anti-climbing portion, a first connecting portion, a plurality of partition plates, and two guide plates. The anti-climbing portion and the first connecting portion are respectively provided at two ends of the energy-absorbing tube. The partition plates are sequentially arranged inside the energy-absorbing tube along an axial direction to divide the interior of the energy-absorbing tube into a plurality of first energy-absorbing cavities, each filled with a first honeycomb body. The two guide plates are symmetrically arranged in the energy-absorbing tube along a vertical direction of the energy-absorbing tube. Each guide plate is arranged obliquely and includes a connecting end connected to the anti-climbing portion and a free end passing through the partition plates in sequence to extend outside the first connecting portion.

An anti-collision buffering device for high-speed train is provided. The anti-collision buffering device for high-speed train includes: an impacting and buffering body, which is hollow to form a buffering cavity filled with buffering medium; a contacting pad is arranged at a front end of the impacting and buffering body, contacting beams are arranged at a rear end of the impacting and buffering body, one or more impacting and buffering bodies are arranged between two adjacent carriages of the high speed train, the buffering cavity is divided into three sub-cavities by separating plates, an inner buffering cavity at a middle and two outer buffering cavities at sides, an protruding cavity is arranged on the inner buffering cavity. The anti-collision buffering device for high-speed train has simple structure, relatively low manufacturing cost, and is feasible for practical production, and with practical significance.

An anti-collision buffering device for high-speed train is provided. The anti-collision buffering device for high-speed train includes: an impacting and buffering body, which is hollow to form a buffering cavity filled with buffering medium; a contacting pad is arranged at a front end of the impacting and buffering body, contacting beams are arranged at a rear end of the impacting and buffering body, one or more impacting and buffering bodies are arranged between two adjacent carriages of the high speed train, the buffering cavity is divided into three sub-cavities by separating plates, an inner buffering cavity at a middle and two outer buffering cavities at sides, an protruding cavity is arranged on the inner buffering cavity. The anti-collision buffering device for high-speed train has simple structure, relatively low manufacturing cost, and is feasible for practical production, and with practical significance.