A rail vehicle has a central buffer coupling with a coupling head, a rod-shaped coupling shaft and a spring mechanism. The coupling head connects to a coupling head of another rail vehicle and is connected to the coupling shaft. The shaft is inserted into the spring mechanism and is mounted and fastened therein such that, during operation of the rail vehicle, impact forces or tensile forces acting on the coupling head are resiliently absorbed by the spring mechanism and transferred to a wagon body. A support is coupled to the coupling shaft and is connected to the wagon body. A collision element is arranged between the support and the wagon body. The collision element has a deformation region configured such that kinetic energy, transferred to the collision element via the coupling shaft and via the coupled support due to a collision, irreversibly deforms the deformation region in a predetermined manner.

A telescopic type collision energy absorption device includes a first tube, a second tube telescoped within the first tube, and a telescopic mechanism connected with the second tube by passing through the first tube, the first tube being mounted with a cutting mechanism for cutting an outer wall of the second tube, when the device is in a non-operating state, the telescopic mechanism pulls the second tube to retract into the first tube; in a state prior to the collision of a vehicle, the telescopic mechanism under an effect of high-pressure air pushes the second tube to eject outwards, the cutting mechanism is pressed against locating slots of the second tube under an effect of a spring force, the cutting mechanism cuts the second tube and absorbs energy when the second tube is subjected to an external force and retracts towards interior of the first tube.

An energy absorption device includes a support, a dissipating element mounted around the support and being operable to deform plastically under the effect of a shock, and balls mounted with a given pressure against the dissipating element and intended to deform the dissipating element. The support is provided with grooves, and the balls are mounted opposite the grooves of the support and are operable to deform the dissipating element along the length of the grooves.

An energy absorption device includes a support, a dissipating element mounted around the support and being operable to deform plastically under the effect of a shock, and balls mounted with a given pressure against the dissipating element and intended to deform the dissipating element. The support is provided with grooves, and the balls are mounted opposite the grooves of the support and are operable to deform the dissipating element along the length of the grooves.

An energy absorbing device has a rod with a part, suitable for cutting by surrounding cutting tools mounted in a body sleeve and oriented to the inside. In addition, the rod has an angular guiding part passing into the part suitable for cutting and is pivoted in a support, wherein the body sleeve with the attached cutting tools is connected by breakable elements with the support.

An energy absorbing device has a rod with a part, suitable for cutting by surrounding cutting tools mounted in a body sleeve and oriented to the inside. In addition, the rod has an angular guiding part passing into the part suitable for cutting and is pivoted in a support, wherein the body sleeve with the attached cutting tools is connected by breakable elements with the support.

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.

The invention relates to a railway vehicle, wherein the vehicle having a plurality of cars arranged one behind the other longitudinally, wherein each car has a front end articulated to a rear end of the adjacent car; at least one power unit connected to a first of the cars; and a collision energy absorbing assembly, The collision energy absorbing assembly has a first collision energy absorbing system located at the front of the power unit and a second collision energy absorbing system located at the connection between the power unit and the first car.

The invention relates to a railway vehicle, wherein the vehicle having a plurality of cars arranged one behind the other longitudinally, wherein each car has a front end articulated to a rear end of the adjacent car; at least one power unit connected to a first of the cars; and a collision energy absorbing assembly, The collision energy absorbing assembly has a first collision energy absorbing system located at the front of the power unit and a second collision energy absorbing system located at the connection between the power unit and the first car.

A system includes a bearing bracket, for connecting a coupler rod or a connection rod to a car, and a coupler rod or a connection rod connected to the bearing bracket. The bearing bracket has an adapter and a joint that allows the adapter to swivel relative to the bracket. The rod has a stabilizing element having a surface that is not parallel to the longitudinal axis of the rod and is spaced apart from a surface of the bearing bracket. Upon application of a force of a predetermined first strength in one direction, the adapter moves relative to the bracket in the one direction until the surface of the stabilizing element contacts the surface of the bearing bracket. Upon application of a force of a second strength to the rod, the stabilizing element detaches from the rod, so that the rod can move relative to the stabilizing element.