A collision energy absorbing device of a railcar includes: at least one outside plate constituting an outer tube having 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 at least one outside plate, the at least one partition plate fixed to the at least one outside plate and dividing the internal space. An end portion of the partition plate which portion is located at an end in a direction perpendicular to the axis is sandwiched by the at least one outside plate and constitutes a part of the outer tube.

A collision energy absorbing device of a railcar includes: at least one outside plate constituting an outer tube having 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 at least one outside plate, the at least one partition plate fixed to the at least one outside plate and dividing the internal space. An end portion of the partition plate which portion is located at an end in a direction perpendicular to the axis is sandwiched by the at least one outside plate and constitutes a part of the outer tube.

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.

A carbody of a railcar includes: an underframe; a first member provided at one of vertical sides of a vertical center of the underframe, supported by the underframe, and absorbing collision energy; a second member provided at the other vertical side of the vertical center of the underframe, supported by the underframe, and contacting an obstacle when the first member is compressed by collision with the obstacle. In a case where the second member receives a reaction force from the obstacle when the first member is compressed by the collision with the obstacle, the second member transfers to the underframe a moment load that is opposite in a rotational direction to a moment load transferred to the underframe by the first member.

The device contains an energy absorbing element in a form of at least two parallel machinable rods placed at a distance from one another, and at least one thrust element used to transmit a tractive force between the machining unit and the rods. The device also features a tool mounting plate, forming a part of the machining unit, seated on the rods via guiding holes. A mounting plate is fastened on the rods and placed at a distance from the tool mounting plate.

The device contains an energy absorbing element in a form of at least two parallel machinable rods placed at a distance from one another, and at least one thrust element used to transmit a tractive force between the machining unit and the rods. The device also features a tool mounting plate, forming a part of the machining unit, seated on the rods via guiding holes. A mounting plate is fastened on the rods and placed at a distance from the tool mounting plate.

A coupler pivot. A coupler (10) comprises at least a first gimbal (31; 32) defining a pivot that is secured to a mounting (41) for securing to a frame member of a vehicle, the pivot also being secured to a buffer column (39) part of which protrudes on an opposite side of the pivot to the mounting (41) such that the buffer column (39) is moveable relative to the mounting (41) with at least two degrees of freedom. The buffer column (39) defines a free (42) end that is remote from the mounting (41) and that is securable to a further member. The buffer column (39) also includes both a reversible buffer that attenuates buff and draft forces acting between the free end (42) and the mounting (41) and also a non-reversible buffer that attenuates buff forces acting between the free end (42) and the mounting (41) and attaining or exceeding a predetermined energy threshold, the reversible and non-reversible buffers overlapping over at least part of their lengths in the buffer column (39) which in turn overlaps at least one of the pivots.

A coupler pivot. A coupler (10) comprises at least a first gimbal (31; 32) defining a pivot that is secured to a mounting (41) for securing to a frame member of a vehicle, the pivot also being secured to a buffer column (39) part of which protrudes on an opposite side of the pivot to the mounting (41) such that the buffer column (39) is moveable relative to the mounting (41) with at least two degrees of freedom. The buffer column (39) defines a free (42) end that is remote from the mounting (41) and that is securable to a further member. The buffer column (39) also includes both a reversible buffer that attenuates buff and draft forces acting between the free end (42) and the mounting (41) and also a non-reversible buffer that attenuates buff forces acting between the free end (42) and the mounting (41) and attaining or exceeding a predetermined energy threshold, the reversible and non-reversible buffers overlapping over at least part of their lengths in the buffer column (39) which in turn overlaps at least one of the pivots.

An anti-climbing protection apparatus for a rail vehicle includes at least one buffer supported by an energy absorption element connected to a rail vehicle frame. In order to permit such a protection apparatus to be produced economically, to reliably prevent overriding and to be comparatively easy to retrofit, a bearing element is fastened to an end of the energy absorption element facing away from the vehicle frame. The bearing element supports an anti-climbing protection device at an end thereof protruding in a vertical direction from the buffer. In the event of a crash, a horizontally oriented stop, in cooperation with the front of the rail vehicle, permits an anti-climbing protection element of the anti-climbing protection device to be brought from the stop into an anti-climbing protection position extending outward over the buffer.