Railway vehicle body chassis front end energy absorption device

Abstract

The invention relates to the technical field of railway vehicle safety protection, in particular to a railway vehicle body chassis front end energy absorption device which is installed at the front end of a railway vehicle body chassis and comprises a front baffle, a middle baffle and a rear baffle which are distributed in sequence, and a first energy absorption assembly is arranged between the front baffle and the middle baffle. A second energy absorption assembly is arranged between the middle baffle and the rear baffle. The energy absorption device further comprises a triggering mechanism, after the first energy absorption assembly collapses, the second energy absorption assembly is pressed, first-stage energy absorption or second-stage energy absorption is carried out according to the pressed state of the front baffle, after the front baffle is pressed, stress is stopped only after the first energy absorption assembly collapses, and the energy absorption device is convenient to use. The second energy absorption assembly can still be in the initial state, and if the front baffle still continues to be stressed after the first energy absorption assembly completes the crumple limit, the second energy absorption assembly intervenes in completing second-stage energy absorption operation when the vehicle body chassis is impacted.

Description

Technical Field

[0001] The invention relates to the technical field of rail vehicle safety protection, and in particular to a front end energy absorbing device for a rail vehicle body underframe. Background Art

[0002] Rail vehicles refer to vehicles that run on rails, usually including subways, light rails, trains and other types. They rely on the rail system for guidance and support. Compared with other vehicles such as cars and airplanes, rail vehicles have higher transportation efficiency and stability, and are particularly suitable for large-capacity and large-volume passenger or freight tasks. The body structure of a rail vehicle is one of its most important parts;

[0003] The body structure of a rail vehicle is one of its key parts, among which the body chassis not only bears the weight of the vehicle itself, but also needs to withstand external impact forces and loads. The body chassis is usually made of high-strength materials and has strong structural stability. During the operation of rail vehicles, the body chassis needs to withstand multiple factors such as the track, uneven road surface, and vibration during vehicle driving. Once an external collision or accident occurs, the safety and stability of the vehicle body is crucial. In particular, rail vehicles may face collisions, derailments, etc. during driving, which poses a huge challenge to the safety of the vehicle itself and passengers;

[0004] With the continuous development of rail transit systems and the increasing demand for passenger transport, the safety requirements for rail vehicles are becoming increasingly higher. In particular, how to effectively absorb the impact force and reduce the damage to passengers and the vehicle body in the event of a collision or accident has become an important issue in the design. Against this background, energy absorption devices for rail vehicles have emerged. Energy absorption devices are devices that can effectively absorb and transform collision energy when a collision occurs, with the aim of reducing the damage to the vehicle body and passengers caused by the impact force. Energy absorption devices for rail vehicles are generally installed at the front end, side or other key parts of the vehicle body. These devices use deformable structures, materials or specific energy absorption mechanisms to consume part of the energy through deformation, crushing or heat during a collision, thereby reducing the impact of the accident on the vehicle body and the damage to passengers.

[0005] It is particularly important to install energy-absorbing devices at the front end of the vehicle body. The front end is the first line of defense when the vehicle collides with the external environment, and is usually the part that is subject to the greatest impact force. Therefore, the design of the front energy-absorbing device must have efficient energy absorption capabilities to reduce the risk of injury in the event of an accident. An effective front energy-absorbing device can not only mitigate the huge impact force generated during a collision, but also effectively disperse the force, reduce damage to the vehicle structure, and thus protect passengers from serious injuries. To achieve this goal, these energy-absorbing devices usually use a series of materials or devices with plasticity and flexibility characteristics, such as foam metal, aluminum alloy, composite materials, etc. When a collision occurs, these materials can convert the energy of the collision into other forms, such as heat energy or deformation energy, through mechanisms such as structural deformation, energy absorption and dispersion, thereby effectively mitigating the impact force on the vehicle body and improving safety.

[0006] For example, the guided anti-climbing energy absorption device for rail vehicles and the rail vehicle with the device disclosed in application number CN 105966417 B include an anti-climbing guide component and an energy absorption component. The front end of the anti-climbing guide component is provided with anti-climbing teeth. The anti-climbing guide component includes a front baffle, two longitudinal guide members fixed to both sides of the front baffle, two longitudinal guide rails fixed to the vehicle body chassis for guiding and lateral load bearing, and a rear baffle with a top fixed to the vehicle body chassis for vertical load bearing. The anti-climbing teeth are arranged at the front of the front baffle, and the rear baffle is arranged parallel to the rear of the front baffle. The front end of the guide rail passes through the rear baffle and is fixedly connected, and the rear end of the guide member is seamlessly inserted into the corresponding guide rail. A cavity is enclosed by the front baffle, the rear baffle and the two guide members, and the energy absorption component is embedded in the cavity, and its two ends are respectively fixed to the front baffle and the rear baffle. By setting a guide rail and a rear baffle that can be fixed on the vehicle body chassis, the guide member is seamlessly inserted into the corresponding guide rail, which can not only realize the guidance of the guide member but also better transfer the lateral and vertical loads on the guide member to the vehicle body, so as to improve the vertical and lateral load-bearing capacity of the entire device; and the energy-absorbing component only needs to undergo orderly and controllable plastic deformation in the longitudinal direction to dissipate the impact kinetic energy, and does not need to take into account the vertical and lateral load-bearing capacity of the entire device. Therefore, on the basis of ensuring that the entire device has a certain vertical and lateral load-bearing capacity, it can not only effectively guide the energy-absorbing component to undergo plastic deformation along the longitudinal impact direction to dissipate the impact energy; but also ensure that when the entire device is subjected to non-ideal longitudinal impact (oblique impact), it can also guide the energy-absorbing component to undergo longitudinal buckling plastic deformation to absorb the impact energy. It has the advantages of relatively simple structure and manufacturing process, convenient installation, strong vertical and lateral load-bearing capacity, stable and controllable deformation of the energy-absorbing component, etc., and can be widely used in energy dissipation devices of railway vehicles.

[0007] The above patent proposes an energy absorbing device. When the rail vehicle body frame is impacted, it is impossible to match the corresponding energy absorbing device according to the size of the impact force. This will cause the pressure range covered by the energy absorbing device to be too narrow, and when the energy absorbing device is compressed by pressure, it needs to be replaced as a whole, resulting in a waste of economic benefits.

[0008] Therefore, we propose a front end energy absorbing device for a rail vehicle body underframe in order to solve the above-mentioned problems. Summary of the invention

[0009] The object of the present invention is to provide an energy absorbing device at the front end of a rail vehicle body underframe, so as to solve the problem proposed in the above-mentioned background technology that when the rail vehicle body frame is impacted, the corresponding energy absorbing device cannot be matched according to the size of the impact force, which will cause the pressure range covered by the energy absorbing device to be too narrow, and when the energy absorbing device is subjected to pressure and collapses, it needs to be replaced as a whole, resulting in a waste of economic benefits.

[0010] To achieve the above object, the present invention provides the following technical solutions:

[0011] A front end energy absorbing device for a rail vehicle underframe, the energy absorbing device is installed at the front end of the rail vehicle underframe, the energy absorbing device comprises a front baffle, a middle baffle and a rear baffle which are sequentially distributed, a first energy absorbing component is arranged between the front baffle and the middle baffle, and a second energy absorbing component is arranged between the middle baffle and the rear baffle;

[0012] The energy absorbing device also includes a trigger mechanism, which causes the second energy absorbing component to be compressed after the first energy absorbing component collapses.

[0013] Preferably, the outer surface of the front baffle is provided with anti-climbing teeth, and the anti-climbing teeth are longitudinally distributed.

[0014] Preferably, a frame is provided on the inner surface of the front baffle, and the frame is fixedly connected to the front baffle;

[0015] A supporting boss is arranged on one side of the middle baffle plate facing the front baffle plate, one end of the first energy absorbing component is surrounded by the frame, and the other end of the first energy absorbing component is supported by the supporting boss.

[0016] Preferably, a first guide plate is symmetrically arranged on the frame, and a first slide groove is provided on the first guide plate;

[0017] Through grooves are symmetrically opened on both sides of the middle baffle, and positioning blocks corresponding to the first slide groove are arranged inside the through grooves. The first guide plate passes through the through grooves, and the positioning blocks are slidably connected to the first slide groove. A limiting boss is arranged at the end of the first guide plate, and the middle baffle is located between the frame and the limiting boss.

[0018] Preferably, the middle baffle includes a lower plate body and an upper plate body, and the lower plate body and the upper plate body are fixedly connected by bolts.

[0019] Preferably, a second guide plate is symmetrically arranged on one side of the middle baffle plate facing the rear baffle plate, a second slide groove is provided on the second guide plate, a rectangular tube is arranged on one side of the rear baffle plate facing the middle baffle plate, and a convex strip corresponding to the second slide groove is arranged on the inner wall of the rectangular tube;

[0020] The second guide plate passes through the rectangular tube, and the second slide groove is slidably connected with the convex strip.

[0021] Preferably, a limit plate is provided at the end of the second guide plate, and a slot is provided on the side of the rear baffle plate opposite to the middle baffle plate, and the slot is connected to the rectangular bobbin;

[0022] The limiting plate is located inside the slot, and the width of the limiting plate is greater than the inner height of the rectangular bobbin.

[0023] Preferably, a movable cavity is formed inside the rear baffle, the cavity is connected to the slot, and a clamping plate is arranged in the cavity and slidably connected thereto;

[0024] The cavity is also provided with a means for pushing a clamping plate to close the slot, so as to prevent the limiting plate from extending out of the slot.

[0025] Preferably, the trigger mechanism includes a push rod disposed on the front baffle, and a rolling body is disposed at the end of the push rod;

[0026] An opening penetrating the cavity is provided on the rear baffle, and the opening is coaxially arranged with the ejector rod;

[0027] The clamping plate is formed with a sloped surface on one side facing the rolling element, and the sloped surface is at a low point facing the slot.

[0028] Preferably, a rear rectangular opening is formed in the middle of the rear baffle, a fastening plate is provided at the rectangular opening, and the fastening plate is fixedly connected to the rear baffle by fasteners;

[0029] A first rectangular frame is provided on the side of the middle baffle plate facing the rear baffle plate, a second rectangular frame is provided on the side of the fastening plate facing the middle baffle plate, one end of the second energy absorbing component is surrounded by the first rectangular frame, and the other end of the second energy absorbing component is surrounded by the second rectangular frame.

[0030] Beneficial effects of the present invention:

[0031] 1. The present invention performs one-stage or two-stage energy absorption according to the pressure state of the front fender. After the front fender is under pressure, it stops being stressed only after the first energy absorbing component has completed its collapse, and the second energy absorbing component can still be in the initial state. If the front fender continues to be stressed after the first energy absorbing component has completed its collapse limit, the second energy absorbing component intervenes to complete the two-stage energy absorption operation when the vehicle body chassis is hit;

[0032] 2. After only the first energy absorbing component is compressed and collapsed, the first energy absorbing component can be replaced alone. Specifically, the upper plate body is removed from the lower plate body, and then the front baffle and the middle baffle are separated, and the first energy absorbing component is taken out, and a new first energy absorbing component is installed between the front baffle and the middle baffle; after the second energy absorbing component is compressed and collapsed, the rear baffle can be removed from the mounting frame of the rail vehicle body frame, and the fastening plate is separated from the rear baffle, so that the second energy absorbing component can be removed and replaced. Targeted replacement can be carried out according to the collapsed energy absorbing component and the cost can be effectively controlled. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only for the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0034] Figure 1 The three-dimensional structure of the present invention is shown in FIG. Figure 1 ;

[0035] Figure 2 The three-dimensional structure of the present invention is shown in FIG. Figure 2 ;

[0036] Figure 3 The three-dimensional structure of the present invention is shown in FIG. Figure 3 ;

[0037] Figure 4 It is a schematic diagram of the three-dimensional exploded structure of the front baffle, the first energy absorbing assembly and the middle baffle of the present invention;

[0038] Figure 5 for Figure 4 A magnified image of point A;

[0039] Figure 6 It is a schematic diagram of the three-dimensional exploded structure of the middle baffle, the second energy absorbing assembly, the rear baffle and the fastening plate of the present invention;

[0040] Figure 7 for Figure 6 The enlarged view of point B;

[0041] Figure 8 It is a schematic diagram of the internal structure of the present invention;

[0042] Fig. 9 for Figure 8 Enlarged view of point C.

[0043] In the figure:

[0044] 1-front baffle; 11-anti-climbing teeth; 12-frame; 121-first guide plate; 122-first slide groove; 123-limiting boss; 2-first energy absorbing component; 3-middle baffle; 31-supporting boss; 32-through groove; 33-positioning block; 34-lower plate; 35-upper plate; 36-second guide plate; 37-second slide groove; 38-limiting plate; 39-first rectangular frame; 4-second energy absorbing component; 5-rear baffle; 51-rectangular tube; 511-convex strip; 52-slot; 53-clamp plate; 531-slope; 54-elastic element; 55-opening; 6-top rod; 61-rolling body; 7-fastening plate; 71-second rectangular frame. DETAILED DESCRIPTION

[0045] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments.

[0046] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The words "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0047] In a first aspect of the present invention, a front end energy absorbing device for a railway vehicle underframe is provided, such as Figures 1 to 3 As shown, the energy absorbing device is installed at the front end of the underframe of the rail vehicle body, and the energy absorbing device includes a front baffle 1, a middle baffle 3 and a rear baffle 5 which are distributed in sequence, a first energy absorbing component 2 is arranged between the front baffle 1 and the middle baffle 3, and a second energy absorbing component 4 is arranged between the middle baffle 3 and the rear baffle 5;

[0048] The energy absorbing device also includes a trigger mechanism, which causes the second energy absorbing component 4 to be compressed after the first energy absorbing component 2 collapses.

[0049] like Figure 2 As shown, further:

[0050] The outer surface of the front baffle 1 is provided with anti-climbing teeth 11, and the anti-climbing teeth 11 are arranged in a longitudinal distribution.

[0051] like Figure 4 and Figure 6 As shown, further:

[0052] A frame 12 is provided on the inner surface of the front baffle 1, and the frame 12 is fixedly connected to the front baffle 1;

[0053] A supporting boss 31 is provided on one side of the middle baffle 3 facing the front baffle 1 . One end of the first energy absorbing component 2 is surrounded by the frame 12 , and the other end of the first energy absorbing component 2 is supported by the supporting boss 31 .

[0054] like Figure 4 and Figure 5 As shown, further:

[0055] The frame 12 is symmetrically provided with a first guide plate 121, and the first guide plate 121 is provided with a first slide groove 122;

[0056] Through grooves 32 are symmetrically provided on both sides of the middle baffle 3, and positioning blocks 33 corresponding to the first slide groove 122 are arranged inside the through groove 32. The first guide plate 121 passes through the through groove 32, and the positioning block 33 is slidably connected to the first slide groove 122. A limiting boss 123 is provided at the end of the first guide plate 121, and the middle baffle 3 is located between the frame 12 and the limiting boss 123.

[0057] like Figure 5 As shown, further:

[0058] The middle baffle 3 includes a lower plate body 34 and an upper plate body 35 , and the lower plate body 34 and the upper plate body 35 are fixedly connected by bolts.

[0059] like Figure 6 and Figure 7 As shown, further:

[0060] A second guide plate 36 is symmetrically arranged on one side of the middle baffle plate 3 facing the rear baffle plate 5, and a second slide groove 37 is provided on the second guide plate 36. A rectangular tube 51 is arranged on one side of the rear baffle plate 5 facing the middle baffle plate 3, and a convex strip 511 corresponding to the second slide groove 37 is arranged on the inner wall of the rectangular tube 51.

[0061] The second guide plate 36 passes through the rectangular tube 51 , and the second slide groove 37 is slidably connected to the convex strip 511 .

[0062] like Figure 8 and Fig. 9 As shown, further:

[0063] A limiting plate 38 is disposed at the end of the second guide plate 36. A slot 52 is disposed on the side of the rear baffle plate 5 opposite to the middle baffle plate 3. The slot 52 is connected to the rectangular tube 51.

[0064] The limiting plate 38 is located inside the slot 52 , and the width of the limiting plate 38 is greater than the inner height of the rectangular tube 51 .

[0065] like Figure 8 and Fig. 9 As shown, further:

[0066] A movable cavity is formed inside the rear baffle 5, the cavity is connected to the slot 52, and a clamping plate 53 is arranged in the cavity and slidably connected thereto;

[0067] The cavity is also provided with a clamping plate 53 for pushing the clamping plate 53 to close the slot 52 to prevent the limiting plate 38 from extending out of the slot 52 .

[0068] like Figure 8 and Fig. 9 As shown, further:

[0069] The trigger mechanism includes a push rod 6 disposed on the front baffle 1, and a rolling body 61 is disposed at the end of the push rod 6;

[0070] The rear baffle 5 is provided with an opening 55 penetrating the cavity, and the opening 55 is coaxially arranged with the ejector rod 6;

[0071] A slope 531 is formed on the side of the clamping plate 53 facing the rolling element 61 , and the slope 531 is at a low point facing the slot 52 .

[0072] like Figure 6 and Figure 8 As shown, further:

[0073] A rear rectangular opening is formed in the middle of the rear baffle 5, and a fastening plate 7 is provided at the rectangular opening, and the fastening plate 7 is fixedly connected to the rear baffle 5 by fasteners;

[0074] A first rectangular frame 39 is provided on the side of the middle baffle 3 facing the rear baffle 5 , and a second rectangular frame 71 is provided on the side of the fastening plate 7 facing the middle baffle. One end of the second energy absorbing component 4 is surrounded by the first rectangular frame 39 , and the other end of the second energy absorbing component 4 is surrounded by the second rectangular frame 71 .

[0075] In this embodiment, the first energy absorbing component 2 and the second energy absorbing component 4 are porous energy absorbing structures, and the porous energy absorbing structure is honeycomb aluminum, honeycomb steel or foam aluminum; when the energy absorbing structure is honeycomb aluminum or honeycomb steel, its pore direction is consistent with the longitudinal impact direction it withstands, and the rigidity and yield strength of the second energy absorbing component 4 are higher than those of the first energy absorbing component 2.

[0076] When the front baffle 1 is impacted in the longitudinal direction, since the frame 12 on the rear surface of the front baffle 1 is slidably connected with the through groove 32 of the middle baffle 3 through the first guide plate 121, the front baffle 1 will move toward the middle baffle 3, and the first energy absorbing component 2 between the front baffle 1 and the middle baffle will collapse and absorb the impact energy through longitudinal buckling plastic deformation;

[0077] During the process of the first energy absorbing component 2 collapsing, the front baffle 1 will move closer to the middle baffle, and there is a limit distance between the front baffle 1 and the middle baffle 3. When the limit distance is reached, the trigger mechanism can start the compressed state of the second energy absorbing component 4. When the first energy absorbing component 2 is in the limit state of collapse, that is, the first energy absorbing component 2 can no longer collapse and absorb energy.

[0078] In the process of the first energy absorbing component 2 reaching the limit state of collapse from the initial state, the front baffle 1 will continue to approach the middle baffle 3. In the process of approaching, the push rod 6 will continue to move toward the opening 55 on the rear baffle 5, and after the first energy absorbing component 2 reaches the limit of collapse, the push rod 6 will pass through the opening 55 on the rear baffle 5; the rolling body 61 at the end of the push rod 6 is a ball in this embodiment but is not limited to this. In the process of the push rod 6 passing through the opening 55, the ball at the end of the push rod 6 will contact the slope 531 formed on the surface of the card plate 53. Due to the guiding nature of the direction of the slope 531, when the push rod 6 passes through the opening 55, the ball will push the card plate 53 to overcome the preload force of the elastic element 54. And the clamping plate 53 moves in the direction away from the slot 52, and finally forms a state in which the slot 52 is connected to the outside. At this time, the limit plate 38 will lose the position restriction formed by the clamping plate 53, and the second guide plate 36 and the rectangular tube 51 will also restore the sliding state. At this time, the second energy absorbing component 4 can bear the pressure; according to the pressure state of the front baffle 1, one-stage energy absorption or two-stage energy absorption is performed. If the front baffle 1 stops being stressed only after the first energy absorbing component 2 completes the collapse after being compressed, the second energy absorbing component 4 can still be in the initial state. If the front baffle 1 continues to be stressed after the first energy absorbing component 2 completes the collapse limit, the second energy absorbing component 4 intervenes to complete the two-stage energy absorption operation when the vehicle body frame is hit.

[0079] After only the first energy absorbing component 2 is compressed and collapsed, the first energy absorbing component 2 can be replaced alone. Specifically, the upper plate body 35 is removed from the lower plate body 34, and then the front baffle 1 and the middle baffle 3 are separated, and the first energy absorbing component 2 is taken out, and a new first energy absorbing component 2 is installed between the front baffle 1 and the middle baffle 3; after the second energy absorbing component 4 is compressed and collapsed, the rear baffle 5 can be removed from the mounting frame of the rail vehicle body frame, and the fastening plate 7 is separated from the rear baffle 5, so that the second energy absorbing component 4 can be removed and replaced.

[0080] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present invention (including the claims) is limited to these examples. Under the concept of the present invention, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the present invention as described above, which are not provided in detail for the sake of simplicity.

[0081] The present invention is intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A front end energy absorbing device for a rail vehicle underframe, the energy absorbing device being installed at the front end of the rail vehicle underframe, characterized in that: The energy absorbing device comprises a front baffle (1), a middle baffle (3) and a rear baffle (5) which are arranged in sequence, a first energy absorbing component (2) being arranged between the front baffle (1) and the middle baffle (3), and a second energy absorbing component (4) being arranged between the middle baffle (3) and the rear baffle (5); The energy absorbing device also includes a trigger mechanism, which causes the second energy absorbing component (4) to be compressed after the first energy absorbing component (2) collapses.

2. The front end energy absorption device of a railway vehicle underframe according to claim 1, characterized in that: The outer surface of the front baffle (1) is provided with anti-climbing teeth (11), and the anti-climbing teeth (11) are arranged in a longitudinal distribution.

3. The front end energy absorption device of a railway vehicle underframe according to claim 1, characterized in that: A frame (12) is provided on the inner surface of the front baffle (1), and the frame (12) is fixedly connected to the front baffle (1); A supporting boss (31) is provided on one side of the middle baffle (3) facing the front baffle (1); one end of the first energy absorbing component (2) is surrounded by the frame (12); and the other end of the first energy absorbing component (2) is supported by the supporting boss (31).

4. The front end energy absorption device of a railway vehicle underframe according to claim 3 is characterized in that: A first guide plate (121) is symmetrically arranged on the frame (12), and a first slide groove (122) is provided on the first guide plate (121); Through grooves (32) are symmetrically provided on both sides of the middle baffle (3), and positioning blocks (33) corresponding to the first slide groove (122) are provided inside the through groove (32), the first guide plate (121) passes through the through groove (32), and the positioning blocks (33) are slidably connected to the first slide groove (122), and a limiting boss (123) is provided at the end of the first guide plate (121), and the middle baffle (3) is located between the frame (12) and the limiting boss (123).

5. The front end energy absorbing device of a railway vehicle underframe according to claim 4, characterized in that: The middle baffle (3) comprises a lower plate body (34) and an upper plate body (35), and the lower plate body (34) and the upper plate body (35) are fixedly connected by bolts.

6. The front end energy absorbing device of a railway vehicle underframe according to claim 5, characterized in that: A second guide plate (36) is symmetrically arranged on one side of the middle baffle (3) facing the rear baffle (5), a second slide groove (37) is provided on the second guide plate (36), a rectangular tube (51) is arranged on one side of the rear baffle (5) facing the middle baffle (3), and a convex strip (511) corresponding to the second slide groove (37) is arranged on the inner wall of the rectangular tube (51); The second guide plate (36) passes through the rectangular tube (51), and the second slide groove (37) is slidably connected to the convex strip (511).

7. The front end energy absorption device of a railway vehicle underframe according to claim 6, characterized in that: A limiting plate (38) is provided at the end of the second guide plate (36); a slot (52) is provided on the side of the rear baffle (5) opposite to the middle baffle (3); and the slot (52) is connected to the rectangular tube (51); The limiting plate (38) is located inside the slot (52), and the width of the limiting plate (38) is greater than the inner height of the rectangular tube (51).

8. The front end energy absorption device of a railway vehicle underframe according to claim 7, characterized in that: A movable cavity is formed inside the rear baffle (5), the cavity is connected to the slot (52), and a clamping plate (53) is arranged in the cavity and slidably connected thereto; The cavity is also provided with a clamping plate (53) for pushing the clamping plate (53) to close the slot (52) so as to prevent the limiting plate (38) from extending out of the slot (52).

9. The front end energy absorption device of a railway vehicle underframe according to claim 8, characterized in that: The trigger mechanism comprises a push rod (6) arranged on the front baffle (1), and a rolling body (61) is arranged at the end of the push rod (6); An opening (55) penetrating the cavity is provided on the rear baffle (5), and the opening (55) and the push rod (6) are coaxially arranged; A slope surface (531) is formed on the side of the clamping plate (53) facing the rolling body (61), and the slope surface (531) is at a low point facing the groove (52).

10. A rail vehicle body underframe front end energy absorbing device according to claim 1 or 9, characterized in that: A rear rectangular opening is formed in the middle of the rear baffle (5), and a fastening plate (7) is provided at the rectangular opening, wherein the fastening plate (7) is fixedly connected to the rear baffle (5) via fasteners; A first rectangular frame (39) is provided on the side of the middle baffle (3) facing the rear baffle (5), a second rectangular frame (71) is provided on the side of the fastening plate (7) facing the middle baffle, one end of the second energy absorbing component (4) is surrounded by the first rectangular frame (39), and the other end of the second energy absorbing component (4) is surrounded by the second rectangular frame (71).

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