Vehicle body front end structure of railway vehicle and railway vehicle

Abstract

The railway vehicle body front end structure comprises corner columns and collision columns located on the inner sides of the corner columns, the top ends of the corner columns and the top ends of the collision columns are connected to a vehicle body connecting framework, end top cross beams are arranged between the top ends of the collision columns and the top ends of the corner columns, and buffer beams are arranged between the bottom ends of the collision columns and the bottom ends of the corner columns. A lap joint groove is formed in the rear side of the bottom of the collision column, the top face and the front side face of the buffer beam serve as lap joint faces to be matched with the lap joint groove, and the buffer beam is in lap joint with the collision column through the lap joint faces and the lap joint groove and is welded and fixed at the lap joint position. And the safety of the cab area during collision is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail vehicle technology, in particular to a rail vehicle body front end structure and a rail vehicle. BACKGROUND

[0002] The statements herein merely provide background technology related to the present application, and do not necessarily constitute prior art.

[0003] During the operation of the rail vehicle, the train collision occurs from time to time due to the influence of the operation scene, weather, line and other conditions, which brings great threat to the personal safety of the driver and crew. In the current rail vehicle body front end structure, the bottom end of the collision column is above the buffer beam, and the bottom end of the collision column is fixedly connected to the top surface of the buffer beam by welding. The bottom end of the collision column and the top surface of the buffer beam form a weld along the longitudinal direction of the rail vehicle. When the collision occurs, the weld between the bottom end of the collision column and the top surface of the buffer beam bears the longitudinal shear force, which is easy to cause the weld to crack, and cannot guarantee the safety of the driver's room survival area. In addition, the traditional rail vehicle body front end structure is only provided with a climbing preventer, and only relies on the climbing preventer for collision energy absorption, so the energy absorption effect is limited, and the safety of the driver's room cannot be guaranteed. SUMMARY

[0004] In view of the deficiencies of the prior art, the purpose of the present application is to provide a rail vehicle body front end structure and a rail vehicle, which can better withstand the collision load and guarantee the safety of the driver's room survival area.

[0005] In order to achieve the above-mentioned purpose, the present application is realized by the following technical scheme: In a first aspect, the embodiments of the present application provide a rail vehicle body front end structure, which comprises a corner column and a collision column located inside the corner column. The top end of the corner column and the top end of the collision column are connected to the vehicle body connecting framework. An end top cross beam is arranged between the top end of the collision column and the top end of the corner column. A buffer beam is arranged between the bottom end of the collision column and the bottom end of the corner column. A lap joint groove is formed in the bottom rear side of the collision column. The top surface and the front side surface of the buffer beam serve as a lap joint surface and cooperate with the lap joint groove. The buffer beam is lap jointed with the collision column through the lap joint surface and the lap joint groove and is fixedly welded at the lap joint position to form a vertical weld between the front side surface of the buffer beam and the collision column.

[0006] Optionally, the top end of the corner column and the top end of the collision column are bent to form a bent portion, and the end portion of the bent portion is connected to the vehicle body connecting framework.

[0007] Optionally, the end top cross beam is arranged between the bending positions of the corner column and the collision column to increase the structural strength of the corner column and the collision column at the bending positions.

[0008] Optionally, the corner column and the collision column are made of a stretch bending forming process, and the corner column and the collision column are of an integrated structure, which is conducive to bearing the longitudinal load generated by the collision.

[0009] Optionally, a chassis side beam is arranged between the end of the buffer beam and the car body connecting framework, and a window cross beam is arranged above the chassis side beam, the window cross beam is arranged between the corner column and the car body connecting framework, and a side wall is arranged in a space enclosed by the window cross beam, the chassis side beam, the buffer beam, the corner column and the car body connecting framework.

[0010] Optionally, a driver's cabin door frame is fixed to the front side of the car body connecting framework, a chassis side beam is arranged between the end of the buffer beam and the driver's cabin door frame, and a window cross beam is arranged above the chassis side beam, the window cross beam is arranged between the corner column and the driver's cabin door frame, and a side wall is arranged in a space enclosed by the window cross beam, the chassis side beam, the buffer beam, the corner column and the driver's cabin door frame.

[0011] Optionally, an end bottom cross beam is arranged above the buffer beam between the corner column and the crash beam, and the position of the end bottom cross beam corresponds to the position of the window cross beam.

[0012] Optionally, anti-climbing devices are fixed to the front side of the buffer beam at both ends, an energy-absorbing floor is arranged above the anti-climbing devices and fixed to the front side of the buffer beam, the crash column passes through the energy-absorbing floor, and the energy-absorbing floor and the anti-climbing devices can participate in energy absorption during a collision. Further, the front edge side of the energy-absorbing floor is provided with a convex arc surface facing the front side.

[0013] Optionally, the anti-climbing devices at both ends of the front side of the buffer beam are symmetrically arranged relative to the center of the buffer beam.

[0014] Optionally, the energy-absorbing floor is an aluminum honeycomb floor.

[0015] In a second aspect, an embodiment of the present application provides a rail vehicle provided with the rail vehicle car body front end structure of the first aspect.

[0016] The beneficial effects of the present application are as follows: 1. The rail vehicle car body front end structure of the present application, the bottom rear side of the crash column is provided with a lap joint groove, the top surface and the front side of the buffer beam serve as a lap joint surface and cooperate with the lap joint groove, so that the crash column has a portion located in front of the buffer beam and extending downward, after welding, the weld joint of the crash column located in front of the buffer beam is a vertical weld joint, during a collision, the vertical weld joint bears longitudinal pressure, compared with the conventional weld joint bearing longitudinal shear force, the weld joint bearing longitudinal pressure is not easy to crack, which is beneficial to the car body front end structure to bear the longitudinal collision load and ensures the safety of the driver's cabin area.

[0017] 2. The rail vehicle body front end structure of the present application is provided with a climbing prevention device and an energy absorption floor, the energy absorption floor is installed above the climbing prevention device and is arranged on the front side of the buffer beam, does not hinder the installation of the climbing prevention device, when a collision occurs, the climbing prevention device and the energy absorption floor jointly participate in collision energy absorption, the collision energy absorption effect is better relative to only the climbing prevention device participating in collision energy absorption, further improving the safety of the driver's cabin area when the vehicle body collides.

[0018] 3. The rail vehicle body front end structure of the present application is provided with a side wall between the chassis side beam and the window cross beam, the three are connected as a whole and jointly bear the longitudinal load generated by the collision, by increasing the side wall, the longitudinal bearing capacity of the vehicle body front end structure is improved, further improving the safety of the driver's cabin area when a collision occurs. BRIEF DESCRIPTION OF DRAWINGS

[0019] The drawings accompanying the specification of the present application form a part thereof, serve to provide further understanding of the present application, and together with the description of the exemplary embodiments of the present application and the explanation thereof serve to explain the present application, and do not constitute an improper limitation of the present application.

[0020] Figure 1 is a schematic diagram of the overall structure of embodiment 1 of the present application; Figure 2 is a schematic diagram of the collision column and buffer beam of embodiment 1 of the present application; Figure 3 is a schematic diagram of the side beam skeleton of embodiment 1 of the present application; Figure 4 is a schematic diagram of the climbing prevention device and aluminum honeycomb floor of embodiment 1 of the present application; 1. corner column, 2. collision column, 3. buffer beam, 4. side beam skeleton, 5. climbing prevention device, 6. vehicle body connecting skeleton, 7. end top cross beam, 8. end bottom cross beam, 9. climbing prevention device mounting seat, 10. aluminum honeycomb floor; 4-1. window cross beam, 4-2. side wall, 4-3. chassis side beam. DETAILED DESCRIPTION

[0021] For the convenience of description, if the words "up", "down", "front", "back" appear in the present application, they only mean consistent with the up, down, front, back direction of the drawings themselves, and do not limit the structure, only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, therefore it cannot be understood as a limitation on the present application.

[0022] In the present embodiment, the longitudinal direction refers to the direction along the length of the rail vehicle body.

[0023] Embodiment 1 The present embodiment provides a rail vehicle body front end structure, as shown in Figures 1-2As shown, the front end structure of the rail vehicle body includes corner columns 1, impact columns 2, buffer beams 3, side beam skeletons 4, anti-climbing devices 5, energy-absorbing floors, body connecting skeletons 6, etc., which cooperate with each other to form the front end structure of the rail vehicle body and provide reliable safety protection for the rail vehicle.

[0024] In this embodiment, two corner columns 1 are provided, one of which is located at one side of the entire front end structure of the vehicle body, and the other is located at the side of the other side of the entire front end structure of the vehicle body.

[0025] Two impact columns 2 are provided, which are located inside the corner columns 1, i.e., the two impact columns 2 are located between the two corner columns 1.

[0026] It can be understood that the number of impact columns 2 can be four or more, and the number of impact columns 2 can be set by the person skilled in the art according to actual needs, which will not be described in detail here.

[0027] The two corner columns 1 and the two impact columns 2 are symmetrically distributed with respect to the center plane of the front end structure of the vehicle body. This symmetrical layout helps to uniformly disperse the force received by the front end of the vehicle body and improves the stability of the structure.

[0028] The front side of the impact column 2 is located in front of the front side of the corner column 1, so that when the rail vehicle collides, the impact column 2 is subjected to the impact load before the corner column 1.

[0029] The top ends of the corner columns 1 and the impact columns 2 are connected to the body connecting skeletons 6, which are used to connect the body, so that the body and the front end structure of the vehicle body form an integral rail vehicle body structure.

[0030] In this embodiment, the body connecting skeletons 6 are formed by a plurality of beams distributed along the outer contour of the connection part between the front end structure of the vehicle body and the body.

[0031] An end top cross beam 7 is provided between the top ends of the two corner columns 1 and the two impact columns 2, a buffer beam 3 is provided between the bottom ends of the two corner columns 1 and the two impact columns 2, and the bottom ends of the two corner columns 1 and the two impact columns 2 are connected to the buffer beam 3. The corner columns 1 and the impact columns 2 are connected into an integral structure by the body connecting skeletons 6, the end top cross beam 7 and the buffer beam 3, thereby improving the longitudinal load bearing capacity of the front end structure of the vehicle body.

[0032] A side beam skeleton 4 is provided between the corner column 1 and the corresponding side vertical beam of the body connecting skeleton 6, further enhancing the overall strength of the front end structure of the vehicle body.

[0033] The shape of the corner column 1 matches the outer contour shape of the vehicle head of the vehicle body, and the top thereof is bent to form a bent portion, the rear end of the bent portion being connected to the body connecting skeleton 6 and being welded and fixed with the body connecting skeleton 6.

[0034] The end of the top bending part of the corner column 1 is directly welded and fixed to the front side of the vehicle connecting framework 6, forming a vertical weld, which is not easy to crack under pressure in the event of a collision.

[0035] The shape of the crash column 2 matches the outer contour shape of the vehicle head of the vehicle body, and the top bending part forms a bending part, the rear end of which is connected to and welded with the vehicle body connecting framework 6.

[0036] Specifically, a groove is formed on the top surface of the end of the bending part of the crash column 2, the bending part is overlapped with the vehicle body connecting framework 6 through the groove and is welded and fixed at the overlapping position, the front side and the bottom of the vehicle body connecting framework 6 serve as the overlapping surfaces, the vertical weld is formed between the front side and the bending part, which is not easy to crack under longitudinal pressure in the event of a collision, at the same time, the crash column 2 is welded and fixed with the vehicle body connecting framework 6 through the two groove surfaces of the groove, which increases the welding and fixing strength of the crash column 2 and the vehicle body connecting framework 6 and improves the ability of the crash column 2 to bear longitudinal collision load.

[0037] In the embodiment, the corner column 1 and the crash column 2 are both made by stretch bending forming process, preferably, the corner column 1 and the crash column 2 are both made by one-time forming, which generates less waste.

[0038] The stretch bending forming process is a combined plastic forming process combining stretching and bending, which first applies sufficient axial tension to both ends of the profile to make the internal stress exceed the yield limit of the material, resulting in uniform elongation plastic deformation, then applies a bending moment while stretching to make the material produce bending deformation, and finally forms a part that meets the requirements, which can be made by using existing process methods and will not be described in detail here.

[0039] The traditional corner column 1 and the crash column 2 are both made by segmented bending and welding, the strength of the weld is significantly lower than that of the remaining base material area, while the corner column 1 and the crash column 2 of the embodiment are made by stretch bending forming process, the corner column 1 and the crash column 2 are both integrated structures, which can ensure the consistency of the strength and effectively improve the longitudinal load bearing capacity of the crash column 2 and the corner column 1. Further, the end top cross beam 7 is arranged at the bending position of the corner column 1 and the crash column 2, which enhances the structural strength of the bending position, improves the longitudinal load bearing capacity of the corner column 1 and the crash column 2, and enables the vehicle body front end structure to better maintain integrity when subjected to collision force.

[0040] In the traditional vehicle body front end structure, the bottom end of the crash column 2 is directly butt-welded to the top surface of the buffer beam 3, forming a longitudinal weld, when the crash column 2 is subjected to longitudinal load, the longitudinal weld between the bottom end of the crash column 2 and the top surface of the buffer beam 3 is subjected to longitudinal shear force, which is easy to crack, in the embodiment, the connection mode between the crash column 2 and the buffer beam 3 is improved, specifically: A lap joint groove is formed at the bottom rear side of the crash column 2, and the buffer beam 3 passes through the crash column 2 through the lap joint groove. The top surface and the front side surface of the buffer beam 3 are fitted with the groove surface of the lap joint groove, and the top surface and the front side surface of the buffer beam 3 serve as the lap joint surface, so that the bottom end of the crash column 2 is lap jointed with the buffer beam 3. The bottom end of the crash column 2 has a portion extending downward in front of the buffer beam 3.

[0041] After the crash column 2 and the buffer beam 3 are lap jointed, the crash column 2 and the buffer beam 3 are welded and fixed at the lap joint position. Specifically, the front side surface of the buffer beam 3 is welded with the portion of the crash column 2 extending in front of the buffer beam 3 to form a vertical weld joint. The top surface of the buffer beam 3 is welded with the portion of the crash column 2 above the buffer beam 3 to form a longitudinal weld joint.

[0042] With this arrangement, when a collision occurs, the vertical weld joint bears longitudinal pressure. Compared with the conventional weld joint bearing longitudinal shear force, the weld joint bearing longitudinal pressure is less likely to crack, which is conducive to the crash load bearing of the front end structure of the vehicle body and ensures the safety of the cab area.

[0043] Further, a recess is arranged at the center of the bottom of the buffer beam 3 to facilitate the installation of a drawbar assembly.

[0044] The front end structure of the vehicle body of the embodiment does not provide a cab door, and therefore the side beam framework 4 is arranged between the corner column 1 and the vehicle body connecting framework 6.

[0045] As shown in Figure 3 , the side beam framework 4 includes a window cross beam 4-1, a side wall 4-2, and a bottom frame side beam 4-3.

[0046] The bottom frame side beam 4-3 is arranged between the end portion of the buffer beam 3 and the vehicle body connecting framework 6, and is welded and fixed with the end portion of the buffer beam 3 and the vehicle body connecting framework 6.

[0047] The window cross beam 4-1 is arranged above the bottom frame side beam 4-3, and is arranged between the vehicle body connecting framework 6 and the corner column 1. The window cross beam 4-1 is welded and fixed with the vehicle body connecting framework 6 and the corner column 1.

[0048] The upper portion of the window cross beam 4-1 serves as an area for installing a vehicle window.

[0049] The window cross beam 4-1, the corner column 1, the end portion of the buffer beam 3, the bottom frame side beam 4-3, and the vehicle body connecting framework 6 enclose a space, and the side wall 4-2 is arranged in the space. In the embodiment, the side wall 4-2 is made of an aluminum alloy profile, and is welded and fixed with the window cross beam 4-1, the corner column 1, the end portion of the buffer beam 3, the bottom frame side beam 4-3, and the vehicle body connecting framework 6.

[0050] In this embodiment, the side beam framework 4 is composed of the chassis side beam 4-3, the side wall 4-2 and the window cross beam 4-1, compared with the traditional side beam framework, the side wall 4-2 is added, the chassis side beam 4-3, the side wall 4-2 and the window cross beam 4-1 are connected as a whole, and the longitudinal load generated by the collision is borne together, thereby improving the safety of the driver's cabin area under the collision condition.

[0051] Further, the end bottom cross beam 8 is arranged between the corner column 1 and the crash column 2 on the same side of the center plane of the front end structure of the vehicle body, the end bottom cross beam 8 is located above the buffer beam 3, and the end bottom cross beam 8 is welded and fixed with the corner column 1 and the crash column 2, preferably, the position of the end bottom cross beam 8 corresponds to the position of the window cross beam 4-1.

[0052] Through the arrangement of the end bottom cross beam 8, the integrity between the crash column 2 and the corner column 1 is further improved, the carrying capacity of the front end structure of the vehicle body to the longitudinal collision load is improved, the structure of the vehicle body can be better maintained during the collision, and the deformation is reduced.

[0053] As shown in Figure 4 In this embodiment, the front side of the buffer beam 3 is provided with the anti-climber 5, when the rail vehicles collide, the anti-climbers 5 of the two rail vehicles will first contact and engage, and the collision energy is absorbed and dissipated through the huge mechanical resistance, so that the longitudinal or transverse movement caused by the collision during the running of the rail vehicles is prevented, thereby ensuring the stability of the rail vehicles and the safety of the passengers, in the traditional front end structure of the vehicle body, only the anti-climber 5 is arranged to absorb the collision energy, in this embodiment, the anti-climber 5 and the energy-absorbing floor are arranged on the front side of the buffer beam 3, the anti-climber 5 and the energy-absorbing floor can participate in the collision energy absorption at the same time during the collision process, and the safety performance of the driver's cabin area during the collision is improved.

[0054] In this embodiment, two anti-climbers 5 are arranged, the two anti-climbers 5 are respectively located at the two ends of the front side of the buffer beam 3, and the two anti-climbers 5 are symmetrically distributed with respect to the center of the buffer beam 3. When the collision occurs, the stress of the front end structure of the vehicle body is uniform, and the front end of the vehicle body is more conducive to bearing the collision load.

[0055] The anti-climber 5 can be obtained by using existing equipment, and the specific structure thereof will not be described in detail, when the rail vehicles collide or other serious accidents occur, the anti-climber 5 can effectively absorb the impact force, reduce the relative movement speed between the rail vehicles, and thereby reduce the damage degree and personnel casualty of the accident.

[0056] Further, the end of the front side of the buffer beam 3 is provided with the anti-climber mounting seat 9, and the anti-climber 5 is fixed on the anti-climber mounting seat 9 through a plurality of bolts.

[0057] The anti-climber 5 is provided with an energy-absorbing floor fixed to the front side of the buffer beam 3. With this arrangement, the energy-absorbing floor does not hinder the installation of the anti-climber 5. The energy-absorbing floor is provided with two through holes for the two impact columns 2 to pass through.

[0058] Preferably, the energy-absorbing floor is an aluminum honeycomb floor 10 including two thin aluminum plates fixed to the two sides of a honeycomb core by bonding, and the two thin aluminum plates and the honeycomb core are high-temperature pressure-bonded to form the aluminum honeycomb floor 10. The aluminum honeycomb floor 10 has extremely high energy absorption efficiency as an energy-absorbing material and can absorb more energy per unit mass. When the rail vehicle collides, the aluminum honeycomb floor 10 will be crushed in a designed manner to absorb the collision energy and ensure the integrity of the rail vehicle.

[0059] The front edge side of the energy-absorbing floor is provided with an arc-shaped surface protruding towards the front side. With this arrangement, the energy-absorbing floor can better participate in collision energy absorption.

[0060] It can be understood that those skilled in the art can set other types of energy-absorbing components on the front side of the buffer beam 3 to participate in collision energy absorption together with the anti-climber 5 during the collision process. The actual needs can be set, and detailed description is not given here.

[0061] The remaining structure of the rail vehicle body front end structure can use the prior art, and detailed description is not given here.

[0062] The rail vehicle body front end structure of the embodiment greatly improves the load-carrying capacity of the vehicle body front end structure to the longitudinal load generated by the collision through the improvement of the connection mode between the impact column 2 and the buffer beam 3, the increase of the side wall 4-2 of the side beam skeleton 4, and the increase of the aluminum honeycomb floor 10, thereby ensuring the safety of the driver's cabin area under the collision condition.

[0063] Embodiment 2 The embodiment provides a rail vehicle body front end structure. The vehicle body front end structure of the embodiment is a vehicle body front end structure capable of installing a driver's cabin door.

[0064] Compared with the embodiment 1, the front side of the side of the vehicle body connecting skeleton 6 is provided with a driver's cabin door frame fixedly connected thereto, and the driver's cabin door frame is used for installing the driver's cabin door.

[0065] The driver's cabin door frame is welded and fixed to the bending part at the top of the corner column 1 of the vehicle body connecting skeleton 6, so as to ensure the stability of the driver's cabin door frame and to withstand the force generated when the driver's cabin door is opened or closed and the vibration during the operation of the vehicle.

[0066] The side beam framework 4 is arranged between the driver's cabin door frame and the corner column 1 and the end of the buffer beam 3, and the side beam framework 4 comprises a bottom frame side beam 4-3, a window cross beam 4-1 and a side wall 4-2, wherein the bottom frame side beam 4-3 is arranged between the driver's cabin door frame and the end of the buffer beam 3, and the bottom frame side beam 4-3 is welded and fixed with the driver's cabin door frame and the end of the buffer beam 3.

[0067] The window cross beam 4-1 is arranged above the bottom frame side beam 4-3, the upper area of the window cross beam 4-1 is used for installing a vehicle window, and the window cross beam 4-1 is arranged between the corner column 1 and the driver's cabin door frame, and the window cross beam 4-1 is welded and fixed with the corner column 1 and the driver's cabin door frame.

[0068] The driver's cabin door frame, the window cross beam 4-1, the bottom frame side beam 4-3, the end of the buffer beam 3 and the corner column 1 enclose a space, and the side wall 4-2 is arranged in the space, the side wall 4-2 is made of aluminum alloy profiles, and the side wall 4-2 is welded and fixed with the driver's cabin door frame, the window cross beam 4-1, the bottom frame side beam 4-3, the end of the buffer beam 3 and the corner column 1.

[0069] The remaining structure of the embodiment is the same as that of embodiment 1, and will not be described in detail here.

[0070] Embodiment 3 The embodiment provides a rail vehicle provided with the rail vehicle body front end structure in embodiment 1 or embodiment 2, and the remaining structure of the rail vehicle can adopt the prior art, which will not be described in detail here.

[0071] The embodiment only improves the front end structure of the rail vehicle, the corner column 1 and the crash column 2 adopt the stretch-bending forming process, the crash column 2 and the buffer beam 3 adopt a new type of connection mode, the side wall 4-2 is added to the side beam framework 4, the aluminum honeycomb floor 10 and the anti-climber 5 jointly participate in crash energy absorption, and these improvement measures cooperate with each other to form a complete safety protection system, so that the safety of the driver's cabin area under the crash working condition is effectively ensured.

[0072] The above only describes the preferred embodiments of the application and is not used to limit the application, and the application can have various changes and modifications for those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the application shall be included in the protection scope of the application.

Claims

1. A front-end structure for a rail vehicle body, comprising a corner post and a collision post located inside the corner post, the top ends of both the corner post and the collision post being connected to the vehicle body connecting frame, an end-top crossbeam being provided between the top ends of the collision post and the corner post, and a buffer beam being provided between the bottom ends of the collision post and the corner post, characterized in that, The bottom rear side of the collision column is provided with an overlap groove. The top surface and front side of the buffer beam serve as overlap surfaces to cooperate with the overlap groove. The buffer beam overlaps with the collision column through the overlap surfaces and overlap groove and is welded and fixed at the overlap position to form a vertical weld between the front side of the buffer beam and the collision column.

2. The front end structure of a rail vehicle body as described in claim 1, characterized in that, The tops of the corner pillars and collision pillars are bent to form bent sections, and the ends of the bent sections are connected to the vehicle body connecting frame.

3. The front end structure of a rail vehicle body as described in claim 2, characterized in that, The top beam is positioned between the bends of the corner column and the collision column.

4. The front end structure of a rail vehicle body as described in claim 2, characterized in that, Both the corner posts and collision posts are manufactured using a stretch bending forming process.

5. The front end structure of a rail vehicle body as described in claim 1, characterized in that, A base frame side beam is provided between the end of the buffer beam and the vehicle body connecting frame. A window crossbeam is provided above the base frame side beam. The window crossbeam is located between the corner post and the vehicle body connecting frame. A side wall is provided within the space enclosed by the window crossbeam, base frame side beam, buffer beam, corner post and vehicle body connecting frame.

6. The front end structure of a rail vehicle body as described in claim 1, characterized in that, The front side of the vehicle body connecting frame is fixed with a driver's cab door frame. A base frame side beam is provided between the end of the buffer beam and the driver's cab door frame. A window crossbeam is provided above the base frame side beam. The window crossbeam is located between the corner post and the driver's cab door frame. A side wall is provided within the space enclosed by the window crossbeam, base frame side beam, buffer beam, corner post and driver's cab door frame.

7. The front end structure of a rail vehicle body as described in claim 1, characterized in that, Anti-climb devices are fixed at both ends of the front side of the buffer beam, and an energy-absorbing floor is fixed above the anti-climb devices on the front side of the buffer beam. The collision column passes through the energy-absorbing floor. Furthermore, the front edge of the energy-absorbing floor features a curved surface that bulges forward.

8. The front end structure of a rail vehicle body as described in claim 7, characterized in that, The anti-climb devices at both ends of the front side of the buffer beam are symmetrically arranged with respect to the center of the buffer beam.

9. The front end structure of a rail vehicle body as described in claim 7, characterized in that, The energy-absorbing floor uses aluminum honeycomb flooring.

10. A rail vehicle, characterized in that, The vehicle body front end structure as described in any one of claims 1-9 is provided.

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