Rail vehicle and collision energy absorption structure thereof

Abstract

Disclosed are a rail vehicle and a collision energy absorption structure thereof. The collision energy absorption structure comprises: an energy absorption framework (1) and an energy absorption device (2). The energy absorption framework comprises an airtight wall (10), two window pillars (11) and two bottom side struts (12), wherein the two window pillars are respectively arranged on two sides of the airtight wall, and two bottom side struts are also respectively arranged on the two sides of the airtight wall; the window pillar on each side is connected to the airtight wall and a roof-frame side beam (30) of a rail vehicle; and the bottom side strut on each side is connected to the airtight wall and an underframe side beam (31) of the rail vehicle. The energy absorption device is arranged on the airtight wall, and comprises a coupler energy absorption device (20) and a plurality of anti-climbing energy absorption devices (21), wherein the coupler energy absorption device is arranged on the airtight wall, and the plurality of anti-climbing energy absorption devices are arranged on two sides of the coupler energy absorption device in the width direction thereof and on an upper side of the coupler energy absorption device in the height direction thereof, respectively. By using the anti-climbing energy absorption devices respectively arranged on the two sides of the coupler energy absorption device in the width direction thereof and the upper side of the coupler energy absorption device in the height direction thereof, the energy absorption performance of the front of the rail vehicle is improved, and thus the collision energy absorption requirements of recoupled rail vehicles are met without lengthening the front of the vehicle.

Description

Rail vehicles and collision energy-absorbing structures thereof Technical Field

[0001] The present application relates to the technical field of rail vehicles, and in particular to a rail vehicle and a collision energy absorption structure thereof. Background Art

[0002] With the development of rail transit, rail transit has become the primary choice for daily commuting for most residents. Due to the significant tidal effect of commuter travel and the high passenger volume during peak hours in the morning and evening, trains must be combined into multiple sections to increase carrying capacity. The distance between the doors of these combined sections must match the distance between station platform screen doors, which limits the length of the train's front end and compresses the space for the energy-absorbing structure in front of the driver's cab. Extending the front end to accommodate the existing energy-absorbing structure is not feasible to meet collision requirements. Technical issues

[0003] In view of this, the embodiments of the present application hope to provide a rail vehicle and a collision energy absorption structure thereof to solve the problem that the existing energy absorption structure cannot meet the collision requirements after the rail train is reconnected. Technical Solutions

[0004] A first aspect of an embodiment of the present application provides a collision energy absorbing structure for a rail vehicle, comprising:

[0005] An energy-absorbing frame, the energy-absorbing frame comprising an airtight wall, window columns and bottom side columns, two of the window columns and two of the bottom side columns being respectively arranged on both sides of the airtight wall, the window columns on each side connecting the airtight wall and the top frame side beams of the rail vehicle, and the bottom side columns on each side connecting the airtight wall and the bottom frame side beams of the rail vehicle;

[0006] an energy absorbing device, the energy absorbing device being arranged on the airtight wall;

[0007] Among them, the energy absorption device includes a coupler energy absorption device and multiple anti-climbing energy absorption devices. The coupler energy absorption device is arranged on the airtight wall, and the multiple anti-climbing energy absorption devices are respectively arranged on both sides of the coupler energy absorption device along the width direction and the upper side along the height direction.

[0008] Furthermore, the energy-absorbing frame also includes a connecting beam, a first connecting column, a second connecting column and a third connecting column respectively arranged on both sides of the airtight wall, the connecting beam on each side connects the window column and the bottom side column, the first connecting column and the second connecting column on each side respectively connect the connecting beam and the airtight wall, the first connecting column and the second connecting column on each side have an intersection point, and the third connecting column on each side connects the intersection point and the bottom side column.

[0009] Furthermore, the first connecting column on each side horizontally connects the upper end of the airtight wall and the connecting beam.

[0010] Furthermore, there is an intersection between the bottom side column and the airtight wall on each side, and the second connecting column on each side is obliquely connected to the intersection and the connecting beam. From the airtight wall to the connecting beam, the distance between the second connecting column on each side and the bottom side column gradually increases.

[0011] Furthermore, the second connecting column is an integral column, and the first connecting column is divided into two sections, and the two sections of the first connecting column are connected to both sides of the second connecting column.

[0012] Furthermore, the energy-absorbing frame further comprises a bolster and a window side beam, wherein the bolster connects the bottom side columns on both sides, and the window side beam connects the window columns on both sides.

[0013] Furthermore, the coupler energy absorbing device includes a coupler, a fixing structure and an energy absorbing element, wherein the fixing structure is used to fix the coupler and the energy absorbing element to the airtight wall, and the energy absorbing element extends backward through the airtight wall to the bolster.

[0014] Furthermore, the energy-absorbing skeleton further includes a traction beam, two of the traction beams are arranged on both sides of the energy-absorbing element, and the traction beam on each side connects the airtight wall and the pillow beam.

[0015] Furthermore, the anti-climbing energy absorption device includes an anti-climbing plate, and two anti-climbing energy absorption devices are arranged on both sides of the width direction. The cross-section of the anti-climbing plate of the anti-climbing energy absorption device on both sides is a parallelogram, and the distance between the anti-climbing plate and the coupler energy absorption device gradually increases upward along the height direction.

[0016] A second aspect of an embodiment of the present application provides a rail vehicle, comprising any one of the above-mentioned collision energy absorbing structures, wherein the collision energy absorbing structure is arranged at one end of the rail vehicle along the length direction.

[0017] Furthermore, the rail vehicle further comprises:

[0018] A streamlined mask, the streamlined mask is used to wrap the above-mentioned collision energy absorbing structure;

[0019] a fairing, the fairing being provided on the streamlined mask and being located at the front end of the coupler energy absorbing device; and

[0020] an opening and closing mechanism, the opening and closing mechanism being arranged on the airtight wall and being used to drive the fairing to move so as to hide or reveal the coupler energy absorbing device;

[0021] The distances between the movement trajectories of the opening and closing mechanism and the fairing and the energy absorbing device are all greater than 30 mm. Beneficial effects

[0022] The rail vehicle and its collision energy absorption structure in the embodiment of the present application utilize anti-climbing energy absorption devices respectively arranged on both sides of the coupler energy absorption device in the width direction and on the upper side in the height direction to improve the energy absorption performance of the rail vehicle head. The energy absorption frame provides support for the energy absorption device, so that the collision energy absorption requirements of the reconnected rail vehicle are met without lengthening the head. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] FIG1 is a schematic structural diagram of a collision energy absorption structure provided in an embodiment of the present application;

[0024] FIG2 is a schematic diagram of FIG1 from another perspective;

[0025] Figure 3 is an enlarged view of point A in Figure 2;

[0026] FIG4 is a schematic structural diagram of an energy-absorbing skeleton of a collision energy-absorbing structure provided in an embodiment of the present application;

[0027] FIG5 is a schematic diagram of FIG4 from another perspective;

[0028] FIG6 is a schematic diagram of FIG4 from another perspective;

[0029] FIG7 is a schematic structural diagram of a rail vehicle provided in this application.

[0030] Description of Reference Numerals

[0031] Energy-absorbing skeleton 1; airtight wall 10; anti-climbing mounting groove 10a; opening and closing mounting groove 10b; coupler energy-absorbing device installation area 101; mounting groove 101a; window column 11; bottom side column 12; connecting beam 13; first connecting column 14; second connecting column 15; third connecting column 16; bolster 17; window side beam 18; traction beam 19; energy-absorbing device 2; coupler energy-absorbing device 20; coupler 201; fixed structure 202; energy-absorbing element 203; anti-climbing energy-absorbing device 21; anti-climbing plate 211; frame body 3; top frame side beam 30; bottom frame side beam 31; reinforcement 4; streamlined mask 5; fairing 6; opening and closing mechanism 7. Best Mode for Carrying Out the Invention

[0032] The following embodiments of the present invention are described in further detail with reference to the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0033] The terms "first" and "second" in the embodiments of the present application are used for descriptive purposes only and should not be understood as indicating or implying relative importance.

[0034] In the description of the embodiments of this application, it should be noted that, unless otherwise specified or limited, the term "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of this application can be understood in specific circumstances.

[0035] In the embodiments of the present application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, a first feature being "above," "above," and "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0036] In the description of this specification, the description with reference to the terms "some embodiments", "exemplary", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the embodiments of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples, unless they are contradictory.

[0037] As rail trains become the main choice for daily travel for most residents, in order to meet people's travel needs, trains often use multi-section reconnection to increase carrying capacity. The mass of the reconnected rail trains is getting heavier and heavier, and it is becoming more and more difficult to meet the collision requirements of rail trains.

[0038] In related technologies, the length of a railroad train's front end is lengthened to increase the length of the energy absorption zone and improve energy absorption performance to meet collision requirements. However, since the spacing between station screen doors on each railroad train is fixed, the spacing between the doors of the reconnected trains must match the spacing of the station screen doors. This limits the length of the train's front end, making it impossible to increase the length of the energy absorption zone by lengthening the front end to meet collision requirements.

[0039] To this end, the present application proposes a collision energy absorption structure for a rail vehicle. Referring to FIG1 , the structure comprises an energy absorption frame 1 and an energy absorption device 2. The energy absorption frame 1 includes an airtight wall 10, window columns 11, and bottom side columns 12. Two window columns 11 and two bottom side columns 12 are disposed on either side of the airtight wall 10. Each window column 11 connects the airtight wall 10 to the rail vehicle's top frame side beam 30, while each bottom side column 12 connects the airtight wall 10 to the rail vehicle's bottom frame side beam 31. The energy absorption device 2 is disposed on the airtight wall 10.

[0040] It can be understood that the window pillars 11 and the bottom side pillars 12 transmit the force exerted on the airtight wall 10 to the frame of the rail vehicle, so that the airtight wall 10 can provide sufficient supporting force for the energy absorbing device 2 when a collision occurs, so that the energy absorbing device 2 can fully collapse and enhance the ability of the energy absorbing device 2 to absorb collision energy.

[0041] The material of the energy-absorbing frame 1 is not limited. For example, the material of the energy-absorbing frame 1 can be a high-strength material such as ordinary carbon steel, high-weather-resistant structural steel, stainless steel or aluminum alloy.

[0042] The energy absorbing device 2 includes a coupler energy absorbing device 20 and a plurality of anti-climbing energy absorbing devices 21. Referring to FIG2 , the coupler energy absorbing device 20 is disposed on the airtight wall 10, and the plurality of anti-climbing energy absorbing devices 21 are disposed on both sides of the coupler energy absorbing device 20 in the width direction and on the upper side in the height direction.

[0043] For example, please refer to Figure 4. The anti-climbing energy absorbing device 21 is fixed on the airtight wall 10. The airtight wall 10 has an anti-climbing mounting groove 10a. When a collision occurs, the energy absorbing frame 1 provides sufficient supporting force to the anti-climbing energy absorbing device 21. At the same time, the anti-climbing energy absorbing device 21 collapses backward through the anti-climbing mounting groove 10a, so that the anti-climbing energy absorbing device 21 can give full play to its collapse energy absorbing performance, absorb as much collision energy as possible in a controlled manner, and reduce the climbing phenomenon between trains.

[0044] Train creep refers to the phenomenon in which a train's wheels lift off the track surface and produce vertical displacement during a collision. It is understood that the occurrence of train creep is a prerequisite for train derailment after a collision. In other words, installing multiple anti-climbing energy-absorbing devices 21 on the airtight wall 10 can effectively reduce train creep during a collision, thereby reducing the risk of train derailment.

[0045] In related technology, the front end of a rail train is equipped with two anti-climbing devices, one on each side of the coupler. The combination of the coupler and the two anti-climbing devices meets the collision requirements of a typical rail train at a speed of 25 km / h (kilometers per hour). However, when a train is reconnected or collides at 36 km / h, the combined coupler and two anti-climbing devices are insufficient to absorb the resulting collision energy.

[0046] The collision energy absorption structure provided in the embodiment of the present application improves the energy absorption performance of the coupler energy absorption device 20 and the anti-climbing energy absorption device 21 by means of the anti-climbing energy absorption device 21 arranged on both sides of the coupler energy absorption device 20 in the width direction and on the upper side in the height direction, increases the collision energy that can be absorbed by the energy absorption device 2, and meets the energy absorption requirements after the rail train is reconnected or the rail train collides at 36 km / h.

[0047] In some embodiments, please refer to Figure 5, the energy-absorbing skeleton 1 also includes a connecting beam 13, a first connecting column 14, a second connecting column 15 and a third connecting column 16 respectively arranged on both sides of the airtight wall 10, the connecting beam 13 on each side connects the window column 11 and the bottom side column 12, the first connecting column 14 and the second connecting column 15 on each side connect the airtight wall 10 and the connecting beam 13 respectively, the first connecting column 14 and the second connecting column 15 on each side have an intersection, and the third connecting column 16 on each side connects the intersection and the bottom side column 12.

[0048] It can be understood that the connecting beam 13 provides lateral support in the height direction for the window column 11 and the bottom side column 12, reduces the slenderness ratio of the window column 11 and the bottom side column 12, improves the structural strength of the window column 11 and the bottom side column 12 in the length direction, and also reduces the risk of the window column 11 and the bottom side column 12 buckling and becoming unstable in the height direction during a collision.

[0049] It should be noted that the length direction refers to the direction perpendicular to the width direction and height direction of the rail vehicle, that is, the front and rear direction of the rail vehicle; the height direction refers to the direction perpendicular to the width direction and length direction of the rail vehicle, that is, the up and down direction of the rail vehicle.

[0050] One end of the third connecting column 16 connects to the intersection of the first connecting column 14 and the second connecting column 15, and the other end connects to the base column 12. This transfers the forces acting on the second and first connecting columns 15, 14 to the base column 12, reducing the risk of buckling failure of the first and second connecting columns 14, 15 due to excessive load. Furthermore, multiple triangular regions are formed between the third connecting column 16, the first connecting column 14, the second connecting column 15, and the base column 12. Leveraging the strong stability of triangles, this improves the stability of the energy-absorbing skeleton 1 and enhances its energy absorption performance.

[0051] Furthermore, reinforcements 4 are provided at the intersections of the first, second, and third connecting columns 14, 15, and 16; reinforcements 4 are provided at the connections between the first and second connecting columns 14, 15 and the connecting beam 13; and reinforcements 4 are provided at the connections between the second and third connecting columns 15, 16 and the bottom column 12. It can be understood that reinforcements 4 increase the connection strength at the intersections, thereby improving the structural strength of the energy-absorbing frame 1.

[0052] In some embodiments, referring to FIG. 5 , first connecting columns 14 on each side horizontally connect the upper end of the airtight wall 10 to the connecting beam 13. It will be appreciated that, based on the principle that force is transmitted along the shortest path, the force acting on the airtight wall 10 is transmitted from the first connecting columns 14 to the connecting beam 13, and then to the rail vehicle frame via the connecting beam 13. The first connecting columns 14 and connecting beam 13 partially absorb the force acting on the airtight wall 10, reducing the force acting on the window columns 11 and bottom side columns 12 and improving the energy absorption performance of the energy-absorbing frame 1.

[0053] One end of the first connecting column 14 is connected to the upper end of the airtight wall 10, which improves the stability of the airtight wall 10 in the length direction, reduces the risk of the airtight wall 10 rotating around the intersection of the airtight wall 10 and the bottom side column 12 and losing stability during a collision, and improves the structural rigidity of the energy-absorbing frame 1.

[0054] In some embodiments, referring to FIG5 , each side's bottom column 12 intersects with the airtight wall 10. Each side's second connecting column 15 obliquely connects this intersection to the connecting beam 13. The distance between each side's second connecting column 15 and the bottom column 12 gradually increases from the airtight wall 10 toward the connecting beam 13. This creates multiple triangular areas between the second connecting column 15, the first connecting column 14, the third connecting column 16, the connecting beam 13, and the bottom column 12. Leveraging the strong stability of triangles, this improves the stability of the energy-absorbing skeleton 1 and enhances its energy-absorbing performance.

[0055] In some embodiments, referring to FIG5 , the second connecting post 15 is a single-piece post, and the first connecting post 14 is divided into two sections, with the two sections of the first connecting post 14 connected to either side of the second connecting post 15. This allows the first connecting post 14 and the second connecting post 15 to be coplanar at their connection, effectively reducing out-of-plane bending moments caused by out-of-plane protrusions and minimizing the risk of multi-directional forces acting on the first connecting post 14 and the second connecting post 15 during connection.

[0056] In some embodiments, referring to FIG1 and FIG6 , the energy-absorbing frame 1 further includes a bolster 17 and a window side beam 18. The bolster 17 connects the bottom side columns 12 on both sides, and the window side beam 18 connects the window uprights 11 on both sides. It is understood that the bolster 17 provides lateral support in the width direction for the bottom side columns 12 on both sides, thereby reducing the slenderness ratio of the bottom side columns 12, improving the structural strength of the bottom side columns 12 in the length direction, and also reducing the risk of the bottom side columns 12 buckling and failing in the width direction during a collision. The window side beam 18 provides lateral support in the width direction for the window uprights 11 on both sides, thereby reducing the slenderness ratio of the window uprights 11, improving the structural strength of the window uprights 11 in the length direction, and also reducing the risk of the window uprights 11 buckling and failing in the width direction during a collision.

[0057] It should be noted that the width direction refers to the direction perpendicular to the length direction and the height direction of the rail vehicle, that is, the left and right direction of the rail vehicle.

[0058] In some embodiments, referring to FIG. 1 , a coupler energy-absorbing device 20 includes a coupler 201, a fixing structure 202, and an energy-absorbing element 203. The fixing structure 202 is used to secure the coupler 201 and the energy-absorbing element 203 to the airtight wall 10. The energy-absorbing element 203 extends through the airtight wall 10 and rearward to the bolster 17. In this way, the bolster 17 can provide support for the energy-absorbing element 203 during a collision, allowing the energy-absorbing element 203 to fully utilize its collision energy absorption performance.

[0059] It should be noted that the airtight wall 10 is provided with an installation groove 101 a in the installation area 101 of the coupler energy absorbing device 20 , and the energy absorbing element 203 passes through the installation groove 101 a and extends backward to the bolster 17 .

[0060] Furthermore, the wall thickness within the installation area 101 is smaller than the wall thickness outside the installation area 101. This allows the coupler energy absorbing device 20 to break away from its fixed connection with the airtight wall 10 after being subjected to a large impact force, thereby limiting the maximum impact force transmitted by the coupler energy absorbing device 20 to the airtight wall 10 and maximizing the energy absorption performance of the coupler energy absorbing device 20.

[0061] For example, the energy absorbing element 203 is a rear-mounted crush tube. In this way, when the energy absorbing element 203 is subjected to a large impact force, it absorbs the large collision energy by crushing the rear-mounted tube, thereby increasing the stability and reliability of the coupler during the crushing energy absorption process.

[0062] In some embodiments, referring to FIG6 , the energy-absorbing frame 1 further includes traction beams 19 . Two traction beams 19 are disposed on either side of the energy-absorbing element 203 , with each traction beam 19 connecting the airtight wall 10 and the bolster 17 . Thus, the two traction beams 19 enhance the longitudinal structural strength of the airtight wall 10, reduce the impact of the rearward movement of the coupler energy-absorbing device 20 under significant impact forces on the airtight wall 10, and thus enhance the structural strength of the energy-absorbing frame 1 . Furthermore, the traction beams 19 on both sides enable the energy-absorbing element 203 to collapse in the direction of the traction beams 19 when subjected to impact forces, fully maximizing the energy-absorbing performance of the energy-absorbing element 203 .

[0063] In some embodiments, referring to FIG. 3 , the anti-climbing energy absorbing device 21 includes an anti-climbing plate 211 , two of which are arranged on either side along the width direction. The anti-climbing plates 211 of the anti-climbing energy absorbing devices 21 on either side have a parallelogram cross-section, and the distance between the anti-climbing plates 211 and the coupler energy absorbing device 20 gradually increases as the height direction increases. It will be appreciated that the distance between the anti-climbing plates 211 and the coupler energy absorbing device 20 gradually increases as the height direction increases, thereby increasing the available space between the anti-climbing energy absorbing devices 21 on either side and the coupler energy absorbing device 20, reserving as much equipment installation space as possible and improving the space utilization between the various components of the energy absorbing device 2.

[0064] The present application also provides a rail vehicle, as shown in FIG7 , including any of the aforementioned collision energy absorbing structures, the collision energy absorbing structure being disposed at one end of the rail vehicle along its length. Because the rail vehicle utilizes all of the technical solutions of the aforementioned embodiments, it at least exhibits the corresponding beneficial effects brought about by the technical solutions of the aforementioned embodiments, which will not be detailed here.

[0065] In some embodiments, please refer to Figure 7, the rail vehicle also includes a streamlined mask 5, a fairing 6 and an opening and closing mechanism 7. The streamlined mask 5 is used to wrap the above-mentioned collision energy absorbing structure. The fairing 6 is arranged on the streamlined mask 5 and is located at the front end of the coupler energy absorbing device 20. The opening and closing mechanism 7 is arranged on the airtight wall 10, and the opening and closing mechanism 7 is used to drive the fairing 6 to move to hide or reveal the coupler energy absorbing device 20. Among them, the airtight wall 10 has an opening and closing mounting groove 10b for installing the opening and closing mechanism 7, and the movement trajectory of the opening and closing mechanism 7 and the fairing 6 are more than 30 mm away from the energy absorbing device 2. In this way, when it is necessary to hide or reveal the coupler energy absorbing device 20, sufficient movement space is left for the opening and closing mechanism 7 and the fairing 6.

[0066] The various embodiments / implementations provided in this application can be combined with each other without causing any contradiction.

[0067] The foregoing description is merely a preferred embodiment of the present application and is not intended to limit the present application. Persons skilled in the art will readily appreciate that various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A collision energy absorbing structure for a rail vehicle, characterized in that: include: An energy-absorbing skeleton, the energy-absorbing skeleton comprising an airtight wall, a window column and a bottom side column, two of the window columns and two of the bottom side columns are respectively arranged on both sides of the airtight wall, the window column on each side is connected to the airtight wall and the top frame side beam of the rail vehicle, and the bottom side column on each side is connected to the airtight wall and the bottom frame side beam of the rail vehicle; An energy absorbing device, the energy absorbing device being arranged on the airtight wall; Among them, the energy absorbing device includes a coupler energy absorbing device and multiple anti-climbing energy absorbing devices. The coupler energy absorbing device is arranged on the airtight wall, and the multiple anti-climbing energy absorbing devices are respectively arranged on both sides of the coupler energy absorbing device along the width direction and the upper side along the height direction.

2. The collision energy absorbing structure according to claim 1, characterized in that: The energy-absorbing skeleton also includes a connecting beam, a first connecting column, a second connecting column and a third connecting column respectively arranged on both sides of the airtight wall. The connecting beam on each side connects the window column and the bottom side column, the first connecting column and the second connecting column on each side respectively connect the connecting beam and the airtight wall, the first connecting column and the second connecting column on each side have an intersection, and the third connecting column on each side connects the intersection and the bottom side column.

3. The collision energy absorbing structure according to claim 2, characterized in that: The first connecting column on each side horizontally connects the upper end of the airtight wall and the connecting beam.

4. The collision energy absorbing structure according to claim 2, characterized in that: There is an intersection between the bottom side column and the airtight wall on each side, and the second connecting column on each side is obliquely connected to the intersection and the connecting beam. From the airtight wall to the connecting beam, the distance between the second connecting column on each side and the bottom side column gradually increases.

5. The collision energy absorbing structure according to claim 4, characterized in that: The second connecting column is an integral column, and the first connecting column is divided into two sections, and the two sections of the first connecting column are connected to two sides of the second connecting column.

6. The collision energy absorbing structure according to claim 1, characterized in that: The energy absorbing frame further comprises a bolster and a window side beam, wherein the bolster is connected to the bottom side columns on both sides, and the window side beam is connected to the window columns on both sides.

7. The collision energy absorbing structure according to claim 6, characterized in that: The coupler energy absorbing device comprises a coupler, a fixing structure and an energy absorbing element. The fixing structure is used to fix the coupler and the energy absorbing element to the airtight wall. The energy absorbing element passes through the airtight wall and extends backward to the pillow beam.

8. The collision energy absorbing structure according to claim 7, characterized in that: The energy absorbing frame further comprises a traction beam, wherein two traction beams are arranged on both sides of the energy absorbing element, and the traction beam on each side connects the airtight wall and the pillow beam.

9. The collision energy absorbing structure according to claim 1, characterized in that: The anti-climbing energy absorbing device includes an anti-climbing plate. Two anti-climbing energy absorbing devices are arranged on both sides along the width direction. The cross-section of the anti-climbing plate of the anti-climbing energy absorbing device on both sides is a parallelogram. Along the height direction upward, the distance between the anti-climbing plate and the coupler energy absorbing device gradually increases.

10. A rail vehicle, characterized in that: It comprises a collision energy absorbing structure as claimed in any one of claims 1 to 9, wherein the collision energy absorbing structure is arranged at one end of the rail vehicle along the length direction.

11. The rail vehicle according to claim 10, characterized in that Also includes: A streamlined mask, the streamlined mask is used to wrap the collision energy absorbing structure; A fairing, the fairing being arranged on the streamlined mask and being located at the front end of the coupler energy absorbing device; as well as An opening and closing mechanism, the opening and closing mechanism is arranged on the airtight wall, and the opening and closing mechanism is used to drive the fairing to move so as to hide or reveal the coupler energy absorbing device; Wherein, the distance between the movement trajectory of the opening and closing mechanism and the fairing and the energy absorbing device is more than 30 mm.

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