Modular personnel protection system under the vehicle

Abstract

An airbag module (110) and a rail vehicle having the airbag module (110) are described herein. The airbag module (110) comprises a support flap (120) and an airbag, the rear end of the support flap (120) being pivotably mounted, wherein the airbag module (110) can be switched from a closed state to an open state by pivoting the support flap (120), the airbag being folded in the closed state of the airbag module (110) and being deployed in the open state of the airbag module (110), so that the deployed airbag and the support flap (120) together provide collision protection for a person on a track (200). Furthermore, a rail vehicle having one or more airbag modules (110) is described.

Description

Technical Field

[0001] The invention relates to a modular passenger protection device for fastening to the underside of a rail vehicle. Background Art

[0002] Collisions between rail vehicles and people (pedestrians) often have fatal consequences for the people. In many cases, pedestrians are pinned under the rail vehicle after the collision, where they can be seriously injured because the underside of a rail vehicle often presents a high risk of injury due to sharp and unprotected edges. Airbags are known as a primary protective measure due to their many uses in the automotive industry; however, even though several documents have been published on the use of personal protection measures using airbags in rail vehicles, they have so far been rarely used in the rail vehicle industry.

[0003] Most of the concepts are based on two principles: on the one hand, using a protective device to protect people who have been partially crushed or have not yet been crushed from additional collisions with the underbody structure and / or on the other hand, to prevent people who have already been crushed from moving further toward the rearward structure in the direction of travel, specifically in the direction of the train wheels.

[0004] Thus, documents DE 148622 C, DE 166218 C, DE 255173 C, EP 2 995 508 A1 and WO 2018 / 019540 A1 are known, which disclose soft structures such as nets, planes or airbags that are opened or stretched out on the front of the vehicle. These soft structures are designed to prevent pedestrians from being run over in the direct area of ​​the front of the vehicle, that is, the effective protection area is the area at the front of the rail vehicle. Therefore, the soft structure is guided by a more solid structure.

[0005] On the other hand, documents GB 1902 07793 A, DE 121019 C and WO 2014 / 140074 A1 are known, which disclose devices that can be deployed or extended from below. These are arranged under the vehicle floor and behind the front of the vehicle, respectively, so that the devices can prevent people who have been run over from reaching or hitting structures located further back.

[0006] DE 148622 C describes a protective device on a tram. This protective device has a catch net as a protective mechanism, which is guided in a more rigid structure, wherein the catch net can be deployed after a tram collision. This protective device is therefore arranged in front of the tram.

[0007] From DE 166218 C a tram protection device is known which is triggered by an obstacle and then jumps forward in order to be able to grab the obstacle by means of a catch device.

[0008] DE 255173 C describes a protective device for trams, which has containers that are filled with compressed air under the platform and can be moved around hinges, which are each connected to an elastic bag (protective pad). After an obstacle hits the elastic bag, the affected container moves backwards, which allows the compressed air to flow into the corresponding elastic bag.

[0009] A vehicle with a protective device for the front section is known from EP 2 995 508 A1. This protective device comprises a bumper arranged on the front side of the vehicle, wherein in the event of a collision or an obstacle, a flap of the bumper opens toward the bottom of the vehicle, wherein the flap has a protective surface. In addition, the protective device has a cover arranged on the front side of the vehicle, which can be switched from a closed position to an open position, wherein the cover has a first component for absorbing impact energy and which can be expanded due to expansion.

[0010] WO 2018 / 019540 A1 describes a personal protection device for a vehicle with a front fairing arranged in front of elements with a risk of injury. This front fairing has a two-part frame and an elastic tarpaulin, wherein the lower frame part is connected to the upper frame part in an articulated manner.

[0011] GB 1902 07793 A shows a carriage arranged under a rail vehicle, with a trigger mechanism mounted upstream thereof, which carriage is able to accommodate a person who has been run over.

[0012] DE 121019 C describes a protective device which is arranged on the underside of a rail vehicle and has a protective wall which extends across the width of the rail and which, after being triggered, falls onto the rail, thereby raising the front end of the rail vehicle.

[0013] WO 2014 / 140074 A1 discloses a safety device for protecting a person, which is arranged under a vehicle frame and has two functional elements. The second functional element is fixed to the first functional element and corresponds to a braking device, which can have an airbag. The first functional element corresponds to a deflector device, which can be used to prevent a person who has been partially crushed from moving further under the vehicle in the direction of the wheel.

[0014] Disadvantages of existing technology

[0015] A disadvantage of a protective device arranged at the front of a rail vehicle and having an airbag is that the front of the vehicle is extremely rigid. As a result, a "trampoline" effect may occur, in which a person is ejected, even in a somewhat silent manner, and may suffer additional injuries.

[0016] If the airbags under the rail vehicle are in contact with the rails for a longer period of time, they may be torn. For example, the time period between initiating the braking process of the rail vehicle and stopping the rail vehicle may be sufficient to cause serious damage to the airbags.

[0017] question

[0018] Therefore, an object of the present invention is to provide a protection device, in particular an airbag module for a rail vehicle, and a rail vehicle capable of improving personal safety. Summary of the invention

[0019] This problem is solved by an airbag module. Furthermore, the object is achieved by a rail vehicle. By the subsequent description and additional embodiments, modifications and improvements.

[0020] According to one embodiment, an airbag module is provided for fixing on the underside of a rail vehicle between a rail vehicle and a track. The airbag module comprises a bracket for fixing the airbag module on the underside of the rail vehicle. The airbag module further comprises a support flap having a front end and a rear end, the rear end of the support flap being pivotably mounted by means of a pivot bearing, wherein the airbag module can be transferred or switched from a closed state to an open state by pivoting the support flap, and the front end of the support flap is thereby moved toward the track. Furthermore, the airbag module comprises a guide element arranged at the front end of the support flap and for contacting the track in the open state of the airbag module, and an airbag fixed to the support flap and the bracket, the airbag being folded in the closed state of the airbag module and being unfolded in the open state of the airbag module, and in the unfolded state the airbag protrudes beyond the front end of the support flap, so that the unfolded airbag and the support flap together provide collision protection for a person on the track.

[0021] Track comprises the entire ground surface beneath the rail vehicle and therefore includes the rails and the substrate immediately adjacent to and between the rails.

[0022] The airbag is deployed in the opened state of the airbag module and is therefore preferably filled with natural gas, so that the airbag acts as collision protection for people on the track. And, in the case of the airbag module in the opened state, the airbag is not filled, but partially or completely slack, for example because of damage caused by sharp objects on the track, the cover of the airbag additionally acts as safety protection for the person, i.e. the airbag acts as a protective net. This is convenient because the airbag is fixed at multiple locations, in particular at the support flap and the bracket. Therefore, after a collision with a person, the airbag cannot move backwards and cannot "slide" out of the collision area with the person. The airbag, which is preferably fixed at multiple locations, spans the opening of the airbag module facing forward. This opening is formed between the bracket and the support flap pivoted downward toward the track. The collision area, i.e. the area where the person who has been crushed is safely held by the airbag module, is thus kept in front of or in the area of ​​the airbag module and thus in front of the area located further back in the direction of travel.

[0023] In the deployed state of the airbag module, the support flap, which is held at the rear end by means of a pivot bearing, is pivoted downwards in the direction of travel towards the rail and is thus tilted upwards towards the rear. The support flap thus forms a support surface for the airbag, which is located behind the airbag in the direction of travel. The airbag is therefore unable to slide "backwards" due to the support flap and can therefore catch a person, in particular in the inflated state, and in combination with the support flap, prevent the person from moving further under the moving rail vehicle. In particular, when the airbag module is arranged in front of the front wheel in the direction of travel, contact between the person and the wheel can be safely prevented.

[0024] In one embodiment, the airbag is fixed to the bracket and the support flap in such a way that the attachment part is as far back as possible relative to the front end of the inflation end of the airbag and is therefore removed from the area of ​​possible collision with a person.

[0025] Since the airbag is attached to the support flap and the bracket, this provides support of the airbag to the rear end of the airbag module, for example, in the direction of travel of the rail vehicle. In the deployed state of the airbag module, when the airbag is deployed, a person who has been crushed is prevented from sliding over the structures located at the rear, moving to the other side of these structures, or moving closer to these structures. In the case where the airbag module is in the deployed state but the airbag is not filled but partially or completely relaxed, a person who has been crushed is prevented from sliding over the structures located at the rear, moving to the other side of these structures, or moving closer to these structures.

[0026] In one embodiment, the airbag is fastened to the carrier by means of at least one attachment element and to the support flap by means of at least one second attachment element.

[0027] According to one embodiment, the airbag module can contact the rail in the deployed state, i.e. the support flap pivoted downwards can directly or indirectly contact the rail. In this way, there is no gap or only a small gap between the rail and the airbag module, thereby forming the largest possible protection zone for people on the rail. Since the support flap is pivoted downwards substantially completely, the entire space between the underside of the vehicle and the rail is available for deploying the airbag and catching people in an accident.

[0028] Since the airbag protects the person in the deployed state of the airbag module, the airbag module not only protects the person in the event of a crash, but also for a significantly longer period of time, for example until the rail vehicle comes to a standstill, when the deployed airbag is filled with natural gas and when the deployed airbag is only partially filled or completely deflated.

[0029] According to one embodiment, the guide element can contact the rail in the open state of the airbag module. Usually, only the guide element contacts the rail and keeps the front end of the support flap at a distance from the rail. For example, damage to the support flap can be prevented in this way.

[0030] The guide element arranged on the front end of the support flap serves to guide the support flap and the airbag over obstacles on the track (if such corresponding obstacles exist). The guide element usually protrudes beyond the front end of the support flap, so that when the rail vehicle moves in the direction of travel, the guide element contacts the obstacle before the obstacle can contact the support flap. Due to the suitable configuration of the guide element, it can slide or roll over the obstacle during the continued movement of the rail vehicle and thus lift the front end of the support flap towards the support, i.e. in the vertical direction. As a result, the stable and relatively rigid support flap can be prevented from hitting the obstacle. As a result, the opening angle α between the support and the support flap is reduced to a certain extent. If the guide element is not provided, the front end of the support flap may collide with a potential obstacle and may be damaged.

[0031] According to one embodiment, the guide element is designed to be elastic, in particular in the vertical direction, so that it can yield and bend upwards when it hits an obstacle. In this way, it is ensured that the impact energy acting on the guide element and therefore also on the support flap does not cause damage, in particular to the support flap.

[0032] In one embodiment, the guide element can be designed in the shape of a skid, which is suitable for guiding the support flap and the airbag over potential obstacles. The skid can thus in particular have a front end which is curved or inclined upwards. If the rail is smooth, the front region of the skid, which for example forms a curve, contacts the rail; however, not with its frontmost tip. For example, the frontmost tip is curved or inclined upwards. During movement of the rail vehicle in the direction of travel, the region, which is curved or inclined upwards, for example, contacts an obstacle at its bottom side. Due to the upwardly extending shape, this region can easily slide over the obstacle, wherein the elastic configuration of the skid further promotes this sliding.

[0033] In another embodiment, the guide element may comprise at least one wheel, wherein the wheel is adapted to roll on a track and can be used to guide the support flap and the airbag over potential obstacles. Thus, the guide element is designed so that the risk of injury to a person is as low as possible. The wheel is adapted to be mounted on the front end of the support flap. During movement of the rail vehicle in the direction of travel, the wheel rolls on the track. In this case, as in the case of the skid, the support flap does not necessarily have to touch the track. If the wheel touches an obstacle, it can roll over the obstacle, thereby lifting the support flap.

[0034] The airbag module is adapted to different distances between the underside of the rail vehicle and the track, since the rear end of the support flap is pivotably mounted by means of a pivot bearing. Since the support flap is pivotably mounted, the airbag module is advantageously adapted to adapt itself in the opened state to different distances between the underside of the rail vehicle and the track, for example during travel. The airbag module is configured to adapt the opening angle α between the support and the support flap when the spacing between the underside of the rail vehicle and the track changes. In other words, the airbag module is configured to adapt the height of the airbag module in the opened state. The height of the airbag module is defined as the extension of the airbag module perpendicular to the upper side of the support, wherein the upper side of the airbag module is intended for fastening to the rail vehicle. Since the airbag module can adapt to the changing distance between the underside of the rail vehicle and the track, variability is achieved with regard to the composition of the track and / or the base, wherein the airbag module is particularly suitable for use on tracks with closed spaces between the rails, and also for the presence of sleepers, wherein the base between the rails can be lower than the upper edge of the rails.

[0035] According to one embodiment, the support flap is substantially parallel to the support in the closed state of the airbag module and / or the support flap has an angle (opening angle) α of 30° to 80° with the support.

[0036] According to a further embodiment, the airbag module has a height of at most 80 mm in its closed state. Due to the smaller dimensions and lower mass of the airbag module, the outlay for attachment to the underside of the rail vehicle is significantly reduced compared to protective devices known from the prior art. The length and width of the airbag module can be determined flexibly based on the technical characteristics of the rail vehicle or the composition of the track. The length of the airbag module is the extension from the front end of the airbag module to the rear end of the airbag module, while the width of the airbag module is the extension of the airbag module perpendicular to the height and length.

[0037] According to one embodiment, the rear end of the support flap is pivotably mounted on the bracket by means of a pivot bearing. The bracket is thus connected to the rear end of the support flap via the pivot bearing. This contributes to a compact design of the airbag module. In addition, the airbag module can be easily fixed on the underside of the rail vehicle, since the bracket supports the entire airbag module.

[0038] According to one embodiment, the support comprises a storage unit which opens towards the support flap and is closed by the support flap in the closed state of the airbag module. The storage unit together with the support flap forms a receptacle into which the airbag is inserted. The receptacle serves to protect the folded airbag from environmental factors in the closed state of the airbag module.

[0039] The support flap may comprise a frame and a cover, wherein the pivot bearing is arranged at the rear end of the frame. The frame provides sufficient stability for the support flap, while the cover, which is a flat object, serves as a support surface for the airbag in the open state of the airbag module on the one hand and as a cover for the storage unit in the closed state of the airbag module on the other hand. The cover protects the folded airbag from environmental factors in the closed state of the airbag module and supports the airbag after deployment.

[0040] In one embodiment, the airbag module comprises a gas pressure device for rapidly filling the airbag during deployment of the airbag module. The gas pressure device may be connected to the bracket and fixed to the bracket.

[0041] According to one embodiment, in the closed state of the airbag module, the support flap is fixed in its front end region by a releasable locking member. The locking member is releasable for releasing the support flap and for switching (or transferring) the airbag module to the open state. According to one embodiment, the locking member can be configured to trigger a rapid filling of the airbag by the gas pressure device. In particular, the releasable locking member can be configured in such a way that the support flap is released within a maximum of 20 ms.

[0042] When the support flap has been released by the locking member, the support flap can be transferred or switched to the open state due to its own dead weight. For example, the airbag module can additionally have a spring device. The spring device can be stretched when the support flap is fixed, wherein after the locking member releases the support flap, the spring device can quickly pivot the support flap to open the airbag module. Due to the presence of the spring device, the duration required for the transfer or switching from the closed state to the open state can advantageously be greatly reduced.

[0043] The airbag module is suitable for installation or attachment on a plurality of different rail vehicles. In particular, the airbag module is suitable for retroactive installation or attachment on a plurality of existing rail vehicles, even in the case of rail vehicles with very different geometries.

[0044] Therefore, the support flap can fulfill multiple functions, specifically: a) the support flap can be used as a protection for the folded airbag in the closed state of the airbag module; b) the support flap is used to fix the airbag; c) in the open state, the support flap is used to support the airbag in the rear end direction of the airbag module. The support flap corresponds to a "support structure" in functions a) and b) and acts as a "holding device" in function c).

[0045] According to one embodiment, a rail vehicle is provided, comprising an airbag module according to any of the preceding embodiments, wherein the airbag module is fixed to the underside of the rail vehicle between the rail vehicle and the track.

[0046] According to one embodiment, the airbag module is fixed to the rail vehicle in such a way that, in the closed position, the airbag module does not protrude beyond the front end and / or the sides of the rail vehicle. For example, in the closed position, the airbag module does not protrude beyond the front end of the rail vehicle nor beyond the sides of the rail vehicle. In this way, the risk of injuries to persons (passers-by) at the airbag module is reduced, in particular in the event of a collision between a person and the rail vehicle.

[0047] The rail vehicle may comprise a plurality of airbag modules. Advantageously, each airbag module can be fixed individually and independently relative to the other airbag modules on the rail vehicle. In particular, the airbag modules do not require any common structure, such as a common bracket or support structure. In this way, the workload is significantly reduced in the event of maintenance and / or installation, conversion or removal of the airbag module, in particular relative to rail vehicles comprising a plurality of safety devices, which comprise a common bracket or support structure.

[0048] Since the airbag module can be designed as an independent module, there is a large variability with respect to the number of airbag modules required for a rail vehicle. The airbag module according to the disclosure facilitates a free selection of the number of airbag modules based on technical characteristics, in particular the width of the vehicle.

[0049] In one embodiment, a rail vehicle comprises at least two airbag modules as described herein. The rail vehicle defines a travel direction. When viewed in the travel direction, the two airbag modules are laterally adjacent and are arranged on different sides of the rail vehicle relative to a centerline of the rail vehicle. This embodiment may be advantageous, in particular, in cases where the rails of the track do not extend above the substrate, for example, in cases where the rails are embedded in the substrate, or in cases where closed spaces exist between the rails.

[0050] In another embodiment, a rail vehicle comprises at least three airbag modules as described herein. A first airbag module is fixed to the rail vehicle in such a manner that it is located between the rails when viewed in the direction of travel. A second airbag module is fixed to the rail vehicle in such a manner that it is located to the left of the left rail when viewed in the direction of travel. Furthermore, a third airbag module is fixed to the rail vehicle in such a manner that it is located to the right of the right rail when viewed in the direction of travel. This embodiment is particularly advantageous in the presence of sleepers, wherein the base close to the rail can be lower than the upper edge of the rail. Since the three airbag modules are located between the rails or at the side of the rails, the three airbag modules can respectively contact the rails, in particular, the airbag modules can contact the base, thereby preventing a person who has been run over from sliding over the structures located behind, moving to the other side of these structures, or moving closer to these structures.

[0051] In another embodiment, a rail vehicle comprises at least four airbag modules as described herein. A first airbag module and a second airbag module are fixed to the rail vehicle in such a manner that they are located between the rails when viewed in the direction of travel. A third airbag module is fixed to the rail vehicle in such a manner that it is located to the left of the left rail when viewed in the direction of travel. Furthermore, a fourth airbag module is fixed to the rail vehicle in such a manner that it is located to the right of the right rail when viewed in the direction of travel. This embodiment is particularly advantageous in the presence of sleepers, wherein the base close to the rail can be lower than the upper edge of the rail. Since the four airbag modules are located between the rails or at the side of the rails, the four airbag modules can each contact the rails, in particular, the airbag modules can contact the base, thereby preventing a person who has been run over from sliding over the structures located behind, moving to the other side of these structures, or moving closer to these structures.

[0052] In addition to the number of airbag modules fastened to the rail vehicle, the respective position of the airbag modules on the underside of the rail vehicle can also be freely selected. Specifically, when viewed in the direction of travel, at least one airbag module can be fastened offset relative to another airbag module. For example, in the case of a coupling element arranged in the front region of the rail vehicle, it may be advantageous to fasten the airbag module, which is located, for example, between the rails, offset toward the rear on the rail vehicle. The position of the airbag module can thus be variably adapted to the composition of the track and the technical characteristics of the rail vehicle.

[0053] In addition to the number of airbag modules fastened to the rail vehicle and the respective positions of the airbag modules on the underside of the rail vehicle, the orientation of the airbag modules relative to the underside of the rail vehicle can also be freely selected. In particular, at least one airbag module may not be parallel to one of the other airbag modules. For example, it may be advantageous if an airbag module arranged next to a rail has a different orientation relative to the underside of the rail vehicle than an airbag module located between the rails.

[0054] In summary, on the one hand, the length of the airbag module and / or the width of the airbag module can be freely selected; on the other hand, the number of airbag modules and / or the orientation of the airbag modules relative to the underside of the rail vehicle and / or the position of the airbag modules on the underside of the rail vehicle can be freely determined. Due to the modularity of the solution according to the invention, a non-linear arrangement of the airbag modules on the underside of the rail vehicle is possible. A plurality of airbag modules can be arranged on the underside of the rail vehicle along a convex or concave curve, by which means the danger zone of the rail vehicle can be covered and the front end of the airbag module can be arranged in a preferred, freely predefined area.

[0055] According to one embodiment, a rail vehicle has an obstacle position detection system configured to detect an obstacle and detect the position of the obstacle. In the presence of multiple airbag modules, the rail vehicle according to the present disclosure may be configured to selectively transfer or switch one or more of the airbag modules to an open state based on the position of the obstacle transmitted by the obstacle position detection system. The obstacle position detection system combined with the selective triggering of the airbag modules can advantageously reduce maintenance and / or replacement costs because not all airbag modules mounted on the rail vehicle may need to be transferred or switched to an open state. Airbag modules that are not transferred or switched to an open state can still operate without having to be repaired and / or replaced. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The invention will be described in more detail below by means of examples, which do not limit the scope of protection defined by the claims.

[0057] The accompanying drawings illustrate the embodiments and, together with the description, serve to explain the principles of the present invention. The elements of the drawings are relative and not necessarily drawn to scale. Like reference numerals refer to similar parts accordingly.

[0058] Figure 1 A side view of a rail vehicle is shown according to one embodiment.

[0059] Figure 2A and 2B A side view of a portion of an airbag module is illustrated according to one embodiment.

[0060] Figure 3A An airbag module according to one embodiment is shown in a closed state.

[0061] Figure 3B , 3C 3D and 3E illustrate a spring device of an airbag module according to one embodiment.

[0062] Figure 4A A view from below of an airbag module according to one embodiment is shown.

[0063] Figure 4B A side view of an airbag module in a closed state is shown according to one embodiment.

[0064] Figure 4C A side view of an airbag module in a deployed state is shown according to one embodiment.

[0065] Figure 4D A side view of an airbag module in a deployed state is shown according to one embodiment.

[0066] Figure 5 A side view of a portion of an airbag module in a deployed state is shown according to one embodiment.

[0067] Fig. 6A and 6B A side view of an airbag module in a deployed state is shown according to one embodiment.

[0068] Fig. 7A , 7B 7C illustrate the operation of an airbag module according to one embodiment in the presence of an obstacle.

[0069] Figure 8 A side view of a rail vehicle is shown according to one embodiment.

[0070] Fig. 9A A top view of a rail vehicle including four airbag modules according to one exemplary embodiment is shown.

[0071] Fig. 9B A top view of a rail vehicle including three airbag modules according to one embodiment is shown.

[0072] Fig. 9C A rail vehicle having two airbag modules according to one exemplary embodiment is shown in a top view.

[0073] Fig.10 A portion of an airbag module according to one embodiment is described. DETAILED DESCRIPTION

[0074] Figure 1 The schematic drawing shows a side view of a rail vehicle 100. The rail vehicle comprises an underside, wherein a travel direction is defined during operation of the rail vehicle.

[0075] Figure 2A and 2B A side view of a portion of an airbag module 110 is illustrated in accordance with one embodiment. The airbag module 110 is configured to be secured to the underside of the rail vehicle 100 between the rail vehicle 100 and the track 200 .

[0076] The airbag module 110 comprises a bracket 170 for fixing the airbag module 110 on the underside of the rail vehicle. Furthermore, the airbag module 110 comprises a support flap 120 having a front end and a rear end. The rear end of the support flap can be pivotally mounted by means of a pivot bearing 130. For example, the airbag module 110 can comprise two pivot bearings 130. The rear end of the support flap 120 can thus be pivotally mounted on the bracket 170 by means of the pivot bearing 130.

[0077] The airbag module comprises a closed state and an open state, wherein the closed state is as shown in FIG. Figure 3A and Figure 4A 2, 5 or 6. By pivoting the support flap 120, the airbag module 110 can be switched from the closed state to the open state. By pivoting the support flap 120, the front end of the support flap 120 can be moved toward the track 200.

[0078] In addition, the airbag module includes an airbag 140. The airbag 140 is not depicted in FIG. 2 to avoid cluttering the figure. For example, Figure 4C , 6A 6B respectively show an embodiment of an airbag 140. The airbag 140 is fixed to the airbag module 110. Specifically, the airbag 140 can be fixed to the support flap 120 and / or to the bracket 170. The bracket 170 of the airbag module 110 can include a first attachment 172, such as, for example, Figure 2A The airbag 140 can be fixed to the bracket 170 by means of a first attachment 172. The support flap 120 of the airbag module 110 can include a second attachment 124, such as in Figure 2B The airbag 140 can be fixed to the support flap 120 by means of a second attachment 124 .

[0079] In the closed state of the airbag module 110, the airbag 140 may be folded (not shown). In the open state of the airbag module 110, the airbag 140 may be deployed. For example, in the open state of the airbag module 110, the airbag 140 is filled. For example, Figure 4C 6B. The airbag 140 may also not be filled in the deployed state of the airbag module 110, but may be partially or completely relaxed. The airbag 140 may be partially or completely relaxed, in particular, due to damage to the airbag 140 caused by a sharp object on the track. Figure 4D The airbag 140 is illustrated as being partially or fully deflated.

[0080] In the deployed state, the airbag 140 may extend beyond the front end of the support flap 120 , so that the deployed airbag 140 and the support flap 120 together provide collision protection for a person on the track 200 .

[0081] In one embodiment, the airbag 140 includes a housing. The housing may be made of a plastic material. The housing is used to protect the airbag 140 from being damaged by obstacles, specifically, from being damaged by friction with the obstacle 300. The housing may partially or completely enclose the airbag 140.

[0082] According to one embodiment, the support 170 may include a storage unit 171 that opens toward the support flap 120, and the storage unit 171 is not limited to Figure 2B . In the closed state of the airbag module 110, the storage unit 171 can be closed by the support flap 120 and form a receptacle. The airbag 140 can be inserted into the receptacle. The receptacle serves to protect the folded airbag 140 from environmental factors in the closed state of the airbag module 110. Furthermore, the storage unit 171 may comprise a seal. The seal serves to increase the protection of the folded airbag. The storage unit 171 can be a section of the support 170 and thus form an integrated unit; the storage unit 171 can also be a separate feature, in which case the storage unit 171 is fixed to the support 170, for example, screwed to the support.

[0083] According to one embodiment, the support flap 120 may include a frame 126, and the pivot bearing 130 is arranged at the rear end of the frame 126. The support flap 120 may include a cover plate 123, and the cover plate 123 may be supported by the frame 126. For example, in Figure 2A and 2B 1 shows an embodiment of a frame 126 and a cover 123. The cover 123 advantageously serves to protect the folded airbag 140 from environmental factors in the closed state of the airbag module 110. Alternatively, the support flap 120 can also comprise a composite structure formed by the cover. The cover 123 can be a section of the support flap 120 and thus form an integrated unit; the cover 123 can also be a separate feature, in which case the cover 123 is fixed to the support flap 120, for example screwed to the support flap 120. The cover 123 can be made of a lightweight material, for example of a plastic material or of a composite material.

[0084] In one embodiment, the airbag module 110 includes a gas pressure device 150 for quickly filling the airbag during deployment of the airbag module. The gas pressure device 150 may be connected to the bracket 170. The gas pressure device 150 may include at least one gas cylinder. Figure 2A A portion of a gas pressure device 150 is described, wherein Figure 2A The embodiment of the gas pressure device 150 depicted in comprises two gas cylinders. Furthermore, the gas pressure device 150 may comprise at least one pressure reducer which can be connected to the gas cylinders. In addition, the pressure reducer may also be connected to the airbag 140. The gas pressure device 150 may comprise at least one valve, wherein the valve may be arranged between the gas cylinder and the pressure reducer or between the pressure reducer and the airbag. In the closed state of the airbag module 110, the valve may be closed. After opening the airbag module 110, the valve may be opened, by which means the airbag 140 can be quickly filled. Alternatively, the gas cylinder may comprise a valve, which may be closed in the closed state of the airbag module 110 and which may be open during opening of the airbag module 110, by which means the airbag 140 can be quickly filled.

[0085] According to one embodiment, in the closed state of the airbag module 110 , the support flap 120 is substantially parallel to the bracket 170 , and / or in the open state of the airbag module 110 , the support flap 120 has an opening angle α of 30° to 80° with respect to the bracket 170 . Figure 5 The opening angle α is described in FIG.

[0086] According to another exemplary embodiment, the airbag module 110 has a height of at most 80 mm in its closed state. The length and width of the airbag module 110 can be determined flexibly based on the technical characteristics of the rail vehicle 100 or the composition of the track 200 .

[0087] The airbag module 110 comprises guide elements 121, 122 arranged on the front end of the support flap 120. The front end of the support flap 120 can contact the rail 200 in the open state of the airbag module 110. The guide elements 121, 122 can be designed to be elastic in the vertical direction. The guide elements 121, 122 are not depicted in FIG. 2 in order not to clutter the figure. Figure 4B , 4C 5 illustrate embodiments of the guide elements 121 , 122 .

[0088] According to a further embodiment, the supporting flap 120 may include a foot 125 which may contact the rail 200 in the unfolded state of the airbag module 110 . Figure 4C and 4D An embodiment of the support foot 125 is described.

[0089] In one embodiment, the guide elements 121, 122 are skids 121. The skids 121 may thus particularly comprise a front end that is bent or inclined upwards. For example, the frontmost tip is bent or inclined upwards. The skids 121 are suitable for guiding the support flap 120 and the airbag 140 over a potential obstacle 300. For example, in Figure 4B The sled 121 is illustrated in FIG. The sled 121 may have a low thickness and may be elongated. For example, the sled 121 is configured to be elastically deformed when in contact with an obstacle.

[0090] In another embodiment, the guide elements 121, 122 are wheels 122, wherein the wheels 122 are adapted to roll on the track 200 and can be used to guide the support flap 120 and the airbag 140 over potential obstacles. Figure 5 The wheel 122 is illustrated in FIG.

[0091] According to one embodiment, in the closed state of the airbag module 110 , the support flap 120 is fixed in its front end region by means of a releasable locking member 173 . Fig.10. The locking member 173 may be releasable for releasing the support flap 120 and for switching the airbag module 110 to the open state. According to one embodiment, the locking member 173 may be configured to trigger a rapid filling of the airbag 140 by the gas pressure device 150. According to one embodiment, the locking member 173 may be configured to open at least one valve of the gas pressure device 150. The releasable locking member 173 may include an element fixed to the bracket 170 and fixing the support flap 120 in the closed state. In addition, the locking member 173 may include a quick lock release mechanism, which can quickly release the mechanical connection between the bracket 170 and the support flap 120, wherein the support flap 120 can be released. In one embodiment, the locking member 173 may include an electromagnetic locking member, wherein the electromagnet may be fixed to the bracket 170 and the passive magnet may be fixed to the support flap 120. In another embodiment, the locking member 173 may include a cutting device, wherein the cutting device may include a mechanical connection between the bracket 170 and the support flap 120 and a cutting element, wherein the cutting element can be quickly moved toward the mechanical connection, wherein the mechanical connection can be cut. In another embodiment, the locking member 173 may include an electromechanical locking member, wherein the support flap 120 may include a hook, and the bracket 170 may include a latch that can be moved electromechanically.

[0092] When the support flap 120 has been released by the locking member 173, the support flap 120 can be switched to the open state due to its own dead weight. Advantageously, the airbag module 110 can further include a spring device 160. The spring device 160 can be stretched when the support flap 120 is fixed, wherein after the locking member 173 releases the support flap 120, the spring device 160 can quickly pivot the support flap 120 to open the airbag module 110.

[0093] exist Figures 3A to 3E Schematically depicting an embodiment of the spring device 160. The spring device 160 can be fixed to the front end of the support flap 120 (for example, as in Figure 3A ), specifically by welding the spring device 160 to the support flap 120. The spring device 160 may include a U-shaped (e.g., as in Figure 3D and 3E ), particularly when the spring device 160 is not stretched or elastically deformed. The spring device 160 may be elastically deformable. Specifically, when the airbag module 110 is in the closed state, the spring device 160 may be elastically deformed (e.g., as in Figure 3B and 3C ). Due to the presence of the spring device 160, the duration required to switch from the closed state to the open state can be advantageously greatly reduced. Figure 3A 1 , the spring device 160 is depicted in such a manner that the spring device 160 does not protrude into the bracket, and this should not be understood as limiting the arrangement of the spring device 160 in the airbag module 110 .

[0094] Figure 4C and 4D FIG. 1 shows a side view of an airbag module 110 in an open state according to one embodiment. In this case, Figure 4C The airbag 140 is shown filled, while Figure 4D The partially or completely deflated airbag 140 is shown. By securing the airbag 140 to the bracket 170 and the support flap 120, the airbag 140 may not "slide" out of the impact area with the person. This is true for both a filled airbag 140 and a partially or completely deflated airbag 140. Figure 4C and 4D It can be seen that the airbag 140 is fixed to the bracket 170 and the support flap 120 in such a way that the attachment is substantially moved out of the area where a collision with a person may occur. For example, the airbag 140 can be extended in the direction of the track 200 so that the airbag 140 contacts the track 200 to form the largest possible protection area for a person on the track.

[0095] As in Figure 4C and 4D As described in the figure, the airbag 140 is attached to the support flap 120 and the bracket 170 so that the airbag 140 is supported toward the rear end of the airbag module 110, for example, along the travel direction of the rail vehicle 100. In this way, a person who has been run over is advantageously prevented from "slipping over" in the deployed state of the airbag module 110, in which the airbag 140 is deployed.

[0096] Fig. 6A and 6B A side view of an airbag module 110 is shown in a deployed state according to one embodiment. Fig. 6A This shows the airbag module 110 with a small distance between the underside of the rail vehicle 100 and the rail 200, while Figure 6BThe airbag module 110 is shown with a greater distance between the underside of the rail vehicle 100 and the rail 200. For reasons of overview, only a few features of the airbag module 110 are shown. In particular, the feet 125 or the guide elements 121, 122 are not shown, wherein, for example, one of these two features contacts the rail. The airbag module 110 is configured to adapt the opening angle α between the bracket 170 and the support flap 120 to different distances between the underside of the rail vehicle 100 and the rail 200. In other words, the airbag module is configured to adapt the height of the airbag module 110 in the deployed state.

[0097] like Fig. 6A and 6B As described above, the airbag 140 of the airbag module 110 can be fully deployed when the distance between the bottom side of the rail vehicle 100 and the track 200 is relatively large or relatively small. In addition, the airbag module 110 is configured so that a person cannot "slip over" regardless of whether the distance between the bottom side of the rail vehicle 100 and the track 200 is relatively large or relatively small.

[0098] Fig. 7A , 7B 7C illustrate the functioning of an airbag module 110 according to an embodiment in the presence of an obstacle 300 on the track 200, wherein the track 200 itself may have elevations and unevenness, so that a part of the track 200 may also be an obstacle 300. For reasons of overview, only a few features of the airbag module 110 are shown. The guide elements 121, 122 arranged at the front end of the support flap 120 serve to guide the support flap 120 and the airbag 140 over the obstacle 300. In this way, the front end of the support flap 120 can be moved in the direction of the support 170, so that the angle α between the support 170 and the support flap 120 is reduced. If the guide elements 121, 122 were not provided, the front end of the support flap 120 could collide with a potential obstacle 300 and could be damaged.

[0099] According to one exemplary embodiment, a rail vehicle 100 has an airbag module 110 according to one of the preceding exemplary embodiments, wherein the airbag module 110 is fastened to the underside of the rail vehicle 100 between the rail vehicle 100 and the rails 200 .

[0100] The rail vehicle 100 may include a plurality of airbag modules 110. Advantageously, each airbag module 110 may be individually and independently secured relative to the other airbag modules 110 on the rail vehicle 100.

[0101] Figure 8A rail vehicle 100 is described with a plurality of airbag modules 110. In this exemplary embodiment, in the deployed state of the airbag module 110, the guide elements of the airbag module 110 contact the substrate next to and between the rails. Figure 8 The airbag 140 is not depicted.

[0102] The airbag module 110 can be directly fastened to the underside of the rail vehicle 100, for example, the airbag module 110 can be bolted to the underside of the rail vehicle 100. In another embodiment, a base plate is provided, which is fastened to the underside of the rail vehicle 100, for example by screwing or welding. The airbag module 110 is thus fastened to the underside of the base plate, for example by screwing or welding. The base plate simplifies the maintenance and / or installation, conversion or removal of the airbag module 110. In the case of a plurality of airbag modules 110, one or more base plates can be provided. Each airbag module can thus be fastened to a base plate separately. Advantageously, a plurality of airbag modules can be fastened to one base plate, or all airbag modules can be fastened to one base plate.

[0103] In one embodiment, the rail vehicle 100 comprises at least two airbag modules 110, 111, wherein each of the airbag modules 110, 111 is designed according to one of the above-mentioned embodiments (see Fig. 9C ). When viewed in the direction of travel, the two airbag modules 110, 111 are laterally adjacent and are arranged on different sides of the rail vehicle relative to the center line of the rail vehicle. The first airbag module 110 can thus be at least partially located on the left side of the left rail and the second airbag module 111 can be at least partially located on the right side of the right rail.

[0104] In another embodiment, the rail vehicle 100 comprises at least three airbag modules 110, 111, 112, wherein each of the airbag modules is designed according to one of the above-mentioned embodiments (see Fig. 9B ). The first airbag module 110 is fixed to the rail vehicle 100 in such a manner that it is located between the rails when viewed in the direction of travel. The second airbag module 111 is fixed to the rail vehicle 100 in such a manner that it is located on the left side of the left rail when viewed in the direction of travel. Furthermore, the third airbag module 112 is fixed to the rail vehicle 100 in such a manner that it is located on the right side of the right rail when viewed in the direction of travel.

[0105] Furthermore, in another embodiment, the rail vehicle 100 comprises at least four airbag modules 110, 111, 112, 113, wherein each of the airbag modules 110, 111, 112, 113 is designed according to one of the above-mentioned embodiments (see Fig. 9A ). The first airbag module 110 and the second airbag module 111 are fixed to the rail vehicle 100 in such a manner that they are located between the rails when viewed in the direction of travel. The third airbag module 112 is fixed to the rail vehicle 100 in such a manner that it is located on the left side of the left rail when viewed in the direction of travel. Furthermore, the fourth airbag module 113 is fixed to the rail vehicle 100 in such a manner that it is located on the right side of the right rail when viewed in the direction of travel.

[0106] The respective position of the airbag module on the underside of the rail vehicle can be freely selected. Fig. 9B In the embodiment, the first airbag module 110 is arranged behind the airbag modules 111 , 112 .

[0107] Furthermore, the orientation of the airbag module relative to the underside of the rail vehicle can also be freely selected. Fig. 9B In FIG. 1 , all three airbag modules 110 , 111 , 112 are oriented differently relative to the underside of the rail vehicle and are therefore not arranged in parallel.

[0108] Even though specific embodiments are illustrated and described herein, it is within the scope of the present invention that the illustrated embodiments may be appropriately modified without departing from the scope of protection of the present invention.

[0109] Reference Numbers List

[0110] 100 Rail vehicles

[0111] 110, 111, 112, 113 Airbag modules

[0112] 120 Support flap

[0113] 121 Sled

[0114] 122 Wheel

[0115] 123 Cover

[0116] 124 Second attachment

[0117] 125 feet

[0118] 126 Frame

[0119] 130 Pivot bearing

[0120] 140 Airbag

[0121] 150 Gas pressure device

[0122] 160 Spring device

[0123] 170 Bracket

[0124] 171 Storage Units

[0125] 172 first attachment

[0126] 173 Locking member

[0127] 200 tracks

[0128] 300 Obstacles

Claims

1. An airbag module (110) for being fixed on the bottom side of a rail vehicle (100) between a rail vehicle (100) and a track (200), comprising: a bracket (170) for fixing the airbag module (110) on the bottom side of the rail vehicle; a support flap (120) having a front end and a rear end, the rear end of the support flap (120) being pivotably mounted by means of a pivot bearing, wherein the airbag module (110) can be switched from a closed state to an open state by pivoting the support flap (120), and the front end of the support flap (120) thereby moves toward the track; a guide element (121, 122) which is arranged on the front end of the support flap (120) and is used to contact the rail in the open state of the airbag module (110); as well as an airbag (140) fixed to the support flap (120) and the bracket (170); the airbag (140) is folded in the closed state of the airbag module (110) and unfolded in the open state of the airbag module (110); the airbag (140) in its unfolded state extends beyond the front end of the support flap (120), so that the unfolded airbag (140) and the support flap (120) together provide collision protection for a person on the track (200); The guide element is configured in such a way that, if a corresponding obstacle is present, the support flap and the airbag are guided over the obstacle on the rail.

2. The airbag module (110) according to claim 1, wherein the guide element (121, 122) is a skid (121) for sliding or a wheel (122) for rolling on the rail (200).

3. The airbag module (110) according to claim 1, further comprising a gas pressure device (150) for quickly filling the airbag (140) during deployment of the airbag module (110).

4. The airbag module (110) according to claim 1, wherein: In the closed state of the airbag module, the support flap (120) is fixed in its front end region by a releasable locking member, and the locking member is releasable for releasing the support flap (120) and for converting the airbag module to the open state.

5. The airbag module (110) according to claim 1 further comprises a spring device (160), which is stretched when the support flap (120) is fixed, and by releasing the support flap (120), the spring device (160) causes the support flap (120) to pivot quickly to open the airbag module (110).

6. The airbag module (110) according to claim 1, wherein the bracket (170) includes a storage unit (171) opened toward the support flap (120), the storage unit (171) being closed by the support flap (120) in the closed state of the airbag module (110) and forming a receiving seat into which the airbag (140) is inserted.

7. The airbag module (110) according to claim 1, wherein the support flap (120) comprises a frame and a cover plate (123), the pivot bearing is mounted on a rear end of the frame, and the cover plate (123) is supported by the frame.

8. The airbag module (110) according to claim 1, wherein in the closed state of the airbag module (110), the support flap (120) is parallel to the bracket (170), and in the open state of the airbag module, there is an angle of 30° to 80° between the support flap (120) and the bracket (170).

9. The airbag module (110) according to claim 1, wherein the airbag module (110) in its closed state has a height of at most 80 mm.

10. A rail vehicle (100) comprising an airbag module (110) according to any one of the preceding claims, wherein the airbag module (110) is fastened on the underside of the rail vehicle (100) between the rail vehicle (100) and a track (200).

11. The rail vehicle (100) according to claim 10, wherein the airbag module (110) is fastened to the rail vehicle (100) such that in the closed state the airbag module (110) does not protrude beyond the front end and / or the sides of the rail vehicle (100).

12. The rail vehicle (100) of claim 10, wherein the rail vehicle comprises at least two airbag modules (110, 111), wherein the rail vehicle defines a travel direction, and wherein the two airbag modules (110, 111) are arranged to be laterally adjacent when viewed in the travel direction and are arranged on different sides of the rail vehicle relative to a centerline of the rail vehicle.

13. The rail vehicle (100) according to claim 12, wherein the rail vehicle comprises at least three of the airbag modules (110, 111, 112), The first airbag module (110) is fixed to the rail vehicle (100) such that it is located between the rails when viewed in the direction of travel, and The second airbag module (111) is fixed to the rail vehicle (100) such that it is located to the left of the left rail when viewed in the direction of travel, and The third airbag module (112) is fastened to the rail vehicle (100) such that it is located to the right of the right rail when viewed in the direction of travel.

14. The rail vehicle (100) according to claim 10, wherein the orientation and / or the position of the airbag module (110) relative to the underside of the rail vehicle is freely selectable.

15. The rail vehicle (100) of claim 10, wherein at least one of the airbag modules is not parallel to another airbag module. 16 . The rail vehicle ( 100 ) as claimed in claim 12 , wherein at least one of the airbag modules is fixed offset relative to another airbag module when viewed in the direction of travel.

Images