Personal protection device for fastening to the underside of a rail 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 having a front end and a rear end. The rear end of the support flap is pivotably mounted by means of a first pivot bearing, wherein the airbag module (110) can be switched from a closed state to an open state by pivoting the support flap, and the front end of the support flap is moved toward a track (200). The airbag module (110) comprises an airbag (140) fixed to the airbag module (110). The airbag (140) is folded in the closed state of the airbag module (110) and is unfolded in the open state of the airbag module (110). In the deployed state, the airbag (140) extends beyond the front end of the support flap, so that the deployed airbag (140) and the support flap together provide collision protection for people on the track (200). In addition, a rail vehicle with 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 in the direction of travel, specifically in the direction of the train wheels, towards the structure located further back.

[0004] Thus, documents DE 148622C, DE 166218C, DE 255173C, 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, known documents are GB 1902 07793A, DE 121019C and WO 2014 / 140074 A1, 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 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. Therefore, this protective device is 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 a container that is filled with compressed air under the platform and can move around hinges, which are respectively connected to elastic bags (protective pads). 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.

[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 is pivotably mounted by means of a first pivot bearing, wherein the airbag module can be switched from a closed state to an open state by pivoting the support flap, whereby the front end of the support flap is moved towards the track. The airbag module further comprises a guide element having a front end and a rear end. The front end of the guide element is pivotably mounted by means of a second pivot bearing, and in the open state of the airbag module the rear end of the guide element is pivoted in the direction of the track. The airbag module comprises a third pivot bearing, which movably connects the support flap and the guide element to each other. The airbag module comprises an airbag, which is fixed to the airbag module, in particular to the support flap and / or to the bracket. In the closed state of the airbag module, the airbag is folded, and in the open state of the airbag module, it is deployed. In the deployed state, the airbag extends beyond the front end of the support flap, so that the deployed airbag and the support flap together provide collision protection for a person on the track. The pivot bearing selected from the group consisting of the first pivot bearing, the second pivot bearing and the third pivot bearing is a displaceable pivot bearing.

[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. However, in the case of the airbag module in the opened state, the airbag is not filled, but partially or completely slackened, for example due to damage caused by sharp objects on the track, and 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 in which 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 an area located further back in the direction of travel.

[0023] In the opened state of the airbag module, the support flap, which is held at the rear end by means of a first pivot bearing, is pivoted downwards in the direction of travel towards the track and is thus tilted upwards towards the rear. In the opened state of the airbag module, the guide element, which is held at the front end by means of a second pivot bearing, is pivoted downwards towards the track and is thus tilted upwards towards the front. The support flap and the guide element are movably connected to one another via a third pivot bearing, which can be arranged, for example, in different cases approximately in the center of the support flap and the guide element. When viewed from the side, the geometric structure formed by the guide element and the support flap in the opened state of the airbag module is approximately similar to the letter "X" or a scissor arm. The third pivot bearing can have the effect of mechanically coupling the movement of the guide element and the support flap. In particular, the guide element is configured to guide the movement of the support flap.

[0024] One of the three pivot bearings is formed as a displaceable pivot bearing in order to facilitate the transition between the closed state and the open state, ie in order to facilitate the pivoting of the guide element and the supporting flap in the direction of the track.

[0025] According to one embodiment, the rear end of the support flap is pivotably mounted on the bracket by means of a first pivot bearing. The bracket is thus connected to the rear end of the support flap via the first pivot bearing. This contributes to a compact design of the airbag module.

[0026] According to one embodiment, the front end of the guide element is pivotably mounted on the bracket by means of a second pivot bearing. The bracket is thus connected to the front end of the guide element via the second pivot bearing. This contributes to a compact design of the airbag module.

[0027] The support flap thus forms a support surface for the airbag, which is located behind the airbag in the direction of travel. The support flap is in turn guided and supported by the guide element. The airbag thus cannot slide "backwards" due to the support flap and the guide element and can catch a person, especially in the inflated state, and then 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.

[0028] 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.

[0029] According to one embodiment, the airbag is attached to the support flap and the bracket, thereby providing 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 slipping over the structures located behind, 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 slipping over the structures located behind, moving to the other side of these structures, or moving closer to these structures.

[0030] 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.

[0031] 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 partially filled or completely deflated.

[0032] According to one embodiment, the airbag module can contact the track in the opened state. According to this, in the opened state of the airbag module, the rear end of the guide element is located vertically lower than the front end of the support flap. In particular, the support flap does not contact the track. Therefore, the vertical distance between the track and the front end of the support flap can usually be between 30 mm and 150 mm. A vertical distance within this range advantageously enables the airbag to be fully deployed, which may not be possible if the vertical distance between the track and the support flap is significantly larger. In addition, almost the entire space between the bottom side of the vehicle and the track is used to deploy the airbag and catch a person in an accident, wherein it is impossible for a person to slip over at this type of vertical distance. In addition, a vertical distance between 30 mm and 150 mm is sufficient so that the support flap does not "get stuck" on obstacles or does not cause any damage to the support flap.

[0033] According to one embodiment, the guide element can directly or indirectly contact the rail in the deployed state of the airbag module. Due to the mechanical coupling between the support flap and the guide element by means of the third pivot bearing, the vertical distance between the rail and the front end of the support flap is determined by the guide element, in particular by the opening angle β between the support and the guide element. For example, the guide element keeps the front end of the support flap at a certain distance from the rail, thereby preventing damage to the support flap.

[0034] According to one embodiment, the guide element may include a rounded or chamfered section at the rear end. The rounded or chamfered section may have elastic properties, mainly in the vertical direction. The rear end of the guide element, in particular the rounded or chamfered section, is used to guide the support flap and the airbag over an obstacle on the track (if the corresponding obstacle is present). As a result, the front end of the support flap is raised in the direction of the support, that is, in the vertical direction. As a result, the stable and relatively rigid support flap can be prevented from hitting an obstacle and potential damage caused thereby. As a result, the opening angle α between the support and the support flap is reduced to a certain extent. The shape of the rounded and chamfered sections has the following effect: the rear end of the guide element can easily slide over an obstacle, wherein the elastic configuration of the rounded or chamfered section promotes this sliding more strongly.

[0035] The airbag module is suitable for different distances between the underside of the rail vehicle and the track, because the support flap and the guide element are mounted in a pivotable manner. The airbag module is advantageously suitable for adapting itself in the opened state to different distances between the underside of the rail vehicle and the track, for example during travel. According to this, the guide element contacts the track, wherein, for example at a height of the track, the guide element moves vertically upwards and / or the opening angle β between the guide element and the support is reduced, by which means the support flap mechanically connected to the guide element is likewise moved upwards and / or the opening angle α between the support flap and the support is also reduced. The airbag module is thus configured to adapt the opening angle β between the guide element and the support and thus this 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 used 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 rail, variability is achieved with respect to the composition of the rail and / or the base, wherein the airbag module is particularly suitable for rails 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.

[0036] In one embodiment, the airbag module is adaptable to obstacles having a vertical height of up to 50 mm, i.e. obstacles protruding up to 50 mm above the track. In another embodiment, the airbag module is adaptable to obstacles having a vertical height of more than 50 mm, for example obstacles having a vertical height of up to 120 mm. The support flap preferably does not touch the obstacle, so that no forces are transmitted from the obstacle to the support flap, thereby reducing the risk of damage, in particular the risk of deformation of the support flap. The base and small irregularities correspond to usual conditions, in particular in most cities, in particular rails embedded in the ground, wherein the track is typically covered with straw tiles or concrete slabs or an asphalt surface. In this case, the obstacles typically have a vertical height of 10 to 40 mm. The airbag module according to the present disclosure is therefore suitable for sliding over typical obstacles.

[0037] According to one embodiment, in the closed state of the airbag module, the support flap is substantially parallel to the bracket and / or has an angle (opening angle) α of 30° to 80° with the bracket.

[0038] The distance between the third pivot bearing and the first pivot bearing can be greater than the distance between the third pivot bearing and the second pivot bearing. In this way, in the unfolded state of the airbag module, the opening angle β between the guide element and the bracket is greater than the opening angle α between the bracket and the support flap.

[0039] 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 flexibly determined 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.

[0040] 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.

[0041] The support flap may comprise a frame and a cover, wherein the first 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 on the one hand as a support surface for the airbag in the open state of the airbag module and on the other hand as a cover for the storage unit in the closed state of the airbag module. The cover protects the folded airbag from environmental factors in the closed state of the airbag module and supports the airbag after deployment.

[0042] According to one embodiment, the second pivot bearing is a displaceable pivot bearing. In another embodiment, the first pivot bearing is a displaceable pivot bearing. In case the first pivot bearing is a displaceable pivot bearing or the second pivot bearing is a displaceable pivot bearing, the support may comprise a guide rail for displacing the first or second pivot bearing. The first pivot bearing or the second pivot bearing may be fixed on rollers or sliding pads, wherein displacement of the pivot bearing is facilitated. The rollers or sliding pads may thereby be arranged in the guide rails.

[0043] According to another embodiment, the third pivot bearing is a displaceable pivot bearing. In this case, the support flap or the guide element can include a guide rail for displacing the third pivot bearing. The third pivot bearing can be fixed on rollers or sliding pads, by which the displacement of the pivot bearing is facilitated. The rollers or sliding pads can thus be arranged in the guide rails.

[0044] 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.

[0045] In one embodiment, in the closed state of the airbag module, the support flap is fixed in its front region by a releasable locking member. The locking member is releasable for releasing the support flap and for switching the airbag module into the open state. By releasing the support flap, the guide element can also be released. 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 to release the support flap within a maximum of 20 ms.

[0046] In another embodiment, in the closed state of the airbag module, the guide element is fixed in its rear end region by a releasable locking member. The locking member is releasable for releasing the guide element and for switching the airbag module into the open state. By releasing the guide element, the support flap can also be released. 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 to release the support flap within a maximum of 20 ms.

[0047] When the support flap and / or the guide element have been released by the locking means, the airbag module can be switched to the open state due to the dead weight of the support flap and the guide element. The airbag module can additionally comprise a spring device. The spring device can be stretched in the closed state of the airbag module, after which the support flap and the guide element are quickly pivoted to open the airbag module. Due to the presence of the spring device, the duration required for switching from the closed state to the open state can advantageously be significantly reduced.

[0048] 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.

[0049] 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).

[0050] 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.

[0051] 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.

[0052] 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.

[0053] Since the airbag modules can be implemented as separate modules, there is a greater variability with respect to the number of airbag modules required for a rail vehicle. The airbag module according to the present disclosure facilitates a free selection of the number of airbag modules based on technical characteristics, in particular vehicle width.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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 disclosure, 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.

[0060] According to one embodiment, a rail vehicle includes 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 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 switched to an open state. Airbag modules that are not switched to an open state can still operate without having to be repaired and / or replaced. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] 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.

[0062] 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.

[0063] Figure 1 A side view of a rail vehicle is shown according to one embodiment.

[0064] Figure 2 The function of a rail vehicle in the event of a collision between a person and the rail vehicle according to one embodiment is described.

[0065] Figure 3A A side view of an airbag module in a closed state is shown according to one embodiment.

[0066] Figure 3B , 3C 3D and 3D show a side view of an airbag module in a deployed state according to one embodiment.

[0067] Figure 4A An exploded view of an airbag module in a deployed state is shown according to one embodiment.

[0068] Figure 4B A front view of an airbag module in a deployed state is shown according to one embodiment.

[0069] Figure 4C An exploded view of an airbag module in a deployed state is shown according to one embodiment.

[0070] Figure 4D A side view of an airbag module in a deployed state is shown according to one embodiment.

[0071] Figure 5A and 5B A side view of an airbag module in a deployed state is shown according to one embodiment.

[0072] Fig. 6A and 6B A portion of an airbag module according to one embodiment is shown.

[0073] Figure 7 A portion of an airbag module according to one embodiment is shown.

[0074] Fig. 8A A side view of an airbag module in a deployed state is shown according to one embodiment. Figure 8B A side view of an airbag module according to another embodiment is shown in a deployed state.

[0075] Fig. 9A A top view of a rail vehicle including four airbag modules according to one exemplary embodiment is shown.

[0076] Fig. 9B A top view of a rail vehicle including three airbag modules according to one embodiment is shown. DETAILED DESCRIPTION

[0077] Figure 1 The schematic drawing shows a side view of a rail vehicle 100. The rail vehicle comprises an underside, wherein the direction of travel is defined during operation of the rail vehicle.

[0078] FIG. 4 illustrates a portion of an airbag module 110 according to one embodiment, wherein Figure 4A and Figure 4B Describe the front view, Figure 4C and 4D Describe the side view, where Figure 4A and 4C The airbag module 110 is configured to be fixed on the bottom side of the rail vehicle 100 between the rail vehicle 100 and the rails 200 .

[0079] 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 120 can be pivotally mounted by means of a first pivot bearing 130. The rear end of the support flap 120 can thus be pivotally mounted on the bracket 170 by means of the first pivot bearing 130. For example, the support flap 120 can be pivotally mounted on the bracket 170 by means of two first pivot bearings 130.

[0080] The airbag module comprises a closed state and an open state, wherein the closed state is as shown in FIG. Figure 3A As shown in , the open state is as shown in Figure 3B Or as shown in 4. By pivoting the support flap 120, the airbag module 110 can be converted from the closed state to the open state. By pivoting the support flap 120, the front end of the support flap 120 can move toward the track 200.

[0081] The airbag module 110 comprises a guide element 180 having a front end and a rear end. The front end of the guide element 180 can be pivotably mounted by means of a second pivot bearing 131. The front end of the guide element 180 can thus be pivotably mounted on the bracket 170 by means of the second pivot bearing 131. For example, the guide element 180 can thus be pivotably mounted on the bracket 170 by means of two second pivot bearings 131. In the unfolded state of the airbag module 110, the rear end of the guide element 180 can be pivoted toward the rail 200.

[0082] Furthermore, the airbag module 110 can comprise a third pivot bearing 132. The third pivot bearing 132 can movably connect the support flap 120 and the guide element 180 to one another. The third pivot bearing 132 can thus be arranged in each case approximately in the middle of the support flap 120 and the guide element 180. When viewed from the side, the geometric structure formed by the guide element and the support flap is approximately similar to the letter “X” or a scissor arm, as shown, for example, in FIG. Figure 4DThe third pivot bearing 132 can have the effect of mechanically coupling the movement of the guide element 180 and the support flap 120. In particular, the guide element 180 is configured to guide the movement of the support flap 120. For example, the support flap 120 can be movably connected to the guide element 180 by means of two third pivot bearings 132.

[0083] The distance between the third pivot bearing 132 and the first pivot bearing 130 may be longer than the distance between the third pivot bearing 132 and the second pivot bearing 131, such as in Figure 4D 8A and 8B. In this way, in the deployed state of the airbag module 110, the opening angle β between the guide element 180 and the bracket 170 can be greater than the opening angle α between the bracket 170 and the support flap 120.

[0084] In addition, the airbag module 110 includes an airbag 140. The airbag 140 is not depicted in FIG. 4 to avoid cluttering the figure. For example, Figure 3B , 3C , 3D and 2 respectively show embodiments of the airbag 140. The airbag 140 is fixed to the airbag module 110. Specifically, the airbag 140 may be fixed to the support flap 120 and / or to the bracket 170. The bracket 170 of the airbag module 110 may include a first attachment. The airbag 140 may be fixed to the bracket 170 by means of the first attachment. The support flap 120 of the airbag module 110 may include a second attachment. The airbag 140 may be fixed to the support flap 120 by means of the second attachment.

[0085] 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 3B Or 3C. 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 200. Figure 3D The airbag 140 is illustrated as being partially or fully deflated.

[0086] 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 .

[0087] 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.

[0088] The pivot bearings 130 , 131 , 132 selected from the group consisting of the first pivot bearing 130 , the second pivot bearing 131 and the third pivot bearing 132 are displaceable pivot bearings.

[0089] According to one embodiment, the second pivot bearing 131 is a displaceable pivot bearing, for example, as depicted in FIG. 4 or FIG. 3. In another embodiment, the first pivot bearing 130 is a displaceable pivot bearing, for example, Figure 8B In the case where the first pivot bearing 130 is a displaceable pivot bearing or the second pivot bearing 131 is a displaceable pivot bearing, the bracket 170 may include a guide rail 175 for displacing the first pivot bearing 130 or the second pivot bearing 131. For example, Figure 4C , 5A , 6A or Figure 8B For example, the bracket 170 may include two guide rails 175 for displacing the first pivot bearing 130 or the second pivot bearing 131 (see Figure 4A ).

[0090] The first pivot bearing 130 or the second pivot bearing 131 may be fixed on rollers 133 or sliding pads 134, thereby facilitating the displacement of the pivot bearing. Figure 6B An embodiment of roller 133 is depicted in FIG. Figure 4C An embodiment of a sliding pad is depicted in FIG. The roller 133 or the sliding pad 134 can thus be arranged in the guide rail 175. The sliding pad 134 can thus be made of Teflon.

[0091] According to another embodiment, the third pivot bearing 132 is a displaceable pivot bearing. In this case, the support flap 120 (not shown) or Fig. 8A The guide element 180 depicted in the figure may comprise a guide rail 175 for displacing the third pivot bearing 132. For example, the support flap 120 or the guide element 180 may comprise two guide rails 175 for displacing the third pivot bearing 132. The third pivot bearing 132 may be fixed on rollers 133 or sliding pads 134, by which means the displacement of the third pivot bearing 132 is facilitated. The rollers 133 or sliding pads 134 may thus be arranged in the guide rails.

[0092] According to one embodiment, the airbag module 110 may contact the rail 200 in the unfolded state. Accordingly, in the unfolded state of the airbag module 110, the rear end of the guide element 180 is located vertically lower than the front end of the support flap 120. Fig. 8A and 8B The vertical distance between the front end of the support flap 120 and the rear end of the guide element 180 is indicated in . The support flap 120 thus preferably does not contact the rail 200 .

[0093] According to one embodiment, the guide element 180 can directly or indirectly contact the rail 200 in the open state of the airbag module 110. The guide element 180 can thus keep the front end of the support flap 120 at a certain distance from the rail 200. The guide element 180 can include a rounded section 181 at the rear end (see, for example, Figure 4D ) or chamfered section 182 (see e.g. Figure 5B ). The rounded section 181 or the chamfered section 182 may contain elastic properties, mainly in the vertical direction. The shape of the rounded section 181 and the chamfered section 182 produces the following effect: the rear end of the guide element 180 can easily slide over the obstacle 300, wherein the elastic configuration of the rounded section 181 or the chamfered section 182 promotes this sliding more strongly.

[0094] According to one embodiment, the support 170 may comprise a storage unit 171 which opens towards the support flap 120. Some embodiments of the storage unit 171 are depicted in FIGS. 4 and 5B . In the closed state of the airbag module 110, the storage unit 171 may be closed by the support flap 120 and form a receptacle. The airbag 140 may be inserted into the receptacle. Furthermore, the storage unit 171 may comprise a seal. The seal serves to increase the protection of the folded airbag. The storage unit 171 may be a section of the support 170 and thus form an integral unit; the storage unit 171 may also be a separate feature, in which case the storage unit 171 is fixed to the support 170, for example, screwed to the support.

[0095] According to one embodiment, the support flap 120 may include a frame 126, and the first 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 4A , 4BAn embodiment of a frame 126 and a cover 123 is shown in 5A and 5B. 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 123. 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.

[0096] 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 5B A portion of a gas pressure device 150 is described, wherein Figure 5B 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.

[0097] According to another embodiment, in the closed state of the airbag module 110, the guide element 180 is fixed in its rear end region by means of a releasable locking member 173. Figure 7 An embodiment of the locking member 173 is depicted in FIG. The locking member 173 may be releasable for releasing the guide element 180 and for switching the airbag module 110 to the deployed state. By releasing the guide element 180, the support flap 120 may also be released.

[0098] 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 a releasable locking member 173. This embodiment is not shown in the figures; the releasable locking member 173 can be configured as Figure 7The locking member 173 may be releasable for releasing the support flap 120 and for switching the airbag module 110 to the deployed state. By releasing the support flap 120, the guide element 180 may also be released.

[0099] 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 or the guide element 180 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 or the guide element 180, wherein the support flap 120 and / or the guide element 180 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 or the guide element 180. 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 or between the guide element 180 and the cutting element. The cutting element can be moved quickly toward the mechanical connection, wherein the mechanical connection can be cut. In another embodiment, the locking member 173 can include an electromechanical locking member, wherein the support flap 120 or the guide element 180 can include a hook, and the bracket 170 can include a latch that can be moved electromechanically.

[0100] When the support flap 120 and / or the guide element 180 have been released by the locking member 173, the airbag module 110 can be switched to the open state due to the dead weight of the support flap 120 and the guide element 180. For example, the airbag module 110 can further comprise a spring device. The spring device can be stretched in the closed state of the airbag module, after which the support flap 120 and the guide element 180 are quickly pivoted to open the airbag module 110. The spring device can have a U-shape, in particular in the case where the spring device is not stretched or elastically deformed. The spring device can be elastically deformable. In particular, the spring device can be elastically deformable when the airbag module 110 is in the closed state. Due to the presence of the spring device, the duration required for switching from the closed state to the open state can advantageously be greatly reduced.

[0101] Figure 3A A side view of an embodiment of an airbag module 110 is shown in the closed state. Since both the support flap 120 and the guide element 180 are pivotably mounted, a compact design of the airbag module is facilitated.

[0102] Figure 3B and 3C A side view of an airbag module 110 is shown in a deployed state according to one embodiment. Figure 3B This shows the airbag module 110 with a small distance between the underside of the rail vehicle 100 and the rail 200, while Figure 3C The airbag module 110 is shown in the case of 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. The airbag module 110 is therefore configured to adapt the opening angle α between the bracket 170 and the support flap 120 and the opening angle β between the bracket 170 and the guide element 180 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.

[0103] like Figure 3B and 3C 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.

[0104] Figure 3D A side view of an airbag module 110 in a deployed state is shown, containing a partially or fully deflated airbag 140. Since the airbag 140 is attached to the airbag module 110, specifically, to the bracket 170 and the support flap 120, the airbag 140 does not "slide" out of the impact area with the person, in this way, the partially or fully deflated airbag 140 provides protection for the person in the accident.

[0105] In addition Figure 3B and 3C , an obstacle 300 on the track is depicted, wherein the track 200 itself may have elevations and unevenness, so that a portion of the track 200 may also be an obstacle 300. In particular, in the case where a rounded section 181 or a chamfered section 182 is arranged at the rear end of the guide element, the guide element 180 slides over the obstacle 300 by pivoting.

[0106] 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 .

[0107] Figure 2 A rail vehicle 100 is shown with an airbag module 110. Since the airbag module 110 is arranged on the bottom side, no "trampoline" effect occurs during an accident, which could cause a person to be bounced off the rigid front of the vehicle and thus suffer additional injuries.

[0108] 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.

[0109] 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.

[0110] In one embodiment, the rail vehicle 100 comprises at least two airbag modules 110, 111 as described herein. 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.

[0111] In another embodiment, the rail vehicle 100 includes at least three airbag modules 110, 111, 112 as described herein (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. In addition, 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.

[0112] Furthermore, in another embodiment, the rail vehicle 100 includes at least four airbag modules 110, 111, 112, 113 described herein (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. In addition, 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.

[0113] 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 .

[0114] 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.

[0115] 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.

[0116] Reference Numbers List

[0117] 100 Rail vehicles

[0118] 110, 111, 112, 113 Airbag modules

[0119] 120 Support flap

[0120] 123 Cover

[0121] 126 Frame

[0122] 130 First pivot bearing

[0123] 131 Second pivot bearing

[0124] 132 Third pivot bearing

[0125] 133 Roller

[0126] 134 Sliding Pad

[0127] 140 Airbag

[0128] 150 Gas pressure device

[0129] 170 Bracket

[0130] 171 Storage Units

[0131] 173 Locking member

[0132] 175 Guide Rail

[0133] 180 Guide element

[0134] 181 Rounding section

[0135] 182 Chamfer section

[0136] 200 tracks

[0137] 300 Obstacles

[0138] 400 people

Claims

1. An airbag module (110) for fixing 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, wherein the rear end of the support flap (120) is pivotably mounted by means of a first pivot bearing (130), 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) is thereby moved toward the track (200); a guide element (180) having a front end and a rear end, wherein the front end of the guide element (180) is pivotably mounted by means of a second pivot bearing (131), and in an open state of the airbag module (110), the rear end of the guide element (180) pivots toward the track (200); a third pivot bearing (132) which movably connects the support flap (120) and the guide element (180) to each other; an airbag (140) fixed to the airbag module (110), specifically, fixed to the support flap (120) and / or to 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 out of 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); Wherein a pivot bearing selected from the group consisting of the first pivot bearing (130), the second pivot bearing (131) and the third pivot bearing (132) is a displaceable pivot bearing.

2. The airbag module (110) according to claim 1, wherein: In the opened state of the airbag module (110), the rear end of the guide element (180) is located lower than the front end of the support flap (120) in the vertical direction.

3. The airbag module (110) according to claim 1, further comprising a gas pressure device (150) for rapidly 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 guide element (180) is fixed in its rear end region by a releasable locking member, and the locking member is releasable for releasing the guide element (180) and for switching the airbag module to the open state.

5. 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 switching the airbag module to the open state.

6. The airbag module (110) according to claim 1 further comprises a spring device, which is stretched in the closed state of the airbag module (110) and, after the spring device is released, causes the support flap (120) and the guide element (180) to quickly pivot to open the airbag module (110).

7. The airbag module (110) according to claim 1, wherein the first pivot bearing (130) pivotally connects the support flap (120) and the bracket (170), and the second pivot bearing (131) pivotally connects the guide element (180) and the bracket (170), wherein the second pivot bearing (131) is the displaceable pivot bearing.

8. The airbag module (110) according to claim 1, wherein the first pivot bearing (130) pivotably connects the support flap (120) and the bracket (170), and the second pivot bearing (131) pivotably connects the guide element (180) and the bracket (170), wherein the first pivot bearing (130) is the displaceable pivot bearing.

9. The airbag module (110) according to claim 7, wherein the bracket (170) comprises a guide rail (175) for displacing the first pivot bearing (130) or the second pivot bearing (131).

10. The airbag module (110) according to claim 8, wherein the bracket (170) comprises a guide rail (175) for displacing the first pivot bearing (130) or the second pivot bearing (131).

11. The airbag module (110) according to claim 9, wherein the first pivot bearing (130) or the second pivot bearing (131) is fixed on a roller (133) or a sliding pad (134), wherein the roller (133) or the sliding pad (134) is arranged in the guide rail (175).

12. The airbag module (110) according to claim 10, wherein the first pivot bearing (130) or the second pivot bearing (131) is fixed on a roller (133) or a sliding pad (134), wherein the roller (133) or the sliding pad (134) is arranged in the guide rail (175).

13. 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) is closed by the support flap (120) in the closed state of the airbag module (110), and forms a receiving seat into which the airbag (140) is inserted.

14. The airbag module (110) according to claim 1, wherein the airbag (140) is fixed to a support flap (120) and / or a bracket (170).

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

16. The rail vehicle (100) according to claim 15, wherein the airbag module (110) is fixed to the rail vehicle (100) so 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).

17. The rail vehicle (100) according to claim 15, wherein the rail vehicle comprises at least two airbag modules according to any one of claims 1 to 14, respectively, wherein the rail vehicle defines a travel direction, and wherein the two airbag modules 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 center line of the rail vehicle.

18. The rail vehicle (100) according to claim 16, wherein the rail vehicle comprises at least two airbag modules according to any one of claims 1 to 14, respectively, wherein the rail vehicle defines a travel direction, and wherein the two airbag modules 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 center line of the rail vehicle.

19. The rail vehicle (100) according to claim 15, wherein the rail vehicle comprises at least three airbag modules according to any one of claims 1 to 14, respectively. 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) so that it is located on the left side 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.

20. The rail vehicle (100) according to claim 16, wherein the rail vehicle comprises at least three airbag modules according to any one of claims 1 to 14, respectively. 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) so that it is located on the left side 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.

Images