EP2969700B1 - Safety device for rail vehicles - Google Patents

Safety device for rail vehicles Download PDF

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Publication number
EP2969700B1
EP2969700B1 EP14711469.8A EP14711469A EP2969700B1 EP 2969700 B1 EP2969700 B1 EP 2969700B1 EP 14711469 A EP14711469 A EP 14711469A EP 2969700 B1 EP2969700 B1 EP 2969700B1
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EP
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Prior art keywords
safety device
functional element
vehicle
mechanical
activated
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EP14711469.8A
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German (de)
French (fr)
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EP2969700A1 (en
Inventor
Silvio HOCHREUTENER
Gerald Newesely
Guillermo PEREZ GOMEZ
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to PL14711469T priority Critical patent/PL2969700T3/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards

Definitions

  • the invention relates to a safety device for the protection of persons according to the preamble of claim 1, which is arranged below the car body in front of the first wheelset of a vehicle, in particular a rail vehicle. Furthermore, the invention relates to a rail vehicle, which is equipped with such a safety device, and a method for protecting persons after the impact on a vehicle.
  • the safety device not only prevents an already partially overridden person continues to get under the vehicle in the direction of wheels, but also that a person in the concept of overrun even before contact with the safety device by using other measures that with the Activation of the safety device are connected, is gently intercepted and in the best case again pressed under the vehicle.
  • the safety device works in multiple stages and is triggered by an independent tripping logic, which is not part of the present invention.
  • the present invention is primarily concerned with avoiding further damage to passers-by after the secondary impact. Passer-by comes to rest on the ground after an impact with the vehicle and possibly a flight phase and threatens to be run over.
  • the shapes of modern cabs / fronts, in the direction of travel "fashionable” or the kinematic clearance conditions of the railway are more or less “tailored” more and more. This reduces the available installation space in width. If the deflector does not protrude from the vehicle contour, the deflector therefore does not cover the maximum vehicle width. This leaves the risk that a passer-by may fall under the vehicle in the unprotected lateral area.
  • deflector mechanisms which are mounted directly behind the vehicle front on the vehicle body and are permanently acting in operation. These deflectors can be constructed as elastic constructions or elastically mounted on the substructure, having a "residual gap" to the guideway.
  • this residual, operational residual gap presents uncertainty about small obstacles.
  • airbags which are mounted on the front of the vehicle and due to the longer stopping distances and times of the trains need to maintain the internal pressure longer.
  • various exhaust valve controls are known. Such a device is used for example in the EP 1172261 A1 disclosed.
  • airbags From related industry airbags are known whose activation is the passers-by before the process of being run over in front of the vehicle front to catch.
  • airbags There are a variety of forms of airbags are known, which are mounted on the front of the vehicle front to alleviate or avoid a primary impact of the pedestrian with the vehicle front structure.
  • the pamphlets DE 10233593 A1 and the DE 102006057655 A1 directed.
  • a bumper device for rail vehicles is described, which is arranged at the front.
  • This is in particular one or more airbags, which are arranged in particular on the coupling device.
  • the minimum possible "residual gap" to the travel path must be defined in order to enable all driving conditions with regard to vertical radii (dome or trough movements) without unduly diminishing the planned mode of action due to an excessively large gap.
  • the object of the present invention is to develop a safety device which can be used in particular for modern rail vehicles and with which not only can prevent an already partially overridden person continues under the vehicle in the direction of wheels, but also that in the Concept of overrun person before contact with the safety device by using other measures that are associated with the activation of the safety device, is gently intercepted and, if necessary, can be pushed back under the vehicle.
  • a further object is to present a rail vehicle with such a device, as well as a method for protecting persons after the impact on a vehicle. According to the invention this object is solved by the features of claims 1, 9 and 10. Advantageous developments of the invention are contained in the appended subclaims.
  • the invention includes a safety device for the protection of persons, which is arranged below the car body in front of the first gear set of a vehicle, in particular a rail vehicle.
  • the safety device according to the invention comprises two interconnected and functionally related functional elements, wherein a first functional element is designed as a deflector device, which is arranged in the rest position in a horizontal position and transverse to the direction of travel below the car body and after activation from the horizontal position in a vertical position can be brought, and is spaced in this position by a gap from the guideway.
  • the second functional element is attached to the first functional element and acts as a deceleration device, wherein the deceleration device comprises a mechanical structure or an airbag technology, which can be activated for movement or propagation in the direction of travel.
  • the functional element embodied as a deflector device can be folded, swiveled or displaced from the horizontal position into a vertical position and is mounted firmly against the direction of travel on the substructure of the vehicle body.
  • the functional element embodied as a deflector device can be reset to the rest position after activation by a mechanical reset.
  • the mechanical structure comprising the second functional element comprises a translatory-mechanical technology and by bias, preferably by spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination of the aforementioned forces in a direction Vehicle start lying end position can be brought.
  • the mechanical structure comprising the second functional element can be reset from the end position by mechanical resetting to the starting position.
  • a deflector technology is used, is arranged laterally and transversely over the entire width of this functional element, whereby a lateral and frontal deceleration of invading persons can be realized.
  • the two functional elements are mechanically and / or electronically activated.
  • the first functional element is rotationally or translatorily activated and the activation of the mechanical structure of the second functional element is translational-mechanical.
  • a plurality of airbag technologies are used as second functional elements, which are arranged laterally and transversely over the entire width of the functional element.
  • the invention further includes a rail vehicle, in particular a low-floor vehicle, with a safety device for protecting persons, wherein the safety device is arranged below the car body in front of the first wheel set of the rail vehicle and is designed according to the features described above. To avoid repetition, reference is therefore made to the above statements.
  • the scope of the invention further includes a method for protecting persons after an impact on a vehicle, in particular a rail vehicle, below the car body of the vehicle, a safety device is triggered according to the above features in two stages and in a first stage a deflector device and in a second stage, a deceleration device is activated.
  • Fig. 1 is shown in a schematic representation of the front portion of a rail vehicle 10 with an indicated, in rest position safety device 1, which is arranged below the car body in front of the first gear set of the rail vehicle 10.
  • Fig. 2 is the front portion of a rail vehicle with a schematic representation of the safety device in a vertical position (activated functional element 2), it being understood that the safety device 1 comprises two interconnected and functionally related functional elements 2, 3, wherein the first functional element 2 as Deflector device is formed, which is arranged in the rest position in a horizontal position and transverse to the direction of travel below the car body and after activation of the horizontal position can be brought into a vertical position and is spaced in this position from the travel.
  • the first functional element 2 as Deflector device is formed, which is arranged in the rest position in a horizontal position and transverse to the direction of travel below the car body and after activation of the horizontal position can be brought into a vertical position and is spaced in this position from the travel.
  • the two functional elements 2, 3 do not physically form a unit but can be activated independently of one another. However, they are in an operative relationship such that the second stage (functional element 3) is mechanically connected to the first stage (functional element 2), wherein the second stage can be activated only after activation of the first stage is.
  • Fig. 3 is a schematic representation of the front portion of the rail vehicle with a schematic representation of the safety device after the complete activation of the two functional elements 2 and 3 shown.
  • the Fig. 4a - 4c and the Fig. 5a - 5c show in each case different embodiments of the invention, wherein in the Fig. 4a - 4c a functional element 3 is used, which comprises a mechanical structure and in the Fig. 5a - 5c a functional element 3 is used which comprises an airbag technology.
  • the Fig. 4a and Fig. 5a show the rest position of the safety device.
  • the Fig. 4b and Fig. 5b show the activation of the functional element 2 in a first stage and the Fig. 4c and Fig. 5c each show the full activation of the safety device.
  • the first part of the security device 1 i. the first functional element 2, which is designed as a deflector device and is arranged transversely to the direction of travel below the car body of a rail vehicle 10, activated, that is, brought from its horizontal rest position to a vertical end position.
  • This first activation can be rotary-mechanical or translatory.
  • the second functional element 3 which acts as a deceleration device and is fastened to the first functional element 2, is activated, a mechanical structure 4 located in the vertical end position being extended in the direction of travel.
  • This translational-mechanical measure can be realized by several known, alternative measures.
  • the first part (functional element 2) of the safety device 1 is therefore realized by a measure which records a horizontal rest position and a vertical active position. It is located below the driver's cab of the rail vehicle 10, well ahead of the first set of wheels, and is mounted on the substructure. This first part may be an already known “track clearing” similar part, but in the end position / "operative position” as perpendicular to the track lying, therefore, vote of the height of the "gap" between the track and vehicle undercarriage and acting firmly against the direction of travel is mounted.
  • the second part of the safety device 1 (functional element 3) is realized by a further measure, which differs from the first Measure with active position spreading in the direction of travel or "moving forward" begins to move away.
  • This propagation or movement is to decelerate or preserve a person passing by in the concept of being overrun before contact with the first stage of the device. Possibly even said passer can be pushed out even under the vehicle again, which is a side effect of the invention.
  • Another advantage of the invention is that at least the functional element 2 develops its effect in the event of failure of the functional element 3.
  • a possible mode of operation of the activation of the first functional element 2 may be a rotary opening of a mechanical deflector, which is brought from a horizontal rest position into a vertical end position.
  • Another mode of operation may be a shift from a rest position to the vertical end position.
  • there may be a "residual gap" of the part to be folded or sliding in the end position to the track, since the main purpose of this measure is not primarily the "positive engagement" of the deflector with the track, but primarily the purpose as a support for a second stage or to act as a second element, and to prevent passersby who have already gotten under the vehicle from getting under the bogie of the train.
  • the "residual gap" to the driveway can be minimized to maximize the "rejection function”.
  • a second stage realizes a horizontal action which serves the purpose of not only gently stopping passersby passing over before the first stage, but ideally also preventing them from being run over at all or even under the vehicle head of a rail vehicle reach.
  • This second stage can be realized by different technologies. Subsequently, two technologies are highlighted, but are only representative of different technologies.
  • a possible embodiment of the second stage is a mechanical-translatory technology in the form of a mechanical structure 4, which is mounted on the first stage and by biasing e.g. with spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination of all said forces from the rest position is brought into an end position.
  • deceleration is accomplished purely by mechanical means, e.g. by spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination thereof.
  • mechanical means e.g. by spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination thereof.
  • This version is not only particularly easy, but also reversible and easy to reset.
  • an airbag technology 5 as a 2nd stage inflated by the particular arrangement of the airbag left and right of the functional element 2 (1st stage) in the horizontal direction and thus prevents the frontal or possible lateral intrusion of a passer.
  • the triggering of the two stages can be done both mechanically and electronically.
  • an airbag could also take over the function of the unfolding mechanisms and in this function would be an additional first, upstream braking mechanism.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)
  • Body Structure For Vehicles (AREA)
  • Braking Elements And Transmission Devices (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)

Description

Die Erfindung betrifft eine Sicherheitsvorrichtung zum Schutz von Personen nach dem Oberbegriff des Anspruchs 1, welche unterhalb des Wagenkastens vor dem ersten Rädersatz eines Fahrzeuges, insbesondere eines Schienenfahrzeuges, angeordnet ist. Weiter betrifft die Erfindung ein Schienenfahrzeug, welches mit einer derartigen Sicherheitsvorrichtung ausgestattet ist, sowie ein Verfahren zum Schutz von Personen nach dem Aufprall auf ein Fahrzeug.The invention relates to a safety device for the protection of persons according to the preamble of claim 1, which is arranged below the car body in front of the first wheelset of a vehicle, in particular a rail vehicle. Furthermore, the invention relates to a rail vehicle, which is equipped with such a safety device, and a method for protecting persons after the impact on a vehicle.

Durch die erfindungsgemäße Sicherheitsvorrichtung wird nicht nur verhindert, dass eine bereits teilweise überfahrene Person weiter unter das Fahrzeug in Richtung Räder gerät, sondern auch, dass eine im Begriff des Überfahrenwerdens befindliche Person noch vor dem Kontakt mit der Sicherheitsvorrichtung durch Einsatz weiterer Maßnahmen, die mit der Aktivierung der Sicherheitsvorrichtung verbunden sind, sanft abgefangen wird und im besten Fall wieder unter dem Fahrzeug hervorgedrückt wird.By the safety device according to the invention not only prevents an already partially overridden person continues to get under the vehicle in the direction of wheels, but also that a person in the concept of overrun even before contact with the safety device by using other measures that with the Activation of the safety device are connected, is gently intercepted and in the best case again pressed under the vehicle.

Die Sicherheitsvorrichtung funktioniert dabei mehrstufig und wird durch eine unabhängige Auslöselogik ausgelöst, die jedoch nicht Teil der vorliegenden Erfindung ist.The safety device works in multiple stages and is triggered by an independent tripping logic, which is not part of the present invention.

Aus dem bisherigen Stand der Technik sind in verwandten Industrien eine Vielzahl von Sicherheitsvorrichtungen bekannt, die jedoch allesamt darauf abzielen, den Primäraufprall - erstes Auftreffen eines Passanten auf ein Fahrzeug - zu lindern oder gar zu vermeiden, d.h., der Passant berührt die Fahrzeugstruktur gar nicht.From the prior art, a variety of safety devices are known in related industries, all of which, however, are aimed at alleviating or even avoiding the primary impact - a first strike of a pedestrian on a vehicle - that is, the passerby does not touch the vehicle structure at all.

Die vorliegende Erfindung widmet sich demgegenüber vorrangig der Vermeidung von weiterem Schaden eines Passanten nach dem Sekundäraufprall - Passant kommt nach Impakt mit Fahrzeug und ggf. Flugphase auf dem Boden zu liegen und droht, überfahren zu werden.In contrast, the present invention is primarily concerned with avoiding further damage to passers-by after the secondary impact. Passer-by comes to rest on the ground after an impact with the vehicle and possibly a flight phase and threatens to be run over.

Weiter sind aus dem bisherigen Stand der Technik in der Schienenfahrzeugindustrie mechanische Abweisevorrichtungen bekannt, die durch eine entsprechende Mechanik durch einen Passanten nach einem Sekundäraufprall ausgelöst werden. In den meisten Fällen sind diese Mechanismen ebenfalls an/unter der Fahrzeugfront montiert und lösen bei erfolgter Aktivierung den eigentlichen Abweiser mit "kinematischer Verzögerung", d.h. durch die Distanz der beiden Mechanismen aus. Dies bedeutet, dass eine gewisse Distanz der beiden Mechanismen zwingend vorhanden sein muss, um ein sinnvolles komplettes Ausfahren des eigentlichen Abweisers nach Aktivierung der Auslösemechanismen bei jeder Fahrgeschwindigkeit zu ermöglichen. Derartige Schutzvorrichtungen werden bereits in den Druckschriften DE 255173 und DE 166218 beschrieben. Dieser somit "eingeprägte Einbauraum" ist bei modernen Niederflurbahnen problematisch, da oftmals nicht genügend "freie Distanz" unter der Front vorhanden ist.Further, from the prior art in the rail vehicle industry mechanical rejection devices are known, which are triggered by a corresponding mechanism by a pedestrian after a secondary impact. In most cases, these mechanisms are also mounted on / under the front of the vehicle and trigger when activated the actual deflector with "kinematic delay", ie by the distance of the two mechanisms. This means that a certain distance between the two mechanisms must be present in order to ensure a meaningful complete extension of the actual deflector after activation of the trigger mechanisms at any speed. Such protections are already in the publications DE 255173 and DE 166218 described. This thus "embossed installation space" is problematic in modern low-floor railways, as often not enough "free distance" under the front is present.

Zum anderen sind immer häufiger die Formen moderner Fahrerkabinen/Fronten, in Fahrtrichtung "modisch" oder den kinematischen Lichtraumverhältnissen der Bahn mehr oder weniger "angepfeilt". Das reduziert den zur Verfügung stehenden Einbauraum in der Breite. Sofern der Abweiser nicht aus der Fahrzeugkontur herausragt, deckt der Abweiser deshalb nicht die maximale Fahrzeugbreite ab. Somit bleibt das Risiko, dass ein Passant im ungeschützten seitlichen Bereich unter das Fahrzeug geraten kann.On the other hand, the shapes of modern cabs / fronts, in the direction of travel "fashionable" or the kinematic clearance conditions of the railway are more or less "tailored" more and more. This reduces the available installation space in width. If the deflector does not protrude from the vehicle contour, the deflector therefore does not cover the maximum vehicle width. This leaves the risk that a passer-by may fall under the vehicle in the unprotected lateral area.

Weiter sind Abweiser-Mechanismen bekannt, die unmittelbar hinter der Fahrzeugfront am Fahrzeugunterbau montiert sind und permanent wirkend in Betrieb sind. Diese Abweiser können als elastische Konstruktionen oder elastisch am Unterbau montiert, einen "Restspalt" zum Fahrweg aufweisend, aufgebaut sein. Dieser verbleibende, für den Betrieb maßgebliche Restspalt stellt jedoch eine Unsicherheit hinsichtlich kleiner Hindernisse dar.Furthermore, deflector mechanisms are known which are mounted directly behind the vehicle front on the vehicle body and are permanently acting in operation. These deflectors can be constructed as elastic constructions or elastically mounted on the substructure, having a "residual gap" to the guideway. However, this residual, operational residual gap presents uncertainty about small obstacles.

Weiter sind Airbags bekannt, die an der Fahrzeugfront montiert sind und aufgrund der längeren Anhaltewege und -zeiten der Bahnen den Innendruck länger aufrecht halten müssen. Dazu sind verschiedene Auslassventil-Steuerungen bekannt. Eine derartige Vorrichtung wird beispielsweise in der EP 1172261 A1 offenbart.Furthermore, airbags are known, which are mounted on the front of the vehicle and due to the longer stopping distances and times of the trains need to maintain the internal pressure longer. For this purpose, various exhaust valve controls are known. Such a device is used for example in the EP 1172261 A1 disclosed.

Aus verwandter Industrie sind Airbags bekannt, deren Aktivierung den Passanten noch vor dem Vorgang des Überfahrenwerdens vor der Fahrzeugfront auffangen soll. Dabei sind eine Vielzahl von Formen von Airbags bekannt, die an der vorderen Fahrzeugfront montiert werden, um einen Primäraufprall des Passanten mit der Fahrzeug-Frontstruktur zu lindern oder zu vermeiden. Hier wird insbesondere auf die Druckschriften DE 10233593 A1 und die DE 102006057655 A1 verwiesen.From related industry airbags are known whose activation is the passers-by before the process of being run over in front of the vehicle front to catch. There are a variety of forms of airbags are known, which are mounted on the front of the vehicle front to alleviate or avoid a primary impact of the pedestrian with the vehicle front structure. Here is in particular the pamphlets DE 10233593 A1 and the DE 102006057655 A1 directed.

In der US 2003/0047370 A1 wird eine Stoßfangvorrichtung für Schienenfahrzeuge beschrieben, welche an deren Vorderseite angeordnet ist. Dabei handelt es sich insbesondere um einen oder mehrere Airbags, welche insbesondere an der Kupplungsvorrichtung angeordnet sind.In the US 2003/0047370 A1 a bumper device for rail vehicles is described, which is arranged at the front. This is in particular one or more airbags, which are arranged in particular on the coupling device.

Bei mechanischen Abweiser-Mechanismen, die mittels mechanischer Auslösung aus einer Ruheposition in eine Wirkposition gebracht werden, ist die "kinematische" Distanz des Auslösevorganges zur Komplettaktivierung im Fokus der Auslegung. Diese ist spezifisch mit der Infrastruktur abzustimmen.In the case of mechanical deflector mechanisms, which are brought from a rest position into an operative position by means of mechanical release, the "kinematic" distance of the triggering process for complete activation is the focus of the design. This is specific to the infrastructure.

Bei permanent aktiven und wirkenden Abweise-Mechanismen ist der minimal mögliche "Restspalt" zum Fahrweg zu definieren, um alle Fahrzustände hinsichtlich vertikaler Radien (Kuppe- oder Wannenfahrten) zu ermöglichen, ohne die geplante Wirkweise durch zu großen bestehenden Spalt zu sehr zu schmälern.In the case of permanently active and acting rejection mechanisms, the minimum possible "residual gap" to the travel path must be defined in order to enable all driving conditions with regard to vertical radii (dome or trough movements) without unduly diminishing the planned mode of action due to an excessively large gap.

Die Aufgabe der vorliegenden Erfindung besteht darin, eine Sicherheitsvorrichtung zu entwickeln, welche insbesondere für moderne Schienenfahrzeuge einsetzbar ist und mit welcher nicht nur verhindert werden kann, dass eine bereits teilweise überfahrene Person weiter unter das Fahrzeug in Richtung Räder gerät, sondern auch, dass die im Begriff des Überfahrenwerdens befindliche Person noch vor dem Kontakt mit der Sicherheitsvorrichtung durch Einsatz weiterer Maßnahmen, die mit der Aktivierung der Sicherheitsvorrichtung verbunden sind, sanft abgefangen wird und gegebenenfalls wieder unter dem Fahrzeug hervorgedrückt werden kann. Eine weitere Aufgabe besteht darin, ein Schienenfahrzeug mit einer derartigen Vorrichtung vorzustellen, sowie ein Verfahren zum Schutz von Personen nach dem Aufprall auf ein Fahrzeug. Erfindungsgemäß wird diese Aufgabe durch die Merkmale der Ansprüche 1, 9 und 10 gelöst. Vorteilhafte Weiterbildungen der Erfindung sind in den zugehörigen Unteransprüchen enthalten.The object of the present invention is to develop a safety device which can be used in particular for modern rail vehicles and with which not only can prevent an already partially overridden person continues under the vehicle in the direction of wheels, but also that in the Concept of overrun person before contact with the safety device by using other measures that are associated with the activation of the safety device, is gently intercepted and, if necessary, can be pushed back under the vehicle. A further object is to present a rail vehicle with such a device, as well as a method for protecting persons after the impact on a vehicle. According to the invention this object is solved by the features of claims 1, 9 and 10. Advantageous developments of the invention are contained in the appended subclaims.

Demnach beinhaltet die Erfindung eine Sicherheitsvorrichtung zum Schutz von Personen, welche unterhalb des Wagenkastens vor dem ersten Rädersatz eines Fahrzeuges, insbesondere eines Schienenfahrzeuges, angeordnet ist. Die Sicherheitsvorrichtung umfasst dabei erfindungsgemäß zwei miteinander verbundene und in einem Wirkungszusammenhang stehende Funktionselemente, wobei ein erstes Funktionselement als Abweiser-Einrichtung ausgebildet ist, welche in Ruheposition in horizontaler Lage und quer zur Fahrtrichtung unterhalb des Wagenkastens angeordnet ist und nach einer Aktivierung aus der horizontalen Lage in eine senkrechte Lage bringbar ist, und in dieser Position durch einen Spalt vom Fahrweg beabstandet ist. Das zweite Funktionselement ist am ersten Funktionselement befestigt und wirkt als Abbrems-Einrichtung, wobei die Abbrems-Einrichtung eine mechanische Struktur oder eine Airbagtechnologie umfasst, die zur Bewegung oder Ausbreitung in Fahrtrichtung aktivierbar sind. Vorteilhaft ist vorgesehen, dass das als Abweiser-Einrichtung ausgebildete Funktionselement aus der horizontalen Lage in eine senkrechte Lage klapp-, schwenk- oder verschiebbar ist und fest gegen die Fahrtrichtung am Unterbau des Wagenkastens montiert ist. Nach einem weiteren Merkmal ist vorgesehen, dass das als Abweiser-Einrichtung ausgebildete Funktionselement nach einer Aktivierung durch eine mechanische Rücksetzung wieder in die Ruheposition zurücksetzbar ist.Accordingly, the invention includes a safety device for the protection of persons, which is arranged below the car body in front of the first gear set of a vehicle, in particular a rail vehicle. The safety device according to the invention comprises two interconnected and functionally related functional elements, wherein a first functional element is designed as a deflector device, which is arranged in the rest position in a horizontal position and transverse to the direction of travel below the car body and after activation from the horizontal position in a vertical position can be brought, and is spaced in this position by a gap from the guideway. The second functional element is attached to the first functional element and acts as a deceleration device, wherein the deceleration device comprises a mechanical structure or an airbag technology, which can be activated for movement or propagation in the direction of travel. Advantageously, it is provided that the functional element embodied as a deflector device can be folded, swiveled or displaced from the horizontal position into a vertical position and is mounted firmly against the direction of travel on the substructure of the vehicle body. According to a further feature, it is provided that the functional element embodied as a deflector device can be reset to the rest position after activation by a mechanical reset.

Besonders vorteilhaft ist vorgesehen, dass die das zweite Funktionselement umfassende mechanische Struktur eine translatorisch-mechanische Technologie umfasst und durch Vorspannung, vorzugsweise durch Federkraft, hydraulische Kraft, pneumatische Kraft, pyrotechnische Kraft, elektrotechnische/elektronische Kraft oder einer Kombination der vorgenannten Kräfte in eine in Richtung Fahrzeuganfang liegende Endlage bringbar ist. Dabei ist weiter vorgesehen, dass die das zweite Funktionselement umfassende mechanische Struktur von der Endlage durch mechanische Rücksetzung wieder in die Ausgangsposition zurücksetzbar ist.It is particularly advantageous that the mechanical structure comprising the second functional element comprises a translatory-mechanical technology and by bias, preferably by spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination of the aforementioned forces in a direction Vehicle start lying end position can be brought. In this case, it is further provided that the mechanical structure comprising the second functional element can be reset from the end position by mechanical resetting to the starting position.

Nach einem bevorzugten Merkmal der Erfindung ist vorgesehen, dass eine Abweiser-Technologie zum Einsatz kommt, seitlich und quer über die gesamte Breite dieses Funktionselementes angeordnet ist, wodurch eine seitliche und frontale Abbremsung eindringender Personen realisiert werden kann. Vorteilhaft sind die beiden Funktionselemente dabei mechanisch und/oder elektronisch aktivierbar.According to a preferred feature of the invention it is provided that a deflector technology is used, is arranged laterally and transversely over the entire width of this functional element, whereby a lateral and frontal deceleration of invading persons can be realized. Advantageously, the two functional elements are mechanically and / or electronically activated.

Insbesondere ist dabei vorgesehen, dass das erste Funktionselement drehmechanisch oder translatorisch aktivierbar ist und die Aktivierung der mechanischen Struktur des zweiten Funktionselementes translatorisch-mechanisch erfolgt.In particular, it is provided that the first functional element is rotationally or translatorily activated and the activation of the mechanical structure of the second functional element is translational-mechanical.

Nach einem weiteren bevorzugten Merkmal der Erfindung ist vorgesehen, dass mehrere Airbag-Technologien als zweite Funktionselemente zum Einsatz kommen, die seitlich und quer über die ganze Breite des Funktionselementes angeordnet sind.According to a further preferred feature of the invention, it is provided that a plurality of airbag technologies are used as second functional elements, which are arranged laterally and transversely over the entire width of the functional element.

Die Erfindung beinhaltet weiter ein Schienenfahrzeug, insbesondere ein Niederflurfahrzeug, mit einer Sicherheitsvorrichtung zum Schutz von Personen, wobei die Sicherheitsvorrichtung unterhalb des Wagenkastens vor dem ersten Rädersatz des Schienenfahrzeuges angeordnet ist und nach den oben beschriebenen Merkmalen ausgebildet ist. Zur Vermeidung von Wiederholungen wird deshalb auf die obigen Ausführungen verwiesen. Zum Umfang der Erfindung gehört weiter ein Verfahren zum Schutz von Personen nach einem Aufprall auf ein Fahrzeug, insbesondere einem Schienenfahrzeug, wobei unterhalb des Wagenkastens des Fahrzeuges eine Sicherheitsvorrichtung nach den oben genannten Merkmalen in zwei Stufen ausgelöst wird und in einer ersten Stufe eine Abweiser-Einrichtung und in einer zweiten Stufe eine Abbremseinrichtung aktiviert wird.The invention further includes a rail vehicle, in particular a low-floor vehicle, with a safety device for protecting persons, wherein the safety device is arranged below the car body in front of the first wheel set of the rail vehicle and is designed according to the features described above. To avoid repetition, reference is therefore made to the above statements. The scope of the invention further includes a method for protecting persons after an impact on a vehicle, in particular a rail vehicle, below the car body of the vehicle, a safety device is triggered according to the above features in two stages and in a first stage a deflector device and in a second stage, a deceleration device is activated.

Nachfolgend wird die Erfindung in einem Ausführungsbeispiel und den zugehörigenHereinafter, the invention in an embodiment and the associated

Zeichnungen näher erläutert. Es zeigen:

Fig. 1
eine schematische Darstellung des vorderen Abschnittes eines Schienenfahrzeuges mit einer schematischen Darstellung der Sicherheitsvorrichtung in Ruhelage;
Fig. 2
eine schematische Darstellung des vorderen Abschnittes eines Schienenfahrzeuges mit einer schematischen Darstellung der Sicherheitsvorrichtung in vertikaler Lage;
Fig. 3
eine schematische Darstellung des vorderen Abschnittes eines Schienenfahrzeuges mit einer schematischen Darstellung der Sicherheitsvorrichtung nach deren vollständiger Aktivierung;
Fig. 4a - c
eine perspektivische Ansicht des vorderen Abschnittes eines Schienenfahrzeuges mit einer Sicherheitsvorrichtung, welche eine mechanische Struktur umfasst, in den einzelnen Aktivierungsstufen;
Fig. 5a - c
eine perspektivische Ansicht des vorderen Abschnittes eines Schienenfahrzeuges mit einer Sicherheitsvorrichtung mit einer Airbagtechnologie in den einzelnen Aktivierungsstufen.
Drawings explained in more detail. Show it:
Fig. 1
a schematic representation of the front portion of a rail vehicle with a schematic representation of the safety device in the rest position;
Fig. 2
a schematic representation of the front portion of a rail vehicle with a schematic representation of the safety device in a vertical position;
Fig. 3
a schematic representation of the front portion of a rail vehicle with a schematic representation of the safety device after its complete activation;
Fig. 4a - c
a perspective view of the front portion of a rail vehicle with a safety device comprising a mechanical structure, in the individual activation stages;
Fig. 5a - c
a perspective view of the front portion of a rail vehicle with a safety device with an airbag technology in the individual activation stages.

In Fig. 1 wird in einer schematischen Darstellung der vordere Abschnitt eines Schienenfahrzeuges 10 mit einer angedeuteten, in Ruhelage befindlichen Sicherheitsvorrichtung 1 gezeigt, die unterhalb des Wagenkastens vor dem ersten Rädersatz des Schienenfahrzeuges 10 angeordnet ist.In Fig. 1 is shown in a schematic representation of the front portion of a rail vehicle 10 with an indicated, in rest position safety device 1, which is arranged below the car body in front of the first gear set of the rail vehicle 10.

In Fig. 2 ist der vordere Abschnitt eines Schienenfahrzeuges mit einer schematischen Darstellung der Sicherheitsvorrichtung in vertikaler Lage (aktiviertes Funktionselement 2) dargestellt, wobei deutlich wird, dass die Sicherheitsvorrichtung 1 zwei miteinander verbundene und in einem Wirkungszusammenhang stehende Funktionselemente 2, 3 umfasst, wobei das erste Funktionselement 2 als Abweiser-Einrichtung ausgebildet ist, welche in Ruheposition in horizontaler Lage und quer zur Fahrtrichtung unterhalb des Wagenkastens angeordnet ist und nach einer Aktivierung aus der horizontalen Lage in eine senkrechte Lage bringbar ist und in dieser Position vom Fahrweg beabstandet ist.In Fig. 2 is the front portion of a rail vehicle with a schematic representation of the safety device in a vertical position (activated functional element 2), it being understood that the safety device 1 comprises two interconnected and functionally related functional elements 2, 3, wherein the first functional element 2 as Deflector device is formed, which is arranged in the rest position in a horizontal position and transverse to the direction of travel below the car body and after activation of the horizontal position can be brought into a vertical position and is spaced in this position from the travel.

Die beiden Funktionselemente 2, 3 bilden physisch keine Einheit, sondern sind unabhängig voneinander aktivierbar. Sie stehen aber in einem Wirkzusammenhang derart, dass die zweite Stufe (Funktionselement 3) mit der ersten Stufe (Funktionselement 2) mechanisch verbunden ist, wobei die zweite Stufe erst nach einer Aktivierung der ersten Stufe aktivierbar ist.The two functional elements 2, 3 do not physically form a unit but can be activated independently of one another. However, they are in an operative relationship such that the second stage (functional element 3) is mechanically connected to the first stage (functional element 2), wherein the second stage can be activated only after activation of the first stage is.

In Fig. 3 wird eine schematische Darstellung des vorderen Abschnittes des Schienenfahrzeuges mit einer schematischen Darstellung der Sicherheitsvorrichtung nach deren vollständiger Aktivierung der beiden Funktionselemente 2 und 3 gezeigt.In Fig. 3 is a schematic representation of the front portion of the rail vehicle with a schematic representation of the safety device after the complete activation of the two functional elements 2 and 3 shown.

Die Fig. 4a - 4c und die Fig. 5a - 5c zeigen jeweils verschiedene Ausführungsvarianten der Erfindung, wobei in den Fig. 4a - 4c ein Funktionselement 3 zum Einsatz kommt, welches eine mechanische Struktur umfasst und in den Fig. 5a - 5c ein Funktionselement 3 zum Einsatz kommt, welches eine Airbagtechnologie umfasst. Die Fig. 4a und Fig. 5a zeigen dabei die Ruheposition der Sicherheitsvorrichtung. Die Fig. 4b und Fig. 5b zeigen die Aktivierung des Funktionselementes 2 in einer ersten Stufe und die Fig. 4c und Fig. 5c zeigen jeweils die Vollaktivierung der Sicherheitsvorrichtung.The Fig. 4a - 4c and the Fig. 5a - 5c show in each case different embodiments of the invention, wherein in the Fig. 4a - 4c a functional element 3 is used, which comprises a mechanical structure and in the Fig. 5a - 5c a functional element 3 is used which comprises an airbag technology. The Fig. 4a and Fig. 5a show the rest position of the safety device. The Fig. 4b and Fig. 5b show the activation of the functional element 2 in a first stage and the Fig. 4c and Fig. 5c each show the full activation of the safety device.

In einem ersten Schritt nach der Auslösung wird der erste Teil der Sicherheitsvorrichtung 1, d.h. das erste Funktionselement 2, welches als Abweiser-Einrichtung ausgebildet ist und quer zur Fahrtrichtung unterhalb des Wagenkastens eines Schienenfahrzeuges 10 angeordnet ist, aktiviert, d.h., aus seiner horizontalen Ruhelage in eine vertikale Endlage gebracht. Diese erste Aktivierung kann dreh-mechanisch oder translatorisch erfolgen. In einem zweiten Schritt wird das zweite Funktionselement 3, welches als Abbremseinrichtung wirkt und am ersten Funktionselement 2 befestigt ist, aktiviert, wobei eine sich in vertikaler Endlage befindliche mechanische Struktur 4 in Fahrtrichtung ausgefahren wird. Diese translatorisch-mechanische Maßnahme kann durch mehrere bekannte, alternative Maßnahmen realisiert werden. Nach erfolgter Aktivierung der beiden Funktionselemente 2, 3 der Sicherheitsvorrichtung 1 ("Komplettaktivierung") kann die Sicherheitsvorrichtung - je nach Beschaffenheit des zweiten Schrittes - mechanisch wieder zurückgesetzt werden.In a first step after triggering, the first part of the security device 1, i. the first functional element 2, which is designed as a deflector device and is arranged transversely to the direction of travel below the car body of a rail vehicle 10, activated, that is, brought from its horizontal rest position to a vertical end position. This first activation can be rotary-mechanical or translatory. In a second step, the second functional element 3, which acts as a deceleration device and is fastened to the first functional element 2, is activated, a mechanical structure 4 located in the vertical end position being extended in the direction of travel. This translational-mechanical measure can be realized by several known, alternative measures. After activation of the two functional elements 2, 3 of the safety device 1 ("complete activation"), the safety device - depending on the nature of the second step - mechanically reset.

Der erste Teil (Funktionselement 2) der Sicherheitsvorrichtung 1 wird demnach durch eine Maßnahme realisiert, die eine horizontale Ruhelage sowie eine vertikale Wirklage verzeichnet. Sie befindet sich unterhalb der Fahrerkabine des Schienenfahrzeuges 10, deutlich vor dem ersten Satz Räder, und wird am Unterbau montiert. Dieser erste Teil kann ein bereits bekannten "Bahnräumern" ähnlicher Teil sein, der allerdings in der Endposition/"Wirkposition" möglichst senkrecht zum Fahrweg liegend, daher von der Bauhöhe auf den "Spalt" zwischen Fahrweg und Fahrzeugunterbau abzustimmen ist und fest gegen die Fahrtrichtung wirkend montiert ist. Der zweite Teil der Sicherheitsvorrichtung 1 (Funktionselement 3) wird durch eine weitere Maßnahme realisiert, die sich von der ersten Maßnahme mit Wirkposition in Fahrtrichtung auszubreitend oder auch "nach vorne schiebend" wegzubewegen beginnt. Ziel dieser Ausbreitung bzw. Bewegung ist es, einen im Begriff des Überfahrenwerdens befindlichen Passanten vor dem Kontakt mit der ersten Stufe der Vorrichtung abzubremsen bzw. zu bewahren. Möglicherweise kann besagter Passant sogar unter dem Fahrzeug wieder herausgedrückt werden, was einen Nebeneffekt der Erfindung darstellt. Ein weiterer Vorteil der Erfindung besteht darin, dass bei einem Versagen des Funktionselements 3 zumindest das Funktionselement 2 seine Wirkung entfaltet.The first part (functional element 2) of the safety device 1 is therefore realized by a measure which records a horizontal rest position and a vertical active position. It is located below the driver's cab of the rail vehicle 10, well ahead of the first set of wheels, and is mounted on the substructure. This first part may be an already known "track clearing" similar part, but in the end position / "operative position" as perpendicular to the track lying, therefore, vote of the height of the "gap" between the track and vehicle undercarriage and acting firmly against the direction of travel is mounted. The second part of the safety device 1 (functional element 3) is realized by a further measure, which differs from the first Measure with active position spreading in the direction of travel or "moving forward" begins to move away. The purpose of this propagation or movement is to decelerate or preserve a person passing by in the concept of being overrun before contact with the first stage of the device. Possibly even said passer can be pushed out even under the vehicle again, which is a side effect of the invention. Another advantage of the invention is that at least the functional element 2 develops its effect in the event of failure of the functional element 3.

Eine mögliche Funktionsweise der Aktivierung des ersten Funktionselementes 2 kann ein rotatorisches Aufklappen eines mechanischen Abweisers sein, der von einer horizontalen Ruhelage in eine vertikale Endlage gebracht wird. Eine weitere Funktionsweise kann ein Verschieben aus einer Ruhelage in die vertikale Endlage sein. Dabei kann ein "Restspalt" des zu klappenden oder schiebenden Teiles in der Endposition zum Fahrweg bestehen, da der Hauptzweck dieser Maßnahme nicht primär dem "Formschluß" des Abweisers mit dem Fahrweg dient, sondern primär dem Zweck, als Träger für eine zweite Stufe bzw. für ein zweites Element zu fungieren, sowie bereits unter das Fahrzeug geratene Passanten davor bewahren, unter das Drehgestell der Bahn zu gelangen. Idealerweise kann der "Restspalt" zum Fahrweg aber minimiert werden, um die "Abweisefunktion" zu maximieren.A possible mode of operation of the activation of the first functional element 2 may be a rotary opening of a mechanical deflector, which is brought from a horizontal rest position into a vertical end position. Another mode of operation may be a shift from a rest position to the vertical end position. In this case, there may be a "residual gap" of the part to be folded or sliding in the end position to the track, since the main purpose of this measure is not primarily the "positive engagement" of the deflector with the track, but primarily the purpose as a support for a second stage or to act as a second element, and to prevent passersby who have already gotten under the vehicle from getting under the bogie of the train. Ideally, however, the "residual gap" to the driveway can be minimized to maximize the "rejection function".

Eine zweite Stufe realisiert eine in horizontaler Ebene wirkende Maßnahme, die dem Zweck dient, im Begriff des Überfahrenwerdens befindliche Passanten nicht nur sanft vor der ersten Stufe abzufangen, sondern idealerweise auch daran zu hindern, überhaupt überfahren zu werden oder überhaupt unter den Fahrzeugkopf eines Schienenfahrzeuges zu gelangen.A second stage realizes a horizontal action which serves the purpose of not only gently stopping passersby passing over before the first stage, but ideally also preventing them from being run over at all or even under the vehicle head of a rail vehicle reach.

Diese zweite Stufe kann durch verschiedene Technologien realisiert werden. In weiterer Folge werden zwei Technologien hervorgehoben, stehen aber nur stellvertretend für verschiedene Technologien.This second stage can be realized by different technologies. Subsequently, two technologies are highlighted, but are only representative of different technologies.

Eine mögliche Ausführung der zweiten Stufe (Funktionselement 3) ist eine mechanisch-translatorische Technologie in Form einer mechanischen Struktur 4, die auf der ersten Stufe montiert ist und durch Vorspannung z.B. mit Federkraft, hydraulischer Kraft, pneumatischer Kraft, pyrotechnischer Kraft, elektrotechnischer/elektronischer Kraft oder einer Kombination aller genannten Kräfte aus der Ruhelage in eine Endlage gebracht wird.A possible embodiment of the second stage (functional element 3) is a mechanical-translatory technology in the form of a mechanical structure 4, which is mounted on the first stage and by biasing e.g. with spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination of all said forces from the rest position is brought into an end position.

Eine weitere Ausführung wird durch Verwendung einer Airbagtechnologie 5 realisiert. Dabei soll unter dem Fahrzeug ausgelöst werden und es soll in Fahrtrichtung ausgelöst werden mit dem Ziel, in Fahrtrichtung zu wirken und Passanten sanft vor Kontakt mit der ersten Stufe der Sicherheitsvorrichtung 1 abzufangen. Idealerweise können Passanten, die bereits teilweise unter dem Fahrzeug eingezogen oder im Begriffe des Überfahrenwerdens sind, wieder unter dem Fahrzeug herausgedrückt werden. Nach Vollaktivierung kann die Sicherheitsvorrichtung 1 mechanisch wieder in die Ausgangslage versetzt werden:

  • die erste Stufe durch mechanische Rücksetzung in die Ausgangslage;
  • die zweite Stufe in Abhängigkeit der verwendeten Technologie.
Another embodiment is realized by using an airbag technology 5. It should be triggered under the vehicle and it should be triggered in the direction of travel with the goal of acting in the direction of travel and to catch passersby gently before contact with the first stage of the safety device 1. Ideally, passers-by who are already partially retracted under the vehicle or over-riding can be pushed out under the vehicle again. After full activation, the safety device 1 can be mechanically returned to the starting position:
  • the first stage by mechanical reset to the starting position;
  • the second stage depending on the technology used.

Bei Einsatz eines mechanisch-translatorischen Systems durch Rücksetzung in die Ausgangslage bzw. bei Airbagtechnologie muss eine Entfernung des erschlafften Airbags und der Einbau eines Ersatzsystems erfolgen. Als weitere Vorteile der beschriebenen Erfindung sind insbesondere die einfache, robuste Funktionsweise eines drehmechanischen oder translatorisch-mechanischen Funktionselementes 2 (1. Stufe) sowie eine zuverlässige Funktion der Abbremsmechanismen (2. Stufe, Funktionselement 3) durch den geschützten Einbauraum auf dem Funktionselement 2 in Ruhelage-Position hervorzuheben.When using a mechanical-translational system by resetting to the starting position or in airbag technology, a removal of the slackened airbag and the installation of a replacement system must be carried out. As a further advantages of the described invention are in particular the simple, robust operation of a rotary mechanical or translational-mechanical functional element 2 (1st stage) and a reliable function of Abbremsmechanismen (2nd stage, functional element 3) through the protected installation space on the functional element 2 in rest position Position to emphasize.

Im Falle der Verwendung einer mechanischen Struktur 4 als 2. Stufe wird das Abbremsen auf rein mechanischem Wege bewerkstelligt, z.B. mittels Federkraft, hydraulischer Kraft, pneumatischer Kraft, pyrotechnischer Kraft, elektrotechnischer/elektronischer Kraft oder einer Kombination daraus. Diese Ausführung ist nicht nur als besonders einfach, sondern auch reversibel und dabei leicht zurücksetzbar anzusehen.In the case of using a mechanical structure 4 as the second stage, deceleration is accomplished purely by mechanical means, e.g. by spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination thereof. This version is not only particularly easy, but also reversible and easy to reset.

Im Falle der Verwendung einer Airbagtechnologie 5 als 2. Stufe bläst sich durch die besondere Anordnung der Airbag links und rechts des Funktionselementes 2 (1. Stufe) in horizontaler Richtung auf und verhindert somit das frontale bzw. mögliche seitliche Eindringen eines Passanten. Die Auslösung der beiden Stufen kann sowohl mechanisch als auch elektronisch erfolgen. Im Falle elektronischer Aktivierung könnte ein Airbag auch die Funktion der Aufklappmechanismen übernehmen und wäre in dieser Funktion ein zusätzlicher erster, vorgeschalteter Abbremsmechanismus.In the case of the use of an airbag technology 5 as a 2nd stage inflated by the particular arrangement of the airbag left and right of the functional element 2 (1st stage) in the horizontal direction and thus prevents the frontal or possible lateral intrusion of a passer. The triggering of the two stages can be done both mechanically and electronically. In the case of electronic activation, an airbag could also take over the function of the unfolding mechanisms and in this function would be an additional first, upstream braking mechanism.

Claims (10)

  1. A safety device (1) for protecting persons, said device being arranged below the car body in front of the first wheel set of a vehicle, in particular a rail vehicle (10), which
    is characterized in that
    the said device comprises two functional elements (2, 3) which are connected to one another and can interact with each other, wherein
    - the first functional element (2) is designed as a deflector device which is arranged in the resting position in the horizontal position and transversely to the direction of travel below the car body and can be brought into a vertical position after activation from the horizontal position and is at a distance from the travel path at this position,
    - the second functional element (3) is fastened to the first functional element (2) and acts as a deceleration device, wherein the deceleration device comprises a mechanical structure (4) or at least an airbag technology (5), which can be activated for movement or expansion in the direction of travel.
  2. A safety device (1) according to claim 1, characterized in that the functional element (2) which is designed as a deflector device can be tilted, pivoted or moved from the horizontal position to a vertical position and is securely mounted on the substructure of the car body against the direction of travel.
  3. A safety device (1) according to claims 1 and 2, characterized in that the functional element (2) which is designed as a deflector device can be reset by means of mechanical reset to the resting position after activation.
  4. A safety device (1) according to claims 1 and 3, characterized in that the mechanical structure (4) comprising the second functional element (3) comprises a mechanical and translational technology and can be brought to an end position in the direction of the front of the vehicle by means of preliminary loading, preferably by spring force, hydraulic force, pneumatic force, pyrotechnical force, electrotechnical/electronic force or a combination of the aforementioned forces.
  5. The safety device (1) according to claim 4, characterized in that the mechanical structure (4) which comprises the second functional element (3) can be reset from the end position by mechanical resetting to the initial position again.
  6. The safety device (1) according to claim 1, characterized in that at least one airbag technology (5) is arranged laterally and transversally over the entire width of the functional element (2), by means of which a lateral and frontal deceleration of entering persons can be implemented.
  7. A safety device (1) according to one of the aforementioned claims, characterized in that the two functional elements (2, 3) can be activated mechanically and/or electronically.
  8. A safety device (1) according to claim 7, characterized in that the functional element (2) can be activated by rotational mechanical or translational means and the activation of the mechanical structure (4) of the functional element (3) occurs by translational mechanical means.
  9. A rail vehicle, in particular a low floor vehicle, equipped with a safety device (1) for protecting persons, wherein the safety device (1) is arranged below the car body in front of the first wheel set of the rail vehicle (10), characterized in that the safety device (1) is designed according to the characteristics of the claims 1 to 8.
  10. A method for protecting persons after an impact with a vehicle, in particular a rail vehicle, characterized in that below the car body of the vehicle there is a safety device (1) provided in accordance with the characteristics of the claims 1 to 8, which is tripped in two stages, wherein a deflector device is activated in a first stage and a deceleration device is activated in a second stage.
EP14711469.8A 2013-03-15 2014-03-12 Safety device for rail vehicles Active EP2969700B1 (en)

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PL2969700T3 (en) 2017-08-31
RU2643859C2 (en) 2018-02-06
CN105008206B (en) 2019-10-25
DE102013204555A1 (en) 2014-10-02
WO2014140074A1 (en) 2014-09-18
CA2901878C (en) 2021-01-26
RU2015144102A (en) 2017-04-24
AU2014230813B2 (en) 2017-09-07
AU2014230813A1 (en) 2015-09-10
EP2969700A1 (en) 2016-01-20
ES2622159T3 (en) 2017-07-05
CN105008206A (en) 2015-10-28
WO2014140074A8 (en) 2015-10-29
CA2901878A1 (en) 2014-09-18

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