DE102013211273A1 - Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by - Google Patents

Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by

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Publication number
DE102013211273A1
DE102013211273A1 DE102013211273.4A DE102013211273A DE102013211273A1 DE 102013211273 A1 DE102013211273 A1 DE 102013211273A1 DE 102013211273 A DE102013211273 A DE 102013211273A DE 102013211273 A1 DE102013211273 A1 DE 102013211273A1
Authority
DE
Germany
Prior art keywords
vehicle
rail vehicle
inflatable
person
gas medium
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
DE102013211273.4A
Other languages
German (de)
Inventor
Gerald Newesely
Michael Fischer
Pavel Hora
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bombardier Transportation GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to DE102013211273.4A priority Critical patent/DE102013211273A1/en
Priority claimed from RU2015135224A external-priority patent/RU2015135224A/en
Publication of DE102013211273A1 publication Critical patent/DE102013211273A1/en
Pending legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F19/00Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/06Nets, catchers, or the like for catching obstacles or removing them from the track
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/04Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
    • B61L23/041Obstacle detection

Abstract

Rail vehicle (1) with a device for passersby protection in the event of a collision with the vehicle front of the vehicle, wherein the device (4) is arranged on the underside of the rail vehicle front, wherein the device (4) consists of at least one structure (7) which by means of a gas medium (6) is inflatable in order to survive in that time range dimensionally stable, in which the vehicle can be brought to a standstill

Description

  • The invention relates to a rail vehicle with a device for pedestrian protection in the event of a collision with the vehicle front of the vehicle according to the preamble of claim 1, and a device for pedestrian protection for use on rail vehicles according to the preamble of claim. 7
  • Rail vehicles, such as Low or medium-floor trams or light rail vehicles, usually run in mixed driving. This means that they represent participants in public transport and thus interact with people as road users.
  • Since time immemorial, driving over persons directly in front of the vehicle poses a problem because e.g. Personenbefördernde rail vehicles through the Aufstandssparung metal-metal between the wheel and rail, in conjunction with the high vehicle mass, come to a standstill in a longer than, e.g. Automobiles that have both a lower mass and a higher friction due to the uprising rubber asphalt between the wheel and the track.
  • Driving over people is problematic in several areas. On the one hand, there is already a significant risk of injury when the person is "pulled in" into the gap at the front of the vehicle. Furthermore, injuries when rolling over the retracted person or parts of the person through the wheels can hardly be avoided. In addition, an open coupling area on the vehicle carries an additional high risk of injury. If a rail vehicle comes to a standstill, even before a person who has already gotten under the vehicle gets into the immediate danger zone of the wheels, one can reduce life-threatening injuries to a minimum, though never completely exclude them.
  • Protection systems, which fall into the term "deflector obstacle deflector" are known since the beginning of rail vehicle history and have already been implemented in various forms. Known devices or solutions in the area deflector obstacle deflector work on the basis of minimizing the risk of injury in the case of pulling or driving over a person in the gap on the vehicle front between the subfloor and infrastructure.
  • In the area of purely mechanically repellent protective systems and facilities, the focus was and is on minimizing injuries to a person by means of measures which are intended to limit or prevent as far as possible the entry of the partially overrun person into the contact area between the wheel and the rail. The basic idea of these systems is the goal of keeping people away from the immediate danger area until the vehicle has come to a standstill. The gap between the vehicle chassis and the track at the front of the vehicle plays a decisive role. If the gap is sufficiently narrow, it should not even be able to come to a pulling a person under the vehicle.
  • However, the operating conditions of the vehicle make geometric demands on this gap: assured available ground clearance when driving on vertical radii (dome and trough) in connection with the kinematic conditions of the chassis distances to the front overhang. Many implemented personal protection solutions provide that an obstacle of appropriate size, e.g. represents a person lying in front of the vehicle, on a directly at the beginning of the gap on the vehicle front hanging vertically hangs structure. This structure is designed to hinder obstacles to a certain extent. However, if an obstacle is such that it can not be pushed further either for reasons of too great mass or too much friction against the direction of travel, this structure allows another structure to be folded down from the underbody onto the roadway before the first one threatens to break. In this case, this second fold-down structure forms a "ramp" immediately in front of the first chassis, so that in case of breaking through of the obstacle on the first structure, a "reading" can take place even before the danger zone. Such a system has been widely used since, for example, high floor trams, such as the DUEWAG brand, since the 1960s.
  • However, these systems find meaningful use only if a sufficiently large ground clearance exists on the vehicle, which can dismiss an obstacle of the size of a person who has been driven over in any meaningful way before the danger zone, without the person who has already traveled having already suffered great damage.
  • A disadvantage of these protective systems is therefore that the majority of vehicle types using them are high or medium floor vehicles, which are usually equipped with a suitable ground clearance.
  • Another disadvantage is that it can come to sharp-edged deformations or fractures of the existing protective structures, if they can not support the burden of the "person to be pushed".
  • Other purely mechanical solutions for rollover protection, which are used in the field of low-floor vehicles, similar to the above-mentioned principle for middle and high-floor railways but with the difference that the first protective structure is not carried "carrying". In addition, these first structures or brackets are already at a significant distance from the front of the vehicle. On the one hand, this means that an overridden person must have already gotten far enough under the vehicle before coming into contact with the first structure. On the other hand, this structure is not designed to push the person further in front of him, but merely to let down the final "catching structure".
  • Although the use of airbags in a protection system for persons in front of the vehicle has already been described by the railway industry, it has so far been implemented only cautiously - usually on the grounds that a protective system consisting exclusively of airbag applications will deploy after the airbag has deployed can not be reversibly brought into the starting position. Such a solution is, for example, in the DE 102013204555 A1 described.
  • Another difficulty is the shape of these airbags, which should also ensure protection against retraction in or driving over under the vehicle in the gap between the underbody at the front of the vehicle and the track.
  • Known airbag technologies slacken after inflation by pressure drop. This raises the problem of dimensional stability - the air bag should last in the inflated state, at least after inflation, at least dimensionally stable those time range in which a vehicle can be brought to a standstill.
  • Relatively widespread systems for protecting people in the vehicle are so-called "soft-noses." Here, a cushioning soft layer, e.g. a polyurethane (PU) -containing plastic, attached to the frontmost vehicle contour to allow maximum damping of the impact of a colliding person with the vehicle. However, these systems offer no protection against the pulling or driving over of persons under the vehicle. Such a solution is known for example in the "Hermelijn" low-floor trams of the operator "De Lijn" in the Belgian Ghent and Antwerp.
  • Furthermore, the vehicle manufacturers are already trying to keep the opening on the vehicle front between the underbody and the travel path as small as possible in order to prevent as far as possible the entry of persons under the vehicle. Here, however, there is the conflict of not only required by the operator minimum ground clearance of the vehicle, but also kinematic boundary conditions in all conditions of use, especially so-called "tub rides". In these states, the vehicle passes through a vertical radius of increasing gradient ("pan" as opposed to "dome") which minimizes the vertical free distance of the foremost vehicle point to the travel path. This effect depends on the kinematic relationships between the distances of the foremost vehicle point to the pivot point of the first chassis in combination of the distance of this pivot point to the pivot point of the next chassis or carriage joint.
  • The majority of existing protective devices that are intended to prevent a person from driving over, aims to the person in front of the direct danger area, the footprint of the wheel and rail, reject and thus keep away. These mostly multi-level functioning deflector systems (eg DE 102013204555 A1 ) initiate the protection mechanism only when physical contact with the overcoming obstacle triggers the deflector mechanism in the area under the vehicle front. However, this already requires a partial overrunning of the person by the vehicle. An advantage of purely mechanical systems, however, is their immediate and easy re-initialization after application, if no dysfunctional damage to the system occurred.
  • Other known solutions consist of a Abweiserstruktur, which is located immediately behind the edge of the vehicle and, designed as a "carts" on their own roles, permanently activated by means of shear-resistant connection to the substructure. This structure is shear-resistant but gimbal attached to the substructure and can therefore compensate for differences in height, which performs the stem while driving, and has its own roles while a constant distance to the track on. Disadvantage of this solution is that especially in changing weather conditions such as snow and ice, sand and stones, the "Wägelchen" affected and more of an obstacle to the operation is. Such devices are mounted, for example, on trams in Seville or Zaragoza.
  • The object of the invention is to present a rail vehicle with a device that allows the complete "rejection" from the danger zone of a person advised in front of the vehicle. The aim is to completely prevent the passing of a passerby.
  • According to the invention this object is solved by the features of claims 1 and 9. The invention includes a device consisting of an arrangement of one or more inflatable structures in an area under the front panel, which is inflatable by means of a gas medium. Advantageously, it is provided that the respective structure can not only open, but also represent a closed body. It is also advantageous that, in addition to other materials used, the structures may consist of metallic materials. Also advantageously, it is provided that when used metallic materials, the structure consists of a welded flexible double board, which is inflatable via a supply line with a gas medium by internal pressure deformation. In optimization steps, the metal structure can be changed either by choosing the wall thickness or substituting it with other flexible metal structures.
  • In the following, the invention describes a selected embodiment of the inflatable structure as a closed welded metallic double board with a small wall thickness. This choice represents only one of the possible combinations of the invention and is not limited to this selection.
  • According to a special feature, the inflation of the metal structure is triggered by a sensor, which is arranged on the vehicle front. Advantageously, the sensor system is provided with measuring means which detect and / or detect the frontal impact of a person on the vehicle front. According to a special feature, it is provided that the metal structure in the activated state forms a geometrieadaptiven shaped body, which fills the cavity between the vehicle body and the rail. The inflation of the metal structure is advantageously carried out with a corresponding expansion speed, which prevents the risk of pulling a person under the vehicle.
  • Advantageously, the invention combines the basic principle of the complete "rejection" from the danger zone of a person in front of the vehicle by using a closed metal structure, which is activated by inflation. The teaching is also based on the interaction of electromechanical-pneumatic functions. The invention prevents both the retraction / driving over an unexpected and immediately before the vehicle front on the driveway coming to rest person in the nominal gap on the front of the vehicle, as well as any further risk of rolling over the rail wheels. Once activated, the closed metal structure may remain under the vehicle as it adapts to changing ground clearance.
  • The present invention can be integrated in all rail vehicles with front panel. It is basically irrelevant, whether it is low-floor, mid-floor or high-floor vehicles. The protection system according to the invention can be installed in all new rail vehicles and retrofitted in all rail vehicles in use.
  • The invention will be described in more detail with reference to embodiments illustrated in the drawings. In the drawings show
  • 1a : a rail vehicle in a side view with a person in the front area,
  • 1b : a rail vehicle in a front view with a person in the front area,
  • 2a : a rail vehicle in a side view with one with a device for passers-by,
  • 2 B : a rail vehicle in a front view with a device for pedestrian protection,
  • 3a : a rail vehicle in a side view with one with a device for passers-by protection in the activated state,
  • 3b : a rail vehicle in a front view with a device for passers-by protection in the activated state,
  • 4a -C: a schematic representation of the operation of a device for pedestrian protection.
  • In rail traffic, especially in urban tram traffic, collisions are between a rail vehicle 1 and persons (pedestrians) 2 No rarity. In particular, in a frontal impact it comes to serious and fatal injuries when the person 2 after impact into the cavity between rail vehicle 1 and underground 3 device.
  • By the device according to the invention, the risk of injury is to be significantly reduced by the cavity between the rail vehicle 1 and underground 3 immediately before or after the collision by the device attached to the underside of the rail vehicle front 4 is filled so that the person involved in the collision 2 not under the rail vehicle 1 can be advised and is preferably deflected next to the vehicle tracks. Also, injuries can not be ruled out, but these should be much lower and without endangering life.
  • A structure material selection of the device according to the invention is based on a structure 7 , pronounced as a metal structure, namely on a thin sheet structure, which through a feed lines 11 introduced gas medium 6 is expanded or inflated (different inflation conditions 8th . 9 ). It is advantageous that the flexibility of the metal structure can be set by the wall thickness and this structure can be in the form of "tailored blank", whereby alternative, softer metal materials are also conceivable. not content of this invention) is not visible from the outside The triggering of the device takes place via a sensor system 10 which is adapted to the rail vehicle front and which on optical, mechanical or other measuring principles the frontal impact of a person 2 detected or anticipates the impact. The mechanism is designed with respect to the expansion rate such that the complete final geometry of the molding is already reached before the risk of "pulling in" of the person arises. These are usually a few milliseconds.
  • In order to be able to meet the requirement of permanently secure functionality of the personal protection component, the structure must have flexible, inflatable, crack-resistant and contact-resistant properties. The rail vehicle according to the invention 1 includes a device (deflector-obstacle deflector), which is upstream of the impact absorption system of the vehicle and which does not respond without being triggered by an activation device. This is to ensure the full functionality of the overlying Stoßverzehrsystems crashes without danger of overrun a person.
  • The triggering of the deflector-obstacle deflector is carried out either by the driver by means of actuation of a device on the driver's desk or by the automatic detection technology (not content of this invention) of the integrated in advance of the rail vehicle detection device. In any case, the first response of one of these devices triggers the deflector obstacle deflector. In this case, a gas generator inflates the closed metal structure, which lies folded in the starting position. Depending on the geometry of the closed, folded metal structure, an additional deflecting movement is performed during inflation and deployment in the direction of the travel path, which moves the person (s) who are being driven over, so to speak under the vehicle.
  • Of course, this requires a coordination of the geometry of the closed metal structure to the relationships between the front panel and the track.
  • The closed, folded attached metal structure can also be designed in several parts to compensate for particular curvatures of the shock bar.
  • A special feature of the activated (= inflated) closed metal structure, and thus a significant improvement over known airbag technologies, is that it remains dimensionally stable in position and position after the inflation process. This means that after pressurization (= inflation) per se no (constant) pressure in the structure must be more to keep them in the inflated state. The closed metal structure may, however, be more responsive to changing vertical space conditions such as e.g. to adapt to a reduction in nominal ground clearance between bumper and track: it is simply compressed by the weight of the vehicle itself. After this reduction in the height of the closed metal structure remains in the state of reduced height.
  • The entire process of obstacle detection and triggering and inflating the closed metal structure should be done in real time. The present invention is in any case to complement the action taken in parallel to protect people with regard to driving over: timely stopping of the rail vehicle before a person can be injured by pulling / driving under the vehicle.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • DE 102013204555 A1 [0012, 0017]

Claims (16)

  1. Rail vehicle ( 1 ) with a device for pedestrian protection in the event of a collision with the vehicle front of the vehicle, the device ( 4 ) is arranged on the underside of the rail vehicle front, characterized in that the device ( 4 ) of at least one structure ( 7 ), which by means of a gas medium ( 6 ) is inflatable in order to survive in that time range dimensionally stable, in which the vehicle can be brought to a standstill
  2. Rail vehicle according to claim 1, characterized in that the structure ( 7 ) consists of a metal structure, which via a feed line ( 11 ) with a gas medium ( 6 ) is inflatable by internal pressure deformation.
  3. Rail vehicle according to claim 1, characterized in that the structure ( 7 ) consists of a closed structure, which via a feed line ( 11 ) with a gas medium ( 6 ) is inflatable by internal pressure deformation.
  4. Rail vehicle according to one of claims 1 to 3, characterized in that the structure ( 7 ) is formed as a closed metal structure and consists of a welded double board, which via a feed line ( 11 ) with a gas medium ( 6 ) is inflatable by internal pressure deformation.
  5. Rail vehicle according to one of claims 1 to 4, characterized in that the inflation of the structure ( 7 ) via a sensor system ( 10 ) is triggered, which is arranged on the vehicle front.
  6. Rail vehicle according to claim 5, characterized in that the sensors ( 10 ) Measuring means, the frontal impact of a person ( 2 ) recognize and / or detect on the vehicle front.
  7. Rail vehicle according to one of claims 1 to 6, characterized in that the structure ( 7 ) in the activated state, a geometry-adaptive shaped body ( 5 ) forming the cavity between the vehicle chassis and the railroad track ( 3 ).
  8. Rail vehicle according to one of claims 1 to 7, characterized in that the inflation of the structure ( 7 ) takes place at an expansion rate which reduces the risk of a person being ( 2 ) under the vehicle ( 1 ) prevented.
  9. Passenger protection device in the event of a collision with the vehicle front of a rail vehicle ( 1 ), the facility ( 4 ) is arranged on the underside of the rail vehicle front, characterized in that it comprises at least one structure ( 7 ), which by means of a gas medium ( 6 ) is inflatable to dimensionally stable those time range in which the vehicle can be brought to a standstill.
  10. Device according to claim 9, characterized in that the structure ( 7 ) consists of a metal structure, which via a supply line ( 11 ) with a gas medium ( 6 ) is inflatable by internal pressure deformation.
  11. Device according to claim 9, characterized in that the structure ( 7 ) as a closed structure, which via a supply line ( 11 ) with a gas medium ( 6 ) is inflatable by internal pressure deformation.
  12. Device according to one of claims 9 to 11, characterized in that the structure ( 7 ) is formed as a closed metal structure and consists of a welded double board, which via a feed line ( 11 ) with a gas medium ( 6 ) is inflatable.
  13. Device according to claims 9 to 12, characterized in that the inflation of the structure ( 7 ) via a sensor system ( 10 ), which at the vehicle front of the rail vehicle ( 1 ) is arranged.
  14. Device according to claim 13, characterized in that the sensors ( 10 ) Measuring means, the frontal impact of a person ( 2 ) on the vehicle front of the rail vehicle ( 1 ) recognize and / or detect.
  15. Device according to one of claims 9 to 14, characterized in that the structure ( 7 ) in the activated state, a geometry-adaptive shaped body ( 5 ) forming the cavity between the vehicle body in the front region of the rail vehicle ( 1 ) and the railway underground ( 3 ).
  16. Device according to one of claims 9 to 15, characterized in that the inflation of the structure ( 7 ) with an expansion speed, the risk of a person ( 2 ) under the vehicle ( 1 ) prevented.
DE102013211273.4A 2013-06-17 2013-06-17 Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by Pending DE102013211273A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE102013211273.4A DE102013211273A1 (en) 2013-06-17 2013-06-17 Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
DE102013211273.4A DE102013211273A1 (en) 2013-06-17 2013-06-17 Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by
RU2015135224A RU2015135224A (en) 2013-02-07 2014-02-06 Rail vehicle with device for protecting pedestrians and also device for protecting pedestrians
CN201480007828.8A CN105189211A (en) 2013-02-07 2014-02-06 Rail vehicle having a device for pedestrian protection and device for pedestrian protection
CA2898645A CA2898645A1 (en) 2013-02-07 2014-02-06 Rail vehicle having a device for pedestrian protection as well as a device for pedestrian protection
PCT/EP2014/052324 WO2014122212A1 (en) 2013-02-07 2014-02-06 Rail vehicle having a device for pedestrian protection and device for pedestrian protection
AU2014213989A AU2014213989A1 (en) 2013-02-07 2014-02-06 Rail vehicle having a device for pedestrian protection and device for pedestrian protection
EP14702875.7A EP2953819A1 (en) 2013-02-07 2014-02-06 Rail vehicle having a device for pedestrian protection and device for pedestrian protection

Publications (1)

Publication Number Publication Date
DE102013211273A1 true DE102013211273A1 (en) 2014-12-18

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DE102013211273.4A Pending DE102013211273A1 (en) 2013-06-17 2013-06-17 Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by

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DE (1) DE102013211273A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018133177B3 (en) * 2018-12-20 2020-04-16 Bombardier Transportation Gmbh Modular personal protection device under the vehicle
DE102018133181B3 (en) * 2018-12-20 2020-04-16 Bombardier Transportation Gmbh Personal protection device for fastening to the underside of a rail vehicle

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE255173C (en) *
DE4425830A1 (en) * 1993-10-28 1995-05-04 Deutsche Aerospace Activatably energy-absorbing component
US5615914A (en) * 1995-01-17 1997-04-01 Olin Corporation Inflatable metal bladders for automobile passenger protection
WO2000050270A1 (en) * 1999-02-24 2000-08-31 Automotive Development Specialists Ltd. Inflatable protection apparatus
US6460873B1 (en) * 1999-09-24 2002-10-08 Livbag Snc Inflatable metal structure with built-in pyrotechnic charge
JP2003341513A (en) * 2002-05-22 2003-12-03 East Japan Railway Co Emergency rescue device of vehicle, and emergency rescue system
JP2009101936A (en) * 2007-10-25 2009-05-14 Nippon Sharyo Seizo Kaisha Ltd Railroad vehicle collision safety device
DE102012007814A1 (en) * 2012-04-18 2012-11-22 Daimler Ag Vehicle, particularly motor vehicle, has energy absorption element, which is triggered to develop with gas when imminent collision or collision of vehicle is detected
DE102013204555A1 (en) 2013-03-15 2014-10-02 Bombardier Transportation Gmbh Safety device for rail vehicles

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE255173C (en) *
DE4425830A1 (en) * 1993-10-28 1995-05-04 Deutsche Aerospace Activatably energy-absorbing component
US5615914A (en) * 1995-01-17 1997-04-01 Olin Corporation Inflatable metal bladders for automobile passenger protection
WO2000050270A1 (en) * 1999-02-24 2000-08-31 Automotive Development Specialists Ltd. Inflatable protection apparatus
US6460873B1 (en) * 1999-09-24 2002-10-08 Livbag Snc Inflatable metal structure with built-in pyrotechnic charge
JP2003341513A (en) * 2002-05-22 2003-12-03 East Japan Railway Co Emergency rescue device of vehicle, and emergency rescue system
JP2009101936A (en) * 2007-10-25 2009-05-14 Nippon Sharyo Seizo Kaisha Ltd Railroad vehicle collision safety device
DE102012007814A1 (en) * 2012-04-18 2012-11-22 Daimler Ag Vehicle, particularly motor vehicle, has energy absorption element, which is triggered to develop with gas when imminent collision or collision of vehicle is detected
DE102013204555A1 (en) 2013-03-15 2014-10-02 Bombardier Transportation Gmbh Safety device for rail vehicles

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018133177B3 (en) * 2018-12-20 2020-04-16 Bombardier Transportation Gmbh Modular personal protection device under the vehicle
DE102018133181B3 (en) * 2018-12-20 2020-04-16 Bombardier Transportation Gmbh Personal protection device for fastening to the underside of a rail vehicle
AU2019271893B1 (en) * 2018-12-20 2020-05-14 Bombardier Transportation Gmbh Personal protection device for fixing on the underside of a rail vehicle
EP3670289A1 (en) * 2018-12-20 2020-06-24 Bombardier Transportation GmbH Personal protection device for fixing on the underside of a rail vehicle

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