Head module for a rail vehicle, in particular for high-speed traffic, comprising - a safety cell for the train driver, which has a front structure (103.1), a rear structure (103.2) spaced apart in the longitudinal direction of the rail vehicle, as well as a lateral framework structure (103.3) on both longitudinal sides of the rail vehicle, wherein - the frontal structure (103.1) has at least one frontal coupling device, which defines a frontal coupling plane (103.9) extending in the direction of the height axis, in the area of which at least one impact energy absorbing element (106, 107), facing forward in the longitudinal direction of the rail vehicle, is coupled to the frontal structure (103.1), - the frontal structure (103.1), in the middle region of the rail vehicle, extends in the direction of the height axis of the rail vehicle up to the height area defined by the lower edge of a windshield of the rail vehicle, and - the respective lateral framework structure (103.3), in the event of a crash, supports the frontal structure (103.1) against the rear structure (103.2), - the frontal structure (103.1) comprises, on both longitudinal sides of the rail vehicle, a column element (103.5) which, in the frontal coupling plane (103.9), extends in the direction of the height axis of the rail vehicle beyond the lower edge of the windshield, - each respective column element (103.5), in the event of a crash, is rigidly supported in the area of its upper end by the associated lateral framework structure (103.3) against the rear structure (103.2), wherein the associated lateral framework structure (103.3) comprises a support element (103.7), which, starting from the upper end of the associated column element (103.5), extends obliquely upwards towards the rear structure (103.2) and extends inclined to the column element (103.5), characterized in that - the respective column element (103.5) has a protrusion (103.10) facing forwards in the longitudinal direction of the rail vehicle, which,beginning from the height range of the lower edge of the windshield extends in the direction of the height axis of the rail vehicle up to the upper end of the column element (103.5) and projects beyond the coupling plane (103.9) in the longitudinal direction of the rail vehicle, - the protrusion (103.10) has a contact area (103.11) placed towards the front in the longitudinal direction of the rail vehicle, - the distance between the contact area (103.11) of the protrusion (103.10) and the coupling plane (103.9) in the longitudinal direction of the rail vehicle is calculated such that it is bigger than the final length of the impact energy absorbing element (106, 107) in the state of completely exploited energy absorption capacity. - a safety cell for the train driver, which has a front structure (103.1), a rear structure (103.2) spaced apart in the longitudinal direction of the rail vehicle, as well as a lateral framework structure (103.3) on both longitudinal sides of the rail vehicle, wherein - the frontal structure (103.1) has at least one frontal coupling device, which defines a frontal coupling plane (103.9) extending in the direction of the height axis, in the area of which at least one impact energy absorbing element (106, 107), facing forward in the longitudinal direction of the rail vehicle, is coupled to the frontal structure (103.1), - the frontal structure (103.1), in the middle region of the rail vehicle, extends in the direction of the height axis of the rail vehicle up to the height area defined by the lower edge of a windshield of the rail vehicle, and - the respective lateral framework structure (103.3), in the event of a crash, supports the frontal structure (103.1) against the rear structure (103.2), - the frontal structure (103.1) comprises, on both longitudinal sides of the rail vehicle, a column element (103.5) which, in the frontal coupling plane (103.9), extends in the direction of the height axis of the rail vehicle beyond the lower edge of the windshield, - each respective column element (103.5), in the event of a crash, is rigidly supported in the area of its upper end by the associated lateral framework structure (103.3) against the rear structure (103.2), wherein the associated lateral framework structure (103.3) comprises a support element (103.7), which, starting from the upper end of the associated column element (103.5), extends obliquely upwards towards the rear structure (103.2) and extends inclined to the column element (103.5), - the respective column element (103.5) has a protrusion (103.10) facing forwards in the longitudinal direction of the rail vehicle, which,beginning from the height range of the lower edge of the windshield extends in the direction of the height axis of the rail vehicle up to the upper end of the column element (103.5) and projects beyond the coupling plane (103.9) in the longitudinal direction of the rail vehicle, - the protrusion (103.10) has a contact area (103.11) placed towards the front in the longitudinal direction of the rail vehicle, - the distance between the contact area (103.11) of the protrusion (103.10) and the coupling plane (103.9) in the longitudinal direction of the rail vehicle is calculated such that it is bigger than the final length of the impact energy absorbing element (106, 107) in the state of completely exploited energy absorption capacity.