CA2247504C

CA2247504C - A rail vehicle with a wagon body

Info

Publication number: CA2247504C
Application number: CA002247504A
Authority: CA
Inventors: Lutz Bertling; Andreas Wende; Hans-J. Kroschewsky; Emil Veith-Salomon; Lothar Klein; Bjorn Dauterstedt; Wolfgang Mathes; Jurgen Neumann; Erich Winter; Heinz Kasiske; Jurgen Heyn
Original assignee: Siemens AG; ABB Daimler Benz Transportation Technology GmbH; Deutsche Waggonbau AG
Current assignee: Bombardier Transportation GmbH; Siemens AG; Deutsche Waggonbau AG
Priority date: 1996-02-23
Filing date: 1997-02-08
Publication date: 2003-09-23
Anticipated expiration: 2017-02-08
Also published as: HRP970091B1; HUP9900999A2; YU7097A; CZ286361B6; ES2134675T3; DE19606792A1; NO983801L; CA2247504A1; NO983801D0; CN1089701C; ATE183159T1; HUP9900999A3; CN1211953A; EP0881975B1; CZ268798A3; PL328374A1; WO1997030877A1; HRP970091A2; NO313990B1; DE59700331D1

Abstract

With respect to a rail vehicle with a wagon body (2) which is of modular construction, individual large modules (5 - 8) such as the base-, roof- and side wall modules and, if appropriate, end wall modules or a driver's cab are first joined, assembled and equipped, their operation is checked, and they are then joined together in the region of respectively adjacent side edges (19) using a heat-free or low-heat joining technique.

Description

A RAIL VEHICLE WITH A WAGON BODY
The invention relates to a rail vehicle with a wagon body of modular construction.
The wagon body on a known rail vehicle of this type (WO 93/19965) is composed of a base module and a module comprising side walls and a roof wall which are manufactured as a unit. In this construction, the base module is freely accessible during assembly, but the production of the module which is to be placed on top of the said base module involves the same difficulties as those incurred if the upper module were to be mounted directly on top of the base module.
The present invention provides a rail vehicle with a wagon body of modular construction, the wagon body comprising a plurality of individually prefabricated modules, wherein the modules are joined together along respectively adjacent side edges, and wherein at least one of fluid and electrical lines are provided in the wagon body which extend from one module to an adjacent module,, the lines having coupling means installed at a crossover from one module to the adjacent module.
The invention also provides a method for producing a rail vehicle with a wagon body of modular construction, comprising the steps of providing a plurality of modules, the modules including at least one of electrical and fluid lines having coupling means; coupling the at least one of electrical and fluid lines of adjacent modules together by the coupling means; and assembling the rail vehicle by securely and durably joining together the modules along respectively adjacent longitudinal side edges of the modules.

la In a construction of a rail vehicle according to the invention which is particularly used to transport passengers, the separate wall units of the wagon body are made individually and at the interfaces with adjacent modules are equipped with the necessary mechanical and, if required, electrical, pneumatic, hydraulic or optical connection means for coupling when these modules are joined together. The separate modules are therefore elements which have a substantially plane surface or are only slightly shaped in cross-section, which can be brought into the most favourable position for a required procedure, in particular, during assembly or during the production of the modules. The modules may therefore be completely preassembled before being joined together, i.e. they may be equipped, for example, with their associated window-, ventilation-, lighting-, public -address system-, air-conditioning pneumatic system-, display-, control- and similar components. Moreover, they may be given their full final paint coating or be surface-treated in some other manner if cold joining processes such as rivet-, lock ring- or screw connectors are used to join the modules together. When hot joining processes are used, particularly a laser welding process, it is expedient initially to leave the marginal areas to be welded without any surface treatment, so that only these strips need to be subjected to a surface treatment after the hot joining process. As a result large-scale integration in the individual modules is achieved, and there is the additional possibility of prefabricating individual modules independently of the assembly status of other modules. Moreover, the at least largely preassembled separate modules can be individually checked for quality and/or operation, the elimination of faults as a result of the free accessibility of the respective module resulting in a reduction in the time expended thereon. Optimum quality can therefore be achieved with less time expended, and it only remains for faults in the region of the joints to be located when the vehicle is finally checked and_put into service. In addition, the ability to produce the separate modules independently in parallel operations results in reduced processing times in the production and assembly of the vehicle.
The basic components of the modules may be made up in differential or sandwich construction of an exterior wall, supporting elements and an interior wall which are securely joined together_ However, extruded section parts in particular may also be used in integral construction, preferably made of aluminium and with dimensions corresponding to the exterior dimensions of the modules. Extruded section parts may be provided more particularly with profiled mouldings such as C-rails, grooves, bars, ducts and the like, which preferably extend in the longitudinal direction of the wagon body to be formed and which may be used for routing water, compressed air, electrical leads or other equipment such as air conditioning elements, lighting elements or the like, and also for the installation or mounting of components such as interior fittings, seats, ashtrays and other devices. The profiled mouldings are located more particularly on the interior walls and preferably between the exterior and the interior wall, resulting in the appearance of an at least largely smooth surface facing towards the interior of the wagon body. Duct mouldings may have openings towards the interior of the wagon body so that they are able to supply or remove heating or cooling air. For the appearance of continuous, particularly rounded, junctions between the roof module and the side walls, the longitudinal side edges of the exterior wall of the roof module are conveniently downwardly directed or deflected preferably with a radius, so that the mutually opposite longitudinal side edges of the modules can either be welded or these edges are able to interlock or overlap one another and can be joined using cold joining techniques. The interior walls of the modules may be so_shaped that an at least largely concealed connection facility is produced, the connection points being concealed by cover strips or functional units such as luggage racks. The longitudinal side edges of the interior wall of the roof module may also be downwardly directed in a curve, it being convenient to let these longitudinal side edges be spaced,in the horizontal direction from the adjacent interior walls of the side wall modules, so that in the gap thereby formed a downwardly open profiled bar can be fitted, for example, which provides an optimum connection facility which is at least largely concealed from the interior of the wagon body.
A reliable connection of the side wall modules to the base module is produced, for example, if the longitudinal side edges of the supporting structure components, more particularly the exterior walls of the side wall modules, which are downwardly directed on the wagon body, extend beyond the longitudinal side edges of the associated interior walls and are tightly and securely joined to the respectively adjacent longitudinal side edges of the base module. The longitudinal side edges of the base module may also be downwardly angled parallel to the adjacent longitudinal side edges of the side wall modules, with the result that this extended surface area ensures a stable and reliable connection between the base module and the rest of the wagon body structure.
If a rail vehicle with a driver's cab is to be installed with the modules, at least one end wall module is expediently adapted to form a driver's cab of this kind. In this case it is expedient if the base module extends beyond the side wall modules and the roof module at least at one longitudinal end, so that the driver's cab is supported on the projecting portion of the base module_ In the course of the production of the modules, it is possible to form both the interior wall and the exterior wall of the side wall modules as closed surfaces and to fit the necessary window and door openings or the like actually during the further treatment of the particular module. The side wall modules may also be made up of several partial extruded sections arranged in the installation position one above another in one plane and joined to each other on their longitudinal side edges, wherein the partial extruded sections can be cut there to suitable lengths in the region of doors, windows and the like at the outset. In this instance the basic component of the module can be fed to the relevant processing machines in the most favourable position for the work procedure. When a rail vehicle is produced, the procedure followed is convenient in that the modules are each individually at least largely completed, checked and then successively assembled, and then their fixed connection to the respectively adjacent longitudinal side edges can be effected. The installation of large devices,~seating and similar final fittings which inter-feres with the joining operation is conveniently only carried out when the joining operation is completed.
The invention is explained in more detail in the following description with the aid of the accompanying drawings, in which:
Fig. 1 is an exploded schematic view of a wagon body of a rail vehicle of modular construction;
Fig. 2 is a cross-sectional representation through the assembled wagon body;
Fig. 3 is a view of a roof module in an inverted position;
Fig. 4 is a cross-sectional representation through the wagon body of the rail vehicle with seating; and Fig. 5 is a side view of a rail vehicle with driver's cab.
As shown in Fig. 5, a rail vehicle 1 has a wagon body 2 which is mounted on bogies 3 such as motor bogies or simple running gear. Associated with the end of the wagon body 2 on the end wagon of a train is a driver's cab 4 (Fig. 5).
As shown in Fig. 1, the wagon body is composed of a base module 5, a roof module 6 and two side wall modules 7, the construction of which, more particularly, is identical and in mirror image relationship, but which may also differ as a result of differing asymmetrical arrangements of the openings.
These large modules 5, 6, 7 each extend as a single piece over the entire length of the rail vehicle if there is no driver's cab provided. If there is a driver's cab, it may be composed of small modules which may be a driver's cab hood 8 and a driver's cab rear wall 9 with control cabinets 10 as shown in Fig. 5. If required, end wall modules similar to the driver's cab rear wall 9 may also be provided in the end region of individual wagon bodies. Extruded section parts which have been cut to length and which, more particularly, are made of aluminum are preferably used for the individual modules. Useful profiled mouldings such as grooves, C-rails, bars and ducts, in particular, may be provided on extruded section parts of this kind, the profiled mouldings preferably extending in the longitudinal direction of the wagon body 2. Insulations, interior wall linings 11 of the side wall modules 7, an interior roof lining 12 of the roof module 6 or a floor 13 of the base module 5 may be fixed to profile mouldings of this kind.
Electrical lines 30 or fluid control and supply lines 32 may be laid in moulded grooves, and moulded ducts may also serve this purpose. Such ducts may, for example, be used directly as control or supply lines for air, water or the like. The individual modules 5 to 8 are prefabricated as far as possible as constructional units, resulting in minimal assembly effort as a result of the free accessibility of the separately produced modules with simplified logistics and ergonomic working conditions. Moreover, a marked reduction in the effort and times involved in checking the whole vehicle and putting it into service can be achieved, as the individual modules can be completely checked in advance. In this case, it is expedient to provide appropriate coupling means 34 at the ends of the electrical lines 30 as well as the fluid control and supply lines 32 which correspond with matched extensions of the corres-ponding lines in other modules. The coupling means 34 can be conventional electrical plugs and sockets for the electrical lines 30 and screwed or flanged fittings for the fluid control and supply lines 32. The coupling means 34 are joined in a manner known in the art. A high quality is also achieved as faults which appear can be eliminated on the module where there is the facility of better access with less dismantling and assembly effort and as a result there is virtually no increase in the processing time for the whole vehicle. There is also a drastic reduction in the processing time because the assembly and checking of the modules can be done in parallel, and also the amount of capital tied up is less than it is when the rail vehicle is constructed in the conventional way. The individual modules 5 - 8 may be given their final paint coating or may be surface-treated in some other way. The completed modules are 7a then joined together by the modular system. The joining of the modules is in this case effected, for example, by means of cold connection techniques, preferably in the form of lock ring or riveted connections, lock ring pins particularly proving to be durable connection means. The modules are thereby joined together disconnectably since such connection means can be removed using relatively simple equipment. The modules them-selves can also be constructed as welded assemblies.
The side wall modules 7 and the roof wall module 6, in particular, are constructed as double skins, the exterior wall 7.1 or 6.1 and an interior wall spaced therefrom, which carries the interior lining 11 or the roof interior lining 12, in each case being a single piece. Profiled mouldings are preferably arranged between the exterior wall 6.1 or 7.1 and the associated interior wall 12 or ll,and are preferably provided on the interior walls 11, 12. Profiled mouldings may be formed, as shown in Fig. 3 in the roof module 6, for example, in the form of ducts 14 or groove mouldings 15. The ducts 14 house the electrical lines 30 and the fluid control and supply lines 32. If a duct is used as an air conduit, then this duct may be provided with at least one opening towards the interior of the wagon body 2 so that it can supply or remove hot or cold air. Lighting elements 16, public address system elements 17.1 or the like may be integrated at Least into the roof module 6, but if appropriate also into the side wall modules 7. Openings for windows 17 or doors 18 may also be cut into the side wall modules 7 and these components 17, 18 fitted.
The modules which have been completely preassembled before being joined together and more particularly have been equipped with their associated window- (17), ventilation-, lighting- (16), heating-, cooling-, display-, control- and/or similar components and have been given their final paint coating or surface treatment are, upon assembly, brought into their prescribed assembly position, during which line connections and the like are installed. The side wall modules 7 and the roof wall module 6 and the base module 5 are then securely and tightly joined together along the mutually adjacent longitudinal side edges 19 of the exterior walls 6.1 or 7.1. If the connection is not made by riveting but is effected using the laser welding process, for example, then narrow strips along the longitudinal side edges 19 are not given their final paint coating or surface treatment. After the welding and cleaning of the weld seams at the assembly location, these narrow strips may still be given the necessary surface treatment or may be concealed by cover strips, adhesive strips, laminae and the like.
To enable a reliable joint to be produced, the longitudinal side edges 19 of the exterior wall 6.1 of the roof module 6 may be downwardly directed or deflected. The longitudinal side edges 19 both of the roof module and of the side wall module may then be butt-jointed by welding or, by using a cold connection such as riveting, may overlap one another by a sufficient width.

In this case the necessary rivet holes may already be provided in the relevant marginal regions of the associated longitudinal side edges. The longitudinal side edges 20 of the interior wall 12 of the roof module 6 are also downwardly deflected in such a way that in the wagon body 2 the longitudinal side edges 20 are spaced in the horizontal direction from the adjacent longitudinal side edges 20 of the interior walls I1 of the side wall modules 7 and overlap one another in the vertical direction. Into the gap thereby formed between the adjacent side edges 20 of the interior walls 11, 12 connection means 21, such as a downwardly open U-section bar or ventilation duct, may therefore be fitted in each case, the connection means being fixed~to'the associated longitudinal side edges 20. This results in the facility of a visually concealed arrangement of rivet-, screw- or similar attachment means.
In the region of the base module 5, the downwardly directed longitudinal side edges 19 of the exterior walls 7.1 are made such that they extend downwardly beyond the longitudinal side edges 20 of the associated interior walls 11. These lower longitudinal side edges 19 are securely and tightly joined to corresponding longitudinal side edges 19 of the base module 5 by means of rivet-type connection means or by welding. The longitudinal side, edges 19 of the base module are in this case turned down parallel to the adjacent longitudinal side edges 19 of the side wall modules 7, ensuring an adequate area of overlap for the connection means and thus a reliable, rigid attachment of the upper modules 6, 7 to the base module 5.
To add a driver's cab 4, as shown in Fig. 5 the base module 5 extends beyond the side wall modules 7 and the roof module at one longitudinal end, so that the driver's cab 4 can be mounted on the front portion of the base module 5 which remains free. An end wall 9 which terminates the wagon body 2 here constitutes the connecting element between the wagon body 2 and the driver's cab 4.

When the modules 5 - 8 have been joined together, the final equipping of the particular rail vehicle takes place, in that, for example, seats 22 are fixed to the base module 5 and pretested transformers, air 10 conditioning equipment, electrical control equipment and the like are installed. All that then still has to be done is to check the operation of the whole vehicle and to put it into service.
For treatment, the modules are held in devices which allow an optimum working position, particularly from an ergonomic point of view, for each work procedure.

Claims

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. ~A rail vehicle with a wagon body of modular construction, the wagon body comprising a plurality of individually prefabricated modules, wherein the modules are joined together along respectively adjacent side edges, and wherein at least one of fluid and electrical lines are provided in the wagon body which extend from one module to an adjacent module, the lines having coupling means installed at a cross-over from one module to the adjacent module.

2. ~The rail vehicle according to claim 1, wherein the modules include profiled mouldings, wherein the lines are located in the profiled mouldings.

3. ~The rail vehicle according to claim 1 or claim 2, wherein the modules include a base module, a roof module and side wall modules.

4. ~The rail vehicle according to claim 3, wherein the modules further include end wall modules.

5. ~The rail vehicle according to claim 3 or claim 4, wherein the modules further include a driver's cab module.

6. ~A method for producing a rail vehicle with a wagon body of modular construction, comprising the steps of:
providing a plurality of modules, the modules includ-ing at least one of electrical and fluid lines having coupling means;

coupling the at least one of electrical and fluid lines of adjacent modules together by the coupling means; and assembling the rail vehicle by securely joining together the modules along respectively adjacent longitudinal side edges of the modules.

7. The method according to claim 6, including providing a base module, a roof module and side wall modules.

8. The method according to claim 6 or claim 7, including providing end wall modules.

9. The method according to claim 6, 7 or 8, including providing a driver's cab module.