CA2898247A1 - Mounting a rail vehicle component on a body roof of a rail vehicle body - Google Patents
Mounting a rail vehicle component on a body roof of a rail vehicle body Download PDFInfo
- Publication number
- CA2898247A1 CA2898247A1 CA2898247A CA2898247A CA2898247A1 CA 2898247 A1 CA2898247 A1 CA 2898247A1 CA 2898247 A CA2898247 A CA 2898247A CA 2898247 A CA2898247 A CA 2898247A CA 2898247 A1 CA2898247 A1 CA 2898247A1
- Authority
- CA
- Canada
- Prior art keywords
- rail vehicle
- positive
- receiving member
- fixing
- locking portion
- 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.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/12—Roofs
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T29/00—Metal working
- Y10T29/49—Method of mechanical manufacture
- Y10T29/49616—Structural member making
- Y10T29/49623—Static structure, e.g., a building component
Abstract
The invention relates inter alia to a rail vehicle body (10) with a body roof (20) and a rail vehicle component mounted (50) on the body roof (20). According to the invention, a form-fitting portion (230) of a mounting element (220) is form-fittingly retained in a receptacle (210, 710) positioned on the body roof (20) creating a form fit at the mounting point or each of the mounting points (100, 110, 120, 130), a passage portion (230) connected to the respective form-fitting portion (240) is led to the outside out of an opening (200, 720) of the respective receptacle (210, 710), a mounting portion (250) of the respective mounting element (220) located outside the receptacle (210, 710) forms a connection point for the rail vehicle component (50), and the form-fitting portion (230) is separated from the base (210a, 710a) of the respective associated receptacle (210, 710) by an elastic separating body (400).
Description
Description Mounting a rail vehicle component on a body roof of a rail vehicle body The invention relates to a rail vehicle body having a body roof and a rail vehicle component which is fixed to the body roof.
In aluminum constructions, C-shaped rails which provide one or more fixing locations for fixing in the longitudinal direction are often used for the assembly of rail vehicle components on body roofs. As a result of production tolerances, there is often the problem that a height adaptation has to be carried out during the assembly of the rail vehicle components in order to achieve a situation in which the orientation of the rail vehicle components on the body roof is brought about -generally in a horizontal manner - within predetermined tolerances. Nowadays, so-called shims are generally used for the height adaptation.
An object of the invention is to improve the fixing of rail vehicle components on body roofs of rail vehicle bodies.
This object is achieved according to the invention by a rail vehicle body having the features according to patent claim 1.
Advantageous embodiments of the rail vehicle body according to the invention are set out in dependent claims.
There is accordingly provision according to the invention for a positive-locking portion of a fixing element to be retained in a positive-locking manner at the fixing location(s) on the body roof so as to form a positive-locking connection in a receiving member fitted to the body roof, an introduction portion which is connected to the positive-locking portion to be directed outward from = CA 02898247 2015-07-15 an opening of the receiving member, a fixing portion of the fixing element to form a connection location for the rail vehicle component, which fixing portion is located outside the receiving member, and the positive-locking portion to be separated from the base of the associated receiving member by a resilient separation member.
A substantial advantage of the fixing system according to the invention is that, as a result of the combination provided according to the invention of a positive-locking connection with a resilient separation member, a simple height adaptation and orientation of the rail vehicle component are possible: at the fixing locations, only separation members which have a thickness adapted to the respective fixing location have to be used to correct the height or to adapt the height. Furthermore, the separation members damp oscillations as a result of their resilience; the fixing elements are prevented from being torn out by the positive-locking connection.
Another substantial advantage of the fixing system according to the invention is that electro-corrosion problems can be prevented at the interface between the fixing element and the receiving member. Even if the material of the receiving member fitted to the body roof is different from the material of the fixing element fixed thereto and consequently there could be electro-corrosion owing to the difference in material, direct contact is prevented as a result of the separation provided according to the invention between the base of the receiving member and the fixing element as a result of the resilient separation member at that location so that no electro-corrosion will occur at that location as long as a suitable material, preferably a material which is non-conductive or poorly conductive, is selected for the resilient separation member.
. CA 02898247 2015-07-15 .
, PCT/EP2013/077353 - 2a -With regard to optimum oscillation damping, it is considered to be advantageous for the resilient separation member to comprise rubber.
The rail vehicle component is preferably fitted on the fixing portion of the fixing element so as to form a plug type connection, which fixing portion is located outside the receiving member. The plug type connection can be secured by a split-pin or the like.
The resilient separation member is preferably positioned on the base of the receiving member before the fixing element is inserted into the receiving member.
In order to achieve a secure fixing of the rail vehicle component on the body roof, it is considered to be advantageous for the rail vehicle component to be positioned on the body roof at least at two fixing locations. Preferably, the thickness of the separation member at one of the fixing locations is greater than or smaller than the thickness of the separation member at another of the fixing locations in order to achieve tolerance compensation with respect to the local assembly height.
In order to achieve complete separation of the positive-locking portion of the fixing element from the associated receiving member, it is considered to be advantageous for the positive-locking portion(s) to be embedded in the associated receiving member thereof in a casting material and to be separated from the receiving member by the casting material and the resilient separation member.
Preferably, the casting material is an adhesive material in order to permanently fix the positioning of the positive-locking portion or the fixing element inside the receiving member. The casting material and the adhesive material are preferably poorly conductive or non-conductive in order to prevent electro-corrosion.
CA 02898247 2015-07-15 , PCT/EP2013/077353 - 3a -It is advantageous, for simple and rapid assembly of the fixing element in the receiving member, for the positive-locking portion and the opening of the associated receiving member to form a bayonet type connection.
=
CA 02898247 2015-07-15 , The positive-locking portions and the openings of the associated receiving members are preferably constructed in such a manner that, in a first adjustment position, the positive-locking portion can be introduced into the receiving member from above through the opening, the positive-locking portion can be rotated in the receiving member and there is formed, by the positive-locking portion being rotated in the receiving member, a positive-locking connection which prevents the positive-locking portion from being withdrawn upward from the receiving member.
The body roof preferably has an extruded rail which forms an opening slot which extends in the extrusion direction of the rail. The extruded rail can, for example, be formed by a portion of an extrusion profile. The rail or the extrusion profile are preferably components of the body roof;
alternatively, they can be positioned on the body roof.
In the event of assembly on a rail, it is considered to be advantageous if the rail forms one or more receiving member(s) which is/are located one behind the other in the extrusion direction of the rail.
The extruded rail is preferably arranged parallel with the longitudinal direction of the rail vehicle body.
The rail vehicle component may be fixed directly to the fixing element(s); alternatively, it is possible to provide only indirect fixing by a platform, on which the rail vehicle component is in turn fixed, being fitted to the fixing element (s) The invention further relates to a method for assembling a rail vehicle component on a body roof of a rail vehicle body.
With regard to such a method, there is provision according to the invention for a resilient separation member to be inserted at least at one fixing location in a receiving member which is fitted to the body roof, a positive-locking portion of a fixing element to be introduced in the receiving member so as to form a positive-locking connection between the positive-locking portion and the receiving member and to be positioned on the separation member, and the rail vehicle component to be fitted directly or indirectly to a fixing portion of the fixing element, which fixing portion is located outside the receiving member.
With respect to the advantages of the method according to the invention, reference may be made to the above explanations in connection with the rail vehicle body according to the invention because the advantages of the method according to the invention substantially correspond to those of the rail vehicle body according to the invention.
With regard to a complete separation of the positive-locking portion from the receiving member, it is considered to be advantageous for the positive-locking portion(s) to be embedded in a casting material and for the positive-locking portions to be separated from the inner walls of the receiving members by the casting material and the resilient separation members. The casting material is preferably an adhesive material so that the positive-locking portion(s) is/are adhesively bonded in the associated receiving member thereof.
With regard to optimum adjustment of the rail vehicle component, it is considered to be advantageous for a resilient separation member to be inserted in a receiving member which is fitted to the body roof at least at two fixing locations and a height difference present in respect of the receiving members to be compensated for completely or at least partially by the thickness of the separation members being selected to be PCT/EP2013/077353 - 5a -different and the assembly height of the positive-locking portions of the fixing elements thereby being adjusted to each other.
The invention is explained in greater detail below with reference to embodiments; by way of example, in the drawings:
Figure 1 is a cross-section of a rail vehicle body, to the body roof of which a rail vehicle component is fixed, Figure 2 is a plan view of the rail vehicle body according to Figure 1, Figure 3 shows an embodiment of the construction of a fixing location, at which the rail vehicle component according to Figures 1 and 2 can be fixed to the body roof, Figure 4 is a longitudinal section through the fixing location according to Figure 3, Figure 5 is a plan view of the fixing location according to Figure 3, Figure 6 shows an alternative construction for a fixing location for fixing a rail vehicle component to a body roof and Figure 7 shows an embodiment of a receiving element with which the fixing location according to Figure 6 can be formed.
For the sake of clarity, the same reference numerals are always used in the Figures for identical or comparable components.
Figure 1 is a schematic cross-section of a rail vehicle body 10. It can be seen that there are provided on the body roof 20 of the rail vehicle body 10 two extruded rails 30 and 40, on which a rail vehicle component 50 is assembled.
The rail vehicle component 50 may be, for example, a current collector, an air conditioning device, a current converter, a transformer, a frequency converter or the like.
The two extruded rails 30 and 40 may form an integral component of the body roof 20 or have been subsequently fixed to the body roof 20 as separate components.
Figure 2 is a plan view of the rail vehicle body 10 with the rail vehicle component 50 assembled thereon. There can be seen the two extruded rails 30 and 40, on which the rail vehicle component 50 is positioned. In the embodiment according to Figure 2, four fixing locations 100, 110, 120 and 130 are provided for fixing. Alternatively, more or fewer fixing = locations than are shown in Figure 2 may naturally be provided.
Figure 3 is a cross-section of an embodiment of the fixing location 100 according to Figure 2. There can be seen the extruded rail 30 which has an upper slot; the upper slot forms an opening 200, through which the interior of the rail 30 is accessible from the outer side. The interior of the rail 30 forms a receiving member 210, in which a fixing element 220 is retained in a positive-locking manner. The fixing element 220 has a positive-locking portion 230, an introduction portion 240 and a fixing portion 250.
The positive-locking portion 230 of the fixing element 220 is retained in a positive-locking manner in the receiving member 210 because the cross-section of the positive-locking portion 230 is greater than the opening 200 of the rail 30. In the illustration according to Figure 3, therefore, it is not possible to withdraw the fixing element 220 upward as a result of the positive-locking portion 230.
The introduction portion 240 extends through the opening 200 in the rail 30 and connects the fixing portion 250 to the positive-locking portion 230.
The rail vehicle component 50 illustrated in Figures 1 and 2 can be assembled directly on the fixing portion 250.
Alternatively, it is possible first to assemble on the fixing portion 250 a platform 300 on which the rail vehicle component 50 is then subsequently positioned (cf. Figure 2). A shim 310 can further be provided between the platform 300 and the rail vehicle component 50 for tolerance compensation.
A through-hole 320, through which a split-pin which is not shown in Figure 3 can be fitted, is provided in the fixing portion 250 for locking the rail vehicle component 50 which is not illustrated in Figure 3 on the fixing portion 250 and also for locking the platform 300 or the shim 310.
In Figure 3, it can further be seen that the positive-locking portion 230 of the fixing element 220 is not positioned directly on the base 210a of the receiving member 210 but instead is separated from the base 210a by a resilient separation member 400. The resilient separation member 400 preferably comprises rubber in order to ensure both optimum oscillation damping in a vertical direction and electrical insulation in order to prevent electro-corrosion.
The arrangement according to Figure 3 can be assembled, for example, as follows:
Firstly, the resilient separation member 400 is introduced into the receiving member 210 of the rail 30 and positioned on the base 210a of the receiving member 210. Subsequently, the fixing element 220 is inserted in the receiving member 210 of the rail 30. In the embodiment according to Figure 3, the insertion of the CA 02898247 2015-07-15 , fixing element 220 can be carried out, for example, in that the fixing element 220 is inserted in the rail with the positive-locking portion 230 thereof at one of the two ends of the rail 30 and, from there, is pushed in the longitudinal direction of the rail to the fixing location 100 (see Figure 2).
After the fixing element 220 is inserted, casting of the components with each other is preferably carried out by a casting material 500 being poured into the receiving member 210 of the rail 30 in the region of the fixing element 220. Such a pouring action can be carried out, for example, through the slot in the rail 30 or the opening 200. Alternatively, the casting material 500 may also be introduced through an additional filling hole 600 which is schematically illustrated in Figure 3 by broken lines.
The casting material 500 is preferably an adhesive material which securely fixes the position of the positive-locking portion 230 in the receiving member 210 after hardening.
In order to reduce or to prevent a flow of the casting material 500 away perpendicularly to the plane of the image in Figure 3 or in the longitudinal direction of the rail, a securing element, for example, in the form of a beam, can be fitted before and/or after the fixing element 220. After hardening of the casting material, such a securing element can further also act as a means for preventing the fixing element 220 from being torn out with respect to forces which act in the longitudinal direction of the vehicle.
An embodiment of such a securing element is illustrated in Figure 4, which is a longitudinal section through the fixing location 100 in the longitudinal direction of the rail, and designated 610 at that location. Figure 5 is a plan view of the fixing location 100.
The fixing element 220 may, for example, be formed by a bolt whose positive-locking portion 230 forms a bolt plate. In the case of a bolt acting as a fixing element 220, it is considered to be advantageous if the bolt is formed by a rotationally symmetrical member. A rotationally symmetrical member may be produced, for example, by rotation.
Alternatively, it is possible to select the construction of the positive-locking portion 230 so that it forms, depending on the spatial orientation thereof with respect to the opening 200 of the rail 30, a bayonet type connection therewith. Such a construction has the advantage that the fixing element 220 does not have to be inserted into the rail at one of the two rail ends of the rail 30, as described above by way of example, but instead can be inserted directly into the receiving member 210 from above through the opening 200; a securing or a positive-locking connection of the positive-locking portion 230 is achieved in such an embodiment only after the fixing element 220 has been rotated relative to the rail 30 or about the longitudinal axis of the introduction portion 240.
In the context of the assembly of the fixing elements 220 in the respective receiving members 210, there is preferably brought about an adaptation of the height of the fixing elements relative to the height of the other fixing elements which are fitted at the other fixing locations 110, 120 and 130 on the body roof 20 according to Figure 2. Generally, the receiving members 210 at the fixing locations 100, 110, 120 and 130 according to Figure 2 will not have exactly the same absolute height as a result of assembly tolerances, but will instead differ from each other slightly in terms of height: however, such deviation would result in the rail vehicle component 50 assembled thereon not lying in a horizontal manner. In order to achieve a precise orientation, in particular a precise horizontal position of the assembled rail vehicle component 50, the thickness d of the resilient separation members 400 is preferably selected so as to be different so that the fixing portions 250 which are used to assemble the rail vehicle component 50 actually have the same absolute height after the fixing elements 220 are positioned on the separation member 400, respectively. By the fixing elements 220 being cast in the receiving members 210, it is subsequently ensured that the positioning of the fixing elements 220 is permanently fixed at the provided height.
Figure 6 shows another example of a fixing location, by means of which a rail vehicle component 50 can be fixed on a body roof 20. In the embodiment according to Figure 6, a receiving element 700 whose inner walls form a receiving member 710 for a fixing element 220 can be seen. The receiving member 710 has an opening 720 through which an introduction portion 240 of the fixing element 220 is introduced. A positive-locking portion = 230 of the fixing element 220 is located at the inner side of the receiving member 710. It can be seen that the positive-' locking portion 230 is retained in the receiving member 710 so that it is not possible to withdraw the fixing element 220 upward in the illustration according to Figure 6.
Figure 7 is a plan view of the receiving element 700. It can be seen that the opening 720, through which the receiving member 710 is accessible from above, is not rotationally symmetrical unlike the outer walls of the receiving element 700, but instead has four rotationally symmetrically arranged opening portions 750, 751, 752 and 753 which protrude radially outward.
In order to allow introduction of the positive-locking portion 230 of the fixing element 220 through the opening 720, the shape of the positive-locking portion 230 is adapted to the shape of the opening 720. Thus, the positive-locking portion 230 has radially protruding part-portions which correspond to the opening portions 750 to 753 of the opening 720. Two of those part-portions of the positive-locking portion CA 02898247 2015-07-15 , 230 are shown in Figure 6 and designated 230a and 230b.
The assembly of the fixing element 220 according to Figure 6 can be carried out, for example, as follows:
At first, a resilient separation member 400, by which the base 710a is completely covered with respect to the fixing element 220 to be assembled thereon, is fitted to the base 710a of the receiving member 710.
Subsequently, the positive-locking portion 230 is rotated or positioned in such a manner that it can be introduced through the opening 720 into the receiving member 710; for example, the mutually opposing part-portions 230a and 230b are orientated relative to the mutually opposing opening portions 750 and 752 in such a manner that they are aligned with each other.
After the fixing element 220 has been positioned on the resilient separation member 400, the fixing element 220 is rotated relative to the receiving element 700 or relative to the receiving member 710 in order - as in a bayonet type closure - to produce a positive-locking connection between the positive-locking portion 230 and the receiving member 710. In the embodiment according to Figures 6 and 7, a rotation through 45 degrees is brought about for locking.
After the fixing element 220 has been positioned correctly and is retained in the receiving member 710 in a positive-locking manner, a casting of the fixing element 220 and the separation member 400 is preferably carried out inside the receiving member 710 by a casting material 500 - preferably in the form of an adhesive material - being poured into the receiving member 710. As soon as the casting material 500 has hardened, the fixing element 220 is securely retained in the receiving member 710 so that it is subsequently possible to securely fix CA 02898247 2015-07-15 , PCT/EP2013/077353 - 12a -a rail vehicle component on the fixing element 220, as already CA 02898247 2015-07-15 , explained in connection with the Figures 1 to 3.
Although the invention has been illustrated and described in detail by preferred embodiments, the invention is not limited by the disclosed examples and other variants can be derived therefrom by the person skilled in the art without departing from the scope of protection of the invention.
In aluminum constructions, C-shaped rails which provide one or more fixing locations for fixing in the longitudinal direction are often used for the assembly of rail vehicle components on body roofs. As a result of production tolerances, there is often the problem that a height adaptation has to be carried out during the assembly of the rail vehicle components in order to achieve a situation in which the orientation of the rail vehicle components on the body roof is brought about -generally in a horizontal manner - within predetermined tolerances. Nowadays, so-called shims are generally used for the height adaptation.
An object of the invention is to improve the fixing of rail vehicle components on body roofs of rail vehicle bodies.
This object is achieved according to the invention by a rail vehicle body having the features according to patent claim 1.
Advantageous embodiments of the rail vehicle body according to the invention are set out in dependent claims.
There is accordingly provision according to the invention for a positive-locking portion of a fixing element to be retained in a positive-locking manner at the fixing location(s) on the body roof so as to form a positive-locking connection in a receiving member fitted to the body roof, an introduction portion which is connected to the positive-locking portion to be directed outward from = CA 02898247 2015-07-15 an opening of the receiving member, a fixing portion of the fixing element to form a connection location for the rail vehicle component, which fixing portion is located outside the receiving member, and the positive-locking portion to be separated from the base of the associated receiving member by a resilient separation member.
A substantial advantage of the fixing system according to the invention is that, as a result of the combination provided according to the invention of a positive-locking connection with a resilient separation member, a simple height adaptation and orientation of the rail vehicle component are possible: at the fixing locations, only separation members which have a thickness adapted to the respective fixing location have to be used to correct the height or to adapt the height. Furthermore, the separation members damp oscillations as a result of their resilience; the fixing elements are prevented from being torn out by the positive-locking connection.
Another substantial advantage of the fixing system according to the invention is that electro-corrosion problems can be prevented at the interface between the fixing element and the receiving member. Even if the material of the receiving member fitted to the body roof is different from the material of the fixing element fixed thereto and consequently there could be electro-corrosion owing to the difference in material, direct contact is prevented as a result of the separation provided according to the invention between the base of the receiving member and the fixing element as a result of the resilient separation member at that location so that no electro-corrosion will occur at that location as long as a suitable material, preferably a material which is non-conductive or poorly conductive, is selected for the resilient separation member.
. CA 02898247 2015-07-15 .
, PCT/EP2013/077353 - 2a -With regard to optimum oscillation damping, it is considered to be advantageous for the resilient separation member to comprise rubber.
The rail vehicle component is preferably fitted on the fixing portion of the fixing element so as to form a plug type connection, which fixing portion is located outside the receiving member. The plug type connection can be secured by a split-pin or the like.
The resilient separation member is preferably positioned on the base of the receiving member before the fixing element is inserted into the receiving member.
In order to achieve a secure fixing of the rail vehicle component on the body roof, it is considered to be advantageous for the rail vehicle component to be positioned on the body roof at least at two fixing locations. Preferably, the thickness of the separation member at one of the fixing locations is greater than or smaller than the thickness of the separation member at another of the fixing locations in order to achieve tolerance compensation with respect to the local assembly height.
In order to achieve complete separation of the positive-locking portion of the fixing element from the associated receiving member, it is considered to be advantageous for the positive-locking portion(s) to be embedded in the associated receiving member thereof in a casting material and to be separated from the receiving member by the casting material and the resilient separation member.
Preferably, the casting material is an adhesive material in order to permanently fix the positioning of the positive-locking portion or the fixing element inside the receiving member. The casting material and the adhesive material are preferably poorly conductive or non-conductive in order to prevent electro-corrosion.
CA 02898247 2015-07-15 , PCT/EP2013/077353 - 3a -It is advantageous, for simple and rapid assembly of the fixing element in the receiving member, for the positive-locking portion and the opening of the associated receiving member to form a bayonet type connection.
=
CA 02898247 2015-07-15 , The positive-locking portions and the openings of the associated receiving members are preferably constructed in such a manner that, in a first adjustment position, the positive-locking portion can be introduced into the receiving member from above through the opening, the positive-locking portion can be rotated in the receiving member and there is formed, by the positive-locking portion being rotated in the receiving member, a positive-locking connection which prevents the positive-locking portion from being withdrawn upward from the receiving member.
The body roof preferably has an extruded rail which forms an opening slot which extends in the extrusion direction of the rail. The extruded rail can, for example, be formed by a portion of an extrusion profile. The rail or the extrusion profile are preferably components of the body roof;
alternatively, they can be positioned on the body roof.
In the event of assembly on a rail, it is considered to be advantageous if the rail forms one or more receiving member(s) which is/are located one behind the other in the extrusion direction of the rail.
The extruded rail is preferably arranged parallel with the longitudinal direction of the rail vehicle body.
The rail vehicle component may be fixed directly to the fixing element(s); alternatively, it is possible to provide only indirect fixing by a platform, on which the rail vehicle component is in turn fixed, being fitted to the fixing element (s) The invention further relates to a method for assembling a rail vehicle component on a body roof of a rail vehicle body.
With regard to such a method, there is provision according to the invention for a resilient separation member to be inserted at least at one fixing location in a receiving member which is fitted to the body roof, a positive-locking portion of a fixing element to be introduced in the receiving member so as to form a positive-locking connection between the positive-locking portion and the receiving member and to be positioned on the separation member, and the rail vehicle component to be fitted directly or indirectly to a fixing portion of the fixing element, which fixing portion is located outside the receiving member.
With respect to the advantages of the method according to the invention, reference may be made to the above explanations in connection with the rail vehicle body according to the invention because the advantages of the method according to the invention substantially correspond to those of the rail vehicle body according to the invention.
With regard to a complete separation of the positive-locking portion from the receiving member, it is considered to be advantageous for the positive-locking portion(s) to be embedded in a casting material and for the positive-locking portions to be separated from the inner walls of the receiving members by the casting material and the resilient separation members. The casting material is preferably an adhesive material so that the positive-locking portion(s) is/are adhesively bonded in the associated receiving member thereof.
With regard to optimum adjustment of the rail vehicle component, it is considered to be advantageous for a resilient separation member to be inserted in a receiving member which is fitted to the body roof at least at two fixing locations and a height difference present in respect of the receiving members to be compensated for completely or at least partially by the thickness of the separation members being selected to be PCT/EP2013/077353 - 5a -different and the assembly height of the positive-locking portions of the fixing elements thereby being adjusted to each other.
The invention is explained in greater detail below with reference to embodiments; by way of example, in the drawings:
Figure 1 is a cross-section of a rail vehicle body, to the body roof of which a rail vehicle component is fixed, Figure 2 is a plan view of the rail vehicle body according to Figure 1, Figure 3 shows an embodiment of the construction of a fixing location, at which the rail vehicle component according to Figures 1 and 2 can be fixed to the body roof, Figure 4 is a longitudinal section through the fixing location according to Figure 3, Figure 5 is a plan view of the fixing location according to Figure 3, Figure 6 shows an alternative construction for a fixing location for fixing a rail vehicle component to a body roof and Figure 7 shows an embodiment of a receiving element with which the fixing location according to Figure 6 can be formed.
For the sake of clarity, the same reference numerals are always used in the Figures for identical or comparable components.
Figure 1 is a schematic cross-section of a rail vehicle body 10. It can be seen that there are provided on the body roof 20 of the rail vehicle body 10 two extruded rails 30 and 40, on which a rail vehicle component 50 is assembled.
The rail vehicle component 50 may be, for example, a current collector, an air conditioning device, a current converter, a transformer, a frequency converter or the like.
The two extruded rails 30 and 40 may form an integral component of the body roof 20 or have been subsequently fixed to the body roof 20 as separate components.
Figure 2 is a plan view of the rail vehicle body 10 with the rail vehicle component 50 assembled thereon. There can be seen the two extruded rails 30 and 40, on which the rail vehicle component 50 is positioned. In the embodiment according to Figure 2, four fixing locations 100, 110, 120 and 130 are provided for fixing. Alternatively, more or fewer fixing = locations than are shown in Figure 2 may naturally be provided.
Figure 3 is a cross-section of an embodiment of the fixing location 100 according to Figure 2. There can be seen the extruded rail 30 which has an upper slot; the upper slot forms an opening 200, through which the interior of the rail 30 is accessible from the outer side. The interior of the rail 30 forms a receiving member 210, in which a fixing element 220 is retained in a positive-locking manner. The fixing element 220 has a positive-locking portion 230, an introduction portion 240 and a fixing portion 250.
The positive-locking portion 230 of the fixing element 220 is retained in a positive-locking manner in the receiving member 210 because the cross-section of the positive-locking portion 230 is greater than the opening 200 of the rail 30. In the illustration according to Figure 3, therefore, it is not possible to withdraw the fixing element 220 upward as a result of the positive-locking portion 230.
The introduction portion 240 extends through the opening 200 in the rail 30 and connects the fixing portion 250 to the positive-locking portion 230.
The rail vehicle component 50 illustrated in Figures 1 and 2 can be assembled directly on the fixing portion 250.
Alternatively, it is possible first to assemble on the fixing portion 250 a platform 300 on which the rail vehicle component 50 is then subsequently positioned (cf. Figure 2). A shim 310 can further be provided between the platform 300 and the rail vehicle component 50 for tolerance compensation.
A through-hole 320, through which a split-pin which is not shown in Figure 3 can be fitted, is provided in the fixing portion 250 for locking the rail vehicle component 50 which is not illustrated in Figure 3 on the fixing portion 250 and also for locking the platform 300 or the shim 310.
In Figure 3, it can further be seen that the positive-locking portion 230 of the fixing element 220 is not positioned directly on the base 210a of the receiving member 210 but instead is separated from the base 210a by a resilient separation member 400. The resilient separation member 400 preferably comprises rubber in order to ensure both optimum oscillation damping in a vertical direction and electrical insulation in order to prevent electro-corrosion.
The arrangement according to Figure 3 can be assembled, for example, as follows:
Firstly, the resilient separation member 400 is introduced into the receiving member 210 of the rail 30 and positioned on the base 210a of the receiving member 210. Subsequently, the fixing element 220 is inserted in the receiving member 210 of the rail 30. In the embodiment according to Figure 3, the insertion of the CA 02898247 2015-07-15 , fixing element 220 can be carried out, for example, in that the fixing element 220 is inserted in the rail with the positive-locking portion 230 thereof at one of the two ends of the rail 30 and, from there, is pushed in the longitudinal direction of the rail to the fixing location 100 (see Figure 2).
After the fixing element 220 is inserted, casting of the components with each other is preferably carried out by a casting material 500 being poured into the receiving member 210 of the rail 30 in the region of the fixing element 220. Such a pouring action can be carried out, for example, through the slot in the rail 30 or the opening 200. Alternatively, the casting material 500 may also be introduced through an additional filling hole 600 which is schematically illustrated in Figure 3 by broken lines.
The casting material 500 is preferably an adhesive material which securely fixes the position of the positive-locking portion 230 in the receiving member 210 after hardening.
In order to reduce or to prevent a flow of the casting material 500 away perpendicularly to the plane of the image in Figure 3 or in the longitudinal direction of the rail, a securing element, for example, in the form of a beam, can be fitted before and/or after the fixing element 220. After hardening of the casting material, such a securing element can further also act as a means for preventing the fixing element 220 from being torn out with respect to forces which act in the longitudinal direction of the vehicle.
An embodiment of such a securing element is illustrated in Figure 4, which is a longitudinal section through the fixing location 100 in the longitudinal direction of the rail, and designated 610 at that location. Figure 5 is a plan view of the fixing location 100.
The fixing element 220 may, for example, be formed by a bolt whose positive-locking portion 230 forms a bolt plate. In the case of a bolt acting as a fixing element 220, it is considered to be advantageous if the bolt is formed by a rotationally symmetrical member. A rotationally symmetrical member may be produced, for example, by rotation.
Alternatively, it is possible to select the construction of the positive-locking portion 230 so that it forms, depending on the spatial orientation thereof with respect to the opening 200 of the rail 30, a bayonet type connection therewith. Such a construction has the advantage that the fixing element 220 does not have to be inserted into the rail at one of the two rail ends of the rail 30, as described above by way of example, but instead can be inserted directly into the receiving member 210 from above through the opening 200; a securing or a positive-locking connection of the positive-locking portion 230 is achieved in such an embodiment only after the fixing element 220 has been rotated relative to the rail 30 or about the longitudinal axis of the introduction portion 240.
In the context of the assembly of the fixing elements 220 in the respective receiving members 210, there is preferably brought about an adaptation of the height of the fixing elements relative to the height of the other fixing elements which are fitted at the other fixing locations 110, 120 and 130 on the body roof 20 according to Figure 2. Generally, the receiving members 210 at the fixing locations 100, 110, 120 and 130 according to Figure 2 will not have exactly the same absolute height as a result of assembly tolerances, but will instead differ from each other slightly in terms of height: however, such deviation would result in the rail vehicle component 50 assembled thereon not lying in a horizontal manner. In order to achieve a precise orientation, in particular a precise horizontal position of the assembled rail vehicle component 50, the thickness d of the resilient separation members 400 is preferably selected so as to be different so that the fixing portions 250 which are used to assemble the rail vehicle component 50 actually have the same absolute height after the fixing elements 220 are positioned on the separation member 400, respectively. By the fixing elements 220 being cast in the receiving members 210, it is subsequently ensured that the positioning of the fixing elements 220 is permanently fixed at the provided height.
Figure 6 shows another example of a fixing location, by means of which a rail vehicle component 50 can be fixed on a body roof 20. In the embodiment according to Figure 6, a receiving element 700 whose inner walls form a receiving member 710 for a fixing element 220 can be seen. The receiving member 710 has an opening 720 through which an introduction portion 240 of the fixing element 220 is introduced. A positive-locking portion = 230 of the fixing element 220 is located at the inner side of the receiving member 710. It can be seen that the positive-' locking portion 230 is retained in the receiving member 710 so that it is not possible to withdraw the fixing element 220 upward in the illustration according to Figure 6.
Figure 7 is a plan view of the receiving element 700. It can be seen that the opening 720, through which the receiving member 710 is accessible from above, is not rotationally symmetrical unlike the outer walls of the receiving element 700, but instead has four rotationally symmetrically arranged opening portions 750, 751, 752 and 753 which protrude radially outward.
In order to allow introduction of the positive-locking portion 230 of the fixing element 220 through the opening 720, the shape of the positive-locking portion 230 is adapted to the shape of the opening 720. Thus, the positive-locking portion 230 has radially protruding part-portions which correspond to the opening portions 750 to 753 of the opening 720. Two of those part-portions of the positive-locking portion CA 02898247 2015-07-15 , 230 are shown in Figure 6 and designated 230a and 230b.
The assembly of the fixing element 220 according to Figure 6 can be carried out, for example, as follows:
At first, a resilient separation member 400, by which the base 710a is completely covered with respect to the fixing element 220 to be assembled thereon, is fitted to the base 710a of the receiving member 710.
Subsequently, the positive-locking portion 230 is rotated or positioned in such a manner that it can be introduced through the opening 720 into the receiving member 710; for example, the mutually opposing part-portions 230a and 230b are orientated relative to the mutually opposing opening portions 750 and 752 in such a manner that they are aligned with each other.
After the fixing element 220 has been positioned on the resilient separation member 400, the fixing element 220 is rotated relative to the receiving element 700 or relative to the receiving member 710 in order - as in a bayonet type closure - to produce a positive-locking connection between the positive-locking portion 230 and the receiving member 710. In the embodiment according to Figures 6 and 7, a rotation through 45 degrees is brought about for locking.
After the fixing element 220 has been positioned correctly and is retained in the receiving member 710 in a positive-locking manner, a casting of the fixing element 220 and the separation member 400 is preferably carried out inside the receiving member 710 by a casting material 500 - preferably in the form of an adhesive material - being poured into the receiving member 710. As soon as the casting material 500 has hardened, the fixing element 220 is securely retained in the receiving member 710 so that it is subsequently possible to securely fix CA 02898247 2015-07-15 , PCT/EP2013/077353 - 12a -a rail vehicle component on the fixing element 220, as already CA 02898247 2015-07-15 , explained in connection with the Figures 1 to 3.
Although the invention has been illustrated and described in detail by preferred embodiments, the invention is not limited by the disclosed examples and other variants can be derived therefrom by the person skilled in the art without departing from the scope of protection of the invention.
Claims (15)
1. A rail vehicle body (10) having a body roof (20) and a rail vehicle component (50) which is fixed to the body roof (20), characterized in that - a positive-locking portion (230) of a fixing element (220) is retained in a positive-locking manner at the fixing location(s) (100, 110, 120, 130) so as to form a positive-locking connection in a receiving member (210) fitted to the body roof (20), - an introduction portion (240) which is connected to the positive-locking portion (230) is directed outward from an opening (200, 720) of the receiving member (210, 710), - a fixing portion (250) of the fixing element (220) forms a connection location for the rail vehicle component (50), which fixing portion is located outside the receiving member (210, 710), and - the positive-locking portion (230) is separated from the base (210a, 710a) of the associated receiving member (210, 710) by a resilient separation member (400).
2. The rail vehicle body (10) as claimed in claim 1, characterized in that - the rail vehicle component (50) is positioned on the body roof (20) at least at two fixing locations (100, 110, 120, 130) and - the thickness of the separation member (400) at one of the fixing locations (100, 110, 120, 130) is greater than or smaller than the thickness of the separation member (400) at another of the fixing locations (100, 110, 120, 130).
3. The rail vehicle body (10) as claimed in either of the preceding claims, characterized in that the positive-locking portion(s) (230) is/are embedded in the associated receiving member (210, 710) thereof in a casting material (500) and are separated from the receiving member (210, 710) by the casting material and the resilient separation member (400).
4. The rail vehicle body (10) as claimed in claim 3, characterized in that the casting material (500) is an adhesive material.
5. The rail vehicle body (10) as claimed in one of the preceding claims, characterized in that the resilient separation member (400) comprises rubber.
6. The rail vehicle body (10) as claimed in one of the preceding claims, characterized in that the positive-locking portion (230) and the opening (200, 720) of the associated receiving member (210, 710) form a bayonet type connection.
7. The rail vehicle body (10) as claimed in one of the preceding claims, characterized in that the positive-locking portions (230) and the openings (200, 720) of the associated receiving members (210, 710) are constructed in such a manner that, - in a first adjustment position, the positive-locking portion (230) can be introduced into the receiving member (210, 710) from above through the opening (200, 720) of the associated receiving member (210, 710), - the positive-locking portion (230) can be rotated in the associated receiving member (210, 710) and - there is formed, by the positive-locking portion (230) being rotated in the associated receiving member (210), a positive-locking connection which prevents the positive-locking portion (230) from being withdrawn upward from the associated receiving member (210, 710).
8. The rail vehicle body (10) as claimed in one of the preceding claims, characterized in that the body roof (20) has an extruded rail (30, 40) which has an opening slot which extends in the extrusion direction of the rail (30, 40).
9. The rail vehicle body (10) as claimed in claim 8, characterized in that the rail (30, 40) forms one or more receiving member(s) (210, 710) which is/are located one behind the other in the extrusion direction of the rail (30, 40).
10. The rail vehicle body (10) as claimed in either of the preceding claims 8 or 9, characterized in that the extruded rail (30, 40) is arranged parallel with the longitudinal direction of the rail vehicle body (10).
11. The rail vehicle body (10) as claimed in one of the preceding claims, characterized in that the rail vehicle component (50) is fixed indirectly to the fixing element(s) (220) by a platform (300), on which the rail vehicle component (50) is fixed, being fitted to the fixing element(s).
12. A method for assembling a rail vehicle component (50) on a body roof (20) of a rail vehicle body (10), characterized in that - a resilient separation member (400) is inserted at least at one fixing location (100, 110, 120, 130) in a receiving member (210, 710) which is fitted to the body roof (20), - a positive-locking portion (230) of a fixing element (220) is introduced in the receiving member (210, 710) so as to form a positive-locking connection between the positive-locking portion (230) and the receiving member (210, 710) and is positioned on the separation member (400), and - the rail vehicle component (50) is fitted directly or indirectly to a fixing portion (250) of the fixing element (220), which fixing portion (250) is located outside the receiving member (210, 710).
13. The method as claimed in claim 12, characterized in that - the positive-locking portion(s) (230) is/are embedded in a casting material (500) and - the positive-locking portions (230) are separated from the inner walls of the receiving members (210, 710) by the casting material (500) and the resilient separation members (400).
14. The method as claimed in claim 13, characterized in that - 17a -the positive-locking portion(s) (230) is/are adhesively bonded in the associated receiving member (210, 710) thereof with an adhesive material.
15. The method as claimed in one of the preceding claims 12 to 14, characterized in that - a resilient separation member (40) is inserted in a receiving member (210, 710) which is fitted to the body roof (20) at least at two fixing locations (100, 110, 120, 130) and - a height difference present in respect of the receiving members (210, 710) is compensated for completely or at least partially by the thickness of the separation members (400) being selected to be different and the assembly height of the positive-locking portions (230) of the fixing elements (220) thereby being adjusted to each other.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102013200628.4 | 2013-01-17 | ||
| DE102013200628.4A DE102013200628A1 (en) | 2013-01-17 | 2013-01-17 | Attachment of a rail vehicle component on a car body roof of a rail vehicle car body |
| PCT/EP2013/077353 WO2014111224A1 (en) | 2013-01-17 | 2013-12-19 | Mounting a rail vehicle component on a body roof of a rail vehicle body |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2898247A1 true CA2898247A1 (en) | 2014-07-24 |
Family
ID=49943339
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2898247A Abandoned CA2898247A1 (en) | 2013-01-17 | 2013-12-19 | Mounting a rail vehicle component on a body roof of a rail vehicle body |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US20150353103A1 (en) |
| EP (1) | EP2906455A1 (en) |
| CN (1) | CN205098203U (en) |
| CA (1) | CA2898247A1 (en) |
| DE (1) | DE102013200628A1 (en) |
| WO (1) | WO2014111224A1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP3421318B1 (en) * | 2013-09-12 | 2019-07-24 | Hitachi, Ltd. | Railway vehicle |
| PL3078561T5 (en) | 2015-04-09 | 2023-03-13 | Alstom Transport Technologies | A railway traction vehicle with a modular fuel gas tank |
| DE102017128140B4 (en) * | 2017-11-28 | 2024-05-08 | Alstom Holdings | Rail vehicle with a fastening device for a drive equipment of a rail vehicle |
| DE202018100471U1 (en) * | 2018-01-29 | 2019-04-30 | pinta industry SA | Floor or wall construction of a rail vehicle |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CH682004A5 (en) * | 1990-06-15 | 1993-06-30 | Alusuisse Lonza Services Ag | |
| ZA933714B (en) * | 1992-06-24 | 1994-01-03 | Alusuisse Lonza Services Ag | Sound proofing and vibration dampening elastic connecting element |
| DE4313700A1 (en) * | 1993-04-27 | 1994-11-03 | Linke Hofmann Busch | Soundproofing support element for vehicles, in particular rail vehicles |
| US5992123A (en) * | 1996-07-19 | 1999-11-30 | Erico International Corporation | Shear stud assembly and method for reinforcement of column or beam connections |
| US5823727A (en) * | 1998-04-02 | 1998-10-20 | Lee; Ray | Anchor fittings for securing objects on a elongated track |
| DE19844812A1 (en) * | 1998-09-30 | 2000-04-13 | Daimler Chrysler Ag | Car body with roof cover plate and cross bars |
| US6234515B1 (en) * | 1998-10-30 | 2001-05-22 | Inoac Corporation | Pillar unit |
| DE19927006C2 (en) * | 1999-06-09 | 2001-05-10 | Daimler Chrysler Ag | Flooring for vehicles, in particular rail vehicles for the transportation of people |
| DE19933097A1 (en) * | 1999-07-15 | 2001-02-08 | Daimler Chrysler Ag | Connecting element for connecting two components |
| FR2835790B1 (en) * | 2002-02-08 | 2004-05-07 | Antolin Grupo Ing Sa | DEVICE FOR VERTICAL AND AUTOMATIC SETTING OF A VEHICLE SEAT |
| FR2928330B1 (en) * | 2008-03-10 | 2012-05-11 | Alstom Transport Sa | RAILWAY VEHICLE CHASSIS WITH THERMAL INSULATION PANELS |
| DE102011006465A1 (en) * | 2011-03-30 | 2012-10-04 | Bombardier Transportation Gmbh | Retainer for nut and thread carrier having the retaining stone |
-
2013
- 2013-01-17 DE DE102013200628.4A patent/DE102013200628A1/en not_active Ceased
- 2013-12-19 CA CA2898247A patent/CA2898247A1/en not_active Abandoned
- 2013-12-19 EP EP13818735.6A patent/EP2906455A1/en not_active Withdrawn
- 2013-12-19 CN CN201390001069.5U patent/CN205098203U/en not_active Expired - Fee Related
- 2013-12-19 WO PCT/EP2013/077353 patent/WO2014111224A1/en active Application Filing
- 2013-12-19 US US14/761,018 patent/US20150353103A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| CN205098203U (en) | 2016-03-23 |
| US20150353103A1 (en) | 2015-12-10 |
| EP2906455A1 (en) | 2015-08-19 |
| WO2014111224A1 (en) | 2014-07-24 |
| DE102013200628A1 (en) | 2014-07-17 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |
Effective date: 20171219 |