CN103534160B

CN103534160B - Rail vehicle body shell and manufacture method thereof

Info

Publication number: CN103534160B
Application number: CN201280021254.0A
Authority: CN
Inventors: B·利森博格; M·弗里德里克; B·贝克尔; H·里切尔
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Transportation Germany GmbH
Priority date: 2011-05-04
Filing date: 2012-03-23
Publication date: 2016-09-21
Anticipated expiration: 2032-03-23
Also published as: CN202966323U; PL2704938T3; CN103534160A; EP2704938A1; ES2567802T3; KR101919175B1; EP2704938B1; WO2012150091A1; KR20140031293A

Abstract

nullA kind of method that the present invention relates to car body shell for manufacturing rail vehicle，Comprise the following steps: underframe (60) is provided，Outer wall module (1) is produced according to special parison material method，By metallic plates (10 different for the material behavior of cutting in this special parison material method、11) ground connection is engaged with each other into a side wall surface by laser welding，Make the outer surface (18) not having material to produce side wall surface at docking site with suddenling change，And will be by framework section bar (5 when producing outer wall module (1)、5a、The skeleton (4) 5b) formed is bonded on the inner side (17) of side wall surface，Multiple outer wall modules (1) are at least bonded into the side wall section (81) of a centre，Wherein ground connection is engaged with each other by outer wall module (1) by laser welding，And at junction, occur without skew in the outer surface (18a) of side wall section (81)，The outer wall module (1) that by the side wall section (81) in the middle of at least and side wall ends module (94) will be configured to if desired and if desired end module is arranged on underframe (60) goes up and connect crown member (71、72)，Wherein，The step producing outer wall module (1) includes being joined on side wall surface the top flange section bar (2) of bending，Wherein，The upper seamed edge of top flange section bar (2) outer enclosed wall module and ground connection is joined to the different metallic plate of material behavior (10 by laser welding、11) on the adjacent metallic plate in，And on the outer surface (18) of side wall surface, do not produce material sudden change，Wherein，Top flange section bar (2) includes a section bar section (42) bent relative to the outer surface (18) of side wall surface towards the inner side (17) of outer wall module (1)；And being bonded on by skeleton (4) in the step on the inner side (17) of side wall surface, framework section bar (5,5a, 5b) is installed via T-shaped mating interface with the docking seamed edge (19,20,21) of side and on the inner side (17) of side wall surface that is fixed in locking manner including the section bar of top flange via laser welded seam (13) material.Moreover, it relates to car body shell and outer wall module.

Description

Rail vehicle blank structure and manufacturing method thereof

Technical Field

The invention relates to a blank structure of a railway vehicle carriage and a manufacturing method of the blank structure of the railway vehicle carriage. The invention relates in particular to a method for producing an outer wall of a rail vehicle body by means of an outer wall module, to a method for producing such an outer wall module, to such an outer wall module and to a method for producing a rail vehicle body consisting of such an outer wall module itself.

Background

From the prior art, carriages for rail vehicles are known which are produced in a so-called "differential-structure manner" and have a framework made of different components, such as longitudinal beams, transverse beams and struts, which is provided with an outer sheet metal structure in order to thereby form the outer wall of the carriage. In the prior art, the car has hitherto been constructed so that the framework comprises load-bearing sheet-metal elements which form a fan-shaped framework. The fans are provided with metal plates which, together with the various parts of the frame, form the outer wall of the compartment. Such a cabin is described, for example, in DE102008048083a 1. It is also described there that the sheet-metal elements are made of at least two sheet-metal parts having different sheet-metal thicknesses or sheet thicknesses. It should be achieved thereby that the thickness of the metal sheet in the region which is subjected to only small loads can be reduced and that weight and material can thus be saved.

The joining of the metal sheets to one another or also of the frame profiles to one another or of the frame profiles to the metal sheets of the outer metal sheet structure is usually carried out in such a way that at least partially planar material overlaps occur in the edge regions of the parts to be fastened to one another. This leads on the one hand to material doubling in these regions, which leads to increased weight and material usage without making the strength or rigidity of the outer wall higher. In addition, such a contact surface constitutes a problem area with respect to crack corrosion. See also, for example, JP2008238193A, JP2008087546A, WO2008/068796a1 or WO2008/068808a 1. The structures described there also each exhibit a bonded connection with material overlap.

DE19521892C1 discloses a surface element which is formed in a differential structure from at least one cover plate and a plurality of strips of reinforcing cover plates which are fixedly connected thereto. The fixed connection is established at the perforations of the cover plate by thermal engagement along a linear contact surface between the strip and the cover plate from the side of the cover plate facing away from the strip. A disadvantage of such a method is that the cover plate is interrupted in the method and therefore adversely affects the surface of the surface element with respect to its appearance and surface properties. Furthermore, only point-like connections can be formed between the strip and the cover. Furthermore, DE19521892C1 provides that the surface elements are connected to the load-bearing components at the edges by a lap joint, preferably a riveted joint, as long as the surface elements are integrated into the passenger compartment.

A carriage for a rail vehicle is known from WO2009/09462a1, which carriage is composed of a plurality of components. It is provided therein that at least one of the components has a box-shaped structure, which is composed of walls connected by a plug connection. These plug connections can be fastened by means of solder joints.

DE102006038058a1 discloses a method for producing a modularly constructed steel car body. The method comprises the following steps:

a) a predetermined underframe is provided for a steel car,

b) providing a number of first basic elements, each in the form of a cover plate with raised pillars,

c) a corresponding suitable number of cover panels are joined, to manufacture the side walls, roof and end walls of the compartment,

d) the desired openings are cut into the side walls, roof and end walls,

e) deforming the sidewalls and top into the desired geometry,

f) providing a number of second basic elements, which are in the form of frames (parent),

g) the frames are cut to the desired length,

h) the frame is deformed into the desired shape of the car cross-section,

i) the frame is positioned on the underframe of the steel carriage in a positioning device,

j) the side walls are welded to the chassis and the frame,

k) the roof is welded to the car structure,

l) welding the end walls to the car structure and underframe,

m) providing a number of third elementary elements in the form of metal sheets for making the frame,

n) producing frames, the dimensions of which are adapted to the openings produced in step d),

o) welding the frame produced in step n) in the opening and on the end wall. The outer wall is here made of metal sheets of uniform material thickness and is inserted into the openings and the cut-outs after the metal sheets have been joined together.

DE19916287a1 discloses a surface-type structural element for decorating a railway vehicle body and a method for producing the same. In the corner region of a recess (e.g. a window or a doorway) in the finished wall, a material gap is created before the recess is produced, into which structural elements are inserted that have increased strength relative to the remaining structural elements, which together form a planar structural element. Before the recess is produced, notches are therefore produced in the joined walls, into which notches structural elements of increased strength are inserted, which remain in the flat-shaped structural element for a long time. The structural elements of increased strength are arranged adjacent to the rectangular corners of the permanently remaining indentations.

Disclosure of Invention

The object of the invention is to create a method for producing a carriage blank structure, in particular for an elongated carriage, such a carriage blank structure and an outer wall module for a rail vehicle carriage blank structure, which are simple to produce or implement in terms of production technology and which enable a personalized carriage design, in particular for an elongated high-speed rail vehicle carriage having a large interior space comfort.

An outer wall module for a carriage of a rail vehicle is proposed, which outer wall module comprises:

-an outer sheet metal structure configured as a self-supporting push-pull area module,

the outer sheet metal structure is joined from sheet metal of planar configuration with different properties, wherein,

the metal plates are respectively adjoined with their respective end sides oriented transversely to the planar extent of the respective metal plates and

-joined together via a continuous laser weld in such a way that the individual metal sheets form an offset-free outer surface on the outside of the push-pull area module,

the metal sheets of different characteristics comprise at least a first metal sheet and a second metal sheet,

the second metal sheet has correspondingly greater resistance, in particular strength, and/or greater material thickness than the first metal sheet, and

the second metal sheet forms a region of the outer metal sheet structure in which increased stresses occur in the passenger compartment made of the outer wall module during operation of the rail vehicle,

wherein the side wall surfaces formed by the outer sheet metal structure are closed at the upper edge by an upper flange profile which is butt-joined to the end sides of the respective adjoining joined-together sheet metal of the outer sheet metal structure without an offset occurring at the outer surface in the region of the laser weld seam, wherein the upper flange profile comprises a profile section which is bent relative to the outer surface of the side wall surface toward the inside of the outer wall module, and

-a skeleton formed by skeleton profiles,

wherein the end-side butt edges of the frame profiles adjoin the inner side of the outer sheet metal structure via T-shaped butt joints, and

-fixing via a laser weld.

Not only the sheet metal parts of the outer sheet metal structure, which extend in a planar manner and have an approximately constant material thickness in each case transversely to the planar extension, but also the frame profiles on the sheet metal parts forming the outer sheet metal structure are connected to one another only via the end faces, i.e. those side faces which have the smallest possible contact surface. Thus avoiding material doubling. As a whole, this can significantly reduce the susceptibility to corrosion of the outer wall module of the rail vehicle car or of the outer wall formed by one or more of said modules. The insertion of the top flange profile into the outer wall module as the end of the horizontally extending top edge offers several advantages. On the one hand, a stress-free and low-warpage connection is created via butt joining by laser welding, which provides an offset-free outer surface. By providing a profile section which is curved in relation to the outer surface towards the inner surface of the side wall surface or of the outer wall module, it is also possible to realize different cover elements in sections in the vehicle compartment in order to realize different roof shapes. A great flexibility of the top design is achieved.

An outer wall module for a rail vehicle car is obtained by a proposed method comprising the steps of: joining together sheet metal plates of different properties, in particular material thicknesses, which are of planar design, to form an outer sheet metal structure which is designed as a self-supporting push-pull zone module, wherein the sheet metal plates are each adjoined to one another in an abutting manner with their respective end sides oriented transversely to the planar extent of the respective sheet metal plate and are joined together via a continuous laser weld seam in such a way that the respective sheet metal plates form an offset-free outer surface on the outer side of the push-pull zone module, wherein the respective sheet metal plates comprise at least a first sheet metal plate and a second sheet metal plate of different properties, in particular different material thicknesses, which respectively have a greater resistance, in particular strength, and/or a greater material thickness than the first sheet metal plate, the second sheet metal plate being inserted into a region of the outer sheet metal structure in which increased stresses occur in the outer wall module or in a passenger compartment made of the outer wall during operation of a rail vehicle, and the carcass is produced from a carcass profile, wherein the carcass profile is adjoined with end-side butt edges via a T-shaped butt joint to the inside of the outer sheet metal structure and is fixed to the outer sheet metal structure via a laser weld seam, wherein a curved upper flange profile is joined to the outer sheet metal structure and the upper flange profile closes the upper edge of the outer wall module and is joined to the adjoining sheet metal of at least a first and a second sheet metal having different material properties in a butt joint manner by means of laser welding without a material discontinuity occurring on the outer surface of the side wall surface, wherein the upper flange profile comprises a profile section which is curved in the direction of the inner surface of the outer wall module relative to the outer surface of the side wall surface.

The invention offers the advantage of producing an outer wall structure which has sufficient resistance or material thickness in those regions where increased stress loads occur, and also uses metal sheets with a lower resistance or material thickness in other regions where lower stress loads occur. This creates an outer wall that is reduced in weight and/or is produced using more economical materials, but is not affected in terms of its structural load-bearing capacity. During the production process, an outer surface structure has been created which requires only slight or even no additional processing before the application of the outer lacquer. Furthermore, a planar material doubling, which otherwise has a high susceptibility to crack corrosion, is avoided. Furthermore, such a structure allows the regions in which increased stresses occur to be kept free of such seams.

Rolled products made of metal are considered here as flat metal sheets, which have substantially the same material thickness transversely to the flat extent. The metal plates thus have surfaces which are oriented at least locally substantially plane-parallel to one another. The side faces formed perpendicular or transverse to these faces are referred to herein as end faces and serve to join the individual metal sheets to one another. In particular, a chamfer of the second metal sheet with a greater material thickness than the metal sheet with which it is to be joined together can be advantageous in the edge region in order to optimize the force flow in the completely joined outer metal sheet structure. Here, the chamfered side faces the inside of the outer metal plate structure.

In order to obtain an outer surface of the outer sheet metal structure which is as free from interference as possible and in the sense of an optimized machining technique, the laser weld seam joining the sheet metal plates of planar design to one another is preferably formed from the inside of the outer sheet metal structure or of the push-pull region module.

The second metal sheet of the outer metal sheet structure is arranged or formed in regions in or on which functional opening edges, in particular functional opening corners, such as window corners and/or doorway corners, are formed.

Since no planes with material doubling are produced, such an outer wall module or such an outer wall for a vehicle cabin can also be manufactured from materials which otherwise have an otherwise not so high corrosion resistance. It is therefore not necessary, for example, for all metal sheets to be made of stainless steel, i.e. high-alloy steel. Rather, in a preferred embodiment, it is provided that at least the first metal sheet, preferably additionally also the sheet metal profile of the skeleton and most preferably additionally also the sheet metal profile of the skeleton and the second metal sheet are made of a non-high-alloy steel.

The individual flat metal sheets of different material thicknesses are preferably cut by means of a precision method. This is preferably achieved via a laser cutting method. It is thereby possible to produce the individual metal sheets in such a way that the edges abutting against one another are optimally joined to one another. The individual metal sheets do not necessarily have to be flat but may also have elevations or bends.

In order to be able to establish an optimized connection of the joint edges of the carcass profiles to the outer metal sheet structure, the joint edges of the profiles are cut out such that they optimally match the structure of the inner side of the outer metal sheet structure. This means that the butt edge of the carcass profile is cut out by means of a laser cutting method in such a way that the butt edge obtains or has a cut-out which is adapted to the offset on the inner side of the outer sheet metal structure which is produced due to the different material thicknesses of the sheet metals of the outer sheet metal structure. Furthermore, the butt edges are naturally also adapted to the optionally present bulges or bends of the outer sheet metal structure. This creates the possibility of connecting the skeleton profile to the outer sheet metal structure via a continuous laser weld seam, preferably an I-weld seam. Usually, the welding is accordingly carried out such that it does not completely melt or penetrate the outer sheet metal structure. The T-shaped docking interface may also be provided with one laser fillet or two laser fillets in another embodiment.

The joining or fixing of the framework profile to the inside of the inner side or side wall surface of the outer sheet metal structure or to the inside of the outer wall module is accordingly always to be understood in that the framework profile is also connected to the upper flange profile at those places where it adjoins this, that is to say, is joined to its inside. The joining is achieved here in that the frame profile is in each case only connected with one end to the upper flange profile and is connected to the upper flange profile by means of laser welding in a cohesive manner. Since the top flange profile is usually first connected to the at least first and/or second sheet metal material in a form-fitting manner, the joining of the end faces of the framework profiles can be carried out by means of optionally double-sided continuous welding seams, which are connected on the one hand to the first and/or second sheet metal and on the other hand to the top flange profile. The material-locking connection is produced by laser welding without penetrating one of the metal sheets or the upper flange profile.

The rail vehicle body produced according to the invention comprises a side wall made of one or more outer wall modules, wherein the side wall outer sheet metal structure is designed as an integrally self-supporting push-pull area module with an integrated upper flange profile, and optionally a plurality of outer wall modules are joined to one another in such a way that the sheet metal of the different outer wall modules forming the outer sheet metal structure is likewise joined together end-to-end via laser welding, so that the side wall outer sheet metal structure is designed as an outer surface without offset.

In some embodiments, a side wall section is first produced from a plurality of outer wall modules in such a way that the side edges of the outer wall modules adjoining one another in the finished vehicle cabin, which extend vertically or almost vertically, butt against one another and form an intermediate side wall section. The modular, elongated side walls for the vehicle cabin can thereby be joined together almost stress-free.

In some embodiments, a further similarly configured external wall module, which is mounted as a side wall end on the end of the chassis, is connected to the intermediate side wall section by a tolerance-compensating butt joint. The outer sheet metal structure in these embodiments has one or two joints on each side of the car, on which a tolerance compensation is carried out so that the length of the entire side wall matches the length of the prefabricated underframe. The outer wall modules forming the end of the side walls are also referred to as outer wall end modules.

In principle, it is possible to carry out the joining by means of separately cut metal sheets which are inserted in a butt-joint manner between the outer wall module forming the respective side wall end and an intermediate side wall section and are inserted without offset by means of laser welding.

The provision of a joint with tolerance compensation on the outer wall module forming the end of the side wall thus enables the length of the side wall to be matched to the length of the chassis. Furthermore, the outer wall module forming the end of the side wall usually comprises a door cutout if a door is provided in the side wall. The adaptation of the spanning assembly of the door cutouts in the outer wall module and the chassis can be achieved equally easily with the provision of the joint with tolerance compensation.

In order to require as small a number of vehicles as possible in a vehicle combination of a plurality of vehicles, the length and the passenger and/or loading capacity of which are predetermined, it is desirable to be able to produce vehicles and therefore carriages which are as long as possible. In order to be able to achieve this and to compensate for the "sagging" of the car between the bogies below the theoretical zero position, in a preferred embodiment the chassis is manufactured and/or provided with projections along its longitudinal direction and the outer wall modules are manufactured in a trapezoidal shape, so that when the outer wall modules are mutually joined into a side wall section, the side wall section is manufactured with projections or overhangs which substantially match the projections of the chassis. The preferably standardized outer wall module is thus manufactured with trapezoidal sides.

In order to be able to mount any desired roof segments or roof elements, but also roof elements of different cross-sectional shapes (for example flat or round), in a variable pattern in the longitudinal direction of the underframe or car body, to the side walls formed by the outer wall modules, it is preferred that the outer wall modules used to form at least the middle side wall section all have the same side wall height. The distance between the edges of the outer wall modules, which are oriented horizontally or almost horizontally in the installed state, is referred to as height.

If the outer wall module is designed with trapezoidal sides, an intermediate side wall section is produced which has a polygonal section at the lower edge (and at the upper edge). This constitutes a protrusion or an excess. Since the rigidity of the roof element is reduced in relation to the side wall elements and in particular the upper flange profile, the roof element is matched to the projection or the excess at any position along the longitudinal extension direction.

The high stability of the side walls or of the outer wall modules is achieved in that the side wall surfaces provided with the upper flange profile are designed as self-supporting push-pull regions and on the inner side of the side wall surfaces with the upper flange profile (outer sheet metal structure), the continuous vertical framework profiles oriented transversely to the horizontal longitudinal extent of the upper flange profile being connected as struts with their end sides via T-shaped butt joints to the inner sides of the side wall surfaces by means of laser welding. In particularly stressed vehicles, such as high-speed trains for example, in which alternating aerodynamic loads occur during operation, the T-shaped butt joint is preferably fixed bilaterally and preferably continuously to the inner face of the outer sheet metal structure by means of laser welding. A T-shaped docking interface can be realized by means of laser welding alone, the seam cross section of which is not larger than the computationally necessary seam cross section. The framework profiles, which serve as struts and span the entire vertical extent of the wall module, are preferably arranged adjacent to the opening for a window, door or the like.

In a preferred embodiment, a framework profile is joined or formed on the base frame and in the top element, which framework profile is joined to form a ring frame of the encircling construction when the side wall sections or the outer wall modules are joined together with the base frame and the cover element is joined to the struts of the outer wall modules or of the side wall sections joined by the outer wall modules, respectively. In the finished vehicle compartment, a circumferential ring frame is thus formed, which imparts high stability to the vehicle compartment.

Preferably, the vertical frame profile serving as a support pillar, the horizontal frame profile serving as a stringer and the frame profile serving as a local frame reinforcement which discontinuously spans the entire vertical extent of the outer wall module are joined to the inner faces of the side wall faces by means of laser welding. Here, the frame profiles are joined at the end face via a T-shaped butt joint. These frame profiles can preferably have a smaller structural height perpendicular to the inner face of the outer sheet metal structure than the vertical struts, at least in the blind areas, in order to create space for ventilation ducts and/or air conditioning ducts. These skeleton profiles may have indentations for mounting pipes. At the same time as the longest possible configuration of the vehicle, the wall thickness is to be as small as possible in order to obtain as much installation space as possible for a comfortable interior design.

Furthermore, a small overall height is achieved, which extends perpendicular to the surface of the side wall, when the side wall metal sheet is made of steel.

In addition to the tailored, stress-dependent metal plates with different material properties, in particular different material thicknesses, the framework profiles are also selected and joined in a stress-dependent manner.

In order to be able to join the skeleton profiles to the inner side of the outer sheet metal structure as stress-free as possible, these joints are made by laser welding. The frame profiles are preferably connected to one another horizontally and vertically by means of arc welding, since here high demands are placed on the joint bridging. Here, the greater heat addition is not significant, since no connection to the sheet metal structure is involved.

Preferably, the column feet of the vertically extending framework profiles are configured with a widened/enlarged profile cross section in order to obtain a force flow-adapted design of the ring frame.

Particularly economical and work-step-saving production provides that the metal sheets of the outer wall modules are cut and joined to one another in such a way that the required clearance for windows and doors is produced in the outer wall modules when the metal sheets are joined to one another. The regions with particularly high stresses, for example the corners adjoining the window or door cutouts, are formed by metal sheets with greater strength, for example a greater material thickness, while the remaining regions are formed by metal sheets with less strength, for example a smaller material thickness. In the regions of particularly high stress, no joint seams occur in the outer sheet metal structure thus produced. It is thus possible to produce stable side walls which nevertheless have a light and as small a material thickness and a structural height as possible.

When the outer wall modules are joined to one another, the outer sheet metal structure is preferably first connected by means of an I-shaped butt joint, i.e. via the butt end faces of the sheet metal and the upper flange profile, so that an offset-free outer surface results. The other carcass profiles are then fixed to the inner faces of the outer sheet metal structure and, if appropriate, of the upper flange profile by means of laser welding, wherein horizontally running stringers extend beyond the butt joints of the outer sheet metal. The connection with the other framework profiles, which have been integrated into the joined-together outer wall modules, is then established, preferably by means of arc welding.

It is advantageous for the insertion of the carcass profile that the end edge, which is joined by means of a T-shaped butt joint on the inner face of the outer metal sheet structure and/or the upper flange profile, is cut or cut off prior to joining, preferably by means of laser cutting, in such a way that the end edge matches the material offset occurring on the inner face due to the different material thicknesses of the different metal sheets and/or matches the shape of the upper flange profile. If the side walls are produced with a curvature in the horizontal course of the side wall surface, the vertical framework profile likewise has to be adapted to this curvature. A corresponding adaptation may also be necessary or advantageous for horizontally extending framework profile sections if the basic cross section of the car tapers at the end sides in the longitudinal direction of the underframe.

The carcass, which essentially performs the function of reinforcing the outer wall, is preferably designed in such a way that the carcass profiles, which are oriented in a first direction extending vertically in the side wall of the passenger compartment, are inserted in one piece into the carcass, with the exception of the interruptions for the functional openings. The horizontally oriented profile of the carcass extending transversely thereto is then correspondingly interrupted by the vertically oriented profile. In one embodiment, only horizontally oriented functional openings form horizontal profiles extending parallel to the functional openings, so that they span a plurality of vertically extending profiles which are interrupted only by functional openings. For improved reinforcement, the skeleton profiles are preferably connected to one another.

It is possible that the profiles of the skeleton are individually clamped and joined to the outer sheet metal structure. It may prove advantageous, however, to pre-join a plurality of individual profiles in a single device and then place them as prefabricated structural components on the outer sheet metal structure.

During the joining process, the individual metal sheets forming the outer metal sheet structure of the outer wall module are preferably placed into an auxiliary support or support mould and held there for the joining process.

In order to subsequently fix or build the skeleton on it, it is provided in some embodiments that the individual metal plates, in particular the second metal plate, are provided with recesses which do not extend over the entire material thickness. The outer surface thus remains undamaged. These recesses, which can be produced, for example, in the form of grooves, notches or slits, can be used to locate the butt edges of the carcass profiles there and thus facilitate the connection of the carcass profiles to the outer sheet metal structure

In a different way to the working described above, it is also possible to fix the frame parts to the respective metal sheets of the outer metal sheet structure and then to complete the outer metal sheet structure of the outer wall module. Advantages and improvements of the invention have been described in part. In addition, further configurations and advantages result from the description of the various embodiments of the invention.

Drawings

Embodiments and other features of the present invention are described with reference to the accompanying drawings. The various figures in the drawings:

figure 1 shows a schematic view of an outer wall module;

fig. 2 shows a schematic view of the outer sheet metal structure of the outer wall module according to fig. 1;

FIG. 2a is an enlarged portion of FIG. 2;

fig. 3 shows a schematic illustration of an outer sheet metal structure with continuous vertical framework profiles joined on the inside according to the outer wall module of fig. 1;

fig. 4 shows a schematic view of a section of the outer wall module according to fig. 1, illustrating the formation of horizontally extending framework profiles in the blind areas;

FIG. 4a shows an enlarged portion of FIG. 4;

fig. 5 shows a schematic view of the lower terminal of a vertical skeleton profile and its mounting on a base frame;

fig. 6a shows a schematic view of a flat top section mounted on an upper flange formed by an upper flange profile;

fig. 6b shows a schematic view of the installation of a rounded barrel-shaped top section on an upper flange formed by an upper flange profile;

fig. 7 shows a schematic view of a complete outer wall of a rail vehicle carriage with an upper flange formed by an upper flange profile;

fig. 8 shows a schematic top view of an outer wall module on a vehicle recess with length tolerance compensation (Wageneinzug); and

fig. 9a to 9c are different weld seams for fixing the skeleton profile on the outer sheet metal structure.

Detailed Description

Fig. 1 schematically shows an outer wall module 1. The outer wall module comprises an outer sheet metal structure 3 which is closed at the upper end by a horizontally extending upper flange profile 2. The outer sheet metal structure 3 of the outer wall module 1 is made of sheet metal comprising at least a first sheet metal 10 and a second sheet metal 11 with different strength properties, as well as the upper flange profile 2. Fig. 1 shows the inner side 17 of the outer sheet metal structure, on which the carcass 4, which is formed from the carcass profile 5, is fastened. The outer sheet metal structure 3, in which functional openings or recesses in the form of windows 7 are formed, forms a smooth outer surface on the outside 18 (below the plane of the drawing). The first metal plate 10 and the second metal plate 11 have different material thicknesses in the embodiment shown. The outer sheet metal structure 3 with the upper flange profile 2 is configured as a self-bearing push-pull area. The carcass 4 is mainly used to reinforce the push-pull area and to form the bending stiffness of the side walls.

The framework of the outer wall module 1 according to fig. 1 comprises: frame profiles 5a oriented in a first direction, here the vertical direction, which are configured as struts 51; and a skeleton profile 5b extending along a second direction oriented transversely to the first direction, which skeleton profiles are configured as stringers 52. The framework profiles 5a oriented in the first direction are designed as integrally as possible and are interrupted only at the functional openings of the outer wall modules, while the framework profiles 5b oriented parallel to the second direction are "interrupted" by the vertically oriented framework profiles 5a, respectively. This means that horizontally oriented framework profiles are arranged between vertically oriented framework profiles 5 a. Along only the horizontally running edges of the window 7, a respective carcass profile 5b 'spans a plurality of vertically running carcass profiles 5 a' interrupted at the functional openings.

Fig. 2 schematically shows the outer sheet metal structure of the outer wall module 1 according to fig. 1. The first metal sheet 10 and the second metal sheet 11 of the first material thickness, which in each case has a greater material thickness perpendicular to its flat direction of extension than the first metal sheet 10, and the upper flange profile 2 can be seen well. The flat directions of extension of the first metal plate 10 and the second metal plate 11 each extend in the plane of the drawing. The material thickness is thus oriented perpendicular to the plane of the drawing. It can be seen that the second metal sheet 11 is arranged in a region of the outer metal sheet structure 3 in which particularly high stresses occur during operation of the rail vehicle carriage. This is for example the area of the outer sheet metal structure 3 adjacent to the corner and the door corner.

The second metal plate may have a different material thickness. The material thickness of the first and second metal plates is selected to match the respective stress requirements of the respective areas into which these metal plates are joined. But the second metal plates all have a greater material thickness than the first metal plates.

The individual metal sheets 10, 11 are cut precisely before joining, so that the clearance serving as a functional opening 6 is obtained approximately automatically in the outer metal sheet structure 3 when joined to one another. Such a manufacturing method of joining metal plates that have been cut with precision fit to each other is also called a tailored blank method.

The first metal plates 10 are connected to one another and to the second metal plate 11 by means of laser welding seams 13, in which the individual metal plates 10 are in butt joint with one another. The laser weld seam is preferably constructed from the inner side 17 from which the outer metal sheet structure is shown in the figures. The upper flange profile 2 and the adjacent metal sheet 10 or in other embodiments the adjacent metal sheets are also prefabricated, in particular form-fit and dimensionally fit, in such a way that they butt against one another and are connected to one another via a laser weld seam 13. The metal sheets 10, 11 of different material thicknesses and the upper flange profile 2 are each arranged here such that the outer surface 18 forms a surface without offset. The inner side 17 is offset in relation to the upper flange profile at the transition between the metal sheets 10, 11 of different material thicknesses. As can be seen well in fig. 2, no weld must be formed in those regions where increased stresses occur. This results in a higher strength of the outer wall with a lower amount of material.

In the embodiment shown, the upper flange profile 2 is configured as an open profile that is bent multiple times. In other embodiments, profiles with a closed cross section can also be used. In this case, too, a joint connection produced by laser welding is formed, which forms an offset-free outer surface.

As can be seen well in the enlarged detail, the upper flange profile 2 has a profile edge 41 which continues the outer sheet metal structure 3 which is otherwise joined together by the sheet metal plates 10, 11. In addition, the upper flange profile has a profile section 42 which is curved toward the inner side 17 relative to the side wall or outer surface 18 formed by the metal sheets 10, 11. The upper side 43 of the profile section 42 forms a first bearing surface 44 for a top section (not shown). At the end 45 of the profile section 42 facing away from the outer side 18, the latter has a double curvature, so that a second, substantially horizontally extending bearing surface 46 is formed for the other top section (not shown). The profile sections 42 are configured such that top sections of different top shapes can be mounted to one and the same upper flange profile 2.

Fig. 3 schematically shows the outer sheet metal structure 3 of the outer wall module 1 together with a continuous framework profile 5, which is joined to the inner side 17 and which spans the entire vertical extent of the outer wall module and is designed as a strut 51. The struts 51 are arranged adjacent to the vertically extending edges of the functional opening 6. The frame profile is joined with its end sides by laser welding via a T-shaped butt joint on the inner side 17 of the metal plate structure (which comprises the first metal plate 10, the second metal plate 11 and the upper flange profile 2). The material connection is formed here. Whereby minimal stresses occur during joining. Preferably, the welded seam is carried out on both sides. The welding is carried out from the inner side 17 and in each case penetration of the outer sheet metal structure is avoided. A continuous weld enables an optimum uninterrupted force transmission.

Fig. 4 shows a detail of the blind region of the outer wall module 1 according to fig. 1. In addition to the vertical struts 51, horizontally extending framework profiles as well as discontinuous vertical framework profiles are fixed on the inner side 17 of the outer sheet metal structure 3. The carcass profile thus forms a carcass 4. It can be seen well that the horizontal skeleton profile, which is designed as a stringer 52, has a smaller structural height than the vertical struts 51 in order to create space for the air-conditioning duct. Furthermore, the stringer 52 has a cutout 53 for the pipes and cables.

The frame profile is preferably designed as an open sheet metal profile. Preferably, L-profiles, T-profiles, Z-profiles or U-profiles are used. These profiles are inserted into the framework in such a way that only the "end edges" of the profiles abut the outer sheet metal structure on which the framework is mounted in order to reinforce the outer sheet metal structure. That is to say that the side faces which serve as abutment edges for the carcass profiles for connecting them to the outer sheet metal structure and which adjoin the outer sheet metal structure have substantially only a width which corresponds to the material thickness of the sheet metal from which the respective profile is produced. This makes it possible to prevent the planar material adjacent to the outer sheet metal structure from doubling, which would lead to a corrosion tendency of crack corrosion.

The frame profile parts, which are produced in one piece with each other and non-integrally, are preferably joined to each other by means of arc welding in order to meet the gap bridging requirements.

The end edges of the skeleton profile are preferably cut out by means of laser cutting so that they have cut-out portions 22 which are adapted to the different material thicknesses of the metal sheets which form the offset at the joining point on the inner side 17. Likewise, the end edges are matched to the optionally present curvature of the outer sheet metal structure 3. No or only a minimal joint gap therefore occurs between the respective carcass profile and the inner side of the outer sheet metal structure during joining.

Fig. 4 shows an example of a section of a blind spot between two windows. Adjacent to the corner regions 28, the outer sheet metal structures are each formed by a second sheet metal 11, the material thickness 15 of which extends perpendicularly to the plane being greater than the material thickness 16 of the first sheet metal 10, which likewise extends perpendicularly to the plane. The first metal plate 10 and the second metal plate 11 are connected via a laser weld seam constructed from the inner side 17 of the outer metal plate structure 3. Here, the first metal plate 10 and the second metal plate 11 are butted against each other at end sides thereof, respectively. The outer surface 18 of the outer sheet metal structure 3 is configured without offset. Whereas on the inner side 17 an offset 24 is produced at the transition from the first metal sheet 10 to the second metal sheet 11.

In order to reinforce the outer sheet metal structure 3, it is connected to a framework 4. In the illustrated detail, the carcass comprises vertically running carcass profiles 5a in the form of struts 51 and horizontally running carcass profiles 5b in the form of stringers 52, the horizontal carcass profiles 5b being interrupted by the vertically running carcass profiles 5 a. The frame profiles 5a, 5b are each designed as an L-profile and are each connected to the outer sheet metal structure with a T-shaped connection at the end-side connection edges 19, 20, 21. It can be seen that the abutment edge 21 of the horizontally extending framework profile 5b has, for example, a cut-out 22 in the region 23 with which the abutment edge 21 abuts against the second metal sheet 11, which has a greater material thickness 15 than the first metal sheet 10. The material thickness of the first metal sheet 10 is indicated with reference numeral 16. The T-shaped butt joint of the butt edges 19, 20, 21 and the outer sheet metal structure 3, i.e. the first sheet metal 10 or the second sheet metal 11, can be configured in different ways. This is shown for example in fig. 9a to 9 c.

The solution shown in fig. 9a forms a so-called I-seam 30. In fig. 9b, a single-sided fillet weld 31 of the T-shaped docking interface is shown, while in fig. 9c, a double-sided fillet weld 32 of the T-shaped docking interface is shown. The seam can be formed without or with the seam material being fed in, and is preferably formed as a continuous laser weld seam.

In fig. 4, an additional frame element 25 is also inserted for the purpose of reinforcing the corner between the frame profile 5b extending horizontally below the window 7 and the vertically extending frame profile 5 a. This achieves a better reinforcement of the carcass 4 and indirectly of the outer sheet metal structure 3. It is emphasized that the additionally inserted carcass element 25 also strikes the outer sheet metal structure only with the end faces as abutment edges, which can be connected to the outer sheet metal structure by a material-to-material connection via a welded seam. No doubling of the material in the form of a sheet occurs.

The vertical and horizontal frame profile parts are preferably not only positioned against each other, but also the multi-part frame profile parts are preferably configured such that one profile end side strikes against one profile surface or both profile end sides strike against each other, so that no planar material doubling occurs in the frame. Preferably, these joints are also formed by laser welding or, if gap bridging requirements are required, by arc welding.

The frame profiles 5, 5a, 5b are bonded to at least the first and second metal sheets 10, 11 and the upper flange profile 2 (see fig. 1) in a material-locking manner without penetrating at least one of the first and second metal sheets 10, 11 or the upper flange profile 2.

Fig. 4a shows a detail of fig. 4 in an enlarged manner. A second metal plate 11 is shown, which is inserted into the outer metal plate structure 3 adjacent to the lower corner region 28 of the window 7. The second metal plate 11 is inserted into the first metal plate 10. An offset 24 occurs at the laser weld seam 13 on the inner side 17. Accordingly, the frame profiles 5a, 5b each have a cut-out 22 in the region 23 at the joint edges 19, 20, 21, at which the joint edges "meet" the offset 24. If the second metal sheet 11 is provided with a chamfer at the edge 26, on which the offset occurs, the cut-out 22 is preferably designed to be adapted to the chamfer.

Fig. 5 shows the lower end of a vertical frame profile, in particular a frame profile designed as a support 51. The column foot of the framework profile has an enlarged cross section relative to the remaining profiles. This is advantageous in order to obtain a good force flow at the connection point with the base frame 60 or the frame profile 61 fixed thereto. The framework profiles 61 formed in the base frame 60 and the uprights of the outer wall module 1 and the corresponding framework profiles in the roof section (not shown) can thus form an annular frame oriented transversely to the longitudinal axis of the passenger compartment.

Fig. 6a schematically shows the support of the flat head section 71 on the upper flange profile 2. The flat top section 71 is supported here on the second bearing surface 46 and the end section 47 of the first bearing surface 44.

Fig. 6b schematically shows the support of a round, barrel-shaped top section 72 on the upper flange profile 2. In this embodiment, the upper side 43 of the curved profile section 42 of the top flange profile 2 is supported on a first support surface 44.

It is the case that a suitably selected upper flange profile opens up the possibility that different roof sections can also be supported and fastened in the same compartment to the upper flange formed by the upper flange profile, independently of the profiling of the side wall module.

The preferably standardized outer wall module 1 is then joined to a side wall 91 or at least one preferably intermediate side wall section 81, as shown in fig. 7. The end faces of the outer sheet metal structure, including the end face of the upper flange profile, are joined together here butt-earthly by means of laser welding without overlapping. The joining is effected such that an offset-free outer surface results. The inner side 17a may have an offset or an abrupt change.

Each side wall or outer wall module 1 is in a preferred embodiment configured slightly trapezoidal for the side walls of a long compartment. The lower edge 82 is shorter than the upper edge 83 of the upper flange profile 2 on its upper side 43. When joining the side walls, one thus obtains a slightly curved outer wall or intermediate side wall section 81, which has an excess or bulge. This is schematically illustrated in fig. 7. All the outer wall modules 1 have the same side wall height 96.

The outer wall modules 1 are preferably designed such that they preferably end in a blind region at two vertically extending side edges 84, 85 (see fig. 1). When joining the outer wall module 1, the side edges 84, 85 form a continuous, almost vertically extending butt joint in the blind region of the side walls. Only one butt joint, which can be welded continuously, is therefore present when joining the outer wall modules 1. After joining the outer wall modules in such a way that an offset-free outer surface 18a is formed, a further horizontal framework profile 5b covering the weld seam 13 is welded on the inner side 17a and connected to the remaining framework profiles of the framework 4. The joining to the inner side is effected by means of a laser-welded T-shaped butt joint, and the joining of the frame profiles to one another is preferably effected by means of arc welding.

In the side wall 91 shown in fig. 7, the central side wall section 81, which is joined from standardized outer wall modules, has an arcuate excess. This is formed in the form of a polygonal line which is formed by the lower or upper edge of the side wall section or the upper side of the upper flange profile. The projections or projections are adapted to the associated chassis and should compensate for the "sag" below the vehicle cabin.

In the side wall 91 shown in fig. 7, the outer wall end module 1 with the opening 8 in the form of a door opening is joined at both ends 92, 93. The joining of these external wall modules 1, which are otherwise produced according to the same method principle as the remaining standardized external wall modules 1 and are referred to as side wall end modules 94, is effected via a joint 95 with tolerance compensation, in order in particular to facilitate or make possible a length adaptation to the respective prefabricated base frame and, if appropriate, the door cutout formed therein. Here, a specially produced metal sheet can be inserted with its end side to ground between the side wall end module 94 and the middle side wall section 81. Other welds are likewise possible which allow for joint tolerances, but these other welds generally make it necessary to finish the outer surface in order to produce here no offset in the region of the joint.

As can be seen from fig. 8, the basic contour of the passenger compartment is generally tapered at the vehicle end, i.e. towards the ends 92, 93 of the side wall 91. A top view of such a cross-sectional recess is schematically shown in fig. 8. The joint 95 with compensation for length tolerances is shown again in the outer wall end module 1 with the window 8 serving as the side wall end module 94 and in the middle side wall section 81. A first distance 98 between the outer sheet metal structure 3 of the side wall end module 94 on the end 92 of the side wall 91 and the car middle axis 97 is smaller than a second distance 99 between the outer sheet metal structure 3 of the following outer wall module 1 of the middle side wall section 81 facing the end 92 of the side wall 91 and the car middle axis.

The exact shape and arrangement of the second metal sheets inside the outer metal sheet structure is relevant to the respective static requirements of the outer wall of the passenger compartment into which they should be inserted, for the person skilled in the art.

The invention is described herein with respect to a lateral outer wall by way of example. The invention can equally be used for an outer wall or an outer wall module arranged in the region of the roof of a vehicle cabin. In a possible embodiment, the outer sheet metal structure is welded between the upper flange profile of one of the side walls, which is configured as an upper flange, and the upper flange profile of the opposite other side wall.

Furthermore, the outer wall according to the invention can also be an end outer wall of a compartment (or a part thereof), wherein the end outer wall can be a passage module leading to other compartments or to a cab.

Further, it is understood that, instead of the second metal plate having a different material thickness from the first metal plate, a second metal plate having the same material thickness as the first metal plate but having different physical material characteristics (e.g., deformation strength) from the first metal plate may be used. It is also possible to use a second metal plate having both a different material thickness and different physical material properties than the first metal plate. An important advantage may be that the joint edges of the framework profiles do not need to be or only need to be slightly notched at the transition from the first metal sheet to the second metal sheet, since no or only a small offset has to be overcome. It will be readily appreciated that metal sheets having more than two material thicknesses or strengths may also be used.

In the figures, a slightly arched outer wall or outer wall module is shown by way of example, but the invention can naturally also be applied to flat or bent outer walls or outer wall modules.

It has been shown that with the "single-shell" steel differential construction described here, it is possible to produce an "ultra-long" and relatively "thin-walled" vehicle body which, despite its reduced outer width relative to the hitherto customary vehicle body lengths, ensures a sufficient interior space width which is important for passenger comfort, which reduced outer width is obligatory to meet the requirements of vehicle boundary profiles which must be kept standardized under all operating conditions.

List of reference numerals

1 outer wall module

2 upper flange section bar

3 outer metal plate structure

4 skeleton

5 skeleton section bar

5a, 5 a' framework section bar (vertical)

5b, 5 b' framework section bar (horizontal)

6 function opening

7 window

8 doorway

10 first metal plate

11 second metal plate

13 laser welding seam

15 material thickness, second metal plate

16 material thickness, first metal plate

17 inner side

17a inside

18 outer surface

18a outer surface

19. 20, 21 butt joint edge

22 cutting groove part

Region 23

24 offset

25 framework element for reinforcing corners

28 corner region

30I-shaped seam

31 one-sided fillet weld

32 double-sided fillet weld

41 section bar edge

42 section bar

43 upper side

44 first bearing surface

45 facing away from the end

46 second bearing surface

47 end section

51 support

52 stringer

53 gap

60 underframe

61 skeleton section bar (in the chassis)

71 flat top section

72 barrel-shaped top section

81 side wall segment

82 lower edge

83 upper edge

84. 85 side edge

91 side wall

92. 93 end of 93

94 side wall end module

95 joint with tolerance compensation

Height of 96 side wall

97 middle axis of carriage

98 first distance

99 second distance

Claims

1. Method for manufacturing a carriage blank structure for a rail vehicle, comprising the steps of:

providing a base frame (60),

the outer wall module (1) is produced according to a tailored blank method, wherein metal sheets (10, 11) of different cut material properties are butt-joined to one another by means of laser welding to form a side wall surface, so that an outer surface (18) of the side wall surface is produced at the butt-joint location without material discontinuities, and a frame (4) formed from frame profiles (5, 5a, 5b) is joined to the inner side (17) of the side wall surface during production of the outer wall module (1),

joining a plurality of outer wall modules (1) at least to form an intermediate side wall section (81), wherein the outer wall modules (1) are joined to one another in a butt joint by means of laser welding without an offset occurring in the outer surface (18a) at the joining point of the outer wall modules (1),

mounting at least a middle side wall section (81) on the base frame (60) and attaching the top element (71, 72), wherein: the step of producing the outer wall module (1) comprises joining a curved upper flange profile (2) to the side wall surface, wherein the upper flange profile (2) closes the upper edge of the outer wall module (1) and is joined indirectly to adjoining metal sheets of metal sheets (10, 11) of different material properties by means of laser welding without a material discontinuity occurring on the outer surface (18) of the side wall surface, wherein the upper flange profile (2) comprises a profile section (42) which is curved relative to the outer surface (18) of the side wall surface towards the inner side (17) of the outer wall module (1); and in the step of joining the frame (4) to the inner side (17) of the side wall surface, the frame profiles (5, 5a, 5b) are mounted with end-side butt edges (19, 20, 21) via T-shaped butt joints and are materially fixed to the inner side (17) of the side wall surface, including the top flange profile, via laser welds (13).

2. The method of claim 1, wherein: the chassis (60) is manufactured and/or provided with projections along its longitudinal direction and the outer wall modules are manufactured in a trapezoidal shape, so that when the outer wall modules are joined to each other into a side wall section (81), the side wall section (81) is manufactured with projections or projections which largely match the projections of the chassis.

3. The method according to any of the preceding claims, characterized in that: the outer wall modules (1) forming the central side wall section (81) all have the same side wall height (96).

4. The method according to claim 1 or 2, characterized in that: the metal sheets of the outer wall module (1) are cut out and joined to one another in such a way that a functional opening (6) is produced in the outer wall module (1) when the metal sheets (10, 11) are joined together.

5. The method according to claim 1 or 2, characterized in that: the side wall surface provided with the top flange profile (2) is designed as a self-supporting push-pull region and, when the frame (4) is joined to the inner side (17) of the side wall surface, including the top flange profile (2), a continuous vertical frame profile, which is oriented transversely to the horizontal longitudinal extent of the top flange profile (2), is connected as a strut (51) at the end side to the inner side (17) of the side wall surface by means of laser welding via a T-shaped butt joint.

6. The method of claim 5, wherein: vertical frame profiles (5a) which span the entire vertical extent of the outer wall module as struts (51), horizontal frame profiles (5b) which span the stringers (52), and frame profiles (5a) which do not continuously span the entire vertical extent of the outer wall module as local frame reinforcements are joined to the inner side (17) of the side wall surface by means of laser welding.

7. The method according to claim 1 or 2, characterized in that: frame profiles are joined or formed on the base frame and in the top element, which frame profiles, when the side wall sections and second side sections of the same type are joined together with the base frame and when the cover element is joined to the struts (51) of the outer wall modules (1) of the side wall sections, respectively, form a ring frame of encircling construction.

8. The method according to claim 1 or 2, characterized in that: the frame profiles (5, 5a, 5b) are bonded to the at least first and second metal sheets (10, 11) and to the upper flange profile (2) in a material-locking manner without penetrating at least one of the first and second metal sheets (10, 11) or the upper flange profile (2).

9. The method according to claim 1 or 2, characterized in that: furthermore, for at least the central side wall section (81), an outer wall module (1) designed as a side wall end module (94) and/or an end module is mounted on the base frame (60).

10. Outer wall module (1) of a railway vehicle carriage, comprising:

an outer sheet metal structure (3) designed as a self-supporting push-pull zone module, which is formed by joining sheet metal plates (10, 11) of different properties (15, 16) which are joined together in a planar manner, wherein the sheet metal plates are each adjoined to one another in each case with their respective end sides oriented transversely to the planar extent of the respective sheet metal plate (10, 11) in a butt-joint manner and are joined together via a continuous laser weld seam (13) in such a way that the respective sheet metal plate forms an offset-free outer surface (18) on the outer side of the push-pull zone module, and the sheet metal plates of different properties comprise at least a first sheet metal plate (10) and a second sheet metal plate (11), the second sheet metal plate (11) each having a greater resistance than the first sheet metal plate (10), the second sheet metal plate (11) forming a region of the outer sheet metal structure (3) in which increased stresses occur in a vehicle compartment made with the outer wall module during operation, and

a framework (4) formed by framework section bars,

wherein:

the top flange profile (2) closes the upper edge of the outer wall module (1) and is joined in a butt-joint manner to adjoining ones of the at least first and second metal sheets (10, 11) by means of laser welding without material discontinuities occurring on the outer surface (18) of the side wall surfaces, wherein the top flange profile (2) comprises a profile section (42) which is bent relative to the outer surface (18) of the side wall surfaces towards the inner faces of the outer wall modules, and the carcass profiles (5, 5a, 5b) of the carcass (4) are mounted with end-side butt edges (19, 20, 21) via T-shaped butt joints and are secured in a material-locking manner via laser welding seams (13) to the inner sides (17) of the side wall surfaces including the top flange profile (2).

11. The exterior wall module (1) according to claim 10, wherein: the frame profiles (5, 5a, 5b) are fastened in a material-locking manner to at least the first and second metal sheets (10, 11) and to the upper flange profile (2), the welding of at least one of the first and second metal sheets (10, 11) or the upper flange profile (2) not being configured to penetrate.

12. The exterior wall module (1) according to claim 10 or 11, characterized in that: the second metal plates (11) each have a greater strength and/or a greater material thickness than the first metal plates (10).

13. Railway vehicle's carriage blank structure includes:

a bottom frame (60) which is provided with a plurality of grooves,

side wall (91) formed by joining outer wall modules (1), the outer sheet metal structure (3) of which is produced according to a tailored blank method, wherein cut metal sheets of different material properties are joined to one another in a butt joint by means of laser welding in such a way that the outer surface (18) of the side wall surface is produced without material discontinuities at the butt joint, wherein the metal sheets comprise at least a first metal sheet (10) and a second metal sheet (11), and the outer wall modules (1) comprise on the inner side (17) of the side wall surface a framework (4) made of framework profiles (5, 5a, 5b),

wherein the outer wall modules are joined to each other in a butt-joint manner by laser welding without material discontinuities occurring on the outer surface (18a) of the side wall (91),

and one or more top elements (71, 72),

wherein,

the outer wall modules (1) each comprise an upper flange profile which closes an upper edge of the outer wall module (1) and which is joined to the adjoining metal sheet of the at least first and second metal sheets (10, 11) in a butt joint by means of laser welding without material discontinuities occurring on the outer surface (18) of the side wall surfaces, wherein the upper flange profile (2) comprises profile sections which are bent relative to the outer surface (18) of the side wall surfaces toward the inner side (17) of the outer wall module (1) and the upper flange profiles (2) of the outer wall modules (1) which are joined to one another form an upper flange to which the one or more top elements (71, 72) are fixed, wherein the carcass profiles (5, 5a, 5b) of the carcass (4) are mounted with end-side butt edges (19, 20, 21) via a T-shaped butt joint and are secured by means of a laser weld seam (13) in a material-locking manner to the inner side (17) of the side wall surfaces including the upper flange profiles (2) .

14. The car blank structure of claim 13, wherein: the chassis has a projection in its longitudinal direction and the outer wall modules are made trapezoidal and joined to one another in such a way that at least one side wall section (81) joined by the outer wall modules (1) is made with a projection or an excess which largely matches the projection of the chassis (60) and is welded to the chassis (60).

15. The vehicle compartment blank structure according to claim 13 or 14, wherein: the frame profiles (5, 5a, 5b) are fixed to the at least first and second metal sheets (10, 11) and the upper flange profile (2) in a material-locking manner without welding at least one of the first and second metal sheets (10, 11) or the upper flange profile (2) being configured to be pierced.

16. The carriage blank structure as claimed in any one of claims 13 to 14, characterized in that: the upper flange profile is shaped in such a way that top elements (71, 72) with different top shapes can be joined.

17. The carriage blank structure as claimed in any one of claims 13 to 14, characterized in that: an additional end outer wall module is secured to the chassis.