CN111819125A - Method for producing a large rail vehicle part from a light metal hollow profile - Google Patents
Method for producing a large rail vehicle part from a light metal hollow profile Download PDFInfo
- Publication number
- CN111819125A CN111819125A CN201980014825.XA CN201980014825A CN111819125A CN 111819125 A CN111819125 A CN 111819125A CN 201980014825 A CN201980014825 A CN 201980014825A CN 111819125 A CN111819125 A CN 111819125A
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- CN
- China
- Prior art keywords
- light metal
- metal hollow
- hollow profile
- top layer
- profile
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- 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.)
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Classifications
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- 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
- B61D17/041—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures with bodies characterised by use of light metal, e.g. aluminium
-
- 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
- B61D17/08—Sides
Abstract
The invention relates to a method for producing a large rail vehicle part (1) from light metal hollow profiles (2), wherein the light metal hollow profiles (2) are connected to one another in a specific arrangement by means of a welding method and at least some parts of a top layer (3) of the light metal hollow profiles (2) are removed.
Description
Technical Field
The invention relates to a method for producing a large rail vehicle part from a light metal hollow profile and to a light metal hollow profile.
Background
The carriages of passenger rail vehicles can be manufactured by means of so-called monolithic structures, for which metal profiles are connected to form large pieces and these large pieces are in turn connected to form carriages. The large parts typically represent side walls, bottom frames, ceilings or end walls, welding methods being generally used as connecting techniques for the metal profiles to one another and for connecting the large parts. This construction allows a high degree of automation of the manufacture and also a low car mass when using light metal profiles. The metal profile itself is usually designed as a closed hollow profile and can have additional features, such as fixing strips or weld pool stops for further production. Due to the specific metallurgical connection, these weld seams have a lower strength than the light metal profiles to be joined, which makes it desirable to arrange them as far as possible in zones that are subject to low loads. Depending on the locally increased strength requirements of the passenger compartment, for example, next to the doors or window openings, access can only be made to a lesser extent, since the metal profiles always have the same cross section along their longitudinal extent. As such, the overall structural car body often has a mass greater than that required to meet the strength requirements. A possible solution to this problem can be found by means of the way in which the car body is made of light metal of differential construction. Such structures are common for steel cars, for which the large members are formed by a lattice frame of ribs and stringers faced with steel sheet. The outer plates are here usually joined to the frame structure by means of spot welds or fillet welds. The steel monolithic structure represents a small production outlay, which cannot be realized technically. For aluminum carriages, conventional differential designs require a large number of weld seams, which are also often not amenable to automation and thus incur high production costs. Therefore, this structure is to be avoided for light metals, in addition to the weakening of the material due to welding.
Disclosure of Invention
The object of the present invention is therefore to specify a method for producing large rail vehicle parts from light metal hollow profiles, which method allows special strength requirements to be met at specific locations of the large parts and in this way allows the lowest possible weight of the large parts to be achieved with a high degree of automation and associated low production costs.
This object is achieved by a method having the features of claim 1 and by a light metal hollow profile according to claim 7. Advantageous embodiments are the subject matter of the dependent claims.
According to the basic concept of the invention, a method for producing a large rail vehicle part from a light metal hollow profile is specified, which method has the following method steps:
-arranging the light metal hollow profiles in a specific arrangement,
joining the light metal hollow profiles with the respectively adjacent light metal hollow profiles by means of a welding method,
-at least partially removing the top layer of the light metal hollow profile.
This has the advantage that large rail vehicle parts can be constructed which, on the one hand, can be produced automatically and cost-effectively and, on the other hand, the local strength requirements can be implemented in a flexible manner, as with the aid of a differential construction.
According to the invention, a plurality of light metal hollow profiles are typically connected to one another and subsequently portions of the top layer of the composed light metal hollow profiles are removed. In this way, weight can be saved at locations for which there is no increased strength requirement (such as a sufficient distance relative to the window aperture) without significantly reducing the necessary strength of the large part.
The surface of the top layer to be removed is determined by the strength requirements for the large piece or car. In order to be able to achieve the relevant weight saving, a large part of the top layer has to be removed, wherein advantageously at least 50% of the surface of the inner top layer of the large profile is removed.
In this case, it is particularly advantageous to join the light metal hollow profiles to one another by means of an automatable welding method and then to partially remove the top layer of the resulting light metal hollow profile by means of an also automatable milling method. This is particularly advantageous, since in the conventional production of rail vehicle profiles of integral construction, cutting operations (for example for the production of window and door openings) should be carried out. In this case, the removal of the top layer can be provided simply as a further work step and does not require any further transport or adjustment work.
It is particularly advantageous if the top layer of the composed light metal hollow profile is at least partially removed on the side which, in the mounted state of the large profile, forms the inner side of the rail vehicle.
The struts which remain after the removal of the top layer on the one hand form reinforcing ribs in the large profile and on the other hand they can also be used for fixing internal support elements, such as wall linings or the like. In a further development of the invention, it is also possible to remove the braces completely below the removed region of the top layer, if their reinforcing properties are not required at the relevant location.
A particularly advantageous embodiment of the invention provides that, below the removed region of the top layer, sections of the struts lying therebelow can also be left behind, i.e. they are not completely removed. In this way, an advantage can be obtained that a reduction in the quality of the member is achieved without a significant reduction in the shape stability. The already short remaining section of the struts causes a large stiffening effect of the outer wall, in particular a significantly increased buckling stiffness.
A particularly advantageous embodiment of the invention provides for the use of a light metal hollow profile which is optimized with regard to the partial removal of the stay, wherein the section of the stay to be left is designed for increasing the rigidity in particular.
The hollow profile can be designed as a structure closed by two top layers, wherein the top layers are connected to one another by struts and wherein the struts have a first section which is arranged perpendicular to the top layers and which has a branch after this first section. If such a hollow profile is processed, the struts are removed in such a way that the first section oriented perpendicular to the top layer and the particular section remain behind the branches, so that the entire remaining section exhibits a substantially T-shaped cross section. Such a T-shaped cross section of the remaining section of the strut is particularly advantageous, since it ensures a particularly high reinforcing effect of the remaining top layer and is also particularly well suited for fastening further components (such as linings, for example).
Drawings
The figures are exemplarily shown as follows:
fig. 1 shows a light metal hollow profile.
Fig. 2 shows the joined light metal hollow profiles.
Fig. 3 shows a rail vehicle profile.
Fig. 4 shows the light metal hollow profile processed.
Fig. 5 shows a light metal hollow profile, a T-stay.
Fig. 6 shows a light metal hollow profile, I-shaped stay.
Fig. 7 shows a light metal hollow profile, double stay.
Fig. 8 shows a light metal hollow profile, C-channel.
Fig. 9 shows a light metal hollow profile, closed chamber.
Fig. 10 shows a light metal hollow profile, L-shaped stay.
Fig. 11 shows a light metal hollow profile, a bent stay.
Fig. 12 shows a light metal hollow profile, T-shaped stay, burr mitigation.
Fig. 13 shows a light metal hollow profile, T-shaped stay, burr reducing, center stay.
Detailed Description
Fig. 1 shows an exemplary and schematic illustration of a light metal hollow profile. A cross section of a light metal hollow profile 2 as can be used in a particular manufacturing method is shown. The light metal hollow profile 2 is designed as a closed structure and has an inner top layer 3 and an outer top layer 4. Reference is made here to the mounting arrangement of the profile in the assembled rail vehicle. On the edge side, the light metal hollow profile 2 comprises a connection device for a form-fitting or force-fitting connection to a further profile. Between the top layers 3, 4, there are arranged struts 5, three struts 5 being provided in the exemplary embodiment shown. The struts 5 have a first section 6, which originates from the outer top layer 4 and is oriented perpendicularly to the outer top layer 4. Next, the stays have branches after the first section 6, which branches comprise sections running parallel to the outer top layer 4. The struts 5 are oriented further obliquely to the top layers 3, 4, as is customary in conventional profiles.
Fig. 2 shows exemplarily and schematically the connected light metal hollow profiles. Two hollow light metal profiles 2 are shown arranged next to one another, wherein the connecting devices for the form-locking or force-fitting connection engage into one another. In this way, rail vehicle large parts can typically be assembled over the entire car length, wherein no doors or window openings are yet present.
Fig. 3 shows an exemplary and schematic illustration of a rail vehicle profile. A section of a rail vehicle profile 1 is shown, which is designed as a side wall. The rail vehicle profile 1 is formed here from a plurality of light metal hollow profiles 2 as shown in fig. 1. After the individual light metal hollow profiles 2 have been combined, the window aperture 7 has been produced and the inner coversheet 4 and the stay 5 have been partially removed. In the exemplary embodiment shown, the remaining section 9 of the inner top layer 4 is designed as a diagonal reinforcement, which results in a particularly high shear stiffness of the rail vehicle profile 1. Such reinforcement is necessary to compensate for the attenuation caused by the window aperture 7. In the partially removed region 8, a section of the strut 5 remains and forms a warp-resistant support structure arranged in the vicinity of the outer top layer 4.
Fig. 4 shows exemplarily and schematically the processed light metal hollow profile. The light metal hollow profile 2 of fig. 1 is shown after removal of the inner top layer 3 and a part of the stays 5. The remaining part of the strut 5 has a substantially T-shaped cross section and thus provides a high increase in the buckling stiffness of the profile.
Fig. 5 to 12 show some embodiments of light metal hollow profiles, which can be used in a specific method. In this case, a section of the profile being processed is shown in each case, wherein a cross section of the struts is shown in each case. The section of the strut to be removed and the inner top layer removed are depicted here with dashed lines.
Fig. 5 shows exemplarily and schematically a light metal hollow profile with T-shaped stays. The light metal hollow profile 2 is shown in the embodiment shown in fig. 1 to 4 in the case of application. The profile 2 has an inner top layer 3, which in the installed state faces the interior of the rail vehicle formed by the profile 2, and furthermore has an outer top layer 4. The top layers 3, 4 are connected to struts 5, wherein the first section 6 starts vertically from the outer top layer 4 and branches off, spaced apart from the outer top layer 4, into an inner band 10. This inner strip 10 causes a substantial increase in the buckling stiffness of the remaining outer top layer 4 after removal of said stays 5 and inner top layer 3. The stays 5 extend at a bend relative to the inner topsheet 3 starting from the edge line of the inner band 10.
Fig. 6 shows exemplarily and schematically a light metal hollow profile with I-shaped stays. A light metal hollow profile 2 similar to that of fig. 5 is shown, but without an inner band, but with a brace 5 branching off at the end of the first section 6 facing away from the outer top layer 4 in a bent manner. This embodiment can be used if the high buckling stiffness of the profile of fig. 1 is not required.
Fig. 7 shows an exemplary and schematic illustration of a light metal hollow profile with double struts. In this embodiment, the hollow light metal profile 2 has a cavity which is arranged directly on the outer top layer 4 and which is formed by two vertical struts and a strip, wherein one strut 5 extends from the corner of the closed chamber in a bent manner relative to the inner top layer 3. In the machined state of this light metal hollow profile 2, two vertical sections 6 in the form of double struts remain.
Fig. 8 shows exemplarily and schematically a light metal hollow profile with C-shaped grooves. Fig. 8 shows the light metal hollow profile 2 of fig. 7, but wherein the machining is carried out such that only the central part of the bent-over strut 5 and inner band 10 is removed. This leaves two L-shaped struts facing each other, which form C-shaped grooves and can be used for fastening further components.
Fig. 9 shows exemplarily and schematically a light metal hollow profile with closed chambers. Fig. 9 shows the light metal hollow profile 2 of fig. 7, but with the machining being carried out such that only the bent-over struts 5 are removed and the inner strip 10 remains. The closed chamber in the finished hollow profile 2 is thus arranged on the outer top layer 4.
Fig. 10 shows exemplarily and schematically a light metal hollow profile with L-shaped stays. The light metal hollow profile 2 has an inner strip 10 following the first section 6, at the ends of which the struts 5 are each bent over. The inner belt 10 extends here only to one side of the first section 6 and thus forms an L-shaped stay together with this first section 6.
Fig. 11 shows an exemplary and schematic illustration of a light metal hollow profile with bent struts. This embodiment of the light metal hollow profile 2 corresponds essentially to the light metal hollow profile shown in fig. 6, wherein the first section 6 is arranged at a bend with respect to the outer top layer 4.
Fig. 12 shows exemplarily and schematically a light metal hollow profile with T-shaped stays. A light metal hollow profile 2 is shown which is constructed very similar to the profile of fig. 5. The profile according to fig. 5 has the disadvantage that after the cutting operation, a burr is left on the inner band 10 for removing the strut 5, since the cutting edge for removing the strut 5 cuts the inner band 10 in a sliding manner. Burr formation is unavoidable at such locations and trimming is required in order to remove these burrs. Fig. 11 shows a light metal hollow profile 2 which ensures a clearly reduced cutting of the burrs when the struts 5 are removed. For this purpose, the inner band 10 is provided with respective thickenings at its ends and the struts 5 are based on the side of these thickenings facing the inner top layer 3. As a result, when the struts 5 are removed by means of a cutting process, the burr formation at this location is significantly reduced.
Fig. 13 shows exemplarily and schematically a light metal hollow profile with T-shaped stays. A light metal hollow profile 2 is shown which is essentially equivalent to the light metal hollow profile of fig. 5, but in which the stay 5 starts at the center with an inner band 10. In this way, the attachment point of the stay 5 is moved from the edge to the center, so that a cutting that is endangered by burrs is dispensed with when the stay 5 is removed.
List of reference numerals:
1 railway vehicle large-scale part
2 light metal hollow section bar
3 inner top layer
4 outer top layer
5 brace
6 first section
7 Window Orifice
8 removed section of the top layer
9 remaining sections of the inner top layer
10 inner belt
Claims (7)
1. Method for producing a rail vehicle large profile (1) from a light metal hollow profile (2), comprising the following method steps:
-arranging the light metal hollow profiles (2) in a specific arrangement,
-joining the light metal hollow profiles (2) with the respectively adjacent light metal hollow profile (2) by means of a welding method,
it is characterized in that the preparation method is characterized in that,
-removing at least partially the top layer (3) of the light metal hollow profile (2), wherein in addition to the top layer (3) also the stays (5) inside the light metal hollow profile (2) are removed.
2. Method for producing a rail vehicle profile (1) from a light metal hollow profile (2) according to claim 1,
characterized in that the at least partially removed top layer (3) is designed as an inner side of a rail vehicle.
3. Method for producing a rail vehicle large-format part (1) from a light metal hollow profile (2) according to one of claims 1 or 2,
characterized in that for removing the top layer (3) and the stays (5) a milling method is used.
4. Method for manufacturing a rail vehicle large-scale (1) from a light metal hollow profile (2) according to one of claims 1 to 3,
characterized in that a section of the stay (5) remains below the removed region of the top layer (3).
5. Method for producing a rail vehicle large profile (1) from a light metal hollow profile (2) according to claim 4,
characterized in that the remaining section of the stay (5) has a substantially T-shaped cross-section.
6. Method for manufacturing a railway vehicle large-scale (1) from a light metal hollow profile (2) according to one of claims 1 to 5,
characterized in that more than 50% of the surface of the top layer (3) of the light metal hollow profile (2) is removed.
7. Light metal hollow profile (2) for use in a method for manufacturing a rail vehicle large profile (1) according to any one of claims 1 to 6,
characterized in that the hollow profile (2) is designed as a structure which is closed with two top layers (3, 4), wherein the top layers (3, 4) are connected to one another by means of a strut (5), and wherein the strut (5) has a first section (6) starting from the top layer (4) and the strut (5) has a branch after the first section (6).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT501572018A AT520978B1 (en) | 2018-02-21 | 2018-02-21 | Method for producing a rail vehicle component from light metal hollow sections |
| ATA50157/2018 | 2018-02-21 | ||
| PCT/EP2019/052495 WO2019162061A1 (en) | 2018-02-21 | 2019-02-01 | Method for producing a large component for rail vehicles, which consists of hollow light-metal profiled sections |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111819125A true CN111819125A (en) | 2020-10-23 |
| CN111819125B CN111819125B (en) | 2023-09-01 |
Family
ID=65365935
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980014825.XA Active CN111819125B (en) | 2018-02-21 | 2019-02-01 | Method for producing rail vehicle large parts from light metal hollow profiles |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP3727987B1 (en) |
| CN (1) | CN111819125B (en) |
| AT (1) | AT520978B1 (en) |
| ES (1) | ES2941724T3 (en) |
| HU (1) | HUE061912T2 (en) |
| PL (1) | PL3727987T3 (en) |
| WO (1) | WO2019162061A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT522977B1 (en) * | 2020-04-20 | 2021-04-15 | Siemens Mobility Austria Gmbh | Process for the production of a large component of a vehicle body |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0790168A1 (en) * | 1996-02-13 | 1997-08-20 | Hoogovens Aluminium Profiltechnik Bonn GmbH | Configuration of a vehicle body |
| JP2000296771A (en) * | 1999-04-15 | 2000-10-24 | Nippon Sharyo Seizo Kaisha Ltd | Body structure of railway vehicle |
| JP2001151104A (en) * | 1999-11-29 | 2001-06-05 | Teito Rapid Transit Authority | Method for improving travelling performance and device thereof |
| JP2016078577A (en) * | 2014-10-15 | 2016-05-16 | 株式会社日立製作所 | Rail vehicle body structure |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6722286B2 (en) * | 1999-12-14 | 2004-04-20 | Hitachi, Ltd. | Structure and railway car |
| DE102012209049A1 (en) * | 2012-05-30 | 2013-12-05 | Siemens Aktiengesellschaft | Car body construction for vehicles |
| DE102012221564A1 (en) * | 2012-11-26 | 2014-05-28 | Siemens Aktiengesellschaft | Car body part |
| WO2017093297A1 (en) * | 2015-12-02 | 2017-06-08 | Siemens Ag Österreich | Hollow profile |
-
2018
- 2018-02-21 AT AT501572018A patent/AT520978B1/en active
-
2019
- 2019-02-01 PL PL19704567.7T patent/PL3727987T3/en unknown
- 2019-02-01 CN CN201980014825.XA patent/CN111819125B/en active Active
- 2019-02-01 HU HUE19704567A patent/HUE061912T2/en unknown
- 2019-02-01 WO PCT/EP2019/052495 patent/WO2019162061A1/en unknown
- 2019-02-01 ES ES19704567T patent/ES2941724T3/en active Active
- 2019-02-01 EP EP19704567.7A patent/EP3727987B1/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0790168A1 (en) * | 1996-02-13 | 1997-08-20 | Hoogovens Aluminium Profiltechnik Bonn GmbH | Configuration of a vehicle body |
| JP2000296771A (en) * | 1999-04-15 | 2000-10-24 | Nippon Sharyo Seizo Kaisha Ltd | Body structure of railway vehicle |
| JP2001151104A (en) * | 1999-11-29 | 2001-06-05 | Teito Rapid Transit Authority | Method for improving travelling performance and device thereof |
| JP2016078577A (en) * | 2014-10-15 | 2016-05-16 | 株式会社日立製作所 | Rail vehicle body structure |
Also Published As
| Publication number | Publication date |
|---|---|
| HUE061912T2 (en) | 2023-08-28 |
| CN111819125B (en) | 2023-09-01 |
| AT520978B1 (en) | 2019-11-15 |
| PL3727987T3 (en) | 2023-07-24 |
| WO2019162061A1 (en) | 2019-08-29 |
| EP3727987A1 (en) | 2020-10-28 |
| AT520978A1 (en) | 2019-09-15 |
| EP3727987B1 (en) | 2023-03-29 |
| ES2941724T3 (en) | 2023-05-25 |
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