CN111819125B - Method for producing rail vehicle large parts from light metal hollow profiles - Google Patents
Method for producing rail vehicle large parts from light metal hollow profiles Download PDFInfo
- Publication number
- CN111819125B CN111819125B CN201980014825.XA CN201980014825A CN111819125B CN 111819125 B CN111819125 B CN 111819125B CN 201980014825 A CN201980014825 A CN 201980014825A CN 111819125 B CN111819125 B CN 111819125B
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- CN
- China
- Prior art keywords
- light metal
- metal hollow
- hollow profile
- top layer
- rail vehicle
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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
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- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention relates to a method for producing rail vehicle large-scale components (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 the top layer (3) of the light metal hollow profiles (2) are removed.
Description
Technical Field
The invention relates to a method for producing large rail vehicle parts from a light metal hollow profile and to a light metal hollow profile.
Background
The carriages of passenger rail vehicles can be produced 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 pieces typically represent side walls, underframes, ceilings or end walls, wherein welding methods are generally used as a joining technique for the metal profiles to each other and for joining the large pieces. This construction allows a high degree of automation of the production and also allows a smaller cabin mass when using light metal profiles. The metal profile itself is usually configured as a closed hollow profile and can have additional features, such as a fastening strip or weld pool stop for further production. The weld seams have a lower strength than the light metal profiles to be joined due to the specific metallurgical relevance, which makes it expedient to arrange the weld seams as far as possible in the zones subjected to low loads. Depending on the locally increased strength requirements of the passenger compartment, for example, next to the door or window opening, this can only be achieved to a small extent, since the metal profile has always the same cross section along its longitudinal extension. As such, the monolithic car 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 manufacture of the cabin from a light metal of differential construction. Such structures are common for steel cabins, for which the large elements are constituted by rib and stringer grid frames lined with steel plates. The outer panel is usually joined to the frame structure by means of spot welds or fillet welds. The steel monolithic structure means a small production effort, which cannot be realized technically. For aluminum cabins, conventional differential structures require a large number of welded seams, which also often cannot be produced automatically and thus result in high production costs. Therefore, this structure is to be avoided for light metals, in addition to weakening of the material due to welding.
Disclosure of Invention
The object of the present invention is therefore to specify a method for producing a rail vehicle large-scale part from a light metal hollow profile, which method allows special strength requirements to be met at specific locations of the large-scale part and in this case a weight of the large-scale part which is as low as possible with a high degree of automation and a low production cost associated therewith.
This object is achieved by a method having the features of claim 1 and a light metal hollow profile according to claim 7. Advantageous embodiments are the subject matter of the dependent claims.
According to the basic idea of the invention, a method for producing rail vehicle large-scale parts from light metal hollow profiles is described, having the following method steps:
arranging said light metal hollow profiles in a specific arrangement,
joining the light metal hollow profiles with the respective adjacent light metal hollow profiles by means of a welding method,
-at least partially removing the top layer of the light metal hollow profile.
The advantage is thereby achieved that large rail vehicle parts can be produced in an automated and cost-effective manner, on the one hand, and on the other hand, the relevant local strength requirements can be flexibly implemented as with the aid of differential structures.
According to the invention, a plurality of light metal hollow profiles are typically connected to one another and subsequently parts of the top layer of the composed light metal hollow profile 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 piece.
The surface of the top layer to be removed is determined by the strength requirements for the large piece or the car. In order to be able to achieve a relevant weight saving, a large part of the top layer has to be removed, wherein it is advantageous to remove at least 50% of the surface of the inner top layer of the large piece.
In this case, it is particularly advantageous if the light metal hollow profiles are joined to one another by means of an automatable welding method and the top layer of the composed light metal hollow profile is subsequently removed in part by means of a likewise automatable milling method. This is particularly advantageous because in conventional production of large rail vehicle parts of unitary construction, cutting operations (for example for producing windows and door openings) should be carried out. Here, the removal of the top layer can be provided simply as a further working step and without any further transport or adjustment work being required.
It is particularly advantageous if the top layer of the composed light metal hollow profile is at least partially removed on the side which forms the inner side of the rail vehicle in the installed state of the large piece.
The stays left after the removal of the top layer form on the one hand stiffening ribs in the large piece, on the other hand they can also be used for fastening inner carrier components, such as wall linings or the like. In a further development of the invention, it is also possible to completely remove the braces below the removed area of the top layer if their stiffening properties are not required at the relevant locations.
A particularly advantageous embodiment of the invention provides that also sections of the struts lying therebelow can remain below the removed region of the top layer, that is to say that these struts are not completely removed. In this way, the advantage of achieving a reduction in the quality of the component without a significant reduction in the shape stability can be obtained. The already short remaining sections of the struts lead to a great stiffening effect of the outer wall, in particular a significantly increased warp stiffness.
A particularly advantageous embodiment of the invention provides for the use of a light metal hollow profile which is optimized with respect to the partial removal of the struts, wherein the segments of the struts to be left behind are designed for an especially increased stiffness.
The hollow profile can be configured as a structure closed with two top layers, wherein the top layers are connected to one another with struts and wherein the struts have a first section which is arranged perpendicular to the top layers and after which the struts have branches. If such hollow profiles are processed, the struts are removed in such a way that a first section oriented perpendicular to the top layer and a specific section remain after the branching, 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 stay is extremely advantageous, since it ensures a particularly high stiffening effect of the top layer that remains and is furthermore particularly well suited for fastening further components (such as a lining).
Drawings
The drawings exemplarily show the following:
fig. 1 shows a light metal hollow profile.
Fig. 2 shows the connected light metal hollow profile.
Fig. 3 shows a rail vehicle large part.
Fig. 4 shows a machined light metal hollow profile.
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, a double strut.
Fig. 8 shows a light metal hollow profile, a C-shaped channel.
Fig. 9 shows a light metal hollow profile, closed chamber.
Fig. 10 shows a light metal hollow profile, an L-shaped stay.
Fig. 11 shows a light metal hollow profile, a bent brace.
Fig. 12 shows light metal hollow profile, T-stay, and burr mitigation.
Fig. 13 shows a light metal hollow profile, a T-stay, a burr mitigation, a center stay.
Detailed Description
Fig. 1 shows an exemplary and schematic light metal hollow profile. A cross section of a light metal hollow profile 2 is shown as can be used in a specific manufacturing method. The light metal hollow profile 2 is constructed 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 connecting device for a form-locking or force-locking connection with a further profile. Between the top layers 3, 4, struts 5 are arranged, wherein in the embodiment shown three struts 5 are provided. The support strip 5 has a first section 6, which is oriented perpendicularly to the outer top layer 4, proceeding from the outer top layer 4. The stay then has a branch after the first section 6, which branch comprises a section extending parallel to the outer top layer 4. Further course of the struts 5 is oriented obliquely to the top layers 3, 4 as is usual in conventional profiles.
Fig. 2 shows an exemplary and schematic representation of the connected light metal hollow profile. Two hollow profiles 2 of light metal are shown arranged next to one another, wherein the connecting means for a form-fitting or force-fitting connection engage one another. As such, rail vehicle large pieces can typically be assembled over the entire car length, where no door or window openings are yet present.
Fig. 3 shows an exemplary and schematic rail vehicle large scale. A section of a rail vehicle large-scale part 1 is shown, which is configured as a side wall. The rail vehicle large part 1 is formed here from a plurality of light metal hollow profiles 2 as shown in fig. 1. After combining the individual light metal hollow profiles 2, the window opening 7 has been produced and the inner roof layer 4 and the stay 5 have been partially removed. In the exemplary embodiment shown, the remaining section 9 of the inner roof layer 4 is configured as a diagonal reinforcement, which leads to a particularly high shear stiffness of the rail vehicle large part 1. Such reinforcement is necessary for compensating for the weakening caused by the window opening 7. Leaving a section of said stay 5 in the area 8, which is partly removed, and which forms a warp-resistant support structure arranged in the vicinity of the outer top layer 4.
Fig. 4 shows an exemplary and schematic representation of the machined light metal hollow profile. The light metal hollow profile 2 of fig. 1 is shown after removal of a part of the inner top layer 3 and the stay 5. The remaining part of the support bar 5 has a substantially T-shaped cross section and thus provides a high increase in the warp stiffness of the profile.
Figures 5 to 12 show some embodiments of light metal hollow profiles which can be used in a specific method. The sections of the processed profile are shown here, respectively, wherein the cross sections of the struts are shown, respectively. The section of the stay to be removed and the removed inner top layer are shown here in dashed lines.
Fig. 5 shows an exemplary and schematic illustration of a light metal hollow profile with T-shaped struts. The light metal hollow profile 2 is shown in the embodiment of the type shown in fig. 1 to 4 in the applied case. The profile 2 has an inner top layer 3 and furthermore an outer top layer 4, wherein the inner top layer faces the interior of the rail vehicle formed by the profile 2 in the installed state. The top layers 3, 4 are connected to the struts 5, the first section 6 taking the outer top layer 4 as a starting point and branching off into an inner band 10 at a distance from the outer top layer 4. This strip of inner tape 10 causes a substantial increase in the warp stiffness of the outer top layer 4 left behind after removal of the stays 5 and the inner top layer 3. The stay 5 extends in a bent manner with respect to the inner top layer 3 starting from the edge line of the inner band 10.
Fig. 6 shows an exemplary and schematic illustration of a light metal hollow profile with I-shaped struts. A light metal hollow profile 2 similar to the light metal hollow profile of fig. 5 is shown, but in which no inner strip is provided, but a stay 5 branches off in a bent manner at the end of the first section 6 facing away from the outer top layer 4. This embodiment can be used if a high warp 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. According to this embodiment, the light metal hollow 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 from the corners of the closed chamber extends in a bent manner relative to the inner top layer 3. In the processed 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 a C-shaped groove. Fig. 8 shows the light metal hollow profile 2 of fig. 7, but wherein the machining is performed such that only the central parts of the bent struts 5 and the inner bands 10 are removed. This leaves two L-shaped struts facing each other which form a C-shaped groove and can be used to fix further components.
Fig. 9 shows exemplarily and schematically a light metal hollow profile with closed cavities. Fig. 9 shows the light metal hollow profile 2 of fig. 7, but the processing is performed in such a way that only the bent struts 5 are removed and the inner band 10 remains. The chambers thus closed on the hollow profile 2 being processed are 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 led out in a bent manner. The inner band 10 extends here only to one side of the first section 6 and thus forms an L-shaped strut 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 essentially corresponds to the light metal hollow profile shown in fig. 6, wherein the first section 6 is arranged in a bent manner relative to the outer top layer 4.
Fig. 12 shows exemplarily and schematically a light metal hollow profile with T-shaped struts. A light metal hollow profile 2 is shown which is very similar to the profile of fig. 5. The profile according to fig. 5 has the disadvantage that burrs remain on the inner band 10 after the cutting process for removing the struts 5, since the cutting edges for removing the struts 5 slidingly cut the inner band 10. The formation of burrs at such locations is unavoidable and requires trimming in order to remove the burrs. Fig. 11 shows a light metal hollow profile 2 which ensures a significant reduction in the cutting of burrs when the struts 5 are removed. For this purpose, the inner band 10 is provided with thickenings at its ends and the struts 5 start from the side of these thickenings facing the inner top layer 3. Thereby, the burr formation at this location is significantly reduced when the stay 5 is removed by means of a cutting machining method.
Fig. 13 shows exemplarily and schematically a light metal hollow profile with T-shaped struts. A light metal hollow profile 2 is shown which is essentially comparable to the light metal hollow profile of fig. 5, but wherein the stay 5 starts at the center with an inner band 10. By moving the placement point of the stay 5 from the edge to the center, a burr-damaging cut is eliminated when the stay 5 is removed.
List of reference numerals:
1. large-scale piece of railway vehicle
2. Light metal hollow section bar
3. Inner top layer
4. Outer top layer
5. Stay bar
6. First section
7. Vehicle window orifice
8. Removed sections of inner top layer
9. Left-over section of inner top layer
10. Inner belt
Claims (5)
1. Method for producing a rail vehicle large-scale part (1) from a light metal hollow profile (2), having the following method steps:
arranging the light metal hollow profiles (2) in a specific arrangement,
joining the light metal hollow profiles (2) with the respective adjacent light metal hollow profiles (2) by means of a welding method,
it is characterized in that the method comprises the steps of,
-at least partially removing the top layer (3) of the light metal hollow profile (2), wherein the struts (5) inside the light metal hollow profile (2) are also removed in addition to the top layer (3),
wherein a section of the stay (5) is left under the removed region of the top layer (3),
and wherein the remaining section of the stay (5) has a substantially T-shaped cross section.
2. Method for manufacturing a rail vehicle large-scale part (1) from a light metal hollow profile (2) according to claim 1,
characterized in that the top layer (3) which is at least partially removed is configured as an inner side of the rail vehicle.
3. Method for manufacturing a rail vehicle large-scale part (1) from a light metal hollow profile (2) according to any one of claims 1 or 2,
characterized in that a milling method is used for removing the top layer (3) and the stay (5).
4. Method for manufacturing a rail vehicle large-scale part (1) from a light metal hollow profile (2) according to any one of claims 1 or 2,
characterized in that more than 50% of the surface of the top layer (3) of the light metal hollow profile (2) is removed.
5. Light metal hollow profile (2) for use in a method for manufacturing a rail vehicle large-scale part (1) according to any one of claims 1 to 4,
the hollow profile (2) is designed as a structure closed with two top layers (3, 4), wherein the top layers (3, 4) are connected to each other by 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 CN111819125A (en) | 2020-10-23 |
| CN111819125B true 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 |
| AT520978B1 (en) | 2019-11-15 |
| PL3727987T3 (en) | 2023-07-24 |
| WO2019162061A1 (en) | 2019-08-29 |
| CN111819125A (en) | 2020-10-23 |
| EP3727987A1 (en) | 2020-10-28 |
| AT520978A1 (en) | 2019-09-15 |
| EP3727987B1 (en) | 2023-03-29 |
| ES2941724T3 (en) | 2023-05-25 |
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