EP0219502A1 - Structures de parois laterales de voitures de chemin de fer - Google Patents

Structures de parois laterales de voitures de chemin de fer

Info

Publication number
EP0219502A1
EP0219502A1 EP19850903317 EP85903317A EP0219502A1 EP 0219502 A1 EP0219502 A1 EP 0219502A1 EP 19850903317 EP19850903317 EP 19850903317 EP 85903317 A EP85903317 A EP 85903317A EP 0219502 A1 EP0219502 A1 EP 0219502A1
Authority
EP
European Patent Office
Prior art keywords
structural elements
structural
tool
deformed
pillars
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP19850903317
Other languages
German (de)
English (en)
Inventor
Raymond Michael Tipping
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
British Railways Board
Original Assignee
British Railways Board
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by British Railways Board filed Critical British Railways Board
Publication of EP0219502A1 publication Critical patent/EP0219502A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/08—Sides

Definitions

  • This invention relates to side-wall frame assembl ⁇ ies for railway carriages, and especially their method of 5 construction.
  • the invention is applicable particularly to railway passenger coaches having windows.
  • Side-wall frame assemblies for windowed coaches are usually constructed in the form of a lattice-like framework comprising interconnected upright structural elements, i.e. * * • " pillars, and horizontal structural elements, i.e. rails, the pillars and rails being so arranged as to define openings of preselected size and at predetermined locations along the length of the side-wall for receiving correspondingly sized window frames therein. 5
  • pillars and rails being so arranged as to define openings of preselected size and at predetermined locations along the length of the side-wall for receiving correspondingly sized window frames therein. 5
  • a method of constructing a railway carriage side-wall frame assembly of a kind having a plurality of spaced elongate upright structural elements interconnected with. one or more elongate horizontal structural elements to form a structural framework comprises the steps of forming the structural elements of required length and cross-sectional shape, thereafter providing for each interconnection between upright and horizontal structural elements a deformed portion on one of the elements for locating the other
  • the said one structural element may be provided with two or more said deformed portions for interconnection with a corresponding number of . other structural elements.
  • said one structural element may be movable relatively to said tool part in order to position it to form each of said deformed portions.
  • the tool may have a number of tool parts corresponding to the number of deformed portions and each capable of providing a said deformed portion the spacing of said tool parts being adjustable to vary the spacing between said deformed portions.
  • the one or more deformed portions are preferably provided on the plurality of upright structural elements of the framework, although, alternatively, they may be provided on the one or more horizontal structural elements.
  • Each deformation is advantageously in the form of an indentation complementary in shape to the shape of structural element to be received thereon and such that the outermost surfaces of the interconnected structural elements are flush, thereby facilitating the mounting of a side-wall skin thereon.
  • FIG. 1 is a perspective, fragmentary, view of a section of a partly assembled railway carriage illustrating the general cons ⁇ truction of its side-wall frame, under- frame, and roof assemblies
  • Figure 2 is a fragmentary view, partly in section of a part of the carriage side-wall frame assembly of Figure 1 showing construction ⁇ al details
  • Figure 3 is a side view of an alternative form of upright structural element for use in constructing the framework;
  • Figure 4 shows in part how the arrangement of Figure 2 is modified when the alternative form of upright structural element of Figure 3 is used.
  • Figure 5 shows schematically one form of pressing tool for use in the invention; and
  • Figure 6 shows another form of pressing tool.
  • Each side-wall frame assembly comprises a right-angled lattice-like framework of interconnected upright structural elements, i.e. pillars, and one or more horizontal structural elements, i.e. rails, the framework presenting an outer surface on which a metal sheet side-wall skin is subsequently mounted by welding.
  • the pillars and rails are arranged with respect to each other so as to leave openings of predetermined size at required positions along the length of the carriage, usually at regular intervals, for receiving window frames.
  • each side-wall frame 10 has two horizontal rails 11 and 12, extending longitudinally of the carriage which are interconnected at preselected locations along their lengths with pillars 14, here arranged in pairs, extending the height of the side-wall.
  • the pillars 14 are connected at their respective lower and upper ends with a sole bar 15 and a parallel header beam 16 runn ⁇ ing the length of the carriage.
  • Window openings, referenc- ed ⁇ at 17, are provided in the framework with their lower edges being defined by the upper rail 12 and their sides by facing pillars 14 of each adjacent pair of pillars.
  • the upper window opening line is in this particular case defined by the header beam 16 * .
  • Figure 1 is by way of example only 'and it should be under ⁇ stood that different configurations of rails and pillars may be used in the construction of side-wall frame assemblies according to strength and size requirements.
  • the framework includ ⁇ es additionally a number of stump pillars 20, each compris- ing for convenience a ' cut-down pillar 14, and a number of smaller-section stump pillars. 21, one of each of which extends from the sole 'bar 15 up to the rail 12 beneath each window opening.
  • spacer members 22 connecting respective pillars 14 in each pair of pillars at the ' side of the openings 17.
  • the rails and pillars of the framework are formed as channel sections. More particularly, the rails are of cha j inel section as shown in Figure 2, that is having a flat base, diverging sides and parallel, outwardly-directed side flanges.
  • the pillars 14, and also the stump pillars 20, are, as can also be seen in Figure 2, of right-angled ⁇ -shape channel section with parallel outwardly- directed side flanges, this kind of section being referred to as "top-hat” section.
  • the stump pillars 21, one of which is shown in Figure 2 are of simpler "Z-shape" channel section.
  • pillars 14 are formed by pressing in a press, steel strip material into the required cross-sectional ' shape and length.
  • the channel section rails 11 and 12 and the stump pillars 21 are formed by pressing steel strip material into desired lengths and cross-sectional shapes.
  • indentations such as that shown at 25 in- Figure 2, are provided on the pillars 14 at preselected locations therealong corresponding to the positions where the rails 11 and 12 are required to cross over the pillars 14, i.e. at each interconnection between rail and pillar, whose purpose is to engage with and locate the rails on the pillars 14 at- those cross-over points.
  • the indentations 25, there being two on ea-ch of the pillars 14 of the particular carriage variant shown in Figure 1, are made on each pillar 14 simultaneously by means of the press tool shown in Figure 5 which has two separate pressing parts 36,38 for forming respective indentations.
  • the pressing parts 36,38 are each individually movable with respect to the bed 34 on which the pillar 14 is held during pressing and are movable relatively to each other.
  • the pillar 14 is held up against stop 35 to accurately position it in the press.
  • the positions of the indentations along the length of the pillar 14 and the relative spacing therebetween can readily be altered by suitable adjustment of the pressing parts 36,38 of the press tool with respect to the pillar 14.
  • the stop 35 may be adjustable and one of the pressing parts 36,38 fixed.
  • the individual pressing parts of the tool are each designed to .deform the pillar 14 to define in the flanges and side walls of its channel section a recess of shape complementary to the profile of rails 11 and 12 and such that when a rail is received in the recess, the outermost flange surfaces of the rail and pillar are flush with- one another.
  • the interconnection achieved between the rail and pillar is structurally very strong.
  • the rail and the pillar thereby also present flush surfaces into which a side-wall skin can be mounted.
  • the pillars 14 are removed from the press tool and placed in a jig together with the rails 11 and 12, the spacer members 22, the stump pillars 20 these having been cut from so-formed pillars 14 and thus equipped with correctly positioned indentations, and the stump pillars 21.
  • the latter also have had similar indentations formed thereon, preferably by using the same press tool.
  • the frame assembly is then welded together at the crossing points of the frame members.
  • the pre-formed channel section pillar 14 is laid on a bed 34 of the press tool with one end against a locating stop 35, located on the bed so that the region of the pillar 14 to be deformed lies directly beneath a tool part 36 at a fixed position along the bed.
  • the pillar 14 is held securely on and supported by the bed 34 and the tool part 36 moved downwardly to press the indentation ⁇ 25 ⁇ in the pillar.
  • the stop 35 is removed from its operative position and the pillar 14 moved across the bed until its end abuts a further locating stop 37 positioned such that the region of the pillar 14 where the second indentation is to be formed now lies directly beneath the tool part 36.
  • the tool part 36 is then operated again to form the second indentation.
  • the locating stops 35 and 37 are adjustable in position on the bed 34 so that the location of the indentations along the length of the pillar 14 and the relative spacing therebetween can be changed as required.
  • the stop 35 may simply be slid continuously along the bed 34 and clamped at positions defining the two required stop locations.
  • each pillar 14 may be formed in any of the forms of pressing tool, more than two indentations may be formed in each pillar 14 if required by providing an appropriate number either of adjustable locating stops on the bed or relatively movable pressing tool parts.
  • the opportunity to vary the position of the indentations 25 along the length of the pillars 14 made possible by the use of the adjustable press tool described above enables different configurations of framework to be easily and conveniently produced.
  • the rails can be positioned higher so as to accommodate a window frame of less height.
  • a greater height of window frame can be accommodated.
  • the pillars can easily be moved as desired longitudinally along the rails thereby to accommodate different . widths of window frames.
  • considerable flexibility in the construction of framework 5 is achieved with the useful capability of changing readily the configuration of the framework to suit different requirements regarding window size and location.
  • the side-wall frame is connected with the underframe and roof structure of the carriage by attaching the upper ends of the pillars 14 to the header beam 16 and the lower ends of the pillars, together with those of the stump pillars 20 and 21, to the sole bar 15 as shown in Figures 1 and 2, using any suitable bracketing.
  • the side-wall is completed by the provision of window frames side wall skin, and internal fitments.
  • pillars 14, 20 and 21 are used in the kind of side-wall assembly described with reference to Figures 1 and 2, straight pillars 14, 20 and 21 are used.
  • the pillars 14 and likewise the stump pillars 20 and 21, may be curved at their lower ends and used to construct a side-wall frame assembly of curved profile.
  • the alternative form of pillar, referenced 14' is generally very similar except that it is rounded towards ' the lower end.
  • the particular form of pillar shown in Figure 3 is intended to be used in the construction of a framework having just one rail below the window opening and, unlike the aforementioned arrange- ment, one rail above the window opening, and accordingly is provided with two rail-receiving indentations 25, above and below the window opening respectively.
  • a further indentation 30 intermediate the indentations 25 - pressed into one side only of the channel section simultaneously with the indentation 25 for receiving an end of a spacer member 22.
  • the pillar 14' is formed in an identical manner to pillar 14, that is by pressing strip steel into the required length and channel section, and thereafter the indentations 25 are provided at selected positions along its length using the adjustable press tool described.
  • the curved end portion is then formed or formed prior to indentation by either rolling its end portion between two rollers of fixed diameters, or alternatively by pulling the end of the pillar around a single arcuate former, again of fixed diameter i.e. by stretch forming.
  • the degree of curving can be changed as desired to change correspondingly the carriage side wall profile.
  • the location of the indentations can be easily adjusted in accordance with the degree of curving provided.
  • both indentations 25 are shown in Figure 3 as being above the curved portion of the pillar, the lowe ' r indentation, or a further indentation could, if desired, be located in the curved portion.
  • Figure 4 illustrates the manner in which the alternative form of pillar 14' is attached to the sole bar _
  • indentations 25 for ⁇ locating interconnections between the rails and pillars have been provided in the pillars 14, it is envisaged that indentations may instead be provided on the rails for receiving the pillars in similar fashion.
  • the rails may be provided on their outer side with indent- ations of shape corresponding to the pillar channel section using the adjustable press tool, with suitably modified press parts, so as to enable the position of the indentat ⁇ ions to be varied as desired as previously described.

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Conveying And Assembling Of Building Elements In Situ (AREA)

Abstract

Lors de la construction d'une structure d'une voiture de chemin de fer qui comprend une pluralité d'éléments structuraux verticaux (14, 21) courbes ou droits interconnectés avec un ou plusieurs éléments structuraux horizontaux (12) pour former une ossature, une partie déformée (25) est créée sur un des éléments structuraux à chaque interconnexion afin de positionner l'élément qui y sera connecté. La partie déformée (25) est créée par un outil de déformation, et comme il est possible d'ajuster les positions relatives de l'outil et de l'élément structural, la position de la partie déformée peut varier le long de l'élément structural. Lorsque deux ou plusieurs parties déformées sont créées sur le même élément, l'écart entre les parties déformées peut varier. Des variations de configuration de l'ossature ayant différents points d'interconnexion peuvent ainsi être facilement obtenues avec des composants communs, ce qui permet par exemple de créer des fenêtres de grandeurs diverses à différents emplacements.
EP19850903317 1984-06-29 1985-06-27 Structures de parois laterales de voitures de chemin de fer Withdrawn EP0219502A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8416551 1984-06-29
GB848416551A GB8416551D0 (en) 1984-06-29 1984-06-29 Frame assemblies for railway carriages

Publications (1)

Publication Number Publication Date
EP0219502A1 true EP0219502A1 (fr) 1987-04-29

Family

ID=10563154

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19850903317 Withdrawn EP0219502A1 (fr) 1984-06-29 1985-06-27 Structures de parois laterales de voitures de chemin de fer

Country Status (4)

Country Link
EP (1) EP0219502A1 (fr)
AU (1) AU4543585A (fr)
GB (1) GB8416551D0 (fr)
WO (1) WO1986000268A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2603853B1 (fr) * 1986-09-12 1992-01-10 Alsthom Caisse de voitures ferroviaires
IT1218686B (it) * 1987-09-30 1990-04-19 Iveco Fiat Struttura a traliccio per una carozzeria di un autoveicolo
FR2635064B1 (fr) * 1988-08-08 1991-04-19 Cimt Lorraine Caisse de voitures ferroviaires en aluminium
ATE213474T1 (de) * 1997-07-01 2002-03-15 Bombardier Eurorail Sa Schienen-transportfahrzeug
CN105127744B (zh) * 2015-10-21 2017-07-07 中车四方车辆有限公司 动车组车下设备舱组装工装及其组装方法

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH293838A (de) * 1942-04-01 1953-10-15 Daimler Benz Ag Verdrehungssteifer Wagenkasten, insbesondere für Grossraumfahrzeuge.
FR2046581A5 (fr) * 1970-04-29 1971-03-05 Soule Ets Ind
GB1356112A (en) * 1970-08-26 1974-06-12 British Leyland Truck & Bus Motor vehicles
DE2607396A1 (de) * 1976-02-24 1977-08-25 Mauri & C Snc Karossieriekonstruktion aus leichtmetallegierung, insbesondere fuer transportfahrzeuge, und verfahren zu ihrer herstellung
US4337708A (en) * 1980-04-11 1982-07-06 Pullman Incorporated Railway car superstructure frame

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8600268A1 *

Also Published As

Publication number Publication date
AU4543585A (en) 1986-01-24
WO1986000268A1 (fr) 1986-01-16
GB8416551D0 (en) 1984-08-01

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Inventor name: TIPPING, RAYMOND, MICHAEL