EP0618124B1 - Structure of a railway body having shell sections - Google Patents

Description

The invention relates to a body of rolling stock.

In a traditional construction, such a box comprises a chassis formed of side members and crosspieces, side faces, and a pavilion.

The structure of the lateral faces, as shown for example by document FR-A-2 654 056, is formed from structural sections assembled together comprising, in particular, a spar at the bottom of the body, a wing flap at the top of the body, the side member and the wing being connected by vertical posts and uprights. The structural elements on each side of the body can also include lintels above the doors and possibly pierstones between the bays.

It is known to produce structural profiles in the form of more or less complex box profiles and to cover the boxes with panels of sheet steel, possibly of stainless steel.

The fixing of these sheets to the structure is generally done by welding. The intense heating linked to this process leads to local deformations of the sheet which can only be straightened very difficult.

In the case of painted cases, the defects can be hidden by thick puttying, the resistance of which over time is subject to caution. For unpainted cases, for example stainless steel, this subterfuge cannot be used; in the past, corrugated sheets have been used instead of flat sheets, but this gives a very particular aesthetic to the body, or else electrical spot welds have been used, the use of which is prohibited by certain operators in the case participation in the cash register resistance.

Document DE-C-626 275 of 1936 teaches from time to time to make a wing, by assembling two shells in dihedrons by welds along their edges, and compartmentalizing the beam thus obtained by welded transverse reinforcements. This very succinct document does not specify whether the flag leaf, one face of which appears to be left exposed, will not subsequently be covered with a covering, but this is likely taking into account the significant deformations of the profile due to the welds.

The object of the present invention is to propose a new body design which solves these problems or at least greatly reduces the consequences. It also aims to obtain a lighter body, requiring the shortest possible assembly time. It also seeks to arrange the welds in a balanced manner to counterbalance the stresses created, due to the welds and / or internal to the profiles, on the structural parts.

This object is achieved by the features of the characterizing part of Claim 1.

By thus using the maximum of visible structural elements, the total weight is reduced since the necessary covering surface is considerably reduced. We can further lighten the structure by providing holes at the rear of the profiles, that is to say in the internal shell (s). On the other hand, the assembly of the profiles in two or more open shells (of which only one with a substantially planar face appears on the surface) can be done without apparent welding: the shells can be welded along their joint plane, which also has the advantage of being balanced.

Due to the fact that they are open shells, it is possible to have at least some of the profiles of the stiffeners welded inside, these welds remaining invisible from the outside.

The assembly of the half-shell profiles can be carried out by plasma welding with the following technologies: TIG and wires or plasma and wires.

The different profiles on the visible side can receive, at their connection, on the surface with a neighboring profile or a neighboring sheet, a weld Sufficient TIG to ensure watertightness, this weld having no structural role to play.

The profiles are assembled together so as to efficiently transmit the various stresses exerted on the structure, longitudinal as well as transverse.

Advantageously, the body is intended for a car with two levels, and the side members comprise a lowered central part with two hulls connecting to end parts with three hulls.

The use of structural profiles in accordance with the invention is particularly favorably associated with the use of a structural lower floor made of composite material.

Such a floor, which participates in the structure of the body, supports all of the electrical, hydraulic and pneumatic paths in the sub-frame; it incorporates all the various plates or reinforcements intended for fixing the seats and the body / floor connection.

It can be done in several parts. The connection to the structure of the vehicle can be done in particular by riveting and / or by gluing.

The construction of the box can be done by first erecting the faces, which are then assembled by the roof and the composite structural floor.

• la figure 1 est une vue latérale partielle de la structure d'une voiture ferroviaire à deux étages conforme à l'invention,
• la figure 2 est une vue en perspective de la voiture de la figure 1,
• la figure 3 regroupe deux demi-sections IIIA-IIIA et IIIB-IIIB de la figure 1,
• la figure 4 est une section IV-IV de la figure 1,
• la figure 5 montre en section les deux coques constituant les battants de pavillon,
• la figure 6 montre en section les deux coques constituant un trumeau,
• la figure 7 montre en section les deux coques constituant un poteau,
• la figure 8 montre en section les deux coques constituant un linteau,
• la figure 9 montre en section les deux coques constituant un longeron, au niveau de la figure 2,
• la figure 10 montre plus en détail la forme du longeron de bas de caisse au niveau de son raccordement avec un poteau de porte.

Other characteristics and advantages of the invention will emerge from the following description. Reference will be made to the accompanying drawings, in which:

• FIG. 1 is a partial side view of the structure of a two-stage railway car according to the invention,
• FIG. 2 is a perspective view of the car of FIG. 1,
• FIG. 3 groups together two half-sections IIIA-IIIA and IIIB-IIIB of FIG. 1,
• FIG. 4 is a section IV-IV of FIG. 1,
• FIG. 5 shows in section the two shells constituting the flag leaves,
• FIG. 6 shows in section the two shells constituting a pier,
• FIG. 7 shows in section the two shells constituting a post,
• FIG. 8 shows in section the two shells constituting a lintel,
• FIG. 9 shows in section the two shells constituting a spar, at the level of FIG. 2,
• Figure 10 shows in more detail the shape of the side sill at its connection with a door post.

Reference will first be made to FIGS. 1 and 2 which show a quarter of the car structure according to the invention, the rest of the car being deduced therefrom by two plane symmetries.

The car body 1 has two side members 2 running at the bottom of the body from one end 4 to the other. The body end parts are supported by a structure 3 on the bogies of which only the cross member of the pivot 5 is sketched.

The body includes a central part 6, at 1 level, just like the end parts. Between these parts are provided two parts 7 for seated travelers, at two levels, connected at the level of the other parts by stairs not shown.

Parts 4 and 6 at one level have an access door 8, while intermediate parts 7 at two levels have bay windows 9. Only the location of the doors and bays is visible in the figures.

In addition to the longitudinal members 2, the structural parts of the body include the two roof wings 10 running longitudinally at the top of the body from one end to the other and on which the roof 11 is fixed, the lintels 12 above the door and 12 'from the top of the technical room, at the body ends, the posts 13 framing the door openings 8 and the uprights 13' of the body end, and the trumeaux 14 between bays.

According to the invention, some of these structural elements can be left visible on the side of the body and formed, for this purpose, of open shells, respectively interior and exterior, the latter having a substantially flat surface left as a facing.

Thus the wings of the pavilions (cf. FIG. 5) are formed of two shells 10e and 10i respectively outside and inside, once forming a hollow profile. The outer face of the outer shell 10e is substantially planar (not taking into account here the particular geometry of the wing) and remains visible. Given the length of the profile, stiffeners 16 (see Figures 1 and 2) are arranged between the shells in line with the vertical structural elements, and the two shells are assembled by welding on the edges of the longitudinal edges 15 which end the faces.

Similarly, (cf. FIGS. 6 and 7) the trumeaux 14 and posts 13 are formed of external shells 14e, 13e and interior 14i, 13i. The outer shell 14e, 13e is substantially planar, with the exception of a slight recess, if any, 17 intended to facilitate joining with the planar structural elements 100 separating the bay windows of the two floors of the car. On the other hand, the inner shells can have longitudinal folds and notches. The inner shell 13i can be perforated to lighten it.

FIG. 8 shows the external 12e and internal 12i shells of a door lintel 12. The external face 12e may have a fold as shown. The two shells do not have a rim at their upper part: they are welded directly to the wing 10. It is possible to provide that the two shells are perforated (as shown) in order to lighten them and above all to constitute a passage for door top ventilation. In this case, however, a grid (not shown) covers the perforated part of the external shell 12e.

The lintels 12 ′ are identical in structure to the lintels 12.

The uprights 13 'can also be made in half-shells, although a sheet metal work is necessary at the end of the car.

All the vertical structural elements form an angle 18 in their upper part (cf. FIGS. 3 and 4).

FIG. 9 shows the construction of the beam 2 taken at the level of the body end 4. This time, in addition to the external shell 20e, two superimposed internal shells 202i and 202j are provided. The flanges 15 of the external shell 202e are welded to one of the respective flanges of the internal shells 202i and 202j, while the lower edge of the shell 202j is housed and welded in a high recess of the shell 202i.

In fact the spar 2 is made up of several sections due to the fact that it must pass from a relatively high level above the bogies, at the end of the body 4, to a lowered level in the central part of the car.

FIG. 10 shows the detail of the arrangement of the various profiles constituting the beam, at the location of the connection with a door post 13.

The central part of the spar is produced by a symmetrical bi-hull profile 102e-102i and is connected with the tri-hull end part 202e, 202i, 202j. To prevent the penetration of dirt inside the profiles at the connections, provision has been made to plug their section with strips of sheets 19 and 20. The very slightly greater thickness of the profile with 2 shells 102e, 102i par relative to the lower part 202e, 202i of the profile with three shells 202e, 202i, 202j makes it possible to easily perform a sealed weld at the location of the connection.

Figure 10 also shows that the connection of the door post 13 is made so as to better take up the constraints: the rib 21 of the profile 13 is connected over the entire height of the shell 202j.

Claims (7)

1. A body for railway railing stock, whose lateral faces comprise structural profiles assembled together, such as two longitudinal bars (2), two top panels (10), vertical posts (13, 13', 14), some at least of which are produced by the welded assembly of open shells, respectively outer (13e) and inner (13i), the outer shell being in this way able to form a visible part of the lateral face, characterized in that the said profiles formed in this way are stretched up to the point of plastic deformation.
2. A body as claimed in Claim 1, characterized in that the shells (13e, 13i) are assembled by plasma welding.
3. A body as claimed in either Claim 1 or Claim 2, characterized in that the said profiles are stretched to the point of permanent appreciable deformation amounting to approximately 2% of the length of the profile.
4. A body as claimed in any of Claims 1 to 3, characterized in that the said profiles formed in this way of several shells comprise the longitudinal bars (2), the top panels (10), the door lintels (12), the door posts (13) and the bay piers (14).
5. A body as claimed in any of Claims 1 to 4, characterized in that the body is intended for a two-level coach, and the longitudinal bars comprise a lowered central portion of two shells (102e, 102i) connected with end portions of three shells (202e, 202i, 202j).
6. A body as claimed in any of Claims 1 to 5, characterized in that some at least of the profiles comprise stiffeners (16) disposed between the shells.
7. A body as claimed in any of Claims 1 to 6, characterized in that holes are provided in the inner shells.

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