EP0988205B1 - Rail vehicle with a fiber composite material head module - Google Patents

Abstract

The subject matter of the invention is a rail vehicle with a head module made of a composite fiber material. For this, a joining region with height-tolerance compensating means (5) is arranged on the underframe (3) and a joining edge with longitudinal and lateral tolerance compensating means (7 and 8) is arranged on the wagon body module (2). The head module has joining edges that point toward the wagon body module (2) and the underframe (3) and is provided with reinforced sections (18, 19) that are integrated into the fiber composite material. The head module is attached to the underframe (3) and at least at the head module side walls (14) of the wagon body module (2) by means of fastening means (20, 21), which build up a pre-tensioning force, in such a way that shear-resistant connections are created. As a result, it is possible to control size deviations resulting from the production methods in order to avoid undefined internal stresses during the joining, to absorb without damage the differing heat expansions of a head module of fiber composite material and a wagon body module, as well as to produce the head modules of a fiber composite material and the connections of said modules to the wagon body module (2) and the underframe (3) so as to be not only self-supporting but also load-sharing and easy to repair.

Description

The invention relates to a rail vehicle with a head module from a Fiber composite material as defined in the preamble of claim 1.

In order to improve the mass balance of rail vehicles, a high one Achieve freedom of design and the technological advantages of Fiber composite materials and a modular construction with high prefabrication and Rail vehicles are increasingly becoming able to use the degree of preliminary testing Head modules, such as cabs, made of fiber composite materials executed.

• Anheben des Schienenfahrzeugs zum Aufgleisen,
• Stirnwanddruck (z.B. 300kN),
• Mittelkupplungsdruck (z.B. 1500 kN),
• Mittelkupplungszug (z.B. 1000 kN),

für die ein Wagenkastenaufbau eines Schienenfahrzeugs ausgelegt sein muß, durch das Führerhaus mittragbaren Lastanteile ein. Nach den bisher üblichen Lösungen ist es notwendig, die übrige Wagenkastenstruktur mit dem Untergestell und den oberen Langträgern besonders steif auszuführen, was zusätzliche Fertigungsaufwände und unerwünschten Massezuwachs zur Folge hat. Je größer der Anteil der Länge ist, den ein Kopfmodul gemessen am Gesamtfahrzeug aufweist, desto ungünstiger werden diese Relationen.Such a vehicle is already known from EP 0 533 582 B1. A cab of a rail vehicle is made as a separate assembly from a fiber composite material, the walls of the cab forming a monoblock unit with a supporting structure of the driver's console and the cab is to be fastened to the base frame of the rail vehicle and to the upper long beams of the side wall upper frame by screwing. If necessary, presumably to compensate for tolerances and to reduce force peaks, they should be attached using elastic buffers. Forces acting from the front and resulting from the lifting of the vehicle should be able to be transmitted via fixed stops to the underframe and the upper long beams. In this document, however, there is no information as to how the joints between the driver's cab on the one hand and the underframe and the upper long girders on the other hand should be designed. It appears to be disadvantageous that because of the quasi punctiform introduction of force into the upper long girders, certain areas of the driver's cab have to be particularly reinforced and other areas of the driver's cab cannot be involved in the application of force, so that the driver's cab has to be constructed inhomogeneously, which poses particular technological difficulties and costs caused. In addition, this technical concept restricts those in exceptional stress cases:

• Lifting the rail vehicle for rerailing,
• Bulkhead pressure (e.g. 300kN),
• Middle clutch pressure (e.g. 1500 kN),
• Middle clutch cable (e.g. 1000 kN),

for which a body structure of a rail vehicle must be designed, load portions that can be carried by the driver's cab. According to the previously common solutions, it is necessary to make the rest of the car body structure with the base frame and the upper long beams particularly rigid, which results in additional production costs and undesirable increase in mass. The greater the proportion of the length that a head module has in relation to the overall vehicle, the more unfavorable these relations become.

Another rail vehicle with a fiber composite cab is in the magazine "Schweizer Eisenbahn-Revue" No. 12/1991, pages 436 - 442 (Cortesi, A; Issenmann, T., Kalbermatten, T. de: Light noses for fast locomotives) described. Here, a driver's cab is made up of several components with a sandwich structure built up, which are joined together by structural adhesive connections. The cab is designed as a self-supporting unit and therefore cannot essential load shares in the above-mentioned extraordinary Take charge cases. That is through the way of connection with the Underframe and the body as well as their mechanical strength and Low rigidity taken into account: around manufacturing tolerances of 1 to 5 mm compensate, ensure pressure tightness and climate resistance in the joining area, greatly different thermal expansion between the plastic cab and It was that it was able to accommodate a metal car body and ensure a long service life Cab glued and glued with elastic glue, whereby to the base elastic buffers were used as spacers and inevitable Manufacturing tolerances in the adhesive joint thickness of 10 mm can be compensated. A such training is in the event that the head module of a rail vehicle is not only self-supporting, but is also designed to support and stress it must be firmly and rigidly connected to the rest of the body structure, completely not suitable.

Another solution of a rail vehicle with a separately manufactured and assembled head module describes DE 43 43 800 A1. This head module is also as trained self-supporting unit and should bind with all 6 degrees of freedom the base frame detachable and non-positive and with the car body via elastic Intermediate links. This solution cannot be an essential one either Load shares of the body structure take over and requires in terms of Fit of the bolt / hole connection points to the base in different axis position a high level of accuracy. Since the Connections to the underframe are inside the cab and a high degree of prefabrication cannot be achieved.

An object of the invention is to provide a solution for a generic Rail vehicle to find the disadvantages described in the prior art avoids and a head module made of fiber composite material in a new way connects a car body module and a base, wherein manufacturing-related dimensional and dimensional tolerances in (related to the rail vehicle) Vertical, longitudinal and transverse directions between a head module Fiber composite material on the one hand as well as car body module and base frame on the other hand, easily and with little effort balanced, when joining none undefined residual stresses arise and the different ones Thermal expansion of a head module made of fiber composite material and one Car body module can be picked up without damage.

Another task is to make head modules from fiber composite material in such a way that it can be carried along with one and with a base connected car body module to connect that a special non-positive firm and rigid connection between head module and body module as well Base frame is formed and the head module thereby significant load shares according to the aforementioned load cases and the operational stress can carry and introduce into the car body structure.

These objects are achieved by a rail vehicle of the type described in the opening paragraph with the characterizing features of claim 1 . Advantageous refinements and developments of the invention can be found in the following claims.

The inventive design of the joints of head module opposite Car body module and base frame allows a fixed and of undefined Internal stress free connection of a head module with both Manufacture car body module as well as a base, in which manufacturing-related dimensional deviations of the head module as well Manufacturing tolerances of car body module and base frame both in Vehicle vertical, in the vehicle longitudinal as well as in the vehicle transverse direction on technical be balanced easily and economically.

Tolerance compensation of the head module against this becomes even easier Car body module if the solution found for a shear-resistant connection only produced in the side wall areas and in the roof area in a known manner an elastic adhesive connection is made that also good height differences can compensate.

The connection of Side wall end profiles with a car body end profile reduce effort and Additional costs for the tolerance compensation of the body module.

As a result of the lower accuracy requirements, head modules and Rail vehicles are now manufactured more cheaply.

Another advantage is that the connection is made using cold joining technology regardless of whether the car body module in steel, light metal or different construction is carried out. This type of connection is for repair purposes Can be detached without damaging the head module and car body module.

Another significant advantage achieved by the invention is that now also rail vehicles with head modules made of fiber-reinforced Materials can be manufactured in which the resiliently trained Head module takes over load portions of the body structure and through a fixed and can initiate rigid joint connection in the subsequent car body module.

In particular through the at least between the side walls of the head module and Car body module with two sections is a high connection Shear rigidity achieved so that the side walls of both the head module and of the car body module can be dimensioned to save material and mass. It will supported by the fact that the reinforcement profiles of the Head module, on which the fasteners are supported, which over the Joining surfaces between the base frame and the head module transmit the preload forces and Record stresses and spread over the neighboring ones Pass on the fiber composite material so that its punctiform overload or the need to oversize it is avoided.

Since the joint connection to the underframe on one side from below the underframe is executable, a head module designed according to the invention with a high Prefabrication level should be built, equipped and pre-tested before using the Car body module is added.

Fig. 1

eine Seitenansicht eines erfindungsgemäß ausgebildeten und gefügten Schienenfahrzeugs,

Fig. 2

einen Querschnitt durch eine Fügestelle zwischen Kopfmodul und Untergestell,

Fig. 3

einen Querschnitt durch eine Fügestelle zwischen Kopfmodulseitenwand und Wagenkastenseitenwand.

An embodiment of the invention, which is not to be understood as restrictive, is illustrated and described below with reference to the drawings. It shows:

Fig. 1

2 shows a side view of a rail vehicle designed and joined according to the invention,

Fig. 2

a cross section through a joint between the head module and the base frame,

Fig. 3

a cross section through a joint between the head module side wall and car body side wall.

1 , a car body module 2 is prefabricated for a rail vehicle 1 on a base frame 3. The underframe 3 accommodates the pulling and pushing devices (not shown) of the rail vehicle, contains the receptacles (also not shown) for wheel sets or bogies and further functional units of the rail vehicle and, for functional and design reasons, partially carries an outer cladding. According to the exemplary embodiment, the head module 12 consists of at least one head module end wall 13, two head module side walls 14 and a head module roof 22, which can be individually prefabricated and then added to the head module 12 or jointly manufactured as a head module 12 in a monoblock construction.

In order to connect the head module 12 to the base frame 3 in an approximately horizontal joining plane (which can also be inclined, curved and / or stepped) and to be able to correct dimensional deviations, a material allowance is shown on the long beam 4 of the base frame 3 as shown in FIG. 2 Height tolerance compensating means 5 is provided, which is mechanically worked as far as necessary after measuring the prefabricated head module 12 and the base. However, it is also conceivable to provide one or more additional inserts adapted to the height difference instead of the material allowance of the long beam 4, which can also have the shape of a U-profile comprising the joining edge of the head module, or to use other means to compensate for the height tolerance. The shape of the material allowance shown in FIG. 2 , which can be an integral part of the extruded profile in the case of a long beam 4 made of light metal, allows a visual check during the mechanical processing of the material allowance so as not to interfere with the material area of the long support 4 that is required for strength. After adjustment of the long beam 4 to the finished dimensions of the head module 12 and after it has been placed, holes are made from the underside of the long beam 4 at the required locations and in the required number, which engage in the joining edge of the head module side wall 14 and penetrate the reinforcement profile 18 integrated therein which, according to the exemplary embodiment, has a U-shaped cross section and is arranged in the interior of the sandwich structure of the head module side wall 14 made of core 15 and the layer structures 16 and 17. According to the exemplary embodiment, blind rivets which can be set on one side are introduced into these holes as fastening means 20 and clamped between the inner surface of the reinforcing profile 18 and the underside of the long beam 4, so that the head module side wall 14 and the base frame 13 are non-positively and rigidly connected to one another under pretension. The shape and strength of the reinforcement profile 18 are expediently dimensioned such that it supports the stability of the head module side wall 14 during transport and assembly, and after the fastening means 18 have been set, both the clamping forces and the load forces in the longitudinal, transverse and vertical directions are sufficiently extensive in the fiber composite material Head module side wall 14 initiates.

Provided that in the joint between the head module side wall 14 and the long beam 4 to transmitted forces can be transmitted by friction, the Bore diameter must be large. However, the joint must be for such Forces can only be designed by a combination of frictional engagement and hole reveal are transferable, the bore diameter compared to the shaft diameter of the fasteners 20 to be tolerated more closely.

A similar training should according to the embodiment (not figuratively ) shown in more detail) between head module end wall 13 and base frame 3 exhibit.

Around the head module 12 in an approximately vertical joining plane (which is also inclined, to be curved and / or stepped) to connect to the body module 2, 3 has the car body side wall 9 in this joining area inner joining web 7 and an outer joining web 8, between which the Head module side wall 14 is inserted. The leg length of the two joints 7 and 8, their distance and their elasticity in the vehicle transverse direction are chosen so that the joining edge of the head module side wall 14, into which a reinforcing profile 19 is integrated is, form-fitting and their dimensional deviations in longitudinal and Vehicle transverse direction is taken into account. Through the joints 7 and 8 and the Head module side wall 14 are made through holes, in that can be set on both sides according to the exemplary embodiment and preload generating locking ring bolts introduced as fasteners 21 and under Support on the reinforcement profile 19 are tensioned. For the diameter of this Through holes apply to the joint between the head module side wall and Base according to the above. Through such a double-edged training the joint is the head module side wall 14 and the car body side wall 9 non-positively firmly and particularly rigidly connected, which Fasteners 21 surface level with the outer web 8 and visually is inconspicuously designed.

The joint between the head module roof 22 and the car body roof 10 can be in be designed in the same way. With sufficient strength in the side wall area However, it is after a (not shown) training of the invention possible to this joint as a conventional elastic adhesive connection 11 design, which also slightly compensates for dimensional tolerances in the roof area can be.

For an end-to-end rail vehicle whose head module is load-bearing should be designed, it has proven advantageous to use the sandwich structure of the Head module end wall 13, the head module side wall 14 and the head module roof 22 of a core 15 of at least one core material and at least on both sides layer structures 16 and 17 applied to the core 15 Fiber composites with directional fiber structures and the head module 12 in To design monoblock construction. It is particularly advantageous to have such a core 15 made of a lightweight core material, e.g. a lightweight rigid foam. If the shear forces to be transmitted require it, it is appropriate that the Reinforcement profiles 18 and 19 in the joining edges of the corresponding parts of the Head module are laminated and of the two layer structures 16 and 17 are included. However, there are other shapes, arrangements and connections of the reinforcement profiles 18 and 19 can be provided on the joining edges of the head module 12: For example, the joining edge of the head module side wall 14 can Car body module side wall 9 can be designed as an open joining edge in which the core material removed in places and the reinforcement profile 19 only is inserted when the forces to be transmitted are by friction between the head module side wall 14 reinforced by the reinforcement profile 19 and the two joining webs 7 and 8 or by means of perforation in the Fiber composite material are transferable. Both reinforcement profiles can be made Light metal, but also be made of another material, provided that they are designed that sufficient mechanical strength and permanent corrosion resistance given is. They can extend over the entire length of a joining edge, but also out individual parts used adjacent or spaced apart.

For the joint between the head module side wall 14 and the car body side wall 9 can instead of the reinforcement profile 19 also a reinforcement profile according to Art of the reinforcement profile 18 or a hollow profile and instead of Through holes and double-sided fasteners 21 of both Independently drilled holes on both sides and one-sided ones Fastening means 20 which extend through the lateral webs of the reinforcement profile and are blind riveted.

Another development of the invention provides that at least one of the Joining bars 7 and 8 as separate and individually attachable to the car body module Component is executed. For assembling car body module 2 and Head module 12, it is particularly advantageous if the outer joining web 8 individually is trained and attachable. With a varied shape of this component, it can outer design of the rail vehicle can be varied.

In designing this solution, it is useful to do so at intervals on the car body To provide assembly aids 25 (Fig. 3), in which the outer joint 8 at his Put on and frictionally engaged or locked in without additional aids Mounting position is held.

In a further development of the invention is the part of the car body module that the inner and outer joining web 7 or 8, a car body end profile 6, which can be an open or a closed welded construction, especially advantageous and dimensionally accurate but from a hollow chamber light metal extruded profile worked, in the form of a portal according to the outer contour of the Rail vehicle 1 is bent and placed on the base 3. Such one Profile can be manufactured with good accuracy and is an advantageous tool for the dimensional adjustment of the car body side walls 9 and the car body roof 10 at the prefabrication of the body module 2. The portal-shaped Carriage end profile 6 can, as indicated in Fig. 3, a carrier End module to be the end partition.

In an embodiment of this solution, the car body side wall 9 is not direct, but by means of intermediate side wall end profiles 23 and 24 to the Car body end profile 6 connected. Such profiles are mechanically lighter processable and adaptable as a complete car body side wall, so that quicker and easier dimensional adjustment despite increased joining effort is achievable. The side wall end profile 24 can easily be varied follow a design of the rail vehicle to be changed

Reference symbols used:

1

track vehicle

2

Wagon body module

3

undercarriage

4

sills

5

Height tolerance compensating agent

6

Wagenkastenendprofil

7

joining web

8th

joining web

9

Car body side wall

10

Body roof

11

adhesive bond

12

head module

13

Head module front wall

14

Head module side wall

15

core

16

layer structure

17

layer structure

18

reinforcement profile

19

reinforcement profile

20

fastener

21

fastener

22

Head module roof

23

Seitenwandendprofil

24

Seitenwandendprofil

25

mounting aid

Claims (12)

1. A rail vehicle having a prefabricated body module attached to an undercarriage and a prefabricated front module made of a fiber composite material, characterized in that:

   a joint region of the undercarriage (3) which points toward the front module (12) is equipped with means (5) for compensating height tolerances,

   a joint region of the body module (2) which points toward the front module (12) is equipped at least in the region of the body side walls (9) as a joint edge with means (7, 8) for compensating lengthwise and transverse tolerances,

   the body module (12) is equipped with joint edges of the front module end walls and front module side walls (13, 14) which point towards the body module (2) and towards the undercarriage (3) which have reinforcement profiles (18, 19) integrated in the fiber composite material,

   the front module end walls and front module side walls (13, 14) are connected to the undercarriage (3) so that they are resistant to shear by means of fasteners (20) which generate pre-stressing force and support themselves on the reinforcement profiles (18), and

   at least the front module side walls (14) are connected to at least the body side walls (9) so that they are resistant to shear by means of fasteners (21) which generate pre-stressing force and support themselves on the reinforcement profiles (19).
2. The rail vehicle according to claim 1, characterized in that a connection resistant to shear is produced only between the body side walls (9) and the front module side walls (14) in the joint region of the front module (12) and the body module (2) and the joint edges of the body roof (10) and of the front module roof (22) are implemented for an adhesive bond and are joined with one another by means of an elastic adhesive bond (11).
3. The rail vehicle according to claim 1 or 2,
   characterized in that the fiber composite material of the front module (12) is a sandwich laminate made of at least a core material (core 15) and at least fiber composite materials (layer structures 16 and 17) applied on both sides having directional fiber structures.
4. The rail vehicle according to one of the preceding claims, characterized in that the reinforcement profiles (18, 19) are laminated into the fiber composite material of the front module (12) and are enclosed by the layer structures (16 and 17) applied on both sides.
5. The rail vehicle according to one of the preceding claims, characterized in that the reinforcement profiles (18, 19) are made of a light metal.
6. The rail vehicle according to one of the preceding claims, characterized in that the means (5) for compensating height tolerances is a material excess which can be mechanically worn away from the undercarriage (3).
7. The rail vehicle according to one of the preceding claims, characterized in that the part of the body module (2) having the joint strips (7 and 8) is a body end profile (6).
8. The rail vehicle according to claim 7, characterized in that the body end profile (6) is a hollow chamber profile tailored to the outer contour of the rail vehicle (1).
9. The rail vehicle according to claim 8, characterized in that the body end profile (6) is an extruded light metal hollow chamber profile.
10. The rail vehicle according to one of the claims 7 to 9, characterized in that the part of the body end profile (6) pointing away from the front module (12) is implemented for the connection to means (side walls end profile 23 and side walls end profile 24) for compensating lengthwise and transverse tolerances.
11. The rail vehicle according to the preceding claims, characterized in that at least one joint strip (8) can be affixed to the body module (2) as a separate part.
12. The rail vehicle according to claim 11, characterized in that the second joint strip is brought into the joint position and held there by means of assembly aids (25).

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