EP2144802A1

EP2144802A1 - Kit for a body-shell structure

Info

Publication number: EP2144802A1
Application number: EP08750150A
Authority: EP
Inventors: Martino Celeghini; Joachim Hecht; Andreas Stockinger
Original assignee: Siemens AG
Current assignee: Friedrich Alexander Univeritaet Erlangen Nuernberg FAU; Siemens AG
Priority date: 2007-05-11
Filing date: 2008-05-07
Publication date: 2010-01-20
Anticipated expiration: 2028-05-07
Also published as: AU2008250324A1; WO2008138830A1; DE102007022198A1; CA2686966A1; US20100186622A1; ATE490142T1; CN101678837A; AU2008250324B2; CN101678837B; JP2010526713A; CA2686966C; DE502008001948D1; EP2144802B1; JP5222358B2

Abstract

An embodiment of the present invention discloses a kit for a body-shell structure of a rail vehicle, including a carrier structure with at least two upper belts and a plurality of roof cross members for the roof region of the space frame, at least two lower belts and a plurality of bottom cross members for a bottom region of the body, a plurality of columns running perpendicular and a plurality of window belts for side regions of the body. An embodiment of the present invention further includes at least one head module, wherein the shell structure has a modular design. The upper belts and the lower belts are connected via knots to adjoining cross members, perpendicular columns and/or window belts, wherein the upper belts and the lower belts have a uniform profile cross-section and the knots are at least partially of uniform design.

Description

description

Kit for a body shell structure

The invention relates to a kit for a

A car body shell structure of a rail vehicle, comprising a support structure, the at least two upper straps and a number of roof cross member for the roof area of the car body, at least two lower chords and a number of floor cross members for a floor area of the car body and a plurality of vertical columns and a plurality of window belts for side areas of the car body, and with at least one head module.

Such a kit is commonly used in the

Construction of rail vehicles of all kinds, both Nahverkehrsais also long-distance vehicles.

Such bodyshells often show within the kit used to make them a variety of simple single components, such as beveled sheets and open profiles, that are assembled into a framework with extremely time consuming welding operations in assembly. Depending on a particular customer request, an adaptation of the kit is required, often requiring significant adjustments to the elements of the kit and additions of components. In this way, very high costs arise both in the development and in the production of the car body shell.

In addition, often only a short development time for the interpretation of the car body shell is available and also many individual components of the kit are crafted to manufacture, so that product safety can be ensured only with very considerable effort. Currently, the high cost of a development of a new car body shell by the least possible changes in the body shell structure of a possible former model fought.

Proceeding from this, the present invention seeks to provide a kit for a car body shell structure of a rail vehicle, which is claimed in the redesign of a car body shell reduced development time.

This object is achieved in the aforementioned kit by the characterizing features of claim 1.

The proposed modular shell structure makes it possible to build a car body with a very small number of different elements for the kit. In particular, the uniformity of the profile cross section of the upper and lower belt sections and the construction of the nodes can be used for the construction of different car body.

In this case, the Obergurt- and Untergurtabschnitte may be at least partially of uniform length. This will apply in most cases for the upper belt sections, while at the

Untergurtabschnitten the arrangement may be considered any wheel arch.

It is advantageous if the columns and the window straps are of uniform profile cross-section. This facilitates the provision of suitable profiles for forming the columns and window straps. Thus, both columns and window belts can be produced from a single extruded profile or roll-profiled profiles.

Also, the columns and the cross member may be of uniform profile cross-section, which further reduces the variety of profiles to be used. Advantageously, several sets of cross members are provided for the kit for the realization of different vehicle widths, which differ in their length. This means that the side elements of the car body remain the same for different vehicles, while only the length of the cross members used and the design of the head module is changed from one car body design to another.

Also for the realization of different vehicle lengths can advantageously be dispensed with changes in the sides of the car body. In this context, it is preferable to provide different length end modules and head modules each for connection to an end face of the support structure. Such head modules are typically made of plastic.

With regard to the uniformity of the nodes, it can be provided that the nodes provided in the interior of the support structure in the region of the upper and lower chords are of uniform construction. This also limits the variety of components of the kit.

The nodes may preferably be designed as sheet metal nodes. In this case, a sheet metal node can be made of semi-finished sheet metal, which is cut by beam-marked cutting method or punching tools and then suitably reshaped and then grooved. The joints preferably take place by welding or gluing with an adjacent belt section.

Alternatively, the sheet metal node can also be produced by deep drawing, wherein the sheet metal node can be suitably cut after the deep drawing process and, if necessary, be folded. In addition, it is conceivable to form the sheet metal node of several, each produced by deep drawing parts.

Preferred embodiments of the kit, in particular the design of the sheet metal nodes used in its construction, emerge from the claims 13 to 23.

Embodiments of the invention will be explained in more detail with reference to the drawings. Show it:

Figure 1 is a perspective view of a

Carrier structure of a car body for a rail vehicle,

FIG. 2 shows a perspective view of an alternative carrier structure of a car body for a rail vehicle,

FIG. 3 shows a perspective view of the carrier structure of FIG. 1 with supplemented roof elements and end modules,

FIG. 4 shows a perspective view of a carrier structure of a car body for a rail vehicle with supplemented roof elements, which are alternative to FIG. 3,

FIG. 5 shows a perspective view of a first embodiment of a sheet metal node in combination with profile sections to be connected to one another,

Figure 6 is a perspective view of a second embodiment of a sheet metal node based on a Quarter of a deep-drawn cup, in combination with profile sections to be joined together,

FIG. 7 shows a perspective view of a third embodiment of a sheet metal node in combination with profile sections to be connected to one another,

FIG. 1 is a perspective view of a side wall portion of the support structure of FIG. 1;

FIGS. 9, 10 each show a perspective view of two variants of a fourth embodiment of a sheet-metal knot in combination with profile sections to be connected to one another,

FIG. 11 shows a perspective view of a fifth embodiment of a sheet-metal knot in combination with belt sections to be connected to one another,

FIGS. 12, 13, 14, 15 are perspective views of a sheet metal semifinished product in various stages of production for producing the sheet metal knot of FIG. 11;

FIGS. 16, 17 are each a perspective view of a sixth embodiment of a sheet metal node,

Figures Ii 19 each show a perspective view of an outer shell and a Inner shell for the production of the sheet metal knot of Figures 6, 7,

FIGS. 20, 21, 22, 23 are each a perspective view of a sheet metal semifinished product in various stages of production for producing the sheet metal knot of FIGS. 6, 7,

FIGS. 24, 25 are perspective views of a seventh embodiment of a sheet metal node,

FIG. 26 shows a perspective view of an eighth embodiment of a sheet metal node,

FIGS. 27, 28 are each perspective views of a sheet metal node arrangement, in which two sheet metal nodes are connected to one another by folding together respective outer shells,

Figure 29 is a perspective view of a sheet metal node assembly in which three sheet metal nodes are joined together by folding respective outer shells and

Figures 30, 31 are each a perspective view of a ninth embodiment of a sheet metal node, wherein at least one sheet metal shell is separated.

The carrier structure shown in Figure 1 of a car body for a rail vehicle is modular. In the exemplary embodiment illustrated, two upper belts O are each divided into five upper belt sections OA, of which in FIG. 1, for the sake of clarity, only one with one Reference number is provided. FIG. 2 shows an alternative carrier structure to FIG. 1, in which end modules or head modules E1, E2 are additionally provided. In addition, a centrally arranged longitudinal member LT is additionally provided in the roof area of the support structure. Unlike in Figure 1, the upper straps O, the lower straps U and possibly also the longitudinal beams LT in the respective continuous nodes are executed continuously, so that there is no respective subdivision into Längsachsabschnitte. The longitudinal member LT in the roof area is formed over a cruciform

Sheet metal node BK4 and intermediate sections ZP, which extend in the transverse direction, connected to the upper belts O.

It should be emphasized that even in the support structure of Figure 1 is a continuous execution of the upper straps or

Bottom straps O, U may be provided in the respective sheet metal nodes.

Two lower chords U are also divided into lower chord portions UA, leaving a central area free for accommodating a chassis.

The Obergurt- and Untergurtabschnitte OA, UA are uniform in terms of their profile cross-section and their length.

For connecting the upper straps O and the lower straps U vertical columns S are provided. For the formation of window areas horizontally extending window straps F are used, which correspond to those of the vertical columns S in terms of their profile cross-section. The window straps F are connected to the vertical columns S in an abutting connection.

For horizontal connection of the upper chords O and the lower chords U with each other cross member Q are provided, which are of uniform profile cross-section and uniform length. Their profile cross-section corresponds to that of the vertical columns S and the window belt F. Thus, only two different cross-sectional profiles are required for constructing the support structure, namely one for the upper and lower flange sections OA, UA and a second for the cross members Q, the vertical columns S and the window belts F.

Starting from the support structure shown in FIG. 1, a shell construction shown in FIG. 3 results. 1 is supplemented by roof elements D1, D2, wherein a central roof element D1 corresponds approximately to the length of two upper flange sections OA and the two outer roof elements D2 correspond approximately to the length of a upper flange section OA. FIG. 4 shows an alternative subdivision of the roof area, in which two

Roof elements Dl, which are designated for simplicity with the same reference numerals, the length of two Obergurtabschnitte OA correspond. On faces, e.g. the support structure of Figure 2 end modules El, E2 are attached.

The so-described modular structure for a car body shell remains even in the realization of different vehicle widths or lengths. To realize different vehicle widths, only the cross members Q are adapted in their length. For everyone

Cross member length are then associated end and head modules El, E2 provide that are to be placed on the end faces of the support structure.

Various vehicle lengths are realized for a given cross member length over the length of, for example, a head module.

It should be noted that even with different vehicle widths and lengths, the side areas of the support structure remain unchanged and thus can be used as modular elements of various vehicle designs. For the construction of the support structure shown in Figures 1, 2 and 3, 4 of the Obergurtabschnitten OA, Untergurtabschnitten UA (or with continuous upper and lower chords 0, U), vertical columns S, window belts F and cross beams Q is the use of sheet metal nodes proposed with predominantly uniform construction. In this case, a first plate knot type BKl is used in the end face region of the support structure, which serves for the mechanical connection of a cross member Q, a Obergurtabschnittes OA and a vertical column S. The first sheet metal node type BK1 is always used when the said three elements of the support structure are to be connected to each other, as well as in the inner region of the lower belt U.

In the inner region of the upper chords 0, a second Blechknotentyp BK2 is used, which serves as a connection point between two successive Obergurtabschnitten OA, a cross member Q and a vertical belt S. A third type of sheet metal BK3 serves to connect a window belt F to a vertical belt S.

FIG. 5 shows a perspective view of a BK2A sheet metal knot of type BK3. It serves as an element for connecting abutting profiles. For its production, a sheet metal semi-finished product is used, which is first cut by a beam-honed cutting process or punching tools and then conventional Abkantoperationen are made, after which the third knot type BK3 with adjacent profiles, such as the window belt F or the vertical belt S is added. The joining can be done by welding, other thermal joining methods, but also by gluing (especially when using light metals).

The sheet knot BK3A produced in this way is characterized by low production costs and high working accuracy. FIG. 6 also shows a second embodiment of the sheet metal knot type BK3. Based on the basic shape of a round cup, a deep-drawn sheet metal knot BK3B is manufactured as follows: a deep-drawn cup made of sheet metal semifinished is divided in the present embodiment by laser cutting or other separation method into uniform quarters, which is used to stiffen corners in abutting connections of profiles, such as the window belt F and the vertical belt S can serve. In the forming of the sheet metal cup by deep drawing a force is introduced into the sheet metal semi-finished product in a conventional manner via a stamp, which leads to a collection of semi-finished sheet metal in a drawing ring. The process is characterized by a combined tensile / compressive stress state. The process is characterized by low production costs due to use of established

Manufacturing processes, such as stamping and deep drawing. It is a high work accuracy feasible. The diameter of the sheet metal tapping can be used to define the radius of curvature in the sheet metal node BK3B.

The sheet metal knot BK3B of the type BK3 produced in this way is designed in two parts, with each part being individually grouted with the adjacent profiles.

Another embodiment of a sheet metal BK3C for

Use in the type BK3 is shown in FIG. 7. First of all, a suitable blank of the sheet metal semifinished product is made by punching or laser cutting. This is followed by forming by deep drawing. The resulting deep-drawn shape for the sheet metal node is then further tailored as needed. Also, the sheet metal node BK3C shown in Figure 7 is formed in two parts. It has the feature that a position of stiffening flanges FL can be defined via the drawing depth of the sheet metal semifinished product. These flanges FL face each other in the inner area of the knot. From Figure 8 go two Ausfungen a

Connecting element with stripping flanges F2 for the stiffening of corners in abutting connections of profiles. The connecting element of FIG. 8 is used, for example, in a side wall of a car body in the openings of doors (BK5A) and windows (BK5B).

In contrast to the deep-drawn Blechknotenausfuhrung of Figure 5, it is in the illustrated in Figure 8 stiffening element is a closed, deep-drawn

Structure. Vertical and horizontal profiles are connected via a circumferentially closed, trough-shaped node element.

FIGS. 9, 10 each show a cross-shaped, two-part structure of a sheet metal node. This embodiment of a sheet metal node corresponds to the type BK4 of Figure 2. It is therefore used in the connection between the central Langtragern LT and cross members Q in the roof area or underframe area used. Also be

Manufacturing process is characterized by punching or beam-cut cutting of the sheet metal blank, followed by forming by deep-drawing and cutting the deep-drawn mold to obtain the illustrated cross-shaped formation. Provided stiffening flanges FL can be arranged at a distance from one another (FIG. 9) or directly abutting one another (FIG. 10). An angle of the abutting profiles may be 90 °, as in the case shown in the figure. Taking into account production engineering possibilities, however, he may also be chosen smaller or larger.

FIG. 11 shows an embodiment of a sheet metal node BK2A for the type BK2. A deep-drawn initial shape is bent twice in the present embodiment, wherein

Nebenformelemente come used. The knot formation is suitable for connecting abutting profiles, as the application of the sheet metal knot type BK2 in FIG. 1 shows. Details of the associated manufacturing process can be seen in FIGS. 12 to 15. By means of an inserted sheet metal thickness, node structures of varying strength can be developed.

A production method for a second embodiment BK2B of the sheet-metal node type BK2 is shown with reference to FIGS. 16 to. The sheet metal node has an outer shell AS and an inner shell IS, whose deep-drawn output forms are shown in FIGS. 18 and 19, respectively. In FIGS. 20 and 21, a first phase of a bending operation is shown, while FIGS. 22 and 23 show the taking of the end shapes of the inner and outer shells.

A further embodiment BK2C for the sheet metal node type BK2 is shown in FIGS. 24, 25. In contrast to the embodiment described above, here the outer shell AS is made only of an angled sheet metal blank, i. without thermoforming.

In the same way, the inner shell IS can only consist of an angled sheet metal blank and the outer shell AS be deep-drawn.

Figure 26 shows a further embodiment of an inner shell IS and an outer shell AS having sheet metal node BK5, which serves in the illustrated embodiment for connecting intermediate elements with a belt or long-carrier.

Figures 27 and 28 show two different perspective views in which two sheet metal nodes each have a separate inner shell IS, the outer shells, however, are interconnected to one of the two nodes common outer shell AS.

FIG. 29 shows an extension of the principle illustrated with reference to FIG. There are a total of five sheet metal nodes connected to their respective outer shells AS, so that all sheet metal nodes common outer shell AS is present.

In the embodiment according to FIGS. 30, 31, a sheet metal shell, namely the outer shell AS1, AS2 is separated, while the inner shell IS is formed in one piece.

Claims

claims

A kit for a car body shell structure of a rail vehicle, comprising a support structure having at least two upper straps (O) and a number of roof cross members (Q) for the roof area of the car body, at least two lower straps (U) and a number of floor cross members ( Q) for a floor area of the car body and a plurality of vertical columns (S) and a plurality of window belts (F) for side portions of the car body, and having at least one head module (El), characterized in that the shell structure is modular, the upper chords ( O) and the lower chords (U) are connected via knots (BK1, BK2, BK3, BK4) to adjacent cross members (Q), vertical columns (S) and / or window belts (F), the upper chords (O) and the lower chords (U) of uniform profile cross-section and the nodes (BKl, BK2, BK3, BK4) are at least partially of uniform construction.

2. Kit according to claim 1, characterized in that the upper straps (O) and the lower straps (U) are at least partially of uniform length.

3. Kit according to claim 1 or 2, characterized in that the vertical columns (S) and the window straps (F) are of uniform profile cross-section.

4. Kit according to claim 1 to 3, characterized in that the vertical columns (S) and the cross member (Q) are of uniform profile cross-section.

5. Kit according to one of claims 1 to 4, characterized in that for the realization of different vehicle widths a plurality of sets of cross members (Q) are provided, which differ in their length.

6. Kit according to one of claims 1 to 5, characterized in that for the realization of different vehicle lengths different length head modules (El) or end modules (E2) each for

Connection to an end face of the support structure are provided.

7. Kit according to one of claims 1 to 6, characterized in that provided in the interior of the support structure nodes (BK2) in the region of the upper and lower chords (O, U) of uniform construction.

8. Kit according to one of claims 1 to 7, characterized in that the nodes are designed as sheet metal nodes (BKl, BK2, BK3, BK4).

9. Kit according to claim 8, characterized in that the sheet metal nodes (BKl, BK2, BK3, BK4) are made of semi-finished sheet metal, which is cut by beam-bored cutting method or punching tool and then reshaped and then joined.

10. Kit according to claim 9, characterized in that the joining of the knot (BKl, BK2, BK3, BK4) by welding, other thermal joining methods or gluing takes place.

11. Kit according to one of claims 8 to 10, characterized in that the sheet metal node (BKl, BK2, BK3, BK4) is made by deep drawing.

12. Kit according to claim 11, characterized in that the sheet metal node (BKl, BK2, BK3, BK4) is formed of several parts, each produced by deep drawing.

13. Kit according to one of claims 9 or 10, characterized in that the forming is carried out by bending operations.

14. Kit according to claim 12, characterized in that the parts produced by deep drawing of the sheet metal node (BK3) of a cup-shaped basic shape, which is subjected to a subsequent cutting or punching process, is obtained.

15. Kit according to claim 12, characterized in that the parts produced by deep drawing of the sheet metal node (BK5) are obtained from a trough-shaped basic shape and have stiffening flanges (FL).

16. Kit according to claim 15, characterized in that the sheet metal node (BK5) has a closed structure.

17. Kit according to claim 12, characterized in that the two parts produced by deep drawing are each formed in a cross shape.

18. Kit according to claim 11, characterized in that a sheet metal semi-finished product is subjected to subsequent Abkantvorgängen after deep drawing.

19. Kit according to one of claims 12 or 13, characterized in that the two parts produced by deep drawing of an outer (AS) and an inner shell (IS) are formed, which are further tailored after deep drawing.

20. Kit according to claim 19, characterized in that (BK2, BK3) at least two of the sheet metal nodes with their outer shell (AS) are connected such that they form a common outer shell.

21. A kit according to claim 19 or 20, characterized in that one of the outer (AS) or the inner shell (IS) is present separately, such that the shell in question is at least two pieces.

22. Kit according to one of claims 1 to 21, characterized in that the support structure has further, at any angle to the vertical extending straps.

23. Kit according to one of claims 1 to 22, characterized in that the upper chords (O) and / or the lower chords (U) are divided into sections of equal length.