EP2431247B1 - Vehicle body structure and vehicle - Google Patents

Description

The present invention relates to a vehicle with a vehicle body structure, in particular a rail vehicle.

Vehicles, in particular rail vehicles, typically have a vehicle body structure comprising two side walls extending on the longitudinal sides of the vehicle, two transversely extending end walls, namely a front end wall and a rear end wall, a vehicle floor and a vehicle roof. The side walls comprise, for static reasons, each an upper and a lower longitudinal beam and each a side wall panel. In order for the side walls to have sufficient stability, braces are often provided on these in order to absorb compressive and tensile forces in different operating situations can, for example when lifting and railing of the vehicle, aerodynamic loads or even increased buffer pressure.

For the wagon body structure of a freight wagon is in WO 2009/114793 A1 For example, a structure has been selected which has a base frame with a first and a second longitudinal beam. The side wall is formed in part by a side wall panel, an outer and an inner support post, which are connected to the side wall panel and disposed at the ends adjacent to the longitudinal beams.

Furthermore, in US 2007/013517 A1 the car body structure of a freight car with a base and side walls specified. The side walls are formed of several side panels and support posts. The support posts are attached to the side panels by means of self-cutting rivets. In one embodiment, one or more wells may be molded into the side wall panels, respectively. These hollows are located in the area of the support posts. In particular, four or five such wells may be incorporated in a row in the side panel extending to near the top sidewall edge and near the bottom sidewall edge.

In US Pat. No. 6,422,156 B1 Also, a car body structure of a freight car is disclosed. The carbody structure includes side walls with spaced apart vertical support posts and with horizontal stiffening elements secured between the support posts. The horizontal stiffening elements form a recessed sidewall profile.

Out US 3,319,585 A a railway car is known, the side wall construction is formed by welded together side panels, side lower straps and upper longitudinal straps. The welded side panels form stiffeners in the form of ribs. The lower side straps are formed by a vertical rib, a lower inwardly curved belt and an elbow fixed to the upper edge of the rib. The upper longitudinal straps are T-shaped with a vertical rib and an upper horizontal plate.

US 2010/0011987 A1 indicates a vehicle body for an open railroad car. Its side walls have upper and long sleepers and vertical posts with different cross-section. The long sleepers are formed by rectangular steel tubes. The vertical posts can have a constant hollow cross-section, the seam transition is connected by welding to the wall.

In US 2006/0207472 A1 is described a railway car whose side walls have upper straps in the form of a hollow spar. The side walls are further provided with vertical posts in hat, U or C shape, which may be secured to the side walls by various attachment techniques, such as welding.

In DE 20 2004 015 077 U1 is a rail freight car described with a sliding wall. The sliding wall has an upper and a lower longitudinal hollow profile. On the surface of the wall vertical hollow profiles are applied by spot welding to the stiffening.

EP 1 935 743 A1 discloses a railway freight wagon with lateral sliding walls having a vertical lower and an inwardly angled, upper side wall part exhibit. The lower side wall part is formed by a lower sheet steel field, which is bordered at the lower longitudinal edge by a lower longitudinal steel profile and at the upper longitudinal edge by an upper steel Eckholmprofil. The steel profiles are designed as open profiles. Furthermore, steel transverse profiles are fastened within the sheet metal fields, which are designed in the form of hat profiles.
The car body structures of the known rail vehicles are complex, so that their production is costly. In particular, conventional car body structures consist of a plurality of individual components, such as struts, stiffening posts, Beulsteifen, covers and the like, with which, for example, a framework can be formed and welded together with the wall elements, so that there is a considerable installation effort. The long beams of the side walls are also mounted by welding only with difficulty because the joints are often not easily accessible. In addition, it is difficult to produce a visually pleasing appearance of the outer skin of the car body, in particular a flat surface of the side walls. Because of the various welding joints, the side panels spoil, so that a considerable straightening effort is required. Furthermore, there is always the problem that the car body structure must meet the static requirements of the load bearing and load distribution in various operating situations, such as lifting and railing of the vehicle, aerodynamic stress and force on the vehicle via the buffers.

Therefore, the invention has the object to find a vehicle with a vehicle body structure, which is easy and therefore inexpensive to produce, which has a pleasing appearance and which meets the static requirements of the load bearing and load distribution.

This object is achieved by the vehicle according to claim 1. Preferred embodiments of the invention are specified in the subclaims.

The vehicle according to the invention has a vehicle box structure which comprises two side walls extending on the longitudinal sides of the vehicle. The side walls each have an upper and a lower longitudinal beam and in each case a side wall plate. In accordance with the invention is in each side wall panel for stiffening at least one long depression extending vertically from the lower longitudinal member to the upper longitudinal member is introduced. The side panel is preferably connected to the long beams in the area of the long hollows. The side panel provided with the at least one long trough preferably extends over the entire length of the vehicle, or at least the length of the vehicle part, which is not occupied by a driver's compartment / cabs, namely over the length of the engine room of the vehicle. Therefore, the side wall of the vehicle is preferably formed by a single side wall panel having at least one long trough. Furthermore, the upper longitudinal beam and the lower longitudinal beam are each in the form of at least one web plate or a rectangular hollow profile and formed on longitudinal edges of the at least one web plate or rectangular hollow profile with this connected upper straps and lower straps I-beam. The lower long beam may have a wider web plate for reasons of static than the upper I-beam. The I-beam of the lower long beam and / or the upper long beam may alternatively be formed of a web plate with two serving as upper and lower belt rectangular hollow sections.

By inventively - unlike conventional structures of the car body structure - no additional stiffeners and side wall posts connected to the side walls and long beams are installed, the car body structure of the vehicle according to the invention is much simpler, easier and therefore less expensive to produce and assemble than previously known car body structures. Because compared to conventional car body structures, the car body of the vehicle according to the invention consists of only a few components that are connected to the side wall panel. By eliminating the additional involvement of stiffening ribs, struts, posts, Beulsteifen and covers in the region of the side wall panel, can be formed without further effort only interrupted by the long hollows flat side wall surface, so that an attractive appearance of the vehicle is achieved. As a result, the heat input during assembly (during welding and straightening) is enormously reduced, so that time-consuming straightening work and, if necessary, putty work in the production are avoided. In addition, the manufacture and assembly of the car body structure from the components is simplified by joining, because the joints (preferably welds) are easily accessible, so also The use of robotic welding with the required reliability is possible. The vehicle body structure according to the invention is therefore a robotic, fault-tolerant welded construction with a greatly simplified geometry for the longitudinal beams and the side wall panel. The examination of the manufactured joint connections is considerably simplified. For example, an endoscope is not required. Of course, due to the simplified construction, greater rigidity can be achieved if the weight saving afforded by the simplified design is used in favor of, for example, a greater thickness of the side panel. With a suitable choice of the thickness of the side panel, even a moderate weight saving as well as an improvement in the static properties of the body structure can be achieved.

By introducing at least one longitudinal recess extending substantially perpendicularly from the lower longitudinal member to the upper longitudinal member in the side wall panels, which are preferably also connected to the longitudinal members in the region of the long recesses, excellent rigidity, in particular flexural stiffness, of the body is achieved. The side panel is by the introduction of the long hollows push and bulge. With the construction according to the invention, consistent stress levels and bending strengths are achieved compared with the conventional construction.

The vehicle according to the invention is in particular a rail vehicle, especially a railcar. For example, this includes a freight car and a locomotive, but also a passenger transport vehicle, such as a tram or a passenger car for local or long-distance traffic to understand. The vehicle typically also includes front elements in addition to the body. Furthermore, the car body is mounted on chassis.

The side panel is preferably made of steel. The sheet typically has a thickness of about 4 mm. Of course, the sheet may in principle be thicker than 4 mm, for example up to 10 mm, or even thinner, for example up to 1.5 mm. However, thicker sheets are more difficult to machine and have a greater weight. Thinner sheets are easier to work and have a lower weight. However, the stability of a thinner side wall panel is reduced. Typically, the cross section of at least one long recess in the side wall panel is rectangular, possibly also square, or trapezoidal. Thus, a U-profile is formed in these cases. The cross-section may also have a "hat shape", ie, further legs may adjoin the side legs of the profile (the "brim"), which preferably lie flat against a joining connection on the long beam. It is preferable to choose a cross section that satisfies the requirements of the statics of the car body. In particular, minimum dimensions for the depth of the profile (distance between the tread base and the side wall surface) and the width of the tread (distance of the tread legs at the transition to the side wall surface) shall be chosen, for example a depth of at least 20 mm (and not more than 100 mm), and, for example, a width that is at least 2 times (and preferably at most 15 times) the depth. In principle, the long trough can also have a triangular cross-section. The cross section of the long trough preferably remains substantially constant over its entire length.

In a preferred embodiment of the invention, each long recess in the side wall plate is produced by bending. By this manufacturing method, the side panel is very gentle, i. with virtually constant sheet thickness, generated, and there are no disturbances in the metal structure, such as microcracks caused. On the other hand, if the long depressions are produced by means of a forming process, for example by deep-drawing, the material can flow, with the result that the thickness of the side wall is differently thick at different points. In addition, microcracks can be formed. This affects the strength of the material. A very important advantage of the production method by folding is that no special forms for forming must be provided. Rather, it is sufficient that the long hollows are produced on a conventional press brake.

In a preferred embodiment of the invention, each long recess is formed as a bulge of the side wall panel to the vehicle outer side. Of course, the long troughs can in principle be designed as a bulge of the side wall panel to the vehicle interior.

In a further preferred embodiment of the invention, at least three long depressions may also be introduced into each side panel for static reasons, with the distances between adjacent elongated troughs being equal or at least essentially (± 20%) equal, resulting in a uniform stress distribution in the side wall.

In addition to the long hollows in the side panel can of course be provided in accordance with the required construction of the vehicle in addition, other components that serve the stiffening. Such components may for example be installed in the region of the side wall panel, preferably welded to form, for example, a framework. Such additional stiffening may be required, inter alia, when openings, such as ventilation openings, or bushings in the side wall panel must be provided. The power flow in the side wall must then be passed around these openings or passages around them.

In a further preferred embodiment of the invention, the side wall panel is connected to the upper and the lower longitudinal beams by welding. In particular, the side wall plate is welded to the long beams in the area of long hollows. In principle, however, the side panel may also be connected to the longitudinal members by other joining techniques, for example by riveting.

The material from which the long beams are formed in the form of I-beams, in particular, may have a thickness of about 10 mm. This thickness gives the I-beam sufficient bending and torsional rigidity. Of course, the material may also be thicker, for example up to 25 mm, or even thinner, for example up to 4 mm. However, the rigidity is reduced with thinner sheets, and the processability of the material is difficult in the case of thicker material. In addition, the weight of the I-beams is higher when the material is thicker. The long beams are preferably made of steel.

In any case, it is advantageous for a tensile or compressive force acting on the vehicle over the lower longitudinal girder to be transmitted from the bottom to the top in a substantially rectilinear manner (viewed in cross section in or opposite to the transport direction) via the side wall panel onto the upper elongated girder. For this purpose, it is advantageous if the web plate of the lower long beam, the parts of the side panel, not the long but the flat, albeit interrupted by the long hollows form wall surface, and the web plate of the upper long beam are aligned substantially aligned with each other. By a straightforward power transmission, the stability of the vehicle is further increased. Also with regard to this feature, the present invention over the known constructions advantageous (see, for example, the non-aligned arrangement of the lower outer longitudinal member, the side wall panel and the upper flange in the side wall construction, which in WO 2009/114793 A1 is shown).

In a further preferred embodiment of the invention, the upper longitudinal member and / or the lower longitudinal member is stiffened by at least one U-profile connected to the web plate and the upper flange and the lower flange and extending vertically.

Each such U-profile of the upper and lower longitudinal beam is preferably connected thereto by welding. Alternatively, although not preferred, the U-profiles can also be connected by a different joining method with the longitudinal beams, for example, rivets.

In a further preferred embodiment of the invention, each U-profile of the upper or lower longitudinal beam is aligned with a long recess in the side wall panel. As a result, an even greater rigidity of the entire side wall is achieved, in particular when the side wall is welded to the longitudinal beams in the region of the U-profiles.

The longitudinal beams and the side wall plate and optionally other components are preferably made of steel. But they can also consist of aluminum.

In a further preferred embodiment of the invention, the side walls may also be covered by tarpaulins to provide an aesthetically pleasing appearance of the

Vehicle to reach. For example, each side wall can be laminated by a tarpaulin. On the tarpaulin, a large-format motif may be appropriate, such as advertising, a company logo or the like. The tarpaulin can be fastened to the side wall by means of a fastening device. For example, the tarpaulin for attaching it to the sidewall at at least one edge has a welt, i. an edge reinforcement of the tarpaulin, on. For attachment of the tarpaulin on the side wall of the vehicle fastening devices are provided on the side wall, which hold the tarpaulin at their edges. Over at least one edge, preferably over three edges, the tarpaulin is stretched. For fastening, each fastening device can have a holding device, for example in the form of a retaining profiled rail, for example with a respective guide chamber for receiving the welt of the tarpaulin. If the tarpaulin with the respective fastening device is also tensioned, this additionally has, assigned to each holding device, in particular retaining profiled rail, at least one clamping device attached to the vehicle for exerting a force on the holding device, in particular retaining profiled rail, on the tarpaulin. The clamping device may have an adjusting device, such as a bolt which engages in a thread and over which the holding device, in particular retaining rail, held and thus the tarpaulin can be stretched. The piping of the tarpaulin is received in the guide chamber of the holding device, preferably by lateral insertion of the welt in the guide chamber. The flag of the welt or the tarpaulin protrude through a slot out of the guide chamber. The holding device, in particular retaining rail, holds the tarpaulin at one edge in this manner, so that the force used to tension the tarpaulin is uniformly transmitted across the wall to the tarpaulin surface and any compressive or tensile load acting on the tarpaulin is uniform over the edge is derived.

Fig. 1

eine perspektivische Darstellung eines Teils der Seitenwand eines erfindungsgemäßen Fahrzeuges;

Fig. 2

eine perspektivische Darstellung eines oberen Ausschnittes der Seitenwand;

Fig. 3

eine perspektivische Darstellung eines unteren Ausschnittes der Seitenwand;

Fig. 4

eine Darstellung des Seitenwandbleches in einem horizontalen Schnitt;

Fig. 5

eine Darstellung des oberen Langträgers in einem horizontalen Schnitt;

Fig. 6

eine Darstellung des unteren Langträgers in einem horizontalen Schnitt;

Fig. 7

eine Darstellung der Seitenwand in einem vertikalen Schnitt;

Fig. 8

die Spannungsverteilung in perspektivischen Darstellungen in Seitenwänden eines herkömmlichen Fahrzeuges (Fig. 8a) und eines erfindungsgemäßen Fahrzeuges (Fig. 8b) bei Beaufschlagung mit einer aerodynamischen Seitenlast;

Fig. 9

die Spannungsverteilung in perspektivischen Darstellungen in Seitenwänden eines herkömmlichen Fahrzeuges (Fig. 9a) und eines erfindungsgemäßen Fahrzeuges (Fig. 9b) bei Beaufschlagung mit einer Längslast über die Puffer.

The invention described above will be explained in more detail with reference to figures. This explanation and the figures merely give examples for carrying out the invention and are therefore not intended to be limiting. They show in detail:

Fig. 1

a perspective view of a portion of the side wall of a vehicle according to the invention;

Fig. 2

a perspective view of an upper section of the side wall;

Fig. 3

a perspective view of a lower section of the side wall;

Fig. 4

a representation of the side wall panel in a horizontal section;

Fig. 5

a representation of the upper long beam in a horizontal section;

Fig. 6

a representation of the lower longitudinal beam in a horizontal section;

Fig. 7

a representation of the side wall in a vertical section;

Fig. 8

the stress distribution in perspective views in side walls of a conventional vehicle ( Fig. 8a ) and a vehicle according to the invention ( Fig. 8b when subjected to an aerodynamic side load;

Fig. 9

the stress distribution in perspective views in side walls of a conventional vehicle ( Fig. 9a ) and a vehicle according to the invention ( Fig. 9b ) when subjected to a longitudinal load on the buffer.

In the following description of the figures, the same reference numerals designate the same elements.

About one half of a side wall 100 of a vehicle according to the invention is in Fig. 1 shown in an isometric view. In Fig. 2 and Fig. 3 is an upper or a lower part of the side wall partially shown also in an isometric view. In Fig. 4 is a representation of the side wall panel, in Fig. 5 a representation of the upper long carrier and in Fig. 6 a representation of the lower longitudinal beam represented in each case in a horizontal longitudinal section through the side wall (side wall: section CC, upper long beam: section BB, lower long beam: section DD, see each Fig. 1 ). In Fig. 7 the side wall is further shown in a vertical sectional view (section AA, see Fig. 1 ).

The side wall has a central region between the upper long beam 120 and the lower long beam 130 in which it is formed by a side wall panel 110. The side wall panel is bordered by the upper long beam 120 and the lower long beam 130. The long beams are welded to the side wall panel over its entire length.

In the present example, the side wall panel 110 is made of a steel sheet having a thickness of 4 mm. In the side wall plate long troughs in the form of U-profiles 115 are introduced, extending between the upper longitudinal beam 120 and the lower Long beams 130 extend in the vertical direction. For example, 22 U-profiles can be made in the side wall by folding.

The U-profiles 115 are produced by folding. They each result bulges of the side wall to the vehicle outer side (in principle, the U-profiles can also bulges to the vehicle inside revealed). These U-profiles each have side legs 116, 117 and an end face (a profile bottom) 118. The U-profiles have, for example, a depth (bulging of the flat side wall surface 111) of about 2 cm and a width (parallel to the flat side wall surface) of about 8 cm. The center distance between adjacent U-profiles is about 50 cm, so that the free area 111 between the U-profiles is about 43 cm wide. The U-profiles extend over the entire height of the side wall panel between the upper longitudinal beam 120 and the lower longitudinal beam 130. The side wall panel is not only in the area of the flat side wall surface 111 between the U-profiles but also in the U-profiles itself with the welded upper upper beam and the lower longitudinal beam. This results in an excellent rigidity of the overall construction.

The upper long beam 120 is formed in the shape of an I-beam. The long beam thus consists of a web plate 121, a lower flange 122 and a top flange 123. The material of the web plate, the lower flange and the upper flange has a thickness of 10 mm. The upper flange and the lower flange are integrally formed on the web plate in a conventional manner.

Furthermore, U-profiles 125 are welded to the web plate 121 of the upper long beam 120. The U-profiles have side legs 126, 127 and respective end faces 128. The U-profiles extend over the entire height of the web plate and are welded not only to the web plate but also to the underside of the upper belt and to the upper side of the lower belt. These U-profiles are made of a material with a thickness of 4 mm.

The U-profiles 125 are mounted on the upper longitudinal beam 120 so that they are aligned with the U-profiles 115 in the side wall panel 110. Thus, a very stable construction is achieved.

Also, the lower long beam 130 is formed in the form of an I-beam. This long beam thus consists of a web plate 131 and a lower flange 132 and a top flange 133. The material of the web plate, the lower flange and the upper flange has a thickness of 10 mm. The upper flange and the lower flange are integrally formed on the web plate in a conventional manner.

Furthermore, U-profiles 135 are welded to the web plate 131 of the lower longitudinal carrier 130. The U-profiles have side legs 136, 137 and respective end faces 138. The U-profiles extend over the entire height of the web plate and are not only welded to the web plate but also to the underside of the upper belt and to the upper side of the lower belt of this long profile. These U-profiles are made of a material with a thickness of 4 mm.

The U-profiles 135 of the lower longitudinal member 130 are mounted on the lower longitudinal beam so that they are aligned with the U-profiles 115 in the side wall panel 110. Thus, a very stable construction is achieved.

Due to the small number of individual elements of which the side wall 100 is composed and the small number of welded joints, it is extremely easy to make the side wall. In particular, it is possible to manufacture the side wall by robot welding.

In order to conceal the side wall 100 structured by the U-profiles 115, 125, 135 and the continuous lower flange 122 of the upper long beam 120 and the continuous upper flange 133 of the lower longitudinal beam 130, a tarpaulin can also be attached to the outside, on which, for example a large-scale motif is located.

In order to check the flexural rigidity of the sidewall in the novel design, the stress distribution in the sidewall was examined at different loads. In each case a comparison of a side wall of conventional construction (TRAXX 2E type, Bombardier) was made with a side wall with the structure according to the present invention.

In a first experiment, an extraordinary aerodynamic load was exerted on the sidewall and the deformation and the resulting stress distribution were investigated. In Fig. 8 the stress distribution in the sidewall is shown in detail. In Fig. 8a the stress distribution in the sidewall according to conventional design is shown during Fig. 8b the stress distribution in the sidewall according to the invention is reproduced. Darker areas in the figures indicate sidewalls with less tension, while the greater the tension, the brighter the area is represented in the figures.

It turns out that the stiffness in the side wall according to the invention is even higher than in the conventionally designed side wall, because the tension is greater overall in the conventionally constructed side wall. Significant improvements in the sidewall according to the invention are evident in particular in the lower middle region and in the end regions.

In a second experiment, a load was applied to the sidewall in the form of a buffer pressure of 2000 kN. The resulting deformation and resulting stress distribution was investigated. In Fig. 9 the stress distribution in the sidewall is shown in detail. In Fig. 9a the stress distribution in the sidewall according to conventional design is shown during Fig. 9b the stress distribution in the sidewall according to the invention is reproduced. Again, darker areas in the figures indicate lower voltage sidewall surfaces while the greater the voltage, the brighter the area in the figures.

It turns out that the stiffness in the side wall according to the invention is even higher than in the conventionally designed side wall, because the tension is greater overall in the conventionally constructed side wall. In particular, in the entire upper region of the side wall panel, significant improvements in the side wall according to the invention appear.

Therefore, the side wall with a new construction not only with much less individual components lighter and thus cheaper to produce but also has even better rigidity.

LIST OF REFERENCE NUMBERS

100

Side wall

110

Sidewall plate

111

Sidewall surface

115

Long trough in the form of a U-profile in the side wall panel 111

116, 117

Side legs of the long trough 115

118

Profile floor of the Langmulde 115

120

upper long beam

121

Web plate of the upper long beam 120

122

Lower flange of the upper long beam 120

123

Upper flange of the upper long beam 120

125

Upper U-profile on the upper long beam 120

126, 127

Side legs of the upper U-profile 125

128

Front side of the upper U-profile 125

130

lower long beam

131

Web plate of the lower long carrier 130th

132

Lower flange of the lower long carrier 130

133

Top strap of the lower long carrier 130

135

Lower U-profile on the lower longitudinal beam 130

136, 137

Side legs of the lower U-profile 135

138

Front side of the lower U-profile 135

Claims (9)

1. Vehicle having a vehicle box structure, which comprises two side walls (100) running on the longitudinal sides of the vehicle, said side walls (100) each comprising an upper longitudinal beam (120) and a lower longitudinal beam (130) as well as a respective side wall plate (110), wherein for stiffening, at least one longitudinal hollow (115) extending vertically from the lower longitudinal beam (130) to the upper longitudinal beam (120) is introduced into each side wall sheet (110), characterised in that the upper longitudinal beam (120) and the lower longitudinal beam (130) are each formed in the form of an I-beam having at least one web plate (121, 131) or a right-angled hollow profile and upper flanges (123, 133) and lower flanges (122, 132) connected to this on the longitudinal edges of the at least one web plate (121, 131) or right-angled hollow profile.
2. Vehicle according to claim 1, characterised in that each longitudinal hollow (115) is produced in the side wall plate (110) by bending.
3. Vehicle according to one of the preceding claims, characterised in that each longitudinal hollow is formed in the form of a U-profile (115) .
4. Vehicle according to one of the preceding claims, characterised in that each longitudinal hollow (115) is formed as a bulge of the side wall plate (110) towards the outer side of the vehicle.
5. Vehicle according to one of the preceding claims, characterised in that at least three longitudinal hollows (115) are introduced into each side wall plate (110) and that the distances between adjacent longitudinal hollows (115) are the same.
6. Vehicle according to one of the preceding claims, characterised in that the upper longitudinal beam (120) and/or the lower longitudinal beam (130) is stiffened respectively by at least one U-profile (125, 135) connected to the web plate (121, 131) and the upper flange (123, 133) and the lower flange (122, 132) and extending vertically.
7. Vehicle according to claim 6, characterised in that each U-profile (125, 135) of the upper longitudinal beam (120) or lower longitudinal beam (130) aligns with a longitudinal hollow (115) in the side wall plate (110).
8. Vehicle according to one of the preceding claims, characterised in that it is a rail vehicle.
9. Vehicle according to one of the preceding claims, characterised in that it is a rail motor vehicle.

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