EP2619063B1 - Carriage body for a rail vehicle with coupling fixing device, and method for producing said carriage body - Google Patents

Description

The invention relates to a car body for a rail vehicle. The carbody is preferably manufactured in integral construction, i. There are at least a bottom plate, side walls, a roof element and end walls joined together, and is made in particular of welded together aluminum extruded structures, which are designed as usual as a double-walled hollow chamber profiles, in particular profiles with opposite sheet-shaped walls, which are interconnected by webs. The webs or partitions separate from each other in the longitudinal direction of the profile extending air chambers. However, not all parts of the car body mentioned must be made of extruded structures. Rather, only individual areas of the car body can be made of extruded profiles. In trains that have several cars, the cars are connected via couplings, in particular so-called central buffer couplings. The couplings transmit the tensile and shear forces in the longitudinal direction of the car body and thus in the direction of travel of the train. The car body according to the invention has below the carbody bottom a coupling-fastening means (eg a coupling plate) for fixing a coupling, by means of which the car can be coupled with another car of a train. The invention further relates to a method for producing such a car body and a rail vehicle with such a car body.

The clutch plate has a side facing the end of the car body in the longitudinal direction of the car body or a space open to this side, at or in which the clutch can be fastened or fastened, for example via a flange on a surface of the clutch plate. Instead of a coupling plate, another device may be provided on which the coupling is fastened or fastened and are transmitted via the forces, in particular acting in the longitudinal direction of the car body, between the coupling and the device. For example, the device may include an array of struts and a fastener. The coupling is attached to the fastener and the struts extend in different directions within a plane that is transverse to the longitudinal axis of the carbody. The struts support the fastener against a frame that forms the outer edge of the device. In general, the device may be referred to as a coupling-fastening device. The fastener or another embodiment of the fastening device may, for example, comprise a block of material with a cavity open on one side into which the end of the coupling is or will be introduced. In this case, the block of material may, for example, have two parts, each of which overhanging a part of the cavity. The parts can be fastened together so that the end of the coupling can not be removed from the cavity without loosening the attachment of the parts.

The car body may in particular be a car body for a tram, a local train, a long-distance train or a high-speed train.

Out EP 2130739 A1 For example, there is known a rail car body having a tubular module having a roof, left and right side walls, and a floor. The car body has two end modules. The coupling, via which the car body is connectable to adjacent car bodies, has an inner end which is directly connected to a transverse element of a substructure or a cross sleeper to transmit longitudinal forces. The substructure has a pair of side rails extending longitudinally from the coupling away from the cross member. The longitudinal members end on a frame which is connected to the underside of the car body. The end module also has on its underside a frame which, on its front side facing the adjacent carriage, has a window through which the coupling extends up to the attachment area at the end of the frame. The frame has a series of side members and additional longitudinal members. In the attachment region of the coupling, the frame has a plate-shaped inner beam.

DE 10129420 A1 describes a head structure for the shell of rail vehicles. The head structure has a bottom plate, a top plate (ie, a clutch plate), a longitudinal support extending longitudinally of the car body, and a plurality of local stiffening elements such as cross members. About a main cross member, the bottom plate is connected to the bottom plate of a car body. In addition to the provided in the bottom plate longitudinal support further eg oblique supports are possible, which can support the actual head shield substantially over its entire height.

EP 1 125 816 A1 describes the end of a subframe of a railroad freight car having a bogie center coupling element. The substructure has two lateral side members that cover the entire length of a car. End plates connect the end faces of these lateral beams. A rear plate is disposed at a vertical distance below a floor panel and includes the coupling element for the bogie center. Further, a crosswise arranged plate is provided across the carriage, which is enclosed by the rear plate.

US 3,339,501 A1 describes a carriage for operation on rails, which has a base on which a car body is mounted as a super-structure slidably. The undercarriage has a pair of clutch boxes disposed at opposite ends of the carriage. Main cross members are welded to the clutch boxes. Each main cross member of the subframe is connected to the other via a pair of side members with small cross sections.

For receiving forces (hereinafter also referred to as coupling forces), which are transmitted via the coupling to the car body or vice versa, in addition so-called clutch boxes have already been proposed, which are fastened under the floor of the car body. Similar to the frame according to EP 2130739 A1 The coupling extends through a front opening of the coupling box to the rear end of the coupling box and is fixed there to the back of the coupling box, for example via a flange. The coupling box has longitudinal side walls and a bottom. The side walls and the front and the rear wall of the coupling box may be connected at its top with a plate-shaped reinforcement of the car body floor. In addition, the coupling forces introduced into the rear end of the clutch box via various support elements, in particular at least one transverse strut, a longitudinal strut and optionally also diagonal struts, are introduced into the floor of the car body. At the points where the forces are introduced into the floor of the car body, additional reinforcements are required depending on the strength of the floor.

As these examples show, the coupling attachment means (e.g., the clutch plate) to which the clutch can be attached or attached serves to receive the forces exerted by the clutch on the car body and vice versa from the car body to the clutch Exercise powers. The forces are transmitted essentially in the longitudinal direction of the car body and thus of the train, but also transverse forces occur which act transversely to the longitudinal direction. In order for these forces to be transmitted between the coupling-fastening device and the car body, the coupling-fastening device (eg clutch plate) is connected to the bottom of the car body via the said power transmission elements, namely longitudinal supports, cross members, stiffening elements and diagonal struts. These power transmission elements support the coupling-fastening device and distribute the forces that are introduced by the coupling-fastening device in the bottom of the car body. From the ground, in particular the bottom plate of a car body in integral construction, the forces are transmitted to the side members in the region of the transition between the bottom and the side walls. In the case of a floor panel, this is typically connected to the side rails over the entire length of the car body. The side members but do not have to be designed as individual components. Rather, they can from the outset z. B. be part of the soil.

To stably support the coupling-fastening device, in particular the clutch plate and to enable the power transmission between the car body and coupling, several power transmission elements are known to be required, which must be carried out so stable that they do not collapse at the maximum load and do not deform in a significant way. Despite a possible lightweight construction, as is the case with extruded aluminum profiles with air chambers. Assign the power transmission elements a considerable weight and is required according to much material and space below the car body floor. This place is e.g. not available for a bogie of the wagon, electrical cables and / or hydraulic or pneumatic lines. Since the coupling-fastening device in the end region (as viewed in the longitudinal direction of the car body) of the car is arranged, the bogie must have a considerable distance from the end of the car or wagon body.

It is an object of the present invention to provide a car body and a corresponding manufacturing method, which make it possible to reduce the number and / or mass of the force transmission element required for the transmission of power between the coupling fastening device and the car body and at the same time to reduce the required installation space.

It is proposed to connect the coupling fastening device (eg the coupling plate) on its underside directly to longitudinal members running on opposite sides of the car body in the longitudinal direction of the car body, the connection serving to transmit forces directly between the longitudinal members and the coupling member. Transfer fastening device. The connection is therefore a part which is essential for the structural analysis of the car body and for the dynamic transmission of power and not merely a lining of the underbody.

• einen Boden,
• zwei Seitenwände, die jeweils mit dem Boden verbunden sind,
• zumindest zwei Längsträger, die an gegenüberliegenden Seiten des Wagenkastens jeweils im Übergangsbereich des Bodens zu der Seitenwand angeordnet sind und sich in Längsrichtung des Wagenkastens erstrecken,
• eine Kupplungs-Befestigungseinrichtung zur Befestigung einer Kupplung, über die der Wagenkasten mit einem Wagenkasten eines anderen Wagens verbindbar ist, wobei die Befestigungseinrichtung unterhalb des Bodens angeordnet ist und wobei eine Unterseite der Befestigungseinrichtung über eine Verbindung direkt mit den Längsträgern verbunden ist.

In particular, a carbody is proposed for a rail vehicle, the carbody comprising:

• a floor,
• two side walls, each connected to the ground,
• at least two side rails, which are arranged on opposite sides of the car body in the transition region of the floor to the side wall and extend in the longitudinal direction of the car body,
• a coupling fastening device for fastening a coupling, via which the car body is connectable to a car body of another car, wherein the fastening device is arranged below the floor and wherein a bottom of the fastening device is connected via a connection directly to the side rails.

In this case, the course of the connection is such that a gap remains between the floor of the car body and the connection, i. the connection has a U-profile when viewed in a cross-sectional plane which is transverse to the longitudinal direction of the car body. Preferably, the connection of the underside of the coupling-fastening device to the longitudinal members on the opposite sides of the car body is continuous, so that in a direction perpendicular to the longitudinal direction of the car body cross-section a trough-shaped profile is formed, wherein the interior of the trough is below the bottom of the car body. In other words, throughout, the connection will pass from one side rail across the underside of the coupling fastener to the other side rail on the opposite side of the car body, i. is not interrupted.

If the coupling-fastening device is a coupling plate, this may be multi-part, in particular two parts, so that the handling of the plate is facilitated in the attachment with other parts.

The connection can in particular be produced by at least one plate-shaped part, wherein the opposite surfaces of the plate-shaped part extend in the direction of the connection and approximately in the longitudinal direction of the car body. In the case of the U-shaped profile design (see above), a trough is formed, which extends in the longitudinal direction of the car body and has a section in the longitudinal direction of the car body each having a U-profile of the type mentioned. In particular, the connection may extend over a longitudinal portion of the car body, in which the connection at least at one point, preferably at two points, via a from below up to the bottom of the car body extending support member is connected to the ground. These preferably two support members are preferably spaced apart in a horizontal direction transverse to the longitudinal direction of the carbody, the spacing portion defining the space through which the coupling extends from the carbody end to the coupling attachment means. The two spaced-apart support elements therefore form, together with the coupling-fastening device and the car body floor, a coupling box of the abovementioned type. The connection of the underside of the coupling fastening device to the longitudinal members may form the bottom of the coupling box.

At the top of the coupling-fastening device or in particular at the top of the coupling box may be in addition to the bottom of a reinforcing plate, in particular a reinforcing plate, via which the coupling-fastening device and / or (if present) the support elements indirectly to the bottom of the Car body are connected. A distinction between the bottom of the car body and such a reinforcing plate is particularly important when the floor is formed by a bottom plate of extruded profiles. The reinforcing plate introduces the forces to be exerted by the coupling-fastening device on the ground in a large area in the ground, that is, it distributes the forces. Specifically, when the bottom is formed by at least one extruded profile having webs between two sheet-like, the outer surfaces forming cover elements, the cover elements may be so thin that a force application in a small area would not be stable enough. In particular, in this case, the reinforcing plate also facilitates the production of a stable welded joint at the top of the coupling-fastening device. Due to a larger material thickness of the reinforcing plate compared to the cover member, the welded joint becomes more stable and easier to manufacture, since the reinforcing plate can be adapted to the coupling fastener with respect to its thermal characteristics.

It is preferred that the connection between the underside of the coupling fastening device and the longitudinal members extends in the region of the longitudinal members over a longitudinal portion which extends in the longitudinal direction of the car body. In this case, the longitudinal section is preferably longer than the longitudinal extent of the connection in the Area of the coupling fastening device. The connection is preferably continuously connected to the longitudinal member over the longitudinal section. This embodiment has the advantage that it additionally stabilizes the car body. In the vicinity of the longitudinal section, it is therefore also easier to provide, for example door openings or other openings in the side walls of the car body. Elaborate further reinforcing measures, such as compensate for the weakening of the mechanical strength of the car body in the region of the openings, can be omitted or at least reduced.

Optionally, the coupling-fastening device is supported on its side, which is opposite to the side of the car body end, via at least one plate-shaped element on the bottom of the bottom of the car body. The plate-shaped element preferably has a lower edge which does not extend over its entire course parallel to the upper edge of the plate-shaped element. Rather, the lower edge can e.g. be generated in that, compared to a cuboid plate-shaped element, a part of the cuboid is omitted or cut off. The course of the lower edge may preferably be concavely curved so that space is created in the concavely curved region, e.g. can be used for parts of a bogie.

Preferably, two plate-like elements of the same shape are present, these plate-shaped elements in a horizontal direction, which extends transversely to the longitudinal direction of the car body, at a distance from each other. If a horizontal cross-section below the carbody bottom is considered, form the two spaced-apart plate-shaped elements, the z. B designed as a clutch plate coupling fastening device and the optionally existing two support elements which support the above-mentioned compound at the bottom of the car body, an H-profile, the two longitudinal legs of the H need not be parallel over its entire course. For example, For example, the portions of the longitudinal legs of the H formed by the two support elements may diverge from view of the coupling plate.

Regardless of the specific configuration and arrangement of the power transmission elements that transmit coupling forces between the coupling attachment device and the floor of the car body, the above-described connection between the underside of the coupling fastening device and the side rails on opposite sides of the car body have the advantage of allowing the immediate transfer of forces between the side rails and the bottom end of the coupling fastener. In this description, when referring to the underside of the coupling-fastening device, this does not exclude that the lower end of the coupling-fastening device is slightly below the connection to the opposite side members. However, it is preferred that the connection attaches to the lower end of the coupling-fastening device.

Due to the direct transmission between the opposite longitudinal members and the underside of the coupling-fastening device creates a stable construction, which makes it possible to omit from known embodiments of car bodies known power transmission elements, in particular diagonal struts and cross struts. This creates space for the installation of cables and hydraulic or pneumatic lines.

Further, since a direct transfer of force from the bottom of the coupling-fastening device in the opposite side members and can take place vice versa, the optional additional power transmission elements for supporting the coupling-fastening device can be made smaller and lighter. In addition, less space is required for the power transmission elements, especially in the central region below the bottom of the car body. This also makes it possible to arrange the coupling-fastening device closer to the end of the car body (as viewed in the longitudinal direction). Therefore, a bogie can be placed closer to the end of the car body.

In addition, the cost of mounting the coupling-fastening device is reduced, since fewer parts are needed and because the connection to the longitudinal members in a simple manner at a distance from the car body floor and laterally to the side rails instead of just below the car body bottom in the middle Range can be produced.

Preferably, the connection is made from the underside of the coupling-fastening device to the opposite side members of a plurality of plate-shaped items, wherein the items preferably each Extruded profiles are and wherein longitudinal directions of air chambers and thus partitions between the air chambers in the extruded profiles extend in the longitudinal direction of the car body. However, it is also conceivable that extends at least in a part of the plate-shaped items, the longitudinal direction of the air chambers and thus the walls between the air chambers transversely to the longitudinal direction of the car body.

These items are preferably welded together. It is further preferred that the items are made of aluminum.

Although at least two of the individual parts may be designed plate-shaped, i. have approximately mutually parallel opposite outer surfaces, but the outer surfaces do not extend in a plane, but are curved. These items or in the case of a continuous connection, which is not made of individual parts, curved portions of the compound are preferably laterally, approximately below the opposite side members of the car body or slightly offset from the longitudinal axis of the car body. The curved individual parts or curved regions form a transition between a region of the connection which runs essentially in the horizontal direction and a region of the connection which extends from the bottom upwards to the respective side member. Alternatively, the curved item or the curved portion may lead directly to the side member. The curved item or curved portion may also be used as part of the body panel trim. Additional parts for the cladding can therefore be omitted or at least partially saved.

The connection from the underside of the coupling plate to the opposite side members can - viewed in the longitudinal direction of the car body - begin at the end of the car body. It can - as already mentioned - the compound form part of the outer contour of the car body, namely a located below the car body part of the outer contour when the front end of the car body is considered. In this case, the gap between the connection and the bottom of the car body may be at least partially closed. However, at least one opening must remain in order to operate the coupling which is connected to the coupling-fastening device. Optionally, this end cover of the intermediate space has at least one further opening in order to allow air to flow in due to the wind. This flowing air can be used, for example, to cool parts and equipment below the car body floor while driving. For example, in this way, a traction motor can be cooled, which is mounted on the rear of the coupling-fastening device bogie and drives the wheels of the bogie. Such other openings can also be used for passing cables and hydraulic or pneumatic lines.

As mentioned, the connection between the underside of the coupling fastener and the opposite side rails allows a direct transmission of force between the side rails and the lower end of the coupling fastener. In addition, as also mentioned above and taken per se from the prior art, the coupling-fastening device (for example, clutch plate) is directly or indirectly connected to the bottom of the car body, so that forces between the ground and the coupling-fastening device transferable are. In particular, the entire assembly of coupling attachment means and all of the power transmission elements is configured such that a longitudinal force exerted by the coupling on the center of the coupling attachment means in the longitudinal direction of the car body is more than 10%, and preferably more than 50% (eg 60%) %) is transmitted directly via the connection from the bottom to the opposite side members. Therefore, less than 90%, and preferably less than 50% (eg, 40%) of the longitudinal force is transferred directly from the coupling fastener via the further power transmission elements or directly from the coupling fastener to the carbody floor. This makes it possible to carry out these other power transmission elements particularly easily and / or in small numbers and / or with a small space requirement.

Another aspect of the invention relates to the fastening of the coupling plate fastening device designed as a coupling plate with the connection and / or with the bottom of the car body (eg directly to the bottom plate of the car body or indirectly via at least one further element). This aspect can be realized in the case of attachment of the coupling plate to the bottom of the car body also taken by itself, ie there must be no connection from the underside of the coupling plate to the opposite side members of the car body. All other features such as the support elements described above, the at least one plate-shaped element, the embodiment of the particular as a clutch plate designed clutch fastening device with angled portions and / or the other embodiment of the above-described and yet to be described coupling box can also be realized or be realized if no connection from the underside of the coupling plate to the opposite side members of the car body is present. In this case, however, it is preferred that the height of the coupling fastening device, in particular the coupling box (the height is considered in the vertical direction) is lower than in the case when there is a connection from the underside of the coupling fastening device to the opposite side members ,

The coupling plate is to be stably fixed at its respective end (the upper end to be connected to the floor of the carbody and / or the lower end to be optionally connected to the connection). According to this further aspect of the invention, it is proposed that the coupling plate at the end to be fixed, a continuous (especially not, as would be the case in an extruded profile, interrupted by numerous cavities) surface and that this surface has a recessed area has, which is arranged between opposite edge regions of the surface. In particular, the coupling plate can therefore be solid, ie have no air chambers as in an extruded profile. When the end having this surface is brought into abutment with a flat surface (eg, the floorboard of the carbody or a surface of the connection to the opposite side members), the edge portions of the surface at the end of the coupling plate abut substantially the entire surface of the planar surface while the recessed area forms a cavity together with the flat surface. This arrangement makes it possible to connect the edge regions of the surface with the flat surface, in particular to weld. This configuration with the recessed area of the surface serves to adapt the thermal properties of the coupling plate to the thermal properties of the material forming the planar surface. If the parts to be joined together are heated to produce a welded connection or other joining connection that requires heating of the parts, premature melting and consequent flow of the material may occur during heating of the part forming the planar surface the material of the clutch plate is not yet sufficiently heated. Due to the narrower edge areas of the surface and the recessed area in between, however, the material can be at the edge areas the surface of the coupling plate are brought about the same time at the same temperature required for the joining process. In addition, the cavity bounded by the recessed area and the flat surface can accommodate filler used in making the joint, eg, solder material or filler used in welding.

According to another idea, the coupling plate has at its lateral ends, i. considered in a horizontal cross-sectional area at the ends which are close to the opposite longitudinal members of the car body, each at least an angled region, so that in turn viewed in a horizontal cross-sectional plane, the coupling plate a U-shaped or (with bilateral angling at the lateral ends) H -shaped profile forms. The angled portion serves to connect the coupling plate to this area with an additional power transmission element via which forces are transmitted between the floor of the car body and the coupling plate. Examples of such power transmission elements have been described above. The angled portions of the coupling plate make it possible to produce a joint connection, which requires heating of the parts to be joined, between the coupling plate and the further force transmission element, wherein the angled portion of the coupling plate is adapted to the thermal properties of the further force transmission element. Examples and embodiments will be discussed in more detail.

The coupling plate can be designed in particular at its lateral ends, but also in a multi-part design on the mutually connected edges of the parts of the coupling plate so that the ends have two web-shaped projecting portions at which the ends are welded to another part. In this case, at least one of the projecting portions on an angled edge, which forms a V-shaped or Y-shaped recess which extends in the longitudinal direction of the projecting portion, together with a similarly angled edge of the part to be welded. The recess is open to the outside, i. If the two projecting portions have the angled edge, the openings of the recesses facing away from each other.

Preferably, a tongue-shaped end portion is also formed on the projecting portion with the angled edge, which in the direction of the the component to be welded protrudes furthest. This tongue-shaped end portion may be disposed in a recess of an end portion of the part to be welded before the weld is produced. In this case, the tongue-shaped end region further preferably on the outside, pointing to the angled edge region, a recess which serves as a so-called weld pool. A weld pool protection is eg in WO 2009/115198 A1 described. The recess prevents the weld from being formed through the tongue-shaped area and absorbs liquefied material during the welding process.

• Bereitstellen eines Wagenkasten-Bodens,
• Bereitstellen von zwei Seitenwänden,
• Anordnen und/oder Ausbilden jeweils zumindest eines Längsträgers im Übergangsbereich des Bodens zu einer der Seitenwände, wobei die Längsträger sich in einer Längsrichtung des Wagenkastens erstrecken,
• Bereitstellen einer Kupplungs-Befestigungseinrichtung zur Befestigung einer Kupplung, über die der Wagenkasten mit einem Wagenkasten eines anderen Wagens verbindbar ist, wobei die Befestigungseinrichtung unterhalb des Bodens angeordnet wird,
• Befestigen einer Unterseite der Befestigungseinrichtung über eine Verbindung direkt mit den Längsträgern,
• Verbinden der Seitenwände jeweils mit dem Boden.

The scope of the invention includes a corresponding manufacturing method for producing a car body. In particular, the method comprises the following steps:

• Providing a body floor,
• Providing two side walls,
• Arranging and / or forming in each case at least one longitudinal member in the transition region of the floor to one of the side walls, wherein the longitudinal members extend in a longitudinal direction of the car body,
• Providing a coupling fastening device for fastening a coupling, by means of which the vehicle body can be connected to a body of another carriage, the fastening device being arranged below the floor,
• Attaching a bottom surface of the fastener via a connection directly to the side rails;
• Connecting the side walls respectively with the ground.

The above steps do not have to be done or not all in this order. Therefore, the above listing does not mean an order of execution of the steps. Although initially the side members, the coupling-fastening device and the connection must be present so that they can be connected together. However, it is possible, for example, to connect the floor to the longitudinal members and optionally to the coupling fastening device or to finish the floor only when the longitudinal members and the coupling fastening device are already connected to one another via the connection. Also, it is not mandatory that the side walls are then connected to the floor via the side rails, although this is preferred. This step can Alternatively, be carried out before the connection of the longitudinal members with the coupling-fastening device. Nevertheless, a transition area between the floor and the side walls can be discussed in any case, since the overall construction is predetermined. Also, the parts do not all have to be provided initially, but can be provided, for example, when needed.

Embodiments of the method follow from the description of embodiments of the car body.

In particular, the connection can be made of aluminum extrusion box profiles which are welded together. As part of a pre-assembly, the connection can first be made and the connection is then connected to the coupling attachment device and the opposite sides of the car body in the region of the side members, in particular welded.

Fig. 1

eine dreidimensionale Ansicht auf eine Stirnseite eines Wagenkastens, wobei der Wagenkasten in Integralbauweise hergestellt wird und wobei im Endbereich des Wagenkastens unter dem Boden eine Kupplungsplatte angeordnet ist, deren Unterseite über eine Verbindung unmittelbar mit gegenüberliegenden seitlichen Längsträgern verbunden ist,

Fig. 2

eine Seitenansicht des in Fig. 1 dargestellten Wagenkastens,

Fig. 3

eine Ansicht auf den unteren Teil des Wagenkasten-Endbereichs aus Fig. 1 und Fig. 2, wobei der mittlere Bereich der Verbindung weggelassen ist, um den Blick auf die Unterseite der Kupplungsplatte mit benachbarten zusätzlichen Kraftübertragungselementen freizugeben und wobei der Wagenkasten-Endbereich auf dem Kopf stehend dargestellt ist,

Fig. 4

eine Ansicht ähnlich der in Fig. 3, wobei jedoch die Verbindung zwischen der Unterseite der Kupplungsplatte und den gegenüberliegenden Längsträgern vollständig dargestellt ist,

Fig. 5

eine Ansicht auf den in Fig. 4 dargestellten Endbereich in Längsrichtung des Wagenkastens, wobei die Bildebene der Fig. 5 senkrecht zur Längsrichtung des Wagenkastens verläuft,

Fig. 6

eine Draufsicht von unten auf den in Fig. 3 bis 5 dargestellten Wagenkasten-Endbereich, wobei jedoch die Verbindung von der Unterseite der Kupplungsplatte zu den seitlichen Längsträgern weggelassen ist und wobei die Darstellung lediglich den Bereich um die Kupplungsplatte und die damit verbundenen zusätzlichen Kraftübertragungselemente zeigt,

Fig. 7

eine vergrößerte Darstellung eines Teilbereichs der Darstellung in Fig. 6, wobei der Teilbereich der Verbindungsbereich zwischen der Kupplungsplatte und zwei damit verschweißten zusätzlichen Kraftübertragungselementen ist, und

Fig. 8

einen Querschnitt durch einen Teil der in Fig. 7 dargestellten Anordnung.

Embodiments of the invention will now be described with reference to the accompanying drawings. The individual figure names show:

Fig. 1

a three-dimensional view of a front side of a car body, wherein the car body is manufactured in Integralbauweise and wherein in the end region of the car body under the floor a coupling plate is arranged, the underside of which is connected via a connection directly with opposite lateral side members,

Fig. 2

a side view of the in Fig. 1 illustrated car body,

Fig. 3

a view of the lower part of the car body end area Fig. 1 and Fig. 2 wherein the middle portion of the connection is omitted to expose the view of the underside of the clutch plate with adjacent additional power transmission elements and the carbody end portion is shown upside down,

Fig. 4

a view similar to the one in Fig. 3 in which, however, the connection between the underside of the coupling plate and the opposite longitudinal members is completely shown,

Fig. 5

a view on the in Fig. 4 End region shown in the longitudinal direction of the car body, wherein the image plane of the Fig. 5 perpendicular to the longitudinal direction of the car body,

Fig. 6

a top view from below of the in Fig. 3 to 5 illustrated carriage body end portion, but the connection is omitted from the underside of the coupling plate to the lateral side members and wherein the representation shows only the area around the coupling plate and the associated additional power transmission elements,

Fig. 7

an enlarged view of a portion of the illustration in Fig. 6 wherein the portion is the connection area between the clutch plate and two additional power transmission members welded thereto, and

Fig. 8

a cross section through a part of in Fig. 7 illustrated arrangement.

Fig. 1 shows a car body 1 for a rail vehicle, in particular for a large-capacity passenger car. The view is directed to the end wall 5 of the car body 1, which has a central door opening T. On the end wall 5 are the front ends of the side walls 4a, 4b, which face each other from the viewpoint of the door opening T, the front end of the roof element 2 and the front end of the bottom 3. The car body 1 is shown in a state during its manufacture, although the production is not finished yet.

The car body 1 is manufactured in Integralbauweise. The bottom 3 is designed as a bottom plate. The side walls 4a, 4b and the roof element 2 are each prefabricated in one piece and have been connected to each other for the production of the car body 1, in particular welded together. In this case, the prefabricated modules 2, 3, 4 and optionally also other further components of the car body 1 are preferably aluminum extruded profiles, in which between aluminum sheets, which form the outer surface of the respective module, air chambers are arranged, which are partitioned by partitions of aluminum sheet against each other. The partitions run in the manner of a truss when a cross-sectional profile is considered. In the longitudinal direction of the extruded modules, the partitions run continuously or at least over a longitudinal section. In this case, the mentioned modules 2, 3, 4 and also the other modules of the car body 1 produced by the extrusion process can be composed of sub-modules which were produced separately in the extrusion process and, for example, welded together were. The inner structure of the extruded profiles is eg below in Fig. 1 and in Fig. 5 recognizable. There, the partitions are designated by the reference numeral 31 and the air chambers by the reference numeral 30. It can also be seen that the bottom 3 of at least five side by side in the longitudinal direction (perpendicular to the plane of the figure Fig. 5 ) extending sub-modules 35a, 35b, 36a, 36b, 37 is composed. These sub-modules 35, 36, 37 are welded together at their transitions 32. At the opposite lateral edges of the bottom plate 3, this is welded to the (with respect to the bottom plate 3) opposite side rails 34a, 34b. The side rails 34 differ from most other sub-modules in that they have a greater spacing between the outside sheets forming the opposing surfaces, have an angular cross-sectional profile, and preferably the sheet thicknesses of the outer sheets and the partitions are larger than those of the Figs other sub-modules. The further sub-modules of the side walls 4a, 4b are in Fig. 5 not shown.

However, the side members may be configured in any other suitable manner, e.g. B as I-profile. This does not only apply to this embodiment. Also, the side rails need not be individual components, but may be integral portions of the floor or below the side walls. However, it is common to all the longitudinal members that greater forces can be transmitted in the longitudinal direction of the car body via the longitudinal members than over the other areas of the base and the side walls.

All extruded profiles are preferably closed at their front ends by additional metal strips which are welded to the front ends. In the figures, some extrusion modules without these final metal strips are shown to reveal the internal structure of the profiles.

As Fig. 1 and Fig. 2 show, the side wall 4b in the illustrated end portion of the car body 1, a door opening 12. The strength of the side wall 4b is therefore weakened. In Fig. 2 Moreover, a part of a window opening 15 is also visible on the right side of the picture and a further window cutout 14 can be seen in the upper area of the side wall 4b next to the door cutout 12.

In Fig. 1 is the transition region between the bottom 3 and the side walls 4a, 4b denoted by the reference numeral 10a and on the opposite side 10b. In These transitional areas are the longitudinal members, for example, as in Fig. 5 represented and already described can be executed. However, other constructions are possible. For example, the side member may be part of the floor panel, as shown by the continuous, reaching to the outside of the car body horizontal lines in Fig. 1 is indicated, or the longitudinal member can be connected in the context of a preparatory production with the bottom plate.

Before now the construction of the coupling-fastening device according to the in Fig. 1 to Fig. 7 described embodiment, it should be emphasized that the car body with respect to the side walls, the floor, the roof element and also with respect to the nature of the preparation of the sub-modules or modules of the car body 1 can be performed differently. For example, the carbody need not be an integral carbody. Also, the material may be different than aluminum. Further, other openings and openings may be provided elsewhere than, for example, in FIG Fig. 1 and Fig. 2 shown.

In the embodiment, the coupling-fastening device is a coupling plate, in the specific embodiment, a coupling plate 7, which is made of two parts 17a, 17b. The coupling plate 7 is preferably not an extruded profile with extruded cavities. Rather, the opposite surfaces facing in the longitudinal direction of the car body 1 are each formed by a solid piece of material, with the exception of the best in Fig. 5 recognizable holes 41 for passing fastening screws or fastening bolts for fastening the coupling, not shown, and with the exception of the further passage openings 40, 44a, 44b. The two parts 17a, 17b are welded together at their common transition 42. The parts 17 may consist in particular of aluminum.

How best Fig. 3 can be seen, is the top of the coupling plate 7, which because of the reverse representation of Fig. 3 below the coupling plate 7 is connected via a reinforcing plate 20 to the bottom 3. For example, first the reinforcing plate 20 is welded to the bottom 3, and then the coupling plate 7 is welded at its upper side to the reinforcing plate 20. Alternatively, the clutch plate 7 first with the other in Fig. 3 and other figures shown additional power transmission elements 6a, 6b, 9a, 9b are welded and then these are welded in horizontal cross-section H-shaped construction at its upper side with the reinforcing plate 20. The H-shaped cross-sectional profile of this construction is best in Fig. 6 recognizable. This figure shows that the two parts 17a, 17b respectively at their outside, to the lateral edge of the car body facing ends (top and bottom in Fig. 6 ) have two angled portions 53, 54 (at part 17a) and 55, 56 (at part 17b). These angled portions 53, 54, 55, 56 are connected to the other power transmission elements, namely the angled portion 53 with the support member 6a, the angled portion 54 with a plate-shaped member 9a, which is welded together from two parts 58a, 59a, the angled portion 55 with a second support member 6b and the angled portion 56 with a second plate-shaped member 9b, which is welded together from two parts 58b, 59b. The support elements 6a, 6b form part of the long legs of the H-profile, wherein these parts of the long legs diverge from view of the coupling plate 7, while the plate-shaped elements 9a, 9b extend parallel to each other in the longitudinal direction of the car body. Also, the support members 6a, 6b may be welded together from two parts, as shown by a horizontal line on the support member 6a in Fig. 3 is recognizable. The division of the plate-shaped elements 9a, 9b is in the embodiment also horizontal, as also best of Fig. 3 is recognizable. The welded joint 61 of the two parts 58a, 59a is in Fig. 3 also represented by a horizontal line, as the welded joint 62 of the two parts 58b, 59b of the plate-shaped member 9b. In this case, the upper part 59a, 59b have through openings, for example, to be able to pass cables or lines.

As Fig. 3 and Fig. 6 show, the reinforcing plate 20 also has an H-shaped profile, but the transitions between the two longitudinal limbs and the transverse leg of the H-profile are rounded. The corresponding rounded edges are in Fig. 6 designated by the reference numerals 22 and 52. Further, the end portions 21 a, 21 b of the longitudinal limbs taper with respect to their in the vertical direction (perpendicular to the plane of the figure Fig. 6 and in the vertical direction in Fig. 3 ) measured material thickness.

A particularly preferred way of producing the welds of the angled regions 53, 54, 55, 56 to the adjacent further force transmission elements 6a, 9a, 6b, 9b will now be described with reference to FIG Fig. 7 explained, with only the welded joints are shown to the power transmission elements 6a, 9a. The other two welded joints can be made in the same way. The angled regions 53, 54 of the part 17a of the coupling plate 7 have at their free ends in each case two tongue-shaped regions 74a, 74b. In the following, only the area which contains the connection between the angled region 53 and the support element 6a will be described in more detail. The other transition region from the angled region 54 to the plate-shaped element 9a or to its upper part 58a and its lower part 59a can be carried out in the same way. The tongue-shaped end portions 74a, 74b are spaced from each other and there is a cavity 101 between them. In the course of the tongue-shaped portion 74a, 74b to the free end of a cavity 73 is provided on the outside, which serves as Schweißbadsicherung.

The pointing in the direction of the angled portion 53 end of the support member 6a also has two projecting, mutually parallel end portions 105a, 105b, so that between the end portions 105 also creates a cavity, which in the in Fig. 7 shown assembled configuration is a part of the cavity 101. In the assembled state, the cavity 101 is circumferentially bounded, on one side of the angled portion 53 and on the other side of the support member 6a. At this time, the end portions of the angled portion 53 and the support member 6a overlap with the tongue-shaped end portions 74a, 74b abutting on the inside of the projecting end portions 105a, 105b. At this time, the outside recess 73 of the tongue-shaped end portions 74a, 74b extends toward the free end of the tongue-shaped end portions 74a, 74b beyond the butting portion where the projecting end portions 105a, 105b of the support member 6a abut on the material of the angled portion 53. On the outside of this abutting region, both the material of the support element 6a and the material of the angled region 53 are chamfered, so that a V profile or a Y profile is produced by the resulting chamfered surfaces 72a, 72b. Within the two legs of the Y or V-profile is thus an externally accessible recess 71. As well as the previously described shape features of the transition region, this recess 71 extends in the vertical direction (perpendicular to the plane of the figure Fig. 7 ) over the entire end of the angled portion 53 and the support member 6a. This also applies to the cavity 101.

In the assembled state described above, the weld is not yet established. In a manner known per se, however, a weld can now be created in each case in the region of the V-shaped or Y-shaped recess 71. The result is two welds in each transition region between the clutch plate and the additional power transmission element. An advantage of the projecting end portions with the intermediate cavity 101 is that the material thicknesses of the abutting, to be welded together parts in the joint area are about the same size, so that the heat capacities are about the same size. When heating the materials to produce a weld, the temperatures of the materials of the abutting parts are therefore about the same size. Due to the existing material contact, a temperature compensation by heat conduction can also take place. In addition, the mated end portions of the parts to be welded together due to the internal tongue-shaped end portions are already in a provisionally fixed relative position, so that the production of the weld is facilitated.

Variants of in Fig. 7 illustrated embodiment are possible. On the one hand, the angled area 53 does not have to match the one in FIG Fig. 7 shown angle to the in Fig. 7 be shown below part of the coupling plate angled, but the angle can vary depending on the desired construction. The same applies to the other angled region 54, which may also be omitted in another embodiment of the coupling plate. Also, the angled portion 53 may be omitted while the angled portion 54 is present. Furthermore, the tongue-shaped end portions both or only one of them may be provided on the other part (eg the support member 6a), but not on the angled portion. In particular, it is also possible that one of the two parts to be joined has a tongue-shaped end portion and the other part the other tongue-shaped portion.

Fig. 3 and Fig. 7 show that in Fig. 3 Underside of the clutch plate 7 shown above, the support elements 6a, 6b and the plate-shaped elements 9a, 9b does not have a continuous planar surface, but is profiled. This profiling serves to adapt the thermal properties, in particular the effective heat capacity, of said elements to the thermal properties of components with which the elements are welded or otherwise through Heating should be connected. The top of the elements can be designed in the same way. At the top, the elements are welded to the reinforcing plate 20. The profiling causes the effective heat capacity to decrease. For this purpose, material is cut out in the middle region of the surface at the lower end. Only the edge regions of the surface, which are preferably designed flat, wherein the two opposite edge regions preferably end at the same height level, abut the part with which the element is to be welded or connected in another way under the action of heat. The middle portion of the end surface of the part 17a of the clutch plate 7 is in Fig. 7 designated by the reference numeral 89. The transition of the central region 89 to the two opposite edge regions 69a, 69b is denoted by reference numerals 79a, 79b. These transition areas may be as shown by parallel lines in Fig. 4 is indicated, rounded executed. Since the part 17a in the in Fig. 7 As illustrated embodiment having two angled portions 53, 54 and thus has a T-shaped cross-sectional profile, there is a third edge portion 69c, wherein the transition region from the central, recessed surface portion 89 to the third edge portion 69c is denoted by the reference numeral 79c.

Correspondingly, the slot element 6a has a central, recessed surface area 87, at the opposite edges of which lie the edge areas 67a, 67b which rest against the adjacent part during the production of the connection to the adjacent part. The transition regions are designated by reference numerals 77a, 77b. The central, recessed area of the end surface of the part 58a (right in FIG Fig. 7 ) is designated by the reference numeral 88, the opposite edge regions by the reference numerals 68a, 68b.

Fig. 8 shows a cross section through the part 17a outside the angled portions 53, 54, wherein the image plane perpendicular to the image plane of the Fig. 7 and in the longitudinal direction of the car body, ie in the horizontal direction of the image plane in Fig. 7 ,

A preferred embodiment of a connection from the underside of the coupling plate 7 to the opposite longitudinal members 34a, 34b will now be described below. In this case, the connection 8 is configured continuously from the one longitudinal carrier 34a to the other longitudinal carrier 34b and in this case has a trough-shaped cross-sectional profile (FIG. Fig. 5 ) on. The compound 8 is connected to the longitudinal members 34 each over a welded joint 32 is connected. It is made up of several sub-modules (in Fig. 5 from left to right) 19a, 18a, 25a, 26a, 27, 26b, 25b, 18b and 19b are assembled, these sub-modules are plate-shaped and are each connected to two adjacent parts via a weld 32. Similar to in Fig. 7 for the angled portions 53, 54, tongue-shaped end portions may be provided which allow mating of the parts to be joined prior to welding, which have a Schweißbadsicherung and which are designed so that the effective heat capacities of the parts to be joined together or similar are.

In order to achieve the trough-shaped profile, two of the sub-modules, namely the modules 18a, 18b are curved. They form the transition from the bottom of the tub to the side walls of the tub.

In the longitudinal direction of the car body (perpendicular to the image plane of Fig. 5 ) extend the sub-modules 18a, 25a, 26a, 27, 26b, 25b and 18b over a longitudinal portion which is approximately equal to the longitudinal extent, the combination of the clutch plate 7 with the attached support members 6a, 6b and also on the Clutch plate 7 fixed plate-shaped elements 9a, 9b has. This refers to the longitudinal extent at the bottom of the construction. At the top of the construction, the longitudinal extent is greater, as seen from Fig. 3 can be seen, since the plate-shaped elements 9a, 9b have a curved course at its lower edge. The longitudinal extension of the tub bottom of the connection 8 can also be slightly larger than the longitudinal extent of said construction on its underside, such as Fig. 4 suggests.

Optionally, the trough-shaped connection 8 in its profile on its side walls each have an opening 13, as best of Fig. 2 and Fig. 1 is recognizable. Alternatively or additionally, the longitudinal extent of the portion or portion 19a, 19b, which is connected to the respective side members 34a, 34b, much larger than the longitudinal extent of the tub bottom, ie at the bottom of the connection 8. This greater longitudinal extent, for example, by the bottom right in Fig. 1 shown protruding portion B of the sub-module 19b allows. The greater longitudinal extent, over the entire greater longitudinal extent of the connection 8 rests against the side rail 34, improves the stability and makes it possible Therefore, to transfer larger forces in the longitudinal direction between the longitudinal member 34 and the connection 8.

As Fig. 5 shows, the support elements 6a, 6b are connected at its bottom to the connection 8, namely here the sub-modules 26a, 26b. With these sub-modules 26a, 26b, the plate-shaped elements 9a, 9b are also connected on its underside. Also, the coupling plate 7 itself is connected to the connection 8, namely with the central part module 27 and with their angled edge regions with the sub-modules 26a, 26b. All of these connections of the coupling plate 7, the support elements 6a, 6b and the plate-shaped elements 9a, 9b are preferably welded joints, the underside of the in Fig. 3 The above construction is preferably configured as described with a recessed, recessed surface area.

In the Fig. 1 and Fig. 5 to the front side open arrangement below the car body floor 3 can be at least partially closed by plate-shaped elements (not shown). Also, the open ends of the modules as mentioned above, for example, be closed by welded metal strips.

Regardless of that of the car body floor 3 together with the reinforcing plate 20, the coupling plate 7, the two support members 6a, 6b and the central region of the trough bottom of the compound 8 in the above sense be referred to as a coupling box. However, to the front side of this coupling box is at least partially open, so that the coupling can extend through the interior of the coupling box through to the coupling plate 7 and can be fixed there.

Claims (13)

1. A carriage body (1) for a railroad vehicle, wherein the carriage body (1) comprises the following:

   - a floor (3),

   - two lateral walls (4), which are each joined to the floor (3),

   - at least two longitudinal supports (34), which are arranged on opposing sides of the carriage body (1) in each transitional region of the floor (3) to the lateral wall (4) and extend in longitudinal direction of the carriage body (1),

   - a coupling fixing device (7) for fixing a coupling via which the carriage body (1) can be connected to a carriage body of another carriage, wherein the fixing device (7) is arranged beneath the floor (3)
   characterized in that
   a lower face of the coupling fixing device (7) is joined directly to the longitudinal supports (34) via a connection (8), wherein the connection (8) of the lower face of the coupling fixing device (7) to the longitudinal supports (34) on the opposing sides of the carriage body (1) is continuous such that a trough-shaped profile is formed in a cross-section running perpendicular to the longitudinal direction of the carriage body (1), wherein the interior space of the trough lies below the floor (3) of the carriage body (1).
2. The carriage body as in claim 1, wherein the coupling fixing device (7) is a coupling plate and has, on its upper end that is connected to the floor (3) of the carriage body (1) and/or on its lower end that is joined via the connection (8) to the longitudinal supports (34), a surface that has a receding region (89) arranged between opposing edge regions (69) of the surface such that a hollow space is left in the receding region (89) between the coupling plate (7) and the floor (3) or the connection (8), and wherein the edge regions (69) are joined to the floor (3) or to the connection (8) to the longitudinal supports (34) via a joint connection that requires a heating of the parts to be joined together.
3. The carriage body as in any one of the preceding claims, wherein the coupling fixing device (7) is a coupling plate that has on each of its lateral ends, i.e., when viewed in a horizontal cross-sectional area at the ends in proximity to the opposing longitudinal supports (34) of the carriage body (1), at least one angled region (53, 54) such that when viewed in the horizontal cross-sectional plane, the coupling plate (7) forms a U-shaped profile or, if the lateral ends are angled on both sides, an H-shaped profile, and wherein the coupling plate (7) is joined via the angled region (53, 54) to a force transfer element (6, 9), via which forces can be transferred between the floor (3) of the carriage body (1) and the coupling plate (7).
4. The carriage body as in any one of the preceding claims, wherein the connection (8) is produced by at least one plate-shaped part (18, 19, 25, 26, 27), wherein opposing outer surfaces of the plate-shaped part (18, 19, 25, 26, 27) extend toward the connection (8) and approximately in the longitudinal direction of the carriage body (1).
5. The carriage body as in any one of the preceding claims, wherein the connection (8) extends over a longitudinal section of the carriage body (1), in which the connection (8) is joined in two places to the floor (3) via a support element (6) running from bottom to top to the floor of the carriage body, wherein the two support elements (6) are spaced apart from one another in a horizontal direction running transversely to the longitudinal direction of the carriage body (1), and wherein the separation interval defines a space through which the coupling extends from the carriage body end to the coupling fixing device (7) when the coupling is fixed on the fixing device (7).
6. The carriage body as in any one of the preceding claims, wherein the coupling fixing device (7) is supported on the lower face of the floor (3) of the carriage body (1) on a side opposite the side of the carriage body end by at least one plate-shaped element (9).
7. A railroad vehicle with a carriage body as in any one of the preceding claims.
8. A method for producing a carriage body (1) for a railroad vehicle with the following steps:

   - Provision of a carriage body floor (3),

   - Provision of two lateral walls (4),

   - Arrangement and/or configuration of in each case at least one longitudinal support (34) in the transitional region of the floor (3) to one of the lateral walls (4), wherein the longitudinal supports (34) extend in a longitudinal direction of the carriage body (1),

   - Provision of a coupling fixing device (7) for fixing a coupling via which the carriage body (1) can be connected to a carriage body of another carriage, wherein the fixing device (7) is arranged beneath the floor (3), and

   - Connection of the lateral walls in each case with the floor (3)

   characterized in that

   a lower face of the fixing device (7) directly to the longitudinal supports (34) via a connection (8),

   wherein the connection of the lower face of the coupling fixing device (7) to the longitudinal supports (34) on the opposing sides of the carriage body (1) is configured as a continuous connection such that a trough-shaped profile is formed in a cross-section extending perpendicular to the longitudinal direction of the carriage body (1), wherein the interior space of the trough lies beneath the floor (3) of the carriage body (1).
9. The method as in claim 8, wherein provision is made of a coupling plate as a coupling fixing device (7), wherein the coupling plate (7) is joined on its upper end to the floor (3) of the carriage body (1) and joined on its lower end via a connection (8) to the longitudinal supports (34), wherein the coupling plate (7), on its upper end and/or on its lower end, is configured such that it has a surface in which a receding region (89) is arranged between opposing edges (69) of the surface such that a hollow space is left in the receding region (89) between the coupling plate (7) and the floor (3) or the connection (8), and wherein the edge regions (69) are joined to the floor (3) or to the connection (8) to the longitudinal supports by a joint connection that requires a heating of the parts to be joined together.
10. The method as in claim 8 or 9, wherein provision is made of a coupling plate as a coupling fixing device (7), which has on each of its lateral ends, i.e., when viewed in a horizontal cross-sectional area on the ends in proximity to the opposing longitudinal supports (34) of the carriage body (1), at least one angled region (53, 54) such that, when viewed in the horizontal cross-sectional plane, the coupling plate (7) forms a U-shaped profile or, if the lateral ends are angled on both sides, an H-shaped profile, and wherein the coupling plate (7) is joined via the angled region (53, 54) to a force transfer element (6, 9), which is joined to the floor (3) of the carriage body (1) such that forces can be transferred by the coupling plate (7) via the force transfer element (6, 9) and vice versa between the floor (3) of the carriage body (1) and the coupling plate (7).
11. The method as in any one of claims 8 - 10, wherein the connection (8) is produced by at least one plate-shaped part (18, 19, 25, 26, 27), wherein opposing outer surfaces of the plate-shaped part (18, 19, 25, 26, 27) extend toward the connection (8) and approximately in the longitudinal direction of the carriage body (1).
12. The method as in any one of claims 8 - 11, wherein the connection (8) is produced over a longitudinal section of the carriage body (1), wherein the connection (8) is joined in two places in the longitudinal section to the floor (3) by a support element (6) running from bottom to top to the floor of the carriage body, wherein the two support elements (6) are arranged at a distance from one another in a horizontal direction running transversely to the longitudinal direction of the carriage body (1), and wherein the separation interval defines a space through which the coupling extends from the carriage body end to the coupling fixing device (7) when the coupling is fixed onto the fixing device (7).
13. The method as in any one of claims 8 - 12, wherein the coupling fixing device (7) is supported, on a side opposite the side of the carriage body end, on the lower face of the floor (3) of the carriage body (1) by at least one plate-shaped element (9).

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