EP2619063B2 - Wagenkasten für ein schienenfahrzeug mit kupplungs-befestigungseinrichtung und herstellungsverfahren dafür - Google Patents

Wagenkasten für ein schienenfahrzeug mit kupplungs-befestigungseinrichtung und herstellungsverfahren dafür Download PDF

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Publication number
EP2619063B2
EP2619063B2 EP10757172.1A EP10757172A EP2619063B2 EP 2619063 B2 EP2619063 B2 EP 2619063B2 EP 10757172 A EP10757172 A EP 10757172A EP 2619063 B2 EP2619063 B2 EP 2619063B2
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EP
European Patent Office
Prior art keywords
carriage body
coupling
floor
plate
connection
Prior art date
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Active
Application number
EP10757172.1A
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German (de)
English (en)
French (fr)
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EP2619063B1 (de
EP2619063A1 (de
Inventor
Thomas Schwiegel
Torsten Sohn
Christian Galle
Georg Kussatz
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP2619063A1 publication Critical patent/EP2619063A1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/22—Supporting framework, e.g. cradles; Spring housings
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49616—Structural member making
    • Y10T29/49622—Vehicular structural member making

Definitions

  • the invention relates to a car body for a rail vehicle.
  • the car body is preferably manufactured in an integral construction, i.e. at least a base plate, side walls, a roof element and end walls are joined together, and is in particular made from extruded aluminum structures welded together, which are designed as usual as double-walled hollow chamber profiles, in particular profiles with opposing sheet metal profiles Walls that are connected to each other via bridges.
  • the webs or partitions separate air chambers running in the longitudinal direction of the profile from one another.
  • not all of the parts of the car body mentioned above have to be made from extruded structures. Rather, only individual areas of the car body can be made from extruded profiles.
  • the cars are connected to one another via couplings, in particular so-called center buffer couplings.
  • the couplings transmit the pulling and pushing 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 a coupling fastening device (e.g. a coupling plate) below the car body floor for attaching a coupling via which the car can be coupled to 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 coupling plate has a side pointing in the longitudinal direction of the car body towards the end of the car body or a space open to this side, on or in which the coupling can be attached or is attached, for example via a flange on a surface of the coupling plate.
  • another device can be provided to which the coupling is or is attached and via which forces acting in particular in the longitudinal direction of the car body are transmitted between the coupling and the device.
  • the device may have an arrangement of struts and a fastening element. The coupling is attached to the fastener and the struts extend in different directions within a plane which is transverse to the longitudinal axis of the car body.
  • the struts support the fastener against a frame that forms the outer edge of the device.
  • the device can be referred to as a coupling fastening device.
  • the fastening element or another embodiment of the fastening device can, for example, have a material block with a cavity open on one side, into which the end of the coupling is or will be inserted.
  • the material block can, for example, have two parts, each of which borders a part of the cavity. The parts can be fastened together in such a way that the end of the coupling cannot be removed from the cavity without loosening the fastening of the parts again.
  • the car body can in particular be a car body for a tram, a local train, a long-distance train or a high-speed train.
  • a rail vehicle car body with a tubular module that has a roof, left and right side walls and a floor.
  • the car body has two end modules.
  • the coupling via which the car body can be connected to adjacent car bodies, has an inner end which is connected directly to a transverse element of a substructure or a transverse sleeper in order to transmit longitudinal forces.
  • the substructure has a pair of longitudinal beams which extend from the cross member in the longitudinal direction away from the coupling.
  • the side members end at a frame that is connected to the underside of the car body.
  • the end module also has a frame on its underside, which has a window on its front facing the adjacent car, through which the coupling extends to the fastening area at the end of the frame.
  • the frame has a series of longitudinal beams and additional longitudinal elements. In the fastening area of the coupling, the frame has a plate-shaped inner beam.
  • the head structure has a base plate, a head plate (ie a coupling plate), a longitudinal support running in the longitudinal direction of the car body, and several local stiffening elements in the form of cross beams.
  • the base plate is connected to the base plate of a car body via a main cross member.
  • other supports for example inclined ones, are possible, which can support the actual head plate essentially over its entire height.
  • EP 1 125 816 A1 describes the end of a subframe of a rail vehicle freight car, which has a coupling element for a bogie center.
  • the substructure has two side longitudinal beams that cover the entire length of a car. End plates connect the faces of these side beams.
  • a rear plate is disposed at a vertical distance below a floor panel and includes the coupling member for the bogie center. Furthermore, a crosswise plate is provided across the carriage, which is enclosed by the rear plate.
  • US 3,339,501 A1 describes a car for operation on rails, which has an underframe on which a car body is slidably mounted as a super structure.
  • the undercarriage has a pair of coupling boxes located at opposite ends of the car are arranged.
  • Main cross members are welded to the coupling boxes.
  • Each main cross member of the underframe is connected to the other by a pair of side members with small cross sections.
  • coupling boxes In order to absorb forces (hereinafter also referred to as coupling forces) that are transmitted via the coupling to the car body or vice versa, so-called coupling boxes have already been proposed, which are attached 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 attached there to the rear of the coupling box, for example via a flange.
  • the coupling box has longitudinal side walls and a floor. The side walls as well as the front and rear walls of the coupling box can be connected at their top to a plate-shaped reinforcement of the car body floor.
  • the coupling forces introduced into the rear end of the coupling box by the coupling are introduced into the bottom of the car body via various support elements, in particular at least one cross strut, a longitudinal strut and optionally also diagonal struts. 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.
  • the coupling attachment device e.g. the coupling plate
  • the coupling fastening device to which the coupling can be attached or is attached serves to absorb the forces exerted by the coupling on the car body and vice versa from the car body on the coupling to exert forces.
  • the forces are essentially transmitted in the longitudinal direction of the car body and thus of the train, although transverse forces also occur that act transversely to the longitudinal direction. So that these forces can be transmitted between the coupling fastening device and the car body, the coupling fastening device (e.g. coupling plate) is connected to the floor of the car body via the force transmission elements mentioned, namely longitudinal supports, cross members, stiffening elements and diagonal struts.
  • These force transmission elements support the coupling fastening device and distribute the forces that are introduced by the coupling fastening device into the bottom of the car body. From the floor, in particular the floor plate of a car body in integral construction, the forces are further transmitted to the longitudinal beams in the area of the transition between the floor and the side walls. In the case of a floor plate, this is typically connected to the side members over the entire length of the car body.
  • the longitudinal beams do not have to be designed as individual components. Rather, they can from the outset e.g. B. be part of the floor.
  • connection e.g. the coupling plate
  • connection is such that a gap remains between the bottom of the car body and the connection, i.e. the connection has a U-profile when viewed in a cross-sectional plane that runs transversely to the longitudinal direction of the car body.
  • connection of the underside of the coupling fastening device to the longitudinal beams on the opposite sides of the car body is continuous, so that a trough-shaped profile is formed in a cross section running perpendicular to the longitudinal direction of the car body, with the interior of the trough lying below the floor of the car body.
  • continuous means that the connection from one longitudinal beam goes through the underside of the coupling fastening device to the other longitudinal beam on the opposite side of the car body, i.e. is not interrupted.
  • the clutch fastening device is a clutch plate, it can be made up of several parts, in particular two parts, so that handling the plate when fastening it to other parts is easier.
  • connection can in particular be produced by at least one plate-shaped part, the opposite surfaces of the plate-shaped part extending in the direction of the connection and approximately in the longitudinal direction of the car body.
  • a trough is formed which extends in the longitudinal direction of the car body and has a U-profile of the type mentioned over a section in the longitudinal direction of the car body.
  • the connection can extend over a longitudinal section of the car body, in which the connection is connected to the floor at least at one point, preferably at two points, via a support element running from bottom to top to the bottom of the car body.
  • These preferably two support elements are preferably spaced apart from one another in a horizontal direction that runs transversely to the longitudinal direction of the car body, the spacing area defining the space through which the coupling extends from the car body end to the coupling fastening device.
  • the connection of the underside of the coupling fastening device to the longitudinal beams can form the bottom of the coupling box.
  • a reinforcing plate in particular a reinforcing plate, via which the coupling fastening device and / or (if available) the support elements indirectly with the floor of the Car body are connected.
  • a reinforcement plate must be taken into account in particular if the floor is formed by a floor plate made of extruded profiles.
  • the reinforcing plate introduces the forces to be exerted on the ground by the coupling fastening device into the ground over a large area, i.e. it distributes the forces.
  • the cover elements can be so thin that the introduction of force in a small area would not be stable enough.
  • the reinforcement plate also makes it easier to produce a stable welded connection on the top of the coupling fastening device. Due to a greater material thickness of the reinforcing plate compared to the cover element, the welded connection becomes more stable and is easier to produce, since the reinforcing plate can be adapted to the coupling fastening device in terms of its thermal properties.
  • connection between the underside of the coupling fastening device and the longitudinal beams extends in the area of the longitudinal beams over a longitudinal section which runs in the longitudinal direction of the car body.
  • 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 beam over the longitudinal section.
  • the coupling fastening device is supported on its side opposite the side of the car body end via at least one plate-shaped element on the underside 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 be created, for example, by omitting or cutting off part of the cuboid compared to a cuboid plate-shaped element.
  • the course of the lower edge can preferably be concavely curved, so that space is created in the concavely curved area, which can be used, for example, for parts of a bogie.
  • the two spaced plate-shaped elements form, for example.
  • B a coupling fastening device designed as a coupling plate and the optional two support elements which support the above-mentioned connection on the bottom of the car body, an H-profile, whereby the two longitudinal legs of the H do not have to be parallel over their entire course.
  • the sections of the longitudinal legs of the H formed by the two support elements can diverge from the perspective of the coupling plate.
  • connection described above between the underside of the coupling fastening device and the longitudinal beams on opposite sides of the car body has the advantage that it enables direct transmission of forces between the longitudinal members and the lower end of the coupling fastening device. If this description refers to the underside of the coupling fastening device, this does not exclude the possibility that the lower end of the coupling fastening device is located slightly below the connection to the opposite side members. However, it is preferred that the connection is located at the lower end of the coupling fastening device.
  • the direct transmission between the opposite longitudinal beams and the underside of the coupling fastening device creates a stable construction, which makes it possible to omit force transmission elements known from previously known embodiments of car bodies, in particular diagonal struts and cross struts. This creates space for the installation of cables and hydraulic or pneumatic lines.
  • the optional additional power transmission elements for supporting the clutch fastening device can be made smaller and lighter.
  • less space is required for the power transmission elements, particularly in the middle area below the floor of the car body. This also makes it possible to arrange the coupling fastening device closer to the end of the car body (viewed in its longitudinal direction). Therefore, a bogie can be placed closer to the end of the car body.
  • the effort for assembling the coupling fastening device is reduced because fewer parts are required and because the connection to the side members is simple at a distance from the car body floor and on the side of the side members instead of directly below the car body floor in its middle area can be produced.
  • connection from the underside of the coupling fastening device to the opposite longitudinal beams is made from several plate-shaped individual parts, the individual parts each being extruded profiles and the longitudinal directions of air chambers and thus partitions between the air chambers in the extruded profiles in the longitudinal direction of the car body extend.
  • the independent claims also contain the alternative that, at least in some of the plate-shaped individual parts, the longitudinal direction of the air chambers and thus the walls between the air chambers extends transversely to the longitudinal direction of the car body.
  • At least two of the individual parts can be plate-shaped, i.e. have opposite outer surfaces that run approximately parallel to one another, but the outer surfaces do not run in one plane but are curved.
  • These individual parts or, in the case of a continuous connection that is not made of individual parts, curved areas of the connection are preferably located laterally, for example below the opposite longitudinal members of the car body or slightly offset towards the longitudinal axis of the car body.
  • the curved individual parts or curved regions form a transition between a region of the connection that runs essentially in a horizontal direction and a region of the connection that extends from bottom to top to the respective longitudinal member.
  • the curved individual part or the curved area can lead directly to the longitudinal beam.
  • the curved individual part or the curved area can also be used as part of the cladding of the car body. Additional parts for the cladding can therefore be omitted or at least partially saved.
  • 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.
  • the connection can form part of the outer contour of the car body, namely a part of the outer contour located below the car body floor when the front end of the car body is considered.
  • the space between the connection and the bottom of the car body can be at least partially closed.
  • at least one opening must remain around the coupling, which is connected to the coupling fastening device connected to be able to operate.
  • this front cover of the gap has at least one further opening to allow air to flow in due to the wind.
  • This flowing air can be used, for example, to cool parts and equipment underneath the car body floor while driving.
  • a traction motor can be cooled in this way, which is mounted on the bogie arranged behind the coupling fastening device and drives the wheels of the bogie.
  • Such additional openings can also be used for cables and hydraulic or pneumatic lines running through them.
  • connection between the underside of the coupling fastener and the opposing longitudinal beams enables direct power transmission between the longitudinal beams and the lower end of the coupling fastener.
  • the coupling fastening device for example coupling plate
  • the entire arrangement of the coupling fastening device and all force transmission elements is designed such that a longitudinal force exerted by the coupling on the center of the coupling fastening device in the longitudinal direction of the car body is more than 10% and preferably more than 50% (e.g.
  • a further aspect of the invention relates to fastening the coupling fastening device designed as a coupling plate to the connection and/or to the floor of the car body (e.g. directly to the floor plate of the car body or indirectly via at least one further element).
  • This aspect can also be implemented on its own in the case of fastening the coupling plate to the bottom of the car body, i.e. there does not have to be a connection from the underside of the coupling plate to the opposite longitudinal members of the car body.
  • All other features such as the support elements described above, the at least one plate-shaped element, the design of the clutch fastening device designed in particular as a clutch plate with angled areas and / or the other design of the clutch box described above and yet to be described can also then be realized or realized if there is no connection from the underside of the coupling plate to the opposite side members of the car body.
  • the height of the coupling fastening device, in particular of the coupling box is lower than in the case when there is a connection from the underside of the coupling fastening device to the opposite longitudinal beams .
  • the coupling plate must be stably fastened at its respective end (the upper end, which is to be connected to the floor of the car body, and/or the lower end, which is optionally to be connected to the connection).
  • the coupling plate has a continuous surface (in particular not interrupted by numerous cavities, as would be the case with an extruded profile) at the end that is to be fastened, and that this surface has a recessed area which is arranged between opposite edge regions of the surface.
  • the coupling plate can therefore be made solid, ie have no air chambers as in an extruded profile. If the end with this surface is brought into contact with a flat surface (e.g.
  • the edge regions of the surface at the end of the coupling plate rest essentially over the entire surface on the flat surface, while the recessed area forms a cavity together with the flat surface.
  • This arrangement makes it possible to connect, in particular to weld, the edge regions of the surface to the flat surface.
  • 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 that forms the flat surface. If the parts to be connected to one another are heated to produce a welded connection or another joining connection that requires heating of the parts, the heating of the part that forms the flat surface could lead to premature melting and thus flow of the material the material of the clutch plate is not yet sufficiently heated.
  • the material on the edge areas of the surface of the coupling plate can be brought to the same temperature required for the joining process at approximately the same time.
  • the cavity bordered by the recessed area and the flat surface can accommodate additional material used in producing the joint, for example solder material or additional material used in welding becomes.
  • the coupling plate has at least one angled area at its lateral ends, i.e. viewed in a horizontal cross-sectional area at the ends that are close to the opposite longitudinal members of the car body, so that in turn, viewed in a horizontal cross-sectional plane, the coupling plate has a U -shaped or (with bends on both sides at the side ends) forms an H-shaped profile.
  • the angled area serves to connect the coupling plate to this area with an additional force transmission element, via which forces are transmitted between the bottom of the car body and the coupling plate. Examples of such power transmission elements have been described above.
  • the angled areas of the coupling plate make it possible to produce a joint connection, which requires heating of the parts to be connected to one another, between the coupling plate and the further force transmission element, the angled area of the coupling plate being 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 at the edges of the parts of the coupling plate to be connected to one another, in such a way that the ends have two web-shaped projecting areas, at which the ends are welded to another part. At least one of the projecting areas has an angled edge which, together with a similarly angled edge of the part to be welded, forms a V-shaped or Y-shaped recess which extends in the longitudinal direction of the projecting area.
  • the recess is open to the outside, i.e. if the two projecting areas have the angled edge, the openings of the recesses point away from each other.
  • a tongue-shaped end region is also formed on the projecting region with the angled edge, which projects furthest in the direction of the component to be welded.
  • This tongue-shaped end region can be arranged in a recess in an end region of the part to be welded before the weld seam is produced.
  • the tongue-shaped end region preferably also has a recess on the outside, pointing towards the angled edge region, which serves as a so-called weld pool safety device.
  • a weld pool safety device is, for example, in WO 2009/115198 A1 described.
  • the recess prevents the weld seam from being formed through the tongue-shaped area and absorbs liquefied material during the welding process.
  • the steps mentioned above do not have to be carried out in this order, or not all of them.
  • the above list therefore does not indicate an order in which the steps should be carried out.
  • the longitudinal beams, the coupling fastening device and the connection must first be present so that they can be connected to one another. However, it is possible, for example, to only connect the floor to the longitudinal beams and optionally to the coupling fastening device or to only complete the floor when the longitudinal beams and the coupling fastening device are already connected to one another via the connection. It is also not absolutely necessary that the side walls are then connected to the floor via the longitudinal beams, even if this is preferred. Alternatively, this step can be carried out before connecting the side members to the coupling fastening device.
  • a transition area between the floor and the side walls can still be discussed in any case, as the overall construction is determined beforehand. The parts do not all have to be provided at the beginning, but can, for example, be provided when they are needed.
  • connection can be made from extruded aluminum box profiles that are welded together.
  • connection can first be made and the connection is then connected, in particular welded, to the coupling fastening device and the opposite sides of the car body in the area of the longitudinal beams.
  • Fig. 1 shows a car body 1 for a rail vehicle, in particular for a large-capacity passenger car.
  • the view is directed towards the front wall 5 of the car body 1, which has a central door opening T.
  • On the front wall 5 are the front ends of the side walls 4a, 4b, which lie opposite one another from the view of the door opening T, the front end of the roof element 2 and the front end of the floor 3.
  • the car body 1 is shown in a state during its production, although production is not yet finished.
  • the car body 1 is manufactured in an integral construction.
  • the floor 3 is designed as a floor plate.
  • the side walls 4a, 4b and the roof element 2 were each prefabricated in one piece and were connected to one another, in particular welded to one another, to produce the car body 1.
  • the prefabricated modules 2, 3, 4 and optionally also other further components of the car body 1 are preferably extruded aluminum profiles, in which air chambers are arranged between aluminum sheets that form the outer surface of the respective module, which are separated from one another by partitions made of aluminum sheet.
  • the partition walls run in the manner of a truss when a cross-sectional profile is considered. In the longitudinal direction of the extruded modules, the partition walls run continuously or at least over a longitudinal section.
  • the mentioned modules 2, 3, 4 and also the other modules of the car body 1 produced using the extrusion process can be composed of sub-modules that were produced separately using the extrusion process and were, for example, welded together.
  • the internal structure of the extruded profiles is, for example, below Fig. 1 and in Fig. 5 recognizable.
  • There the partitions are designated by the reference number 31 and the air chambers are designated by the reference number 30.
  • the floor 3 consists of at least five next to each other 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.
  • the longitudinal beams 34 differ from most other sub-modules in that they have a larger distance between the outer sheets that form the opposite surfaces, have an angular cross-sectional profile and preferably the sheet thicknesses of the outer sheets and the partitions are larger than in the other sub-modules.
  • the other sub-modules of the side walls 4a, 4b are in Fig. 5 not shown.
  • the side members can be designed in any other suitable manner, e.g. B as I-profile. This does not only apply to this exemplary embodiment.
  • the side members also do not have to be individual components, but can be integral areas of the floor or at the bottom of the side walls.
  • what all longitudinal beams have in common is that greater forces can be transmitted in the longitudinal direction of the car body via the longitudinal beams than via the other areas of the floor and side walls.
  • FIG. 1 and Fig. 2 show the side wall 4b has a door opening 12 in the end region of the car body 1 shown.
  • the strength of the side wall 4b is therefore weakened.
  • a part of a window opening 15 can also be seen on the right in the picture and another window cutout 14 can be seen in the upper area of the side wall 4b next to the door cutout 12.
  • the transition area between the bottom 3 and the side walls 4a, 4b is designated by the reference number 10a or on the opposite side 10b.
  • the longitudinal beams are located in these transition areas, for example as in Fig. 5 can be shown and already described. However, other constructions are also possible.
  • the longitudinal beam can be part of the base plate, as shown by the continuous horizontal lines extending to the outside of the car body Fig. 1 is indicated, or the longitudinal beam can be connected to the base plate as part of preparatory production.
  • the car body can be designed differently with regard to the side walls, the floor, the roof element and also with regard to the type of production of the sub-modules or modules of the car body 1.
  • the car body does not have to be an integral car body.
  • the material can also be other than aluminum.
  • other openings and openings can be provided elsewhere than, for example, in Fig. 1 and Fig. 2 shown.
  • the clutch fastening device is a clutch plate, namely in the specific exemplary embodiment a clutch 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 opposing surfaces, which face 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 the passage of fastening screws or fastening bolts for fastening the coupling, not shown, and with the exception of the further through openings 40, 44a, 44b.
  • the two parts 17a, 17b are welded together at their common transition 42.
  • the parts 17 can in particular be made of aluminum.
  • Fig. 3 how best to look Fig. 3 can be seen is the top of the clutch plate 7, which is due to the reverse representation Fig. 3 is located at the bottom of the coupling plate 7 and is connected to the floor 3 via a reinforcing plate 20.
  • the reinforcing plate 20 is first welded to the base 3 and then the coupling plate 7 is welded to the reinforcing plate 20 on its top side.
  • the clutch plate 7 can first be connected to the other ones Fig. 3 and other figures shown additional force transmission elements 6a, 6b, 9a, 9b are welded and then these horizontal cross-section H-shaped construction are welded on their top to the reinforcing plate 20.
  • the H-shaped cross-sectional profile of this design is best in Fig. 6 recognizable.
  • FIG. 6 This figure shows that the two parts 17a, 17b each have their outside ends facing the side edge of the car body (top and bottom in Fig. 6 ) have two angled areas 53, 54 (on part 17a) and 55, 56 (on part 17b).
  • These angled areas 53, 54, 55, 56 are connected to the further force transmission elements, namely the angled area 53 with the support element 6a, the angled area 54 with a plate-shaped element 9a, which is welded together from two parts 58a, 59a, the angled area 55 with a second support element 6b and the angled region 56 with a second plate-shaped element 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, these parts of the long legs diverging from the view of the coupling plate 7, while the plate-shaped elements 9a, 9b run parallel to one another in the longitudinal direction of the car body.
  • the support elements 6a, 6b can also be welded together from two parts, as shown by a horizontal line on the support element 6a in Fig. 3 is recognizable.
  • the division of the plate-shaped elements 9a, 9b is also horizontal in the exemplary embodiment, which is also best Fig. 3 is recognizable.
  • the welded connection 61 of the two parts 58a, 59a is in Fig.
  • the upper part 59a, 59b can have through openings in order to be able to pass cables or lines through, for example.
  • the reinforcing plate 20 also has an H-shaped profile, but the transitions between the two longitudinal legs and the transverse leg of the H-profile are rounded. The corresponding rounded edges are in Fig. 6 designated by reference numbers 22 and 52. Furthermore, the end regions 21a, 21b of the longitudinal legs taper with respect to their 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 weld seams of the angled areas 53, 54, 55, 56 to the adjacent further force transmission elements 6a, 9a, 6b, 9b is now based on Fig. 7 explained, with only the welded connections to the force transmission elements 6a, 9a being shown.
  • the other two welded connections can be made in the same way.
  • the angled areas 53, 54 of the part 17a of the coupling plate 7 point their free ends each have two tongue-shaped areas 74a, 74b. Only the area that contains the connection between the angled area 53 and the support element 6a will be described in more detail below.
  • the other transition area from the angled area 54 to the plate-shaped element 9a or to its upper part 58a and its lower part 59a can be designed in the same way.
  • the tongue-shaped end sections 74a, 74b are spaced apart from one another and there is a cavity 101 between them. In the course of the tongue-shaped section 74a, 74b up to its free end, a recess 73 is provided on the outside, which serves to secure the weld pool.
  • the end of the support element 6a pointing in the direction of the angled region 53 also has two projecting, mutually parallel end sections 105a, 105b, so that a cavity is also created between the end sections 105, which is in the in Fig. 7 illustrated composite configuration is part of the cavity 101.
  • the cavity 101 is bordered all around, on one side by the angled region 53 and on the other side by the support element 6a.
  • the end sections of the angled region 53 and the support element 6a overlap, with the tongue-shaped end sections 74a, 74b resting on the inside of the projecting end sections 105a, 105b.
  • the outside recess 73 of the tongue-shaped end sections 74a, 74b extends in the direction of the free end of the tongue-shaped end sections 74a, 74b over the abutment area at which the projecting end sections 105a, 105b of the support element 6a abut the material of the angled area 53.
  • both the material of the support element 6a and the material of the angled area 53 are beveled, so that a V-profile or a Y-profile is created by the resulting beveled surfaces 72a, 72b.
  • this recess 71 extends in the vertical direction (perpendicular to the plane of the figure). Fig. 7 ) over the entire end of the angled region 53 or the support element 6a. This also applies to cavity 101.
  • the angled area 53 does not have to be with the in Fig. 7 angle shown compared to that in Fig. 7
  • the part of the coupling plate shown below may be angled, but the angle can vary depending on the desired design.
  • the angled region 53 can also be omitted, while the angled region 54 is present.
  • both or only one of the tongue-shaped end sections can be provided on the other part (eg the support element 6a), but not on the angled region.
  • one of the two parts to be connected to one another to have a tongue-shaped end section and the other part to have the other tongue-shaped section.
  • Fig. 3 and Fig. 7 show that the in Fig. 3
  • the underside of the coupling plate 7, the support elements 6a, 6b and the plate-shaped elements 9a, 9b shown above does not have a continuous flat surface, but is profiled.
  • This profiling serves to adapt the thermal properties, in particular the effective heat capacity, of the elements mentioned to the thermal properties of components to which the elements are to be welded or otherwise connected by heating.
  • the top of the elements can be designed in the same way. At the top, the elements are welded to the reinforcement plate 20.
  • the profiling causes the effective heat capacity to decrease. For this purpose, material is left out in the middle area of the surface at the bottom end.
  • edge areas of the surface which are preferably flat, with the two opposite edge areas preferably ending at the same height level, abut the part to which the element is to be welded or connected in some other way under the influence of heat.
  • the central region of the end surface of the part 17a of the clutch plate 7 is in Fig. 7 designated by the reference number 89.
  • the transition from the middle region 89 to the two opposite edge regions 69a, 69b is designated by the reference numbers 79a, 79b.
  • These transition areas can, as shown by parallel lines in Fig. 4 is indicated, rounded be. Since part 17a is in the in Fig.
  • the slot element 6a has a central, recessed surface area 87, on 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 areas are designated by the reference numbers 77a, 77b.
  • the middle, recessed area of the end surface of part 58a (right in Fig. 7 ) is designated with the reference number 88, the opposite edge areas with the reference numbers 68a, 68b.
  • Fig. 8 shows a cross section through the part 17a outside the angled areas 53, 54, with the image plane perpendicular to the image plane Fig. 7 and runs in the longitudinal direction of the car body, ie in the horizontal direction of the image plane Fig. 7 .
  • connection 8 is designed continuously from one longitudinal beam 34a to the other longitudinal beam 34b and has a trough-shaped cross-sectional profile ( Fig. 5 ) on.
  • the connection 8 is connected to the longitudinal beams 34 via a welded connection 32. 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, these sub-modules being plate-shaped and each being connected to two adjacent parts via a weld seam 32. Similar to in Fig.
  • tongue-shaped end sections can be provided, which enable the parts to be connected to one another to be plugged together before welding, which have a weld pool safety device and which are designed in such a way that the effective heat capacities of the parts to be connected to one another are similar or the same are.
  • 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.
  • the sub-modules 18a, 25a, 26a, 27, 26b, 25b and 18b extend over a longitudinal section that is approximately equal to the longitudinal extent that the combination of the coupling plate 7 with the support elements 6a, 6b attached to it and also on the Clutch plate 7 has attached plate-shaped elements 9a, 9b.
  • the longitudinal extent is larger, as shown Fig. 3 can be seen because the plate-shaped elements 9a, 9b have a curved course on their lower edge.
  • the longitudinal extent of the tub base of the connection 8 can also be slightly larger than the longitudinal extent of the construction mentioned on its underside, such as Fig. 4 indicates.
  • connection 8 which is trough-shaped in profile, has an opening 13 on its trough side walls, as best shown Fig. 2 and Fig. 1 is recognizable.
  • the longitudinal extent of the partial area or section 19a, 19b, which is connected to the respective longitudinal beam 34a, 34b, is much larger than the longitudinal extent at the bottom of the tub, ie at the bottom at the connection 8.
  • This larger longitudinal extent is, for example, due to the bottom right in Fig. 1 shown projecting area B of the sub-module 19b.
  • the larger longitudinal extent, with the connection 8 resting on the longitudinal beam 34 over the entire larger longitudinal extent, improves stability and therefore makes it possible to transmit larger forces in the longitudinal direction between the longitudinal beam 34 and the connection 8.
  • the support elements 6a, 6b are connected on their underside to the connection 8, namely here the sub-modules 26a, 26b.
  • the plate-shaped elements 9a, 9b are also connected to these sub-modules 26a, 26b on their underside.
  • the coupling plate 7 itself is also connected to the connection 8, namely to the central sub-module 27 and with its angled edge regions to 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 connections, with the underside of the in Fig. 3
  • the construction shown above is preferably designed as described with a recessed, recessed surface area.
  • the arrangement below the car body floor 3, which is open towards the front side, can be at least partially closed by plate-shaped elements (not shown).
  • the open ends of the modules can also be closed, for example, by welded metal strips, as mentioned above.
  • the car body floor 3 together with the reinforcing plate 20, the coupling plate 7, the two support elements 6a, 6b and the central area of the tub floor of the connection 8 can be referred to as a coupling box in the sense mentioned above.
  • this clutch box is at least partially open on the front side so that the clutch can extend through the interior of the clutch box to the clutch plate 7 and be fastened there.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Butt Welding And Welding Of Specific Article (AREA)
  • Automatic Assembly (AREA)
EP10757172.1A 2010-09-20 2010-09-20 Wagenkasten für ein schienenfahrzeug mit kupplungs-befestigungseinrichtung und herstellungsverfahren dafür Active EP2619063B2 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2010/005835 WO2012037952A1 (de) 2010-09-20 2010-09-20 Wagenkasten für ein schienenfahrzeug mit kupplungs-befestigungseinrichtung und herstellungsverfahren dafür

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EP2619063A1 EP2619063A1 (de) 2013-07-31
EP2619063B1 EP2619063B1 (de) 2015-12-16
EP2619063B2 true EP2619063B2 (de) 2023-10-18

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US (1) US9290188B2 (zh)
EP (1) EP2619063B2 (zh)
CN (1) CN103221290B (zh)
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WO (1) WO2012037952A1 (zh)

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JP6374312B2 (ja) * 2014-12-10 2018-08-15 近畿車輌株式会社 鉄道車両
WO2016141730A1 (zh) * 2015-03-12 2016-09-15 中车青岛四方机车车辆股份有限公司 一种轨道车辆及其底架端板组件
CN104724133B (zh) * 2015-03-12 2017-06-06 中车青岛四方机车车辆股份有限公司 一种轨道车辆及其底架端板组件
AT518144B1 (de) * 2015-12-16 2019-04-15 Siemens Ag Oesterreich Schienenfahrzeugwagenkasten mit einer Erdungsverbindungsstelle
CN109334704A (zh) * 2018-12-06 2019-02-15 重庆中车长客轨道车辆有限公司 一种跨座式单轨车辆牵引拉杆座
CN109677437A (zh) * 2019-02-26 2019-04-26 中车长春轨道客车股份有限公司 一种动车组及其车体端底架结构
DE102020200473A1 (de) 2020-01-16 2021-07-22 Siemens Mobility GmbH Befestigungsvorrichtung zur elastischen Aufhängung einer Fahrzeugkomponente
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Also Published As

Publication number Publication date
WO2012037952A1 (de) 2012-03-29
CN103221290B (zh) 2016-04-06
EP2619063B1 (de) 2015-12-16
US9290188B2 (en) 2016-03-22
US20130319281A1 (en) 2013-12-05
EP2619063A1 (de) 2013-07-31
CN103221290A (zh) 2013-07-24
RU2013118100A (ru) 2014-10-27
RU2548711C2 (ru) 2015-04-20

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