EP2704938B1 - Rail vehicle body shell and method for manufacturing same - Google Patents

Description

The invention relates to a shell of a rail car body and the production of a shell of a car body of a rail vehicle. In particular, the invention relates to a production of the outer walls for a rail vehicle body by means of outer wall modules and a method for producing such outer wall module, such an outer wall module and a method for producing a rail car body from such outer wall modules themselves.

Car bodies for rail vehicles are known from the prior art, which are manufactured in so-called "differential construction" and have a made of different parts, such as side rails, cross members and columns, skeleton, which is provided with a Außenbeblechung to form an outer wall of the car body. In the prior art, the car bodies are previously designed so that the skeleton comprises carrying sheet metal elements which form a fan-like skeleton. Sheets are inserted into these compartments, which then together with individual parts of the skeleton form an outer wall of the car body. By way of example, such a car body in the DE 102008048083 A1 described. There is also described to manufacture sheet metal elements from at least two sheet metal parts, which have a different sheet thickness or sheet thickness. This is to ensure that a sheet thickness in areas that are exposed only to a lower load, can be reduced and thereby weight and material can be saved.

An assembly of sheets to each other or of skeletal profiles to each other or of skeleton profiles with sheets of a Außenbeblechung usually takes place so that at least a partial surface material overlap occurs at the edge regions of the parts to be fastened together. This leads, on the one hand, to a material doubling occurring in these areas which, without effecting a higher strength or rigidity of the outer wall, causes an increase in weight and an increase in the use of material. In addition, such overlapping surfaces pose problems with regard to crevice corrosion JP 2008238193 A , the JP 2008087546 A . WO 2008/068796 A1 or WO 2008/068808 A1 directed. The structures described there also show joint connections which have a material overlap.

From the DE 195 21 892 C1 is a surface element is known, which is constructed in a differential construction of at least one cover plate and a plurality of fixedly connected to it and the cover plate stiffening webs. The solid connections are made at punctures of the cover plate along a linear contact surface between the webs and the cover plate by thermal joining of the side facing away from the webs side of the cover plate. A disadvantage of such a method is that the cover plate is broken in this process and thus a surface of the surface element is adversely affected in its external appearance and surface finish. In addition, only selective joints between the webs and the cover plate can be formed. Furthermore, in the DE 195 21 892 C1 provided that surface elements, if they are integrated into a car body, are connected at the edges with an overlap connection, preferably a rivet connection, with supporting parts.

From the FR 2 778 617 A1 For example, a sidewall for a rail vehicle body is known, which includes a stiffener frame and an outer metal housing welded to the frame. The welds are not protruding on the inner side of the sidewall.

The FR 1.199.019 describes a construction of a railcar wagon in which bent panels are secured together by means of spot welding on surfaces which are oriented perpendicular to the outer surface and which overlap.

From the WO 2009/09462 A1 a carbody for a rail vehicle is known which consists of several components. There it is provided that at least one component has a box-shaped structure which consists of walls which are connected by plug connections. The connectors can be secured by welding points.

1. a) Bereitstellen eines vorgegebenen Untergestells für den Stahlwagenkasten,
2. b) Bereitstellen einer Anzahl erster Basiselemente, die jeweils in Form von Deckblechen mit Beulsteifen vorliegen,
3. c) Fügen einer jeweils geeigneten Anzahl der Deckbleche zur Herstellung der Seitenwände, des Daches und der Stirnwände des Wagenkastens,
4. d) Ausschneiden benötigter Öffnungen in den Seitenwänden, dem Dach und den Stirnwänden,
5. e) Umformen der Seitenwände und des Daches zu einer gewünschten Geometrie,
6. f) Bereitstellen einer Anzahl zweiter Basiselemente, die in Form von Spanten vorliegen,
7. g) Zuschneiden der Spanten auf eine gewünschte Länge,
8. h) Umformen der Spanten auf eine gewünschte Form für einen Wagenkastenquerschnitt,
9. i) Positionieren der Spanten auf dem Untergestell des Stahlwagenkastens in einer Positioniervorrichtung,
10. j) Anschweißen der Seitenwände an die Spanten und das Untergestell,
11. k) Anschweißen des Daches an die Wagenkastenstruktur,
12. l) Anschweißen der Stirnwände an der Wagenkastenstruktur und dem Untergestell,
13. m) Bereitstellen einer Anzahl dritter Basiselemente, die in Form von Blechen zur Rahmenherstellung vorliegen,
14. n) Herstellen von Rahmen, deren Abmessungen an die in Schritt d) hergestellten Öffnungen angepasst werden,
15. o) Anschweißen der in Schritt n) hergestellten Rahmen in den Öffnungen und an den Stirnwänden. Die Außenwände werden hierbei aus Blechen einheitlicher Materialstärke gefertigt und Öffnungen und Ausschnitte nach dem Zusammenfügen der Bleche eingefügt.

From the DE 10 2006 038 058 A1 a method for producing a modular steel car body is known. The method comprises the steps:

1. a) providing a predetermined base for the steel car body,
2. b) provision of a number of first base elements, each in the form of cover plates with stiffening beads,
3. c) joining a suitable number of cover plates for the production of the side walls, the roof and the end walls of the car body,
4. d) cutting out required openings in the side walls, the roof and the end walls,
5. e) forming the sidewalls and the roof into a desired geometry,
6. f) providing a number of second base elements, which are in the form of frames,
7. g) cutting the ribs to a desired length,
8. h) forming the ribs to a desired shape for a car body cross section,
9. i) positioning the frames on the base of the steel wagon box in a positioning device,
10. j) welding the side walls to the frames and the underframe,
11. k) welding the roof to the body structure,
12. l) welding the end walls to the vehicle body structure and the undercarriage,
13. m) providing a number of third base elements which are in the form of plates for frame production,
14. n) producing frames whose dimensions are adapted to the openings made in step d),
15. o) welding the frame produced in step n) in the openings and on the end walls. The outer walls are here made of sheets of uniform material thickness and inserted openings and cut-outs after joining the sheets.

From the DE 199 16 287 A1 are known a sheet-like component for the lining of car bodies of rail vehicles and a method for their preparation. In a region of a corner of a recess (for example, a window or door opening) in the finished wall, a material breakthrough is created before the introduction of the recess, in which a component of increased strength is inserted with respect to the other components, which together form the planar component. Before the introduction of the recesses breakthroughs are thus introduced into the already joined wall, are inserted into the components with increased strength, which remain permanently in the sheet-like component. The components of increased strength are disposed adjacent to the rectangular corners of the permanently remaining recesses.

It is an object of the present invention to provide a method for manufacturing a car body shell, in particular for elongated car bodies, such a car body shell and outer wall modules for a rail car body shell, which are easy to manufacture and executable and individual car body designs, especially for long stretched high-speed rail vehicles with a high level of interior comfort.

• eine als selbsttragendes Schubfeldmodul ausgebildete Außenbeblechung,
  • ∘ die aus flächig ausgebildeten Blechen unterschiedlicher Eigenschaften zusammengefügt ist, wobei
  • ∘ die Bleche jeweils stumpf stoßend mit ihren jeweiligen Stirnseiten, die quer zur flächigen Ausdehnung der einzelnen Bleche orientiert sind, aneinander angrenzen und
  • ∘ über durchgehende Laserschweißnähte in der Weise zusammengefügt sind, dass die einzelnen Bleche an einer Außenseite des Schubfeldmoduls eine versatzfreie Außenfläche bilden,
  • ∘ die Bleche unterschiedlicher Eigenschaften mindestens erste Bleche und zweite Bleche umfassen,
  • ∘ die zweiten Bleche jeweils eine größere Widerstandsfähigkeit, insbesondere Festigkeit und/oder größere Materialstärke, als die ersten Bleche aufweisen und
  • ∘ die zweiten Bleche Bereiche der Außenbeblechung bilden, an denen im Betrieb eines Schienenfahrzeugs in einem mit dem Außenwandmodul gefertigten Wagenkasten erhöhte Spannungen auftreten,
  • ∘ wobei die durch die Außenbeblechung gebildete Seitenwandfläche an einer Oberkante durch ein Obergurtprofil abgeschlossen wird, welches stumpf stoßend an Stirnseiten entsprechender angrenzender zusammengefügter Bleche der Außenbeblechung angefügt wird, ohne dass an der Außenfläche im Bereich der Laserschweißnaht ein Versatz auftritt, wobei das Obergurtprofil einen gegenüber der Außenfläche der Seitenwandfläche zur Innenseite des Außenwandmoduls hin abgewinkelten Profilabschnitt umfasst

und

• ein aus Gerippeprofilen gebildetes Gerippe umfasst,
  • ∘ wobei die Gerippeprofile mit stirnseitigen Stoßkanten an einer Innenseite der Außenbeblechung über T-Stöße angrenzen und
  • ∘ über Laserschweißnähte befestigt sind.

It is proposed an outer wall module for a car body of a rail vehicle, which

• a trained as a self-supporting shear field module outer panel,
  • Zusammen which is composed of sheet-formed sheets of different properties, wherein
  • ∘ the sheets each abutting butt with their respective end faces, which are oriented transversely to the flat extent of the individual sheets, adjacent to each other and
  • ∘ are assembled by continuous laser welds in such a way that the individual sheets form an offset-free outer surface on an outer side of the shear field module,
  • The sheets of different properties comprise at least first sheets and second sheets,
  • ∘ the second sheets each have a greater resistance, in particular strength and / or greater material thickness, than the first sheets have and
  • ∘ the second sheets form portions of the outer panel where increased stresses occur during operation of a rail vehicle in a car body made with the outer wall module,
  • ∘ wherein the side wall surface formed by the Außenbeblechung is completed at an upper edge by a Obergurtprofil which is butt stumpingly attached to end faces of corresponding adjacent assembled sheets of Außenbeblechung without an offset occurs on the outer surface in the region of the laser weld, the Obergurtprofil a with respect Outer surface of the side wall surface to the inside of the outer wall module towards angled profile section comprises

and

• comprises a skeleton formed from skeleton profiles,
  • ∘ where the rib profiles with frontal abutting edges on an inner side of the outer panel are connected by T-joints and
  • ∘ are attached via laser welding seams.

Both the extensively extended sheets of the outer panel, each having a nearly constant material thickness transverse to the flat extent, and the skeleton profiles on the outer panel forming sheets are respectively exclusively on the front sides, ie, those side surfaces connected to each other, the lowest possible contact surface exhibit. A material doubling is consistently avoided. As a result, a total corrosion susceptibility of the Outside wall module or one formed from one or more of these modules outer wall of a rail car body are significantly reduced. Inserting a top chord profile into the outside wall module as a completion of a horizontally extending top edge offers several advantages. On the one hand, a stress-resistant and low-distortion connection is created on the butt joint attachment by laser welding, which provides an offset-free outer surface. About the provision of a profile section, which is angled towards the inner surface of the side wall surface or the outer wall module towards the outer surface, it is possible to realize a variety of ceiling elements for the realization of different roof shapes, also in sections, in a car body. A great flexibility of the roof design is achieved.

An outer wall module for a car body of a rail vehicle is obtained by a proposed method, which comprises the steps of: joining sheet-like plates of different properties, in particular material thicknesses, to a self-supporting shear field module outer panel, wherein the sheets each butt-end with their respective end faces, the transverse are oriented for planar expansion of the individual sheets, abut each other and are joined together by continuous laser welds in such a way that the individual sheets form an offset-free outer surface on an outer side of the shear field module, said individual sheets at least first sheets and second sheets with different properties, in particular different material thicknesses, the second sheets each have a greater resistance, in particular strength and / or greater material thickness, than the first B leche, the second sheets are inserted into areas of the outer panel, which occur in operation of the rail vehicle in a manufactured from the outer wall module or with the outer wall car body stresses occur, and from skeletons a skeleton is created, the skeleton profiles with frontal abutting edges on a An inner side of the outer panel is adjoined by T joints and fastened to the outer panel by laser welding seams, wherein the upper flange profile terminates an upper edge of the outer wall module and is butt-spliced to adjacent ones of the at least first and second panels by laser welding Material quality is added without causing a jump in material on the outer surface of the side wall surface, wherein the Obergurtprofil comprises a relative to the outer surface of the side wall surface to the inner surface of the outer wall module out angled profile section.

The invention offers the advantage of providing an outer wall structure which has sufficient resistance or material thickness in those areas where elevated stress loads occur, but also uses lower strength or material thickness in other areas where low stress loads occur. As a result, a weight-reduced and / or produced using less expensive materials outer wall is created, but which is not affected in terms of their structural capacity. Already in the manufacturing process, an outer surface structure is created, which requires little or no additional processing before applying an exterior finish. In addition, planar material duplications are avoided, which otherwise have a high susceptibility to crevice corrosion. In addition, such a construction allows areas where increased stresses occur to be kept free of any seams.

As sheet-wide plates sheet metal products are considered here, which have a substantially equal thickness of material across a flat extent. The sheets thus have at least locally to each other substantially plane-parallel oriented surfaces. The side surfaces formed perpendicular or transversely to these surfaces are referred to herein as end surfaces and used to join the individual sheets together. A chamfering in particular of the second metal sheets, which have a higher material thickness than the metal sheet with which they are to be joined, in the edge region can be advantageous in order to optimize a force flow in the finished outer sheet metal. Here, the chamfered side faces the inside of the outer panel.

In order to obtain an interference-free outer surface of the outer panel as well as in terms of optimized production technology, the laser welds over which the sheet-like plates are joined together or are preferably carried out from the inside of the outer panel or the shear field module.

The second sheets of Außenbeblechung be arranged in areas or form areas in or at which Funktionsöffnungskanten, in particular Function opening corners, for example, window opening corners and / or door opening corners are formed.

Due to the fact that no surfaces are produced with material doubling, such an outer wall module or such an outer wall for a car body can also be made of materials that otherwise have not so high corrosion resistance. It is thus not necessary, for example, that all the sheets are made of stainless, i. high-alloy steel. Rather, it is provided in a preferred embodiment that at least the first sheets, preferably additionally the sheet metal profiles of the framework and most preferably also sheet metal profiles of the skeleton and the second sheets of non-high-alloy steels exist.

The individual sheet-like expanded sheets of different material thicknesses are preferably cut by means of a precision method. This is preferably done via a laser cutting process. This makes it possible to manufacture the individual sheets so that the abutting edges fit together optimally. The individual sheets do not necessarily have to be flat, but may also have a curvature or a kink.

In order to be able to produce an optimum connection of the abutting edges of the skeleton profiles with the outer panel, the abutting edges of the profiles are cut so that they are optimally adapted to the structure of the inside of the outer panel. This means that the abutting edges of the skeleton profiles are cut by means of a laser cutting method so that the abutting edges receive notches which are adapted to the resulting offsets on the inside of the outer panel due to the different material thicknesses of the sheets of the outer panel. Furthermore, the edge is of course adapted to any existing bulges or kinks of Außenbeblechung. As a result, the possibility is created to connect the skeleton profiles via continuous laser welds, preferably T-joints, with the Außenbeblechung. In general, the welding is carried out in such a way that it does not completely melt or penetrate the outer panel. In another embodiment, the T-joints can also be provided with a laser fillet weld or two laser fillet welds.

By attaching or attaching the skeleton profiles on the inside of the outer panel or the inside of the side wall surface or the inside of the outer wall module is always to be understood that the skeleton profiles are also where they are adjacent to the Obergurtprofil connected thereto, that is on the inside be added. Here, too, the attachment takes place in such a way that the skeleton profile abuts the upper flange profile only with one end face in each case and is connected in a material-locking manner to the upper flange profile by means of laser welding. Since usually the Obergurtprofil is first materially connected to the at least first and / or second sheets, the attachment of the end faces of the skeleton profiles, on the one hand abut the first and / or second sheets and on the other hand also to the Obergurtprofil, by means of, optionally double-sided, continuous weld can be performed. The cohesive connection is carried out by means of laser welding, without penetrating one of the sheets or the top flange profile.

An inventively produced car body of a rail vehicle comprises a side wall which is made of one or more outer wall modules, wherein a side wall outer panel is formed as a uniformly self-supporting shear field module with integrated Obergurtprofil, wherein the possibly more outer wall modules are joined together in such a way that the Außenbeblechung forming sheets of the various outer wall modules are also butt-jointed with the end faces via laser welds joined, so that the side wall outer panel is formed as an offset-free outer surface.

In some embodiments, a sidewall portion is first made of a plurality of outer wall modules, in which the side edges of adjacent outer wall modules that are perpendicular or nearly perpendicular in the finished body are butted against each other and form a central side wall portion. As a result, modularly elongated sidewalls for car bodies can be joined together almost stress-free.

In some embodiments, analogously configured further outer wall modules, which are attached as side wall termination at the ends of the underframe, connected via a tolerance compensation shock with the middle side wall portion. The Außenbeblechung has in these embodiments on each side of the car body then one or two joints on which a tolerance compensation is performed to adjust the length of the complete side wall to the length of the prefabricated undercarriage. The outer wall modules forming the sidewall termination are also referred to as sidewall end modules or outer wall end modules.

In principle, it is also possible to carry out this joining by means of separately cut sheets which are butt-inserted between the outer wall module forming the respective side wall termination and the middle side wall section and inserted without offset by means of laser welding.

The provision of a joint with tolerance compensation at the side wall forming the outer wall module thus allows an adjustment of the length of the side wall to the length of the undercarriage. Furthermore, the outer wall module forming the side wall termination generally comprises a door cutout provided that a door is provided in the side wall. A cross-module adaptation of the door opening in the outer wall module and the base can also be easier to implement in the provision of a joint with tolerance compensation.

In order to require as little as possible a number of carriages in a carriage assembly of predetermined length or passenger and / or cargo capacity assembled from several carriages, it is desirable to be able to produce carriages as long as possible and thus carriages. In order to realize this and to compensate for a "sag under the theoretical zero position" of the car body between the bogies, in a preferred embodiment, the subframe is made along its longitudinal direction with a projection or / and provided and the outer wall modules are made trapezoidal, so that in Joining the outer wall modules to the side wall portion of this side wall portion is made with a protrusion or elevation, which is largely adapted to the projection of the underframe. The preferably standardized outer wall modules are thus produced with a trapezoidal side surface.

To any roof segments or roof elements, also different cross-sectional shape (for example, flat or round), with variable pitch along the longitudinal direction of the undercarriage or car body to the from Preferably, at least the outer wall modules, from which the central side wall section is formed, all have the same side wall height. The height considered here is the distance between the horizontally or nearly horizontally oriented edges of the outer wall module in the installed state.

If the outer wall modules are formed with a trapezoidal side surface, the result is a middle side wall section which has a segment of a polygon at a lower edge (and at an upper edge). This forms the protrusion or elevation. Since a rigidity of the roof elements with respect to the side wall elements and in particular the Obergurtprofil is reduced, roof elements can be adjusted at any point along the length of the bias or exaggeration.

A high stability of the side wall or the outer wall modules is achieved by the provided with the Obergurtprofil side wall surface is designed as a self-supporting push panel and on an inner side of the side wall surface (outer panel) with the Obergurtprofil, transverse to the horizontal longitudinal extent of Obergurtprofils oriented continuous vertical skeleton profiles as columns with their end faces are connected via T-joints using laser welding with the inside of the side wall surface. In particularly stressed car bodies, for example, for high-speed trains, which occur in operation aerodynamic alternating loads, the T-bumps are preferably double-sided and preferably continuously secured by laser welding to the inner surface of the outer panel. Only by laser welding T-joints can be realized whose seam cross-sections do not exceed the computationally necessary seam cross-sections. The columnar skeleton profiles which span the entire vertical extension of a wall module are preferably arranged adjacent to recesses for windows, doors or the like.

In a preferred embodiment, skeleton profiles are added or formed on the underframe and in the roof elements, which, when the side wall section or outer wall modules are joined together with the underframe and the ceiling elements are joined to the supports of the outer wall module or the side wall section assembled from the outer wall modules, respectively be assembled trained annular frames. In the finished car body thus circumferential annular frames are formed, which give the car body high stability.

Preferably, between the vertical frame profiles serving as columns, horizontal skeleton profiles as purlins and skeleton profiles not spanning the entire vertical extent of the outer wall module are added as local skeleton reinforcements to the inner surface of the side wall surface by means of laser welding. In this case, the rib profiles are attached to the front sides via T joints. These skeleton profiles can preferably at least in a dummy field area have a smaller overall height perpendicular to the inner surface of the outer panel than the vertical columns in order to create space for ventilation and / or air conditioning ducts. Furthermore, these breakthroughs may have for line installations. At the same time with the longest possible design of a car, the smallest possible wall thickness is sought in order to obtain as much space in the interior for a comfortable interior design.

A low overall height perpendicular to the planar extent of the side walls is also achieved if the side wall panels are made of steel.

In addition to the cut sheets of different material properties, in particular different material thickness, which are selected according to stress, the skeleton profiles are selected according to stress and inserted.

In order to allow a tension-free joining of the skeleton profiles to the inside of the outer panel, these joints are carried out by means of laser welding. The skeleton profiles are connected to each other horizontally and vertically, preferably by means of arc welding, since in this case greater demands are placed on a Fügespaltüberbrückung. The larger heat input is insignificant, since no connections with the bevelled are affected.

Preferably, the column feet of the vertically extending skeleton profiles are formed with a widened / enlarged profile cross-section, in order to obtain a power flow-compatible design of the annular frames.

A particularly cost-effective and labor-saving production provides that the sheets of the outer wall modules are cut and joined together so that required for the joining of the sheets required for windows and doors in the outer wall module. The particularly stressed areas, for example adjacent to corners of window or door recesses, are formed by sheets of greater strength, for example of greater material thickness, the remaining areas by sheets of lower strength, for example, lower material thickness. In the particularly stressed areas, no joining seams occur in the case of an outer panel produced in this way. Thus, stable and yet lightweight and the lowest possible material thickness and height having side walls can be produced.

When joining the outer wall modules, the outer panels are preferably first connected by means of 1 joints, that is, on the butt-end surfaces of the sheets and the Obergurtprofils, so that there is an offset-free outer surface. Subsequently, further skeleton profiles are then fastened to the inner surface of the outer panel and optionally the upper flange profile by means of laser welding, wherein the horizontally extending purlins extend beyond the butt seam of the outer panels. Subsequently, the connections to the other skeleton profile parts, which are already integrated in the assembled outer wall modules, preferably produced by arc welding.

For the insertion of the skeletal profiles, it is advantageous if the end edges, which are attached by means of a T-joint on the inner surface of the outer plate and / or the Obergurtprofil, before attaching, preferably by means of laser cutting, so cut or cut that the Front edge is adapted to the material displacements occurring on the inner surface due to the different thicknesses of the different sheets and / or to a shape of the upper flange. If the side wall is made with a curvature in the horizontal course of the side wall surface, then the vertical skeleton profiles are also adapted to this curvature. The basic cross-section of the car body tapers along the longitudinal direction of the undercarriage end, so a corresponding adjustment for horizontal skeleton profile sections may be necessary or advantageous.

The skeleton, which essentially performs a stiffening function for the outer wall, is preferably formed so that the skeleton profiles, which are oriented along a first direction, which is vertical in a side wall of a car body, oriented, except for breaks for functional openings in one piece into the skeleton be inserted. On the other hand, the horizontally oriented profiles of the skeleton extending transversely are interrupted in each case by the vertically oriented profiles. Only along horizontally aligned functional openings, in one embodiment, the horizontal profiles extending parallel to the functional opening are designed such that they span a plurality of vertically extending profiles interrupted only by the functional openings. One behind the other, the skeleton profiles are preferably connected to one another in order to improve a stiffening.

It is possible to individually clamp and attach the profiles of the framework to the outer panel. However, it may prove advantageous to add a plurality of individual profiles in a separate device before they are placed on the outer panel as a prefabricated assembly.

During the joining process, the individual sheets which form the outer panel of an outer wall module are preferably inserted into an auxiliary frame or a supporting form and held there for the joining process.

In order subsequently to fasten the skeleton thereto or to build it up, in some embodiments it is provided that individual sheets, in particular second sheets, are provided with recesses which do not extend over the entire material thickness. The outer surface is thus preserved undamaged. These recesses, which may be introduced, for example, in the form of grooves, notches or slots, may be used to position abutting edges of the skeletal profiles herein, thus facilitating connection of the skeleton profiles to the outer panel.

Deviating from the procedure just described, skeleton parts can also be fastened to individual sheets of the external paneling before the outer paneling the outer wall module is completely finished. Advantages and developments of the invention have already been partially described. Other embodiments and advantages will be apparent from the description of individual embodiments of the invention.

Fig. 1

eine schematische Darstellung eines Außenwandmoduls;

Fig. 2

eine schematische Darstellung der Außenbeblechung des Außenwandmoduls nach Fig. 1;

Fig. 2a

einen vergrößerten Ausschnitt der Fig. 2;

Fig. 3

eine schematische Darstellung der Außenbeblechung mit auf einer Innenseite angefügten durchgehenden vertikalen Gerippeprofilen des Außenwandmoduls nach Fig. 1;

Fig. 4

eine schematische Darstellung eines Ausschnitts des Außenwandmoduls nach Fig. 1 zur Veranschaulichung der Ausbildung von horizontal verlaufenden Gerippeprofilen in einem Blindfeld;

Fig. 4a

einen vergrößerten Ausschnitt der Fig. 4;

Fig. 5

eine schematische Darstellung eines unteren Abschlusses der vertikalen Gerippeprofile und deren Anbringung an einem Untergestell;

Fig. 6a

eine schematische Darstellung der Anbringung eines flachen Dachsegments an dem durch das Obergurtprofil gebildeten Obergurt;

Fig. 6b

eine schematische Darstellung der Anbringung eines abgerundeten, tonnenförmigen Dachsegments an dem durch das Obergurtprofil gebildeten Obergurt;

Fig. 7

eine schematische Darstellung einer vollständigen Außenwand eines Schienenfahrzeug-Wagenkastens, mit einem durch Obergurtprofile gebildeten Obergurt;

Fig. 8

eine schematische Draufsicht auf ein Außenwandmodul am Wageneinzug mit einem Längentoleranzausgleich; und

Fig. 9a - 9c

unterschiedliche Schweißnähte zum Befestigen der Gerippeprofile an der Außenbeblechung.

Embodiments and further features of the invention will be described with reference to an accompanying drawing. The individual figures of the drawing show:

Fig. 1

a schematic representation of an outer wall module;

Fig. 2

a schematic representation of the Außenbeblechung of the outer wall module according to Fig. 1 ;

Fig. 2a

an enlarged section of the Fig. 2 ;

Fig. 3

a schematic representation of the outer panel with attached on an inner side continuous vertical skeleton profiles of the outer wall module according to Fig. 1 ;

Fig. 4

a schematic representation of a section of the outer wall module according to Fig. 1 to illustrate the formation of horizontally extending skeleton profiles in a dummy field;

Fig. 4a

an enlarged section of the Fig. 4 ;

Fig. 5

a schematic representation of a lower end of the vertical skeleton profiles and their attachment to a base frame;

Fig. 6a

a schematic representation of the attachment of a flat roof segment on the upper flange formed by the Obergurtprofil;

Fig. 6b

a schematic representation of the attachment of a rounded, barrel-shaped roof segment on the upper flange formed by the Obergurtprofil;

Fig. 7

a schematic representation of a complete outer wall of a rail car body, with a top chord formed by top chord;

Fig. 8

a schematic plan view of an outer wall module on the carriage feeder with a length tolerance compensation; and

Fig. 9a - 9c

different welds for attaching the skeleton profiles to the outer panel.

In Fig. 1 schematically an outer wall module 1 is shown. This comprises, an outer panel 3, which is closed at an upper end with a horizontally extending Obergurtprofil 2. The Außenbeblechung 3 of the outer wall module 1 is made of sheets, which comprise at least first sheets 10 and second sheets 11 with different strength properties, as well as the Obergurtprofil 2. On the inside 17, the in Fig. 1 is shown, a skeleton 4 of rib profiles 5 is attached. In the outer panel 3, which forms a smooth outer surface on an outer side 18 (below the plane of the drawing), recesses or functional openings 6 in the form of window openings 7 are formed. The first sheets 10 and second sheets 11 have different material thicknesses in the illustrated embodiment. The Außenbeblechung 3 with the Obergurtprofil 2 is designed as a self-supporting shear field. The skeleton 4 is used predominantly to stiffen this shear field and to form a flexural rigidity of the side wall.

The skeleton 4 of the outer wall module 1 after Fig. 1 includes oriented along a first direction, here a vertical direction, skeleton profiles 5a, which are formed as columns 51, and along a transverse to the first direction oriented second direction extending skeleton profiles 5b, which are formed as purlins 52. While the along the first direction oriented skeleton profiles 5a are designed as far as possible in one piece and are interrupted only at functional openings of the outer wall module, oriented parallel to the second direction skeleton profiles 5b are each "interrupted" by the vertically oriented skeleton profiles 5a. This means that the horizontally oriented skeleton profiles are arranged between the vertically oriented rib profiles 5a. Only along the horizontally extending edges of the window openings 7 each spans a skeleton profile 5b 'a plurality of vertically extending skeleton profiles 5a', which are interrupted at the function openings.

In Fig. 2 is schematically the Außenbeblechung of the outer wall module 1 after Fig. 1 shown. Good to see are first plates 10 of a first material thickness and second plates 11, each having a greater thickness of material perpendicular to their areal extent than the first plates 10, and the upper flange 2. The areal extent of the first plates 10 and second plates 11 extends each in the drawing plane. A material thickness is thus oriented perpendicular to the plane of the drawing. It can be seen that the second sheets 11 are arranged in those areas of the outer panel 3, in which in the operation of the rail car body particularly high voltages occur. These are, for example, the areas of Außenbeblechung 3 adjacent to the window corners and door corners.

The second sheets may have different thicknesses. The material thicknesses of the first sheets and the second sheets are selected according to the respective stress requirements of the particular area in which they are inserted. However, the second plates all have a greater material thickness than the first plates.

The individual sheets 10, 11 are precisely cut prior to joining, so that when joined together, the recesses in the outer sheet 3 that serve as function openings 6 result virtually automatically. Such a manufacturing method, in which the already cut to size cut sheets are joined together, is also referred to as Tailored Blank method.

The first sheets 10 are interconnected with each other and with the second sheets 11 via laser welds 13, where the individual sheets 10 butt abutting each other. The laser welds are preferably from the inside 17, from which the Außenbeblechung in Fig. 2 is shown executed. Also, the upper flange 2 and the adjacent sheet 10 or in other embodiments, the adjacent sheets are so, in particular dimensionally accurate and prefabricated, that they butt against each other and are connected to each other via laser welds 13. Here, the sheets of different material thickness 10, 11 and the upper flange 2 are each arranged so that the outer surface 18 is formed as a non-offset surface. The inner side 17, however, has at the transitions between the sheets of different material thickness 10, 11, and optionally to Obergurtprofil offsets. Good to see in Fig. 2 in that no weld seams have to be formed in those areas where elevated stresses occur. As a result, a higher strength of the outer wall is achieved with less material use.

In the illustrated embodiment, the upper flange 2 is formed as a multi-angled open profile. In other embodiments, a profile with a closed cross-section can also be used. Also in this case will be one formed by laser welding joint connection, which forms an offset-free outer surface.

As in the enlarged section, which in Fig. 2a is shown, it can be seen well, the Obergurtprofil 2 on a profile leg 41, which continues the otherwise made of the sheets 10, 11 outer panel 3. In addition, the upper flange profile has a profile section 42 which is angled toward an inner side 17 with respect to the side wall surface or outer surface 18 formed by the sheets 10, 11. An upper side 43 of the profile section 42 forms a first bearing surface 44 for roof segments (not shown). At one of the outer side 18 facing away from the end 45 of the profile section 42, this has a double angulation, so that a second substantially horizontally extending second support surface 46 for other roof segments (not shown) is formed. The profile section 42 is designed so that roof segments of different roof shapes are all attached to the same Obergurtprofil 2.

In Fig. 3 schematically is the outer panel 3 of the outer wall module 1 together with attached on the inside 17 through, the entire vertical extent of the outer wall module spanning, designed as columns 51 skeleton profiles 5 shown. The columns 51 are arranged adjacent to vertically extending edges of the function openings 6. The skeleton profiles are attached with their end faces on the inner side 17 of the Beblechung (comprising the first sheets 10, the second sheets 11 and the Obergurtprofil 2) by means of laser welding via a T-joint. In this case, a cohesive connection is formed. As a result, minimal stresses occur during joining. Preferably, the welds are double-sided. The welding is carried out from the inside 17 and a thorough welding of the outer sheets avoided in any case. A continuous weld allows optimal uninterrupted power transmission.

In Fig. 4 is a section of a dummy field area of the outer wall module 1 after Fig. 1 shown. In addition to the vertical columns 51 horizontally extending skeleton profiles and non-continuous vertical skeleton profiles are attached to the inside 17 of the outer panel 3. It is easy to see that the horizontal skeleton profiles, which are designed as purlins 52, have a lower height than the vertical columns 51 to make room for air conditioning ducts. Furthermore, the purlins 52 have openings 53 for cables and cables.

The skeleton profiles are preferably designed as open sheet metal profiles. Preferably L-profiles, T-profiles, Z-profiles or U-profiles are used. These are inserted into the frame in such a way that only "front edges" of the profiles are adjacent to the outer panel, to which the frame is attached to stiffen the outer panel. This means that the side surfaces which are used as abutting edges of the skeleton profiles to connect them to the outer panel and which adjoin the outer panel have substantially only a width corresponding to a material thickness of the sheet from which the respective profile is made , In this way it can be achieved that no areal material doubling arises adjacent to the outer panel, which would bring about a tendency to corrosion for crevice corrosion.

The skeletal profile members are preferably joined together by arc welding to meet gap bridging requirements.

The front edges of the skeletal profiles are preferably cut by means of laser cutting so that they have notches 22 which are adapted to different thicknesses of the metal sheets, which form offsets on the inside 17 at the joints. Likewise, the front edges are adapted to any existing curvatures of the outer panel 3. Thus occurs during joining no or only minimal joint gap between the end face of the respective skeleton profile and the inside of the outer panel.

In Fig. 4 is an example of a section of an image field between two window openings. Adjacent to the corner regions 28, the outer plate is formed in each case by means of a second metal sheet 11 which has a greater material thickness 15 perpendicular to the planar extension than a material thickness 16 of the first metal sheet 10 also perpendicular to its planar extension. The first metal sheet 10 and the second metal sheet 11 are connected by a laser welding seam formed by an inner side 17 of the outer metal sheet 3. Here, the first plate 10 and the second plate 11 abut each other with their end faces together. An outer surface 18 of the outer panel 3 is executed without offset. On the other hand, an offset 24 results on the inside 17 at the transition from the first metal sheet 10 to the second metal sheet 11.

To stiffen the outer panel 3 is connected to this a skeleton 4. The skeleton comprises in the illustrated section a vertically continuous, formed as a pillar 51 skeleton profile 5a and horizontally extending as purlins 52 skeleton profiles 5b, which are interrupted by the perpendicular skeleton profile 5a. The rib profiles 5a, 5b are each formed as L-profiles and abut with frontal abutting edges 19, 20, 21 to the outer plate each with a T-joint. As can be seen, for example, has the abutting edge 21 of the horizontally extending rib profile 5b a notch 22 in a region 23, with which the abutting edge 21 abuts the second sheet 11, which has a greater material thickness 15 than the first sheet 10. The material thickness of the first sheet 10 is identified by the reference numeral 16. The T-joints of the abutting edges 19, 20, 21 with the outer panel 3, ie the first metal sheets 10 or the second metal sheets 11, can be made in different ways. This is exemplary in the FIGS. 9a-9c shown.

In the Fig. 9a variant shown represents a so-called I-seam 30. In Fig. 9b is a unilateral fillet weld 31 and in Fig. 9c a two-sided fillet weld 32 of the T-joint shown. The seams can be executed in each case without or with the supply of a suture and are preferably carried out as a continuous laser welds.

In Fig. 4 Furthermore, additional skeleton elements 25 are inserted for the angle reinforcement between horizontally below the window openings 7 extending skeleton profiles 5b and the vertically extending skeleton profiles 5a. As a result, a higher stiffening of the skeleton 4, and indirectly the Außenbeblechung 3, achieved. It should be emphasized that the additionally inserted skeleton elements 25 only meet with end faces as abutting edges on the outer plate, which can be materially connected via welds with the outer plate. A flat material doubling does not take place.

Both the vertical and horizontal frame profile parts with each other and also produced in several pieces skeleton profile parts are preferably formed so that a profile end meets a profile surface or meet two profile end faces, so that even in the skeleton no extensive material doubling occur. Preferably, these joints are also laser welding or where Gap bridging requirements dictate this, formed by arc welding.

The skeleton profiles 5, 5a, 5b are applied to the at least first and second metal sheets 10, 11 as well as to the upper belt profile 2 (cf. Fig. 1 ) materially joined without penetrating one of the at least first and second sheets 10, 11 or the upper flange 2 profile.

In Fig. 4a is a part of the Fig. 4 shown enlarged. Shown is the second sheet 11, which is inserted adjacent to the lower corner portion 28 of a window opening 7 in the outer panel 3. The second sheet 11 is inserted in a first sheet 10. At the laser weld 13, an offset 24 occurs on the inner side 17. Correspondingly, the rib profiles 5a, 5b at the abutting edges 19, 20, 21 each have a notch 22 in the regions 23 at which the abutting edges "hit" the offset 24. If the second plate 11 is provided with a chamfer on the edge 26 at which the offset 24 occurs, then the notches 22 are preferably formed correspondingly adapted to the chamfer.

In Fig. 5 is a lower conclusion of a vertical skeleton profile, in particular of a column 51 designed as a skeleton profile, shown. The pedestal of this skeleton profile has an enlarged cross-section compared to the rest of the profile. This is advantageous in order to obtain a good flow of force at the connection point with the underframe 60 or a frame profile 61 attached thereto. About the formed in the base 60 skeleton profile 61 and the columns of the outer wall modules 1 and corresponding skeleton profiles in the roof segment (not shown) can thus be formed transversely to the longitudinal axis of the car body oriented annular frames.

In Fig. 6a is the Auflagerung a flat roof segment 71 on the Obergurtprofil 2 shown schematically. The flat-roof segment 71 is in this case supported on the second support surface 46 and an end portion 47 of the first support surface 44.

In Fig. 6b is the Auflagerung a round, barrel-shaped roof segment 72 on the Obergurtprofil 2 shown schematically. In this embodiment, the bearing takes place on the first bearing surface 44 on the upper side 43 of the angled profile section 42 of the upper run profile 2.

It turns out that a suitably chosen Obergurtprofil opens up the possibility that different roof segments can be stored and secured in one and the same car body on the upper flange formed by the Obergurtprofil regardless of the sidewall module division.

The preferably standardized outer wall modules 1 are then joined together to form a side wall 91 or at least one preferably middle side wall section 81, as in FIG Fig. 7 is shown. In this case, the end faces of the outer panels, including the end faces of the upper flange profiles, are butt jointed by means of a laser welding without overlaps. The joining is done so that an offset-free outer surface 18a is created. The inside 17a, however, may have offsets or jumps.

The individual side wall or outer wall modules 1 are each formed slightly trapezoidal in a preferred embodiment for side walls long car bodies. A lower edge 82 is shorter than an upper edge 83 of the upper flange profile 2 on its upper side 43. When joining a side wall 91, one obtains a slightly curved outer wall or a middle side wall section 81, which has an elevation or protrusion. This is in Fig. 7 shown schematically. All outer wall modules 1 have the same side wall height 96.

The outer wall modules 1 are preferably designed so that they preferably at both vertically extending side edges 84, 85 (see also Fig. 1 ) end with a dummy field area. When joining the outer wall modules 1, the side edges 84, 85 form a continuous, almost vertically extending impact in a blind field area of the side wall. When joining the outer wall modules 1, there is thus only one butt joint, which can be welded continuously. After assembling the outer wall modules in such a way that an offset-free outer surface 18a is formed, further horizontal rib profiles 5b covering the weld seam 13 are welded onto the inner side 17a and joined to the remaining rib profiles of the skeleton 4. The joining to the inside takes place by means of laser welding of a T-joint, the joining of the skeleton profiles to one another, preferably by means of arc welding.

At the in Fig. 7 shown side wall 91, the middle side wall portion 81, which is joined from the standardized outer wall modules, an arcuate elevation. This is in the form of a polygon, which is formed by the lower edge or the upper edge of the side wall portion or top of the Obergurtprofils. The elevation or protrusion is adapted to that of the associated undercarriage and should compensate for a "deflection below the theoretical zero position".

At the in Fig. 7 shown side wall 91 are at both ends 92, 93 Außenwandendmodule 1 with a recess in the form of a door opening 8 added. The addition of these designated as Seitenwandendmodule 94 outer wall modules 1, which are otherwise made on the same principles as the other standardized outer wall modules 1, via a joint 95 with tolerance compensation, in particular to facilitate a length adjustment to the corresponding prefabricated base and optionally formed there door openings or to enable. In this case, specially manufactured sheets can be inserted with their end faces between the Seitenwandendmodule 94 and the middle side wall portion 81 butt-butt. Likewise, however, other permitting a joining tolerance welds are possible, but then usually make a reworking of the outer surface required to restore the freedom of displacement in the field of addition here.

How out Fig. 8 can be seen, a carbody floor plan usually tapers to the car ends, ie to the ends 92, 93 of the side wall 91st In Fig. 8 is a plan view of such a cross-section collection is shown schematically. Between the outer wall end module 1 with the door opening 8, which is used as Seitenwandendmodul 94, and the middle side wall portion 81, the joint is again shown with the longitudinal tolerance compensation. A first distance 98 between the outer panel 3 of the Seitenwandendmoduls 94 at the end 92 of the side wall 91 and a Wagenkastenmittelachse 97 is less than a second distance 99 between the Außenbeblechung 3 of the end 92 of the side wall 91 facing the last outer wall module 1 of the central side wall portion 81st

It will be apparent to those skilled in the art that the exact shape and arrangement of the second panels within the outer panel is dependent on the particular static requirements of the outer wall of the carbody into which they are to be inserted.

The invention is described here by way of example for side outer walls. However, the invention can also be used for exterior walls or exterior wall modules, which are arranged in a roof area of a car body. In one possible embodiment, the outer panel is welded between a top flange profile formed as a top flange of a side wall and a top flange of an opposite side wall.

Furthermore, an outer wall according to the invention may also be a front outer wall (or a part thereof) of a car body, wherein a front outer wall may be a passage module for passage into other cars or a driver's cab.

In addition, the invention should be understood that instead of second sheets with a material thickness which differs from that of the first sheets, and second sheets can be used, the same material thickness as the first sheets, but other physical material properties (eg, a different deformation strength) as the first sheets have. It is likewise possible to use second sheets which have both a material thickness differing from the first sheets and differing physical material properties. A significant advantage may then be that the abutting edges of the skeletal profiles need not be disengaged or only slightly disengaged in the transition from a first to a second plate, since no or only a small offset is overcome. It is understood that also sheets with more than two material thicknesses or strengths can be used.

While in the figures, for example, slightly curved outer walls or outer wall modules are shown, the invention is readily applicable to even or kinked outer walls or outer wall modules.

It has been shown that with the "single-shell" steel differential design described here, "extra long" and relatively "thin-walled" body boxes can be produced, which, despite the previously customary body length reduced external width (which is due to the requirement, standardized under all operating conditions To have to comply with vehicle boundary profile) can ensure sufficient for the passenger comfort sufficient interior width.

LIST OF REFERENCE NUMBERS

1

Exterior wall module

2

Obergurtprofil

3

outer plating

4

framework

5

skeleton profile

5a, 5a '

Skeleton profile (vertical)

5b, 5b '

Skeleton profile (horizontal)

6

functional openings

7

window openings

8th

doorways

10

first sheets

11

second sheets

13

laser weld

15

Material thickness second sheets

16

Material thickness first sheets

17

inside

17a

inside

18

outer surface

18a

outer surface

19, 20, 21

abutting edges

22

notch

23

Area

24

offset

25

Frame element for angle bracing

26

edge

28

corner areas

30

I-seam

31

one-sided fillet weld

32

two-sided fillet weld

41

profile leg

42

profile section

43

top

44

first contact surface

45

opposite end

46

second bearing surface

47

end

51

columns

52

purlins

53

breakthroughs

60

undercarriage

61

Frame profile (in the base frame)

71

Flat roof segment

72

barrel-shaped roof segment

81

Sidewall portion

82

lower edge

83

top edge

84, 85

side edges

91

Side wall

92, 93

end up

94

Seitenwandendmodule

95

Joint with tolerance compensation

96

Sidewall height

97

Car body center axis

98

first distance

99

second distance

Claims (14)

1. A method for manufacturing a carriage bodyshell of a rail vehicle, comprising the steps:

   providing a subframe (60),

   producing outer wall modules (1) by a tailored blank method, in which cut-to-size sheet-metal panels (10, 11) with different material properties are joined together in butt-jointed fashion by laser welding to form a side wall surface, such that an outer surface (18) of the side wall surface is formed without material steps at the abutment points, and wherein, during the production of the outer wall modules (1), a framework structure (4) formed from framework structure profiles (5, 5a, 5b) is joined to an inner side (17) of the side wall surface,

   joining together multiple outer wall modules (1) at least to form a central side wall section (81), wherein the outer wall modules (1) are joined to one another in butt-jointed fashion by laser welding without an offset being formed in the outer surface (18a) at the joint points of the outer wall modules (1),

   mounting at least the central side wall section (81), and if appropriate outer wall modules (1) formed as side walls end modules (94) and if appropriate face end modules, on the subframe (60) and joining on roof elements (71, 72), characterized in that the step of producing an outer wall module (1) comprises the joining of an angled upper chord profile (2) to the side wall surface, wherein the upper chord profile (2) forms a termination of a top edge of the outer wall module (1) and is joined in butt-jointed fashion by laser welding to adjoining sheet-metal panels (10, 11) of different material characteristics without a material step being formed on the outer surface (18) of the side wall surface, wherein the upper chord profile (2) comprises a profile section (42) which is angled relative to the outer surface (18) of the side wall surface toward the inner side (17) of the outer wall module (1), and in that, in the step of joining the framework structure (4) to the inner side (17) of the side wall surface, the framework structure profiles (5, 5a, 5b) are mounted by way of face-side abutment edges (19, 20, 21) on the inner side (17) of the side wall surface, including the upper chord profile, by means of T-joints, and are cohesively fastened by means of laser weld seams (13).
2. The method as claimed in claim 1, characterized in that the subframe (60) is manufactured and/or provided with a camber along its longitudinal direction, and the outer wall modules are manufactured in trapezoidal form such that, when the outer wall modules are joined together to form the side wall section (81), said side wall section (81) is manufactured with a camber or arching which is substantially matched to the camber of the subframe.
3. The method as claimed in one of the preceding claims, characterized in that the outer wall modules (1) from which the central side wall section (81) is formed all have the same side wall height (96).
4. The method as claimed in one of the preceding claims, characterized in that the sheet-metal panels of the outer wall modules (1) are cut to size, and joined together, such that functional openings (6) are formed in the outer wall module (1) when the sheet-metal panels (10, 11) are joined together.
5. The method as claimed in one of the preceding claims, characterized in that the side wall surface that is provided with the upper chord profile (2) is designed as a self-supporting shear field, and, during the joining of the framework structure (4) to the inner side (17) of the side wall surface including the upper chord profile (2), continuous vertical framework structure profiles, as posts (51), oriented transversely with respect to the horizontal longitudinal extent of the upper chord profile (2) are, by means of T-joints, connected by way of face sides to the inner side (17) of the side wall surface by laser welding.
6. The method as claimed in one of the preceding claims, characterized in that, between the vertical framework structure profiles (5a) which, as the posts (51), span the entire vertical extent of the outer wall module, horizontal framework structure profiles (5b) as stringers (52), and framework structure profiles (5a), which do not span the entire vertical extent of the outer wall module in continuous fashion, as local framework structure reinforcements, are joined to the inner side (17) of the side wall surface by laser welding.
7. The method as claimed in one of the preceding claims, characterized in that the subframe and the roof elements have joined thereto, or formed therein, framework structure profiles which, when the side wall section and a similar second side section are joined together with the subframe and when the roof elements are added on, are in each case joined together to form with the posts (51) of the outer wall modules (1) of the side wall sections encircling annular ribs.
8. The method as claimed in one of the preceding claims, characterized in that the framework structure profiles (5, 5a, 5b) are cohesively joined to the at least first and second sheet-metal panels (10, 11) and to the upper chord profile (2) without penetrating through one of the at least first and second sheet-metal panels (10, 11) or the upper chord profile (2).
9. An outer wall module (1) of a carriage body of a rail vehicle, comprising:

   an outer sheet-metal paneling (3) which is in the form of a self-supporting shear field module and which is joined together from areal sheet-metal panels (10, 11) of different properties (15, 16), wherein the sheet-metal panels adjoin one another in each case in butt-jointed fashion by way of their respective face sides that are oriented transversely with respect to the areal extent of the individual sheet-metal panels (10, 11), and said sheet-metal panels are joined together by means of continuous laser weld seams (13) such that the individual sheet-metal panels form an offset-free outer surface (18) on an outer side of the shear field module, and the sheet-metal panels of different properties comprise at least first sheet-metal panels (10) and second sheet-metal panels (11) and the second sheet-metal panels (11) have in each case greater stability, in particular strength and/or greater material thickness, than the first sheet-metal panels (10), and the second sheet-metal panels (11) form regions of the outer sheet-metal paneling (3) in which, during the operation of a rail vehicle, elevated stresses arise in a carriage body manufactured with the outer wall module, and

   a framework structure (4) formed from framework structure profiles,

   characterized in that

   an upper chord profile (2) forms a termination of a top edge of the outer wall module (1) and is joined in butt-jointed fashion by laser welding to adjoining sheet-metal panels of the at least first and second sheet-metal panels (10, 11) without a material step being formed on the outer surface (18) of the side wall surface, wherein the upper chord profile (2) comprises a profile section (42) which is angled relative to the outer surface (18) of the side wall surface toward the inner surface of the outer wall module, and the framework structure profiles (5, 5a, 5b) of the framework structure (4) are mounted by way of face-side abutment edges (19, 20, 21) on the inner side (17) of the side wall surface, including the upper chord profile (2), by means of T-joints, and are cohesively fastened by means of laser weld seams (13).
10. The outer wall module (1) as claimed in claim 9, characterized in that the framework structure profiles (5, 5a, 5b) are cohesively joined to the at least first and second sheet-metal panels (10, 11) and to the upper chord profile (2) without the weld being formed so as to penetrate through one of the at least first and second sheet-metal panels (10, 11) or the upper chord profile (2).
11. A carriage bodyshell of a rail vehicle, comprising:

    a subframe (60),

    side walls (91) which are joined together from outer wall modules (1), the outer sheet-metal paneling (3) of which is manufactured by a tailored blank method, in which cut-to-size sheet-metal panels of different material properties are joined together in butt-jointed fashion by laser welding to form a side wall surface, such that an outer surface (18) of the side wall surface is formed without material steps at the abutment points, wherein the sheet-metal panels comprise at least first sheet-metal panels (10) and second sheet-metal panels (11), and wherein the outer wall modules (1) comprise, on an inner side (17) of the side wall surface, a framework structure (4) produced from framework structure profiles (5, 5a, 5b),

    wherein the outer wall modules are joined together in butt-jointed fashion by laser welding without material steps being formed on the outer surface (18a) of the side walls (91),

    and one or more roof elements (71, 72) and, if appropriate, outer face wall modules,

    characterized in that

    the outer wall modules (1) comprise in each case one upper chord profile which forms a termination of a top edge of the outer wall module (1) and which is joined in butt-jointed fashion by laser welding to adjoining sheet-metal panels of the at least first and second sheet-metal panels (10, 11) without a material step being formed on the outer surface (18) of the side wall surface, wherein the upper chord profile (2) comprises a profile section which is angled relative to the outer surface (18) of the side wall surface toward the inner side (17) of the outer wall module (1), and the upper chord profiles (2) of the joined-together outer wall modules (1) form an upper chord to which the one or more roof elements (71, 72) are fastened, wherein the framework structure profiles (5, 5a, 5b) of the framework structure (4) are mounted by way of face-side abutment edges (19, 20, 21) on the inner side (17) of the side wall surface, including the upper chord profile (2), by means of T-joints, and are cohesively fastened by means of laser weld seams (13).
12. The carriage bodyshell as claimed in claim 11, characterized in that the subframe has a camber along its longitudinal direction, and the outer wall modules are manufactured in trapezoidal form, and joined together, such that at least one side wall section (81) which is formed from joined-together outer wall modules (1) is manufactured with a camber or arching which is substantially matched to the camber of the subframe (60) and which is welded to the subframe (60).
13. The carriage bodyshell as claimed in claim 11 or 12, characterized in that the framework structure profiles (5, 5a, 5b) are cohesively joined to the at least first and second sheet-metal panels (10, 11) and to the upper chord profile (2) without the weld being formed so as to penetrate through one of the at least first and second sheet-metal panels (10, 11) or the upper chord profile (2).
14. The carriage bodyshell as claimed in claims 11 to 13, characterized in that the upper chord profile is formed such that roof elements (71, 72) of different roof shapes can be joined on.

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