EP2704938B1 - Schienenfahrzeugrohbau und verfahren zu dessen herstellung - Google Patents

Schienenfahrzeugrohbau und verfahren zu dessen herstellung Download PDF

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Publication number
EP2704938B1
EP2704938B1 EP12711833.9A EP12711833A EP2704938B1 EP 2704938 B1 EP2704938 B1 EP 2704938B1 EP 12711833 A EP12711833 A EP 12711833A EP 2704938 B1 EP2704938 B1 EP 2704938B1
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EP
European Patent Office
Prior art keywords
sheet
side wall
metal panels
wall
framework structure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
EP12711833.9A
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German (de)
English (en)
French (fr)
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EP2704938A1 (de
Inventor
Burkhart Liesenberg
Mario Friedrich
Birgit BECKER
Heiko RITSCHEL
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL12711833T priority Critical patent/PL2704938T3/pl
Publication of EP2704938A1 publication Critical patent/EP2704938A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units
    • B61D17/045—The sub-units being construction modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/08—Sides
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/12—Roofs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D25/00—Window arrangements peculiar to rail vehicles

Definitions

  • 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.
  • 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 Popebeblechung to form an outer wall of the car body.
  • 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.
  • 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.
  • a surface element 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.
  • only selective joints between the webs and the cover plate can be formed.
  • 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.
  • a sidewall for a rail vehicle body 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.
  • a carbody for a rail vehicle which consists of several components.
  • 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.
  • a sheet-like component for the lining of car bodies of rail vehicles and a method for their preparation.
  • 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.
  • 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.
  • 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.
  • 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.
  • a stress-resistant and low-distortion connection is created on the butt joint attachment by laser welding, which provides an offset-free outer surface.
  • 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
  • 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.
  • 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.
  • an outer surface structure is created, which requires little or no additional processing before applying an exterior finish.
  • planar material duplications are avoided, which otherwise have a high susceptibility to crevice corrosion.
  • such a construction allows areas where increased stresses occur to be kept free of any seams.
  • 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.
  • the chamfered side faces the inside of the outer panel.
  • 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 ofministerbeblechung be arranged in areas or form areas in or at whichtivsö Stammskanten, in particular Function opening corners, for example, window opening corners and / or door opening corners are formed.
  • 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.
  • the abutting edges of the profiles are cut so that they are optimally adapted to the structure of the inside of the outer panel.
  • 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.
  • the edge is of course adapted to any existing bulges or kinks of collaboratebeblechung.
  • the possibility is created to connect the skeleton profiles via continuous laser welds, preferably T-joints, with the Jardinbeblechung.
  • the welding is carried out in such a way that it does not completely melt or penetrate the outer panel.
  • the T-joints can also be provided with a laser fillet weld or two laser fillet welds.
  • the skeleton profiles are also where they are adjacent to the Obergurtprofil connected thereto, that is on the inside be added.
  • 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.
  • 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 Jardinbeblechung 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.
  • 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.
  • 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 Jardinbeblechung 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • the T-bumps are preferably double-sided and preferably continuously secured by laser welding to the inner surface of the outer panel.
  • 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.
  • 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.
  • circumferential annular frames are formed, which give the car body high stability.
  • 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.
  • 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.
  • these breakthroughs may have for line installations.
  • 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.
  • the skeleton profiles are selected according to stress and inserted.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the skeleton profiles are preferably connected to one another in order to improve a stiffening.
  • 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.
  • 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.
  • 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 technicallybeblechung 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.
  • a skeleton 4 of rib profiles 5 is attached on the inside 17, the in Fig. 1 is shown.
  • 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 propositionbeblechung 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.
  • Fig. 2 is schematically the personallybeblechung of the outer wall module 1 after Fig. 1 shown.
  • 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.
  • 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 ofêtbeblechung 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 Jardinbeblechung in Fig. 2 is shown executed.
  • 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.
  • 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.
  • the upper flange 2 is formed as a multi-angled open profile.
  • 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.
  • the Obergurtprofil 2 on a profile leg 41 which continues the otherwise made of the sheets 10, 11 outer panel 3.
  • 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).
  • 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.
  • 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.
  • 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.
  • Fig. 4 is a section of a dummy field area of the outer wall module 1 after Fig. 1 shown.
  • horizontally extending skeleton profiles and non-continuous vertical skeleton profiles are attached to the inside 17 of the outer panel 3.
  • 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.
  • 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.
  • Fig. 4 is an example of a section of an image field between two window openings.
  • the outer plate 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.
  • 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.
  • an offset 24 results on the inside 17 at the transition from the first metal sheet 10 to the second metal sheet 11.
  • 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.
  • 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.
  • Fig. 9a variant shown represents a so-called I-seam 30.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the notches 22 are preferably formed correspondingly adapted to the chamfer.
  • 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.
  • 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.
  • Fig. 6b is the Auflagerung a round, barrel-shaped roof segment 72 on the Obergurtprofil 2 shown schematically.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • the side edges 84, 85 form a continuous, almost vertically extending impact in a blind field area of the side wall.
  • 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.
  • side wall 91 are at both ends 92, 93 exclusivewandendmodule 1 with a recess in the form of a door opening 8 added.
  • specially manufactured sheets can be inserted with their end faces between the Sowandendmodule 94 and the middle side wall portion 81 butt-butt.
  • 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.
  • a carbody floor plan usually tapers to the car ends, ie to the ends 92, 93 of the side wall 91st
  • Fig. 8 is a plan view of such a cross-section collection is shown schematically.
  • the joint is again shown with the longitudinal tolerance compensation.
  • a first distance 98 between the outer panel 3 of the sowandendmoduls 94 at the end 92 of the side wall 91 and a Wagenkastenschachse 97 is less than a second distance 99 between the contemplatbeblechung 3 of the end 92 of the side wall 91 facing the last outer wall module 1 of the central side wall portion 81st
  • 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)
  • Laser Beam Processing (AREA)
EP12711833.9A 2011-05-04 2012-03-23 Schienenfahrzeugrohbau und verfahren zu dessen herstellung Active EP2704938B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL12711833T PL2704938T3 (pl) 2011-05-04 2012-03-23 Skorupa pojazdu szynowego i sposób jej wytwarzania

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011075277 2011-05-04
PCT/EP2012/055208 WO2012150091A1 (de) 2011-05-04 2012-03-23 Schienenfahrzeugrohbau und verfahren zu dessen herstellung

Publications (2)

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EP2704938A1 EP2704938A1 (de) 2014-03-12
EP2704938B1 true EP2704938B1 (de) 2016-01-13

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EP (1) EP2704938B1 (es)
KR (1) KR101919175B1 (es)
CN (2) CN103534160B (es)
ES (1) ES2567802T3 (es)
PL (1) PL2704938T3 (es)
WO (1) WO2012150091A1 (es)

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DE102016211873A1 (de) * 2016-06-30 2018-01-04 Siemens Aktiengesellschaft Rohbaukasten und Fahrzeug
CN106428064A (zh) * 2016-10-17 2017-02-22 中车南京浦镇车辆有限公司 一种轨道车上的多功能门角结构
DE102018117030A1 (de) * 2018-07-13 2020-01-16 Bombardier Transportation Gmbh Fußbodenaufbau für ein Fahrzeug, Verfahren zur Montage eines Fußbodenaufbaus und Schienenfahrzeug mit mindestens einem Fußbodenaufbau
CN109396757B (zh) * 2018-09-26 2021-07-23 首钢集团有限公司 一种防弹车外壳及其生产方法
DE102018129469A1 (de) * 2018-11-22 2020-05-28 Bombardier Transportation Gmbh Doppelwandige Hüllstruktur für einen Wagenkasten
CN110682929B (zh) * 2019-10-12 2020-10-30 中车青岛四方机车车辆股份有限公司 车体侧墙结构及轨道车辆
PL3812233T3 (pl) * 2019-10-21 2022-05-02 Bombardier Transportation Gmbh Sposób wytwarzania nadwozia wagonu
DE102020134470A1 (de) * 2020-12-21 2022-06-23 Bombardier Transportation Gmbh Wagenkastenelement für einen Wagenkasten eines Schienenfahrzeuges
AT524864B1 (de) * 2021-07-16 2022-10-15 Siemens Mobility Austria Gmbh Seitenwand für ein Schienenfahrzeug
DE102021208471A1 (de) * 2021-08-04 2023-02-09 Siemens Mobility GmbH Dachkonstruktion für einen Wagenkasten für ein Schienenfahrzeug
CN113928495B (zh) * 2021-10-22 2023-01-06 上海外高桥造船有限公司 一种待开孔结构

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Also Published As

Publication number Publication date
EP2704938A1 (de) 2014-03-12
WO2012150091A1 (de) 2012-11-08
KR101919175B1 (ko) 2019-02-08
KR20140031293A (ko) 2014-03-12
ES2567802T3 (es) 2016-04-26
CN202966323U (zh) 2013-06-05
CN103534160B (zh) 2016-09-21
PL2704938T3 (pl) 2016-07-29
CN103534160A (zh) 2014-01-22

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