EP3061663A1 - Paroi de véhicule équipé d'un anneau de raidissement - Google Patents

Paroi de véhicule équipé d'un anneau de raidissement Download PDF

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Publication number
EP3061663A1
EP3061663A1 EP15156447.3A EP15156447A EP3061663A1 EP 3061663 A1 EP3061663 A1 EP 3061663A1 EP 15156447 A EP15156447 A EP 15156447A EP 3061663 A1 EP3061663 A1 EP 3061663A1
Authority
EP
European Patent Office
Prior art keywords
stiffening
opening
shell structure
bulkhead
wall
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.)
Granted
Application number
EP15156447.3A
Other languages
German (de)
English (en)
Other versions
EP3061663B1 (fr
Inventor
Martin Dr. Hillebrecht
Michael Brandhorst
Sven Orloff
Stephan BISSELS
René Günther
Daniel Kuhn
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.)
Siemens Mobility GmbH
Edag Engineering GmbH
Original Assignee
Siemens AG
Edag Engineering GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG, Edag Engineering GmbH filed Critical Siemens AG
Priority to EP15156447.3A priority Critical patent/EP3061663B1/fr
Priority to PL15156447T priority patent/PL3061663T3/pl
Publication of EP3061663A1 publication Critical patent/EP3061663A1/fr
Application granted granted Critical
Publication of EP3061663B1 publication Critical patent/EP3061663B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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

Definitions

  • the invention relates to a vehicle wall, which surrounds a passenger or other transport space of a vehicle, preferably a railway car, over the circumference wholly or partly.
  • the vehicle wall includes a wall shell structure having an opening, a stiffening bulkhead disposed on a side of the opening adjacent to the opening, which is joined to the wall shell structure at the peripheral edge.
  • the stiffening bulkhead is formed from a material made of a continuous fiber reinforced thermoplastic, for example an organic sheet or a thermosetting plastic.
  • the walls of vehicles are today built to meet given requirements for torsional stiffness and other static values.
  • the material of the walls is chosen so thick that it meets the requirements. That is, the cars have a high weight, which directly affects the necessary drive line of the tractor or engine.
  • the EP 2 305 529 A1 Proposes to build the car body from several car body modules which are interconnected via circumferentially closed coupling modules.
  • the individual car body modules are self-supporting and the transmission of forces between adjacent car body modules takes place exclusively via the coupling modules.
  • the variety of couplings within a car body increases its susceptibility to interference and thereby reduces active operating time.
  • a first aspect of the invention relates to a vehicle wall which completely or partially surrounds a passenger or other transport space of a vehicle, preferably a railway carriage, over the circumference. Except for railway cars, the invention can also be used advantageously in the field of aircraft construction, shipbuilding and more generally for vehicle or other structures.
  • the vehicle wall includes a wall shell structure having an opening, preferably a window or door opening, and a stiffening bulkhead disposed on one side of the opening adjacent the opening.
  • the stiffening bulkhead may have an X-shape.
  • the X-shape is particularly well suited because it forms a reinforcing structure for the wall shell structure that acts like a truss.
  • the X-frame leads to an area-wise optimal stiffening of the wall shell structure.
  • the shape of the St. Andrew's cross or a double-Y shape is considered.
  • the stiffening bulkhead has a shell shell which is concave with respect to the wall shell structure and has a peripheral edge, wherein the peripheral edge forms a joining region for joining the stiffening frame to the wall shell structure.
  • the chipboard is integrated part of the stiffening frame and can therefore blurred Also be referred to as stiffening frame.
  • the chipboard is joined to the wall shell structure at or in the joining area.
  • the joining region may protrude outward from the concave chipboard or be formed in the opposite direction, so that it is not recognizable when looking at the chipboard.
  • the joining surfaces of the stiffening frame facing the wall shell structure may have a smooth surface and a shape which essentially corresponds to the shape of the inside of the wall shell structure in the joining region in order to avoid unnecessarily thickening the joining region of the stiffening frame.
  • stresses in the stiffening bulkhead are thereby avoided since it does not have to be deformed for joining with the wall shell structure.
  • the wall shell structure can be joined together with a floor and a ceiling to form a vehicle shell structure.
  • parts of the vehicle shell structure for example the sidewalls and the ceiling of the vehicle and / or the floor or parts of the floor, may be formed by deformation from, for example, a sheet metal.
  • the stiffening bulkhead is intended to be joined only with the wall shell structure forming the sidewalls of the vehicle shell structure in order to stiffen the wall shell structure against twisting, for example.
  • the shroud with the peripheral edge may be circumferentially or only point or partially joined to the wall shell structure.
  • the casing shell can be joined directly to the wall shell structure directly or via an intermediate structure.
  • the shroud shell forms a cavity with the wall shell structure, and the stiffener bulkhead, preferably also the shroud shell, extends over at least the height of the opening measured along the side of the opening. That is, the chip shell is not or at least not flat or even over the entire surface of the wall shell structure, but has at least over a large area, preferably over the entire surface, a clearance to the wall shell structure.
  • the chipboard can have an axial length which is greater than a height of the opening, measured perpendicular to a direction of travel of the vehicle.
  • the stiffener bulkhead is joined to the wall shell structure in at least one upper joint region and at least one lower joint region spaced from the upper joint region, thereby stiffening the wall shell structure.
  • the stiffening frame is formed from an organic sheet or other composite material, with a preferably multi-axial or load-oriented layer structure.
  • organic sheet As a matrix system for the organic sheet both a thermoplastic matrix and a thermoset matrix into consideration.
  • the continuous fiber-reinforced components with an endless fiber structure can have a high fiber volume content of up to 50% to 70%.
  • the components can be manufactured with high weight-specific characteristics and optimized.
  • the heat distortion resistance can be increased and the creep properties when introducing forces into the preferably oriented continuous fibers can be reduced. That is, components made of organic sheet or for example made of continuous fiber reinforced thermoplastics are particularly suitable for use as a structural component or just as stiffening bulkhead.
  • the cost of such so-called multi-material designs such as long or continuous fiber reinforced plastics, high performance composite fiber composites or hybrid composite materials, may be lower compared to the cost of previously used materials.
  • the selected for the stiffening bulkhead Organoblech of a preferably continuous fiber reinforced thermoplastic is characterized by a high strength and rigidity and can absorb large amounts of energy, so that only small deformations occur.
  • the continuous fiber reinforcement can take place over the entire surface and / or locally, between the force application points in the stiffening bulkhead and along the power flow lines through the stiffening bulkhead.
  • the stiffening bulkhead may in particular be a tool-falling component, which means that the stiffening bulkhead is removed from the tool and is preferably present as a finished semi-finished product without further post-processing. This does not exclude that the tool-dropping component after removal from the tool at the edges, for example, can be tailored to the application size. However, it means that preferably no further processing in the sense of, for example, surface machining or forming takes place after the component has been removed from the tool.
  • Organic sheets are fiber-matrix semi-finished products. They consist of a fiber fabric or a fiber fabric made of continuous fibers, which are embedded in a thermoplastic matrix.
  • the advantages of a thermoplastic matrix lie in the hot forming capability of the semi-finished products and the resulting shorter process times compared to conventional thermoset fiber composites. This is of particular interest in the automotive industry with its short processing times.
  • Frequently used fiber materials are glass, basalt, aramid and carbon (carbon).
  • the fibers may also be perpendicular to each other, so that the mechanical properties of organo-sheet such as stiffness, strength and thermal expansion can be defined better than their metallic precursors. In contrast to metal sheets, the tensile and compressive behavior and other mechanical and thermal properties are not isotropic.
  • Long fiber reinforced thermoplastics (LFT) normal fiber reinforced further base materials may be an alternative, although less preferred, to the above-described organo sheets or fiber reinforced thermosets.
  • the continuous fiber structures or long fiber reinforced thermoplastics can be processed and functionalized in an extrusion molding and injection molding process.
  • the materials used to make the stiffening frame also have an insulating effect to reduce the noise of the airstream to dampen the ride and to thermally isolate the interior from the environment.
  • the stiffening bulkhead can have an additional insulating layer on its side facing the wall shell structure, for example a layer of insulating foam or insulating mat.
  • the stiffening bulkhead can also be constructed as a sandwich construction, with a sandwich core with in particular insulating properties.
  • the insulating properties of the stiffening bulk material make it possible to make the wall shell structure thin, which is advantageous for the overall weight of the vehicle.
  • the upper joining portion with the wall shell structure may be disposed below an upper surface portion of the wall shell structure, and the lower joining portion with the wall shell structure may be disposed above a lower surface portion of the wall shell structure. That is, the stiffening bulkhead may extend up to a maximum of a ceiling of a shell structure of the vehicle, for example, the railroad car, and down to the bottom of the shell structure of the vehicle.
  • the upper joint area and the lower joint area can be supplemented by lateral joint areas which extend at least in regions from the upper joint area to the lower joint area.
  • the stiffening bulkhead may have a stiffening rib, which is urgeformed tool falling with the stiffening bulkhead or preferably joined to the chipboard on an inner side.
  • the chipboard can have a plurality of reinforcing ribs, which are formed in the original form with the stiffening bulkhead or joined to the chipboard. These stiffening ribs or some of the stiffening ribs can form or form one or more air channels.
  • stiffening ribs must not protrude beyond the joint areas of the stiffening frame with the wall shell structure, but they can be flush with the joint areas.
  • Joining includes joining techniques such as welding, crimping, gluing, vulcanizing, riveting, etc.
  • joining is generally understood to be gluing in order to increase the material properties of the components to be joined or joined by, for example, heat entry, tapping, riveting, etc Not to affect and advantageous to avoid contact corrosion, as may occur, for example, in an aluminum-CfK connection.
  • the stiffening rib may in particular be a profile body, with, for example, a Z, I, H, T, hat or L profile.
  • the profile body can be added to the shell, for example glued to the shell.
  • the profile body is a Z-profile, wherein the Z-profile comprises a first surface, which can be joined to the chipboard, a second surface which can be joined to the wall shell structure, and a third surface which the connects first and second surfaces together and forms a wall of the air duct.
  • the Z-profile comprises a first surface, which can be joined to the chipboard, a second surface which can be joined to the wall shell structure, and a third surface which the connects first and second surfaces together and forms a wall of the air duct.
  • an air duct can be formed, which forms a static and functional component.
  • extra air ducts may be joined to the frame shell, which are then only functional components.
  • the stiffening rib may rest against the wall shell structure with an end spaced from the chip cup.
  • the spaced end of the stiffening rib may abut the wall structure or be joined to the wall shell structure.
  • the chip pan can have a substantially smooth outside.
  • the outer side is the side of the chip pan, which faces the interior of the vehicle in the chipboard joined to the wall structure.
  • the stiffening bulkhead can furthermore have a reinforcing structure element, which is preferably joined to the chip shell and / or the peripheral edge.
  • the reinforcing structure element may be joined to the inside of the stiffening frame or to the outside of the stiffening frame.
  • the reinforcing structure element is preferably located directly on the inside or outside of the chip shell, that is, on the inside, the reinforcing rib can cross the reinforcing structure element, for example.
  • the reinforcing structure element is preferably a fiber composite tape, in particular a UD tape, with a unidirectional fiber orientation.
  • the fibers may in particular be long fibers or continuous fibers.
  • the task of the reinforcing structure element is to absorb a force flow occurring locally in the region of the reinforcing frame in a main load direction and to conduct it optimally or ideally as far as possible.
  • the reinforcing structure element may be, for example, Andrew's cross, X, Y or double Y-shaped.
  • the reinforcing structure element can span the chip pan diagonally.
  • free ends of the reinforcing structure element can be wrapped around the outer edge of the stiffening frame, so that the ends of a reinforcing structure element, which is joined on the front with the stiffening bulkhead, are joined on the back with the reinforcing bulkhead, and vice versa.
  • reinforcing structure element in principle, all possible forms for the reinforcing structure element are encompassed by the invention, for example also fiber composite tapestries running parallel to one another in the longitudinal and / or transverse direction of the shroud, zigzag or serpentine fiber composite tapestape or fiber composite tapestry in circular or pitch circle form.
  • the stiffening bulkhead preferably ends below an upper surface area of the wall shell structure and over a lower surface area of the wall shell structure. That is, the stiffening bulkhead preferably does not extend into the floor or the ceiling of the vehicle shell structure.
  • the wall shell structure in a plan view of the vehicle wall may preferably extend beyond the stiffening bulkhead in all directions. That is, the stiffening tension substantially forms a local stiffener for the wall shell structure in the region of an opening, such as a window or a door. With several window openings, each space between two windows is reinforced by means of a stiffening frame, which then results in an overall reinforcement of the entire wall shell structure.
  • the stiffener bulkhead may extend laterally beyond and / or under the opening, but only over part of the length of the opening.
  • the stiffening bulkhead can extend in the vertical direction over the opening upwards and / or downwards.
  • the stiffening bulkhead can extend above and / or below at least over the edge of the opening, so that it also overlaps with the opening in the longitudinal direction, at least in the lateral edge region.
  • the stiffening bulkhead may extend along a lateral edge of the opening and / or an upper edge and / or lower edge of the opening, and preferably follow the course of the respective edge.
  • the stiffening bulkhead can at least partially surround the opening.
  • a frame or window frame may surround the edge of the opening or be inserted into the opening.
  • the stiffening bulkhead may form at least part of the frame, follow the course of the frame or, preferably, overlap a part of the frame. In the overlapping area, the stiffening bulkhead can be joined to the frame, in particular glued to the frame.
  • the stiffening bulkhead in the overlap area specially trained Adhesive surfaces have, which are adapted to the shape of the wall shell structure protruding frame in the overlapping region.
  • the frame can be a load-bearing window or door frame, which can already contribute to the reduction of stress in the wall shell structure and thereby improve the statics of the wall shell structure.
  • the frame or window frame is preferably formed of aluminum or a material having similar physical properties, since aluminum has a constant modulus of elasticity in all directions due to its isotropic properties.
  • the wall shell structure can laterally adjacent to the opening have a further opening, preferably a further window or door opening, and a stiffening bulkhead is preferably arranged in each case between two adjacent openings.
  • stiffening bulkhead for a vehicle wall with a wall shell structure having an opening, preferably a window or door opening.
  • the stiffening bulkhead may comprise a shroud and / or a reinforcing rib and / or a reinforcing structure element.
  • the stiffening bulkhead is the stiffening frame, as described for the first aspect of the invention, with one or more features described in detail therein.
  • the FIG. 1 shows an X-shaped stiffener bulkhead 1, as it was removed from the tool.
  • the stiffening bulkhead 1 comprises a shroud 3 and joint regions 3 formed on the outer edge, with which the stiffening bulkhead 1 can be joined to a wall shell structure 10 of a vehicle, in particular a railway wagon.
  • the stiffening bulkhead 1 can be made of a light metal, an organic sheet or a composite material or comprise at least one of these materials. In order to improve the insulating properties of the stiffening frame 1, this can be made in sandwich construction, with a sandwich core of an insulating material.
  • FIG. 1 shows the stiffener bulkhead 1 from the inside 1a, which, in the state joined to the wall shell structure 10, faces the wall shell structure 10, that is, is not visible to a viewer inside, for example, a railway carriage whose walls are stiffened with the stiffening frame.
  • the joining is in particular a bonding of the parts together, in order not to weaken the statics of the components, for example by drilling, and to prevent contact corrosion between the parts.
  • the FIG. 2 shows the stiffening frame 1 of FIG. 1 with a plurality of stiffening ribs 4.
  • the stiffening ribs 4 are made of a Z-profile and therefore have a first surface 4a, with which they can be joined to the stiffening bulkhead 1, a second surface 4b, with which it can be joined to the wall shell structure 10 , and a web 4c connecting the first and second surfaces 4a, 4b to each other and oriented substantially perpendicular to the two surfaces 4a, 4b.
  • the stiffening ribs 4 reinforce the stiffening bulkhead 1 in the main load directions. None of the stiffening ribs 4 protrudes beyond the joining areas 3, but the joining areas 3 and the second areas 4b may at least partially lie in the same plane so as to be joined together with the wall shell structure 10.
  • the height of the ridge 4c may be different for different stiffening ribs 4, as well as the effective length of the first and second surfaces measured transversely to the ridge 4c may be different.
  • a stiffening bulkhead 1 in which the stiffening ribs 4 are arranged so that they simultaneously form air ducts 5 through which air can be passed for cooling, heating or simply for air exchange.
  • the air ducts 5, respectively their side walls are formed by the stiffening ribs 4.
  • the reinforcing ribs 4 may be formed from the aforementioned Z-profile, or from an I, L, T, H or hat profile or any other profile, such as a U, V or tube profile.
  • FIG. 4 shows the stiffening frame 1 of FIG. 1 from the outside 1 b, which, in the joined state with the wall shell structure 10, is directed inside the railway carriage, for example.
  • the reinforcing bulkhead 1 is reinforced by a reinforcing structure element 6, which can absorb forces in the direction of the main load acting on the reinforcing bulkhead 1.
  • the reinforcing structure element 6 of the exemplary embodiment is a pair of bands which, crossing one another, cross the stiffening bulkhead 1 diagonally span.
  • the bands may in particular be a fiber composite tape, with a fiber orientation in only one direction (unidirectional).
  • the reinforcing structure element 6 is joined to the stiffening bulkhead 1, in particular the reinforcing structure element 6 is bonded to the stiffening bulkhead 1.
  • FIG. 5 shows a section of the wall shell structure 10 with a window 11 with a window frame 12.
  • the window frame 22 surrounds the window 11 or is inserted into the window opening. Alone by the window frame 12 already makes a contribution to stiffen the wall shell structure 10 at least locally.
  • the window frame 12 is preferably made of an isotropic material, such as aluminum or an aluminum alloy, which, regardless of the direction in which it is subjected to a force, has substantially the same physical properties, such as stability, elasticity, etc.
  • FIG. 6 a larger section of the wall shell structure 10 is shown. Altogether four windows 11 are to be seen, which are the window of the FIG. 5 correspond. In each case between two windows 11, a stiffening bulkhead 1 is joined to the wall shell structure 10 in a region above and below the window 10.
  • the stiffening bulkhead 1 overlaps the window frame 12 of the two windows 11, between which the stiffening bulkhead 1 is arranged, above and below the window 11.
  • the stiffening frame 1 can be joined to the window frame 12 in the overlapping area.
  • FIG. 7 shows a joined to the wall shell structure 10 stiffening bulkhead 1, which is cut open at the level of the window 11. It can be seen that the stiffening bulkhead 1 partially overlaps the window frame 12 and is joined to the window frame 12 in this overlapping area.
  • the Z-shaped stiffening ribs 4 are shown with the first surface 4a, the second surface 4b and the web 4c connecting the surfaces 4a, 4b.
  • the reinforcing bulkhead 1 is joined to the joining shell 3 with the wall shell structure 10, and also the reinforcing ribs 4 are joined to the surface 4 b with the wall shell structure 10.
  • On the outer side 1 b of the stiffening frame 1 is a reinforcing structure element 6, as it is known from FIG. 4 is known, joined with the stiffening frame.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
EP15156447.3A 2015-02-25 2015-02-25 Paroi de véhicule équipé d'un anneau de raidissement Active EP3061663B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP15156447.3A EP3061663B1 (fr) 2015-02-25 2015-02-25 Paroi de véhicule équipé d'un anneau de raidissement
PL15156447T PL3061663T3 (pl) 2015-02-25 2015-02-25 Ściana pojazdu z wręgą usztywniającą

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15156447.3A EP3061663B1 (fr) 2015-02-25 2015-02-25 Paroi de véhicule équipé d'un anneau de raidissement

Publications (2)

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EP3061663A1 true EP3061663A1 (fr) 2016-08-31
EP3061663B1 EP3061663B1 (fr) 2019-07-03

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PL (1) PL3061663T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3798079A1 (fr) * 2019-09-30 2021-03-31 Bombardier Transportation GmbH Élément de caisse pour une caisse

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2021272062A1 (en) * 2020-05-11 2023-01-05 N3F Projetos em Compósito LTDA Reduced-weight wagon components, methods for producing same, and reduced-weight wagon

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1510454A1 (fr) * 2003-08-28 2005-03-02 The Boeing Company Panneau intérieur integré avec isolation et conduits de l'air
EP1862366A1 (fr) * 2006-06-02 2007-12-05 Alstom Transport S.A. Face latérale de caisse de véhicule ferroviaire
DE102008048390A1 (de) * 2008-09-22 2010-04-08 Bombardier Transportation Gmbh Wagenkastenrohbau und Verfahren zum Umrüsten eines Wagenkastens
EP2305529A2 (fr) 2009-09-30 2011-04-06 Deutsches Zentrum für Luft- und Raumfahrt e.V. Caisse de voiture modulaire
US20130139718A1 (en) * 2010-07-12 2013-06-06 Kawasaki Jukogyo Kabushiki Kaisha Bodyshell structure of railcar
EP2671779A1 (fr) * 2011-02-03 2013-12-11 Teijin Limited Élément de structure de véhicule

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1510454A1 (fr) * 2003-08-28 2005-03-02 The Boeing Company Panneau intérieur integré avec isolation et conduits de l'air
EP1862366A1 (fr) * 2006-06-02 2007-12-05 Alstom Transport S.A. Face latérale de caisse de véhicule ferroviaire
DE102008048390A1 (de) * 2008-09-22 2010-04-08 Bombardier Transportation Gmbh Wagenkastenrohbau und Verfahren zum Umrüsten eines Wagenkastens
EP2305529A2 (fr) 2009-09-30 2011-04-06 Deutsches Zentrum für Luft- und Raumfahrt e.V. Caisse de voiture modulaire
US20130139718A1 (en) * 2010-07-12 2013-06-06 Kawasaki Jukogyo Kabushiki Kaisha Bodyshell structure of railcar
EP2671779A1 (fr) * 2011-02-03 2013-12-11 Teijin Limited Élément de structure de véhicule

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3798079A1 (fr) * 2019-09-30 2021-03-31 Bombardier Transportation GmbH Élément de caisse pour une caisse

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EP3061663B1 (fr) 2019-07-03
PL3061663T3 (pl) 2020-01-31

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