EP3156301A1 - Reparaturverfahren einer zwischenwand - Google Patents

Reparaturverfahren einer zwischenwand Download PDF

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Publication number
EP3156301A1
EP3156301A1 EP16192135.8A EP16192135A EP3156301A1 EP 3156301 A1 EP3156301 A1 EP 3156301A1 EP 16192135 A EP16192135 A EP 16192135A EP 3156301 A1 EP3156301 A1 EP 3156301A1
Authority
EP
European Patent Office
Prior art keywords
intermediate wall
connecting member
reinforcement
modules
module
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.)
Withdrawn
Application number
EP16192135.8A
Other languages
English (en)
French (fr)
Inventor
Cédric FIEVEZ
Emmanuel BONNEAU
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.)
SNCF Mobilites
Original Assignee
SNCF Mobilites
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 SNCF Mobilites filed Critical SNCF Mobilites
Publication of EP3156301A1 publication Critical patent/EP3156301A1/de
Withdrawn legal-status Critical Current

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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
    • B61D17/10—Floors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D33/00—Seats

Definitions

  • the present invention relates to the field of the renovation of a railway vehicle, in particular, the renovation of an intermediate wall of a railway vehicle having two levels.
  • a two-level railway vehicle for passenger transport comprises a lower stage E1 and an upper stage E2 which are separated by an intermediate wall P extending horizontally.
  • the intermediate wall P forms the ceiling of the lower floor E1 and the floor of the upper floor E2.
  • the intermediate wall P has a structural function and is attached to the frame of the railway vehicle.
  • each floor E1, E2 comprises a plurality of seats S to accommodate passengers.
  • the intermediate wall P extends horizontally along a longitudinal axis X and comprises a plurality of modules 1 assembled with each other.
  • each module 1 has a rigid frame 11 in which is housed a honeycomb body 10, also called “honeycomb", for example, aluminum.
  • the rigid frame 11 has a rectangular section and is also made of aluminum.
  • the module 1 thus has as a whole a "composite" structure.
  • each module 1 has at each of its longitudinal ends a connecting member 2A, 2B, preferably made of metallic material.
  • each connecting member 2A, 2B is made of material of the rigid frame 11.
  • Each connecting member 2A, 2B extends perpendicular to the axis X of the module 1 and has a C-section adapted to cooperate with another connecting member 2A, 2B of another module 1.
  • several lower rivets 3B connect the connecting members 2A, 2B by the lower faces modules 1 at a first interface zone Z1 while several upper rivets 3H connect the connecting members 2A, 2B by the upper faces of the modules 1 at a second interface zone Z2 as illustrated in FIG. figure 3 .
  • the modules 1 are secured to each other to form an intermediate wall P able to withstand the weight of travelers traveling to the upper floor.
  • the intermediate wall P may have areas of weakness, in particular, at the connection of the connecting members 2A, 2B of the modules 1. Furthermore, the connection between the rigid frame 11 and the cellular body 10 can also be affected, the aluminum walls of the rigid body 11 being detached from the cellular body 10 and the connecting members 2A, 2B. Following the discovery of these areas of weakness, it is generally necessary to condemn the upper floor E2 of the rail vehicle to limit the risk of accident of a traveler, which represents an operating loss.
  • connecting members 2A, 2B are internally fixed in the intermediate wall P and are not fully visible after connection, making any repair complex.
  • the honeycomb body 10 presents an additional constraint for the repair.
  • One of the objectives of the present invention is to propose a new process for repairing an intermediate wall which is simple, quick to implement and little expensive while allowing to restore optimally the mechanical characteristics of the intermediate wall.
  • the intermediate wall After repair, the intermediate wall has a mechanical strength equivalent to that of a new wall, which is very advantageous.
  • the service life of the intermediate wall is advantageously increased.
  • the repair method does not require the removal of a module and can be realized in a short time. In other words, the rail vehicle is immobilized only for a very short time, which limits operating losses.
  • the mechanical connection between the modules is improved.
  • the method of attachment makes it possible to promote the transfer of forces via the mechanical fastening elements which are doubled.
  • the positioning template allows to precisely position the reinforcement relative to the connecting members that are little or not visible from the outside.
  • the connection point of the connection piece forms a reliable marker since the connection piece connects the two connecting members which are internally connected.
  • the mechanical fastening elements are rivets, which allows a quick attachment.
  • the method comprises a preliminary step of solidifying said reinforcement by gluing, which completes the mechanical fixing.
  • the reinforcement is in the form of a rectangular longitudinal plate having a plurality of pairs of through holes, preferably, said pairs of through holes are aligned longitudinally.
  • the reinforcement makes it possible to ensure the transmission of the mechanical forces from one connecting member to another optimally.
  • the through orifices of a pair cooperate respectively with a first connecting member and a second connecting member.
  • the connecting members are not connected directly but indirectly, which improves the distribution of mechanical forces.
  • the distance between two orifices of a pair of through orifices is between 7 cm and 15 cm in order to adapt to a railway floor.
  • the positioning template having a centering aperture
  • said connection place is positioned in said centering aperture during the centering step. The centering is thus achieved quickly visually.
  • the positioning template having a rectilinear positioning edge, said rectilinear positioning edge is aligned with a visible edge of a connecting member during the centering step.
  • the positioning template is placed precisely on the interface area of the intermediate wall.
  • the method comprises a step of setting up at least two reinforcements between two consecutive assembled modules, the reinforcements being respectively positioned on an upper face and a lower face of the intermediate wall and at least one step of securing said reinforcements to the organs of linking said modules.
  • the intermediate wall is thus strengthened in a balanced way on both sides, which cancels any area of weakness between the modules.
  • the invention also relates to an assembly of an intermediate wall, in particular for a railway vehicle comprising two levels, and of at least one longitudinal reinforcement, the wall comprising a plurality of modules assembled consecutively together, each module having a cellular body and at least one connecting member intended to cooperate with another connecting member of another module, the reinforcement being secured to the connecting members of said modules in an interface zone between two consecutive assembled modules.
  • each module comprises a rigid frame in which is housed the honeycomb body.
  • the invention also relates to a railway vehicle having two levels separated by an intermediate wall provided with a reinforcement.
  • an intermediate wall P of a railway vehicle extending along its length along an axis X and according to its width along an axis Y.
  • the intermediate wall P has an upper face and a lower face.
  • the intermediate wall P has a length of the order of 1470 cm, a width of the order of 219 cm and a thickness of about 4.7 cm but it goes without saying that its dimensions could be different.
  • the intermediate wall P belongs to a railway vehicle having two levels.
  • the two-level railway vehicle for passenger transport comprises a lower stage and an upper stage which are separated by the intermediate wall P extending horizontally.
  • the intermediate wall P forms the ceiling of the lower floor and the floor of the upper floor.
  • the intermediate wall P has a structural function and is attached to the frame of the railway vehicle.
  • the intermediate wall P supports a plurality of seats S.
  • each module 1 has a rigid frame 11 in which is housed a honeycomb body 10, also called “honeycomb", for example, aluminum.
  • the rigid frame 11 has a rectangular section and is also made of aluminum.
  • the module 1 thus has as a whole a "composite" structure.
  • the rigid frame 11 of each module 1 comprises at each of its longitudinal ends a connecting member 2A, 2B, preferably of material metallic.
  • each connecting member 2A, 2B is made of material of the rigid frame 11.
  • each fastener 2A, 2B extends along the width of the intermediate wall P, that is to say along the Y axis, and is in the form of a C-shaped chute. of reduced mass and good mechanical characteristics, each module 1 has a honeycomb body 10, preferably made of aluminum.
  • each fastener 2A, 2B comprises a base extending along the thickness, a short branch and a long branch connected to said base.
  • the connecting members 2A, 2B of two consecutive modules 1 cooperate together.
  • the short branch of a first connecting member 2A cooperates with the long branch of a second connecting member 2B as illustrated in FIG. figure 3 .
  • Two modules 1 are locked together in interface areas Z1, Z2 by means of a plurality of connection pieces, in particular rivets 3B, 3H.
  • a lower rivet 3B passes successively through the long branch of the first connecting member 2A and the short branch of the second connecting member 2B at a lower interface zone Z1 of the lower face of the intermediate wall P.
  • an upper rivet 3H successively passes through the long branch of the second connecting member 2B and the short branch of the first connecting member 2A at an upper interface zone Z2 of the upper face of the intermediate wall P.
  • the upper face of the intermediate wall P comprises at each interface zone Z2 a line of rivets 3H projecting as shown in FIG. figure 4 . It is the same with the lower face of the intermediate wall P.
  • a coating is adhered to the faces of the intermediate wall P, in particular on the faces of the rigid frame 11.
  • reinforcements 4 are positioned respectively at the interface areas Z1, Z2 between two consecutive modules 1 of the intermediate wall P as shown in FIG. figure 5 .
  • each reinforcement 4 is in the form of a metal plate of rectangular shape.
  • the length of a reinforcement 4 corresponds substantially to the width of a module 10 of the intermediate wall P to allow the placement of a reinforcement 4 according to the width of the intermediate wall P, that is to say, in parallel to the connecting members 2A, 2B along the Y axis.
  • Each reinforcement 4 extends longitudinally and is positioned in a transverse position in a railway vehicle.
  • the width of a reinforcement 4 is determined so as to be substantially equal to the width of two connecting members 2A, 2B cooperating together.
  • the reinforcement 4 can replace the connecting members 2A, 2B by superimposing them.
  • the width of a reinforcement 4 is between 120 mm and 160 mm, preferably 147 mm.
  • each reinforcement 4 further comprises a plurality of through orifices 40 which are distributed in two rectilinear rows extending along the length of the reinforcement 4.
  • the through orifices 40 are grouped in pairs so as to correspond respectively to the two connecting members 2A , 2B as it will be presented later.
  • the spacing, along the X axis, between two through holes 40 of the reinforcement 4 is between 7 cm and 15 cm.
  • at least one of the faces of the reinforcement 4 is painted to facilitate its integration from an aesthetic point of view.
  • a location step is first carried out on the upper face of the intermediate wall P of the upper interface zone Z2 between two modules 1.
  • the upper rivets 3H projecting at the upper interface zone Z2 are identified and removed. After removal, the openings that housed the upper rivets 3H remain visible. Said openings correspond to the connection locations L of said upper rivets 3H.
  • the positioning jig 5 is in the form of a rectangular plate having a centering opening 50.
  • the positioning jig 5 further comprises a rectilinear positioning edge 51 and a rectilinear alignment edge 52 which are parallel and spaced a predetermined distance, preferably 107 mm.
  • the centering opening 50 has, in this example, a diameter of 10 mm.
  • the positioning jig 5 is positioned on the upper interface zone Z2 of the intermediate wall P so that the connection point L of the upper rivet 3H is centered in the centering opening 50 as illustrated in FIG. figure 7 .
  • the rectilinear positioning edge 51 is then aligned with an edge of the connecting member 2B, in particular the free end of the long branch of the connecting member 2B as illustrated in FIG. figure 7 . Indeed, even if the connecting members 2A, 2B are located in the intermediate wall P, the free end of the long branch of the connecting member 2B is visible on the upper face of the module 1. Following this dual positioning (centering and alignment), the rectilinear alignment edge 52 is positioned accurately and accurately.
  • the rectilinear alignment edge 52 is advantageously used to position the reinforcement 4.
  • an operator traces on the intermediate wall P a line corresponding to the position of the rectilinear alignment edge 52 of the positioning template 5.
  • the FIG. Positioning 5 can advantageously be removed later.
  • the longitudinal reinforcement 4 is placed on the connecting members 2B by aligning its lateral edge with the corresponding line straight alignment line 52 of the positioning template 5.
  • the orifices 40 of the reinforcement 4 are then positioned optimally and definitively in relation to the connecting members 2A, 2B.
  • the positioning contour of the reinforcement 4 is defined precisely with respect to the connecting members 2A, 2B which are partially invisible from the outer face of the intermediate wall P.
  • a protective coating is placed on the upper face of the intermediate wall P, it can be cut conveniently using the contour reinforcement 4 as a cutting guide. Then, the upper face of the intermediate wall P is cleaned to remove, for example, glue residues used to secure the protective coating.
  • the reinforcement 4 In order to fix the reinforcement 4 on the upper interface zone Z2 of the intermediate wall P, the reinforcement 4 preferably undergoes a grinding step in order to prepare the surface of the reinforcement 4 which will be in contact with the intermediate wall P.
  • the method comprises a preliminary step of chemical bonding of the reinforcement 4, in particular, by bonding, with the intermediate wall P.
  • the method then comprises a mechanical securing step of the reinforcement 4, in particular, by riveting.
  • two mechanical fixing elements 13A, 13B, in particular rivets are put in place to connect the reinforcement 4 to the connecting members 2A, 2B respectively.
  • the upper interface zone Z2 comprises a longitudinal reinforcement 4 and two rows of mechanical fastening elements 13A, 13B as illustrated in FIG. figure 5 and at the figure 10 .
  • the connecting members 2A, 2B are pre-drilled before the introduction of the mechanical fastening elements 13A, 13B.
  • the orifices 40 of the reinforcement 4 are used as a guide for drilling, which increases the accuracy.
  • the diameter of the bores is preferably 6.5 mm.
  • a sealing bead is placed around the reinforcement 4 to prevent the infiltration of water.
  • an intermediate wall P which is reinforced and whose mechanical characteristics are improved.
  • the repair of the intermediate wall P can be implemented quickly and simply in a rail vehicle with two levels, which limits operating losses.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Connection Of Plates (AREA)
EP16192135.8A 2015-10-16 2016-10-04 Reparaturverfahren einer zwischenwand Withdrawn EP3156301A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1559845A FR3042462B1 (fr) 2015-10-16 2015-10-16 Procede de reparation d'une paroi intermediaire

Publications (1)

Publication Number Publication Date
EP3156301A1 true EP3156301A1 (de) 2017-04-19

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ID=55299617

Family Applications (1)

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EP16192135.8A Withdrawn EP3156301A1 (de) 2015-10-16 2016-10-04 Reparaturverfahren einer zwischenwand

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EP (1) EP3156301A1 (de)
FR (1) FR3042462B1 (de)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19860557C1 (de) * 1998-12-22 2000-08-24 Abb Daimler Benz Transp Innenausbaumodule für Reisezugwagen oder Reisebusse
CN202046316U (zh) * 2011-04-27 2011-11-23 唐山轨道客车有限责任公司 地板结构
JP2012250683A (ja) * 2011-06-07 2012-12-20 Hitachi Ltd 鉄道車両の防振床構造及びその固定方法
EP2669133A1 (de) * 2012-05-30 2013-12-04 Siemens Aktiengesellschaft Wagenkastenaufbau für Fahrzeuge

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19860557C1 (de) * 1998-12-22 2000-08-24 Abb Daimler Benz Transp Innenausbaumodule für Reisezugwagen oder Reisebusse
CN202046316U (zh) * 2011-04-27 2011-11-23 唐山轨道客车有限责任公司 地板结构
JP2012250683A (ja) * 2011-06-07 2012-12-20 Hitachi Ltd 鉄道車両の防振床構造及びその固定方法
EP2669133A1 (de) * 2012-05-30 2013-12-04 Siemens Aktiengesellschaft Wagenkastenaufbau für Fahrzeuge

Also Published As

Publication number Publication date
FR3042462B1 (fr) 2017-11-03
FR3042462A1 (fr) 2017-04-21

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