EP3369638B1 - Module de paroi et procédé de fabrication de composants pourvus de module de paroi pour la caisse brute des caisses de voitures dans la construction de véhicules sur rails selon la construction à structure différentielle - Google Patents

Module de paroi et procédé de fabrication de composants pourvus de module de paroi pour la caisse brute des caisses de voitures dans la construction de véhicules sur rails selon la construction à structure différentielle Download PDF

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Publication number
EP3369638B1
EP3369638B1 EP18159743.6A EP18159743A EP3369638B1 EP 3369638 B1 EP3369638 B1 EP 3369638B1 EP 18159743 A EP18159743 A EP 18159743A EP 3369638 B1 EP3369638 B1 EP 3369638B1
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EP
European Patent Office
Prior art keywords
outer sheet
framework structure
stiffening elements
metal
panelling
Prior art date
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Active
Application number
EP18159743.6A
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German (de)
English (en)
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EP3369638A1 (fr
Inventor
Wolfgang Trommeshauser
Reiner Skubb
Jens Brose
Enrico Begerack
Placido Ocon Aucca
Sven Grützmacher
Marcus Barduhn
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Engineering Office Trommeshauser GmbH
Skubb und Partner Ingenieure
Original Assignee
Engineering Office Trommeshauser GmbH
Skubb und Partner Ingenieure
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Priority to PL18159743T priority Critical patent/PL3369638T3/pl
Publication of EP3369638A1 publication Critical patent/EP3369638A1/fr
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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
    • 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

Definitions

  • the invention relates to a wall module for a component of a car body for a rail vehicle, a car body component, a car body and a method for the production (manufacture, pre-assembly and final assembly) of components (side wall, end wall, roof) for the shell of car bodies in rail vehicle construction in differential construction .
  • the components (side wall, end wall, roof) of car bodies are made from lattice-like frameworks, consisting of interconnected framework beams and longitudinal stiffeners and a subsequently connected external sheet metal.
  • This so-called "differential design” is exemplary in the EP 2 483 123 A0 ( WO 2011/038755 A1 ), the DE 10 2008 048 083 A1 , the EP 2 555 957 B1 ( DE 10 2010 014 962 A1 ) and the CN 204055793 U described.
  • the production of the components (side wall, front wall, roof) usually takes place in such a way that the components for the fan-like framework of the components are positioned in devices in a first step and then joined together using thermal joining processes.
  • outer sheet metal segments are placed on the framework and joined both with one another and with the framework.
  • the framework and the outer sheet metal as well as their segments are usually joined to one another by means of Welded joints. Due to the design, longer, continuous welded connections are not possible and the welding devices have to constantly change their location and direction, which results in low productivity and increased production times.
  • the design-related high number of welded joints also means that thermal shrinkage, especially in the longitudinal direction of the components, results in significant tolerance deviations from the nominal dimensional accuracy and the thermal influence leads to bulging of the outer sheet metal between the fan-like supported areas. Keeping these changes in shape within specified limits or reducing them requires a high level of additional technical effort, in particular through thermal stressing of the outer sheet metal.
  • the fan-like frameworks generally consist of framework girders arranged at certain intervals with a multiplicity of longitudinal profiles that are positioned between them and run parallel to the longitudinal axis of the car body. In particular for the positioning and joining of the longitudinal profiles, expensive devices and manufacturing-time-consuming activities are required.
  • the fan-like design of the framework also requires complex programming and constant interruption and repositioning of the welding devices used during the thermal joining process.
  • the outer sheet metal usually consists of pre-assembled sheet metal segments, the joining process of which requires similarly manufacturing-time-consuming activities and complex programming of the welding equipment used.
  • the edge profile forms a mounting flange for the joint between two assembly units that are joined by means of locking ring bolts. If the edge profile was used as a stiffening element for outer sheet metal, this would lead to considerable additional manual effort for setting and considerable additional weight due to the mass of locking ring bolt connections introduced during assembly.
  • a vehicle body for a rail vehicle which is constructed from extruded metal strips, each of which has a protruding rib with a T-shaped profile. Frame elements are welded to the ribs. The metal strips are also welded together.
  • a method for producing a modular steel car body is known from the prior art, in which the outer sheet metal is formed with cover plates provided with buckling stiffeners, which extend horizontally at certain intervals over the entire length of the car body.
  • This technical solution is exemplary in the DE 10 2006 038 058 A1 described.
  • the bulge stiffeners are thereby by T or.
  • I-profiles are formed, which are connected to the cover sheets by means of thermal joining processes or Davex technology and are thus provided as a first base element.
  • these first base elements are placed on second base elements (frames), which are previously positioned on the subframe, and thermally joined.
  • This solution requires a high technical effort when joining the External sheet metal with the frames previously positioned on the subframe and the joining position of the external sheet metal to the frames resulting from this assembly sequence is not suitable for the use of modern thermal joining processes such as laser welding.
  • a first object of the present invention is to provide an advantageous wall module for a component of a car body of a rail vehicle. It is a second object of the present invention to provide an advantageous car body component and an advantageous car body for a rail vehicle. Finally, it is a third object of the present invention to provide an advantageous method for producing a car body component.
  • the first object is achieved by a wall module according to claim 1
  • the second object is achieved by a car body component according to claim 5 or by a car box according to claim 6
  • the third object is achieved by a method according to claim 7.
  • the section of the outer sheet metal can have a flat or curved outer surface and a constant or variable sheet metal thickness in a direction running transversely to the stiffening elements, and the stiffening elements can in particular each consist of a web profile with a hollow body profile arranged on it.
  • the wall module according to the invention is characterized in that some or all of the form notches have a shape that, after positioning the framework girders to the section of the outer sheet metal with the stiffening elements in cooperation with the stiffening elements of the outer sheet metal, even without the material connection, a form-fitting temporary self-fixing of the frame girders relative to the Create a section of the outer sheet metal with the stiffening elements.
  • An integral component of the outer sheet metal is to be understood as a component manufactured in one piece with the outer sheet metal.
  • one or more of the stiffening elements can preferably be formed by means of a primary forming process or a forming process Cold forming, be made as an integral part of the outer sheet metal.
  • an integrated component of the outer sheet metal is to be understood as a component that has been formed separately and then joined to the outer sheet metal.
  • one or more of the stiffening elements can be integrated into the outer sheet metal by means of a thermal joining process.
  • the section of the outer sheet metal of the wall module can consist of one or more wall segments, each with a transverse extent and a longitudinal extent larger in relation to the transverse extent, which each comprise one or more integrated or integral stiffening elements that extend along the longitudinal extent and parallel to the inner surface of the Wall modules extend.
  • the individual wall segments can then be joined in a simple manner, for example by means of a linearly moving welding device.
  • the framework supports can contain one or more of the shaped notches, which are designed in such a way that after the mechanical assembly of the framework supports with the stiffening elements, the framework supports contact the outer sheet metal over essentially their entire length or are positioned at a defined distance. This facilitates the subsequent joining of the framework girders with the outer sheet metal.
  • a wall segment for a wall module of a component of a car body of a rail vehicle consists of a strip-shaped section of a steel sheet of the outer sheet metal, one or more stiffening elements extending parallel to the inner surface of the wall segment and protruding over the inner surface, each consisting of a web profile and a hollow body profile.
  • the strip-shaped section on the one hand and the web profile and the hollow body profile on the other hand are produced separately and joined to one another by a material-locking joining process.
  • the web profile and the hollow body profile are produced separately and joined to one another by a material-locking joining process.
  • the web profile and the hollow body profile can be joined to one another by means of laser or laser hybrid welding.
  • the web profile and hollow body profile can, however, also be produced in one piece, for example by extrusion. In addition, they can have locally variable sheet thicknesses.
  • the strip-shaped section, the web profile and the hollow body profile are produced in one piece as a strip profile.
  • they can be produced as an originally formed strip profile.
  • Roll profiling for example, can be used for the primary shaping.
  • the web profile and the hollow body profile can have locally variable sheet metal thicknesses.
  • a gap in the web profile that can be traced back to the original shaping can be closed with a gap corrosion-preventing material, in particular by a material-locking joining method, preferably by a laser welding method or laser soldering method, and preferably filled with the surface on the outer surface of the outer sheet metal.
  • a car body component according to the invention for a rail vehicle consists of one or more of the wall modules according to the invention.
  • Recesses such as window cutouts, door cutouts, media ducts or the like can be cut out in it with a high degree of accuracy of fit.
  • reinforcement profiles can run all the way around, preferably integrally bonded by laser or laser hybrid welding and joined as a T-joint on the inside of the recesses.
  • additional reinforcement profiles designed depending on the load and the installation situation such as door pillars or cove supports, can be arranged.
  • the method according to the invention is characterized in that some or all of the form notches have a shape which, after the stiffening elements of the section of the outer sheet metal has been inserted into the form notches of the webs of the frame supports and before the thermal joining in cooperation with the stiffening elements of the outer sheet metal, a form-fitting or force-fitting Fix the frame girders relative to the section of the outer sheet metal with the stiffening elements.
  • the method can also include the production of the first stage of a corrosion protection treatment (base coat) of the component including the cavity preservation of the stiffening elements.
  • the production of the outer sheet metal can essentially take place by the uninterrupted joining of wall segments that extend over the entire length of the car body component.
  • the joining of the outer sheet metal with the framework girders to form a wall module can take place through the form-fitting positioning and / or force-fitting fixing without additional clamping devices for fixing the frame girders on the outer sheet metal during the thermal joining process.
  • the framework formed by the framework girders consists only of the framework girders without additional fan-like arranged longitudinal profiles for stiffening the outer sheet metal.
  • a car body according to the invention for a rail vehicle comprises at least one car body component according to the invention.
  • a car body for a rail vehicle produced according to this invention therefore has the feature that the side walls or areas of the side walls, the end walls or areas of the end walls, the roof or a region of the roof are made with wall modules.
  • the wall modules include in particular the design of the outer sheet metal from wall segments with integrated or integral stiffening elements that are guided without interruption through the framework, the framework design essentially without the use of additional longitudinal profiles to stiffen the external sheet and the feature of self-positioning and, if necessary, the temporary self-fixing of the framework via the Stiffening elements of the outer sheet metal. It goes without saying, however, that further reinforcement profiles can be arranged in wall areas in which particularly high stresses can occur, e.g. in the area of cutouts for windows, doors, media ducts and the like.
  • the components produced according to the invention such as side wall, end wall, roof or the like offer the advantage that they are with a high dimensional accuracy and significantly lower flatness deviations compared to the previously known manufacturing and construction processes and their design enables the optimal use of modern manufacturing and thermal joining processes, in particular roll profiling, laser cutting and laser welding.
  • the possibility of producing wall modules which extend over the entire length (for example of a side wall or a roof) or width (for example of an end wall) of a component for a car body has proven to be particularly advantageous.
  • stiffening elements are to be integrated into the outer sheet metal, long, uninterrupted weld seams and (particularly advantageous when using laser welding processes) several welding devices can work in parallel at the same time.
  • longitudinal seams are essentially only required for joining the thin-sheet strip profiles.
  • the strip profile used here is particularly suitable for the roll profiling manufacturing process.
  • the invention enables, in particular through the adapted arrangement of the integrated or integral stiffening elements of the outer sheet metal, comparable structural mechanical properties with a reduced sheet metal thickness compared to the previously known construction methods.
  • wall modules according to the invention allows a high degree of automation of the entire manufacturing process of the wall modules compared to the previously known manufacturing methods and construction methods.
  • Car bodies for rail vehicles must be designed for a long service life, e.g. for 30 or 35 years. That is why their corrosion protection is of great importance.
  • the design of the components according to the invention and their arrangement have good accessibility for common corrosion protection measures. If components are manufactured by roll profiling, filling in the gaps between them prevents crevice corrosion.
  • the cavity which is unavoidable in hollow profiles, is also easily accessible to conventional cavity preservation measures.
  • a construction of the stiffening elements according to the invention also has particular advantages for the interior construction of the car bodies. While it is customary with the car bodies manufactured according to the state of the art, a large number of additional fasteners are used for the attachment of a thermally and acoustically effective inner insulation and / or for the attachment of media lines, partition walls, luggage storage devices, lighting and air conditioning devices and wall cladding, etc. welding can be largely or completely dispensed with in the design of a car body according to the invention if fastening means (clamp elements) are used for the connection of said interior fittings, which are designed in such a way that they can be connected to the stiffening elements in a form-fitting and / or force-fitting manner.
  • fastening means clamp elements
  • the solution according to the invention enables the structural optimization of the components with regard to the necessary material thicknesses and the spatial requirements (wider or closer spaced) Distribution of the stiffening elements, which, compared to the arrangements and methods known from the prior art, leads to significant savings in material and weight as well as significant savings in operating energy over the life of a rail vehicle with a car body designed according to the invention.
  • FIG 1 shows an isometric representation of an exemplary embodiment for a wall module 1 designed according to the invention for a rail vehicle
  • Figure 2 shows an enlarged section Figure 1
  • the wall module 1 consists of the outer sheet metal 2 with integrated or integral stiffening elements 3 and a framework of ribbed girders 4 arranged at certain intervals
  • Wall module 1 manages without a fan-like framework with a large number of additional horizontal stiffening profiles.
  • the wall module 1 is constructed from a plurality of wall segments 11, 11 ′, each of which contains a strip-shaped segment 2 a of the outer metal sheet 2.
  • the wall segments 11 each have a longitudinal dimension L and a transverse dimension Q, the longitudinal dimension L being greater than the transverse dimension Q.
  • a stiffening element 3 is integrated or integrally formed, which extends linearly along the longitudinal extent L of the wall segment 11 and protrudes over the inner surface 22 of the outer metal sheet 2.
  • Each stiffening element 3 is guided through the framework girders 4 without interruption.
  • the wall element 11 ′ to be recognized has a greater transverse extent in comparison to the wall elements 11.
  • Stiffening elements 3 which run parallel to one another, are integrated or integrally formed, extend longitudinally and protrude beyond the inner surface 22 of the outer metal sheet 2.
  • Each stiffening element 3 comprises a web profile 5 which is integrated or integrally formed with the outer metal sheet 2 and a hollow body profile 6 arranged at the end of the web profile 5 remote from the outer metal sheet 2
  • Figures 3A-E show various design options for the hollow body profile 6.
  • the hollow body profile 6 can have a symmetrical or asymmetrical cross section and straight or curved profile sections which enclose a central profile opening 23.
  • FIG.4 shows an example of the design of a wall segment 11.
  • a section from the strip-shaped segment 2a of the outer sheet metal 2 and an integrated stiffening element 3a can be seen.
  • the stiffening element 3a runs uninterrupted over the entire longitudinal extent L of the wall segment and in the present example consists of a web profile 5 welded to the strip-shaped segment 2a of the outer sheet metal 2 along a weld 14 and a hollow body profile 6 welded to the web profile 5 the strip-shaped segment 2a of the outer sheet metal 2 takes place in the present example by means of laser welding. It is particularly advantageous that the welded connections with the stiffening elements 3 a running uninterrupted over the entire length of a wall segment 11 can be produced by uninterrupted weld seams.
  • FIG.5 shows an alternative example for the design of the wall segment 11.
  • a section from the strip-shaped segment 2a of the outer sheet metal 2 and a stiffening element 3b can be seen.
  • the illustrated embodiment of the wall element 11 is that In the present embodiment, the stiffening element 3b is formed integrally with the strip-shaped segment 2a of the outer metal sheet 2.
  • the hollow profile 6 has an almost completely circular cross section. In the area of the connection of the hollow profile 6 to the web profile 5, there is a bulge 25 of the hollow profile 6 in the direction of the web profile. As a result, an increased elasticity of the hollow profile 6 is achieved in the case of forces acting on the hollow profile 6 within the cross-sectional area.
  • the special shape shown of the web profile 5, the cylindrical hollow profile 6 and the strip profile 2a is preferably produced by roll profiling.
  • the gap 12 in the area of the web profile 5 can be filled at least on the outer surface 24 of the strip-shaped segment 2a of the outer sheet metal 2. It is particularly advantageous in terms of avoiding corrosion if the gap 12 is closed over its entire gap length SL.
  • the filling on the outer surface 24 and the closing of the gap 12 are preferably carried out by a material-locking joining process, preferably by means of laser soldering or gluing or by another welding process in conjunction with a material that prevents crevice corrosion.
  • FIG.6 shows an embodiment of a self-positioning of a framework 4 on the outer sheet metal 2 via the integrated or integral stiffening element 3. be a curve corresponding to the curvature.
  • the stiffening element 3 is inserted into a shaped notch 7 in the web 8 of the frame support 4.
  • the shaped notch 7 has an end section 7 a, the cross section of which is essentially complementary to the cross section of the hollow profile 6.
  • the end section 7a is separated from an insertion section 7b, the opening width of which is slightly larger than the diameter of the hollow profile 6.
  • FIG. 7th shows an embodiment of the self-positioning of a frame support 4 on the outer sheet metal 2 with temporary self-fixing, in which a Temporary self-fixing by means of form-fitting clamping via an integral stiffening element 3b and complementary to the integral stiffening element 3b arranged at least partially form-fitting to the hollow profile shaped notch 7 in the web 8 of the frame support 4 takes place.
  • the shaped notch 7 has an end section 7 a, the cross section of which is essentially complementary to the cross section of the hollow profile 6.
  • the end section 7a is separated from an insertion section 7b, the opening width of which is slightly larger than the diameter of the hollow profile 6, by a latch section 7c, the opening width of which is slightly smaller than the diameter of the hollow profile 6 due to clamping lugs 10 arranged on both sides.
  • a latch section 7c the opening width of which is slightly smaller than the diameter of the hollow profile 6 due to clamping lugs 10 arranged on both sides.
  • the opening width of the clamping lugs 10 is chosen so that when the frame support 4 is clamped onto the stiffening element 3b, only elastic, but no or only a slight plastic deformation of the hollow body profile 6 occurs without the resilient frictional connection being canceled.
  • laser cutting should preferably be used, since the required high accuracy of shape and fit of the components can be achieved in this way.
  • FIG.8 shows an alternative embodiment of the self-positioning of a frame support 4 on the outer sheet metal 2 with temporary self-fixation. While in the in Figure 7 If a bilateral arrangement of clamping lugs 10 in the pawl section 7c is used, in the present embodiment there is a temporary self-fixation by a pairing of asymmetrical shaped notches 7. In a pair of asymmetrical mold notches 7, each mold notch has only one pawl section 7c, the pawl sections 7c in the two mold notches 7 of the pair different sides of the shaped notch 7 are arranged so that they can be converted into one another by an axis mirroring. In other words, in a pair of shaped notches 7, the respective pawl sections 7c are oriented differently.
  • the pairs of shaped notches 7 are distributed over the respective frame support 4, the shaped notches 7 of a pair of shaped notches 7 not necessarily having to be arranged next to one another.
  • the elastic clamping of the integrated stiffening element 3 in the frame support 4 is achieved by the interaction of the latch sections 7c of a pair of shaped notches 7.
  • the shaped notches 7 in the present exemplary embodiment can be converted into one another by mirroring their axes, this configuration is not absolutely necessary.
  • the two shaped notches 7 of a pair generate an oppositely acting clamping force via the spring action of the web profile 5 through the asymmetrical and opposite, but not necessarily mirrored, arrangement of the pawl section 7c in its area laterally encompassing the hollow profile, so that the shaped notches 7 of the pair can bring about a form fit with the associated stiffening elements 3.
  • Said asymmetry is chosen so that when the framework 4 is clamped onto the stiffening element 3a, only elastic or no failure-promoting plastic deformation of the web profile 5 and the hollow body profile 6 occurs, but the resilient frictional connection is provided. No voltage is permitted after clamping.
  • FIG.9 shows the isometric representation of a side wall module 13 in the joining position of the framework support 4 to the outer sheet metal 2 with the integrated or integral stiffening elements 3. It can be advantageous to elastically tension the framework support 4 when positioned on the outer sheet metal 2 by means of a device so that Spread the clamping lugs of the shaped notches so that they can be locked onto the stiffening elements 3 associated with the outer sheet metal 2 without increased joining forces. After the clamping lugs have clicked into place, the joining process between the Outer sheet metal 2 and the webs of the framework girders 4 are preferably carried out as a T-joint connection by means of laser or laser hybrid welding 14.
  • FIG.10 shows the isometric view of a car body component designed as a side wall 17 in the joining position, consisting of a side wall module 13 with cutouts 26, 27 for windows, doors, media ducts and the like made in the side wall module 13 by means of a thermal and / or machining separation process after joining the framework girders 4 as well as In the area of cutouts 26, 27 for windows, doors, media ducts and the like, thermally joined reinforcement profiles 18, door pillars 19 and the cove girder 20 for local stiffening, preferably the thermal cutting process laser cutting or a mechanical cutting process should be used , since the required high accuracy of shape and fit of the components can be achieved in this way.
  • FIG.11 shows an exemplary section through the representation of the component side wall 17 in the joint of the side wall module 13 with the T-joint-shaped circumferential reinforcement profile 18, the entire contact surface being joined in a materially bonded manner, preferably by means of a laser or laser hybrid weld 14.
  • the production of the outer sheet metal 2 can essentially take place by the uninterrupted joining of wall segments 11 which extend over the entire length of the car body component.
  • the joining of the outer sheet metal 2 with the framework girders 4 to form a wall module 1 by positive positioning and / or frictional fixing without additional clamping devices to fix the frame girders 4 on the outer sheet metal during the thermal joining process The framework formed by the framework girders 4 consists only of the framework girders 4 without additional longitudinal profiles arranged in a fan-like manner for stiffening the outer sheet metal 2.

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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)
  • Laser Beam Processing (AREA)

Claims (11)

  1. Module de paroi pour un composant d'une caisse d'un véhicule ferroviaire, constitué par :
    - une section d'un panneau tôlé extérieur (2) munie d'une surface intérieure (22),
    - un nombre d'éléments de renfort linéaires (3), qui s'étendent essentiellement en parallèle les uns des autres, ainsi que le long de la section du panneau tôlé extérieur (2), et font saillie au-dessus de la surface intérieure (22) de la section du panneau tôlé extérieur (2), et
    - des supports de cadre (4), qui s'étendent essentiellement en parallèle les uns des autres, perpendiculairement aux éléments de renfort (3) et parallèlement à la section du panneau tôlé extérieur (2), et sont reliés avec la section du panneau tôlé extérieur (2) par accouplement de matière,
    - les éléments de renfort (3) s'étendant sur la zone de plusieurs supports de cadre (4) sans interruption et étant un constituant intégral ou intégré de la section du panneau tôlé extérieur (2),
    - les supports de cadre (4) présentant des encoches façonnées (7) au niveau des points d'intersection avec les éléments de renfort (3), qui reçoivent les éléments de renfort continus (3),
    - certaines ou toutes les encoches façonnées (7) présentant une forme qui, après un positionnement des supports de cadre (4) par rapport à la section du panneau tôlé extérieur (2) avec les éléments de renfort (3), engendre déjà, en coopération avec les éléments de renfort (3) du panneau tôlé extérieur (2), sans la liaison par accouplement de matière, une auto-fixation temporaire par accouplement de forme des supports de cadre (4) par rapport à la section du panneau tôlé extérieur (2) avec les éléments de renfort (3), caractérisé en ce que chaque élément de renfort (3) comprend un profil d'entretoise (5) formé de manière intégrée ou intégrale avec le panneau tôlé extérieur (2), et comprend un profil de corps creux (6) agencé à l'extrémité du profil d'entretoise (5) éloignée du panneau tôlé extérieur (2), le profil de corps creux (6) pouvant être mis en prise avec l'encoche façonnée (7), et l'auto-fixation temporaire par accouplement de forme étant formée par coopération d'une section de cliquet (7c) de l'encoche façonnée (7) avec le profil de corps creux (6).
  2. Module de paroi selon la revendication 1, caractérisé en ce que la section du panneau tôlé extérieur (2) du module de paroi est constituée par un ou plusieurs segments de paroi (11) ayant chacun une étendue transversale (Q) et une étendue longitudinale (L) plus grande en comparaison de l'étendue transversale (Q), qui comprennent chacun un ou plusieurs éléments de renfort intégrés ou intégraux (3), qui s'étendent le long de l'étendue longitudinale (L) et parallèlement à la surface intérieure (22) du module de paroi.
  3. Module de paroi selon la revendication 1 ou la revendication 2, caractérisé en ce que les supports de cadre (4) contiennent une ou plusieurs des encoches façonnées (7), qui sont configurées de telle sorte qu'après l'assemblage mécanique des supports de cadre (4) avec des éléments de renfort (3), les supports de cadre (4) reposent en contact avec le panneau tôlé extérieur (2) sur essentiellement toute leur longueur ou sont positionnés à une distance définie.
  4. Module de paroi selon l'une quelconque des revendications 1 à 3, caractérisé en ce qu'un ou plusieurs des éléments de renfort (3) sont intégrés au moyen d'un procédé de jointoiement thermique dans le panneau tôlé extérieur (2), ou en ce qu'un ou plusieurs des éléments de renfort (3) sont un constituant intégral du panneau tôlé extérieur.
  5. Composant de caisse pour un véhicule ferroviaire, caractérisé en ce qu'il est constitué par un ou plusieurs des modules de paroi selon les revendications 1 à 4.
  6. Caisse pour un véhicule ferroviaire, caractérisée en ce qu'elle contient au moins un composant de caisse selon la revendication 5.
  7. Procédé de fabrication d'un composant de caisse selon la revendication 5, comprenant les étapes de travail suivantes :
    - la fourniture d'au moins une section du panneau tôlé extérieur (2) avec un nombre d'éléments de renfort linéaires (3), qui s'étendent essentiellement en parallèle les uns des autres, ainsi que le long de la section du panneau tôlé extérieur (2), et font saillie au-dessus de la surface intérieure (22) de la section du panneau tôlé extérieur (2), ainsi que de supports de cadre (4) avec des entretoises (8), dans lesquelles des encoches façonnées (7) sont formées,
    - l'insertion et la fixation de la section du panneau tôlé extérieur (2) dans un dispositif de maintien, de telle sorte que les éléments de renfort (3) soient librement accessibles pour le positionnement des supports de cadre (4),
    - le positionnement des supports de cadre (4) par rapport à la section du panneau tôlé extérieur (2) par insertion dans le dispositif de maintien, les éléments de renfort (3) de la section du panneau tôlé extérieur (2) étant introduits dans les encoches façonnées (7) des entretoises (8) des supports de cadre (4), les supports de cadre (4) étant ainsi positionnés, et les entretoises (8) des supports de cadre (4) venant s'appliquer contre le panneau tôlé extérieur (2) ou étant positionnées à une distance définie par rapport à la section du panneau tôlé extérieur (2),
    - le jointoiement thermique des supports de cadre (4) avec la section du panneau tôlé extérieur (2) au moyen d'un ou de plusieurs procédés de jointoiement thermique,
    caractérisé en ce que
    - certaines ou toutes les encoches façonnées (7) présentent une forme qui, après l'insertion des éléments de renfort (3) de la section du panneau tôlé extérieur (2) dans les encoches façonnées (7) des entretoises (8) des supports de cadre (4) et avant le jointoiement thermique engendre, en coopération avec les éléments de renfort (3) du panneau tôlé extérieur (2), une fixation par accouplement de forme ou par accouplement de force des supports de cadre (4) par rapport à la section du panneau tôlé extérieur (2) avec les éléments de renfort (3).
  8. Procédé selon la revendication 7, dans lequel la fourniture de l'au moins une section du panneau tôlé extérieur (2) comprend la fabrication de l'au moins une section du panneau tôlé extérieur (2).
  9. Procédé selon la revendication 7, dans lequel la fabrication de l'au moins une section du panneau tôlé extérieur (2) comprend le jointoiement sans interruption de segments de paroi (11) selon l'une quelconque des revendications 5 à 8, qui s'étendent sur toute la longueur du composant de caisse.
  10. Procédé selon la revendication 9, dans lequel la fabrication de l'au moins une section du panneau tôlé extérieur (2) comprend également la fabrication des segments de paroi (11) pour l'au moins une section du panneau tôlé extérieur (2) par première transformation ou par deuxième transformation d'une tôle.
  11. Procédé selon l'une quelconque des revendications 7 à 10, caractérisé en ce que le jointoiement thermique de la section du panneau tôlé extérieur (2) avec les supports de cadre (4) en un module de paroi (1) a lieu par la fixation par accouplement de forme ou par accouplement de force sans dispositifs de serrage supplémentaires pour la fixation des supports de cadre (4) sur le panneau tôlé extérieur lors du processus de jointoiement thermique, et en ce que le cadre formé par les supports de cadre (4) n'est constitué que des supports de cadre (4) sans profils longitudinaux supplémentaires agencés en éventail pour le renfort du panneau tôlé extérieur (2).
EP18159743.6A 2017-03-03 2018-03-02 Module de paroi et procédé de fabrication de composants pourvus de module de paroi pour la caisse brute des caisses de voitures dans la construction de véhicules sur rails selon la construction à structure différentielle Active EP3369638B1 (fr)

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DE102017104493.0A DE102017104493A1 (de) 2017-03-03 2017-03-03 Wandmodul und ein Verfahren zur Herstellung von Komponenten mit Wandmodulen für den Rohbau von Wagenkästen im Schienenfahrzeugbau in Differenzialbauweise

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DE102018129468A1 (de) * 2018-11-22 2020-05-28 Bombardier Transportation Gmbh Hüllstruktur für einen Wagenkasten
AT524863B1 (de) * 2021-07-16 2022-10-15 Siemens Mobility Austria Gmbh Großkomponente für ein Schienenfahrzeug
DE102022210202A1 (de) 2022-09-27 2024-03-28 Siemens Mobility GmbH Versteifungselement

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CN203651775U (zh) * 2013-12-31 2014-06-18 南车长江车辆有限公司 一种铁路货车车体整体侧墙板

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FR1319698A (fr) * 1962-04-12 1963-03-01 Ind De L Aluminium Sa Profilé et élément de construction
DD274793B5 (de) * 1988-08-18 1996-04-04 Goerlitz Waggonbau Gmbh Wagenkastenaufbau fuer Schienenfahrzeuge
US5267515A (en) * 1989-01-18 1993-12-07 Hitachi, Ltd. Vehicle body construction having longitudinally elongated extruded panels and continuous welds joining the panels
DE4413369C2 (de) 1994-04-19 1996-08-29 Hornauer Klaus Peter Dr Ing Schalenförmiges Werkstück
EP2483123B1 (fr) * 2009-09-30 2014-12-31 Siemens AG Österreich Élément de grande taille pour véhicules ferroviaires
CN204055793U (zh) 2014-07-03 2014-12-31 南车株洲电力机车有限公司 一种轨道车辆及其侧墙支撑骨架

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CN203651775U (zh) * 2013-12-31 2014-06-18 南车长江车辆有限公司 一种铁路货车车体整体侧墙板

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EP3369638A1 (fr) 2018-09-05
DE102017104493A1 (de) 2018-09-06
ES2894952T3 (es) 2022-02-16

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