EP3374245B1 - Car body for a passenger rail vehicle - Google Patents

Description

Technical area

The invention relates to a car body for a passenger rail vehicle.

Such a passenger rail vehicle is, for example, from US 2015/047530 A1 known.

State of the art

Rail vehicles, in particular passenger vehicles, are mostly produced today as self-supporting metal structures. A vehicle body is built up from an underframe, end walls and a roof. The underframe must withstand the operating forces, especially the loading, clutch pressure and tensile forces. For this purpose, the underframe is often designed as a frame construction and usually comprises two external longitudinal members and possibly a central longitudinal member as well as several cross members connecting the longitudinal members and is reinforced at the ends of the vehicle. This reinforcement takes place by means of so-called end pieces at the vehicle end and main cross members, which also include the bearings of the bogies (or individual axles). For the approval of rail vehicles it is necessary to meet certain standards, often different for each country. Among other things, these standards require proof that the rail vehicle can withstand a certain longitudinal force (clutch pressure) without damage. The UIC-566 standard, which is valid for Europe, requires a clutch pressure of 2000kN to be verified, which is required for the USA valid standard requires 3560kN. With these forces, which are far above the longitudinal compressive forces occurring during operation, elastic deformations of the car body occur. These deformations cause stress peaks in various components, so that an exact design of the construction must take this into account. These stress peaks can lead to failure of welds or to breakage of the relevant component, particularly on components at the transition between the front end and the subframe. It is possible to design these components with a significantly thicker wall, but this increases the weight of the vehicle.

Presentation of the invention

The invention is therefore based on the object of specifying a car body for a passenger rail vehicle which, even with high axial pressure forces, only has low stress peaks on components of the underframe, in particular at the transition between the vehicle floor and the front end.

The object is achieved by a car body for a passenger rail vehicle with the features of claim 1. Advantageous configurations are the subject of subordinate claims.

The basic idea of the invention is a car body for a passenger rail vehicle, comprising an underframe with a front end at each end of the vehicle, the underframe comprising two external longitudinal members, between which a vehicle floor is arranged, the vehicle floor being made of profiled sheet metal with a trapezoidal cross-section, with the The corrugation of the profile sheet extends in the longitudinal direction of the Car body extend constructed, the vehicle floor being firmly connected to the respective front structure at the transition points to one of the front structures by means of a connecting beam oriented transversely to the longitudinal direction of the car body, and the connecting beam being designed as a profiled sheet with a substantially L-shaped cross-section, and where the with a stem connected section of the connecting beam is equipped with a trapezoidal bead.

This has the advantage of being able to connect a vehicle floor to a front end which, even with very high longitudinal compressive forces, reduces the stress peaks at the attachment points to the front end to significantly lower values than is possible with solutions from the prior art.

Longitudinal compressive forces that act on a car body via the central buffer couplings cause the car body to deform. The very solid end area (front end) is much less deformed than the relatively softer middle area of the car body. The transition between the slightly deformed end area and the deformed central area of a car body is particularly critical, since this is where the highest stress peaks occur.
Car bodies of rail vehicles are often made with a vehicle floor made of trapezoidal sheet metal on which a passenger compartment floor is applied. In the cavities created by the trapezoidal shape, water can form due to condensation, which has to be removed. This water drainage must take place through the smallest possible openings, otherwise the pressure-tight properties be compromised. It is therefore customary to close the vehicle floor (the trapezoidal sheet metal) with a connecting beam and to connect it to the front end, and to provide one or more water drainage openings on the connecting beam. The connecting beam is essentially designed with an L-shaped cross section and is attached to the vehicle floor and the front end by means of welded connections.

These welded connections, in particular the welded connection to the front end, are subject to particularly high constraining forces when the car body is deformed, so that their durability can be endangered.

According to the invention, a connection beam is therefore provided which has a higher elasticity, so that the constraining forces due to the deformation of the car body are significantly reduced. In this way, both the main dimensions and the wall thicknesses and materials of the connecting beam can be retained.

On the side facing the front end, the corresponding leg of the L-shaped cross-section, the connecting beam is equipped with a feature that increases the elasticity. This section is designed with a trapezoidal bead, so that the moment of resistance of the connecting beam is greatly reduced.

According to the invention, the connecting support is equipped with recesses through which a section of the vehicle floor can be passed. In this way, a particularly firm connection to the vehicle floor can be established, since the length of the weld seam connecting the connection beam to the vehicle floor is increased.

It is advantageous to equip the connection carrier with at least one water drainage hole, so that in the Water collected in cavities in the vehicle floor can drain away.

A car body according to the invention can be manufactured in two ways. According to one embodiment, the connection carrier can be constructed from a plurality of individual metal sheets that are welded to one another.
A second embodiment provides for the connection carrier to be produced from a single sheet metal (in one piece) by means of a forming process.

Brief description of the drawings

• Fig.1 Fahrzeugboden Querschnitt.
• Fig.2 Fahrzeugboden, Übergang zu einem Vorbau mit einem herkömmlichen Verbindungsträger.
• Fig.3 Fahrzeugboden, Übergang zu einem Vorbau mit einem Verbindungsträger.
• Fig.4 Herkömmlicher Verbindungsträger.
• Fig.5 Verbindungsträger.

It shows by way of example:

• Fig. 1 Vehicle floor cross section.
• Fig. 2 Vehicle floor, transition to a front end with a conventional connecting beam.
• Fig. 3 Vehicle floor, transition to a front end with a connecting beam.
• Fig. 4 Conventional connection beam.
• Fig. 5 Connecting beam.

Implementation of the invention

Fig. 1 shows an example and schematically a cross section through a vehicle floor. A section is shown transversely to the longitudinal direction of a rail vehicle, further components, such as a central longitudinal support or transverse support, not being shown for the sake of simplicity. The underframe of the vehicle comprises two external longitudinal members 1, between which a vehicle floor 2 is arranged. The vehicle floor 2 is typically welded to the side members and is designed as a so-called trapezoidal sheet. This trapezoidal sheet consists of sheet metal with a trapezoidal edge in cross section, the beads of the profiled sheet extending in the longitudinal direction of the car body.

Fig. 2 shows by way of example and schematically a vehicle floor at the point of transition to a front end with a conventional connection beam according to the prior art. It shows a section along the longitudinal direction of a rail vehicle through the undercarriage. The vehicle floor 2 made of trapezoidal sheet metal ends at this transition point and is connected to the front end 4 of the vehicle. For this purpose, a connection beam 3 of conventional design is provided, oriented transversely to the longitudinal axis of the vehicle, which essentially has an L-shaped cross section and which is firmly and permanently connected to both the vehicle floor 2 and the front end 6, typically by means of welded connections. The connection beam 3 of conventional design is provided with recesses which allow a partial passage of the vehicle floor 2 through a section of the connection beam 3, so that a welded connection can be produced at this connection point with high strength. The weld seam 6 for connecting the connecting beam 3 to the front end 4 is subjected to very high loads, since a twisting of the front end 4 with respect to the vehicle floor 2 occurs with high axial loads. The small wall thickness of the connecting beam 3 compared to the front structure 4 also increases the probability of failure of the weld 6.

Fig. 3 shows an example and schematically a vehicle floor at the point of transition to a front end with a

Connecting beam. It's the transition point Fig. 2 shown, however, a connection beam 5 according to the invention is inserted between the vehicle floor 2 and the front end 4. This connection carrier 5 is equipped with a bead 7 in a trapezoidal shape. This bead significantly reduces the moment of resistance of the connection carrier against deformations due to the introduction of torque at high axial loads, so that the connection carrier 5 can be more easily deformed and the load on the weld seam 6 is significantly reduced.

Fig. 4 shows by way of example and schematically a conventional connection carrier. An oblique view of a connection carrier 3 is shown as it is shown, for example, in a FIG Fig. 2 application shown can be used. The connection carrier 3 has an essentially L-shaped cross section, one section being equipped with recesses 9. Furthermore, the connection carrier 3 comprises two water drainage bores 8.

Fig. 5 shows an example and schematically a connection beam. An oblique view of a connection carrier 5 according to the invention is shown as it is, for example, in a FIG Fig. 3 application shown can be used. The connection carrier 5 has an essentially L-shaped cross section, one section being equipped with recesses 9. The second section of the connecting beam 5 is designed with a trapezoidal bead 7.

List of names

1

Side member

2

Vehicle floor

3

Connection carrier old

4th

Stem

5

Connecting beam

6th

Weld

7th

Bead

8th

Water drainage hole

9

Recess

Claims (4)

1. Car body for a passenger rail vehicle, comprising a chassis with a front assembly (4) at each vehicle end, wherein the chassis comprises two outer-lying longitudinal beams (1), between which a vehicle floor (2) is arranged, wherein the vehicle floor (2) is configured from a profiled metal sheet edged in a trapezoid-like manner in the cross-section, wherein the beads of the profiled metal sheet extend in the longitudinal direction of the car body, and wherein
   the vehicle floor (2) is fixedly connected to each front assembly (4) at the transition points to said front assembly (4) by means of a connecting beam (5) oriented transversely to the longitudinal direction of the car body and wherein the connecting beam (5) is designed as a profiled metal sheet having a substantially L-shaped cross-section, characterised in that the section of the connecting beam (5) connected to a front assembly (4) is equipped with a trapezoid-like bead (7) and wherein the connecting beam (5) has cut-outs (9), through which a section of the vehicle floor (2) is passed.
2. Car body for a passenger rail vehicle according to one of claims 1 or 2,
   characterised in that the connecting beam (5) has at least one water outlet borehole (8).
3. Car body for a passenger rail vehicle according to one of claims 1 to 3,
   characterised in that the connecting beam (5) is assembled from a number of individual metal sheets welded together.
4. Car body for a passenger rail vehicle according to one of claims 1 to 3,
   characterised in that the connecting beam (5) is produced in one piece from an individual metal sheet by means of a deformation method.

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