EP3374245B1 - Caisse pour véhicule ferroviaire de transport de passagers - Google Patents

Caisse pour véhicule ferroviaire de transport de passagers Download PDF

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Publication number
EP3374245B1
EP3374245B1 EP17705137.2A EP17705137A EP3374245B1 EP 3374245 B1 EP3374245 B1 EP 3374245B1 EP 17705137 A EP17705137 A EP 17705137A EP 3374245 B1 EP3374245 B1 EP 3374245B1
Authority
EP
European Patent Office
Prior art keywords
car body
connecting beam
section
vehicle floor
vehicle
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.)
Active
Application number
EP17705137.2A
Other languages
German (de)
English (en)
Other versions
EP3374245A1 (fr
Inventor
Lars BEHRENDT
Andreas NIEDERSTÄTTER
Josef Wiesinger
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 Austria GmbH
Original Assignee
Siemens Mobility Austria 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 Mobility Austria GmbH filed Critical Siemens Mobility Austria GmbH
Priority to PL17705137T priority Critical patent/PL3374245T3/pl
Publication of EP3374245A1 publication Critical patent/EP3374245A1/fr
Application granted granted Critical
Publication of EP3374245B1 publication Critical patent/EP3374245B1/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
    • B61D17/10—Floors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/14—Attaching or supporting vehicle body-structure

Definitions

  • 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.
  • 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.
  • 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).
  • end pieces at the vehicle end and main cross members, which also include the bearings of the bogies (or individual axles).
  • 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 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.
  • 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.
  • 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.
  • connection beam 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.
  • the connecting beam 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.
  • 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.
  • connection carrier 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.
  • 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.
  • 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.
  • 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.
  • 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
  • connection beam 5 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.

Claims (4)

  1. Châssis de véhicule pour véhicule ferroviaire de transport de passagers, comportant une bogie comprenant un avant-corps (4) chacun à chaque extrémité du véhicule, dans lequel la bogie comporte deux longerons extérieurs (1) entre lesquels un plancher de véhicule (2) est disposé, le plancher de véhicule (2) étant réalisé en tôle profilée pliée en section à la manière d'un trapèze, les moulures de la tôle profilée s'étendant au sens longitudinal du châssis de véhicule, et dans lequel le plancher de véhicule (2) est solidaire, aux transitions vers l'une chacune des avant-corps (4), à l'avant-corps respectif, grâce à une poutre de liaison (5) orientée transversalement au sens longitudinal du châssis de véhicule, et dans lequel la poutre de liaison (5) est réalisée sous forme d'une tôle profilée à section transversale sensiblement sous forme L, caractérisé en ce que le tronçon de la poutre de liaison (5) relié à un avant-corps (4) est muni d'une moulure trapézoïdale (7) et dans lequel la poutre de liaison (5) présente des évidements (9) à travers lesquels passe un tronçon du plancher de véhicule (2) .
  2. Châssis de véhicule pour véhicule ferroviaire de transport de passagers selon l'une des revendications 1 ou 2,
    caractérisé en ce que la poutre de liaison (5) comporte au moins un alésage d'évacuation d'eau (8).
  3. Châssis de véhicule pour véhicule ferroviaire de transport de passagers selon l'une des revendications 1 à 3,
    caractérisé en ce que la poutre de liaison (5) est constituée par plusieurs tôles individuelles soudées l'une à l'autre.
  4. Châssis de véhicule pour véhicule ferroviaire de transport de passagers selon l'une des revendications 1 à 3,
    caractérisé en ce que la poutre de liaison (5) est réalisée sous forme monobloc à partir d'une seule tôle grâce à un procédé de formage.
EP17705137.2A 2016-02-17 2017-02-15 Caisse pour véhicule ferroviaire de transport de passagers Active EP3374245B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL17705137T PL3374245T3 (pl) 2016-02-17 2017-02-15 Pudło wagonu do pasażerskiego pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50105/2016A AT518382B1 (de) 2016-02-17 2016-02-17 Wagenkasten für ein Passagierschienenfahrzeug
PCT/EP2017/053384 WO2017140717A1 (fr) 2016-02-17 2017-02-15 Caisse pour véhicule ferroviaire de transport de passagers

Publications (2)

Publication Number Publication Date
EP3374245A1 EP3374245A1 (fr) 2018-09-19
EP3374245B1 true EP3374245B1 (fr) 2021-05-12

Family

ID=58044087

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17705137.2A Active EP3374245B1 (fr) 2016-02-17 2017-02-15 Caisse pour véhicule ferroviaire de transport de passagers

Country Status (6)

Country Link
US (1) US10906563B2 (fr)
EP (1) EP3374245B1 (fr)
CN (1) CN108602520B (fr)
AT (1) AT518382B1 (fr)
PL (1) PL3374245T3 (fr)
WO (1) WO2017140717A1 (fr)

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4008703A1 (de) * 1990-03-17 1991-09-19 Audi Ag Tragstruktur fuer ein kraftfahrzeug
JPH05254429A (ja) 1992-03-13 1993-10-05 Tokyu Car Corp 鉄道車両用台枠
FR2691937B1 (fr) * 1992-06-03 1994-07-22 Alsthom Gec Caisse de vehicule ferroviaire en acier inoxydable.
JP3562795B2 (ja) 2000-08-29 2004-09-08 川崎重工業株式会社 二重構造の側梁による鉄道車両の車体フレーム
CN201516856U (zh) * 2009-10-16 2010-06-30 青岛四方庞巴迪铁路运输设备有限公司 铁路客车底架端部结构
CN201580395U (zh) 2009-10-30 2010-09-15 青岛四方庞巴迪铁路运输设备有限公司 轨道车辆不锈钢车体底架结构
AT511291A1 (de) * 2011-04-04 2012-10-15 Siemens Ag Oesterreich Schienenfahrzeug mit angesetzter verformungszone
AT511290A1 (de) * 2011-04-04 2012-10-15 Siemens Ag Oesterreich Schienenfahrzeug mit verformungszone
JP5931548B2 (ja) * 2012-04-02 2016-06-08 川崎重工業株式会社 鉄道車両
CN104354711A (zh) * 2014-11-12 2015-02-18 南车二七车辆有限公司 一种拼接式铁路货车中梁
CN204956497U (zh) * 2015-08-11 2016-01-13 南车眉山车辆有限公司 一种铁路货车鱼腹梁底架
JP6647907B2 (ja) * 2016-02-18 2020-02-14 日本車輌製造株式会社 鉄道車両構体

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
PL3374245T3 (pl) 2021-11-02
CN108602520A (zh) 2018-09-28
US10906563B2 (en) 2021-02-02
AT518382A1 (de) 2017-09-15
EP3374245A1 (fr) 2018-09-19
AT518382B1 (de) 2017-12-15
US20190106129A1 (en) 2019-04-11
WO2017140717A1 (fr) 2017-08-24
CN108602520B (zh) 2021-02-09

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