EP3656629A1 - Structure d'enveloppe pour une caisse - Google Patents

Structure d'enveloppe pour une caisse Download PDF

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Publication number
EP3656629A1
EP3656629A1 EP19210432.1A EP19210432A EP3656629A1 EP 3656629 A1 EP3656629 A1 EP 3656629A1 EP 19210432 A EP19210432 A EP 19210432A EP 3656629 A1 EP3656629 A1 EP 3656629A1
Authority
EP
European Patent Office
Prior art keywords
envelope
stiffening
support element
envelope structure
stiffening element
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Withdrawn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
EP19210432.1A
Other languages
German (de)
English (en)
Inventor
Sven Uschmann
Hendrick Seidler
Jan Prockat
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation 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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3656629A1 publication Critical patent/EP3656629A1/fr
Withdrawn legal-status Critical Current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
    • B61D17/08—Sides

Definitions

  • the invention relates to an envelope structure for a car body of a rail vehicle.
  • Car bodies for rail vehicles can be made of steel or aluminum.
  • support elements are often connected to form a support structure.
  • Support elements can be longitudinal or transverse and form a framework structure.
  • the support structure can form envelope elements and / or can be covered with plate-shaped envelope elements in order to form an envelope structure.
  • the cladding elements usually consist of metal sheets, which usually have a function that stiffens the supporting structure.
  • envelope structures are in the EP 2 555 957 A1 and in the DE 10 2008 048 083 A1 described.
  • Cutouts can be made in the envelope elements, e.g. serve the assembly of windows or doors. In the area of these cutouts, increased forces or tensions can occur during operation of the rail vehicle. For example, bending and torsional moments are introduced into the car body via the coupling and the bogies, e.g. when the car is accelerated or braked, or in or out of a curve that continues over the envelope structure to the cutouts. These loads lead to tensile or compressive stresses in the envelope structure, which in the case of rectangular cutouts are concentrated above all at corners of the cutouts and can compress or stretch them. In order to counteract the loads in the envelope structure, supporting elements or supporting envelope elements are reinforced, in particular by increasing the sheet thickness, by means of additional supports or ribs.
  • the DE 10 2008 048 083 A1 proposed to manufacture sheet metal elements from sheet metal parts with different thickness.
  • the sheet thicknesses can be reduced in areas that are exposed to less stress in order to save weight and material.
  • the EP 2 555 957 A1 discloses a cladding structure with an outer sheet of sheet metal of different properties which abut each other butt-jointed and connected to one another via continuous laser weld seams to form an offset-free outside are. In areas of the outer sheet metal where increased stresses occur, for example, sheets with a larger wall thickness are used.
  • the invention is therefore based on the object of creating an easily manufactured envelope structure with reduced weight.
  • the object is achieved in that the envelope structure has, in addition to an envelope element, a support element which reinforces the envelope element and a stiffening element which stiffens the support element and which at least in sections is in positive engagement with the support element. Because the stiffening element is positively connected to the support element, no or fewer fastening means are required for fastening the stiffening element.
  • a position lock can be provided.
  • the position securing device cannot have a force-transmitting function and can therefore be designed very simply.
  • an adhesive can be used to secure the position.
  • Envelope element and support element are preferably formed from a metallic material, in particular steel and / or aluminum. Envelope element and support element are preferably together welded. In contrast, the stiffening element can be glued to the envelope element and / or support element or be adhesively connected. In this way, there is no heat input when the stiffening element is connected to the envelope structure, which could lead to a deterioration in the material properties. Due to the positive engagement of the stiffening element, although there is only an adhesive connection, sufficient force transmission is possible.
  • the forces occurring in the envelope structure are in particular parallel or tangential to the outer surface of the envelope structure.
  • the forces to be transmitted by the stiffening element can also run parallel or tangential to the outer surface of the envelope structure.
  • the forces occurring in the envelope structure can run parallel to or lie on a common force action plane.
  • the stiffening element can be inserted into the envelope structure essentially in a mounting direction that runs perpendicular to the plane of the force action.
  • forces acting between the supporting element and the stiffening element in particular supporting forces stiffening the supporting element, can be transmitted essentially in a form-fitting manner.
  • the power transmission can take place partially or completely via the positive connection.
  • a force transmission stiffening the support element is possible without the need for additional fastening means.
  • the support element and the stiffening element can be designed to be complementary to one another, at least in sections, the mutually complementary sections lying one inside the other.
  • the support element and the stiffening element can each be formed by a profile, wherein the profiles can have support surfaces designed to be complementary to one another.
  • the profiles forming the support element and the stiffening element can be designed so that they can be inserted into one another or can lie one inside the other in the assembled state.
  • Profiles can be manufactured inexpensively using established processes, e.g. steel profiles can be rolled, drawn or pressed, aluminum profiles can be manufactured inexpensively using the extrusion process, plastics using the extrusion process.
  • Supporting element and stiffening element can preferably be flat on one another lie on. For this purpose, surfaces of the supporting element and the stiffening element lying one on top of the other in the assembled state can be designed in mirror image.
  • the stiffening element can rest against both the envelope element and the support element.
  • the envelope element can be part of the supporting structure of the envelope structure. This means that surfaces of the enveloping element, in particular surfaces of the enveloping element facing the interior of the enveloping structure, can also be integrated into the power line. Furthermore, with this embodiment, more surfaces are available in order to establish a positive connection with the stiffening element.
  • the stiffening element and the cladding element can each have a contact surface, the contact surfaces of the stiffening element and cladding element lying on one another and jointly forming an adhesive joint.
  • the stiffening element can be glued to the envelope element accordingly.
  • the stiffening element can rest on at least two, preferably three, four or five sides of support elements and / or the envelope structure.
  • the support elements can form a framework, the stiffening element being in a form-fitting manner between two nodes of the framework.
  • the support element can form a hollow body into which the stiffening element can be inserted.
  • the support element can in particular be formed by a hollow profile.
  • a support element designed as a hollow body can be designed so that it can be closed.
  • the stiffening element can rest on further supporting elements.
  • the stiffening element can bear against a first support element in a transverse direction and against a second and / or third support element in and / or against a longitudinal direction.
  • the stiffening element can also bear against a support element in a second and / or third transverse direction.
  • the envelope structure can have a framework made of supporting elements, with longitudinal profiles running in a longitudinal direction and transverse profiles running in a transverse direction, the longitudinal profiles and the transverse profiles each being provided with different stiffening elements.
  • the stiffening elements can be attached to the different loads occurring during operation of the longitudinal and transverse profiles and / or be adapted to different geometries of the longitudinal and transverse profiles in order to achieve the best possible support function or to ensure an optimal form fit.
  • the envelope structure can have a cutout, in particular a window and / or a door cutout.
  • the cutout can be provided in a side wall area, an end wall area, a roof area and / or a floor area.
  • the cutout can in particular be a door cutout and / or a window cutout and / or a cutout for an air conditioning system. Because the flow of force at window and door cutouts is disturbed, these voltage peaks can occur. For this reason, stiffening the body of the car at cutouts is of particular importance.
  • the stiffening element can accordingly preferably adjoin and / or surround the cutout.
  • the stiffening element can also form an edge of the cutout, at least in sections form a window or door frame or form a door threshold.
  • the stiffening element can be formed from a composite material, in particular a fiber composite material.
  • the stiffening element can comprise a carbon fiber composite material. If the stiffening element is primarily subjected to pressure, pressure-resistant materials can be used as an alternative, in particular ceramics, ceramic-metal composite materials and / or ceramic fiber composite materials.
  • the support element and / or the envelope element are preferably made of steel in order to achieve sufficient strength with a simple structure of the envelope structure.
  • the support element and / or the envelope element can be made of aluminum.
  • a filling material can be provided between the stiffening element and the support element, which forms the positive connection.
  • the filling material can preferably form the positive connection together with the stiffening element.
  • the filling material can be introduced into cavities and / or gaps between the stiffening element and the support element.
  • it can be designed to be moldable, in particular liquid or kneadable, in an assembled state at room temperature.
  • the filling material can be configured to be hardening, in particular cold or hardening at room temperature, in order to produce sufficient compressive strength. In this way, damage to the envelope structure due to heat input can be avoided. In the hardened state, the filling material forms a packing. To increase the compressive strength, the filling material or the filling body can contain pressure-resistant components, such as quartz sand or ceramic.
  • the stiffening element can be adhesively connected to the support element by the filler material.
  • the filling material can be configured as an adhesive.
  • the filler material can comprise a thermoset, for example epoxy resin.
  • the thermoset can form the matrix of a composite material from which the filler body is formed.
  • the filling material can comprise quartz sand.
  • the support element can have a cavity or a recess into which the stiffening element can be inserted.
  • the support element can be made of a profile body, e.g. a steel profile body can be formed, which has a trough or a cavity.
  • the stiffening element can be inserted into this trough or the cavity in order to stiffen the profile body.
  • the support element can form a receptacle together with an enveloping element, into which the stiffening element can be positively received.
  • the stiffening element can have a depression, such as a trough or an indentation, into which the supporting element can be inserted.
  • the stiffening element like the supporting element, can be designed as a profile body.
  • the stiffening element can overlap or encompass the support element.
  • the positive force transmission can thus be further improved.
  • the stiffening element can also span two support elements or a support element and an enveloping element in order to establish a stiffening connection between these elements.
  • the stiffening element can be adhesively connected to the enveloping element.
  • the stiffening element, together with the enveloping element, can form a receptacle into which the support element can be positively received.
  • an envelope element is provided.
  • the envelope element is connected to the support element.
  • the support element can be previously connected to other support elements to form a support structure.
  • a stiffening element is connected in a form-fitting manner. This is done by positively fitting or inserting a stiffening element.
  • the stiffening element can be inserted into a receptacle formed by the support element or placed on the support element.
  • FIG. 1 A section of an envelope structure 1 of a rail vehicle is shown, which forms a side wall of a car body of a rail vehicle.
  • the envelope structure 1 forms an envelope of a passenger compartment, the majority of the envelope being formed by an envelope element 2.
  • the enveloping element 2 can in particular comprise a metal sheet, such as steel sheet or aluminum sheet.
  • the envelope element 2 can be made of a composite material.
  • Carrying elements 3, 4 are applied to the envelope element 2, which at least partially absorb forces acting on the envelope structure 1 and increase the overall strength of the envelope structure 1.
  • the support elements 3, 4 comprise extending in the longitudinal direction X of the rail vehicle Longitudinal profiles 5 and transverse profiles 6 running in the transverse direction Z or height direction.
  • the support elements 3, 4 form a load-bearing framework structure which interacts with the enveloping element 2.
  • the envelope structure 1 forming a side wall has cutouts 8 which are provided to form windows. Because the envelope structure 1 is interrupted by the cutouts 8, the flow of force in the area of the cutouts 8 is interrupted or the structural strength is weakened in these areas. In particular in the corner areas of the cutouts 8, increased forces can occur which result in special requirements for the strength of the envelope structure 1.
  • stiffening elements 7, 10 are provided. While stiffening elements 7 are applied to the longitudinal support elements 4 or longitudinal profiles 5, the transverse support elements 3 or transverse profiles 6 are provided with stiffening elements 10. The stiffening elements 7 border in and against the X-direction at their ends on transverse profiles 6, whereby a positive connection is created. The stiffening elements 10, on the other hand, adjoin at their ends in and against the Z direction at each of the longitudinal profiles 5, as a result of which a positive fit is produced.
  • Fig. 2 shows a sectional view along the section line AA in Fig. 1 with a support element 3 running in the transverse direction Z.
  • the support element 3 is formed by an essentially Z-shaped profile which is applied to the enveloping element 2, preferably by means of a weld seam.
  • the support element 3 has a first leg 11, a second leg 12 and a body 13.
  • the first leg 11 lies on the enveloping element 2 and forms an angle 14 with the body 13, which forms a receptacle into which the stiffening element 10 is inserted.
  • the leg 11 forms a support surface in the Y direction, the body 13 counter to the X direction. Accordingly, movement of the stiffening element 10 in these two directions is blocked in a form-fitting manner. With the positive connection that is created by the adjacent longitudinal profiles 5, a movement in and against the Z direction is blocked.
  • a filling material 9 is provided.
  • the filler material 9 is applied to the stiffening element 10 and / or the support element 3 in a processing state. In the processing state, the filling material 9 can be shaped at room temperature. Then the stiffening element 10 on the support element 3 in the in Fig. 2 position shown moves. The filling material 9 now fills voids between the support element 3 and the stiffening element 10 and thus forms a seamless contact surface.
  • the filler material 9 can act as an adhesive, that is to say, in order to achieve an adhesive fixation of the stiffening element 10 in addition to the positive connection.
  • the filling material 9 can be formed, for example, by a thermoset and quartz sand.
  • Fig. 3 is a sectional view taken along the section line BB in Fig. 1 .
  • a supporting element 4 is fastened, preferably welded, to the enveloping element 2, which together with the enveloping element 2 forms the supporting structure of the car body.
  • the stiffening element 7 surrounds the support element 4 and the support element 4 is inserted into the stiffening element 7.
  • the stiffening element 7 rests with a bearing surface 18 directly against an adjacent bearing surface 19 of the enveloping element 2. There is thus a positive connection between the envelope element 2 with the supporting element 4 and the stiffening element 7.
  • the stiffening element 7 can be glued to the envelope element 2.
  • the joint between the support surface 18 of the stiffening element 7 and the support surface 19 of the enveloping element 2 can serve as an adhesive joint.
  • the stiffening element 7 has a receiving space 15, in which the support element is received in a form-fitting manner.
  • the stiffening element 7 is molded onto the contour of the support element 4 and the envelope element 2.
  • a cavity 16 is provided between the stiffening element 7 and the enveloping element 2, which is used for the positive reception of the support element 3.
  • the cavity 16 is only marginally wider than the support element 4.
  • a filling material 17 which is pressure-resistant in the hardened state is introduced into the cavity 16, in particular between the stiffening element 7 and the support element 4. This can also form an adhesive.
  • the stiffening element 7 can be connected to the envelope element 2 in a force-transmitting manner.
  • the stiffening element 7 can in particular be glued to the enveloping element 2.
  • the area in which the stiffening element 7 rests on the enveloping element 2 can serve as an adhesive joint.
  • the cladding element can be screwed or riveted to the envelope element.
  • a filling material 17 is provided between the stiffening element 7 and the supporting element 4.
  • the filling material 17 compensates for gaps and unevenness between the support element 4 and the stiffening element 7.
  • the filling material 17 forms a support body for positive force transmission between the support element 4 and the stiffening element 7.
EP19210432.1A 2018-11-22 2019-11-20 Structure d'enveloppe pour une caisse Withdrawn EP3656629A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018129468.9A DE102018129468A1 (de) 2018-11-22 2018-11-22 Hüllstruktur für einen Wagenkasten

Publications (1)

Publication Number Publication Date
EP3656629A1 true EP3656629A1 (fr) 2020-05-27

Family

ID=68732701

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19210432.1A Withdrawn EP3656629A1 (fr) 2018-11-22 2019-11-20 Structure d'enveloppe pour une caisse

Country Status (2)

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EP (1) EP3656629A1 (fr)
DE (1) DE102018129468A1 (fr)

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59186762A (ja) * 1983-04-08 1984-10-23 株式会社日立製作所 骨組の継手構造
EP0136264A2 (fr) * 1983-09-15 1985-04-03 Alusuisse-Lonza Services Ag Charpente de wagon ou de voiture
CH687719A5 (de) * 1994-03-09 1997-01-31 Alusuisse Lonza Services Ag Eckverbindung.
DE19639339A1 (de) * 1996-09-25 1998-03-26 Deutsche Waggonbau Ag Schalenstruktur aus faserverstärktem Kunststoff für Fahrzeuge oder Behälter, insbesondere für Wagenkästen von Schienenfahrzeugen
US20090108633A1 (en) * 2007-10-25 2009-04-30 Honda Motor Co., Ltd. Vehicle body structure
JP4280261B2 (ja) * 2005-11-30 2009-06-17 日本車輌製造株式会社 鉄道車両
DE102008048083A1 (de) 2008-09-19 2010-04-08 Bombardier Transportation Gmbh Schienenfahrzeug-Wagenkasten und Verfahren zu dessen Herstellung
JP2011201454A (ja) * 2010-03-26 2011-10-13 Nippon Sharyo Seizo Kaisha Ltd 鉄道車両
EP2415649A1 (fr) * 2009-03-30 2012-02-08 Kawasaki Jukogyo Kabushiki Kaisha Structure de carrosserie de véhicule ferroviaire et procédé de fabrication associé
EP2555957A1 (fr) 2010-04-09 2013-02-13 Bombardier Transportation GmbH Paroi extérieure pour une carrosserie de véhicule sur rail et son procédé de fabrication

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IL63240A (en) * 1980-07-11 1984-12-31 Weecan Marine Method and apparatus for manufacturing an integral shell formed body
DE102017104493A1 (de) * 2017-03-03 2018-09-06 engineering office Trommeshauser GmbH Wandmodul und ein Verfahren zur Herstellung von Komponenten mit Wandmodulen für den Rohbau von Wagenkästen im Schienenfahrzeugbau in Differenzialbauweise

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59186762A (ja) * 1983-04-08 1984-10-23 株式会社日立製作所 骨組の継手構造
EP0136264A2 (fr) * 1983-09-15 1985-04-03 Alusuisse-Lonza Services Ag Charpente de wagon ou de voiture
CH687719A5 (de) * 1994-03-09 1997-01-31 Alusuisse Lonza Services Ag Eckverbindung.
DE19639339A1 (de) * 1996-09-25 1998-03-26 Deutsche Waggonbau Ag Schalenstruktur aus faserverstärktem Kunststoff für Fahrzeuge oder Behälter, insbesondere für Wagenkästen von Schienenfahrzeugen
JP4280261B2 (ja) * 2005-11-30 2009-06-17 日本車輌製造株式会社 鉄道車両
US20090108633A1 (en) * 2007-10-25 2009-04-30 Honda Motor Co., Ltd. Vehicle body structure
DE102008048083A1 (de) 2008-09-19 2010-04-08 Bombardier Transportation Gmbh Schienenfahrzeug-Wagenkasten und Verfahren zu dessen Herstellung
EP2415649A1 (fr) * 2009-03-30 2012-02-08 Kawasaki Jukogyo Kabushiki Kaisha Structure de carrosserie de véhicule ferroviaire et procédé de fabrication associé
JP2011201454A (ja) * 2010-03-26 2011-10-13 Nippon Sharyo Seizo Kaisha Ltd 鉄道車両
EP2555957A1 (fr) 2010-04-09 2013-02-13 Bombardier Transportation GmbH Paroi extérieure pour une carrosserie de véhicule sur rail et son procédé de fabrication

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