EP3666617A2 - Structure d'enveloppe à double paroi pour une carrosserie - Google Patents

Structure d'enveloppe à double paroi pour une carrosserie Download PDF

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Publication number
EP3666617A2
EP3666617A2 EP19210746.4A EP19210746A EP3666617A2 EP 3666617 A2 EP3666617 A2 EP 3666617A2 EP 19210746 A EP19210746 A EP 19210746A EP 3666617 A2 EP3666617 A2 EP 3666617A2
Authority
EP
European Patent Office
Prior art keywords
stiffening element
envelope
wall
envelope structure
cutout
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.)
Granted
Application number
EP19210746.4A
Other languages
German (de)
English (en)
Other versions
EP3666617A3 (fr
EP3666617B1 (fr
Inventor
Hendrick Seidler
Sven Uschmann
Dr. 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 Holdings SA
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
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Priority claimed from DE102018129470.0A external-priority patent/DE102018129470A1/de
Priority claimed from DE102018129469.7A external-priority patent/DE102018129469A1/de
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3666617A2 publication Critical patent/EP3666617A2/fr
Publication of EP3666617A3 publication Critical patent/EP3666617A3/fr
Application granted granted Critical
Publication of EP3666617B1 publication Critical patent/EP3666617B1/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
    • B61D17/08—Sides

Definitions

  • the invention relates to an envelope structure for a car body for a vehicle, and to a method for producing an envelope structure.
  • Envelope structures of car bodies are often formed from double-layer structures such as double-walled extruded aluminum profiles.
  • Such an envelope structure shows, for example DE 10 2011 088 509 B4 .
  • the double-walled structure of aluminum car bodies is used to produce sufficient strength while at the same time being lightweight.
  • the outer and inner walls of the extruded aluminum profiles are usually connected to one another via struts which transmit forces introduced into the shell structure or distribute them to the outer and inner walls.
  • the envelope profiles are manufactured to the required length using the extrusion process and then placed on top of one another and welded together to produce the envelope structure, that is to say car body floors, walls and ceilings. Due to the double-walled design of the extruded aluminum profiles, it is necessary that both the outer and the inner walls of the stacked cladding profiles are connected to each other in a force-conducting manner. This can be achieved by means of weld seams which are applied both from the outside and from the inside of the car body during the manufacture of the car body, or by means of adhesive connections, as in FIG DE 10 2011 088 509 B4 described.
  • Cut-outs in the car body which are provided for windows and doors, for example, reduce the rigidity of the car body.
  • the wall thicknesses of the envelope profiles used can be increased.
  • the cross sections are usually the same.
  • the wall thickness can therefore only be changed over the entire length of an envelope profile.
  • additional supporting components can be welded on in order to increase the rigidity, as a result of which the effort for producing the car body is significantly greater.
  • the invention is therefore based on the object of creating an easily and inexpensively producible envelope structure which has a low strength and high strength.
  • the object is achieved in that the envelope structure has at least one envelope profile with an inner wall and an outer wall, a stiffening element stiffening the envelope structure at least in sections being provided, which is introduced in a form-fitting manner between the outer wall and the inner wall.
  • the invention thus makes it possible to use envelope profiles with smaller wall thicknesses and still achieve sufficient strength.
  • the higher strength is achieved through the support effect of the stiffening element used.
  • the stiffening element enables a more direct power transmission between the inner and outer wall and supports them against each other.
  • envelope structure denotes the structure of the outer shell of a rail vehicle. This can include car body floors, walls and / or ceilings and be formed by one or more envelope profiles.
  • the shell structure can have the actual outer shell, structural elements such as struts and / or an inner shell.
  • the envelope profile can be formed from a plurality of extruded profiles which are welded together.
  • the welding process preferably takes place before the stiffening element is inserted.
  • supporting forces acting between the stiffening element and the at least one envelope profile can be transmitted essentially in a form-fitting manner during operation.
  • the stiffening element can have contact surfaces which rest on adjacent surfaces of the envelope profile.
  • the stiffening element can rest on at least four, preferably five, most preferably seven support surfaces on the envelope profile.
  • the stiffening element preferably extends in regions of the envelope profile in which relatively large forces or moments occur.
  • the stiffening element bears against the inner wall or the outer wall of the envelope profile.
  • the stiffening element can be according to an expedient Further development of the invention rest on the inner wall and on the outer wall. This enables direct power transmission between the inner and outer wall.
  • the stiffening element can have at least two force transmission surfaces which are arranged on essentially opposite sides of the stiffening element.
  • the stiffening element can be designed for insertion into a receiving space in the envelope structure, the receiving space being in contact with a plurality of surfaces when the stiffening element is inserted.
  • the envelope structure can be formed by extruded profiles. Accordingly, the receiving space can be formed by one or more, in particular double-walled extruded profiles.
  • the envelope structure is preferably formed by extruded aluminum profiles. Cavities in the extruded aluminum profiles form the receiving space.
  • At least three force transmission surfaces can be provided.
  • the three force transmission surfaces can each run essentially orthogonally to a common force action plane in order to be able to absorb forces and moments from different directions, which essentially lie on a common force action plane.
  • the force action plane ideally runs parallel or tangential to the outer shell of the shell structure.
  • the force action level is therefore a level that is spanned by force vectors acting in the envelope structure.
  • the stiffening element can have at least one receptacle for a strut which reinforces the outer shell of the car body and the receptacle can comprise at least one force transmission surface on its inside in order to enable force transmission in further directions.
  • the stiffening element preferably has at least one receptacle for a strut which reinforces the envelope structure of the car body, and the receptacle preferably comprises at least one force transmission surface on its inside.
  • At least one strut connecting the inner wall and the outer wall can be provided in the enveloping profile, the stiffening element abutting or engaging around the strut.
  • the strut can thus serve as a further form-fitting means that reinforces the form-fitting with the envelope profile.
  • a displacement of the stiffening element in the envelope profile can be blocked by the further positive locking.
  • At least two struts are provided, which rest on opposite sides of the stiffening element. In this way, the stiffening element can be positively secured against displacement in two directions.
  • One or both struts can engage in or be surrounded by the stiffening element in order to optimize the form fit between the stiffening element and the envelope profile. Thus, tensile forces or bending moments can also be transmitted via the stiffening element.
  • the struts run parallel to one another, so that the stiffening element can be inserted into the envelope profile in an insertion direction.
  • the direction of insertion can correspond to an extrusion direction of the envelope profile.
  • the struts can preferably run continuously from the inner wall to the outer wall.
  • the struts ideally run in an extrusion direction, the direction of insertion corresponding to the extrusion direction.
  • At least three struts can be provided, each abutting one side of the stiffening element and / or engaging in the stiffening element. Forces can thus be transmitted on more than two levels.
  • the stiffening element is formed from a composite material (composite, aluminum foam ).
  • the stiffening element can in particular be formed from a fiber composite material, such as a carbon fiber or a glass fiber composite material. This enables high strength with low weight.
  • the stiffening element can be formed from aluminum, in particular from foamed aluminum.
  • the stiffening element can be designed so that it can be molded into the envelope profile. In a non-hardened state, the stiffening element can have slightly larger dimensions than a receiving space provided for receiving the stiffening element between the inner and outer walls. When the stiffening element is inserted, it can be slightly compressed in order to achieve a complete positive connection between the stiffening element and the envelope profile in the hardened state.
  • the envelope structure can have a 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.
  • the stiffening element can adjoin the cutout. In this way, the envelope structure is stiffened, in particular in the edge region of the cutouts, and deformations of the envelope structure are blocked.
  • the stiffening element can border or limit the cutout at least in sections.
  • the stiffening element can form a frame of the cutout, at least in sections, in particular a window frame.
  • the stiffening element can form a door frame.
  • the stiffening element can be used on bushings in the envelope structure, e.g. on a bushing for an air duct.
  • the stiffening element can form sealing surfaces on bushings in order to ensure the best possible sealing of the car body.
  • a filler material can be provided between the stiffening element and the enveloping profile in order to close gaps between the enveloping profile and the stiffening element or to smooth unevenness on the contact surfaces.
  • the filling material is ideally incompressible in a hardened state.
  • the filling material can be formed at least partially by a thermoset and / or quartz sand.
  • the stiffening element can be adhesively connected to the inner wall, outer wall or the strut.
  • An adhesive can be used to connect the stiffening element to the envelope profile.
  • the matrix material can serve as an adhesive.
  • the material of the stiffening element can comprise a thermoset which only hardens when the stiffening element is inserted into the envelope profile and connects it to the envelope profile.
  • this can form a side wall, a roof and / or a floor of the car body.
  • an envelope section is first formed from envelope profiles.
  • Several envelope profiles can be connected to one another, in particular welded, in order to form the envelope section.
  • a Stiffening element are inserted into a receiving space of the envelope section.
  • the stiffening element can preferably be inserted into the envelope section in the extrusion direction.
  • Remaining spaces such as gaps between the stiffening element and the covering section, can be filled with a filling material during the insertion of the stiffening element.
  • the stiffening element can be provided or coated with filling material before insertion.
  • gaps can be filled with a filling material after the stiffening element has been inserted.
  • the stiffening element can be glued into the receiving space in order to be able to additionally transmit forces via an adhesive connection. Filling with filling material and gluing can be done at the same time by using the filling material as an adhesive.
  • the filling material can be formed from a thermoset.
  • the filler material may contain an incompressible filler such as e.g. Quartz sand.
  • the stiffening element is provided with at least one force transmission surface, a stiffening element being provided with a distribution system with at least one distribution channel for distributing a filler material which is liquid in a processing state along the force transmission surface.
  • a casing structure which is stiffened with a stiffening element according to the invention preferably has a receiving space in which the stiffening element can be received. Inner walls of the receiving space serve as contact surfaces or force transmission surfaces to the stiffening element.
  • At least one force transmission surface is provided with an elevation on its edge at least in sections.
  • the increase can for example be part of the base body of the stiffening element or be formed by a web formed by the material of the base body of the stiffening element.
  • the increase can be on the envelope profile or an inner wall of the receiving space rest and thus serve to set a defined distance between the power transmission surface and the envelope profile.
  • a defined and uniform joint width can thus be set in the area of the force transmission surface. Minor unevenness can be compensated for by the defined gap between the force transmission surface and the envelope profile.
  • the increase can serve as a flow barrier in order to keep filling material in gaps between the force transmission surface and inner walls of the receiving space on the force transmission surface.
  • the amount of filler material to be used can also be predetermined more precisely.
  • the stiffening element can be provided with a seal which surrounds the force transmission surface at least in sections.
  • the seal can be formed by an elastic sealing lip, through which liquid filler material is held on the force transmission surface when the stiffening element is installed.
  • the distribution system can have a filling opening into which the filling material can be introduced.
  • the filling opening can have a connection device to which a filling device can be connected.
  • the connection device can have a form-locking element for the form-fitting fastening of the filling device, for example a thread or a web or recess for locking with a locking element. The filling material is thus conveyed into the distribution system with increased pressure.
  • the distribution system has at least one opening which is arranged on the at least one force transmission surface and forms an opening of the distribution channel.
  • the filling material can thus be transported directly to the power transmission surface via the distribution system.
  • a hydraulic pressure can be built up via the distribution system and a filling material which is located in the distribution system and is still liquid in a processing state. It is thus possible to align the position of the stiffening element via a hydraulic pressure in the distribution system.
  • the distribution channel penetrates the stiffening element. This allows the filling material to be transported via the distribution channel to several sides of the stiffening element or to force transmission surfaces located opposite one another with respect to the stiffening element.
  • the distribution channel can be formed at least in sections as a depression on the stiffening element and extend along a surface of the stiffening element.
  • a section of the distribution channel designed as a depression can in particular extend along a force transmission surface. The filling material can thus be conveyed along the distribution channel to the force transmission surface.
  • the distribution system can comprise a distribution channel connecting at least two distribution channels in order to improve the distribution of the filling material.
  • the distribution system has a filling opening which is accessible from the outside in the assembled state of the stiffening element and is connected to the at least one distribution channel.
  • the filling material is preferably formed from a material that can be conveyed through the distribution system.
  • the filler material is preferably liquid in a processing state at room temperature.
  • the filling material can be configured to be essentially liquid at room temperature and to be essentially curing at room temperature.
  • the filler material can be formed from a polymer that is designed to be crosslinkable at room temperature.
  • the filling material can in particular be designed to be moldable and hardenable without the influence of temperature.
  • the filling material can preferably be formed from a thermoset.
  • the stiffening element can be produced in a 3D printing process.
  • the distribution channels can have undercuts and / or sections of a curved course.
  • An envelope structure according to the invention for the car body of a rail vehicle comprises a receiving space for receiving a stiffening element.
  • the stiffening element can be designed especially for use in double-walled envelope structures, in particular for envelope structures formed from extruded aluminum profiles.
  • the envelope structure can accordingly have at least one envelope profile with an inner wall and an outer wall, the stiffening element being able to be inserted in a form-fitting manner between the outer wall and the inner wall.
  • a method according to the invention for assembling a stiffening element comprises the following steps: First, the stiffening element is inserted into a receptacle or a receptacle space of an envelope structure. With the insertion of the stiffening element, a positive connection between the stiffening element and the envelope structure can already be produced.
  • the distribution channel is then filled with a filling material.
  • Pressure can be built up via the distribution channel or the filling material can be conveyed into the distribution channel under pressure.
  • the filling material emerges at openings or ends of the distribution channel.
  • the distribution channel is filled further until cavities remaining between the force transmission surfaces and the inner walls of the receptacle or the receptacle are filled with the filling material.
  • a stiffening element can preferably be pushed into an envelope profile in the area of a window corner.
  • the position of the stiffening element can be defined and / or fixed by pushing it onto one or more struts in the envelope profile. Subsequently, by filling the distribution system with adhesive, adhesive can be distributed between the force transmission surface and the envelope profile.
  • Fig. 1 shows a section of an envelope structure 1, which forms a side wall of a rail vehicle.
  • the enveloping structure 1 can be formed by a multiplicity of enveloping profiles, some of which are placed on top of one another in a form-fitting manner and welded to one another on their inner and / or outer sides.
  • the outside of the envelope structure forms the outer envelope 25, which can be formed accordingly from the outside of a plurality of envelope profiles.
  • the envelope structure 1 is part of a car body for a passenger vehicle.
  • the envelope structure 1 has cutouts 10, 11, 12, 13 which serve to form accesses and windows.
  • the cutouts 11, 12, 13 form windows of the car body, the cutout 10 an access.
  • the envelope structure 1 is formed by an envelope profile 2.
  • the envelope profile 2 has an inner wall 3 and an outer wall 4.
  • Struts 5, 7, 9 run between the inner wall 3 and the outer wall 4, which connect the inner wall 3 and the outer wall 4 to one another and support one another.
  • the struts 5, 7, 9 form a receiving space 14. All the struts 5, 7, 9 are produced in an extrusion process for the production of the envelope profile 2 and correspondingly extend in an extrusion direction S.
  • a stiffening element 6 is inserted, which is held in the receiving space 14 in a form-fitting manner by the inner wall 3 and outer wall 4 and by the struts 7, 9. According to the course of the adjacent struts 7, 9, the stiffening element 6 is inserted into the receiving space 14. The stiffening element 6 is thus inserted into the receiving space 14 in an insertion direction E, which corresponds to the extrusion direction S.
  • Fig. 3 shows a sectional side view of the section of FIG Fig. 2 .
  • the stiffening element 6 adjoins the cutout 12.
  • the surface of the stiffening element 6 adjacent to the cutout 12 follows the course of the cutout 12 or the surface of the stiffening element 6 adjacent to the cutout 12 is flush with the edge of the cutout 12.
  • the stiffening element 6 has contact surfaces 16, 17 on which the stiffening element 6 rests on struts 7, 9.
  • the contact surfaces 16, 17 run parallel to the flanks of the struts 7, 9 and thus offer the possibility of a flat power transmission.
  • the stiffening element 6 rests on its upper side with the support surface 17 on the strut 7, on its underside with the support surface 16 on the strut 9. A transmission of moments is thus possible between the two struts 7 and 9.
  • a further strut 8 is provided which, like the other struts 7, 9, extends in the extrusion direction S and connects the inner wall 3 to the outer wall (not shown here).
  • the stiffening element 6 is provided with a slot 15 in which the strut 8 is received.
  • the slot 15 ideally adjoins the strut 8 on both sides.
  • the strut 8 is thus encompassed by the stiffening element 6 or the strut 8 engages in the stiffening element 6.
  • the strut 8 thus complements the form fit between the stiffening element 6 and the envelope structure 1 or the envelope profile 2.
  • Fig. 4 shows the section of the envelope structure 1 according to Fig. 2 and 3rd in a perspective view.
  • the width of the stiffening element 6 corresponds approximately to the width of the receiving space 14, the stiffening element 6 thus lies directly on the inside of the inner wall 3 and on the inside of the outer wall 4.
  • the receiving space 14 is delimited at the top by the strut 7 and at the bottom by the strut 9.
  • the strut 8 forms a stop in the insertion direction E. It limits a movement of the stiffening element 6 in the insertion direction E and thus simplifies the assembly of the stiffening element 6.
  • the stiffening element 6 has the contour of the cutout 12.
  • the inner wall 3 and the outer wall 4 are thus in supported this area seamlessly against each other.
  • the stiffening element 6 also forms a window frame in sections.
  • FIG. 5 In the sectional view of the Fig. 5 is an alternative cross section of the envelope structure 1 at the point AA Fig. 1 shown.
  • the extrusion direction corresponds to a longitudinal direction of the rail vehicle.
  • Force transmission surfaces 26, 27, 21, 22 are arranged on the stiffening element 6, each of which cooperates with inner surfaces of the receiving space 14 of the envelope profile 2 in a force-transmitting manner.
  • the force transmission surfaces 26, 27, 21, 22 support the inner walls of the cladding profile 2 against one another and thus lead to stiffening of the cladding profile 2.
  • cavities such as e.g. between the inner walls of the receiving space 14 and the stiffening element 6 Gaps remain that interfere with the positive connection between the stiffening element 6 and the envelope profile 2.
  • a filling with a pressure-resistant filling material is provided.
  • the stiffening element 6 is equipped with a distribution system 18 for distributing the filling material between the stiffening element 6 and inner surfaces of the receiving space 14.
  • the distribution system 18 comprises a plurality of distribution channels 19, 20 for distributing the filling material onto the force transmission surfaces 26, 27.
  • the distribution system 18 has distribution channels 19 which guide the filling material along a longitudinal plane of the stiffening element 6.
  • the longitudinal plane is essentially spanned by the axes x and z of the vehicle coordinate system.
  • distribution channels 20 are provided, which guide the filling material essentially in a transverse direction, that is, along the y-axis of the vehicle coordinate system. All distribution channels 19, 20 are interconnected.
  • Distribution channels 19 each connect two or more distribution channels 20 to one another. The filler material can thus be fed to the distribution system 18 of the stiffening element 6 through only one feed opening.
  • the distribution system 18 has a plurality of openings 23 which are arranged on the force transmission surfaces 26, 27, 21, 22 and each form an opening of a distribution channel 19, 20.
  • the filler material can thus be transported directly to the force transmission surfaces 26, 27, 21, 22 via the distribution system 18.
  • a hydraulic pressure is built up in order to be able to fill relatively wide gaps and more distant cavities with filling material.
  • Fig. 6 shows a sectional side view of the section of FIG Fig. 5 .
  • the stiffening element 6 adjoins the cutout 12.
  • the surface of the stiffening element 6 adjacent to the cutout 12 follows the course of the cutout 12 or the surface of the stiffening element 6 adjacent to the cutout 12 is flush with the edge of the cutout 12.
  • the stiffening element 6 has further force transmission surfaces 26, 27 on which the stiffening element 6 rests on struts 7, 9.
  • the force transmission surfaces 26, 27 run essentially orthogonally to the force transmission surfaces 21, 22.
  • the force transmission surfaces 26, 27 run parallel to the flanks of the struts 7, 9 and thus offer the possibility of a flat force transmission.
  • the stiffening element 6 rests on its upper side with the force transmission surface 27 on the strut 7, on its underside with the force transmission surface 26 on the strut 9. A transmission of moments is thus possible between the two struts 7 and 9.
  • a further strut 8 is provided which, like the other struts 7, 9, extends in the extrusion direction S and connects the inner wall 3 to the outer wall (not shown here).
  • the stiffening element 6 is provided with a receptacle 33 in which the strut 8 is received.
  • the receptacle 33 ideally adjoins the strut 8 on both sides. The strut 8 is thus encompassed by the stiffening element 6 or the strut 8 engages in the stiffening element 6.
  • openings of the distribution system 18 are arranged on the force transmission surfaces 26, 27 and on the receptacle, at which distribution channels 19 open. Through this filler material can be conveyed to the force transmission surfaces 26, 27, which in the hardened state forms an optimal form fit and / or an additional adhesive connection between the stiffening element 6 and the envelope profile 2.
  • force transmission surface 21 is provided at its edge at least in sections with an elevation 24, which in FIG Fig. 3 is shown as a dashed line.
  • the elevation 24 can, for example, be part of the base body of the stiffening element 6 and be formed by the material of the base body of the stiffening element 6.
  • the elevation 24 lies on the envelope profile 2 or an inner wall of the receiving space 14 and serves to set a defined distance between the force transmission surface 22 and the envelope profile. It is thus possible to set a defined and uniform joint width in the area of the force transmission surface 22, which enables an optimal configuration of an adhesive connection. Minor unevenness can be compensated for by the defined gap between the force transmission surface 22 and the envelope profile 2.
  • the elevation 24 serves as a flow barrier in order to keep the filling material conveyed to the force transmission surface 22 via the distribution system 18 in gaps between the force transmission surface 22 and inner walls of the receiving space 14 on the force transmission surface 22.

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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)
  • Handcart (AREA)
EP19210746.4A 2018-11-22 2019-11-21 Structure d'enveloppe à double paroi pour une carrosserie Active EP3666617B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018129470.0A DE102018129470A1 (de) 2018-11-22 2018-11-22 Versteifungselement für die Hüllstruktur eines Wagenkastens
DE102018129469.7A DE102018129469A1 (de) 2018-11-22 2018-11-22 Doppelwandige Hüllstruktur für einen Wagenkasten

Publications (3)

Publication Number Publication Date
EP3666617A2 true EP3666617A2 (fr) 2020-06-17
EP3666617A3 EP3666617A3 (fr) 2020-09-02
EP3666617B1 EP3666617B1 (fr) 2022-09-28

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Application Number Title Priority Date Filing Date
EP19210746.4A Active EP3666617B1 (fr) 2018-11-22 2019-11-21 Structure d'enveloppe à double paroi pour une carrosserie

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Citations (1)

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Publication number Priority date Publication date Assignee Title
DE102011088509B4 (de) 2011-12-14 2014-12-04 Siemens Aktiengesellschaft Schienenfahrzeugwagenkasten und Verfahren zu dessen Herstellung

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