EP3695926A1 - Wagon element for a train wagon - Google Patents

Abstract

Car body element (1) for a train wagon with at least one first molded cover (3) made of a metal and a second molded cover (4) made of metal that fits against the first molded cover (3). A cavity (17) filled with an inner material is formed between the first molded shell (3) and the second molded shell (4). The inner material has metal foam (5) which has a metallic bond both to the first molded shell (3) and to the second molded shell (4). The first molded shell (3) and the second molded shell (4) are connected to one another via the metallic bond and the metal foam (5) without any adhesive or welding points.

Description

The present invention relates to a car body element for a train wagon with at least one first molded shell made of metal and a second molded shell made of metal that fits against the first molded shell, a cavity filled with an inner material being formed between the first molded shell and the second molded shell. The invention also relates to a method for producing a car body element.

Car body elements for train wagons, in particular movable car body elements, such as door leaf elements for wagon doors and emergency exit doors on trains or subway sets, generally consist of at least one outer and one inner molded shell, which are connected to one another by means of adhesive points or welds and / or attached to a frame structure . Depending on the design, material and requirements, the molded covers can be made of sheet steel or aluminum, plastic, composite materials or the like, and the interior space between the molded covers can be hollow or provided with fillings.

In particular for the movable car body elements, a high degree of dimensional accuracy and stability is required, which should be maintained over a long service life. In addition, the lowest possible weight is desirable. The use of temperature-dependent joining techniques, especially welding techniques, can lead to impermissible and difficult to calculate deformations and cracks can arise. Therefore, gluing techniques are often used. However, adhesive techniques can also entail undesirable safety risks, for example with regard to fire protection and durability. Gluing techniques also have the disadvantage that there are no reliable techniques for reliably detecting any production errors (e.g. bubbles or areas free of adhesive that can lead to leaks). Numerous additional components, such as sealing elements, window surfaces, displays, locking mechanisms and assembly elements, must also be designed in a stable and durable manner.

These requirements, which are difficult to reconcile with one another, regularly lead to relatively high manufacturing and material costs.

The object of the present invention is to provide the car body elements for train wagons which eliminate or at least alleviate numerous of the above-mentioned disadvantages of the prior art.

These and other objects are achieved according to the invention by a car body element of the type mentioned at the outset, in which the interior material has metal foam, the has a metallic bond both to the first molded shell and to the second molded shell, the first molded shell and the second molded shell being connected to one another via the metallic bond and the metal foam, essentially free of adhesive points and welds. On the one hand, this allows a light and durable design, on the other hand, the disadvantages associated with adhesive and welded connections are avoided.

In connection with the present disclosure, a connection is also referred to as "essentially free of adhesive points and welds" which has adhesive points and / or welds, but these do not (or only negligibly) contribute to the structural integrity of the connection. Examples of such glues and / or welds include adhesives that are used to secure inner parts of the car body element (e.g. the insert elements described herein) during manufacture so that they do not slip during foaming. This also includes glues and / or welds and / or other adhesives that are used to hold the two molded covers together during production, for example to give the car body element sufficient stability until the metallic bond between the molded covers and the metal foam has formed and is sufficiently resilient. As soon as the metal foam is formed and the metal bond is established, these adhesive points and / or weld points and / or other adhesives essentially lose their effectiveness and their effects on the integrity of the car frame element are negligible. Adhesives can be regarded as negligible in particular if they contribute less than 10% to the strength of the connection between the molded envelopes.

At least one insert element, which is at least partially foamed in by the metal foam, can advantageously be arranged between the first molded shell and the second molded shell. This allows functional and / or structural elements to be integrated into the car body element without additional assembly work.

In an advantageous embodiment, the insert element can be selected from a threaded sleeve, a threaded bolt, cable conduit, a functional milled part, for example for a locking mechanism, and similar elements. With such simple components, complex design features can be implemented. Structural components can also be used as insert elements, such as struts for absorbing forces. Usually, however, this is not necessary due to the high stability of the metal foam.

The car body element can advantageously have a window opening into which window glazing can be enclosed by means of a sealing border and / or adhesive.

A further advantageous embodiment of the invention can provide that the first molded sleeve and / or the second molded sleeve has an indentation and / or a cutout for additional equipment, such as a display element, a light unit, a windshield wiper, a heating element or the like. This can also be achieved with minimal effort. The installation of the additional equipment can be done with minimal effort.

The objects according to the invention can be achieved in an advantageous manner by a method for producing a car body element of the type mentioned at the beginning, the method comprising the following steps: providing a basic shape into which a first molded cover can be inserted appropriately, and the first molded cover can be inserted into the basic shape , Insertion of a metal foam-forming blank into a cavity bounded on one side by the first mold shell, fitting a second mold shell to the first mold shell, the blank being enclosed in the cavity formed between the first mold shell and the second mold shell, pressure-tight closing of the basic shape with a fitting for the second mold shell, heating the elements arranged between the basic form and the cover form to a joining temperature which is above an activation temperature of the metal foam-forming blank, the joining temperature between the formation of a metallic bond n the metal foam that forms and the inner surfaces of the molded covers. The joining temperature can be reached in accordance with a defined temperature profile and is maintained over a period of time which is sufficient to ensure the desired bond between the metal foam formed and the inner surface of the mold shells. The joining temperature is preferably chosen so that the material of the molded covers softens, but does not yet melt.

The car body element produced according to the invention can be, for example, a car door, an emergency door, a door reveal or a wall element of the car body. In this way, car body elements of different shapes, purposes and sizes can be produced. For example, it is also possible to produce essentially an entire front (or rear) of a train with the aid of one or more car body elements according to the invention, which essentially manages without additional reinforcements and is free or at least substantially free of glue points and welds.

In an advantageous manner, at least one insert element can be inserted into the cavity before the second molded shell is applied. If necessary, insert elements can also be inserted after the second molded cover has been put on, if the shape and design of the molded covers allow this and the corresponding openings are provided for inserting the insert element. This is particularly advantageous when the insert element has a shape which increases in size towards the outside of the molded shell.

• Fig.1 bis Fig. 4 eine schematische Darstellung der Schritte eines erfindungsgemäßen Verfahrens zur Herstellung eines erfindungsgemäßen Wagenkastenelements;
• Fig. 5 eine auseinandergezogene Darstellung der wesentlichen Bauelemente eines erfindungsgemäßen Wagenkastenelements, nämlich ein Türblatt einer Nottüre eines U-Bahn-Waggons,
• Fig. 6 eine weitere auseinandergezogene Darstellung der in Fig. 5 dargestellten Elemente des Türblatts aus einer anderen Perspektive,
• Fig. 7 eine schaubildliche Darstellung des fertigen Türblatts von einer Außenseite her gesehen und
• Fig. 8 eine schaubildliche Darstellung des fertigen Türblatts von einer Innenseite her gesehen.

The present invention is described below with reference to Figures 1 to 8 explained in more detail, which show exemplary, schematic and non-limiting advantageous embodiments of the invention. It shows

• Fig. 1 to Fig. 4 a schematic representation of the steps of a method according to the invention for producing a car body element according to the invention;
• Fig. 5 an exploded view of the essential components of a car body element according to the invention, namely a door leaf of an emergency door of a subway wagon,
• Fig. 6 another exploded view of the in Fig. 5 shown elements of the door leaf from a different perspective,
• Fig. 7 a diagrammatic representation of the finished door leaf seen from an outside and
• Fig. 8 a diagrammatic representation of the finished door leaf seen from an inside.

Figs. 1 to 4 each show a schematic sectional view of a device for producing a car body element 1 according to the invention, with individual method steps being explained.

Fig 1 shows a basic shape 15 into which a first molded shell 3 can be inserted in a suitable manner. The first molded shell 3 consists of a metal sheet formed, for example, by deep-drawing, which will form an outer surface of the car body element 1 on the surface facing the basic shape 15, the opposite, inner surface of the first molded shell 3 facing a cavity 17 (in Fig. 1 this cavity 17 is still open at the top).

The first molded shell 3, which is shown in Fig. 1 is shown in cross section, is a substantially flat element and in a plan view (not shown), for example, can have a substantially rectangular contour, as is usually required for doors, for example. However, the invention is neither limited to rectangular shapes nor to doors, but can be used for numerous different car body elements 1 be used. The first molded shell 3 does not have to be full-surface, but it can also have recesses, such as the one in FIG Fig. 1 The window opening 12 shown. If necessary, the molded shell 3 can also have additional molded elements which serve for example assembly purposes, such as positive or negative bulges, grooves, blind hole-like depressions or the like.

In the next step, as in Fig. 2 shown, a metal foam-forming blank 16 is arranged in the cavity 17, the blank 16 having a shape that essentially matches the contour of the first molded shell 3. The blank 16 consists of a metal foam precursor material and can be placed in the cavity 17 as a coherent piece or in several parts, for example in the form of one or more mats. Metal foam precursor materials that can be used are known per se in the prior art. For their production, for example, a mixture of a metal powder, for example a low-melting metal, in particular aluminum, optionally with additional alloy partners, with a blowing agent, in particular a metal hydride, for example titanium dihydride, is compacted to the starting material by sintering or extrusion.

The blank 16 can essentially completely cover the inner surface of the first molded part 3. If necessary, however, recesses can also be provided, such as those in FIG Fig. 2 illustrated recess 19, in which an insert element 6 is arranged. This in Fig. 2 The insert element 6 shown can for example comprise a threaded sleeve 7 into which a threaded bolt 8 is screwed, the protruding end of which is inserted through a hole provided in the first molded part 3 so that the end protrudes from the surface of the molded part 3 facing the basic shape 15. For this purpose, the basic shape 15 is provided with a corresponding bore 20 into which the threaded bolt 8 protrudes. If necessary, the bore 20 can be provided with a thread or have a specific shape in order to positively fix the part of the insert element 6 protruding from the surface of the molded part 3. An exact positioning of the insert element 6 on the first molded shell 3 can thereby be ensured. Of course, care must be taken to ensure that the fixation can be released before the finished car body element 1 is removed from the mold. If necessary, the bore in the first molded sleeve 3 can also be designed as a threaded bore with which the threaded bolt 8 and thus the insert element 6 are held.

Alternatively, insert elements 6 can also be arranged in corresponding formations of the basic shape 15 before the first molded shell 3 is inserted. This is particularly advantageous when the parts of the insert element 6 located outside the outer surface of the first molded shell 3 are larger than the parts protruding into the cavity 17.

This in Fig. 2 The insert element 6 shown is only an example of a large number of possible insert elements 6 of different shape and purpose, which either partially protrude from the first molded shell 3 or can be arranged completely within the inner surface of the first molded shell 3. Examples of such insert elements include any shaped protruding elements that can be used, for example, for door assembly, pipe elements, such as a cable conduit 9 described below in connection with another embodiment, suitably shaped functional elements such as that also described below in connection with another embodiment Milled part 10 for receiving a locking mechanism or other functional parts, such as structural elements or separating parts that direct the expansion of the metal foam formed from the blank 16. If necessary, the first molded shell 3 and / or the second molded shell 4 can have formations, receptacles and / or holders in which insert elements 6 are held in a form-fitting manner, which facilitates their arrangement.

After the blank and any necessary insert elements 6 have been arranged in the cavity 17, the previously open cavity 17 is closed by a second molded shell 4, which is designed to match the first molded shell 3 and placed on the first molded shell 3. If necessary, bores or similar recesses can also be provided in the second molded shell 4, which interact with insert elements 6, and parts of these insert elements 6 can also protrude from the surface of the second molded shell 4 facing away from the cavity 17. If necessary, after the second molded shell 4 has been placed, further insert elements 6 can be added, which have to be arranged on the outer surface of the second molded shell 4 (not shown). Implementing such structural details of specific car body elements 1 is within the ability of those of ordinary skill in the art having knowledge of the teachings disclosed herein.

It should be noted that the second molded shell 4 only needs to be placed on the first molded shell 3, with no additional fastenings being required. In particular, it is possible to manufacture the car body element 1 according to the invention without any welded or adhesive connections.

The first molded shell 3 and the second molded shell 4 are preferably made of the same metal, for example aluminum, sheet steel, stainless steel, or corresponding alloys. The material of the first molded shell 3 can optionally also differ from the material of the second molded shell 4, if this is advantageous and desired.

When all the required components of the car body element 1 have been put together, the blank 16 and the inner parts of the insert elements 6 are enclosed in the cavity 17 formed between the first molded shell 3 and the second molded shell 4.

In order to firmly connect the first molded shell 3 to the second molded shell 4, the basic mold 15 is first closed with a cover mold 18 which is designed to match the second molded shell 4. Thus, all elements of the car body element 1 according to the invention, in particular the first molded shell 3, the second molded shell 4, the metal foam-forming blank 16 and all insert elements in the molding chamber formed between the base mold 15 and the cover mold 18 are held pressure-tight. In connection with the present disclosure, "pressure-resistant" means that the relative position of the first mold shell 3 and the second mold shell 4 are held in a fixed position in the mold chamber 22 by the base mold 15 and the cover mold 18 during the internal pressures occurring in the cavity 17 in the subsequent process steps.

In the Figs. 1 to 4 The shape shown, which consists of a basic shape 15 and a cover shape 18, represents a very simple and schematic embodiment. For the production of car body elements 1 with more complex shapes, it may be necessary to use more complex basic or cover shapes, possibly also can be formed in several parts.

The mold formed from the basic mold 15 and the cover mold 18 is provided with a heating device 21 with which the parts arranged in the mold chamber 22 can be heated to a joining temperature T _F. The heater 21 is in Fig. 4 shown only schematically. The possibilities for implementing a corresponding heating device in practice are known in the art and need not be described in detail here. For example, the basic mold 15 and / or the cover mold 18 can be irradiated with an infrared radiator from above and / or below, or also all around, in order to heat the mold according to the process parameters.

The joining temperature T _F is matched to the material to be processed. It must be high enough to activate the metal foam precursor material of the blank 16 to form a metal foam 5. In order to ensure the dimensional stability of the molded shells, the joining temperature should be low enough to avoid melting of the material of the molded shells, since foam bubbles of the metal foam could then penetrate into the area of the upper molded shell, which is generally undesirable. On the other hand, a certain softening of the molded covers can be quite advantageous in order to improve the metallic bond between the metal foam 5 and the inner surface of the molded covers 3, 4. Since the temperature that stimulates the blank 16 to form the metal foam 5, also below the melting temperature of the corresponding metal from which the Metal foam 5 is made, it is possible, for example, to produce car body elements in which both the molded covers and the metal foam are made of aluminum, the joining temperature TF still being able to remain below the melting temperature of the molded covers. While the metal foam 5 is forming, the volume of the blank 16 or of the metal foam 5 formed from the blank 16 increases until the cavity 17 is essentially completely filled by the metal foam 5. The volume of the blank 16 or the metal foam 5 formed therefrom is matched to the volume of the cavity 17, the volume being selected such that an increased internal pressure P arises in the cavity 17 when the metal foam 5 has reached its maximum expansion and the Metal foam 5 is therefore pressed against the inner surfaces of the molded sleeves 3, 4 (and optionally against the outer contours of the insert elements 6). The force F with which the basic mold 15 and the cover mold 18 are pressed together is high enough to keep the car body element 1 pressure-resistant in the mold chamber 22 under the selected process conditions (or a prevailing internal pressure P).

Finding the optimal process parameters, in particular the required volume of the blank, the required force F, the joining temperature T _F , the required duration of the heat treatment and, if necessary, a time-defined course of the process temperature can be found and optimized by a person skilled in the art through routine examinations and tests.

The method described above represents a preferred manufacturing method for the car body element 1 according to the invention, but it should be noted that this is not the only possible manufacturing method. Rather, other manufacturing methods are also possible in order to manufacture the car body element 1 according to the invention. For example, the metal foam can be introduced into the cavity 17 by means of a metal casting process, wherein the metal melt can either be foamed before it is introduced or is foamed after it has been introduced, for example from below or by activating a blowing agent present in the metal melt.

Fig. 5 and 6 each show the molded sleeves 3 and 4 and several insert elements 6 of a car body element 1 according to the invention in an exploded view seen from two directions. The metal foam-forming blank 16 and the metal foam 5 are shown in FIG Fig. 5 and 6 not shown.

This in Fig. 5 and 6 The car body element 1 shown is a door leaf 2 of an emergency door for a subway car. In some subway systems, such emergency doors are arranged on the front and back of the wagons or each train set and, in the event of an evacuation of the train on the route, offer the possibility of this via the front or rear To leave the end of the train, which may be necessary especially in narrow tunnel sections. In addition, these doors can enable employees to switch from one car to the next without having to leave the train or use the platform.

There are some special requirements for such doors that must be taken into account in the design. For example, the door is exposed to the wind and the back pressure of oncoming trains. As is customary at the beginning of the train, a display element, for example for line or route information, can be provided in the door leaf 2. Furthermore, other additional equipment, such as a windshield wiper, a lighting unit, a locking mechanism and / or a heating device, must be able to be mounted interchangeably from the outside and / or inside of the door.

The car body element 1 designed as a door leaf 2 has a first, outer molded shell 3 and a second, inner molded shell 4, a window opening 12 being provided in the upper region of the door. The first molded shell 3 and the second molded shell 4 are shaped in such a way that the edges of the window opening 12 in the finished molded door leaf 2 are arranged adjacent to one another and form a clean, continuous window frame.

Below the window opening 12, the second molded shell 4 has an indentation 13 into which additional equipment 14 (in Fig. 6 only shown schematically in dashed lines) can be installed. The additional equipment can be, for example, lighting, a display element or a heating device. The indentation 13 shown is provided on the inside of the door, but corresponding indentations can also be arranged on the outside of the door if this is required by the design of the door. For example, an indentation for a display element, for example for displaying the line number, can be provided on the outside of the door, or route information such as the direction of travel, the next stop or the destination station can also be displayed on it. A separate indentation can also be provided on the outside of the door, for example, for the simple installation of a windshield wiper.

As an alternative to an indentation 13, further openings can be provided in the first molded shell 4 and / or in the second molded shell 3 (ie on one side or both sides), with an insert element which is shaped to match the opening and is arranged in the area of the opening during assembly the recess provided in the finished car body element 1 is defined. The insert element can for example be a suitably shaped milled part made of metal. In Fig. 5 and 6 For example, a locking opening 11 is provided on a longitudinal side of the door leaf 2 approximately in the middle area of the door leaf 2, the first molded casing 3 and the second molded casing 4 in the area of the locking opening 11 do not have an inwardly shaped edge. In this area, a milled part 10 is inserted between the molded sleeves 3, 4 during production, which is cast in by the metal foam 5 in such a way that a locking element can be built into the finished door via the locking opening 11.

On the other long side of the door leaf 2, four threaded sleeves 7 are provided at the top and bottom, to which a holding and swiveling device can be attached to the inside of the door, with which the door leaf can be swiveled outwards to open, for example.

As a further insert element 6, a cable conduit 9 (for example made of steel pipes) is provided, which provides a cable duct routed within the door leaf 2 to the milled part 10 and the display element 14 arranged in the indentation 13.

The assembly of the in Fig. 5 and 6 elements shown is carried out according to the in Figs. 1 to 4 The method presented by way of example, wherein the blank 16 (not shown) used for this must of course have a considerably more complex shape and can optionally consist of several parts.

The finished door leaf is in Figures 7 and 8 once shown in a view from the outside and once from the inside.

Reference number:

• Car body element 1
• Door leaf 2
• first molded shell 3
• second molded shell 4
• Metal foam 5
• Insert element 6
• Threaded sleeve 7
• Threaded bolt 8
• Cable conduit 9
• Milled part 10
• Lock hole 11
• Window opening 12
• Indentation 13
• Additional equipment 14
• Basic form 15
• Blank 16
• Cavity 17
• Deck form 18
• Recess 19
• Hole 20
• Heater 21
• Mold chamber 22
• Joining temperature T _F
• Internal pressure P

Claims (7)

Car body element (1) for a train wagon with at least one first molded cover (3) made of a metal and a second molded cover (4) made of metal, fittingly adjacent to the first molded cover (3), wherein between the first molded cover (3) and the second molded cover (4) a cavity (17) filled with an inner material is formed, characterized in that the inner material has metal foam (5) which has a metallic bond both to the first molded shell (3) and to the second molded shell (4), the first molded shell (3) and the second molded shell (4) are connected to one another via the metallic bond and the metal foam (5) essentially free of adhesive points and weld points. Car body element (1) according to claim 1, characterized in that at least one insert element (6) is arranged between the first molded shell (3) and the second molded shell (4), which is at least partially foamed in by the metal foam (5). Car body element (1) according to Claim 2, characterized in that the insert element (6) is selected from a threaded sleeve (7), a threaded bolt (8), cable tubing (9) and a functional milled part (10), for example for a locking mechanism . Car body element (1) according to one of Claims 1 to 3, characterized in that the car body element (1) has a window opening (12) into which window glazing is framed by means of a sealing edging or adhesive. Car body element (1) according to one of claims 1 to 4, characterized in that the first molded cover (3) and / or the second molded cover (4) have an indentation (13) and / or a cutout for additional equipment (14), such as a display element, a light unit, a windshield wiper, a heating element or the like. Method for producing a car body element (1) according to one of Claims 1 to 5, characterized in that the method has the following steps: - Provision of a basic shape (15) into which a first molded shell (3) can be inserted in a suitable manner, - fittingly inserting the first molded cover (3) into the basic shape, - Insertion of a metal foam-forming blank (16) into a cavity (17) delimited on one side by the first molded shell (3), - fitting a second molded shell (4) to the first molded shell (3), the blank (16) being enclosed in the cavity (17) formed between the first molded shell (3) and the second molded shell (4), - pressure-tight closing of the basic mold (15) with a cover mold (18) designed to match the second mold shell (4), - Heating the elements arranged between the basic mold (15) and the cover mold (18) to a joining temperature (T _F ) which is above an activation temperature of the metal foam-forming blank (16), the joining temperature causing the formation of a metallic bond between the metal foam being formed and the inner surfaces of the mold sleeves (3, 4). Method according to Claim 6, characterized in that at least one insert element (6) is inserted into the cavity (17) before the second molded shell (4) is applied.

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