EP3727987B1 - Method for producing a large component for rail vehicles, which consists of hollow light-metal profiled sections - Google Patents

Method for producing a large component for rail vehicles, which consists of hollow light-metal profiled sections Download PDF

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Publication number
EP3727987B1
EP3727987B1 EP19704567.7A EP19704567A EP3727987B1 EP 3727987 B1 EP3727987 B1 EP 3727987B1 EP 19704567 A EP19704567 A EP 19704567A EP 3727987 B1 EP3727987 B1 EP 3727987B1
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EP
European Patent Office
Prior art keywords
light metal
metal hollow
webs
cover layer
hollow profiles
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EP19704567.7A
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German (de)
French (fr)
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EP3727987A1 (en
Inventor
Robert Nedelik
Andreas Karl RUTHMEIER
Markus Seitzberger
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Siemens Mobility Austria GmbH
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Siemens Mobility Austria GmbH
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    • 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
    • B61D17/041—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures with bodies characterised by use of light metal, e.g. aluminium
    • 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 a method for producing a large rail vehicle component from light metal hollow profiles and a light metal hollow profile.
  • the car body of a passenger rail vehicle can be manufactured using so-called integral construction, in which metal profiles are connected to form large components, which in turn form a car body.
  • the large components typically represent a side wall, an underframe, a roof or a front wall, with a welding process usually being used to connect the metal profiles to one another and to connect the large components.
  • This design allows a high degree of automation in production and, when using light metal profiles, also a relatively low car body mass.
  • the metal profiles themselves are usually designed as closed hollow profiles and can have additional features such as fastening strips or weld pool backups for further production.
  • these weld seams Due to certain metallurgical relationships, these weld seams have a lower strength than the light metal profiles to be connected, which makes it expedient to arrange these weld seams in zones that are subject to as little stress as possible.
  • Such a car body in integral construction often has a greater mass than would be necessary to meet the strength requirements.
  • a possible solution to this problem can be found by manufacturing a car body from light metal in a differential construction. This type of construction is common for steel car bodies, in which the major components are made up of a lattice frame of frames and stringers covered with sheet metal.
  • the outer panel is usually joined to the frame structure by means of spot welds or fillet welds.
  • a steel integral construction which would mean lower production costs, is technologically unfeasible.
  • a conventional differential design requires a large number of weld seams, which often cannot be produced in an automated manner and thus result in high production costs. Therefore, in addition to the weakening of the material by welding, this type of construction is avoided with light metal.
  • EP 0 790 168 A1 discloses a car body structure for a rail vehicle, which is made up of a plurality of chamber profiles which are permanently connected to one another. Openings, such as windows, are made after the chamber profiles have been assembled.
  • the invention is therefore based on the object of specifying a method for producing a large rail vehicle component from light metal hollow profiles, which makes it possible to meet specific strength requirements at certain positions of the large component while keeping the weight of the large component as low as possible with a high degree of automation and the associated low production costs to achieve.
  • the advantage can be achieved of being able to construct a large rail vehicle component which, on the one hand, can be automated and produced inexpensively, and on the other hand, with regard to local strength requirements can be implemented flexibly, such as by means of a differential design.
  • typically several light metal hollow profiles are connected to one another and then parts of a cover layer of the assembled light metal hollow profiles are removed.
  • weight can be saved at positions where there are no increased strength requirements (for example at a sufficient distance from window sections) without significantly reducing the required strength of the large component.
  • the area of the top layer to be removed is determined by the strength requirements of the large component or the car body. In order to be able to achieve a relevant weight saving, a large part of the top layer has to be removed, and it is advantageous to remove at least 50% of the area of the inner top layer of a large component.
  • the webs remaining after the top layer has been removed form stiffening ribs in the large component on the one hand, and they can be used to fasten interior fittings such as wall paneling etc. on the other.
  • the invention provides that sections of the underlying webs remain below the removed areas of the cover layer, i.e. these webs are not completely removed. In this way, the advantage can be achieved of achieving a reduction in the component mass without a significant reduction in dimensional stability. Even short remaining sections of the webs result in a high level of reinforcement of the outer wall, in particular a significantly increased buckling resistance.
  • a particularly advantageous embodiment of the invention provides for the use of light-metal hollow profiles which are optimized for the partial removal of the webs, with the remaining sections of the webs being designed to increase rigidity in particular.
  • the hollow profile can be closed with two cover layers, the cover layers being connected to one another with webs and the webs having a first section which is arranged perpendicularly to a cover layer and after this first section the webs have a branch. If such a hollow profile is processed, with the webs being removed in such a way that the first section oriented perpendicularly to the top layer and a specific section remain after the branching, then the entire remaining section has an essentially T-shaped cross section.
  • Such a T-shaped cross section of a remaining section of a web is extremely advantageous since it ensures a particularly high degree of reinforcement of the remaining cover layer and is also particularly well suited for the attachment of further components (e.g. an interior lining).
  • Fig.1 shows a light metal hollow profile as an example and schematically.
  • a cross section of a light metal hollow profile 2 is shown, as it can be used in the present production method.
  • the light metal hollow profile 2 is closed and has an inner cover layer 3 and an outer cover layer 4 .
  • the light metal hollow profile includes 2 connecting devices for positive or non-positive connection with other profiles.
  • Webs 5 are arranged between the cover layers 3, 4, with three webs 5 being provided in the exemplary embodiment shown.
  • the webs 5 have a first section 6 which starts from the outer cover layer 4 and is oriented perpendicularly to the outer cover layer 4 .
  • the webs have a branch which includes a section running parallel to the outer cover layer 4 .
  • the further course of the webs 5 is aligned obliquely to the top layers 3, 4, as is usual with conventional profiles.
  • Fig.2 shows exemplary and schematically connected light metal hollow profiles. There are two placed together Light metal hollow profiles 2 shown, wherein the connecting devices for positive or non-positive connection are engaged with each other. In this way, a large rail vehicle component can typically be assembled over the entire length of the carriage, with no door or window cutouts yet being present.
  • Fig.3 shows an example and a schematic of a large rail vehicle component.
  • a section of a large rail vehicle component 1 is shown, which is designed as a side wall.
  • the large rail vehicle component 1 consists of several light metal hollow profiles 2, as shown in 1 are shown, constructed.
  • window cutouts 7 and a partial removal of the inner cover layer 4 and the webs 5 have been produced.
  • the remaining sections 9 of the inner cover layer 4 are designed as diagonal stiffeners, which causes the large component 1 of the rail vehicle to have a particularly high shearing rigidity. Such a stiffening is required in order to compensate for the weakening caused by the window cutouts 7 .
  • Sections of the webs 5 have been preserved in the partially removed areas 8 and form a dent-resistant support structure arranged close to the outer cover layer 4 .
  • Fig.4 shows a machined light metal hollow profile as an example and schematically. It is the light metal hollow profile 2 Fig.1 shown after removal of part of the inner cover layer 3 and the webs 5. The remaining part of the webs 5 has an essentially T-shaped cross section and thus offers a high increase in the buckling resistance of the profile.
  • Figures 5 to 12 represent embodiments of light metal hollow profiles, which can be used in the present method.
  • a section through a machined profile is shown in each case, with a cross section of a web being shown in each case.
  • the sections of the web to be removed and the removed inner cover layer are shown in dashed lines.
  • Fig.5 shows an example and a schematic of a light metal hollow profile with a T-shaped web.
  • the light metal hollow profile 2 is shown in that embodiment, which in the Figures 1 to 4 applied is shown.
  • the profile 2 has an inner cover layer 3, which faces the interior of a rail vehicle constructed from the profile 2 when installed, and also an outer cover layer 4.
  • the cover layers 3, 4 are connected to webs 5, with a first section 6 of of the outer cover layer 4 proceeds perpendicularly and branches off into an inner belt 10 at a distance from the outer cover layer 4 .
  • This inner strap 10 causes a strong increase in the buckling resistance of the remaining outer cover layer 4 after removal of the webs 5 and the inner cover layer 3. Starting from the edge lines of the inner strap 10, webs 5 extend at an angle to the inner cover layer 3.
  • Fig.6 shows an example and a schematic of a light metal hollow profile with an I-shaped web. It is a light metal hollow profile 2, similar to that from Fig.5 shown, but no inner belt is provided, but at the end of the outer cover layer 4 facing away from the end of the first portion 6, the webs 5 branch angled.
  • This Embodiment can be used when the high buckling resistance of the profile 1 is not required.
  • Fig.7 shows an example and schematic of a light metal hollow profile with a double web.
  • the light metal hollow profile 2 has a hollow chamber directly attached to the outer cover layer 4, formed from two vertical webs and a belt, with a web 5 running at an angle to the inner cover layer 3 from the corners of this closed chamber.
  • two vertical sections 6 remain in the form of a double web.
  • Fig.8 shows an example and schematic of a light metal hollow profile with a C-slot. 8 exhibits the light metal hollow profile 2 7 , but the machining is such that only the angled ridges 5 and a central portion of the inner chord 10 are removed. This leaves two L-shaped webs facing each other, which form a C-groove and can be used to attach other components.
  • Fig.9 shows an example and a schematic of a light metal hollow profile with a closed chamber. 9 exhibits the light metal hollow profile 2 7 , but the processing is such that only the angled webs 5 are removed and the inner chord 10 remains. A closed chamber is thus arranged on the outer cover layer 4 of the machined hollow profile 2 .
  • Fig.10 shows a light metal hollow profile with an L-shaped web as an example and schematically.
  • the light metal hollow profile 2 has an inner belt 10 following the first section 6, at the ends of which a web 5 extends at an angle.
  • the inner belt 10 only extends to one side of the first section 6 and thus forms an L-shaped web together with this first section 6 .
  • Fig.11 shows an example and schematic of a light metal hollow profile with an angled web.
  • This embodiment of a light metal hollow profile 2 essentially corresponds to that which is shown in 6 is shown, the first section 6 being arranged at an angle to the outer cover layer 4 .
  • Fig.12 shows an example and a schematic of a light metal hollow profile with a T-shaped web. It is a light metal hollow profile 2 shown, which is the profile figure 5 is very similar in structure.
  • the profile according to figure 5 has a disadvantage that after the machining to remove the ribs 5, burrs are left on the inner chord 10 since the cutting edge for removing the ribs 5 grinds the inner chord 10. At such a point, the formation of burrs is inevitable, and subsequent work is required to remove these burrs.
  • 11 represents a light metal hollow profile 2, which ensures a significantly reduced burr cut when removing the webs 5.
  • the inner belt 10 is designed with a thickening at each of its ends, and the webs 5 extend from the side of these thickenings facing the inner cover layer 3 . If the webs 5 are removed by means of a machining process, the formation of burrs at this point is thus significantly reduced.
  • Fig.13 shows an example and a schematic of a light metal hollow profile with a T-shaped web.
  • a light metal hollow profile 2 is shown, which essentially consists of that figure 5 corresponds, but the webs 5 emanate centrally from the inner belt 10 .

Description

Technisches Gebiettechnical field

Die Erfindung betrifft ein Verfahren zur Herstellung einer Schienenfahrzeuggroßkomponente aus Leichtmetall-Hohlprofilen sowie ein Leichtmetall-Hohlprofil.The invention relates to a method for producing a large rail vehicle component from light metal hollow profiles and a light metal hollow profile.

Stand der TechnikState of the art

Der Wagenkasten eines Passagierschienenfahrzeuges kann mittels sogenannter Integralbauweise hergestellt werden, bei welcher Metallprofile zu Großkomponenten verbunden werden und diese wiederum zu einem Wagenkasten. Die Großkomponenten stellen typischerweise eine Seitenwand, ein Untergestell, ein Dach oder eine Stirnwand da, wobei als Verbindungstechnik der Metallprofile untereinander sowie zur Verbindung der Großkomponenten meist ein Schweißverfahren eingesetzt wird. Diese Bauweise erlaubt einen hohen Automatisierungsgrad der Herstellung und beim Einsatz von Leichtmetallprofilen auch eine relativ geringe Wagenkastenmasse. Die Metallprofile selbst sind meist als geschlossene Hohlprofile ausgebildet und können zusätzliche Merkmale, wie Befestigungsleisten oder Schweißbadsicherungen für die weitere Fertigung aufweisen. Diese Schweißnähte weisen aufgrund bestimmter metallurgischer Zusammenhänge eine geringere Festigkeit als die zu verbindenden Leichtmetallprofile auf, was es zweckmäßig macht, diese Schweißnähte möglichst in gering belasteten Zonen anzuordnen. Auf lokal erhöhten Festigkeitsbedarf von Wagenkästen, beispielsweise neben Tür- oder Fensteröffnungen kann nur in geringem Ausmaß eingegangen werden, da die Metallprofile entlang ihrer Längsausdehnung immer denselben Querschnitt aufweisen. Solcherart weist ein Wagenkasten in Integralbauweise häufig eine größere Masse auf, als es zur Erfüllung der Festigkeitsanforderungen erforderlich wäre. Eine mögliche Lösung dieses Problems kann mittels der Fertigung eines Wagenkastens aus Leichtmetall in Differentialbauweise gefunden werden. Bei Stahlwagenkästen ist diese Bauweise gebräuchlich, bei welcher die Großkomponenten aus einem mit Blech beplankten Gitterrahmen von Spanten und Stringern aufgebaut sind. Das Außenblech wird dabei üblicherweise mittels Punktschweißnähten oder Kehlnähten mit der Rahmenstruktur gefügt. Eine Stahl-Integralbauweise, die geringeren Fertigungsaufwand bedeuten würde, ist technologisch nicht umsetzbar. Bei Aluminiumwagenkästen erfordert eine herkömmliche Differentialbauweise eine große Anzahl an Schweißnähten, welche auch oft nicht automatisierbar herstellbar sind und damit hohe Fertigungskosten bewirken. Deshalb, neben der Schwächung des Materials durch Schweißungen, wird diese Bauweise bei Leichtmetall vermieden. In der europäischen Patentanmeldung EP 0 790 168 A1 ist ein Wagenkastenaufbau für ein Schienenfahrzeug offenbart, welcher aus einer Mehrzahl von Kammerprofilen aufgebaut ist, die untereinander unlösbar verbunden sind. Öffnungen, wie Fenster, werden dabei nach dem Zusammenfügender Kammerprofile eingebracht.The car body of a passenger rail vehicle can be manufactured using so-called integral construction, in which metal profiles are connected to form large components, which in turn form a car body. The large components typically represent a side wall, an underframe, a roof or a front wall, with a welding process usually being used to connect the metal profiles to one another and to connect the large components. This design allows a high degree of automation in production and, when using light metal profiles, also a relatively low car body mass. The metal profiles themselves are usually designed as closed hollow profiles and can have additional features such as fastening strips or weld pool backups for further production. Due to certain metallurgical relationships, these weld seams have a lower strength than the light metal profiles to be connected, which makes it expedient to arrange these weld seams in zones that are subject to as little stress as possible. On locally increased strength requirements of Car bodies, for example next to door or window openings, can only be entered to a small extent, since the metal profiles always have the same cross-section along their length. Such a car body in integral construction often has a greater mass than would be necessary to meet the strength requirements. A possible solution to this problem can be found by manufacturing a car body from light metal in a differential construction. This type of construction is common for steel car bodies, in which the major components are made up of a lattice frame of frames and stringers covered with sheet metal. The outer panel is usually joined to the frame structure by means of spot welds or fillet welds. A steel integral construction, which would mean lower production costs, is technologically unfeasible. In the case of aluminum car bodies, a conventional differential design requires a large number of weld seams, which often cannot be produced in an automated manner and thus result in high production costs. Therefore, in addition to the weakening of the material by welding, this type of construction is avoided with light metal. In the European patent application EP 0 790 168 A1 discloses a car body structure for a rail vehicle, which is made up of a plurality of chamber profiles which are permanently connected to one another. Openings, such as windows, are made after the chamber profiles have been assembled.

Darstellung der ErfindungPresentation of the invention

Der Erfindung liegt daher die Aufgabe zugrunde, ein Verfahren zur Herstellung einer Schienenfahrzeuggroßkomponente aus Leichtmetall-Hohlprofilen anzugeben, welches es erlaubt, spezifische Festigkeitserfordernisse an bestimmten Positionen der Großkomponente erfüllen zu können und dabei ein möglichst geringes Gewicht der Großkomponente bei hohem Automatisierungsgrad und damit verbundenen geringen Fertigungskosten zu erzielen.The invention is therefore based on the object of specifying a method for producing a large rail vehicle component from light metal hollow profiles, which makes it possible to meet specific strength requirements at certain positions of the large component while keeping the weight of the large component as low as possible with a high degree of automation and the associated low production costs to achieve.

Die Aufgabe wird durch ein Verfahren mit den Merkmalen des Anspruchs 1 gelöst. Vorteilhafte Ausgestaltungen sind Gegenstand untergeordneter Ansprüche.The object is achieved by a method having the features of claim 1. Advantageous configurations are the subject of subordinate claims.

Dadurch ist der Vorteil erzielbar, eine Schienenfahrzeuggroßkomponente aufbauen zu können, welche einerseits automatisierbar und kostengünstig herstellbar ist, andererseits betreffend lokaler Festigkeitsanforderungen so flexibel realisierbar ist wie mittels einer Differentialbauweise.As a result, the advantage can be achieved of being able to construct a large rail vehicle component which, on the one hand, can be automated and produced inexpensively, and on the other hand, with regard to local strength requirements can be implemented flexibly, such as by means of a differential design.

Erfindungsgemäß werden, typischerweise mehrere, Leichtmetall-Hohlprofile miteinander verbunden und anschließend Teile einer Decklage der zusammengesetzten Leichtmetall-Hohlprofile entfernt. Solcherart kann an Positionen, an welchen keine erhöhten Festigkeitsanforderungen bestehen (beispielsweise in hinreichender Entfernung zu Fensterausschnitten), Gewicht eingespart werden ohne die erforderliche Festigkeit der Großkomponente signifikant zu reduzieren.According to the invention, typically several light metal hollow profiles are connected to one another and then parts of a cover layer of the assembled light metal hollow profiles are removed. In this way, weight can be saved at positions where there are no increased strength requirements (for example at a sufficient distance from window sections) without significantly reducing the required strength of the large component.

Die zu entfernende Fläche der Decklage ist von den Festigkeitsanforderungen an die Großkomponente bzw. den Wagenkasten bestimmt. Um eine relevante Gewichtseinsparung erzielen zu können, muss ein großer Teil der Decklage entfernt werden wobei es vorteilhaft ist, zumindest 50% der Fläche der inneren Decklage einer Großkomponente zu entfernen.The area of the top layer to be removed is determined by the strength requirements of the large component or the car body. In order to be able to achieve a relevant weight saving, a large part of the top layer has to be removed, and it is advantageous to remove at least 50% of the area of the inner top layer of a large component.

Dabei ist es besonders vorteilhaft, die Leichtmetall-Hohlprofile untereinander mittels eines automatisierbaren Schweißverfahrens zu fügen und anschließend die Decklage der zusammengesetzten Leichtmetall-Hohlprofile mittels eines ebenso automatisierbaren Fräsverfahrens teilweise zu entfernen. Dies ist insbesondere vorteilhaft, da bei einer herkömmlichen Fertigung einer Schienenfahrzeuggroßkomponente in Integralbauweise ohnedies eine spanende Bearbeitung (z.B. für die Herstellung von Fenster- und Türausschnitten) auszuführen ist. Dabei kann das Entfernen der Decklage einfach als weiterer Arbeitsschritt vorgesehen werden und es sind keinerlei weitere Transport- oder Einrichtarbeiten erforderlich.It is particularly advantageous to join the light metal hollow profiles to one another by means of an automated welding process and then to partially remove the top layer of the assembled light metal hollow profiles by means of a milling process that can also be automated. This is particularly advantageous since, in the case of conventional production of a large rail vehicle component in an integral design, machining (for example for the production of window and door cutouts) has to be carried out anyway. The removal of the top layer can simply be provided as a further work step and no further transport or set-up work is required.

Es ist besonders vorteilhaft, die Decklage der zusammengesetzten Leichtmetall-Hohlprofile an jener Seite zumindest teilweise zu entfernen, welche in eingebautem Zustand der Großkomponente die Innenseite des Schienenfahrzeugs bildet.It is particularly advantageous to at least partially remove the top layer of the assembled light metal hollow profiles on that side which forms the inside of the rail vehicle when the large component is installed.

Die nach Entfernung der Decklage verbleibenden Stege bilden einerseits versteifende Rippen in der Großkomponente, andererseits können sie zur Befestigung von Innenausbauteilen wie Wandverkleidungen etc. herangezogen werden.The webs remaining after the top layer has been removed form stiffening ribs in the large component on the one hand, and they can be used to fasten interior fittings such as wall paneling etc. on the other.

Die Erfindung sieht vor, unterhalb der entfernten Bereiche der Decklage auch Abschnitte der darunterliegenden Stege verbleiben zu lassen, d.h. diese Stege nicht vollständig zu entfernen. Solcherart ist der Vorteil erzielbar, eine Reduktion der Bauteilmasse ohne signifikante Reduktion der Formstabilität zu erreichen. Bereits kurze verbleibende Abschnitte der Stege bewirken eine große Aussteifung der Außenwand, insbesondere eine deutlich erhöhte Beulsteifigkeit.The invention provides that sections of the underlying webs remain below the removed areas of the cover layer, i.e. these webs are not completely removed. In this way, the advantage can be achieved of achieving a reduction in the component mass without a significant reduction in dimensional stability. Even short remaining sections of the webs result in a high level of reinforcement of the outer wall, in particular a significantly increased buckling resistance.

Eine besonders vorteilhafte Ausführungsform der Erfindung sieht vor, Leichtmetall-Hohlprofile einzusetzen, welche auf die teilweise Entfernung der Stege hin optimiert sind, wobei die zu verbleibenden Abschnitte der Stege besonders steifigkeitserhöhend ausgebildet sind.A particularly advantageous embodiment of the invention provides for the use of light-metal hollow profiles which are optimized for the partial removal of the webs, with the remaining sections of the webs being designed to increase rigidity in particular.

Dabei kann das Hohlprofil geschlossen mit zwei Decklagen ausgeführt sein, wobei die Decklagen mit Stegen untereinander verbunden sind und wobei die Stege einen ersten Abschnitt aufweisen, welcher senkrecht zu einer Decklage angeordnet ist und nach diesem ersten Abschnitt die Stege eine Verzweigung aufweisen. Wird ein solches Hohlprofil bearbeitet, wobei die Stege so entfernt werden, dass der erste, senkrecht zur Decklage orientierte Abschnitt und ein bestimmter Abschnitt nach der Verzweigung verbleibt, so zeigt der gesamte verbliebene Abschnitt einen im Wesentlichen T-förmigen Querschnitt. Ein solcher T-förmiger Querschnitt eines verbliebenen Abschnitts eines Steges ist äußerst vorteilhaft, da er eine besonders hohe Aussteifung der verbliebenen Decklage gewährleistet und sich zudem besonders gut für die Befestigung von weiteren Bauteilen (z.B. einer Innenverkleidung) eignet.The hollow profile can be closed with two cover layers, the cover layers being connected to one another with webs and the webs having a first section which is arranged perpendicularly to a cover layer and after this first section the webs have a branch. If such a hollow profile is processed, with the webs being removed in such a way that the first section oriented perpendicularly to the top layer and a specific section remain after the branching, then the entire remaining section has an essentially T-shaped cross section. Such a T-shaped cross section of a remaining section of a web is extremely advantageous since it ensures a particularly high degree of reinforcement of the remaining cover layer and is also particularly well suited for the attachment of further components (e.g. an interior lining).

Kurzbeschreibung der ZeichnungenBrief description of the drawings

Es zeigen beispielhaft:

  • Fig.1 Leichtmetall-Hohlprofil.
  • Fig.2 Verbundene Leichtmetall Hohlprofile.
  • Fig.3 Schienenfahrzeug Großkomponente.
  • Fig.4 Bearbeitetes Leichtmetall-Hohlprofil.
  • Fig.5 Leichtmetall-Hohlprofil, T-förmiger Steg.
  • Fig.6 Leichtmetall-Hohlprofil, I-förmiger Steg.
  • Fig.7 Leichtmetall-Hohlprofil, Doppelsteg.
  • Fig.8 Leichtmetall-Hohlprofil, C-Nut.
  • Fig.9 Leichtmetall-Hohlprofil, geschlossene Kammer.
  • Fig.10 Leichtmetall-Hohlprofil, L-förmiger Steg.
  • Fig.11 Leichtmetall-Hohlprofil, gewinkelter Steg.
  • Fig.12 Leichtmetall-Hohlprofil, T-förmiger Steg, Gratreduziert.
  • Fig.13 Leichtmetall-Hohlprofil, T-förmiger Steg, Gratreduziert, zentrale Stege.
Examples show:
  • Fig.1 Light metal hollow profile.
  • Fig.2 Connected light metal hollow profiles.
  • Fig.3 Rail vehicle major component.
  • Fig.4 Machined light metal hollow profile.
  • Fig.5 Light metal hollow profile, T-shaped bridge.
  • Fig.6 Light metal hollow profile, I-shaped bridge.
  • Fig.7 Light metal hollow profile, double bridge.
  • Fig.8 Light metal hollow profile, C-slot.
  • Fig.9 Light alloy hollow profile, closed chamber.
  • Fig.10 Light metal hollow profile, L-shaped bridge.
  • Fig.11 Light metal hollow profile, angled bridge.
  • Fig.12 Light metal hollow profile, T-shaped web, reduced burr.
  • Fig.13 Light alloy hollow profile, T-shaped bar, reduced burr, central bars.

Ausführung der Erfindungimplementation of the invention

Fig.1 zeigt beispielhaft und schematisch ein Leichtmetall-Hohlprofil. Es ist ein Querschnitt eines Leichtmetall-Hohlprofils 2 dargestellt, wie es in gegenständlichen Herstellverfahren eingesetzt werden kann. Das Leichtmetall-Hohlprofil 2 ist geschlossen ausgeführt und weist eine innere Decklage 3 und eine äußere Decklage 4 auf. Dabei ist auf die Einbauanordnung des Profils in einem fertig zusammengestellten Schienenfahrzeug Bezug genommen. Randseitig umfasst das Leichtmetall-Hohlprofil 2 Verbindungseinrichtungen zur form- oder kraftschlüssigen Verbindung mit weiteren Profilen. Zwischen den Decklagen 3, 4 sind Stege 5 angeordnet, wobei in gezeigtem Ausführungsbeispiel drei Stege 5 vorgesehen sind. Die Stege 5 weisen einen von der äußeren Decklage 4 ausgehenden ersten Abschnitt 6 auf, welcher senkrecht zur äußeren Decklage 4 orientiert ist. In weiterer Abfolge weisen die Stege nach dem ersten Abschnitt 6 eine Verzweigung auf, welche einen parallel zur äußeren Decklage 4 verlaufenden Abschnitt umfasst. Der weitere Verlauf der Stege 5 ist, wie bei herkömmlichen Profilen gebräuchlich, schräg zu den Decklagen 3, 4 ausgerichtet. Fig.1 shows a light metal hollow profile as an example and schematically. A cross section of a light metal hollow profile 2 is shown, as it can be used in the present production method. The light metal hollow profile 2 is closed and has an inner cover layer 3 and an outer cover layer 4 . In this case, reference is made to the installation arrangement of the profile in a completely assembled rail vehicle. On the edge, the light metal hollow profile includes 2 connecting devices for positive or non-positive connection with other profiles. Webs 5 are arranged between the cover layers 3, 4, with three webs 5 being provided in the exemplary embodiment shown. The webs 5 have a first section 6 which starts from the outer cover layer 4 and is oriented perpendicularly to the outer cover layer 4 . In a further sequence, after the first section 6 , the webs have a branch which includes a section running parallel to the outer cover layer 4 . The further course of the webs 5 is aligned obliquely to the top layers 3, 4, as is usual with conventional profiles.

Fig.2 zeigt beispielhaft und schematisch verbundene Leichtmetall-Hohlprofile. Es sind zwei aneinander angeordnete Leichtmetall-Hohlprofile 2 dargestellt, wobei die Verbindungseinrichtungen zur form- oder kraftschlüssigen Verbindung miteinander in Eingriff stehen. Solcherart kann eine Schienenfahrzeug-Großkomponente, typischerweise über die gesamte Wagenlänge zusammengesetzt werden, wobei noch keine Tür- oder Fensterausschnitte vorhanden sind. Fig.2 shows exemplary and schematically connected light metal hollow profiles. There are two placed together Light metal hollow profiles 2 shown, wherein the connecting devices for positive or non-positive connection are engaged with each other. In this way, a large rail vehicle component can typically be assembled over the entire length of the carriage, with no door or window cutouts yet being present.

Fig.3 zeigt beispielhaft und schematisch eine Schienenfahrzeug Großkomponente. Es ist ein Abschnitt einer Schienenfahrzeug Großkomponente 1 dargestellt, welche als Seitenwand ausgebildet ist. Die Schienenfahrzeug Großkomponente 1 ist dabei aus mehreren Leichtmetall-Hohlprofilen 2, wie sie in Fig. 1 dargestellt sind, aufgebaut. Nach dem Zusammenfügen der einzelnen Leichtmetall-Hohlprofile 2 sind Fensterausschnitte 7 sowie ein teilweises Entfernen der inneren Decklage 4 und der Stege 5 hergestellt worden. In gezeigtem Ausführungsbeispiel sind die verbleibenden Abschnitte 9 der inneren Decklage 4 als diagonale Aussteifungen ausgeführt, was eine besonders hohe Schubsteifigkeit der Schienenfahrzeug Großkomponente 1 bewirkt. Eine solche Aussteifung ist erforderlich, um die Schwächung durch die Fensterausschnitte 7 zu kompensieren. In den teilweise entfernten Bereichen 8 sind Abschnitte der Stege 5 erhalten geblieben und bilden eine nahe der äußeren Decklage 4 angeordnete beulsteife Trägerstruktur. Fig.3 shows an example and a schematic of a large rail vehicle component. A section of a large rail vehicle component 1 is shown, which is designed as a side wall. The large rail vehicle component 1 consists of several light metal hollow profiles 2, as shown in 1 are shown, constructed. After the individual light metal hollow profiles 2 have been assembled, window cutouts 7 and a partial removal of the inner cover layer 4 and the webs 5 have been produced. In the exemplary embodiment shown, the remaining sections 9 of the inner cover layer 4 are designed as diagonal stiffeners, which causes the large component 1 of the rail vehicle to have a particularly high shearing rigidity. Such a stiffening is required in order to compensate for the weakening caused by the window cutouts 7 . Sections of the webs 5 have been preserved in the partially removed areas 8 and form a dent-resistant support structure arranged close to the outer cover layer 4 .

Fig.4 zeigt beispielhaft und schematisch ein bearbeitetes Leichtmetall-Hohlprofil. Es ist das Leichtmetall-Hohlprofil 2 aus Fig.1 nach einer Entfernung eines Teils der inneren Decklage 3 und der Stege 5 dargestellt. Der verbliebene Teil der Stege 5 weist dabei einen im Wesentlichen T-förmigen Querschnitt auf und bietet dadurch eine hohe Steigerung der Beulsteifigkeit des Profils. Fig.4 shows a machined light metal hollow profile as an example and schematically. It is the light metal hollow profile 2 Fig.1 shown after removal of part of the inner cover layer 3 and the webs 5. The remaining part of the webs 5 has an essentially T-shaped cross section and thus offers a high increase in the buckling resistance of the profile.

Figuren 5 bis 12 stellen Ausführungsformen von Leichtmetall-Hohlprofilen dar, welche bei gegenständlichem Verfahren einsetzbar sind. Dabei ist jeweils ein Schnitt durch ein bearbeitetes Profil gezeigt, wobei jeweils ein Querschnitt eines Steges dargestellt ist. Dabei sind die zu entfernenden Abschnitte des Stegs und die entfernte innere Decklage strichliert gezeichnet. Figures 5 to 12 represent embodiments of light metal hollow profiles, which can be used in the present method. A section through a machined profile is shown in each case, with a cross section of a web being shown in each case. The sections of the web to be removed and the removed inner cover layer are shown in dashed lines.

Fig.5 zeigt beispielhaft und schematisch ein Leichtmetall-Hohlprofil mit einem T-förmigen Steg. Das Leichtmetall-Hohlprofil 2 ist in jener Ausführungsform dargestellt, welche in den Fig. 1 bis 4 angewendet gezeigt ist. Das Profil 2 weist eine innere Decklage 3 auf, welche in eingebautem Zustand dem Innenraum eines aus dem Profil 2 aufgebauten Schienenfahrzeug zugewandt ist, des Weiteren eine äußere Decklage 4. Die Decklagen 3, 4 sind mit Stegen 5 verbunden, wobei ein erster Abschnitt 6 von der äußeren Decklage 4 senkrecht ausgeht und von der äußeren Decklage 4 beabstandet in einen inneren Gurt 10 verzweigt. Dieser innere Gurt 10 bewirkt eine starke Erhöhung der Beulsteifigkeit der verbleibenden äußeren Decklage 4 nach Entfernen der Stege 5 und der inneren Decklage 3. Von den Randlinien des inneren Gurts 10 ausgehend erstrecken sich Stege 5 gewinkelt zur inneren Decklage 3. Fig.5 shows an example and a schematic of a light metal hollow profile with a T-shaped web. The light metal hollow profile 2 is shown in that embodiment, which in the Figures 1 to 4 applied is shown. The profile 2 has an inner cover layer 3, which faces the interior of a rail vehicle constructed from the profile 2 when installed, and also an outer cover layer 4. The cover layers 3, 4 are connected to webs 5, with a first section 6 of of the outer cover layer 4 proceeds perpendicularly and branches off into an inner belt 10 at a distance from the outer cover layer 4 . This inner strap 10 causes a strong increase in the buckling resistance of the remaining outer cover layer 4 after removal of the webs 5 and the inner cover layer 3. Starting from the edge lines of the inner strap 10, webs 5 extend at an angle to the inner cover layer 3.

Fig.6 zeigt beispielhaft und schematisch ein Leichtmetall-Hohlprofil mit einem I-förmigen Steg. Es ist ein Leichtmetall-Hohlprofil 2, ähnlich wie jenes aus Fig.5 dargestellt, wobei jedoch kein innerer Gurt vorgesehen ist, sondern an dem der äußeren Decklage 4 abgewandten Ende des ersten Abschnitts 6 die Stege 5 gewinkelt verzweigen. Diese Ausführungsform kann eingesetzt werden, wenn die hohe Beulsteifigkeit des Profils aus Fig. 1 nicht erforderlich ist. Fig.6 shows an example and a schematic of a light metal hollow profile with an I-shaped web. It is a light metal hollow profile 2, similar to that from Fig.5 shown, but no inner belt is provided, but at the end of the outer cover layer 4 facing away from the end of the first portion 6, the webs 5 branch angled. This Embodiment can be used when the high buckling resistance of the profile 1 is not required.

Fig.7 zeigt beispielhaft und schematisch ein Leichtmetall-Hohlprofil mit einem Doppelsteg. Gemäß dieser Ausführungsform weist das Leichtmetall-Hohlprofil 2 eine an die äußere Decklage 4 unmittelbar angesetzte Hohlkammer, gebildet aus zwei senkrechten Stegen und einem Gurt auf, wobei von den Ecken dieser geschlossenen Kammer jeweils ein Steg 5 zu der inneren Decklage 3 gewinkelt verläuft. In bearbeiteten Zustand dieses Leichtmetall-Hohlprofils 2 verbleiben zwei senkrechte Abschnitte 6 in Form eines Doppelstegs. Fig.7 shows an example and schematic of a light metal hollow profile with a double web. According to this embodiment, the light metal hollow profile 2 has a hollow chamber directly attached to the outer cover layer 4, formed from two vertical webs and a belt, with a web 5 running at an angle to the inner cover layer 3 from the corners of this closed chamber. In the machined state of this light metal hollow profile 2, two vertical sections 6 remain in the form of a double web.

Fig.8 zeigt beispielhaft und schematisch ein Leichtmetall-Hohlprofil mit einer C-Nut. Fig. 8 stellt das Leichtmetall-Hohlprofil 2 aus Fig. 7 dar, wobei jedoch die Bearbeitung so erfolgt, dass nur die gewinkelten Stege 5 und ein mittiger Teil des inneren Gurts 10 entfernt werden. Somit verbleiben zwei L-förmige, einander zugewandte Stege, welche eine C-Nut bilden und zur Befestigung von weiteren Bauteilen eingesetzt werden können. Fig.8 shows an example and schematic of a light metal hollow profile with a C-slot. 8 exhibits the light metal hollow profile 2 7 , but the machining is such that only the angled ridges 5 and a central portion of the inner chord 10 are removed. This leaves two L-shaped webs facing each other, which form a C-groove and can be used to attach other components.

Fig.9 zeigt beispielhaft und schematisch ein Leichtmetall-Hohlprofil mit einer geschlossenen Kammer. Fig. 9 stellt das Leichtmetall-Hohlprofil 2 aus Fig. 7 dar, wobei jedoch die Bearbeitung so erfolgt, dass nur die gewinkelten Stege 5 entfernt werden und der innere Gurt 10 verbleibt. Somit ist an dem bearbeiteten Hohlprofil 2 eine geschlossene Kammer an der äußeren Decklage 4 angeordnet. Fig.9 shows an example and a schematic of a light metal hollow profile with a closed chamber. 9 exhibits the light metal hollow profile 2 7 , but the processing is such that only the angled webs 5 are removed and the inner chord 10 remains. A closed chamber is thus arranged on the outer cover layer 4 of the machined hollow profile 2 .

Fig.10 zeigt beispielhaft und schematisch ein Leichtmetall-Hohlprofil mit einem L-förmigem Steg. Das Leichtmetall-Hohlprofil 2 weist einen an den ersten Abschnitt 6 folgenden inneren Gurt 10 auf, an dessen Enden jeweils ein Steg 5 gewinkelt ausgeht. Der innere Gurt 10 erstreckt sich dabei nur auf eine Seite des ersten Abschnitts 6 und bildet somit zusammen mit diesem ersten Abschnitt 6 einen L-förmigen Steg. Fig.10 shows a light metal hollow profile with an L-shaped web as an example and schematically. The light metal hollow profile 2 has an inner belt 10 following the first section 6, at the ends of which a web 5 extends at an angle. The inner belt 10 only extends to one side of the first section 6 and thus forms an L-shaped web together with this first section 6 .

Fig.11 zeigt beispielhaft und schematisch ein Leichtmetall-Hohlprofil mit einem gewinkelten Steg. Diese Ausführungsform eines Leichtmetall-Hohlprofils 2 entspricht im Wesentlichen jenem, welches in Fig. 6 dargestellt ist, wobei der erste Abschnitt 6 gewinkelt zur äußeren Decklage 4 angeordnet ist. Fig.11 shows an example and schematic of a light metal hollow profile with an angled web. This embodiment of a light metal hollow profile 2 essentially corresponds to that which is shown in 6 is shown, the first section 6 being arranged at an angle to the outer cover layer 4 .

Fig.12 zeigt beispielhaft und schematisch ein Leichtmetall-Hohlprofil mit einem T-förmigen Steg. Es ist ein Leichtmetall-Hohlprofil 2 dargestellt, welches dem Profil aus Fig. 5 sehr ähnlich aufgebaut ist. Das Profil gemäß Fig. 5 weist einen Nachteil auf, da nach der spanenden Bearbeitung zur Entfernung der Stege 5 Grate an dem inneren Gurt 10 verbleiben, da die Schnittkante zur Entfernung der Stege 5 den inneren Gurt 10 schleifend schneidet. An einer solchen Stelle ist die Gratbildung unvermeidlich und es werden Nacharbeiten zur Entfernung dieser Grate erforderlich. Fig. 11 stellt ein Leichtmetall-Hohlprofil 2 dar, welches einen deutlich gratreduzierten Schnitt bei der Entfernung der Stege 5 gewährleistet. Dazu ist der innere Gurt 10 an seinen Enden jeweils mit einer Verdickung ausgeführt und die Stege 5 gehen von der der inneren Decklage 3 zugewandten Seite dieser Verdickungen aus. Bei einer Entfernung der Stege 5 mittels eines spanenden Bearbeitungsverfahrens ist die Gratbildung an dieser Stelle somit deutlich reduziert. Fig.12 shows an example and a schematic of a light metal hollow profile with a T-shaped web. It is a light metal hollow profile 2 shown, which is the profile figure 5 is very similar in structure. The profile according to figure 5 has a disadvantage that after the machining to remove the ribs 5, burrs are left on the inner chord 10 since the cutting edge for removing the ribs 5 grinds the inner chord 10. At such a point, the formation of burrs is inevitable, and subsequent work is required to remove these burrs. 11 represents a light metal hollow profile 2, which ensures a significantly reduced burr cut when removing the webs 5. For this purpose, the inner belt 10 is designed with a thickening at each of its ends, and the webs 5 extend from the side of these thickenings facing the inner cover layer 3 . If the webs 5 are removed by means of a machining process, the formation of burrs at this point is thus significantly reduced.

Fig.13 zeigt beispielhaft und schematisch ein Leichtmetall-Hohlprofil mit einem T-förmigen Steg. Es ist ein Leichtmetall-Hohlprofil 2 dargestellt, welches im Wesentlichen jenem aus Fig. 5 entspricht, wobei jedoch die Stege 5 zentral von dem inneren Gurt 10 ausgehen. Durch die Verlegung des Ansatzes der Stege 5 von den Kanten zur Mitte entfallen die gratgefährdeten Schnitte bei der Entfernung der Stege 5. Fig.13 shows an example and a schematic of a light metal hollow profile with a T-shaped web. A light metal hollow profile 2 is shown, which essentially consists of that figure 5 corresponds, but the webs 5 emanate centrally from the inner belt 10 . By relocating the approach of the webs 5 from the edges to the middle, there are no burr-endangered cuts when removing the webs 5.

Liste der BezeichnungenList of designations

11
SchienenfahrzeuggroßkomponenteLarge rail vehicle component
22
Leichtmetall-HohlprofileLight metal hollow profiles
33
Innere DecklageInner top layer
44
Äußere DecklageOuter top layer
55
Stegweb
66
Erster Abschnittfirst section
77
Fensterausschnittwindow cutout
88th
Entfernte Abschnitte der inneren DecklageRemoved sections of inner liner
99
Verbleibende Abschnitte der inneren DecklageRemaining sections of inner liner
1010
Innerer Gurtinner strap

Claims (5)

  1. Method for producing a large component (1) for a rail vehicle from light metal hollow profiles (2),
    having the following method steps:
    - arranging the light metal hollow profiles (2) in a determined sequence,
    - joining the light metal hollow profiles (2) to the respectively adjacent light metal hollow profiles (2) by means of a welding method,
    characterized in that
    - a cover layer (3) of the light metal hollow profiles (2) is at least partially removed, wherein, in addition to the cover layer (3), webs (5) within the light metal hollow profiles (2) are also removed, wherein portions of webs (6) remain underneath the removed regions of the cover layer (3).
  2. Method for producing a large component (1) for a rail vehicle from light metal hollow profiles (2) according to Claim 1,
    characterized in that the at least partially removed cover layer (3) is in the form of an inner side of a rail vehicle.
  3. Method for producing a large component (1) for a rail vehicle from light metal hollow profiles (2) according to either of Claims 1 and 2,
    characterized in that a milling method is used to remove the cover layer (3) and the webs (5).
  4. Method for producing a large component (1) for a rail vehicle from light metal hollow profiles (2) according to Claim 3,
    characterized in that the remaining portions of the webs (6) have a substantially T-shaped cross section.
  5. Method for producing a large component (1) for a rail vehicle from light metal hollow profiles (2) according to one of Claims 1 to 4,
    characterized in that more than 50% of the surface area of a cover layer (3) of the light metal hollow profiles (2) is removed.
EP19704567.7A 2018-02-21 2019-02-01 Method for producing a large component for rail vehicles, which consists of hollow light-metal profiled sections Active EP3727987B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT501572018A AT520978B1 (en) 2018-02-21 2018-02-21 Method for producing a rail vehicle component from light metal hollow sections
PCT/EP2019/052495 WO2019162061A1 (en) 2018-02-21 2019-02-01 Method for producing a large component for rail vehicles, which consists of hollow light-metal profiled sections

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EP3727987A1 EP3727987A1 (en) 2020-10-28
EP3727987B1 true EP3727987B1 (en) 2023-03-29

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CN (1) CN111819125B (en)
AT (1) AT520978B1 (en)
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AT522977B1 (en) * 2020-04-20 2021-04-15 Siemens Mobility Austria Gmbh Process for the production of a large component of a vehicle body

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DK0790168T3 (en) * 1996-02-13 2000-06-13 Hoogovens Aluminium Profiltech Coach body construction
JP3528079B2 (en) * 1999-04-15 2004-05-17 日本車輌製造株式会社 Railcar structure
JP4245757B2 (en) * 1999-11-29 2009-04-02 東京地下鉄株式会社 Method and apparatus for improving running performance of railway vehicles
US6722286B2 (en) * 1999-12-14 2004-04-20 Hitachi, Ltd. Structure and railway car
DE102012209049A1 (en) * 2012-05-30 2013-12-05 Siemens Aktiengesellschaft Car body construction for vehicles
DE102012221564A1 (en) * 2012-11-26 2014-05-28 Siemens Aktiengesellschaft Car body part
JP6184930B2 (en) * 2014-10-15 2017-08-23 株式会社日立製作所 Rail vehicle structure
WO2017093297A1 (en) * 2015-12-02 2017-06-08 Siemens Ag Österreich Hollow profile

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CN111819125B (en) 2023-09-01
AT520978B1 (en) 2019-11-15
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WO2019162061A1 (en) 2019-08-29
CN111819125A (en) 2020-10-23
EP3727987A1 (en) 2020-10-28
AT520978A1 (en) 2019-09-15
ES2941724T3 (en) 2023-05-25

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