EP3727987B1 - Procédé de fabrication d'un composant de grande taille de véhicule ferroviaire à partir de profilés creux en métal léger - Google Patents

Procédé de fabrication d'un composant de grande taille de véhicule ferroviaire à partir de profilés creux en métal léger 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
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP19704567.7A
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German (de)
English (en)
Other versions
EP3727987A1 (fr
Inventor
Robert Nedelik
Andreas Karl RUTHMEIER
Markus Seitzberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility Austria GmbH
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Siemens Mobility Austria GmbH
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Publication date
Application filed by Siemens Mobility Austria GmbH filed Critical Siemens Mobility Austria GmbH
Publication of EP3727987A1 publication Critical patent/EP3727987A1/fr
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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 .

Claims (5)

  1. Procédé de fabrication d'un grand composant de véhicule ferroviaire (1) à partir de profilés creux en métal léger (2),
    avec les étapes de procédure suivantes :
    - disposition des profilés creux en métal léger (2) selon un certain ordre de juxtaposition,
    - assemblage des profilés creux en métal léger (2) avec les profilés creux en métal léger (2) respectivement voisins au moyen d'un procédé de soudage,
    caractérisé en ce que
    - un retrait au moins partiel d'une couche de recouvrement (3) des profilés creux en métal léger (2) est effectué, des entretoises (5) étant également retirées à l'intérieur des profilés creux en métal léger (2) en plus de la couche de recouvrement (3), des sections d'entretoises (6) restant en dessous des zones retirées de la couche de recouvrement (3).
  2. Procédé de fabrication d'un grand composant de véhicule ferroviaire (1) à partir de profilés creux en métal léger (2) selon la revendication 1,
    caractérisé en ce que la couche de couverture (3) au moins partiellement retirée est conçue comme face intérieure d'un véhicule ferroviaire.
  3. Procédé de fabrication d'un grand composant de véhicule ferroviaire (1) à partir de profilés creux en métal léger (2) selon l'une des revendications 1 ou 2,
    caractérisé en ce qu'un procédé de fraisage est utilisé pour retirer la couche de couverture (3) et les entretoises (5).
  4. Procédé de fabrication d'un grand composant de véhicule ferroviaire (1) à partir de profilés creux en métal léger (2) selon la revendication 3,
    caractérisé en ce que les parties restantes des entretoises (6) ont une section transversale sensiblement en forme de T.
  5. Procédé de fabrication d'un grand composant de véhicule ferroviaire (1) à partir de profilés creux en métal léger (2) selon l'une des revendications 1 à 4,
    caractérisé en ce que plus de 50 % de la surface d'une couche de couverture (3) des profilés creux en métal léger (2) sont retirés.
EP19704567.7A 2018-02-21 2019-02-01 Procédé de fabrication d'un composant de grande taille de véhicule ferroviaire à partir de profilés creux en métal léger Active EP3727987B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT501572018A AT520978B1 (de) 2018-02-21 2018-02-21 Verfahren zur Herstellung einer Schienenfahrzeuggroßkomponente aus Leichtmetall-Hohlprofilen
PCT/EP2019/052495 WO2019162061A1 (fr) 2018-02-21 2019-02-01 Procédé de fabrication d'un composant de grande taille de véhicule ferroviaire à partir de profilés creux en métal léger

Publications (2)

Publication Number Publication Date
EP3727987A1 EP3727987A1 (fr) 2020-10-28
EP3727987B1 true EP3727987B1 (fr) 2023-03-29

Family

ID=65365935

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Application Number Title Priority Date Filing Date
EP19704567.7A Active EP3727987B1 (fr) 2018-02-21 2019-02-01 Procédé de fabrication d'un composant de grande taille de véhicule ferroviaire à partir de profilés creux en métal léger

Country Status (7)

Country Link
EP (1) EP3727987B1 (fr)
CN (1) CN111819125B (fr)
AT (1) AT520978B1 (fr)
ES (1) ES2941724T3 (fr)
HU (1) HUE061912T2 (fr)
PL (1) PL3727987T3 (fr)
WO (1) WO2019162061A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT522977B1 (de) * 2020-04-20 2021-04-15 Siemens Mobility Austria Gmbh Verfahren zur Herstellung einer Großkomponente eines Fahrzeugwagenkastens

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK0790168T3 (da) * 1996-02-13 2000-06-13 Hoogovens Aluminium Profiltech Vognkassekonstruktion
JP3528079B2 (ja) * 1999-04-15 2004-05-17 日本車輌製造株式会社 鉄道車両の構体構造
JP4245757B2 (ja) * 1999-11-29 2009-04-02 東京地下鉄株式会社 鉄道車両の走行性能向上方法及び装置
US6722286B2 (en) * 1999-12-14 2004-04-20 Hitachi, Ltd. Structure and railway car
DE102012209049A1 (de) * 2012-05-30 2013-12-05 Siemens Aktiengesellschaft Wagenkastenaufbau für Fahrzeuge
DE102012221564A1 (de) * 2012-11-26 2014-05-28 Siemens Aktiengesellschaft Wagenkastenteil
JP6184930B2 (ja) * 2014-10-15 2017-08-23 株式会社日立製作所 軌条車両構体
WO2017093297A1 (fr) * 2015-12-02 2017-06-08 Siemens Ag Österreich Profilé à chambres creuses

Also Published As

Publication number Publication date
ES2941724T3 (es) 2023-05-25
HUE061912T2 (hu) 2023-08-28
CN111819125A (zh) 2020-10-23
AT520978B1 (de) 2019-11-15
AT520978A1 (de) 2019-09-15
CN111819125B (zh) 2023-09-01
EP3727987A1 (fr) 2020-10-28
PL3727987T3 (pl) 2023-07-24
WO2019162061A1 (fr) 2019-08-29

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