EP3929054A1 - Schienenzugkörper und verfahren zu seiner herstellung - Google Patents

Schienenzugkörper und verfahren zu seiner herstellung Download PDF

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Publication number
EP3929054A1
EP3929054A1 EP19921319.0A EP19921319A EP3929054A1 EP 3929054 A1 EP3929054 A1 EP 3929054A1 EP 19921319 A EP19921319 A EP 19921319A EP 3929054 A1 EP3929054 A1 EP 3929054A1
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EP
European Patent Office
Prior art keywords
profile
welding
roof
end joint
side wall
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP19921319.0A
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English (en)
French (fr)
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EP3929054B1 (de
EP3929054A4 (de
Inventor
Jianguo SUO
Xining LI
Xihong JIN
Ke SU
Yongqiang Liu
Yangchun MIN
Yan Wang
Yongzhang SU
Wenjie LIAO
Zhangzhu PENG
Jianjun Zhu
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.)
CRRC Zhuzhou Locomotive Co Ltd
Original Assignee
CRRC Zhuzhou Locomotive Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
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Publication of EP3929054A1 publication Critical patent/EP3929054A1/de
Publication of EP3929054A4 publication Critical patent/EP3929054A4/de
Application granted granted Critical
Publication of EP3929054B1 publication Critical patent/EP3929054B1/de
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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
    • B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units
    • 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

Definitions

  • the present invention relates to a rail train body and a fabrication method therefor, and belongs to the technical field of rail transit vehicle body structures and welding.
  • the performance requirements of rail train vehicles for light weight, fire safety, vibration comfort and the like have become more stringent.
  • carbon steel, stainless steel and aluminum alloy are the most widely used materials for rail train bodies.
  • the aluminum alloy is still the most mature lightweight rail train body material at present, and mainly includes three series, that is, 5XXX series, 6XXX series and 7XXX series, wherein the 6005A aluminum alloy in the 6XXX series is widely used as a body main structure profile due to medium to high strength, good extrusion performance and corrosion resistance, good weldability, characteristic that can be strengthened by heat treatment and other characteristics.
  • the invention patent with the application number CN201711114899.X breaks the relationship of strong plasticity inversion and obtains an aluminum matrix composite with strong plasticity, impact resistance and fatigue resistance and capable of being manufactured by extrusion forming by means of the Orowan strengthening of nanoparticles, refined crystalline strengthening, nano reinforcement toughening, dispersion strengthening of nano-precipitated phases, damping effect, and the refinement and modification effects of rare earths themselves.
  • the invention patent with the Chinese application number CN201810321256.0 discloses a method for realizing dispersion and distribution of nanoparticles by stirring with a stirring head for friction stir welding, which provides a better method for the connection between aluminum matrix composite members.
  • the obtained new material maintains the good performance of the original matrix
  • the density of the nanoceramic aluminum alloy is only 2.7gcm -3 -3gcm -3 , which is 1/3 of that of steel.
  • the strength is equivalent to that of ordinary carbon steel
  • the nanoceramic aluminum alloy has high strength and high plasticity, and also has high specific stiffness and specific modulus, which brings a hope for the further weight reduction of the body.
  • the aluminum alloy itself has a large thermal expansion coefficient and is easy to deform after welding.
  • special tooling fixtures need to be designed and used for the welding of aluminum alloy workpieces, and after the welding, the size of the final workpiece needs to be ensured by repair and correction, therefore the manufacturing process is complicated, and the cost is relatively high.
  • the plate thicknesses and the distribution density of body profile rib plates need to be further reduced, which brings greater difficulty to the welding deformation control of the body.
  • Friction stir welding as an advanced solid phase welding method, has low heat input, high strength of welding joint and small welding deformation, and it is an important means to solve the problem of welding deformation of lightweight bodies.
  • FSW Friction stir welding
  • aluminum alloy bodies is mainly limited to some sub-components, for example, side wallboard profiles, bottom rack floor profiles, and so on.
  • the FSW technology between large components such as a roof, a side wall and a bottom rack is still in the research stage and has not been promoted.
  • the PCT application with the International application number of PCT/JP2011/050275 filed by Japan Mitsubishi Heavy Industries Ltd. provides an FSW technical solution for a full vehicle.
  • the solution adopted by the patent is that welding gun equipment is arranged in the inner side of the body, and FSW welding is performed on an outer side joint of the body at first; then the inner side is welded, when the inner side is welded, arc welding or single shaft shoulder FSW is mainly adopted, the single shaft shoulder FSW needs to exert a huge axial pressure to the workpiece during the operation, which proposes high requirements for the body manufacturing process; furthermore, it has the disadvantages of complicated tooling equipment, large welding difficulty, higher cost, and the like.
  • the welding is carried out from the inside of the vehicle, it is apt to be restricted by the space and is difficult to operate.
  • the Bobbin Tool FSW technology is an advanced welding technology developed on the basis of single shaft shoulder friction stir welding.
  • the working part of a stirring head consists of upper and lower shaft shoulders and a stirring needle.
  • the upper and lower shaft shoulders and the stirring needle all generate frictional heat with a base material, and meanwhile drive a weld metal to flow. Since the upper and lower surfaces of the workpiece are welded at the same time in the Bobbin Tool FSW technology, the problem of incomplete root welding or weak root connection is completely eliminated.
  • the patented technology with the European patent application number EP 1057574B1 mainly relates to a structure in which both the inner and outer sides adopt the FSW manner, the welding seam on the inner side is not supported by a rib plate, so the Bobbin Tool FSW manner can be adopted;and rib plates are arranged below left and right FSW joints on the outer side, and thus only the single shaft shoulder FSW manner can be adopted.
  • an additional clamping and fixing tool is needed, resulting in low production efficiency; and when the two upper welding seams are welded, since the upper rib plates are located at nodes, it is inconvenient for processing.
  • mold repair can only be carried out on the connecting plate, as a result, the butt joint gap is difficult to guarantee, and the operability is poor.
  • the present invention aims to provide a rail train body and a fabrication method therefor.
  • the vehicle body can solve the following problems:
  • a rail train body mainly includes a main structure formed by a roof, a side wall, a bottom rack, a side roof connecting profile, a side bottom connecting profile and an independent door corner portion, and has the structural features as follows:
  • the present invention can be further optimized, and the technical solution formed after optimization is as follows:
  • the lowest end of the door column profile does not exceed the area of the side bottom connecting profile, so as to provide an entry space for a stirring head while Bobbin Tool FSW welding is implemented later between the side wall and the bottom rack.
  • the inner sides of the roof and the side wall are mainly connected by the end joint of the roof side beam profile and the end joint of the side wall upper beam profile in an FSW manner;
  • the outer sides of the roof and the side wall are mainly connected by the end joint of the roof side beam profile and the end joint of the side roof connecting profile, and by the end joint of the side roof connecting profile and the end joint of the side wall upper beam profile in the FSW manner, respectively;
  • the roof side beam profile is provided with positioning mechanisms at the two end joints at the welding joint
  • the side wall upper beam profile is provided with positioning mechanisms at the two end joints at the welding joint, and the positioning mechanisms are respectively in overlapping connection with overlapping rib plates of the side roof connecting profile of an I-shaped structure;
  • the positioning mechanism is configured as a cross rib plate; more preferably, the end joint of the roof side beam profile at the welding joint, the end joint of the side wall upper beam profile at the welding joint and the end joint of the side roof connecting profile at the welding joint are all located at hollow cavities.
  • the side roof connecting profile is embedded in the connection site between the roof and the side wall; the end joint of the roof side beam profile, the end joint of the side roof connecting profile and the end joint of the side wall upper beam profile are located in the same plane; and the overlapping rib plate of the side roof connecting profile is in contact with the cross rib plate of the roof side beam profile and the cross rib plate of the side wall upper beam profile.
  • the inner sides of the side wall and the bottom rack are mainly connected by the end joint of the side wallboard profile and the end joint of the bottom rack side beam profile in the FSW manner; the outer sides of the side wall and the bottom rack are mainly connected by the end joint of the side wallboard profile and the end joint of the side bottom connecting profile, and the end joint of the side bottom connecting profile and the end joint of the bottom rack side beam profile in the FSW manner, respectively;
  • the side wallboard profile is provided with positioning mechanisms at the two end joints at the welding joint
  • the bottom rack side beam profile is provided with positioning mechanisms at the two end joints at the welding joint, and the positioning mechanisms are respectively in overlapping connection with the overlapping rib plates of the side bottom connecting profile of the I-shaped structure;
  • the positioning mechanism is configured as a cross rib plate; more preferably, the end joint of the side wallboard profile at the welding joint, the end joint of the bottom rack side beam profile at the welding joint and the end joint of the side bottom connecting profile at the welding joint are all located at hollow cavities.
  • the side bottom connecting profile is embedded in the connection site between the side wall and the bottom rack; the end joint of the side wallboard profile, the end joint of the side bottom connecting profile and the end joint of the bottom rack side beam profile are located in the same plane; and the overlapping rib plate of the side bottom connecting profile is in contact with the cross rib plate of the bottom rack side beam profile and the cross rib plate of the side wallboard profile.
  • the roof side beam profile, the side wallboard profile, the bottom rack side beam profile, the bottom rack floor profile and the independent door corner portion are all made of a nano ceramic aluminum alloy material; and preferably, the nano ceramic aluminum alloy is 6XXX series aluminum alloy reinforced by nano-TiB 2 particle, and more preferably, 6005A aluminum alloy reinforced by nano-TiB 2 particle.
  • the above-mentioned material can be not only the nano ceramic aluminum alloy, but also can be ordinary aluminum alloy and other traditional materials.
  • the main structure of the vehicle body of the present invention adopts nano ceramic aluminum alloy extruded profiles.
  • a novel body is developed to solve the problem of further reducing the weight of the vehicle body and improving other overall performance.
  • the present invention further provides a fabrication method of the rail train body, including the following steps:
  • the method further includes a repair step: according to the widths of the side roof connecting profile and the side bottom connecting profile, repairing the end joint of the roof side beam profile on the outer side of the vehicle body, the end joint of the side wall upper beam profile, the end joint of the side wallboard profile and the end joint of the bottom rack side beam profile, so as to ensure that the gap between the end joint of the roof side beam profile and the end joint of the side roof connecting profile, the gap between the end joint of the side wall upper beam profile and the end joint of the side roof connecting profile, the gap between the end joint of the side wallboard profile and the end joint of the side bottom connecting profile, and the gap between the end joint of the bottom rack side beam profile and the end joint of the side bottom connecting profile, all are not greater than 0.5mm.
  • the vehicle body structure and the fabrication method of the present invention have the following innovation points:
  • the rail train body and the fabrication method therefor of the present invention have the following effects or characteristics:
  • the vehicle body 1 comprises a main structure primarily formed by a roof 2, a side wall 3, a bottom rack 4, a side roof connecting profile 5, a side bottom connecting profile6 and an independent door corner portion 7.
  • connections between the roof 2 and the side wall 3 and between the side wall 3 and the bottom rack 4 adopt a Bobbin Tool FSW manner, thereby improving the quality and strength performance of welding seams, greatly reducing the welding deformation, and eliminating the influence of increased welding deformation caused by the thinness of rib plates of the vehicle body and the decrease in the density of the rib plates.
  • the roof 2 is primarily formed by welding and assembling a roof side beam profile 21, an air conditioner plate profile 22 and an arc-shaped roof profile 23.
  • the side wall 3 is primarily formed into an integrated structure by a side wallboard profile 31, a door column profile32 and a side wall upper beam profile 33.
  • the bottom rack 4 is formed by welding and assembling bottom rack side beam profiles 41 and a bottom rack floor profile42,the bottom rack floor profile42 is at the middle position,the bottom rack side beam profiles 41 are located on two sides of the bottom rack floor profile42.
  • the side roof connecting profile 5 is used for connecting the roof 2 and the side wall 3, and is arranged above the door opening 34 at a certain distance, and can be arranged in the direction of the vehicle body in the full length to prevent the disconnection site of the door opening from affecting the normal welding.
  • the side bottom connecting profile 6 is used for connecting the side wall 3 and the bottom rack 4. Since the lower surface of the door opening 34 is generally aligned with the upper surface of the bottom rack floor profile 42 of the bottom rack 4, the side bottom connecting profile 6 is arranged above the bottom rack floor profile 42, is in a broken state at the door opening 34 and cannot be arranged in the full length.
  • the lowest end of the door column profile 32 does not exceed the area of the side bottom connecting profile 6, so as to provide an entry space for a stirring head whileBobbin Tool FSW welding is implemented between the side wall 3 and the bottom rack 4.
  • the independent door corner portion 7 is located at each end of the side bottom connecting profile 6 and connects the side wall 3, the bottom rack 4 and the side bottom connecting profile 6 at the same time to strengthen the corner of the door opening 34 where abrupt change of structural stress occurs.
  • the main body structure of the vehicle body is made of a nanoceramic aluminum alloy material, and the aluminum alloy reinforced by nano-TiB 2 particles generated in situ is preferably used, especially the nano-TiB 2 particle reinforced 6005A aluminum alloy.
  • the aluminum matrix composite is reinforced by nanoparticles generated in situ. Since the nano reinforcement particles are thermodynamically stable phases that nucleate and grow in-situ from an aluminum matrix through chemical reactions, the surface of the reinforcement is free of pollution, no interface reaction is generated on the surface of the reinforcement, and the bonding strength is high, thereby the aluminum matrix composite has high specific strength, high specific modulus, excellent fatigue resistance, good heat resistance and corrosion resistance and the like, and the aluminum matrix composite can be directly synthesized by a melt reaction method, therefore the cost is greatly reduced.
  • the vehicle body is mainly formed by welding and assemblingextruded profiles, and a part of reinforcement structures and mounting seats are made of plates, forge pieces or castings.
  • the chemical components and welding performance of the nano-TiB 2 particle reinforced 6005A aluminum alloy used in the vehicle body profiles can be controlled to be similar to those of 6005A commonly used in the vehicle body by adjusting the composition content of TiB 2 (1%-20%), and in this way, the processing, manufacturing and using risks of the vehicle body can be reduced.
  • the strength and rigidity performance are reasonably set to adapt to the lightweight requirements of the rail vehicle body.
  • the yield strength of the nano-TiB 2 particle reinforced 6005A aluminum alloy used in the vehicle body profiles should be 250-400MPa, and the elastic modulus E is preferably 70-90GPa.
  • the strength of the nano ceramic aluminum alloy is 215MPahigher than that of the traditional aluminum alloy. Under the condition that the strength requirements of the vehicle body remain unchanged, the vehicle body profiles can be appropriately thinned, so that the weight of the vehicle body can be reduced by more than 15% on the whole.
  • the melting point of the nanoceramic aluminum alloy is higher than that of the traditional aluminum alloy, the melting temperature during the extrusion of the profiles increases the extrusion fluidity.
  • the minimum thickness of the rib plate can be further thinner than the current 1.8mm, thus improving the lightweight degree of the vehicle body.
  • FIGS.3 to 5 show a friction stir welding joint structure used among big long boards of the present invention.
  • FIG.3 shows the welding joint I (the enlarged view II in FIG.2 )
  • FIG.4 shows the welding joint II (the enlarged view III in FIG.2 )
  • FIG.5 shows the welding joint III (the enlarged view IV in FIG.2 )
  • the FSW joint structures of the welding joint I, the welding joint II and the welding joint III are provided with welding support convex structures 2a2, 3a2, 4a2 and welding support concave structures 2b2, 3b2, 3b2.
  • the convex structures and the concave structures can be engaged with each other during the tailor welding among the profiles, and can withstand a certain axial pressure of the stirring head during the stirring process, which is beneficial to ensuring that the end joints 2a1, 3a1, 4a1 are aligned with the end joints 2b1, 3b1, 4b1 respectively, the amount of misalignment is not greater than 0.3mm, and the welding support gaps 2h, 3h, 4h are controlled within 0.2mm.
  • the welding joint I, the welding joint II and the welding joint III are not limited to the corresponding arc-shaped roof profile 23, the side wallboard profile 31 and the bottom rack floor profile 42 in FIG. 2 , and can be replaced with each other in different structures.
  • the application scope has priority.
  • the welding joint I is more suitable for profile structures with heights of 15-20mm.
  • the welding joint II is more suitable for profile structures with heights greater than 30mm.
  • the welding joint III is provided with hollow structures below the end joints 7a1 and 7b1 of the independent door corner portion 7, and is suitable for the Bobbin Tool welding manner.
  • FIG.6 shows the welding joint IV (the enlarged view V in FIG. 2 ), the roof 2 and the side wall 3 are mainly connected in an FSW manner on the inner and outer sides.
  • the inner sides are connected by the end joint 21b1 of the roof side beam profile 21 and the end joint 33a1 of the side wall upper beam profile 33 in the FSW manner.
  • the outer sides are respectively connected by the end joint 21a1 of the roof side beam profile 21 and the end joint 5b1 of the side roof connecting profile 5, and by the end joint 5a1 of the side roof connecting profile 5 and the end joint 33b1 of the side wall upper beam profile 33 in the FSW manner.
  • the roof side beam profile 21 is provided with cross rib plates 21c at the end joint 21a1 and the end joint 21b1, cross rib plates 33c are arranged at the end joint 33a1 and the end joint 33b1 of the side wall upper beam profile 33, and are respectively in overlapping connection with an overlapping rib plate 5c in the side roof connecting profile 5 of an I-shaped structure.
  • the end joint 21b1 of the roof side beam profile 21 and the end joint 33a1 of the side wall upper beam profile 33, the end joint 21a1 of the roof side beam profile 21 and the end joint 5b1 of the side roof connecting profile 5, and the end joint 5a1 of the side roof connecting profile 5 and the end joint 33b1 of the side wall upper beam profile 33 are all located at hollow cavities to ensure the working space of the upper and lower shaft shoulders.
  • FIG. 7 is a schematic diagram of the welding joint V (the enlarged view VI in FIG. 2 ).
  • the side wall 3 and the bottom rack 4 are mainly connected on the inner and outer sides in the FSW manner.
  • the inner sides of the side wall 3 and the bottom rack 4 are connected by the end joint 31b1 of the side wallboard profile 31 and the end joint 41a1 of the bottom rack side beam profile 41in the FSW manner.
  • the outer sides of the side wall 3 and the bottom rack 4 are respectively connected by the end joint 31a1 of the side wallboard profile 31 and the end joint 6b1 of the side bottom connecting profile 6, and connected by the end joint 6a1 of the side bottom connecting profile 6 and the end joint 44b1 of the bottom rack side beam profile 41 in the FSW manner.
  • the side wallboard profile 31 is provided with a cross rib plate 31c at the end joint 31a1 and the end joint 31b1, and a cross rib plate 41c is arranged at the end joint 41a1of the bottom rack side beam profile 41 and the end joint 41bl of the bottom rack side beam profile 41, and are respectively in overlapping connection with the overlapping rib plate 6c in the side bottom connecting profile 6 of the I-shaped structure.
  • the end joint 31b1 of the side wallboard profile 31 and the end joint 41a1 of the bottom rack side beam profile 41, the end joint 31a1 of the side wallboard profile 31 and the end joint 6b1 of the side bottom connecting profile 6, and the end joint 6a1 of the side bottom connecting profile 6 and the end joint 41b1 of the bottom rack side beam profile 41 are all located at hollow cavities to ensure the working space of the upper and lower shaft shoulders.
  • FIG. 8 and FIG. 9 are schematic diagrams of inner side welding of the Bobbin Tool FSW, wherein the y direction is the width direction of the vehicle body, and the z direction is the height direction of the vehicle body.
  • FIGS. 8-10 describe the connection between the roof 2 and the side wall 3.
  • the connection between the side wall 3 and the bottom rack 4 is similar to the connection between the roof 2 and the side wall 3.
  • the side bottom connecting profile 6 is embedded in the connection site between the side wall 3 and the bottom rack 4; the end joint of the side wallboard profile 31, the end joint of the side bottom connecting profile 6 and the end joint of the bottom rack side beam profile 41 are located in the same plane; and the overlapping rib plate of the side bottom connecting profile 6 is in contact with the cross rib plate of the bottom rack side beam profile 41 and the cross rib plate of the side wallboard profile 31.
  • the end joint 21b1 of the roof side beam profile 21 and the end joint 33a1 of the side wall upper beam profile 33 on the inner side are welded at first from the outside of the vehicle body 1 by using a Bobbin Tool FSW stirring head.
  • a guide mechanism fixed on FSW welding equipment 8 is further arranged which is in the synchronous translation movement in the x direction with the FSW stirring head.
  • the guide mechanism can not only provide a tracking body for the FSW stirring head to always work in the butt joint gap, but also can avoid the arrangement of complex fixed supports and fixtures at the joints, thereby greatly improving the welding efficiency and reducing the cost.
  • FIG. 10 is a schematic diagram of outer side welding of the Bobbin Tool FSW.
  • the end joint 21a1 of the roof side beam profile 21 and the end joint 33b1of the side wall upper beam profile 33 on the outer side need to be repaired and aligned to ensure that the butt joint gaps between the end joint 21a1 and the end joint 5b1 of the side roof connecting profile 5 and between the end joint 33b1 and the end joint 5a1 of the side roof connecting profile 5 are not greater than 0.5mm.
  • the side roof connecting profile 5 is embedded into the connection site between the roof 2 and the side wall 3, so that the end joint 21a1, the end joint 5b1 of the side roof connecting profile 5, the end joint 5a1 of the side roof connecting profile 5 and the end joint 33blof the side wall upper beam profile 33 are located in the same plane.
  • the overlapping rib plate 5c of the side roof connecting profile 5 is in contact with the cross rib plate 21c of the roof side beam profile 21 and the cross rib plate 33c of the side wall upper beam profile 33 to play a supporting role during the welding process, which is beneficial to the alignment between the end joint 21a1 on the outer side and the end joint 33blof the side wall upper beam profile 33, so as to ensure that the amount of misalignment of butt joint is not greater than 0.3mm.
  • the connection interface of the end joint 21a1 of the roof side beam profile 21 and the end joint 5b1 of the side roof connecting profile 5, and the connection interface of the end joint 5a1 of the side roof connecting profile 5 and the end joint 33b1 of the side wall upper beam profile 33 are respectively welded.
  • FIG.11 is a schematic assembly diagram of the independent door corner portion (the enlarged view I in FIG.1 ).
  • the independent door corner portion 7 is welded and assembled on the vehicle after the side bottom connecting profile 6 is welded with the side wall 3 and the bottom rack 4, so that the FSW stirring head can move straight forward when crossing the door opening 34 and smoothly enter the hollow cavity between the next section of side wall 3 and the bottom rack 4 from the end head, thereby being convenient for welding by the Bobbin Tool FSW welding equipment 8 from the head of the train to the tail of the train in the x direction (that is, the length direction of the vehicle body is the x direction) without shielding.
  • the independent door corner portion 7 is embedded below the door column profile 32, and the welding seams of the independent door corner portion 7 with the door column profile 32, the side bottom connecting profile 6, the bottom rack side beam profile 41 and the side wallboard profile 31 are completed.
  • the board thicknesses of the arc surface and various surfaces of the forged independent door corner portion 7 can be freely set, and there is enough strength to resist the effect of abrupt change of structural rigidity stress caused by the notch effect of the door opening 34, and the independent door corner portion can also seal the exposed cavities of the door column profile 32, the side wallboard profile 31 and the bottom rack side beam profile 41.
  • FIG.12 is a flow chart of fabrication steps. The specific fabrication steps are as follows:

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Pressure Welding/Diffusion-Bonding (AREA)
  • Butt Welding And Welding Of Specific Article (AREA)
  • Body Structure For Vehicles (AREA)
EP19921319.0A 2019-03-22 2019-11-14 Schienenzugkörper und verfahren zu seiner herstellung Active EP3929054B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201910221572.5A CN109866789B (zh) 2019-03-22 2019-03-22 一种轨道列车车体及其制造方法
PCT/CN2019/118258 WO2020192144A1 (zh) 2019-03-22 2019-11-14 一种轨道列车车体及其制造方法

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EP3929054A1 true EP3929054A1 (de) 2021-12-29
EP3929054A4 EP3929054A4 (de) 2022-11-30
EP3929054B1 EP3929054B1 (de) 2023-09-27

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CN109866789B (zh) * 2019-03-22 2020-09-22 中车株洲电力机车有限公司 一种轨道列车车体及其制造方法
CN111232002B (zh) * 2020-01-16 2021-02-05 中车株洲电力机车有限公司 模块化轨道车辆车体
CN111438455B (zh) * 2020-04-24 2021-11-12 中车青岛四方机车车辆股份有限公司 车体点焊生产线布局结构及自动化生产线系统
CN112537328B (zh) * 2020-12-15 2022-05-17 中车唐山机车车辆有限公司 一种鼓形车的车体及轨道车辆
CN113147810B (zh) * 2021-04-01 2023-08-08 常州市新创智能科技有限公司 一种列车碳纤维车身环梁结构及其加工方法
CN113306585B (zh) * 2021-07-02 2022-11-08 中车株洲电力机车有限公司 一种车体结构及轨道车辆
CN113335321B (zh) * 2021-07-23 2024-05-28 中车南京浦镇车辆有限公司 一种可搭配组合的铝合金地铁车体型材

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JP5342532B2 (ja) * 2010-10-05 2013-11-13 三菱重工業株式会社 車体フレームの製造方法
CN104494621B (zh) * 2014-12-15 2017-05-03 南车株洲电力机车有限公司 一种轨道列车的车体制造方法
CN105059297A (zh) * 2015-08-29 2015-11-18 中国北车集团大连机车车辆有限公司 铝合金车体牵引缓冲结构
DE102017102552A1 (de) * 2017-02-09 2018-08-09 CG Rail - Chinesisch-Deutsches Forschungs- und Entwicklungszentrum für Bahn- und Verkehrstechnik Dresden GmbH Wagenkasten für ein Schienenfahrzeug
CN107893170A (zh) * 2017-11-13 2018-04-10 江苏大学 一种车身用原位纳米强化铝合金挤压材及制备方法
CN107856688B (zh) * 2017-11-14 2019-06-11 中车长春轨道客车股份有限公司 带有新型牵枕缓结构的轻量化地铁车体
CN108796404B (zh) * 2018-06-11 2020-12-18 江苏大学 一种车身用原位纳米颗粒增强铝基复合材料的挤压工艺
CN109866789B (zh) * 2019-03-22 2020-09-22 中车株洲电力机车有限公司 一种轨道列车车体及其制造方法

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