EP4273016A1 - Partie de longeron pour une carrosserie d'un véhicule ferroviaire - Google Patents

Partie de longeron pour une carrosserie d'un véhicule ferroviaire Download PDF

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Publication number
EP4273016A1
EP4273016A1 EP22305674.8A EP22305674A EP4273016A1 EP 4273016 A1 EP4273016 A1 EP 4273016A1 EP 22305674 A EP22305674 A EP 22305674A EP 4273016 A1 EP4273016 A1 EP 4273016A1
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EP
European Patent Office
Prior art keywords
longitudinal
web
longitudinal web
car body
section
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.)
Pending
Application number
EP22305674.8A
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German (de)
English (en)
Inventor
Britta FIECK
Daniel Gallschuetz
David MIETH
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
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Alstom Holdings SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alstom Holdings SA filed Critical Alstom Holdings SA
Priority to EP22305674.8A priority Critical patent/EP4273016A1/fr
Publication of EP4273016A1 publication Critical patent/EP4273016A1/fr
Pending legal-status Critical Current

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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
    • B61D17/08—Sides
    • 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 longitudinal beam part for a car body of a rail vehicle, a car body with the longitudinal beam part, a manufacturing method of the longitudinal beam part and a manufacturing method of a car body with the longitudinal beam part.
  • Today's rail vehicles for example regional trains or long-distance trains, have car bodies that are made from numerous different support structures, for example longitudinal beams and cross beams. Longitudinal beams can be located along the car body, for example in a lower, side area. For example, a longitudinal beam can be located below a row of windows.
  • a low-floor vehicle a low-floor area is usually provided between two bogies, in which a floor of the car body can be arranged particularly low. Above the bogies, however, there can be high-floor areas so that there is space for the bogies underneath.
  • Low-floor vehicles can, for example, be designed as double-decker vehicles. For example, small mezzanines can be provided in the high-floor areas.
  • connection areas of the longitudinal beam are due to the uniform geometry cannot be adjusted to different adjacent parts. This can lead to geometric incompatibilities and material protrusions during and after assembly, as well as resulting unfavorable stress situations during operation.
  • a longitudinal beam part which can be a longitudinal beam or, when assembled, can represent part of a longitudinal beam.
  • the longitudinal support part can have a transverse profile in a first longitudinal section, which has a first longitudinal web and a second longitudinal web.
  • the transverse profile can be understood in particular in such a way that it is the profile that is visible in a cross section when the longitudinal beam part is viewed.
  • Reinforcing ribs can be provided between the first longitudinal web and the second longitudinal web.
  • Longitudinal webs can be material areas extending lengthwise within the longitudinal beam part.
  • Longitudinal webs can be designed such that, when viewed in a cross section, a first extent of longitudinal webs (for example a height) can be longer than a second extent (for example a width), which can be aligned along an orthogonal to the first extent.
  • Longitudinal webs can, for example, be rectangular in cross section or have a rectangular shape.
  • the first extent (for example the height) can be, for example, at least a factor of 2 larger than the second extent (for example the width).
  • Longitudinal webs can also have several rectangular areas in their cross section that are connected to one another.
  • two or more rectangular areas can be connected to one another at an angle (for example via an edge or bend that can be seen in cross section).
  • Longitudinal webs in particular the first longitudinal web and the second longitudinal web, can in particular form interior areas or exterior areas, inner skins (internal linings) or outer skins of the transverse profile or inner surfaces or outer surfaces of the longitudinal support part.
  • longitudinal webs When installed, longitudinal webs can form outer surfaces (e.g. outer skins) and inner surfaces (e.g. inner panels) of a car body.
  • a plurality of reinforcing ribs can be arranged between the first longitudinal web and the second longitudinal web, for example similar to a two-dimensional truss.
  • Longitudinal webs may have a greater width (a greater second extent) than reinforcing ribs, for example a width that is a factor of 1.5 or 2 higher. However, this does not necessarily have to be the case.
  • Reinforcing ribs can also have a similar width to longitudinal webs.
  • Reinforcing ribs can in particular be arranged orthogonally or obliquely, for example diagonally, with respect to longitudinal webs. They can be connected to longitudinal webs via nodes or branches.
  • a third longitudinal web is provided in a first longitudinal section of the longitudinal support part.
  • the third longitudinal web can, for example, form an outer area of the transverse profile or an outer surface of the longitudinal beam part.
  • the third longitudinal web can extend in the transverse profile along an orientation of the first longitudinal web and/or the second longitudinal web.
  • the third longitudinal web can be oriented such that, when viewed in a cross section, it can be arranged with a longer extent parallel to a longer extent of the second longitudinal web or can be arranged substantially parallel or along a parallel to the longer extent of the second longitudinal web.
  • the second longitudinal web can extend at least partially between the first longitudinal web and the third longitudinal web.
  • the third longitudinal web can be directly connected to the second longitudinal web and extend from the second longitudinal web, for example from a junction.
  • the first longitudinal web, the second longitudinal web and the third longitudinal web can be arranged next to one another when viewed in a cross section. This can mean that the longitudinal webs mentioned in their longer dimensions (this could mean the height, for example) can each at least partially overlap (or, viewed three-dimensionally - not limited to a cross section - can at least partially overlap in their areas).
  • the first longitudinal web can, for example in its longer extent (e.g. height), at least partially overlap with the second longitudinal web.
  • the second longitudinal web can, for example in its longer extent (e.g. height), at least partially overlap with the third longitudinal web.
  • the third longitudinal web can, for example in its longer extent, at least partially overlap with the first longitudinal web and/or the second longitudinal web. “Next to one another” can, but does not have to mean that the first longitudinal web, the second longitudinal web and the third longitudinal web each overlap in their entire longer dimensions (e.g. in their heights). A partial overlap may be sufficient.
  • overlapping can mean in particular that in a two-dimensional area that is located laterally to the left and right of an exemplary longitudinal web (meaning: laterally to the left and right of its longer extent), there is at least part of the longer extent another exemplary longitudinal web is located. This can mean: A lateral projection of the exemplary longitudinal web hits at least a part of the further exemplary longitudinal web in its longer extent.
  • the first longitudinal web, the second longitudinal web and the third longitudinal web can have a box profile with at least two boxes and/or one Form a chamber profile with at least two chambers.
  • the boxes and/or the chambers can be arranged next to one another.
  • the three longitudinal webs mentioned can be arranged parallel to one another or essentially parallel or along a parallel that runs parallel to one of the three longitudinal webs.
  • the three longitudinal webs mentioned can be connected to one another by reinforcing ribs. Alternatively or additionally, they can be directly connected to one another.
  • longitudinal webs do not have to be straight along their entire length, but can have kinks or curves, for example.
  • the transverse profile of the longitudinal beam part in the first longitudinal section can have a longer extent (for example a height or a length of the transverse profile) and a shorter extent (for example a width or a thickness of the transverse profile).
  • the transverse profile of the longitudinal beam part can have a plurality of sub-regions which, for example, are aligned at an angle to one another, for example a first sub-region with a longer extent (for example a height or a length of the cross profile) and a shorter extent (for example a width or a thickness of the Cross profile) and a further sub-area with a longer extent (for example a height or a length of the cross profile) and a shorter extent (for example a width or a thickness of the cross profile).
  • the first sub-area and the further sub-area can be arranged at an angle, for example through a bend or a curve.
  • the first longitudinal web, the second longitudinal web and/or the third longitudinal web can each extend along the longer extent of the transverse profile.
  • reinforcing ribs may extend along the shorter extent or obliquely to the shorter extent or obliquely to the longer extent.
  • the third longitudinal web is removed in a second longitudinal section of the longitudinal support part, in particular removed by machine.
  • Such removal can be carried out after production of a preliminary product or a preliminary stage of the longitudinal beam part, in which the first, the second and the third longitudinal web are present in the entire longitudinal extent of the preliminary product.
  • Reinforcing ribs that are connected to the third longitudinal web can also be removed in the second longitudinal section.
  • a car body that has the longitudinal beam part is also proposed.
  • a rail vehicle is also proposed that has the longitudinal support part.
  • the rail vehicle can be, for example, a railcar or a railless car of a regional train, a long-distance train, a high-speed train or a tram or a light rail or a subway.
  • the rail vehicle can be a low-floor rail vehicle.
  • the car body can be a car body for one of the rail vehicles mentioned.
  • the car body can be a car body for a low-floor rail vehicle.
  • the pressure forming process can in particular be or include extrusion and/or extrusion. Other pressure forming processes are not excluded.
  • the fact that the longitudinal beam part is manufactured using a pressure forming process can mean in particular that the longitudinal beam part is an extruded part.
  • the longitudinal beam part can be a longitudinal beam part that extends longitudinally in the car body.
  • the longitudinal support part can extend in a longitudinal direction of the car body within the car body.
  • the longitudinal direction can correspond to a direction of travel of the rail vehicle in which the car body is or will be installed.
  • the longitudinal support part can be designed to form an external area or an outer wall of the car body.
  • the first longitudinal web can correspond to an outer skin of the car body in the installed state.
  • the second longitudinal web and/or the third longitudinal web can be interior areas or inner skins of the car body.
  • the longitudinal support part can, in particular when installed, form a longitudinal support below a lateral entry area on the car body, which is arranged below a door or below a door cutout.
  • the longitudinal support part can have a first connection region, for example a first end section of the longitudinal support part in the transverse profile that is horizontal in the installed state (or runs along a horizontal line), for example for connection to a longitudinal support of a high-floor area of the car body.
  • This first connection area can extend in the transverse direction of the vehicle from the first longitudinal web to the third longitudinal web and can thus enable a particularly wide and stable connection, for example at a highly loaded transition from a door area or a door cutout to a high-floor area of the car body.
  • the first connection area can in particular be designed in such a way that a welded connection can be produced on it.
  • the first connection region can have overlapping regions (for example for lap butt welding) and/or end edges of the first and third longitudinal webs.
  • the longitudinal support part can have a second connection area, for example a second end section of the longitudinal support part that is vertical in the installed state (or runs along a vertical), for example for connection to a longitudinal support of a low-floor area of the car body.
  • the second connection area can extend in the transverse direction of the vehicle from the first longitudinal web to the second longitudinal web and can thus enable a precisely fitting connection with respect to the width of the longitudinal beam of the low-floor area.
  • the second connection area can in particular be designed in such a way that a welded connection can be produced on it.
  • the second connection area can overlap areas (for example Overlap butt welding) and/or end edges of the first and second longitudinal webs.
  • the longitudinal support part can have a third connection area in the second longitudinal section, for example a third end section of the longitudinal support part in the transverse profile that is horizontal in the installed state (or runs along a horizontal line), for example for connection to a side wall of the low-floor area of the car body.
  • the third connection area can extend in the transverse direction of the vehicle from the first longitudinal web to the second longitudinal web and can thus enable a precisely fitting connection with respect to the width of the side wall of the low-floor area.
  • the third connection area can in particular be designed in such a way that a welded connection can be produced on it.
  • the third connection region may have overlapping regions (for example for lap butt welding) and/or end edges of the first and second longitudinal webs.
  • the longitudinal beam part can have a longitudinal extent of approximately 2-5 m, particularly if it is designed to form a longitudinal beam below a lateral entry area on the car body. Shorter or longer longitudinal dimensions are not excluded.
  • the first longitudinal section does not have to be directly adjacent to the second longitudinal section.
  • a third longitudinal section can be located between the first longitudinal section and the second longitudinal section, which can be constructed differently than the first longitudinal section or the second longitudinal section.
  • the first longitudinal web and/or the second longitudinal web and/or the third longitudinal web can be at least partially removed.
  • the first longitudinal web and/or the second longitudinal web can be further away than, for example.
  • the third longitudinal section can, for example, form an area below a side entry area on the car body.
  • the first longitudinal section can be located in the longitudinal direction of the car body behind the side entry area and the second longitudinal section in front of the side entry area or vice versa.
  • the longitudinal webs mentioned can overlap in sections at least with an adjacent longitudinal web. An overlap can occur between two adjacent ones Longitudinal webs may be provided. Overlapping particularly enables a compact and stable construction.
  • the first longitudinal web, the second longitudinal web and the third longitudinal web can form a box profile or chamber profile when viewed in a cross section, which can be continuous.
  • the box profile or the chamber profile can additionally have reinforcing ribs.
  • the designations of the longitudinal webs can be understood without loss of generality for distinction - the third longitudinal web may be the additional longitudinal web removed in the second longitudinal section.
  • the second longitudinal web can be arranged both next to the first longitudinal web and next to the third longitudinal web, i.e. in between.
  • the second longitudinal web does not have to completely overlap with the first longitudinal web or the third longitudinal web.
  • the second longitudinal web can partially overlap with the first longitudinal web and partially with the third longitudinal web.
  • the first longitudinal web can lie on the other side of the second longitudinal web than the third longitudinal web. It is not excluded that, in addition to the three longitudinal webs mentioned, further longitudinal webs are provided within or on the longitudinal beam part.
  • the longitudinal beam part presented is easy to manufacture. First, a simple, fast and cost-effective pressure forming process, such as extrusion, is used. The third longitudinal web is then removed precisely in the second longitudinal section, in particular removed mechanically, for example using milling. This is also easy and inexpensive and can be done quickly. In the area of the first longitudinal section, a precisely fitting, particularly wide and therefore particularly stable connection can be made between the longitudinal beam part and another part or partial area of a car body (for example a longitudinal beam in a high-floor area, in particular a longitudinal beam which is located on the outside of the car body above a bogie of the Rail vehicle is located).
  • a precisely fitting, particularly wide and therefore particularly stable connection can be made between the longitudinal beam part and another part or partial area of a car body (for example a longitudinal beam in a high-floor area, in particular a longitudinal beam which is located on the outside of the car body above a bogie of the Rail vehicle is located).
  • a precisely fitting and stress-appropriate connection can be created between the longitudinal beam part and another part (for example a side wall or a longitudinal beam in a low-floor area, in particular a longitudinal beam that is located on the outside of the car body) or another part of the car body become.
  • a wide and stable connection in the area of the first longitudinal section can in particular result in a high flexural rigidity of the car body when loaded about a horizontal transverse axis (in rail vehicle construction, such a transverse axis is often referred to as the y-axis).
  • This is achieved in particular by the fact that the three Longitudinal webs in the third area are arranged next to one another in such a way that they at least partially overlap and/or form a box profile and/or a chamber profile.
  • connection areas can be designed to fit precisely so that geometric incompatibilities, material protrusions and unfavorable voltage peaks can be avoided. Precisely fitting connection areas also prevent moisture and dirt from entering the side member part and/or adjacent parts.
  • the third longitudinal web is removed by machine in the second longitudinal section.
  • the third longitudinal web can be removed in the second longitudinal section using a cutting method, for example cutting (in particular shear cutting) and/or cutting (in particular milling and/or grinding).
  • a cutting method for example cutting (in particular shear cutting) and/or cutting (in particular milling and/or grinding).
  • the longitudinal support part consists at least partially of aluminum and/or an aluminum alloy.
  • Aluminum or aluminum alloys are particularly suitable, on the one hand, for pressure forming processes (especially extrusion) and, on the other hand - especially some aluminum alloys - for cutting processes (e.g. milling).
  • AlMg4.5Mn, AIMgSiBi, AlMgSi0.5 and AlMgSi1 are well suited for milling and hard aluminum AlZnMgCu1.5 or the free-cutting alloys AICuMgPb, AlMgSiPb as well as AICuBiPb or AICuMg1 are particularly suitable.
  • aluminum or aluminum alloys are light, have high strength, especially in relation to weight, and are corrosion-resistant.
  • the longitudinal support part is an extruded part.
  • Extrusion is a particularly simple, proven and cost-effective process for producing elongated components with irregularly shaped cross-sections.
  • the longitudinal beam part has a first connection region with the first longitudinal web and the third longitudinal web in the first longitudinal section and it has a second connection region with the first longitudinal web and the second longitudinal web in the second longitudinal section.
  • the first connection region can, for example, be designed as an end section, for example in the form of an end section extending in the longitudinal direction of the longitudinal support part, which has an end edge of the first longitudinal web and an end edge of the third longitudinal web.
  • the end edge of the first longitudinal web and the end edge of the third longitudinal web can run parallel and/or straight.
  • Structural provisions for welded connections can be provided on one or both of the end edges mentioned.
  • overlap areas can be arranged on one or both of the end edges mentioned, for example to enable lap butt welding.
  • One or both of the end edges mentioned can, for example, have flat end surfaces in the direction of the web thickness.
  • An end edge of the second longitudinal web can additionally be part of the first connection area.
  • the second connection region can, for example, be designed as an end section, for example in the form of an end section extending in the transverse direction of the longitudinal beam part, which has an end edge of the first longitudinal web and an end edge of the second longitudinal web.
  • the end edge of the first longitudinal web and the end edge of the second longitudinal web can run parallel and/or at least partially straight.
  • the end edge of the first longitudinal web and/or the end edge of the second longitudinal web can also have a kink or a bend.
  • Structural provisions for welded connections can be provided on one or both of the end edges mentioned.
  • overlap areas can be arranged on one or both of the end edges mentioned, for example to enable lap butt welding.
  • One or both of the end edges mentioned can, for example, have flat end surfaces in the direction of the web thickness.
  • the presented design enables simple and precise connections to adjacent parts or areas of the car body. In particular, they enable welded connections that are easy to implement and have high strength.
  • a third connection region is arranged in the second longitudinal section when viewed in a cross section at the end of an extension of the first longitudinal web and the second longitudinal web, the extension being removed in the first longitudinal section.
  • the extension can be provided in particular when producing the longitudinal support part using the pressure forming process (in particular extrusion).
  • the extension can then be removed, for example by means of mechanical removal, for example by means of a cutting process, for example cutting, in particular shear cutting and/or chipping, in particular milling and/or grinding.
  • the third connection region can, for example, be designed as an end section, for example in the form of an end section extending in the longitudinal direction of the longitudinal support part, which has an end edge of the first longitudinal web or an extension of the first longitudinal web and an end edge of the second longitudinal web or an extension of the second longitudinal web.
  • the end edge of the first longitudinal web and the end edge of the second longitudinal web can run parallel and/or straight.
  • Structural provisions for welded connections can be provided on one or both of the end edges mentioned.
  • overlap areas can be arranged on one or both of the end edges mentioned, for example to enable lap butt welding.
  • One or both of the end edges mentioned can, for example, have flat end surfaces in the direction of the web thickness.
  • a low horizontal connection can be made to a longitudinal member of a high-floor area of the car body, for example, so that the horizontal connection does not reach a rounded area of a wheel cutout on the longitudinal member of the high-floor area, but remains underneath it.
  • connection to a side wall of a low-floor area of a car body can be higher.
  • the second longitudinal web and the first longitudinal web when viewed in a cross section, have a bend or a kink and the third longitudinal web runs on the inside of the bend or kink.
  • the inside of the bend can be a spatial area that is radially further from a center point of the bend than the course of the bend itself.
  • the inside of the bend can be a spatial area on the side of the bend, on which a Angle of less than 180 ° is present.
  • the third longitudinal web can run along the inside of the bend or kink or along at least a portion of a web that forms the inside of the bend or kink or overlapping with this portion or overlapping with the kink or bend itself.
  • the third longitudinal web can, for example, extend from the second longitudinal web.
  • the third longitudinal web can, for example, branch off from the second longitudinal web, for example in such a way that it branches off before the bend or kink. It can extend with its longer extent (e.g. height) in a direction that is parallel to the direction of the longer extent (e.g. height) of the second longitudinal web after the bend or kink.
  • the design presented enables a particularly stable and compact design of the longitudinal support part. Removing the third longitudinal bar is still easy.
  • the design of the bend or kink can correspond to a desired bend or kink in a lower side region of the car body.
  • a car body of a rail vehicle having a longitudinal support part according to the invention.
  • a rail vehicle is also proposed, having a car body with the longitudinal beam part according to the invention, and a rail vehicle with the longitudinal beam part according to the invention.
  • the car body can have a high-floor area and a low-floor area.
  • the longitudinal support part can be located in particular between a high-floor area and a low-floor area.
  • the longitudinal beam part can be located, for example, in a lower lateral outer cladding area and/or a lower lateral side wall area.
  • the longitudinal beam part can be an outer cladding and/or a side wall.
  • a car body or a rail vehicle, equipped with the longitudinal beam part according to the invention, has in particular a high flexural rigidity about a transverse axis (often referred to as the y-axis).
  • Precisely fitting connections with other parts or areas of the car body enable optimization in terms of weight, dimensions, material utilization and space utilization. Oversizing can be avoided.
  • Connection areas can be designed to fit precisely so that geometric incompatibilities, material protrusions and unfavorable voltage peaks can be avoided. Precisely fitting connection areas also prevent moisture and dirt from entering the side member part and/or adjacent parts.
  • the longitudinal support part is arranged under a door cutout.
  • a door cutout can be understood as meaning a side door cutout that is provided as a connection for passengers from a passenger compartment within the car body to the outside.
  • first longitudinal section can be arranged behind the door cutout and the second longitudinal section can be arranged in front of the door cutout.
  • the longitudinal support part can extend with a third longitudinal section below the door cutout.
  • the third longitudinal section can have a cutout of the longitudinal support part, which can in particular be part of the door cutout.
  • first longitudinal section when installed, can be located in the longitudinal direction of the car body behind the door cutout and the second longitudinal section can be located in front of the door cutout or vice versa.
  • the use of the longitudinal support part according to the invention under a door cutout is particularly advantageous because the bending stiffness in this area of the car body is reduced due to the door cutouts. Increasing the bending stiffness with the help of the longitudinal beam part in this area is therefore important in terms of fatigue strength and strength particularly favorable in exceptional load conditions, the strength in accidents and the vibration behavior of the car body.
  • a first connection of the longitudinal support part with a first portion of the car body extends along a longitudinal direction of the car body and a further connection of the longitudinal support part with a further portion of the car body extends at least partially along a vertical.
  • the first connection can be made in particular using a first connection area.
  • the above comments regarding the first connection area apply accordingly.
  • the further connection can be carried out in particular using a further connection area.
  • the further connection area can in particular be the second connection area already discussed above.
  • the above comments regarding the second connection area apply accordingly.
  • the vertical may be a vertical with respect to the car body when viewed in normal orientation (as integrated into a rail vehicle standing on rails).
  • the vertical can correspond to a perpendicular with respect to the ground.
  • the first connection and/or the further connection can in particular be welded connections.
  • the stresses on the longitudinal support part resulting from the presented embodiment during operation of the rail vehicle in which the car body is provided are advantageous.
  • the first connection enables longitudinal forces on the car body to be transmitted, in particular via shear stresses - for example shear stresses on a weld seam.
  • the further connection makes it possible to transmit longitudinal forces on the car body (which can also arise when the car body is subjected to bending loads) via tensile/compressive stresses. This avoids harmful voltage peaks in one of the types of stress mentioned.
  • the first connection in the longitudinal direction and the further connection in a vertical direction enable the longitudinal support part to be easily installed in the car body in geometric terms. In particular, it is not necessary to insert it between two parts.
  • the first connection is a connection between the longitudinal support part and a first longitudinal support in a high-floor area of the car body and the further connection is a connection between the longitudinal support part and a second longitudinal support in a low-floor area of the car body.
  • the first longitudinal beam in the high-floor area can be subject to different stresses than the second longitudinal beam in the low-floor area.
  • bending loads on the car body about a transverse axis in rail vehicle construction, such a transverse axis is often referred to as the y-axis
  • the y-axis can cause higher stresses, in particular because, due to the smaller cross-section of the car body in the high-floor area, the corresponding moment of inertia of the car body and thus its bending rigidity can be lower than in the low-floor area of the car body.
  • the cross section of the car body is larger, particularly in the height direction, which can result in a higher bending stiffness around the transverse axis.
  • smaller wall thicknesses of an outer wall of the car body can therefore be sufficient in the low-floor area compared to the high-floor area.
  • the longitudinal support part is therefore particularly advantageous in the described installation situation with its property of offering precisely fitting connections with different widths of the connections.
  • the step of producing the precursor can (and in practice is) carried out before the step of removing the third longitudinal web in a longitudinal section of the precursor.
  • the preliminary product can be the longitudinal support part according to the invention correspond to the extent that the third longitudinal web in the longitudinal section has not yet been removed.
  • the longitudinal section can in particular be the second longitudinal section, as has already been discussed many times.
  • the preliminary product can be produced in particular using extrusion molding.
  • the removal can be carried out in particular using a cutting process, for example cutting (in particular shear cutting) and/or chipping (in particular milling and/or grinding).
  • the method represents a simple, cost-effective and quick method of producing the longitudinal beam part according to the invention, because all sub-steps can be implemented using proven and sophisticated production technology processes. Automation or partial automation of the process steps, for example for series production of the longitudinal beam part, is also possible.
  • connection of the longitudinal beam part to the partial area of the car body can be done in particular using a welded connection.
  • the longitudinal beam part represents an outer wall of the car body
  • an external longitudinal web for example the first longitudinal web
  • an adjacent part for example: side wall, longitudinal beam in a low-floor area
  • An internal longitudinal bar for example the second longitudinal web
  • the third longitudinal web can in particular be connected to a further internal longitudinal web of an adjacent part (for example: longitudinal beams in a high-floor area).
  • a connection can also be made to an external longitudinal web of the adjacent part.
  • Fig. 1 shows a cross section of a preliminary product 10, from which the longitudinal support part LT according to the invention (see Fig. 2 , 3 , 5 ) is manufactured.
  • the preliminary product 10 is an extruded part.
  • the preliminary product 10 has a first longitudinal web 1.
  • the first longitudinal web 1 points in one Kink area K has a kink.
  • the preliminary product 10 has a second longitudinal web 2.
  • the second longitudinal web 2 also has a bend in a bend area K.
  • the preliminary product 10 has a third longitudinal web 3. It extends from the second longitudinal web 2 and runs parallel to a portion of the first longitudinal web 1 and parallel to a portion of the second longitudinal web 2.
  • the third longitudinal web 3 overlaps with the portion of the second longitudinal web 2 and the portion of the first longitudinal web 1.
  • This Pre-product 10 has orthogonal reinforcing ribs 4 and diagonal reinforcing ribs 5b with a small width and diagonal reinforcing ribs 5a with a large width.
  • the first longitudinal web 1, the second longitudinal web 2 and the third longitudinal web 3 are each significantly smaller in width than in their height. Viewed three-dimensionally, the first longitudinal web 1, the second longitudinal web 2 and the third longitudinal web 3 correspond to plates or plate strips. When installed, the first longitudinal web 1 forms an outer skin of the car body, the second longitudinal web 2 and the third longitudinal web 3 each form an inner skin of the car body.
  • the preliminary product has an extension 11 of the first longitudinal web 1 (it is a part of the first longitudinal web 1) and an extension of the second longitudinal web 2 (it is a part of the second longitudinal web 2).
  • the first longitudinal web 1, the second longitudinal web 2, the third longitudinal web 3, when viewed in cross section, are connected to one another in a truss-like manner using the orthogonal reinforcing ribs 4, the diagonal reinforcing ribs 5b with a small width and the diagonal reinforcing ribs 5A with a large width.
  • the cross section shown is over the entire longitudinal extent of the preliminary product 10, which results from the plane of the drawing Fig. 1 extends out, same.
  • Fig. 2 shows a cross section of a first longitudinal section LA1 of the longitudinal beam part LT, which is manufactured based on the preliminary product 10 (see also Fig. 5 ).
  • the extension 11 of the first longitudinal web 1 and the extension 12 of the second longitudinal web 2 are not present. They are removed mechanically, for example by milling or grinding.
  • a first connection region A1 is located at one end of the third longitudinal web 3 and the first longitudinal web 1.
  • the first connection region A1 has a projecting material region A11 of the first longitudinal web 1 and a projecting material region A 13 of the third longitudinal web 13.
  • the first longitudinal section LA1 can, for example, take up a proportion of at least 10%, preferably at least 20%, of the total length of the longitudinal support part LT. It is used to connect to a longitudinal beam HL in a high-floor area (see Fig. 4 , 5 , 6 ).
  • Fig. 3 shows a cross section of a second longitudinal section LA2 of the longitudinal beam part LT.
  • the second longitudinal section LA2 is the extension 11 of the first longitudinal web 1 and the Extension 12 of the second longitudinal web 2 available.
  • the third longitudinal web 13 (see Fig. 1 ), which is still present on the preliminary product 10, is removed mechanically, for example by milling or grinding.
  • a third connection area A3 is located at one end of the extension 11 of the first longitudinal web 1 and the extension 12 of the second longitudinal web 2.
  • the third connection area A3 has a protruding material area A31 of the extension 11 of the first longitudinal web 1 and a protruding material area A32 of the extension 12 of the second longitudinal web 2.
  • the protruding material areas can be used in particular to create welded connections.
  • the second longitudinal section LA2 can, for example, account for at least 3% of the total length of the longitudinal beam part LT. It is used to connect to a longitudinal beam NL in a low-floor area (see Fig. 5 ).
  • Fig. 4 shows a cross section of the longitudinal beam HL in the high floor area (see Fig. 5 , 6 ).
  • the longitudinal beam HL has a complementary connection area K1, with complementary material areas K11 and K13.
  • the complementary material areas K11 and K13 serve to connect to the protruding material area A11 of the first longitudinal web 1 and the protruding material area A13 of the third longitudinal web 3.
  • Fig. 5 shows a section of a car body W, in which the longitudinal beam part LT is integrated. Between the longitudinal beam part LT, more precisely, between the first longitudinal section LA1 of the longitudinal beam part LT and the longitudinal beam HL in the high floor area of the car body W, there is a horizontal first connection area V1. He will be in Fig. 6 shown in more detail.
  • the longitudinal support part LT is located below a door cutout TA.
  • a window section FA of the car body is also shown.
  • the car body W is shown in raw form, i.e. not integrated into a rail vehicle. However, although not shown, it can be in a rail vehicle.
  • the longitudinal beam part LT has a second connection area A2, which is provided on the front (viewed in relation to the car body W), top vertical and bottom sloping end region of the longitudinal beam part LT.
  • the second connection area A2 has the shape of the cross section of the longitudinal support part LT in the second longitudinal section LA2, as shown in Fig. 3 is shown.
  • a vertical second connection area V2 viewed in a vehicle longitudinal direction LR, in front of the door cutout TA. He makes a connection between the longitudinal beam part LT, more precisely between the connection area A2 and the longitudinal beam NL in the low-floor area.
  • a horizontal third connection area V3 between the connection area A3 and a side wall S of the car body W is also in Fig. 5 shown.
  • a floor support BT is arranged below the longitudinal support part LT.
  • a connection in a first connection area V1 between the protruding material area A11 of the first longitudinal web 1 and the complementary material area K11 and a connection in the first connection area V1 between the protruding material area A13 of the third longitudinal web 3 and the complementary material area K13 is in Fig. 6 shown.
  • the reference numbers are not repeated; in this respect, reference is made to the Fig. 2 and 4 referred. Due to the large width BR of the connection area V1, a high moment of inertia about a transverse axis (often referred to as the y-axis) of the car body W can be contributed.
  • FIG. 7 A section of the car body W is shown, with the viewing direction pointing obliquely from the outside in the longitudinal direction LR.
  • the second connection area V2 on the side of the longitudinal member NL is visible in the low-floor area insofar as the connection surface of the longitudinal member NL is shown.
  • the connection surface of the longitudinal beam part LT corresponds to that in Fig. 3 cross section shown.
  • the longitudinal beam NL also has two longitudinal webs, similar to the longitudinal beam part LT in the second longitudinal section LA2.
  • the second longitudinal section LA2 of the longitudinal beam part LT is in Fig. 7 not shown. It is directly adjacent to the longitudinal beam NL. Meeting surfaces of the two longitudinal webs of the longitudinal beam NL are connected in the connection area V2 by means of welded connections to the first longitudinal web 1 and to the second longitudinal web 2 and to the extension 11 of the first longitudinal web 1 and to the extension 12 of the second longitudinal web 2.
  • FIG. 8 A section of the car body W is shown, the cross section shown in relation to that in Fig. 7 Cross section shown a little further back, opposite to the longitudinal direction LR (see Fig. 5 ) lies.
  • the longitudinal support part LT is shown in its second longitudinal section LA2.
  • the second connection area V2 can be seen in that a weld seam can be seen from the outside, which is shown in line form.
  • the third connection area V3 is shown in cross section.
  • the third connection area V3 has a similar structure in principle to the first connection area V1, although it does not affect the same longitudinal webs.
  • the first connection area V1 is located on the extension 11 of the first longitudinal web 1 and on the extension 12 of the second longitudinal web 2.
  • the third longitudinal web 3 is removed in the second longitudinal section LA2. Accordingly, he is in Fig. 8 not apparent.
  • connection areas V1, V2 and V3 are designed to fit the respective connected part, in particular without any protruding material.
  • the material utilization, the weight, the dimensions and the utilization of the installation space of the longitudinal beam part LT compared to other types of longitudinal beams is therefore advantageous. Oversizing is avoided. Geometric incompatibilities, material protrusions and unfavorable voltage peaks in the connection areas V1, V2 and V3 are avoided. A precisely fitting geometry also prevents moisture and dirt from entering the side member part LT and/or adjacent parts.
  • a fourth connection area V4 with the floor support BT which in principle has a similar structure to the first connection area V1.
  • FIG. 9 A section of the car body W is shown, the cross section shown in relation to that in Fig. 8 Cross section shown a little further back, further counter to the longitudinal direction LR (see Fig. 5 ) lies.
  • the longitudinal beam part LT has a third longitudinal section LA3, in which a large upper region of the longitudinal beam part LT has been removed, for example using milling or grinding. This means that the door cutout is TA (cf. Fig. 5 ) extended downwards so that it extends to a floor that can be provided within the car body W.
  • FIG. 10 A section of the car body W is shown, the cross section shown in relation to that in Fig. 9 Cross section shown again a little further back, further counter to the longitudinal direction LR (see Fig. 5 ) lies.
  • the cross section shown is shown from a different perspective, now looking diagonally from the inside against the longitudinal direction LR.
  • the longitudinal beam part LT is shown in an area where the first longitudinal section LA1 merges into the third longitudinal section LA3.
  • a large upper region of the longitudinal beam part LT is removed in the third longitudinal section LA3. This applies in particular to the third longitudinal web 3 and parts of the first longitudinal web 1 and parts of the second longitudinal web 2.
  • FIG. 11 A section of the car body W is shown, the cross section shown in relation to that in Fig. 10 Cross section shown is now a little further forward in the longitudinal direction LR.
  • the cross section shown is at approximately the same longitudinal position as that in Fig. 9 Cross section shown, but from a different perspective diagonally from the inside in the longitudinal direction LR. It is particularly compared to Fig. 10 It can be seen that the third longitudinal web 3 is removed in the second longitudinal section LA2.
  • a preliminary product for example the preliminary product 10
  • the preliminary product 10 serves to produce the longitudinal support part LT according to the invention by removing the third longitudinal web 3 in a longitudinal section of the preliminary product.
  • a second step S2 which is carried out after completion of the first step S1, the third longitudinal web 3 and the reinforcing rib adjacent to the third longitudinal web 3 (cf. Fig. 2 ) removed, for example by milling or grinding.
  • Fig. 13 an embodiment of the method according to the invention for producing a car body for a rail vehicle is shown.
  • the first step S1 and the second step S2 correspond to the steps S1 and S2 already presented.
  • This can be done using a connection area, for example the first connection area A1 and/or the second connection area A2.
  • Additional connection areas can be provided.
  • a connection area V1 to the longitudinal beam HL in the high-floor area
  • a connection area V2 to the longitudinal beam NL in the low-floor area
  • Connections can be made in particular using welding. Further connections, for example in the connection area V3 (to the side wall S) and in the connection area V4 (to the floor support BT), can be made.
  • a fourth step (not shown) can follow in which the rail vehicle is built using the car body W.
EP22305674.8A 2022-05-05 2022-05-05 Partie de longeron pour une carrosserie d'un véhicule ferroviaire Pending EP4273016A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22305674.8A EP4273016A1 (fr) 2022-05-05 2022-05-05 Partie de longeron pour une carrosserie d'un véhicule ferroviaire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22305674.8A EP4273016A1 (fr) 2022-05-05 2022-05-05 Partie de longeron pour une carrosserie d'un véhicule ferroviaire

Publications (1)

Publication Number Publication Date
EP4273016A1 true EP4273016A1 (fr) 2023-11-08

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0697319B1 (fr) * 1994-08-19 2000-05-03 Hitachi, Ltd. Caisse pour une voiture ferroviaire
CN202657036U (zh) * 2012-07-23 2013-01-09 唐山轨道客车有限责任公司 动车组底架边梁及动车组车体
DE102013211187A1 (de) * 2013-06-14 2014-12-18 Siemens Aktiengesellschaft Wagenkasten
WO2019095523A1 (fr) * 2017-11-20 2019-05-23 中车唐山机车车辆有限公司 Voiture de train à deux étages
CN110027586B (zh) * 2019-05-08 2020-09-22 中车青岛四方机车车辆股份有限公司 一种车体底架边梁结构及具有其的车体

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0697319B1 (fr) * 1994-08-19 2000-05-03 Hitachi, Ltd. Caisse pour une voiture ferroviaire
CN202657036U (zh) * 2012-07-23 2013-01-09 唐山轨道客车有限责任公司 动车组底架边梁及动车组车体
DE102013211187A1 (de) * 2013-06-14 2014-12-18 Siemens Aktiengesellschaft Wagenkasten
WO2019095523A1 (fr) * 2017-11-20 2019-05-23 中车唐山机车车辆有限公司 Voiture de train à deux étages
CN110027586B (zh) * 2019-05-08 2020-09-22 中车青岛四方机车车辆股份有限公司 一种车体底架边梁结构及具有其的车体

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