EP4344975A1 - Caisse de véhicule à construction partiellement différentielle - Google Patents

Caisse de véhicule à construction partiellement différentielle Download PDF

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Publication number
EP4344975A1
EP4344975A1 EP23195628.5A EP23195628A EP4344975A1 EP 4344975 A1 EP4344975 A1 EP 4344975A1 EP 23195628 A EP23195628 A EP 23195628A EP 4344975 A1 EP4344975 A1 EP 4344975A1
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EP
European Patent Office
Prior art keywords
car body
differential
region
connection
components
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
EP23195628.5A
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German (de)
English (en)
Inventor
Daniel Kuhn
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 GmbH
Original Assignee
Siemens Mobility GmbH
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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP4344975A1 publication Critical patent/EP4344975A1/fr
Pending legal-status Critical Current

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Classifications

    • 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 present invention relates to a car body in partial differential construction, in particular of a rail vehicle.
  • the integral construction method is usually used for aluminum body shells of rail vehicles, as this generally offers cost advantages in production due to the smaller number of parts and the associated smaller number of joints compared to the differential construction method, especially when handling and joining is carried out predominantly by machine.
  • the integral construction method has the disadvantage that it usually results in heavier structures than the differential construction method. This is because in the integral construction method, the aluminum hollow chamber profiles are dimensioned according to the highest local loads and these wall thicknesses extend over the entire length of the component due to the design. This results in over-dimensioning in the areas of lower load and thus a comparatively inefficient use of materials.
  • the integral construction method has been continuously optimized over decades with regard to its potential for lightweight construction. This potential has now largely been exhausted, as a further reduction in wall thicknesses is reaching the limits of what is feasible in profile production.
  • a possible variant for aluminum shells in profile construction is a partial differential construction, in which the longitudinal structures are joined from single-shell extruded profiles, which makes it possible to press stiffeners, such as stringers, onto these extruded profiles, meaning that they do not have to be connected through additional joining operations .
  • the object of claim 1 is to provide a car body in a partial differential design, which is low in weight without loss of rigidity.
  • a car body in a partial differential design, comprising at least one integral component which has at least one single-shell area and at least one double-shell area.
  • the car body has at least one differential component which is connected to the single-shell area by at least a first connection and is connected to the double-shell area by at least a second connection.
  • the design according to the invention creates an arrangement that is appropriate for the flow of force.
  • Differential components connected to the at least one integral component serve as reinforcements or stiffeners (e.g. frames) and are optionally connected on two levels according to the invention.
  • a first level is the inside of the single-shell outer skin
  • a second level is the top of the double-shell partial areas of the at least one integral component.
  • the car body according to the invention and its integral components with double-shell areas and single-shell areas have the following advantages over known integral components with completely single-shell areas, which are provided with a maximum of pressed-on stringers.
  • the stiffness can be significantly increased in the area of high deformations of the integral components by local double-shell areas in a simple and cost-effective manner, whereby the number and/or mass of differential components to be joined, which act as stiffening elements, can be reduced.
  • Integral components with double-shell longitudinal (partial) areas lead to greater rigidity compared to simple longitudinal stringers, which leads to advantages in areas that are particularly subject to bending, such as in a side wall above and below the window openings.
  • the integral component can be designed as a double-shell, while the upper part of the only partially double-shell integral component designed as a side wall already merges into the single-shell area of the integral component of the side wall.
  • the local double-shell areas on the long sides of the integral components make it possible to create a double-shell and thus to create a rigid and strong connection to the adjacent bodyshell structures, which due to their high rigidity are ideally also designed as hollow chamber profiles in the partial differential design. These contribute significantly to the overall rigidity of the car body.
  • the local double-shell areas create a second level on which the differential components can also be connected as local reinforcements (e.g. frames), thereby significantly increasing the rigidity of the partially differential car body and its assemblies.
  • local reinforcements e.g. frames
  • the car body can preferably be the car body of a rail vehicle.
  • the at least one differential component has at least a first region and at least a second region and wherein the at least one first region and the at least one second region are arranged one behind the other in a longitudinal direction of the at least one differential component.
  • the at least one first region has a first connection region for forming the first connection, and further preferably the at least one second region has a second connection region for forming the second connection.
  • the first connection area and the second connection area are aligned in the same direction.
  • the first connection region is arranged in a first plane arranged in the height direction of the at least one differential component and the second connection region is arranged in a second plane arranged in the height direction of the at least one differential component.
  • the first plane and second plane are arranged parallel in the height direction of the differential component.
  • the second region has a second height that is reduced in the height direction compared to the first height of the first region.
  • the at least one differential component has at least one first recess and at least one second recess, which are arranged such that the at least one differential component can be displaced in its longitudinal direction relative to the integral component before the formation of the at least one first connection and the at least one second connection for tolerance compensation.
  • Sliding seats are also formed on the long sides of the integral components to compensate for the tolerances of the individual components (integral components such as side walls, roof area, roof haunch, underframe, transition area, etc.) of the car body.
  • the single-shell region of the integral component has at least one stringer running in the longitudinal direction and that at least one differential component has the second recess in the region of the stringer.
  • the integral component is additionally reinforced by the provision of at least one stringer running in the longitudinal direction.
  • the at least one differential component has corresponding recesses so that the stringer can be continuous over the length of the integral component in the longitudinal direction of the integral component.
  • a plurality of differential components are formed on a wall of the car body.
  • a wall of the car body in the sense of the connection is a side wall, a roof wall, an underframe, as well as other walls running in the longitudinal direction of the car body.
  • a wall can be a wall formed transversely to the longitudinal direction of the car body, such as a front wall, a rear wall or an intermediate wall.
  • the car body can also provide that a plurality of differential components are arranged essentially perpendicular to a longitudinal axis of the car body and are arranged spaced apart from one another in the direction of the longitudinal axis of the car body.
  • the distance between two differential components adjacent in the longitudinal axis is constant. This provides a simple but robust way of positioning the differential components.
  • Such an equidistant arrangement has the advantage that all areas are similarly reinforced and different load cases or load distributions can be reliably compensated by a car body.
  • a distance between two adjacent differential components becomes smaller from the ends of the car body to the middle of the car body.
  • the distances between the differential components are thus increasingly smaller in the areas of greater deformation towards the middle. than in areas of lesser deformation. This means that the material of the differential components is used in the car body in a way that is appropriate to the load.
  • At least one, preferably a plurality, of differential components are at an angle between 15° and 75°, preferably at an angle between 35° and 55°, further preferably at an angle of essentially 45° Longitudinal axis of the integral component are arranged.
  • At least one or more differential components can be used in a particularly weight-efficient manner if they are arranged in accordance with the force flow, i.e., unlike usual, the differential components are not arranged in uniform grids in the form of reinforcements running transversely to the vehicle's longitudinal direction, but in accordance with the force flow, i.e. along the previously determined main load paths in the structures, or in the areas of high deformation under load. In this way, the material is used exactly where high loads or deformations are to be expected.
  • a plurality of differential components are arranged in the area of a window and serve to stiffen the car body in the area of the window.
  • the car body has several integral components, wherein two of the integral components are connected by means of a weld seam which connects the single-shell regions of the integral components to one another.
  • the weld seam runs in the length direction of the integral component.
  • the car body has several integral components, wherein two of the integral components are each connected to one another in the region of the two-shell areas, wherein the connection of the two-shell areas is formed via full connections or via sliding seats.
  • openings are formed in the differential components, which are designed such that a welding tool can be inserted into them in order to form at least a first connection with the single-shell region and at least a second connection with the double-shell region.
  • This type of connection in which the welding tool plunges through the openings of the differential component, eliminates the need to equip the differential component laterally with flanges with which the differential component can be connected to the integral component.
  • Fusion welding processes or friction stir welding processes can be used as welding processes.
  • One possibility is to connect the differential components using spot welding. This can be done, for example, by friction stir spot welding or resistance spot welding.
  • the openings can be designed as bores, for example.
  • gluing may also be an option.
  • the at least one third region of the differential component can have a third connection region to form at least a third connection.
  • the at least one third connection is arranged in the area of the at least one stringer and serves to connect the differential component to the at least one stringer of the integral component.
  • the third connection area is preferably arranged in a third level.
  • the third level can be arranged in the height direction at the same or different height as the second level.
  • the (high) loads introduced into the side wall structure by the seats of the rail vehicle can be introduced into the rigid double-shell area via pressed C-rails, without having to strengthen this side wall area by adding additional reinforcements.
  • the C-rails or other connection concepts can be pressed directly onto the single-shell areas.
  • the above disclosure relates not only to a car body, but also to a rail vehicle comprising such a car body.
  • Fig. 1 shows a car body 10 in. according to the invention in a schematic perspective view Partial differential design. This is preferably part of a rail vehicle.
  • the car body 10 includes at least one integral component 200 and at least one differential component 100.
  • the at least one integral component 200 comprises at least one single-shell region 210 and at least one double-shell region 220.
  • the at least one differential component 100 is connected to the single-shell region 210 by at least a first connection 302.
  • the at least one differential component 100 is connected to the double-shell region 220 by at least one second connection 304.
  • the single-shell area 210 forms according to Fig.1 the outer skin of a shell of the car body 10.
  • the double-shell area 220 forms according to Fig. 1 the outer skin and at least partially the inner skin of the shell of the car body 10.
  • the single-shell region 210 of the integral component 200 has at least one stringer 212 running in the length direction L I of the integral component 200.
  • the differential component 100 is as in Fig. 1 shown designed as a frame.
  • the geometry of the cross section shown is merely an example and can also be designed differently.
  • the differential components 100 can be cut out in the area of the intersection points with the stringers 212 in order to avoid a collision. This allows the stringers 212 to run undisturbed over the length of the integral component 200. Alternatively, it is also conceivable to interrupt the stringers 212 in the area of the intersection points with the differential components 100, whereby the differential components 100 pass through without recess.
  • the car body 10 preferably comprises, as in Fig. 1 recognizable, a plurality of differential components 100, which are formed on a wall 12, 14 of the car body 100.
  • a side wall 20 of the car body 10 is shown.
  • Fig. 2 shows a schematic perspective enlarged view of a portion of the car body 10 according to the invention in partial differential construction Fig. 1 .
  • the at least one differential component 100 has at least a first region 110 and at least a second region 120.
  • the at least one first region 110 and the at least one second region 120 are arranged one behind the other in a length direction L of the at least one differential component 100.
  • the at least one first area 110 has a first connection area 112 for forming the first connection 302.
  • the at least one second region 120 has a second connection region 122 for forming the second connection 304.
  • the first connection region 112 is arranged in a first plane E1 arranged in the height direction H of the at least one differential component 100.
  • the second connection region 122 is arranged in a second plane E2 arranged in the height direction H of the at least one differential component 100.
  • the at least one differential component 100 has, as shown Fig. 2 can be seen, at least a first recess 130.
  • the first recess 130 is arranged in the second region 120 of the differential component 100.
  • the at least one differential component 100 also has at least one second recess 140.
  • the at least one second recess is arranged in a third region 150 of the differential component 100.
  • the third region 150 of the differential component 100 is arranged in the length direction L of the at least one differential component 100 next to at least one, preferably two, first region(s) 110 of the differential component 100.
  • the at least one third region 150 of the differential component 100 can have a third connection region 116 for forming at least one third connection 306.
  • the at least one third connection 306 is arranged in the region of the at least one stringer 212 and serves to connect the differential component 100 to the at least one stringer of the integral component.
  • the third connection region 116 is preferably arranged in a third plane E 3 .
  • the third plane E 3 can be arranged in the height direction H at the same or a different height as the second plane E 2 .
  • openings 102 are formed in the differential components 100.
  • the openings 102 are designed in such a way that a welding tool can dip into them in order to form at least a first connection 302 with the single-shell region 210) and/or at least a second connection 304 with the double-shell region 220.
  • Fig.3 shows in a schematic perspective view a side wall 20 with underframe 40 and transition area 60 of a car body 10 according to the invention in partial differential construction.
  • the car body 10 shown has the features of the car body 10 shown in Fig.1 and 2 described embodiment.
  • the car body 10 in partially differential design has at least one integral component 200.
  • the integral component 200 has at least one stringer 212 running in the length direction L I of the integral component 200 in the single-shell region 210.
  • the integral component 200 further has at least one stringer 214 in the two-shell region 212, which runs in the length direction L I of the integral component 200.
  • This stringer 214 arranged on the double-shell area can have a recess 215 which is interrupted in such a way that the differential component 100 extends into the recess 214 and preferably away through it
  • a connecting region 222 is arranged on the two-shell region 220 of the integral component 200.
  • the connecting region 222 preferably extends completely over the entire integral component in the longitudinal direction L I of the integral component 200.
  • connection of the integral components 200 as partially differential assemblies to the adjacent shell structures such as the roof cove 50 (cf. Fig.4 ) or the transition area 60 (cf. Fig.3 ) can be made in two shells due to the two-shell design in the connection area 222, either via full connections or via sliding seats for the purpose of tolerance compensation.
  • Fig. 4 shows a schematic perspective view of a side wall 20 with a roof haunch 50 and roof wall 30 of a car body 10 according to the invention in a partial differential construction.
  • the car body 10 has several integral components 200. Two of the integral components 200 are connected by means of a weld seam 230, which connects the single-shell regions 210 of the integral components 200 to one another.
  • the weld seam 230 is formed in a length direction L of the integral component 200.
  • the weld is 230, as in Fig.4 shown parallel to the at least one stringer 212.
  • the profile separations of the integral components 200 are, as far as possible, positioned such that all longitudinal weld seams 230 are located in the single-shell areas 210 of the integral components 200.
  • Fig. 5 shows a schematic cross-sectional representation of a roof wall 30 with a roof haunch 50 of a car body 10 according to the invention in partial differential construction.
  • the roof wall 30 is designed as an integral component 200.
  • Fig. 5 shows, for example, a roof wall 30 trained integral component 200 with heavy-duty rail 32 and C-rails 34 for loads of different heights to be introduced.
  • Fig. 2 For example, the C-rails 34 for introducing the high seat loads into the double-shell areas 220 of an integral component 200 designed as a partially differential side wall 20 are shown.
  • Fig. 6 shows a schematic perspective view of a side wall 20 with windows 400 of a car body 10 according to the invention in partial differential construction.
  • the car body can be adjusted accordingly Fig. 6 include the features referred to above Fig. 1 to 5 were described.
  • a plurality of differential components 100 are formed on a wall 12, 14 of the car body 10. Furthermore, the plurality of differential components 100 are at least partially arranged parallel to one another.
  • the integral component 100 according to Fig.6 is designed as a side wall 20.
  • the side wall 20 has a plurality of windows 400. Between the windows 400, a differential component 200 is arranged from top to bottom, so that differential components 100 are arranged on both sides in the length direction L I of the integral component 200 in front of and behind each window 400. These differential components 200 extend essentially perpendicular to the length direction L I of the integral component 100.
  • the car body has Fig.6 a plurality of differential components 100 at an angle between 15° and 75°, preferably at an angle between 35° and 55°, further preferably at an angle of substantially 45°, which are arranged to the longitudinal axis of the car body 10.
  • the majority of differential components 100 are arranged in the area of a window 400 such that they serve to stiffen the car body 10 in the area of the window.
  • Fig.6 shows an example of a force flow-correct arrangement of the differential components 100 in the car body 10.
  • Fig. 7a shows a schematic plan view of a roof wall 30 of a first embodiment of a car body 10 according to the invention in partial differential construction.
  • the roof wall 30 is designed as an integral component 100.
  • the integral component 100 / the car body 10 is designed as, for example, as above for the Fig. 1 to 6 educated
  • a plurality of differential components 100 are formed on a wall - here the roof wall - of the car body 100.
  • the plurality of differential components 100 are arranged essentially perpendicular to a length direction L I of the integral component 200 of the car body 10 and are arranged spaced apart from one another in the direction of the length direction L I.
  • the length direction L I of the integral component 200 essentially corresponds to a longitudinal axis direction of the car body.
  • the majority of differential components 100 are arranged parallel to one another.
  • the individual differential components 100 are arranged equidistantly in the length direction L I of the integral component 200.
  • the distance A between two differential components 100 adjacent in the length direction is thus constant.
  • Fig. 7b shows a schematic top view of a roof wall 30 of a second embodiment of a car body 10 according to the invention in partial differential construction.
  • This second embodiment of the roof wall 30 differs from the first embodiment of the roof wall 30 according to Fig. 7a in that a distance A between two adjacent differential components 100 from the ends 12, 14 of the car body 10 to the center M of the car body 10 becomes smaller.
  • the distances A between the differential components 100 are therefore increasingly smaller in the areas of greater deformation to the center M than in areas of lesser deformation.
  • Fig.8 shows in a schematic sectional view a differential component 100 and an integral component 200 of a car body 10 in partial differential design.
  • the at least one differential component 100 also has, as shown Fig. 8 can be seen, at least one first recess 130 and at least one second recess 140.
  • the first recess 130 is arranged in the second region 120 of the differential component 100.
  • the at least one second recess 140 is arranged in a third region 150 of the differential component 100.
  • the at least one first recess 130 and at least one second recess 140 are arranged such that the at least one differential component 100 is displaceable in its length direction L D relative to the integral component 200 before forming the at least one first connection 302 and the at least one second connection 304 for tolerance compensation.
  • the first recess 130 can be bevelled so that it adjoins a bevelled double-shell region 220.
  • the second recess 140 is designed so large that it has a greater width than the stringer 212.
  • the first recess 130 and the second recess 140 are designed such that a clearance between the differential component 100 and the integral component 200 is formed in the length direction L D of the differential component 200.
EP23195628.5A 2022-09-27 2023-09-06 Caisse de véhicule à construction partiellement différentielle Pending EP4344975A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102022210227.4A DE102022210227A1 (de) 2022-09-27 2022-09-27 Wagenkasten in Teildifferentialbauweise

Publications (1)

Publication Number Publication Date
EP4344975A1 true EP4344975A1 (fr) 2024-04-03

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EP23195628.5A Pending EP4344975A1 (fr) 2022-09-27 2023-09-06 Caisse de véhicule à construction partiellement différentielle

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EP (1) EP4344975A1 (fr)
DE (1) DE102022210227A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005239029A (ja) * 2004-02-27 2005-09-08 Kawasaki Heavy Ind Ltd 鉄道車両構体
EP2669133A1 (fr) * 2012-05-30 2013-12-04 Siemens Aktiengesellschaft Structure de caisses pour véhicules
GB2513817A (en) * 2012-03-22 2014-11-05 Hitachi Ltd Rail vehicle body structure
JP2016037188A (ja) * 2014-08-08 2016-03-22 株式会社日立製作所 軌条車両構体
JP6230981B2 (ja) * 2013-11-06 2017-11-15 株式会社日立製作所 軌条車両構体

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6386355B2 (ja) 2014-12-08 2018-09-05 川崎重工業株式会社 鉄道車両用側構体
JP6748548B2 (ja) 2016-10-04 2020-09-02 川崎重工業株式会社 鉄道車両の骨構造及びそれを備えた側構体

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005239029A (ja) * 2004-02-27 2005-09-08 Kawasaki Heavy Ind Ltd 鉄道車両構体
GB2513817A (en) * 2012-03-22 2014-11-05 Hitachi Ltd Rail vehicle body structure
EP2669133A1 (fr) * 2012-05-30 2013-12-04 Siemens Aktiengesellschaft Structure de caisses pour véhicules
JP6230981B2 (ja) * 2013-11-06 2017-11-15 株式会社日立製作所 軌条車両構体
JP2016037188A (ja) * 2014-08-08 2016-03-22 株式会社日立製作所 軌条車両構体

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