EP4344976A1 - Procédé de fabrication d'un châssis de plancher pour une caisse d'un véhicule ferroviaire et châssis de plancher - Google Patents

Procédé de fabrication d'un châssis de plancher pour une caisse d'un véhicule ferroviaire et châssis de plancher Download PDF

Info

Publication number
EP4344976A1
EP4344976A1 EP23196841.3A EP23196841A EP4344976A1 EP 4344976 A1 EP4344976 A1 EP 4344976A1 EP 23196841 A EP23196841 A EP 23196841A EP 4344976 A1 EP4344976 A1 EP 4344976A1
Authority
EP
European Patent Office
Prior art keywords
part element
designed
rail vehicle
floor frame
plate
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
EP23196841.3A
Other languages
German (de)
English (en)
Inventor
Marcus Worsch
Stefan Baumann
Marcin Krupa
Karl Heinz KARNER
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 EP4344976A1 publication Critical patent/EP4344976A1/fr
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/02—Underframes with a single central sill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details

Definitions

  • the invention relates to a method for producing a floor frame for a car body for a rail vehicle.
  • the invention further relates to a floor frame for a car body of a rail vehicle produced according to the method according to the invention.
  • a floor or underframe of a rail vehicle must therefore have the necessary rigidity and resilience in order to be able to withstand the forces that occur during operation and maintenance of the vehicle.
  • the floor frame must meet weight restrictions in order to avoid an unnecessarily high weight of the rail vehicle.
  • manufacturing processes for rail vehicle assemblies are subject to economic aspects.
  • the invention is based on the object of providing an improved method for producing a floor frame for a car body for a rail vehicle and a correspondingly manufactured floor frame.
  • a method for producing a floor frame for a car body for a rail vehicle wherein at least one plate-shaped middle part element is provided and at least two longitudinal elements, a central long beam, at least two side long beams in the direction of or essentially parallel to the rail vehicle longitudinal axis and several transverse elements are fixed transversely to the longitudinal axis of the rail vehicle on one side of the plate-shaped middle part element by means of laser welding.
  • the individual elements i.e. the longitudinal elements, the central long beam, the at least two side long beams and the transverse elements on one side of the plate-shaped middle part element using laser welding techniques
  • this can be achieved due to the lower distance energy required for or during laser welding compared to standard MAG welding
  • at least one middle part element can be designed with a smaller wall thickness, since there is no risk of the middle part element with reduced wall thickness burning through during laser welding.
  • the smaller number of elements used or required compared to conventional construction i.e. the longitudinal elements, the central long beam, the at least two side long beams and the transverse elements, also ensures a sufficiently high, comparable stability as well as the necessary rigidity and resilience of the floor frame. In particular, resilience or rigidity in a transverse direction of the floor frame can be guaranteed and improved. This enables the production of a weight-reduced floor frame.
  • the floor frame can be manufactured with significantly lower tolerances than is possible with conventional construction.
  • the floor frame consists largely of flat sheets, for example, which cannot form any pockets or closed chambers for moisture and dirt, which significantly reduces the risk of corrosion.
  • the process for producing the floor frame can be technically simplified on the one hand and made more cost-effective on the other.
  • the at least one plate-shaped central part element is assembled from several sub-elements by means of laser welding. This makes it possible to avoid the need for costly special manufacturing devices for the manufacture of the central part element, which are required for the manufacture of a one-piece, plate-shaped central part element of the usual design in rail vehicles.
  • the wall thickness of the sub-elements for example simple, flat sheets, can be further reduced without having to fear any loss of load-bearing capacity of the central sub-element constructed in this way.
  • the at least one plate-shaped central part element is designed with different material thicknesses, wherein the central part element is designed with a thicker material thickness at least at those points where the central longitudinal beam and at least two side longitudinal beams are fixed to the central section element.
  • the central longitudinal beam is designed as an I-beam.
  • the design of the central longitudinal beam which is arranged in the middle of the central section element and extends in the longitudinal direction of the vehicle and is the main load-bearing element of the floor frame of the rail vehicle, as an I-beam is particularly advantageous due to this shape in order to absorb corresponding stresses or forces, in particular with regard to the deflection of the floor frame and its stress in the longitudinal direction of the vehicle.
  • the central long beam is assembled from at least an upper chord, a web and a lower chord by means of welding.
  • the upper chord, the web and the lower chord are each designed with different wall thicknesses. Due to the multi-part design of the central long beam, the individual parts can be optimized according to their function. For example, the web, which is arranged between the upper and lower flange, can be given a desired shape via the blank, which corresponds to the required pre-blasting with respect to the floor frame.
  • the upper and/or lower chord can thus be designed accordingly with regard to their connection upwards or downwards, in particular of the upper chord with the middle part element, and their dimensions, in particular width and/or thickness, or wall thickness, depending on the requirements.
  • the wall thickness of the bridge can also be customized and in particular different to the upper and/or lower chord, so that the middle long beam can be put together or assembled according to the demands and with the least amount of material.
  • the web is designed with recesses.
  • the web can also be designed to be weight-optimized using appropriate recesses that optimize the flow of force, for example in the form of a kind of truss structure.
  • the central long beam and the at least two side long beams are designed over the entire length of the at least one plate-shaped middle part element in the direction of or essentially parallel to the rail vehicle's longitudinal axis.
  • the side beams make it possible to close to the door cutouts of the vehicle, which can be made, for example, by a flat sheet metal running over the entire length with a material thickness that is correspondingly optimized in terms of weight.
  • the side long beams are advantageously welded to a sheet of larger material thickness using a T-joint, without any doubling. The same applies to the top chord of the middle beam.
  • the floor frame is designed with at least one outer region, wherein the at least one outer region is fixed to the central part element by means of laser welding and wherein the at least one outer region has at least one plate-shaped outer part element, on one side of which at least one outer longitudinal beam and several transverse elements are fixed by means of laser welding.
  • the at least one outer region can thereby advantageously be assembled in the same construction as The middle section, i.e. in particular the outer longitudinal beam, but also the cross elements are welded to all other adjacent elements, such as sheets, using T-joints and then attached to the middle section. This means that there are no doublings in these areas, which means that areas susceptible to corrosion can be permanently avoided.
  • the technology of laser welding can therefore avoid duplication of material, which would occur during spot welding, for example, because the individual elements are fixed directly via the respective fixing edges on the middle part or outer part element, whereby corrosion between such parallel surfaces can be avoided. This can increase the load capacity and in particular the longevity of the floor frame.
  • the at least one plate-shaped outer part element is assembled from several part elements by means of laser welding.
  • the wall thickness of the sub-elements for example simple, flat sheets, can be further reduced without fear of any loss in the load-bearing capacity of the outer sub-element constructed in this way.
  • the at least one plate-shaped outer part element is designed with different material thicknesses, wherein the outer part element is designed with a thicker material thickness at least in the places where the at least one outer longitudinal beam is fixed to the outer part element.
  • the points of the outer part element, or its wall thickness, where the centers of stress occur when the vehicle is driving are reinforced or increased in a precise and targeted manner, with a smaller wall thickness being able to be maintained in the remaining areas.
  • the external long beam is designed as a C-beam.
  • the floor frame is made from a metal material.
  • the floor frame is made of corrosion-resistant steel. This means that no corrosion protection measures are required during manufacture or maintenance of the floor frame, i.e. over the entire life cycle of the vehicle. This simultaneously increases the longevity of the vehicles and reduces maintenance costs.
  • a floor frame for a car body of a rail vehicle is provided, wherein the floor frame is manufactured according to the method for producing a floor frame for a rail vehicle according to one of the preceding embodiments.
  • a floor frame 100 for a car body of a rail vehicle 1 consisting of a central part 102 and two outer areas 117, which adjoins other parts of the undercarriage of the vehicle 1, in particular the vehicle head 3, and is attached or integrated there. Furthermore, corresponding door cutouts 5 are shown, which are intended for the doors that are installed as part of the further production of the rail vehicle 1.
  • the main components of the middle part 102 are at least one plate-shaped middle part element 101, which in the present case is formed in one piece, but can alternatively also be made from several sub-elements, for example corresponding flat sheets, by joining them together by means of laser welding.
  • a central longitudinal beam 107 which is the main load-bearing element of the floor frame 100 of the rail vehicle 1 and is arranged in the middle of the middle part element 101 and extends in the longitudinal direction of the vehicle 1, preferably over the entire length of the middle part 102.
  • the use of only one central longitudinal beam 107 according to the invention ensures that the floor frame 100 is designed to be torsionally softer and thus increases safety with regard to derailment of the rail vehicle 1.
  • the lateral termination of the middle part 102 on the right and left in the longitudinal direction of the vehicle is formed by two side longitudinal beams 111, which also extend in the longitudinal direction of the vehicle 1, preferably over the entire length of the middle part 102, to further increase the rigidity and load-bearing capacity of the floor frame 100.
  • the two side longitudinal beams 111 form in particular the termination of the middle part 102 to the door cutouts 5.
  • the two outer regions 117 are connected to the middle part 102 in the area of the side long beams 111 and each have at least one plate-shaped middle part element 119, which in the present case is designed in one piece, but alternatively can also be assembled from several sub-elements, for example corresponding flat sheets, by means of laser welding, as well as one External long beam 121 as a conclusion.
  • FIG 2 shows a schematic representation of the bottom view of a floor frame 100 for a car body for a rail vehicle 1 according to one embodiment.
  • a necessary number of longitudinal elements 105 are preferably first attached essentially parallel to the vehicle's longitudinal axis, in particular by means of laser welding.
  • the central longitudinal member 107 in the middle of the central part element 101 and the two side longitudinal members 111 on the right and left outside can then be attached essentially parallel to the vehicle's longitudinal axis by means of laser welding.
  • the transverse elements or cross members 113 can then be attached transversely, i.e. essentially at right angles to the vehicle's longitudinal axis, in particular by means of laser welding.
  • the transverse elements 113 themselves can be designed differently depending on requirements, position and function.
  • the transverse elements at essentially the same distances from one another on the side 103 of the central part element 101, although this can also be deviated from if required without restriction.
  • the outer regions 117 can then be produced in the same order and then connected to the middle part 102 between the door cutouts 5 by means of laser welding.
  • the corresponding cross elements or cross beams 113 can then also be attached transversely, i.e.
  • the cross elements 113 themselves can be designed differently depending on requirements, position and function.
  • the floor frame 100 is preferably made of a metal material.
  • a metal material for this purpose, flat or flat 2D sheets or sheets with a fold to which devices, cables, etc. can be attached are mainly used.
  • the floor frame 100 can also be made of corrosion-resistant steel, so that any corrosion protection measures can be dispensed with over the entire life cycle of the vehicle 1, which increases the longevity of the vehicles increased while reducing maintenance costs.
  • FIG 3 shows a schematic representation of a floor frame 100 for a car body for a rail vehicle 1 in plan view according to the embodiment of Figure 2 .
  • FIG 3 The outer areas 117 between the door cutouts 5 are already attached to the middle part 102.
  • Figure 3 shows in particular areas with thicker wall thickness 123 and areas with thinner wall thickness 125.
  • the middle part element 101 has areas of thicker wall thickness 123 exactly where the central long beam 107 and the two side long beams 111 are attached to the middle part element 101 or the outer long beams 121 by means of laser welding the exterior elements 119, in the present illustration are fixed from below, i.e. where the centers of stress occur when the vehicle is driving. All remaining areas 125 of the middle part element 101 of the middle part 102 and the outer part elements 119 of the outer areas 117, on the other hand, have a thinner wall thickness.
  • the middle part 102 as well as the attached outer areas 117 and thus the base frame 100 as a whole can be optimized accordingly with regard to reduced weight.
  • FIG 4 shows a detailed section of the schematic representation of the bottom view of a floor frame 100 for a car body for a rail vehicle 1 according to the embodiment of Figure 2 .
  • the detailed section shown shows part of the side 103 of the middle part element 101 of the middle part 102 of the area on which the outer regions 117 are attached to the middle part element 101 and each adjoin a door cutout 5 by means of a special end piece.
  • the two side long beams 111, the middle long beam 107 and the two outer long beams 121 are fixed on one side 103 essentially parallel to the longitudinal direction of the vehicle.
  • the remaining areas 125 have a thinner wall thickness, on which longitudinal elements 105 are also fixed essentially parallel to the longitudinal direction of the vehicle and transverse elements or cross struts 113 are fixed transversely to the longitudinal direction of the vehicle.
  • the cross struts 113 are designed differently depending on their position and function, as shown.
  • the outer longitudinal beams 121 are designed as C-beams because this shape is particularly advantageous with regard to the stability of the closure of the outer regions 117 of the floor frame 100 to the outside.
  • the central long beam 107 is designed as an I-beam.
  • This shape is particularly advantageous for absorbing corresponding stresses or forces, in particular with regard to deflection of the floor frame 100 as well as stresses in the longitudinal direction of the vehicle 1.
  • the central long beam 107 is also designed in several parts and is essentially assembled from an upper chord 108, a web 109 and a lower chord 110 by welding.
  • the web 109 which is arranged between the upper flange 108 and the lower flange 107, can be given exactly the desired or required shape via the cut, which corresponds to the required or desired pre-blasting with respect to the base frame 100.
  • the upper chord 108 and/or the lower chord 107 can be designed with a corresponding width and/or thickness or wall thickness with regard to their connection upwards or downwards, in particular of the upper chord 108 with the middle part element 101, depending on requirements.
  • the wall thickness of the web 109 can therefore be designed individually and in particular differently from the upper 108 and/or lower chord 110, so that the central long beam 107 can be put together or assembled in accordance with the demands and at the same time using the least amount of material and thus in a weight-optimized manner.
  • the web 109 is designed with corresponding force flow optimized recesses 115, for example in the form of a kind of lattice structure.
  • Recesses of various shapes are possible depending on the possibility and need, as can also be seen in other sub-elements, such as the side longitudinal beams 111 or the cross beams 113, to further reduce the weight of the base frame 100.
  • Such a weight-reduced or optimized floor frame 100 can thereby be installed in a car body of a rail vehicle, for example a tram.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
EP23196841.3A 2022-09-28 2023-09-12 Procédé de fabrication d'un châssis de plancher pour une caisse d'un véhicule ferroviaire et châssis de plancher Pending EP4344976A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102022210275.4A DE102022210275A1 (de) 2022-09-28 2022-09-28 Verfahren zum Herstellen eines Bodengestells für einen Wagenkasten eines Schienenfahrzeugs und Bodengestell

Publications (1)

Publication Number Publication Date
EP4344976A1 true EP4344976A1 (fr) 2024-04-03

Family

ID=88017825

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23196841.3A Pending EP4344976A1 (fr) 2022-09-28 2023-09-12 Procédé de fabrication d'un châssis de plancher pour une caisse d'un véhicule ferroviaire et châssis de plancher

Country Status (2)

Country Link
EP (1) EP4344976A1 (fr)
DE (1) DE102022210275A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US740187A (en) * 1900-11-15 1903-09-29 George W Scott System of underframing for railway-cars.
US1178494A (en) * 1914-06-25 1916-04-11 Bettendorf Co Underframe.
DE2452565A1 (de) * 1974-11-06 1976-05-13 Waggon Union Gmbh Wagenkasten fuer einen geschlossenen eisenbahngueterwagen mit drehgestellen
CN102180172A (zh) * 2011-04-19 2011-09-14 南车二七车辆有限公司 一种铁路运输共用平车
CN202186396U (zh) * 2011-08-04 2012-04-11 南车眉山车辆有限公司 棚车网格梁底架
WO2020133934A1 (fr) * 2018-12-25 2020-07-02 中车唐山机车车辆有限公司 Wagon, caisse de wagon associée et châssis d'extrémité

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10260768A1 (de) 2002-12-23 2004-07-15 Siemens Ag Modular aufgebauter Wagenkasten für großräumige Fahrzeuge, insbesondere Schienenfahrzeuge zur Personenbeförderung und Verfahren zur Herstellung eines solchen Wagenkastens
JP6850976B2 (ja) 2017-04-21 2021-03-31 公益財団法人鉄道総合技術研究所 マグネシウム合金のプレス材とその製造方法、補強材、内装材、鉄道車両の構体及び交通輸送手段の構体
CN111038539B (zh) 2018-10-11 2021-01-26 中车唐山机车车辆有限公司 车体结构
EP4052987B1 (fr) 2021-03-05 2023-05-10 Bombardier Transportation GmbH Structure de plancher d'un véhicule ferroviaire et procédé de fabrication d'une telle structure de plancher

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US740187A (en) * 1900-11-15 1903-09-29 George W Scott System of underframing for railway-cars.
US1178494A (en) * 1914-06-25 1916-04-11 Bettendorf Co Underframe.
DE2452565A1 (de) * 1974-11-06 1976-05-13 Waggon Union Gmbh Wagenkasten fuer einen geschlossenen eisenbahngueterwagen mit drehgestellen
CN102180172A (zh) * 2011-04-19 2011-09-14 南车二七车辆有限公司 一种铁路运输共用平车
CN202186396U (zh) * 2011-08-04 2012-04-11 南车眉山车辆有限公司 棚车网格梁底架
WO2020133934A1 (fr) * 2018-12-25 2020-07-02 中车唐山机车车辆有限公司 Wagon, caisse de wagon associée et châssis d'extrémité

Also Published As

Publication number Publication date
DE102022210275A1 (de) 2024-03-28

Similar Documents

Publication Publication Date Title
EP3668758B1 (fr) Traverse de pare-chocs
EP1840003B1 (fr) Elément de renforcement d'un soubassement de porte de carrosserie de véhicule automobile
EP3221202B1 (fr) Poutre longitudinale et traverse pour un châssis de train de roulement d'un véhicule ferroviaire
DE68923737T2 (de) Aufbau für Schienenfahrzeuge und Herstellungsverfahren.
DE102012025570A1 (de) Struktur eines Fahrzeugkarosserieheckabschnitts
EP3798079A1 (fr) Élément de caisse pour une caisse
DE102015101756A1 (de) Kran, insbesondere Brückenkran oder Portalkran, mit mindestens einem Kranträger
DE102017102561B4 (de) Querträger zur Drehzapfenaufnahme mit Lastverteilungselement
EP3369638B1 (fr) Module de paroi et procédé de fabrication de composants pourvus de module de paroi pour la caisse brute des caisses de voitures dans la construction de véhicules sur rails selon la construction à structure différentielle
EP3931142B1 (fr) Zone de raccordement de la section de treillis
EP3798080A1 (fr) Module de structure d'appui pour une caisse
DE102009021964A1 (de) Hohlprofil für eine Fahrzeugkarosserie
EP4344976A1 (fr) Procédé de fabrication d'un châssis de plancher pour une caisse d'un véhicule ferroviaire et châssis de plancher
EP3016829B1 (fr) Véhicule, en particulier véhicule ferroviaire, comportant un espace à plancher haut et un espace à plancher bas
EP3941796B1 (fr) Véhicule ferroviaire pourvu d'un châssis destiné à loger des lignes d'alimentation
DE102020209517A1 (de) Fahrzeugkarosserie
EP3909826B1 (fr) Aménagement intégral de plancher pour véhicules ferroviaires
EP1800986B1 (fr) Système d'assemblage pour une structure de paroi ou de sol
DE904418C (de) Selbsttragender Wagenkasten, insbesondere fuer Schienenfahrzeuge
DD247186A5 (de) Gitterrahmen
EP3608212B1 (fr) Container léger
DE102021133018B3 (de) Fertigungsverfahren einer Linearachse, Strukturelement und Strukturteil
DE4442741C2 (de) Bodenstruktur für einen Personenkraftwagen
EP4273016A1 (fr) Partie de longeron pour une carrosserie d'un véhicule ferroviaire
EP4124537A1 (fr) Procédé de fabrication d'un module de toit modulaire pour une caisse de wagon pour un véhicule ferroviaire et module de toit

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC ME MK MT NL NO PL PT RO RS SE SI SK SM TR