GB2602014A - Manufacturing a rail vehicle carbody out of slidable profiles - Google Patents

Abstract

A rail vehicle car body 13 comprises a plurality of elongated profile elements 16 having at least one joining interface (42, fig 3). During manufacture/assembly the profiles are slid relative to one another, wherein the sliding motion takes place along a longitudinal axis (L) of at least one of the profiles. The joining interfaces 42 are brought into engagement by way of said sliding motion and the engagement limits relative movements of the profiles orthogonally to the longitudinal axis (L). Further, the invention relates to a car body 13 as well as an assembly 100 and rail vehicle 102 comprising a respective car body.

Description

Manufacturing a rail vehicle carbody out of slidable profiles The invention relates to a method for manufacturing a rail vehicle carbody and in particular a carshell by means of slidable profiles. Also, the invention relates to a rail vehicle carbody and in particular a carshell comprising profilies that are, at least in an initial stage of production, engageable with one another in a slidable manner. The terms carbody and carshell are used interchangeably in this disclosure.

In the prior art numerous ways of constructing rail vehicle carbodies are known. An overview of existing constructions is given in DE 10 2009 045 202 Al. Common drawbacks are the number of required assembly and joining steps, the number of different parts and the resulting weight of the carbody.

CA 3 026 204 Al discloses the manufacturing of sidewall sections of a rail vehicle carbody out of elongated extrusion profiles. The profiles are placed next to another on a mounting table so that an elongated top face of a frist profile faces an elongated bottom face of a second profile. The profiles are then pressed against each other so that the opposite top and bottom faces come into engagement with one another.

While the solution disclosed in CA 3 026 204 Al has some advantages concerning automation, it is still marked by certain limitations and by a relatively large numbers of parts and joining operations due to a limited profile size.

Therefore, an objective of the present disclosure is to further improve the manufacturing of rail vehicle carbodies with regard to any of the current drawbacks.

This objective is solved by the subject matters according to the attached independent claims. Preferred embodiments are defined in the attached dependent claims.

Regarding CA 3 026 204 Al, it has been discovered that this teaching is only applicable with profiles having limited heights. At larger heights, the required pressing could result in an undesired buckling of the profiles. The limited height increases the number of profiles, e.g. required to build a sidewall, which is undesired.

Further, pressing the profiles against one another along large lengths is time-consuming due to requiring a large number of single local pressing operations. Still further, this solution is limited to providing flat sidewall portions. It is not possible to e.g. produce curved roof 1.

portions of a carbody and/or curved corner portions for connecting a sidewall to a roof or to a floor of the carbody. Since these portions have to be produced by different means, the number of parts required to build the overall carbody as well as the associated assembly steps and/or assembly workstations increases.

The present solution, on the other hand, suggests a new type of profile for manufacturing a rail vehicle carbody. Specifically, instead of pressing profiles against one another, it is presently suggested to (e.g. axially and/or longitudinally) slide the profiles into one another. By doing so, profiles and in particular joining interfaces provided thereat can be partially received in one another, i.e. brought into engagement with one another.

It has been determined that this allows for designing the profiles with increased heights. Also, the sliding movement may require less forces than a pressing operation. Further, a single sliding movement may suffice to engage profiles with one another. This reduces the assembly time compared to the many local pressing operations required for joining a pair of adjacent profiles. This reduction in assembly time may also be referred to as an increased splice rate.

As another advantage, the present solution does not require the profiles to be flat. Instead, curved profiles may be connected to one another as well. These may e.g. be used to form roof or floor portions or connections (i.e corner portions) between a sidewall and the floor or the roof of a carbody.

The invention also concerns a rail vehicle carbody that is at least partially and preferably largely or even fully produced of slidingly connected profiles. As will be shown below, this advantageously enables omitting a number of parts that are so far needed in existing carbody constructions, such as shear plates. Likewise, certain parts, such as e.g. side sills and/or cantrails, may be integrated into and/or formed by the profiles. Accordingly, these do not have to be added with dedicated assembly steps. Further, the integration of several structural components and/or structural functions into the disclosed profiles helps to reduce the overall weight.

In particular, a method for manufacturing a rail vehicle carbody is suggested, the method comprising: providing a plurality of elongated profiles, each profile having a joining interface; -connecting the joining interfaces and thus the profiles, thereby forming at least a part of the carbody.

Also, a rail vehicle carbody is suggested that comprises a plurality of elongated profiles, each profile having a joining interface, wherein the joining interfaces and thus the profiles are connected to one another, thereby forming at least a part of the carbody.

Any further aspect and embodiment disclosed herein may be combined with the above method and carbody. This may be done independently of the slidable profiles equally disclosed herein.

As a particularly advantageous solution, a method for manufacturing a rail vehicle carbody is suggested, the method comprising: providing a plurality of elongated profiles, each profile having a joining interface; sliding the profiles relative to another, wherein the sliding takes place along a longitudinal axis of at least one of the profiles; and wherein the joining interfaces are brought into engagement by way of said sliding and the engagement limits relative movements orthogonally to the longitudinal axis.

The profiles may be extrusions. They may be metallic and preferably comprise or are made of an aluminium material. The joining interfaces may be provided at top and/or bottom faces (e.g. surfaces) and/or at (e.g. left and/or right) side faces of the profile. These faces may define a thickness of the profile, said thickness being preferably smaller than a length and a height or width of a profile. The faces may also be referred to as or form edge portions of the profile. The length is preferably measured along the longitudinal axis, whereas the height and thickness extend preferably orthogonally thereto.

The sliding motion may take place along a movement axis. Said axis may run in parallel to or coincide with a longitudinal axis of at least one of the profiles. There may also be an angle between the movement axis and the longitudinal axis. Yet, preferably, this angle is small (e.g. less than 45°). Differently put, a component of a movement vector (i.e. sliding vector) that extends in parallel to the longitudinal axis may be larger than a component of said vector extending orthogonally to said axis (e.g. may at least be twice or at least three times larger).

The sliding motion may be produced manually but is preferably produced with help of an actuator. Said actuator may be part of and/or cooperate with an assembly jig arrangement discussed below.

According to a further aspect, a length along which the engagement is produced increases as a function of the sliding motion. Again, this may be achieved by inserting the joining faces into one another, e.g. by pushing one joining interface along an other joining interface in which it is partially received.

The joining interfaces may at least partially be insertable into one another. For example, at least one of the joining interfaces may have an opening and/or an opened cross-section. This may particularly apply to a plane (and/or cross-section) extending orthogonally to the longitudinal axis. For example, the joining interfaces may define a C-shape with, preferably, the opened portion facing the joining interface of another profile.

In summary, according to a preferred aspect, the joining interface of at least one profile has a partially open cross-section when viewed in a plane extending orthogonally to its longitudinal axis.

In general, at least a first joining interface may thus be configured to at least partially receive a second joining interface. This may be done by slidingly the inserting the second joining interface into the receiving one, thereby bringing the interfaces and thus the profiles into engagement. Yet, preferably, the first joining interface comprises at least one undercut portion and/or one tapering or narrowing portion. Said portion may prevent a release of the joining interfaces orthogonally to the longitudinal axis. Differently put, it may prevent lifting or moving the profiles away from one another in said orthogonal direction after the joining interfaces have been engaged with one another.

Generally, there exist at least two directions of an orthogonal movement of the profiles relative to one another and relative to their longitudinal axes. Preferably, the present engagement limits both or any orthogonal movement(s) and the sliding motion is preferably the only possible relative motion between the profiles and e.g. still possible with the joining interfaces being engaged. Differently put, the joining interfaces may, when engaged, act as a linear guide for moving the profiles relative to one another, with movements orthogonally to said linear guide direction being suppressed.

In one example, at least one of the joining interfaces comprises a recess or is configured as an elongated recess. Preferably, another joining interface brought into engagement therewith comprises or is configured as an elongated projecting portion. The joining interfaces may form a dovetail connection together. Accordingly, the joining interfaces may be configured to produce a form fit (when engaged) that limits relative movements of the profiles to one another in directions transverse to their longitudinal axes.

Slidingly inserting the profiles and in particular the joining interfaces into one another advantageously requires low assembly forces. This is particularly valid compared to the prior art in which profiles are connected by pressing them against one another. The assembly forces may be lowered by applying a lubricant to at least one of the joining interfaces.

According to a further embodiment, at least one of the profiles may be curved. In particular, when viewed in a plane extending orthogonally to its longitudinal axis, said profile may have a curved shape. For example, it may be a rounded corner profile and/or may have a rounded outer and/or inner surface.

In this context, the profile preferably has joining interfaces at different faces to engage with (e.g. at least two) adjacent profiles, said faces extending at an angle to another. Generally, any profile discussed herein may have joining interfaces at different and e.g. opposite faces, e.g. at a top and bottom face discussed above. When being curved, these faces may extend at an angle to one another. Again, this may relate to a respective angle between the faces when viewed in a plane that extends orthogonally to the longitudinal axis. Differently put, the faces may extend in non-parallel planes.

This way, adjacent profiles may be connected to the rounded profile to form a corner shape of the carbody. This may be relevant for forming a transition between a floor portion and sidewall portion or a roof portion and a sidewall portion.

In a preferred embodiment, the profiles are used to form any of: - a sidewall portion of the carbody; - a roof portion of the carbody; a floor portion of the carbody.

The sidewall portion may connect the roof and floor portion. Generally, there may be two sidewall portions forming opposite sides of the carbody. Doors and/or windows may be installed in the sidewall portions. Preferably, cutouts for the doors and/or windows are produced after joining the profiles, e.g. by performing cutting operations with industrial robots.

In one example, at least one section of the carbody (e.g. having a defined length of at least 1 m or at least 5 m) and in particular its cross-section is largely or fully produced out of the profiles. In this in this context, at least the two sidewall portions and/or the roof of floor portion may be produced out of the profiles. Preferably, the whole of the cross-section is produced by connecting profiles to one another in the manner disclosed herein. This may include providing curved profiles acting as corner portions for e.g. connecting the sidewall portion to the roof and floor portion. Other than that, curved profiles may e.g. be used to form a rounded roof portion.

In sum, according to a preferred example, at least half of and preferably the complete carbody is produced by way of engaging profiles in the manner disclosed herein.

According to further development, at least two of the profiles that are arranged at both sides of a longitudinal section plane of the carbody are structurally similar and preferably structurally identical. Differently put, a first profile may be positioned on a first side of the longitudinal section plane and a second profile may be positioned on a second side of said plane. The longitudinal section plane may in particular be a vertically extending plane and/or may be a plane of symmetry of the carbody and specifically of at least one cross section thereof, said cross-section extending orthogonally to the longitudinal axis of the plane. Additionally or alternatively, the longitudinal section plane may include a longitudinal axis of the carbody. This longitudinal axis may run in parallel to the longitudinal axes of the profiles.

The fact that the profiles are identical limits the number of different parts and thus the production costs of the profiles.

In one example, the similar profiles form corner portions of the car body, e.g. opposite corner portions connecting opposite sidewalls and a floor or opposite sidewalls and a roof In general, any similar profiles may be rotated relative to one another about an axis extending orthogonally to their longitudinal axes, in particular about vertical axis. This way, they may e.g. define oppositely oriented curvatures or angles and thus e.g. oppositely oriented corners of the carbody.

Of course, the similar profiles may also be part of opposite sidewalls or different sections of a floor portion, i.e. a section of the floor portion on a first side of the longitudinal section plane as well as a section on a second opposite side of said plane.

According to preferred embodiment, at least one of the profiles is guided during the sliding motion by at least one guiding structure of an assembly jig arrangement. For doing so, the profile and guiding structure may contact one another and/or the profile may be supported by the guiding structure. The guiding structure may include a sliding surface or glide surface. Alternatively, it may include a rotatable member, such as a roller or a ball. The guiding structure may at least partially be received in a recess or in a receiving structure of a profile. Preferably, the guiding structure provides a linear guiding effect and e.g. prevents rotations of the profile about an axis orthogonally to its longitudinal axis. Additionally or alternatively, it may prevent shifts of the profile in directions orthogonally to is longitudinal axis.

Specifically, the (guided) profile may comprise a guiding interface for cooperating with the guiding structure. The guiding interface may include the recess or receiving structure mentioned above. It may e.g. be formed as a clamp-like structure and/or may have an open cross-section, such as C-shaped cross-section. The open portion may be used to insert and/or receive the guiding structure. The guiding structure may be configured to contact a bottom face of the guiding interface and/or inner side faces thereof Accordingly, in one preferred example, the guiding structure and the guiding interface are brought into engagement with one another and/or are received in one another.

The assembly jig arrangement may provide at least one guiding structure at an inside of at least one the profiles and at least one guiding structure at an outside of at least one of the profiles (which may be the same or a different profile). Preferably, at least one of the profiles is supported by a guiding structure at an inside as well as at an outside thereof. For example, the guiding structures may enclose a space between them into which said profile is inserted while being guided by the guiding structures.

Generally, the assembly jig arrangement may comprise a core part that is at least partially surrounded by an outer surrounding part or a shell part. A space between the core part and the shell part may be used to insert the profiles therein while being preferably guided by guiding structures of the assembly jig arrangement. The space may resemble and/or confine a cross section of the carbody. This way, the profiles may be distributed around the core to define the typical hollow and closed cross-section of the carbody.

As a further preferred option, the assembly jig arrangement may comprise at least one actuator for providing the sliding motion between the profiles. Said actuator may push or pull at least one the profiles to achieve the sliding relative displacement. For doing so, it may be connected to the profile e.g. by engaging therewith or clamping it.

In one embodiment, at least one of the profiles is at partially deformed after engaging the joining interfaces. This may be done so that the profiles are secured to one another and/or so that a further sliding relative movement is prevented. As a result of said deformation, a form fit and/or force fit between the joining interfaces may be produced or increased that prevents a further relative sliding displacement.

For doing so, at least one of the profiles and/or joining interfaces may be deformed by way of a pressing force, e.g. by applying a clamp or the like thereto. Additionally or alternatively, the deformation may include deforming the joining interface of at least one profile. For doing so, the joining interface may be widened and/or pressed into or against an at least partially surrounding joining interface in which it is e.g. received.

For example, the deformation may include pushing and/or pulling an object through an opening in said profile and particular in a joining interface thereof, the object being larger (e.g. having at least one larger cross-sectional dimension, such as a larger diameter) than said opening. This way, the opening and specifically the material of the profile or joining interface may be pushed away from the opening end e.g. against a surrounding further joining interface (e.g. the joining interface of a further profile in which the given profile is received). This helps to produce or to increase a force fit (e.g. a press fit) or even provide a form fit between the joining interfaces, thus providing a linear locking effect (i.e. locking the profiles against a further linear movement).

For example, a steel cable comprising an object such as a plug, tapper or a generally diameter-increased section may be guided through the opening in a profile. The cable may then be pulled through the opening with such a force, that the object is likewise pulled through and deforms the opening as well as the material surrounding it.

The profiles are preferably at least partially hollow. This helps to limit weight and material costs. For example, the profiles may comprise largely hollow cores that are e.g. enclosed by a largely closed outer surface of the profile. Within the core, stabilising rods, struts or ribs may be provided that e.g. connect different surface portion or different sides of the profile.

According to a further aspect, at least one of the profiles is at least partially filled with an insulating material. The material may in particular be a heat-insulating material and/or a fire retardant material. It may be or comprise a foam. The material may be injected into the profiles and in particular into their at least partially hollow cores. This may be done by a spray nozzle arrangement that is inserted into a profile and, while injecting the material, continuously retracted from within a profile.

By filling the profiles accordingly, a need for additional insulating material that is attached e.g. to the outer surfaces of the profiles is reduced or even abolished. Further, filling the profiles may enable a large degree of automation and/or require less assembly steps and working hours compared to subsequently attaching insulation panels or insulation mats to the carbody. Further, especially when using a foam material, a weight reduction may be achieved compared to using known insulation panels.

According to a further embodiment, at least one profile is tensioned by means of a longitudinally tensioning arrangement. The longitudinally tensioning arrangement may provide a longitudinally stiffened and in particular tensioned member, preferably extending at least partially within or through the profile. Differently put the longitudinally tensioning arrangement may at least partially extend in hollow sections of and through the profile. It may e.g. extend along a longitudinal axis of the profile.

By providing a respectively tensioned arrangement that e.g. is under constant tensile stress, a undesired bending and in particular sagging of a profile may be limited. This is particularly advantageous for profiles forming a roof portion or floor portion. Differently put, the longitudinally tensioning arrangement may provide an anti-camber effect In one example, the longitudinally tensioning arrangement comprises a tensioned cable. The cable may be connected or fixed to and/or be anchored at a part of the profile and e.g. at opposite end faces thereof. For doing so, it may comprise plates or anchor members that e.g. abut against the profile and in particular an end face thereof. These plates or anchor members may be dimensioned so as to not be insertable into the hollow core of the profile. Instead, they may abut against edge portions of the profile surrounding said hollow core. The cable, on the other hand, may extend through the hollow core towards an opposite end face of the profile.

Preferably, the method further comprises welding at least two profiles to one another, said profiles having engaged joining interfaces. Differently put, the profiles may first be connected to one another mechanically and/or by interlocking or engaging their joining interfaces. Afterwards, they may be additionally secured to one another by welding them together. In this context, stir friction welding may be used.

For example, weld seams may be produced at a first side of the profiles and at an opposite second side of the profiles. Differently put, the profiles may be welded together at an inside thereof as well as at an outside thereof. This may be done at one and the same contacting gaps or contacting areas between two adjacent profiles, i.e. a contacting area at an inside and a contacting area at an outside between one and the same profiles may each be joined by a weld seam. Preferably, the weld seams may be produced at least partially simultaneously. This helps to at least somewhat equalise the forces introduced into the profiles, e.g. when producing friction stir welds.

According to a further aspect, an end cab section is attached and in particular fixed to the carbody. The end cab section may e.g. include a driver's cab. Alternatively, it may include an end door or connecting portion for a connecting to another rail vehicles. The end cab section may be manufactured independently of the rail vehicle carbody. It may largely comprise different materials. For example, its structure may mainly comprise glass fibre materials instead of metallic profiles.

Attaching the end cab section to the carbody may include mechanically fixing these units to one another. For doing so, fixing elements may be used that are e.g. bolted or otherwise mechanically secured to both of the carbody and end cab section. In one example, such fixing elements may in particular be provided in a corner or connecting portion connecting a floor and sidewall of the carbody. This may also be referred to as a dwell-type attachment Overall, providing a separately manufactured end cab section helps to increase flexibility with respect to producing different types of rail vehicles (e.g. by combining one at the same carbody with different end cab sections). Also, this helps to select suitable manufacturing technologies for the structurally different main carbody and end cab sections.

According to a further aspect, a number of cuts in at least some of the profiles is produced (and/or material is at least locally removed from said profiles) to define a crush zone of the carbody. Differently put, the carbody may be deliberately weakened so as to provide a deformable zone absorbing energy in case of a crash.

Generally, any method steps disclosed herein may at least partially or fully be carried out in an automated manner. For example, an industrial robot may carry out said steps.

The invention also relates to a rail vehicle carbody. This carbody may be produced by means of a method according to any of the aspects disclosed herein. Any developments, options and variants of features discussed in connection with the method may likewise apply to the carbody and in particular to similar features described in connection therewith.

In one example, the carbody comprises a plurality of elongated (and preferably at least partially) hollow profiles, wherein adjacent profiles are connected by means of (so-called) joining interfaces of the profiles that are engaged with one another. At least during an initial stage of providing the engagement and/or producing the carbody, the engagement of the joning interfaces preferably enables a relative sliding movement of the profiles along a longitudinal axis of at least one of the profiles. Differently speaking, at least when first ringing the joining interfaces into engagement with one another, a relative sliding movement between the profiles is preferably possible. By way of said sliding movement the length of engagement may be increased and the profiles may be more securely connected to one another.

At least one of the following portions of the rail vehicle carbody may comprise the profiles: a sidewall portion of the carbody; a roof portion of the carbody; a floor portion of the carbody.

As previously noted, it is preferred that each of these portions of the carbody comprises the profiles and in particular that at least one section and/or cross-section of the carbody is largely or fully produced of such profiles.

Likewise, at least one curved profile may form a corner portion of the carbody. Preferably, four curved profiles form respective corner portions of the carbody and are preferably connected to further profiles e.g. belonging to any of a roof, floor or sidewall portion.

Also, the profiles that are arranged at both sides of a plane of the longitudinal section (e.g. a plane of symmetry) of the carbody are preferably structurally similar. Any of the above features in connection with the longitudinal section plane may be provided in this context as well.

The invention also concerns an assembly, comprising a rail vehicle carbody according to one of the above aspects and an end cab section attached to the carbody. This attachment may be produced according to any of the measures discussed herein, e.g. in connection with the respective method embodiment. Likewise, the invention concerns a rail vehicle (e.g. a wagon, railcar or power car) comprising a carbody according to any of the above aspects.

Embodiments of the invention are discussed below with respect to the attached schematic figures. Similar features may be assigned the same reference signs throughout the figures.

Fig. 1 is a schematic view of a rail vehicle carbody according to an embodiment of the invention.

Fig. 2 is a more detailed front view of the carbody of figure 1.

Fig. 3 is a partial view of the carbody of figure 2 when arranged in an assembly jig arrangement.

Fig. 4 is a schematic view of an optional profile locking mechanism including local deformation.

Figs. 5 & 6 are partial views of the carbody of figure 2 including an optional longitudinal tensioning arrangement.

Fig. 7 is a partial view of the carbody similar to figure 2 including an optional fixing arrangement for connecting to an end cab section.

Fig. 8 is a view of a carbody according to a further embodiment which includes cuts to define a crush zone.

Figure 1 shows an assembly 100 according to an embodiment of the invention. The assembly 100 comprises a carbody 13 according to an embodiment of the invention. The carbody 13, as well as any further carbody 13 of the following figures, has been manufactured according to a method of this disclosure.

The carbody 13 defines a partially enclosed space e.g. acting as a passenger compartment and, more specifically, an elongated hollow profile with open end sections 14. Accordingly, the carbody 30 may also be referred to as a carshell. As a mere example, figure 1 depicts that an end cab section 19 comprising a driver's cab is attached to the end section 14 facing the viewer. The carbody 13 is hence used to produce a rail vehilce 102 and more specifically a railcar but could also be used to produce a wagon without any traction system or driver's cab.

The carbody 13 is depicted in a non-final stage of production. More precisely, it is depicted in a state where a plurality of profiles 16 have been connected to define the basic shape or structure of the carbody 13. Preferably, the profiles 16 have also been welded together. Yet, as a further subsequent step of production, cutouts may be produced in at least some of the profiles 16 to define spaces for windows and/or doors. Such cutouts may be produced in an automated manner and in particular by means of industrial robots comprising suitable cutting tools.

Figure 1 also includes a longitudinal axis L1 of the carbody 13. It can be seen, that the profiles 16, which are merely schematically illustrated and not all of which are marked by a respective reference sign, extend along said longitudinal axis L. In fact, a length L, which is marked for a lower profile 16, by far extends the height H (or width) and thickness T of each profile 16. In each case, the length L may be larger by a factor of at least five or at least ten. Accordingly, the profiles 16 may be referred to as being elongated. They each have longitudinal axes L which again is marked as an exemplary case for the lower profile 16 in figure 1. These longitudinal axes L extend in parallel to the longitudinal axis L1 of the carbody 13. The end sections 14 extend orthogonally to each of the longitudinal axes L, L1.

The number and distribution of profiles 16 in figure 1 is simplified and shown in greater detail in figure 2. Figure 2 is a front view of the end section 14 which faces the viewer in figure 1. Accordingly, the longitudinal axis L1 of the carbody 13 as well as of each of the profiles 16 extend orthogonally to the plane of figure 2. The end section 14 resembles a vertical cross-section through the carbody 13 The profiles 16 are shown in a state in which they are engaged with adjacent profiles 16. More precisely, each profile 16 is engaged with an adjacent profile 16 at both top and bottom faces 20, 22 thereof. In case of the horizontally arranged profiles 16 in a floor portion 24, the top and bottom faces 20, 22 could also be referred to as left and right faces or side faces. The faces 20, 22 of adjacent profiles 16 preferably contact one another and enclose a longitudinally extending gap with one another. This gap runs along the respective inside or outside 34, 36 of the adjacent profiles 16.

The profiles 16 are marked by respective identifies 1-12 in figure 2, whereas not each of the profiles 16 is marked by the respective reference sign 16. The profiles 16 are engaged with one another in planes and/or at faces that are marked by dotted lines. Each identifier 1-12 identifies a specific type of profile 16. A longitudinal section plane P which extends orthogonally to the plane of figure 2 is equally marked. This longitudinal section plane P preferably represents a plane of symmetry of the carbody 13. Further, it preferably extends through a geometric centre of the carbody 13 and in particular its end section 14 and/or (virtually) splits the carbody 13 in half and/or is positioned at half the width W of the carbody 13.

According to the identifiers 1-12, a large number of identical profiles 16 exist. In fact, only the profiles 16 labelled 1, 2, 11, 12 which are directly adjacent to the longitudinal section plane P are not identical to one another. Even though they are identically sized and/or curved, a difference may exist with regard to their joining interfaces 26. Specifically, these joining interfaces 26 may at opposite and/or adjacent sides of the profiles 1, 2 and 12, 11 be configured differently so that they can be brought into engagement with one another.

On the other hand, e.g. the profiles 16 labelled 3-10 are structurally identical to one another. This reduces the number of different profiles 16 having to be produced. Instead, these profiles 3-10 may be identical but rotated about a vertical axis relative to one another, said axis e.g. extending in the longitudinal section plane P. This way, similarly curved portions or angle/corner portions may be provided e.g. in case of the profiles 4, 9, 3 and 7.

In general, at least the profiles 16 labelled 1-3 form a roof portion 28 of the carbody 13, whereas at least the profiles 16 labelled 5-8 from sidewall portions 30 and at least the profiles 16 labelled 10-12 form a floor portion 32. As a particularly preferred embodiment, the profiles 16 fully enclose a cross-section of the carbody 13 and/or define an enclosed shall of said carbody 13. This does not withstand that cutouts may be produced in the carbody 13 at later stages, e.g. to provide room for windows and doors.

The profiles 16 identified as 4 and 9 form corner portions, wherein the profiles 4 connect the roof portion 28 to the sidewalls 30 and the profiles 9 connect the floor portion 32 to the sidewalls 30. The profiles 16 forming corner portions are bent or curved, e.g. about the longitudinal axis L1 of the carbody 13. As evident in the detailed view of figure 3, they comprise faces 20, 22 with joining interfaces 42, wherein said faces 20, 22 extend at an angle to one another (or, differently put, in nonparallel planes). This enables that profiles 16 which equally extend at an angle to one another are connected by means of such curved profiles 16.

As further evident from figure 2, each profile 16 is an aluminium extrusion that is largely hollow and has an outer surface 34 as well as an inner surface 36. As an example, this is marked for the profile 16 identified as 1. A largely hollow core 38 is arranged between the outer and inner surface 34, 36, said core 38 being partially filled with stabilising ribs 40 (see also figure 3). According to one example, an insulating foam is injected into said hollow core 38 to provide in particular a heat insulating effect.

From figure 2, it is generally evident that after connecting the profiles 16 and preferably welding them together along their contacting faces and/or joining interfaces, a complete structure of the carbody 13 is provided. This is different from known constructions of the prior art, wherein e.g. corner portions include a number of different elements that have to be welded together to form typical side sills.

Likewise, the floor portion 32 represents an advantageous structural simplification compared to known solutions. Said floor portion 32 can directly be used to attach interior elements and/or a floor covering thereto. In particular, no additional floor panels or floor beams as in known carbody constructions need to be provided. Generally, with the present solution, further known elements in carbody constructions such as cantrails, side sills, car lines, sheer plates, bolsters, stiffeners and brackets can be significantly reduced in number or even omitted. This is e.g. because the profiles 16 directly provide needed interior surfaces 36 for attaching interior components or floorings thereto. Furthermore, the profiles 16 are marked by a high stiffness e.g. due to their inner and outer surfaces 34, 36 being spaced apart from one another with optional ribs 40 extending therebetween.

Referring to Fig. 3, the connection between adjacent profiles is discussed in further detail. Fig. 3 is an enlarged partial view of the encircled area in Fig. 2. It thus shows the corner profile 16 labelled 9 as well as the adjacent profiles 16 labelled 8, 10. Again, planes where said profiles 8-10 are connected to one another are marked by dotted lines.

Each profile 16 labelled 8-10 comprises a joining interface 42 at a face or a side facing an adjacent prolife 16 labelled 8-10. The joining interfaces 42 are brought into engagement with one another. For doing so, a least one comprises a recess 44 and the other a correspondingly shaped and dimensioned protrusion 46. Yet, an undercut may be provided so that the joining interfaces 42 may only be slidingly inserted into one another when one is pushed or pulled relative to the other along the longitudinal axes L, L1. Preferably, a type of dovetail connection is formed by means of the undercut.

In general, the engagement between the joining interfaces 42 may be such that relative movements between engaged profiles 16 in any directions orthogonal to the longitudinal axis [are suppressed. Accordingly, the engaged profiles 16 may be locked together in an up and down direction as well a left and right direction in Fig. 3.

It is to be understood that respectively configured joining interfaces 42 are provided at each profiles 16 of Fig. 2 and engaged with adjacent profiles 16 and their joining interfaces 42 along the dotted connections planes.

Fig. 3 also includes details on an optional assembly jig arrangement 50. A position of said assembly jig arrangement 50 is indicated by dotted lines in Fig. 2 as well. It preferably extends along at least half the length of the carbody 13. The assembly jig arrangement 50 comprises a core part 52 and a shell part 54. These enclose a space between them in which the profiles 16 of the carbody 13 are arranged. Note that only one of the core part 52 and shell part 54 could be provided as well.

Each of the core part 52 and shell part 54 comprises guiding structures 56 which extend towards an opposite profile 16. As a mere example, the guiding structures 56 each comprise a roller 58 whose non-illustrated rotational axis extends orthogonally to the longitudinal axes L, L1. Each guiding structure 56 is received in an optional guiding interface 60 of a profile. Not each roller 58 and guiding interface 60 is marked by a respective reference sign in Fig. 3. The guiding interfaces 60 have C-or clamp like cross sections and limit relative displacements between the profiles 16 and the guiding structures 56 in directions transverse to the longitudinal axis L. As an example, the profile 16 identified as 9 in Fig. 3 may be first inserted into the assembly jig arrangement 50. For doing so, it may be pushed along the longitudinal axis L1 with the guiding structures 56 cooperating with and/or being received in the guiding interfaces 60. Afterwards, e.g. the adjacent profile 16 labelled 10 may be axially pushed into the assembly jig arrangement 50. Apart from the guiding interfaces 60 receiving the guiding structure 56, this includes axially inserting its joining interface 42 into the adjacent joining interface 42 of the profile 16 identified as 9, thereby engaging these joining interfaces 42 with one another. Specifically, the joining interface 42 of the inserted profile 16 may be pushed along the other joining interface 42 while being partially received therein, thereby increasing a length of engagement.

Preferably, the joining interfaces 42 are provided along the full length of each profile 16. A (final) length of engagement of adjacent profiles 16, preferably corresponds to the length of said profiles 16.

After having produced a respective engagement between the joining interfaces 42 of adjacent profiles 16, weld seams may be produced for further securing the profiles 16 to one another. Preferably, these weld seams are produced along the faces 20, 22 of the profiles 16 comprising the joining interfaces 42 (cf. Figure 2). These faces 20, 22 confine a longitudinally extending gap along the outside 34 and inside 36 of adjacent profiles 16 and the weld seams may be provided so as to close said gaps. A position of the weld seams thus corresponds to the arrows 34, 36 in figure 3 and may be provided at similar positions at each of the engaged joining interfaces 42 of adjacent profiles 16. The weld seams preferably run in parallel to any of the longitudinal axes L, L1.

Fig. 4 shows an optional way of locking adjacent profiles 16 more securely to one another. End sections of two adjacent profiles 16 (which may be any of the profiles 16 identified as 112 in Fig. 2) are schematically illustrated along with exemplary joining interfaces 42. The latter are engaged with one another. In one of the joining interfaces 42 (that is preferably configured as a protrusion 46 and received in a recess 44 of an adjacent joining interface 42), an opening 62 is provided. A steel cable 64 is guided through the opening 62. The cable 64 has a section with an enlarged cross-section. Said section is formed by a tapper like object 66. A diameter of said object 66 exceeds that of the opening 62. When pulling the cable 62 as indicated by a respective arrow in Fig. 4, the object 66 is forced though the opening 62. This locally deforms the joining interface 42 and presses it more tightly against the surrounding adjacent joining interface 42.

Figs. 5 and 6 show further optional embodiments. Specifically, Fig. 5 shows a partial view of the carbody 13 similar to figure 3 but without the assembly jig arrangement 50. In the corner profile 16 identified as 9, two longitudinal tensioning arrangements 68 are inserted. These each comprise an anchoring plate 70 as well as a preloaded (i.e. tensioned) steel cable 72. Any of the profiles 16 of figure 2 may comprise one or more respective longitudinal tensioning arrangements 68. Yet, these are particularly advantageous in the floor portion 32 and roof portion 28 as well as in the corner profiles 16 identified as 4 and 9 in figure 2. This is because these profiles 16 may be exposed to substantial pressure forces acting transversely to their longitudinal axes (e.g. vertical pressure forces). Accordingly, a risk of sagging and/or bending under these forces increases. By providing the longitudinal tensioning arrangements 68, the axial tension of the profiles 16 is increased, so that a risk bending under transverse forces or, differently put, camber is lowered.

Figure 6 is a schematic view for illustrating details of a longitudinal tensioning arrangement 68. Again, an anchoring plate 70 and steel cable 72 are shown. As an optional feature, the steel cable is connected to a threaded rod 74 which extends through an opening in the anchoring plate 70. A nut 76 is provided to secure the anchoring plate 70 at the threaded rod 74. When pulling the cable 72 towards the depicted profile 16, the anchoring plate 70 rests against a hollow space 78 within the profile 16 that is partially enclosed by the previously discussed ribs 40. At an opposite end section 14, a similar anchoring plate 70 as well as threaded rod 74 and nut 78 are provided. By tightening the nuts 76 at the respective end sections 14, a tension of the cable 72 can be set and e.g. readjusted according to a maintenance schedule.

Figure 7 illustrates a detailed perspective view of a portion of the carbody 13 similar to figure 5. A fixing element 80 is shown which may be attached to or maybe an integral part of the endcab section 19 of Figure 1. The profile 16 identified as 8 (or any other of the profiles 16) comprises a receiving pocket 82 preferably in its core 48. The fixing element 80 is at least partially axially inserted into said receiving pocket 82. This way, fixing holes 84 provided in the fixing element 80 as well as in the profile 16 may be brought into alignment to e.g. insert fixing bolts therein.

Fig. 8 shows a partial perspective view of the carbody 13 of Figs. 1-2. In this case, a cut-out 89 for mounting a window has been produced. Likewise, a number of cuts 90 or other sections with locally removed material is provided. These help to deliberately weaken the carbody 13 near one of its end sections 14. In case of a frontal crash, the carbody 90 will significantly deform in the area of the cuts 40, thereby acting as a crush zone and dissipating a significant share of energy.

Claims (31)

1. Patent Claims 1 Method for manufacturing a rail vehicle carbody (13), comprising: providing a plurality of elongated profiles (16), each profile (16) having at least one joining interface (42); sliding the profiles (16) relative to another, wherein the sliding motion takes place along a longitudinal axis (L) of at least one of the profiles (16); and wherein the joining interfaces (42) are brought into engagement by way of said sliding motion and the engagement limits relative movements of the profiles (16) orthogonally to the longitudinal axis (L).
2. 2 Method according to claim 1, characterised in that a length along which the engagement is produced increases as a function of the sliding motion.
3. 3 Method according to claim 1 or 2, characterised in that the joining interface (42) of at least one profile (16) has a partially open cross-section when viewed in a plane extending orthogonally to the longitudinal axis (L) of said profile (16).
4. 4 Method according to any of the above claims, characterised in that at least one curved profile (16) is arranged to form a corner portion of the carbody (13).
5. Method according to any claim 4, characterised in that the profile (16) has joining interfaces (42) at different faces (20, 22) to engage with adjacent profiles (16), said faces (20, 22) extending at an angle to another.
6. 6 Method according to any of the above claims, characterised in that the profiles (16) are used to form any of: a sidewall portion (30) of the carbody (13); a roof portion (28) of the carbody (13); a floor portion (32) of the carbody (13).
7. 7. Method according to any of the above claims, characterised in that at least two profiles (16) that are arranged at both sides of a longitudinal section plane (P) of the carbody (13) are structurally similar.
8. 8 Method according to claim 7, characterised in that the similar profiles (16) form corner portions of the carbody (13) and are rotated relative to one another about an axis extending orthogonally to their longitudinal axes (L).
9. 9 Method according to any of the above claims, characterised in that at least one of the profiles (16) is guided during the sliding motion by at least one guiding structure (56) of an assembly jig arrangement (50).
10. 10. Method according to claim 9, characterised in that the profile (16) comprises a guiding interface (60) for cooperating with the guiding structure (56).
11. 11. Method according to claim 10, characterised in that the guiding structure (56) and the guiding interface (60) are brought into engagement with one another.
12. 12. Method according to one of claims 9 to 11, characterised in that the assembly jig arrangement (50) provides at least one guiding structure (56) at an inside of at least one the profiles (16) and at least one guiding structure (56) at an outside of at least one of the profiles (16).
13. 13. Method according to one of claims 9 to 12, characterised in that the assembly jig arrangement (50) comprises at least one actuator for providing the sliding motion.
14. 14. Method according to any of the above claims, characterised in that at least one of the profiles (16) is at partially deformed after engaging the joining interfaces (42), thereby securing the profiles (16) to one another and preventing a further sliding relative movement.
15. 15. Method according to any claim 14, characterised in that said deformation includes deforming the joining interface (42) of said profile (16) .
16. 16. Method according to one of claims 14 to 15, characterised in that the deformation includes pushing and/or pulling an object (66) through an opening (60) in said profile (16), the object (66) being larger than said opening (60).
17. 17. Method according to any of the above claims, characterised in at least partially filling at least one of the profiles (16) with an insulating material.
18. 18. Method according to any of the claim 17, characterised in injecting the insulating material into and thereby filling the at least one profile (16)
19. 19. Method according to any of the above claims, characterised in tensioning at least one profile (16) by means of a longitudinally tensioning arrangement (68).
20. 20. Method according to claim 19, characterised in that the longitudinally tensioning arrangement (68) at least partially extends through hollow sections of the profile (16).
21. 21. Method according to claim 19 or 20, characterised in that the longitudinally tensioning arrangement (68) comprises a tensioned cable (72).
22. 22. Method according to any of the above claims, characterised in welding at least two profiles (16) to one another, said profiles (16) having engaged joining interfaces (42).
23. 23. Method according to claim 22, charaterised in that weld seams are at least partially simultaneously produced at a first side (34) of the profiles (16) and at an opposite second side (36) of the profiles (16).
24. 24. Method according to any of the above claims, characterised in attaching an end cab section (19) to the carbody (13) .
25. 25. Method according to any of the above claims, characterised in producing a number of cuts (90) in at least some of the profiles (16) and/or at least locally removing material from said profiles (16) to define a crush zone of the carbody (13).
26. 26. Rail vehicle carbody (13), comprising a plurality of elongated profiles (16), wherein adjacent profiles (16) are connected by means of joining interfaces (42) of the profiles (16) that are engaged with one another; wherein said engagement of the joning interfaces (42), at least during an initial stage, enables a relative sliding movement of the profiles (16) along a longitudinal axis (L) of at least one of the profiles (16).
27. 27 Rail vehicle carbody (13) according to claim 26, characterized in that at least one the following comprises the profiles (16): a sidewall portion (30) of the carbody (13); a roof portion (28) of the carbody (13); a floor portion (32) of the carbody (13).
28. 28. Rail vehicle carbody (13) according to claim 26 or 27, characterized in that at least one curved profile forms a corner portion of the carbody.
29. 29. Rail vehicle carbody (13) according to any of claims 26 to 28, characterised in that at least two of the profiles (16) are arranged at both sides of a longitudinal section plane (P) of the carbody (13) and are structurally similar.
30. 30. Assembly (100), comprising a rail vehicle carbody (13) according to one of the claims 26 to 29 and an end cab section (19) attached to the carbody (13).
31. 31. Rail vehicle (102), comprising a rail vehicle carbody (13) according to one of the claims 26 to 29.