US20140290529A1 - Assembly method for a window of a rail vehicle, and rail vehicle - Google Patents

Assembly method for a window of a rail vehicle, and rail vehicle Download PDF

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Publication number
US20140290529A1
US20140290529A1 US14/358,796 US201214358796A US2014290529A1 US 20140290529 A1 US20140290529 A1 US 20140290529A1 US 201214358796 A US201214358796 A US 201214358796A US 2014290529 A1 US2014290529 A1 US 2014290529A1
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US
United States
Prior art keywords
window unit
rail vehicle
wall
clamping frame
opening
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.)
Abandoned
Application number
US14/358,796
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English (en)
Inventor
Andreas Tazreiter
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.)
Knorr Bremse GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Schienenfahrzeuge 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 Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Assigned to KNORR-BREMSE SYSTEME FUR SCHIENENFAHRZEUGE GMBH reassignment KNORR-BREMSE SYSTEME FUR SCHIENENFAHRZEUGE GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: TAZREITER, ANDREAS
Publication of US20140290529A1 publication Critical patent/US20140290529A1/en
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D25/00—Window arrangements peculiar to rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49826—Assembling or joining

Definitions

  • Disclosed embodiments relate to a rail vehicle comprising a wall/a door, with an opening arranged therein, and a window unit, which is arranged in the opening. Disclosed embodiments also relate to a method of installing a window unit in an opening of a wall/of a door of a rail vehicle.
  • FIG. 1 shows, for this purpose, a cross section through a rail-vehicle wall 1 which has an opening with an all-round rebate 2 .
  • a window unit 3 has been inserted into the rebate 2 .
  • the wall 1 comprises inner paneling 4 outer paneling 5 and a frame 6 , which runs along the aforementioned opening and in which the first rebate 2 is made.
  • the window unit 3 is retained by a seal 7 .
  • the operation of installing the window unit 3 here comprises essentially two steps, namely those of installing the seal 7 on the unit 3 or in the frame 6 and of inserting the unit 3 , with the seal 7 installed, into the frame 6 , or of inserting the unit 3 into the seal 7 , which has been installed on the frame 6 .
  • Installation often requires special tools, e.g. an “installation cable”.
  • the arrangement which is shown does not have sufficient sealing for the high loading which occurs in a high-speed train, and this may result in the ingress of water between the window unit 3 and the seal 7 and/or between the frame 6 and the seal 7 .
  • FIG. 2 shows a cross section through a wall 1 of a further rail vehicle, the wall, in turn, having an opening with an all-round rebate 2 .
  • a window unit 3 which comprises an inner panel 8 , an outer panel 9 and a spacer frame 10 , has been inserted into the rebate 2 .
  • the wall 1 once again, comprises inner paneling 4 outer paneling 5 and a frame 6 , which runs along the aforementioned opening and in which the first rebate 2 is made.
  • the window unit 3 is adhesively bonded in the rebate 2 with the aid of an adhesive 11 . For correct installation, in particular correct adhesive bonding, of the window unit 3 , a number of boundary conditions have to be observed.
  • the unit is adhesively bonded in a separate carrying frame, which projects beyond the outer contour of the unit.
  • This makes it possible for the unit to be screwed into the vehicle wall directly with the aid of the carrying frame. Since the aforementioned carrying frame projects beyond the unit, it is only the carrying frame, rather than the unit, which needs to be drilled for the screw-connection holes.
  • This solution has the disadvantage that it is only possible for the unit to be changed over together with the carrying frame, even though it is usually the case that, while the unit is in need of replacement, the carrying frame is still intact. This unnecessarily increases the costs of repairing a rail vehicle. It would also be possible, in theory, to insert a new unit into the carrying frame.
  • Disclosed embodiments provide an installation method for a window of a rail vehicle and a rail vehicle.
  • disclosed embodiments provide a solution which has also been tried and tested for a high-speed train and allows a window unit to be changed over in a rapid and cost-effective manner.
  • FIG. 1 shows a first variant of a prior-art window unit installed in a wall of a rail vehicle, the window unit being retained by a seal;
  • FIG. 2 shows a second variant of a prior-art window unit installed in a wall of a rail vehicle, the window unit being adhesively bonded in the wall;
  • FIG. 3 shows an example of an installation situation in which a window unit is retained in the wall by a clamping frame.
  • Disclosed embodiments provide a rail vehicle which comprises a clamping frame which is inserted in an opening, and arranged in front of the window unit, and has a region of overlap with the window unit in the plane of the wall/of the door.
  • Disclosed embodiments comprise the steps of a) inserting the window unit into the opening, and b) inserting a clamping frame into the aforementioned opening, wherein the clamping frame is arranged in front of the window unit and has a region of overlap therewith in the plane of the wall/of the door.
  • a window unit it is thus made possible for a window unit to be installed or changed over without any need for it to be adhesively bonded.
  • the operation of installing the window unit thus does not require any spaces which are suitable specifically for adhesive bonding, and it can also be carried out correctly by less qualified workers. This lowers the costs of changing over a window unit, which is important specifically in respect of increasing vandalism.
  • the window unit may be of frameless design. By doing away with a specific frame which projects beyond the circumference of the window unit, the costs of changing over a window unit can be reduced yet further, since it is only a defective window unit, and not the frame enclosing it, which has to be changed over. It is usually the case that, even if the window unit is destroyed, the frame remains intact. Furthermore, the weight of the frame is done away with, in which case the window unit is more lightweight to handle and therefore the risk of damage to the window unit, or to the wall or to the door in which the window unit is installed, is reduced.
  • the opening in the wall/the door may have a first all-round rebate and a second rebate, which is offset in relation to the first rebate, wherein the window unit is inserted into the first rebate and the clamping frame is inserted into the second rebate.
  • the window unit is inserted into the first rebate in step a) and the clamping frame is inserted into the second rebate in step b). This allows the operations of installing and removing the window unit to take place in a very rapid and cost-effective manner.
  • the window unit may be retained in the opening merely by the first rebate and the clamping frame. Dispensing with further retaining means beyond the means mentioned above allows the operations of installing and removing the window unit to take place in an even more rapid and cost-effective manner.
  • the rail vehicle may comprises a second clamping frame, which is arranged in front of the window unit and is located opposite the first clamping frame, as seen in relation to the window unit.
  • a second clamping frame is thus inserted into the wall prior to step a). It is thus possible to do away altogether with rebates in the wall/the door, and this simplifies the construction of the latter.
  • the two clamping frames for their part, may be sealed in the direction of the vehicle wall or door by at least one deformable sealing element.
  • the window unit may be retained in the opening merely by the two clamping frames. Dispensing with further retaining means beyond the means mentioned above allows the operations of installing and removing the window unit to be carried out in an even more rapid and cost-effective manner.
  • At least one clamping frame may terminate flush with the wall/the door. It is thus possible, on the one hand, to reduce the risk of injury from parts which stick out and also—if the clamping frame has been installed on the outside of the rail vehicle—to improve the aerodynamics of the same.
  • At least one clamping frame may project out of the plane of the wall/of the door. This makes it easier for the clamping frame to be pulled out of the opening of the wall/of the door during removal.
  • a seal may be provided between the wall and the window unit and/or between the clamping frame and the window unit. This makes it possible, on the one hand, to achieve good sealing in respect of water and sound and good thermal insulation. Also possible as a result is good tolerance compensation for the components involved in retaining the window unit.
  • the seal may have a plurality of ribs or grooves running along a surround of the opening. On the one hand, this improves the sealing function; on the other hand, it also reduces the amount of force which is necessary for compressing the seal and thus, ultimately, the pressure applied to the window unit and the clamping frame or the wall.
  • At least one clamping frame may be screwed to the wall/the door or two clamping frames are screwed to one another. This allows in particular the operation of removing the window unit to take place, even repeatedly, in a rapid and cost-effective manner.
  • At least one clamping frame may be of hollow design. This allows the weight of the clamping frame to be reduced to a considerable extent.
  • a screw for the screw-connection of the clamping frame may be arranged in the cavity of the clamping frame. It is thus possible to avoid screw heads projecting beyond the clamping frame, without having to countersink head screws for this purpose.
  • An opening e.g., a bore or a slot
  • a covering This allows the interior of the clamping frame to be well safeguarded against dirt and corrosion.
  • a clamping frame may be arranged on the inside of the wall/of the door of the rail vehicle. This likewise makes it possible to reduce the tendency toward corrosion.
  • the outside of the rail vehicle may be of comparatively planar configuration, which improves the aerodynamics thereof.
  • At least one clamping frame may be formed by a plurality of loose clamping strips. This readily makes it possible to compensate for installation tolerances, the clamping strips being shortened as required.
  • FIG. 3 shows a cross section through a wall 1 of a rail vehicle.
  • a window unit 3 has been inserted into an opening of the wall 1 .
  • the opening comprises a first all-round rebate 2 , into which a window unit 3 has been inserted.
  • the wall 1 comprises inner paneling 4 outer paneling 5 and a frame 6 , which runs along the aforementioned opening and in which the first rebate 2 is made.
  • the wall 1 could also comprise aluminum profiles without any independent inner or outer paneling.
  • the rebate 2 would be made directly in the wall 1 , for example by milling.
  • a seal 7 is provided between the wall 1 and the window unit 3 , the seal having a plurality of ribs or grooves running along the surround of the opening. It would, of course, also be possible for just one rib or groove to be provided in the seal 7 .
  • the seal 7 between the wall 1 and the window unit 3 is of single-part design in this example; it would, of course, also be conceivable to use a multi-part seal 7 .
  • the window unit 3 comprises an inner panel 8 , an outer panel 9 , which is adhesively bonded to a central panel 12 via an adhesive layer 13 , and a spacer frame 10 , which is arranged between the inner panel 8 and the central panel 12 .
  • the opening has arranged in it a second rebate 14 , which is offset in relation to the first rebate 2 , and a clamping frame 15 , which is inserted into the second rebate 14 .
  • the clamping frame 15 may be of single-part design or may be formed by a plurality of loose clamping strips.
  • the clamping frame 15 projects beyond the second rebate 14 in the plane of the wall 1 in the direction of the window unit 3 , that is to say the clamping frame 15 has a region of overlap with the window unit 3 .
  • the window unit 3 is thus retained in the opening by the first rebate 2 and the clamping frame 15 when the clamping frame 15 has been inserted into the second rebate 14 ; there is no need for any further retaining means.
  • the window unit 3 has been inserted directly into the first rebate 1 , that is to say it is also the case that the window unit 3 does not require any carrying frame, containing fastening holes, fixed to it to retain it in the opening.
  • the window unit 3 can be installed in the opening of the wall 1 of the rail vehicle using a particularly efficient method.
  • the latter comprises the following steps:
  • the costs can be reduced yet further, since it is only a defective window unit 3 , but not the carrying frame enclosing it, the carrying frame usually remaining intact, which has to be changed over. Furthermore, the weight of the carrying frame is done away with, in which case the window unit 3 is more lightweight to handle and therefore the risk of damage to the window unit 3 , or to the wall 1 , is reduced.
  • the clamping frame 15 is of hollow design and is screwed to the wall 1 .
  • a screw 16 is arranged in the cavity of the clamping frame 15 , wherein an opening, e.g. a bore or a slot, in the clamping frame 15 for the aforementioned screw 16 is closed by a covering 17 .
  • All that is therefore required for the operation of installing a window unit 3 are standard tools which are present, in practice, in any workshop, for example an Allen wrench. It would therefore also be possible, in principle, for the window unit 3 to be changed over in a railroad station, if there is inherent danger caused, for example, by protruding splinters or the like.
  • the clamping frame 15 is sealed in the direction of the wall 1 by a seal 18 .
  • the seal 18 acts as a barrier against penetrating dirt and cleaning agents, and can expediently be interrupted (at the bottom) for drainage/ventilation of the second rebate.
  • a seal 7 is provided not just between the wall 1 and the window unit 3 , but also between the clamping frame 15 and the window unit 3 . Instead of the two-part seal 7 which is shown in FIG. 3 , it would also be possible to provide a single-part seal. Good tolerance compensation can be achieved by providing the seals 7 and 18 .
  • window-unit installation using a clamping frame 15 is suitable in respect of a high level of seal-pressing action and is thus suitable under the high loading which arises in high-speed transport, in particular for rail vehicles with a maximum speed above 200 km/h.
  • the clamping frame 15 is arranged on the inside of the wall 1 and projects out of the plane of the wall 1 . It would, of course, also be possible, however, for the clamping frame to be arranged on the outside and/or to terminate flush with the wall 1 .
  • a particular advantage of the design illustrated in FIG. 3 is that the clamping frame 15 is arranged on the inside of the vehicle and there are therefore no parts projecting beyond the outer surface of the vehicle. This provides a good safeguard, in design terms, against corrosion. Protruding parts on the outside would be exposed, for example, to the brushes of a system for washing the rail vehicle and would lose their corrosion protection, over time, at the edges which are the inevitable result of parts which stick out. This is largely avoided in the proposed solution because it is only the outer paneling 5 , the frame 6 , which is flush with the paneling, the window unit 3 and the seal 7 which are visible from the outside of the vehicle. The clamping frame 15 is hardly exposed to any corrosion at all since it is arranged on the inside of the vehicle.
  • the seal 7 it would be possible for the seal 7 to project beyond the frame 6 , in a manner similar to that illustrated in FIG. 1 .
  • the outer paneling 5 it would be possible for the outer paneling 5 to cover the frame 6 completely, that is to say to extend as far as the upper edge thereof.
  • the unit 3 it would also be conceivable for the unit 3 to be retained by clamping frames 15 arranged on either side. In this case, it is possible to do away with the first rebate 2 . It is also possible to do away with the second rebate 14 if the two clamping frames 15 are screwed directly to one another.
  • the frame profile 6 which is then used may be, for example, a straightforward rectangular tube. If the unit 3 is retained by clamping frames 15 arranged on either side, then, in the case of the method of installing the window unit 3 , a second clamping frame would be inserted prior to step a), and this second clamping frame, following completion of steps a) and b), would be arranged in front of the window unit 3 and located opposite the first clamping frame 15 , as seen in relation to the window unit 3 .
  • a wall 1 with a window unit 3 installed may, in reality, also comprise more or fewer constituent parts than illustrated.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Window Of Vehicle (AREA)
  • Securing Of Glass Panes Or The Like (AREA)
  • Specific Sealing Or Ventilating Devices For Doors And Windows (AREA)
US14/358,796 2011-11-18 2012-11-14 Assembly method for a window of a rail vehicle, and rail vehicle Abandoned US20140290529A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
ATGM627/2011 2011-11-18
ATGM627/2011U AT12938U1 (de) 2011-11-18 2011-11-18 Montageverfahren für ein fenster eines schienenfahrzeugs und schienenfahrzeug
PCT/EP2012/072571 WO2013072343A1 (de) 2011-11-18 2012-11-14 Montageverfahren für ein fenster eines schienenfahrzeugs und schienenfahrzeug

Publications (1)

Publication Number Publication Date
US20140290529A1 true US20140290529A1 (en) 2014-10-02

Family

ID=47681308

Family Applications (1)

Application Number Title Priority Date Filing Date
US14/358,796 Abandoned US20140290529A1 (en) 2011-11-18 2012-11-14 Assembly method for a window of a rail vehicle, and rail vehicle

Country Status (8)

Country Link
US (1) US20140290529A1 (de)
EP (1) EP2817191A1 (de)
AT (2) AT12938U1 (de)
BR (1) BR112014011786A2 (de)
IN (1) IN2014KN01049A (de)
RU (1) RU2014124689A (de)
WO (1) WO2013072343A1 (de)
ZA (1) ZA201404413B (de)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018210517A1 (de) 2017-05-18 2018-11-22 Stadler Bussnang Ag Hilfsrahmen zum einsetzen in einen unlösbar mit einer aussenwand verbundenen fensterrahmen, schienenfahrzeug mit einem fenstersystem
JP2019006220A (ja) * 2017-06-23 2019-01-17 株式会社総合車両製作所 鉄道車両の窓構造
US20200247436A1 (en) * 2017-09-29 2020-08-06 Siemens Mobility GmbH Customer-specific vehicle door leaf, for example for a rail vehicle
US11377128B2 (en) * 2017-09-29 2022-07-05 Siemens Mobility GmbH Vehicle door leaf frame and vehicle door leaf, for example for a rail vehicle
WO2023213842A1 (de) * 2022-05-04 2023-11-09 Knorr-Bremse Gesellschaft Mit Beschränkter Haftung Fixierungsvorrichtung und verfahren zum fixieren einer fensterscheibe eines fensters für ein schienenfahrzeug und fenster für ein schienenfahrzeug
WO2024199875A1 (de) * 2023-03-24 2024-10-03 Siemens Mobility GmbH Verbundglasfenstersystem, wagenkasten und spurgeführtes fahrzeug zum personentransport

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016108637B3 (de) * 2016-05-10 2017-10-12 Knorr-Bremse Gesellschaft Mit Beschränkter Haftung Schiebetüre für ein Schienenfahrzeug

Citations (2)

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Publication number Priority date Publication date Assignee Title
US1602868A (en) * 1926-01-11 1926-10-12 Teel & Company E Vehicle window
US2280389A (en) * 1940-05-06 1942-04-21 Om Edwards Co Inc Window construction

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US2038725A (en) * 1934-12-22 1936-04-28 Pittsburgh Plate Glass Co Car window construction
US2138374A (en) * 1938-01-18 1938-11-29 Om Edwards Co Inc Window construction
US2285003A (en) * 1939-01-26 1942-06-02 Om Edwards Co Inc Double window construction
US2354341A (en) * 1940-01-20 1944-07-25 Adlake Co Rubber glazing strip for multiple glass sash
US2461870A (en) * 1944-07-13 1949-02-15 Safety Car Heating & Lighting Window shade construction
IT1294236B1 (it) * 1997-08-04 1999-03-24 Agt S R L Dispositivo di fissaggio elastico di parabrezza o cristalli laterali a casse di veicoli o scocche, in particolare veicoli ferroviari
JP3470037B2 (ja) * 1998-02-24 2003-11-25 アルナ輸送機用品株式会社 車両用扉
FR2830236B1 (fr) * 2001-10-02 2004-02-27 Airbus France Dispositif de fixation d'un pare-brise d'aeronef
JP3936899B2 (ja) * 2002-09-17 2007-06-27 東急車輛製造株式会社 鉄道車両用の窓構造
JP4179895B2 (ja) * 2003-02-17 2008-11-12 日本車輌製造株式会社 鉄道車両用窓ガラスの取付け構造

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1602868A (en) * 1926-01-11 1926-10-12 Teel & Company E Vehicle window
US2280389A (en) * 1940-05-06 1942-04-21 Om Edwards Co Inc Window construction

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018210517A1 (de) 2017-05-18 2018-11-22 Stadler Bussnang Ag Hilfsrahmen zum einsetzen in einen unlösbar mit einer aussenwand verbundenen fensterrahmen, schienenfahrzeug mit einem fenstersystem
JP2019006220A (ja) * 2017-06-23 2019-01-17 株式会社総合車両製作所 鉄道車両の窓構造
US20200247436A1 (en) * 2017-09-29 2020-08-06 Siemens Mobility GmbH Customer-specific vehicle door leaf, for example for a rail vehicle
US11377128B2 (en) * 2017-09-29 2022-07-05 Siemens Mobility GmbH Vehicle door leaf frame and vehicle door leaf, for example for a rail vehicle
US11618484B2 (en) * 2017-09-29 2023-04-04 Siemens Mobility GmbH Customer-specific vehicle door leaf, for example for a rail vehicle
WO2023213842A1 (de) * 2022-05-04 2023-11-09 Knorr-Bremse Gesellschaft Mit Beschränkter Haftung Fixierungsvorrichtung und verfahren zum fixieren einer fensterscheibe eines fensters für ein schienenfahrzeug und fenster für ein schienenfahrzeug
WO2024199875A1 (de) * 2023-03-24 2024-10-03 Siemens Mobility GmbH Verbundglasfenstersystem, wagenkasten und spurgeführtes fahrzeug zum personentransport

Also Published As

Publication number Publication date
AT13113U1 (de) 2013-06-15
ZA201404413B (en) 2015-12-23
AT12938U1 (de) 2013-02-15
BR112014011786A2 (pt) 2017-05-09
EP2817191A1 (de) 2014-12-31
WO2013072343A1 (de) 2013-05-23
IN2014KN01049A (en) 2015-10-09
RU2014124689A (ru) 2015-12-27

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AS Assignment

Owner name: KNORR-BREMSE SYSTEME FUR SCHIENENFAHRZEUGE GMBH, A

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:TAZREITER, ANDREAS;REEL/FRAME:033146/0118

Effective date: 20140605

STCB Information on status: application discontinuation

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