EP2144802B1 - Ensemble d'elements pour une structure de coque de caisse de wagon - Google Patents

Ensemble d'elements pour une structure de coque de caisse de wagon Download PDF

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Publication number
EP2144802B1
EP2144802B1 EP08750150A EP08750150A EP2144802B1 EP 2144802 B1 EP2144802 B1 EP 2144802B1 EP 08750150 A EP08750150 A EP 08750150A EP 08750150 A EP08750150 A EP 08750150A EP 2144802 B1 EP2144802 B1 EP 2144802B1
Authority
EP
European Patent Office
Prior art keywords
kit according
chords
sheet
deep
sheet metal
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.)
Not-in-force
Application number
EP08750150A
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German (de)
English (en)
Other versions
EP2144802A1 (fr
Inventor
Martino Celeghini
Joachim Hecht
Andreas Stockinger
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 AG
Friedrich-Alexander-Universität Erlangen-Nürnberg
Original Assignee
Siemens AG
Friedrich-Alexander-Universität Erlangen-Nürnberg
Siemens Corp
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Filing date
Publication date
Application filed by Siemens AG, Friedrich-Alexander-Universität Erlangen-Nürnberg, Siemens Corp filed Critical Siemens AG
Publication of EP2144802A1 publication Critical patent/EP2144802A1/fr
Application granted granted Critical
Publication of EP2144802B1 publication Critical patent/EP2144802B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units
    • B61D17/045—The sub-units being construction modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units

Definitions

  • the invention relates to a kit for a car body shell structure of a rail vehicle, comprising a support structure, the at least two upper straps and a number of roof cross members for the roof area of the car body, at least two lower chords and a number of floor cross member for a bottom portion of the car body and a plurality of vertical columns and a plurality of window straps for side portions of the car body, and having at least one head module, wherein the shell structure is modular and the upper and lower chords are of uniform profile cross-section.
  • kit for a car body shell structure is for example from the JP 2001171514 A known.
  • Such a kit is usually used in the construction of rail vehicles of all kinds, both local and long-distance vehicles.
  • Such bodyshells often show within the kit used to make them a variety of simple single components, such as beveled sheets and open profiles, that are assembled into a framework with extremely time consuming welding operations in assembly.
  • an adaptation of the kit is required, often requiring significant adjustments to the elements of the kit and additions of components. In this way, very high costs arise both in the development and in the production of the car body shell.
  • the present invention seeks to provide a kit for a car body shell structure of a rail vehicle, which is claimed in the redesign of a car body shell reduced development time.
  • the proposed modular shell structure makes it possible to build a car body with a very small number of different elements for the kit.
  • the uniformity of the profile cross section of the upper and lower belt sections and the construction of the nodes can be used for the construction of different car body.
  • the Obergurt- and Untergurtabitese may be at least partially of uniform length. This will apply in most cases for the Obergurtabitese, while in the Untergurtabitesen the arrangement of any wheel arches can be observed.
  • both columns and window belts can be produced from a single extruded profile or roll-profiled profiles.
  • the columns and the cross member may be of uniform profile cross-section, which further reduces the variety of profiles to be used.
  • the nodes provided in the interior of the support structure can be of uniform construction in the region of the upper and lower straps. This also limits the variety of components of the kit.
  • the nodes are designed as sheet metal nodes.
  • a sheet metal node is made of sheet metal semi-finished, which is cut by beam-marked cutting process or punching tools and then suitably reshaped and then joined. The joining preferably takes place by welding or gluing with an adjacent belt section.
  • the sheet metal node can also be produced by deep drawing, wherein the sheet metal node can be suitably cut after the deep drawing process and, if necessary, be folded.
  • kits in particular the design of the sheet metal nodes used in its construction, emerge from the claims 13 to 23.
  • FIG. 1 shown carrier structure of a car body for a rail vehicle is modular.
  • two upper belts O are each divided into five upper belt sections OA, of which in the FIG. 1 for the sake of clarity, only one with a Reference number is provided.
  • FIG. 2 becomes one for FIG. 1 shown alternative support structure, in addition end modules or head modules E1, E2 are provided.
  • a centrally arranged longitudinal member LT is additionally provided in the roof area of the support structure.
  • the upper straps O the lower straps U and possibly also the longitudinal beams LT in the respective continuous nodes running continuously, so that there is no respective subdivision in L jossachsabbalde.
  • the longitudinal member LT in the roof area is connected to the upper chords O via cross-shaped sheet metal nodes BK4 and intermediate profiles ZP, which run in the transverse direction.
  • Two lower chords U are also divided into lower chord portions UA, leaving a central area free for accommodating a chassis.
  • the Obergurt- and Untergurtabitese OA, UA are uniform in terms of their profile cross-section and their length.
  • window straps F For connecting the upper straps O and the lower straps U vertical columns S are provided.
  • window straps F For the formation of window areas horizontally extending window straps F are used, which correspond to those of the vertical columns S in terms of their profile cross-section.
  • the window straps F are connected to the vertical columns S in an abutting connection.
  • each other cross member Q For horizontal connection of the upper chords O and the lower chords U with each other cross member Q are provided, which are of uniform profile cross-section and uniform length. Their profile cross-section corresponds to that of the vertical columns S and the window belt F.
  • FIG. 3 shows shell construction.
  • the representation of FIG. 3 is opposite to that of FIG. 1 to roof elements D1, D2 supplemented, wherein a central roof element D1 about the length of two Obergurtabroughe OA and the two outer roof elements D2 correspond approximately to the length of a Obergurtabiteses OA.
  • FIG. 4 shows an alternative subdivision of the roof area, in which two roof elements D1, which are denoted by the same reference numerals for simplicity, the length of two Obergurtabroughe OA correspond. At end faces eg the support structure of FIG. 2 End modules E1, E2 are attached.
  • Various vehicle lengths are realized for a given cross member length over the length of, for example, a head module.
  • a first plate knot type BK1 is used in the end face region of the support structure, which is used for the mechanical connection of a cross member Q, a Obergurtabiteses OA and a vertical column S.
  • the first sheet metal node type BK1 is always used when the said three elements of the support structure are to be connected to each other, as well as in the inner region of the lower flange U.
  • a second sheet metal knot type BK2 is used, which serves as a connection point between two successive Obergurtabroughen OA, a cross member Q and a vertical belt S.
  • a third type of sheet metal BK3 serves to connect a window belt F to a vertical belt S.
  • FIG. 5 gives a perspective view of a sheet metal knot BK2A type BK3. It serves as an element for connecting abutting profiles.
  • a sheet metal semi-finished product is used, which is first cut by a beam-honed cutting process or punching tools and then conventional Abkantoperationen are made, after which the third knot type BK3 with adjacent profiles, such as the window belt F or the vertical belt S is added.
  • the joining can be done by welding, other thermal joining methods, but also by gluing (especially when using light metals).
  • the sheet knot BK3A produced in this way is characterized by low production costs and high working accuracy.
  • FIG. 6 shows a second embodiment of the sheet knot type BK3.
  • a deep-drawn sheet metal knot BK3B is manufactured as follows: a deep-drawn cup made of sheet metal semi-finished is divided in the present embodiment by laser cutting or other separation method into uniform quarters, which is used to stiffen corners in abutting connections of profiles, such as the window belt F and the vertical belt S can serve.
  • a force is introduced into the sheet semifinished product in a conventional manner via a stamp, which leads to a collection of sheet metal semi-finished in a drawing ring.
  • the process is characterized by a combined tensile / compressive stress state.
  • the process is characterized by low production costs due to the use of established manufacturing processes, such as stamping and deep drawing. It is a high work accuracy feasible.
  • the diameter of the sheet metal tapping can be used to define the radius of curvature in the sheet metal node BK3B.
  • the BK3B type BK3 sheet metal knot thus produced is designed in two parts, each piece being joined individually to the adjoining profiles.
  • FIG. 7 Another embodiment of a BK3C sheet knot for use with type BK3 is apparent FIG. 7 , First, a suitable blank of the sheet metal semifinished product is made by punching or laser cutting. This is followed by forming by deep drawing. The resulting deep-drawn shape for the sheet metal node is then further tailored as needed. Also the in FIG. 7 shown sheet metal node BK3C is formed in two parts. It has the feature that a position of stiffening flanges FL can be defined via the drawing depth of the sheet metal semifinished product. These flanges FL face each other in the inner area of the knot.
  • FIG. 8 Two embodiments of a connecting element with stripping flanges F2 for the stiffening of corners in abutting connections of profiles go out.
  • the connecting element of FIG. 8 is used for example in a side wall of a car body at the openings of doors (BK5A) and windows (BK5B) used.
  • FIG. 8 In contrast to the deep-drawn sheet metal node execution FIG. 5 is it in the FIG. 8 illustrated stiffening element to a closed, deep-drawn structure. Vertical and horizontal profiles are connected via an encircling, trough-shaped node element.
  • FIGS. 9, 10 each show a cross-shaped, two-part structure of a sheet metal node.
  • This embodiment of a sheet metal node corresponds to the type BK4 FIG. 2 , It is therefore used in the connection between the central longitudinal beams LT and cross members Q in the roof area or underframe area used.
  • Its production process is also characterized by punching or beam-cut cutting of the sheet metal blank, subsequent forming by deep-drawing and blanking of the deep-drawn mold to obtain the illustrated cross-shaped formation.
  • Provided stiffening flanges FL can be arranged at a distance from each other ( Fig. 9 ) or directly adjacent ( Fig. 10 ).
  • An angle of the abutting profiles may be 90 °, as in the case shown in the figure. Taking into account production engineering possibilities, however, he may also be chosen smaller or larger.
  • FIG. 11 shows an embodiment of a sheet metal node BK2A for the type BK2.
  • a deep-drawn starting shape is bent twice in the present embodiment, wherein auxiliary elements are used.
  • the knot formation is suitable for the connection of abutting profiles, such as the application of the sheet metal knot type BK2 in FIG. 1 shows.
  • FIGS. 16 to 23 For example, a manufacturing method for a second embodiment BK2B of the sheet knot type BK2 is shown.
  • the sheet metal node has an outer shell AS and an inner shell IS, whose deep-drawn output forms in the Figures 18 or 19 are shown.
  • FIGS. 20 and 21 a first phase of a bending process is shown while the FIGS. 22 and 23 show the capture of the final shapes of the inner and outer shell.
  • FIGS. 24, 25 Another embodiment BK2C for the sheet metal node type BK2 is in the FIGS. 24, 25 shown.
  • the outer shell AS is produced only from an angled sheet-metal blank, ie without deep-drawing processing.
  • the inner shell IS can only consist of an angled sheet metal blank and the outer shell AS be deep-drawn.
  • FIG. 26 shows a further embodiment of an inner shell IS and an outer shell AS having sheet metal node BK5, which serves in the illustrated embodiment for connecting intermediate elements with a belt or side member.
  • FIGS. 27 and 28 show two different perspective views, in which two sheet metal nodes each have a separate inner shell IS, the outer shells, however, are connected to one another of the two nodes common outer shell AS.
  • FIG. 29 shows an extension of the basis of the FIG. 28 illustrated principle. There are a total of five sheet metal nodes connected to their respective outer shells AS, so that all sheet metal nodes common outer shell AS is present.
  • FIGS. 30, 31 is a sheet metal shell, namely the outer shell AS1, AS2 separated, while the inner shell IS is integrally formed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Tents Or Canopies (AREA)
  • Medicines Containing Material From Animals Or Micro-Organisms (AREA)
  • External Artificial Organs (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Claims (21)

  1. Ensemble d'éléments pour une structure de chaudron de caisse de wagon d'un véhicule ferroviaire, comprenant une structure porteuse, qui a au moins deux membrures ( O ) supérieures et un certain nombre de traverses ( Q ) de toit pour la partie de toit de la caisse,
    au moins deux membrures ( U ) inférieures et un certain nombre de traverses ( Q ) de plancher pour une partie de plancher de la caisse, ainsi que plusieurs colonnes ( S ) s'étendant verticalement et plusieurs membrures ( F ) de fenêtre pour des parties latérales de la caisse et comprenant au moins un module ( E1 ) de tête, la structure de chaudron étant constituée de manière modulaire et les membrures ( O ) supérieures et les membrures ( U ) inférieures étant de section transversale de profil uniforme,
    caractérisé en ce que
    les membrures ( O ) supérieures et les membrures ( U ) inférieures sont assemblées à des traverses ( Q ) voisines, à des colonnes ( S ) verticales et/ou à des membrures ( F ) de fenêtre par des noeuds ( BK1, BK2, BK3, BK4 ) de tôle et les noeuds ( BK1, BK2, BK3, BK4 ) de tôle sont fabriqués, au moins en partie, suivant un mode de construction uniforme et en demi-produit en tôle, qui est coupé à dimension par un procédé de coupe assisté par faisceau ou par un outil de découpage et ensuite est mis en forme, puis assemblé.
  2. Ensemble d'éléments suivant la revendication 1, caractérisé en ce que les membrures ( O ) supéreures et les membrures ( U ) inférieures sont au moins en partie de longueur uniforme.
  3. Ensemble d'éléments suivant la revendication 1 ou 2,
    caractérisé en ce que
    les colonnes ( S ) verticales et les membrures ( F ) de fenêtre sont de section transversale de profil uniforme.
  4. Ensemble d'éléments suivant la revendication 1 à 3,
    caractérisé en ce que
    les colonnes ( S ) verticales et les traverses ( Q ) sont de section transversale de profil uniforme.
  5. Ensemble d'éléments suivant l'une des revendications 1 à 4,
    caractérisé en ce que
    pour la réalisation de largeur de véhicule différentes, il est prévu plusieurs ensembles de traverses ( Q ), qui diffèrent par leur longueur.
  6. Ensemble d'éléments suivant l'une des revendications 1 à 5,
    caractérisé en ce que
    pour la réalisation de longueur de véhicule différentes, il est prévu des modules ( E1 ) de tête ou des modules ( E2 ) de fin de longueur différente, respectivement pour se raccorder à un côté frontal de la structure porteuse.
  7. Ensemble d'éléments suivant l'une des revendications 1 à 6,
    caractérisé en ce que
    les noeuds ( BK2 ), prévus à l'intérieur de la structure porteuse, sont de mode de construction uniforme, dans la partie des membrures ( O, U ) supérieures et inférieures.
  8. Ensemble d'éléments suivant la revendication,
    caractérisé en ce que
    l'assemblage du noeud ( BK1, BK2, BK3, BK4 ) s'effectue par soudage, par d'autres procédés thermiques d'assemblage ou par collage.
  9. Ensemble d'éléments suivant l'une des revendications 1 à 8,
    caractérisé en ce que
    le noeud ( BK1, BK2, BK3, BK4 ) de tôle est fabriqué par emboutissage profond.
  10. Ensemble d'éléments suivant la revendication 9,
    caractérisé en ce que
    le noeud ( BK1, BK2, BK3, BK4 ) de tôle est formé de plusieurs parties produites respectivement par emboutissage profond.
  11. Ensemble d'éléments suivant l'une des revendications 1 à 8,
    caractérisé en ce que
    l'on effectue la mise en forme par des opérations de pliage.
  12. Ensemble d'éléments suivant la revendication 9,
    caractérisé en ce que
    la partie du noeud ( BK3 ) de tôle, produite par emboutissage profond, est obtenue à partir d'une forme de base en godet, qui est soumise à une opération ultérieure de coupe ou d'estampage.
  13. Ensemble d'éléments suivant la revendication 9,
    caractérisé en ce que
    les parties du noeud ( BK5 ) de tôle, produites par emboutissage profond, sont obtenues à partir d'une forme de base en cuvette et ont des brides ( FL ) de renfort.
  14. Ensemble d'éléments suivant la revendication 13,
    caractérisé en ce que
    le noeud ( BK5 ) de tôle a une structure fermée.
  15. Ensemble d'éléments suivant la revendication 10,
    caractérisé en ce que
    les deux parties produites par emboutissage profond sont respectivement en forme de croix.
  16. Ensemble d'éléments suivant la revendication 9,
    caractérisé en ce qu'un demi-produit en tôle est soumis, après l'emboutissage profond, à des opérations de pliage successives.
  17. Ensemble d'éléments suivant l'une des revendications 10 ou 11,
    caractérisé en ce que
    les deux parties produites par emboutissage profond sont formées d'une coquille ( AS ) extérieure et d'une coquille ( IS ) intérieure, qui sont à nouveau coupées à dimension après l'emboutissage profond.
  18. Ensemble d'éléments suivant la revendication 17,
    caractérisé en ce que
    ( BK2, BK3 ), au moins deux des noeuds de tôle, sont assemblés par leurs coquilles ( AS ) extérieures, de manière à former une coquille extérieure commune aux deux.
  19. Ensemble d'éléments suivant la revendication 17 ou 18,
    caractérisé en ce qu'il y a une coquille séparée de la coquille ( AS ) extérieure ou de la coquille ( IS ) intérieure, de manière à ce que la coquille concernée soit au moins en deux pièces.
  20. Ensemble d'éléments suivant l'une des revendications 1 à 19,
    caractérisé en ce que
    la structure porteuse a d'autres membrures, s'étendant en faisant un angle quelconque par rapport à la verticale.
  21. Ensemble d'éléments suivant l'une des revendications 1 à 20,
    caractérisé en ce que
    les membrures ( O ) supérieures et/ou les membrures ( U ) inférieures sont subdivisées en tronçons de même longueur.
EP08750150A 2007-05-11 2008-05-07 Ensemble d'elements pour une structure de coque de caisse de wagon Not-in-force EP2144802B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007022198A DE102007022198A1 (de) 2007-05-11 2007-05-11 Bausatz für eine Wagenkasten-Rohbaustruktur
PCT/EP2008/055631 WO2008138830A1 (fr) 2007-05-11 2008-05-07 Ensemble d'éléments pour une structure de coque de caisse de wagon

Publications (2)

Publication Number Publication Date
EP2144802A1 EP2144802A1 (fr) 2010-01-20
EP2144802B1 true EP2144802B1 (fr) 2010-12-01

Family

ID=39693674

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08750150A Not-in-force EP2144802B1 (fr) 2007-05-11 2008-05-07 Ensemble d'elements pour une structure de coque de caisse de wagon

Country Status (9)

Country Link
US (1) US20100186622A1 (fr)
EP (1) EP2144802B1 (fr)
JP (1) JP5222358B2 (fr)
CN (1) CN101678837B (fr)
AT (1) ATE490142T1 (fr)
AU (1) AU2008250324B2 (fr)
CA (1) CA2686966C (fr)
DE (2) DE102007022198A1 (fr)
WO (1) WO2008138830A1 (fr)

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DE102013219800A1 (de) * 2013-09-30 2015-04-02 Siemens Aktiengesellschaft Hauptquerträger für ein Schienenfahrzeug des Personenverkehrs
EP2543570B1 (fr) 2011-07-07 2018-03-28 Bombardier Transportation GmbH Procédé de réalisation d'un véhicule ferroviaire, procédé de fabrication d'un véhicule ferroviaire et famille de véhicules ferroviaires

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DE102013226607A1 (de) * 2013-12-19 2015-06-25 Bayerische Motoren Werke Aktiengesellschaft Karosseriestruktur in Knotenbauweise
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JP4047528B2 (ja) * 2000-09-08 2008-02-13 日本車輌製造株式会社 鉄道車両の骨組み構造
DE10053125A1 (de) * 2000-10-19 2002-05-08 Daimlerchrysler Rail Systems Schienenfahrzeug mit modular aufgebautem Wagenkasten
JP2004168218A (ja) * 2002-11-21 2004-06-17 Hitachi Ltd エネルギ吸収部材
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
US6962262B2 (en) * 2003-02-10 2005-11-08 Dennis Toma Connecting corner for knock down racks
CN201046706Y (zh) * 2007-03-13 2008-04-16 成都飞机工业（集团）有限责任公司 磁浮车辆车体中框

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2543570B1 (fr) 2011-07-07 2018-03-28 Bombardier Transportation GmbH Procédé de réalisation d'un véhicule ferroviaire, procédé de fabrication d'un véhicule ferroviaire et famille de véhicules ferroviaires
DE102013219800A1 (de) * 2013-09-30 2015-04-02 Siemens Aktiengesellschaft Hauptquerträger für ein Schienenfahrzeug des Personenverkehrs

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CN101678837B (zh) 2012-01-11
AU2008250324B2 (en) 2012-04-12
AU2008250324A1 (en) 2008-11-20
JP2010526713A (ja) 2010-08-05
US20100186622A1 (en) 2010-07-29
ATE490142T1 (de) 2010-12-15
CA2686966C (fr) 2015-06-30
DE102007022198A1 (de) 2008-11-13
EP2144802A1 (fr) 2010-01-20
DE502008001948D1 (de) 2011-01-13
JP5222358B2 (ja) 2013-06-26
WO2008138830A1 (fr) 2008-11-20
CA2686966A1 (fr) 2008-11-20
CN101678837A (zh) 2010-03-24

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